SM 10 PDF

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Engine Control / Fuel System
Specifications
Fuel Delivery System
Items Specification
Fuel Tank Capacity 50 lit. (13.2 U.S.gal., 52.8 U.S.qt., 44.0 Imp.qt.)
Fuel Filter Type Paper type
Fuel Pressure Regulator Regulated Fuel Pressure 323 ~ 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
101.3 (1.03, 14.7) 4.0
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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
80(176) 0.32
Throttle Position Sensor (TPS) [ integrated into ETC module]

▷ Type : Hall IC Non-contact sensor type
▷ Specification
Output voltage (V) [Vref = 5.0V]
Throttle angle (°)
TPS1 TPS2
0 0.5 4.5
10 0.96 4.05
20 1.41 3.59
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30 1.87 3.14
40 2.32 2.68
50 2.78 2.23
60 3.23 1.77
70 3.69 1.32
80 4.14 0.86
90 4.6 0.41
98 4.65 0.35
C.T (0) 0.5 4.5
W.O.T (86) 4.41 0.59
Crankshaft Position Sensor (CKPS)

▷ Type: Magnetic field sensitive Type
Item Specification
Coil Resistance (Ω) 774 ~ 946 [20°C (68°F)]
Camshaft Position Sensor (CMPS)

▷ Type: Hall effect type
Knock Sensor (KS)
▷ Type: Piezo-electricity type
▷ Specification
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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) 2.4 ~ 4.0 [20°C(69.8°F)]
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]

▷ Type: Zirconia (ZrO2) [Binary] type
▷ Specification
A/F Ratio (λ) Output Voltage(V)
RICH 0.6 ~ 1.0
LEAN 0 ~ 0.4
Item Specification
Heater Resistance (Ω) Approx. 9.0 [20°C(68°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
Actuators
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Injector
▷ Specification
Item Specification
Coil Resistance (Ω) 13.8 ~ 15.2 [20°C(68°F)]
ETC Motor [integrated into ETC Module]

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

▷ Specification
Item Specification
CVVT Oil Control Valve (OCV)

▷ Specification
Item Specification
Coil Resistance (Ω) 9.4~10.4 [20°C(68°F)]
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Variable Intake Solenoid (VIS) Valve
▷ Specification
Item Specification
Variable Charge Motion Actuator (VCMA)

▷ Specification
[Motor]
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) 0.75 ± 15％ [20°C(68°F)]
Secondary Coil Resistance (kΩ) 5.9 ± 15％ [20°C(68°F)]
Canister Close Valve (CCV)

▷ Specification
Item Specification
Service Standard
Item Specification
Ignition Timing (°) BTDC 5 ± 10
Neutral, N, P-range 640 ± 100
A/C OFF
D-range 640 ± 100
Idle Speed (rpm)
Neutral, N, P-range 680 ± 100
A/C ON
D-range 680 ± 100
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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
ECM bracket installation bolt/nut 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Manifold absolute pressure sensor installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Engine coolant temperature sensor installation 3.0 ~ 4.0 29.4 ~ 39.2 21.7 ~ 28.9
Crankshaft position sensor installation bolt 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 4.0 ~ 5.0 39.2 ~ 49.1 28.9 ~ 36.2
Heated oxygen sensor (Bank 1 / sensor 2) installation 4.0 ~ 5.0 39.2 ~ 49.1 28.9 ~ 36.2
Electronic throttle body installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Purge control solenoid valve bracket installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
CVVT oil control valve (Bank 1 / Intake) installation 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
Variable intake solenoid valve bracket installtion bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
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Ignition coil installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Variable charge motion actuator installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Fuel Delivery System
Item kgf.m N.m lb-ft

Fuel tank installation nut 4.0 ~ 5.5 39.2 ~ 54.0 28.9 ~ 39.8
Fuel pump plate cover installation bolt [LEV2 Type] 0.2 ~ 0.3 2.0 ~ 3.0 1.4 ~ 2.2
Fuel pump plate cover installation bolt [SULEV Type] 8.0 ~ 10.0 78.5 ~ 98.1 57.9 ~ 72.4
Filler-neck assembly bracket installation bolt 0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
Accelerator pedal module installation nut 1.3 ~ 1.6 12.8 ~ 15.7 9.4 ~ 11.6
Accelerator pedal module installation bolt 0.9 ~ 1.4 8.8 ~ 13.7 6.5 ~ 10.1
Delivery pipe installation bolt 1.9 ~ 2.4 18.6 ~ 23.5 13.7 ~ 17.4
Special Service Tools

Tool (Number and Name) Illustration Application
Fuel Pressure Gauge Measuring the fuel line pressure
(09353-24100)
Fuel Pressure Gauge Adapter Connection between the delivery pipe and the
(09353-02100) fuel feed line
Heated Oxygen Sensor Socket Wrench Removal and installation of the heated oxygen
(09392-1Y100) sensor
※ SST No.09392-2H100 model also can be

used for removing the Heated Oxygen Sensor.
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Fuel Pump Plate Cover Wrench Removing and installation fuel pump plate
(09310-2B200) cover
[SULEV Type only]
Basic Troubleshooting
Basic Troubleshooting Guide
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Customer Problem Analysis Sheet
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Basic Inspection Procedure
Measuring Condition of Electronic Parts' Resistance
The measured resistance at high temperature after vehicle running may be high or low. So all resistance must be measured at ambient
temperature (20°C, 68°F), unless stated otherwise.
The measured resistance in except for ambient temperature (20°C, 68°F) is reference value.
Intermittent Problem Inspection Procedure
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Sometimes the most difficult case in troubleshooting is when a problem symptom occurs but does not occur again during testing. An
example would be if a problem appears only when the vehicle is cold but has not appeared when warm. In this case, the technician should
thoroughly make out a "Customer Problem Analysis Sheet" and recreate (simulate) the environment and condition which occurred when the
vehicle was having the issue.
1. Clear Diagnostic Trouble Code (DTC).
2. Inspect connector connection, and check terminal for poor connections, loose wires, bent, broken or corroded pins, and then verify that
the connectors are always securely fastened.
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3. Slightly shake the connector and wiring harness vertically and horizontally.
4. Repair or replace the component that has a problem.
5. Verify that the problem has disappeared with the road test.
● Simulating Vibration
1) Sensors and Actuators
: Slightly vibrate sensors, actuators or relays with finger.
Strong vibration may break sensors, actuators or relays

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

• DO NOT heat the ECM directly.
● Simulating Water Sprinkling
1) Sprinkle water onto vehicle to simulate a rainy day or a high humidity condition.
DO NOT sprinkle water directly into the engine compartment or electronic components.
● Simulating Electrical Load
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.
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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
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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].
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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).
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● Check Short Circuit

1. Test Method for Short to Ground Circuit
A. Continuity Check with Chassis Ground
If short to ground circuit occurs as shown in [FIG. 5], the broken point can be found by performing Step 2 (Continuity Check Method with
Chassis Ground) as shown below.
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2. Continuity Check Method (with Chassis Ground)
Lightly shake the wire harness above and below, or from side to side when measuring the resistance.
Specification (Resistance)
1Ω or less → Short to Ground Circuit
1MΩ or Higher → Normal Circuit
A. Disconnect connectors (A), (C) and measure for resistance between connector (A) and Chassis Ground as shown in [FIG. 6].
The measured resistance of line 1 and 2 in this example is below 1 Ω and higher than 1MΩ respectively. Specifically the short to
ground circuit is line 1 (Line 2 is normal). To find exact broken point, check the sub line of line 1 as described in the following step.
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).
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● 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. (Refer to Engine Electrical System - "Battery")
(Engine does not turn over) 2. Test the starter. (Refer to Engine Electrical System - "Starter")
3. Inhibitor switch (A/T) or clutch start switch (M/T)
Unable to start 1. Test the battery. (Refer to Engine Electrical System - "Battery")
(Incomplete combustion) 2. Check the fuel pressure (Refer to Fuel Delivery System - "Fuel Pressure • DTC
Test")
• Low compression
3. Check the ignition circuit. (Refer to Engine Electrical System - "Ignition
• Intake air leaks
System")
• Slipped or broken timing belt
4. Troubleshooting the immobilizer system. (Refer to Body Electrical
System - "Immobilizer System") • Contaminated fuel
(In case of immobilizer lamp flashing)
Difficult to start 1. Test the battery. (Refer to Engine Electrical System - "Battery") • DTC
2. Check the fuel pressure (Refer to Fuel Delivery System - "Fuel Pressure • Low compression
Test")
3. Check the ECT sensor and circuit (Check DTC)
• Contaminated fuel
System") • Weak ignition spark
1. Check the fuel pressure. (Refer to Fuel Delivery System - "Fuel Pressure • DTC
Test") • Low compression
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Poor idling 2. Check the Injector. (Refer to Engine Control System - "Injector") • Intake air leaks
(Rough, unstable or 3. Check the long term fuel trim and short term fuel trim • Contaminated fuel
incorrect Idle) (Refer to CUSTOMER DATASTREAM) • Weak ignition spark
4. Check the idle speed control circuit (Check DTC)
5. Inspect and test the Throttle Body
6. Check the ECT sensor and circuit (Check DTC)
Engine stall 1. Test the battery. (Refer to Engine Electrical System - "Battery")
2. Check the fuel pressure. (Refer to Fuel Delivery System - "Fuel Pressure • DTC
Test")
3. Check the idle speed control circuit (Check DTC)
System") • Weak ignition spark
5. Check the CKPS Circuit (Check DTC)
Poor driving 1. Check the fuel pressure. (Refer to Fuel Delivery System - "Fuel Pressure
(Surge) Test")
2. Inspect and test Throttle Body • DTC
3. Check the ignition circuit. (Refer to Engine Electrical System - "Ignition • Low compression
System")
4. Check the ECT Sensor and Circuit (Check DTC)
5. Test the exhaust system for a possible restriction. (Refer to Engine
Mechanical System - "Exhaust Manifold") • Weak ignition spark
6. Check the long term fuel trim and short term fuel trim (Refer to
CUSTOMER DATASTREAM)
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Knocking 1. Check the fuel pressure. (Refer to Fuel Delivery System - "Fuel Pressure
Test")
2. Inspect the engine coolant. (Refer to Engine Mechanical System -
"Radiator") • DTC
3. Inspect the radiator and the electric cooling fan. (Refer to Engine • Contaminated fuel
Mechanical System - "Radiator")
4. Check the spark plugs. (Refer to Engine Electrical System - "Ignition
System")
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?
2. Check the fuel pressure. (Refer to Fuel Delivery System - "Fuel Pressure
Test")
• Weak ignition spark
3. Check the injector. (Refer to Engine Control System - "Injector")
4. Test the exhaust system for a possible restriction
5. Check the ECT sensor and circuit
Hard to refuel 1. Inspect the fuel filler hose/pipe
(Overflow during refueling) · Pinched, kinked or blocked? • Malfunctioning gas station
· Filler hose is torn filling nozzle (If this problem
2. Inspect the fuel tank vapor vent hose between the EVAP. canister and air occurs at a specific gas station
filter during refueling)
3. Check the EVAP. canister
OBD-II review
1. Overview
The California Air Resources Board (CARB) began regulation of On Board Diagnostics (OBD) for vehicles sold in California beginning with
the 1988 model year. The first phase, OBD-I, required monitoring of the fuel metering system, Exhaust Gas Recirculation (EGR) system and
additional emission related components. The Malfunction Indicator Lamp (MIL) was required to light and alert the driver of the fault and the
need for repair of the emission control system. Associated with the MIL was a fault code or Diagnostic Trouble Code (DTC) idenfying the
specific area of the fault.
The OBD system was proposed by CARB to improve air quality by identifying vehicle exceeding emission standards. Passage of the Federal
Clean Air Act Amendments in 1990 has also prompted the Environmental Protection Agency (EPA) to develop On Board Diagnostic
requirements. CARB OBD-II regulations were followed until 1999 when the federal regulations were used.
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The OBD-II system meets government regulations by monitoring the emission control system. When a system or component exceeds
emission threshold or a component operates outside tolerance, a DTC will be stored and the MIL illuminated.
The diagnostic executive is a computer program in the Engine Control Module (ECM) or PowertrainControl Module (PCM) that coordinates
the OBD-II self-monitoring system. This program controls all the monitors and interactions, DTC and MIL operation, freeze frame data and
scan tool interface.
Freeze frame data describes stored engine conditions, such as state of the engine, state of fuel control, spark, RPM, load and warm status
at the point the first fault is detected. Previously stored conditions will be replaced only if a fuel or misfire fault is detected. This data is
accessible with the scan tool to assist in repairing the vehicle.
The center of the OBD-II system is a microprocessor called the Engine Control Module (ECM) or Powertrain Control Module(PCM).
The ECM or PCM receives input from sensors and other electronic components (switches, relays, and others) based on information received
and programmed into its memory (keep alive random access memory, and others), the ECM or PCM generates output signals to control
various relays, solenoids and actuators.
2. Configuration of hardware and related terms

1) GST (Generic scan tool)
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2) MIL (Malfunction indication lamp) - MIL activity by transistor
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The Malfunction Indicator Lamp (MIL) is connected between ECM or PCM-terminal Malfunction Indicator Lamp and battery supply (open
collector amplifier).
In most cars, the MIL will be installed in the instrument panel. The lamp amplifier can not be damaged by a short circuit.
Lamps with a power dissipation much greater than total dissipation of the MIL and lamp in the tester may cause a fault indication.
▷ At ignition ON and engine revolution (RPM)< MIN. RPM, the MIL is switched ON for an optical check by the driver.
3) MIL illumination
When the ECM or PCM detects a malfunction related emission during the first driving cycle, the DTC and engine data are stored in the
freeze frame memory. The MIL is illuminated only when the ECM or PCM detects the same malfunction related to the DTC in two
consecutive driving cycles.
4) MIL elimination
• Misfire and Fuel System Malfunctions:
For misfire or fuel system malfunctions, the MIL may be eliminated if the same fault does not reoccur during monitoring in three
subsequent sequential driving cycles in which conditions are similar to those under which the malfunction was first detected.
• All Other Malfunctions:
For all other faults, the MIL may be extinguished after three subsequent sequential driving cycles during which the monitoring system
responsible for illuminating the MIL functions without detecting the malfunction and if no other malfunction has been identified that would
independently illuminate the MIL according to the requirements outlined above.
5) Erasing a fault code
The diagnostic system may erase a fault code if the same fault is not re-registered in at least 40 engine warm-up cycles, and the MIL is not
illuminated for that fault code.
6) Communication Line (CAN)
• Bus Topology : Line (bus) structure
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• 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) DTC format
• Diagnostic Trouble Code (SAE J2012)
• DTCs used in OBD-II vehicles will begin with a letter and are followed by four numbers.
The letter of the beginning of the DTC identifies the function of the monitored device that has failed. A "P" indicates a powertrain device, "C"
indicates a chassis device. "B" is for body device and "U" indicates a network or data link code. The first number indicates if the code is
generic (common to all manufacturers) or if it is manufacturer specific. A "0" & "2" indicates generic, "1" indicates manufacturer-specific. The
second number indicates the system that is affected with a number between 1 and 7.
The following is a list showing what numbers are assigned to each system.
• 1 : Fuel and air metering
• 2 : Fuel and air metering(injector circuit malfunction only)
• 3 : Ignition system or misfire
• 4 : Auxiliary emission controls
• 5 : Vehicle speed controls and idle control system
• 6 : Computer output circuits
• 7 : Transmission
The last two numbers of the DTC indicates the component or section of the system where the fault is located.
10) Freeze frame data
When a freeze frame event is triggered by an emission related DTC, the ECM or PCM stores various vehicle information as it existed the
moment the fault ocurred. The DTC number along with the engine data can be useful in aiding a technician in locating the cause of the fault.
Once the data from the 1st driving cycle DTC ocurrence is stored in the freeze frame memory, it will remain there even when the fault ocurrs
again (2nd driving cycle) and the MIL is illuminated.
• Freeze Frame List
1) Calculated Load Value
2) Engine RPM
3) Fuel Trim
4) Fuel Pressure (if available)
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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 Readiness Test

[Kia Motors Drive Cycle]
Kia OBDII Drive Cycle is designed to execute and complete the OBDII monitors. To complete a specific monitor for repair verification, follow
the Drive Cycle chart below.
Kia OBDII Drive Cycle consists of two modes (Mode 1 and Mode 2) and the Mode 2 is to perform the catalyst diagnostics on Dephi EMS
only.
- Continental, Bosch or Kefico EMS : Mode 1 drive cycle should be done one time for diagnostics on all systems.
- Dephi EMS : Mode 2 drive cycle should be done two times in a row after Mode 1 is carried out one time for diagnostics on all systems
• Mode 1
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• Mode 2
Speed Duration E/Time

Mode No Operation Remarks
(mph) (s) (s)
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1 Engine Start 0 0 0 ECT @ Start 32~104°F

2 Idling (N) 0 30 30 Neutral Range
3 Idling (D) 0 270 300 D Range
4 Acceleration 0 → 50 15 315
5 Steady Speed 50 230 545
6 Deceleration 50 → 45 5 550
12 Repeat 8 through 11 ten times. - 180 755
Mode 1
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28 Acceleration 40 → 50 15 2035
30 Deceleration 50 → 40 15 2055
32 Repeat 28 through 31 five times. - 380 2495
33 Acceleration 40 → 50 15 2510
Mode 1
Mode 2 1 Engine Start 0 0 0
5 Deceleration 49 → 47 2 258 Lift Foot Up : APS = 0
7 Acceleration 47 → 55 4 272 Middle Tip In or Deep Accel
12 Repeat 6 through 11 twelve times. - 330 620
19 Repeat 15 through 18 two times. - 175 1035
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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
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determine if a voltage is generated. That voltage is compared to a calibrated acceptable range.
6) Evaporative emission system monitoring
The EVAP. monitoring is a self-test strategy within the ECM or PCM that tests the integrity of the EVAP. system. The complete evaporative
system detects a leak or leaks that cumulatively are greater than or equal to a leak caused by a 0.040 inch and 0.020 inch diameter orifice.
7) Air conditioning system monitoring
The A/C system monitoring is a self-test strategy within the ECM or PCM that monitors malfunction of all A/C system components at A/C
ON.
8) Comprehensive components monitoring
The comprehensive components monitoring is a self-test strategy within the ECM or PCM that detects fault of any electronic powertrain
components or system that provides input to the ECM or PCM and is not exclusively an input to any other OBD-II monitor.
9) A/C system component monitoring
Requirement:
If a vehicle incorporates an engine control strategy that alters off idle fuel and/or spark control when the A/C system is on, the OBD II system
shall monitor all electronic air conditioning system components for malfunctions that cause the system to fail to invoke the alternate control
while the A/C system is on or cause the system to invoke the alternate control while the A/C system is off.
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.
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 Sender (FLS) 28. Multi-Purpose Check Connector [20-Pin]
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1. Engine Control Module (ECM) 2. Manifold Absolute Pressure Sensor (MAPS)

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

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]

11. Heated Oxygen Sensor (HO2S) [SULEV]
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10. Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1] [LEV2] 11. Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2] [LEV2]
12. Accelerator Position Sensor (APS) 13. Fuel Tank Pressure Sensor (FTPS)
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14. Fuel Level Sensor (FLS) 15. A/C Pressure Transducer (APT)
17. Injector 18. Purge Control Solenoid Valve (PCSV)

24. Ignition Coil
19. CVVT Oil Control Valve (OCV) [Bank 1 / Intake] 20. CVVT Oil Control Valve (OCV) [Bank 1 / Exhaust]
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21. Variable Intake Solenoid (VIS) Valve 22. Variable Charge Motion Actuator (VCMA)
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23. Canister Close Valve (CCV) 25. Main Relay
26. Fuel Pump Relay
27. Data Link Connector (DLC) [16-Pin] 28. Multi-Purpose Check Connector [20-Pin]
ECM Terminal And Input/Output signal (M/T)
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ECM Terminal Function

Connector [CNG-MA]
Pin No. Description Connected to
Ignition Coil (Cylinder #1) control output Ignition Coil (Cylinder #1) [Without Immobilizer]
1
Ignition Coil (Cylinder #4) control output Ignition Coil (Cylinder #4) [With Immobilizer]
2 Injector (Cylinder #1) control output Injector (Cylinder #1)
3 -
4 -
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2] Heater control
5 Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]
output
6 Sensor ground Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]
7 Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2] signal input Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]
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8 Knock Sensor (KS) signal input Knock Sensor (KS)
9 Intake Air Temperature Sensor (IATS) signal input Intake Air Temperature Sensor (IATS)
10 Start Motor contol switch Power Distribution Module (PDM)
11 Electrical load signal input Alternator
12 Engine Coolant Temperature Sensor (ECTS) signal input Engine Coolant Temperature Sensor (ECTS)
13 Throttle Position Sensor (TPS) 1 signal input Throttle Position Sensor (TPS) 1
14 Sensor power (+5V) Throttle Position Sensor (TPS) 1,2
15 ETC Motor [+] control output ETC Motor
16
18 Purge Control Solenoid Valve (PCSV) control output Purge Control Solenoid Valve (PCSV)
19 Variable Intake Solenoid (VIS) Valve control output Variable Intake Solenoid (VIS) Valve
20 -
21 -
22 Sensor shield ground Knock Sensor (KS)
23 Sensor ground Knock Sensor (KS)
24 Sensor ground Manifold Absolute Pressure Sensor (MAPS)
25 Sensor ground Battery Sensor
26 -
27 Sensor ground Engine Coolant Temperature Sensor (ECTS)
29 Sensor ground Throttle Position Sensor (TPS) 1,2
30 ETC Motor [-] control output ETC Motor
31
33 CVVT Oil Control (OCV) Valve [Bank 1/Intake] control output CVVT Oil Control Valve (OCV) [Bank 1/Intake]
34 CVVT Oil Control (OCV) Valve [Bank 1/Exhaust] control output CVVT Oil Control Valve (OCV) [Bank 1/Exhaust]
35 Sensor power (+5V)
Battery Sensor
36 VG (Virtual Ground) Heated Oxygen Sensor [Bank 1/Sensor 1]
37 VIP (Current Pump) Heated Oxygen Sensor [Bank 1/Sensor 1]
38 VRC (Current Adjust) Heated Oxygen Sensor [Bank 1/Sensor 1]
39 Manifold Absolute Pressure Sensor (MAPS) signal input Manifold Absolute Pressure Sensor (MAPS)
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40 Battery Sensor signal Battery Sensor

41 Sensor ground Crankshaft Position Sensor (CKPS)
42 Sensor ground Camshaft Position Sensor (CMPS) [Bank 1/Exhaust]
43 Sensor ground Camshaft Position Sensor (CMPS) [Bank 1/Intake]
44 Sensor ground Variable Charge Motion Actuator (VCMA)
45 Motor [+] control output Variable Charge Motion Actuator (VCMA)
46
48 -
49 Alternator PWM control output Alternator
output
51 -
52 VN (NERNST Cell Voltage) Heated Oxygen Sensor [Bank 1/Sensor 1]
53 -
54 Sensor power (+5V) Manifold Absolute Pressure Sensor (MAPS)
55 Battery Current Direct input Battery Sensor
56 Crankshaft Position Sensor (CKPS) signal input Crankshaft Position Sensor (CKPS)
57 Camshaft Position Sensor (CMPS) [Bank 1/Exhaust] signal input Camshaft Position Sensor (CMPS) [Bank 1/Exhaust]
58 Camshaft Position Sensor (CMPS) [Bank 1/Intake] signal input Camshaft Position Sensor (CMPS) [Bank 1/Intake]
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59 Sensor feedback signal input Variable Charge Motion Actuator (VCMA)
60 Motor [-] control output Variable Charge Motion Actuator (VCMA)
Connector [CNG-MK]
1 Power ground Chassis Ground
2 Battery power (B+) Main Relay
7 -
8 -
9 -
10 -
11 A/C Compressor Relay control output A/C Compressor Relay
12 Engine speed signal output Power Distribution Module (PDM)
13 -
14 -
15 Fuel Tank Pressure Sensor (FTPS) signal input Fuel Tank Pressure Sensor (FTPS)
16 -
17 -
18 -
19 -
20 Electrical load [Wiper] signal input Wiper [Low] Relay
21 -
22 -
23 -
24 -
25 Fuel Level Sensor (FLS) signal input Fuel Level Sensor (FLS)
26 -
27 -
28 -
29 -
30 -
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31 -
32 -
33 -
34 Immobilizer Lamp control output Immobilizer Lamp
35 -
36 Canister Close Valve (CCV) control output Canister Close Valve (CCV)
37 Sensor ground Fuel Tank Pressure Sensor (FTPS)
38 -
39 -
40 -
41 -
42 -
43 -
44 -
45 Sensor ground A/C Pressure Transducer (APT)
46 -
47 Sensor ground Fuel Level Sensor (FLS)
48 -
49 Sensor ground Accelerator Position Sensor (APS) 1
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51 Battery power (B+) Ignition Switch
52 Start Motor relay control output Start Motor relay
53 Cooling Fan Relay [High] control output Cooling Fan Relay [High]
54 Cooling Fan Relay [Low] control output Cooling Fan Relay [Low]
55 CCP CAN [High] Other control module, Data Link Connector (DLC),
56 CCP CAN [Low] Other control module, Data Link Connector (DLC),
57 -
58 -
59 -
60 -
61 -
62 Brake Test Switch signal input Brake Switch
63 -
64 Blower Max. signal input Heater & A/C Control module
65 -
66 -
67 A/C Pressure Transducer (APT) signal input A/C Pressure Transducer (APT)
68 A/C Compressor switch signal output A/C Compressor switch
69 Immobilizer communication line Immobilizer control module
70 -
71 Accelerator Position Sensor (APS) 1 signal input Accelerator Position Sensor (APS) 1
73 Battery power (B+) Battery
74 Main Relay control output Main Relay
75 Fuel Pump Relay control output Fuel Pump Relay
76 -
77 C-CAN [High] Other control module, Data Link Connector (DLC),
78 C-CAN [Low] Other control module, Data Link Connector (DLC),
79 Clutch switch signal input Clutch switch
80 Vehicle speed signal input ABS/ESC Control Unit
81 -
82 -
83 -
84 Brake Light Switch signal input Brake Switch
85 -
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86 -
87 -
A/C Pressure Transducer (APT)
89 -
90 A/C request switch signal output Heater & A/C Control module
91 -
92 -
93 Sensor power (+5V) Accelerator Position Sensor (APS) 1
ECM Terminal Input/ Output signal (M/T)

Connector [CNG-MA]
Pin No. Description Condition Type Level
Ignition Coil (Cylinder #1) control output Turn on: Max. 1.6V
1 Idle Pulse
Ignition Coil (Cylinder #4) control output Turn off: Battery voltage
Hi: Battery voltage
2 Injector (Cylinder #1) control output Idle DC LO: Max. 0.5V
48~50V
3 -
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4 -
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2] Relay OFF Battery voltage
5 DC
Heater control output Relay ON Max. 0.5V
6 Sensor ground Idle DC Max. 0.5V
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2] Analog
7 Idle Min. 0.6V ~ Max. 1.0V
signal input DC
Analog / Freq.: Min. 8KHz ~ Max. 12KHz
8 Knock Sensor (KS) signal input Idle
Frequency Level: Min. 180 ~ Max. 300mVpp
9 Intake Air Temperature Sensor (IATS) signal input Idle Analog Min. 0.1V ~ Max. 4.7V
Switch ON Battery voltage
10 Start Motor contol switch Digital
Switch OFF Min. -0.3V ~ Max. 0.5V
Freq.: 125Hz or 200Hz or 60Hz
11 Electrical load signal input Idle PWM
Duty rate 0% ~ 100%
Engine Coolant Temperature Sensor (ECTS) signal
12 Idle Analog Min. 0.1V ~ Max. 4.7V
input
13 Throttle Position Sensor (TPS) 1 signal input Idle Analog Min. 0.4V ~ Max. 4.5V
IG OFF Max. 0.5V
14 Sensor power (+5V) DC
IG ON Min. 4.75V ~ Max. 5.25V
Operating freq.: 1000Hz (estimated)
Forward direction
Turn on: Battery voltage
15 ETC Motor [+] control output Idle PWM Frewheeling: Max. 0.1V
Reverse direction
Turn on: Max. 0.1V
Frewheeling: Max. 0.1V
16 Idle Pulse
Hi: Battery voltage
48~50V
Relay OFF Battery voltage
18 Purge Control Solenoid Valve (PCSV) control output DC
Relay ON Max. 1.76V
19 Variable Intake Solenoid (VIS) Valve control output DC
Relay ON Max. 1.76V
20 -
21 -
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22 Sensor shield ground Idle DC Max. 0.5V

26 -
Forward direction
Turn on: max 0.1V
30 ETC Motor [-] control output Idle PWM Frewheeling: max 0.1V
Reverse direciton
Frewheeling: max 0.1V
31 Idle Pulse
Hi: Battery voltage
48~50V
CVVT Oil Control (OCV) Valve [Bank 1/Intake] control Operating freq. range: 300Hz
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33 Idle PWM
output Duty rate: 0% ~ 100%
CVVT Oil Control (OCV) Valve [Bank 1/Exhaust] Operating freq. range: 300Hz
34 Idle PWM
control output Duty rate: 0% ~ 100%
IG OFF Max. 0.5V
36 VG (Virtual Ground) Idle Analog Min. 0.2V ~ Max. 5.2V
37 VIP (Current Pump) Idle Analog Min. 0.2V ~ Max. 5.2V
38 VRC (Current Adjust) Idle Analog Min. 0.2V ~ Max. 5.2V
Manifold Absolute Pressure Sensor (MAPS) signal
input
40 Battery Sensor signal Idle Analog Min. 0.3V ~ Max. 4.7V
Vpp Min. : 18V at Idle (for 1 rail)
41 Crankshaft Position Sensor (-) signal input Idle Frequency
Vpp Max. : 90V at 5000rpm (for 1 rail)
Forward direction
45 Motor [+] control output Idle PWM Frewheeling: Max. 0.1V
Reverse direction
Turn on: Max. 0.1V
46 Idle Pulse
Hi: Battery voltage
48~50V
48 -
IG OFF Battery voltage
49 Alternator PWM control output PWM
IG ON Max. 0.5V
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1] Relay OFF Battery voltage
50 DC
Heater control output Relay ON Max. 0.5V
51 -
52 VN (NERNST Cell Voltage) Idle Analog Min. 0.2V ~ Max. 5.2V
53 -
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IG OFF Max. 0.5V

55 Battery Current Direct Input Idle Analog Min. 0.4V ~ Max. 4.5V
56 Crankshaft Position Sensor (+) signal input Idle Frequency
Camshaft Position Sensor (CMPS) [Bank 1/Exhaust] Around 7Hz at 850rpm
57 Idle Pulse
signal input Around 25Hz at 3000rpm
Camshaft Position Sensor (CMPS) [Bank 1/Intake] Around 7Hz at 850rpm
58 Idle Pulse
signal input Around 25Hz at 3000rpm
59 Sensor feedback signal input Idle Analog Min. 0.1V ~ Max. 4.6V
Forward direction
Turn on: max 0.1V
60 Motor [-] control output Idle PWM Frewheeling: max 0.1V
Reverse direciton
Connector [CNG-MK]
1 Power ground Idle DC Max. 50mV
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IG OFF Max. 0.5V
2 Battery power (B+) DC
IG ON Battery Voltage
IG OFF Max. 0.5V
IG OFF Max. 0.5V
7 -
8 -
9 -
10 -
11 A/C Compressor Relay control output DC
Relay ON Min. -0.3V ~Max. 1.2V
Around 26Hz at 850rpm, idle
12 Engine speed signal output Idle Frequency
Around 16Hz at 3000rpm
13 -
14 -
15 Fuel Tank Pressure Sensor (FTPS) signal input Idle Analog Min. 0.4V ~Max. 4.6V
16 -
17 -
18 -
19 -
20 Electrical load [Wiper] signal input Idle PWM Battery voltage
21 -
22 -
23 -
24 -
25 Fuel Level Sensor (FLS) signal input Idle Analog Min. 0.2V ~Max. 4.7V
26 -
27 -
28 -
29 -
30 -
31 -
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32 -
33 -
Lamp ON Min. -0.3V ~ Max. 1.2V
34 Immobilizer Lamp control output DC
Lamp OFF Battery voltage
35 -
Inactive Min. -0.3V ~ Max. 1.2V
36 Canister Close Valve (CCV) control output DC
Active Battery voltage
37 Sensor ground Idle DC Max. 50mV
38 -
39 -
40 -
41 -
42 -
43 -
44 -
46 -
48 -
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IG OFF Max. 0.5V
52 Start Motor relay control output DC
IG ON Min. -0.3V ~Max. 1.2V
53 Cooling Fan Relay [High] control output DC
54 Cooling Fan Relay [Low] control output PWM
RECESSIVE 2.0~3.0V
55 CCP CAN [High] Pulse
DOMINANT 2.75~4.5V
RECESSIVE 2.0~3.0V
56 CCP CAN [Low] Pulse
DOMINANT 0~0.5V
57 -
58 -
59 -
60 -
61 -
Swich ON Battery voltage
62 Brake Test Switch signal input Digital
Switch OFF Min. -0.3V ~Max. 0.5V
63 -
64 BlowerMax.. signal input Idle Analog Min. 0.5V ~Max. 4V
65 -
66 -
67 A/C Pressure Transducer (APT) signal input Idle Analog Min. 0.4V ~Max. 4.6V
68 A/C Compressor switch signal output Digital
When communicating after Hi: Min. 8.5V
69 Immobilizer communication line Pulse
IG ON Lo: Max. 3.5V
70 -
71 Accelerator Position Sensor (APS) 1 signal input Idle Analog Min. 0.6V ~Max. 4.3V
IG OFF Min. -.03V ~Max. 1.2V
74 Main Relay control output IG OFF DC Min. -.03V ~Max. 1.2V
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Relay OFF DC Battery Voltage
75 Fuel Pump Relay control output
Relay ON Min. -.03V ~Max. 1.2V
76 -
RECESSIVE 2.0~3.0V
77 C-CAN [High] Pulse
DOMINANT 2.75~4.5V
RECESSIVE 2.0~3.0V
78 C-CAN [Low] Pulse
DOMINANT 0~0.5V
Swich ON Min. -0.3V ~Max. 0.5V
79 Clutch switch signal input Digital
Switch OFF Battery voltage
80 Vehicle speed signal input Idle Frequency Duty rate 40% ~ 60%
81 -
82 -
83 -
84 Brake Light Switch signal input Digital
85 -
86 -
87 -
IG OFF Max. 0.5V
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IG ON 4.75 ~ 5.25V
89 -
90 A/C request switch signal output Digital
91 -
92 -
IG OFF Max. 0.5V
IG ON 4.75 ~ 5.25V
IG OFF Max. 0.5V
IG ON 4.75 ~ 5.25V
ECM Terminal And Input/Output signal (A/T)
ECM Terminal Function

Connector [CNG-AA]
1
2 -
3 -
4 -
5 -
6 -
7 -
8 -
9 -
10 -
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11 Camshaft Position Sensor (CMPS) [Bank 1/Intake] signal input Camshaft Position Sensor (CMPS) [Bank 1/Intake]
Battery Sensor
13 -
14 Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2] signal input Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]
15 -
16 Sensor feedback signal input Variable Charge Motion Actuator (VCMA)
17 -
18 -
19 -
20 Sensor ground Crankshaft Position Sensor (CKPS)
21 Motor [-] control output Variable Charge Motion Actuator (VCMA)
22
23 -
24 -
25 -
26 -
27 -
28 -
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29 -
30 Sensor ground Camshaft Position Sensor (CMPS) [Bank 1/Exhaust]
31 Camshaft Position Sensor (CMPS) [Bank 1/Exhaust] signal input Camshaft Position Sensor (CMPS) [Bank 1/Exhaust]
32 Sensor ground Camshaft Position Sensor (CMPS) [Bank 1/Intake]
33 Sensor power (+5V) Throttle Position Sensor (TPS) 1,2
34 -
35 Sensor ground Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]
36 -
37 Sensor ground Variable Charge Motion Actuator (VCMA)
38 -
39 -
40 -
41 Crankshaft Position Sensor (CKPS) signal input Crankshaft Position Sensor (CKPS)
42 Motor [+] control output Variable Charge Motion Actuator (VCMA)
43 -
44 -
45 -
46 -
47 -
48 -
49 -
50 -
51 -
52 -
53 -
54 Sensor ground Throttle Position Sensor (TPS) 1, 2
55 -
56 Sensor shield ground Knock Sensor (KS)
57 Immobilizer communication line Immobilizer control module
58 Sensor ground Battery Sensor
59 Intake Air Temperature Sensor (IATS) signal input Intake Air Temperature Sensor (IATS)
60 -
61 Sensor ground Manifold Absolute Pressure Sensor (MAPS)
62 Sensor ground Engine Coolant Temperature Sensor (ECTS)
63 Engine Coolant Temperature Sensor (ECTS) signal input Engine Coolant Temperature Sensor (ECTS)
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64
65 -
66 -
67 -
68 -
69 -
70 -
71 -
72 -
73 -
74 -
76 -
77 Sensor ground Knock Sensor (KS)
78 -
79 Battery Sensor signal Battery Sensor
80 -
81 -
82 Manifold Absolute Pressure Sensor (MAPS) signal input Manifold Absolute Pressure Sensor (MAPS)
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83 VIP (Current Pump) Heated Oxygen Sensor [Bank 1/Sensor 1]
84 VG (Virtual Ground) Heated Oxygen Sensor [Bank 1/Sensor 1]
85
86 -
87 -
88 -
89 -
90 -
91 -
92 -
93 -
94 -
95 -
97 -
98 Knock Sensor (KS) signal input Knock Sensor (KS)
99 -
100 Battery Current Direct input Battery Sensor
101 -
102 -
103 Sensor power (+5V) Manifold Absolute Pressure Sensor (MAPS)
104 VRC (Current Adjust) Heated Oxygen Sensor [Bank 1/Sensor 1]
105 VN (NERNST Cell Voltage) Heated Oxygen Sensor [Bank 1/Sensor 1]
Connector [CNG-AB]
7 -
8 -
9 -
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10 Brake Test Switch signal input Brake Switch

11 A/C Compressor switch signal output A/C Compressor switch
12 -
A/C Pressure Transducer (APT)
14 -
15 Electrical load signal input Alternator
16 Alternator PWM control output Alternator
17 -
18 Cooling Fan Relay [High] control output Cooling Fan Relay [High]
19 Immobilizer Lamp control output Immobilizer Lamp [Without Button Engine Start System]
20 ETC Motor [+] control output ETC Motor
21 ETC Motor [-] control output ETC Motor
22 Electrical load [Wiper] signal input Wiper [Low] Relay
24 -
25 -
26 -
27 Brake Light Switch signal input Brake Switch
28 A/C request switch signal output Heater & A/C Control module
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31 -
32 -
33 Cooling Fan Relay [Low] control output Cooling Fan Relay [Low]
34 -
35 -
36 -
37 -
38 -
39 -
41 Battery power (B+) Ignition Switch
42 -
43 -
44 Sensor ground A/C Pressure Transducer (APT)
45 A/C Pressure Transducer (APT) signal input A/C Pressure Transducer (APT)
48 -
49 Sensor ground Fuel Level Sensor (FLS)
50 -
51 -
52 Start Motor relay control output Start Motor relay
53 Main Relay control output Main Relay
54 -
55 -
56 -
58 Battery power (B+) Battery
59 CCP CAN [Low] Other control module, Data Link Connector (DLC),
60 C-CAN [Low] Other control module, Data Link Connector (DLC),
61 -
62 -
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65 Blower Max. signal input Heater & A/C Control module
66
67 A/C Compressor Relay control output A/C Compressor Relay
68 Variable Intake Solenoid (VIS) Valve control output Variable Intake Solenoid (VIS) Valve
69 -
70 Fuel Pump Relay control output Fuel Pump Relay
71 Engine speed signal output Power Distribution Module (PDM)
72 -
73 -
76 CCP CAN [High]
77 C-CAN [High]
78 Vehicle speed signal input ABS/ESC Control Unit
79 -
80 Sensor ground Fuel Tank Pressure Sensor (FTPS)
81 Fuel Tank Pressure Sensor (FTPS) signal input Fuel Tank Pressure Sensor (FTPS)
82 Start Motor contol switch Power Distribution Module (PDM)
83 Fuel Level Sensor (FLS) signal input Fuel Level Sensor (FLS)
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84 CVVT Oil Control (OCV) Valve [Bank 1/Exhaust] control output CVVT Oil Control Valve (OCV) [Bank 1/Exhaust]
85 CVVT Oil Control (OCV) Valve [Bank 1/Intake] control output CVVT Oil Control Valve (OCV) [Bank 1/Intake]
86 Purge Control Solenoid Valve (PCSV) control output Purge Control Solenoid Valve (PCSV)
87 Canister Close Valve (CCV) control output Canister Close Valve (CCV)
88 -
89 -
output
output
ECM Terminal Input/Output signal (A/T)

Connector [CNG-AA]
1 Idle Pulse
2 -
3 -
4 -
5 -
6 -
7 -
8 -
9 -
10 -
Camshaft Position Sensor (CMPS) [Bank Around 7Hz at 850rpm
11 Idle Pulse
1/Intake] signal input Around 25Hz at 3000rpm
IG OFF Max. 0.5V
13 -
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor Analog
14 Idle Min. 0.6V ~ Max. 1.0V
2] signal input DC
15 -
16 Sensor feedback signal input Idle Analog Min. 0.1V ~ Max. 4.6V
17 -
18 -
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19 -
Forward direction
Turn on: max 0.1V
21 Motor [-] control output Idle PWM Frewheeling: max 0.1V
Reverse direciton
22 Idle Pulse
23 -
24 -
25 -
26 -
27 -
28 -
29 -
Camshaft Position Sensor (CMPS) [Bank Around 7Hz at 850rpm
31 Idle Pulse
1/Exhaust] signal input Around 25Hz at 3000rpm
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IG OFF Max. 0.5V
34 -
36 -
38 -
39 -
40 -
41 Crankshaft Position Sensor (+) signal input Idle Frequency
Forward direction
42 Motor [+] control output Idle PWM Frewheeling: Max. 0.1V
Reverse direction
Turn on: Max. 0.1V
43 -
44 -
45 -
46 -
47 -
48 -
49 -
50 -
51 -
52 -
53 -
55 -
56 Sensor shield ground Idle DC Max. 50mV
57 Immobilizer communication line Pulse Hi: Min. 8.5V
Lo: Max. 3.5V
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When
communicating
after IG ON

Intake Air Temperature Sensor (IATS) signal
input
60 -
Engine Coolant Temperature Sensor (ECTS)
signal input
64 Idle Pulse
65 -
66 -
67 -
68 -
69 -
70 -
71 -
72 -
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73 -
74 -
76 -
78 -
79 Battery Sensor signal Idle Analog Min. 0.3V ~ Max. 4.7V
80 -
81 -
Manifold Absolute Pressure Sensor (MAPS)
signal input
83 VIP (Current Pump) Idle Analog Min. 0.2V ~ Max. 5.2V
84 VG (Virtual Ground) Idle Analog Min. 0.2V ~ Max. 5.2V
85 Idle Pulse
86 -
87 -
88 -
89 -
90 -
91 -
92 -
93 -
94 -
95 -
97 -
Analog / Freq.: Min. 8KHz ~ Max. 12KHz
98 Knock Sensor (KS) signal input Idle
Frequency Level: Min. 180 ~ Max. 300mVpp
99 -
100 Battery Current Direct Input Idle Analog Min. 0.4V ~ Max. 4.5V
101 -
102 -
IG OFF Max. 0.5V
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104 VRC (Current Adjust) Idle Analog Min. 0.2V ~ Max. 5.2V
105 VN (NERNST Cell Voltage) Idle Analog Min. 0.2V ~ Max. 5.2V
Connector [CNG-AB]
IG OFF Max. 0.5V
IG OFF Max. 0.5V
IG OFF Max. 0.5V
7 -
8 -
9 -
10 Brake Test Switch signal input Digital
11 A/C Compressor switch signal output Digital
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12 -
IG OFF Max. 0.5V
14 -
15 Electrical load signal input Idle PWM Battery voltage
16 Alternator PWM control output PWM
IG ON Max. 0.5V
17 -
18 Cooling Fan Relay [High] control output DC
Lamp ON Min. -0.3V ~ Max. 1.2V
19 Immobilizer Lamp control output DC
Lamp OFF Battery voltage
Forward direction
20 ETC Motor [+] control output Idle PWM Frewheeling: Max. 0.1V
Reverse direction
Turn on: Max. 0.1V
Forward direction
Turn on: max 0.1V
21 ETC Motor [-] control output Idle PWM Frewheeling: max 0.1V
Reverse direciton
22 Electrical load [Wiper] signal input Idle PWM Battery voltage
Hi: Battery voltage
48~50V
24 -
25 -
26 -
27 Brake Light Switch signal input Digital
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28 A/C request switch signal output Digital
IG OFF Max. 0.5V
IG OFF Max. 0.5V
31 -
32 -
33 Cooling Fan Relay [Low] control output PWM
34 -
35 -
36 -
37 -
38 -
39 -
Hi: Battery voltage
48~50V
IG OFF Max. 0.5V
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42 -
43 -
45 A/C Pressure Transducer (APT) signal input
48 -
50 -
51 -
IG OFF Min. -.03V ~Max. 1.2V
53 Main Relay control output DC
54 -
55 -
56 -
Hi: Battery voltage
48~50V
IG OFF Max. 0.5V
RECESSIVE 2.0~3.0V
59 CCP CAN [Low] Pulse
DOMINANT 0~0.5V
RECESSIVE 2.0~3.0V
60 C-CAN [Low] Pulse
DOMINANT 0~0.5V
61 -
62 -
65 Blower Max. signal input Idle Analog Min. 0.5V ~Max. 4V
66 -
67 A/C Compressor Relay control output DC
Relay ON Min. -0.3V ~Max. 1.2V
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68 Variable Intake Solenoid (VIS) Valve control

output
69 -
Relay OFF DC Battery Voltage
70 Fuel Pump Relay control output
Relay ON Min. -.03V ~Max. 1.2V
Around 26Hz at 850rpm, idle
71 Engine speed signal output Idle Frequency
Around 16Hz at 3000rpm
72 -
73 -
Hi: Battery voltage
48~50V
IG OFF Max. 0.5V
RECESSIVE 2.0~3.0V
76 CCP CAN [High] Pulse
DOMINANT 2.75~4.5V
RECESSIVE 2.0~3.0V
77 C-CAN [High] Pulse
DOMINANT 2.75~4.5V
78 Vehicle speed signal input Idle Frequency Duty rate 40% ~ 60%
79 -
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81 Fuel Tank Pressure Sensor (FTPS) signal input Idle Analog Min. 0.4V ~Max. 4.6V
83 Fuel Level Sensor (FLS) signal input Idle Analog Min. 0.2V ~Max. 4.7V
CVVT Oil Control (OCV) Valve [Bank 1/Exhaust] Operating freq. range: 300Hz
84 Idle PWM
CVVT Oil Control (OCV) Valve [Bank 1/Intake] Operating freq. range: 300Hz
85 Idle PWM
Purge Control Solenoid Valve (PCSV) control Relay OFF Battery voltage
86 DC
output Relay ON Max. 1.76V
Inactive Min. -0.3V ~ Max. 1.2V
87 Canister Close Valve (CCV) control output DC
Active Battery voltage
88 -
89 -
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor Relay OFF Battery voltage
90 DC
2] Heater control output Relay ON Max. 0.5V
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor Relay OFF Battery voltage
91 DC
1] Heater control output Relay ON Max. 0.5V
Circuit Diagram
(M/T)
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(A/T)
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Removal
When replacing the ECM, the vehicle equipped with the immobilizer must be performed procedure as below.
[In the case of installing used ECM]
1. Perform "ECM Neutral mode" procedure with GDS.
(Refer to Body Electrical System - "Immobilizer System")
2. After finishing "ECM Neutral mode", perform "Key teaching" procedure with GDS.
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[In the case of installing new ECM]
Perform "Key teaching" procedure with GDS.
When replacing the ECM, the vehicle equipped with the smart key system (Button start) must be performed procedure as below.
(Refer to Body Electrical System - "Smart Key Diagnostic")
2. After finishing "ECM Neutral mode", insert the key (or press the start button) and turn it to the IGN ON and OFF position. Then the
ECM learns the smart key information automatically.
Insert the key (or press the start button) and turn it to the IGN ON and OFF position. Then the ECM learns the smart key information
automatically.
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 Engine Electrical System - "Battery")
4. Remove the mounting bolts (A) and then remove the ECM (B).
Installation
When replacing the ECM, the vehicle equipped with the immobilizer must be performed procedure as below.
2. After finishing "ECM Neutral mode", perform "Key teaching" procedure with GDS.
Perform "Key teaching" procedure with GDS.
When replacing the ECM, the vehicle equipped with the smart key system (Button start) must be performed procedure as below.
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(Refer to Body Electrical System - "Smart key System")
2. After finishing "ECM Neutral mode", insert the key (or press the start button) and turn it to the IGN ON and OFF position. Then the
ECM learns the smart key information automatically.
Insert the key (or press the start button) and turn it to the IGN ON and OFF position. Then the ECM learns the smart key information
automatically.
1. Install in the reverse order of removal.
ECM bracket installation bolt:
9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
ECM Problem Inspection Procedure

1. TEST ECM GROUND CIRCUIT: Measure resistance between ECM and chassis ground using the backside of ECM harness connector
as ECM side check point. If the problem is found, repair it.
Specification:Below 1Ω
2. TEST ECM CONNECTOR: Disconnect the ECM connector and visually check the ground terminals on ECM side and harness side for
bent pins or poor contact pressure. If the problem is found, repair it.
3. If problem is not found in Step 1 and 2, the ECM could be faulty. If so, make sure there were no DTC's before swapping the ECM with a
new one, and then check the vehicle again. If DTC's were found, examine this first before swapping ECM.
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).
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VIN Programming Procedure
VIN (Vehicle Identification Number) is a number that has the vehicle's information (Maker, Vehicle Type, Vehicle Line/Series, Body Type,
Engine Type, Transmission Type, Model Year, Plant Location and so forth. For more information, please refer to the group "GI" in this
SERVICE MANUAL). When replacing an ECM, the VIN must be programmed in the ECM. If there is no VIN in ECM memory, the fault code
(DTC P0630) is set.
The programmed VIN cannot be changed. When writing the VIN, confirm the VIN carefully
1. Select "VIN Writing" function in "Vehicle S/W Management".
2. Select "Write VIN" in "ID Register".
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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.
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
Fail-Safe Mode
Item Fail-Safe
ETC Motor Throttle valve stuck at 7°
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 7°
APS 1 fault Replace it with APS 2
APS APS 2 fault Replace it with APS 1
APS 1,2 fault Engine idle state
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When throttle value is stuck at 7°, engine speed is limited at below 1,500rpm and vehicle speed at maximum 40 ~ 50 km/h (25 ~ 31
mph)
Specification
Output voltage (V) [Vref = 5.0V]
Throttle angle (°)
TPS1 TPS2
0 0.5 4.5
10 0.96 4.05
20 1.41 3.59
30 1.87 3.14
40 2.32 2.68
50 2.78 2.23
60 3.23 1.77
70 3.69 1.32
80 4.14 0.86
90 4.6 0.41
98 4.65 0.35
C.T (0) 0.5 4.5
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W.O.T (86) 4.41 0.59
[ETC Motor]
Item Specification
Coil Resistance (Ω) 0.3 ~ 100 [20°C(68°F)]
Circuit Diagram
(M/T)
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(A/T)
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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 0.5 4.5
W.O.T 4.41 0.59
ETC Motor
1. Turn the ignition switch OFF.
2. Disconnect the ETC module connector.
3. Measure resistance between the ETC module terminals 1 and 2.
4. Check that the resistance is within the specification.
Specification:Refer to “Specification”
Removal
1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
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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)
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.
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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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Circuit Diagram
(M/T)
(A/T)
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Inspection
2. Measure the output voltage of the MAPS at idle and IG ON.
Condition Output Voltage (V)
IG ON 3.9 ~ 4.1
Idle 0.8 ~ 1.6
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

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• 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)
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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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
Circuit Diagram
(M/T)
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(A/T)
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Inspection
2. Disconnect the IATS connector.
3. Measure resistance between the IATS terminals 3 and 4.
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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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
Circuit Diagram
(M/T)
(A/T)
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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 1 and 3.
Removal
2. Disconnect the engine coolant temperature sensor connector (A).
3. Remove the sensor (B).
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
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• 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.
Engine coolant temperature sensor installation:
29.4 ~ 39.2 N.m (3.0 ~ 4.0 kgf.m, 21.7 ~ 28.9 lb-ft)
Description
Crankshaft Position Sensor (CKPS) detects the crankshaft position and is one of the most important sensors of the engine control system. If
there is no CKPS signal input, the engine may stop because of CKPS signal missing. This sensor is installed 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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Specification
Item Specification
Coil Resistance(Ω) 774 ~ 946 [20°C (68°F)]
Waveform
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Circuit Diagram
(M/T)
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(A/T)
Inspection
1. Check signal waveform of CKPS and CMPS using a scan tool.
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Specification:Refer to “Waveform”
Removal
2. Disconnect the crankshaft position sensor connector (A) and remove the sensor after removing the installation bolt.
Installation
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• Note that internal damage may occur when the component is dropped. If the component has been dropped, inspect before
installing.
• Apply the engine oil to the O-ring.

• Insert the sensor in the installation hole and be careful not to damage.
Crankshaft position sensor installation bolt:
9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
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.
Wave Form
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Circuit Diagram
(M/T)
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(A/T)
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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 (B) after removing the clip (A).
3. Remove the installation bolt (C), and then remove the sensor.
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[Bank 1 / Exhaust]
2. Disconnect the camshaft position sensor connector (B) after removing the clip (A).
3. Remove the installation bolt (C), and then remove the sensor.
Installation

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• 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)
Description
Knocking is a phenomenon characterized by undesirable vibration and noise and can cause engine damage. Knock Sensor (KS) is installed
on the cylinder block and senses engine knocking.
When knocking occurs, the vibration from the cylinder block is applied as pressure to the piezoelectric element. When a knock occurs, the
sensor produces voltage signal. The ECM retards the ignition timing when knocking occurs. If the knocking disappears after retarding the
ignition timing, the ECM will advance the ignition timing. This sequential control can improve engine power, torque and fuel economy.
Specification
Item Specification
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Capacitance (pF) 850 ~ 1,150
Circuit Diagram
(M/T)
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(A/T)
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Removal
2. Disconnect the knock sensor connector (A).
3. Remove the intake manifold (Refer to “Intake And Exhaust System” in EM group).
4. Remove the installation bolt (A), and then remove the sensor from the cylinder block.
Installation
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Knock sensor installation bolt:
18.6 ~ 23.5 N.m (1.9 ~ 2.4 kgf.m, 13.7 ~ 17.4 lb-ft)
Description
Heated Oxygen Sensor (HO2S) consists of zirconium and alumina and is installed both upstream and downstream of the 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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Specification
HO2S [Bank 1/Sensor 1] (Linear type)
Item Specification
Heater Resistance (Ω) 2.4 ~ 4.0 [20°C(68°F)]
HO2S [Bank 1/Sensor 2] (Binary type)

A/F Ratio (λ) Output Voltage(V)
RICH 0.6 ~ 1.0
LEAN 0 ~ 0.4
Item Specification
Heater Resistance (Ω) Approx. 9.0 [20°C(68°F)]
Circuit Diagram
(M/T)
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(A/T)
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Inspection
2. Disconnect the HO2S connector.
3. Measure resistance between the HO2S terminals 2 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.: 09392-1Y100 or 09392-2H100) is useful when removing the heated oxygen sensor.
[Bank 1 / Sensor 1]
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[Bank 1 / Sensor 2]
[LEV2]
[Bank 1 / Sensor 1]
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[Bank 1 / Sensor 2]
2. Remove the console side cover (A).
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Installation

• 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
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so on).
Heated oxygen sensor installation [Bank 1/Sensor1]:
39.2 ~ 49.1 N.m (4.0 ~ 5.0 kgf.m, 28.9 ~ 36.2 lb-ft)
Heated oxygen sensor installation [Bank 1/Sensor2]:
39.2 ~ 49.1 N.m (4.0 ~ 5.0 kgf.m, 28.9 ~ 36.2 lb-ft)
Description
Accelerator Position Sensor (APS) is installed on the accelerator pedal module and detects the rotation angle of the accelerator pedal. The
APS is one of the most important sensors in engine control system, so it consists of the two sensors which adapt individual sensor power
and ground line. The second sensor monitors the first sensor and its output voltage is half of the first one. If the ratio of the sensor 1 and 2 is
out of the range (approximately 1/2), the diagnostic system judges that it is abnormal.
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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Circuit Diagram
(M/T)
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(A/T)
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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.
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 bolt (B), the nuts (C) and then remove the accelerator pedal module.
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Installation
Accelerator pedal module installation nut:
12.8 ~ 15.7 N.m (1.3 ~ 1.6 kgf.m, 9.4 ~ 11.6 lb-ft)
Accelerator pedal module installation bolt:
8.8 ~ 13.7 N.m (0.9 ~ 1.4 kgf.m, 6.5 ~ 10.1 lb-ft)
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.
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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Circuit Diagram
(M/T)
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(A/T)
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Inspection
2. Measure the output voltage of the FTPS.
Specification:Refer to "Specification"
Removal
2. Remove the rear seat.
(Refer to Body - “Rear Seat Assembly”)
3. Remove the fuel pump service cover (A).
4. Disconnect the fuel tank pressure sensor connector (A).

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

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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.
Specification
Item Specification
Circuit Diagram
(M/T)
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(A/T)
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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 the Fuel Delivery System - Repair Procedures - "Release Residual Pressure in Fuel
Line").
When removing the fuel pump relay, a Diagnostic Trouble Code (DTC) may occur. Delete the code with the GDS after completion of
“Release Residual Pressure in Fuel Line” work.
3. Disconnect the injector connector (A).
4. Disconnect the fuel feed tube quick-connector (B).
5. Remove the installation bolt (C), and then remove the delivery pipe & injector assembly from the engine.
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6. 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)
Description
Purge Control Solenoid Valve (PCSV) is installed on the intake manifold and controls the evaporative purge between the canister and the
intake manifold. It is a normally closed solenoid valve and is open when the ECM grounds the valve control line. When the passage is open
(PCSV ON), fuel vapor stored in the canister is transferred to the intake manifold.
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Specification
Item Specification
Circuit Diagram
(M/T)
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(A/T)
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Inspection
2. Disconnect the PCSV connector.
3. Measure resistance between the PCSV terminals 1 and 2.
Removal
2. Disconnect the purge control solenoid valve connector (A).
3. Disconnect the vapor hoses (B) from the purge control solenoid valve.
4. Remove the valve (C) from the surge tank after pulling it.
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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)
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 regulates the engine oil to and from the cam phaser in accordance with the ECM PWM (Pulse
With Modulation) control signal,
-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.
[Bank1 / Intake]
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[Bank1 / Elxhaust]
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Specification
Item Specification
Coil Resistance (Ω) 9.4~10.4 [20°C(68°F)]
Circuit Diagram
(M/T)
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(A/T)
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Inspection
2. Disconnect the OCV connector.
3. Measure resistance between the OCV terminals 1 and 2.
Removal
2. Disconnect the CVVT oil control valve connector (A).
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)
Description
Variable Intake manifold Solenoid (VIS) valve is installed on the intake manifold. The VIS valve controls the vacuum modulator which
activates a valve in the intake manifold. The ECM opens or closes this valve according to engine condition (Refer to below table).
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Engine condition VIS valve Operation

Increasing engine performance in low engine speed by reducing intake interference
Medium speed Closed
among cylinders
Minimizing intake resistance by shortening intake manifold length and increasing area
Low / High speed Open
of air entrance
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Specification
Item Specification
Coil resistance (Ω) 30.0 ~ 35.0 [20°C(68°F)]
Circuit Diagram
(M/T)
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(A/T)
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.
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4. Remove the installation nut, and then remove the valve from the surge tank.
Installation

• Be careful of foreign material not to flow into the valve.
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Variable intake solenoid valve bracket installtion bolt:
9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
Description
Canister Close Valve (CCV) is normally open and is installed on the canister ventilation line. It seals evaporative emission control system by
shutting the canister from the atmosphere during EVAP leak detection process.
Specification
Item Specification
Coil Resistance (Ω) 19.5 ~ 22.5 [20°C(68°F)
Circuit Diagram
(M/T)
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(A/T)
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.
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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).
5. Remove the fuel tank air filter after removing the mounting bolts (C).
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6. Release the lever (A), and then separate the canister close valve (B) from the fuel tank air filter after rotating it in the direction of the
arrow in the figure.
Installation

Description
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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 effect reduces cold start emissions by improving atomization
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
Specification
Motor
Item Specification
Position sensor
Item Specification
Coil Resistance (kΩ) 3.44 ~ 5.16 [20°C(68°F)]
Circuit diagram
(M/T)
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(A/T)
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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.
6. Measure resistance between voltage supply terminal and ground terminal of the position sensor.
Removal
2. Disconnect the VCMA connector (A).
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3. 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:
9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
Description
Idle Stop & Go (ISG) function automatically switches off the engine when the car is at a standstill if the and starts it again as soon as the
brake pedal is released. This not only reduces fuel consumption, it also lowers emissions. Idle Stop & Go (ISG) function also has a built-in
sensitivity to driving safety and comfort.
The engine is not switched off if certain conditions relating to safety and comfort have not been fulfilled (For example, when the engine oil is
still cold, when the battery is running low or when the outside temperature is below 3°C). It can be deactivated by pressing the ISG OFF
switch on the crash pad lower panel.
Sample scenario: switching off the engine at a standstill at a red traffic light or in stop-and-go traffic.
How to use:
1. Engine Auto-Stop: D-range + brake pedal is pressed.
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2. Engine Auto-Start
(1) Brake pedal is released.
(2) Brake pedal is pressed + Manual range (Sports mode)
(3) Brake pedal is pressed + R range
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Operation
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1. Vehicle moving.
2. The transmission lever position is D-range. The brake pedal is released.
3. The engine is running. (Vehicle moving).
4. The driver brakes until the vehicle comes to a standstill.
5. The transmission lever position is D-range. The brake pedal is pressed
6. The engine stops. The symbol "AUTO STOP" lights up in the instrument cluster.
7. The driver wants to continue the journey.
8. The transmission lever position is D-range. The brake pedal is released.
9. The engine is running again. The symbol goes out.
Operation Condition for the ISG function

1. Auto stop or Auto start condition (If all of the below condition are satisfied)
Items State Remark

Driving conditions ISG OFF Switch off
Switch
Closed
(seat/door/hood)
Lever position D or N range Prohibit operation on gear ‘P, R’
Pressed Auto Stop
Brake pedal
Released Auto Start
Vehicle speed Vehicle speed = 0 Mph After driving higher than 8kph (5 Mph)
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Air conditioning Ambient temperature is between

system -2 ~ 35 °C (28.4 ~ 95 °F)
Engine Coolant
Over 78 °C (172.4 °F)
Temperature (ECT)
Brake Pressure Below -35kpa
SOC Over 77% To protect Battery
Battery conditions
Temperature 2 ~ 55 °C (35.6 ~ 131 °F)
Steering wheel Operating angle Below 180°
Parking condition Slope Up hill <12%, Down hill < 8%
Brake Booster Pressure Sensor
Brake Master Cylinder Pressure
Sensor Error
Sensor, Brake Pedal Sensor,
APS, Battery Sensor
ISG related part error
TM Electronic Auxiliary Pump
ESC System Defect Mode
Related System Error
CAN Communication Error
Engine Limp Home Mode
2. Forced re-start conditions (If any of the below condition is not satisfied)
Component Conditions State Remark
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Low pressure for braking system Over -35kpa
Low battery voltage Below 12.1V for 180 sec
Active defroster of front glass On
Conditions for
When inertial speed reach 1Mph with (down hill) Over 1Mph (Kph) Inertial Speed
safety
Open the door or unfasten driver’s seat belt Open Brake Pedal Pressed
Elapsed much of stop time
On the steep slope way
Conditions for Turn on the air-conditioner or max blower speed or bad performance of air conditioning and heating
convenience Active ‘ISG OFF’ button
Sign of forced Blinking of lamp for 5 second and indicating on cluster
auto re-start
3. Restriction conditions for Auto-Stop operation

※ To protect system and safety auto-stop system is restricted below the conditions
Large steering angle when car is stop
Low brake operating pressure
Turn on the air conditioner with max blower
When battery Condition is poor (low SOC)
Active defroster of front or rear glass
Unfasten driver’s seat belt or open the door and hood
On the steep slope way
With ISG system errors, and other diagnosis
4. Restriction condition for auto Re-Start operation
Open hood (have to restart by key for repairman’s safety )
5. Restriction condition for OBD Check & Emission control
Auto Stop system During Canister purge monitoring

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

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

3. AGM battery
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4. DC/ DC Converter (LDC) 5. ISG OFF Switch
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6. Alternator 7. Starter
8. Brake switch 9. Door switch
10. Seat belt switch 11. Hood switch
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12. Electric Oil Pump (EOP) 13. Oil Pump Unit (OPU)
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Description
Vehicles have many control units that use more electricity. These units control their own system based on information from diverse sensors.
It is important to have a stable power supply as there diverse sensors giving a variety of information. Battery sensor (A) is mounted on
battery (-) terminal. It transmits battery voltage, current, temperature information to ECM. ECM controls generating voltage by duty cycle
based on these signals.
When battery sensor signal fault occurs, inspect the vehicle parasitic draw in advance after inspecting the sensor because the sensor
will behave abnormally when the parasitic draw is more than 100mA. (Refer to vehicle parasitic current inspection)
It takes a few hours for a new battery sensor to detect the battery state correctly.
Perform the following process after replacing the battery sensor.
1. Ignition switch ON/OFF.
2. Park the vehicle about 4 hours.
3. After 4 hours later, check that the SOC (State of charge) of battery is displayed on GDS properly.
4. After engine start ON/OFF 2 times or more, check the SOF (State of function) of battery using GDS.
For the vehicle equipped with a battery sensor, be careful not to damage the battery sensor when the battery is replaced or recharged.
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• When replacing the battery, it should be same one (type, capacity and brand) that is originally installed on your vehicle. If a battery
of a different type is replaced, the battery sensor may recognize the battery to be abnormal.
• When installing the ground cable on the negative post of battery, tighten the clamp with specified torque of 4.0 ~ 6.0 N.m (0.4 ~ 0.6
kgf.m, 3.0 ~ 4.4 lb-ft). An excessive tightening torque can damage the PCB internal circuit and the battery terminal.
• When recharging the battery, ground the negative terminal of the booster battery to the vehicle body.
- Refer to DTC manual code “U1111, U1112” to inspect the battery sensor.
- Must replace the engine wiring assembly to replace the battery sensor. Battery sensor doesn’t be replaced as a part only.
Description
In order to ensure adequate brake power assistance in every situation, the brake booster is equipped with a partial vacuum sensor. The
brake booster vacuum pressure sensor is located beside the brake booster.
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Circuit Diagram
Inspection
1. Check installation status of BBVPS and Vacuum hose or damage of vacuum hose.
2. Connect GDS to DLC (Data Link Cable).
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3. Warm up the engine to normal operating temperature.

4. Monitor "BBVPS" parameter on GDS.
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Fig.1) Idle Status
Fig.2) Brake pressure signal
With a brake partial vacuum that is too low, the ISG function also starts without activity on the part of the driver.
Insufficient brake partial vacuum can lead to safety risks during braking manoeuvres, when rolling on an incline. To prevent this, the
engine is started.
(Refer to “DTC P0557, P0558” in DTC manual)
Removal
Brake Booster Vacuum Pressure Sensor can not be replaced separately due to vacuum leak.
Therefore, the sensor must be replaced with an assembly with the brake booster.
(Refer to Brake System - Brake Booster)
Installation
Brake Booster Vacuum Pressure Sensor can not be replaced separately due to vacuum leak.
Therefore, the sensor must be replaced with an assembly with the brake booster.
(Refer to Brake System - Brake Booster)
Description
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AGM battery is used for especially heavy load on the vehicle network depending on equipment and requirements. AGM stands for Absorbent
Glass Material Battery; that is absorbent glass fibre fleece. AGM batteries are fitted in models with electrical loads/consumers which have a
high energy demand.
The constantly increasing energy demand of modern vehicle electrical systems calls for ever more powerful battery solutions.
The power consumption is considerable even when the vehicle is parked.
The somewhat higher price compared with a battery of similar size is fully balanced by the following benefits:
- Significantly longer service life
- Increased starting reliability at low temperatures
- 100 % freedom from maintenance
- Low risk in event of an accident (reduced risk to the environment)
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Specification
Item Specification
Model type AGM 70L-DIN
Capa ticy [20HR / 5HR] (AH) 70/56
Cold Cranking Amperage (A) 760 (SAE) / 610 (EN)
Reserve capacity (Min) 120
• Cold Cranking Ampere (CCA): Cold Cranking Amps is a rating used in the battery industry to define a battery's ability to start an
engine in cold temperatures.
- The rating is the number of amps a new, fully charged battery can deliver at -18 °C(-0.4 °F) for 30 seconds, while maintaining a
voltage of at least 7.2 volts for a 12 volt battery.
- The higher the CCA rating, the greater the starting power of the battery.
• RESERVE CAPACITY (RC) : Reserve Capacity is a battery industry rating, defining a battery's ability to power a vehicle with an
inoperative alternator or fan belt.
- The rating is the number of minutes a battery at 26.7 °C(80 °F) can be discharged at 25 amps and maintain a voltage of 10.5 volts
for a 12 volt battery.
- The higher the reserve rating, the longer your vehicle can operate should your alternator or fan belt fail.
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Adjustment
Battery charging
In general, vehicle battery charging system has three forms.
1. Constant current charge: The battery voltage gradually rises by charging with setting a constant current. If charging current and time are
not managed correctly, the battery is over-charged, therefore charging should be stopped after confirming the completion of charging.
A. General charge: Charging the battery for a long time with low current
B. Quick charge: Charging the battery for a short time with high current
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2. Constant voltage charge: The battery charge current is gradually reduced by charging with setting a constant voltage.
3. Constant current-Constant voltage charge: Charging with constant current and voltage to protect the battery damage
(1) Initial Stage: Charging with constant current
(2) Last Stage: Charging with constant voltage
Refer to the instruction manual provided by the battery charger equipment manufacturers for detailed charging procedures and
precautions.
[AGM battery charging]
AGM battery should be charged with constant voltage or constant current-constant voltage in order to minimize performance degradation
due to the charging.
If charging the battery with constant current, overcharging may occur. It can cause damage to the internal battery and will give an adverse
effect on battery life.
Do not charge with more than 14.8V or quick charge mode.

[Constant voltage charge conditions]
Charging voltage / time:14.7V [68°F ~ 86°F (20°C ~ 30°C)] / approximately 24 hours
The minimum charge voltage:14.4V [68°F ~ 86°F (20°C ~ 30°C)]
The maximum charging voltage:14.8V [68°F ~ 86°F (20°C ~ 30°C)]
Battery temperature should be maintained at about 68°F ~ 86°F (20°C ~ 30°C) during charging of the battery.
If the battery is charged directly at the battery terminals on vehicles with battery sensor, misinterpretations of battery condition and
under certain circumstances also unwanted Check Control messages or fault memory entire can occur.
After recharging finished, let the battery stand for over 10 hours with normal temperature for battery stabilization.
Removal
1. Disconnect the battery terminals (A).
(1) Tightening torque
(+) terminal :
7.8 ~ 9.8 N.m (0.8 ~ 1.0 kgf.m, 5.8 ~ 7.2 lb-ft)
(-) terminal :
4.0 ~ 6.0N.m (0.4 ~ 0.6kgf.m, 3.0 ~ 4.4lb-ft)
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2. Remove the air duct and air cleaner assembly. (Refer to Engine Mechanical System - "Air Cleaner")
3. Remove the battery insulation pad.
4. Remove the battery (A) after removing the mounting bracket.
Tightening torque :
8.8 ~ 13.7 N.m (0.9 ~ 1.4 kgf.m, 6.5 ~ 10.1 lb-ft)
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5. Remove the ECM.
(Refer to Engine Control/Fuel System - “Engine Control Module (ECM)”)
6. Remove the battery tray (A) after removing the bolts.
Installation
When installing the battery, fix the mounting bracket on the tray correctly.
• ISG (Idle stop & go) system equipped vehicle always use the AGM battery only. If flooded battery has installed, this can
potentially lead to engine electrical trouble or ISG system error.
• Replace same capacity of the AGM battery.
Ensure the AGM battery is placed correctly on the battery tray. In all cases, an AGM battery must be installed and the battery sensor
calibrated for the ISG system to function. After the battery has been changed or disconnected, the battery sensor must be calibrated.
After connecting the battery, start the engine at least once. Then park the car for at least 4 hours with the ignition off. After the 4
hours, the engine should be started two times. At this time the battery sensor will be calibrated.
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Do not open the AGM battery.

The AGM battery must not be opened under any circumstances as the introduction of oxygen from the air will cause the battery to
lose its chemical equilibrium and rendered non-operational.
Inspection
Battery Diagnostic Flow
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Vehicle parasitic current inspection
1. Turn all the electric devices OFF, and then turn the ignition switch OFF.
2. Close all doors except the engine hood, and then lock all doors.
(1) Disconnect the hood switch connector.
(2) Close the trunk lid.
(3) Close the doors or remove the door switches.
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3. Wait a few minutes until the vehicle’s electrical systems go to sleep mode.
For an accurate measurement of a vehicle parasitic current, all electrical systems should go to sleep mode. (It takes at least one
hour or at most one day.) However, an approximate vehicle parasitic current can be measured after 10~20 minutes.
4. Connect an ammeter in series between the battery (-) terminal and the ground cable, and then disconnect the clamp from the battery (-)
terminal slowly.
Be careful that the lead wires of an ammeter do not come off from the battery (-) terminal and the ground cable to prevent the battery
from being reset. In case the battery is reset, connect the battery cable again, and then start the engine or turn the ignition switch
ON for more than 10 sec. Repeat the procedure from No. 1.
To prevent the battery from being reset during the inspection,
1) Connect a jump cable between the battery (-) terminal and the ground cable.
2) Disconnect the ground cable from the battery (-) terminal.
3) Connect an ammeter between the battery (-) terminal and the ground cable.
4) After disconnecting the jump cable, read the current value of the ammeter.
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5. Read the current value of the ammeter.
A. If the parasitic current is over the limit value, search for abnormal circuit by removing a fuse one by one and checking the parasitic
current.
B. Reconnect the suspected parasitic current draw circuit fuse only and search for suspected unit by removing a component connected
with the circuit one by one until the parasitic draw drops below limit value.
Limit value (after 10~20 min.) :Below 50mA
Cleaning
1. Make sure the ignition switch and all accessories are in the OFF position.
2. Disconnect the battery cables (negative first).
3. Remove the battery from the vehicle.
Care should be taken in the event the battery case is cracked or leaking, to protect your skin from the electrolyte.
Heavy rubber gloves (not the household type) should be wore when removing the battery.
4. Inspect the battery tray for damage caused by the loss of electrolyte. If acid damage is present, it will be necessary to clean the area with
a solution of clean warm water and baking soda. Scrub the area with a stiff brush and wipe off with a cloth moistened with baking soda
and water.
5. Clean the top of the battery with the same solution as described above.
6. Inspect the battery case and cover for cracks. If cracks are present, the battery must be replaced.
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7. Clean the battery posts with a suitable battery post tool.

8. Clean the inside surface of the terminal clamps with a suitable battery cleaning tool. Replace damaged or frayed cables and broken
terminal clamps.
9. Install the battery in the vehicle.
10. Connect the cable terminals to the battery post, making sure tops of the terminals are flush with the tops of the posts.
11. Tighten the terminal nuts securely.
12. Coat all connections with light mineral grease after tightening.
When batteries are being charged, an explosive gas forms beneath the cover of each cell. Do not smoke near batteries being
charged or which have recently been charged. Do not break live circuit at the terminals of batteries being charged.
A spark will occur when the circuit is broken. Keep open flames away from battery.
Description
Due to the considerably more frequent occurrence of starting operations, the electrical load that occurs often leads to voltage dips in the
vehicle network.
In order to stabilize the power supply for certain voltage-sensitive electrical components, a DC/DC converter is used in conjunction with the
ISG function.
The DC DC converter supplies the relay with a voltage that also remains constant during the starting operation.
The DC/DC converter is fitted at the behind of the glove box.
Via the test leads for input voltage and the start relay , the electronics decide whether the power is supplied to the output via the bypass or
the DC/DC converter.
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In the bypass mode, the on-board supply voltage is not fed across the DC/DC converter, rather is transferred directly to the outputs. In the
booster phase, the vehicle voltage is adapted.
Operation Principle
• In the ISG mode, if the power of an audio system turns OFF by drawdown while “Auto Starting” or “Idle Starting” function operates,
replace the DC/DC converter.
Component Location
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1. DC/DC Converter [200W]
Circuit Diagram
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In the ISG mode, if the power of an audio system turnsOFF by drawdown while “Auto Starting” or “Idle Starting”function operates,
replace the DC/DC converter.
Removal
1. Disconnect the battery negative (-) cable.
2. Remove the crash pad lower panel.
(Refer to Body - Crash pad lower panel.)
3. Disconnect the DC/DC converter connector (A).
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4. Remove the DC/DC converter (A).
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Installation
If the battery negative (-) cable is reconnected after disconnecting, the ISG function does not operates until the system is stabilized
for about 4 hours.
Description
The ISG OFF switch on the crash pad lower panel can be used to deactivate the ISG function.
Inspection
1. Remove the crash pad side switch assembly (A) from the switch panel on the crach pad of the driver's side.
2. Remove the ISG switch from the switch assembly.

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

Alternator management system controls the charging voltage set point in order to improve fuel economy, manage alternator load under
various operating conditions, keep the battery charged, and protect the battery from over-charging. ECM controls generating voltage by duty
cycle (charging control, discharging control, normal control) based on the battery conditions and vehicle operating conditions.
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The system conducts discharging control when accelerating a vehicle. Vehicle reduces an alternator load and consumes an electric power
form a battery.
The system conducts charging control when decelerating a vehicle. Vehicle increases an alternator load and charges a battery.
Specification
Item Specification
Rated voltage 13.5V, 120A
Speed in use 1,000 ~ 18,000 rpm
Voltage regulator IC Regulator built-in type
External mode Refer to below graph
Regulator Setting Voltage
Internal mode 14.55 ± 0.3V
External mode 0 ± 3 mV / °C
Temperature Gradient
Internal mode -3.5 ± 2mV / °C
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※ Regulator Setting Voltage (External mode)
On-vehicle Inpection
• Check that the battery cables are connected to the correct terminals.
• Disconnect the battery cables when the battery is given a quick charge.
• Never disconnect the battery while the engine is running.
Check The Battery Terminals And Fuses

1. Check that the battery terminals are not loose or corroded.
2. Check the fuses for continuity.
Inspect Drive Belt
1. Visually check the belt for excessive wear, frayed cords etc.
If any defect has been found, replace the drive belt.
Cracks on the rib side of a belt are considered acceptable. If the belt has chunks missing from the ribs, it should be replaced.
Removal
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2. Remove the drive belt.
(Refer to Engine Mechanical System - "Timing Chain")
3. Disconnect the alternator connector (A) and the cable from the alternator "B" terminal (B).
Tightening torque :
9.8 ~ 14.7 N.m (1.0 ~ 1.5 kgf.m, 7.2 ~ 10.9 lb-ft)
4. Remove the alternator (A) after removing the bolts.

Tightening torque :
[12 mm bolt] 21.6 ~ 32.4 N.m (2.2 ~ 3.3 kgf.m, 15.9 ~ 23.9 lb-ft)
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[14 mm bolt] 29.4 ~ 41.2 Nm (3.0 ~ 4.2 kgf.m, 21.7 ~ 30.4 Ib-ft)
Intallation
Adjust the alternator belt tension after installation.

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

If the starter troubles occur, replace the starter.
Removal
2. Remove the air duct and air cleaner assembly.
(Refer to Engine Mechanical System - "Engine And Transaxle Assembly")
3. Disconnect the starter cable (A) from the B terminal on the solenoid then disconnect the connector (B) from the S terminal.
Tighting torque :
9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
4. Remove the 2 bolts holding the starter, then remove the starter (A).
Tighting torque :
49.0 ~ 63.7 N.m (5.0 ~ 6.5 kgf.m, 36.2 ~ 47.0 lb-ft)
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Installation
1. Install in the reverse of removal.
Description
This transaxle has a standard Mechanical Oil Pump (MOP) linked to the input shaft to generates oil pressure when input shaft rotates.
But, this transaxle equipped with ISG system also has an Electric Oil Pump (EOP). Because the ISG system features Auto-Stop which starts
and stops the engine as needed. The Auto-Stop feature prevents the Mechanical Oil Pump (MOP) from operating and building enough
pressure for the transaxle to operate. When the vehicle comes to a stop with the engine off, Mechanical Oil Pump (MOP) cannot generate
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sufficient oil pressure during the initial startup or during low speed driving.
For these reasons, the Electric Oil Pump (EOP) takes on this role as an additional device that can generate the required oil pressure when
the vehicle comes to a stop or during low speed driving. The Electric Oil Pump (EOP) supplies oil pressure to the Under Drive Brake (UD/B).
Circuit Diagram
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Removal
1. Disconnect the negative (-) battery terminal.
2. Disconnect the Electric Oil Pump (EOP) connector (A).
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3. Remove the under cover after lifting the vehicle with lift. (Refer to Engine Mechanical System - "Engine Room Under Cover")
4. Remove the Electric Oil Pump (B) after removing the bolts (A-4ea).
Tightening torque:
19.6 ~ 25.5 N.m (2.0 ~ 2.6 kgf.m, 14.4 ~ 18.8 lb-ft)
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Installation
Oil Pump Unit (OPU) Connector
Opu Connector Terminal Function
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E56-A E56-B
Pin No. Description Pin No. Description
1 Motor power(W) 1 CAN communication (High)
2 Motor power(V) 2 CAN communication (Low)
3 Hall sensor(Ground) 3 -
4 Ground 4 -
5 Motor power(U) 5 -
6 Shield ground 6 -
7 Hall sensor signal input (W) 7 -
8 Hall sensor signal input (V) 8 -
9 Hall sensor signal input (U) 9 Ignition ON / Start
10 Hall sensor power 10 -
11 Battery voltage
Circuit diagram
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Removal
1. Remove the negative (-) battery terminal.
2. Remove the crash pad lower panel.
(Refer to Body - “Crash Pad”)
3. Remove the oil pump unit connector (A) and the DC/DC converter connector (B).
4. Remove the oil pump unit (C) and DC/DC converter (D).
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Installation
Inspection
OPU Problem Inspection Procedure
1. TEST OPU GROUND CIRCUIT: Measure resistance between OPU and chassis ground using the backside of OPU harness connector
as OPU side check point. If the problem is found, repair it.
Specification:Below 1Ω
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2. TEST OPU CONNECTOR: Disconnect the OPU connector and visually check the ground terminals on OPU side and harness side for
bent pins or poor contact pressure. If the problem is found, repair it.
3. If problem is not found in Step 1 and 2, the OPU could be faulty. If so, make sure there were no DTC's before swapping the OPU with a
new one, and then check the vehicle again. If DTC's were found, examine this first before swapping OPU.
4. RE-TEST THE ORIGINAL OPU: Install the original OPU (may be broken) into a known-good vehicle and check the vehicle. If the
problem occurs again, replace the original OPU with a new one. If problem does not occur, this is intermittent problem (Refer to
“Intermittent Problem Inspection Procedure” in Basic Inspection Procedure
Refer to DTC manual code “P1775, P1777” to inspect oil pump unit.
Description
The present brake switch is used as an input variable for the ISG function to detect bracke operation.
Inspection
1. Connect a circuit tester to the connector of stop lamp switch, and check whether or not there is continuity when the plunger of the stop
lamp switch is pushed in and when it is released.
2. The stop lamp switch is in good condition if there is no continuity when plunger (A) is pushed.
Removal
1. Turn ignition switch OFF.
2. Remove the crash pad lower panel. (Refer to the Body group-"crash pad")
3. Disconnect the stop lamp switch connector (A).
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Installation
1. Install in reverse of removal.
Description
Via the seat belt/Door switch, the ISG function can detect that the driver has fastened the seat belt/door. If the driver has not fastened the
seat belt/door, the ISG function reacts as follows. If the seat belt or door is opened, the engine must not be started or stopped by the ISG
function for safety reasons.
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Inspection
1. Remove the door switch and check for continuity between the terminals.
Removal
1. Remove the door switch (A) after loosening the bolt.
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Installation
1. Install in reverse of removal.
Description
Via the seat belt/Door switch, the ISG function can detect that the driver has fastened the seat belt/door. If the driver has not fastened the
seat belt/door, the ISG function reacts as follows. If the seat belt or door is opened, the engine must not be started or stopped by the ISG
function for safety reasons.
Inspection
1. Remove the connector from the switch.
2. Check for continuity between terminals.
Seat belt condition Continuity
Fastened Non-conductive (∞Ω)
Not fastened Conductive (Ω)
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Removal
1. Remove the front seat.
2. After loosening the mounting bolt, then remove the front seat belt buckle (A).
Installation
Description
The hood switch is included as the influencing factors in the calculation of the ISG function. If the hood is open, the engine must not be
started or stopped by the ISG function for safety reasons.
Inspection
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1. Disconnect the hood switch connector (A).
2. Check for continuity between terminals
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Components Location
[SULEV Type]
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[LEV2 Type]
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1. Fuel tank 9. Canister close valve (CCV)
2. Fuel pump 10. Fuel level sender (FLS)
3. Fuel filter 11. Fuel filler hose
4. Fuel pressure regulator 12. Ventilation tube
5. Canister 13. Vapor tube
6. Fuel tank air filter 14. Fuel pump plate cover
7. Fuel tank band 15. Auxiliary canister
8. Fuel tank pressure sensor (FTPS)
Fuel Pressure Test

Line").
2. Install the Special Service Tool (SST).
(1) Disconnect the fuel feed tube from the delivery pipe.
There may be some residual pressure even after “Release Residual Pressure in Fuel Line” work, so cover the hose connection
with a shop towel to prevent residual fuel from spilling out before disconnecting any fuel connection.
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(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.
Fuel Pressure:323 ~ 363 kPa (3.3 ~ 3.7 kgf/cm², 46.9 ~ 52.6 psi)
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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.

Line").
6. Test End
(1) Remove the Special Service Tool (SST) from the fuel feed tube and the delivery pipe.
(2) Connect the fuel feed tube and the delivery pipe.
Release Residual Pressure in Fuel Line
There may be some residual pressure even after “Release Residual Pressure in Fuel Line” work, so cover the hose connection with a
shop towel to prevent residual fuel from spilling out before disconnecting any fuel connection.
1. Turn the ignition switch OFF and disconnect the battery (-) cable.
2. Remove the fuel pump fuse (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 fuse.
6. Connect the battery (-) cable.
7. Delete the Diagnostic Trouble Code (DTC) related the fuel pump fuse with the GDS.
When removing the fuel pump fuse, a Diagnostic Trouble Code (DTC) may occur. Delete the code with the GDS after completion of
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Removal
Line").
2. Remove the rear seat cushion (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).
6. Remove the rear - LH wheel & tire.

7. Lift the vehicle and support the fuel tank with a jack.
8. Disconnect the fuel filler hose (A).
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9. Disconnect the vapor tube quick-connector (A).
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10. Remove the under cover (A) after loosening the mounting nuts.
11. Remove the fuel tank from the vehicle after removing the fuel tank band.
12. Remove the fuel tank from the vehicle after removing the fuel tank band (A).
When removing the fuel tank, the fuel tank must be tilted because of interfering with coupling.
Installation
Fuel tank band installation nut:
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39.2 ~ 54.0 N.m (4.0 ~ 5.5 kgf.m, 28.9 ~ 39.8 lb-ft)

Inspection
[Fuel pump]
1. Turn ignition switch OFF and disconnect the negative (-)battery cable.
2. Remove the fuel pump assembly.
3. Check motor operation by fuel pump connector (A) connecting power(No.2) and ground(No.4)
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Pin No. discription
1 Fuel sender signal
2 Fuel pump (+)
3 Fuel sender ground
4 Fuel pump (-)
[Fuel sender]
1. Turn ignition switch OFF and disconnect the negative (-)battery cable.
2. Remove the fuel pump assembly.
3. Using an ohmmeter, measure the resistance between terminals 1 and 3 of sender connector (A) at each float level.
Pin No. discription

1 Fuel sender signal
2 Fuel pump (+)
3 Fuel sender ground
4 Fuel pump (-)
4. Also check that the resistance changes smoothly when the float is moved from "E" to "F".
Position Resistance (Ω) Capacity (ℓ)
E 197 ~ 203 3.0
1/2 64.2 ~ 68.2 24.6
F 6 ~ 10 49.0
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Removal
[LEV2]
Line").
5. Disconnect the fuel feed tube quick connector (C) and the vapor tube quick-connector (D).
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6. Remove the plate cover (E) after removing the mounting bolts.
7. Remove the fuel pump from the fuel tank.
[SULEV]
Line").
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5. Disconnect the fuel feed tube quick connector (C) and the vapor tube quick-connector (D).
6. Remove the rubber cover (E).
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7. Unscrew the fuel pump plate cover with the special service tool (SST No.: 09310-2B200) and remove the fuel pump assembly.
8. Remove the fuel pump from the fuel tank.
Installation
Be careful of fuel pump direction when installing (Refer to the groove in the fuel tank).
Fuel pump plate cover installation bolt [LEV2]:
2.0 ~ 3.0 N.m (0.2 ~ 0.3 kgf.m, 1.4 ~ 2.2lb-ft)
Fuel Pump Plate Cover Installation [SULEV]:
78.5 ~ 98.1 N.m (8.0 ~ 10.0 kgf.m, 57.9 ~ 72.4lb-ft)
Removal
1. Remove the fuel pump (Refer to “Fuel Pump” in this group).
2. Disconnect the electric pump wiring connector (A) and the fuel sender connector (B).
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3. Remove the head assembly (A) after releasing the cushion fixing clip (B).
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4. Disconnect the fuel tube quick-connectors (C).
5. Remove the fuel sender (A) in the direction of an arrow.
6. Disconnect the fuel tube connector (A).
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7. Remove the cut valve (A) after releasing hooks (B).
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8. Remove the reservior-cup (B) after releasing the fixing hooks (A).
9. Release the fixing hooks, and then remove the pre-filter (A) and the fuel pressure regulator (B).
Be careful of O-ring.
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1. Head Assembly
2. Electric Pump Motor
3. Fuel Filter
4. Fuel Sender
5. Fuel Pressure Regulator
6. Pre-filter
7. Reservoir cup
Installation
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Removal
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9. Release the fixing hooks, and then remove the pre-filter (A).
10. Remove the electric motor pump motor (B) from the fuel filter (C) by pulling it in down direction.
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Installation
Removal
1. Remove the fuel pump. (Refer to Fuel Delivery System - "Fuel Pump")
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Installation
Removal
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9. Release the fixing hooks, and then remove the pre-filter (A) and the fuel pressure regulator (B).
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Be careful of O-ring.
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1. Head Assembly
2. Electric Pump Motor
3. Fuel Filter
4. Fuel Sender
5. Fuel Pressure Regulator
6. Pre-filter
7. Reservoir cup
Installation
Removal
1. Release the residual pressure in fuel line.
(Refer to the Fuel Delivery System - Repair Procedures - "Release Residual Pressure in Fuel Line".)
2. Turn the ignition switch OFF, and then remove battery (-) cable.
3. Remove the installation nut (B), and then disconnect the fuel feed tude (A).
4. Disconnect the vapor hose (A) which is connected from the PCSV.
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5. Lift the vehicle.

6. Remove the fuel tank.
(Refter to Fuel Delivery System - "Fuel Tank")
7. Remove the vapor tube and low fuel line fixing clip (A) by using a common driver.
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8. Remove the installation nuts, and then push the heat protector in the direction of an arrow.
9. Remove the installation bolts (A), and then remove the fuel line fixing clip (B).
10. Release the fuel & brake line protector (A) by disconnecting the fixing clip.
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11. Remove the fuel line.
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Installation

Removal
1. Open the fuel filler door and unfasten the filler-neck assembly mounting screw (A).
2. Remove the rear-LH wheel, tire, and the inner wheel house.
3. Disconnect the fuel filter hose (A) and the ventilation hose (B).
4. Remove the filler-neck assembly from the vehicle after removing the bracket mounting bolts (C).
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Installation
Filler-neck assembly bracket installation bolt :
7.8 ~ 11.8 N.m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7 lb-ft)
Removal
1. Turn the ignition switch OFF and disconnect the negative (-) battery cable.
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2. Disconnect the accelerator position sensor connector (A).
3. Remove the installation bolt (B), the nuts (C) and then remove the accelerator pedal module.
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Installation
Accelerator pedal module installation nut:
12.8 ~ 15.7 N.m (1.3 ~ 1.6 kgf.m, 9.4 ~ 11.6 lb-ft)
Accelerator pedal module installation bolt:
8.8 ~ 13.7 N.m (0.9 ~ 1.4 kgf.m, 6.5 ~ 10.1 lb-ft)
Removal
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Line").
3. Disconnect the injector connector (A).
4. Disconnect the fuel feed tube quick-connector (B).
5. Remove the installation bolt (C), and then remove the delivery pipe & injector assembly from the engine.
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)
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2014-10-10

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Page 1 sur 155

Engine Control / Fuel System

Engine Coolant Temperature Sensor (ECTS)

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

Crankshaft Position Sensor (CKPS)

Camshaft Position Sensor (CMPS)

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

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

Accelerator Position Sensor (APS)

Fuel Tank Pressure Sensor (FTPS)

ETC Motor [integrated into ETC Module]

Purge Control Solenoid Valve (PCSV)

CVVT Oil Control Valve (OCV)

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

Engine Control / Fuel System

Special Service Tools

※ SST No.09392-2H100 model also can be

Engine Control / Fuel System

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.

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

● Testing For Voltage Drop

Engine Control / Fuel System

2. Configuration of hardware and related terms

5) Vehicle Speed (if available)

3. OBD-II Readiness Test

Speed Duration E/Time

1 Engine Start 0 0 0 ECT @ Start 32~104°F

20 Idling (D) 0 90 1125 D Range

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

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

9. Knock Sensor (KS) 10. Heated Oxygen Sensor (HO2S) [SULEV]

17. Injector 18. Purge Control Solenoid Valve (PCSV)

Engine Control / Fuel System

ECM Terminal And Input/Output signal (M/T)

ECM Terminal Function

40 Battery Sensor signal Battery Sensor

ECM Terminal Input/ Output signal (M/T)

22 Sensor shield ground Idle DC Max. 0.5V

IG OFF Max. 0.5V

ECM Terminal And Input/Output signal (A/T)

ECM Terminal Function

10 Brake Test Switch signal input Brake Switch

ECM Terminal Input/Output signal (A/T)

58 Sensor ground Idle DC Max. 50mV

Swich ON Battery voltage

68 Variable Intake Solenoid (VIS) Valve control

(Refer to Body Electrical System - "Immobilizer System")

1. Perform "ECM Neutral mode" procedure with GDS.

ECM Problem Inspection Procedure

Engine Control / Fuel System

Engine Control / Fuel System