Service Bulletin 03-020

Applies To: All OBD II-equipped models except Passport April 2, 2010

OBD II DTCs and Their Associated Monitors

(Supersedes 03-020, dated March 29, 2003, to revise the information marked by the black bars)

REVISION SUMMARY
Numerous DTCs were added. Refer to the list for details.
Following is a list of all OBD II DTCs and their associated monitors for all Honda automobiles with OBD II. No one
model has every DTC in the list.
Associated
DTC Detection Item Monitor
P0AA6 High Voltage Short Circuit Comprehensive
P0AA7 Motor Control Module (MCM) Internal Circuit Malfunction Comprehensive
P0AB6 Rear Engine Mount Actuator Circuit Malfunction Comprehensive
P0AB7 Rear Engine Mount Actuator Control Circuit Low Current Comprehensive
P0AB8 Rear Engine Mount Actuator Control Circuit High Current Comprehensive
P0A14 Front Engine Mount Actuator Circuit Malfunction Comprehensive
P0A15 Front Engine Mount Actuator Control Circuit Low Current Comprehensive
P0A16 Front Engine Mount Actuator Control Circuit High Current Comprehensive
P0ACC Battery Module Temperature Sensor 3 Circuit Low Voltage Comprehensive
P0AC0 Battery Current Sensor Circuit Malfunction Comprehensive
P0AC4 IMA System Malfunction Comprehensive
P0AC7 Battery Module Temperature Sensor 2 Circuit Low Voltage Comprehensive
P0AC8 Battery Module Temperature Sensor 2 Circuit High Voltage Comprehensive
P0ACD Battery Module Temperature Sensor 3 Circuit High Voltage Comprehensive
P0AEE MCM Internal Circuit Malfunction Comprehensive
P0AEF MCM Internal Temperature Sensor Circuit Low Voltage Comprehensive
P0AE1 Bypass Contactor Malfunction Comprehensive
P0AF0 MCM Internal Temperature Sensor Circuit High Voltage Comprehensive
P0A1B Motor Control Module (MCM) Internal Circuit Malfunction Comprehensive
P0A1F F-CAN Malfunction (BCM Module-MCM) Comprehensive
P0A27 High Voltage Contactor/Bypass Contactor Stays Activated Comprehensive
P0A3C Motor Power Inverter (MPI) Module Overheating Comprehensive
P0A3F Motor Rotor Position Sensor Circuit Malfunction Comprehensive
P0A5E U Phase Motor Current Sensor Circuit Low Voltage Comprehensive
P0A5F U Phase Motor Current Sensor Circuit High Voltage Comprehensive
P0A61 V Phase Motor Current Sensor Circuit Low Voltage VTC (VVT)
P0A62 V Phase Motor Current Sensor Circuit High Voltage Comprehensive
P0A64 W Phase Motor Current Sensor Circuit Low Voltage Comprehensive
P0A65 W Phase Motor Current Sensor Circuit High Voltage VTC (VVT)
P0A7E Battery Module Overheating Comprehensive
P0A7F Battery Module Deterioration Comprehensive
P0A9D Battery Module Temperature Sensor 1 Circuit Low Voltage Comprehensive
P0A9E Battery Module Temperature Sensor 1 Circuit High Voltage Comprehensive

© 2010 American Honda Motor Co., Inc. – All Rights Reserved ATB 25079-43285 (1004) 1 of 14
CUSTOMER INFORMATION: The information in this bulletin is intended for use only by skilled technicians who have the proper tools, equipment,
and training to correctly and safely maintain your vehicle. These procedures should not be attempted by “do-it-yourselfers,” and you should not assume
this bulletin applies to your vehicle, or that your vehicle has the condition described. To determine whether this information applies, contact an
authorized Honda automobile dealer.
 Associated
DTC Detection Item Monitor
P0A94 DC-DC Converter Output Low Voltage Comprehensive
P0010 Variable Valve Timing Control (VTC) Oil Control Solenoid Valve Malfunction Comprehensive
P0011 Variable Valve Timing Control (VTC) System Malfunction VTC (VVT)
P0096 IAT Sensor 2 Circuit Range/Performance Problem Comprehensive
P0097 IAT Sensor 2 Circuit Low Voltage Comprehensive
P0098 IAT Sensor 2 Circuit High Voltage VTC (VVT)
P0101 Mass Airflow (MAF) Sensor Range/Performance Problem Comprehensive
P0102 Mass Airflow (MAF) Sensor Circuit Low Voltage Comprehensive
P0103 Mass Airflow (MAF) Sensor Circuit High Voltage Comprehensive
P0106 Manifold Absolute Pressure (MAP) Sensor Range/Performance Problem Comprehensive
P0107 Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage Comprehensive
P0108 Manifold Absolute Pressure (MAP) Sensor Circuit High Voltage Comprehensive
P0111 Intake Air Temperature (IAT) Sensor Circuit Range/Performance Problem Comprehensive
P0112 Intake Air Temperature (IAT) Sensor Circuit Low Voltage Comprehensive
P0113 Intake Air Temperature (IAT) Sensor Circuit High Voltage Comprehensive
P0116 Engine Coolant Temperature (ECT) Sensor Circuit Range/Performance Problem Comprehensive
P0117 Engine Coolant Temperature (ECT) Sensor Circuit Low Input Comprehensive
P0118 Engine Coolant Temperature (ECT) Sensor Circuit High Input Comprehensive
P0122 Throttle Position (TP) Sensor Circuit Low Input Comprehensive
P0123 Throttle Position (TP) Sensor Circuit High Input Comprehensive
P0125 Engine Coolant Temperature (ECT) Sensor Slow Response Comprehensive
P0128 Cooling System Malfunction Comprehensive
(Thermostat)
P0131 Primary Heated Oxygen Sensor (Primary HO2S) (Sensor 1) Circuit Low Voltage Comprehensive
(HO2S)
P0132 Primary Heated Oxygen Sensor (Primary HO2S) (Sensor 1) Circuit High Voltage Comprehensive
(HO2S)
P0133 Rear Air/Fuel Ratio (A/F) Sensor (Bank 1, Sensor 1) Circuit Slow Response A/F sensor
P0134 Air/Fuel Ratio (A/F) Sensor (Sensor 1) No Activity Detected A/F sensor
P0135 Primary Heated Oxygen Sensor (Primary HO2S) (Sensor 1) Heater Circuit Malfunction Comprehensive
(HO2S)
P0137 Secondary Heated Oxygen Sensor (Secondary HO2S) Circuit Low Voltage Secondary HO2S
P0138 Secondary Heated Oxygen Sensor (Secondary HO2S) Circuit High Voltage Secondary HO2S
P0139 Secondary Heated Oxygen Sensor (Secondary HO2S) Slow Response Secondary HO2S
P0141 Secondary Heated Oxygen Sensor (Secondary HO2S) (Sensor 2) Heater Circuit Malfunction Comprehensive
(HO2S)
P0143 Third Heated Oxygen Sensor (Third HO2S) (Sensor 3) Circuit Low Voltage Comprehensive
(HO2S)
P0144 Third Heated Oxygen Sensor (Third HO2S) (Sensor 3) Circuit High Voltage Comprehensive
(HO2S)
P0145 Third Heated Oxygen Sensor (Third HO2S) (Sensor 3) Circuit Slow Response Comprehensive
(HO2S)
P0147 Third Heated Oxygen Sensor (Third HO2S) (Sensor 3) Heater Circuit Malfunction Comprehensive
(HO2S)
P0153 Front Air/Fuel Ratio (A/F) Sensor (Bank 2, Sensor 1) Circuit Slow Response A/F sensor
P0154 Front Air/Fuel Ratio (A/F) Sensor (Bank 2, Sensor 1) Heater System Malfunction A/F sensor heater
P0155 Front Air/Fuel Ratio (A/F) Sensor (Bank 2, Sensor 1) Heater Circuit Malfunction A/F sensor heater
P0157 Front Secondary Heated Oxygen Sensor (Secondary HO2S) (Bank 2, Sensor 2) Secondary HO2S
Circuit Low Voltage

2 of 14 03-020
 Associated
DTC Detection Item Monitor
P0158 Front Secondary Heated Oxygen Sensor (Secondary HO2S) (Bank 2, Sensor 2) Secondary HO2S
Circuit High Voltage
P0159 Front Secondary Heated Oxygen Sensor (Secondary HO2S) (Bank 2, Sensor 2) Secondary HO2S
Circuit Slow Response
P0161 Front Secondary Heated Oxygen Sensor (Secondary HO2S) (Bank 2, Sensor 2) Comprehensive
Heater Circuit Malfunction (HO2S)
P0171 Fuel System Too Lean Fuel system
P0172 Fuel System Too Rich Fuel system
P0174 Front Bank (Bank 2) Fuel System Too Lean Fuel system
P0175 Front Bank (Bank 2) Fuel System Too Rich Fuel system
P0181 Fuel Temperature Sensor Circuit Range/Performance Problem Comprehensive
P0182 Fuel Temperature Sensor Circuit Low Voltage Comprehensive
P0183 Fuel Temperature Sensor Circuit High Voltage Comprehensive
P0191 Fuel Pressure Sensor Range/Performance Problem Comprehensive
P0192 Fuel Pressure Sensor Circuit Low Voltage Comprehensive
P0193 Fuel Pressure Sensor Circuit High Voltage Comprehensive
P0196 EOT Sensor/Range Performance Problem Comprehensive
P0197 EOT Sensor Circuit Low Voltage Comprehensive
P0198 EOT Sensor Circuit High Voltage Comprehensive
P0222 Throttle Position (TP) Sensor 2 Circuit Low Voltage Comprehensive
P0223 Throttle Position (TP) Sensor 2 Circuit High Voltage Comprehensive
P0300 Random Misfire Misfire
P0301 No. 1 Cylinder Misfire Misfire
P0302 No. 2 Cylinder Misfire Misfire
P0303 No. 3 Cylinder Misfire Misfire
P0304 No. 4 Cylinder Misfire Misfire
P0305 No. 5 Cylinder Misfire Misfire
P0306 No. 6 Cylinder Misfire Misfire
P0325 Knock Sensor Circuit Malfunction Comprehensive
P0335 Crankshaft Position (CKP) Sensor Circuit No Signal Comprehensive
P0336 Crankshaft Position (CKP) Sensor Circuit Intermittent Interruption Comprehensive
P0339
P0340 Camshaft Position (CMP) Sensor No Signal Comprehensive
P0341 Camshaft Position (CMP) Sensor A Intermittent Interruption Comprehensive
P0344 Camshaft Position (CMP) Sensor Intermittent Interruption Comprehensive
P0351 No. 1 Cylinder Ignition Coil Circuit Malfunction Comprehensive
P0352 No. 2 Cylinder Ignition Coil Circuit Malfunction Comprehensive
P0353 No. 3 Cylinder Ignition Coil Circuit Malfunction Comprehensive
P0354 No. 4 Cylinder Ignition Coil Circuit Malfunction Comprehensive
P0355 No. 5 Cylinder Ignition Coil Circuit Malfunction Comprehensive
P0356 No. 6 Cylinder Ignition Coil Circuit Malfunction Comprehensive
P0365 Camshaft Position (CMP) Sensor B No Signal Comprehensive
P0366 Camshaft Position (CMP) Sensor B Intermittent Interruption Comprehensive
P0369
P0385 Crankshaft Position (CKP) Sensor B No Signal Comprehensive
P0389 Crankshaft Position (CKP) Sensor B Intermittent Interruption Comprehensive
P0400 EGR System Leak Detected EGR

03-020 3 of 14
 Associated
DTC Detection Item Monitor
P0401 Exhaust Gas Recirculation (EGR) Insufficient Flow EGR
P0404 Exhaust Gas Recirculation (EGR) Control Circuit Range/Performance Problem EGR
P0406 Exhaust Gas Recirculation (EGR) Valve Position Sensor Circuit High Voltage Comprehensive
(EGR)
P0410 Air Pump Circuit Malfunction Comprehensive
(Air system)
P0411 Secondary Air Injection System Incorrect Flow Comprehensive
(Air system)
P0420 Catalyst System Efficiency Below Threshold Catalytic
converter
P0430 Front Bank Catalyst System Efficiency Below Threshold (Bank 2) Catalytic
converter
P0441 Evaporative Emission (EVAP) Control System Incorrect Purge Flow EVAP
P0442 Evaporative Emission (EVAP) System Small Leak Detected EVAP (0.04 in)
P0443 Evaporative Emission (EVAP) Canister Purge Valve Circuit Malfunction Comprehensive
P0451 Fuel Tank Pressure (FTP) Sensor Range/Performance Problem Comprehensive
P0452 Fuel Tank Pressure (FTP) Sensor Circuit Low Voltage Comprehensive
P0453 Fuel Tank Pressure (FTP) Sensor Circuit High Voltage Comprehensive
P0455 EVAP System Large Leak Detected EVAP
P0456 Evaporative Emission (EVAP) System Very Small Leak Detected EVAP (0.04 in)
P0457 Evaporative Emission (EVAP) System Leak Detected Fuel Fill Cap Loose/Off EVAP
P0461 Fuel Gauge Sending Unit Range/Performance Problem Comprehensive
P0462 Fuel Gauge Sending Unit Circuit Low Voltage Comprehensive
P0463 Fuel Gauge Sending Unit Circuit High Voltage Comprehensive
P0496 Evaporative Emission (EVAP) System High Purge Flow EVAP
P0497 Evaporative Emission (EVAP) System Low Purge Flow EVAP
P0498 Evaporative Emission (EVAP) Canister Vent Shut Valve Control Circuit Low Voltage Comprehensive
P0499 Evaporative Emission (EVAP) Canister Vent Shut Valve Control Circuit High Voltage Comprehensive
P050A Cold Start Idle Air Control System Performance Problem Comprehensive
P050B Cold Start Ignition Timing Control System Performance Problem Comprehensive
P0500 Vehicle Speed Sensor (VSS) Circuit Malfunction Comprehensive
P0501 Vehicle Speed Sensor (VSS) Range/Performance Problem Comprehensive
P0502 Problem in CVT Speed Sensor Circuit Comprehensive
P0505 Idle Control System Malfunction Comprehensive
P0506 Idle Control System RPM Lower Than Expected Comprehensive
P0507 Idle Control System RPM Higher Than Expected Comprehensive
P0511 Idle Air Control (IAC) Valve Circuit Malfunction Comprehensive
P0521 EOP Sensor Range/Performance Problem Comprehensive
P0522 EOP Sensor Circuit Low Voltage Comprehensive
P0523 EOP Sensor Circuit High Voltage Comprehensive
P0532 A/C Pressure Sensor Circuit Low Voltage Comprehensive
P0533 A/C Pressure Sensor Circuit High Voltage Comprehensive
P0557 Brake Booster Pressure Sensor Circuit Low Voltage Comprehensive
P0558 Brake Booster Pressure Sensor Circuit High Voltage Comprehensive
P0560 ECM Back-up Circuit Low Voltage Comprehensive
P0562 Charging System Low Voltage Comprehensive

03-020 4 of 14
 Associated
DTC Detection Item Monitor
P0563 Engine Control Module (ECM)/Powertrain Control Module (PCM) Power Source Circuit Comprehensive
Unexpected Voltage
P060A PCM (A/T system) Internal Control Module Malfunction Comprehensive
P0600 Multiplex Control System Troubleshooting Comprehensive
P0602 ECM Programming Error Comprehensive
P0603 ECM/PCM Internal Control Module Keep Alive Memory (KAM) Error Comprehensive
P0606 ECM/PCM Processor Malfunction Comprehensive
P0615 Starter Cut Relay STRLD Circuit Malfunction Comprehensive
P062F PCM Internal Control Module Keep Alive Memory (KAM) Error Comprehensive
P0627 FPC System Malfunction Comprehensive
P0630 VIN Not Programmed or Mismatch Comprehensive
P0641 Sensor Reference Voltage A Malfunction Comprehensive
P0651 Sensor Reference Voltage B Malfunction Comprehensive
P0661 Intake Manifold Runner Control (IMRC) Valve Position Sensor Circuit Low Voltage Comprehensive
P0662 Intake Manifold Runner Control (IMRC) Valve Position Sensor Circuit High Voltage Comprehensive
P0685 ECM/PCM Power Relay Control Circuit Malfunction Comprehensive
P0700 Automatic Transmission Control System Comprehensive
P0705 Short in Transmission Range Switch Circuit (Multiple Shift-position Input) Comprehensive
P0706 Open in Transmission Range Switch Circuit Comprehensive
P0710 Problem in ATF Temperature Sensor Circuit Comprehensive
P0711
P0712 Short in ATF Temperature Sensor Circuit Comprehensive
P0713 Open in ATF Temperature Sensor Circuit Comprehensive
P0714 ATF Temperature Sensor Intermittent Failure Comprehensive
P0715 Problem in Mainshaft Speed Sensor Circuit Comprehensive
P0716
P0717 Problem in Mainshaft Speed Sensor Circuit (No Signal Input) Comprehensive
P0718 Mainshaft Speed Sensor Intermittent Failure Comprehensive
P0720 Countershaft Speed Sensor Circuit Malfunction Comprehensive
P0721 Problem in Countershaft Speed Sensor Circuit Comprehensive
P0722 Problem in Countershaft Speed Sensor Circuit (No Signal Input) Comprehensive
P0723 Countershaft Speed Sensor Intermittent Failure Comprehensive
P0725 Engine Speed Input Circuit Malfunction Comprehensive
P0730 Problem in Shift Control System Comprehensive
P0731 Problem in 1st Clutch and 1st Clutch Hydraulic Circuit Comprehensive
P0732 Problem in 2nd Clutch and 2nd Clutch Hydraulic Circuit Comprehensive
P0733 Problem in 3rd Clutch and 3rd Clutch Hydraulic Circuit Comprehensive
P0734 Problem in 4th Clutch and 4th Clutch Hydraulic Clutch Comprehensive
P0735 Problem in 5th Clutch and 5th Clutch Hydraulic Circuit Comprehensive
P0740 Problem in Lock-up Control System Comprehensive
P0741 Torque Converter Clutch Hydraulic Clutch Stuck OFF Comprehensive
P0743 Problem in Torque Converter Clutch Solenoid Valve Circuit Comprehensive
P0745 Problem in Hydraulic Control System of A/T Clutch Pressure Control Solenoid Valve A Circuit Comprehensive
P0746 A/T Clutch Pressure Control Solenoid Valve A Stuck OFF Comprehensive
P0747 A/T Clutch Pressure Control Solenoid Valve A Stuck ON Comprehensive
P0748 Problem in A/T Clutch Pressure Control Solenoid Valve A Circuit Comprehensive

03-020 5 of 14
 Associated
DTC Detection Item Monitor
P0750 Problem in Hydraulic Control System of Shift Solenoid Valve A Circuit Comprehensive
P0751 Shift Solenoid Valve A Stuck OFF Comprehensive
P0752 Shift Solenoid Valve A Stuck ON Comprehensive
P0753 Problem in Shift Solenoid Valve A Circuit Comprehensive
P0756 Shift Solenoid Valve B Stuck OFF Comprehensive
P0757 Shift Solenoid Valve B Stuck ON Comprehensive
P0758 Problem in Shift Solenoid Valve B Circuit Comprehensive
P0761 Shift Solenoid Valve C Stuck OFF Comprehensive
P0762 Shift Solenoid Valve C Stuck ON Comprehensive
P0763 Problem in Shift Solenoid Valve C Circuit Comprehensive
P0766 Shift Solenoid Valve D Stuck OFF Comprehensive
P0767 Shift Solenoid Valve D Stuck ON Comprehensive
P0771 Shift Solenoid Valve E Stuck OFF Comprehensive
P0773 Problem in Shift Solenoid Valve E Circuit Comprehensive
P0775 Problem in the Hydraulic Control System of A/T Clutch Pressure Control Solenoid Valve B Comprehensive
Circuit
P0776 A/T Clutch Pressure Control Solenoid Valve B Stuck OFF Comprehensive
P0777 A/T Clutch Pressure Control Solenoid Valve B Stuck ON Comprehensive
P0778 Problem in A/T Clutch Pressure Control Solenoid Valve B Circuit Comprehensive
P0780 Problem in Shift Control System Comprehensive
P0795 Problem in Hydraulic Control System of A/T Clutch Pressure Control Solenoid Valve C Circuit Comprehensive
P0796 A/T Clutch Pressure Control Solenoid Valve C Stuck OFF Comprehensive
P0797 A/T Clutch Pressure Control Solenoid Valve C Stuck ON Comprehensive
P0798 Problem in A/T Clutch Pressure Control Solenoid Valve C Circuit Comprehensive
P0812 Open in Transmission Range Switch ATP RVS Switch Circuit Comprehensive
P0842 Short in 2nd Clutch Transmission Fluid Pressure Switch Clutch, or 2nd Clutch Transmission Comprehensive
Fluid Pressure Switch (Clutch) Stuck ON
P0843 Open in 2nd Clutch Transmission Fluid Pressure Switch Circuit, or 2nd Clutch Transmission Comprehensive
Fluid Pressure Switch Stuck OFF
P0845 Problem in 3rd Clutch Pressure Switch Circuit Comprehensive
P0847 Short in 3rd Clutch Transmission Fluid Pressure Switch Circuit, or 3rd Clutch Transmission Comprehensive
Fluid Pressure Switch Stuck ON
P0848 Open in 3rd Clutch Transmission Fluid Pressure Switch Circuit, or 3rd Clutch Transmission Comprehensive
Fluid Pressure Switch Stuck OFF
P0872 Short in 4th Clutch Transmission Fluid Pressure Switch Circuit, or 4th Clutch Transmission Comprehensive
Fluid Pressure Switch Stuck ON
P0873 Open in 4th Clutch Transmission Fluid Pressure Switch Circuit, or 4th Clutch Transmission Comprehensive
Fluid Pressure Switch Stuck OFF
P0962 Problem in A/T Clutch Pressure Control Solenoid Valve A Circuit Comprehensive
P0963 Problem in A/T Clutch Pressure Control Solenoid Valve A Comprehensive
P0966 Problem in A/T Clutch Pressure Control Solenoid Valve B Circuit Comprehensive
P0967 Problem in A/T Clutch Pressure Control Solenoid Valve B Comprehensive
P0970 Problem in A/T Clutch Pressure Control Solenoid Valve C Circuit Comprehensive
P0971 Problem in A/T Clutch Pressure Control Solenoid Valve C Comprehensive
P0973 Short in Shift Solenoid Valve A Circuit Comprehensive
P0974 Open in Shift Solenoid Valve A Circuit Comprehensive
P0976 Short in Shift Solenoid Valve B Circuit Comprehensive
P0977 Open in Shift Solenoid Valve B Circuit Comprehensive

03-020 6 of 14
 Associated
DTC Detection Item Monitor
P0979 Short in Shift Solenoid Valve C Circuit Comprehensive
P0980 Open in Shift Solenoid Valve C Circuit Comprehensive
P0982 Short in Shift Solenoid Valve D Circuit Comprehensive
P0983 Open in Shift Solenoid Valve D Circuit Comprehensive
P0985 Short in Shift Solenoid Valve E Circuit Comprehensive
P0986 Open in Shift Solenoid Valve E Circuit Comprehensive
P1009 VTC Advance Malfunction VTC (VVC)
P1020 Valve Pause System Stuck Off Comprehensive
P1021 Valve Pause System Stuck On Comprehensive
P1024 Valve Pause System (VPS) Sticking On Comprehensive
P1025 Valve Pause System Sticking Off Comprehensive
P1026 Valve Pause System Sticking On Comprehensive
P1077 Intake Manifold Runner Control (IMRC) System Malfunction (Low rpm) Comprehensive
P1078 Intake Manifold Runner Control (IMRC) System Malfunction (High rpm) Comprehensive
P1106 Barometric Pressure (BARO) Sensor Circuit Range/Performance Problem Comprehensive
P1107 Barometric Pressure (BARO) Sensor Circuit Low Voltage Comprehensive
P1108 Barometric Pressure (BARO) Sensor Circuit High Voltage Comprehensive
P1109 BARO Sensor Circuit Out of Range High Comprehensive
P1116 ECT Sensor 1 Circuit Range/Performance Problem Comprehensive
P1121 Throttle Position (TP) Sensor Lower Than Expected Comprehensive
P1122 Throttle Position (TP) Sensor Higher Than Expected Comprehensive
P1128 Manifold Absolute Pressure (MAP) Sensor Circuit Lower Than Expected Comprehensive
P1129 Manifold Absolute Pressure (MAP) Sensor Circuit Higher Than Expected Comprehensive
P1130 Demand for Changing Both Secondary Heated Oxygen Sensor (Secondary HO2S) Comprehensive
(Sensor 2) and Third Heated Oxygen Sensor (Third HO2S) (Sensor 3) (HO2S)
P1149 Air/Fuel Ratio (A/F) Sensor (Sensor 1) Range/Performance Problem A/F sensor
P1157 Air/Fuel Ratio (A/F) Sensor (Sensor 1) Range/Performance Problem Comprehensive
P1158 Air/Fuel Ratio (A/F) Sensor (Sensor 1) AFS- Terminal Low Voltage Comprehensive
P1159 Air/Fuel Ratio (A/F) Sensor (Sensor 1) AFS+ Terminal Low Voltage Comprehensive
P1162 Air/Fuel Ratio (A/F) Sensor (Sensor 1) Slow Response A/F sensor
P1163 Air/Fuel Ratio (A/F) Sensor (Sensor 1) Slow Response A/F sensor
P1164 Air/Fuel Ratio (AF) Sensor (Sensor 1) Circuit Range/Performance A/F sensor
P1165 Air/Fuel Ratio (A/F) Sensor (Sensor 1) Range/Performance Problem A/F sensor
P1166 Heated Oxygen Sensor 1 (Primary HO2S) Heater Circuit Malfunction Comprehensive
(HO2S)
P1167 Heated Oxygen Sensor 1 (Primary LAF HO2S) Heater System Malfunction A/F sensor heater
P1168 Air/Fuel Ratio (A/F) Sensor (Sensor 1) LABEL Low Voltage Comprehensive
P1169 Air/Fuel Ratio (A/F) Sensor (Sensor 1) LABEL High Voltage Comprehensive
P1172 A/F Sensor (Sensor 1) Circuit Out of Range High A/F sensor
P1174 Front A/F Sensor (Bank 2, Sensor 1) Circuit Out of Range High A/F sensor
P1182 Fuel Temperature Sensor Circuit Low Voltage Comprehensive
P1183 Fuel Temperature Sensor Circuit High Voltage Comprehensive
P1187 FTT Sensor Circuit Low Voltage Comprehensive
P1188 FTT Sensor Circuit High Voltage A/F sensor
P1192 FTP Sensor Circuit Low Voltage Comprehensive
P1193 FTP Sensor Circuit High Voltage Comprehensive

03-020 7 of 14
 Associated
DTC Detection Item Monitor
P1253 VTEC System Malfunction Comprehensive
P1259
P128A Valve Pause System (VPS) Stuck OFF Comprehensive
P128B Valve Pause System (VPS) Malfunction Comprehensive
P1286 Rocker Arm Oil Pressure Sensor Stuck Low Misfire
P1287 Rocker Arm Oil Pressure Switch Circuit High Voltage Comprehensive
P1288 Rocker Arm Oil Pressure Switch Circuit Low Voltage Comprehensive
P1289 Rocker Arm Oil Pressure Sensor Stuck High Comprehensive
P1297 Electric Load Detector (ELD) Circuit Low Voltage Comprehensive
P1298 Electric Load Detector (ELD) Circuit High Voltage Comprehensive
P1300 Random Misfire Misfire
P1324 Knock Sensor Power Source Circuit Low Voltage Comprehensive
P1336 Engine Speed (RPM) Fluctuation Sensor Intermittent Interruption Comprehensive
P1337 Engine Speed (RPM) Fluctuation Sensor No Signal Comprehensive
P1355 Front Ignition Coil Power Circuit Malfunction Comprehensive
P1359 Crankshaft Position (CKP)/Top Dead Center (TDC) Sensor Circuit Malfunction Comprehensive
P1361 Camshaft Position (CMP) Sensor A (Top Dead Center (TDC) Sensor) Intermittent Interruption Comprehensive
P1362 Camshaft Position (CMP) Sensor A (Top Dead Center (TDC) Sensor) No Signal Comprehensive
P1366 Camshaft Position (CMP) Sensor B (Top Dead Center (TDC) Sensor) Intermittent Interruption Comprehensive
P1367 Camshaft Position (CMP) Sensor B (Top Dead Center (TDC) Sensor) No Signal Comprehensive
P1381 Cylinder Position (CYP) Sensor Intermittent Interruption Comprehensive
P1382 Cylinder Position (CYP) Sensor No Signal Comprehensive
P1410 Air Pump Malfunction Comprehensive
(Air system)
P1415 Air Pump Electric Current Sensor Circuit Low Voltage Comprehensive
(Air system)
P1416 Air Pump Electric Current Sensor Circuit High Voltage Comprehensive
(Air system)
P1420 Nox Adsorptive Catalyst System Efficiency Below Threshold Catalytic
converter
P1432 Battery Cell Overheating Catalytic
converter
P1434 Voltage Converter Module High Voltage Comprehensive
P1435 Charge/Discharge Balance Malfunction Comprehensive
P1437 Motor Power Inverter (MPI) Module Short Circuit Comprehensive
P1438 Motor Drive Module (MDM) Overheating Signal Circuit Comprehensive
P1439 Motor Drive Module (MDM) Short Circuit Sensor Problem Comprehensive
P1440 IMA System Problem Comprehensive
P1445 Bypass Control Problem Comprehensive
P1446 Battery Module Individual Voltage Input Deviation Comprehensive
P1448 Battery Module Overheating Comprehensive
P1449
P145C EVAP System Purge Flow Malfunction EVAP
P1454 Fuel Tank Pressure (FTP) Sensor Range/Performance Problem Comprehensive
P1456 Evaporative Emissions (EVAP) Control System Leakage (Fuel Tank System) EVAP
P1457 Evaporative Emissions (EVAP) Control System Leakage (EVAP Canister System) EVAP
P1459 Evaporative Emission (EVAP) Purge Flow Switch Malfunction Comprehensive

03-020 8 of 14
 Associated
DTC Detection Item Monitor
P1486 Cooling System Malfunction Comprehensive
(Thermostat)
P1491 Exhaust Gas Recirculation (EGR) Valve Insufficient Lift EGR
P1498 Exhaust Gas Recirculation (EGR) Valve Position Sensor Circuit High Voltage Comprehensive
P15A4 A/C Compressor Driver Relay Stays Activated Comprehensive
P15A5 Motor Current Sensor Circuit Malfunction Comprehensive
P15A6 U Phase Motor Current Sensor Circuit Malfunction Comprehensive
P15A7 V Phase Motor Current Sensor Circuit Malfunction Comprehensive
P15A8 W Phase Motor Current Sensor Circuit Malfunction Comprehensive
P15AA Motor Rotor Position Not Learned Comprehensive
P15AB Engine Mount Control Unit Power Source Circuit Low Voltage Comprehensive
P15AC Engine Mount Control Unit Internal Circuit Malfunction Comprehensive
P15AD Engine Mount Control Unit Internal Circuit Malfunction Comprehensive
P15AE Cylinder Pause Signal 1 Malfunction Comprehensive
P15BD Cylinder Pause Signal 2 Malfunction Comprehensive
P15BE CMP Sensor Signal Malfunction Comprehensive
P15BF CMP Sensor Signal Intermittent Interruption Comprehensive
P15B0 CKP Sensor Signal Malfunction Comprehensive
P15B1 CMP/CKP Signal Incorrect Correlation Comprehensive
P15C0 CKP Sensor Signal Intermittent Interruption Comprehensive
P1505 Positive Crankcase Ventilation (PCV) Air Leakage Comprehensive
P1508 Idle Air Control Valve (IACV) Circuit Malfunction Comprehensive
P1509 Idle Air Control Valve (IACV) Circuit Failure Comprehensive
P1519 Idle Air Control Valve (IACV) Circuit Malfunction Comprehensive
P1522 Brake Booster Pressure Sensor Circuit Low Voltage Comprehensive
P1523 Brake Booster Pressure Sensor Circuit High Voltage Comprehensive
P1524 Brake Booster Pressure Sensor Range/Performance Problem Comprehensive
P1541 Climate Control Unit Signal Circuit Low Voltage Comprehensive
P1542 Climate Control Unit Signal Circuit High Voltage Comprehensive
P1549 Charging System High Voltage Comprehensive
P1565 Motor Commutation Signal Problem Comprehensive
P1568 Battery Cell Temperature Signal Circuit Problem Comprehensive
P1569 Battery Cell Temperature Signal Circuit Malfunction Comprehensive
P1570 Battery Module Individual Voltage Problem Comprehensive
P1572 Motor Drive Module (MDM) Temperature Signal Circuit Low/High Input Comprehensive
P1574 Battery Module Temperature Signal Circuit Malfunction Comprehensive
P1575 Motor Power Inverter (MPI) Module Voltage Malfunction Comprehensive
P1576 Motor Drive Module (MDM) Volute Signal Circuit Low Input Comprehensive
P1577 High Voltage Detection Signal Circuit Problem Comprehensive
P1580 Battery Current Circuit Problem Comprehensive
P1581 Motor Power Inverter (MPI) Module Current Signal Circuit Low/High Input Comprehensive
P1582 Motor Current U Phase Signal Circuit Low/High Input Comprehensive
P1583 Motor Current V Phase Signal Circuit Low/High Input Comprehensive
P1584 Motor Current W Phase Signal Circuit Low/High Input Comprehensive
P1585 Motor Current Signal Circuit Problem Comprehensive

03-020 9 of 14
 Associated
DTC Detection Item Monitor
P1586 Motor Power Inverter (MPI) Module Current Signal/Battery Current Signal Circuit Problem Comprehensive
P16BB Alternator B Terminal Circuit Low Voltage Comprehensive
P16BC Alternator FR Terminal Circuit/IGP Circuit Low Voltage Comprehensive
P16BD Starter Cut Relay 2 Malfunction Comprehensive
P16BE Starter Cut Relay 1 Malfunction Comprehensive
P16BF Starter Cut Relay STRLY Circuit Malfunction Comprehensive
P16C0 PCM A/T Control System Incomplete Update Comprehensive
P16C1 Motor Control Module (MCM) Program Not Installed (Motor Control Program) Comprehensive
P16C2 Motor Control Module (MCM) Program Not Installed (Battery Condition Monitor Program) Comprehensive
P16C3 DC-DC Converter Temperature Sensor Circuit Malfunction Comprehensive
P16C4 Engine Mount Actuator Control Power Circuit Stuck OFF Comprehensive
P16C5 Engine Mount Actuator Control Power Circuit Stuck ON Comprehensive
P16C6 Engine Mount Actuator High Voltage During Function Test Comprehensive
P16C7 Rear Engine Mount Actuator Control Circuit High Current Comprehensive
P16C8 Front Engine Mount Actuator Control Circuit High Current Comprehensive
P16C9 Engine Mount Control Unit Internal Circuit Malfunction Comprehensive
P16D5 F-CAN Malfunction (Internal Malfunction) Comprehensive
P16D6 IMA-CAN Malfunction (Internal Malfunction) Comprehensive
P16D7 PCM Internal F-CAN Communication Circuit Malfunction Comprehensive
P16D8 PCM Internal IMA CAN Communication Circuit Malfunction Comprehensive
P1601 IMA System Malfunction Comprehensive
P1607 Engine Control Module (ECM)/Powertrain Control Module (PCM) Internal Circuit Malfunction Comprehensive
P1629 Battery Current Sensor Circuit Malfunction Comprehensive
P1630 Transmission Control Module Comprehensive
P1634 Motor Power Inverter (MPI) Module Signal Circuit Malfunction Comprehensive
P1635 Battery Condition Monitor (BCM) Module Problem Comprehensive
P1636 Motor Power Inverter (MPI) Module Internal Circuit Malfunction Comprehensive
P1639 MOTB Signal Circuit Malfunction Comprehensive
P1640 ACTTRQ Motor Torque Signal Circuit Low Input Comprehensive
P1641 ACTTRQ Motor Torque Signal Circuit High Input Comprehensive
P1642 QBATT Battery Signal Circuit Low Input Comprehensive
P1643 QBATT Battery Signal Circuit High Input Comprehensive
P1644 MOTFSA Signal Malfunction Comprehensive
P1645 MOTFSB Signal Malfunction Comprehensive
P1646 MOTSTB Signal Malfunction Comprehensive
P1647 Mode Signal Circuit 1 High Input/Mode Signal Circuit 2 Problem Comprehensive
P1648 Battery Condition Monitor (BCM) Module/Motor Control Module (MCM) Communication Signal Comprehensive
Circuit Problem
P1655 CVT-FI TMA/TMB Signal Line Failure Comprehensive
P1656 Problem in PCM-to VTM-4 Control Unit Communications Circuit Comprehensive
P1658 ETCS Control Relay ON Malfunction Comprehensive
P1659 ETCS Control Relay OFF Malfunction Comprehensive
P1660 A/T-FI Data Line Failure/TCM - ECM Halt Comprehensive
P1673 Motor Control Module (MCM) Relay Stays Activated Comprehensive
P1676 FPTDR Signal Line Failure Comprehensive
P1678

10 of 14 03-020
 Associated
DTC Detection Item Monitor
P1679 RSCD Signal Circuit Malfunction Comprehensive
P1681 A/T FI Signal A Circuit Low Voltage Comprehensive
P1682 A/T FI Signal A Circuit High Voltage Comprehensive
P1683 Throttle Valve Default Position Spring Performance Problem Comprehensive
P1684 Throttle Valve Return Spring Performance Problem Comprehensive
P1686 A/T FI Signal B Circuit Low Voltage Comprehensive
P1687 A/T FI Signal B Circuit High Voltage Comprehensive
P1705 Short in Transmission Range Switch Circuit (More than one range position is on at the Comprehensive
same time)
P1706 Open in Transmission Range Switch Circuit Comprehensive
P1709 Problem Transmission Gear Selection Switch Circuit Comprehensive
P1717 Open in Transmission Range Switch ATPRVS Switch Circuit Comprehensive
P1730 Problem in Shift Control System: Comprehensive
Shift Solenoid Valve A and D Stuck OFF
Shift Solenoid Valve B Stuck ON
Shift Valves A, B, and D Stuck
P1731 Problem in Shift Control System: Comprehensive
Shift Solenoid Valve E Stuck ON
Shift Valve E Stuck
A/T Clutch Pressure Control Solenoid Valve A Stuck OFF
P1732 Problem in Shift Control System: Comprehensive
Shift Solenoid Valve B and C Stuck ON
Shift Valves B and C Stuck
P1733 Problem in Shift Control System: Comprehensive
Shift Solenoid Valve D Stuck ON
Shift Valve D Stuck
A/T Clutch Pressure Control Solenoid Valve C Stuck OFF
P1734 Problem in Shift Control System: Comprehensive
Shift Solenoid Valves B and C Stuck ON
Shift Valves B and C Stuck
P1738 Problem in 2nd Clutch Pressure Switch Circuit Comprehensive
P1739 Problem in 3rd Clutch Pressure Switch Circuit Comprehensive
P1740 Problem in 4th Clutch Pressure Switch Circuit Comprehensive
P1743 Problem in Shift Control System; Shift Valve E Stuck OFF Comprehensive
P1744 Problem in Shift Control System; Shift Valve E Stuck ON Comprehensive
P1745 Problem in Shift Control System; Servo Control Valve Stuck OFF or Servo Valve Stuck OFF Comprehensive
P1746 Problem in Shift Control System; Cut Valve A Stuck OFF, or Cut Valve B Stuck ON Comprehensive
P1747 Problem in Shift Control System; Cut Valve A Stuck ON, or Cut Valve B Stuck OFF Comprehensive
P1750 Mechanical Problem in Hydraulic Control System of A/T Clutch Pressure Control Solenoid Comprehensive
Valve Assemblies A and B, or Problem in the Hydraulic Control System
P1751 Mechanical Problem in Hydraulic Control System of Shift Solenoid Valve B and A/T Clutch Comprehensive
Pressure Control Solenoid Valves A and B, or Problem in the Hydraulic Control System
P1753 Problem in Torque Converter Clutch Solenoid Valve Circuit Comprehensive
P1768 Problem in Torque Converter Clutch Solenoid Valve B Circuit Comprehensive
P1773 Problem in A/T Clutch Pressure Control Solenoid Valve B Circuit Comprehensive
P1780 Problem in Shift Control System Comprehensive
P1790 Throttle Position (TP) Sensor Circuit Malfunction Comprehensive
P1791 Vehicle Speed Sensor (VSS) Range/Performance Problem Comprehensive
P1792 Problem in Engine Coolant Temperature (ECT) Sensor Circuit Comprehensive
P1793 Manifold Absolute Pressure Sensor Circuit Comprehensive
P1860 Inhibitor Solenoid Circuit Low Voltage Comprehensive

03-020 11 of 14
 Associated
DTC Detection Item Monitor
P1861 Inhibitor Solenoid Circuit High Voltage Comprehensive
P1870 Problem in CVT Speed Change Control Valve Assembly Circuit Comprehensive
P1873 Problem in CVT Pulley Pressure Control Valve Assembly Circuit Comprehensive
P1879 Problem in CVT Start Clutch Pressure Control Valve Assembly Circuit Comprehensive
P1882 Problem in Inhibitor Solenoid Circuit Comprehensive
P1884 Secondary Gear Speed Sensor 2 Circuit Malfunction Comprehensive
P1885 CVT Drive Pulley Speed Sensor Circuit Comprehensive
P1886 CVT Driven Pulley Speed Sensor Circuit Comprehensive
P1888 CVT Speed Sensor Comprehensive
P1889 Problem in CVT Speed Sensor 2 Circuit Comprehensive
P1890 Shift Control System Comprehensive
P1891 Problem in Start Clutch System Comprehensive
P1894 CVT Speed Change Control Valve Circuit Comprehensive
P1895 CVT Pulley Pressure Control Valve Circuit Comprehensive
P1898 CVT Drive Pulley Pressure Control Valve Stuck ON or CVT Driven Pulley Pressure Control Comprehensive
Valve Stuck OFF
P1899 CVT Drive Pulley Pressure Control Valve Stuck OFF or CVT Driven Pulley Pressure Control Comprehensive
Valve Stuck ON
P1900 Short in Auxiliary Transmission Fluid Pump (ATFP) Relay Circuit or ATFP Relay Stuck ON Comprehensive
P1901 Open in Auxiliary Transmission Fluid Pump (ATFP) Relay Circuit or ATFP Relay Stuck OFF Comprehensive
P1902 Open in Auxiliary Transmission Fluid Pump (ATFP) Motor U-phase Circuit Comprehensive
P1903 Open in Auxiliary Transmission Fluid Pump (ATFP) Motor V-phase Circuit Comprehensive
P1904 Open in Auxiliary Transmission Fluid Pump (ATFP) Motor W-phase Circuit Comprehensive
P2A00 A/F Sensor (Sensor 1) Circuit Range/Performance Problem A/F Sensor
P2A03 Front A/F Sensor (Bank 2, Sensor 1) Circuit Range/Performance Problem A/F Sensor
P2101 Throttle Actuator System Malfunction Comprehensive
P2108 Throttle Actuator Control Module Problem Comprehensive
P2118 Throttle Actuator Current Range/Performance Problem Comprehensive
P2122 Accelerator Pedal Position (APP) Sensor 1 (Throttle Position Sensor D) Circuit Low Voltage Comprehensive
P2123 Accelerator Pedal Position (APP) Sensor 1 (Throttle Position Sensor D) Circuit High Voltage Comprehensive
P2127 Accelerator Pedal Position (APP) Sensor 2 (Throttle Position Sensor E) Circuit Low Voltage Comprehensive
P2128 Accelerator Pedal Position (APP) Sensor 2 (Throttle Position Sensor E) Circuit High Voltage Comprehensive
P2135 Throttle Position (TP) Sensor 1/2 Incorrect Voltage Correlation Comprehensive
P2138 Accelerator Pedal Position (APP) Sensor 1/2 (Throttle Position Sensor D/E) Incorrect Voltage Comprehensive
Correlation
P2176 Throttle Actuator Control System Idle Position Not Learned Comprehensive
P2183 ECT Sensor 2 Circuit Range/Performance Problem Comprehensive
P2184 ECT Sensor 2 Circuit Low Voltage Comprehensive
P2185 ECT Sensor 2 Circuit High Voltage Comprehensive
P2195 Air/Fuel Ratio (A/F) Sensor (Sensor 1) Signal Stuck Lean A/F sensor
P2197 Front Air/Fuel Ratio (A/F) Sensor (Bank 2, Sensor 1) Signal Stuck Lean A/F sensor
P2227 Barometric Pressure (BARO) Sensor Circuit Range/Performance Problem Comprehensive
P2228 Barometric Pressure (BARO) Sensor Circuit Low Voltage Comprehensive
P2229 Barometric Pressure (BARO) Sensor Circuit High Voltage Comprehensive
P2237 Rear Air/Fuel Ratio (A/F) Sensor (Bank 1, Sensor 1) IP Line High Voltage Comprehensive
P2238 Air/Fuel Ratio (A/F) Sensor (Sensor 1) AFS+ Line Low Voltage Comprehensive

12 of 14 03-020
 Associated
DTC Detection Item Monitor
P2240 Front Air/Fuel Ratio (A/F) Sensor (Bank 2, Sensor 1) IP Line High Voltage Comprehensive
P2241 Front Air/Fuel Ratio (A/F) Sensor (Bank 2, Sensor 1) IP Line Low Voltage Comprehensive
P2243 Rear Air/Fuel Ratio (A/F) Sensor (Bank 1, Sensor 1) VCENT Line High Voltage Comprehensive
P2245 Rear Air/Fuel Ratio (A/F) Sensor (Bank 1, Sensor 1) VCENT Line Low Voltage Comprehensive
P2247 Front Air/Fuel Ratio (A/F) Sensor (Bank 2, Sensor 1) VCENT Line High Voltage Comprehensive
P2249 Front Air/Fuel Ratio (A/F) Sensor (Bank 2, Sensor 1) VCENT Line Low Voltage Comprehensive
P2251 Rear Air/Fuel Ratio (A/F) Sensor (Bank 1, Sensor 1) VS Line High Voltage Comprehensive
P2252 Air/Fuel Ratio (A/F) Sensor (Sensor 1) AFS- Line Low Voltage Comprehensive
P2254 Front Air/Fuel Ratio (A/F) Sensor (Bank 2, Sensor 1) VS Line High Voltage Comprehensive
P2255 Front Air/Fuel Ratio (A/F) Sensor (Bank 2, Sensor 1) VS Line Low Voltage Comprehensive
P2270 Secondary HO2S (Sensor 2) Circuit Signal Stuck Lean Secondary HO2S
P2271 Secondary HO2S (Sensor 2) Circuit Signal Stuck Rich Secondary HO2S
P2272 Front Secondary HO2S (Bank 2, Sensor 2) Circuit Signal Stuck Lean Secondary HO2S
P2273 Front Secondary HO2S (Bank 2, Sensor 2) Circuit Signal Stuck Rich Secondary HO2S
P2279 Intake Air System Leak Comprehensive
P2413 Exhaust Gas Recirculation (EGR) System Range/Performance Problem EGR
P2422 Evaporative Emission (EVAP) System Vent Shut Valve Close Malfunction Comprehensive
P2552 Throttle Actuator Control Module Relay Malfunction Comprehensive
P2610 ECM/PCM Ignition Off Internal Timer Malfunction Comprehensive
P2627 Rear Air/Fuel Ratio (A/F) Sensor (Bank 1, Sensor 1) LABEL Circuit Low Voltage Comprehensive
P2628 Rear Air/Fuel Ratio (A/F) Sensor (Bank 1, Sensor 1) LABEL Circuit High Voltage Comprehensive
P2630 Front Air/Fuel Ratio (A/F) Sensor (Bank 2, Sensor 1) LABEL Circuit Low Voltage Comprehensive
P2631 Front Air/Fuel Ratio (A/F) Sensor (Bank 2, Sensor 1) LABEL Circuit High Voltage Comprehensive
P2646 VTEC Oil Pressure Switch Circuit Low Voltage Comprehensive
P2647 VTEC Oil Pressure Switch Circuit High Voltage Comprehensive
P2648 VTEC Solenoid Valve Circuit Low Voltage Comprehensive
P2649 VTEC Solenoid Valve Circuit High Voltage Comprehensive
P2651 Valve Pause System (VPS) Stuck OFF Comprehensive
P2652 Valve Pause System (VPS) Stuck ON Comprehensive
P2653 Rocker Arm Oil Control Solenoid B (Bank 1) Circuit Low Voltage Comprehensive
P2654 Rocker Arm Oil Control Solenoid B (Bank 1) Circuit High Voltage Comprehensive
P2658 Rocker Arm Oil Control Solenoid A (Bank 2) Circuit Low Voltage Comprehensive
P2659 Rocker Arm Oil Control Solenoid A (Bank 2) Circuit High Voltage Comprehensive
P2769 Short in Torque Converter Clutch Solenoid Valve Circuit Comprehensive
P2770 Open in Torque Converter Clutch Solenoid Valve Circuit Comprehensive
P2797 Auxiliary Transmission Fluid Pump (ATFP) Motor Rotor or Auxiliary Transmission Fluid Pump Comprehensive
Stuck
P2798 Short in Auxiliary Transmission Fluid Pump (ATFP) Motor U-phase Circuit, V-phase Circuit, or Comprehensive
W-phase Circuit
P3400 VPS Stuck Off Bank 1 Comprehensive
P3497 VPS Stuck Off Bank 2 Comprehensive
U0028 F-CAN Malfunction (BUS-OFF (ECM)) Comprehensive
U0029 F-CAN Malfunction (BUS-OFF (PCM)) Comprehensive
U0037 IMA-CAN Malfunction (BUS-OFF) Comprehensive
U0038 IMA-CAN Malfunction (BUS-OFF) Comprehensive
U0073 F-CAN Malfunction (BUS-OFF) Comprehensive

03-020 13 of 14
 Associated
DTC Detection Item Monitor
U0100 F-CAN Malfunction (Powertrain Control Module (PCM)-Motor Control Module (MCM)) Comprehensive
U0107 Lost Communication With Throttle Actuator Control Module Comprehensive
U0110 F-CAN Malfunction (Powertrain Control Module (PCM)-Motor Control Module (MCM)) Comprehensive
U0111 F-CAN Malfunction (BCM Module-MCM) Comprehensive
U0114 F-CAN Malfunction (PCM-VTM-4 Control Unit) Comprehensive
U0121 F-CAN Malfunction (TCS-PCM) Comprehensive
U0122 F-CAN Malfunction (ECM-VSA Modulator-Control Unit) Comprehensive
U0127 Gauge Control Module Lost Communication With TPMS Control Unit (TPMS message) Comprehensive
U0129 F-CAN Malfunction (PCM-Servo Unit) Comprehensive
U0131 F-CAN Malfunction (ECM-EPS Control Unit) Comprehensive
U0151 Gauge Control Module Lost Communication With SRS Unit (SRS message) Comprehensive
U0155 F-CAN Malfunction (Gauge Control Module-ECM/PCM) Comprehensive
U0164 Door Multiplex Control Unit Lost Communication With Climate Control Unit Comprehensive
U0180 Lost Communication With Auto Light Module (AUTOLT frame) Comprehensive
U0199 Immobilizer-Keyless Control Unit Lost Communication With Door Multiplex Control Unit Comprehensive
U0300 PGM-FI System and A/T System Program Version Mismatch Comprehensive
U0301 Software Incompatibility with ECM/PCM Comprehensive
U0302 Software Incompatibility with Transmission Control Module Comprehensive
U0312 Software Incompatibility with Battery Energy Control Module A Comprehensive
U1101 F-CAN Malfunction (PCM-ACM) Comprehensive
U1201 IMA-CAN Malfunction (PCM-MCM-(Motor Control CPU)) Comprehensive
U1202 Motor Control Module (MCM) Internal Circuit Malfunction Comprehensive
U1203 Motor Control Module (MCM) Internal Circuit Malfunction Comprehensive
U1204 IMA-CAN Malfunction (Powertrain Control Module (PCM)- Motor Control Module (MCM)) Comprehensive
U1205 IMA-CAN Malfunction (Powertrain Control Module (PCM)-Motor Control Module (MCM)) Comprehensive
U1206 IMA-CAN Malfunction (BCM Module-MCM) Comprehensive
U1207 IMA-CAN Malfunction (A/C Compressor Driver-BCM Module) Comprehensive
U1220 DC-DC Converter Lost Communication with Motor Control Module (MCM) Comprehensive
U1221 Motor Control Module (MCM) Lost Communication with DC-DC Converter Comprehensive
U1260 Problem in PCM-to-ATFP Control Unit Communication Circuit Comprehensive
U128D Lost Communication With Gauge Control Module (VSP/NE Frame) Comprehensive
U1280 Communication Bus Line Error (BUS-OFF) Comprehensive
U1281 Lost Communication With MICU (MICU frame) Comprehensive
U1282 Gauge Control Module Lost Communication With Driver's MICU Comprehensive
U1283 Gauge Control Module Lost Communication With Passenger's MICU Comprehensive
U1288 Lost Communication With PARKSR Comprehensive

14 of 14 03-020
Advanced Diagnostics

DTC P0106: Manifold Absolute Pressure (MAP) Sensor Vacuum Connection

Problem

VCC

MAP

SG

MAP SENSOR

ECM
P0106-9602

Manifold Absolute Pressure (MAP) Sensor Output Voltage

High
Sensor Voltage (V)

Low

Low High
Manifold Absolute Pressure
P0107-9671

General Description
The manifold absolute pressure (MAP) sensor senses manifold absolute pressure (vacuum) and converts it into electrical
signals. The MAP sensor outputs low signal voltage at high-vacuum (throttle valve closed) and high signal voltage at low-vac-
uum (throttle valve wide open).
The engine control module (ECM) compares a predetermined MAP value at a given throttle position and manifold absolute
pressure with the output voltage value of the MAP sensor. If the difference between the value from the MAP sensor before
start-up (right after turning the ignition switch ON) and the current value is still a set value or less while the engine is running,
the ECM detects a malfunction and a DTC is stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Once per driving cycle

Sequence None

Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum

Engine speed 400 rpm —

Throttle position — 9.8º

No active DTCs MAP, BARO

Malfunction Threshold
The difference between the MAP sensor value measured before start-up (immediately after the ignition is turned ON) and the
voltage is 40 mV or less for at least 5 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0106-0WR0-00
Advanced Diagnostics

DTC P0107: Manifold Absolute Pressure (MAP) Sensor Circuit Low Voltage

VCC

MAP

SG

MAP SENSOR

ECM

P0106-9602

Manifold Absolute Pressure (MAP) Sensor Output Voltage

High
Sensor Voltage (V)

Low

Low High
Manifold Absolute Pressure

P0107-9671

General Description
The manifold absolute pressure (MAP) sensor senses manifold absolute pressure (vacuum) and converts it into electrical
signals. The MAP sensor outputs low signal voltage at high-vacuum (throttle valve closed) and high signal voltage at low-vac-
uum (throttle valve wide open).
If a signal voltage from the MAP sensor is a set value or less, the engine control module (ECM) detects a malfunction and a
DTC is stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition

State of the engine Running

No active DTCs MAP

Malfunction Threshold
The MAP sensor output voltage value is 0.23 V or less for at least 2 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0107-0WR0-00
Advanced Diagnostics

DTC P0108: Manifold Absolute Pressure (MAP) Sensor Circuit High Voltage

VCC

MAP

SG

MAP SENSOR

ECM

P0106-9602

Manifold Absolute Pressure (MAP) Sensor Output Voltage

High
Sensor Voltage (V)

Low

Low High
Manifold Absolute Pressure

P0107-9671

General Description
The manifold absolute pressure (MAP) sensor senses manifold absolute pressure (vacuum) and converts it into electrical
signals. The MAP sensor outputs low signal voltage at high-vacuum (throttle valve closed) and high signal voltage at low-vac-
uum (throttle valve wide open). If a signal voltage from the MAP sensor is a set value or more, the engine control module
(ECM) detects a malfunction and a DTC is stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition

State of the engine Running

No active DTCs MAP

Malfunction Threshold
The MAP sensor output voltage value is 4.49 V or more for at least 2 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0108-0WR0-00
Advanced Diagnostics

DTC P0112: Intake Air Temperature (IAT) Sensor Circuit Low Voltage

IAT

SG

INTAKE AIR
TEMPERATURE (IAT)
SENSOR
ECM

P0112-9602

Intake Air Temperature (IAT) Sensor Output Voltage

5
Sensor Voltage (V)

2.5

0 Low High
Intake Air Temperature

P0112-9671

General Description
The intake air temperature (IAT) sensor is a thermistor that detects intake air temperature, and it is used for A/F feedback
control to compensate for the atmospheric density fluctuations that accompany changes in intake air temperature.
The IAT sensor resistance varies depending on temperature. The output voltage and the sensor resistance increase as the
intake air temperature decreases. Conversely, the output voltage and the sensor resistance decrease as the intake air tem-
perature increases. If the IAT sensor output voltage is excessively low, the engine control module (ECM) detects a malfunc-
tion and a DTC is stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition

Ignition switch ON
No active DTCs IAT

Malfunction Threshold
The IAT sensor output voltage is 0.08 V or less for at least 2 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0112-0WR0-00
Advanced Diagnostics

DTC P0113: Intake Air Temperature (IAT) Sensor Circuit High Voltage

IAT

SG

INTAKE AIR
TEMPERATURE (IAT)
SENSOR
ECM

P0112-9602

Intake Air Temperature (IAT) Sensor Output Voltage

5
Sensor Voltage (V)

2.5

0 Low High
Intake Air Temperature

P0112-9671

General Description
The intake air temperature (IAT) sensor is a thermistor that detects intake air temperature, and it is used for A/F feedback
control to compensate for the atmospheric density fluctuations that accompany changes in intake air temperature.
The IAT sensor resistance varies depending on temperature. The output voltage and the sensor resistance increase as the
intake air temperature decreases. Conversely, the output voltage and the sensor resistance decrease as the intake air tem-
perature increases. If the IAT sensor output voltage is excessively high, the engine control module (ECM) detects a malfunc-
tion and a DTC is stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition

Ignition switch ON
No active DTCs IAT

Malfunction Threshold
The IAT sensor output voltage is 4.92 V or more for at least 2 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0113-0WR0-00
Advanced Diagnostics

DTC P0116: Engine Coolant Temperature (ECT) Sensor Circuit Range/

Performance Problem

Engine Coolant Temperature Sensor

Normal Operation
High

Engine Coolant Temperature

5
Sensor Voltage (V)

Failure Operation 1, 2 (Slow response)

Failure Operation 3 (Stuck)

Low
0
Low High Engine Start

Engine Coolant Temperature Engine Running Time

P0116-9772

General Description
The engine control module (ECM) supplies voltage to the engine coolant temperature (ECT) signal circuit (about 5 V) through
a pull-up resistor. As the engine coolant cools, the ECT sensor resistance increases, and the ECM detects a high signal volt-
age. As the engine coolant warms, the ECT sensor resistance decreases, and the ECM detects a low signal voltage. The
ECM detects a malfunction if either of these conditions is met.
Malfunction determination 1, 2: Slow response
If the ECT output voltage does not reach a specified temperature at which the closed-loop
control for stoichiometric air/fuel ratio starts within a predetermined time period depending on
the initial coolant temperature after starting the engine, the ECM detects a malfunction and a
DTC is stored.
Malfunction determination 3: Stuck
If the change of the ECT output voltage within a set time period after starting the engine is
less than a specified value, the ECM detects a malfunction and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence None
Duration 1,200 seconds or less
DTC Type Two drive cycles, MIL ON
Enable Conditions
Malfunction determination 1 (slow response)

Condition Minimum Maximum

Initial engine coolant temperature 20ºF (-7ºC) 50ºF (10ºC)

Initial intake air temperature 20ºF (-7ºC) —

Fuel feedback Other than fuel cut-off operation

ECM, A/F Sensor, A/F Sensor Heater, MAP, CKP, ECT, TP, IAT, EGR, BARO, IAC,
No active DTCs
VTEC System, Fuel System

Other Other than while the auto idle stop system is in operation

Malfunction determination 2 (slow response)

Condition Minimum Maximum

Initial engine coolant

A* — 19ºF (-7ºC)
temperature

Initial engine coolant 50ºF (10ºC)**

temperature and initial intake B* —
air temperature 19ºF (-7ºC)***

800 rpm 101 kPa (760 mmHg, 30.0 in.Hg)

MAP value 32 kPa (240 mmHg, 9.5 in.Hg)*1 —
1,500 rpm
34 kPa (250 mmHg, 9.9 in.Hg)*2

Fuel feedback Other than fuel cut-off operation

ECM, A/F Sensor, A/F Sensor Heater, MAP, CKP, ECT, TP, IAT, EGR, BARO, IAC,
No active DTCs
VTEC System, Fuel System

Other Other than while the auto idle stop system is in operation

* : Either A or B must be met.

** : Initial engine coolant temperature.
*** : Initial intake air temperature.
*1: CVT
*2: M/T
Enable Conditions (cont’d)
Malfunction determination 3 (stuck)

Condition Minimum Maximum

Initial engine coolant C — 19ºF (-7ºC)

temperature**** D 50ºF (10ºC) 68ºF (20ºC)

Initial intake air temperature E — 19ºF (-7ºC)

800 rpm 101 kPa (760 mmHg, 29.9 in.Hg)
MAP value — 31 kPa (240 mmHg, 9.4 in.Hg)*1
1,500 rpm
33 kPa (250 mmHg, 9.8 in.Hg)*2

Fuel feedback Other than fuel cut-off operation

ECM, A/F Sensor, A/F Sensor Heater, MAP, CKP, ECT, TP, IAT, EGR, BARO, IAC,
No active DTCs
VTEC System, Fuel System

Other Other than while the auto idle stop system is in operation

**** : Any of conditions C, D and E must be met.

Malfunction Threshold
Malfunction determination 1 (slow response):
The engine running time until the engine coolant temperature reaches 50ºF (10ºC) is as shown in the table.
MAP value is 80 kPa (600 mmHg, 23.7 in.Hg) at an engine speed of 800 rpm.

Initial engine coolant temperature 19ºF (-7ºC) 41ºF (5ºC)

Engine running time 180 seconds or more 90 seconds or more

MAP value is 33 kPa (250 mmHg, 9.8 in.Hg) at an engine speed of 1,500 rpm.

Initial engine coolant temperature 19ºF (-7ºC) 41ºF (5ºC)

Engine running time 130 seconds or more 80 seconds or more

Malfunction determination 2 (slow response):

The ECT sensor output does not exceed an engine coolant temperature of 50ºF (10ºC) within 20 minutes.

Malfunction determination 3 (stuck):

The ECT sensor output does not vary by 60 mV or more within 20 minutes.

Driving Pattern
Start the engine at an engine coolant temperature and intake air temperature as specified under Enable Conditions, then let
it idle until the engine coolant temperature reaches a set value or for at least 20 minutes.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle with the ECT and IAT at engine start-up within the specified tem-
perature range, a Temporary DTC is stored in the ECM memory. If the malfunction recurs during the next (second) drive
cycle with the ECT and IAT at engine start-up within the specified temperature range, the MIL comes on and the DTC and the
freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0116-1WV0-00
Advanced Diagnostics

DTC P0117: Engine Coolant Temperature (ECT) Sensor Circuit Low Voltage

ECT
SG

ECT SENSOR

ECM

P0116-9602

Engine Coolant Temperature (ECT) Sensor Output Voltage

5
Sensor Voltage (V)

2.5

0 Low High
Engine Coolant Temperature

P0116-9672

General Description
The engine coolant temperature (ECT) sensor is used for the air/fuel ratio feedback control, the ignition timing control, the
idle speed control, and other functions. The ECT sensor resistance varies depending on the engine coolant temperature. As
the engine coolant cools, the ECT sensor resistance increases, and the engine control module (ECM) detects a high signal
voltage. As the engine coolant warms, the ECT sensor resistance decreases, and the ECM detects a low signal voltage. If
the ECT sensor output voltage is less than a set value when the engine coolant temperature is high, the ECM detects a mal-
function and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON
Enable Conditions
Condition
Ignition switch ON

No active DTCs ECT

Malfunction Threshold
The output voltage from the ECT sensor is 0.08 V or less for at least 2 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0117-0WR0-00
Advanced Diagnostics

DTC P0118: Engine Coolant Temperature (ECT) Sensor Circuit High Voltage

ECT
SG

ECT SENSOR

ECM

P0116-9602

Engine Coolant Temperature (ECT) Sensor Output Voltage

5
Sensor Voltage (V)

2.5

0 Low High
Engine Coolant Temperature

P0116-9672

General Description
The engine coolant temperature (ECT) sensor is used for the air/fuel ratio feedback control, the ignition timing control, the
idle speed control, and other functions. The ECT sensor resistance varies depending on the engine coolant temperature. As
the engine coolant cools, the ECT sensor resistance increases, and the engine control module (ECM) detects a high signal
voltage. As the engine coolant warms, the ECT sensor resistance decreases, and the ECM detects a low signal voltage. If
the ECT sensor output voltage is more than a set value when the engine coolant temperature is low, the ECM detects a mal-
function and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None
Duration 2 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition
Ignition switch ON

No active DTCs ECT

Malfunction Threshold
The output voltage from the ECT sensor is 4.92 V or more for at least 2 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0118-0WR0-00
Advanced Diagnostics

DTC P0122: Throttle Position (TP) Sensor Circuit Low Voltage

VCC
TPS
SG

THROTTLE POSITION
(TP) SENSOR

ECM

P0122-9602

Throttle Position (TP) Sensor Output Voltage

5
Sensor Voltage (V)

2.5

0.5

0 Idle Wide Open Throttle

Throttle Opening

P0122-9672

General Description
The throttle position (TP) sensor is installed in the throttle body, and it detects the position of the throttle valve. This sensor
includes a brush that moves with the throttle valve. The brush outputs voltage to the engine control module (ECM) that varies
linearly with throttle position by sliding on a resistor. When accelerating or decelerating, the detected amount of intake airflow
by the MAP sensor tends to be inaccurate due to rapid changes in throttle position. The TP sensor is used to correct the
amount of airflow as it detects the throttle position. Also, the sensor is used for fuel cut-off operation to improve fuel economy
and exhaust emissions when the throttle is fully closed during deceleration. The ECM monitors the throttle position (in
degrees). If the output signal voltage from the TP sensor is excessively low, the ECM detects a malfunction and a DTC is
stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition

State of the engine Running

No active DTCs TP

Malfunction Threshold
The output voltage from the TP sensor is 0.1 V or less for at least 2 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0122-0WR0-00
Advanced Diagnostics

DTC P0123: Throttle Position (TP) Sensor Circuit High Voltage

VCC
TPS
SG

THROTTLE POSITION
(TP) SENSOR

ECM

P0122-9602

Throttle Position (TP) Sensor Output Voltage

5
Sensor Voltage (V)

2.5

0.5

0 Idle Wide Open Throttle

Throttle Opening

P0122-9672

General Description
The throttle position (TP) sensor is installed in the throttle body, and it detects the position of the throttle valve. This sensor
includes a brush that moves with the throttle valve. The brush outputs voltage to the engine control module (ECM) that varies
linearly with throttle position by sliding on a resistor. When accelerating or decelerating, the detected amount of intake airflow
by the MAP sensor tends to be inaccurate due to rapid changes in throttle position. The TP sensor is used to correct the
amount of airflow as it detects the throttle position. Also, the sensor is used for fuel cut-off operation to improve fuel economy
and exhaust emissions when the throttle is fully closed during deceleration. The ECM monitors the throttle position (in
degrees). If the output signal voltage from the TP sensor is excessively high, the ECM detects a malfunction and a DTC is
stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition

State of the engine Running

No active DTCs TP

Malfunction Threshold
The output voltage from the TP sensor is 4.90 V or more for at least 2 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0123-0WR0-00
Advanced Diagnostics

DTC P0128: Cooling System Malfunction

Normal Operation System Failure

Engine Coolant Temp.

High High
Actual Temp.

Calculated Temp.

Low Low
Eng. start Eng. start
Engine running time Engine running time

P0128-0071

General Description
The thermostat valve is closed when the engine coolant temperature is low, and it stops the circulation of engine coolant to
speed engine warm up. When the engine coolant temperature increases, the thermostat valve opens and circulates engine
coolant to control its temperature. On the other hand, when the engine coolant temperature decreases, the opening area of
the thermostat valve is reduced to regulate the engine coolant temperature. If the thermostat valve sticks open, engine warm
up is delayed, and exhaust emissions are adversely affected. The engine control module (ECM) estimates the engine coolant
temperature after starting the engine from the initial engine coolant temperature and driving conditions, and compares it with
the actual engine coolant temperature that is detected by the engine coolant temperature (ECT) sensor.
If the actual engine coolant temperature is below the estimated engine coolant temperature (when x shown in the graph is
large), a malfunction in the thermostat valve is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence None
Duration Depending on driving conditions

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum
Initial engine coolant temperature 20ºF (-7ºC) 95ºF (35ºC)

Initial intake air temperature 20ºF (-7ºC) 95ºF (35ºC)

The difference between initial
engine coolant temperature and — 10ºF (6ºC)
initial intake air temperature
Fuel feedback Other than during fuel cut-off operation and while the auto idle stop system is operating

ECM, A/F Sensor, A/F Sensor Heater, MAP, CKP, ECT, TP, IAT, EGR, BARO, IAC,
No active DTCs
VSS, VTEC System, Fuel System

Intake air temperature 2 seconds after starting the engine must be nearly equal to
initial intake air temperature
[e.g.: Intake air temperature 2 seconds after starting the engine must be greater than
Others 75ºF (24ºC) when initial intake air temperature is 77ºF (25ºC)]
Estimated engine coolant temperature reaches 172ºF (78ºC)

Test-drive on flat road

Malfunction Threshold
• The ECT sensor output is 158ºF (70ºC) or less, and the estimated engine coolant temperature is 172ºF (78ºC) or more.
• The difference between the engine coolant temperature estimated by the ECM and the ECT sensor output is 27ºF (15ºC)
or more.

Driving Pattern
1. Start the engine at an engine coolant temperature and intake air temperature as specified under Enable Conditions, and
let it idle.
2. Drive the vehicle at a speed between 25 - 55 mph (40 - 88 km/h) for at least 10 minutes.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0128-0WR0-00
Advanced Diagnostics

DTC P0134: Air/Fuel Ratio (A/F) Sensor (Sensor 1) No Activity Detected

Malfunction determination 1 Malfunction determination 2

ON ON
A/F Sensor
Heater
Condition

Active
A/F Sensor Inactive
Condition Inactive

Start the engine

A/F Sensor
Internal
Resistance (Ri)

Malfunction
Threshold

Activation Failure
Judgment Timer

Failure Failure
P0134-0370

General Description
The air/fuel ratio (A/F) sensor is activated by warming the element with the heater and by maintaining it at a steady high tem-
perature to accurately calculate the air/fuel (A/F) ratio. The A/F sensor does not become active when the element is not
heated enough due to a heater malfunction, etc., and the exhaust emissions deteriorate. The engine control module (ECM)
monitors the A/F sensor activity by the A/F sensor internal resistance.
1. When the A/F sensor does not activate in a fixed time after the A/F sensor heater starts to operate (during high A/F sensor
internal resistance), a malfunction of the A/F sensor heater is detected, and a DTC is stored.
2. When the A/F sensor heater does not reactivate within a fixed time as indicated by a change from high A/F sensor internal
resistance to low A/F sensor internal resistance though the heater is ON, a malfunction in the A/F sensor heater is
detected, and a DTC is stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Continuous

Sequence None

Duration 90 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum

Engine coolant temperature 14ºF (-10ºC) —

Battery voltage 10.5 V —

Fuel feedback Other than during fuel cut-off operation

No active DTCs A/F Sensor, ECT

Malfunction Threshold
Malfunction determination 1
The A/F sensor internal resistance value is 40 Ω or more for at least 90 seconds right after the engine starts.

Malfunction determination 2
The A/F sensor internal resistance value is 40 Ω or more for at least 16 seconds.

Driving Pattern
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Let the engine idle for at least 2 minutes.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0134-0WR0-00
Advanced Diagnostics

DTC P0135: Air/Fuel Ratio (A/F) Sensor (Sensor 1) Heater Circuit Malfunction

AIR/FUEL RATIO (A/F)

SENSOR (SENSOR 1)

AFS +

AFS -

AFSHTC

BATTERY

AFSHTC +

AFSHTCR IG 1
+B
AIR/FUEL RATIO (A/F) IGNITION
SENSOR RELAY SWITCH
ECM
P2238-0401

General Description
A heater for the sensor element is embedded in the air/fuel ratio (A/F) sensor (Sensor 1), and it is controlled by the engine
control module (ECM). It heats the sensor to stabilize and speed the detection of oxygen content when the exhaust gas tem-
perature is cold.
If the A/F sensor (Sensor 1) heater current is not a set value, or the heater is overheated, a malfunction is detected and a
DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration —

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum

Engine coolant temperature -4ºF (-20ºC) —

Battery voltage
10.5 V 16.0 V
(IGP terminal of ECM)

State of the engine Running

No active DTCs A/F CPU, ECT, A/F sensor (sensor 1), A/F sensor (sensor 1) heater

Other A/F sensor (sensor 1) heater is activated

Malfunction Threshold
One of these conditions must be met.
• The heater current is 0.8 A or less for at least 4 seconds while the heater is activated, and the heater current is 0.8 A or
less for at least 4 seconds while the heater is not activated.
• The heater current is 0.8 A or more for at least 4 seconds while the heater is activated, and the heater current is 0.8 A or
more for at least 4 seconds while the heater is not activated.
• The heater current is 15.2 A or more for at least 0.6 second.

Driving Pattern
Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0135-1WV0-00
Advanced Diagnostics

DTC P0137: Secondary Heated Oxygen Sensor (Secondary HO2S) (Sensor 2)

Circuit Low Voltage (M/T)

SHO2S

SG

SHO2SHTC IG 1
+B

SECONDARY HO2S IGNITION

(SENSOR 2) SWITCH

ECM

P0137-0001

Normal Operation System Failure

Primary HO2S Voltage Primary HO2S Voltage

Air/Fuel Ratio
Air/Fuel Ratio

Rich Rich

Lean Lean

Short Term Fuel Trim Short Term Fuel Trim

High Limit of
+ + Short Term Fuel Trim

0% 0%
− −

Secondary HO2S Voltage Detection Time

Secondary HO2S Voltage
Rich Zone 4
Air/Fuel Ratio
Air/Fuel Ratio

Rich
Zone 3

Zone 2
Lean Lean
Zone 1

P0137-9671
General Description
The secondary heated oxygen sensor (HO2S) (Sensor 2) is installed downstream of the three way catalytic converter (TWC).
The HO2S detects the oxygen content in the exhaust gas downstream of the TWC during stoichiometric air/fuel ratio feed-
back control by the engine control module (ECM) from the primary heated oxygen sensor (HO2S) (Sensor 1) output voltage,
and its output voltage is used to control the air/fuel ratio so that the TWC efficiency is optimized. The secondary HO2S output
voltage range is divided into four zones. If the secondary HO2S output voltage remains in the same zone for a set time period
during air/fuel ratio feedback control, the ECM controls the amount of injected fuel by changing the short term fuel trim.
If the secondary HO2S output voltage remains in Zone 1 after the ECM commands an increase in the short term fuel trim, a
malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence None
Duration 77 seconds or less

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum

Elapsed time after starting the

120 seconds —
engine

Engine coolant temperature 122ºF (50ºC) —

Intake air temperature -14ºF (-25ºC) —

Engine speed 1,300 rpm 3,300 rpm

MAP value 26 kPa (190 mmHg, 7.5 in.Hg) —

Vehicle speed 19 mph (30 km/h) —

Fuel trim 0.71 1.35

Fuel feedback Closed loop at stoichiometric
Monitoring priority A/F Sensor, EVAP, Catalyst System

ECM, A/F Sensor, A/F Sensor Heater, Secondary HO2S Heater, MAP, ECT, TP, IAT,
No active DTCs
VSS, EGR, VSS, VTEC System, Fuel System, ECM Back-up

Malfunction Threshold
Secondary HO2S output voltage remains in Zone 1 (0.29 V or less) for no more than 77 seconds.
Driving Pattern

75 mph
(120 km/h)

50 mph
Vehicle (80 km/h) 2 3
Speed
25 - 55 mph 20 - 75 mph
25 mph (40 - 88 km/h) (32 - 120 km/h)
(40 km/h)

Warm-up 5 min. or more 2 min. or more

Time

P0137-0054
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 25 - 55 mph (40 - 88 km/h) for at least 5 minutes.
3. Then, drive immediately at a steady speed between 20 - 75 mph (32 - 120 km/h) for at least 2 minutes.

• If the EVAP monitor runs instead of the HO2S monitor, turn the engine off, then restart it, and the HO2S monitor will restart.
• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0137-2WW0-00
Advanced Diagnostics

DTC P0137: Secondary Heated Oxygen Sensor (Secondary HO2S) (Sensor 2)

Circuit Low Voltage (CVT)

SHO2S

SG

SO2SHTC IG 1
+B

SECONDARY HO2S IGNITION

(SENSOR 2) SWITCH

ECM

P0139-9601

A/F Sensor Voltage

Sensor Voltage (V)

A/F Target Value

Normal
Secondary HO2S Output

Malfunction Threshold

Failure
Position
Throttle

Open

Closed

Time

P0137-0071
General Description
The secondary heated oxygen sensor (HO2S) (Sensor 2) detects the oxygen content in the exhaust gas downstream of the
TWC during stoichiometric air/fuel ratio feedback control based on the primary heated oxygen sensor (HO2S) (Sensor 1) out-
put voltage. The secondary HO2S controls the air/fuel ratio from the primary HO2S output voltage so that the TWC efficiency
is optimized. The characteristics of the secondary HO2S output voltage are identical to the primary HO2S output voltage.
The oxygen content in the exhaust gas decreases if the throttle valve is open for a certain time period after returning to nor-
mal driving after deceleration, and the secondary HO2S outputs high voltage. Therefore, if the secondary HO2S outputs low
voltage (lean) after returning to normal driving after deceleration, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence None

Duration 40 seconds or less

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum
Elapsed time after starting the
128 seconds —
engine

Engine coolant temperature 140ºF (60ºC) —

Intake air temperature -13ºF (-25ºC) —

Engine speed * 3,300 rpm

Fuel trim 0.71 1.35

Fuel feedback Closed loop control at stoichiometric ratio during or after deceleration

ECM, A/F Sensor, A/F Sensor Heater, Secondary HO2S Heater, MAP, ECT, TP, IAT,
No active DTCs
EGR, VSS, VTEC System, Fuel System, ECM Back-up, A/T System

* : Not more than 2 seconds have elapsed since the engine speed reached 0 rpm, or the auto idle stop system is in opera-
tion.

Malfunction Threshold
The secondary HO2S output voltage is 0.30 V or less for no more than 40 seconds.
Driving Pattern

75 mph
(120 km/h) 3

20 - 75 mph 4
50 mph (32 - 120 km/h)
Vehicle (80 km/h) 2 5
3,300 rpm or less
Speed
Deceleration
25 - 55 mph with Throttle Valve
(40 - 88 km/h) Fully Closed
25 mph
(40 km/h)

Warm-up 5 min. or more 2 min. or more 6 sec. or more 40 sec. or more

Time

P0137-0150
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 25 - 55 mph (40 - 88 km/h) for at least 5 minutes.
3. Then, drive at a steady speed between 20 - 75 mph (32 - 120 km/h) with an engine speed of 3,300 rpm or less for at least
2 minutes.
4. Decelerate with the throttle valve fully closed for at least 6 seconds.
5. Accelerate gradually or drive at a steady speed (do not decelerate) for at least 40 seconds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0137-1WV2-00
Advanced Diagnostics

DTC P0138: Secondary Heated Oxygen Sensor (Secondary HO2S) (Sensor 2)

Circuit High Voltage (M/T)

SHO2S

SG

SHO2SHTC IG 1
+B

SECONDARY HO2S IGNITION

(SENSOR 2) SWITCH

ECM

P0137-0001

Normal Operation System Failure

Primary HO2S Voltage Primary HO2S Voltage

Air/Fuel Ratio
Air/Fuel Ratio

Rich Rich

Lean Lean

Short Term Fuel Trim Short Term Fuel Trim

+ +

0% 0% Low Limit of
− − Short Term
Fuel Trim

Secondary HO2S Voltage Rich Secondary HO2S Voltage

Rich
Air/Fuel Ratio

Zone 4
Air/Fuel Ratio

Zone 3

Zone 2
Lean Lean
Zone 1

Detection Time

P0138-9671
General Description
The secondary heated oxygen sensor (HO2S) (Sensor 2) is installed downstream of the three way catalytic converter (TWC).
The HO2S detects the oxygen content in the exhaust gas downstream of the TWC during stoichiometric air/fuel ratio feed-
back control by the engine control module (ECM) from the primary heated oxygen sensor (HO2S) (Sensor 1) output voltage,
and its output voltage is used to control the air/fuel ratio so that the TWC efficiency is optimized. The secondary HO2S output
voltage range is divided into four zones. If the secondary HO2S output voltage remains in the same zone for a set time period
during air/fuel ratio feedback control, the ECM controls the amount of injected fuel by changing the short term fuel trim. If the
secondary HO2S output voltage remains in Zone 4 after the ECM commands a decrease in the short term fuel trim, a mal-
function is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle
Sequence None
Duration 77 seconds or less

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum

Elapsed time after starting the

120 seconds —
engine

Engine coolant temperature 122ºF (50ºC) —

Intake air temperature -14ºF (-25ºC) —

Engine speed 1,300 rpm 3,300 rpm

MAP value 26 kPa (190 mmHg, 7.5 in.Hg) —

Vehicle speed 19 mph (30 km/h) —

Fuel trim 0.71 1.35

Fuel feedback Closed loop at stoichiometric

Monitoring priority A/F Sensor, EVAP, Catalyst System
ECM, A/F Sensor, A/F Sensor Heater, Secondary HO2S Heater, MAP, ECT, TP, IAT,
No active DTCs
VSS, EGR, VTEC System, Fuel System, ECM Back-up

Malfunction Threshold
Secondary HO2S output voltage remains in Zone 4 (0.80 V or more) for no more than 77 seconds.
Driving Pattern

75 mph
(120 km/h)

50 mph
Vehicle (80 km/h) 2 3
Speed
25 - 55 mph 20 - 75 mph
25 mph (40 - 88 km/h) (32 - 120 km/h)
(40 km/h)

Warm-up 5 min. or more 2 min. or more

Time

P0137-0054
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 25 - 55 mph (40 - 88 km/h) for at least 5 minutes.
3. Then, drive immediately at a steady speed between 20 - 75 mph (32 - 120 km/h) for at least 2 minutes.

• If the EVAP monitor runs instead of the HO2S monitor, turn the engine off, then restart it, and the HO2S monitor will restart.
• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0138-2WW0-00
Advanced Diagnostics

DTC P0138: Secondary Heated Oxygen Sensor (Secondary HO2S) (Sensor 2)

Circuit High Voltage (CVT)

SHO2S

SG

SO2SHTC IG 1
+B

SECONDARY HO2S IGNITION

(SENSOR 2) SWITCH

ECM

P0139-9601

A/F Sensor Output

Sensor Voltage (V)

A/F Target Value

Failure
Secondary HO2S Output

Normal

Malfunction Threshold
Position
Throttle

Open
Closed

Time

P0138-0071
General Description
The secondary heated oxygen sensor (HO2S) (Sensor 2) detects the oxygen content in the exhaust gas downstream of the
three way catalytic converter (TWC) during stoichiometric air/fuel ratio feedback control based on the primary heated oxygen
sensor (HO2S) (Sensor 1) output voltage. The secondary HO2S controls the air/fuel ratio from the primary HO2S output volt-
age, so that the TWC efficiency is optimized. The characteristics of the secondary HO2S output voltage are identical to the
primary HO2S output voltage.
The oxygen content in the exhaust gas increases when decelerating with the throttle valve fully closed (lean), and the sec-
ondary HO2S outputs low voltage. Therefore, if the secondary HO2S outputs high voltage (rich) during deceleration with the
throttle valve fully closed, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence None
Duration 6 seconds or less

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum

Elapsed time after starting the

128 seconds —
engine
Engine coolant temperature 140ºF (60ºC) —

Intake air temperature -13ºF (-25ºC) —

Engine speed * 3,300 rpm

Fuel trim 0.71 1.35

Fuel feedback Closed loop control at stoichiometric ratio during or after deceleration
ECM, A/F Sensor, A/F Sensor Heater, Secondary HO2S Heater, MAP, ECT, TP, IAT,
No active DTCs
EGR, VSS, VTEC System, Fuel System, ECM Back-up, A/T System

* : Not more than 2 seconds have elapsed since the engine speed reached 0 rpm, or the auto idle stop system is in opera-
tion.

Malfunction Threshold
The secondary HO2S output voltage is 0.80 V or more for no more than 6 seconds.
Driving Pattern

75 mph
(120 km/h)
3
50 mph 2
Vehicle (80 km/h) 20 - 75 mph 4
Speed
(32 - 120 km/h)
25 - 55 mph
(40 - 88 km/h) 3,300 rpm or less
25 mph
(40 km/h) Deceleration
with Throttle Valve
1 Fully Closed

Warm-up 5 min. or more 2 min. or more 6 sec. or more

Time

P0137-0151
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 25 - 55 mph (40 - 88 km/h) for at least 5 minutes.
3. Then, drive immediately at a steady speed between 20 - 75 mph (32 - 120 km/h) with an engine speed of 3,300 rpm or less
for at least 2 minutes.
4. Decelerate with the throttle valve fully closed for at least 6 seconds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0138-1WV2-00
Advanced Diagnostics

DTC P0139: Secondary Heated Oxygen Sensor (Secondary HO2S) (Sensor 2)

Slow Response (M/T)

Normal Operation System Failure

Primary HO2S Voltage Primary HO2S Voltage

Air/Fuel Ratio
Air/Fuel Ratio

Rich Rich

Lean Lean

Short Term Fuel Trim Short Term Fuel Trim

High Limit of
+ Short Term Fuel Trim
+
0% 0%
- -

Secondary HO2S Voltage Secondary HO2S Voltage Detection Time

Air/Fuel Ratio

Rich Zone 4
Air/Fuel Ratio

Rich

Zone 3

Zone 2
Lean
Lean Zone 1

P0139-9671

Normal Operation System Failure

Primary HO2S Voltage Primary HO2S Voltage

Air/Fuel Ratio
Air/Fuel Ratio

Rich Rich

Lean Lean

Short Term Fuel Trim Short Term Fuel Trim

+ +

0% 0%
Low Limit of
- - Short Term
Fuel Trim

Secondary HO2S Voltage Rich Secondary HO2S Voltage

Air/Fuel Ratio

Rich
Air/Fuel Ratio

Zone 4
Zone 3

Zone 2
Lean Lean
Zone 1

Detection Time

P0139-9672
General Description
The secondary heated oxygen sensor (HO2S) (Sensor 2) is installed downstream of the three way catalytic converter (TWC).
The HO2S detects the oxygen content in the exhaust gas downstream of the TWC during stoichiometric air/fuel ratio feed-
back control by the engine control module (ECM) from the primary heated oxygen sensor (HO2S) (Sensor 1) output voltage,
and its output voltage is used to control air/fuel ratio so that the TWC efficiency is optimized.
The secondary HO2S output voltage range is divided into four zones. If the secondary HO2S output voltage remains in the
same zone during the air/fuel ratio feedback control, the ECM controls the amount of injected fuel by changing the short term
fuel trim.
If the secondary HO2S output voltage remains in Zone 2 or Zone 3 after the ECM commands an increase or a decrease in
the short term fuel trim, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence None
Duration 77 seconds or less

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum

Elapsed time after starting the

120 seconds —
engine
Engine coolant temperature 122ºF (50ºC) —

Intake air temperature -14ºF (-25ºC) —

Engine speed 1,300 rpm 3,300 rpm

MAP value 26 kPa (190 mmHg, 7.5 in.Hg) —

Vehicle speed 19 mph (30 km/h) —

Fuel trim 0.71 1.35

Fuel feedback Closed loop at stoichiometric
Monitoring priority A/F Sensor, EVAP, Catalyst System

ECM, A/F Sensor, A/F Sensor Heater, Secondary HO2S Heater, MAP, ECT, TP, IAT,
No active DTCs
VSS, EGR, VTEC System, Fuel System, ECM Back-up

Malfunction Threshold
Secondary HO2S output voltage (x) remains in Zone 2 or Zone 3.

ZONE 2 0.29 V < x < 0.61 V

ZONE 3 0.61 V < x < 0.80 V

Driving Pattern

75 mph
(120 km/h)

50 mph
Vehicle (80 km/h) 2 3
Speed
25 - 55 mph 20 - 75 mph
25 mph (40 - 88 km/h) (32 - 120 km/h)
(40 km/h)

Warm-up 5 min. or more 2 min. or more

Time

P0137-0054
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 25 - 55 mph (40 - 88 km/h) for at least 5 minutes.
3. Then, drive immediately at a steady speed between 20 - 75 mph (32 - 120 km/h) for at least 2 minutes.

• If the EVAP monitor runs instead of the HO2S monitor, turn the engine off, then restart it, and the HO2S monitor will restart.
• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0139-2WW0-00
Advanced Diagnostics

DTC P0139: Secondary Heated Oxygen Sensor (Secondary HO2S) (Sensor 2)

Circuit Slow Response (CVT)

SHO2S

SG

SO2SHTC IG 1
+B

SECONDARY HO2S IGNITION

(SENSOR 2) SWITCH

ECM

P0139-9601

A/F Sensor Voltage

Sensor Voltage (V)

Target A/F

Normal Failure
Secondary HO2S Output Malfunction Threshold
Position

Open
Throttle

Closed Closed

Time

P0139-0071
General Description
The secondary heated oxygen sensor (HO2S) (Sensor 2) detects the oxygen content in the exhaust gas downstream of the
three way catalytic converter (TWC) during stoichiometric air/fuel ratio feedback control based on the primary heated oxygen
sensor (HO2S) (Sensor 1) output voltage. The secondary HO2S controls the air/fuel ratio from the primary HO2S output volt-
age, so the TWC efficiency is optimized. The characteristics of the secondary HO2S output voltage are identical to the pri-
mary HO2S output voltage.
If the HO2S output remains in the middle range under normal driving conditions after deceleration with the throttle valve fully
closed, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence None
Duration 6*, 40** seconds or less
DTC Type Two drive cycles, MIL ON

* : At the time of the deceleration test.

** : At the time of the gradual acceleration or the test-drive at a constant speed.

Enable Conditions
Condition Minimum Maximum
Elapsed time after starting the
128 seconds —
engine

Engine coolant temperature 140ºF (60ºC) —

Intake air temperature -13ºF (-25ºC) —

Engine speed * 3,300 rpm

Fuel trim 0.71 1.35

Fuel feedback During deceleration or closed loop at stoichiometric after deceleration

ECM, A/F Sensor, A/F Sensor Heater, Secondary HO2S Heater, MAP, ECT, TP, IAT,
No active DTCs
EGR, VTEC System, Fuel System, ECM Back-up, A/T System

* : Not more than 2 seconds have elapsed since the engine speed reached 0 rpm, or the auto idle stop system is in opera-
tion.

Malfunction Threshold
The secondary HO2S output voltage is between 0.30 V and 0.80 V.
Driving Pattern

75 mph
(120 km/h) 3

20 - 75 mph 4
50 mph (32 - 120 km/h)
Vehicle (80 km/h) 2 5
3,300 rpm or less
Speed
Deceleration
25 - 55 mph with Throttle Valve
(40 - 88 km/h) Fully Closed
25 mph
(40 km/h)

Warm-up 5 min. or more 2 min. or more 6 sec. or more 40 sec. or more

Time

P0137-0150
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 25 - 55 mph (40 - 88 km/h) for at least 5 minutes.
3. Then, drive immediately at a steady speed between 20 - 75 mph (32 - 120 km/h) with an engine speed of 3,300 rpm or less
for at least 2 minutes.
4. Decelerate with the throttle valve fully closed for at least 6 seconds.
5. Accelerate gradually or drive at a steady speed (do not decelerate) for at least 40 seconds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0139-1WV2-00
Advanced Diagnostics

DTC P0141: Secondary Heated Oxygen Sensor (Secondary HO2S) (Sensor 2)

Heater Circuit Malfunction

SHO2S

SG

SHO2SHTC IG 1
+B

SECONDARY HO2S IGNITION

(SENSOR 2) SWITCH

ECM
P0137-0001

General Description
A heater for the zirconia element is embedded in the secondary heated oxygen sensor (secondary HO2S), and it is con-
trolled by the engine control module (ECM). When activated, it heats the sensor to stabilize and speed up the detection of
oxygen content when the exhaust gas temperature is cold.
If the secondary HO2S heater draws more or less than a specified amperage, the ECM detects a malfunction and a DTC is
stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None
Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum

Engine coolant temperature 41ºF (5ºC) —

Battery voltage
10.5 V 16 V
(IGP terminal of ECM)
State of the engine Running

No active DTCs Secondary HO2S Heater, ECT

Other During secondary HO2S heater operation

Malfunction Threshold
The current is 0.4 A*1, 0.2 A*2 or less, or 6.0 A*1, 3.4 A*2 or more, for at least 5 seconds when the heater is on.
*1: CVT
*2: M/T
Driving Pattern
Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0141-2WW0-00
Advanced Diagnostics

DTC P0143: Third Heated Oxygen Sensor (Third HO2S) (Sensor 3) Circuit
Low Voltage (M/T)

A/F Sensor

THO2S

Three Way Catalytic

Converter (TWC)

NOX Adsorptive
Three Way Catalytic Converter
(NOX Adsorptive TWC)
SHO2S

P0143-0271

Normal Failure

THO2S Output THO2S Output

5V 5V

Criterion Criterion

0V 0V

Rich Compensation Rich Compensation

P0143-0272

General Description
The third heated oxygen sensor (THO2S) is installed downstream of the NOX adsorptive three way catalyst (TWC) and is
used only to determine a malfunction in the NOX adsorptive TWC. If the THO2S output is not on the rich side during a rich
running mode, a malfunction is detected and a DTC is stored. If the THO2S output stays on the low side, it may be caused by
a sensor failure or a short in the THO2S circuit.
Monitor Execution, Sequence, Duration, DTC Type
Execution Once per driving cycle
Sequence None

Duration 50 seconds* or less

DTC Type Two drive cycles, MIL ON

* : At 2,000 rpm

Enable Conditions
Condition Minimum Maximum

Elapsed time after starting the

605 seconds —
engine
Engine coolant temperature 168ºF (76ºC) —

Engine speed 1,500 rpm 2,600 rpm

MAP value 35 kPa (260 mmHg, 10.3 in.Hg) 99 kPa (736 mmHg, 29.0 in.Hg)

The difference 1,500 rpm 8 kPa (54 mmHg, 2.2 in.Hg)

between atmospheric
—
pressure and MAP
value 2,600 rpm 11 kPa (81 mmHg, 3.2 in.Hg)

Vehicle speed 25 mph (40 km/h) —

Short term fuel trim — 0.98

Fuel feedback During lean burn running

Monitoring priority Catalyst System, A/F Sensor, EVAP

ECM, A/F Sensor, A/F Sensor Heater, Third HO2S Heater, MAP, CKP, ECT, TP, EGR,
No active DTCs
BARO, VSS, VTEC System, Fuel System, EVAP

Must be in 3rd, 4th, or 5th gear

Others The duration of lean burn running must be sufficient (at least 1 minute)
The IMA battery indicates at least 25%

Malfunction Threshold
The third HO2S output is 0.29 V or less during a rich running mode for no more than 50 seconds.
Driving Pattern

75 mph
(120 km/h)
3

50 mph
Vehicle (80 km/h) 20 - 60 mph
Speed 2 (32 - 96 km/h) 4

25 mph 25 - 55 mph 25 mph (40 km/h)

(40 km/h) (40 - 88 km/h) or more

Warm-up 10 min. or more 72 sec. or more 2 min. or more

Time

P0143-0251
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 25 - 55 mph (40 - 88 km/h) for at least 10 minutes to warm up the engine and the
NOX adsorptive TWC.
3. Drive the vehicle at a speed between 20 - 60 mph (32 - 96 km/h) for at least 72 seconds.
4. Then, drive at a steady speed of 25 mph (40 km/h) or more in the lean burn running mode for at least 2 minutes.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0143-2WW0-00
Advanced Diagnostics

DTC P0144: Third Heated Oxygen Sensor (Third HO2S) (Sensor 3) Circuit
High Voltage (M/T)

A/F Sensor

THO2S

Three Way Catalytic

Converter (TWC)

NOX Adsorptive
Three Way Catalytic Converter
(NOX Adsorptive TWC)
SHO2S

P0143-0271

Normal Failure

THO2S Output THO2S Output

5V 5V

Criterion Criterion

0V 0V
Lean burn Lean burn

P0144-0271

General Description
The third heated oxygen sensor (THO2S) is installed downstream of the NOX adsorptive three way catalyst (TWC) and is
used only to determine a malfunction in the NOX adsorptive TWC. If the THO2S output is not on the lean side during lean
burn running, a malfunction is detected and a DTC is stored. If the THO2S output stays on the high side, it may be caused by
a sensor failure or a short in the THO2S circuit.
Monitor Execution, Sequence, Duration, DTC Type
Execution Once per driving cycle
Sequence None

Duration 50 seconds* or less

DTC Type Two drive cycles, MIL ON

* : At 2,000 rpm

Enable Conditions
Condition Minimum Maximum

Elapsed time after starting the

605 seconds —
engine
Engine coolant temperature 168ºF (76ºC) —

Engine speed 1,500 rpm 2,600 rpm

MAP value 35 kPa (260 mmHg, 10.3 in.Hg) 99 kPa (736 mmHg, 29.0 in.Hg)

The difference 1,500 rpm 8 kPa (54 mmHg, 2.2 in.Hg)

between atmospheric
—
pressure and MAP
value 2,600 rpm 11 kPa (81 mmHg, 3.2 in.Hg)

Vehicle speed 25 mph (40 km/h) —

Short term fuel trim — 0.98

Fuel feedback During lean burn running

Monitoring priority Catalyst System, A/F Sensor, EVAP

ECM, A/F Sensor, A/F Sensor Heater, Third HO2S Heater, MAP, CKP, ECT, TP, EGR,
No active DTCs
BARO, VSS, VTEC System, Fuel System, EVAP

Must be in 3rd, 4th, or 5th gear

Others The duration of lean burn running must be sufficient (at least 1 minute)
The IMA battery indicates at least 25%

Malfunction Threshold
The third HO2S output is 2.50 V or more during a lean burn running mode for no more than 50 seconds.
Driving Pattern

75 mph
(120 km/h)
3

50 mph
Vehicle (80 km/h) 20 - 60 mph
Speed 2 (32 - 96 km/h) 4

25 mph 25 - 55 mph 25 mph (40 km/h)

(40 km/h) (40 - 88 km/h) or more

Warm-up 10 min. or more 72 sec. or more 2 min. or more

Time

P0143-0251
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 25 - 55 mph (40 - 88 km/h) for at least 10 minutes to warm up the engine and the
NOX adsorptive TWC.
3. Drive the vehicle at a speed between 20 - 60 mph (32 - 96 km/h) for at least 72 seconds.
4. Then, drive at a steady speed of 25 mph (40 km/h) or more in the lean burn running mode for at least 2 minutes.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0144-2WW0-00
Advanced Diagnostics

DTC P0145: Third Heated Oxygen Sensor (Third HO2S) (Sensor 3) Circuit
Slow Response (M/T)

A/F Sensor

THO2S

Three Way Catalytic

Converter (TWC)

NOX Adsorptive
Three Way Catalytic Converter
(NOX Adsorptive TWC)
SHO2S

P0143-0271

Normal

THO2S Output

5V

Criterion Failure

THO2S Output
0V

5V
Rich Compensation

Normal

THO2S Output Criterion

0V

5V
Rich Compensation

Lean burn
Criterion

0V
Lean burn

P0145-0271
General Description
The third heated oxygen sensor (THO2S) is installed downstream of the NOX adsorptive three way catalyst (TWC) and is
used only to determine a malfunction in the NOX adsorptive TWC. If the THO2S output is not on the lean side during lean
burn running, a malfunction is detected and a DTC is stored. That is, if the THO2S output does not change to the lean side
nor rich side during enrichment (during lean burn running), a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle
Sequence None
Duration 50 seconds* or less

DTC Type Two drive cycles, MIL ON

* : At 2,000 rpm

Enable Conditions
Condition Minimum Maximum
Elapsed time after starting the
605 seconds —
engine

Engine coolant temperature 168ºF (76ºC) —

Engine speed 1,500 rpm 2,600 rpm

MAP value 35 kPa (260 mmHg, 10.3 in.Hg) 99 kPa (736 mmHg, 29.0 in.Hg)

The difference 1,500 rpm 8 kPa (54 mmHg, 2.2 in.Hg)

between atmospheric
—
pressure and MAP
value 2,600 rpm 11 kPa (81 mmHg, 3.2 in.Hg)

Vehicle speed 25 mph (40 km/h) —

Short term fuel trim — 0.98

Fuel feedback During lean burn running

Monitoring priority Catalyst System, A/F Sensor, EVAP
ECM, A/F Sensor, A/F Sensor Heater, Third HO2S Heater, MAP, CKP, ECT, TP, EGR,
No active DTCs
BARO, VSS, VTEC System, Fuel System, EVAP

Must be in 3rd, 4th, or 5th gear

Others The duration of lean burn running must be sufficient (at least 1 minute)
The IMA battery indicates at least 25%

Malfunction Threshold
The third HO2S output is between 0.29 V and 0.6 V during enrichment, or between 0.6 V and 2.5 V during lean burn running,
for no more than 50 seconds.
Driving Pattern

75 mph
(120 km/h)
3

50 mph
Vehicle (80 km/h) 20 - 60 mph
Speed 2 (32 - 96 km/h) 4

25 mph 25 - 55 mph 25 mph (40 km/h)

(40 km/h) (40 - 88 km/h) or more

Warm-up 10 min. or more 72 sec. or more 2 min. or more

Time

P0143-0251
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 25 - 55 mph (40 - 88 km/h) for at least 10 minutes to warm up the engine and the
NOX adsorptive TWC.
3. Drive the vehicle at a speed between 20 - 60 mph (32 - 96 km/h) for at least 72 seconds.
4. Then, drive at a steady speed of 25 mph (40 km/h) or more in the lean burn running mode for at least 2 minutes.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0145-2WW0-00
Advanced Diagnostics

DTC P0147: Third Heated Oxygen Sensor (Third HO2S) (Sensor 3) Heater
Circuit Malfunction (M/T)

THO2S

SG

THO2SHTC IG 1
+B

THIRD HO2S IGNITION

(SENSOR 3) SWITCH

ECM
P0143-0201

General Description
A heater for the zirconia element is embedded in the third heated oxygen sensor (third HO2S) and is controlled by the engine
control module (ECM). It is activated and heats the sensor to stabilize and speed the detection of oxygen content when the
exhaust gas temperature is cold.
If the third HO2S heater draws more or less than a specified amperage, the ECM detects a malfunction and stores a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum
Engine coolant temperature 41ºF (5ºC) —
Battery voltage
10.5 V 16 V
(IGP terminal of ECM)

State of the engine Running

No active DTCs Third HO2S Heater, ECT
Other During third HO2S heater operation
Malfunction Threshold
The current is 0.1 A or less, or 3.5 A or more, for at least 5 seconds when the heater is on.

Driving Pattern
Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0147-2WW0-00
Advanced Diagnostics

DTC P0171: Fuel System Too Lean

Normal Operation System Failure (Too Lean)

Short Term Fuel Trim

+ +
Threshold
0% 0%

- -
Long Term Fuel Trim

P0171-9671

General Description
The engine control module (ECM) detects the oxygen content in the exhaust gas from the primary heated oxygen sensor
(HO2S) (Sensor 1) signal voltage, and it performs fuel feedback control to maintain the optimal air/fuel ratio. The air/fuel ratio
coefficient for correcting the amount of injected fuel is the short term fuel trim. The ECM varies short term fuel trim continu-
ously to keep the air/fuel ratio close to the stoichiometric ratio for all driving conditions.
Long term fuel trim is computed from short term fuel trim and is used to regulate long term deviation from the stoichiometric
air/fuel ratio, which occurs when fuel metering components deteriorate with age or system failures occur. In addition, long
term fuel trim is stored in the ECM memory and is used to determine when fuel metering components malfunction. When
long term fuel trim is higher than normal, which is about 1.0 (0%), the amount of injected fuel must be increased, and when
lower than normal, it must be decreased. If long term fuel trim is higher than normal (too lean), a malfunction in the fuel
metering components is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration —

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum
Engine coolant temperature 158ºF (70ºC) —

Intake air temperature 20ºF (-7ºC) —

Engine speed 800 rpm 4,000 rpm

MAP value 20 kPa (150 mmHg, 5.9 in.Hg) —

Fuel feedback Closed loop

Monitoring priority Catalyst System, EVAP

ECM, A/F Sensor, A/F Sensor Heater, MAP, ECT, TP*1, IAT, EGR, BARO,
No active DTCs
VTEC System
Other Other than when there is excessive vapor generation (fuel level is 40 - 80%)

*1: CVT

Malfunction Threshold
Long term fuel trim is higher than 1.17 (+17%).
Driving Pattern

75 mph
(120 km/h)

50 mph 4
Vehicle (80 km/h) 3
Speed
15 - 75 mph
25 - 55 mph
(24 - 120 km/h )
25 mph (40 - 88 km/h)
(40 km/h)

2
Warm-up 5 min. or more 15 min. or more

Time

P0171-9651
1. Connect a scan tool to the vehicle.
2. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
3. Drive at a speed between 25 - 55 mph (40 - 88 km/h) for at least 5 minutes.
4. Then, drive at a steady speed between 15 - 75 mph (24 - 120 km/h) for at least 15 minutes, and watch the long term fuel
trim. If the long term fuel trim stays at about 1.0, the vehicle is OK or it is a very minor problem. If a significant fault is still
present, the long term fuel trim will move up or down while driving.

• When freeze frame data is stored, drive the vehicle under those conditions instead of Driving Pattern 4.
• If the EVAP monitor runs instead of the HO2S monitor, turn the engine off, then restart it, and the HO2S monitor will restart.
• After clearing the DTC by disconnecting the battery or using the scan tool, drive at a speed between 25 - 55 mph (40 - 88
km/h) instead of Driving Pattern 3 for 40 minutes or longer to allow time for long term fuel trim to recover.
• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive drive cycles in which the engine conditions
are similar to the first time the malfunction was detected.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0171-1WV0-00
Advanced Diagnostics

DTC P0172: Fuel System Too Rich

Normal Operation System Failure (Too Rich)

Short Term Fuel Trim

+ +
0% 0%
Threshold
- -
Long Term Fuel Trim

P0172-9671

General Description
The engine control module (ECM) detects the oxygen content in the exhaust gas from the primary heated oxygen sensor
(HO2S) (Sensor 1) signal voltage, and it performs fuel feedback control to maintain the optimal air/fuel ratio. The air/fuel ratio
coefficient for correcting the amount of injected fuel is the short term fuel trim. The ECM varies short term fuel trim continu-
ously to keep the air/fuel ratio close to the stoichiometric ratio for all driving conditions. Long term fuel trim is computed from
short term fuel trim and is used to regulate long term deviation from the stoichiometric air/fuel ratio, which occurs when fuel
metering components deteriorate with age or system failures occur. In addition, long term fuel trim is stored in the ECM mem-
ory and is used to determine when fuel metering components malfunction. When long term fuel trim is higher than normal,
which is about 1.0 (0%), the amount of injected fuel must be increased, and when lower than normal, it must be decreased. If
long term fuel trim is lower than normal (too rich), a malfunction in the fuel metering components is detected and a DTC is
stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration —

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum

Engine coolant temperature 158ºF (70ºC) —

Intake air temperature 20ºF (-7ºC) —
Engine speed 800 rpm 4,000 rpm

MAP value 20 kPa (150 mmHg, 5.9 in.Hg) —

Fuel feedback Closed loop

Monitoring priority Catalyst System, EVAP

ECM, A/F Sensor, A/F Sensor Heater, MAP, ECT, TP*1, IAT, EGR, BARO,
No active DTCs
VTEC System
Other Other than when there is excessive vapor generation (fuel level is 40 - 80%)

*1: CVT

Malfunction Threshold
Long term fuel trim is lower than 0.82 (-18%).
Driving Pattern

75 mph
(120 km/h)

50 mph 4
Vehicle (80 km/h) 3
Speed
15 - 75 mph
25 - 55 mph
(24 - 120 km/h )
25 mph (40 - 88 km/h)
(40 km/h)

2
Warm-up 5 min. or more 15 min. or more

Time

P0171-9651
1. Connect a scan tool to the vehicle.
2. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
3. Drive at a speed between 25 - 55 mph (40 - 88 km/h) for at least 5 minutes.
4. Then, drive at a steady speed between 15 - 75 mph (24 - 120 km/h) for at least 15 minutes, and watch the long term fuel
trim. If the long term fuel trim stays at about 1.0, the vehicle is OK or it is a very minor problem. If a significant fault is still
present, the long term fuel trim will move up or down while driving.

• When freeze frame data is stored, drive the vehicle under those conditions instead of Driving Pattern 4.
• If the EVAP monitor runs instead of the HO2S monitor, turn the engine off, then restart it, and the HO2S monitor will restart.
• After clearing the DTC by disconnecting the battery or using the scan tool, drive at a speed between 25 - 55 mph (40 - 88
km/h) instead of Driving Pattern 3 for 40 minutes or longer to allow time for long term fuel trim to recover.
• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive drive cycles in which the engine conditions
are similar to the first time the malfunction was detected.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0172-1WV0-00
Advanced Diagnostics

DTC P0300: Random Misfire

Crankshaft Position (CKP) Sensor Pulse Data

Long
Crankshaft Pulse Period

Misfire
Normal

Short
Time

P0301-9671

General Description
The crankshaft vibrates slightly when each cylinder fires. If a misfire occurs, the crankshaft rotation speed changes rapidly.
The engine control module (ECM) monitors the crankshaft rotation speed based on the output pulses from the crankshaft
position (CKP) sensor. By monitoring changes in the crankshaft rotation speed, the ECM counts the number of misfires and
determines which cylinder is misfiring. If more than one DTC from P0301 through P0303 has been stored simultaneously
while misfires in multiple cylinders are detected, a malfunction is detected and a DTC is stored.
There are two types of misfire detection.
Type 1 (1 drive cycle): When the number of misfires per 200 engine revolutions reaches the level that damages the three
way catalyst (TWC), a DTC is stored and the MIL blinks. When the misfire ceases, the MIL remains
on steady instead of blinking.
Type 2 (2 drive cycles): When the number of misfires per 1,000 engine revolutions reaches the level that affects exhaust
emissions, a DTC is stored and the MIL illuminates.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None
Duration —

DTC Type One or two drive cycles, MIL ON*

* : See diagnosis details.

Enable Conditions
Condition Minimum Maximum
Engine coolant temperature 14ºF (-10ºC) —

Intake air temperature 14ºF (-10ºC) —

1
500 rpm*
Engine speed 6,000 rpm
750 rpm*2

22 kPa (161 mmHg, 6.4 in.Hg)*1

500 rpm
26 kPa (191 mmHg, 7.6 in.Hg)*2
Stopped —
20 kPa (148 mmHg, 5.9 in.Hg)*1
3,000 rpm
24 kPa (175 mmHg, 6.9 in.Hg)*2

MAP 51 kPa (376 mmHg, 14.8 in.Hg)*1

500 rpm
value Driving 25 kPa (188 mmHg, 7.4 in.Hg)*2
(other than —
lean burn) 30 kPa (220 mmHg, 8.7 in.Hg)*1
3,000 rpm
34 kPa (253 mmHg, 10.0 in.Hg)*2

Driving 500 rpm 51 kPa (376 mmHg, 14.8 in.Hg)*1

—
(lean burn) 2,500 rpm 51 kPa (379 mmHg, 15.0 in.Hg)*1

Fuel feedback Other than during fuel cut-off operation

No active DTCs ECM, MAP, ECT, CKP, TP, IAT, BARO

Test-drive on a flat road to avoid misdetection

Others
Avoid abrupt acceleration, deceleration and turns

*1: M/T
*2: CVT

Malfunction Threshold
The number of misfires versus the number of engine revolutions is equal to or greater than the value in the table.

Misfire Type The number of engine revolutions The number of misfires

Misfire Type 1 Per 200 revolutions 20*1, 23*2 - 90*2, 95*1 times**

Misfire Type 2 Per 1,000 revolutions 30*2, 50*1 times

** : Depending on engine speed and load.

Driving Pattern

75 mph
(120 km/h)

3
50 mph 2
Vehicle (80 km/h)
Speed 25 - 75 mph
25 - 55 mph (40 - 120 km/h)
(40 - 88 km/h)
25 mph
(40 km/h)
4
1
Idling
Warm-up 5 min. or more 5 min. or more 5 min. or more

Time

P0301-9650
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 25 - 55 mph (40 - 88 km/h) for at least 5 minutes.
3. To test while driving, drive at a steady speed between 25 - 75 mph (40 - 120 km/h) for at least 5 minutes.
4. To test at idle, stop the vehicle after step 2, and let the engine idle for at least 5 minutes.

• When freeze frame data is stored, drive the vehicle under those conditions instead of Driving Patterns 3 or 4.
• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.
Diagnosis Details
Conditions for illuminating the MIL
Misfire Type 1: Under high rpm or high load conditions: The MIL blinks once per second if a type 1 misfire (catalyst damag-
ing) occurs, and a Temporary DTC is stored. If the type 1 misfire ceases, the MIL goes off. If a type 1 misfire
occurs during the next (second) drive cycle, the MIL blinks at the first misfire occurrence, and the DTC and
the freeze frame data are stored. The MIL remains on steady if the type 1 misfire ceases.
Under normal driving conditions: The MIL blinks once per second if a type 1 misfire occurs the third time,
and a Temporary DTC is stored. If a type 1 misfire occurs during the next (second) drive cycle, the MIL
blinks during the third time of the type 1 misfire occurrence, and the DTC and the freeze frame data are
stored. If the type 1 misfire ceases, the MIL remains on steady.
Misfire Type 2: When a type 2 misfire (emission-related but not severe enough to immediately damage the TWC) occurs
within the first 1,000 crankshaft revolutions of engine start-up, a Temporary DTC is stored.
If a type 2 misfire occurs after the first 1,000 crankshaft revolutions of engine start-up, a Temporary DTC is
stored during the fourth time of the type 2 misfire occurrence.
If a type 2 misfire occurs during the next (second) drive cycle, the MIL comes on and the DTC and the
freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive drive cycles in which the engine conditions
are similar to the first time the malfunction was detected.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0300-2WW0-00
Advanced Diagnostics

DTC P0301: No. 1 Cylinder Misfire

DTC P0302: No. 2 Cylinder Misfire
DTC P0303: No. 3 Cylinder Misfire

Crankshaft Position (CKP) Sensor Pulse Data

Long
Crankshaft Pulse Period

Misfire
Normal

Short
Time

P0301-9671

General Description
The crankshaft vibrates slightly when each cylinder fires. If a misfire occurs, the crankshaft rotation speed changes rapidly.
The engine control module (ECM) monitors engine misfiring based on the output pulses from the crankshaft position (CKP)
sensor, counts the number of misfires, and determines which cylinder is misfiring. If a misfire is detected, a DTC is stored.
There are two types of misfire detection.
Type 1 (1 drive cycle): When the number of misfires per 200 engine revolutions reaches the level that damages the three
way catalyst (TWC), a DTC is stored and the MIL blinks. When the misfire ceases, the MIL remains
on steady instead of blinking.
Type 2 (2 drive cycles): When the number of misfires per 1,000 engine revolutions reaches the level that affects exhaust
emissions, a DTC is stored and the MIL illuminates.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None
Duration —
DTC Type One or two drive cycles, MIL ON*

* : See diagnosis details.

Enable Conditions
Condition Minimum Maximum
Engine coolant temperature 14ºF (-10ºC) —

Intake air temperature 14ºF (-10ºC) —

1
500 rpm*
Engine speed 6,000 rpm
750 rpm*2

22 kPa (161 mmHg, 6.4 in.Hg)*1

500 rpm
26 kPa (191 mmHg, 7.6 in.Hg)*2
Stopped —
20 kPa (148 mmHg, 5.9 in.Hg)*1
3,000 rpm
24 kPa (175 mmHg, 6.9 in.Hg)*2

MAP 51 kPa (376 mmHg, 14.8 in.Hg)*1

500 rpm
value Driving 25 kPa (188 mmHg, 7.4 in.Hg)*2
(other than —
lean burn) 30 kPa (220 mmHg, 8.7 in.Hg)*1
3,000 rpm
34 kPa (253 mmHg, 10.0 in.Hg)*2

Driving 500 rpm 51 kPa (376 mmHg, 14.8 in.Hg)*1

—
(lean burn) 2,500 rpm 51 kPa (379 mmHg, 15.0 in.Hg)*1

Fuel feedback Other than during fuel cut-off operation

No active DTCs ECM, MAP, ECT, CKP, TP, IAT, BARO

Abrupt acceleration or deceleration is not allowed

Others
Test-drive on a flat road to avoid misdetection

*1: M/T
*2: CVT

Malfunction Threshold
The number of misfires versus the number of engine revolutions is equal to or greater than the value in the table.

Misfire Type The number of engine revolutions The number of misfires

Misfire Type 1 Per 200 revolutions 20*1, 23*2 - 90*2, 95*1 times**

Misfire Type 2 Per 1,000 revolutions 30*2, 50*1 times

** : Depending on engine speed and load.

Driving Pattern

75 mph
(120 km/h)

3
50 mph 2
Vehicle (80 km/h)
Speed 25 - 75 mph
25 - 55 mph (40 - 120 km/h)
(40 - 88 km/h)
25 mph
(40 km/h)
4
1
Idling
Warm-up 5 min. or more 5 min. or more 5 min. or more

Time

P0301-9650
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 25 - 55 mph (40 - 88 km/h) for at least 5 minutes.
3. To test while driving, drive at a steady speed between 25 - 75 mph (40 - 120 km/h) for at least 5 minutes.
4. To test at idle, stop the vehicle after step 2, and let the engine idle for at least 5 minutes.

• When freeze frame data is stored, drive the vehicle under those conditions instead of Driving Patterns 3 or 4.
• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.
Diagnosis Details
Conditions for illuminating the MIL
Misfire Type 1: Under high rpm or high load conditions: The MIL blinks once per second if a type 1 misfire (catalyst damag-
ing) occurs, and a Temporary DTC is stored. If the type 1 misfire ceases, the MIL goes off. If a type 1 misfire
occurs during the next (second) drive cycle, the MIL blinks at the first misfire occurrence, and the DTC and
the freeze frame data are stored. The MIL remains on steady if the type 1 misfire ceases.
Under normal driving conditions: The MIL blinks once per second if a type 1 misfire occurs the third time,
and a Temporary DTC is stored. If a type 1 misfire occurs during the next (second) drive cycle, the MIL
blinks during the third time of the type 1 misfire occurrence, and the DTC and the freeze frame data are
stored. If the type 1 misfire ceases, the MIL remains on steady.
Misfire Type 2: When a type 2 misfire (emission-related but not severe enough to immediately damage the TWC) occurs
within the first 1,000 crankshaft revolutions of engine start-up, a Temporary DTC is stored.
If a type 2 misfire occurs after the first 1,000 crankshaft revolutions of engine start-up, a Temporary DTC is
stored during the fourth time of the type 2 misfire occurrence.
If a type 2 misfire occurs during the next (second) drive cycle, the MIL comes on and the DTC and the
freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive drive cycles in which the engine conditions
are similar to the first time the malfunction was detected.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0303-2WW0-00
Advanced Diagnostics

DTC P0325: Knock Sensor (KS) Circuit Malfunction

KS

KNOCK
SENSOR
(KS)

ECM
P0325-0001

General Description
The knock sensor is mounted on the cylinder block and detects engine knocking. The vibration caused by knocking are con-
verted into electrical signals through the piezo ceramic element. The engine control module (ECM) controls the ignition tim-
ing based on the electrical signals. If the signal from the knock sensor do not vary for a set time period, the ECM detects a
malfunction and stores a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum

Engine speed 1,700 rpm —

Engine coolant temperature — 140ºF (60ºC)

No active DTCs KS, CKP, TDC, MAP, ECT, CYP, IAT, VTEC System

Malfunction Threshold
No signals from the KS are detected for at least 5 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0325-0WR0-00
Advanced Diagnostics

DTC P0335: Crankshaft Position (CKP) Sensor No Signal

CKP P

CKP M

CRANKSHAFT
POSITION(CKP)
ECM SENSOR

P0335-0001

General Description
The crankshaft position (CKP) sensor consists of a rotor and a pick-up coil that detect rotor position. When the engine starts,
the rotor turns and the magnetic flux in the pick-up coil changes. The changes of magnetic flux are converted into pulsing sig-
nals to the engine control module (ECM). The CKP sensor detects injection/ignition timing for each cylinder and the engine
speed.
If no pulsing signals from the CKP sensor are detected, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration —

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition
State of the engine Running

No active DTCs CKP, TDC

Malfunction Threshold
No CKP signal is detected 37 times in succession.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0335-0WR0-00
Advanced Diagnostics

DTC P0336: Crankshaft Position (CKP) Sensor Intermittent Interruption

CKP P

CKP M

CRANKSHAFT
POSITION(CKP)
ECM SENSOR

P0335-0001

General Description
The crankshaft position (CKP) sensor consists of a rotor and a pick-up coil that detect rotor position. When the engine starts,
the rotor turns and the magnetic flux in the pick-up coil changes. The changes of magnetic flux are converted into pulsing sig-
nals to the engine control module (ECM). The CKP sensor detects injection/ignition timing for each cylinder and the engine
speed.
If an abnormal amount of pulsing signals from the CKP sensor are detected, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration —

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum
Engine speed 500 rpm —

No active DTCs CKP, TDC

Malfunction Threshold
Other than eight CKP signals for each TDC signal are detected 30 times in succession.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0336-0WR0-00
Advanced Diagnostics

DTC P0401: Exhaust Gas Recirculation (EGR) Insufficient Flow

EGR Valve Various

ECM
Position Sensor Sensors

EGR Valve

P0401-9877

Normal Operation System Failure

Open Open
Throttle Valve Throttle Valve

Closed Closed Closed Closed

Open
Open EGR Valve Open EGR Valve
Command Actual Command Actual
Closed Closed Closed

MAP Sensor MAP Sensor

High High

Low Low
Engine Speed
High Engine Speed Normal High Failure

Low Low

P0401-9672
General Description
The exhaust gas recirculation (EGR) system reduces oxides of nitrogen (NOx). NOx is generated by high combustion tem-
peratures. The EGR system lowers peak combustion temperatures by recirculating exhaust gas into the air/fuel mixture, thus
reducing NOx. The manifold absolute pressure (MAP) sensor detects the intake manifold pressure (vacuum) and the engine
control module (ECM) determines if the amount of exhaust gas recirculation is sufficient. When starting to decelerate with the
throttle valve closed, the EGR valve is closed. If the intake manifold pressure changes only slightly while the EGR valve
opens fully and closes again within a specified time period, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence “EGR feedback monitor” is OK

Duration 4 seconds or more

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum
Engine coolant temperature 158ºF (70ºC) —

Engine speed 1,300 rpm 2,700 rpm

MAP value 13 kPa (94 mmHg, 3.8 in.Hg) —

Vehicle speed 30 mph (48 km/h) —

Battery voltage 10.5 V —

Throttle position Fully closed

Fuel feedback During deceleration

ECM, A/F Sensor, A/F Sensor Heater, MAP, CKP, ECT, TP, EGR, BARO, IAC, VSS,
No active DTCs
VTEC System, A/T System*1

Other Test-drive on a flat road

*1: CVT

Malfunction Threshold
The MAP sensor output fluctuates by 2 kPa (20 mmHg, 0.7 in.Hg) or less for at least 4 seconds.
Driving Pattern

75 mph
(120 km/h) 3

55 - 75 mph
50 mph 2
Vehicle (88 - 120 km/h)
(80 km/h) 4
Speed
25 - 55 mph
(40 - 88 km/h)
25 mph
(40 km/h) Deceleration
with Throttle Valve
1 Fully Closed

Warm-up 5 min. or more 5 sec. or more 4 sec. or more

Time

P0401-0050
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 25 - 55 mph (40 - 88 km/h) for at least 5 minutes.
3. Then, drive at a steady speed between 55 - 75 mph (88 - 120 km/h) for at least 5 seconds.
4. Decelerate with the throttle valve fully closed for at least 4 seconds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0401-2WW0-00
Advanced Diagnostics

DTC P0420: Catalyst System Efficiency Below Threshold (M/T)

Secondary HO2S Output Voltage

Rich

Primary Heated
Oxygen Sensor
Lean
Inversion Cycle 1 Inversion Cycle 2
Secondary Heated
Oxygen Sensor
Fuel Correction Factor
Rich

TWC TWC

Three Way Lean

Catalytic Converter
Inversion Cycle = (Inversion Cycle 1 + Inversion Cycle 2) /2

P0420-9871

General Description
The three way catalytic converter (TWC) is installed in the exhaust system. The TWC converts hydrocarbons (HC), carbon
monoxide (CO), and oxides of nitrogen (NOx) in the exhaust gas to water vapor, carbon dioxide (CO2), and dinitrogen (N2)
simultaneously. The TWC adsorbs/releases oxygen during this process. This ability to adsorb oxygen deteriorates as the
TWC performance deteriorates. The TWC performance correlates with the storage capacity for oxygen, so the TWC deterio-
ration can be detected by monitoring the storage capacity for oxygen. Also, the storage capacity for oxygen can be monitored
according to the inversion cycle of the secondary HO2S (Sensor 2) which detects the oxygen content after passing through
the TWC.
The engine control module (ECM) determines fuel feedback control by monitoring the secondary HO2S for a set time period,
and then calculates the average time of the inversion cycle of the secondary HO2S, whose waveform alternates between rich
and lean. This inversion cycle varies by the amount of the exhaust gas entering into the TWC and needs to be regulated by
the OSC INDEX (Oxygen Storage Capacity INDEX):
OSC INDEX = The inversion cycle of the secondary HO2S x (times) the amount of exhaust gas during calculation of
the inversion cycle.
The ECM calculates the moving average of six drive cycles and compares it to the predetermined threshold in the ECM. If
the latest moving average is cleared by resetting the ECM, each threshold is applied according to the number of drive cycles
until the moving average of six drive cycles is evaluated. If the calculated value is less than the threshold, the TWC perfor-
mance is considered to be deteriorated and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence After judged OK for the secondary HO2S

Duration 6 seconds or more
DTC Type Two drive cycles, MIL ON
Enable Conditions
Condition Minimum Maximum

Engine coolant temperature 158ºF (70ºC) —

Intake air temperature -14ºF (-25ºC) —

Engine speed 1,300 rpm 2,700 rpm

MAP value 26 kPa (191 mmHg, 7.6 in.Hg) 90 kPa (680 mmHg, 26.7 in.Hg)

Vehicle speed 30 mph (48 km/h) —

Fuel trim 0.65 1.4

Fuel feedback Closed loop control at stoichiometric ratio

Monitoring priority EVAP, A/F Sensor

ECM, A/F Sensor, A/F Sensor Heater, Secondary HO2S, Secondary HO2S Heater,
No active DTCs
MAP, ECT, TP, IAT, EGR, VSS, VTEC System, Fuel System

Other The TWC temperature is high enough

Malfunction Threshold
OSC INDEX is the value shown in the table or less.

The number of detections OSC INDEX

1 time 3,828

2 times 3,458

3 times 3,284

4 times 3,189

5 times 3,116

6 times or more 3,064

Driving Pattern

75 mph
(120 km/h)

50 mph 3
Vehicle (80 km/h) 2
Speed
30 - 75 mph
35 - 55 mph (48 - 120 km/h )
25 mph (56 - 88 km/h)
(40 km/h)

1
Warm-up 5 min. or more 6 sec. or more

Time

P0420-0154
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 35 - 55 mph (56 - 88 km/h) for at least 5 minutes.
3. Then, drive immediately at a steady speed between 30 - 75 mph (48 - 120 km/h) for at least 6 seconds.

• If the EVAP monitor runs instead of the HO2S monitor, turn the engine off, then restart it, and the HO2S monitor will restart.
• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0420-2WW1-00
Advanced Diagnostics

DTC P0420: Catalyst System Efficiency Below Threshold (CVT)

Normal Catalytic Deteriorated Catalytic

75 mph 3 75 mph 3

Secondary HO2S (V)

Secondary HO2S (V)
(120 km/h) Vehicle Speed (120 km/h) Vehicle Speed
2.5 2.5
Vehicle Speed

Vehicle Speed
50 mph 2 50 mph 2
(80 km/h) (80 km/h) Secondary HO2S Target 1.5
1.5
Secondary HO2S
25 mph Secondary HO2S Output 1 25 mph Output 1
(40 km/h) (40 km/h)
0.5 0.5
Secondary HO2S Target
0 0 0 0
0 50 100 150 200 0 50 100 150 200

Time (sec) Time (sec)

Set Time Period Set Time Period

Malfunction Threshold Malfunction Threshold
SIGSQRLS

SIGSQRLS
CSIGSQR

CSIGSQR
SIGSQRLS SIGSQRLS

CSIGSQR (time) CSIGSQR (time)

Normal
Failure

P0420-0071

General Description
The three way catalytic converter (TWC) converts hydrocarbons (HC), carbon monoxide (CO), and oxides of nitrogen (NOx)
in the exhaust gas to water vapor, carbon dioxide (CO2), and dinitrogen (N2).
The TWC efficiency does not depend on the engine conditions or the deterioration level of the TWC. It can be optimized by
stabilizing the secondary HO2S output.
If the TWC deteriorates, the air/fuel ratio downstream (the secondary HO2S output) often differs from the target secondary
HO2S output, and the status is represented by the parameter (SIGSQRLS).
Therefore, if the SIGSQRLS exceeds a specified value for a set time period, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence After judged OK for the secondary HO2S

Duration 50 seconds or more
DTC Type Two drive cycles, MIL ON
Enable Conditions
Condition Minimum Maximum

Engine coolant temperature 158ºF (70ºC) —

Intake air temperature -15ºF (-25ºC) —

Engine speed 1,200 rpm 2,700 rpm

MAP value 26 kPa (191 mmHg, 7.5 in.Hg) 90 kPa (680 mmHg, 26.7 in.Hg)

Vehicle speed 4 mph (5 km/h) —

Fuel trim 0.65 1.40

Fuel feedback Closed loop control at stoichiometric ratio

ECM, A/F Sensor, A/F Sensor Heater, Secondary HO2S, Secondary HO2S Heater,
No active DTCs
MAP, ECT, TP, IAT, EGR, VSS, VTEC System, Fuel System

The TWC temperature is high enough

Others
Other than when there is excessive vapor generation (fuel level is 40 - 80%)

Malfunction Threshold
The number of detections is 200 or more.
Driving Pattern

75 mph
(120 km/h)
2

50 - 75 mph 4
Vehicle 50 mph (80 - 120 km/h) 3
Speed (80 km/h) 55 mph
(88 km/h)
Deceleration
25 mph with Throttle Valve
(40 km/h) Fully Closed

1
Warm-up 5 min. or more 6 sec. or more 5 min. or more

Time

P0420-0054
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 50 - 75 mph (88 - 120 km/h) for at least 5 minutes.
3. Decelerate with the throttle valve fully closed for at least 6 seconds.
4. Set a vehicle speed of 55 mph (88 km/h) with the cruise control, and drive for at least 5 minutes.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0420-1WV2-00
Advanced Diagnostics

DTC P0451: Fuel Tank Pressure (FTP) Sensor Range/Performance Problem

VCC

PTANK

SG

FUEL TANK PRESSURE

(FTP) SENSOR
ECM
P0452-9603

Fuel Tank Pressure (FTP) Sensor Output Voltage

5
Sensor Voltage (V)

2.5

0 0
Fuel Tank Pressure

P0452-9672

Normal Operation Failure Operation (Noise)

+ + Fuel Tank Pressure Sensor Output

Fuel Tank Pressure Sensor Output

0 0

inHg inHg

A set time period

- -

Time Time

P0451-0071
General Description
The fuel tank pressure (FTP) sensor is installed between the evaporative emission (EVAP) two way valve and the EVAP
bypass solenoid valve. The FTP sensor is used to detect leaks in the EVAP system.
The engine control module (ECM) monitors the FTP sensor output voltage. The FTP sensor output voltage rises as the fuel
tank pressure increases. Conversely, the FTP sensor output voltage drops as the fuel tank pressure decreases.
Rapid changes in the FTP sensor output voltage due to electrical noise or an intermittent open during the EVAP leak detec-
tion may cause an incorrect leak detection, so abnormal output is monitored.
If the FTP sensor output voltage changes a specified number of times or more within a set time period, the ECM detects a
malfunction and stores a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle
Sequence None

Duration 17 seconds or more

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum

Elapsed time after starting the engine 2 seconds —

Initial engine coolant temperature — 95ºF (35ºC)

No active DTCs ECM, ECT, FTP, TP*1, VSS, A/T System*2

Other At idle

*1: M/T
*2: CVT

Malfunction Threshold
The FTP sensor output fluctuates by ±0.3 kPa (±2 mmHg, ±0.1 in.Hg) or more five times within 3 seconds.

Driving Pattern
Start the engine at an engine coolant temperature as specified under Enable Conditions, and let it idle.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle with the ECT at engine start-up within the specified temperature
range, a Temporary DTC is stored in the ECM memory. If the malfunction recurs during the next (second) drive cycle with the
ECT at engine start-up within the specified temperature range, the MIL comes on and the DTC and the freeze frame data are
stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0451-2WW0-00
Advanced Diagnostics

DTC P0452: Fuel Tank Pressure (FTP) Sensor Circuit Low Voltage

VCC

PTANK

SG

FUEL TANK PRESSURE

(FTP) SENSOR
ECM

P0452-9603

Fuel Tank Pressure (FTP) Sensor Output Voltage

5
Sensor Voltage (V)

2.5

0 0
Fuel Tank Pressure

P0452-9672

Normal Operation Failure Operation

+ +
Two Way Valve Control Value (High Side)
Fuel Tank
Fuel Tank

Pressure
Pressure

0 Sensor Signal 0

Two Way Valve Control Value (Low Side) Threshold (Low)

- -

Sensor Signal

P0452-9671
General Description
The fuel tank pressure (FTP) sensor is installed between the evaporative emission (EVAP) two way valve and the EVAP
bypass solenoid valve. The FTP sensor is used to detect leaks in the EVAP system.
The engine control module (ECM) monitors the FTP sensor output voltage. The FTP sensor output voltage rises as the fuel
tank pressure increases. Conversely, the FTP sensor output voltage drops as the fuel tank pressure decreases. If the FTP
sensor output voltage does not reach a target value within a set time after starting the engine in a cold condition, the ECM
detects a malfunction and stores a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle
Sequence None

Duration 7 seconds or more

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum

Elapsed time after starting the

2 seconds —
engine
Initial engine coolant temperature — 95ºF (35ºC)

No active DTCs ECM, ECT

Malfunction Threshold
The output from the fuel tank pressure sensor is less than -8 kPa (-55 mmHg, -2.2 in.Hg) for at least 7 seconds.

Driving Pattern
Start the engine at an engine coolant temperature as specified under Enable Conditions, and let it idle.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle with the ECT at engine start-up within the specified temperature
range, a Temporary DTC is stored in the ECM memory. If the malfunction recurs during the next (second) drive cycle with the
ECT at engine start-up within the specified temperature range, the MIL comes on and the DTC and the freeze frame data are
stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0452-0WR0-00
Advanced Diagnostics

DTC P0453: Fuel Tank Pressure (FTP) Sensor Circuit High Voltage

VCC

PTANK

SG

FUEL TANK PRESSURE

(FTP) SENSOR
ECM

P0452-9603

Fuel Tank Pressure (FTP) Sensor Output Voltage

5
Sensor Voltage (V)

2.5

0 0
Fuel Tank Pressure

P0452-9672

Normal Operation Failure Operation

Sensor Signal

+ +
Two Way Valve Control Value (High Side) Threshold (High)
Fuel Tank
Fuel Tank

Pressure
Pressure

0 Sensor Signal 0

Two Way Valve Control Value (Low Side)

- -

Time Time

P0453-9671
General Description
The fuel tank pressure (FTP) sensor is installed between the evaporative emission (EVAP) two way valve and the EVAP
bypass solenoid valve. The FTP sensor is used to detect leaks in the EVAP system.
The engine control module (ECM) monitors the FTP sensor output voltage. The FTP sensor output voltage rises as the fuel
tank pressure increases. Conversely, the FTP sensor output voltage drops as the fuel tank pressure decreases. If the FTP
sensor output voltage is higher than a target value within a set time after starting the engine in a cold condition, the ECM
detects a malfunction and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle
Sequence None

Duration 7 seconds or more

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum

Elapsed time after starting the

2 seconds —
engine
Initial engine coolant temperature — 95ºF (35ºC)

No active DTCs ECM, ECT

Malfunction Threshold
The output from the fuel tank pressure sensor is higher than 8 kPa (55 mmHg, 2.2 in.Hg) for at least 7 seconds.

Driving Pattern
Start the engine at an engine coolant temperature as specified under Enable Conditions, and let it idle.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle with the ECT at engine start-up within the specified temperature
range, a Temporary DTC is stored in the ECM memory. If the malfunction recurs during the next (second) drive cycle with the
ECT at engine start-up within the specified temperature range, the MIL comes on and the DTC and the freeze frame data are
stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0453-0WR0-00
Advanced Diagnostics

DTC P0500: Vehicle Speed Sensor (VSS) Circuit Malfunction

IG 1
+B

IGNITION
SWITCH

VSS

VEHICLE SPEED
ECM SENSOR

P0500-9601

General Description
The vehicle speed sensor (VSS) is attached to the transmission housing. The VSS outputs a pulsing signal for every revolu-
tion of the differential gear via the speedometer gear. The engine control module (ECM) determines the vehicle speed based
on the frequency of these signals. If there is a loss of VSS signals to the ECM, the ECM detects a malfunction. If an open, a
temporary open, or a short to ground causes a malfunction, a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 5 seconds

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum
Engine speed — 2,500 rpm

Battery voltage 10.05 V —

Engine condition During fuel cut-off operation for deceleration
No active DTCs VSS

Malfunction Threshold
The VSS signal stops for 5 seconds or more while the vehicle is being driven.
However, the failure detection speed is 2,500 rpm or less to avoid misdetection during fuel cut-off operation at high speed.
Driving Pattern
1. Start the engine. Hold the engine at 3,000 rpm with no load (in neutral) until the radiator fan comes on, then let it idle.
2. Drive the vehicle and accelerate once, then close the throttle fully and keep decelerating at a speed of 2,500 rpm or less
for at least 5 seconds

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0500-0WR0-00
Advanced Diagnostics

DTC P0505: Idle Control System Malfunction

VARIOUS SENSORS ECM

From IAC VALVE ENGINE

PGM-FI
MAI N COOLANT
RELAY

FAST
IDLE
THERMO
ENGINE VALVE
COOLANT

P0505-9971

Normal Operation System Failure (Too High)

Actual Idle Speed
High Threshold (High) High
Idle Speed
(rpm)

Threshold (High)
Idle Speed
(rpm)

Target Idle Speed

Threshold (Low) Threshold (Low)
Actual Idle Speed
Target Idle Speed Low
Low Time
Time
System Failure (Too Low)

High Threshold (High)

Idle Speed
(rpm)

Threshold (Low) Target Idle Speed

Actual Idle Speed

Low
Time

P0505-9671
General Description
A target idle speed that meets the engine operating conditions (coolant temperature, A/C ON or OFF, etc.) is stored in the
engine control module (ECM). The ECM monitors and controls the idle speed so that the actual idle speed is equal to the tar-
get idle speed. If the actual idle speed varies beyond a specified value from the target speed (too low/high) over a certain
period of time, the ECM detects a malfunction in the idle speed control system and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Under the Enable Conditions

Sequence None
Duration 20 seconds or more
DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum

Elapsed time after starting the

15 seconds —
engine
Engine coolant temperature 158ºF (70ºC) —

Intake air temperature 20ºF (-7ºC) —

Atmospheric pressure*1 67 kPa (500 mmHg, 20.0 in.Hg) —

Fuel trim 0.63 1.35

Battery voltage 10.6 V —

Fuel feedback Closed loop

Throttle position Fully closed

ECM, MAP, ECT, TP, IAT, EGR, BARO, IAC, VSS, VTEC System, A/T System*1,
No active DTCs
Fuel System

At idle
Others
The engine is under no load

*1: CVT

Malfunction Threshold
The actual idle speed is at least 200 rpm greater than or 100 rpm less than the target idle speed for at least 20 seconds.

Driving Pattern
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Let the engine idle for at least 20 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0505-2WW0-00
Advanced Diagnostics

DTC P0560: ECM Back-up Circuit Low Voltage

VBU
5V
BATTERY

ECM

P0560-0101

General Description
The engine control module (ECM) constantly draws power for the memory to make back-up copies of data such as DTCs,
and the freeze frame data. If there is an open or a short in the power supply circuit for backing up the ECM, the data stored in
the memory is erased when the ignition switch is turned off.
If the VBU voltage is a set value or less for a specified time period, the ECM detects a malfunction and stores a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum

Engine speed 300 rpm —

Battery voltage
10.5 V —
(IGP terminal of the ECM)

No active DTCs ECM Back-up System

Malfunction Threshold
The back-up power supply voltage (at the VBU terminal of the ECM) is 6.0 V or less for at least 2 seconds when the battery
voltage (at the IGP terminal of the ECM) is 10.5 V or more after start-up.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0560-1WV0-00
Advanced Diagnostics

DTC P0700: Automatic Transaxle System

TMA

TMB

ECM

TCM

P1655-9601

General Description
This DTC is used to determine if a malfunction is on the engine side or the A/T side when checking with the HDS. When a
device on the A/T side malfunctions, the transmission control module (TCM) signals the engine control module (ECM) to turn
on the MIL. If the ECM receives a signal from the TCM to turn on the MIL, the MIL is turned on and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration —

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition
Ignition switch ON

No active DTCs A/T System

Malfunction Threshold
It depends on the “Enable Conditions” on A/T side.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs. The MIL,
the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the battery.

P0700-1WV0-00
Advanced Diagnostics

DTC P0725: Engine Speed Input Circuit Malfunction

NEP IGNITION
COIL

LG 1

LG 2

TCM

P0725-0101

General Description
The transmission control module (TCM) converts the engine ignition signal into an engine speed signal. The CVT drive pulley
speed sensor detects the number of revolutions of the gear on the drive pulley and outputs a pulsing signal to the TCM. The
TCM converts the pulsing signal into the drive pulley speed. If the engine speed is lower than the value estimated based on
the drive pulley speed when the shift lever is in D, L, or R position, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Under the Enable Conditions
Sequence None

Duration 15 seconds
DTC Type One drive cycle, MIL ON, D indicator blinks

Enable Conditions
Condition Minimum Maximum
600 rpm*
Drive pulley speed —
300 rpm**
Shift lever position D, L, or R

* : When the shift lever is in D or L position.

** : When the shift lever is in R position.

Malfunction Threshold
The drive pulley speed > the engine speed estimated by the TCM by a factor of 1.8 for at least 15 seconds.
Driving Pattern
Start the engine. Hold the engine at 600 rpm or more in D position for at least 15 seconds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and the
A/C.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P0725-CNE1-00
Advanced Diagnostics

DTC P1106: Barometric Pressure (BARO) Sensor Range/Performance Problem

Barometric Pressure (BARO) Sensor Output Voltage

5
Sensor Voltage (V)

2.5

0 Low High
(High Altitude) (Low Altitude)
Barometric Pressure

P1106-9671

NormaI Operation System Failure

BARO Sensor Output

High High
Pressure

Pressure

MAP Sensor Output

Low Low

Small Difference Big Difference

Open Open
Throttle Position

Throttle Position

Throttle Position

Low Limit

Closed Time Closed Time

P1106-9771

General Description
The barometric pressure (BARO) sensor is built into the engine control module (ECM) and monitors atmospheric pressure.
When the throttle valve is wide open, the manifold absolute pressure (MAP) sensor output is nearly equal to the BARO sen-
sor output. Making use of this characteristic, a malfunction can be detected in the BARO sensor output.
If the throttle position is beyond a value stored in the ECM that is used to detect “wide-open throttle,” and if the difference
between the MAP sensor output and the BARO sensor output is equal to or greater than a set value, a malfunction in the
BARO sensor output is detected and a DTC is stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Once per driving cycle
Sequence None

Duration 3 seconds or more

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum

1,000 rpm 13.4º

Throttle position —
3,000 rpm 25.6º
ECM, MAP, ECT, TP, EGR, BARO, IAC, VSS, VTEC System, Fuel System,
No active DTCs
A/T System*1

*1: CVT

Malfunction Threshold
The difference between the BARO sensor output and the MAP sensor output is 21 kPa (153 mmHg, 6.1 in.Hg) or more for at
least 3 seconds.

Driving Pattern
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle with the specified throttle position for at least 3 seconds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P1106-1WV0-00
Advanced Diagnostics

DTC P1107: Barometric Pressure (BARO) Sensor Circuit Low Voltage

VCC

MAP

SG
BARO
SENSOR MAP SENSOR

ECM

P1106-9701

Barometric Pressure (BARO) Sensor Output Voltage

5
Sensor Voltage (V)

2.5

0 Low High
(High Altitude) (Low Altitude)
Barometric Pressure

P1106-9671

General Description
The barometric pressure (BARO) sensor is built into the engine control module (ECM) and monitors atmospheric pressure.
The ECM estimates appropriate intake airflow from the manifold absolute pressure (MAP) sensor output voltage and BARO
sensor output voltage. If the BARO sensor output voltage is a specified value or less, the ECM detects a malfunction and a
DTC is stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition

Ignition switch ON
No active DTCs BARO

Malfunction Threshold
The output voltage from the BARO sensor is 1.58 V or less for at least 2 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1107-0WR0-00
Advanced Diagnostics

DTC P1108: Barometric Pressure (BARO) Sensor Circuit High Voltage

VCC

MAP

SG
BARO
SENSOR MAP SENSOR

ECM

P1106-9701

Barometric Pressure (BARO) Sensor Output Voltage

5
Sensor Voltage (V)

2.5

0 Low High
(High Altitude) (Low Altitude)
Barometric Pressure

P1106-9671

General Description
The barometric pressure (BARO) sensor is built into the engine control module (ECM) and monitors atmospheric pressure.
The ECM estimates appropriate intake airflow from the manifold absolute pressure (MAP) sensor output voltage and BARO
sensor output voltage. If the BARO sensor output voltage is a specified value or more, the ECM detects a malfunction and a
DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None
Duration 2 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition
Ignition switch ON

No active DTCs BARO

Malfunction Threshold
The output voltage from the BARO sensor is 4.5 V or more for at least 2 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1108-0WR0-00
Advanced Diagnostics

DTC P1121: Throttle Position (TP) Sensor Lower Than Expected

Throttle Position (TP) Sensor Output Voltage

5
Sensor Voltage (V)

2.5

0.5

0 Idle Wide Open Throttle

Throttle Opening

P0122-9672

Normal Operation System Failure: Low Voltage

Throttle Position Sensor Output Throttle Position Sensor Output

Open Open
Throttle Position
Throttle Position

P1122 Threshold

P1121 Threshold P1121 Threshold

Closed Closed

MAP Sensor Output MAP Sensor Output

High High
P1121 Low Limit P1121 Low Limit
Pressure

Pressure

P1122 High Limit

Low Low

P1121-9771

General Description
The throttle position (TP) sensor detects the position of the throttle valve. When the throttle valve is open (low-vacuum), the
manifold absolute pressure (MAP) sensor outputs a high MAP value, and when the throttle valve is closed (high-vacuum), it
outputs a low MAP value.
If the TP sensor detects a throttle position that is less than the set value when the MAP sensor outputs a higher MAP value
(higher pressure) than the set value, a malfunction is detected and a DTC is stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Once per driving cycle
Sequence None

Duration 2 seconds or more

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum

Engine coolant temperature 158ºF (70ºC) —

Engine speed 1,300 rpm 5,500 rpm
Vehicle speed 15 mph (24 km/h) —

83 kPa (620 mmHg, 24.5 in.Hg)*

MAP value —
50 kPa (370 mmHg, 14.6 in.Hg)**

ECM, MAP, ECT, TP, EGR, BARO, IAC, VSS, VTEC System, Fuel System,
No active DTCs
A/T System*1

* : Atmospheric pressure is 101 kPa (760 mmHg, 29.9 in.Hg).

** : Atmospheric pressure is 61 kPa (460 mmHg, 18.1 in.Hg).
*1: CVT

Malfunction Threshold
The throttle position is 3.2º or less at 1,300 rpm, or 9.5º or less at 3,000 rpm, for at least 2 seconds.

Driving Pattern
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a steady speed between 15 - 75 mph (25 - 120 km/h) (the set MAP value or more) for at least 2 sec-
onds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P1121-2WW0-00
Advanced Diagnostics

DTC P1122: Throttle Position (TP) Sensor Higher Than Expected

Throttle Position (TP) Sensor Output Voltage

5
Sensor Voltage (V)

2.5

0.5

0 Idle Wide Open Throttle

Throttle Opening

P0122-9672

Normal Operation System Failure: High Voltage

Throttle Position Sensor Output Throttle Position Sensor Output

Open Open
Throttle Position
Throttle Position

P1122 Threshold P1122 Threshold

P1121 Threshold

Closed Closed

MAP Sensor Output MAP Sensor Output

High High
P1121 Low Limit
Pressure

Pressure

P1122 High Limit

P1122 High Limit

Low Low

P1122-9771

General Description
The throttle position (TP) sensor detects the position of the throttle valve. When the throttle valve is open (low-vacuum), the
manifold absolute pressure (MAP) sensor outputs a high MAP value, and when the throttle valve is closed (high-vacuum), it
outputs a low MAP value.
If the TP sensor detects a throttle position that is more than the set value when the MAP sensor outputs a lower MAP value
(lower pressure) than the set value, a malfunction is detected and a DTC is stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Once per driving cycle
Sequence None

Duration 2 seconds or more

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum

Engine coolant temperature 158ºF (70ºC) —

Engine speed 1,300 rpm 5,500 rpm
Vehicle speed 15 mph (24 km/h) —

34 kPa (260 mmHg, 10.2 in.Hg)*

MAP value —
26 kPa (199 mmHg, 7.8 in.Hg)**

ECM, MAP, ECT, TP, EGR, BARO, IAC, VSS, VTEC System, Fuel System,
No active DTCs
A/T System*1

* : Atmospheric pressure is 77 kPa (578 mmHg, 22.8 in.Hg).

** : Atmospheric pressure is 61 kPa (460 mmHg, 18.1 in.Hg).
*1: CVT

Malfunction Threshold
The throttle position is 10.2º or more at 1,300 rpm, or 17.3º or more at 3,000 rpm, for at least 2 seconds.

Driving Pattern
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a steady speed between 15 - 75 mph (25 - 120 km/h) (the set MAP value or less) for at least 2 sec-
onds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P1122-2WW0-00
Advanced Diagnostics

DTC P1128: Manifold Absolute Pressure (MAP) Sensor Lower Than Expected

Manifold Absolute Pressure (MAP) Sensor Output Voltage

High
Sensor Voltage (V)

Low

Low High
Manifold Absolute Pressure

P0107-9671

Normal Operation System Failure: Low Voltage

MAP Sensor Output MAP Sensor Output

High High
P1128 Threshold P1128 Threshold
Pressure

Pressure

P1129 Threshold

Low Low

Throttle Position Sensor Output Throttle Position Sensor Output

Open Open
Throttle Position
Throttle Position

P1128 Low Limit P1128 Low Limit

P1129 High Limit

Closed Closed

P1128-9771
General Description
The manifold absolute pressure (MAP) sensor senses manifold absolute pressure (vacuum) and converts it into electrical
signals. The MAP sensor outputs low signal voltage at high-vacuum (idling) and high signal voltage at low-vacuum (throttle
valve wide open).
The engine control module (ECM) compares a predetermined MAP value at a given throttle position and manifold absolute
pressure to the output voltage value of the MAP sensor.
If the MAP sensor outputs lower voltage than expected, the ECM detects a malfunction and stores a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence None

Duration 2 seconds or more

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum
Engine coolant temperature 158ºF (70ºC) —

Engine speed 1,300 rpm 5,500 rpm

Vehicle speed 15 mph (24 km/h) —

1,300 rpm 10.4º

Throttle position —
3,000 rpm 18.9º

ECM, MAP, ECT, TP, EGR, BARO, IAC, VSS, VTEC System, Fuel System, A/T
No active DTCs
System*1

*1: CVT

Malfunction Threshold
• The MAP sensor output is 54 kPa (406 mmHg, 15.9 in.Hg) or less for at least 2 seconds when atmospheric pressure is 101
kPa (760 mmHg, 29.9 in.Hg).
• The MAP sensor output is 30 kPa (226 mmHg, 8.8 in.Hg) or less for at least 2 seconds when atmospheric pressure is 61
kPa (460 mmHg, 18.1 in.Hg).

Driving Pattern
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 15 - 75 mph (24 - 120 km/h) with the specified throttle position for at least 2 seconds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P1128-2WW0-00
Advanced Diagnostics

DTC P1129: Manifold Absolute Pressure (MAP) Sensor Higher Than Expected

Manifold Absolute Pressure (MAP) Sensor Output Voltage

High
Sensor Voltage (V)

Low

Low High
Manifold Absolute Pressure

P0107-9671

Normal Operation System Failure: High Voltage

MAP Sensor Output MAP Sensor Output

High High
P1128 Threshold
Pressure

Pressure

P1129 Threshold P1129 Threshold

Low Low

Throttle Position Sensor Output Throttle Position Sensor Output

Open Open
Throttle Position

Throttle Position

P1128 Low Limit

P1129 High Limit P1129 Low Limit

Closed Closed

P1129-9771
General Description
The manifold absolute pressure (MAP) sensor senses manifold absolute pressure (vacuum) and converts it into electrical
signals. The MAP sensor outputs low signal voltage at high-vacuum (throttle valve closed) and high signal voltage at low-
vacuum (throttle valve wide open).
The engine control module (ECM) compares a predetermined MAP value at a given throttle position and manifold absolute
pressure to the output voltage value of the MAP sensor.
If the MAP sensor outputs high voltage during fuel cut-off operation for deceleration with the throttle valve fully closed, which
should make the manifold absolute pressure lower, the ECM detects a malfunction and stores a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle
Sequence None

Duration 2 seconds or more

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum

Engine coolant temperature 158ºF (70ºC) —

Engine speed 1,300 rpm 5,500 rpm

Vehicle speed 15 mph (24 km/h) —

Fuel feedback During deceleration

Throttle position Fully closed

No active DTCs ECM, MAP, ECT, TP, EGR, IAC, VSS, VTEC System, Fuel System, A/T System*1

*1: CVT

Malfunction Threshold
The MAP sensor output is 44 kPa (325 mmHg, 12.8 in.Hg) or more for at least 2 seconds.
Driving Pattern

75 mph
(120 km/h) 2

55 - 75 mph
50 mph (88 - 120 km/h )
Vehicle (80 km/h) 3
Speed

25 mph Deceleration
(40 km/h) with Throttle Valve
Fully Closed
1

Warm-up 10 sec. or more 2 sec. or more

Time

P1129-0050
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a steady speed between 55 - 75 mph (88 - 120 km/h) for at least 10 seconds.
3. Then, decelerate with the throttle valve fully closed for at least 2 seconds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P1129-2WW0-00
Advanced Diagnostics

DTC P1130: Demand for Changing Both Secondary Heated Oxygen Sensor
(Secondary HO2S) (Sensor 2) and Third Heated Oxygen Sensor (Third HO2S)
(Sensor 3) (M/T)

SHO2S

SO2SHTC IG 1
+B

SECONDARY HO2S IGNITION

(SENSOR 2) SWITCH

THO2S

SG

TO2SHTC

THIRD HO2S
(SENSOR 3)

ECM
P1130-0202

General Description
To prevent a difference in response characteristics from causing false DTCs, both the secondary heated oxygen sensor
(HO2S) and the third HO2S must be replaced simultaneously. If a malfunction that is related to the secondary HO2S or the
third HO2S (deterioration, a faulty heater) is detected, the DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle*1, Continuous*2
Sequence None
Duration —
DTC Type One drive cycle*2 or Two drive cycles*1, MIL ON

*1: Secondary HO2S, Third HO2S

*2: Secondary HO2S heater, Third HO2S heater
Enable Conditions
Condition
Refer to Enable Conditions for these malfunctions: the secondary HO2S, the third
Other
HO2S, the secondary HO2S heater and the third HO2S heater

Malfunction Threshold
Refer to Malfunction Threshold for these malfunctions: the secondary HO2S, the third HO2S, the secondary HO2S heater,
and the third HO2S heater.

Driving Pattern
Refer to Driving Patterns for the secondary HO2S (P0137, P0138, P0139) and the third HO2S (P0143, P0144, P0145).

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1130-2WW0-00
Advanced Diagnostics

DTC P1157: Air/Fuel Ratio (A/F) Sensor (Sensor 1) Circuit High Voltage

AIR/FUEL RATIO SENSOR

(SENSOR 1)

PHO2S +

PHO2S -

PO2SHTC

BATTERY

PO2SHTC +

PO2SHTCR IG 1
+B
AIR/FUEL RATIO IGNITION
SENSOR RELAY SWITCH
ECM
P1149-0101

General Description
The air/fuel ratio (A/F) sensor (Sensor 1) is installed in the exhaust system and detects oxygen content in the exhaust gas.
The A/F sensor outputs voltage to the engine control module (ECM). A heater for the sensor element is embedded in the A/F
sensor (Sensor 1). When activated, it heats the sensor to stabilize and speed the detection of oxygen content by controlling
current flow through the heater. The current diminishes as the voltage applied to the element electrode reaches a certain
range because the amount of oxygen that passes through the diffusion layer is limited. The current is proportional to the oxy-
gen content in the exhaust gas, so the air/fuel ratio is detected by the measurement of the current. The ECM compares the
set target air/fuel ratio to the detected air/fuel ratio and adjusts the fuel injection duration.
If the A/F sensor (Sensor 1) voltage is low, the air/fuel ratio is lean, and the ECM uses A/F feedback control to issue a Rich
command. If the A/F sensor (Sensor 1) voltage is high, the air/fuel ratio is rich, and the ECM uses A/F feedback control to
issue a Lean command.
If the element is not activated for a set time period when the power is drawn by the A/F sensor (Sensor 1) heater, a malfunc-
tion is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence None

Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum

Elapsed time after starting the

60 seconds —
engine

Engine coolant temperature 41ºF (5ºC) —

Battery voltage 9.5 V 16.0 V

No active DTCs A/F Sensor (Sensor 1), A/F Sensor Heater (Sensor 1)

Malfunction Threshold
The A/F sensor (Sensor 1) heater power is 25 W or more and the element resistance is 250 Ω or more for at least 5 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1157-1WV0-00
Advanced Diagnostics

DTC P1158: Air/Fuel Ratio (A/F) Sensor (Sensor 1) PHO2S - Circuit Low Voltage

AIR/FUEL RATIO SENSOR

(SENSOR 1)

PHO2S +

PHO2S -

PO2SHTC

BATTERY

PO2SHTC +

PO2SHTCR IG 1
+B
AIR/FUEL RATIO IGNITION
SENSOR RELAY SWITCH
ECM
P1149-0101

General Description
The air/fuel ratio (A/F) sensor (Sensor 1) is installed in the exhaust system and detects oxygen content in the exhaust gas.
The A/F sensor outputs voltage to the engine control module (ECM). A heater for the sensor element is embedded in the A/F
sensor (Sensor 1). When activated, it heats the sensor to stabilize and speed the detection of oxygen content by controlling
current flow through the heater. The current diminishes as the voltage applied to the element reaches a certain range
because the amount of oxygen that passes through the diffusion layer is limited. The current is proportional to oxygen con-
tent in the exhaust gas, so the air/fuel ratio is detected by the measurement of the current. The ECM compares the set target
air/fuel ratio with the detected air/fuel ratio and adjusts the fuel injection duration.
If the A/F sensor (Sensor 1) voltage is low, the air/fuel ratio is lean, and the ECM uses A/F feedback control to issue a Rich
command. If the A/F sensor (Sensor 1) voltage is high, the air/fuel ratio is rich, and the ECM uses A/F feedback control to
issue a Lean command.
If the voltage at the ECM terminal is a set value for a specified time period, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 3.9 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum

Engine coolant temperature 41ºF (5ºC) —

Battery voltage 9.5 V 16.0 V

State of the engine Running

No active DTCs A/F Sensor (Sensor 1), A/F Sensor Heater (Sensor 1)

Malfunction Threshold
The voltage at the AFS- terminal is 0.3 V or less for at least 3.9 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1158-2WW0-00
Advanced Diagnostics

DTC P1159: Air/Fuel Ratio (A/F) Sensor (Sensor 1) PHO2S + Circuit Low Voltage

AIR/FUEL RATIO SENSOR

(SENSOR 1)

PHO2S +

PHO2S -

PO2SHTC

BATTERY

PO2SHTC +

PO2SHTCR IG 1
+B
AIR/FUEL RATIO IGNITION
SENSOR RELAY SWITCH
ECM
P1149-0101

General Description
The air/fuel ratio (A/F) sensor (Sensor 1) is installed in the exhaust system and detects oxygen content in the exhaust gas.
The A/F sensor outputs voltage to the engine control module (ECM). A heater for the sensor element is embedded in the A/F
sensor (Sensor 1). When activated, it heats the sensor to stabilize and speed the detection of oxygen content by controlling
current flow through the heater. The current diminishes as the voltage applied to the element reaches a certain range
because the amount of oxygen that passes through the diffusion layer is limited. The current is proportional to oxygen con-
tent in the exhaust gas, so the air/fuel ratio is detected by the measurement of the current. The ECM compares the set target
air/fuel ratio with the detected air/fuel ratio and adjusts the fuel injection duration.
If the A/F sensor (Sensor 1) voltage is low, the air/fuel ratio is lean, and the ECM uses A/F feedback control to issue a Rich
command. If the A/F sensor (Sensor 1) voltage is high, the air/fuel ratio is rich, and the ECM uses A/F feedback control to
issue a Lean command.
If the voltage at the ECM terminal is a set value for a specified time period, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 3.9 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum

Engine coolant temperature 41ºF (5ºC) —

Battery voltage 9.5 V 16.0 V

State of the engine Running

No active DTCs A/F Sensor (Sensor 1), A/F Sensor Heater (Sensor 1)

Malfunction Threshold
The voltage at the AFS+ terminal is 0.4 V or less for at least 3.9 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1159-2WW0-00
Advanced Diagnostics

DTC P1163: Air/Fuel Ratio (A/F) Sensor (Sensor 1) Slow Response

A/F Sensor Output Voltage

Normal

Deteriorated
Response

Normal Deteriorated Response

A/F Sensor Output Voltage

Feedback coefficient

Normal inversion cycle Inversion cycle

at the time of deterioration

P1163-9871

General Description
The air/fuel ratio (A/F) sensor has a linear signal output in relation to the oxygen concentration. The engine control module
(ECM) computes the air/fuel ratio from A/F sensor output voltage and uses the fuel feedback control to improve exhaust
emissions. The ECM measures the inversion cycle of the A/F sensor output voltage during closed loop control of the stoichi-
ometric ratio, detects a deteriorated response, and stores a DTC if the inversion cycle has extended to a specified time
period or more.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle
Sequence None

Duration 14 seconds or more

DTC Type Two drive cycles, MIL ON
Enable Conditions
Condition Minimum Maximum

Engine coolant temperature 140ºF (60ºC) —

Intake air temperature -14ºF (-25ºC) —

Engine speed 1,300 rpm 2,700 rpm
38 kPa (285 mmHg, 11.3 in.Hg)*1 90 kPa (680 mmHg, 26.7 in.Hg)*1
1,300 rpm
48 kPa (360 mmHg, 14.2 in.Hg)*2 94 kPa (710 mmHg, 27.9 in.Hg)*2
MAP value
2,200 rpm*1 32 kPa (235 mmHg, 9.3 in.Hg)
90 kPa (680 mmHg, 26.7 in.Hg)
2,250 rpm*2 42 kPa (310 mmHg, 12.3 in.Hg)

Vehicle speed 35 mph (55 km/h) —

Fuel trim 0.65 1.40

Fuel feedback Closed loop at stoichiometric

Monitoring priority EVAP, Catalyst System

ECM, A/F Sensor, A/F Sensor Heater, Secondary HO2S, Secondary HO2S Heater,
No active DTCs
MAP, CKP, ECT, TP*2, EGR, BARO, VSS, VTEC System, Fuel System, A/T System*2

Other Other than when there is excessive vapor generation (fuel level is 40 - 80%)

*1: M/T
*2: CVT

Malfunction Threshold
The average of at least six periods of the A/F sensor inversion cycle is 2.3 seconds or longer, or the average of average six
periods of the A/F sensor inversion cycle detected for 10 seconds is 2.3 seconds or longer.
Driving Pattern

75 mph
(120 km/h)

50 mph 3
Vehicle (80 km/h) 2
Speed
35 - 75 mph
25 - 55 mph (56 - 120 km/h)
25 mph (40 - 88 km/h)
(40 km/h)

Warm-up 5 min. or more 14 sec. or more

Time

P1163-0171
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a steady speed between 25 - 55 mph (40 - 88 km/h) for at least 5 minutes.
3. Then, drive immediately at a steady speed between 35 - 75 mph (56 - 120 km/h) for at least 14 seconds.

• If the EVAP monitor runs instead of the HO2S monitor, turn the engine off, then restart it, and the HO2S monitor will restart.
• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P1163-2WW0-00
Advanced Diagnostics

DTC P1164: Air/Fuel Ratio (A/F) Sensor (Sensor 1) Range/

Performance Problem

High
Rich Side Deviation

A/F Sensor
Output Voltage (V) Normal Characteristic

Lean Side Deviation

Low
Oxygen Concentration in Atmosphere
15 20 25 30
Oxygen Concentration in the Exhaust Gas (%)

P1164-9871

General Description
The air/fuel ratio (A/F) sensor has a linear signal output in relation to the oxygen concentration. The engine control module
(ECM) computes the air/fuel ratio from A/F sensor output voltage and uses the fuel feedback control to improve exhaust
emissions. The ECM monitors A/F sensor output voltage during deceleration with the throttle fully closed, and it detects a
malfunction and stores a DTC if the output voltage deviates greatly from normal oxygen concentration levels.
* Output to the scan tool exhibits a relationship between the A/F sensor output and oxygen concentration, which is opposite
to the characteristic shown in the graph. That is, a deviation toward the rich side increases the output voltage and one
toward the lean side decreases the output voltage as the stoichiometric ratio is 0.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence None

Duration 2 seconds or more

DTC Type Two drive cycles, MIL ON
Enable Conditions
Condition Minimum Maximum
Elapsed time after starting the
60 seconds —
engine

Engine coolant temperature 140ºF (60ºC) —

Intake air temperature -14ºF (-25ºC) —
Engine speed — 2,700 rpm

Vehicle speed 30 mph (48 km/h) —

Fuel feedback During deceleration

Monitoring priority Catalyst System*1, EVAP*1
ECM, A/F Sensor*2, A/F Sensor Heater*2, CKP, TP*1, BARO, VSS, Fuel System,
No active DTCs
EVAP, A/T System*1
Other Other than when there is excessive vapor generation (fuel level is 40 - 80%)

*1: CVT
*2: M/T

Malfunction Threshold
The A/F sensor output voltage is 3.01 V*2, 3.00 V*1 or less (rich side), or 4.18 V*2, 4.52 V*1 or more (lean side).
Driving Pattern

75 mph
(120 km/h)
2 3

50 mph
Vehicle 25 - 55 mph About 55 mph
(80 km/h)
Speed (40 - 88 km/h) (88 km/h) 4

2,700 rpm or less

25 mph
(40 km/h)
Deceleration
with Throttle Valve
1 Fully Closed

Warm-up 5 min. or more 10 sec. or more 2 sec. or more

Time

P1164-0171
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 25 - 55 mph (40 - 88 km/h) for at least 5 minutes.
3. Drive the vehicle at a speed about 55 mph (88 km/h) with an engine speed of 2,700 rpm or less for at least 5 seconds.
4. Decelerate with the throttle fully closed for at least 2 seconds.

• If the EVAP monitor runs instead of the HO2S monitor, turn the engine off, then restart it, and the HO2S monitor will restart.
• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P1164-2WW0-00
Advanced Diagnostics

DTC P1166: Air/Fuel Ratio (A/F) Sensor (Sensor 1) Heater System Electrical
Problem (CVT)

AIR/FUEL RATIO SENSOR

(SENSOR 1)

PHO2S +

PHO2S -

PO2SHTC

BATTERY

PO2SHTC +

PO2SHTCR IG 1
+B
AIR/FUEL RATIO IGNITION
SENSOR RELAY SWITCH
ECM

P1149-0101

General Description
A heater for the sensor element is embedded in the air/fuel ratio (A/F) sensor (Sensor 1) and is controlled by the engine con-
trol module (ECM). It is activated and heats the sensor to stabilize and speed the detection of oxygen content when the
exhaust gas temperature is cold.
If a combination of A/F sensor (Sensor 1) heater voltage and current is not a set value, or an overheated heater is detected,
a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Under the Enable Conditions
Sequence None

Duration —

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum
For 25 seconds
Engine coolant after turning the 14ºF (-10ºC)
ignition on —
temperature
Engine run -4ºF (-20ºC)

Battery voltage
9.7 V 16 V
(IGP terminal of ECM)

State of the engine Running

No active DTCs A/F Sensor (Sensor 1) Heater

Other A/F Sensor (Sensor 1) Heater is activated

Malfunction Threshold
One of these conditions must be met.
• The heater voltage is 5 V or less and current is more than 1.5 A for at least 3.9 seconds while the heater is activated, and
the heater voltage is 5 V or less and current is 1.5 A or less for at least 3.9 seconds while the heater is not activated.
• The heater voltage is 5 V or less and current is 1.5 A or less for at least 3.9 seconds while the heater is activated, and the
heater voltage is 5 V or less and current is 1.5 A or less for at least 3.9 seconds while the heater is not activated.
• The heater voltage is 5 V or more and current is more than 1.5 A for at least 3.9 seconds while the heater is activated, and
the heater voltage is 5 V or more and current is 1.5 A or more for at least 3.9 seconds while the heater is not activated.
• The heater voltage is 5 V or more and current is 1.5 A or less for at least 3.9 seconds while the heater is activated, and the
heater voltage is 5 V or more and current is 1.5 A or less for at least 3.9 seconds while the heater is not activated.
• The heater current is 23 A or more for at least 0.4 second.

Driving Pattern
Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1166-1WV0-00
Advanced Diagnostics

DTC P1166: Air/Fuel Ratio (A/F) Sensor (Sensor 1) Heater System Electrical
Problem

LABEL

SG

VS +

IP -, VS -

IP +

PHO2SHTC

AIR/FUEL RATIO
ECM (A/F) SENSOR
(SENSOR 1)

P1162-0001

General Description
The heater which heats the sensor element is built into the air/fuel ratio (A/F) sensor. The heater is controlled by the engine
control module (ECM) and is energized when the sensor element temperature is low. It heats the sensor to stabilize the
detection of oxygen content. The ECM monitors the A/F sensor heater output (return check). A malfunction is detected if the
return signals do not meet the command value (for heater activation) in the ECM for a set time period or more and a DTC is
stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Under the Enable Conditions

Sequence None

Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum
Engine coolant temperature 40ºF (4ºC) —
Battery voltage 9V —

No active DTCs A/F Sensor Heater

Other The heater is activated

Malfunction Threshold
The heater return signal is 5 V or less when the command for heater activation in the ECM is ON, or the heater return signal
is 5 V or more when the command for heater activation in the ECM is OFF, for at least 5 seconds.

Driving Pattern
Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1166-0WR0-00
Advanced Diagnostics

DTC P1259: VTEC System Malfunction

Low VTEC Range: Normal High VTEC Range: Normal

VTEC Solenoid Valve: OFF VTEC Solenoid Valve: ON

VTEC Oil Pressure Switch: ON VTEC Oil Pressure Switch: OFF

To ECM To ECM

To Camshaft To Camshaft

Oil Pressure: Low Oil Pressure: High

From Oil Pump From Oil Pump

P1259-9672

VTEC oil pressure switch

Logic decision
'ON' 'OFF'

VTEC Solenoid Command 'ON' Failure Normal

VTEC Solenoid Command 'OFF' Normal Failure

General Description
The VTEC system activates the VTEC solenoid valve by command from the engine control module (ECM), and it charges/
discharges the hydraulic circuit of the VTEC mechanism that switches valve timing between Low and High. The ECM moni-
tors oil pressure conditions in the hydraulic circuit of the VTEC mechanism according to the VTEC oil pressure switch down-
stream of the VTEC solenoid valve. If there is a disparity between the oil pressure condition in the hydraulic circuit that is
determined by the ECM command, and the oil pressure condition that is determined by the status of the VTEC oil pressure
switch, the system is considered faulty, and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Under the Enable Conditions
Sequence None

Duration 5 seconds or more

DTC Type One drive cycle, MIL ON
Enable Conditions
Condition Minimum Maximum

Engine coolant 2,000 rpm 204ºF (95ºC)

—
temperature 3,000 rpm 242ºF (117ºC)

High lift cam

3,200 rpm —
operation
Engine speed
Low lift cam
— 3,200 rpm
operation

Battery voltage 10.1 V —

Malfunction Threshold
High lift cam operation
• When the VTEC solenoid valve is ON, the VTEC oil pressure switch remains ON. (Stuck judgement for low lift cam opera-
tion)
Low lift cam operation
• When the VTEC solenoid valve is OFF, the VTEC oil pressure switch remains OFF. (Stuck judgement for high lift cam oper-
ation)

Driving Pattern
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Then, keep the vehicle speed at 10 mph (16 km/h) or more, and hold the engine speed at 3,200 rpm or more in a lower
gear for at least 5 seconds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1259-1WV0-00
Advanced Diagnostics

DTC P1361: Top Dead Center (TDC) Sensor 1 Intermittent Interruption

TDC 1 P

TDC 1 M

TOP DEAD CENTER

(TDC) SENSOR 1
ECM

P1361-0002

General Description
The top dead center (TDC) sensor consists of a rotor and a pick-up coil that detects rotor position. When the rotor turns after
starting the engine, the changes of magnetic flux in the pick-up coil are converted into pulsing signals to the engine control
module (ECM). The TDC sensor detects the top dead center of each cylinder for fuel injection.
If TDC sensor pulsing signals are detected an abnormal number of times due to noise, a malfunction is detected and a DTC
is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration —
DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum
Engine speed 500 rpm —

No active DTCs CKP, TDC 1

Malfunction Threshold
The CKP sensor outputs more or less than eight pulses for each TDC sensor 1 pulse 30 times in succession.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1361-0WR0-00
Advanced Diagnostics

DTC P1362: Top Dead Center (TDC) Sensor 1 No Signal

TDC 1 P

TDC 1 M

TOP DEAD CENTER

(TDC) SENSOR 1
ECM

P1361-0002

General Description
The top dead center (TDC) sensor consists of a rotor and a pick-up coil that detects rotor position. When the rotor turns after
starting the engine, the changes of magnetic flux in the pick-up coil are converted into pulsing signals to the engine control
module (ECM). The TDC sensor detects the top dead center of each cylinder for fuel injection.
If no pulsing signals from the TDC sensor are detected, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration —

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition
State of the engine Running

No active DTCs CKP, TDC

Malfunction Threshold
No TDC sensor pulses are detected 37 times in succession.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1362-0WR0-00
Advanced Diagnostics

DTC P1366: Top Dead Center (TDC) Sensor 2 Intermittent Interruption

TDC 2 P

TDC 2 M

TOP DEAD CENTER

(TDC) SENSOR 2
ECM

P1366-0001

General Description
The top dead center (TDC) sensor consists of a rotor and a pick-up coil that detects rotor position. When the rotor turns after
starting the engine, the changes of magnetic flux in the pick-up coil are converted into pulsing signals to the engine control
module (ECM). The TDC sensor detects the top dead center of each cylinder for fuel injection.
If TDC sensor pulsing signals are detected an abnormal number of times due to noise, a malfunction is detected and a DTC
is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration —
DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum

Engine speed 500 rpm —

No active DTCs CKP, TDC 2

Malfunction Threshold
The CKP sensor outputs more or less than eight pulses for each TDC sensor 2 pulse 30 times in succession.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1366-0WR0-00
Advanced Diagnostics

DTC P1367: Top Dead Center (TDC) Sensor 2 No Signal

TDC 2 P

TDC 2 M

TOP DEAD CENTER

(TDC) SENSOR 2
ECM

P1366-0001

General Description
The top dead center (TDC) sensor consists of a rotor and a pick-up coil that detects rotor position. When the rotor turns after
starting the engine, the changes of magnetic flux in the pick-up coil are converted into pulsing signals to the engine control
module (ECM). The TDC sensor detects the top dead center of each cylinder for fuel injection.
If no pulsing signals from the TDC sensor are detected, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration —

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition
State of the engine Running

No active DTCs CKP, CYP

Malfunction Threshold
No TDC sensor pulses are detected 37 times in succession.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1367-0WR0-00
Advanced Diagnostics

DTC P1420: NOX Adsorptive Three Way Catalyst System Efficiency Below
Threshold (M/T)

A/F Sensor

THO2S

Three Way Catalytic

Converter (TWC)

NOX Adsorptive
Three Way Catalytic Converter
(NOX Adsorptive TWC)
SHO2S

P0143-0271

A/F Rich

Abnormal THO2S Output

A/F Lean

SHO2S Output
HO2S Output (v)

A Specified Output Value

Normal
THO2S Output

A set time period

Time (sec)

P1420-0271

General Description
The NOX adsorptive three way catalyst (TWC) absorbs NO2, when the oxygen concentration is high (lean) and releases
absorbed NO2 to oxidize the reduced constituent (HC, CO and so on) in the exhaust gas when the oxygen concentration is
low (rich). The NOX adsorptive TWC is considered faulty if the capacity of NOX adsorbent has deteriorated.
The NOX adsorptive TWC absorbs NO2 sufficiently during lean burn running. The absorbed NO2 is released when the air/
fuel ratio becomes rich, then eventually, the air/fuel ratio downstream of the NOX adsorptive TWC is rich. Based on the third
HO2S output after a set time period has elapsed since the secondary HO2S indicates “rich”, the engine control module
(ECM) detects a malfunction and stores a DTC.
Monitor Execution, Sequence, Duration, DTC Type
Execution Once per driving cycle

Sequence Secondary HO2S

Duration 50 seconds* or less

DTC Type Two drive cycles, MIL ON

* : At 2,000 rpm

Enable Conditions
Condition Minimum Maximum
Elapsed time after starting the
605 seconds —
engine

Engine coolant temperature 168ºF (76ºC) —

Engine speed 1,500 rpm 2,600 rpm

MAP value 35 kPa (260 mmHg, 10.3 in.Hg) 99 kPa (736 mmHg, 29.0 in.Hg)

The difference 1,500 rpm 8 kPa (54 mmHg, 2.2 in.Hg)

between atmospheric
—
pressure and
manifold pressure 2,600 rpm 11 kPa (81 mmHg, 3.2 in.Hg)

Vehicle speed 25 mph (40 km/h) —

Short term fuel trim — 0.98

Secondary HO2S output — 0.29 V

Fuel feedback During lean burn running

Monitoring priority EVAP

ECM, A/F Sensor, A/F Sensor Heater, Secondary HO2S Heater, Third HO2S Heater,
No active DTCs
MAP, CKP, ECT, TP, EGR, BARO, VSS, VTEC System, Fuel System, EVAP
Must be in 3rd, 4th, or 5th gear

The duration of lean burn running must be sufficient (at least 1 minute)
Others
The IMA battery indicates at least 25%

The Nox adsorptive TWC is not contaminated by sulfur in gasoline

Malfunction Threshold
The third HO2S output is 0.60 V or more during a richer running mode for no more than 50 seconds.
Driving Pattern

75 mph
(120 km/h)
3

50 mph
Vehicle (80 km/h) 20 - 60 mph
Speed 2 (32 - 96 km/h) 4

25 mph 25 - 55 mph 25 mph (40 km/h)

(40 km/h) (40 - 88 km/h) or more

Warm-up 10 min. or more 72 sec. or more 2 min. or more

Time

P0143-0251
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a speed between 25 - 55 mph (40 - 88 km/h) for at least 10 minutes to warm up the engine and the
NOX adsorptive TWC.
3. Drive the vehicle at a speed between 20 - 60 mph (32 - 96 km/h) for at least 72 seconds.
4. Then, drive at a steady speed of 25 mph (40 km/h) or more in the lean burn running mode for at least 2 minutes.

• If the NOX adsorptive TWC is contaminated by sulfur in gasoline, the detection may be incorrect. Therefore, retest after
driving with the engine in a richer running mode to counteract the effects of the sulfur (10 minutes) if the detection is not
complete in the first driving cycle.
• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P1420-2WW0-00
Advanced Diagnostics

DTC P1438 (38): Motor Drive Module (MDM) Overheating Signal Circuit Problem

Normal Operation System Failure

FOT Signal

t0
t0 FOT Signal

t1

P1438-0071

General Description
If the flag over temperature (FOT) signals from the power drive unit (PDU) do not vary from the low voltage level to the high
voltage level within a set time period after turning the ignition switch on, a malfunction is detected. The signals vary from a
low voltage level to a high voltage level within a set time period (t0) under normal conditions. If a problem occurs in the signal
circuit, the signal stays at a low voltage level for at least a set time period (t1) (t1>t0) after turning the ignition switch on, and
the motor control module (MCM) detects a malfunction and stores a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —

No active DTCs MPI, MCM

Malfunction Threshold
The FOT signals stay at a low voltage level for at least 2 seconds.

Driving Pattern
Turn the ignition switch off, and wait for at least 1 minute. Then, turn the ignition switch on.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1438-38-0WR0-00
Advanced Diagnostics

DTC P1438 (39): Motor Drive Module (MDM) Overheating

Normal Operation
System Failure

FOT Signal FOT Signal

High High

t1

Low Low

P1438-0072

General Description
If the motor power inverter (MPI) module temperature increases during a drive, the flag over temperature (FOT) signals from
the MPI module change from a high voltage level to a low voltage level for when driving self protection. If the FOT signals
stay at a low voltage level for a set time period (t1), the motor control module (MCM) detects a malfunction and stores a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 0.5 second or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —
Ignition switch ON

No active DTCs MPI, MCM

Malfunction Threshold
The FOT signals stay at a low voltage level for at least 0.5 second.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1438-39-0WR0-00
Advanced Diagnostics

DTC P1439 (40): Motor Drive Module (MDM) Short Circuit Sensor Problem

Normal Operation System Failure

IG ON FSC Signal IG ON

t0
t0 FSC Signal

t1

P1439-0071

General Description
If the flag short circuit (FSC) signals from the motor power inverter (MPI) module do not vary from a low voltage level to a
high voltage level within a set time period after turning the ignition switch on, a malfunction is detected. The signals vary from
a low voltage level to a high voltage level within a set time period (t0) under normal conditions. If a problem occurs in the sig-
nal circuit, the signals stay at a low voltage level for at least a set time period (t1) (t1>t0) after turning the ignition switch on,
and the motor control module (MCM) detects a malfunction and stores a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence None

Duration 0.5 second or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —

Ignition switch ON
No active DTCs MPI, MCM

Malfunction Threshold
The FSC signals stay at a low voltage level for at least 0.5 second.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1439-40-0WR0-00
Advanced Diagnostics

DTC P1439 (41): Motor Drive Module (MDM) Short Circuit

Normal Operation System Failure

FSC Signal FSC Signal

High High

t1

Low Low

P1439-0072

General Description
If a short circuit appears in the three-phase coil of the integrated motor assist (IMA) motor when driving, the motor drive
module (MDM) stops functioning and varies the flag short circuit (FSC) signals from a high level to a low level to protect itself.
If the FSC signals stay at a low voltage level for a set time period (t1), the motor control module (MCM) detects a malfunction
and stores a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 0.6 second or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —

No active DTCs MPI, MCM, U/V/W Phase Signal Circuit, MCM, IMA system, BCM, BC

Malfunction Threshold
The FSC signals stay at a low voltage level for at least 0.6 second.

Driving Pattern
1. Start the engine.
2. Accelerate the vehicle to a speed of 40 mph (64 km/h) under the conditions in which the IMA battery charge gauge indi-
cates 10 through 18 segments, so the IMA motor assist level gauge illuminates.
3. Decelerate gradually by applying the brakes.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1439-41-0WR0-00
Advanced Diagnostics

DTC P1440 (57): IMA System Problem

Gate drive wire

UL 1 (OUTPUT)
1 Open in gate drive wire
2 MPI module OFF failure UH VL MCM
3 Open in MP cable
4 Open in Motor coil VH WL

WH

MC sensor value
(INPUT)

U
2
Battery V
Module 4 Motor

W 3 MP Cable

MPI Module (IGBT)

P1440-0071

Evaluate these peaks

U phase current
W phase current V phase current Phase current limit
based on the
retrieval of the map
(Maximum current
under normal
conditions)

Normal phase current Phase current pulse shape

pulse shape in case of an open in the gate drive wire (UL)
→ Phase current peaks rise

P1440-0072
 Abnormality counter

Failure Failure Failure Failure

judgement judgement judgement judgement
Failure
determination
Counted number
of failure
Failure determination
occurrence (100 times)

0.512 sec
Time

P1440-0073

General Description
An open in the gate drive wire, the insulated gate bipolar transistor (IGBT) OFF failure, and an open in the motor power cable
or in the motor coil causes deviation from the target value of torque in the integrated motor assist (IMA) system. By monitor-
ing changes in phase current when an abnormality occurs, the function monitor detects a malfunction in the IMA system.
An open in the gate drive wire or in the MP cable causes an increase in two other normal phases’ current to compensate for
a decrease in the phase when the motor control range is not in the low speed range.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 0.512 second or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

MCM power-supply voltage 10.5 V —

Motor speed 2,000 rpm —

Motor driving torque 10 N•m (1 kgf•m, 7.2 Ibf•ft) —
Battery module voltage 120 V 192 V

No active DTCs MDM, MPI, U/V/W phase signal circuit, MCM, IMA system, BCM, BC
Malfunction Threshold
The number of times that the three MC sensors output values exceed the value based on the retrieval of the map (current
used for failure determination) depending on the demanded motor torque, battery module voltage, and speed while the cycle
time is at least 0.512 second has been counted 100 times or more.

Driving Pattern
1. Start the engine.
2. Accelerate the vehicle to an engine speed of 2,000 rpm or more with wide open throttle while 10 segments or more on the
IMA battery charge gauge are illuminated.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1440-57-0WR0-00
Advanced Diagnostics

DTC P1445 (62): Bypass Contactor Problem

Bypass Contactor

Bypass Resister
MPI Module
High Voltage Contactor

MDM MPI Module Voltage BM Voltage

Motor BM
Condenser (VPIN) (VHB)

Timing Chart
Bypass Contactor ON High Voltage Contactor ON

BM Voltage
High Voltage Contactor
ON Threshold

MPI Module Voltage

P1445-0071

General Description
The high voltage contactor between the battery module (BM) and the motor power inverter (MPI) module is turned on to acti-
vate the integrated motor assist (IMA) system after turning the ignition switch on. Before turning the high voltage contactor
on, the bypass contactor is turned on and the motor drive module (MDM) condenser is charged gradually by limited current
that is determined by the bypass resistor. When the difference between the voltage on the MPI module side and the BM side
is within a set range, the high voltage contactor is turned on, then the bypass contactor is turned off.
If the difference between the voltage on the MPI module side and the BM side is out of a set range for a specified time period
or more after the bypass contactor is turned on, a malfunction is detected and a DTC is stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Once per driving cycle
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

MCM power-supply voltage 10.5 V —

MPI module voltage
— 240 V
(ignition switch ON)
Motor speed
— 1,000 rpm
(ignition switch ON)

Ignition switch ON

No active DTCs MPI, MDM, BC

Malfunction Threshold
The difference between the voltage on the MPI module side and the BM side is 37 V or more for at least 2 seconds after the
bypass contactor is turned on.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1445-62-0WR0-00
Advanced Diagnostics

DTC P1448 (63): Battery Module Overheating

Battery Module
BM Fan

Intake Air

Battery 4ch

NMOTHI
Engine Motor MDM BCM MCM
Module
BM Current

BC Sensor

P1448-0071

General Description
To control the BM (battery module) temperature, the IMA (integrated motor assist) system is equipped with a BM fan. The
motor assist stops regenerating and the IMA system is shut down by an increase in the BM temperature if the BM fan is mal-
functioning. Therefore, a malfunction in the BM fan is detected to avoid problems caused by overheating. If the BM cooling
system works normally when the BM temperature is high and the BM is in the power save mode, the BM temperature
decreases depending on the input/output current.
If the amount of decrease in the BM temperature is out of a set value when comparing both the input/output current and the
BM temperature with their predetermined values, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 30 minutes or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
BCM module power-supply
7.5 V —
voltage
BM fan mode Low —

IMA battery module temperature 131ºF (55ºC) —

Engine speed 1,500 rpm —

No active DTCs BM, IMA

Malfunction Threshold
Battery Current Average (A) Decreasing Temperature of Battery Module ºF (ºC)
0 2.3 (1.3) or less

2 2.2 (1.2) or less

4 1.6 (0.9) or less

6 1.1 (0.6) or less

8 0.5 (0.3) or less

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1448-63-0WR0-00
Advanced Diagnostics

DTC P1449 (72): Battery Module Overheating

Battery Module

Temperature Sensor
DTC ON

Battery Temperature
BCM Module
Threshold

Max Temperature
Duration time

Time

P1449-0071

General Description
The high voltage battery for the IMA (integrated motor assist) system temperature can increase from exposure to high ambi-
ent temperature, overcharging, excessive battery drain, or a battery short. If the battery temperature increases beyond a set
value, it is difficult to use the battery continuously due to the thermal deformation of the electrical insulating material or the
deterioration of the pole plates.
If the battery temperature is out of a set value for at least a specified time period when driving, a malfunction in the battery is
detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

BCM module power-supply

7.5 V —
voltage
Ignition switch ON

No active DTCs BCM, BM, IMA

Malfunction Threshold
The IMA battery module temperature is 176ºF (80ºC) or more for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1449-72-0WR0-00
Advanced Diagnostics

DTC P1449 (73): Battery Cell Overheating

P1449-0072

General Description
The 120 cells are connected in series in the high voltage battery for the IMA (integrated motor assist) system, and every cell
has a PTC element. Serially connected cells enable the BCM (battery condition monitor) module to detect a change in resis-
tance (PTC+side to ground, the BCM module detected voltage) when one or more monitoring cells' temperature is beyond a
set value. Consequently, overheating is detected even, if only one of cells is malfunctioning. If the BCM module detected volt-
age is a set value or more for at least a specified time period, a malfunction in the battery is detected and a DTC is stored.

NOTE: The PTC element has characteristics as shown in the graph (the resistance increases at a faster rate within a certain
range), so it is used to detect that a monitored object temperature is beyond a specified value.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None
Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
BCM module power-supply
7.5 V —
voltage

No active DTCs Battery cell temperature signal circuit, BCM

Malfunction Threshold
BCM module detected voltage is 3.5 V or more for at least 2 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1449-73-0WR0-00
Advanced Diagnostics

DTC P1449 (74): Battery Module Individual Voltage Input Deviation

Abnormality of cells
(Over discharge of cells)

VB01 Ch 1 voltage A/D Input

VB02 Ch 2 voltage A/D Input The voltage

Detected Voltage ( V )
VB03 Isolation difference
Ch 3 voltage A/D Input
is equivalent
IMA Battery

Gain Offset
VB04 to the voltage
Circuit
VB05 times
Ch 8 voltage A/D Input the number
VB10 of abnormal
Ch 9 voltage A/D Input cells
VB11
(1.2 V/CELL)
VB12 Ch 10 voltage A/D Input
Ch 1 Ch 2 Ch 3 Ch 4 Ch 5 Ch 10

Voltage ( V )

P1449-0073

General Description
The voltage difference between channels (12 cells/channel) is 0.61 V at the maximum within the allowable capacity range
(15%). However, if one cell in a channel is abnormal, the voltage difference is 1.2 V.
Also, the voltage detection tolerance for the BCM (battery condition monitor) module is specified as ±0.12 V at 32 - 140° F (0
- 60°C). Therefore, if the difference between channels is 1.2 V or more, at least one cell is considered abnormal. If there is an
offset problem or a gain problem in the voltage detection system, and the voltage detection error is out of the tolerance spec-
ified, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 25.4 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
Detected individual voltage
14.5 V —
(at ch1 through ch10)

Detected individual temperature

77°F (25°C) —
(at ch1 through ch4)

Battery input/output current

-20 A 11 A
amperage

BCM module power-supply

7.5 V —
voltage
No active DTCs BM, BCM
Malfunction Threshold
The voltage difference between channels is 1.2 V or more for at least 25.4 seconds.

Driving Pattern
1. Reset the BCM module. (Disconnect the 12 V battery terminal once and reconnect it.)
2. Remove the No. 15 EPS (40 A) fuse from the under-dash fuse/relay box.
3. Raise the engine to a speed between 3,500 - 4,000 rpm in neutral until the IMA battery charge gauge indicates 19 seg-
ments.
4. Turn the ignition switch off.
5. Repeat driving Patterns 1 through 4 several times. (Increase the battery temperature and voltage to meet the Enable Con-
ditions.)
6. Install the No. 15 EPS (40 A) fuse in the under-dash fuse/relay box.
7. Start the engine.
8. Let the engine idle for at least 3 minutes.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1449-74-0WR0-00
Advanced Diagnostics

DTC P1449 (78): Battery Module Deterioration

Upper Limit (voltage)

Battery Capacity (%) SOC (%)

Battery Capacity

Lower Limit (voltage)

Threshold

Time

P1447-0071

General Description
The high-voltage battery in the IMA (integrated motor assist) system is designed to operate within the upper and lower limits
of the SOC (state of charge) voltage and the battery capacity limits. When the battery deteriorates, the voltage is subject to
an increase or a decrease, so the limits of the battery capacity is narrowed. Therefore, if the upper and lower limits of the
SOC are detected when driving, the BCM (battery condition monitor) calculates the sum of the current and calculates the bat-
tery capacity. If the power is less than a set value, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration Depending on the driving pattern

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
ECU power-supply voltage 7.5 V —

Battery temperature 50°F (10°C) —

No active DTCs Battery current circuit, BM, BCM
Other The upper and lower limits are detected while the ignition switch is ON

Malfunction Threshold
The battery capacity is 10% of 6.5 A or less.
Driving Pattern
1. Keep the battery temperature under 86°F (30°C) for at least 12 hours.
2. Start the engine.
3. Raise the engine speed to 3,500 - 4,000 rpm in neutral until the IMA battery charge gauge indicates 19 segments.
4. Then, drive the vehicle with the accessories on (the blower MAX, the headlights ON, etc.) Without turning the ignition
switch off, accelerate and decelerate repeatedly under conditions in which the assist continues until the IMA battery
charge gauge indicates one segment.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1449-78-0WR0-00
Advanced Diagnostics

DTC P1456: Evaporative Emission (EVAP) Control System Leakage

(Fuel Tank System)

Evaporative Emission (EVAP) System

EVAP Canister
Vent Shut Valve
EVAP Two Way Bypass FTP Sensor
EVAP Canister Solenoid Valve
Purge Valve

EVAP
ENGINE FUEL TANK
CANISTER

EVAP Two Way Valve

EVAP Canister System Fuel Tank System

P1456-9871

Initial value
Yes Pass Pass
0.02 inch Enable Condition met ? 0.04 inch Monitor 0.02 inch Monitor OK

Fail Fail
No
0.04 inch Leak 0.02 inch Leak
Initial value
Yes Pass
0.04 inch Enable Condition met ? 0.04 inch Monitor OK

No Fail

Monitor Suspended 0.04 inch Leak

P1456-0071
General Description
The evaporative emission (EVAP) control system stores fuel vapor from the fuel tank in the EVAP canister temporarily to pre-
vent it from escaping to the atmosphere and to enable it to be drawn into the engine by intake manifold vacuum and burned.
In addition, the onboard refueling vapor recovery system (ORVR) stores fuel vapor generated when refueling in the EVAP
canister.
The EVAP control system leak detection method improves the accuracy and frequency of the detection by determining faulty
components and vapor leakage for each part. The EVAP control system (from the purge valve to the fuel tank) is divided into
two parts. One is the "EVAP Canister Side" (from the EVAP two way valve to the purge valve) and the other is the "Tank Side"
(from the EVAP two way valve to the fuel tank). There is 0.04 inch leak detection and 0.02 inch leak detection. If the 0.04 inch
leak detection results are OK, the 0.02 inch leak detection runs.

• Each step is performed for leak detection during a valid drive cycle in which no Temporary DTC is stored.
Step 1: Common to both the 0.02 and 0.04 inch leak detections
Start the engine from the specified engine coolant and intake air temperature. Compare the output value from the
fuel tank pressure (FTP) sensor right after start-up with the one after 20 seconds have elapsed. If there is a change
between them (different thresholds are applied to the 0.02 inch leak detection and 0.04 inch leak detection), the tank
side is considered that free of leaks. The detection is complete and the normal operation is started. If it is considered
that there may be a 0.04 inch leak at that time, go to Step 2a or Step 2b. If there may be a 0.02 inch leak, go to Step
2a.
Step 2a: Common to both the 0.02 and 0.04 inch leak detections
Monitor the changes of absolute pressure in the fuel tank for a set time period after starting the engine. If it changes
by a specified value (different thresholds are applied to the 0.02 inch leak detection and 0.04 inch leak detection)
toward negative pressure, it is interpreted as no leakage in the tank side, detection is complete, and the normal oper-
ation starts.
Step 2b: 0.04 inch leak detection
Monitor the changes of absolute pressure in the fuel tank for a set time period after starting the engine. If it changes
by a certain value, it is interpreted as no leakage in the tank side, detection is complete, and the normal operation
starts.
If there may be a 0.04 inch leak in Step 2a or 2b, go to Step 3.
If there may be a 0.02 inch leak in Step 2a, go to Step 4.
Step 3: 0.04 inch leak detection
If the change of pressure in the fuel tank at the point of a set time period has elapsed after starting the engine is
small, it is interpreted as leakage. Then, the detection is complete, and the normal operation starts.
Step 4a: 0.02 inch leak detection
When the monitoring conditions for the 0.02 inch leak detection in the "Tank Side" are met after the leak detection in
the "EVAP Canister Side", the change of FTP sensor output is evaluated. If the change is a set value or more, it is
interpreted as leakage in the "Tank Side" and a DTC is stored.
Step 4b: Common to both the 0.02 and 0.04 inch leak detections
If the change of fuel tank pressure is small while drawing intake manifold vacuum into the fuel tank, or if the fuel tank
pressure does not become negative, it is interpreted as leakage (filler cap off, pipe disconnected, etc.) and a DTC is
stored.
Step 5: Allowing the EVAP system to return atmospheric pressure, the normal operation starts, and the detection is com-
plete.
Monitor Execution, Sequence, Duration, DTC Type
0.04 inch Leak Detection

Execution Once per driving cycle

Sequence None

Duration 1,223 seconds or more

DTC Type Two drive cycles, MIL ON

0.02 inch Leak Detection

Execution Once per driving cycle

Sequence None
Duration 116 seconds or less

DTC Type Two drive cycles, MIL ON

Enable Conditions
0.04 inch Leak Detection

Condition Minimum Maximum

Initial condition A* — 18ºF (10ºC)

Initial condition B** 9ºF (5ºC) —

Initial engine coolant temperature 20ºF (-6ºC) 94ºF (34ºC)

Initial intake air temperature 20ºF (-6ºC) 94ºF (34ºC)

Mileage after starting the engine 6 miles (10 km) —

Battery voltage 10.6 V —

No active DTCs ECM, ECT, IAT, VSS, EVAP, FTP, A/T System*1
Other than when there is excessive vapor generation (fuel level is 40 - 80%)
Others Test-drive on a flat road to avoid misdetection
Avoid abrupt acceleration, deceleration and turns

* : The difference between initial engine coolant temperature and initial intake air temperature when ambient temperature is
about 32°F (0°C).
** : The difference between initial intake air temperature and intake air temperature right after starting the engine when ambi-
ent temperature is about 32°F (0°C).
*1: CVT
Enable Conditions (cont’d)
0.02 inch Leak Detection

Condition Minimum Maximum

Initial condition A* — 7ºF (4ºC)

Initial condition B** — 5ºF (3ºC)

Initial engine coolant temperature 32ºF (0ºC) 94ºF (34ºC)

Initial intake air temperature 32ºF (0ºC) 94ºF (34ºC)
Mileage after starting the engine 6 miles (10 km) —

Battery voltage 10.5 V —

ECM, A/F Sensor, A/F Sensor Heater, MAP, ECT, TP, IAT, BARO, VSS, EVAP, FTP,
No active DTCs
A/T System*1, ECM Back-up
Other than when there is excessive vapor generation (fuel level is 40 - 80%)

Others Test-drive on a flat road to avoid misdetection

Avoid abrupt acceleration, deceleration and turns

* : The difference between initial engine coolant temperature and initial intake air temperature when ambient temperature is
about 32°F (0°C).
** : The difference between initial intake air temperature and intake air temperature right after starting the engine when ambi-
ent temperature is about 32°F (0°C).
Enable Conditions (cont’d)
0.02 inch Leak (Step 4) Detection

Condition Minimum Maximum

Initial condition A** — 7ºF (4ºC)
Initial condition B*** — 5ºF (3ºC)

Initial engine coolant temperature 32ºF (0ºC) 94ºF (34ºC)

Initial intake air temperature 32ºF (0ºC) 94ºF (34ºC)

Mileage after starting the engine 6 miles (10 km) —
Engine coolant temperature 150ºF (66ºC) —
1,300 rpm*1 2,900 rpm
Engine speed
1,500 rpm*2 —

1,300 rpm
MAP value 30 kPa (220 mmHg, 8.7 in.Hg) 95 kPa (714 mmHg, 28.2 in.Hg)
2,400 rpm

Vehicle speed 45 mph (72 km/h) 82 mph (132 km/h)

40º *1
Throttle position 1º
50º *2

Fuel trim 0.65 1.40

Fuel feedback Closed loop

Monitoring priority EVAP

ECM, A/F Sensor, A/F Sensor Heater, MAP, ECT, TP, IAT, BARO, VSS, EVAP, FTP,
No active DTCs
A/T System*1, ECM Back-up
A certain time period (equivalent to monitoring time for 0.04 inch leak) has elapsed

Other than when there is excessive vapor generation (fuel level is 40 - 80%)
Others
Test-drive on a flat road to avoid misdetection
Avoid abrupt acceleration, deceleration and turns

* : The difference between initial engine coolant temperature and initial intake air temperature when ambient temperature is
about 32°F (0°C).
** : The difference between initial intake air temperature and intake air temperature right after starting the engine when ambi-
ent temperature is about 32°F (0°C).
*2: M/T
Malfunction Threshold
• 0.04 inch leak detection
These conditions must all be met:
Step 1: The change of fuel tank pressure is 0.3 kPa (2 mmHg, 0.1 in.Hg) or less.
Step 2a: The change of fuel tank pressure is 0.3 kPa (2 mmHg, 0.1 in.Hg) or less.
Step 2b: The difference between maximum and minimum fuel tank pressure is not 0.4 kPa (3 mmHg, 0.2 in.Hg) - 1 kPa (8
mmHg, 0.3 in.Hg)***,*2.
Step 3: The change of fuel tank pressure is not 0.2 kPa (1 mmHg, 0.03 in.Hg) - 0.2 kPa (1.4 mmHg, 0.05 in.Hg)****,*2.
*** : Depending on initial engine coolant temperature and fuel consumption.
**** : Depending on initial engine coolant temperature.

• 0.02 inch leak detection

These conditions must all be met:
Step 1: The change of fuel tank pressure is 0.6 kPa (4 mmHg, 0.2 in.Hg) or less.
Step 2a: The change of fuel tank pressure is 0.7 kPa (5 mmHg, 0.2 in.Hg) or less.
Step 4a: The change ratio of fuel tank pressure is 00DB (HEX) or more.
Step 4b: If the change of fuel tank pressure is 2 kPa (10 mmHg, 0.4 in.Hg) or less, or fuel tank pressure is -0.6 kPa (-4
mmHg, -0.2 in.Hg) or more, it is considered to be a large leak (filler cap coming off etc.).

Driving Pattern
• 0.04 inch leak detection
1. Start the engine at an engine coolant temperature and intake air temperature as specified under Enable Conditions, and
let it idle until the radiator fan comes on.
2. Drive the vehicle immediately at a speed between 35 - 75 mph (56 - 120 km/h) for at least 20 minutes and 6 miles (10 km).

• 0.02 inch leak detection

1. Complete the Driving Pattern for the 0.04 inch leak detection.
2. Then, drive the vehicle at a speed between 40 - 75 mph (64 - 120 km/h) for at least 2 minutes.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle with the ECT at engine start-up within the specified temperature
range, a Temporary DTC is stored in the ECM memory. If the malfunction recurs during the next (second) drive cycle with the
ECT at engine start-up within the specified temperature range, the MIL comes on and the DTC and the freeze frame data are
stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P1456-1WV2-00
Advanced Diagnostics

DTC P1457: Evaporative Emission (EVAP) Control System Leakage

(EVAP Canister System)

Evaporative Emission (EVAP) System

EVAP Canister
Vent Shut Valve
EVAP Two Way Bypass FTP Sensor
EVAP Canister Solenoid Valve
Purge Valve

EVAP
ENGINE FUEL TANK
CANISTER

EVAP Two Way Valve

EVAP Canister System Fuel Tank System

P1456-9871

Initial value
Yes Pass
0.02 inch Enable Condition met ? 0.02 inch Monitor OK

Fail
No
0.02 inch Leak
Initial value
Yes Pass
0.04 inch Enable Condition met ? 0.04 inch Monitor OK

No Fail

Monitor Suspended 0.04 inch Leak

P1457-0071
General Description
The evaporative emission (EVAP) control system stores fuel vapor from the fuel tank in the EVAP canister temporarily to pre-
vent it from escaping to the atmosphere and to enable it to be drawn into the engine by intake manifold vacuum and burned.
The EVAP control system leak detection method improves the accuracy and frequency of the detection by determining faulty
components and vapor leakage for each part. The EVAP control system (from the purge valve to the fuel tank) is divided into
two parts. One is the "EVAP Canister Side" (from the EVAP two way valve to the purge valve) and the other is the "Tank Side"
(from the EVAP two way valve to the fuel tank). Each side uses different detection principles and methods.

Step 1: If the fuel tank pressure (FTP) sensor indicates a significantly negative pressure value when the fuel tank and the
EVAP canister are exposed to atmosphere, a malfunction when the canister vent shut valve (which is fully closed) is
detected, and a DTC is stored. The detection is complete.
Step 2: If no malfunction is detected in step 1, and if the FTP sensor output is a specified pressure value or less, or it changes
toward negative pressure when exposed to atmosphere, a malfunction when the purge control solenoid valve (which
is fully open) is detected, and a DTC is stored. The detection is complete.
Step 3: Draw negative pressure into the canister if no malfunction is detected in Steps 1 and 2. At that time, if the FTP sensor
output value is a set value or less, it is interpreted as leakage. A DTC is stored and the detection is complete.
Step 4: If no malfunction is detected in Steps 1 through 3, wait until the fuel tank pressure stabilizes. If there is leakage in the
EVAP canister side, negative pressure in the EVAP canister has leaked and become equal to atmospheric pressure.
If there is no leak, a certain level of negative pressure remains in the EVAP canister.
Step 5: Draw the negative pressure remaining in the canister into the tank side after performing Step 4. Monitor the FTP sen-
sor output value. If the FTP sensor output changes toward negative pressure considerably, it is interpreted as no
leakage in the canister side, and the detection is complete. On the other hand, if the FTP sensor output value does
not change, it is interpreted as leakage in the EVAP canister side. Then, go to Step 6.
Step 6: After returning pressure in the EVAP control system to atmospheric level, shift to normal control, then the detection is
complete.

Monitor Execution, Sequence, Duration, DTC Type

0.04 inch Leak Detection

Execution Once per driving cycle

Sequence None

Duration 45 seconds or less

DTC Type Two drive cycles, MIL ON

0.02 inch Leak Detection

Execution Once per driving cycle

Sequence None

Duration 67 seconds or less

DTC Type Two drive cycles, MIL ON
Enable Conditions
0.04 inch Leak Detection

Condition Minimum Maximum

Initial engine coolant temperature — 94ºF (35ºC)

Engine coolant temperature 158ºF (70ºC) 212ºF (100ºC)

Intake air temperature 20ºF (-7ºC) 140ºF (60ºC)

1,300 rpm
Engine speed 3,500 rpm
1,500 rpm*1

1,500 rpm 75 kPa (559 mmHg, 22.0 in.Hg)

MAP value 91 kPa (684 mmHg, 27.0 in.Hg)
2,400 rpm 30 kPa (220 mmHg, 8.7 in.Hg)

Vehicle speed 32 mph (50 km/h) 82 mph (132 km/h)

Fuel tank pressure before starting
-2 kPa (-15 mmHg, -0.5 in.Hg) —
monitoring

Throttle position 1.0º 40.0º

Battery voltage 10.5 V —

Fuel trim 0.65 1.40

Fuel feedback Closed loop

ECM, A/F Sensor, A/F Sensor Heater, MAP, ECT, TP*1, BARO, IAT, VSS, EVAP, FTP,
No active DTCs
A/T System*1, ECM Back-up
Other than when there is excessive vapor generation (fuel level is 40 - 80%)

Others Test-drive on a flat road to avoid misdetection

Avoid abrupt acceleration, deceleration and turns

*1: CVT
Enable Conditions (cont’d)
0.02 inch Leak Detection

Condition Minimum Maximum

Initial condition A* — 7ºF (4ºC)

Initial condition B** 15ºF (8ºC) —

Initial condition C*** 6ºF (3ºC) —

Initial engine coolant temperature 32ºF (0ºC) 94ºF (34ºC)

Initial intake air temperature 32ºF (0ºC) 94ºF (34ºC)

Engine coolant temperature 158ºF (70ºC) 212ºF (100ºC)

Intake air temperature 20ºF (-7ºC) 140ºF (60ºC)
1,300 rpm
Engine speed 3,500 rpm
1,500 rpm*1
1,500 rpm 75 kPa (559 mmHg, 22.0 in.Hg)
MAP value 91 kPa (684 mmHg, 27.0 in.Hg)
2,400 rpm 30 kPa (220 mmHg, 8.7 in.Hg)

Vehicle speed 32 mph (50 km/h) 82 mph (132km/h)

Fuel tank pressure before starting

-2 kPa (-15 mmHg, -0.5 in.Hg) —
monitoring

Throttle position 1.0º 40.0º

Battery voltage 10.5 V —

Fuel trim 0.65 1.40

Fuel feedback Closed loop

ECM, A/F Sensor, A/F Sensor Heater, MAP, ECT, TP*1, BARO, IAT, VSS, EVAP, FTP,
No active DTCs
A/T System*1, ECM Back-up*1
Other than when there is excessive vapor generation (fuel level is 40 - 80%)
Others Test-drive on a flat road to avoid misdetection

Avoid abrupt acceleration, deceleration and turns

* : The difference between initial engine coolant temperature and initial intake air temperature when atmospheric tempera-
ture is about 32°F (0°C).
** : The difference between initial intake air temperature and the temperature right after start-up when atmospheric tempera-
ture is about 32°F (0°C).
***: The difference between intake air temperature right after start-up and initial intake air temperature when atmospheric
temperature is about 32°F (0°C).
Malfunction Threshold
Any of these conditions must be met.
Step 1: Fuel tank pressure is -2 kPa (-20 mmHg, -0.7 in.Hg) or less.
Step 2: Fuel tank pressure changes by -6 kPa (-49 mmHg, -1.9 in.Hg) or more with the canister purge control solenoid valve
closed (PCS OPEN failure 1). Or fuel tank pressure changes by 3 kPa (20 mmHg, 0.8 in.Hg) or more and fuel tank
pressure is -0.6 kPa (-4 mmHg, -0.1 in.Hg) or less (PCS OPEN failure 2).
Step 3: Fuel tank pressure is -4 kPa (-25 mmHg, -1.0 in.Hg) or more.
Step 5: Fuel tank pressure changes by 0.5 kPa (3 mmHg, 0.1 in.Hg) or less.

Driving Pattern
0.04 inch Leak Detection:
1. Start the engine at an engine coolant temperature as specified under Enable Conditions, and let it idle until the radiator fan
comes on.
2. Drive the vehicle immediately at a speed between 35 - 75 mph (56 - 120 km/h) for at least 2 minutes and 6 miles (10 km).

0.02 inch Leak Detection:

1. Start the engine using the conditions specified in the enable criteria for engine coolant temperature and intake air temper-
atures let it idle until the radiator fan comes on.
2. Drive the vehicle immediately at a speed between 35 - 75 mph (56 - 120 km/h) for at least 20 minutes and 6 miles (10 km).

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle with the ECT at engine start-up within the specified temperature
range, a Temporary DTC is stored in the ECM memory. If the malfunction recurs during the next (second) drive cycle with the
ECT at engine start-up within the specified temperature range, the MIL comes on and the DTC and the freeze frame data are
stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P1457-2WW0-00
Advanced Diagnostics

DTC P1491: Exhaust Gas Recirculation (EGR) Valve Insufficient Lift

Malfunction determination 1: Open Stick

Failure area
EGR valve lift
inch (mm)

EGR valve sensor output Commanded EGR valve lift

P1491-0271

Malfunction determination 2: Close Stick

Commanded EGR valve lift

EGR valve lift
inch (mm)

Thereshold

Failure area
0

EGR valve sensor output

P1491-0272
General Description
The exhaust gas recirculation (EGR) valve is opened and the inactive exhaust gas reflows in the intake manifold through the
exhaust manifold and the EGR passage while the engine control module (ECM) controls the EGR valve. The inactive
exhaust gas is recirculated into the air/fuel mixture and the gas is drawn into the combustion chamber to lower the combus-
tion temperatures, thus reducing oxides of nitrogen (NOx) emissions.
A sensor (lift sensor) is built into the EGR valve and detects the amount of valve lift. The command value for the target valve
lift is stored in the ECM so that exhaust gas recirculation can be optimized according to driving conditions.
Comparing this command value with the lift sensor output signal value, the ECM controls the EGR valve to make the amount
of actual valve lift equal to the command value.

Malfunction determination 1: Stuck open

If the lift sensor output (actual valve lift) is greater than the commanded valve lift, an abnormality
in the EGR valve or the lift sensor output is determined.
Malfunction determination 2: Stuck closed
If the valve sensor output is insufficient for the commanded valve lift, a malfunction is detected.

Monitor Execution, Sequence, Duration, DTC Type

Execution Under the Enable Conditions

Sequence —
Duration 5 seconds or more

DTC Type Two drive cycles, MIL ON

Enable Conditions
Condition Minimum Maximum

Engine speed — 4,000 rpm

Battery voltage 10.6 V —

Monitoring priority EGR

No active DTCs ECM, A/F Sensor, A/F Sensor Heater, MAP, CKP, ECT, EGR

Malfunction Threshold
Malfunction determination 1:
If the difference between the commanded valve lift in the ECM and the actual valve lift is 0.781 mm (0.031 in.) or more for at
least 5 seconds, it is considered that the valve is stuck open.

Malfunction determination 2:
If the actual valve lift is 0.416 mm (0.016 in.) or less for at least 5 seconds, it is considered that the valve is stuck closed.
Driving Pattern
1. Start the engine. Hold the engine at 3,000 rpm with no load (in park or neutral) until the radiator fan comes on.
2. Drive the vehicle at a steady speed between 30 - 60 mph (48 - 96 km/h) with the engine speed at 4,000 rpm or less for at
least 5 seconds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and A/C,
and try a different gear position.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored in the ECM memory. If the malfunction
recurs during the next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P1491-2WW1-00
Advanced Diagnostics

DTC P1498: Exhaust Gas Recirculation (EGR) Valve Position Sensor Circuit
High Voltage

EGR VALVE

E-EGR

VCC
EGRL
SG

EGR VALVE
POSITION SENSOR

ECM

P1491-0001

General Description
The exhaust gas recirculation (EGR) system reduces oxides of nitrogen (NOx). NOx is generated by high combustion tem-
peratures. The EGR system lowers peak combustion temperature by recirculating inactive exhaust gas into the air/fuel mix-
ture, thus reducing NOx emissions. To determine the optimal amount of recirculating exhaust gas depending on driving
conditions, a command value (the amount of valve lift) which is previously stored in the engine control module (ECM) is
referred. The EGR valve position sensor estimates the amount of valve lift, and the ECM controls the EGR valve so that the
amount of actual valve lift equals the command value by comparing the command value and the actual amount of valve lift.
If EGR valve position sensor output signal voltage is not within a specified value, a malfunction is detected and a DTC is
stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum

Engine speed — 4,000 rpm

No active DTCs EGR

Malfunction Threshold
The EGR valve position sensor outputs 4.88 V or more for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1498-0WR0-00
Advanced Diagnostics

DTC P1519: Idle Air Control (IAC) Valve Circuit Failure

BATTERY

IACV

IDLE AIR
ECM CONTROL
(IAC)
VALVE
IG 1
+B

PGM-FI IGNITION
MAIN RELAY SWITCH
(IGP)

P0505-0002

General Description
The target idle speed is in the engine control module (ECM) memory for various engine conditions (coolant temperature, A/C
operation, and other functions). The ECM keeps the actual idle speed at the target idle speed by switching the idle air control
valve (IACV) ON/OFF to control the intake airflow. In addition, the IACV functions as the first idle valve to control the actual
speed according to the engine coolant temperature. If the duty cycle signals are not input to a circuit that checks return sig-
nals in the ECM, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum
Battery voltage 10.05 V —
IACV duty value 5% 95%

State of the engine Running

No active DTCs IACV

Malfunction Threshold
The return circuit does not return duty signals from the ECM for at least 5 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1519-0WR0-00
Advanced Diagnostics

DTC P1565 (42): Motor Commutation Signal Problem

20 degree

Commutation
Commutation sensor signal - A CMA
sensor-A (CMA)
CMB
Commutation
Commutation sensor signal - B
MCM CMC
sensor-B (CMB)

Commutation
Commutation sensor signal - C
sensor-C (CMC)

P1565-0071

General Description
The motor control module (MCM) detects rotor polar position based on the Low/High combinations of three commutation
sensors signals (CMA, CMB, CMC) to supply power to the motor. The commutation sensor outputs six pulsing signals for
each motor revolution, and each signal (CMA, CMB, CMC) phase differs by 20 degrees. The Low/High combination of the
signals and its transition state follows a specific pattern, and they are considered to be abnormal when they do not agree. If
the MCM detects abnormalities a specific number of times within a set time period, it determinesth commutation sensor sig-
nal is faulty and stores a DTC. The abnormalities are defined as these:
1. The transition state of CM[A:B:C] is other than: [L:L:H]→[H:L:H]→[H:L:L]→[H:H:L]→[L:H:L]→[L:H:H]→[L:L:H]→ • • •
or other than: [L:L:H]→[L:H:H]→[L:H:L]→[H:H:L]→[H:L:L]→[H:L:H]→[L:L:H]→ • • • (H represents High, L represents Low)
2. CMA, CMB and CMC are all "High" or all "Low".
3. A high frequency signal input to commutation sensors A, B or C (20 pulses or more within 10 ms.)

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None
Duration 0.5 second or more
DTC Type One drive cycle, MIL ON, IMA system indicator ON
Enable Conditions
1: The transition state of [CMA: CMB: CMC] is abnormal.

Condition Minimum Maximum

MCM power-supply voltage 10.5 V —

Motor speed 1,000 rpm —

No active DTCs MCM

2: CMA, CMB and CMC are all High or all Low.

Condition Minimum Maximum

MCM power-supply voltage 10.5 V —

Motor speed — 1,000 rpm

No active DTCs MCM

3: A high frequency signal input.

Condition Minimum Maximum

MCM power-supply voltage 10.5 V —

No active DTCs MCM

Malfunction Threshold
1. An abnormality has been detected 20 times within 0.5 second when the transition state of [CMA: CMB: CMC] is abnormal.
2. An abnormality has been detected 25 times within 0.5 second when CMA, CMB and CMC are all “High” or all “Low”.
3. An abnormality has been detected 20 times within 0.5 second during high frequency signal input.

Driving Pattern
1. If the transition state of [CMA: CMB: CMC] is abnormal, the abnormality will be detected at a motor speed between
0 - 1,000 rpm.
2. If CMA, CMB and CMC are all High or Low, the abnormality will be detected at a motor speed of 1,000 rpm or more.
3. If a high frequency signal is input, the abnormality will be detected continuously regardless of motor speed.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1565-42-0WR0-00
Advanced Diagnostics

DTC P1568 (66): Battery Module Individual Voltage Input Problem

5.0
Ch 1 voltage A/D Input Normal
VB01

VB02 Ch 2 voltage A/D Input 4.0

Voltage A/D Input (V)

VB03 lsoIation Ch 3 voltage A/D Input
IMA Battery

Gain Offset 3.0 Open or Short

VB04
Circuit!
VB05
Ch 8 voltage A/D Input 2.0
VB10
VB11 Ch 9 voltage A/D Input
1.0
VB12 Ch10 voltage A/D Input Open or Short

0
0 5 10 15 20
Actual battery voltage (V)

P1568-0071

General Description
The high voltage side resistance of the voltage sensor is divided into two (2 MΩ and 1 MΩ) to measure the voltage that is
divided at adjacent channels (individual voltage) when the circuit is open. If the combination of batteries is normal, the volt-
age hardly varies (about 1 V at the maximum). However, if there is an open in the line shared by adjacent channels, a voltage
of four thirds or two thirds is measured, that is, if the individual voltage output from each battery is 12 V, a voltage of 16 V or
8 V is detected. Consequently, judging by the difference between the maximum and minimum voltage, a malfunction is
detected and a DTC is stored.
If there are no adjacent channels, the high voltage side is considered to be short to the resistance and the minimum voltage
is detected.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

Detected individual voltage

(one or more channels between 15 V —
ch1 - ch10)
BCM module power-supply
7.5 V —
voltage

No active DTCs BCM

Malfunction Threshold
The difference between the maximum and minimum voltage is 4 V or more for at least 2 seconds.

Driving pattern
1. Do the BCM module reset procedure. (Disconnect the 12 V battery terminal and reconnect it.)
2. Remove the No.15 EPS (40A) fuse from the under-dash fuse/relay box.
3. Hold the engine at a speed between 3,500 - 4,000 rpm with no load (in neutral) and wait until 14 segments of the indicator
on the IMA battery charge gauge are illuminated.
4. Turn the ignition switch OFF.
5. Reinstall the No.15 EPS (40A) fuse.
6. Turn the ignition switch ON.
7. Let it idle for at least 5 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1568-66-0PHMA0-00
Advanced Diagnostics

DTC P1568 (67): Battery Module Temperature Signal Circuit Problem

P1568-0072

General Description
The battery module temperature sensor is used for various controls in the IMA (integrated motor assist) system. If the sensor
output voltage is out of its normal range, exhaust emissions, fuel economy, or drivability may be adversely affected, and a
malfunction in the sensor is detected and the MIL comes on. The battery temperature is measured by the thermistor that is
attached to four out of 20 modules in the battery module. By using the temperature sensor builtin the battery, the maximum
and minimum temperature in the battery module can be measured to within ±1.8ºF (±1ºC). Monitoring is done through the
upper and lower limit of output voltage from four channels in the sensor.
If the voltage is higher than the upper threshold, an open is detected, and if it is less than the lower threshold, a malfunction
is detected. If the individual temperature problem is detected in all four channels, a malfunction is detected and a DTC is
stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

BCM power-supply voltage 15 V —

No active DTCs BCM
Ignition switch ON

Malfunction Threshold
The sensor input voltage is 4.69 V or more, or 0.70 V or less, for at least 2 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1568-67-0WR0-00
Advanced Diagnostics

DTC P1568 (70): Battery Cell Temperature Signal Circuit Problem

P1568-0073

General Description
A PTC (positive temperature coefficient) element shows the characteristics as shown above (i.e. drastically increases the
resistance at a temperature between 158 - 212ºF (70 - 100ºC), and it is used to determine if a monitored object temperature
exceeds a set value. The PTC is installed in each of the 120 battery cells to detect overheating, an open, or a short individu-
ally. If the PTC input voltage is more than the upper threshold or less than lower threshold, a malfunction is detected and a
DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON
Enable Conditions
Condition Minimum Maximum
BCM power-supply voltage 7.5 V —

No active DTCs BCM

Ignition switch ON

Malfunction Threshold
The PTC input voltage is 4.93 V or more, or 0.04 V or less, for at least 2 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1568-70-0WR0-00
Advanced Diagnostics

DTC P1572 (32): Motor Drive Module (MDM) Temperature Signal Circuit
Low Input

MPI Module Temperature Sensor Output Voltage

Motor
MCM Control 4.922 V
Module

Voltage
Converter
Module
MDM Normal Area
Information

MDM
MPI Module
(Motor Driver Module) 0.078 V
Failure Area
0V

P1572-0071

General Description
If the MCM (motor control module) control input voltage from the MPI (motor power inverter) module temperature sensor is
beyond the lower limit of a set range, a short to ground in the sensor signals or a malfunction in the MCM input circuit is
detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
BCM power-supply voltage 10.5 V —

Ignition switch ON

No active DTCs MPI, MCM

Malfunction Threshold
The MPI module temperature sensor output voltage is less than 0.078 V for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1572-32-0WR0-00
Advanced Diagnostics

DTC P1572 (33): Motor Drive Module (MDM) Temperature Signal Circuit
High Input

MPI Module Temperature Sensor Output Voltage

Motor Failure Area

MCM Control 4.922 V
Module

Voltage
Converter
MDM Module
Information Normal Area

MDM
MPI Module
(Motor Driver Module) 0.078 V

0V

P1572-0072

General Description
If the MCM (motor control module) control input voltage from the MPI (motor power inverter) module temperature sensor is
beyond the upper limit of a set range, an open in the signal wire, an open in the voltage converter module ground or a mal-
function in the MCM input circuit is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
BCM power-supply voltage 10.5 V —

Ignition switch ON

No active DTCs MPI, MCM

Malfunction Threshold
The MPI module temperature sensor output voltage is more than 4.922 V for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1572-33-0WR0-00
Advanced Diagnostics

DTC P1576 (10): Motor Drive Module (MDM) Voltage Signal Circuit Low Input

DC/DC Voltage Sensor Circuit

Converter
Vref

High Voltage Contactor

DA VPIN

Motor MPI BM
Module VPIN
SG
MPI Voltage

P1576-0071

General Description
The MPI (motor power inverter) module voltage (VPIN) is used for controlling the IMA (integrated motor assist) motor and
IMA battery energy management. If the VPIN cannot be detected precisely, the exhaust emissions, fuel economy, or drivabil-
ity may be adversely affected.
Normally, the sensor output VPIN is more than 0.156 V. If it is beyond the specified range, a malfunction is detected and a
DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —

Ignition switch ON

No active DTCs MPI, BM

Malfunction Threshold
The MPI voltage (VPIN) sensor output is 0.156 V or less for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1576-10-0WR0-00
Advanced Diagnostics

DTC P1576 (11): Motor Drive Module (MDM) Voltage Signal Circuit High Input

DC/DC Voltage Sensor Circuit

Converter
Vref

High Voltage Contactor

DA VPIN

Motor MPI BM
Module VPIN
SG
MPI Voltage

P1576-0071

General Description
The MPI (motor power inverter) module voltage (VPIN) is used for controlling the IMA (integrated motor assist) motor and
IMA battery energy management. If the VPIN cannot be detected precisely, the exhaust emissions, fuel economy, or drivabil-
ity may be adversely affected.
Normally, the sensor output VPIN is less than 4.756 V. If it is beyond the specified range, a malfunction is detected and a
DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —

Ignition switch ON

No active DTCs MPI, BM

Malfunction Threshold
The MPI voltage (VPIN) sensor output is 4.756 V or more for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1576-11-0WR0-00
Advanced Diagnostics

DTC P1576 (12): Motor Drive Module (MDM) Voltage Problem

DC-DC
Converter

Main/C

U
IMA V MDM Voltage BM Voltage
MDM BM
Motor W Data Data

MDM Voltage Battery

Module Voltage

P1576-0072

General Description
To avoid an increase or a decrease in motor output caused by the voltage sensor malfunctioning, it is necessary to compare
voltage transmitted from the BCM (battery condition monitor) module with the MDM (motor driver module) voltage. If the dif-
ference between them is more than a set value for a specified time period or longer, a malfunction is detected and a DTC is
stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —

PDU voltage sensor (VPIN) 100 V —

High battery voltage sensor (VHB) 100 V —

Ignition switch ON
Mode signal circuit, MPI, IMA system, Detection signal circuit, Engine speed signal
No active DTCs
circuit, BCM, MDM

Other than PDU voltage sensor (VPIN) input voltage that is out of the upper and lower
Other
malfunction threshold (failure range)
Malfunction Threshold
The VPIN (PDU voltage) minus the VES (high battery sensor voltage) equals 10 V or more for at least 2 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1576-12-0WR0-00
Advanced Diagnostics

DTC P1577 (8): High Voltage Detection Signal Circuit Problem

MPI Module VHB High Failure

Voltage 5V
High Voltage
Sensor (VPIN)
Contactor
VHB Stick
Failure

VHB A/D
Battery MPI
Motor
Module Module

VHB Low Failure

Battery DC-DC 12 V 0V
Voltage Converter Battery
0 V IMA Battery Voltage 265 V
Sensor
(VHB)

P1577-0071

General Description
The BCM (battery condition monitor) module voltage (VHB) is used for turning the high voltage contactor in the IMA (inte-
grated motor assist) system on or off. The IMA system is not operable when the high voltage contactor cannot be turned on
due to a problem in the VHB. Also, the problem may cause failure in the detection of a short to ground. Comparing both the
MPI (motor power inverter) module voltage (VPIN) and the VHB sensor values, various types of detection are possible
because the VPIN and the VHB are measured at the same point while applying voltage to the high voltage contactor in the
IMA system. If the difference between the VHB and the VPIN is a set value or more for at least a specified time period, a mal-
function in the VHB is detected, and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 5 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —

No active DTCs MDM, MPI, U/V/W phase signal circuit, MCM, IMA system, BCM, BC

Malfunction Threshold
The BCM module voltage (VHB) minus the MPI module voltage (VPIN) equals 20 V or more for at least 5 seconds.
Driving Pattern
1. Start the engine, and let it idle.
2. Accelerate the vehicle for at least 10 seconds with IMA assist.
3. Apply the brakes, and decelerate the vehicle for at least 10 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1577-08-0WR0-00
Advanced Diagnostics

DTC P1580 (65): Battery Current Circuit Problem

P1580-0071

General Description
The BCM (battery condition monitor) module samples the BC sensor value several times during a set time period until the
power supply is stabilized after activation, and determines the amount of offset by using a moving average technique. The
offset is at the midpoint (±6.7 A) between the maximum tolerance (±3.4 A) and the maximum offset error that allows the sys-
tem to work normally (±10.0 A), and it is used as an offset failure threshold.
If the offset is beyond the threshold, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence None
Duration 0.5 second or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

BCM power-supply voltage 7.5 V —

Ignition switch ON
No active DTCs BCM

Malfunction Threshold
The battery current sensor voltage is more than 167.2 mV, or less than -167.2 mV, for at least 0.5 second.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1580-65-0WR0-00
Advanced Diagnostics

DTC P1581 (19): Motor Power Inverter (MPI) Module Current Signal Circuit
Low Input

MPI Module Current Sensor MPI Module Current Sensor Output

5V
4.7 V
Battery
MPI
Motor Module Normal
Module
Area

0.2 V
GND
SIG
PWR

0V

MCM

P1581-0071

General Description
The MCM (motor control module) controls the motor output based on the MPI (motor power inverter) module current sensor
signals. Under ordinary conditions, the MPI module current sensor has these characteristics: if its input current is -200 A or
less, the output voltage is between 4.5 - 4.7 V, or if its input current is +200 A or more, the output voltage is between 0.2 - 0.5
V. If an open in the signal wire, a short to ground, or a faulty ground wiring harness or a faulty sensor power source line
occurs, the output voltage stays out of range.
If the input voltage to the MCM is excessively lower than the normal range, a malfunction such as an open in the signal wire,
a short to ground, or a faulty ground wiring harness or a short to ground is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

MCM power-supply voltage 10.5 V —

Ignition switch ON
No active DTCs MCM, MPI

Malfunction Threshold
The MCM input voltage is 0.156 V or less for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1581-19-0WR0-00
Advanced Diagnostics

DTC P1581 (20): Motor Power Inverter (MPI) Module Current Signal Circuit
High Input

MPI Module Current Sensor MPI Module Current Sensor Output

5V
4.7 V
Battery
MPI
Motor Module Normal
Module
Area

0.2 V
GND
SIG
PWR

0V

MCM

P1581-0071

General Description
The motor control module (MCM) controls the integrated motor assist (IMA) motor output based on the motor power inverter
(MPI) module current sensor signal. Under ordinary conditions, the MPI module current sensor shows certain characteristics:
If its input current is -200 A or less, the output voltage is between 4.5 - 4.7 V, or if its input current is 200 A or more, the output
voltage is between 0.2 - 0.5 V. When an open in the signal wire, a short to ground, a faulty sensor power supply cable or a
faulty ground wiring harness occurs, the output voltage stays out of the aforementioned range.
If the input signal voltage to the MCM is excessively higher than the normal range, a malfunction in the sensor ground wiring
harness is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

MCM power-supply voltage 10.5 V —

Ignition switch ON
No active DTCs MCM, MPI

Malfunction Threshold
The MCM input voltage is more than 4.85 V for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1581-20-0WR0-00
Advanced Diagnostics

DTC P1581 (21): Motor Power Inverter (MPI) Module Current Signal Circuit
Problem
High Voltage Failure

MPI Module Current Sensor 5.0

Output Voltage (V)

4.0
Stuck Failure

3.0
Sensor
MPI Battery
Motor Module
Module 2.0
GND
SIG
PWR

1.0
Nomal
MCM 0
- 200 - 100 0 100 200
Charge Discharge
Current Sensor Input (A)

P1581-0072

General Description
The motor output torque may not be properly controlled when the output voltage is drifting or freezing due to a faulty MPI
(motor power inverter) module current sensor. The sensor is designed for the output voltage to be 2.5 V ± 50 mV when the
input current is 0 A. The current flowing to the MPI module before precharge or while the motor is not turning is 0 A. There-
fore, it is possible to detect drifting or freezing from the sensor output voltage at that time.
The MCM (Motor Control Module) samples the current sensor output voltage several times and computes offset voltage at 0
A. If the computed offset voltage is beyond a set value, a malfunction in the sensor is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Under the Enable Conditions

Sequence None
Duration 0.08 second or more
DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —

Motor (engine) speed At standstill

Ignition switch ON
No active DTCs MCM, MPI, BCM
Malfunction Threshold
The MCM input voltage is less than 2.4 V or more than 2.6 V for at least 0.08 second.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1581-21-0WR0-00
Advanced Diagnostics

DTC P1582 (24): Motor Current U Phase Signal Circuit Low Input

U Phase Motor Current Sensor Output Voltage

Motor Control Module

MDM
MCM
(Motor Driver Module) 4.756 V

Voltage Converter
Module

Normal Area

MPI Module

0.156 V
IMA Motor Failure Area
0V
U/V/W Phase Motor
Current Sensor

P1582-0071

General Description
If the input voltage to the MCM (motor control module) from the U phase motor current sensor is beyond the lower limit of a
set value, a faulty sensor, an open in the sensor power supply, an open in the signal wire, a short to ground or the faulty MCM
input circuit is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None
Duration 0.5 second or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —
Ignition switch ON

No active DTCs MCM

Malfunction Threshold
The input voltage from the U phase motor current sensor is less than 0.156 V for at least 0.5 second.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1582-24-0WR0-00
Advanced Diagnostics

DTC P1582 (25): Motor Current U Phase Signal Circuit High Input

U Phase Motor Current Sensor Output Voltage

Motor Control Module

MDM
MCM Failure Area
(Motor Driver Module) 4.756 V

Voltage Converter
Module

Normal Area

MPI Module

0.156 V
IMA Motor
0V
U/V/W Phase Motor
Current Sensor

P1582-0072

General Description
If the input voltage to the MCM (motor control module) from the U phase motor current sensor is beyond the upper limit of a
set value, a faulty sensor, an open in the sensor ground or the faulty MCM input circuit is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 0.5 second or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

MCM power-supply voltage 10.5 V —

Ignition switch ON
No active DTCs MCM

Malfunction Threshold
The input voltage from the U phase motor current sensor is more than 4.756 V for at least 0.5 second.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1582-25-0WR0-00
Advanced Diagnostics

DTC P1583 (26): Motor Current V Phase Signal Circuit Low Input

V Phase Motor Current Sensor Output Voltage

Motor Control Module

MDM
MCM
(Motor Driver Module) 4.756 V

Voltage Converter
Module

Normal Area

MPI Module

0.156 V
IMA Motor Failure Area
0V
U/V/W Phase Motor
Current Sensor

P1583-0071

General Description
If the input voltage to the MCM (motor control module) from the V phase motor current sensor is beyond the lower limit of a
set value, a faulty sensor, an open in the sensor power supply, an open in the signal wire, a short to ground or the faulty MCM
input circuit is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None
Duration 0.5 second or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —
Ignition switch ON

No active DTCs MCM

Malfunction Threshold
The input voltage from the V phase motor current sensor is less than 0.156 V for at least 0.5 second.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1583-26-0WR0-00
Advanced Diagnostics

DTC P1583 (27): Motor Current V Phase Signal Circuit High Input

V Phase Motor Current Sensor Output Voltage

Motor Control Module

MDM
MCM Failure Area
(Motor Driver Module) 4.756 V

Voltage Converter
Module

Normal Area

MPI Module

0.156 V
IMA Motor
0V
U/V/W Phase Motor
Current Sensor

P1583-0072

General Description
If the input voltage to the MCM (motor control module) from the V phase motor current sensor is beyond the upper limit of a
set value, a faulty sensor, an open in the sensor power supply or the faulty MCM input circuit is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 0.5 second or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

MCM power-supply voltage 10.5 V —

Ignition switch ON
No active DTCs MCM

Malfunction Threshold
The input voltage from the V phase motor current sensor is 4.756 V or more for at least 0.5 second.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1583-27-0WR0-00
Advanced Diagnostics

DTC P1584 (28): Motor Current W Phase Signal Circuit Low Input

W Phase Motor Current Sensor Output Voltage

Motor Control Module

MDM
MCM
(Motor Driver Module) 4.756 V

Voltage Converter
Module

Normal Area

MPI Module

0.156 V
IMA Motor Failure Area
0V
U/V/W Phase Motor
Current Sensor

P1584-0071

General Description
If the input voltage to the MCM (motor control module) from the W phase motor current sensor is beyond the lower limit of a
set value, a faulty sensor, an open in the sensor power supply, an open in the signal wires, a short to ground or the faulty
MCM input circuit is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None
Duration 0.5 second or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —
Ignition switch ON

No active DTCs MCM

Malfunction Threshold
The input voltage from the W phase motor current sensor is less than 0.156 V for at least 0.5 second.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1584-28-0WR0-00
Advanced Diagnostics

DTC P1584 (29): Motor Current W Phase Signal Circuit High Input

W Phase Motor Current Sensor Output Voltage

Motor Control Module

MDM
MCM Failure Area
(Motor Driver Module) 4.756 V

Voltage Converter
Module

Normal Area

MPI Module

0.156 V
IMA Motor
0V
U/V/W Phase Motor
Current Sensor

P1584-0072

General Description
If the input voltage to the MCM (motor control module) from the W phase motor current sensor is beyond the upper limit of a
set value, a faulty sensor, an open in the sensor power supply or the faulty MCM input circuit is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 0.5 second or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

MCM power-supply voltage 10.5 V —

Ignition switch ON
No active DTCs MCM

Malfunction Threshold
The input voltage from the W phase motor current sensor is 4.76 V or more for at least 0.5 second.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1584-29-0WR0-00
Advanced Diagnostics

DTC P1585 (30): Motor Current Signal Circuit Problem

One of the waveforms of a

normal phase current sensor

Motor Phase current sensor Iu

Iu

Iv Battery Iv
MPI 0 180 360
Module Module
Iw Iw

Iw
Iv
Summation MCM Iu Iu + Iv + Iw = 0

P1585-0071

General Description
If the output voltage is drifting or freezing due to a faulty phase current sensor, the motor output torque may not be properly
controlled. If three phase current sensors (Iu, Iv, Iw) work normally, the summation value is always 0 A. However, if one of the
three sensors is drifting or freezing, the summation is not 0 A. By using a built-in circuit which calculates the sum of the three
phase current sensor’s amperage in the MCM (motor control module), the output from the counting circuit can be monitored.
If the output is beyond a set value, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None
Duration 0.5 second or more (depending on changes in motor speed)

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —

Ignition switch ON
No active DTCs U/V/W phase signal circuit, MPI, BM, MCM

Malfunction Threshold
The MCM internal counting circuit output voltage is less than 2.1 V or more than 2.9 V for at least 0.5 second.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1585-30-0WR0-00
Advanced Diagnostics

DTC P1586 (23): Motor Power Inverter (MPI) Module Current Signal/
Battery Current Signal Circuit Problem

DC/DC 12 V
Converter Accessories
MPI Current IMA Battery
(IPIN) Current (ISOC)

High Voltage Contactor

Motor MPI BM

P1586-0071

General Description
The MPI (motor power inverter) current (IPIN) and the battery module (BM) current (ISOC) are used for energy management
or motor control in the IMA (integrated motor assist) system, and if the correct current cannot be detected, the exhaust emis-
sion, the fuel economy or drivability may be adversely affected.
With the high-voltage contactor is ON, the IPIN and the ISOC are used to monitor current flowing on the same line through
the DC-DC converter which supplies power to the accessories. Comparing the IPIN and the ISOC in relation to the DC-DC
converter power consumption enables to detect a faulty IPIN or ISOC.
If the difference between the IPIN and the ISOC is a set value or more for at least a specified time period, a malfunction is
detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

MCM power-supply voltage 10.5 V —

No active DTCs MDM, MPI, U/V/W phase signal circuit, MCM, IMA system, BCM, BM

Malfunction Threshold
The MPI current (IPIN) minus the IMA battery current (ISOC) equals -9 A or less, or 23 A or more, for at least 2 seconds.
Driving Pattern
1. Connect the scan tool and start the engine, then turn all accessories (the headlights, the defroster, the blower, the A/C,
and the ceiling light) off to minimize the engine load.
2. Let the engine idle for at least 5 seconds.
3. Accelerate the vehicle with wide open throttle for at least 5 seconds.
4. Then, apply the brakes, and decelerate the vehicle for at least 5 seconds, then turn all accessories on to maximize the
engine load (the high beam headlights on, the defroster on, the blower on high speed, the A/C on, and the ceiling light on).
5. Repeat the driving cycle from step 2 through 4 again.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1586-23-0WR0-00
Advanced Diagnostics

DTC P1600: IMA System Malfunction

MOTFSA

MOTFSB

ECM MCM

P1600-0601

General Description
This DTC is used to determine if a malfunction is on the engine side or the IMA side when checking with the HDS. When a
device on the IMA side malfunctions, the motor control module (MCM) signals the engine control module (ECM) to turn on
the MIL. If the ECM receives a signal from the MCM to turn on the MIL, the MIL is turned on and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration —

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum
Battery voltage 10.05 V —

Ignition switch ON

No active DTCs IMA System

Malfunction Threshold
It depends on the “Enable Conditions” on IMA side.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs. The MIL,
the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the battery.

P1600-0WR0-00
Advanced Diagnostics

DTC P1607: Engine Control Module (ECM) Internal Circuit Malfunction (CVT)

ECM

A/F CPU

Back-up CPU
Monitor Signal

Main
CPU Back-up Injection

Switching
Gate

Main Injection

P1607-0176

General Description
If something is wrong in the engine control module (ECM), and there is a loss of monitor signals from the back-up CPU, or
the communication signals from the A/F CPU are abnormal for a set time period, or an abnormality in the communication sig-
nals occurs a set number of times continuously, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition
Ignition switch ON

No active DTCs ECM

Malfunction Threshold
One of the following conditions must be met.
• No signal from the back-up CPU is detected for at least 5 seconds.
• An abnormality in the A/F CPU lasts for at least 5 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1607-1WV0-00
Advanced Diagnostics

DTC P1607: Engine Control Module (ECM) Internal Circuit Malfunction

ECM

Immobilizer
Control A/F CPU
Unit

Main
CPU
Back-up CPU
Monitor Signal

Back-up Injection

EEPROM

Switching
Gate

Main Injection

P1607-0172

General Description
If something is wrong in the engine control module (ECM), and there is a loss of monitor signals from the back-up CPU, or an
abnormality in the data that is read from EEPROM is detected a set number of times continuously, or the output from the cir-
cuit in the immobilizer is abnormal for at least a set time period, or the communication signals from the A/F CPU are abnor-
mal for at least a set time period, or an abnormality in the communication signals occurs a set number of times continuously,
a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None
5 seconds or more*, ***
Duration 24 seconds or less**
2.2 seconds or more****
DTC Type One drive cycle, MIL ON

* : Back-up CPU failure

** : EEPROM data failure
*** : A/F CPU failure
**** : Immobilizer output signals failure
Enable Conditions
Condition
Ignition switch ON

No active DTCs ECM

Malfunction Threshold
One of these conditions must be met.
• No signal from the back-up CPU is detected for at least 5 seconds.
• Abnormality of the data from EEPROM has been detected 5 times or more within 24 seconds.
• An abnormality in the A/F CPU lasts for at least 5 seconds.
• Output from the circuit in the immobilizer is abnormal for at least 2.2 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1607-0WR0-00
Advanced Diagnostics

DTC P1630: Problem in Transmission Control Module (TCM)

Write

CPU EEPROM
Read

TCM

P1630-0175

General Description
The electrically erasable programmable read-only memory (EEPROM) is in the transmission control module (TCM), and the
data can be read/written from/to the memory. This memory also can hold data even after the battery is disconnected. If an
abnormality in the data read from the EEPROM occurs a set number of times, the CPU detects a malfunction and stores a
DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Under the Enable Condition
Sequence None

Duration 60 seconds or less

DTC Type One drive cycle, MIL ON, D indicator blinks

Enable Conditions
Condition

No active DTCs TCM

Other When disconnecting and reconnecting the battery

Malfunction Threshold
An abnormality in the data read from the EEPROM occurs continuously three times or more for no more than 60 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1630-1EC0-00
Advanced Diagnostics

DTC P1635 (79): Battery Condition Monitor (BCM) Module Problem

BCM Module

+ 12 V + 25 V

Self Diagnosis

- 12 V

P1635-0071

General Description
The self-diagnostic function in the BCM (battery condition monitor) module checks if the divided voltage of the ±12 V power-
supply resistance and the divided voltage of the 25 V DC-DC converter resistance. If is beyond a set value, a malfunction in
the power-supply voltage to the sensor is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

MCM power-supply voltage 7.5 V —

Ignition switch ON
No active DTCs BCM

Malfunction Threshold
•The A/D value of the ±12 V DC/DC is 1.2 V or less, or 3.7 V or more, for at least 2 seconds.
•The A/D value of the 25 V DC/DC is 2.25 V or less, or 2.7 V or more, for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1635-79-0WR0-00
Advanced Diagnostics

DTC P1640: ACTTRQ Motor Torque Signal Circuit Low Input

MOTOR CONTROL
MODULE
MOTFSB

MOTFSA

MOTSTB

QBATT

ACTTRQ

ECM

P1640-0001

General Description
The engine control module (ECM) signals a request for motor torque to the motor control module (MCM). The MCM sends
back the motor torque value as duty signals to the MCM. The duty signals are converted into voltage in the ECM and used for
various controls. If the ACTTRQ motor torque signal voltage is a set value or less, a malfunction is detected and a DTC is
stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum
Battery voltage 10.05 V —
Ignition switch ON

No active DTCs IMA ACTTRQ motor

Malfunction Threshold
The ACTTRQ motor torque signal voltage is 0.27 V or less for at least 5 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1640-0WR0-00
Advanced Diagnostics

DTC P1641: ACTTRQ Motor Torque Signal Circuit High Input

MOTOR CONTROL
MODULE
MOTFSB

MOTFSA

MOTSTB

QBATT

ACTTRQ

ECM

P1640-0001

General Description
The engine control module (ECM) signals a request for motor torque to the motor control module (MCM). The MCM sends
back the motor torque value as duty signals to the MCM. The duty signals are converted into voltage in the ECM and used for
various controls. If the ACTTRQ motor torque signal voltage is a set value or more, a malfunction is detected and a DTC is
stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum
Battery voltage 10.05 V —
Ignition switch ON

No active DTCs IMA ACTTRQ motor

Malfunction Threshold
The ACTTRQ motor torque signal voltage is 4.75 V or more for at least 5 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1641-0WR0-00
Advanced Diagnostics

DTC P1642: QBATT Battery Signal Circuit Low Input

MOTOR CONTROL
MODULE
MOTFSB

MOTFSA

MOTSTB

QBATT

ACTTRQ

ECM

P1640-0001

General Description
The motor control module (MCM) signals the information about the battery’s state of charge to the engine control module
(ECM) via the QBATT signal line. If the QBATT battery signal voltage is a set value or less, a malfunction is detected and a
DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None
Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum

Battery voltage 10.05 V —

Ignition switch ON
No active DTCs IMA QBATT signal
Malfunction Threshold
The QBATT battery signal voltage is 0.27 V or less for at least 5 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1642-0WR0-00
Advanced Diagnostics

DTC P1643: QBATT Battery Signal Circuit High Input

MOTOR CONTROL
MODULE
MOTFSB

MOTFSA

MOTSTB

QBATT

ACTTRQ

ECM

P1640-0001

General Description
The motor control module (MCM) signals the information about the battery’s state of charge to the engine control module
(ECM) via the QBATT signal line. If the QBATT battery signal voltage is a set value or more, a malfunction is detected and a
DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None
Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum

Battery voltage 10.05 V —

Ignition switch ON
No active DTCs IMA QBATT signal
Malfunction Threshold
The QBATT battery signal voltage is 4.75 V or more for at least 5 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1643-0WR0-00
Advanced Diagnostics

DTC P1644: MOTFSA Signal Malfunction

MOTOR CONTROL
MODULE
MOTFSB

MOTFSA

MOTSTB

QBATT

ACTTRQ

ECM

P1640-0001

General Description
The motor control module (MCM) signals various information about the IMA system to the engine control module (ECM) via
the MOTFSA signal line. If no duty signals are input from the MCM for at least a set time period, the ECM detects a malfunc-
tion and stores a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None
Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum

Battery voltage 10.05 V —

Ignition switch ON
No active DTCs IMA MOTFSA
Malfunction Threshold
No duty signals are input from the MCM for at least 5 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1644-0WR0-00
Advanced Diagnostics

DTC P1645: MOTFSB Signal Malfunction

MOTOR CONTROL
MODULE
MOTFSB

MOTFSA

MOTSTB

QBATT

ACTTRQ

ECM

P1640-0001

General Description
The motor control module (MCM) signals information about the motor to the engine control module (ECM) via the MOTFSB
signal line. If no duty signals are input from the MCM for at least a set time period, the ECM detects a malfunction and stores
a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None
Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum

Battery voltage 10.05 V —

Ignition switch ON
No active DTCs IMA MOTFSB
Malfunction Threshold
No duty signals from the MCM are input for at least 5 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1645-0WR0-00
Advanced Diagnostics

DTC P1646: MOTSTB Signal Malfunction

MOTOR CONTROL
MODULE
MOTFSB

MOTFSA

MOTSTB

QBATT

ACTTRQ

ECM

P1640-0001

General Description
The motor control module (MCM) sends information about the motor to the engine control module (ECM) via the MOTSTB
signal line. If no duty signals are input from the MCM for a set time, the ECM detects a malfunction and stores a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum
Battery voltage 10.05 V —

Ignition switch ON

No active DTCs IMA MOTSTB

Malfunction Threshold
No signals from the MCM are input for at least 5 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1646-0WR0-00
Advanced Diagnostics

DTC P1647 (01): Power Command Signal Circuit Low Input

T1

Control Mode T
Duty: T1/T
(MAMOD 1)

Target power
ECM MCM
(CMDPWR)

Engine Torque

(ENGTRQ)

P1647-0071

General Description
The ECM (engine control module) sends signals that command the motor output (CMDPWR) to the MCM (motor control
module) by the PWM signal duty. The signal duty is converted into voltage via an integrator circuit in the MCM, and the CPU
reads it as analog. The duty that is used for the control is set between 10% - 90% (equivalent to 0.5 V - 4.5 V), so it stays
beyond the range in case of a malfunction such as an open in the signal wire or a short to ground.
If the MCM reads voltage lower than a set range, a short to ground in the signal wire is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None
Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

MCM power-supply voltage 10.5 V —

Ignition switch ON
No active DTCs ECM, MCM

Malfunction Threshold
The voltage converted in the MCM circuit is less than 0.24 V for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1647-01-0WR0-00
Advanced Diagnostics

DTC P1647 (02): Power Command Signal Circuit High Input

T1

Control Mode T
Duty: T1/T
(MAMOD 1)

Target power
ECM MCM
(CMDPWR)

Engine Torque

(ENGTRQ)

P1647-0071

General Description
The ECM (engine control module) sends signals that command the motor output (CMDPWR) to the MCM (motor control
module) by the PWM signal duty. The signal duty is converted into voltage via an integrator circuit in the MCM, and the CPU
reads it as analog. The duty that is used for the control is set between 10% - 90% (equivalent to 0.5 V - 4.5 V), so it stays
beyond the range when a malfunction such as an open in the signal wire or a short to ground occurs. If the MCM reads volt-
age higher than a set range, an open in the signal wire is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None
Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

MCM power-supply voltage 10.5 V —

Ignition switch ON
No active DTCs ECM, MCM

Malfunction Threshold
The voltage converted in the MCM circuit is 4.75 V or more for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1647-02-0WR0-00
Advanced Diagnostics

DTC P1647 (03): Engine Torque Signal Circuit Low Input

Control Mode T1

(MAMOD 1)

Target power T
ECM MCM Duty: T1/T
(CMDPWR)

Engine Torque

(ENGTRQ)

P1647-0072

General Description
The ECM (engine control module) signals the engine torque to the MCM (motor control module) by the PWM signal duty. The
signal duty is converted into voltage via an integrator circuit in the MCM, and the CPU reads it as analog. The duty that is
used for the control is set between 10% - 90% (equivalent to 0.5 V - 4.5 V), so it stays beyond the range when a malfunction
such as an open in the signal wire or a short to ground occurs. If the MCM reads voltage lower than a set range, a short to
ground in the signal wire is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —

Ignition switch ON

No active DTCs ECM, MCM

Malfunction Threshold
The voltage converted in the MCM circuit is less than 0.24 V for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1647-03-0WR0-00
Advanced Diagnostics

DTC P1647 (04): Engine Torque Signal Circuit High Input

Control Mode T1

(MAMOD 1)

Target power T
ECM MCM Duty: T1/T
(CMDPWR)

Engine Torque

(ENGTRQ)

P1647-0072

General Description
The ECM (engine control module) signals the engine torque to the MCM (motor control module) by the PWM signal duty. The
signal duty is converted into voltage via an integrator circuit in the MCM, and the CPU reads it as analog. The duty that is
used for the control is set between 10% - 90% (equivalent to 0.5 V - 4.5 V), so it stays beyond the range when a malfunction
such as an open in the signal wire or a short to ground occurs. If the MCM reads voltage higher than a set range, an open in
the signal wire is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —

Ignition switch ON

No active DTCs ECM, MCM

Malfunction Threshold
The voltage converted in the MCM circuit is 4.75 V or more for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1647-04-0WR0-00
Advanced Diagnostics

DTC P1647 (05): Mode Signal Circuit 1 Low Input

Control Mode

(MAMOD 1)
T1

Target power
ECM MCM
(CMDPWR)
T
Engine Torque Duty: T1/T

(ENGTRQ)

P1647-0073

General Description
The ECM (engine control module) sends the IMA control mode signals (MAMOD1) to the MCM (motor control module) by the
PWM signal duty. The signal duty is converted into voltage via an integrator circuit in the MCM, and the CPU reads it as ana-
log. The duty that is used for the control is set between 10% - 90% (equivalent to 0.5 V - 4.5 V), so it stays beyond the range
when a malfunction such as an open in the signal wire or a short to ground occurs. If the MCM reads voltage lower than a set
range, a short to ground in the signal wire is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

MCM power-supply voltage 10.5 V —

Ignition switch ON
No active DTCs ECM, MCM

Malfunction Threshold
The voltage converted in the MCM circuit is less than 0.24 V for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1647-05-0WR0-00
Advanced Diagnostics

DTC P1647 (06): Mode Signal Circuit 1 High Input

Control Mode

(MAMOD 1)
T1

Target power
ECM MCM
(CMDPWR)
T
Engine Torque Duty: T1/T

(ENGTRQ)

P1647-0073

General Description
The ECM (engine control module) sends the IMA control mode signals (MAMOD1) to the MCM (motor control module) by the
PWM signal duty. The signal duty is converted into voltage via an integrator circuit in the MCM, and the CPU reads it as ana-
log. The duty that is used for the control is set between 10% - 90% (equivalent to 0.5 V - 4.5 V), so it stays beyond the range
when a malfunction such as an open in the signal wire or a short to ground occurs. If the MCM reads voltage higher than a
set range, an open in the signal wire is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

MCM power-supply voltage 10.5 V —

Ignition switch ON
No active DTCs ECM, MCM

Malfunction Threshold
The voltage converted in the MCM circuit is more than 4.75 V for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1647-06-0WR0-00
Advanced Diagnostics

DTC P1647 (07): Mode Signal Circuit 2 Problem

Mode Signal 1 Mode Signal 2

ECM mode control
PWM Duty (H/L→0/1)
Mode
Acceleration 25 % 1
Signal 1
(PWM) Unused 25 % 0

ECM MCM Deceleration 35 % 0

Unused 35 % 1
Mode
Signal 2
(High/Low)

P1647-0074

General Description
The MCM (motor control module) determines the motor assist control mode according to the mode signals (Mode signal 1,
Mode signal 2) from the engine control module (ECM). The motor assist control mode is determined by the combination of
the Mode signal 1 (PWM duty) and Mode signal 2 (High/Low voltage level). When the Mode signal 2 is malfunctioning, it is
contrary to the state in the table and stays High or Low. Therefore, the motor assist control mode is not determined if the
Mode signal 2 is malfunctioning.
If the combination of the Mode signal 1 and Mode signal 2 differs from one specified for at least a set time period, a malfunc-
tion in the Mode signal 2 is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —

No active DTCs MDM, MPI, U/V/W phase signal circuit, MCM, IMA system, BCM, BM

At the time of motor assist during acceleration or at the time of regenerative motor
Other
assist during deceleration

Malfunction Threshold
Mode Signal 1 = 25% and Mode Signal 2 = Low (1 V or less) for at least 2 seconds.
Mode Signal 1 = 35% and Mode Signal 2 = High (4 V or more) for at least 2 seconds.
Driving Pattern
1. Start the engine, and let it idle.
2. Then, accelerate the vehicle with IMA assist for at least 10 seconds.
3. Decelerate by applying the brakes for at least 10 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1647-07-0WR0-00
Advanced Diagnostics

DTC P1647 (43): Engine Speed Signal Circuit Problem

Engine Speed Signal Engine Speed Signal

Transmitting Circuit Receiving Circuit
3 pulses/
High 2 revolutions of the engine
failure

Voltage (V)
Normal Signal

Low failure

Time

ECM ECM

P1647-0075

General Description
The IMA (integrated motor assist) system receives an engine speed signal from the engine control module (ECM), and it pro-
duces a torque in the opposite phase of the engine torque to cancel out changes of the engine torque and control the fre-
quencies of vibration created by the engine at idle. If the engine speed signal fails, the IMA stops controlling the frequencies
of vibration created by the engine. If the difference between the estimated engine speed, based on the engine speed signal,
and the estimated motor speed, based on the assist motor magnetic pole position sensor signal (NMOT), increases, a mal-
function is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —

Motor speed 400 rpm —

No active DTCs Mode signal circuit, MPI, IMA system, Detection signal circuit

Malfunction Threshold
The difference between the estimated engine speed and the estimated motor speed is 500 rpm or more for at least 2 sec-
onds.
Driving Pattern
1. Start the engine.
2. Hold the engine at 1,000 rpm for at least 10 seconds.
3. Hold the engine at 3,000 rpm for at least 10 seconds.
4. Stop the engine.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1647-43-0WR0-00
Advanced Diagnostics

DTC P1648 (64): Battery Condition Monitor (BCM) Module Communication

Signal Circuit Problem

BCM Module

Header Data 1 - 10 Check Sum

BATSCI 1,2

11 bit
Serial
Communi-
BCM Module MCM cation
Parity, Check

MCM

Header Data 1 - 10 Check Sum

P1648-0071

General Description
Data is transmitted and received between the MCM (motor control module) and the BCM (battery condition monitor) module.
Various commands are included in the stream of data, and some are unable to control without limitation by the final value,
which is normal, when there is an open in the line or a faulty circuit for the interface. The MCM confirms the normality of the
data received according to the parity and check sum, and it measures a time interval during which the command update has
not been executed based on the periodic process by the internal timer. If no data update is executed over a set time period,
a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None
Duration 2 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum
MCM power-supply voltage 10.5 V —
Ignition switch ON

No active DTCs MCM, BCM

Malfunction Threshold
No signals are received for at least 2 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1648-64-0WR0-00
Advanced Diagnostics

DTC P1648 (75): Motor Control Module (MCM) Communication Signal Circuit
Problem

MCM

Header (B3 or B4) Data Check Sum

BATSCI 1, 2
RS422
11 bit
Serial
Communi-
BCM Module MCM cation
Parity, Check

BCM Module

Header (B3 or B4) Data Check Sum

(Add each value stored in the buffer of the RAM.

Only single digit is to be considered.)

P1648-0072

General Description
Data is transmitted and received between the MCM (motor control module) and the BCM (battery condition monitor) module.
Various commands are included in the stream of data, and some are unable to control without limitation by the final value,
which is normal, when there is an open in the line or a faulty circuit for the interface. The BCM module measures a time inter-
val during which the command update has not been executed based on the periodic process by the internal timer. If the time
interval is beyond a set time period, the BCM uses the safe value for the control instead, then provides timing for the MCM to
signal the abnormality of the data received from the MCM. The data update is resumed when the normal data is received,
and the fail safe maintains the latest value. If no data update is executed over a set time period, a malfunction is detected
and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None
Duration 4 seconds or more

DTC Type One drive cycle, MIL ON, IMA system indicator ON

Enable Conditions
Condition Minimum Maximum

BCM power-supply voltage 7.5 V —

Ignition switch ON
No active DTCs MCM, BCM
Malfunction Threshold
No signals are received for at least 4 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1648-75-0WR0-00
Advanced Diagnostics

DTC P1655: A/T FI Signal A/B Circuit Malfunction (CVT)

TMA

TMB

ECM

TCM

P1655-9601

General Description
The engine control module (ECM) sends various signals to the transmission control module (TCM) via the TMA signal line.
The TCM sends signals used for engine control to the ECM via the TMB signal line. If no signals to or from the ECM are input
or output for a set time, a malfunction is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 5 seconds or more

DTC Type One drive cycle, MIL ON

Enable Conditions
Condition Minimum Maximum
Battery voltage 10.05 V —

No active DTCs AT-FI signal

Malfunction Threshold
No communication signals from the TCM are detected for at least 5 seconds.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored in the ECM memory.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs. The MIL,
the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the battery.

P1655-1WV0-00
Advanced Diagnostics

DTC P1705: Short in Transmission Range Switch Circuit

ATP
NP

ATP
R P

ATP D
D L

ATP
L TRANSMISSION
RANGE
D SWITCH
IND

TCM

P R N D L

GAUGE ASSEMBLY

P1705-0104
Transmission range switch contact point input matrix

Input per switch

Shift lever position
P.N R D L

P O X X X
R X O X X

N O X X X
D X X O X

L X X X O

O: Closed X: Open
General Description
The transmission range switch is attached to the control shaft. Operation of the shift lever makes the control shaft rotate via
the shift cable. The A/T gear position indicator indicates which position is selected according to the four signal Low/High
combinations which vary based on the control shaft rotational angle. The control shaft changes the position of the transmis-
sion range switch, activates the manual valve, and switches hydraulic pressure to shift the transmission through forward/neu-
tral/reverse. The transmission range switch signal is used to determine the shift schedule. The voltage is 12 V (High) at the
transmission control module (TCM) input terminal when each transmission range switch position is open, and it is 0 V (Low)
when each switch is closed. If the TCM detects a different range switch input instead of the correct switch input (see the con-
tact point input matrix) in the selected range at that time, it detects a malfunction and stores a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 1 second

DTC Type One drive cycle, MIL ON, D indicator blinks

Enable Conditions
Condition

Ignition switch ON

Malfunction Threshold
Two or more contact points of the transmission range switch are ON at the same time for at least 1 second. (0 V at two or
more switch input terminals.)

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1705-CPS3-00
Advanced Diagnostics

DTC P1706: Open in Transmission Range Switch Circuit

(no gear position inputs)

ATP
NP

ATP
R P

ATP D
D L

ATP
L TRANSMISSION
RANGE
D SWITCH
IND

TCM

P R N D L

GAUGE ASSEMBLY

P1705-0104
Transmission range switch contact point input matrix

Input per switch

Shift lever position
P.N R D L

P O X X X
R X O X X

N O X X X
D X X O X

L X X X O

O: Closed X: Open
General Description
The transmission range switch is attached to the control shaft. Operation of the shift lever makes the control shaft rotate via
the shift cable. The A/T gear position indicator indicates which position is selected according to the four signal Low/High
combinations which vary based on the control shaft rotational angle. The control shaft changes the position of the transmis-
sion range switch, activates the manual valve, and switches hydraulic pressure to shift the transmission through forward/neu-
tral/reverse. The transmission range switch signal is used to determine the shift schedule. The voltage is 12 V (High) at the
transmission control module (TCM) input terminal when each transmission range switch position is open, and it is 0 V (Low)
when each switch is closed. If the D switch stays open while the vehicle repeatedly accelerates to a specified vehicle speed
and then stops despite being in the D position, theTCM detects a malfunction in the transmission range switch (open) and
stores a DTC.

Monitor Execution, Sequence, Duration, DTC Type

Execution Under the Enable Conditions

Sequence None
Duration Depending on the driving pattern

DTC Type Two drive cycles, MIL ON, D indicator OFF

Enable Conditions
Condition

Shift lever position D

Malfunction Threshold
The D switch is open during acceleration/deceleration.

Driving Pattern
Start the engine, and accelerate to a speed of 30 mph (48 km/h) or more in D position, then stop the vehicle again.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and the
A/C.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle, a Temporary DTC is stored. If the malfunction recurs during the
next (second) drive cycle, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P1706-CNP4-00
Advanced Diagnostics

DTC P1790: Throttle Position (TP) Sensor Circuit

VCC
TPS
SG

THROTTLE POSITION
(TP) SENSOR

ECM

TPS

TCM

P1790-9601

Throttle Position (TP) Sensor Output Voltage

5
Sensor Voltage (V)

2.5

0.5

0 Idle Wide Open Throttle

Throttle Opening

P0122-9672

General Description
The throttle position (TP) sensor is installed in the throttle body, and it detects the position of the throttle valve. This sensor
includes a brush that moves with the throttle valve. The brush outputs a voltage to the transmission control module (TCM)
that varies linearly with the throttle position by sliding on a resistor.
The TCM monitors the throttle position according to the TP sensor output voltage, and detects an open or a short in the har-
ness and a malfunction in the input circuit.
If the input voltage to the TCM is out of a set value, a malfunction is detected and a DTC is stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Continuous

Sequence None

Duration 10 seconds

DTC Type One drive cycle, MIL ON, D indicator blinks

Enable Conditions
Condition

Ignition switch ON

Malfunction Threshold
The TP sensor output voltage is 0.09 V or less or 4.93 V or more for at least 10 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1790-CTH1-00
Advanced Diagnostics

DTC P1793: Problem in Manifold Absolute Pressure (MAP) Sensor Circuit

VCC

MAP

SG

MAP SENSOR

ECM

MAP

TCM

P1793-9601

Manifold Absolute Pressure (MAP) Sensor Output Voltage

High
Sensor Voltage (V)

Low

Low High
Manifold Absolute Pressure
P0107-9671

General Description
The manifold absolute pressure (MAP) sensor senses manifold absolute pressure (vacuum) and converts it into electrical
signals. The MAP sensor outputs low signal voltage at high-vacuum (throttle valve closed) and high signal voltage at low-vac-
uum (throttle valve wide open).
The transmission control module (TCM) compares a computed MAP value based on a given throttle position and other infor-
mation with the output voltage of the MAP sensor. If the input voltage to the TCM is out of a set value, a malfunction is
detected and a DTC is stored.
Monitor Execution, Sequence, Duration, DTC Type
Execution Continuous
Sequence None

Duration 10 seconds
DTC Type One drive cycle, MIL ON, D indicator blinks

Enable Conditions
Condition
Ignition ON

Malfunction Threshold
The MAP sensor voltage is 0.2 V or less, or 4.5 V or more, for at least 10 seconds.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1793-CPB1-00
Advanced Diagnostics

DTC P1879: Problem in CVT Start Clutch Pressure Control Solenoid Circuit

SC LS+

SC LS-

CVT START CLUTCH

PRESSURE CONTROL
TCM
SOLENOID

P1879-9601

CVT Start Clutch Pressure Control Solenoid Output Waveform

12 (V) Duty = b / (divided by) a

0 (V)
b

P1879-9675

General Description
The CVT start clutch pressure control solenoid is used to control clutch pressure (hydraulic pressure) so the pressure for the
various driving conditions is optimized. The spool in the linear solenoid pushes the valve by the duty cycle, and produces
hydraulic pressure in proportion to the current. The CVT start clutch pressure control solenoid measures the current that
passes through the linear solenoid and uses feedback control for the differential between the measured current and the com-
manded value. If the measured current is not equal to the duty cycle command, a malfunction (open, short to ground, short to
power on the plus terminal side of linear solenoid) is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous

Sequence None

Duration 1 second

DTC Type One drive cycle, MIL ON, D indicator blinks

Enable Conditions
Condition

State of the engine Running

Engine speed input circuit, CVT drive pulley speed sensor, CVT driven pulley speed
No active DTCs sensor, Shift control system, Start clutch control system, CVT drive pulley pressure
control solenoid, CVT driven pulley pressure control solenoid

Malfunction Threshold
Measured current is not equal to the transmission control module (TCM) duty cycle command for at least 1 second.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1879-1SC3-00
Advanced Diagnostics

DTC P1885: Problem in CVT Drive Pulley Speed Sensor Circuit

VCC

NDR

NDR SG

CVT
TCM DRIVE PULLEY
SPEED SENSOR

P1885-0101

General Description
The CVT drive pulley speed sensor detects the number of revolutions of the gear on the drive pulley and sends a pulsing sig-
nal to the transmission control module (TCM). The TCM converts the pulsing signal into drive pulley speed. In addition, the
TCM converts the engine ignition signal into the engine speed signal.
If the drive pulley speed is lower than the value that is estimated based on the engine speed in D, L, or R position, a malfunc-
tion in the CVT drive pulley speed sensor is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Under the Enable Conditions
Sequence None

Duration 15 seconds

DTC Type One drive cycle, MIL ON, D indicator blinks

Enable Conditions
Condition Minimum Maximum

Engine speed 600 rpm —

Shift lever position D, L, or R

Malfunction Threshold
The drive pulley speed < the engine speed estimated by the TCM by a factor of 0.53 for at least 15 seconds.
Driving Pattern
Start the engine. Hold the engine at 600 rpm or more in D position for at least 15 seconds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and the
A/C.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1885-1DS3-00
Advanced Diagnostics

DTC P1886: Problem in CVT Driven Pulley Speed Sensor Circuit

VCC

NDN

NDN SG

CVT
TCM DRIVEN PULLEY
SPEED SENSOR

P1886-0101

Detection Area

50%
Throttle Position

35

18.8 Detection Area

6.3
5
0 8 43 62mph Vehicle Speed
(13) (69) (100km/h)

P1886-9875

General Description
The CVT driven pulley speed sensor detects the number of revolutions of the gear on the driven pulley and sends a pulsing
signal to the transmission control module (TCM). The TCM converts the pulsing signal into driven pulley speed.
Pattern 1
If no signals from the CVT driven pulley speed sensor are detected at a set engine speed or more in D, L, or R position, a
malfunction in the CVT driven pulley speed sensor is detected and a DTC is stored.
Pattern 2
If no signals from the CVT driven pulley speed sensor are detected when driving the vehicle at a steady speed (a set value)
within a set engine speed range in D or L position (with the start clutch engaged), a malfunction in the driven pulley speed
sensor is detected, and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Under the Enable Conditions
Sequence None

Duration 15 seconds
DTC Type One drive cycle, MIL ON, D indicator blinks
Enable Conditions
Pattern 1

Condition Minimum Maximum

Engine speed 600 rpm —

Shift lever position D, L, or R

Other The engine speed is equal to the drive pulley speed

Pattern 2

Condition Minimum Maximum

Engine speed 600 rpm 6,800 rpm

Shift lever position D or L

The vehicle speed measured by the CVT speed sensor is equal to the vehicle speed

Both the vehicle speed measured by the CVT speed sensor and the vehicle speed are
Others 8 mph (13 km/h) or more

The vehicle speed and the throttle position are in the Detection Area shown in the
graph

Malfunction Threshold
No signals from the driven pulley speed sensor are detected for at least 15 seconds during Pattern 1 or Pattern 2.

Driving Pattern
Pattern 1
Start the engine. Hold the engine at 600 rpm or more in D position for at least 15 seconds.

Pattern 2
Start the engine. Drive the vehicle on a flat road at a steady speed between 43 - 62 mph (69 - 100 km/h) in D position for at
least 15 seconds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and the
A/C.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1886-1DS4-00
Advanced Diagnostics

DTC P1888: Problem in CVT Speed Sensor Circuit

VCC

VEL

VEL SG

CVT
TCM SPEED SENSOR

P1888-0101

General Description
The CVT speed sensor detects the number of revolutions of the secondary gear and sends a pulsing signal to the transmis-
sion control module (TCM). The TCM converts the pulsing signal into CVT speed.
If the vehicle speed measured by the CVT speed sensor is lower than the value that is estimated based on the vehicle speed
measured by the vehicle speed sensor (VSS), a malfunction in the CVT speed sensor is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Under the Enable Conditions

Sequence None
Duration 10 seconds

DTC Type One drive cycle, MIL ON, D indicator blinks

Enable Conditions
Condition Minimum Maximum

Vehicle speed 8 mph (13 km/h) —

Malfunction Threshold
The vehicle speed measured by the VSS > the vehicle speed measured by the CVT speed sensor by a factor of 1.8 for at
least 10 seconds.

Driving Pattern
Start the engine. Drive the vehicle at a speed of 8 mph (13 km/h) or more for at least 10 seconds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and the
A/C.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1888-1CS3-00
Advanced Diagnostics

DTC P1890: Problem in Shift Control System

Low ratio High ratio

High Pressure
Low Pressure

DRIVE PULLEY

High Pressure
Low Pressure

DRIVEN PULLEY PULLEY

CONTROL
PULLEY
VALVE B
CONTROL
VALVE A
XX XX XX XX
PH REGULATOR
VALVE

X X X
XX X XX X XX X XX X

CVT DRIVEN PULLEY PRESSURE CVT DRIVE PULLEY PRESSURE

CONTROL SOLENOID CONTROL SOLENOID

P1890-0176
General Description
The shift control system is used for the shift control based on the each gear position on the map previously stored in the
transmission control module (TCM) memory. The shift control system controls the CVT drive pulley pressure control solenoid
and the CVT driven pulley pressure control solenoid according to the vehicle speed and the throttle position so the engine
speed becomes equal to the target value, i.e., it varies the hydraulic pressure applied to the drive and driven pulley and pro-
vides feedback on the difference between the target engine speed and the actual engine speed during a drive.
It supplies high hydraulic pressure to the driven pulley and enlarges the driven pulley belt diameter when shifting to a lower
ratio. It supplies high hydraulic pressure to the drive pulley and enlarges the drive pulley belt diameter when shifting to a
higher ratio.
If an abnormal shifting is determined from the result of the operation in the TCM when in D, L, or R position, a malfunction in
the CVT shift function is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Under the Enable Conditions

Sequence None

Duration 13 seconds

DTC Type One drive cycle, MIL ON, D indicator blinks

Enable Conditions
Condition Minimum Maximum

Engine speed 600 rpm —

Throttle position 6.3% —

Vehicle speed measured by CVT

8 mph (13 km/h) —
speed sensor

Shift lever position D, L, or R

Other The engine speed is equal to the drive pulley speed

Malfunction Threshold
The result obtained from the operation in the TCM is more than a threshold for abnormal shifting for at least 13 seconds.

Driving Pattern
Start the engine. Drive the vehicle at a speed of 8 mph (13 km/h) or more in D position with a constant throttle position for at
least 13 seconds.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and the
A/C.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1890-1SF4-00
Advanced Diagnostics

DTC P1891: Problem in Start Clutch Control System

START CLUTCH

START CLUTCH
ACCUMULATOR
VALVE
X

SHIFT INHIBITOR
VALVE
X X X

X X
X
CVT START CLUTCH
PRESSURE CONTROL
SOLENOID

CLUTCH REDUCING
VALVE

P1891-0176

Graph 1: Detection Area Graph 2: Failure Area

Vehicle speed measured by
driven pulley speed sensor

50%
Failure Area
Throttle Position

35
19 mph (31 km/h)
Detection Area 12 (19)
18.8
9 (14)
6.3 Failure Area
5
0 8 43 62mph Vehicle Speed 0 8 43 62 mph Vehicle speed
(13) (69) (100km/h) (13) (69) (100 km/h) measured by
CVT speed sensor

P1891-9875
General Description
The start clutch control system controls the clutch piston hydraulic pressure which affects the amount of power transmission
by the multiplate wet start clutch on the driven pulley shaft. The transmission control module (TCM) activates the CVT start
clutch pressure control solenoid to control the hydraulic pressure that is applied to the start clutch piston in accordance with
vehicle conditions. The start clutch control system detects the overslip of the clutch. If the difference between the vehicle
speed measured by the driven pulley speed sensor and one measured by the CVT speed sensor is excessive when driving
the vehicle under Enable Conditions, a malfunction, excessive clutch slippage is detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Under the Enable Conditions

Sequence None

Duration 10 seconds
DTC Type One drive cycle, MIL ON, D indicator blinks

Enable Conditions
Condition Minimum Maximum
Vehicle speed measured by the
8 mph (13 km/h) —
CVT speed sensor

Engine speed 600 rpm 6,800 rpm

Shift lever position D or L

The vehicle speed measured by the CVT speed sensor is equal to the vehicle speed
Others Both the vehicle speed and throttle position are in the Detection Area shown in
Graph 1

Malfunction Threshold
The deviation in each vehicle speed measured by the CVT speed sensor and the driven pulley speed sensor is in the Failure
Area shown in Graph 2 for at least 10 seconds when the relationship between the vehicle speed and the throttle position is as
shown in Graph 1.

Driving Pattern
Start the engine. Drive the vehicle at a speed of 8 mph (13 km/h) or more with the engine speed at 600 - 6,800 rpm in D or L
position for at least 10 seconds. In addition, make sure the vehicle speed and the throttle position are in the Detection Area
shown in Graph 1.

• If you have difficulty duplicating the DTC, retest after turning off electrical components such as the audio system and the
A/C.
• Drive the vehicle in this manner only if the traffic regulations and ambient conditions allow.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1891-1SC4-00
Advanced Diagnostics

DTC P1894: Problem in CVT Drive Pulley Pressure Control Solenoid Circuit

DR LS +

DR LS -

CVT DRIVE PULLEY

PRESSURE CONTROL
TCM
SOLENOID

P1894-0101

CVT Drive Pulley Pressure Control Solenoid Output Waveform

12 (V) Duty = b/(divided by) a

0 (V)
b

P1894-0175

General Description
The CVT drive pulley pressure control solenoid is used to control hydraulic pressure. The spool in the linear solenoid pushes
the valve by duty cycle according to the current, and produces hydraulic pressure in proportion to the current. The CVT drive
pulley pressure control solenoid measures current that passes through the linear solenoid and uses feedback control for the
differential between measured current and a commanded value. If the measured current is not equal to the duty cycle com-
mand, a malfunction (open, short to ground, short to power on the plus terminal side of linear solenoid) is detected and a
DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 1 second

DTC Type One drive cycle, MIL ON, D indicator blinks

Enable Conditions
Condition
State of the engine Running

Malfunction Threshold
Measured current is not equal to the transmission control module (TCM) duty cycle command for at least 1 second.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1894-1DR0-00
Advanced Diagnostics

DTC P1895: Problem in CVT Driven Pulley Pressure Control Solenoid Circuit

DN LS +

DN LS -

CVT DRIVEN PULLEY

PRESSURE CONTROL
TCM
SOLENOID

P1895-0101

CVT Driven Pulley Pressure Control Solenoid Output Waveform

12 (V) Duty = b/(divided by) a

0 (V)
b

P1895-0175

General Description
The CVT driven pulley pressure control solenoid is used to control hydraulic pressure. The spool in the linear solenoid
pushes the valve by duty cycle according to the current, and produces hydraulic pressure in proportion to the current. The
CVT driven pulley pressure control solenoid measures current that passes through the linear solenoid and uses feedback
control for the differential between measured current and a commanded value. If the measured current is not equal to the
duty cycle command, a malfunction (open, short to ground, short to power on the plus terminal side of linear solenoid) is
detected and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Continuous
Sequence None

Duration 1 second

DTC Type One drive cycle, MIL ON, D indicator blinks

Enable Conditions
Condition
State of the engine Running

Malfunction Threshold
Measured current is not equal to the transmission control module (TCM) duty cycle command for at least 1 second.

Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected, the MIL comes on and the DTC and the freeze frame data are stored.

Conditions for clearing the MIL

The MIL, the DTC, and the freeze frame data can be cleared by using the scan tool Clear command or by disconnecting the
battery.

P1895-1DN0-00
Advanced Diagnostics

DTC P0116: Engine Coolant Temperature (ECT) Sensor Circuit Range/

Performance Problem

Engine Coolant Temperature Sensor

Normal Operation
High

Engine Coolant Temperature

5
Sensor Voltage (V)

Failure Operation 1, 2 (Slow response)

Failure Operation 3 (Stuck)

Low
0
Low High Engine Start

Engine Coolant Temperature Engine Running Time

P0116-9772

General Description
The engine control module (ECM) supplies voltage to the engine coolant temperature (ECT) signal circuit (about 5 V) through
a pull-up resistor. As the engine coolant cools, the ECT sensor resistance increases, and the ECM detects a high signal volt-
age. As the engine coolant warms, the ECT sensor resistance decreases, and the ECM detects a low signal voltage. The
ECM detects a malfunction if either of these conditions is met.
Malfunction determination 1, 2: Slow response
If the ECT output voltage does not reach a specified temperature at which the closed-loop
control for stoichiometric air/fuel ratio starts within a predetermined time period depending on
the initial coolant temperature after starting the engine, the ECM detects a malfunction and a
DTC is stored.
Malfunction determination 3: Stuck
If the change of the ECT output voltage within a set time period after starting the engine is
less than a specified value, the ECM detects a malfunction and a DTC is stored.

Monitor Execution, Sequence, Duration, DTC Type

Execution Once per driving cycle

Sequence None
Duration 1,200 seconds or less
DTC Type Two drive cycles, MIL ON
Enable Conditions
Malfunction determination 1 (slow response)

Condition Minimum Maximum

Initial engine coolant temperature 20ºF (-7ºC) 50ºF (10ºC)

Initial intake air temperature 20ºF (-7ºC) —

Fuel feedback Other than fuel cut-off operation

ECM, A/F Sensor, A/F Sensor Heater, MAP, CKP, ECT, TP, IAT, EGR, BARO, IAC,
No active DTCs
VTEC System, Fuel System

Other Other than while the auto idle stop system is in operation

Malfunction determination 2 (slow response)

Condition Minimum Maximum

Initial engine coolant

A* — 19ºF (-7ºC)
temperature

Initial engine coolant 50ºF (10ºC)**

temperature and initial intake B* —
air temperature 19ºF (-7ºC)***

800 rpm 101 kPa (760 mmHg, 30.0 in.Hg)

MAP value 32 kPa (240 mmHg, 9.5 in.Hg)*1 —
1,500 rpm
34 kPa (250 mmHg, 9.9 in.Hg)*2

Fuel feedback Other than fuel cut-off operation

ECM, A/F Sensor, A/F Sensor Heater, MAP, CKP, ECT, TP, IAT, EGR, BARO, IAC,
No active DTCs
VTEC System, Fuel System

Other Other than while the auto idle stop system is in operation

* : Either A or B must be met.

** : Initial engine coolant temperature.
*** : Initial intake air temperature.
*1: CVT
*2: M/T
Enable Conditions (cont’d)
Malfunction determination 3 (stuck)

Condition Minimum Maximum

Initial engine coolant C — 19ºF (-7ºC)

temperature**** D 50ºF (10ºC) 68ºF (20ºC)

Initial intake air temperature E — 19ºF (-7ºC)

800 rpm 101 kPa (760 mmHg, 29.9 in.Hg)
MAP value — 31 kPa (240 mmHg, 9.4 in.Hg)*1
1,500 rpm
33 kPa (250 mmHg, 9.8 in.Hg)*2

Fuel feedback Other than fuel cut-off operation

ECM, A/F Sensor, A/F Sensor Heater, MAP, CKP, ECT, TP, IAT, EGR, BARO, IAC,
No active DTCs
VTEC System, Fuel System

Other Other than while the auto idle stop system is in operation

**** : Any of conditions C, D and E must be met.

Malfunction Threshold
Malfunction determination 1 (slow response):
The engine running time until the engine coolant temperature reaches 50ºF (10ºC) is as shown in the table.
MAP value is 80 kPa (600 mmHg, 23.7 in.Hg) at an engine speed of 800 rpm.

Initial engine coolant temperature 19ºF (-7ºC) 41ºF (5ºC)

Engine running time 180 seconds or more 90 seconds or more

MAP value is 33 kPa (250 mmHg, 9.8 in.Hg) at an engine speed of 1,500 rpm.

Initial engine coolant temperature 19ºF (-7ºC) 41ºF (5ºC)

Engine running time 130 seconds or more 80 seconds or more

Malfunction determination 2 (slow response):

The ECT sensor output does not exceed an engine coolant temperature of 50ºF (10ºC) within 20 minutes.

Malfunction determination 3 (stuck):

The ECT sensor output does not vary by 60 mV or more within 20 minutes.

Driving Pattern
Start the engine at an engine coolant temperature and intake air temperature as specified under Enable Conditions, then let
it idle until the engine coolant temperature reaches a set value or for at least 20 minutes.
Diagnosis Details
Conditions for illuminating the MIL
When a malfunction is detected during the first drive cycle with the ECT and IAT at engine start-up within the specified tem-
perature range, a Temporary DTC is stored in the ECM memory. If the malfunction recurs during the next (second) drive
cycle with the ECT and IAT at engine start-up within the specified temperature range, the MIL comes on and the DTC and the
freeze frame data are stored.

Conditions for clearing the MIL

The MIL will be cleared if the malfunction does not recur during three consecutive trips in which the diagnostic runs.
The MIL, the DTC, the Temporary DTC, and the freeze frame data can be cleared by using the scan tool Clear command or
by disconnecting the battery.

P0116-1WV0-00