P5 Kia+carnival+07+2.7+gaz

CHAPTER 5:
Fuel System
General Information
2007 > 2.7L V6 GASOLINE >
SPECIAL SERVICE TOOLS

Tool
Illustration Application
(Number and name)
09353-24100 Measuring the fuel line pressure
Fuel Pressure Gauge
09353-38000 Connection between the delivery pipe and

Fuel Pressure Gauge fuel feed line
Adapter
09353-24000 Connection between Fuel Pressure Gauge

Fuel Pressure Gauge (09353-24100) and Fuel Pressure Gauge
Connector Adapter (09353-38000)
BASIC TROUBLESHOOTING
BASIC TROUBLESHOOTING GUIDE
CUSTOMER PROBLEM ANALYSIS SHEET

BASIC INSPECTION PROCEDURE
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.
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
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.
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
a. Sensors and Actuators
: Slightly vibrate sensors, actuators or relays with finger.
Strong vibration may break sensors, actuators or relays
b. Connectors and Harness

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

b. DO NOT heat the ECM directly.
● SIMULATING WATER SPRINKLING

a. Sprinkle water onto vehicle to simulate a rainy day or a high humidity condition.
DO NOT sprinkle water directly into the engine compartment or electronic components.
● SIMULATING ELECTRICAL LOAD

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

b. 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.
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 from side to side.
Specification (Resistance)
1Ω or less → Normal Circuit
1MΩ or Higher → Open Circuit
a. Disconnect connectors (A), (C) and measure resistance between connector (A) and (C) as shown in [FIG. 2].
In [FIG.2.] the measured resistance of line 1 and 2 is higher than 1MΩ and below 1 Ω respectively. Specifically
the open circuit is line 1 (Line 2 is normal). To find exact break point, check sub line of line 1 as described in
next step.
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).
● 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].
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
a. Test the battery
(Engine does not turn
b. Test the starter
over)
c. Inhibitor switch (A/T) or clutch start switch (M/T)
a. Test the battery a. DTC

Unable to start
b. Check the fuel pressure b. Low compression
(Incomplete
c. Check the ignition circuit c. Intake air leaks
combustion)
d. Troubleshooting the immobilizer system (In case of d. Slipped or broken timing belt
immobilizer lamp flashing) e. Contaminated fuel
a. DTC
a. Test the battery
b. Low compression
Difficult to start b. Check the fuel pressure
c. Intake air leaks
c. Check the ECTS and circuit (Check DTC)
d. Contaminated fuel
d. Check the ignition circuit
e. Weak ignition spark
a. Check the fuel pressure

b. Check the Injector a. DTC
Poor idling
c. Check the long term fuel trim and short term fuel trim b. Low compression
(Rough, unstable or
(Refer to CUSTOMER DATASTREAM) c. Intake air leaks
incorrect Idle)
d. Check the idle speed control circuit (Check DTC) d. Contaminated fuel
e. Inspect and test the Throttle Body e. Weak ignition spark
f. Check the ECTS and circuit (Check DTC)
a. Test the Battery

a. DTC
b. Check the fuel pressure
Engine stall b. Intake air leaks
c. Check the idle speed control circuit (Check DTC)
c. Contaminated fuel
d. Check the ignition circuit
d. Weak ignition spark
e. Check the CKPS Circuit (Check DTC)

b. Inspect and test Throttle Body a. DTC
Poor driving c. Check the ignition circuit b. Low compression
(Surge) d. Check the ECTS and Circuit (Check DTC) c. Intake air leaks
e. Test the exhaust system for a possible restriction d. Contaminated fuel
f. Check the long term fuel trim and short term fuel trim e. Weak ignition spark
(Refer to CUSTOMER DATASTREAM)

Knocking b. Inspect the engine coolant a. DTC
c. Inspect the radiator and the electric cooling fan b. Contaminated fuel
d. Check the spark plugs
a. Check customer's driving habits

a. Is A/C on full time or the defroster mode on?
b. Are tires at correct pressure? a. DTC
c. Is excessively heavy load being carried? b. Low compression
Poor fuel economy
d. Is acceleration too much, too often? c. Intake air leaks
b. Check the fuel pressure d. Contaminated fuel
c. Check the injector e. Weak ignition spark
d. Test the exhaust system for a possible restriction
e. Check the ECTS and circuit
a. Test the canister close valve

b. Inspect the fuel filler hose/pipe
Hard to refuel a. Malfunctioning gas station
a. Pinched, kinked or blocked?
(Overflow during filling nozzle (If this problem
b. Filler hose is torn
refueling) occurs at a specific gas
c. Inspect the fuel tank vapor vent hose between the station during refueling)
EVAP. canister and air filter
d. Check the EVAP. canister
SPECIFICATIONS
FUEL DELIVERY SYSTEM
Items Specification
Fuel Tank Capacity 80 lit. (21.1 U.S.gal., 17.6 Imp.gal.)
Fuel Filter (built in Fuel Pump
Type High pressure type
assembly)
Fuel Pressure Regulator (built in Regulated Fuel
375 ~ 385 kPa(3.82 ~ 3.92 kgf/cm², 54.3 ~ 55.8 psi)
Fuel Pump assembly) Pressure
Type Electrical, in-tank type
Fuel Pump
Driven by Electric motor
SENSORS
MASS AIR FLOW SENSOR (MAFS)
▷ Type: Hot-film type
▷ Specification
Air Flow (kg/h) Frequency (Hz)

12.6 kg/h 2,617Hz
18.0 kg/h 2,958Hz
23.4 kg/h 3,241Hz
32.4 kg/h 3,653Hz
43.2 kg/h 4,024Hz
57.6 kg/h 4,399Hz
72.0 kg/h 4,704Hz
108.0 kg/h 5,329Hz
144.0 kg/h 5,897Hz
198.0 kg/h 6,553Hz
270.0 kg/h 7,240Hz
360.0 kg/h 7,957Hz
486.0 kg/h 8,738Hz
666.0 kg/h 9,644Hz
900.0 kg/h 10,590Hz
INTAKE AIR TEMPERATURE SENSOR (IATS)

▷ Type: Thermistor type
▷ Specification
Temperature
Resistance (kΩ)
°C °F
-40 -40 100.87
-20 -4 28.58
0 32 9.40
10 50 5.66
20 68 3.51
40 104 1.47
60 140 0.67
80 176 0.33
MANIFOLD ABSOLUTE PRESSURE SENSOR (MAPS)

▷ Type: Piezo-resistive pressure type
▷ Specification
Pressure (kPa) Output Voltage (V)

20.0kPa 0.79
46.66kPa 1.84
101.32kPa 4.0
ENGINE COOLANT TEMPERATURE SENSOR (ECTS)

▷ Specification
Temperature
Resistance (kΩ)
°C °F
-40 -40 48.14
-20 -4 14.13 ~ 16.83
0 32 5.79
20 68 2.31 ~ 2.59
40 104 1.15
60 140 0.59
80 176 0.32
THROTTLE POSITION SENSOR (TPS)

▷ Type: Variable resistor type
▷ Specification (When reference voltage = 5.0V)
Output Voltage(V)
Throttle Angle (°)
TPS1 TPS2
0 0 5.0
10 0.5 4.5
20 0.9 4.1
30 1.4 3.6
40 1.8 3.2
50 2.3 2.7
60 2.7 2.3
70 3.2 1.8
80 3.6 1.4
90 4.1 0.9
100 4.5 0.5
110 5.0 0.0
Item Sensor Resistance (kΩ)
TPS1 4.0 ~ 6.0 [20°C (68°F)]
TPS2 2.7 ~ 4.1 [20°C (68°F)]
ACCELERATOR POSITION SENSOR (APS)

▷ Type: Variable resistor type
▷ Specification (When reference voltage = 5.0V)
Output Voltage (V)

Accelerator Position
APS1 APS2
C.T 0.70 ~ 0.80 0.29 ~ 0.46
W.O.T 3.85 ~ 4.35 1.93 ~ 2.18
Item Sensor Resistance (kΩ)

APS1 0.7 ~ 1.3 [20°C (68°F)]
APS2 1.4 ~ 2.6 [20°C (68°F)]
HEATED OXYGEN SENSOR (HO2S)

▷ Type: Zirconia (ZrO2) type
▷ Specification
A/F Ratio Output Voltage (V)
RICH 0.80 ~ 0.92
LEAN 0.1
Item Resistance (Ω)

Sensor Heater 3.0 ~ 4.0 [21°C (69.8°F)]
CAMSHAFT POSITION SENSOR (CMPS)

▷ Type: Hall effect type
▷ Specification
Item Specification
High: 4.75 ~ 5.25
Output Voltage (V)
Low: 0 ~ 0.7
Air Gap (mm) 0.5 ~ 1.5
CRANKSHAFT POSITION SENSOR (CKPS)

▷ Type: Magnetic field sensitive type
▷ Specification
Item Specification
Coil Resistance (Ω) 630 ~ 770 [20°C (68°F)]
Air Gap (mm) 0.5 ~ 1.5
KNOCK SENSOR (KS)

▷ Type: Piezo-electricity type
▷ Specification
Item Specification
Capacitance (pF) 950 ~ 1,350pF
CVVT OIL TEMPERATURE SENSOR (OTS)

▷ Specification
Temperature
Resistance (kΩ)
°C °F
-40 -40 52.0
-20 -4 16.5
0 32 6.0
20 68 2.45
40 104 1.10
60 140 0.544
80 176 0.290
100 212 0.164
120 248 0.099
ACTUATORS
INJECTOR
▷ Number: 6
▷ Specification
Item Specification
Coil Resistance (Ω) 13.8 ~ 15.2 [20°C (68°F)]
PURGE CONTROL SOLENOID VALVE (PCSV)

▷ Specification
Item Specification
VARIABLE INTAKE SOLENOID (VIS) VALVE #1 (SURGE TANK SIDE)

▷ Specification
Item Specification
Coil Resistance (Ω) 29.0 ~ 35.0 [22°C (71.6°F)]
VARIABLE INTAKE SOLENOID (VIS) VALVE #2 (INTAKE MANIFOLD SIDE)

▷ Specification
Item Specification
CVVT OIL CONTROL VALVE (OCV) [BANK 1]

▷ Specification
Item Specification
CVVT OIL CONTROL VALVE (OCV) [BANK 2]

▷ Specification
Item Specification
ETC MOTOR
▷ Specification
Item Specification
IGNITION COIL
▷ Type: Stick type
▷ Specification
Item Specification
1st Coil Resistance (Ω) 0.62Ω±10％ [20°C (68°F)]
2nd Coil Resistance (kΩ) 7.0kΩ±15％ [20°C (68°F)]
SERVICE STANDARD
Ignition Timing BTDC 7°± 10°
Neutral,N,P-range 650 ± 100 rpm
A/CON OFF
D-range 650 ± 100 rpm
Idle Speed
Neutral,N,P-range 650 ± 100 rpm
A/CON ON
D-range 650 ± 100 rpm
TIGHTENING TORQUES
ENGINE CONTROL SYSTEM
Item kgf·m N·m lbf·ft

PCM installation bolts (on bracket) 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
PCM bracket installation bolts/nuts (on air cleaner assembly) 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Camshaft position sensor [Bank 1] installation bolt 0.7 ~ 1.0 6.9 ~ 9.8 5.1 ~ 7.2
Camshaft position sensor [Bank 2] installation bolt 0.7 ~ 1.0 6.9 ~ 9.8 5.1 ~ 7.2
Crankshaft position sensor installation bolt 0.7 ~ 1.0 6.9 ~ 9.8 5.1 ~ 7.2
CVVT Oil control valve [Bank 1] installation bolt 0.8 ~ 1.0 7.8 ~ 9.8 5.8 ~ 7.2
CVVT Oil control valve [Bank 2] installation bolt 0.8 ~ 1.0 7.8 ~ 9.8 5.8 ~ 7.2
CVVT Oil temperature sensor installation 2.0 ~ 4.0 19.6 ~ 39.2 14.5 ~ 28.9
Engine coolant temperature sensor installation 2.0 ~ 4.0 19.6 ~ 39.2 14.5 ~ 28.9
ETC module installation bolt 0.9 ~ 1.1 8.8 ~ 10.8 6.5 ~ 8.0
Heated oxygen sensor (Bank 1 / Sensor 1) installation 3.5 ~ 4.5 34.3 ~ 44.1 25.3 ~ 32.6
Ignition coil installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Knock sensor [Bank 1] installation 1.9 ~ 2.4 18.6 ~ 23.5 13.7 ~ 17.4
Knock sensor [Bank 2] installation 1.9 ~ 2.4 18.6 ~ 23.5 13.7 ~ 17.4
Manifold absolute pressure sensor installation bolt 0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
FUEL DELIVERY SYSTEM

Item kgf·m N·m Ibf·ft
Fuel tank band mounting nuts 4.0 ~ 5.5 39.2 ~ 53.9 28.9 ~ 39.8
Fuel pump assembly mounting bolts 0.2 ~ 0.3 2.0 ~ 2.9 1.4 ~ 2.2
Delivery pipe installation bolts 0.9 ~ 1.4 8.8 ~ 13.7 6.5 ~ 10.1
Accelerator pedal module installation bolts 1.3 ~ 1.6 12.8 ~ 15.7 9.4 ~ 11.6
Engine Control System
DESCRIPTION
1. Engine is hard to start or does not start at all.
2. Unstable idle.
3. Poor driveability
If any of the above conditions are noted, first perform a routine diagnosis that includes basic engine checks (ignition
system malfunction, incorrect engine adjustment, etc.). Then, inspect the Gasoline Engine Control system components
with the HI-SCAN (Pro).
a. Before removing or installing any part, read the diagnostic trouble codes and then disconnect the battery
negative (-) terminal.
b. Before disconnecting the cable from battery terminal, turn the ignition switch to OFF. Removal or connection
of the battery cable during engine operation or while the ignition switch is ON could cause damage to the
ECM.
c. The control harnesses between the ECM and heated oxygen sensor are shielded with the shielded ground
wires to the body in order to prevent the influence of ignition noises and radio interference. When the shielded
wire is faulty, the control harness must be replaced.
d. When checking the generator for the charging state, do not disconnect the battery '+' terminal to prevent the
ECM from damage due to the voltage.
e. When charging the battery with the external charger, disconnect the vehicle side battery terminals to prevent
damage to the ECM.
Malfunction Indicator Lamp (MIL)

Faults with the following items will illuminate the MIL.
a. Catalyst
b. Fuel system
c. Mass Air Flow Sensor (MAFS)
d. Intake Air Temperature Sensor (IATS)
e. Engine Coolant Temperature Sensor (ECTS)
f. Throttle Position Sensor (TPS)
g. Upstream Oxygen Sensor
h. Upstream Oxygen Sensor Heater
i. Downstream Oxygen Sensor
j. Downstream Oxygen Sensor Heater
k. Injector
l. Misfire
m. Crankshaft Position Sensor (CKPS)
n. Camshaft Position Sensor (CMPS)
o. Evaporative Emission Control System
p. Vehicle Speed Sensor (VSS)
q. Idle Speed Control Actuator (ISCA)
r. Power Supply
s. ECM/ PCM
t. MT/AT Encoding
u. Acceleration Sensor
v. MIL-on Request Signal
w. Power Stage
Refer to "INSPECTION CHART FOR DIAGNOSTIC TROUBLE CODES (DTC)" for more information.
Faults with the following items will illuminate the MIL
a. Heated oxygen sensor (HO2S)
b. Mass Air Flow sensor (MAFS)
c. Throttle position sensor (TPS)
d. Engine coolant temperature sensor (ECTS)
e. Idle speed control actuator (ISCA)
f. Injectors
g. ECM
Refer to "INSPECTION CHART FOR DIAGNOSTIC TROUBLE CODES (DTC)" for more information.
1. After turning ON the ignition key, ensure that the light illuminates for about 5 seconds and then goes out.
2. If the light does not illuminate, check for an open circuit in the harness, a blown fuse or a blown bulb.
Self-Diagnosis
If a sensor connector is disconnected with the ignition switch turned on, the diagnostic trouble code (DTC) is
recorded. In this case, disconnect the battery negative terminal (-) for 15 seconds or more, and the diagnosis
memory will be erased.
THE RELATION BETWEEN DTC AND DRIVING PATTERN IN EOBD SYSTEM
1. When the same malfunction is detected and maintained during two sequential driving cycles, the MIL will
automatically illuminate.
2. The MIL will go off automatically if no fault is detected after 3 sequential driving cycles.
3. A Diagnostic Trouble Code(DTC) is recorded in ECM memory when a malfunction is detected after two sequential
driving cycles. The MIL will illuminate when the malfunction is detected on the second driving cycle.
If a misfire is detected, a DTC will be recorded, and the MIL will illuminate, immediately after a fault is first
detected.
detected.
4. A Diagnostic Trouble Code(DTC) will automatically erase from ECM memory if the same malfunction is not detected
for 40 driving cycles.
a. A "warm-up cycle" means sufficient vehicle operation such that the coolant temperature has risen by at least
40 degrees Fahrenheit from engine starting and reaches a minimum temperature of 160 degress Fahrenheit.
b. A "driving cycle" consists of engine startup, vehicle operation beyond the beginning of closed loop operation.
COMPONENT LOCATION
2. Mass Air Flow Sensor (MAFS)

1. PCM (Powertrain Control Module)
3. Intake Air Temperature Sensor (IATS)
4. Manifold Absolute Pressure Sensor (MAPS)
5. Engine Coolant Temperature Sensor (ECTS)
17. ETC Module [Throttle Position Sensor (TPS) + ETC
7. Camshaft Position Sensor (CMPS) [Bank2]
Motor]
6. Camshaft Position Sensor (CMPS) [Bank 1] 8. Crankshaft Position Sensor (CKPS)
9. Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 1] 10. Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 2]
11. Heated Oxygen Sensor (HO2S) [Bank 2 / Sensor 1] 12. Heated Oxygen Sensor (HO2S) [Bank 2 / Sensor 2]
13. Knock Sensor (KS) [Bank 1] 15. Injector
14. Knock Sensor (KS) [Bank 2] 26. Ignition Coil
18. CVVT Oil Control Valve (OCV) [Bank 1]

16. Accelerator Position Sensor (APS) 19. CVVT Oil Control Valve (OCV) [Bank 2]
20. CVVT Oil Temperature Sensor (OTS)
22. Variable Intake Solenoid (VIS) #1 Valve (Surge Tank

21. Purge Control Solenoid Valve (PCSV)
Side)
23. Variable Intake Solenoid (VIS) #2 Valve (Intake 24. Fuel Pump Relay
Manifold Side) 25. Main Relay
27. Wheel Speed Sensor (WSS) 28. Vehicle Speed Sensor (VSS)
31. A/C Pressure Transducer (APT)

Engine Control Module
(ECM)
CIRCUIT DIAGRAM
PCM PROBLEM INSPECTION PROCEDURE

1. TEST PCM GROUND CIRCUIT: Measure resistance between PCM and chassis ground using the backside of PCM
harness connector as PCM side check point. If the problem is found, repair it.
Specification (Resistance): 1Ω or less
2. TEST PCM CONNECTOR: Disconnect the PCM connector and visually check the ground terminals on PCM side
and harness side for bent pins or poor contact pressure. If the problem is found, repair it.
3. If problem is not found in Step 1 and 2, the PCM could be faulty. If so, replace the PCM with a new one, and then
check the vehicle again. If the vehicle operates normally then the problem was likely with the PCM.
4. RE-TEST THE ORIGINAL PCM : Install the original PCM (may be broken) into a known-good vehicle and check
the vehicle. If the problem occurs again, replace the original PCM with a new one. If problem does not occur, this
is intermittent problem (Refer to INTERMITTENT PROBLEM PROCEDURE in BASIC INSPECTION
PROCEDURE).
REPLACEMENT
1. Turn ignition switch off.
2. Disconnect the battery (-) cable from the battery.
3. Disconnect the PCM connectors (A).
4. Unscrew the PCM mounting bolts (B) and remove the PCM from the air cleaner assembly.
5. Install a new PCM.
PCM installation bolts: 9.8 ~ 11.8 N·m (1.0 ~ 1.2 kgf·m, 7.2 ~ 8.7 lbf·ft)
POWERTRAIN CONTROL MODULE (PCM)

1. HARNESS CONNECTOR
2. TERMINAL FUNCTION
CONNECTOR [C151-1]
Pin
Description Connected to
No.
1 2nd CAN [High] Multi-Purpose Check Connector
2 2nd CAN [Low] Multi-Purpose Check Connector
3 -
4 -
5 -
6 -
7 -
8 -
9 -
10 Power Steering Switch signal input Power Steering Switch
11 -
12 -
13 Clutch Switch signal input Clutch Switch
14 -
15 Alternator load signal input Alternator
16 Cruise Switch ground Cruise Switch
17 -
18 A/C switch "ON" signal input A/C Switch
19 -
20 -
21 Brake switch signal input Brake Switch
22 -
23 Brake lamp signal input Brake Switch
24 -
25 Cruise Switch signal input Cruise Switch
26 A/C thermal switch signal input A/C Thermal Switch
27 Diagnostic Data Line (K-Line) Data Link Connector (DLC)
28 -
29 -
30 -
31 -
32 A/C Pressure Transducer signal input A/C Pressure Transducer (APT)
33 Sensor ground A/C Pressure Transducer (APT)
34 -
35 -
36 -
37 -
38 Battery voltage supply after main relay Main Relay
41 CAN [High] ABS/ESP Control Module
42 CAN [Low] ABS/ESP Control Module
43 Main Relay control output Main Relay
44 Intake Air Temperature Sensor signal input Intake Air Temperature Sensor (IATS)
45 Immobilizer communication line Immobilizer control module
46 -
47 Mass Air Flow Sensor signal input Mass Air Flow Sensor (MAFS)
48 Sensor ground Accelerator Position Sensor (APS) #2
49 Accelerator Position Sensor #2 signal input Accelerator Position Sensor (APS) #2
50 -
51 Cruise "SET" lamp control output Cruise "SET" Lamp
ABS/ESP Control Module (With ABS/ESP [Euro-
52 Vehicle speed signal input Ⅲ/Ⅳ])
Vehicle Speed Sensor (VSS) (Except Euro-Ⅲ/Ⅳ)
53 Sensor ground Intake Air Temperature Sensor (IATS)
54 Accelerator Position Sensor #1 signal input Accelerator Position Sensor (APS) #1
55 Sensor ground Accelerator Position Sensor (APS) #1
56 -
57 Sensor (+5V) Accelerator Position Sensor (APS) #2
58 Sensor (+5V) A/C Pressure Transducer (APT)
59 Sensor (+5V) Accelerator Position Sensor (APS) #1
60 -
61 Engine speed signal output Cluster (Tachometer)
62 Fuel consumption signal output Trip Computer
63 Malfunction Indicator Lamp (MIL) control output Cluster (Malfunction Indicator Lamp)
64 A/C Compressor Relay control output A/C Compressor Relay
65 Cooling Fan [Low] control output Cooling Fan Relay [Low]
66 Cooling Fan [High] control output Cooling Fan Relay [High]
Variable Intake Solenoid (VIS) Valve #2 [Intake
67 Variable Intake Solenoid Valve #2 control output
Manifold Side]
Manifold Side]
68 Throttle Position Sensor signal (PWM) output ABS/ESP Control Module
69 Cruise "MAIN" lamp control output Cruise "MAIN" Lamp
70 Fuel Pump Relay control output Fuel Pump Relay
Variable Intake Solenoid (VIS) Valve #1 Surge
Tank Side]
72 Immobilizer lamp control output Immobilizer Lamp
73 -
74 -
75 -
76 -
77 -
78 Purge Control Solenoid Valve control output Purge Control Solenoid Valve (PCSV)
Wheel Speed Sensor (WSS)(Without ABS/ESP
79 Wheel Speed Sensor [Low] signal input
[Euro-Ⅲ/Ⅳ])
Wheel Speed Sensor (WSS)(Without ABS/ESP
80 Wheel Speed Sensor [High] signal input
[Euro-Ⅲ/Ⅳ])
CONNECTOR [C151-2]
Pin
Description Connected to
No.
1 ETC Motor [-] control output ETC Motor (in ETC Module)
2 ETC Motor [+] control output ETC Motor (in ETC Module)
3 -
4 CVVT Oil Temperature Sensor signal input CVVT Oil Temperature Sensor (OTS)
5 -
6 -
7 Engine Coolant Temperature Sensor signal input Engine Coolant Temperature Sensor (ECTS)
8 Manifold Absolute Pressure Sensor signal input Manifold Absolute Pressure Sensor (MAPS)
9 -
10 -
11 Reference voltage (+5V) Manifold Absolute Pressure Sensor (MAPS)
12 Battery voltage supply after ignition switch Ignition Switch
13 Reference voltage (+5V) Throttle Position Sensor (TPS) #2
14 Sensor ground Throttle Position Sensor (TPS) #1
15 Reference voltage (+5V) Camshaft Position Sensor (CMPS) [Bank 2]
16 Reference voltage (+5V) Throttle Position Sensor (TPS) #1
17 Sensor ground Camshaft Position Sensor (CMPS) [Bank 2]
18 Sensor ground Camshaft Position Sensor (CMPS) [Bank 1]
19 Ignition Coil (Cylinder #6) control output Ignition Coil (Cylinder #6)
20 -
21 Crankshaft Position Sensor [High] signal input Crankshaft Position Sensor (CKPS)
22 -
Knock Sensor (KS) [Bank 1], Knock Sensor (KS)
Knock Sensor (KS) [Bank 1], Knock Sensor (KS)
23 Sensor Shield
[Bank 2]
24 Camshaft Position Sensor [Bank 2] signal input Camshaft Position Sensor (CMPS) [Bank 2]
25 Camshaft Position Sensor [Bank 1] signal input Camshaft Position Sensor (CMPS) [Bank 1]
26 -
27 -
28 Sensor ground HO2S [B2 / S1] [Except for LEADED]
29 Sensor ground HO2S [B2 / S2] [Euro-Ⅲ/Ⅳ]
30 Sensor ground HO2S [B1 / S1] [Except for LEADED]
31 Sensor ground HO2S [B1 / S2] [Euro-Ⅲ/Ⅳ]
32 Reference voltage (+5V) Camshaft Position Sensor (CMPS) [Bank 1]
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
41 Crankshaft Position Sensor [Low] signal input Crankshaft Position Sensor (CKPS)
42 -
43 -
44 -
45 -
46 -
47 -
48 Throttle Position Sensor #1 signal input Throttle Position Sensor (TPS) #1
Heated Oxygen Sensor [Bank 1 / Sensor 1] signal
49 HO2S (B1/S1) [Except for LEADED]
input
50 HO2S (B1/S2) [Euro-Ⅲ/Ⅳ]
input
51 HO2S (B2/S1) [Except for LEADED]
input
52 HO2S (B2/S2) [Euro-Ⅲ/Ⅳ]
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 #2 signal input Throttle Position Sensor (TPS) #2
58 Sensor ground Throttle Position Sensor (TPS) #2
59 -
61 CVVT Oil Control Valve [Bank 2] control output CVVT Oil Control Valve (OCV) [Bank 2]
62 CVVT Oil Control Valve [Bank 1] control output CVVT Oil Control Valve (OCV) [Bank 1]
63 Injector (Cylinder #2) control output Injector (Cylinder #2)
65 -
66 -
Heated Oxygen Sensor [Bank 2 / Sensor 1]
67 HO2S [B2 / S1] [Except for LEADED]
Heater control output
70 HO2S [B1 / S1] [Except for LEADED]
73 HO2S [B2 / S2] [Euro-Ⅲ/Ⅳ]
74 HO2S [B1 / S2] [Euro-Ⅲ/Ⅳ]
75 -
76 Battery Power Battery
80 -
3. TERMINAL INPUT/OUTPUT SIGNAL

CONNECTOR [C151-1]
Pin
Description Condition Type Level Test Result
No.
1 2nd CAN [High] Idle DC 2.0 ~ 3.0V 2.5V
2 2nd CAN [Low] Idle DC 2.0 ~ 3.0V 2.5V
3 -
4 -
5 -
6 -
7 -
8 -
9 -
Power Steering Switch signal S/W ON Max. 0.5V -0.125V

10 DC
input S/W OFF Battery Voltage 13.47V
11 -
12 -
13 Clutch Switch signal input
14 -
Hi: Battery Voltage 13.67V
15 Alternator load signal input Idle Pulse
Lo: Max 1.5 V -0.125mV
16 Cruise Switch ground Idle DC Max. 50 mV 22.44mV
17 -
A/C Relay OFF Battery Voltage 12.37V
18 A/C switch "ON" signal input DC
A/C Relay ON Max. 1.0V -25mV
19 -
20 -
Pedal Release Battery Voltage 13.97V
21 Brake switch signal input DC
Pedal Push Max. 0.5V -25mV
22 -
Pedal Release Max. 0.5V -225mV
23 Brake lamp signal input DC
Pedal Push Battery Voltage 12.97V
24 -
All Release 4.3 ~ 4.7V 4.39V
Main SW Battery Voltage 13.37V
25 Cruise Switch signal input Set SW DC 1.3 ~ 1.7V 1.38V
Resume SW 2.8 ~ 3.2V 2.82V
Cancel SW -0.2 ~ 0.2V -37.54mV
A/C OFF Max. 1.0V -25mV
26 A/C thermal switch signal input DC
A/C ON Battery Voltage 12.57V
Hi: Min. Vbatt × 80% 11.57V
When
transmitting Lo: Max. Vbatt ×
175mV
20%
27 Diagnostic Data Line (K-Line) Pulse
Hi: Min. Vbatt × 70%
When receiving Lo: Max. Vbatt ×

30%
28 -
29 -
30 -
31 -
A/C Pressure Transducer signal A/C OFF 1.36V

32 DC 0 ~ 5V
input A/C ON 1.83V
33 Sensor ground Idle DC Max. 50 mV 22.66mV
34 -
35 -
36 -
37 -
Battery voltage supply after main IG OFF Max. 1.0 V -25mV

38 DC
relay IG ON Battery Voltage 12.77V

39 DC
IG OFF Max. 1.0 V -25mV
40 DC
Recessive 2.0 ~ 3.0 V 2.4V
41 CAN [High] Pulse
Dominant 2.75~4.5 V 3.56V
Recessive 2.0 ~ 3.0 V 2.42V
42 CAN [Low] Pulse
Dominant 0.5~2.25 V 1.62V
Relay ON Battery Voltage 0.875V
43 Main Relay control output DC
Relay OFF Max. 1.0V 12.47V
Intake Air Temperature Sensor
44 Idle Analog 0 ~ 5V 2.05V
signal input
When Hi: Min. 8.5V 11.87V
45 Immobilizer communication line communicating Pulse
after IG ON Lo: Max. 3.5V 875mV
46 -
Mass Air Flow Sensor signal Hi: Vcc 4.97V

47 Idle Pulse
input Lo: Max. 0.5V 70mV
Accelerator Position Sensor #2 C.T 0.3 ~ 0.9V 0.38V

49 Analog
signal input W.O.T 1.5 ~ 3.0V 2V
50 -
Cruise OFF Battery Voltage 12.57V
51 Cruise "SET" lamp control output DC
Cruise ON Max. 1.0V -25mV
Hi: Min. 5.0V 11.07V
52 Vehicle speed signal input Vehicle Run Pulse
Lo: Max. 1.0V -125mV
Accelerator Position Sensor #1 C.T 0.3 ~ 0.9V 819mV

54 Analog
signal input W.O.T 4.0 ~ 4.8V 4.01V
55 Sensor ground Idle DC Max. 50mV 22.6mV
56 -
IG OFF Max. 0.5V 4.95V
57 Reference voltage (+5V) DC
IG ON 4.9 ~ 5.1V -10mV
IG ON 4.9 ~ 5.1V -10mV
IG ON 4.9 ~ 5.1V -10mV
60 -
61 Engine speed signal output Idle Pulse Lo: Max. 0.5V -25mV
20 ~ 26Hz
62 Fuel consumption signal output Idle Pulse
Lo: Max. 0.5V -25mV
Malfunction Indicator Lamp (MIL) Lamp OFF Hi: Battery Voltage 13.37V
63 DC
control output Lamp ON Lo: Max. 2.0V -25mV
A/C Compressor Relay control A/C OFF Battery Voltage 13.97V
64 DC
output A/C ON Max. 1.0V 175mV
Fan OFF Battery Voltage 13.77V
65 Cooling Fan [Low] control output DC
Fan ON Max. 1.0V 175mV
Fan OFF Battery Voltage 13.57V
66 Cooling Fan [High] control output DC
Fan ON Max. 1.0V -25mV
Variable Intake Solenoid Valve Active Max. 1.0 V 13.77

67 DC
#2 control output Inactive Battery Voltage -25mV
Throttle Position Sensor signal Hi: Battery Voltage 13.37V

68 Idle Pulse
(PWM) output Lo: 0 ~ 0.5 V -25mV
Cruise "MAIN" lamp control Cruise OFF Battery Voltage 12.37V

69 DC
output Cruise ON Max. 1.0V -25mV
Relay OFF Battery Voltage 12.57V
70 Fuel Pump Relay control output DC
Relay ON Max. 1.0V -25mV
Variable Intake Solenoid Valve Active Max. 1.0 V 175mV

71 DC
#1 control output Inactive Battery Voltage 13.77V
Lamp OFF Battery Voltage 12.77V
72 Immobilizer lamp control output DC
Lamp ON Max. 1.0V -25mV
73 -
74 -
75 -
76 -
77 -
Purge Control Solenoid Valve Inactive Hi: Battery Voltage 13.83V

78 Pulse
control output Active Lo: Max. 1.0V 31.54mV
Wheel Speed Sensor [Low]
79
signal input
Wheel Speed Sensor [High]
80
signal input
CONNECTOR [C151-2]
Pin
Description Condition Type Level Test Result
No.
1 ETC Motor [-] control output Idle Pulse
Lo: Max . 1.0V -125mV
2 ETC Motor [+] control output Idle Pulse
Lo: Max . 1.0V -325mV
3 -
CVVT Oil Temperature Sensor
4 Idle Analog 0 ~ 5.0V 282mV at 96°C
signal input
5 -
6 -
Engine Coolant Temperature
7 Idle Analog 0 ~ 5.0V 1.88V
Sensor signal input
Manifold Absolute Pressure IG ON 3.9 ~ 4.1V 3.96V
8 Analog
Sensor signal input Idle 0.8 ~ 1.6V 1.31V
9 -
10 -
IG ON 4.9 ~ 5.1V -50mV
Battery voltage supply after IG OFF Max. 0.5 V 13.87V

12 DC
ignition switch IG ON Battery Voltage -125mV
IG ON 4.9 ~ 5.1V -70mV
IG ON 4.9 ~ 5.1V -50mV
IG ON 4.9 ~ 5.1V -50mV
1st Voltage:
Ignition Coil (Cylinder #6) control 278V
19 Idle Pulse 200~400V
output
ON Voltage: Max. 2V 1.97V
20 -
Crankshaft Position Sensor SINE
21 Idle Vp_p : Min.1.0V 41.6V
[High] signal input WAVE
22 -
23 Sensor Shield Idle DC Max. 50 mV 21.41mV
Camshaft Position Sensor [Bank Hi: Vcc 4.95V

24 Idle Pulse
2] signal input Lo: Max . 0.5V -10mV
Camshaft Position Sensor [Bank Hi: Vcc 4.95V

25 Idle Pulse
1] signal input Lo: Max . 0.5V -10mV
26 -
27 -
IG ON 4.9 ~ 5.1V -50mV
35 Power ground Idle DC Max. 50 mV
1st Voltage:
output
Crankshaft Position Sensor [Low] SINE
41 Idle Vp_p: Min.1.0V 8.24V
signal input WAVE
42 -
43 -
44 -
45 -
46 -
47 -
Throttle Position Sensor #1 C.T 0.25 ~ 0.9V 0.68V

48 Analog
signal input W.O.T Min. 4.0V 4.27V
Heated Oxygen Sensor [Bank 1 / Rich: 0.6 ~ 1.0V 774mV

49 Racing DC
Sensor 1] signal input Lean: 0 ~ 0.4V 137mV
Heated Oxygen Sensor [Bank 1 / Rich: 0.6 ~ 1.0V

50 Racing DC
Sensor 2] signal input Lean: 0 ~ 0.4V
Heated Oxygen Sensor [Bank 2 / Rich: 0.6 ~ 1.0V 705.2mV

51 Racing DC
Sensor 1] signal input Lean: 0 ~ 0.4V 82mV
Heated Oxygen Sensor [Bank 2 / Rich: 0.6 ~ 1.0V

52 Racing DC
Sensor 2] signal input Lean: 0 ~ 0.4V
Knock Sensor (KS) [Bank 2] Knocking Variable -0.3 ~ 0.3 V

53
[High] signal input Normal Frequency 0V

54
[Low] signal input Normal Frequency 0V

55
[Low] signal input Normal Frequency 0V

56
[High] signal input Normal Frequency 0V
Throttle Position Sensor #2 C.T Min. 4.0V 4.23V

57 Analog
signal input W.O.T 0.25 ~ 0.9V 703mV
59 -
1st Voltage:
output
CVVT Oil Control Valve [Bank 2] Battery Voltage 14.45V

61 Idle Pulse
control output Max. 1.0V 50mV
CVVT Oil Control Valve [Bank 1] Battery Voltage 14.47V

62 Idle Pulse
control output Max. 1.0V 75mV
Injector (Cylinder #2) control Battery Voltage 14.06V

Injector (Cylinder #2) control Battery Voltage 14.06V
63 Idle Pulse
output Max. 1.0V 44.2mV
Injector (Cylinder #3) control Battery Voltage 14V

64 Idle Pulse
output Max. 1.0V 38.31mV
65 -
66 -
Heated Oxygen Sensor [Bank 2 / Hi: Battery Voltage 14.07V

67 Engine Run Pulse
Sensor 1] Heater control output Lo: Max. 1.0V 275mV
Injector (Cylinder #4) control Hi: Battery Voltage 13.96V

68 Idle Pulse
output Lo: Max. 1.0V 55.71mV
Injector (Cylinder #5) control Hi: Battery Voltage 14V

69 Idle Pulse

70 Engine Run Pulse
Injector (Cylinder #6) control Hi: Battery Voltage 13.95mV

71 Idle Pulse
Injector (Cylinder #1) control Hi: Battery Voltage 14.07V

72 Idle Pulse

73 Engine Run Pulse

74 Engine Run Pulse
75 -
Battery Voltage 12.39V
76 Battery Power Always DC 1.0 mA or below 1.5
0.34mA
mA
1st Voltage:
output
1st Voltage:
output
1st Voltage:
output
80 -
Mass Air Flow Sensor
(MAFS)
INSPECTION
FUNCTION AND OPERATION PRINCIPLE
Mass Air Flow Sensor (MAFS) is a hot-film type sensor and is located in between the air cleaner and the throttle
body. It consists of a tube, a sensor assembly and honeycomb cell and detects intake air quantity flowing into the
intake manifold. Air flows from the air cleaner assembly through the honeycomb cell and over the hot film element. At
this time, heat transfer is generated by convection and this sensor loses its energy. This sensor detects the mass air
flow by using the energy loss and transfers the information to the PCM by frequency. The PCM calculates fuel quantity
and ignition timing.
SPECIFICATION
Air Flow (kg/h) Output Frequency (Hz)
12.6 kg/h 2,617Hz
18.0 kg/h 2,958Hz
23.4 kg/h 3,241Hz
32.4 kg/h 3,653Hz
43.2 kg/h 4,024Hz
57.6 kg/h 4,399Hz
72.0 kg/h 4,704Hz
108.0 kg/h 5,329Hz
144.0 kg/h 5,897Hz
198.0 kg/h 6,553Hz
270.0 kg/h 7,240Hz
360.0 kg/h 7,957Hz
486.0 kg/h 8,738Hz
666.0 kg/h 9,644Hz
900.0 kg/h 10,590Hz
CIRCUIT DIAGRAM
COMPONENT INSPECTION
1. Check the MAFS visually.
a. Mounting direction correct.
b. Any contamination, corrosion or damage on connector.
c. Air cleaner's clogging or wet.
d. MAFS cylinder's deforming or blocking by any foreign material.
2. Check any leakage on intake system and intercooler system.
Manifold Absolute
Pressure Sensor
(MAPS)
INSPECTION
FUNCTION AND OPERATION PRICIPLE
Manifold Absolute Pressure Sensor (MAPS) is speed-density type sensor and is installed on the surge tank. This
MAPS senses absolute pressure in surge tank and transfers this analog signal proportional to the pressure to the
PCM. The PCM calculates the intake air quantity and engine speed based on this signal. This MAPS consists of
piezo-electric element and hybrid IC that amplifies the element output signal. The element is silicon diaphragm type
and adapts pressure sensitive variable resistor effect of semi-conductor. 100% vacuum and the manifold pressure
applies to both sides of it respectively. That is, this sensor outputs the silicon variation proportional to pressure change
by voltage.
SPECIFICATION
Pressure(kPa) Output Voltage (V)
20.0 0.79
46.66 1.84
101.32 4.0
CIRCUIT DIAGRAM
1. Connect a scantool on Diagnisis Link Connector (DLC).
2. Check MAPS output voltage at idle and IG ON.
Condition Output Voltage (V)
Idle 0.8V ~ 1.6V
IG ON 3.9V ~ 4.1V
Intake Air Temperature
Sensor
(IATS)
INSPECTION
Intake Air Temperature Sensor (IATS) is installed inside the Mass Air Flow Sensor (MAFS) and detects the intake air
temperature. To calculate precise air quantity, correction of the air temperature is needed because air density varies
according to the temperature. So the PCM uses not only MAFS signal but also IATS signal. This sensor has a
Negative Temperature Coefficient (NTC) and its resistance is in inverse proportion to the temperature.
SPECIFICATION
Temperature
Resistance (kΩ)
°C °F
-40 -40 100.87
-20 -4 28.58
0 32 9.40
10 50 5.66
20 68 3.51
40 104 1.47
60 140 0.67
80 176 0.33
CIRCUIT DIAGRAM
1. Turn ignition switch OFF.
2. Disconnect IATS connector.
3. Measure resistance between IATS terminals 4 and 5.
4. Check that the resistance is within the specification.
Specification: Refer to SPECIFICATION.

Engine Coolant
Temperature Sensor
(ECTS)
INSPECTION
Engine Coolant Temperature Sensor (ECTS) is located in the engine coolant passage of the cylinder head for
detecting the engine coolant temperature. The ECTS uses a thermistor whose resistance changes with the
temperature. The electrical resistance of the ECTS decreases as the temperature increases, and increases as the
temperature decreases. The reference 5 V in the PCM is supplied to the ECTS via a resistor in the PCM.That is, the
resistor in the PCM and the thermistor in the ECTS are connected in series. When the resistance value of the
thermistor in the ECTS changes according to the engine coolant temperature, the output voltage also changes. During
cold engine operation the PCM increases the fuel injection duration and controls the ignition timing using the
information of engine coolant temperature to avoid engine stalling and improve drivability.
SPECIFICATION
Temperature
Resistance(kΩ)
°C °F
-40 -40 48.14
-20 -4 14.13 ~ 16.83
0 32 5.79
20 68 2.31 ~ 2.59
40 104 1.15
60 140 0.59
80 176 0.32
CIRCUIT DIAGRAM
2. Disconnect ECTS connector.
3. Remove the ECTS.
4. After immersing the thermistor of the sensor into engine coolant, measure resistance between ECTS terminals 1
and 3.

Accelerator Position
Sensor
(APS)
INSPECTION
Accelerator Position Sensor (APS) is installed on the accelerator pedal module and detects the rotation angle of the
accelerator pedal. The APS is one of the most important sensors in engine control system, so it consists of the two
sensors which adapt individual sensor power and ground line. The second sensor monitors the first sensor and its
output voltage is half of the first one. If the ratio of the sensor 1 and 2 is out of the range (approximately 1/2), the
diagnostic system judges that a malfunction has occurred.
SPECIFICATION
Output Voltage (V) [Vref = 5.0V]
Pedal Position
APS1 APS2
C.T 0.7 ~ 0.8V 0.29 ~ 0.46V
W.O.T 3.85 ~ 4.35V 1.93 ~ 2.18V
Item Sensor Resistance

APS1 0.7 ~ 1.3kΩ at 20°C (68°F)
APS2 1.4 ~ 2.6kΩ at 20°C (68°F)
CIRCUIT DIAGRAM
1. Connect a scantool on Diagnoisis Link Connector (DLC).
2. Start engine and check output voltages of APS 1 and 2 at C.T and W.O.T.
Specification
Output Voltage (V)

Condition
APS1 APS2
C.T 0.70 ~ 0.80 0.29 ~ 0.46
W.O.T 3.85 ~ 4.35 1.93 ~ 2.18
3. Turn ignition switch OFF and disconnect the scantool from the DLC.
4. Disconnect APS connector and measure resistance between APS terminals 5(6) and 4(5) (APS 1).
5. Disconnect APS connector and measure resistance between APS terminals 6(3) and 2(4) (APS 2).
Heated Oxygen Sensor
(HO2S)
INSPECTION
Heated Oxygen Sensor (HO2S) consists of zirconium and alumina and is installed on upstream and downstream of the
Manifold Catalyst Converter (MCC). After it compares oxygen consistency of the atmosphere with the exhaust gas, it
transfers the oxygen consistency of the exhaust gas to the PCM. When A/F ratio is rich or lean, it generates
approximately 1V or 0V respectively. In order that this sensor normally operates, the temperature of the sensor tip is
higher than 370°C (698°F). So it has a heater which is controlled by the PCM duty signal. When the exhaust gas
temperature is lower than the specified value, the heater warms the sensor tip.
SPECIFICATION
A/F Ratio Output Voltage (V)
RICH 0.80 ~ 0.92
LEAN 0.1
Item Specification
Heater Resistance (Ω) 3.0 ~ 4.0Ω at 21°C (69.8°F)
WAVEFORM
CIRCUIT DIAGRAM
1. Check signal waveform of HO2S using a scantool.
Specification: Refer to "waveform".
2. Disconnet the HO2S connector.

3. Measure resistance between HO2S heater terminals 3 and 4.

CVVT Oil Temperature
Sensor
(OTS)
INSPECTION
The CVVT Oil Temperature Sensor (OTS) is a negative coefficient thermistor used by the PCM tl measure engine oil
temperature for the purpose of adjusting CVVT calculations.
SPECIFICATION
Temperature
Resistance (kΩ)
°C °F
-40 -40 52.0
-20 -4 16.5
0 32 6.0
20 68 2.45
40 104 1.10
60 140 0.544
80 176 0.290
100 212 0.164
120 248 0.099
CIRCUIT DIAGRAM
2. Disconnect OTS connector.
3. Remove the OTS.
4. After immersing the thermistor of the sensor into water (or engine coolant), measure resistance between OTS
terminals 1 and 2.

Knock Sensor
(KS)
INSPECTION
Knocking is a phenomenon characterized by undesirable vibration and noise and can cause engine damage. Knock
Sensor (KS) senses engine knocking and the two sensors are installed inside the V-valley of the cylinder block. When
knocking occurs, the vibration from the cylinder block is applied as pressure to the piezoelectric element. At this time,
this sensor transfers the voltage signal higher than the specified value to the PCM and the PCM retards the ignition
timing. If the knocking disappears after retarding the ignition timing, the PCM will advance the ignition timing. This
sequential control can improve engine power, torque and fuel economy.
SPECIFICATION
Item Specification
Capacitance (pF) 950 ~ 1,350pF
WAVEFORM
CIRCUIT DIAGRAM
Crankshaft Position
Sensor
(CKPS)
INSPECTION
Crankshaft Position Sensor (CKPS) detects the crankshaft position and is one of the most important sensors of the
engine control system. If there is no CKPS signal input, fuel is not supplied and the main relay does not operate. That
is, vehicle can't run without CKPS signal. This sensor is installed on transaxle housing and generates alternating
current by magnetic flux field which is made by the sensor and the target wheel when engine runs. The target wheel
consists of 58 slots and 2 missing slots on 360 CA (Crank Angle).
WAVEFORM
CIRCUIT DIAGRAM
1. Check signal waveform of CKPS and CMPS using a scantool.
Specification : Refer to "WAVE FORM"

Camshaft Position
Sensor
(CMPS)
INSPECTION
Camshaft Position Sensor (CMPS) is a hall sensor and detects the camshaft position by using a hall element. It is
related with Crankshaft Position Sensor (CKPS) and detects the piston position of each cylinder which the CKPS can't
detect. The two CMPS are installed on engine head cover of bank 1 and 2 and uses a target wheel installed on the
camshaft. This sensor has a hall-effect IC which output voltage changes when magnetic field is made on the IC with
current flow.
WAVEFORM
CIRCUIT DIAGRAM
1. Check signal waveform of CMPS and CKPS using a scantool.
Specification : Refer to "WAVE FORM"

Injector
INSPECTION
Based on information from various sensors, the PCM measures the fuel injection amount. The fuel injector is a
solenoid-operated valve and the fuel injection amount is controlled by length of time that the fuel injector is held open.
The PCM controls each injector by grounding the control circuit. When the PCM energizes the injector by grounding
the control circuit, the circuit voltage should be low (theoretically 0V) and the fuel is injected. When the PCM de-
energizes the injector by opening control circuit, the fuel injector is closed and circuit voltage should momentarily peak.
If an injector connector is disconnected for more than 46 seconds while the engine runs, the PCM will determine
that the cylinder is misfiring and cut fuel supply. So be careful not to exceed 46 seconds. But the engine runs
normally in 10 seconds after turning the ignition key off.
SPECIFICATION
Item Specification
Coil Resistance (Ω) 13.8 ~ 15.2Ω at 20°C (68°F)
CIRCUIT DIAGRAM
2. Disconnect injector connector.
3. Measure resistance between injector terminals 1 and 2.

CVVT Oil Control Valve
(OCV)
INSTALLATION
If the OCVs are installed incorrectly, the vehicle may be damaged.

So when installing them, ensure the OCV and harness connector colors match(Components and harness side).
[Bank and its color]

Bank Component side Harness side
Bank 1 (RH) Grey Grey
Bank 2 (LH) Black Black
INSPECTION
The Continuously Variable Valve Timing (CVVT) system controls the amount of valve overlap by varying the amount of
oil flow into an assembly mounted on each intake camshaft through PCM control of an oil control valve. This system
uses two oil control valves, one on each bank. An Oil Temperature Sensor (OTS) is used to allow PCM monitoring of
engine oil temperature. As oil is directed into the chambers of the CVVT assembly, the cam phase is changed to suit
various performance and emissions requirements..
1. When camshaft rotates engine rotation-wise: Intake-Advance / Exhaust-Retard
2. When camshaft rotates counter engine rotation-wise: Intake- Retard / Exhaust- Advance
SPECIFICATION
Item Specification
CIRCUIT DIAGRAM
2. Disconnect OCV connector.
3. Measure resistance between OCV terminals 1 and 2.

Variable Intake Solenoid
Valve
(VIS)
INSPECTION
Variable Intake manifold Solenoid (VIS) valves are installed on surge tank (VIS Valve #1) and intake manifold (VIS
Valve #2). These VIS valve #1 and #2 control vacuum modulators which activate valves in surge tank and intake
manifold. These valves are opened or closed by PCM according to engine condition (Refer to below table).
VIS Valve #1 VIS Valve #2
Engine Condition Operation
(Surge Tank) (In-manifold)
Low Increasing engine performance in low engine speed by
Closed Closed
Speed reducing intake interference among cylinders
Medium
Open Open or closed Increasing intake efficiency
Speed
High Minimizing intake resistance by shortening intake manifold
Open Open
Speed length and increasing area of air entrance
SPECIFICATION
Item Specification
Coil Resistance (Ω) 29.0 ~ 35.0 Ω at 20°C (68°F)
CIRCUIT DIAGRAM
2. Disconnect VIS Valve connector.
3. Measure resistance between VIS Valve #1,2 terminals 1 and 2.

Electronic Throttle
System
(ETS)
INSPECTION
ETC (Electronic Throttle Control) system is electronically controlled throttle device which controls the throttle valve. It
consists of ETC motor, throttle body and throttle position sensor (TPS). A mechanical throttle control system receives a
driver's intention via a wire cable between the accelerator and the throttle valve, while this ETC system uses the signal
from the Accelerator Position Sensor (APS) installed on the accelerator pedal. After the PCM receives the APS signal
and calculates the throttle opening angle, it activates the throttle valve by using the ETC motor. Additionally, it can
handle cruise control function without any special devices.
SHEMATIC DIAGRAM
SPECIFICATION
[THROTTLE POSITION SENSOR]
Output Voltage(V) [Vref = 5.0V]

Throttle Angle(°)
TPS1 TPS2
0° 0V 5.0V
10° 0.5V 4.5V
20° 0.9V 4.1V
30° 1.4V 3.6V
40° 1.8V 3.2V
50° 2.3V 2.7V
60° 2.7V 2.3V
70° 3.2V 1.8V
80° 3.6V 1.4V
90° 4.1V 0.9V
100° 4.5V 0.5V
110° 5.0V 0V

TPS1 4.0 ~ 6.0kΩ at 20°C (68°F)
TPS2 2.7 ~ 4.1kΩ at 20°C (68°F)
[ETC MOTOR]

CIRCUIT DIAGRAM
FAIL-SAFE MODE
Mode Description Symptom Possible Cause
a. ETC system can't proceed reliable
algorithm procedure
FORCED ENGINE algorithm procedure
MODE 1 Engine stop
SHUTDOWN a. Fatal PCM internal programming error
b. Faulty intake system or throttle body
a. ETC system can't control engine power
FORCED IDLE & Forced idle state controlled by
via throttle device
MODE 2 POWER fuel quantity regulation and
b. Disabled throttle control or broken throttle
MANAGEMENT ignition timing adjustment
position information
a. No information about the accelerator

Forced idle state and no response position
MODE 3 FORCED IDLE
for accelerator activation a. Malfuctioning APS 1 and 2, faulty A/D
converter or internal controller
LIMIT Engine power is determined by
PERFORMANCE & accelerator position and idle a. ETC system can't securely control engine
MODE 4
POWER power requirement (Limited power
MANAGEMENT vehicle running)
a. Engine power varies with
accelerator position, but driver a. Not reliable accelerator position signal or
LIMIT perceives lack of engine bad maximum power generation
MODE 5
PERFORMANCE power. a. Faulty APS, ignition voltage or internal
b. MIL ON (Normal vehicle controller
running)
MODE 6 NORMAL Normal
1. Connect a scantool on Diagnoisis Link Connector (DLC).
2. Start engine and check output voltages of TPS 1 and 2 at C.T and W.O.T.
Output Voltage (V)
Condition
TPS 1 TPS 2
C.T 0.25 ~ 0.9V Min. 4.0V
W.O.T Min. 4.0V 0.25 ~ 0.9V
3. Turn ignition switch OFF and disconnect the scantool from the DLC.
4. Disconnect ETC module connector and measure resistance between ETC module terminals 4 and 1 (TPS 1).
5. Measure resistance between ETC module terminals 7 and 6 (TPS 2).
ETC MOTOR
1. Disconnect ETC module connector and measure resistance between ETC module terminals 5 and 8.
ETC SYSTEM INITIALIZATION

1. Erase DTC(s) memorized in PCM with a scan tool.
2. Turn ignition switch off and wait for about 10 seconds.
3. Turn ignition switch on for more then 1 second. (At this time, the PCM records initial position of ETC motor on its
EEPROM).
Fuel Delivery System
COMPONENT LOCATION
FUEL PRESSURE TEST

Fuel Tank
REMOVAL
1. Preparation
(1) Remove the 2nd seat(s) (Refer to "BD" group in this WORKSHOP MANUAL).
(2) Remove the striker cover (A).
(3) Remove the Service Cover (B).
(4) Disconnect the Fuel Pump Connector (A).
(5) Start the engine and wait until fuel in fuel line is exhausted.
(6) After the engine stalls, turn the ignition switch OFF.
2. Lift the vehicle and support it with a jack.

3. Disconnect the fuel filler hose (A) and the leveling hose (B).
4. Disconnect the fuel feed quick connector (A) and vaccum hose (B).
5. Remove the fuel tank band (A) with unscrewing the mounting bolts (B) and remove the fuel tank from the vehicle.
INSTALLATION
1. Install the Fuel Tank according to the reverse order of "REMOVAL" procedure.
Fuel tank band mounting bolts :

39.2 ~ 53.9 N·m (4.0 ~ 5.5 kgf·m, 28.9 ~ 39.8 lbf·ft)
Fuel Pump
REMOVAL(INCLUDING FUEL FILTER AND FUEL PRESSURE REGULATOR)

1. Preparation
(1) Remove the 2nd seat(s) (Refer to "BD" group in this WORKSHOP MANUAL).
(2) Remove the striker cover (A).
(3) Remove the Service Cover (B).
(4) Disconnect the Fuel Pump Connector (A).
(5) Start the engine and wait until fuel in fuel line is exhausted.
(6) After the engine stalls, turn the ignition switch OFF.
2. After disconnecting the fuel feed quick connector (A) and unscrewing the the eight screws (B), remove the fuel
pump assembly.
INSTALLATION
1. Install the Fuel Pump assembly according to the reverse order of "REMOVAL" procedure.
Fuel Pump assembly mounting bolts :

2.0 ~ 2.9 N·m (0.2 ~ 0.3 kgf·m, 1.4 ~ 2.2 lbf·ft)

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CHAPTER 5:

SPECIAL SERVICE TOOLS

09353-38000 Connection between the delivery pipe and

09353-24000 Connection between Fuel Pressure Gauge

CUSTOMER PROBLEM ANALYSIS SHEET

Strong vibration may break sensors, actuators or relays

b. Connectors and Harness

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

● SIMULATING WATER SPRINKLING

● SIMULATING ELECTRICAL LOAD

CONNECTOR INSPECTION PROCEDURE

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

2. Checking Point for Connector

3. Repair Method of Connector Terminal

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

WIRE HARNESS INSPECTION PROCEDURE

ELECTRICAL CIRCUIT INSPECTION PROCEDURE

2. Continuity Check Method

3. Voltage Check Method

● CHECK SHORT CIRCUIT

SYMPTOM TROUBLESHOOTING GUIDE CHART

a. Test the battery a. DTC

a. Check the fuel pressure

a. Test the Battery

a. Check the fuel pressure

a. Check the fuel pressure

a. Check customer's driving habits

a. Test the canister close valve

Air Flow (kg/h) Frequency (Hz)

INTAKE AIR TEMPERATURE SENSOR (IATS)

MANIFOLD ABSOLUTE PRESSURE SENSOR (MAPS)

Pressure (kPa) Output Voltage (V)

ENGINE COOLANT TEMPERATURE SENSOR (ECTS)

THROTTLE POSITION SENSOR (TPS)

ACCELERATOR POSITION SENSOR (APS)

Output Voltage (V)

Item Sensor Resistance (kΩ)

HEATED OXYGEN SENSOR (HO2S)

Item Resistance (Ω)

CAMSHAFT POSITION SENSOR (CMPS)

CRANKSHAFT POSITION SENSOR (CKPS)

KNOCK SENSOR (KS)

CVVT OIL TEMPERATURE SENSOR (OTS)

PURGE CONTROL SOLENOID VALVE (PCSV)

VARIABLE INTAKE SOLENOID (VIS) VALVE #1 (SURGE TANK SIDE)

VARIABLE INTAKE SOLENOID (VIS) VALVE #2 (INTAKE MANIFOLD SIDE)

CVVT OIL CONTROL VALVE (OCV) [BANK 1]

CVVT OIL CONTROL VALVE (OCV) [BANK 2]

Item kgf·m N·m lbf·ft

FUEL DELIVERY SYSTEM

Malfunction Indicator Lamp (MIL)

THE RELATION BETWEEN DTC AND DRIVING PATTERN IN EOBD SYSTEM

2. Mass Air Flow Sensor (MAFS)

6. Camshaft Position Sensor (CMPS) [Bank 1] 8. Crankshaft Position Sensor (CKPS)

18. CVVT Oil Control Valve (OCV) [Bank 1]

22. Variable Intake Solenoid (VIS) #1 Valve (Surge Tank

31. A/C Pressure Transducer (APT)

PCM PROBLEM INSPECTION PROCEDURE