005 - Fuel+System

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TUCSON(LM) > 2010 > G 2.0 DOHC > Fuel System
Fuel System > General Information > Specifications

Specifications
Fuel Delivery System
Items Specification
Fuel Tank Capacity 55 lit. (14.5 U.S.gal., 58.1 U.S.qt., 48.3 Imp.qt.)
Fuel Filter Type Paper type
Fuel Pressure Regulator Regulated Fuel Pressure 324 ~ 363 kPa (3.3 ~ 3.7 kgf/cm², 46.9 ~ 52.6 psi)
Type Electrical, in-tank type
Fuel Pump
Driven by Electric motor
Sensors
Manifold Absolute Pressure Sensor (MAPS)
▷ Type: Piezo-resistive pressure sensor type
▷ Specification
Pressure [kPa (kgf/cm², psi)] Output Voltage (V)

20.0 (0.20, 2.9) 0.79
46.7 (0.47, 6.77) 1.84
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101.3 (1.03, 14.7) 4.0
Intake Air Temperature Sensor (IATS)

▷ Type: Thermistor type
▷ Specification
Temperature [°C(°F)] Resistance (kΩ)

-40(-40) 40.93 ~ 48.35
-20(-4) 13.89 ~ 16.03
0(32) 5.38 ~ 6.09
10(50) 3.48 ~ 3.90
20(68) 2.31 ~ 2.57
40(104) 1.08 ~ 1.21
50(122) 0.76 ~ 0.85
60(140) 0.54 ~ 0.62
80(176) 0.29 ~ 0.34
Engine Coolant Temperature Sensor (ECTS)

▷ Type: Thermistor type
▷ Specification

-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
https://www.hyundaitechinfo.com/viewer/toc_print.asp?vehicletype=Passenger&mfrc... 11/03/2013
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80(176) 0.32
Throttle Position Sensor (TPS) [integrated into ETC Module]

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

Throttle Angle(°)
TPS1 TPS2
0 0 5.0
10 0.48 4.52
20 0.95 4.05
30 1.43 3.57
40 1.90 3.10
50 2.38 2.62
60 2.86 2.14
70 3.33 1.67
80 3.81 1.19
90 4.29 0.71
100 4.76 0.24
105 5.0 0
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C.T (6~15°) 0.29 ~ 0.71 4.29 ~ 4.71
W.O.T (93~102°) 4.43 ~ 4.86 0.14 ~ 0.57
Item Resistance (kΩ)

TPS1 0.875 ~ 1.625 [20°C(68°F)]
TPS2 0.875 ~ 1.625 [20°C(68°F)]
Crankshaft Position Sensor (CKPS)

▷ Type: Hall effect type
Camshaft Position Sensor (CMPS)
▷ Type: Hall effect type
Knock Sensor (KS)
▷ Type: Piezo-electricity type
▷ Specification
Item Specification
Capacitance (pF) 850 ~ 1,150
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1]

▷ Type: Zirconia (ZrO2) [Linear] type
▷ Specification
Item Specification
Heater Resistance (Ω) 2.5 ~ 4.0 [20°C(69.8°F)]

▷ Type: Zirconia (ZrO2) [Binary] type
▷ Specification
A/F Ratio (λ) Output Voltage(V)

RICH Approx. 0.9
LEAN Approx. 0.04
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Item Specification
Heater Resistance (Ω) 3.3 ~ 4.1 [21°C(69.8°F)]
Accelerator Position Sensor (APS)

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

Position APS1 APS2
C.T 0.7 ~ 0.8 0.29 ~ 0.46
W.O.T 3.85 ~ 4.35 1.93 ~ 2.18
Fuel Tank Pressure Sensor (FTPS)

▷ Type: Piezo - Resistivity type
▷ Specification
Pressure [kPa (kgf/cm², in H2O) Output Voltage (V)

-6.67 (-0.068, -26.8) 0.5
0 2.5
+6.67 (0.068, 26.8) 4.5
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Actuators
Injector
▷ Specification
Item Specification
Coil Resistance (Ω) 13.8 ~ 15.2 [20°C(68°F)]
ETC Motor [integrated into ETC Module]

▷ Specification
Item Specification
Purge Control Solenoid Valve (PCSV)

▷ Specification
Item Specification
CVVT Oil Control Valve (OCV)

▷ Specification
Item Specification
Variable Intake Solenoid (VIS) Valve

▷ Specification
Item Specification
Variable Charge Motion Actuator (VCMA)

▷ Specification
[Motor]
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Item Specification
[Position Sensor]
Item Specification
Coil Resistance (kΩ) 3.44 ~ 5.16 [20°C(68°F)]
Ignition Coil
▷ Type: Stick type
▷ Specification
Item Specification
Primary Coil Resistance (Ω) 0.62 ± 10％[20°C(68°F)]
Secondary Coil Resistance (kΩ) 7.0 ± 15％[20°C(68°F)]
Canister Close Valve (CCV)

▷ Specification
Item Specification
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Service Standard
Item Specification
Ignition Timing (°) BTDC 8 ± 10
Neutral, N, P-range 620 ± 100
A/C OFF
D-range 620 ± 100
Idle Speed (rpm)
Neutral, N, P-range 620 ± 100
A/C ON
D-range 620 ± 100
Tightening Torques
Engine Control System
Item kgf.m N.m lb-ft

ECM installation bolt 0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
Manifold absolute pressure sensor installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Crankshaft position sensor installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Crankshaft position sensor cover installation bolt (M8) 1.9 ~ 2.4 18.6 ~ 23.5 13.7 ~ 17.4
Crankshaft position sensor cover installation bolt (M6) 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Camshaft position sensor (Bank 1 / Intake) installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Camshaft position sensor (Bank 1 / Exhaust) installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Knock sensor installation bolt 1.9 ~ 2.4 18.6 ~ 23.5 13.7 ~ 17.4
Heated oxygen sensor (Bank 1 / sensor 1) installation [SULEV] 4.0 ~ 5.0 39.2 ~ 49.1 28.9 ~ 36.2
Heated oxygen sensor (Bank 1 / sensor 2) installation [SULEV] 4.0 ~ 5.0 39.2 ~ 49.1 28.9 ~ 36.2
Heated oxygen sensor (Bank 1 / sensor 1) installation [ULEV] 4.5 ~ 5.0 44.1 ~ 49.1 32.6 ~ 36.2
Heated oxygen sensor (Bank 1 / sensor 2) installation [ULEV] 4.5 ~ 5.0 44.1 ~ 49.1 32.6 ~ 36.2
Electronic throttle body installation bolt 0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
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Purge control solenoid valve bracket installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
CVVT oil control valve (Bank 1 / Intake) installation 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
Ignition coil installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Canister close valve & fuel tank air filter bracket installation nut 0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
Variable charge motion actuator installation bolt 0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
Fuel Delivery System
Item kgf.m N.m lb-ft

Fuel tank installation nut 4.0 ~ 5.5 39.2 ~ 54.0 28.9 ~ 39.8
Filler-neck assembly bracket installation nut 0.4 ~ 0.6 3.9 ~ 5.9 2.9 ~ 4.3
Accelerator pedal module installation nut 1.7 ~ 2.6 16.7 ~ 25.5 12.3 ~ 18.8
Accelerator pedal module installation bolt 0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
Delivery pipe installation bolt 1.9 ~ 2.4 18.6 ~ 23.5 13.7 ~ 17.4
Delivery pipe installation nut (↔ Fuel feed tube) 0.8 ~ 1.0 7.8 ~ 9.8 5.8 ~ 7.2
Fuel pump locking ring (Loosening torque) Min. 7 Min. 68.65 Min. 50.6
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Fuel System > General Information > Special Service Tools
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

(09353-38000) and the fuel feed line
Fuel Pressure Gauge Connector Connection between the Fuel Pressure

(09353-24000) Gauge (09353-24100) and the Fuel
Pressure Gauge Adapter (09353-
38000)
Heated Oxygen Sensor Socket Wrench Removal and installation of the heated
(09392-2H100) oxygen sensor
Fuel Pump Locking Ring Remover Removal and installation of the fuel
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(09310-2S200) pump (or sub fuel sender) locking ring
Fuel System > General Information > Troubleshooting

Basic Troubleshooting
Basic Troubleshooting Guide
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Customer Problem Analysis Sheet
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Basic Inspection Procedure

Measuring Condition of Electronic Parts' Resistance
The measured resistance at high temperature after vehicle running may be high or low. So all resistance must be
measured at ambient temperature (20°C, 68°F), unless stated otherwise.
The measured resistance in except for ambient temperature (20°C, 68°F) is reference value.
Intermittent Problem Inspection Procedure

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

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

• DO NOT heat the ECM directly.
● Simulating Water Sprinkling
1) Sprinkle water onto vehicle to simulate a rainy day or a high humidity condition.
DO NOT sprinkle water directly into the engine compartment or electronic components.
● Simulating Electrical Load
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.
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B. When removing the connector with a lock, press or pull locking lever.
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C. Listen for a click when locking connectors. This sound indicates that they are securely locked.
D. When a tester is used to check for continuity, or to measure voltage, always insert tester probe from wire harness
side.
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.
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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
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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
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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].
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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.
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2. Continuity Check Method (with Chassis Ground)
Lightly shake the wire harness above and below, or from side to side when measuring the resistance.
Specification (Resistance)
1Ω or less → Short to Ground Circuit
1MΩ or Higher → Normal Circuit
A. Disconnect connectors (A), (C) and measure for resistance between connector (A) and Chassis Ground as shown
in [FIG. 6].
The measured resistance of line 1 and 2 in this example is below 1 Ω and higher than 1MΩ respectively.
Specifically the short to ground circuit is line 1 (Line 2 is normal). To find exact broken point, check the sub line of
line 1 as described in the following step.
B. Disconnect connector (B), and measure the resistance between connector (A) and chassis ground, and between
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(B1) and chassis ground as shown in [FIG. 7].

The measured resistance between connector (B1) and chassis ground is 1Ω or less. The short to ground circuit is
between terminal 1 of connector (C) and terminal 1 of connector (B1).
● Testing For Voltage Drop

This test checks for voltage drop along a wire, or through a connection orswitch.
1) Connect the positive lead of a voltmeter to the end of the wire (or to the side of the connector or switch) closest to the
battery.
2) Connect the negative lead to the other end of the wire. (or the other side of the connector or switch)
3) Operate the circuit.
4) The voltmeter will show the difference in voltage between the two points. A difference, or drop of more than 0.1 volts
(50mV in 5V circuits), may indicate a problem. Check the circuit for loose or dirty connections.
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Symptom Troubleshooting Guide Chart
Main symptom Diagnostic procedure Also check for
Unable to start 1. Test the battery
(Engine does not turn 2. Test the starter
over) 3. Inhibitor switch (A/T) or clutch start switch (M/T)
Unable to start 1. Test the battery • DTC
(Incomplete 2. Check the fuel pressure • Low compression
combustion) 3. Check the ignition circuit • Intake air leaks
4. Troubleshooting the immobilizer system • Slipped or broken timing
(In case of immobilizer lamp flashing) belt
• 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
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• Weak ignition spark

Poor idling 1. Check the fuel pressure
(Rough, unstable or 2. Check the Injector • DTC
incorrect Idle) 3. Check the long term fuel trim and short term fuel trim • Low compression
(Refer to CUSTOMER DATASTREAM) • Intake air leaks
4. Check the idle speed control circuit (Check DTC) • Contaminated fuel
5. Inspect and test the Throttle Body • Weak ignition spark
6. Check the 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 • Weak ignition spark
CUSTOMER DATASTREAM)
Knocking 1. Check the fuel pressure
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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
Hard to refuel 1. Test the canister close valve
(Overflow during 2. Inspect the fuel filler hose/pipe • Malfunctioning gas
refueling) · Pinched, kinked or blocked? station filling nozzle (If
· Filler hose is torn this problem occurs at a
3. Inspect the fuel tank vapor vent hose between the EVAP. specific gas station
canister and air filter during refueling)
4. Check the EVAP. canister
Fuel System > Engine Control System > Description and Operation
OBD-II review
1. Overview
The California Air Resources Board (CARB) began regulation of On Board Diagnostics (OBD) for vehicles sold in
California beginning with the 1988 model year. The first phase, OBD-I, required monitoring of the fuel metering system,
Exhaust Gas Recirculation (EGR) system and additional emission related components. The Malfunction Indicator Lamp
(MIL) was required to light and alert the driver of the fault and the need for repair of the emission control system.
Associated with the MIL was a fault code or Diagnostic Trouble Code (DTC) idenfying the specific area of the fault.
The OBD system was proposed by CARB to improve air quality by identifying vehicle exceeding emission standards.
Passage of the Federal Clean Air Act Amendments in 1990 has also prompted the Environmental Protection Agency
(EPA) to develop On Board Diagnostic requirements. CARB OBD-II regulations were followed until 1999 when the federal
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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)
2) MIL (Malfunction indication lamp) - MIL activity by transistor cardiagn.com
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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
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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
- 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)
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• 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
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4) Fuel Pressure (if available)
5) Vehicle Speed (if available)
6) Coolant Temperature
7) Intake Manifold Pressure (if available)
8) Closed-or Open-loop operation
9) Fault code
3. OBD-II system readiness tests

1) Catalyst monitoring
The catalyst efficiency monitor is a self-test strategy within the ECM or PCM that uses the downstream Heated Oxygen
Sensor (HO2S) to determine when a catalyst has fallen below the minimum level of effectiveness in its ability to control
exhaust emission.
2) Misfire monitoring
Misfire is defined as the lack of proper combustion in the cylinder due to the absence of spark, poor fuel metering, or poor
compression. Any combustion that does not occur within the cylinder at the proper time is also a misfire. The misfire
detection monitor detects fuel, ignition or mechanically induced misfires. The intent is to protect the catalyst from
permanent damage and to alert the customer of an emission failure or an inspection maintenance failure by illuminating
the MIL . When a misfire is detected, special software called freeze frame data is enabled. The freeze frame data captures
the operational state of the vehicle when a fault is detected from misfire detection monitor strategy.
3) Fuel system monitoring
The fuel system monitor is a self-test strategy within the ECM or PCM that monitors the adaptive fuel table The fuel control
system uses the adaptive fuel table to compensate for normal variability of the fuel system components caused by wear or
aging. During normal vehicle operation, if the fuel system appears biased lean or rich, the adaptive value table will shift the
fuel delivery calculations to remove bias.
4) Engine cooling system monitoring
The cooling system monitoring is a self-test strategy within the ECM or PCM that monitors ECTS (Engine Coolant
Temperature Sensor) and thermostat about circuit continuity, output range, rationality faults.
5) O2 sensor monitoring
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
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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.
Additionally, the OBD II system shall monitor for malfunction all electronic air conditioning system components that are
used as part of the diagnostic strategy for any other monitored system or component.
Implementation plan:
No engine control strategy incorporated that alters offidle fuel and/or spark control when A/C system is on. Malfuction of
A/C system components is not used as a part of the diagnostic strategy for other monitored system or component.
Fuel System > Engine Control System > Components and Components Location
Components Location
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1. Engine Control Module (ECM) 15. A/C Pressure Transducer (APT)
2. Manifold Absolute Pressure Sensor (MAPS) 16. ETC Motor [integrated into ETC Module]
3. Intake Air Temperature Sensor (IATS) 17. Injector
4. Engine Coolant Temperature Sensor (ECTS) 18. Purge Control Solenoid Valve (PCSV)
5. Throttle Position Sensor (TPS) [integrated into ETC Module] 19. CVVT Oil Control Valve (OCV) [Bank 1 / Intake]
6. Crankshaft Position Sensor (CKPS) 20. CVVT Oil Control Valve (OCV) [Bank 1 / Exhaust]
7. Camshaft Position Sensor (CMPS) [Bank 1 / Intake] 21. Variable Intake Solenoid (VIS) Valve
8. Camshaft Position Sensor (CMPS) [Bank 1 / Exhaust] 22. Variable Charge Motion Actuator (VCMA)
9. Knock Sensor (KS) 23. Canister Close Valve (CCV)
10. Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 1] 24. Ignition Coil
11. Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 2] 25. Main Relay
12. Accelerator Position Sensor (APS) 26. Fuel Pump Relay
13. Fuel Tank Pressure Sensor (FTPS) 27. Data Link Connector (DLC) [16-Pin]
14. Fuel Level Sensor (FLS) 28. Multi-Purpose Check Connector [20-Pin]
1. Engine Control Module (ECM) 2. Manifold Absolute Pressure Sensor (MAPS)

3. Intake Air Temperature Sensor (IATS)
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4. Engine Coolant Temperature Sensor (ECTS) 5. Throttle Position Sensor (TPS)

16. ETC Motor
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6. Crankshaft Position Sensor (CKPS) 7. Camshaft Position Sensor (CMPS) [Bank 1 / Intake]
8. Camshaft Position Sensor (CMPS) [Bank 1 / Exhaust] 9. Knock Sensor (KS)
10. Heated Oxygen Sensor (HO2S) [SULEV] 10. Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1]
11. Heated Oxygen Sensor (HO2S) [SULEV] [ULEV]
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11. Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2] 12. Accelerator Position Sensor (APS)
[ULEV]
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13. Fuel Tank Pressure Sensor (FTPS) 14. Fuel Level Sensor (FLS)
15. A/C Pressure Transducer (APT) 17. Injector

24. Ignition Coil
18. Purge Control Solenoid Valve (PCSV) 19. CVVT Oil Control Valve (OCV) [Bank 1 / Intake]
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20. CVVT Oil Control Valve (OCV) [Bank 1 / Exhaust] 21. Variable Intake Solenoid (VIS) Valve
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22. Variable Charge Motion Actuator (VCMA) 23. Canister Close Valve (CCV)
25. Main Relay

26. Fuel Pump Relay
28. Multi-Purpose Check Connector [20-Pin]
Fuel System > Engine Control System > Engine Control Module (ECM) > Schematic
Diagrams
Page 24 of 92
ECM Terminal And Input/Output signal
ECM Terminal Function

Connector [CHG-A]
Pin
Description Connected to
No.
Ignition Coil (Cylinder #4) control output Ignition Coil (Cylinder #4) [With Immobilizer]
1
Ignition Coil (Cylinder #1) control output Ignition Coil (Cylinder #1) [Without Immobilizer]
2 Shield ground Ignition Coil (Cylinder #1,2,3,4)
3 -
4 -
5 -
6 -
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7 -
8 -
9 -
10 -
11 -
12 -
13 Electrical load [Wiper] signal input Wiper [Low] Relay
14 Electrical load signal input Alternator
15 Ground Cruise Control Switch
16
17 -
18 -
19 -
20 -
21 -
22 -
23 -
24 -
25 -
26 -
27 -
28 -
29 Brake Switch 1 signal input Brake Switch
30 Cruise Control Switch signal input Cruise Control Switch
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31
32 -
33 -
34 -
35 -
36 -
37 -
38 -
39 -
40 -
41 -
42 -
43 Clutch Switch signal input Clutch Switch
44 Brake Switch 2 signal input Brake Switch
45 Motor [+] control output Variable Charge Motion Actuator (VCMA)
46
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47 -
48 -
49 -
50 -
51 -
52 -
53 -
54 -
55 -
56 -
57 -
58 -
59 -
60 Motor [-] control output Variable Charge Motion Actuator (VCMA)
Connector [CHG-K]
Pin
Description Connected to
No.
1 Power ground Chassis Ground
2 Battery power (B+) Ignition Switch
4 Battery power (B+) Main Relay
6 Battery power (B+) Battery
7 -
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8 -
9 Fuel Level Sensor (FLS) signal input Fuel Level Sensor (FLS)
10 -
11 -
12 Knock Sensor (KS) signal input Knock Sensor (KS)
13 Sensor ground Accelerator Position Sensor (APS) 2
14 Sensor ground Engine Coolant Temperature Sensor (ECTS)
Camshaft Position Sensor (CMPS) [Bank 1/Exhaust]
15 Camshaft Position Sensor (CMPS) [Bank 1/Exhaust]
signal input
16 -
17 Crankshaft Position Sensor (CKPS) signal input Crankshaft Position Sensor (CKPS)
18 Rc/Rp (Pump Cell Voltage) Heated Oxygen Sensor [Bank 1/Sensor 1]
19 VS+ (NERNST Cell Voltage) Heated Oxygen Sensor [Bank 1/Sensor 1]
20 VS-/IP- (Common Ground for VS, IP) Heated Oxygen Sensor [Bank 1/Sensor 1]
21 -
22 Sensor feedback signal input Variable Charge Motion Actuator (VCMA)
23 Fuel consumption signal output Trip Computer
24 -
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25 Injector (Cylinder #1) control output Injector (Cylinder #1)
29 -
30 Sensor power (+5V) Manifold Absolute Pressure Sensor (MAPS)
Manifold Absolute Pressure Sensor (MAPS)
31 Manifold Absolute Pressure Sensor (MAPS)
signal input
32 Throttle Position Sensor (TPS) 2 signal input Throttle Position Sensor (TPS) 2
Engine Coolant Temperature Sensor (ECTS) signal
33 Engine Coolant Temperature Sensor (ECTS)
input
34 Sensor ground Knock Sensor (KS)
35 Accelerator Position Sensor (APS) 2 signal input Accelerator Position Sensor (APS) 2
36 Sensor power (+5V) Accelerator Position Sensor (APS) 2
37 Sensor ground Camshaft Position Sensor (CMPS) [Bank 1/Exhaust]
38 -
39 Sensor ground Crankshaft Position Sensor (CKPS)
40 Vehicle speed signal input ABS/ESP Control Unit
41 -
42 Rc (Compensative Resistance) Heated Oxygen Sensor [Bank 1/Sensor 1]
A/C Pressure Transducer (APT), Fuel Tank Pressure
43 Sensor power (+5V) Sensor (FTPS), Variable Charge Motion Actuator
(VCMA)
44 Sensor ground Variable Charge Motion Actuator (VCMA)
45 -
46 Alternator (COM) Alternator
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47 -
48 -
49 -
50 Variable Intake Solenoid (VIS) Valve control output Variable Intake Solenoid (VIS) Valve
51 Battery power (B+) Main Relay
52 Fuel Tank Pressure Sensor (FTPS) signal input Fuel Tank Pressure Sensor (FTPS)
53 Intake Air Temperature Sensor (IATS) signal input Intake Air Temperature Sensor (IATS)
54 A/C Pressure Transducer (APT) signal input A/C Pressure Transducer (APT)
55 -
56 -
57 Sensor ground A/C Pressure Transducer (APT)
58 -
59 Sensor ground Throttle Position Sensor (TPS) 1,2
60 Sensor power (+5V) Accelerator Position Sensor (APS) 1
61 Sensor ground Accelerator Position Sensor (APS) 1
Camshaft Position Sensor (CMPS) [Bank 1/Intake]
62 Camshaft Position Sensor (CMPS) [Bank 1/Intake]
signal input
63 Sensor power (+5V) Throttle Position Sensor (TPS) 1,2
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64 Main Relay control output Main Relay
65 Cooling Fan Relay [Low] control output Cooling Fan Relay [Low]
CVVT Oil Control (OCV) Valve [Bank 1/Intake] control
66 CVVT Oil Control Valve (OCV) [Bank 1/Intake]
output
67 Purge Control Solenoid Valve (PCSV) control output Purge Control Solenoid Valve (PCSV)
CVVT Oil Control (OCV) Valve [Bank 1/Exhaust] control
68 CVVT Oil Control Valve (OCV) [Bank 1/Exhaust]
output
69 Immobilizer Lamp control output Immobilizer Lamp [Without Button Engine Start System]
70 Fuel Pump Relay control output Fuel Pump Relay
71 ETC Motor [+] control output ETC Motor
72 ETC Motor [-] control output ETC Motor
73 Sensor ground Fuel Tank Pressure Sensor (FTPS)
74 Sensor ground Manifold Absolute Pressure Sensor (MAPS)
Smart key control module [With Button Engine Start
System]
75 Immobilizer communication line
Immobilizer Control [Without Button Engine Start
System]
76 LIN communication signal input Battery Sensor
77 CAN [High] Other control module, Data Link Connector (DLC),
78 CAN [Low] Other control module, Data Link Connector (DLC),
79 -
80 Throttle Position Sensor (TPS) 1 signal input Throttle Position Sensor (TPS) 1
81 -
82 Accelerator Position Sensor (APS) 1 signal input Accelerator Position Sensor (APS) 1
83 Sensor ground Camshaft Position Sensor (CMPS) [Bank 1/Intake]
84 Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]
signal input
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85 Sensor ground Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]

86 Engine speed signal output Power Distribution Module (PDM)
87 A/C Compressor Relay control output A/C Compressor Relay
88 Cooling Fan Relay [High] control output Cooling Fan Relay [High]
89 -
90 -
91 Canister Close Valve (CCV) control output Canister Close Valve (CCV)
92 Malfunction Indicator Lamp (MIL) control output Malfunction Indicator Lamp (MIL)
Heater control output
Heater control output
ECM Terminal Input/ Output signal

Connector [CHG-A]
Pin
Description Condition Type Level Test Result
No.
Ignition Coil (Cylinder #4) control 1st Voltage: 300~400V 416V

output [With Immobilizer] ON Voltage: Max. 2.0V 1.4V
1 Idle Pulse
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Ignition Coil (Cylinder #1) control Frequency 5.2Hz
output [Without Immobilizer] Dwell Time 2.78ms
2 Shield Idle DC Max. 50mV 16.8mV
3 -
4 -
5 -
6 -
7 -
8 -
9 -
10 -
11 -
12 -
13 Electrical load [Wiper] signal input
HI: Battery Voltage 13.4V
14 Alternator (FR) Idle Pulse
LO: Max 1.5V 40 mV
15 Ground Idle DC Max. 50 mV

16 Idle Pulse
17 -
18 -
19 -
20 -
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21 -
22 -
23 -
24 -
25 -
26 -
27 -
28 -
Brake ON Battery Voltage
29 Brake Switch 1 signal input DC
Brake OFF Max. 0.5 V
Cruise ON Battery Voltage
30 Cruise control Switch signal input DC
Cruise OFF 4.3 ~ 4.7V

31 Idle Pulse
32 -
33 -
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34 -
35 -
36 -
37 -
38 -
39 -
40 -
41 -
42 -
Release Max. 0.5V
43 Clutch Switch signal input DC
Push Battery Voltage
Push Max. 0.5V
44 Brake Switch 2 signal input DC
Normal Battery Voltage
High: Battery Voltage
45 Motor [+] control output Engine Run PWM Low: Max. 0.5V
Duty: 50%

46 Idle Pulse
47 -
48 -
49 -
50 -
51 -
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52 -
53 -
54 -
55 -
56 -
57 -
Power Steering Pressure Switch S/W ON Max. 0.5V

58 DC
signal input S/W OFF Battery Voltage
59 -
High: Battery Voltage
60 Motor [-] control output Engine Run PWM Low: Max. 0.5V
Duty: 50%
Connector [CHG-K]
Pin
Description Condition Type Level Test Result
No.
1 Power ground Idle DC Max. 50mV
IG OFF Max. 0.5V 10.2mV
2 Battery power (B+) DC
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IG ON Battery Voltage 12.02V
3 Power ground Idle DC Max. 50mV 2.8mV
5 Power ground Idle DC Max. 50mV 1.8mV
Always Current Below 2.0 mA 0.4 mA
6 Battery power (B+) (Without
Ignition key) DC Battery Voltage 12.88V
7 -
Fuel Level Sensor (FLS) [MIDDLE]
8 IG ON Analog 0.88 ~ 8.45V
signal input
Fuel Level Sensor (FLS) [TOTAL]
9 IG ON Analog 0.88 ~ 8.45V
signal input
10 -
11 -
Knocking Variable -0.3 ~ 0.3V
12 Knock Sensor (KS) signal input
Normal Frequency 0 V
13 Sensor ground Idle DC Max. 50mV 30mV

14 Sensor ground Idle DC Max. 50mV 12.4mV
HI: Vcc or Battery Voltage 5.0V
15 Idle Pulse LO: Max. 0.5V 0.2V
[Bank 1/Exhaust] signal input
FREQ: 5.36Hz
16 Sensor ground Idle DC Max. 50mV 29.0mV
Crankshaft Position Sensor (CKPS)
17 Idle Pulse LO: Max. 0.5V 40mV
signal input
FREQ: 600Hz
Normal: 450±50 mV
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Rich: Max. Normal+150 mV

18 Rc/Rp (Pump Cell Voltage) Idle Analog
Lean: Min. Normal-150 mV
Normal: 450±50 mV
19 VS+ (NERNST Cell Voltage) Idle Analog Rich: Max. Normal+150 mV
Lean: Min. Normal-150 mV
VS-/IP- (Common Ground for VS,
20 Idle Analog Reference for V_IP, V_N
IP)
21 Sensor feedback signal input Idle DC 0.5 ~ 4.5V
22 -
LO: Max. 0.5V 0V
23 Fuel consumption signal output Idle Pulse
Frequency 3.33Hz
Pulse Width 500μs
24 -
LO: Max. 1.0V 200mV
25 Injector (Cylinder #1) control output Idle Pulse Vpeak: Max. 80V 54.1V
Frequency 5.21Hz
Dwell Time 2.74ms
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LO: Max. 1.0V 170mV
Frequency 5.18Hz
Dwell Time 2.73ms
HI: Battery Voltage 14V
LO: Max. 1.0V 160mV
Frequency 5.24Hz
Dwell Time 2.70ms
LO: Max. 1.0V 160mV
Frequency: 5.21Hz 5.21Hz
Dwell Time: 2.73ms 2.74ms
29 -
IG OFF Max. 0.5V 0mV
30 Sensor power (+5V) DC
IG ON 4.9 ~ 5.1V 4.98V
Manifold Absolute Pressure Sensor
31 Idle Analog 0.8 ~ 1.6V 1.37V
(MAPS) signal input
Throttle Position Sensor (TPS) 2 C.T 4.2 ~ 5.0V 4.52V

32 Analog
signal input W.O.T 3.3 ~ 3.8V 3.68V
Engine Coolant Temperature
33 Idle Analog 0.5 ~ 4.5V 1.02V
Sensor (ECTS) signal input
Accelerator Position Sensor (APS) 2 C.T Max. 1.0V 0.4V
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35 signal input W.O.T Analog 1.5 ~ 3.0V 1.9V

IG ON 4.9 ~ 5.1V 5.02V
38 -
HI: Min. 4.5V 5.0V
LO: Max. 0.5V 0V
40 Vehicle speed signal input Vehicle Run Pulse
Frequency 46.9Hz at Idle
Duty(-) 50.4% at Idle
41 -
42 Rc (Compensative Resistance) Idle Analog │Rc-Rc/Rp│<±0.1V
IG OFF Max. 0.5V
IG ON 4.9 ~ 5.1V
44 Sensor ground Always DC 0 ~ 0.5V 5mV
45 -
46 Alternator (COM)
47 -
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48 -
49 -
Variable Intake Solenoid (VIS) Valve Active Max. 1.0V 316mV

50 DC
control output Inactive Battery Voltage 14.0V
Fuel Tank Pressure Sensor (FTPS)
52 Idle Analog 0.4 ~ 4.6V
signal input
Intake Air Temperature Sensor
53 Idle Analog 0 ~ 5.0V 2.55V
(IATS) signal input
A/C OFF:
A/C Pressure Transducer (APT) 1.29V
54 Idle DC 0.4 ~ 4.6V
signal input A/C ON:
2.01V
55 -
56 -
58 -
IG ON 4.9 ~ 5.1V 5.02V
62 Idle Pulse LO: Max. 0.5V 0.2V
[Bank 1/Intake] signal input
Frequency 5.2Hz
IG OFF Max. 0.5V 0V
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IG ON 4.9 ~ 5.1V 5.03V

Relay OFF Battery Voltage 12.3V
64 Main Relay control output DC
Relay ON Max. 1.0V 730mV
Cooling Fan Relay [Low] control HI: Battery Voltage 10.4V

65 A/C ON Pulse
output LO: 0 ~ 0.5V 60mV
CVVT Oil control (OCV) Valve [Bank LO: Max. 1.0V 120mV
66 Idle Pulse
1/Intake] control output Frequency 300Hz
Duty(+) 84.70%
Purge control Solenoid Valve Inactive LO: Max. 1.0V 80mV

67 Pulse
(PCSV) control output Active Vpeak: Max. 70V 57.0V
Frequency 16Hz
CVVT Oil control (OCV) Valve [Bank LO: Max. 1.0V 100mV
68 Idle Pulse
1/Exhaust] control output Vpeak: Max.70V 13.5V
Frequency 300Hz
Lamp OFF HI: Battery Voltage 13.2V
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69 Immobilizer Lamp control output DC
Lamp ON LO: Max . 2.0V 40mV
Relay OFF Battery Voltage 12.8V
70 Fuel Pump Relay control output DC
Relay ON Max. 1.0V 40mV
71 ETC Motor [+] control output Idle Pulse
LO: Max . 1.0V 0V
72 ETC Motor [-] control output Idle Pulse
LO: Max . 1.0V 0V
73 Sensor ground Idle DC Max. 50mV
During HI: Min. 8.5V 11.8V

75 Immobilizer communication line Pulse
communicating LO: Max. 3.5V 1.0V
76 LIN communication signal input
Recessive 2.0 ~ 3.0V 2.58V
77 CAN [High] Pulse
Dominant 2.75~4.5V 3.54V
Recessive 2.0 ~ 3.0V 2.64V
78 CAN [Low] Pulse
Dominant 0.5~2.25V 1.52V
79 -
Throttle Position Sensor (TPS) 1 C.T 0.3 ~ 0.9 V 0.65V

80 Analog
signal input W.O.T 1.5 ~ 3.0 V 1.63V
81 -
Accelerator Position Sensor (APS) 1 C.T Max. 1.0V 0.8V

82 Analog
signal input W.O.T Min. 4.0V 4.0V
83 Sensor ground Idle DC Max. 50 mV 12mV
Heated Oxygen Sensor (HO2S) Rich: 0.6 ~ 1.0V 74 mV

84 Idle DC
[Bank 1/Sensor 2] signal input Lean: Max. 0.4V 70mV
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85 Sensor ground Idle DC Max. 50 mV 10 mV

LO: Max. 0.5V 60mV
86 Engine speed signal output Idle Pulse
Frequency: 20~26Hz 21Hz
Duty(+) 50%
A/C Compressor Relay control A/C OFF Battery Voltage 14.3 V

87 DC
output A/C ON Max. 1.0V 102mV
Cooling Fan Relay [High] control Relay OFF Battery Voltage

88 DC
output Relay ON Max. 1.0V
89 -
90 -
High: Battery Voltage 13.0V
Canister Close Valve (CCV) control Active
91 Pulse Low: Max. 1.0V 20mV
output Inactive
V peak: Max. 70V 57.7V
Malfunction Indicator Lamp (MIL) Lamp OFF Battery Voltage 13.8V

92 DC
control output Lamp ON Max. 1.0V 54mV
Heated Oxygen Sensor (HO2S) LO: Max. 1.0V 0.36V
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93 [Bank 1/Sensor 1] Heater control Engine Run Pulse
output Frequency 10.0Hz
Duty(+) 58.30%
Heated Oxygen Sensor (HO2S) LO: Max. 1.0V 0.31V
94 [Bank 1/Sensor 2] Heater control Engine Run Pulse
output Frequency 7.68Hz
Duty(+) 53.9%
Circuit Diagram
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Fuel System > Engine Control System > Engine Control Module (ECM) > Repair procedures
Removal
In the case of the vehicle equipped with immobilizer or button engine start system, perform "Key Teaching" procedure
together (Refer to "Immobilizer" or "Button Engine Start System in BE group).
1. Turn ignition switch OFF and disconnect the negative (-) battery cable.
2. Disconnect the ECM Connector (A).
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3. Remove the battery (Refer to "Charging System" in EE group).

4. Remove the mounting bolts (A) and a nut (B), and then remove the ECM (C).
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Installation
In the case of the vehicle equipped with immobilizer or button engine start system, perform "Key Teaching" procedure
together (Refer to "Immobilizer" or "Button Engine Start System in BE group).
1. Installation is reverse of removal.
ECM installation bolt:

7.8 ~ 11.8 N.m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7 lb-ft)
ECM Problem Inspection Procedure

1. TEST ECM GROUND CIRCUIT: Measure resistance between ECM and chassis ground using the backside of ECM
harness connector as ECM side check point. If the problem is found, repair it.
Specification: Below 1Ω
2. TEST ECM CONNECTOR: Disconnect the ECM connector and visually check the ground terminals on ECM side and
harness side for bent pins or poor contact pressure. If the problem is found, repair it.
3. If problem is not found in Step 1 and 2, the ECM could be faulty. If so, make sure there were no DTC's before swapping
the ECM with a new one, and then check the vehicle again. If DTC's were found, examine this first before swapping
ECM.
4. RE-TEST THE ORIGINAL ECM: Install the original ECM (may be broken) into a known-good vehicle and check the
vehicle. If the problem occurs again, replace the original ECM with a new one. If problem does not occur, this is
intermittent problem (Refer to “Intermittent Problem Inspection Procedure” in Basic Inspection Procedure).
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
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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 "VIN Writing" function in "Vehicle S/W Management".

2. Select "Write VIN" in "ID Register".
3. Input the VIN.
Before inputing the VIN, confirm the VIN again because the programmed VIN cannot be changed.
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4. Turn the ignition switch OFF, then back ON.
Fuel System > Engine Control System > ETC (Electronic Throttle Control) System >
Description and Operation
Description
The Electronic Throttle Control (ETC) System consists of a throttle body with an integrated control motor and throttle
position sensor (TPS). Instead of the traditional throttle cable, an Accelerator Position Sensor (APS) is used to receive
driver input. The ECM uses the APS signal to calculate the target throttle angle; the position of the throttle is then adjusted
via ECM control of the ETC motor. The TPS signal is used to provide feedback regarding throttle position to the ECM.
Using ETC, precise control over throttle position is possible; the need for external cruise control modules/cables is
eliminated.
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Schematic Diagram
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Troubleshooting
Fail-Safe Mode
Item Fail-Safe
ETC Motor Throttle valve stuck at 5°
TPS 1 fault Replace it with TPS 2
TPS TPS 2 fault Replace it with TPS 1
TPS 1,2 fault Throttle valve stuck at 5°
APS 1 fault Replace it with APS 2
APS APS 2 fault Replace it with APS 1
APS 1,2 fault Throttle valve stuck at 5°
When throttle value is stuck at 5°, engine speed is limited at below 1,500rpm and vehicle speed at maximum 40 ~ 50
km/h (25 ~ 31 mph)
Specifications
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Specification
[Throttle Position Sensor (TPS)]
Output Voltage(V)
Throttle Angle(°)
TPS1 TPS2
0 0.0 5.0
10 0.48 4.52
20 0.95 4.05
30 1.43 3.57
40 1.90 3.10
50 2.38 2.62
60 2.86 2.14
70 3.33 1.67
80 3.81 1.19
90 4.29 0.71
100 4.76 0.24
105 5.0 0
C.T (6 ~ 15°) 0.29 ~ 0.71 4.29 ~ 4.71
W.O.T (93 ~ 102°) 4.43 ~ 4.86 0.14 ~ 0.57
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Item Sensor Resistance(kΩ)

TPS1 0.875 ~ 1.625 [20°C(68°F)]
TPS2 0.875 ~ 1.625 [20°C(68°F)]
[ETC Motor]
Item Specification
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Schematic Diagrams
Circuit Diagram
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Fuel System > Engine Control System > ETC (Electronic Throttle Control) System > Repair
procedures
Inspection
Throttle Position Sensor (TPS)
1. Connect the GDS on the Data Link Connector (DLC).
2. Start the engine and measure the output voltage of TPS 1 and 2 at C.T. and W.O.T.
Output Voltage (V)

Throttle Angle
TPS 1 TPS 2
C.T 0.3 ~ 0.9 4.2 ~ 5.0
W.O.T 1.5 ~ 3.0 3.3 ~ 3.8
3. Turn the ignition switch OFF and disconnect the scantool from the DLC.
4. Disconnect the ETC module connector and measure the resistance between the ETC module terminals 1 and 2.
Specification: Refer to “Specification”
ETC Motor
1. Turn the ignition switch OFF.
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2. Disconnect the ETC module connector.

3. Measure resistance between the ETC module terminals 3 and 6.
4. Check that the resistance is within the specification.
Removal
1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Remove the resonator and the air intake hose (Refer to “Intake And Exhaust System” in EM group).
3. Disconnect the ETC module connector (A).
4. Disconnect the coolant hoses (B).
5. Remove the installation bolts (C), and then remove the ETC module from the engine.
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Installation
• Install the component with the specified torques.

• Note that internal damage may occur when the component is dropped. In this case, use it after inspecting.
Electronic throttle body Installation bolt:

7.8 ~ 11.8 N.m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7 lb-ft)
Fuel System > Engine Control System > Manifold Absolute Pressure Sensor (MAPS) >
Description
Manifold Absolute Pressure Sensor (MAPS) is a speed-density type sensor and is installed on the surge tank. It senses
absolute pressure of the surge tank and transfers the analog signal proportional to the pressure to the ECM. By using this
signal, the ECM calculates the intake air quantity and engine speed.
The MAPS consists of a piezo-electric element and a hybrid IC amplifying the element output signal. The element is silicon
diaphragm type and adapts pressure sensitive variable resistor effect of semi-conductor. Because 100% vacuum and the
manifold pressure apply to both sides of the sensor respectively, this sensor can output analog signal by using the silicon
variation proportional to pressure change.
Page 46 of 92
Specifications
Specification
Pressure [kPa (kgf/cm², psi)] Output Voltage (V)
20.0 (0.20, 2.9) 0.79
46.7 (0.47, 6.77) 1.84
101.3 (1.03, 14.7) 4.0
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Schematic Diagrams
Circuit Diagram
Page 47 of 92
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Repair procedures
Inspection
2. Measure the output voltage of the MAPS at idle and IG ON.
Specification: Refer to "Specification"
Removal
2. Disconnect the manifold absolute pressure sensor connector (A).
3. Remove the installation bolt (B), and then remove the sensor from the surge tank.
Installation
Page 48 of 92

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

9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
Fuel System > Engine Control System > Intake Air Temperature Sensor (IATS) >
Description
Intake Air Temperature Sensor (IATS) is included inside Manifold Absolute Pressure Sensor and detects the intake air
temperature.
To calculate precise air quantity, correction of the air temperature is needed because air density varies according to the
temperature. So the ECM uses not only MAPS signal but also IATS signal. This sensor has a Negative Temperature
Coefficient (NTC) Thermister and it's resistance changes in reverse proportion to the temperature.
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Fuel System > Engine Control System > Intake Air Temperature Sensor (IATS) >
Specifications
Specification
-40(-40) 40.93 ~ 48.35
-20(-4) 13.89 ~ 16.03
0(32) 5.38 ~ 6.09
10(50) 3.48 ~ 3.90
20(68) 2.31 ~ 2.57
40(104) 1.08 ~ 1.21
50(122) 0.76 ~ 0.85
60(140) 0.54 ~ 0.62
80(176) 0.29 ~ 0.34
Fuel System > Engine Control System > Intake Air Temperature Sensor (IATS) > Schematic
Diagrams
Page 49 of 92
Circuit Diagram
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Fuel System > Engine Control System > Intake Air Temperature Sensor (IATS) > Repair
procedures
Inspection
2. Disconnect the IATS connector.
3. Measure resistance between the IATS terminals 3 and 4.
Fuel System > Engine Control System > Engine Coolant Temperature Sensor (ECTS) >
Description
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 +5V is supplied to the ECTS via a resistor in the ECM. That is, the resistor in the ECM and the
thermistor in the ECTS are connected in series. When the resistance value of the thermistor in the ECTS changes
according to the engine coolant temperature, the output voltage also changes.
During cold engine operation, the ECM increases the fuel injection duration and controls the ignition timing using the
information of engine coolant temperature to avoid engine stalling and improve drivability.
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Specifications
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
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40 104 1.15
60 140 0.59
80 176 0.32
Schematic Diagrams
Circuit Diagram
Page 51 of 92
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Repair procedures
Inspection
2. Disconnect the ECTS connector.
3. Remove the ECTS.
4. After immersing the thermistor of the sensor into engine coolant, measure resistance between the ECTS terminals 3
and 4.
Removal
2. Disconnect the engine coolant temperature sensor connector (A).
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3. Remove the fixing clip (A), and then pull the sensor from the water temperature control assembly.
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Note that engine coolant may be flowed out from the water temperature control assembly when removing the
sensor.
4. Supplement the engine coolant (Refer to “Cooling System” in EM group).
Installation

• Note that internal damage may occur when the component is dropped.
• Apply the engine coolant to the O-ring.
• Insert the sensor in the installation hole and be careful not to damage.
Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) > Description
and Operation
Description
Crankshaft Position Sensor (CKPS) detects the crankshaft position and is one of the most important sensors of the engine
control system. If there is no CKPS signal input, fuel is not supplied.That is, vehicle can't run without CKPS signal. This
sensor is installed on the cylinder block or the 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 degrees CA (Crank Angle).
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Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) >
Troubleshooting
Wave Form
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Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) > Schematic
Diagrams
Circuit Diagram
Page 54 of 92
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Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) > Repair
procedures
Inspection
1. Check the signal waveform of the CMPS and CKPS using the GDS.
Specification: Refer to “Wave Form”
Removal
2. Disconnect the crankshaft position sensor connector (A).
3. Remove the protector (A).
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4. Remove the installation bolt (A), and then remove the crankshaft position sensor.
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Installation

• Apply the engine oil to the O-ring.
Crankshaft position sensor installation bolt: 9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
Crankshaft position sensor protector installation bolt (M8): 18.6 ~ 23.5 N.m (1.9 ~ 2.4 kgf.m, 13.7 ~
17.4 lb-ft)
Crankshaft position sensor protector installation bolt (M6): 9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~
8.7 lb-ft)
Fuel System > Engine Control System > Camshaft Position Sensor (CMPS) > Description
and Operation
Description
Camshaft Position Sensor (CMPS) is a hall sensor and detects the camshaft position by using a hall element.
It is related with Crankshaft Position Sensor (CKPS) and detects the piston position of each cylinder which the CKPS can't
detect.
The CMPS is installed on engine head cover and uses a target wheel installed on the camshaft. The Cam Position sensor
is a hall-effect type sensor. As the target wheel passes the Hall sensor, the magnetic field changes in the sensor. The
sensor then switches a signal which creates a square wave.
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Fuel System > Engine Control System > Camshaft Position Sensor (CMPS) >
Troubleshooting
Wave Form
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Fuel System > Engine Control System > Camshaft Position Sensor (CMPS) > Schematic
Diagrams
Circuit Diagram
Page 57 of 92
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Fuel System > Engine Control System > Camshaft Position Sensor (CMPS) > Repair
procedures
Inspection
1. Check the signal waveform of the CMPS and CKPS using the GDS.
Specification: Refer to “Wave Form”
Removal
• DON’T remove the camshaft position sensor during engine running or right after engine stops, or a scald by the
flowed out engine oil may occur.
[Bank 1 / Intake]
2. Disconnect the camshaft position sensor connector (A).
3. Remove the installation bolt (B), and then remove the sensor.
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[Bank 1 / Exhaust]
2. Disconnect the camshaft position sensor connector (A).
3. Remove the hanger and the protector.
4. Remove the installation bolt (B), and then remove the sensor.
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Installation

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

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

9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
Fuel System > Engine Control System > Knock Sensor (KS) > Description and Operation
Description
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Knocking is a phenomenon characterized by undesirable vibration and noise and can cause engine damage. Knock
Sensor (KS) is installed on the cylinder block and senses engine knocking.
When knocking occurs, the vibration from the cylinder block is applied as pressure to the piezoelectric element. When a
knock occurs, the sensor produces voltage signal. The ECM retards the ignition timing when knocking occurs. If the
knocking disappears after retarding the ignition timing, the ECM will advance the ignition timing. This sequential control
can improve engine power, torque and fuel economy.
Fuel System > Engine Control System > Knock Sensor (KS) > Specifications
Specification
Item Specification
Capacitance (pF) 850 ~ 1,150
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Fuel System > Engine Control System > Knock Sensor (KS) > Schematic Diagrams
Circuit Diagram
Fuel System > Engine Control System > Knock Sensor (KS) > Repair procedures
Removal
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2. Drain the engine coolant (Refer to “Cooling System” in EM group).
3. Remove the radiator upper hose (Refer to “Cooling System” in EM group).
4. Disconnect the knock sensor connector (A).
5. Remove the intake manifold (Refer to “Intake And Exhaust System” in EM group).
6. Remove the installation bolt (A), and then remove the sensor from the cylinder block.
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Installation

Knock sensor installation bolt:

18.6 ~ 23.5 N.m (1.9 ~ 2.4 kgf.m, 13.7 ~ 17.4 lb-ft)
Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Description and
Operation
Description
Heated Oxygen Sensor (HO2S) consists of zirconium and alumina and is installed both upstream and downstream of the
Manifold Catalytic Converter. It varies in accordance with the air/fuel ratio.
The sensor must be hot in order to operate normally. To keep it hot, the sensor has a heater which is controlled by the
ECM via a duty cycle signal. When the exhaust gas temperature is lower than the specified value, the heater warms the
sensor tip.
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Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Specifications
Specification
HO2S [Bank 1/Sensor 1]
Item Specification
Heater Resistance (Ω) 2.5 ~ 4.0 [20°C(68°F)]
HO2S [Bank 1/Sensor 2]
A/F Ratio (λ) Output Voltage(V)

RICH Approx. 0.9
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LEAN Approx. 0.04
Item Specification
Heater Resistance (Ω) 3.3 ~ 4.1Ω[21°C(69.8°F)]
Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Schematic
Diagrams
Circuit Diagram
Page 62 of 92
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Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Repair
procedures
Inspection
2. Disconnect the HO2S connector.
3. Measure resistance between the HO2S terminals 4 and 5 [B1/S1].
Measure resistance between the HO2S terminals 3 and 4 [B1/S2].
Removal
[SULEV]
2. Disconnect the connector (A), and then remove the sensor (B).
Note that the SST (Part No.: 09392-2H100) is useful when removing the heated oxygen sensor.
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[Bank 1 / Sensor 1]
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[Bank 1 / Sensor 2]
[ULEV]
[Bank 1 / Sensor 1]
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[Bank 1 / Sensor 2]
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2. Remove the console assembly. (Refer to "Console" in BD group.)
Installation
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• DON’T use a cleaner, spray, or grease to sensing element and connector of the sensor because oil component in
them may malfunction the sensor performance.
• Sensor and its wiring may be damaged in case of contacting with the exhaust system (Exhaust Manifold, Catalytic
Converter, and so on).
Heated oxygen sensor installation [SULEV]:

39.2 ~ 49.1 N.m (4.0 ~ 5.0 kgf.m, 28.9 ~ 36.2 lb-ft)
Heated oxygen sensor installation [ULEV]:
44.1 ~ 49.1 N.m (4.5 ~ 5.0 kgf.m, 32.6 ~ 36.2 lb-ft)
Fuel System > Engine Control System > Accelerator Position Sensor (APS) > Description
and Operation
Description
Accelerator Position Sensor (APS) is installed on the accelerator pedal module and detects the rotation angle of the
accelerator pedal. The APS is one of the most important sensors in engine control system, so it consists of the two
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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 it is abnormal.
Fuel System > Engine Control System > Accelerator Position Sensor (APS) >
Specifications
Specification
Accelerator Output Voltage (V)

Position APS1 APS2
C.T 0.7 ~ 0.8 0.29 ~ 0.46
W.O.T 3.85 ~ 4.35 1.93 ~ 2.18
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Fuel System > Engine Control System > Accelerator Position Sensor (APS) > Schematic
Diagrams
Circuit Diagram
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Fuel System > Engine Control System > Accelerator Position Sensor (APS) > Repair
procedures
Inspection
2. Turn the ignition switch ON.
3. Measure the output voltage of the APS 1 and 2 at C.T and W.O.T.
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Fuel System > Engine Control System > Fuel Tank Pressure Sensor (FTPS) > Description
and Operation
Description
Fuel Tank Pressure Sensor (FTPS) is a component of the evaporative emission control system and is installed on the fuel
tank, the fuel pump, or the canister. It checks the purge control solenoid valve operation and detects a leakage of the
system.
Fuel System > Engine Control System > Fuel Tank Pressure Sensor (FTPS) >
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Specifications
Specification
Pressure [kPa (kgf/cm², in H2O) Output Voltage (V)
-6.67 (-0.068, -26.8) 0.5
0 2.5
+6.67 (0.068, 26.8) 4.5
Fuel System > Engine Control System > Fuel Tank Pressure Sensor (FTPS) > Schematic
Diagrams
Circuit Diagram
Page 68 of 92
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Fuel System > Engine Control System > Fuel Tank Pressure Sensor (FTPS) > Repair
procedures
Inspection
2. Measure the output voltage of the FTPS.
Removal
2. Remove the rear seat (Refer to "Seat" in BD group).
3. Remove the fuel pump service cover (A).
4. Disconnect the fuel tank pressure sensor connector (A).

5. Remove the fuel tank pressure sensor after releasing the hooks vertically.
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Installation

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Fuel System > Engine Control System > Injector > Description and Operation
Description
Based on information from various sensors, the ECM can calculate the fuel amount to be injected. The fuel injector is a
solenoid-operated valve and the fuel injection amount is controlled by length of injection time. The ECM controls each
injector by grounding the control circuit. When the ECM energizes the injector by grounding the control circuit, the circuit
voltage should be low (theoretically 0V) and the fuel is injected. When the ECM de-energizes the injector by opening
control circuit, the fuel injector is closed and circuit voltage should momentarily peak.
Fuel System > Engine Control System > Injector > Specifications
Specification
Item Specification
Fuel System > Engine Control System > Injector > Schematic Diagrams
Circuit Diagram
Page 70 of 92
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Fuel System > Engine Control System > Injector > Repair procedures
Inspection
2. Disconnect the injector connector.
3. Measure resistance between the injector terminals 1 and 2.
Removal
2. Release the residual pressure in fuel line (Refer to “Release Residual Pressure in Fuel Line” in this group).
When removing the fuel pump relay, a Diagnostic Trouble Code (DTC) may occur. Delete the code with the GDS
after completion of “Release Residual Pressure in Fuel Line” work.
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3. Disconnect the injector connector (A).

4. Remove the wiring harness bracket installation bolt (B).
5. Remove the installation nut, and then disconnect the fuel feed tube (C).
6. Remove the installation bolt (D), and then remove the delivery pipe & injector assembly from the engine.
7. Remove the fixing clip (A), and then separate the injector from the delivery pipe.
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Installation

• Apply the engine oil to the injector O-ring.
• Inspect the injector O-ring when installing.
Delivery pipe installation bolt:

18.6 ~ 23.5 N.m (1.9 ~ 2.4 kgf.m, 13.7 ~ 17.4 lb-ft)
Delivery pipe installation nut (↔ Fuel feed tube):
7.8 ~ 9.8 N.m (0.8 ~ 1.0 kgf.m, 5.8 ~ 7.2 lb-ft)
Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) >
Description
Purge Control Solenoid Valve (PCSV) is installed on the surge tank and controls the passage between the canister and
the intake manifold. It is a solenoid valve and is open when the ECM grounds the valve control line. When the passage is
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open (PCSV ON), fuel vapor stored in the canister is transferred to the intake manifold.
Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) >
Specifications
Specification
Item Specification
Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) > Schematic
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Diagrams
Circuit Diagram
Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) > Repair
procedures
Inspection
2. Disconnect the PCSV connector.
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3. Measure resistance between the PCSV terminals 1 and 2.

Removal
2. Disconnect the purge control solenoid valve connector (A).
3. Disconnect the vapor hoses (B) from the purge control solenoid valve.
4. Remove the bracket installation bolt (C), and then remove the valve from the surge tank.
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Installation

• Use care to keep foreign material out of the valve.
Purge control solenoid valve bracket installation bolt: 9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-
ft)
Fuel System > Engine Control System > CVVT Oil Control Valve (OCV) > Description and
Operation
Description
Continuous Variable Valve Timing (CVVT) system advances or retards the valve timing of the intake and exhaust valve in
accordance with the ECM control signal which is calculated by the engine speed and load.
By controlling CVVT, the valve over-lap or under-lap occurs, which makes better fuel economy and reduces exhaust gases
(NOx, HC) and improves engine performance through reduction of pumping loss, internal EGR effect, improvement of
combustion stability, improvement of volumetric efficiency, and increase of expansion work.
This system consist of
-the CVVT Oil Control Valve (OCV) which supplies the engine oil to the cam phaser or runs out the engine oil from the cam
phaser in accordance with the ECM PWM (Pulse With Modulation) control signal,
- the CVVT Oil Temperature Sensor (OTS) which measures the engine oil temperature,
-and the Cam Phaser which varies the cam phase by using the hydraulic force of the engine oil.
The engine oil getting out of the CVVT oil control valve varies the cam phase in the direction (Intake Advance/Exhaust
Retard) or opposite direction (Intake Retard/Exhaust Advance) of the engine rotation by rotating the rotor connected with
the camshaft inside the cam phaser.
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Fuel System > Engine Control System > CVVT Oil Control Valve (OCV) > Specifications
Specification
Item Specification
Fuel System > Engine Control System > CVVT Oil Control Valve (OCV) > Schematic
Diagrams
Circuit Diagram
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Fuel System > Engine Control System > CVVT Oil Control Valve (OCV) > Repair procedures
Inspection
Page 75 of 92

2. Disconnect the OCV connector.
3. Measure resistance between the OCV terminals 1 and 2.
Removal
2. Disconnect the CVVT oil control valve connector (A).
3. Remove the installation bolt (B), and then remove the valve from the engine.
[Bank 1 / Intake]
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[Bank 1 / Exhaust]
Installation

• Apply engine oil to the valve O-ring.
CVVT oil control valve installation bolt:

9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
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Fuel System > Engine Control System > Variable Intake Solenoid (VIS) Valve > Description
and Operation
Description
Variable Intake manifold Solenoid (VIS) valve is installed on the intake manifold. The VIS valve controls the vacuum
modulator which activates a valve in the intake manifold. The ECM opens or closes this valve according to engine
condition (Refer to below table).
Engine condition VIS valve Operation

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

• Be careful of foreign material not to flow into the valve.
Fuel System > Engine Control System > Canister Close Valve (CCV) > Description and
Operation
Description
Canister Close Valve (CCV) is installed on the canister ventilation line. It seals evaporative emission control system by
shutting the canister from the atmosphere when leakage detecting system operates.
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Fuel System > Engine Control System > Canister Close Valve (CCV) > Specifications
Specification
Item Specification
Coil Resistance (Ω) 19.8 ~ 21.8 [20°C(68°F)
Fuel System > Engine Control System > Canister Close Valve (CCV) > Schematic Diagrams
Circuit Diagram
Page 79 of 92
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Fuel System > Engine Control System > Canister Close Valve (CCV) > Repair procedures
Inspection
2. Disconnect the CCV connector.
3. Measure resistance between the CCV terminal 1 and 2.
5. Disconnect the vapor hose connected with the canister from the CCV.
6. Connect a vacuum pump to the nipple.
7. Ground the CCV control line and apply battery voltage to the CCV power supply line.
8. Apply vacuum and check the valve operation.
Specification: Vacuum maintained
Removal
2. Lift the vehicle.
3. Disconnect the canister close valve connector (A).
4. Disconnect the ventilation hose (B,C) from the fuel tank air filter and canister close valve.
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5. Remove the fuel tank air filter and canister close valve assembly (A) after removing the mounting nut (B).
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6. Release the lever (A), and then separate the canister close valve (B) from the fuel tank air filter (C) after rotating it in
the direction of the arrow in the figure.
Installation

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Canister close valve & fuel tank air filter bracket installation nut:
3.9 ~ 5.9 N.m (0.4 ~ 0.6 kgf.m, 2.9 ~ 4.3 lb-ft)
Fuel System > Engine Control System > Variable Charge Motion Actuator (VCMA) >
Description
The Variable Charge Motion Actuator (VCMA) is installed on the inlet of the intake manifold.
It consists of a DC motor which actuates the VCM valve and a position sensor which detects the position of the VCM
valve.
The VCM system tumbles air flow entering into combustion chamber of each cylinder by closing the VCM valve in the cold
start conditions.
This tumble effet reduces emisson gas by increasing air/ fuel mixture.
Components and Components Location
Components
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1. Coupling 6. Insert nut
2. Shaft 7. Stabilizer Cover
3. Stabilizer O-ring 8. Valve
4. Stabilizer 9. Hole cover
5. O-ring
Specifications
Specification
Motor
Item Specification
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Position sensor
Item Specification
Coil Resistance (kΩ) 3.44 ~ 5.16 [20°C(68°F)]
Schematic Diagrams
Circuit diagram
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Fuel System > Engine Control System > Variable Charge Motion Actuator (VCMA) > Repair
procedures
Inspection
1. Turn ignition switch OFF.
2. Disconnect the VCMA connector.
3. Check that the VCMA is not stuck by foreign material.
4. Measure resistance between motor (+) and (-) control terminals of the motor.
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6. Measure resistance between voltage supply terminal and ground terminal of the position sensor.
Removal
2. Disconnect the VCMA connector (A).
3. Disconnect the engine coolant hose (B).
4. Remove the VCMA (A) after removing 3 installation bolts.
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Installation

The VCM actuator has to be installed at the fully closing positon of the VCM valve.
If it doesn't, the VCM coupling of the VCM shaft can't be put in the the VCM actuator.
Variable charge motion actuator installation bolt:

3.9 ~ 5.9 N.m (0.4 ~ 0.6 kgf.m, 2.9 ~ 4.3 lb-ft)
Fuel System > Fuel Delivery System > Components and Components Location
Components Location
Page 84 of 92
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1. Fuel tank 8. Fuel tank pressure sensor (FTPS)
2. Fuel pump 9. Canister close valve (CCV)
3. Fuel filter 10. Fuel level sensor (FLS)
4. Fuel pressure regulator 11. Fuel filler hose
5. Canister 12. Ventilation hose
6. Fuel tank air filter 13. Vapor tube
7. Fuel tank band 14. Fuel pump locking ring
Fuel System > Fuel Delivery System > Repair procedures

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

(1) Disconnect the fuel feed tube from the delivery pipe.
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There may be some residual pressure even after “Release Residual Pressure in Fuel Line” work, so cover the
hose connection with a shop towel to prevent residual fuel from spilling out before disconnecting any fuel
connection.
(2) Install the special service tool for measuring the fuel pressure in between the fuel feed tube and the fuel delivery
pipe (Refer to the figure below).
3. Inspect fuel leakage on connections among the fuel feed tube, the delivery pipe, and the SST components with IG ON.
4. Measure Fuel Pressure.
(1) Start the engine and measure the fuel pressure at idle.
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Fuel Pressure: 324 ~ 363 kPa (3.3 ~ 3.7 kgf/cm², 46.9 ~ 52.6 psi)
If the fuel pressure differs from the standard value, repair or replace the related part (Refer to the table below).
Fuel
Cause Related Part
Pressure
Fuel filter clogged Fuel Filter
Too Low
Fuel leakage Fuel Pressure Regulator
Too High Fuel pressure regulator valve stuck Fuel Pressure Regulator
(2) Stop the engine, and then check for the change in the fuel pressure gauge reading.
Standard Value: The gauge reading should hold for about 5 minutes after the engine stops
If the gauge reading should not be held, repair or replace the related part (Refer to the table below).
Fuel Pressure Related

Cause
(After Engine Stops Part
Fuel Pressure Drops Slowly Leakage on injector Injector
Fuel Pressure Drops Immediately Check valve of fuel pump stuck open Fuel Pump
(3) Turn the ignition switch OFF.
5. Release the residual pressure in fuel line (Refer to “Release Residual Pressure in Fuel Line”).
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6. Test End
(1) Remove the Special Service Tool (SST) from the fuel feed tube and the delivery pipe.
(2) Connect the fuel feed tube and the delivery pipe.
Release Residual Pressure in Fuel Line
There may be some residual pressure even after “Release Residual Pressure in Fuel Line” work, so cover the hose
connection with a shop towel to prevent residual fuel from spilling out before disconnecting any fuel connection.
1. Turn the ignition switch OFF and disconnect the battery (-) cable.
2. Remove the fuel pump relay (A).
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3. Connect the battery (-) cable.

4. Start the engine and let idle, and then turn the ignition switch OFF after the engine has stopped on its own.
5. Disconnect the battery (-) cable, and then install the fuel pump relay (A).
6. Connect the battery (-) cable.
7. Delete the Diagnostic Trouble Code (DTC) related the fuel pump relay with the GDS.
Fuel System > Fuel Delivery System > Fuel Tank > Repair procedures
Removal
2. Remove the rear seat cushion (Refer to “Seat” in BD group).
Page 87 of 92
4. Disconnect the fuel pump connector (A) and the fuel tank pressure sensor connector (B).
5. Disconnect the fuel feed tube quick connector (C).
6. Remove the rear - LH wheel & tire.

7. Lift the vehicle and support the fuel tank with a jack.
8. Remove the center muffler assembly (Refer to “Intake And Exhaust System” in EM group).
9. Remove the propeller shaft (Refer to “Propeller Shaft Assembly” in DS group) [4WD].
10. Disconnect the fuel filler hose (A) and the ventilation hose (B).
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11. Disconnect thd canister close valve connector (A).
12. Disconnect the vapor tube quick-connector (A).
13. Remove the fuel tank from the vehicle after removing the fuel tank band (A).
Page 88 of 92
When removing the fuel tank, the fuel tank must be tilted because of interfering with coupling.
Installation
Fuel tank band installation nut:

39.2 ~ 54.0 N.m (4.0 ~ 5.5 kgf.m, 28.9 ~ 39.8 lb-ft)
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Fuel System > Fuel Delivery System > Fuel Pump > Repair procedures
Removal
2. Remove the rear seat (Refer to “Seat” in BD group).
4. Disconnect the fuel pump connector (A) and the fuel tank pressure sensor connector (B).
5. Disconnect the fuel feed tube quick connector (C) and the vapor tube quick-connector (D).
6. Remove locking ring (A) by using the special service tool (B) [No.:09310-2S200].
Page 89 of 92
Fuel Pump locking ring loosening torque: Min. 68.65 M.m (Min. 7 kgf.m, Min. 50.6 lb-ft)
7. Remove the fuel pump from the fuel tank.
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Installation
Be careful of fuel pump direction when installing (Refer to the groove in the fuel tank).
Fuel System > Fuel Delivery System > Filler-Neck Assembly > Repair procedures
Removal
1. Remove the rear-LH wheel, tire, and the inner wheel house.
2. Disconnect the fuel filler hose (A) and the ventilation hose (B).
3. Open the fuel filler door and unfasten the filler-neck assembly mounting screw (A).
Page 90 of 92
4. Remove the filler-neck assembly from the vehicle after removing the bracket mounting nut (A).
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Installation
Filler-neck assembly bracket installation nut :

3.9 ~ 5.9 N.m (0.4 ~ 0.6 kgf.m, 2.9 ~ 4.3 lb-ft)
Fuel System > Fuel Delivery System > Accelerator Pedal > Repair procedures
Removal
1. Turn the ignition switch OFF and disconnect the negative (-) battery cable.
2. Disconnect the accelerator position sensor connector (A).
3. Remove the installation nuts (B), the bolt (C) and then remove the accelerator pedal module.
Page 91 of 92
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Installation
Accelerator pedal module installation nut:

16.7 ~ 25.5 N.m (1.7 ~ 2.6 kgf.m, 12.3 ~ 18.8 lb-ft)
Accelerator pedal module installation bolt:
7.8 ~ 11.8 N.m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7 lb-ft)
Fuel System > Fuel Delivery System > Delivery Pipe > Repair procedures
Removal
3. Disconnect the injector connector (A).

4. Remove the wiring harness bracket installation bolt (B).
5. Remove the installation nut, and then disconnect the fuel feed tube (C).
6. Remove the installation bolt (D), and then remove the delivery pipe & injector assembly from the engine.
Page 92 of 92
Installation
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Delivery pipe installation bolt:

18.6 ~ 23.5 N.m (1.9 ~ 2.4 kgf.m, 13.7 ~ 17.4 lb-ft)
Delivery pipe installation nut (↔ Fuel feed tube):
7.8 ~ 9.8 N.m (0.8 ~ 1.0 kgf.m, 5.8 ~ 7.2 lb-ft)

005 - Fuel+System

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Page 1 of 92

TUCSON(LM) > 2010 > G 2.0 DOHC > Fuel System

Fuel System > General Information > Specifications

Pressure [kPa (kgf/cm², psi)] Output Voltage (V)

Intake Air Temperature Sensor (IATS)

Temperature [°C(°F)] Resistance (kΩ)

Engine Coolant Temperature Sensor (ECTS)

Temperature [°C(°F)] Resistance (kΩ)

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

Output Voltage (V)

Item Resistance (kΩ)

Crankshaft Position Sensor (CKPS)

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

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

A/F Ratio (λ) Output Voltage(V)

Accelerator Position Sensor (APS)

Accelerator Output Voltage (V)

Fuel Tank Pressure Sensor (FTPS)

Pressure [kPa (kgf/cm², in H2O) Output Voltage (V)

ETC Motor [integrated into ETC Module]

Purge Control Solenoid Valve (PCSV)

CVVT Oil Control Valve (OCV)

Variable Intake Solenoid (VIS) Valve

Variable Charge Motion Actuator (VCMA)

Canister Close Valve (CCV)

Item kgf.m N.m lb-ft

Fuel Delivery System

Item kgf.m N.m lb-ft

Fuel Pressure Gauge Adapter Connection between the delivery pipe

Fuel Pressure Gauge Connector Connection between the Fuel Pressure

(09310-2S200) pump (or sub fuel sender) locking ring

Fuel System > General Information > Troubleshooting

Basic Inspection Procedure

Intermittent Problem Inspection Procedure

Strong vibration may break sensors, actuators or relays

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

Connector Inspection Procedure

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

2. Checking Point for Connector

3. Repair Method of Connector Terminal

Wire Harness Inspection Procedure

Electrical Circuit Inspection Procedure

2. Continuity Check Method

3. Voltage Check Method

● Check Short Circuit

(B1) and chassis ground as shown in [FIG. 7].

● Testing For Voltage Drop

• Weak ignition spark

regulations were used.

2. Configuration of hardware and related terms

2) MIL (Malfunction indication lamp) - MIL activity by transistor cardiagn.com

3. OBD-II system readiness tests

1. Engine Control Module (ECM) 2. Manifold Absolute Pressure Sensor (MAPS)

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

8. Camshaft Position Sensor (CMPS) [Bank 1 / Exhaust] 9. Knock Sensor (KS)

15. A/C Pressure Transducer (APT) 17. Injector

25. Main Relay

ECM Terminal And Input/Output signal