1999 Isuzu Rodeo UE US Version Service Manual 2

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GENERAL INFORMATION
0A General Information
0B Maintenance and Lubrication
HEATING, VENTILATION AND AIR CONDITIONING
WORKSHOP MANUAL 1A HVAC System
STEERING
2A Power-Assisted System
RODEO 3C
SUSPENSION
Front Suspension
(UE) 3D
3E
Rear Suspension
Wheel and Tire System
DRIVELINE/AXLE
4A1 Differential
4A2 Differential
4B Driveline Control System
4C Drive Shaft System
4D Transfer Case
BRAKE
FOREWORD 5A Brake Control System
5B Anti-Lock Brake System
5C Power-Assisted Brake System
This manual includes special notes, important points, service
5D1 Parking Brake System (4x4 model)
data, precautions, etc. that are needed for the maintenance,
5D2 Parking Brake System (4x2 model)
adjustments, service, removal and installation of vehicle
components. HEC 6VD1 ENGINE
6A 6A Engine Mechanical
All information, illustrations and specifications contained in 6B 6B Engine Cooling
this manual are based on the latest product information 6C 6C Engine Fuel
available at the time of publication. 6D1 6D1 Engine Electrical
All rights are reserved to make changes at any time without 6D2 6D2 Ignition System
6D3 6D3 Starting and Charging System
notice.
6E 6E Driveability and Emissions
Arrangement of the material is shown in the table of contents 6F 6F Engine Exhaust
on the right-hand side of this page. A black spot on the first 6G 6G Engine Lubrication
page of each section can be seen on the edge of the book 6H 6H Engine Speed Control System
below each section title. These point to a more detailed table 6J 6J Induction
of contents preceding each section. TRANSMISSION
7A Automatic Transmission
This manual applies to 1999 models. 7A1 Transmission Control System
7B Manual Transmission
7C Clutch
BODY AND ACCESSORIES
8A Lighting System
8B Wiper/Washer System
8C Entertainment
8D Wiring System
8E Meter and Gauge
8F Body Structure
8G Seats
8H Security and Locks
8I Sun Roof/Convertible Top
8J Exterior/Interior Trim
RESTRAINTS
9A Seat Belt System
9J Supplemental Restraint System (Air Bag System)
9J1 Restraint Control System
CONTROL SYSTEM
10A Cruise Control System
SECTION
GENERAL INFORMATION 0A–1

RODEO
GENERAL INFORMATION
CONTENTS
General Information . . . . . . . . . . . . . . . . . . . . . 0A
Maintenance and Lubrication . . . . . . . . . . . . . 0B
General Information
CONTENTS
General Repair Instruction . . . . . . . . . . . . . . . . 0A–1 Lifting Instructions . . . . . . . . . . . . . . . . . . . . . . . 0A–10
Illustration Arrows . . . . . . . . . . . . . . . . . . . . . . . 0A–2 Standard Bolts Torque Specifications . . . . . . 0A–12
Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0A–3 Abbreviations Charts . . . . . . . . . . . . . . . . . . . . 0A–13
Theft Prevention Standard . . . . . . . . . . . . . . . . 0A–5 Service Parts Identification Plate . . . . . . . . . . 0A–14
General Repair Instruction 13. When removing or replacing parts that require
refrigerant to be discharged from the air conditioning
1. If a floor jack is used, the following precautions are system, be sure to use the Vehicle Refrigerant
recommended. Recovery and Recycling Equipment (VRRRE) to
Park vehicle on level ground, “block” front or rear recover and recycle Refrigerant–134a.
wheels, set jack against the recommended lifting 14. When a service operation is completed, make a final
points (see “Lifting Instructions” in this section), raise check to be sure the service has been done properly
vehicle and support with chassis stands and then and the problem has been corrected.
perform the service operations.
15. SUPPLEMENTAL RESTRAINT SYSTEM
2. Before performing service operations, disconnect The vehicle is equipped with a Supplemental
ground cable from the battery to reduce the chance of Restraint System (SRS) – Air Bags. This system is
cable damage and burning due to short circuiting. not to be serviced without consulting the appropriate
3. Use a cover on body, seats and floor to protect them service information. Consult Section 9J “SRS
against damage and contamination. System” if work is to be done on the front of the
4. Brake fluid and anti–freeze solution must be handled vehicle such as bumper, sheet metal, seats, wiring,
with reasonable care, as they can cause paint steering wheel or column. Also review SRS system
damage. information if any arc welding is to be done on the
vehicle. The SRS system equipped vehicle can be
5. The use of proper tools and recommended essential
identified by:
and available tools, where specified, is important for
efficient and reliable performance of service repairs. 1. “AIR BAG” warning light on the instrument
6. Use genuine Isuzu parts. cluster.
7. Used cotter pins, plastic clips, gaskets, O–rings, oil 2. A Code “J” for fifth digit of Vehicle Identification
seals, lock washers and self–locking nuts should be Number.
discarded and new ones should be installed, as
normal function of the parts cannot be maintained if
these parts are reused.
8. To facilitate proper and smooth reassembly
operation, keep disassembled parts neatly in groups.
Keeping fixing bolts and nuts separate is very
important, as they vary in hardness and design
depending on position of installation.
9. Clean the parts before inspection or reassembly. Also
clean oil ports, etc. using compressed air, and make
certain they are free from restrictions.
10. Lubricate rotating and sliding faces of the parts with
oil or grease before installation.
11. When necessary, use a sealer on gaskets to prevent
leakage.
12. Carefully observe all specifications for bolt and nut
torques.
0A–2 GENERAL INFORMATION
Illustration Arrows
Arrows are designed for specific purposes to aid your understanding of technical illustrations.
Arrow Type Application Arrow Type Application
f Ambient/Clean air
Front of vehicle flow
f Cool air flow
f Gas other than

Up Side ambient air
f Hot air flow
f Ambient air mixed

with another gas
Task Related
f Can indicate
temperature change
View Detail Motion or direction
Lubrication point oil or

View Angle
fluid
Dimension (1:2) Lubrication point grease
Sectioning (1:3) Lubrication point jelly

Identification
Vehicle Identification Number (VIN)
This is the legal identification of the vehicle. it is located on
the left bottom of the windshield. It can be easily seen
through the windshield from outside the vehicle.
710RW003
F00RX002
Engine Serial Number Transmission Serial Number
f 6VD1 Engine Manual : Stamped on the left side of the transmission
The gasoline engine serial number is stamped on the left intermediate plate.
rear lower area of the cylinder block above the starter.
220RS025
F06RW001
Automatic : Stamped on the identification plate, located
f X22SE Engine on the left side of the transmission above the mode
The gasoline engine serial number is stamped on the rear switch.
end raised area of the cylinder block left side.
240RW019
035RW022
Theft Prevention Standard

The 11 major components listed below will be marked
with 17 digit VIN at the stage of production. In addition its
service parts will be marked with manufacturer’s trade
mark, “R” mark and “DOT” mark.
Reference INDICATION
COMPONENT
Figure No. PRODUCTION SERVICE PARTS
0A-10 ENGINE 1– 6VD1 VIN plate
– X22SE
0A-11 TRANSMISSION 2– Manual transmission VIN plate

– Automatic transmission
0A-11 BODY 3– Engine hood VIN label

4– Front door
5– Rear door
6– Fender
7– Rear Quarter panel
8– Front bumper
9– Back door left side
10– Back door right side
11– Rear bumper
Anti Theft Stamping/Plate/Label

STAMPING/PLATE LABEL
PRODUCTION
SERVICE PARTS
Anti Theft Stamping/Label/Plate Location
The stamping, label and plate locations are indicated by
arrows in the illustration below.
NOTE:
1. VIN plate locations for production.
2. Stamping locations for service parts.
Engine (6VD1)
901RW080
Engine (X22SE)
035RW025
Manual Transmission (TREMEC T5)
240RW020
Manual Transmission (MUA)
901RW081
Automatic Transmission (THM)
901RW082–1
Body
604RW023
Body Label Instructions
Do not peel off the masking tape until completion of paint
work when replacing these parts, as the tape is affixed on
the label attached to service parts for body of the
anti–theft component.
NOTE: Be sure to pull off the masking tape after paint
work has been completed.
Do not attempt to remove this label for any reason.
901RW083
Precautions in pulling off the masking tape

1. Use only your finger nail or a similar blunt instrument
to peel off the masking tape. Use of a sharp object will
damage the underlying anti–theft label.
2. Be careful not to damage the paint around the label.
901RW084
Lifting Instructions
CAUTION: f When jacking or lifting a vehicle at the frame side
f If a lifting device other than the original jack is rail or other prescribed lift points, be certain that
used, it is most important that the device be lift pads do not contact the catalytic converter,
applied only to the correct lifting points. Raising brake pipes or cables, or fuel lines. Such contact
the vehicle from any other point may result in may result in damage or unsatisfactory vehicle
serious damage. performance.
Lifting Points and Supportable Point Locations
C00RX002
Lifting Point: Front

f When using a floor jack, lift on the Convex portion of
the skid plate.
545RS001
Supportable Point: Front Supportable Point: Rear
f Position the chassis stands at the bottom of the frame f Position the chassis stands at the bottom of the frame
sidemember, behind the front wheel. sidemember, just behind the trailing link bracket.
501RS003 501RW002
Lifting Point: Rear Legend

f Position the floor jack at the center of the rear axle (1) Trailing Link Bracket
case when lifting the vehicle.
Supportable Point: Rear
f Position the chassis stands at the bottom of the rear
axle case.
420RS002
420RS001
Standard Bolts Torque Specifications

The torque values given in the following table should be
applied where a particular torque is not specified.
4.8 8.8 9.8
Strength Class
Refined Non-Refined
Bolt
Identification
Bolt Diameter ×
Pitch (mm)
M 6X1.0 4 – 8 N·m (3 – 6 lb ft) 5 – 10 N·m (4 – 7 lb ft) –
M 8X1.25 8 – 18 N·m (6 – 13 lb ft) 12 – 23 N·m (9 – 17 lb ft) 17 – 30 N·m (12 – 22 lb ft)
M 10X1.25 21 – 34 N·m (15 – 25 lb ft) 28 – 46 N·m (20 – 34 lb ft) 37 – 63 N·m (27 – 46 lb ft)
* M10X1.5 20 – 33 N·m (14 – 25 lb ft) 28 – 45 N·m (20 – 33 lb ft) 36 – 60 N·m (27 – 44 lb ft)
M12X1.25 49 – 74 N·m (36 – 54 lb ft) 61 – 91 N·m (45 – 67 lb ft) 76 – 114 N·m (56 – 84 lb ft)
The asterisk * indicates that the bolts are used for

female–threaded parts that are made of soft materials
such as casting, etc.
Abbreviations Charts Exh — Exhaust

° F — Degrees Fahrenheit
List of automotive abbreviations which may be used Fed — Federal (All States Except Calif.)
in this manual FF — Front Drive Front Engine
A — Ampere(s) FL — Fusible Link
ABS — Antilock Brake System FLW — Fusible Link Wire
AC — Alternating Current FP — Fuel Pump
A/C — Air Conditioning FRT — Front
ACCEL — Accelerator ft — Foot
ACC — Accessory FWD — Front Wheel Drive
ACL — Air Cleaner 4WD — Four Wheel Drive
Adj — Adjust 4 x 4 — Four Wheel Drive
A/F — Air Fuel Ratio 4 A/T — Four Speed Automatic Transmission/Transaxle
AIR — Secondary Air Injection System Gal — Gallon
Alt — Altitude GEN — Generator
AMP — Ampere(s) GND — Ground
ANT — Antenna Gov — Governor
ASM — Assembly g — Gram
A/T — Automatic Transmission/Transaxle Harn — Harness
ATDC — After Top Dead Center HC — Hydrocarbons
ATF — Automatic Transmission Fluid HD — Heavy Duty
Auth — Authority Hg — Hydrargyrum (Mercury)
Auto — Automatic HiAlt — High Altitude
BARO — Barometric Pressure HO2S — Heated Oxygen Sensor
Bat — Battery HVAC — Heater–Vent–Air–Conditioning
B+ — Battery Positive Voltage IAC — Idle Air Control
Bbl — Barrel IAT — Intake Air Temperature
BHP — Brake Horsepower IC — Integrated Circuit / Ignition Control
BPT — Backpressure Transducer ID — Identification / Inside Diameter
BTDC — Before Top Dead Center IGN — Ignition
° C — Degrees Celsius INJ — Injection
CAC — Charge Air Cooler IP — Instrument Panel
Calif — California IPC — Instrument Panel Cluster
cc — Cubic Centimeter Int — Intake
CID — Cubic Inch Displacement ISC — Idle Speed Control
CKP — Crankshaft Position J/B — Junction Block
CL — Closed Loop kg — Kilograms
CLCC — Closed Loop Carburetor Control km — Kilometers
CMP — Camshaft Position km/h — Kilometer per Hour
CO — Carbon Monoxide kPa — Kilopascals
Coax — Coaxial kV — Kilovolts (thousands of volts)
Conn — Connector kW — Kilowatts
Conv — Converter KS — Knock Sensor
Crank — Crankshaft L — Liter
Cu. In. — Cubic Inch lb ft — Foot Pounds
CV — Constant Velocity lb in — Inch Pounds
Cyl — Cylinder(s) LF — Left Front
DI — Distributor Ignition LH — Left Hand
Diff — Differential LR —Left Rear
Dist — Distributor LS — Left Side
DLC — Data Link Connector LWB — Long Wheel Base
DOHC — Double Overhead Camshaft L–4 — In–Line Four Cylinder Engine
DTC — Diagnostic Trouble Code MAF — Mass Air Flow
DTM — Diagnostic Test Mode MAN — Manual
DTT — Diagnostic Test Terminal MAP — Manifold Absolute Pressure
DVM — Digital Voltmeter (10 meg.) Max — Maximum
DVOM — Digital Volt Ohmmeter MC — Mixture Control
EBCM — Electronic Brake Control Module MFI — Multiport Fuel Injection
ECM — Engine Control Module MIL — Malfunction Indicator Lamp
ECT — Engine Coolant Temperature Min — Minimum
EEPROM — Electronically Erasable Programmable mm — Millimeter
Read Only Memory MPG — Miles Per Gallon
EGR — Exhaust Gas Recirculation MPH — Miles Per Hour
EI — Electronic Ignition M/T — Manual Transmission/Transaxle
ETR — Electronically Tuned Receiver MV — Millivolt
EVAP — Evaporation Emission
N — Newtons TVRS — Television & Radio Suppression
NA — Natural Aspirated TVV — Thermal Vacuum Valve
NC — Normally Closed TWC — Three Way Catalytic Converter
N·M — Newton Meters 3 A/T — Three Speed Automatic Transmission/Transaxle
NO — Normally Open 2WD — Two Wheel Drive
NOX — Nitrogen, Oxides of 4 x 2 — Two Wheel Drive
OBD — On-Board Diagnostic U–joint — Universal Joint
OD — Outside Diameter V — Volt(s)
O/D — Over Drive VAC — Vacuum
OHC — Overhead Camshaft VIN — Vehicle Identification Number
OL — Open Loop VRRRE — Vehicle Refrigerant Recovery and Recycling
O2 — Oxygen Equipment
O2S — Oxygen Sensor V–ref — ECM Reference Voltage
PAIR — Pulsed Secondary Air Injection System VSS — Vehicle Speed Sensor
P/B — Power Brakes VSV — Vacuum Switch Valve
PCM — Powertrain Control Module V–6 — Six Cylinder “V” Engine
PCV — Positive Crankcase Ventilation V–8 — Eight Cylinder ”V” Engine
PRESS — Pressure W — Watt(s)
PROM — Programmable Read Only Memory w/ — With
PNP — Park/Neutral Position w/b — Wheel Base
P/S — Power Steering w/o — Without
PSI — Pounds per Square Inch WOT — Wide Open Throttle
PSP — Power Steering Pressure
Pt. — Pint
Pri — Primary Service Parts Identification Plate
PWM — Pulse Width Modulate The Vehicle Information Plate (Service Parts ID plate) is
Qt. — Quart provided on all vehicle models.
REF — Reference It is located on the center dash wall inside the engine
RF — Right Front compartment. The plate lists the VIN (Vehicle
RFI — Radio Frequency Interference Identification Number), paint information and all
RH — Right Hand production options and special equipment on the vehicle
RPM — Revolutions Per Minute when it was shipped from the factory.
RPM Sensor — Engine Speed Sensor
RPO — Regular Production Option
RR — Right Rear
RS — Right Side
RTV — Room Temperature Vulcanizing
RWAL — Rear Wheel Antilock Brake
RWD — Rear Wheel Drive
SAE — Society of Automotive Engineers
Sec — Secondary
SFI — Sequential Multiport Fuel Injection
SI — System International
SIR — Supplemental Inflatable Restraint System
SOHC — Single Overhead Camshaft
Sol — Solenoid
SPEC — Specification
Speedo — Speedometer
SRS — Supplemental Restraint System
ST — Start / Scan Tool
Sw — Switch
SWB — Short Wheel Base
SYN — Synchronize 905RT013
Tach — Tachometer
TB — Throttle Body
TBI — Throttle Body Fuel Injection
TCC — Torque Converter Clutch
TCM — Transmission Control Module
TDC — Top Dead Center
Term — Terminal
TEMP — Temperature
TOD— Torque On Demand
TP — Throttle Position
TRANS — Transmission/Transaxle
TURBO — Turbocharger
SECTION
MAINTENANCE AND LUBRICATION 0B–1

RODEO
GENERAL INFORMATION
Maintenance and Lubrication
CONTENTS
Maintenance Schedule List . . . . . . . . . . . . . . . 0B–1 Lubricant Viscosity Chart . . . . . . . . . . . . . . . . . 0B–9
Explanation of Complete Vehicle Maintenance Recommended Liquid Gasket . . . . . . . . . . . 0B–11
Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0B–5 Recommended Thread Locking Agents . . . 0B–12
Recommended Fluids and Lubricants . . . . 0B–8 Maintenance Service Data . . . . . . . . . . . . . . . . 0B–13
Maintenance Schedule List Severe Driving Conditions

If the vehicle is usually operated under any of the severe
Normal Vehicle Use driving conditions listed below, it is recommended that the
The maintenance instructions in this Maintenance applicable maintenance services be performed at the
Schedule are based on the assumption that the vehicle specified interval shown in the chart below.
will be used as designed:
Severe driving conditions:
f to carry passengers and cargo within the limitations
specified on the tire placard located on the inside of f Towing a trailer, using a camper or car top carrier.
the glove compartment door; f Repeated short trips of less than 8 Km (5 miles) with
f to be driven on reasonable road surfaces within legal outside temperature remaining below freezing.
operating limits; f Extensive idling and/or low speed driving for long
f to be driven on a daily basis, as a general rule, for at distances, such as police, taxi or door–to–door
least several miles/kilometers; delivery use.
f to be driven on unleaded fuel f Operating on dusty, rough, muddy or salt spread
Unusual or severe operating conditions will require more roads.
frequent vehicle maintenance, as specified in the
following sections.
ITEMS INTERVAL
CHANGE ENGINE OIL AND OIL FILTER Every 3,000 miles (4,800 km) or 3 months
CHANGE AUTOMATIC TRANSMISSION FLUID Every 20,000 miles (32,000 km)
CHANGE REAR AXLE OIL Every 15,000 miles (24,000 km)
REPLACE TIMING BELT Every 75,000 miles (120,000 km)
REPLACE AIR CLEANER FILTER See explanation of service, page 0B–5
CHANGE POWER STEERING FLUID Every 30,000 miles (48,000 km)
0B–2 MAINTENANCE AND LUBRICATION
Mileage Only Items
F00RX004
Mileage/Months
F00RX006
F00RX013
Explanation of Complete Vehicle Check and adjust the valve clearance every 60,000 miles
(100,000 km).
Maintenance Schedule
Brief explanations of the services listed in the preceding Tire Rotation
Maintenance Schedule are presented below. Rotate tires every 7,500 miles (12,000 km).
Replace all questionable parts and note any necessary
repairs as you perform these maintenance procedures. Spark Plug Wire Inspection
Front and Rear Axle Lubricant Check the spark plug wires at 60,000 mile (96,000 km)
Replacement intervals.
Check the lubricant level after every 7,500 miles (12,000
km) of operation and add lubricant to level of filler hole if Front Wheel Bearings Lubricant
necessary. Replacement
Replace the front and rear axle lubricant at 15,000 miles Clean and repack the front wheel bearings at 30,000
(24,000 km) and 30,000 miles (48,000 km) and after miles (48,000 km) intervals.
every 30,000 miles (48,000 km) of operation thereafter. Refer to DRIVE SHAFT SYSTEM (SEC. 4C).
Manual Transmission Lubricant Radiator Core and Air Conditioning

Replacement (MUA Type) Condenser Cleaning
Check the lubricant level after every 7,500 miles (12,000 Clean the front of the radiator core and air conditioning
km) of operation and add lubricant to level of filler hole if condenser, at 60,000 miles (96,000 km) intervals.
necessary.
Replace the transmission lubricant at 15,000 miles Fluid Level Check
(24,000 km) and 30,000 miles (48,000 km) and after A fluid loss in any system (except windshield
every 30,000 miles (48,000 km) of operation thereafter. washer) may indicate a problem. Repair the system
at once.
Transfer Case Lubricant Replacement
Engine oil level
Check the lubricant level after every 7,500 miles (12,000
Check level and add if necessary. The best time to check
km) of operation and add lubricant to level of filler hole if
the engine oil level is when the oil is warm. After stopping
necessary. the engine with the vehicle on a level surface, wait a few
Replace the transfer case lubricant at 15,000 miles minutes for the oil to drain back to the oil pan. Pull out the
(24,000 km) and 30,000 miles (48,000 km) and after oil level indicator (dipstick). Wipe it clean and push the oil
every 30,000 miles (48,000 km) of operation thereafter. level indicator back down all the way. Pull out the oil level
indicator, keeping the tip down, and look at the oil level on
Air Cleaner Element Replacement it.
Replace the air cleaner under normal operating Add oil, if needed, to keep the oil level above the “ADD”
conditions every 30,000 miles (48,000 km). mark and between the “ADD” and “FULL” marks in the
Operation of the vehicle in dusty areas will necessitate operating range area. Avoid overfilling the engine since
more frequent replacement. this may cause engine damage. Push the oil level
indicator back down all the way after taking the reading.
Spark Plug Replacement If you check the oil level when the oil is cold, do not run the
Replace the plugs at 100,000 miles (160,000 km) engine first. The cold oil will not drain back to the pan fast
intervals with the type specified at the end of this section. enough to give a true oil level.
Engine coolant level and condition
Cooling System Service
Check engine coolant level in the coolant reservoir and
Drain, flush and refill system with new engine coolant.
add engine coolant if necessary. Inspect the engine
Refer to “Recommended Fluids and Lubricants” in this coolant and replace it if dirty or rusty.
section, or ENGINE COOLING (SEC.6B).
Windshield washer fluid level
Timing Belt Replacement Check washer fluid level in the reservoir and add if
Replacement of the timing belt is recommended at every necessary.
100,000 miles (160,000 km). Power steering system reservoir level
Failure to replace the timing belt may result in serious
Check and keep at the proper level.
damage to the engine.
Brake master cylinder reservoir level
Valve Clearance Adjustment (V6, 3.2L Check fluid. Keep fluid at proper level. A low fluid level can
ENG) indicate worn disc brake pads which may need to be
Incorrect valve clearance will result in increased engine serviced.
noise and reduced engine output. Hydraulic clutch system
Retorque the camshaft bracket bolts before checking and
Check fluid level in the reservoir. Add fluid as required.
adjusting the valve clearance.
Battery fluid level normal highway speeds means a wheel balancing is
Check fluid level in the battery. needed. Check tire pressure when the tires are “cold”
(include the spare).
Fluid Leak Check Maintain pressure as shown in the tire placard, which is
located on the driver’s door lock pillar.
Check for fuel, water, oil or other fluid leaks by looking at
the surface beneath the vehicle after it has been parked Steering System Operation
for a while. Water dripping from the air conditioning
system after use is normal. If you notice gasoline fumes or Be alert for any changes in steering action. An inspection
fluid at any time, locate the source and correct it at once. or service is needed when the steering wheel is harder to
turn or has too much free play, or if there are unusual
Engine Oil and Oil Filter Replacement sounds when turning or parking.
Always use API SE, SF, SG, SH or ILSAC GF–1 quality Brake Systems Operation
oils of the proper viscosity.
When choosing an oil, consider the range of Watch for the “BRAKE” light coming on. Other signs of
temperatures the car will be operated in before the next oil possible brake trouble are such things as repeated pulling
change. Then, select the recommended oil viscosity from to one side when braking, unusual sounds when braking
the chart. or between brake applications, or increased brake pedal
Always change the oil and the oil filter as soon as possible travel. If you note one of these conditions, repair the
after driving in a dust storm. system at once.
For convenience, the following should be done when
Engine Cooling System Inspection wheels are removed for rotation: Inspect lines and hoses
for proper hookup, bindings, leaks, crack, chafing etc.
Inspect the coolant/anti–freeze. If the coolant is dirty or
Inspect disc brake pads for wear and rotors for surface
rusty, drain, flush and refill with new coolant. Keep coolant
condition.
at the proper mixture for proper freeze protection,
Inspect other brake parts, including parking brake drums,
corrosion inhibitor level and best engine operating
linings etc., at the same time. Check parking brake
temperature. Inspect hoses and replace if cracked,
adjustment.
swollen or deteriorated. Tighten the hose clamps if
Inspect the brakes more often if habit or conditions
equipped with screw–type clamps. Clean outside of
result in frequent braking.
radiator and air conditioning condenser. Wash filler cap
and neck. To help ensure proper operation, a pressure Parking Brake and Transmission Park
test of both the cooling system and the cap is also
Mechanism Operation
recommended.
Park on a fairly steep hill and hold the vehicle with the
Exhaust System Inspection parking brake only. This checks holding ability. On
Visually inspect the exhaust pipes, muffler, heat shields automatic transmission vehicles, shifting from “P”
and hangers for cracks, deterioration, or damage. position to the other positions cannot be made unless the
Be alert to any changes in the sound of the exhaust brake pedal is depressed when the key switch is in the
system or any smell of fumes. These are signs the system “ON” position or the engine is running.
may be leaking or overheating. Repair the system at WARNING: BEFORE CHECKING THE STARTER
once, if these conditions exist. (See also “Engine Exhaust SAFETY SWITCH OPERATION BELOW, BE SURE TO
Gas Safety” and “Three Way Catalytic Converter” in the HAVE ENOUGH ROOM AROUND THE VEHICLE.
Owner’s manual.) THEN FIRMLY APPLY BOTH THE PARKING BRAKE
AND THE REGULAR BRAKE. DO NOT USE THE
Fuel Cap, Fuel Lines, and Fuel Tank ACCELERATOR PEDAL. IF THE ENGINE STARTS,
Inspection BE READY TO TURN OFF THE KEY PROMPTLY.
TAKE THESE PRECAUTIONS BECAUSE THE
Inspect the fuel tank, the fuel cap and the fuel lines every VEHICLE COULD MOVE WITHOUT WARNING AND
60,000 miles (96,000 km) for damage which could cause POSSIBLY CAUSE PERSONAL INJURY OR
leakage. PROPERTY DAMAGE.
Inspect the fuel cap and the gasket for correct sealing and
physical damage. Replace any damaged parts.
Starter Safety Switch Operation
Drive Belt Inspection (Automatic Transmission)
Check the serpentine belt driving for cracks, fraying, Check by trying to start the engine in each gear while
wear, and correct tension every 30,000 miles (48,000 setting the parking brake and the foot brake. The starter
km). Replace as necessary. should crank only in “P” (Park) or “N” (Neutral).
Wheel Alignment, Balance and Tires Starter Safety Switch Operation (Manual
Operation Transmission)
Uneven or abnormal tire wear, or a pull right or left on a To check, place the shift lever in “Neutral”, push the clutch
straight and level road may show the need for a wheel pedal halfway and try to start. The starter should not
alignment. A vibration of the steering wheel or seat at
crank. The starter should crank only when the clutch Accelerator Linkage Inspection
pedal is fully depressed. Inspect for interference, binding, and damaged or
missing parts. Check accelerator pedal for smooth
Accelerator Linkage Lubrication operation and even pedal effort. Replace parts as
Lubricate the accelerator pedal fulcrum pin with chassis needed.
grease.
Steering and Suspension Inspection

Inspect the front and rear suspension and steering
system for damaged, loose or missing parts or signs of
wear. Inspect power steering lines and hoses for proper
hookup, binding, leaks, cracks, chafing, etc.
Body and Chassis Lubrication

Lubricate the key lock cylinders, the hood latch, the hood
and door hinges, the door check link, the parking cable
guides, the underbody contact points, and the linkage.
Propeller Shaft Inspection and Lubrication

Check the propeller shaft flange–to–pinion bolts for
proper torque to 63 N•m (46 lb ft) for front and rear
propeller shaft.
Automatic Transmission Fluid

Replacement
Under harsh operating conditions, such as constant
driving in heavy city traffic during hot weather, or in hilly or
mountainous terrain, change the transmission fluid and
service the sump filter after every 20,000 miles (32,000
km) of operation.
More over, the remaining life percentage of ATF can be
estimated by using TECH–II as an auxiliary tool to judge
the right time for ATF replacement.
The remaining life percentage is calculated from ATF’S
heat history. When it is close to 0%, ATF replacement is
recommended.
Auto Cruise Control Inspection

Check to see if the clearance between cruise link and
accelerator link is normal. Also check that the connected
properly.
Clutch Lines and Hoses Inspection

Check lines and hoses for proper attachment, binding,
leaks, cracks, chafing, deterioration, etc. Any
questionable parts should be replaced or repaired at
once. When abrasion or wear is evident on lines or hoses,
the cause must be corrected.
Clutch Control Lubrication

Lubricate the clutch pedal bushing, the clevis pin, and
pedal spring every 15,000 miles (24,000 km) or 6 months.
If a squeaking noise arises from around the bushing or the
clevis pin at the clutch pedal arm when the clutch pedal is
depressed, lubricate them.
Clutch Pedal Free Play Inspection

Note the clutch pedal free play. It should be 5 – 15 mm (0.2
– 0.6 in). Adjust clutch control when there is little or no free
play.
Recommended Fluids and Lubricants

USAGE FLUID/LUBRICANT
Engine API SE, SF, SG, SH or ILSAC GF-1 Engine oil (See oil
chart on the following page for proper viscosity)
Mixture of water and good quality ethylene glycol base
Engine coolant
type antifreeze.
Brake system DOT-3 hydraulic brake fluid.
Power steering system DEXRON II-E Automatic transmission fluid.
Automatic transmission & T5 Type Manual Transmis- DEXRON -III Automatic transmission fluid.
sion
MUA Type Manual transmission & Transfer case Engine oil
(See oil chart on following page for proper viscosity)
Rear axle and front axle GL-5 gear lubricant (Standard differential)
GL-5 Limited slip differential gear lubricant together
with limited slip differential lubricant additive (Part No.
8-01052-358-0) or equivalent (If equipped with optional
limited slip differential) (See oil chart in this section for
proper viscosity)
Clutch system
a. Pivot points Chassis grease
b. Clutch fork joint Chassis grease
c. Master cylinder DOT-3 hydraulic brake fluid
Hood latch assembly
a. Pivots and spring anchor Engine oil
b. Release pawl Chassis grease
Hood and door hinges Engine oil
Chassis lubrication Chassis grease
Parking brake cables Chassis grease
Front wheel bearings Multipurpose grease
Shift on the fly system GL-5 gear lubricant (SAE 75W-90)
Body door hinge pins and linkage, fuel door hinge, rear Engine oil
compartment lid hinges
Windshield washer solvent Washer fluid
Key lock cylinder Synthetic light weight engine oil (SAE 5W-30)
Accelerator linkage Chassis grease
Lubricant Viscosity Chart

Lubricants should be carefully selected according to the
lubrication chart. It is also important to select viscosity of
lubricants according to the ambient temperature by
referring to the following table.
Oil Viscosity Chart for Gasoline Engine
905RT011
Oil Viscosity Chart for Manual Transmission and Transfer Case (Except T5 Type)
B00RW002
Oil Viscosity Chart for Front Axle
B00RW003
Oil Viscosty Chart for Rear Axle
B00RW004
Recommended Liquid Gasket

Type Brand Name Manufacturer Remarks
Three Bond 1207B Three Bond For Engine Repairs
Three Bond 1207C Three Bond
RTV*
Three Bond 1215 Three Bond For Axle Case
Silicon Base
Three Bond 1280 Three Bond Repairs T/M
Three Bond 1281 Three Bond Repairs T/M
Water Base Three Bond 1141E Three Bond For Engine Repairs
Three Bond 1104 Three Bond
Belco Bond 4 Isuzu
Solvent For Engine Repairs
Belco Bond 401 Isuzu
Belco Bond 402 Isuzu
LOCTITE 515 Loctite
Anaerobic LOCTITE 518 Loctite All
LOCTITE 17430 Loctite
* RTV: Room Temperature Vulcanizer 3. Be absolutely sure to remove all lubricants and
NOTE: moisture from the connecting surfaces before
applying the liquid gasket.
1. It is very important that the liquid gaskets listed above The connecting surfaces must be perfectly dry.
or their exact equivalent be used on the vehicle.
4. Do not apply LOCTITE 17430, LOCTITE 515 and
2. Be careful to use the specified amount of liquid
LOCTITE 518 between two metal surfaces having a
gasket.
clearance of greater than 0.25 mm (0.01 in). Poor
Follow the manufacturer’s instructions at all times. adhesion will result.
Recommended Thread Locking

Agents
LOCTITE Type LOCTITE Color
LOCTITE 242 Blue
LOCTITE 262 Red
LOCTITE 271 Red
Application Steps
1. Completely remove all lubricant and moisture from
the bolts and the female-threaded surfaces of the
parts to be joined.
The surfaces must be perfectly dry.
2. Apply LOCTITE to the bolts.
F00RW014
3. Tighten the bolts to the specified torque.

After tightening, be sure to keep the bolts free from
vibration and torque for at least an hour until
LOCTITE hardens.
NOTE: When the application procedures are specified in
this manual, follow them.
Maintenance Service Data

Service Data and Specifications
ENGINE Valve clearance (cold): only V6–3.2L ENG Intake 0.28±0.05 mm (0.011±0.002 in)
Exhaust 0.3±0.05 mm (0.012±0.002 in)
Spark plug type K16PR-P11/PK16PR11/RC10PYP4
Spark plug gap 1.05 mm (0.04 in)
CLUTCH Clutch pedal free play 5-15 mm (0.20-0.59 in)
BRAKE Brake pedal free play 6-10 mm (0.24-0.39 in)
Parking brake travel 6-7 notches
WHEEL ALIGNMENT Toe-in (Front) 0±2 mm (0±0.08 in)
Toe-in (Rear) 0±5 mm (0±0.2 in)
Camber (Front) 0°±30’
Camber (Rear) 0°±1°
Caster (Front) 2° 30’±45’
Toe–Axis (Rear) ±1°
PROPELLER SHAFT Flange torque 63 N·m (46 lb ft)
WHEEL AND TIRES Size P215/75R15, P245/70R16
P235/75R15
Wheel nut torque 118 N·m (87 lb ft)
Tire inflation pressure (Front) 200 kPa (29 psi) 180 kPa
* Tire inflation pressure (Rear) 200 kPa (29 psi) 180 kPa
* Unless otherwise specified on tire information label on the vehicle.
Approximate Capacities
Items Metric Measure U.S. Measure
Fuel tank 80 L 21.1 Gal.
* Crankcase (V6–3.2L ENGINE) Oil Change with Filter 4.7 L 5.0 Qt
Oil Change without Filter 4.0 L 4.2 Qt
* Crankcase (L4–2.2L ENGINE) Oil Change with Filter 4.5 L 4.8 Qt
Oil Change without Filter 4.2 L 4.4 Qt
Coolant M/T (V6–3.2L ENG) 11.0 L 11.6 Qt
M/T (L4–2.2L ENG) 6.9 L 7.3 Qt
A/T 11.1 L 11.7 Qt
Transmission Manual (V6–3.2L ENG) 2.95 L 3.1 Qt
Manual (L4–2.2L ENG) 2.13 L 2.25 Qt
Automatic 8.6 L 9.1 Qt
Transfer 1.45 L 1.5 Qt
Axle Rear 1.77 L 1.87 Qt
Front 1.25 L 1.33 Qt
Shift on the fly system 0.12 L 0.13 Qt
Power steering 1.0 L 1.1 Qt
Air conditioning (R-134a) 0.6 L 1.32 Qt
*Crankcase capacities shown are approximate refill capacities. After refill, recheck oil level.
SECTION
HEATING, VENTILATION AND AIR CONDITIONING (HVAC) 1A–1

RODEO
HEATING, VENTILATION AND AIR

CONDITIONING (HVAC)
HVAC SYSTEMS
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 1A–2 Control Lever Assembly and / or Control
Heating and Ventilation System . . . . . . . . . . . 1A–2 Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–23
General Description . . . . . . . . . . . . . . . . . . . . 1A–2 Control Lever Assembly, Control Cable and
Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . 1A–6 Associated Parts . . . . . . . . . . . . . . . . . . . . . . 1A–23
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–7 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–24
Individual Inspection . . . . . . . . . . . . . . . . . . . 1A–11 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–25
Heater Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–13 Control Panel Illumination Bulb . . . . . . . . . . . . 1A–26
Heater Unit and Associated Parts . . . . . . . . 1A–13 Control Panel Illumination Bulb and
Associated Parts . . . . . . . . . . . . . . . . . . . . . . 1A–26
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–13
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–26
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–26
Heater Core and / or Mode Door . . . . . . . . . . 1A–14
Resistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–26
Disassembled View . . . . . . . . . . . . . . . . . . . . 1A–14
Resistor and Associated Parts . . . . . . . . . . 1A–26
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–26
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–26
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–15
Air Conditioning System . . . . . . . . . . . . . . . . . . 1A–27
Heater Mode Control Link Unit . . . . . . . . . . . . 1A–16
General Description . . . . . . . . . . . . . . . . . . . . . 1A–27
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–35
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–16
Individual Inspection . . . . . . . . . . . . . . . . . . . . . 1A–44
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–17
General Repair Procedure . . . . . . . . . . . . . . 1A–45
Heater Temperature Control Link Unit . . . . . . 1A–17
Leak Check . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–47
Compressor Assembly . . . . . . . . . . . . . . . . . . . 1A–52
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–17
Compressor Assembly and Associated
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–18
Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–52
Blower Assembly . . . . . . . . . . . . . . . . . . . . . . . . 1A–18 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–52
Blower Assembly and Associated Parts . . 1A–18 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–53
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–18 New Compressor Installation . . . . . . . . . . . . 1A–53
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–19
Condenser Assembly . . . . . . . . . . . . . . . . . . . . 1A–54
Blower Link Unit and / or Mode door . . . . . . . 1A–19 Condenser Assembly and Associated
Disassembled View . . . . . . . . . . . . . . . . . . . . 1A–19 Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–54
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–19 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–54
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–20 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–54
Blower Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–21 Condenser Fan Motor . . . . . . . . . . . . . . . . . . . . 1A–55
Blower Motor and Associated Parts . . . . . . 1A–21 Condenser Fan Motor and Associated
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–21 Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–55
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–21 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–55
Rear Heater Duct, Defroster Nozzle and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–55
Ventilation Duct . . . . . . . . . . . . . . . . . . . . . . . . . 1A–22 Receiver / Drier . . . . . . . . . . . . . . . . . . . . . . . . . 1A–56
Rear Heater Duct, Defroster Nozzle, Receiver / Drier and Associated Parts . . . . 1A–56
Ventilation Duct and Associated Parts . . . 1A–22 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–56
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–22 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–56
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–23
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . 1A–57
Pressure Switch and Associated Parts . . . 1A–57
1A–2 HEATING, VENTILATION AND AIR CONDITIONING (HVAC)
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–57 Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–66
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–57 Magnetic Clutch Assembly (DKV-14D Type) 1A–67
Evaporator Assembly . . . . . . . . . . . . . . . . . . . . 1A–58 Parts Location View . . . . . . . . . . . . . . . . . . . . 1A–67
Evaporator Assembly and Associated Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–67
Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–58 Inspection and Repair . . . . . . . . . . . . . . . . . . 1A–68
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–59 Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . 1A–70
Electronic Thermostat, Evaporator Core Oil Specification . . . . . . . . . . . . . . . . . . . . . . . 1A–70
and/or Expansion Valve . . . . . . . . . . . . . . . . . 1A–59 Handling of Oil . . . . . . . . . . . . . . . . . . . . . . . . 1A–70
Disassembled View . . . . . . . . . . . . . . . . . . . . 1A–59 Compressor Oil Check . . . . . . . . . . . . . . . . . 1A–70
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–60 Checking and Adjusting Oil Quantity
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–60 for Used Compressor . . . . . . . . . . . . . . . . . . 1A–70
Refrigerant Line . . . . . . . . . . . . . . . . . . . . . . . . . 1A–61 Checking and Adjusting for Compressor
Refrigerant Line and Associated Parts . . . . 1A–61 Replacement . . . . . . . . . . . . . . . . . . . . . . . . . 1A–71
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–62 Contamination of Compressor Oil . . . . . . . . 1A–71
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–62 Oil Return Operation . . . . . . . . . . . . . . . . . . . 1A–71
Main Data And Specifications . . . . . . . . . . . . . 1A–62 Replacement of Component Parts . . . . . . . 1A–71
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–65 Main Data and Specifications . . . . . . . . . . . . . 1A–72
Service Precaution . . . . . . . . . . . . . . . . . . . . 1A–65 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A–74
General Description . . . . . . . . . . . . . . . . . . . . . 1A–65
Service Precaution CAUTION: Always use the correct fastener in the

proper location. When you replace a fastener, use
WARNING: THIS VEHICLE HAS A SUPPLEMENTAL ONLY the exact part number for that application.
RESTRAINT SYSTEM (SRS). REFER TO THE SRS ISUZU will call out those fasteners that require a
COMPONENT AND WIRING LOCATION VIEW IN replacement after removal. ISUZU will also call out
ORDER TO DETERMINE WHETHER YOU ARE the fasteners that require thread lockers or thread
PERFORMING SERVICE ON OR NEAR THE SRS sealant. UNLESS OTHERWISE SPECIFIED, do not
COMPONENTS OR THE SRS WIRING. WHEN YOU use supplemental coatings (Paints, greases, or other
ARE PERFORMING SERVICE ON OR NEAR THE SRS corrosion inhibitors) on threaded fasteners or
COMPONENTS OR THE SRS WIRING, REFER TO fastener joint interfaces. Generally, such coatings
THE SRS SERVICE INFORMATION. FAILURE TO adversely affect the fastener torque and the joint
FOLLOW WARNINGS COULD RESULT IN POSSIBLE clamping force, and may damage the fastener. When
AIR BAG DEPLOYMENT, PERSONAL INJURY, OR you install fasteners, use the correct tightening
OTHERWISE UNNEEDED SRS SYSTEM REPAIRS. sequence and specifications. Following these
instructions can help you avoid damage to parts and
systems.
Heating and Ventilation System
General Description
Heater
When the engine is warming up, the warmed engine The air selector knob, with its different modes, also allows
coolant is sent out into the heater core. The heater system you to select and maintain the most comfortable
supplies warm air into the passenger compartment to passenger compartment temperature.
warm it up. The air source select lever is used to select either
Outside air is circulated through the heater core of the “FRESH” for the introduction of the outside air, or “CIRC”
heater unit and then back into the passenger for the circulation of the inside air. When the lever is set to
compartment. By controlling the mixture of outside air and “FRESH”, the outside air is always taken into the
heater core air, the most comfortable passenger passenger compartment. When setting the lever to
compartment temperature can be selected and “CIRC” position, the circulation of air is restricted only to
maintained. the inside air with no introduction of the outside air and the
The temperature of warm air sent to the passenger air in the passenger compartment gets warm quickly.
compartment is controlled by the temperature control However, the lever is normally set to “FRESH” to prevent
knob. This knob acts to open and close the air mix door, the windshield from clouding.
thus controlling the amount of air passed through the
heater core.
840RW002
Legend (5) Duct (W/O A/C)

(1) Defroster Nozzle (6) Heater Unit
(2) Ventilation Duct (7) Ventilation Lower Duct
(3) Blower Assembly (8) Lap Vent Duct
(4) Evaporator Assembly (With A/C) (9) Rear Heater Duct
Control Lever Assembly
The control lever assembly has some cables to control The fan control is used to control the amount of air sent
the mode and temperature of the heater unit and the out by the resistor at four levels from “LOW” to “HIGH”.
mode door for the air source of the blower assembly.
865RW006
Legend (4) Air Conditioning (A/C) Switch (W/ A/C)

(1) Air Source Select Lever (5) Temperature Control Knob
(2) Air Select Knob (6) Middle Position
(3) Fan Control Lever (Fan Switch)
Ventilation 3. Foot – In this position, air flow is delivered to the foot,

Setting the air source select lever to “FRESH” position while sending a small amount of air to the windshield.
allows the heating system to work with sending the fresh 4. Def/Foot – In this position, air flow is delivered to the
air from outside. foot, while sending approx. 40% of total amount of air
The blower fan also serves to deliver fresh outside air to to the windshield.
the passenger compartment to assure adequate Selecting this mode allows air conditioning system to
ventilation. work while the fan switch is turned to on position, even
if the A/C switch is off.
Air Select Knob
5. Defrost – In this position, most of the air is delivered
The air select knob allows you to direct heated air into the to the windshield and a small amount is delivered to
passenger compartment through different outlets. the side windows.
1. Vent – In this position, air is discharged from the Selecting this mode allows air conditioning system to
upper air outlet. Air quantity is controlled by the fan work while the fan switch is turned to on position, even
control lever. if the A/C switch is off.
2. Bi-Level – In this position, air flow is divided between Moving the air source select lever to the “CIRC” position
the upper air outlets and the floor air outlets, with provides quickest heat delivery by closing the blower
warmer air delivered to the floor outlets than the air assembly mode door. In this position, outside air is not
delivered to the upper air outlets when the temp lever delivered to the passenger compartment.
is in middle position.
C01RW001
Air Source Select Lever Temperature Control Knob

The intake of outside air and the circulation of inside air When the temperature control knob is in the “COLD”
are controlled by sliding this lever left or right. position, the air mix door closes to block the flow air to the
heater core.
Fan Control Lever When the temperature control knob is in the “HOT”
This lever controls the blower motor speed to regulate the position, the air mix door opens to allow air to pass
amount of air delivered to the defrost, foot, and ventilation through the heater core and heat the passenger
ducts: compartment.
1. Low Placing the knob in a intermediate position will cause a
lesser or greater amount air to reach the heater core. In
2. Medium Low
this mode the passenger compartment temperature can
3. Medium High be regulated.
4. High
Wiring Diagram
D08RW060
Diagnosis
Heating Cycle diagnosis
Condition Possible cause Correction
No heating or insufficient heating. Blower motor does not run or runs Refer to “FAN CONTROL LEVER
improperly. (FAN SWITCH) DIAGNOSIS”.
Engine coolant temperature is low. Check the engine coolant
temperature after warming up the
engine and check the thermostat.
Replace as necessary.
Insufficient engine coolant. Add engine coolant as required.
Circulation volume of engine coolant Check if the water hose to the heater
is insufficient. core is clogged, collapsed or twisted.
Repair or replace as necessary.
Heater core clogged or collapsed. Clean or replace as necessary.
The heater cores is not provided with Repair the temperature control link
air sent from the blower motor. unit or mode doors.
Duct connections defective or Repair or replace as necessary.
unsealing.
Control lever moves but mode door Cable attaching clip is not correct. Repair
does not operate.
operate
Link unit of heater or blower Repair
assembly defective.
The mode door cannot be set to the Link unit of heater unit or blower Repair.
mode selected. assembly defective.
Control cable is not adjusted. Adjust.
Fan Control Lever (Fan Switch) Diagnosis
Current flows to the blower motor through the heater relay
(X-6) to activate the rotation of the blower motor by
turning “ON” the fan control knob (fan switch). Blower
motor speed is controlled in stages by the resistor, by
operating the switch from “LOW” to “HIGH”.
For the inspection of the relays, switches and units in
each table, refer to “INDIVIDUAL INSPECTION” in this
section.
D08RW059

Blower motor does not run. — Refer to Chart A
Blower motor does not run in certain — Refer to Chart B, C, D and E
position (s).
Blower motor does not stop at “OFF” — Refer to Chart F
position.
Chart “A” Blower Motor Does Not Run

Step Action Yes No
1 Is relay (X-6) OK? Go to Step 2 Replace
2 Is fuse EB-4 (20A) OK? Go to Step 3 Replace
3 Is resistor OK? Go to Step 4 Replace
4 Is fan control lever OK? Replace control
Go to Step 5 lever assembly.
5 Is blower motor OK? Go to Step 6 Replace
6 1. Turn the ignition switch “ON”. Poor ground or
2. Turn fan control lever “ON”. open circuit either
3. Check to see if battery voltage is present at chassis side between chassis
connector terminal No. B5-1 side connector
terminal No. B5-2
Is there a battery voltage?
and No. B3-2 or Open circuit
No. I23-1 and between No.
body ground (No. EB-4 (20A) fuse
B-8). and No. B5-1.
Chart “B” Blower Motor Does Not Run At Low Position

Step Action Yes No
2 Is fan control lever (Fan Switch) OK? Open circuit
between chassis
side connector
terminal No. B3-1 Replace control
and No.I23-2. lever assembly.
Chart “C” Blower Motor Does Not Run At Medium Low Position
Step Action Yes No
between the
chassis side
connector
and No. I23-3. lever assembly.
Chart “D” Blower Motor Does Not Run At Medium High Position
Step Action Yes No
between chassis
side connector
Chart “E” Blower Motor Does Not Run At High Position

Step Action Yes No
between Chassis
side connector
Chart “F” Blower Motor Does Not Stop In The “OFF” Position
Step Action Yes No
1 Is the fan control lever (Fan Switch) OK? Short circuit
between chassis
side connector
terminal No. B5-2
and
No. B3-2,No. B3-
3 and No. I23-5,
No. B3-6 and
No. I23-4,
No. B3-4 and
No. I23-3 or
No. B3-1 and Replace control
No. I23-2 lever assembly.
Individual Inspection Fan Control Lever (Fan Switch)

Blower Motor 1. Check for continuity between the terminals of the fan
switch.
1. Disconnect the blower motor (B-5) connector from
the blower motor.
2. Connect the battery positive terminal to the No. 1
terminal of the blower motor and the negative to the
No. 2.
3. Be sure to check to see if the blower motor operates
correctly.
D08RW058
Heater Relay
1. Disconnect the heater relay (X-6).
f When removing the connector for relay, unfasten
the tank lock of the connector by using a
screwdriver, then pull the relay (1) out.
873RW002
Resistor
1. Disconnect the resistor (B-3) connector.
2. Check for continuity and resistance between the
terminals of the resistor.
825RS001
840RS001
2. Check for continuity between the heater relay (X-6)
terminals.
825RS179
Heater Unit
Heater Unit and Associated Parts
840RW003
Legend (6) Driver Lap Vent Duct

(1) Instrument Panel Assembly (7) Evaporator Assembly (A/C only)
(2) Cross Beam Assembly (8) Duct
(3) Instrument Panel Bracket (9) Heater Unit Assembly
(4) Ventilation Lower Duct (10) Heater Hose
(5) Rear Heater Duct (11) Resistor Connector
Removal 7. Disconnect resistor connector.

8. Remove duct.
1. Disconnect the battery ground cable.
9. Remove evaporator assembly (A/C only).
2. Drain the engine coolant.
f Refer to Evaporator Assembly in this section.
3. Discharge and recover refrigerant (with air
conditioning). 10. Remove driver lap vent duct.
f Refer to Refrigerant Recovery in this section. 11. Remove ventilation lower duct.
4. Remove the Instrument panel assembly. 12. Remove rear heater duct.
f Refer to Instrument Panel Assembly in Body and f Remove foot rest, carpet and 3 clips.
Accessories section. 13. Remove heater unit assembly.
5. Remove instrument panel bracket. f Disconnect heater hoses at heater unit.
f Refer to Cross Beam Assembly in Body and
Accessories section.
6. Cross Beam Assembly.
Installation 2. Adjust the control cables.

To install, follow the removal steps in the reverse order, f Refer to Control Lever Assembly in this section.
noting the following points: 3. When installing the heater unit, defroster nozzle and
1. When handling the PCM and the control unit, be center vent duct, be sure that the proper seal is made,
careful not to make any improper connection of the without any gap between them.
connectors.
Heater Core and / or Mode Door

Disassembled View
860RW001
Legend (4) Mode Door

(1) Heater Core (5) Duct
(2) Case (Temperature Control) (6) Case (Mode Control)
(3) Heater Unit
Removal 3. Discharge and recover refrigerant (with air

conditioning).
1. Disconnect the battery ground cable. f Refer to Refrigerant Recovery in this section.
2. Drain the engine coolant.
4. Remove heater unit. 9. Pull out the mode door while raising up the catch of
f Refer to Heater Unit in this section. the door lever.
5. Remove duct.
6. Remove case (Mode control) and do not remove link
unit at this step.
7. Remove case (Temperature control) separate two
halves of core case.
860RS004
Inspection
Check for foreign matter in the heater core, stain or the
core fin defacement.
860RS002
8. Remove heater core (1). Installation

To install, follow the removal steps in the reverse order,
noting the following point:
1. Check that each mode door operates properly.
860RS003
Heater Mode Control Link Unit

Disassembled View
860RW002
Legend (4) Clip

(1) Case (Mode Control) (5) Door Lever
(2) Heater Unit (6) Rod
(3) Mode Sub-lever (7) Washer and Mode Main Lever
Removal
2. Drain engine coolant.
conditioning)
f Refer to Refrigerant Recovery in this section.
4. Remove heater unit.
f Refer to Heater Unit in this section.
5. Remove the case (Mode control) from heater unit.
6. Remove washer and the mode main lever.
7. Remove rod.
8. Press the tab of the sub-lever inward, and take out the
sub-lever.
860RS006
9. Pull out the door lever while raising up the catch of the Installation
door lever.
To install, follow the remove steps in the reverse order,
10. Remove clip. noting the following points:
1. Apply grease to the mode sub-lever and to the
abrasive surface of the heater unit.
2. After installing the link unit, check to see if the link unit
operates correctly.
Heater Temperature Control Link Unit

Disassembled View
860RS007
Legend (4) Clip

(1) Case (Temperature control) (5) Heater Unit
(2) Clip (6) Rod
(3) Door Lever (7) Sub-lever
Removal 5. Remove the case (Temperature control) from the

heater unit.
1. Disconnect the battery ground cable. 6. Remove rod.
2. Drain engine coolant. 7. Remove sub-lever.
3. Discharge and recover refrigerant (with air 8. Pull out the door lever while raising up the catch of the
conditioning). door lever.
f Refer to Refrigerant Recovery in this section. 9. Remove clip.
4. Remove heater unit.
f Refer to Heater Unit in this section.
Installation 1. Apply grease to the sub-lever and to the abrasive

surface of the heater unit.
noting the following points: 2. After installing the link unit, check to see if the link unit
operates correctly.
Blower Assembly
Blower Assembly and Associated Parts
873RW004
Legend (3) Evaporator Assembly (A/C only)

(1) Instrument Panel Assembly (4) Duct
(2) Blower Assembly (5) Heater Unit
Removal 3. Remove instrument panel assembly.

f Refer to Instrument Panel Assembly in Body and
1. Disconnect the battery ground cable. Accessories section.
2. Discharge and recover refrigerant (with air 4. Disconnect resistor connector.
conditioning).
5. Remove duct.
6. Remove evaporator assembly (A/C only). Installation
f Refer to Evaporator Assembly in this section. To install, follow the removal steps in the reverse order,
7. Disconnect blower motor connector. noting the following point:
8. Remove blower assembly. 1. Adjust the control cables.
f Refer to Control Lever Assembly in this section.
Blower Link Unit and / or Mode door

Disassembled View
873RS001
Legend (4) Sub Lever

(1) Upper Case (5) Door Lever
(2) Mode Door (6) Blower Assembly
(3) Lower Case
Removal 3. Remove blower assembly.

f Refer to Blower Assembly in this section.
4. Remove lower case.
conditioning).
5. Separate the upper case and slit the lining parting
face with a knife.
873RS002
6. Pull out the mode door while raising up the catch of

door lever.
7. Remove sub-lever.
8. Remove door lever.
Installation
noting the following points:
1. Apply grease to the door lever and to the abrasive
surface of the upper case.
2. Apply an adhesive to the parting face of the lining
when assembling the upper case.
Blower Motor
Blower Motor and Associated Parts
873RW001
Legend (4) Clip

(1) Attaching Screw (5) Fan
(2) Blower Motor Connector (6) Blower Motor
(3) Blower Motor Assembly
Removal Installation
1. Disconnect the battery ground cable. To install, follow the removal steps in the reverse order.
2. Remove blower motor connector.
3. Remove attaching screw.
4. Remove blower motor assembly.
5. Remove clip.
6. Remove fan.
7. Remove blower motor.
Rear Heater Duct, Defroster Nozzle and Ventilation Duct

Rear Heater Duct, Defroster Nozzle, Ventilation Duct and Associated Parts
840RW008
Legend (4) Instrument Panel Bracket

(1) Defroster Nozzle (5) Instrument Panel Assembly
(2) Cross Beam Assembly (6) Rear Heater Duct
(3) Center Ventilation Duct and Side Defroster (7) Lap Ventilation Duct
Duct (8) Ventilation Lower Duct
Removal 5. Remove instrument panel brackets.

1. Disconnect the battery ground cable. Accessories section.
2. Remove instrument panel assembly. 6. Remove cross beam assembly.
f Refer to Instrument Panel Assembly in Body and f Refer to Cross Beam Assembly in Body and
Accessories section. Accessories section.
3. Remove center ventilation duct and side defroster 7. Remove ventilation lower duct.
duct.
8. Remove rear heater duct.
f Remove 5 screws.
f Remove foot rest carpet and 3 clips.
4. Remove lap ventilation duct.
9. Remove defroster nozzle.
Installation
1. Connect each duct and nozzle securely leaving no
clearance between them and making no improper
matching.
Control Lever Assembly and / or Control Cable

Control Lever Assembly, Control Cable and Associated Parts
865RW004
Legend (4) Glove Box

(1) Control Cable (5) Instrument Panel Driver Lower Cover
(2) Control Lever Assembly Assembly
(3) Meter Cluster Assembly (6) Fan Switch Air Conditioning Switch Connector
Removal
2. Remove instrument panel driver lower cover
assembly.
3. Remove meter cluster assembly.
f Refer to Instrument Panel Assembly in Body and
4. Remove glove box.
5. Remove the control lever attaching screws.
6. Pull the control lever assembly out and disconnect the
fan switch and air conditioning switch connectors.
865RW001
7. Remove control level assembly.

8. Disconnect control cables at each unit side.
865RW002
Installation
1. Adjust the control cable.
865RW005
f Air source control cable.

1. Slide the control lever to the left (“CIRC”
position).
2. Connect the control cable at the “CIRC” position
of the link unit of the blower assembly and
secure it with the clip.
f Temperature control cable.
1. Turn the control knob to the left (“MAX COLD”
position).
2. Connect the control cable at the “COLD”
position of the temperature control link of the
heater unit and secure it with the clip.
f Air select control cable
1. Turn the control knob to the right (“DEFROST”
position).
2. Connect the control cable at the “DEFROST”
position of the mode control link of the heater
unit and secure it with the clip.
2. Check the control cable operation.
Control Panel Illumination Bulb

Control Panel Illumination Bulb and Removal
Associated Parts 1. Disconnect the battery ground cable.
2. Remove control lever assembly.
f Refer to Control Lever Assembly in this section.
3. Pull out the bulb socket from the panel by turning it
counterclockwise.
4. Pull the illumination bulb from the socket.
Installation
To install, follow the removal steps in the reverse order.
865RW003
Legend
(1) Control Lever Assembly
(2) Bulb Socket
(3) Illumination Bulb
Resistor
Resistor and Associated Parts Removal
3. Remove resistor connector.
4. Remove duct (heater only).
5. Remove resistor.
Installation
To install, follow the removal steps in the reverse order.
840RW001
Legend
(1) Duct (Heater only)
(2) Resistor
(3) Resistor Connector
(4) Glove Box
Air Conditioning System
General Description
Air Conditioning Refrigerant Cycle Construction
C01RS003
Legend (9) Condenser

(1) Electronic Thermostat (10) Compressor
(2) Evaporator Core (11) Magnetic Clutch
(3) Evaporator Assembly (12) Mode (HEAT) Control Door
(4) Temperature Sensor (13) Temp. Control Door (Air Mix Door)
(5) Expansion Valve (14) Heater Core
(6) Blower Motor (15) Mode (VENT) Control Door
(7) Pressure Switch or Pressure Sensor (16) Heater Unit
(8) Receiver/Drier (17) Mode (DEF) Control Door
The refrigeration cycle includes the following four Evaporation

processes as the refrigerant changes repeatedly from The refrigerant is changed from a liquid to a gas inside the
liquid to gas and back to liquid while circulating. evaporator. The refrigerant mist that enters the
evaporator vaporizes readily. The liquid refrigerant This vehicle is equipped with a five-vane rotary
removes the required quantity of heat (latent heat of compressor (1).
vaporization) from the air around the evaporator core The specified amount of the compressor oil is 150cc
cooling fins and rapidly vaporizes. Removing the heat (5.0 fl. oz.).
cools the air, which is then radiated from the fins and The oil used in the HFC-134a system compressor differs
lowers the temperature of the air inside the vehicle. from that used in R-12 systems.
The refrigerant liquid sent from the expansion valve and Also, compressor oil to be used varies according to the
the vaporized refrigerant gas are both present inside the compressor model. Be sure to avoid mixing two or more
evaporator as the liquid is converted to gas. different types of oil.
With this change from liquid to gas, the pressure inside If the wrong oil is used, lubrication will be poor and the
the evaporator must be kept low enough for vaporization compressor will seize or malfunction.
to occur at a lower temperature. Because of that, the The magnetic clutch connector is a waterproof type.
vaporized refrigerant is sucked into the compressor.
Magnetic Clutch
Compression The compressor is driven by the drive belt from the crank
The refrigerant is compressed by the compressor until it is pulley of the engine. If the compressor is activated each
easily liquefied at normal temperature. time the engine is started, this causes too much load to
The vaporized refrigerant in the evaporator is sucked into the engine. The magnetic clutch (3) transmits the power
the compressor. This action maintains the refrigerant from the engine to the compressor and activates it when
inside the evaporator at a low pressure so that it can the air conditioning is ON. Also, it cuts off the power from
easily vaporize, even at low temperatures close to 0°C the engine to the compressor when the air conditioning is
(32°F). OFF. Refer to Compressor in this section for magnetic
Also, the refrigerant sucked into the compressor is clutch repair procedure.
compressed inside the cylinder to increase the pressure
and temperature to values such that the refrigerant can
easily liquefy at normal ambient temperatures.
Condensation
The refrigerant inside the condenser is cooled by the
outside air and changes from gas to liquid.
The high temperature, high pressure gas coming from the
compressor is cooled and liquefied by the condenser with
outside air and accumulated in the receiver/drier. The
heat radiated to the outside air by the high temperature,
high pressure gas in the compressor is called heat of
condensation. This is the total quantity of heat (heat of
vaporization) the refrigerant removes from the vehicle
interior via the evaporator and the work (calculated as the
quantity of heat) performed for compression.
Expansion
The expansion valve lowers the pressure of the
refrigerant liquid so that it can easily vaporize. 871RX001
The process of lowering the pressure to encourage

Condenser
vaporization before the liquefied refrigerant is sent to the
evaporator is called expansion. In addition, the expansion The condenser assembly (6) is located in front of the
valve controls the flow rate of the refrigerant liquid while radiator. It provides rapid heat transfer from the
decreasing the pressure. refrigerant to the cooling fins.
That is, the quantity of refrigerant liquid vaporized inside Also, it functions to cool and liquefy the high-pressure and
the evaporator is determined by the quantity of heat which high-temperature vapor sent from the compressor by the
must be removed at a prescribed vaporization radiator fan or outside air.
temperature. It is important that the quantity of refrigerant A condenser may malfunction in two ways: it may leak, or
be controlled to exactly the right value. it may be restricted. A condenser restriction will result in
excessive compressor discharge pressure. If a partial
Compressor restriction is present, the refrigerant expands after
The compressor performs two main functions: passing through the restriction.
It compresses low-pressure and low-temperature
refrigerant vapor from the evaporator into high-pressure
and high-temperature refrigerant vapor to the condenser.
It pumps refrigerant and refrigerant oil through the air
conditioning system.
Thus, ice or frost may form immediately after the
restriction. If air flow through the condenser or radiator is
blocked, high discharge pressures will result. During
normal condenser operation, the refrigerant outlet line will
be slightly cooler than the inlet line.
The vehicle is equipped with the parallel flow type
condenser. A larger thermal transmission area on the
inner surface of the tube allows the radiant heat to
increase and the ventilation resistance to decrease.
The refrigerant line connection has a bolt at the block
joint, for easy servicing.
852RW007
Dual Pressure Switch (V6,M/T)

The pressure switch (Dual pressure switch) (2) is
installed on the upper part of the receiver/drier, to detect
excessively high pressure (high pressure switch) and
prevent compressor seizure due to the refrigerant leaking
(low pressure switch), so that the compressor is able to be
turned “ON” or “OFF”.
ON OFF
Compressor
(kPa/psi) (kPa/psi)
852RW007
Low-pressure 205.9±29.4 176.5±19.6
Receiver / Drier control (29.9±4.3) (25.6±2.8)
The receiver/drier (5) performs four functions: High-pressure 2059.4±196.1 2942.0±196.1
f As the quantity of refrigerant circulated varies control (341.3±28.4) (426.6±28.4)
depending on the refrigeration cycle conditions,
sufficient refrigerant is stored for the refrigeration
cycle to operate smoothly in accordance with
fluctuations in the quantity circulated.
f The liquefied refrigerant from the condenser is mixed
with refrigerant gas containing air bubbles. If
refrigerant containing air bubbles. If refrigerant
containing air bubbles is sent to the expansion valve,
the cooling capacity will decrease considerably.
Therefore, the liquid and air bubbles are separated
and only the liquid is sent to the expansion valve.
f The receiver/drier utilizes a filter and drier to remove
the dirt and water mixed in the cycling refrigerant.
f The sight glass, installed atop the receiver/drier,
show the state of the refrigerant.
A receiver/drier may fail due to a restriction inside the
body of the unit. A restriction at the inlet to the
receiver/drier will cause high pressure.
Outlet restrictions will be indicated by low pressure and
little or no cooling. An excessively cold receiver/drier
outlet may indicate a restriction.
The receiver/drier of this vehicle is made of aluminum
with a smaller tank. It has a 300cc refrigerant capacity.
The refrigerant line connection has a bolt at the block
joint, for easy servicing.
Triple Pressure Switch (V6, A/T) liquid refrigerant by forcing it through a tiny port before
Triple pressure switch (2) is installed on the upper part of sending it to the evaporator (4).
the receiver/drier. This switch is constructed with a This type of expansion valve consists of a temperature
unitized type of two switches. One of them is a low and sensor, diaphragm, ball valve, ball seat, spring
high pressure switch (Dual pressure switch) to switch adjustment screw, etc.
“ON” or “OFF” the magnetic clutch as a result of The temperature sensor contacts the evaporator outlet
irregularly high–pressure or low pressure of the pipe, and converts changes in temperature to pressure. It
refrigerant. The other one is a medium pressure switch then transmits these to the top chamber of the
(Cycling switch) to switch “ON” or “OFF” the condenser diaphragm.
fan sensing the condenser high side pressure. The refrigerant pressure is transmitted to the diaphragm’s
bottom chamber through the external equalizing pressure
ON OFF tube.
Compressor
(kPa/psi) (kPa/psi) The ball valve is connected to the diaphragm. The
Low-pressure 186.3±29.4 176.5±24.5 opening angle of the expansion valve is determined by
control (27.0±4.3) (25.6±3.6) the force acting on the diaphragm and the spring
pressure.
High-pressure 2353.6±196.1 2942.0±196.1 The expansion valve regulates the flow rate of the
control (341.3±28.4) (426.6±28.4) refrigerant. Accordingly, when a malfunction occurs to
this expansion valve, both discharge and suction
ON OFF pressure get low, resulting in insufficient cooling capacity
Condenser fan of the evaporator.
(kPa/psi) (kPa/psi)
The calibration has been changed to match the
Medium-pressure 1471.0±98.1 1078.7±117.7 characteristics of HFC-134a.
control (213.3±14.2) (156.4±17.1)
Pressure Sensor
The pressure sensor (2) is installed on the upper part of
the receiver/drier. This sensor converts high pressure
detection of refrigerant to an electrical voltage signal and
supplies it to the ECM. The ECM controls switching
compressor idle speed and cooling fan operation by the
electrical voltage signal.
874RX003
Evaporator
The evaporator cools and dehumidifies the air before the
air enters the passenger compartment. High-pressure
liquid refrigerant flows through the expansion valve (2)
into the low-pressure area of the evaporator. The heat in
the air passing through the evaporator core (1) is lost to
the cooler surface of the core, thereby cooling the air.
As heat is lost between the air and the evaporator core
875RW007 surface, moisture in the vehicle condenses on the outside
surface of the evaporator core and is drained off as water.
Expansion Valve When the evaporator malfunctions, the trouble will show
This expansion valve (3) is an external pressure type and up as an inadequate supply of cool air. The cause is
it is installed at the evaporator intake port. typically a partially plugged core due to dirt, or a
The expansion valve converts the high pressure liquid malfunctioning blower motor.
refrigerant sent from the receiver/drier to a low pressure
The evaporator core with a laminate louver fin is a
single-sided tank type where only one tank is provided
under the core.
874RX002
Electronic Thermostat
The thermostat consists of the thermo sensor (3) and
thermostat unit (5) which functions electrically to reduce
the noises being generated while the system is in
operation.
The electronic thermo sensor (3) is mounted at the
874RX005
evaporator core (2) outlet and senses the surface
temperature of the evaporator core (4). Temperature
signals are input to the thermostat unit. This information is
compared by the thermo unit and results in the output to
operate the A/C thermostat relay and turn the magnetic
clutch ON or OFF to prevent evaporator freeze-up.
A characteristic of the sensor is that the resistance
decreases as the temperature increases and the
resistance increases as the temperature decreases.
Refrigerant Line
Restriction in the refrigerant line will be indicated by:
1. Suction line — A restricted suction line will cause low
suction pressure at the compressor, low discharge
pressure and little or no cooling.
2. Discharge line — A restriction in the discharge line
generally will cause the discharge line to leak.
3. Liquid line — A liquid line restriction will be evidenced
by low discharge and suction pressure and
insufficient cooling.
Refrigerant flexible hoses that have a low permeability to
refrigerant and moisture are used. These low
permeability hoses have a special nylon layer on the
inside.
852RS001
Legend
(1) Reinforcement Layer (Polyester)
(2) External Rubber Layer
(3) Internal Rubber Layer
(4) Resin Layer (Nylon)
Air Conditioning Parts
852RX002
Legend (5) Receiver/Drier

(1) Liquid Line (High-Pressure Pipe) (6) Condenser Assembly
(2) Clip (7) Compressor
(3) Discharge Line (High-Pressure Hose) (8) Suction Line (Low-Pressure Hose)
(4) Pressure Switch (9) Evaporator Assembly
Wiring Diagram
D08RX001
Diagnosis
Air Conditioning Cycle Diagnosis
No cooling or insufficient cooling. Magnetic clutch does not run. Refer to “Magnetic Clutch Diagnosis”
in this section.
Compressor is not rotating properly. Adjust the drive belt to the specified
Drive belt is loosened or broken. tension or replace the drive belt.
Compressor is not rotating properly. Clean the magnetic clutch face or
Magnetic clutch face is not clean and replace.
slips.
Compressor is not rotating properly. Adjust the clearance. Refer to
Incorrect clearance between Compressor in this section.
magnetic drive plate and pulley.
Compressor is not rotating properly. Replace the compressor
Compressor oil leaks from the shaft
seal or shell.
Compressor is not rotating properly. Replace the compressor
Compressor is seized.
Insufficient or excessive charge of Discharge and recover the
refrigerant. refrigerant. Recharge to the
specified amount.
Leaks in the refrigerant system. Check the refrigerant system for
leaks and repair as necessary.
Discharge and recover the
refrigerant. Recharge to the
specified amount.
Condenser is clogged or insufficient Clean the condenser or replace as
radiation. necessary.
Temperature control link unit of the Repair the link unit.
heat unit is defective.
Unsteady operation due to a foreign Replace the expansion valve.
substance in the expansion valve.
Poor operation of the electronic Check the electronic thermostat and
thermostat. replace as necessary.
Insufficient velocity of cooling air. Evaporator clogged or frosted. Check the evaporator core and
replace or clean the core.
Air leaking from the cooling unit or air Check the evaporator and duct
duct. connection, then repair as
necessary.
Blower motor does not rotate Refer to Fan Control Lever (Fan
properly. Switch) Diagnosis in this section.
*For the execution of the charging and discharging
operation in the table above, refer to Recovery,
Recycling, Evacuating and Charging in this section.
Checking The Refrigerant System With HFC-134a Pressure-Temperature Relationship
Manifold Gauge Pressure Temperature
Since Refrigerant-134a (HFC-134a) is used in the air
conditioning system in this vehicle, be sure to use (kPa) (psi) (°C) (°F)
manifold gauges, charging hoses and other air 36 5.3 –20 –4.4
conditioning service tools for HFC-134a when
67 9.7 –15 5
checking the refrigerant system.
Conditions: 104 15 –10 14
f Run the engine at Idling 147 21 –5 23
f Air conditioning switch is “ON” 196 28 0 32
f Run the blower motor at “HIGH” position 255 37 5 41
f Temperature control lever set to “MAX COLD” 314 45 10 50
f Air source selector lever at “CIRC”
392 57 15 59
f Open the engine hood
f Close all the doors 471 68 20 68
Normal Pressure: 569 82 25 77
f At ambient temperature: approx. 25–30°C 677 98 30 86
(77–86°F). 785 114 35 95
f At low-pressure side: approx. 147.1–294.2 kPa
(21.3–42.7 psi). 912 132 40 104
f At high-pressure side: approx. 1372.9–1863.3 kPa 1059 154 45 113
(199.1–270.2 psi). 1216 176 50 122
Refer to the table on the refrigerant pressure-temperature
relationship.
Connect The Manifold Gauge
Low-pressure hose (LOW) — Suction side
High pressure hose (HI) — Discharge side
901RS180
Legend
(1) Low Side
(2) High Side

Discharge (High Gauge) Pressure Condenser clogged or dirty. Clean the condenser fins
Abnormally High
Cooling fan does not operate Check the cooling fan operation.
properly.
Discharge (High Gauge) Pressure Excessive refrigerant in system. Discharge and recover refrigerant.
Abnormally High. Recharge to specified amount.
Insufficient cooling.
Discharge (High Gauge) Pressure Air in system. Evacuate and charge refrigerant
Abnormally High. system.
High pressure gauge drop. (After
stopping A/C, the pressure drops
approx. 196 kPa (28 psi) quickly)
Discharge (High Gauge) Pressure Insufficient refrigerant in system. Check for leaks. Discharge and
Abnormally Low. recover the refrigerant. Recharge to
Insufficient cooling the specified amount.
Discharge (High Gauge) Pressure Clogged or defective expansion Replace the expansion valve.
Abnormally Low. valve.
Low pressure gauge indicates
vacuum.
Discharge (High Gauge) Pressure Restriction caused by debris or Check system for restriction and
Abnormally Low. moisture in the receiver/drier. replace the receiver/drier.
Frost or dew on refrigerant line
before and after the receiver/drier or
expansion valve, and low pressure
gauge indicates vacuum.
Discharge (High Gauge) Pressure Compressor seal defective Repair or replace the compressor.
Abnormally Low.
High and low pressure gauge Poor compression due to a defective Repair or replace the compressor.
balanced quickly. (After turned off compressor gasket.
A/C)
Suction (Low Gauge) Pressure Excessive refrigerant in system. Discharge and recover refrigerant
Abnormally High. Recharge to specified amount.
Low pressure gauge (Low pressure
gauge is lowered after condenser is
cooled by water.)
Suction (Low Gauge) Pressure Unsatisfactory valve operation due Replace the expansion valve.
Abnormally High. to defective temperature sensor of
Low pressure hose temperature. expansion valve.
(Low pressure hose temperature
compressor
around the com ressor refrigerant
line connector is lower than around Expansion valve opens too long. Replace the expansion valve.
evaporator.)
Suction (Low Gauge) Pressure Compressor gasket is defective. Repair or replace the compressor.
Abnormally High.
High and low pressure gauge
balanced quickly. (After turned off
A/C)
Suction (Low Gauge) Pressure Insufficient refrigerant in system. Check for leaks. Discharge and
Abnormally Low. recover the refrigerant. Recharge to
Insufficient cooling. specified amount.

Suction (Low Gauge) Pressure Expansion valve clogged. Replace the expansion valve.
Abnormally Low.
Frost on the expansion valve inlet
line
Suction (Low Gauge) Pressure Receiver/Drier clogged. Replace the receiver/drier.
Abnormally Low
Receiver/drier inlet and outlet
refrigerant line temperature. (A
distinct difference in temperature
develops.)
Suction (Low Gauge) Pressure Expansion valve temperature sensor Replace the expansion valve.
Abnormally Low. is defective.
Expansion valve outlet refrigerant
line. (Not cold and low pressure
gauge indicates vacuum.)
Suction (Low Gauge) Pressure Clogged or blocked refrigerant line. Replace refrigerant line.
Abnormally Low.
When the refrigerant line is clogged
or blocked, the low pressure gauge
reading will decrease, or a vacuum
reading may be shown.
Suction (Low Gauge) Pressure Thermo switch defective. Replace thermo switch.
Abnormally Low.
Evaporator core is frozen.
Suction (Low Gauge) and Discharge Excessive refrigerant in system. Discharge and recover the
(High Gauge) Pressure Abnormally refrigerant, the Recharge to the
High. specified amount.
Insufficient cooling. Condenser clogged or dirty. Clean the condenser fin.
Suction (Low Gauge) and Discharge Air in system. Evacuate and charge refrigerant.
(High Gauge) Pressure Abnormally
High.
Suction (Low) pressure hose (Not
cold).
Suction (Low Gauge) and Discharge Insufficient refrigerant in system. Check for leaks. Discharge and
(High Gauge) Pressure Abnormally recover refrigerant. Recharge to
Low. specified amount.
Insufficient cooling
A/C — Air Conditioning
Magnetic Clutch Diagnosis
D08RX002
When the air conditioning switch and the fan control knob Powertrain Control Module (PCM;V6-3.2L)/ Engine
(fan switch) are turned on with the engine running, current Control Module (ECM;L4-2.2L) is used to stop the air
flows through the thermostat and the compressor relay to conditioning temporarily by turning off the magnetic clutch
activate the magnetic clutch. in the prearranged conditions to reduce the engine load
The air conditioning can be stopped by turning of the air which is being caused by the rise in the engine coolant
conditioning switch or the fan control knob (fan switch). temperature, and the acceleration of the vehicle, etc.
However, even when the air conditioning is in operation, For the inspection of the relays, switches and units in the
the electronic thermostat, the pressure switch or the table, refer to “Individual Inspection” in this section.
Magnetic Clutch Does Not Run

Step Action Yes No
1 Are No. EB-5 (10A) fuse and No. EB-4 (20A) fuse OK? Go to Step 2 Replace
2 Are heater (X-6), thermostat (X-5), and compressor (X-4) relays
OK? Go to Step 3 Replace
3 Is pressure switch OK? Switch defective
or insufficient
Go to Step 4 refrigerant.
4 Are air conditioning switch and fan control lever (Fan Switch) OK? Go to Step 5 Replace
5 1. Turn the ignition switch “ON” (Engine is running).
2. Air conditioning switch and fan control lever (Fan Switch)
“ON”.
3. Check to see if battery voltage is present at chassis side
connector terminal No. E3-1.
Is there a battery voltage? Go to Step 6 Go to Step 7
6 Check to see if continuity between compressor side connector
terminal No. E3-1 and the magnetic clutch side connector
terminal.
Magnetic clutch Compressor
Is there a continuity? defective. defective.
7 Check to see it battery voltage is present at chassis side Open circuit
connector terminal No.I24-2. between No.EB-5
(10A) fuse and
Go to Step 8 No. I24-2.
8 Check to see if battery voltage is present at chassis side
Open circuit
connector terminal No. C11-1
between No.I24-1
Is there a battery voltage? Go to Step 9 and No. C11-1.
9 1. Disconnect thermostat relay (X-5). Open circuit
2. Check to see if battery voltage is present at the chassis side between No.
relay terminal NO. X5-5 EB-5 and C11-2
(10A) fuse and
Go to Step 10 No.X5-5.
10 Check to see if voltage (approx. 10V) is present between chassis
side relay terminal No. X5-2 and No. X5-4.
11 1. Reconnect thermostat relay and disconnect compressor relay
(X-4).
Open circuit
2. Check to see if battery voltage is present at the chassis side
between No.
relay terminal No. X4-5.
EB-5 (10A) fuse
Is there a battery voltage? Go to Step 12 and No. X4-5.
12 Check to see if continuity between chassis side relay terminal No.
X4-1 and the chassis side connector terminal No. E3-1.
Is there a continuity? Go to Step 13 Open circuit.
Magnetic Clutch Does Not Run (Cont’d)

Step Action Yes No
13 Check to see if battery voltage is present between chassis side
relay terminal No. X4-2 and No. X4-4.
14 Check to see if battery voltage is present at chassis side relay Open circuit
terminal No. X4-2. between No.
EB-5 (10A) fuse
Go to Step 16 and No. X4-2.
15 Check to see if battery voltage is present at chassis side Power train
connector terminal No. C1-B14. control module
(PCM) defective.
Refer to Open circuit
Driveability and between No.
Emissions in X4-4 and No.
Engine section. C1-B14.
16 Check to see if continuity between chassis side relay terminal No. Power train
X5-1 and chassis side connector terminal No. C3-E15. control module
(PCM) defective.
Is there a continuity?
Refer to
Driveability and
Emissions in
Engine section. Open circuit
17 Check to see if battery voltage is present at chassis side relay
Open circuit
terminal No.X5-2.
between No.X5-2
Is there a battery voltage? Go to Step 18 and C11-2.
18 1. Reconnect thermostat relay.
2. Check to see if battery voltage is present at chassis side
Open circuit
connector terminal No.B4-3.
between No.I24-1
Is there a battery voltage? Go to Step 19 and No.B4-3.
19 Check to see if battery voltage (appox 10V) is present at chassis Open circuit
side connector terminal No. B4-1. between No.
X5-4 and No.
Go to Step 20 B4-1.
20 Check to see if continuity between chassis side connector Open circuit
terminal No. B4-2 and No.I23-6. between No.
B4-2 and
No.I23-6 or poor
Electronic ground (Fan
thermostat Switch Ground
defective. Circuit).
Condenser Fan Diagnosis
While the air conditioning is ON, the cycling switch in the exceeds a set pressure value. The condenser fan stops
triple pressure switch senses the refrigerant pressure, when the air conditioning is turned “OFF” or when the
and activates the condenser fan to improve the cooling pressure goes down below the set pressure value.
capacity of the condenser when the refrigerant pressure
D08RW062

Condenser fan does not run. – Refer to “Chart A”.
– Refer to “Chart B”.
Chart “A” Condenser Fan Does Not Run

Step Action Yes No
1 Are 30A fuse OK? Go to Step 2 Replace
2 Is relay (X-9) OK? Go to Step 3 Replace
3 Is pressure switch OK? Switch defective
or insufficient
Go to Step 4 refrigerant.
4 Is air conditioning switch OK? Go to Step 5 Replace
5 Is fan motor OK? Go to Step 6 Replace
6 1. Disconnect condenser fan relay (X-9).
Open circuit
2. Check to see if battery voltage is present at the chassis side
between EB-17
relay terminal NO. X9-5
fuse (30A) and
Is there a battery voltage? Go to Step 7 No.X9-5.
7 1. Reconnect condenser fan relay (X-9).
2. Air conditioning switch “ON”.
3. Check to see if battery voltage is present at chassis side Open circuit
connector terminal No.C11-3. between I-24-1
Is there a battery voltage? Go to Step 8 and C11-3.
8 1. Air conditioning switch “OFF”.
2. Check to see if continuity between chassis side relay terminal
No.X9-2 and the chassis side connector terminal No.C11-4.
Is there a continuity? Go to Step 9 Open circuit.
9 Check to see if continuity between chassis side connector Poor ground or
terminal No. C24-1 and chassis side relay terminal No.X9-1. open circuit
between chassis
side connector
terminal No.X9-4
(or No.C24-2)
and body ground
(No.C36). Open circuit.
Chart “B” Condenser Fan Does Not Stop

Step Action Yes No
1 1. Air conditioning switch “OFF”. Condenser fan
Triple pressure relay (X9)
Does condenser fan stop?
switch defective. defective.
Individual Inspection Pressure Switch

Fan Control Knob (Fan Switch) And Air 1. Disconnect pressure switch connector and check for
continuity between pressure switch side connector
Conditioning (A/C) Switch terminals (1) and (2).
1. Check for continuity between the fan switch and the
A/C switch side connector terminals.
875RW003
D08RW061
Triple Pressure Switch (V6, A/T)
1. Disconnect the connector and check for continuity
Heater (X-6), Thermostat (X-5), Condenser between pressure switch side connector terminals (1)
Fan (X-9) And Compressor (X-4) Relay and (2).
1. Disconnect relays and check for continuity and 2. Reconnect the connector to activate the A/C switch,
resistance between relay terminals. and check to see if there is continuity between the
f For handling of these relays, refer to Heater Relay chassis side connector terminals (3) and (4) and the
in this section. fan operates.
875RW013
825RS179
Condenser Fan f Keep moisture and contaminants out of the system.
When disconnecting or removing any lines or parts,
1. Disconnect the condenser fan connector. use plugs or caps to close the fittings immediately.
2. Connect the battery positive terminal to the Never remove the caps or plugs until the lines or parts
condenser fan side connector terminal No.C-24-1 are reconnected or installed.
and negative to the No.C-24-2.
f When disconnecting or reconnecting the lines, use
3. Check that condenser fan is rotating correctly. two wrenches to support the line fitting, to prevent
from twisting or other damage.
f Always install new O-rings whenever a connection is
disassembled.
f Before connecting any hoses or lines, apply new
specified compressor oil to the O-rings.
f When removing and replacing any parts which
require discharging the refrigerant circuit, the
operations described in this section must be
performed in the following sequence:
1. Use the J-39500 (ACR4: HFC-134a Refrigerant
Recovery / Recycling / Recharging / System) or
equivalent to thoroughly discharge and recover the
refrigerant.
2. Remove and replace the defective part.
3. After evacuation, charge the air conditioning
system and check for leaks.
Repair Of Refrigerant Leaks

875RW010
Refrigerant Line Connections
Install new O-rings, if required. When disconnecting or
General Repair Procedure connecting lines, use two wrenches to prevent the
Precautions For Replacement or Repair of connecting portion from twisting or becoming damaged.
Air Conditioning Parts
There are certain procedures, practices and precautions
that should be followed when servicing air conditioning
systems:
f Keep your work area clean.
f Always wear safety goggle and protective gloves
when working on refrigerant systems.
f Beware of the danger of carbon monoxide fumes
caused by running the engine.
f Beware of discharged refrigerant in enclosed or
improperly ventilated garages.
f Always disconnect the negative battery cable and
discharge and recover the refrigerant whenever
repairing the air conditioning system.
f When discharging and recovering the refrigerant, do
not allow refrigerant to discharge too fast; it will draw
compressor oil out of the system.
852RS003
When connecting the refrigerant line at a block joint,
securely insert the projecting portion of the joint portion
into the connecting hole on the unit side and secure with a
bolt. Apply the specified compressor oil to the O-rings
prior to connecting.
CAUTION: Compressor (PAG) oil to be used varies
according to the compressor model. Be sure to apply
oil specified for the model of compressor.
850RW004
850RW002
O-rings (2) must be fitted in the groove (1) of refrigerant

line.
850RW003
Insert the nut into the union.

First, tighten the nut by hand as much as possible, then
tighten the nut to the specified torque.
Leak Check
Inspection of refrigerant leak
Refrigerant leak may cause an adverse effect not only on
the performance and durability of each component of the
air–conditioner, but also on the global atmosphere.
Therefore, it is most important to repair refrigerant leak
when there is any leak found.
Inspection flow of refrigerant leak

Step Action Yes No
1 1. Evacuate the refrigerant system.
2. Charge the refrigerant.
Repair refrigerant
Is there any refrigerant leak? system. Go to Step 2.
2 1. Operate the compressor for more than 5 minutes to raise the
Compressor
pressure on the high pressure side.
Repair refrigerant operation to be
Is there any refrigerant leak at high pressure components? system. confirmed.
Inspection Steps f Welds of condenser body

Check the components of air–conditioner to see if there Receiver driver
occurs any refrigerant leak along the flow of refrigerant. f Pipe connection
NOTE: f Attaching section of pressure switch
f To avoid an error in the detection of refrigerant leak, f Section around the sight glass
make sure of there being no refrigerant vapor or Evaporator unit (cooling unit)
cigarette smoke around the vehicle before
conducting the inspection. Also, select a location f Pipe connections
where the refrigerant vapor will not get blown off with f Connections of expansion valve
wind. f Brazed sections of evaporator
f Inspection should be conducted chiefly on the pipe
NOTE:
connections and sections where a marked oil
contamination is found. When refrigerant is leaking, f The evaporator and expansion valve are contained in
oil inside is also leaking at the same time. the case. Remove the drain hose or the resistor of the
f It is possible to visually check the leak from inside the cooling unit and insert a leak detector when checking
cooling unit. Follow the method below when for any leak.
checking. Remove the drain hose or resistor of the Flexible hose
cooling unit, and insert a leak detector to see if there f Pipe connection
occurs any leak.
f Caulking section of the hose
High Pressure Side
f Hose (cracks, pinholes, flaws)
1. Discharger section of compressor. Pipe
2. Inlet/outlet section of condenser.
f Pipe connection
3. Inlet/outlet section of receiver driver.
f Pipe (cracks, flaws)
4. Inlet section of cooling unit.
Charge valve
Low Pressure Side
NOTE:
1. Outlet section of cooling unit.
2. Intake section of compressor. f The charge valve, which is used to connect the gauge
manifold, is normally provided with a resin cap. When
the valve inside gets deteriorated, refrigerant will leak
Major Checking Points of Refrigerant Leak out.
Compressor
f Pipe connection Leak at Refrigerant Line Connections
f Sealing section of shaft 1. Check the torque on the refrigerant line fitting and, if
f Mating section or cylinder too loose, tighten to the specified torque.
f Use two wrenches to prevent twisting and damage
Condenser
to the line.
f Pipe connection
f Do not over tighten.
2. Perform a leak test on the refrigerant line fitting. WARNING:
3. If the leak is still present, discharge and recover the f SHOULD HFC-134A CONTACT YOUR EYE(S),
refrigerant from the system. CONSULT A DOCTOR IMMEDIATELY.
4. Replace the O-rings. f DO NOT RUB THE AFFECTED EYE(S). INSTEAD,
f O-rings cannot be reused. Always replace with new SPLASH QUANTITIES OF FRESH COLD WATER
ones. OVER THE AFFECTED AREA TO GRADUALLY
f Be sure to apply the specified compressor oil to the RAISE THE TEMPERATURE OF THE
new O-rings. REFRIGERANT ABOVE THE FREEZING POINT.
f OBTAIN PROPER MEDICAL TREATMENT AS
5. Retighten the refrigerant line fitting to the specified
SOON AS POSSIBLE. SHOULD THE HFC-134A
torque.
TOUCH THE SKIN, THE INJURY MUST BE
f Use two wrenches to prevent twisting and damage TREATED THE SAME AS SKIN WHICH HAS BEEN
to the line. FROSTBITTEN OR FROZEN.
6. Evacuate, charge and retest the system.
Refrigerant Recovery
Leaks In The Hose The refrigerant must be discharged and recovered by
If the compressor inlet or outlet hose is leaking, the entire using the J-39500 (ACR4:HFC-134a Refrigerant
hose must be replaced. The refrigerant hose must not be Recovery/Recycling/Recharging/System) or equivalent
cut or spliced for repair. before removing or mounting air conditioning parts.
1. Locate the leak. 1. Connect the high and low charging hoses of the
2. Discharge and recover the refrigerant. ACR4(or equivalent) as shown below.
3. Remove the hose assembly.
f Cap the open connections at once.
4. Connect the new hose assembly.
f Use two wrenches to prevent twisting or damage to
the hose fitting.
f Tighten the hose fitting to the specified torque.
5. Evacuate, charge and test the system.
Compressor Leaks
If leaks are located around the compressor shaft seal or
shell, replace or repair the compressor.
Recovery, Recycling, Evacuation and

Charging of HFC-134a
Air conditioning systems contain HFC-134a. This is a
chemical mixture which requires special handling
procedures to avoid personal injury.
f Always wear safety goggles and protective gloves.
f Always work in a well-ventilated area. Do not weld or
steam clean on or near any vehicle-installed air
conditioning lines or components.
f If HFC-134a should come in contact with any part of
the body, flush the exposed area with cold water and
immediately seek medical help.
f If it is necessary to transport or carry any container of
HFC-134a in a vehicle, do not carry it in the
passenger compartment.
f If it is necessary to fill a small HFC-134a container 901RS181
from a large one, never fill the container completely. Legend

Space should always be allowed above the liquid for (1) Low Side
expansion.
(2) High Side
f HFC-134a and R-12 should never be mixed as their
compositions are not the same. 2. Recover the refrigerant by following the
f HFC-134a PAG oil tends to absorb moisture more Manufacturer’s Instructions.
quickly than R-12 mineral oil and, therefore, should 3. When a part is removed, put a cap or a plug on the
be handled more carefully. connecting portion so that dust, dirt or moisture
f Keep HFC-134a containers stored below 40°C cannot get into it.
(100°F).
Refrigerant Recycling 8. If no leaks are found, again operate the vacuum pump
Recycle the refrigerant recovered by J-39500 for 20 minutes or more. After confirming that the
gauge manifold pressure is at 750 mmHg (30 inHg),
(ACR4:HFC-134a Refrigerant Recovery / Recycling /
close both hand valves.
Recharging / System) or equivalent.
For the details of the actual operation, follow the steps in 9. Close positive shutoff valve. Stop the vacuum pump
the ACR4(or equivalent) Manufacturer’s Instructions. and disconnect the center hose from the vacuum
pump.
Evacuation of The Refrigerant System
Charging The Refrigerant System
There are various methods of charging refrigerant into the
air conditioning system.
These include using J-39500 (ACR4:HFC-134a
Refrigerant Recovery/Recycling/Recharging/System) or
equivalent and direct charging with a weight scale
charging station.
Charging Procedure
f ACR4(or equivalent) Method
For the charging of refrigerant recovered by ACR4(or
equivalent), follow the manufacturer’s instruction.
901RS182
Legend
(1) Low Side
(2) High Side
NOTE: Explained below is a method using a vacuum

pump. Refer to the ACR4(or equivalent) manufacturer’s
instructions when evacuating the system with a ACR4(or
equivalent).
Air and moisture in the refrigerant will cause problems in
the air conditioning system. Therefore, before charging
the refrigerant, be sure to evacuate air and moisture thor-
oughly from the system.
1. Connect the gauge manifold.
f High-pressure valve (HI) — Discharge-side.
f Low-pressure valve (LOW) — Suction-side.
2. Discharge and recover the refrigerant.
3. Connect the center hose of the gauge manifold set to
the vacuum pump inlet.
4. Operate the vacuum pump, open shutoff valve and
901RS183
then open both hand valves.
5. When the low-pressure gauge indicates Legend
approximately 750 mmHg (30 inHg), continue the (1) Low Side
evacuation for 5 minutes or more. (2) High Side
6. Close both hand valves and stop the vacuum pump.
f Direct charging with a weight scale charging
7. Check to ensure that the pressure does not change
station method
after 10 minutes or more.
f If the pressure changes, check the system for 1. Make sure the evacuation process is correctly
leaks. completed.
2. Connect the center hose of the manifold gauge to the
f If leaks occur, retighten the refrigerant line
weight scale.
connections and repeat the evacuation steps.
3. Connect the low pressure charging hose of the
manifold gauge to the low pressure side service valve
of the vehicle.
4. Connect the high pressure charging hose of the
manifold gauge to the high pressure side service
valve of the vehicle.
901RS144
6. Perform a system leak test:

f Charge the system with approximately 200 g
(0.44 lbs) of HFC-134a.
f Make sure the high pressure valve of the manifold
gauge is closed.
f Check to ensure that the degree of pressure does
not change.
f Check for refrigerant leaks by using a HFC-134a
leak detector.
f If a leak occurs, recover the refrigerant. Repair the
leak and start all over again from the first step of
evacuation.
7. If no leaks are found, continue charging refrigerant to
the air conditioning system.
901RS184 f Charge the refrigerant until the scale reading
Legend decreases by the amount of the charge specified.
(1) Low Side Specified amount: 650 g (1.43 lbs)
(2) High Side f If charging the system becomes difficult:
(3) Refrigerant Container
1. Run the engine at idle and close all the vehicle
(4) Weight Scale
doors.
5. Place the refrigerant container(3) up right on a weight 2. Turn A/C switch “ON”.
scale(4). 3. Set the fan switch to its highest position.
Note the total weight before charging the refrigerant. 4. Set the air source selector lever to “CIRC”.
a. Open the refrigerant container valve. 5. Slowly open the low side valve on the manifold
b. Open the low side vale on the manifold gauge set. gauge set.
Refer to the manufacturer’s instructions for a WARNING: BE ABSOLUTELY SURE NOT TO OPEN
weight scale charging station. THE HIGH PRESSURE VALVE OF THE MANIFOLD
GAUGE. SHOULD THE HIGH PRESSURE VALVE BE
OPENED, THE HIGH PRESSURE REFRIGERANT
WOULD FLOW BACKWARD, AND THIS MAY CAUSE
THE REFRIGERANT CONTAINER TO BURST.
8. When finished with the refrigerant charging, close the
low pressure valve of the manifold gauge and
container valve.
9. Check for refrigerant leaks.
Checking The A/C System

1. Run the engine and close all the vehicle doors.
2. Turn A/C switch “ON”, set the fan switch to its highest
position.
3. Set the air source lever to “CIRC”, set the
temperature lever to the full cool position.
4. Check the high and low pressure of the manifold
gauge.
f Immediately after charging refrigerant, both high
and low pressures might be slightly high, but they
settle down to the pressure guidelines shown
below:
f The ambient temperature should be between
25–30°C (77–86°F).
f The pressure guideline for the high-pressure side is
approximately 1372.9–1863.3 kPa (199.1–270.2
psi).
f The pressure guideline for the low-pressure side is
approximately 147.1–294.2 kPa (21.3–42.7 psi).
f If an abnormal pressure is found, refer to Checking
The Refrigerant System With Manifold Gauge in
this section.
5. Put your hand in front of the air outlet and move the
temperature control lever of the control panel to
different positions. Check if the outlet temperature
changes as selected by the control knob.
Compressor Assembly
Compressor Assembly and Associated Parts
871RX004
Legend (3) Compressor

(1) Magnetic Clutch Harness Connector (4) Serpentine Belt
(2) Refrigerant Line Connector
Removal
2. Discharge and recover refrigerant
3. Disconnect magnetic clutch harness connector.
4. Remove serpentine belt. New Compressor Installation
f Move serpentine belt tensioner to loose side using The new compressor is filled with 150cc (5.0fl.oz.)of
wrench then remove serpentine belt. compressor oil and nitrogen gas. When mounting the
compressor on the vehicle, perform the following steps;
1. Gently release nitrogen gas from the new
compressor.
f Take care not to let the compressor oil flow out.
f Inspect O-rings and replace if necessary.
850RW001
Legend
(1) Crankshaft Pulley
(2) Cooling Fan Pulley
(3) Tensioner
(4) Generator
871RX005
(5) Air Conditioner Compressor 2. Turn the compressor several times by hand and
(6) Power Steering Oil Pump release the compressor oil in the rotor.
(7) Serpentine Belt 3. When installing on a new system, the compressor
should installed as it is. When installing on a used
5. Disconnect refrigerant line connector. system, the compressor should be installed after
f When removing the line connector, the connecting adjusting the amount of compressor oil. (Refer to
part should immediately be plugged or capped to Compressor in this section)
prevent foreign matter from being mixed into the
line.
6. Remove compressor.
Installation
1. Install compressor.
f Tighten the compressor fixing bolts to the specified
torque.
Torque: 19 N•m (14 lb•ft)
2. Connect refrigerant line connector.
f Tighten the refrigerant line connector fixing bolts to
the specified torque.
Torque: 15 N•m (11 lb•ft)
f O-rings cannot be reused. Always replace with new
ones.
f Be sure to apply new compressor oil to the O-rings
when connecting refrigerant lines. 871RX003
3. Install serpentine belt.

f Move serpentine belt tensioner to loose side using
wrench, then install serpentine belt to normal
position.
4. Connect magnetic clutch harness connector.
Condenser Assembly
Condenser Assembly and Associated Parts
875RW008
Legend (4) Radiator Grille

(1) Engine Hood Lock (5) Engine Hood Front End Stay
(2) Pressure Switch Connector (6) Condenser Assembly
(3) Refrigerant Line
1. Disconnect the battery ground cable. 1. Install condenser assembly.
2. Discharge and recover refrigerant. f If installing a new condenser, be sure to add 30cc
f Refer to Refrigerant Recovery in this section. (1.0 fl. oz.) of new compressor oil to a new one.
3. Remove radiator grille. f Tighten the condenser fixing bolts to the specified
4. Remove engine hood front end stay. torque.
5. Remove engine hood lock. Torque: 6 N•m (52 lb in)
f Apply setting mark to the engine hood lock fixing 2. Connect refrigerant line.
position before removing it. f Tighten the inlet line connector fixing bolt to the
6. Disconnect pressure switch connector. specified torque.
7. Disconnect refrigerant line. Torque: 15 N•m (11 lb ft)
f When removing the line connector, the connecting f Tighten the outlet line connector fixing bolt to the
part should immediately be plugged or capped to specified torque.
prevent foreign matter from being mixed into the
line. Torque: 6 N•m (52 lb in)
8. Remove condenser assembly. f O-rings cannot be reused. Always replace with new
f Handle with care to prevent damaging the ones.
condenser or radiator fin.
f Be sure to apply new compressor oil to the O-rings 4. Install engine hood lock.
when connecting the refrigerant line. 5. Install engine hood front end stay.
3. Connect pressure switch connector. 6. Install radiator grille.
Condenser Fan Motor

Condenser Fan Motor and Associated Parts
875RW009
Legend (3) Radiator Grille

(1) Condenser Fan Assembly (4) Shroud
(2) Condenser Fan Motor (5) Fan
Removal 6. Remove fan.

f Remove the fan fixing C-ring and plate.
7. Remove condenser fan motor.
2. Discharge and recover refrigerant.
3. Remove radiator grille. Installation
4. Remove condenser fan assembly. To install, follow the removal steps in the reverse order,
noting the following point.
f Disconnect the fan motor connector and remove
the 4 fixing bolts. 1. Route the fan motor harness in its previous position,
and fix it securely with clip and bracket.
5. Remove shroud.
f Remove the 3 fixing nuts.
f Loosen the condenser fixing nut and disconnect the
fan motor connector from bracket.
Receiver / Drier
Receiver / Drier and Associated Parts Installation
1. If installing a new receiver/drier, be sure to add 30cc
(1.0 fl. oz.) of new compressor oil to a new one.
2. Put the receiver/drier in the bracket and connect with
the refrigerant line. Check that no excessive force is
imposed on the line. Fasten the bracket bolt to the
receiver/drier.
3. Tighten the refrigerant line to the specified torque.
Torque: 6 N•m (52 lb in)
4. O-rings cannot be reused. Always replace with new
ones.
5. Be sure to apply new compressor oil to the O-rings
when connecting the refrigerant line.
875RW011
Legend
(1) Pressure Switch Connector
(2) Refrigerant Line
(3) Radiator Grille
(4) Receiver / Drier
(5) Bracket Bolt
Removal
3. Remove radiator grille.
4. Disconnect pressure switch connector.
5. Disconnect refrigerant line.
f When removing the line connected part, the
connecting part should immediately be plugged or
capped to prevent foreign matter from being mixed
into the line.
6. Remove bracket bolt.
7. Remove receiver/drier.
f Loosen the bolt, then, using care not to touch or
bend the refrigerant line, carefully pull out the
receiver/drier.
Pressure Switch
Pressure Switch and Associated Parts Installation
1. O-ring cannot be reused. Always replace with a new
one.
2. Be sure to apply new compressor oil to the O-ring
when connecting pressure switch.
3. Tighten the pressure switch to the specified torque.
875RW012
Legend
(1) Pressure Switch Connector
(2) Pressure Switch
(3) Radiator Grille
Removal
f Refer to “Refrigerant Recovery in this section.
4. Disconnect pressure switch connector.
5. Disconnect pressure switch.
f When removing the switch connected part, the
connecting part should immediately be plugged or
capped to prevent foreign matter from being mixed
into the line.
Evaporator Assembly
Evaporator Assembly and Associated Parts
874RW007
Legend (3) Refrigerant Line

(1) Resistor and Electronic Thermostat Connector (4) Glove Box
(2) Drain Hose (5) Evaporator Assembly
Removal
4. Disconnect resistor (2) and electronic thermostat
connector (1).
840RS005
5. Disconnect drain hose.

6. Disconnect refrigerant line. Installation
f Use a back-up wrench when disconnecting and To install, follow the removal steps in the reverse order,
reconnecting the refrigerant lines. noting the following points:
f When removing the refrigerant line connected part, 1. To install a new evaporator assembly, add 50cc
the connecting part should immediately be plugged (1.7 fl. oz.) of new compressor oil to the new core.
or capped to prevent foreign matter from being
2. Tighten the refrigerant outlet line to the specified
mixed into the line.
torque.
7. Remove evaporator assembly.
Torque: 25 N•m (18 lb ft)
3. Tighten the refrigerant inlet line to the specified
torque.
4. O-rings cannot be reused. Always replace with new
ones.
5. Be sure to apply new compressor oil to the O-rings
when connecting lines.
Electronic Thermostat, Evaporator Core and/or Expansion Valve

Disassembled View
874RX001
Legend (6) Clip

(1) Lining (7) Attaching Screw
(2) Expansion Valve (8) Evaporator Core
(3) O-ring (9) Electronic Thermostat
(4) Evaporator Assembly (10) Upper Case
(5) Lower Case
Removal 9. Remove evaporator core.

3. Remove evaporator assembly.
f Refer to Evaporator Assembly in this section.
4. Remove the electronic thermostat sensor fixing clip.
Pull the sensor from the evaporator assembly.
5. Remove clip.
6. Remove attaching screw.
7. Remove upper case.
8. Remove lower case.
f Slit the case parting face with a knife since the lining
is separated when removing the evaporator.
874RW002–1
10. Remove expansion valve.

f Tear off the insulator carefully.
f Remove the sensor fixing clip.
f Use a back-up wrench when disconnecting all
refrigerant pipes.
Installation
1. The sensor is installed on the core with the clip.
2. The sensor must not interfere with the evaporator
core.
3. When installing the new evaporator core, install the
874RS006
thermo sensor (2) to the evaporator core (1) specified
f Lift to remove the upper case. position with the clip in the illustration.
874RW001–1 874RX004
4. O-rings cannot be reused. Always replace with new 7. To install a new evaporator core, add 50cc (1.7 fl. oz.)
ones. of new compressor oil to the new core.
5. Be sure to apply new compressor oil to the O-rings 8. Tighten the refrigerant lines to the specified torque.
when connecting lines. Refer to Main Data and Specifications for Torque
6. Be sure to install the sensor and the insulator on the Specifications in this section.
place where they were before. 9. Apply an adhesive to the parting face of the lining
when assembling the evaporator assembly.
Refrigerant Line
Refrigerant Line and Associated Parts
852RX001
Legend (3) Discharge Line (High-Pressure Hose)

(1) Clip and Clamp (4) Radiator Grille
(2) Liquid Line (High-Pressure Pipe) (5) Suction Line (Low-Pressure Pipe)
Removal D When removing the refrigerant line connecting part,

the connecting part should immediately be plugged
1. Disconnect the battery ground cable. or capped to prevent foreign matter from being
2. Discharge and recover refrigerant. mixed into the line.
D Refer to Refrigerant Recovery in this section.
3. Remove radiator grille. Installation
4. Remove clip and clamp. To install, follow the removal steps in the reverse order,
5. Disconnect liquid line (High-pressure pipe). noting the following point:
6. Disconnect suction line (Low-pressure pipe) using a 1. O-rings cannot be reused. Always replace with new
back-up wrench. ones.
7. Disconnect suction line (Low-pressure hose) using a 2. Be sure to apply new compressor oil to the O-rings
back-up wrench. when connecting lines.
8. Disconnect discharge line (High-pressure hose) 3. Tighten the refrigerant line to the specified torque.
using a back-up wrench. Refer to Main Data and Specifications for Torque
D Use a backup wrench when disconnecting and Specifications in this section.
reconnecting the refrigerant lines.
Main Data And Specifications

General Specifications
Heater Unit
Temperature control Reheat air mix system
Capacity 3,700 Kcal./hr.
Air flow 280 m#/h
HEATER CORE
Type Fin and tube type
Element dimension 167 mm (6.6 in.) × 151 mm (5.9 in.) × 35 mm (1.4 in.)
Radiating area Approx. 2.4 m@
EVAPORATOR ASSEMBLY
Capacity 4,100 Kcal./hr.
Air flow 430 m#/hr
EVAPORATOR CORE
Type Al-laminate louver fin type
Element dimension 235 mm (9.3 in.) × 224 mm (8.8 in.) × 60 mm (2.4 in.)
EXPANSION VALVE
Type External pressure equalizer type
THERMOSTAT SWITCH
Type Electronic thermostat
OFF: Below 0.5 ± 0.5 °C (32.9 ± 0.9 °F)
ON: Above 4.5 ± 0.5 °C (40.1 ± 0.9 °F)
CONDENSER
Type Parallel flow type
Radiation performance 9,400 Kcal./hr
RECEIVER/DRIER
Type Assembly includes sight glass with dual (triple) pres-
sure switch (V6) or pressure sensor (L14)
Internal volume 300 cc (10 fl.oz.)
PRESSURE SWITCH
Type Dual pressure switch
Low pressure control
ON: 205.9±29.4 kPa (29.9±4.3 psi)
OFF: 176.5±24.5 kPa (25.6±3.6 psi)
High pressure control
ON: 2353.6±196.1 kPa (341.3±28.4 psi)
OFF: 2942.0±196.1 kPa (426.6±28.4 psi)
Triple pressure switch (V6, A/T)
Low pressure control
ON: 196.3±29.4 kPa (27.0±4.3 psi)
OFF: 176.5±19.6 kPa (25.6±2.8 psi)
Medium pressure control
ON: 1471.0±98.1 kPa (213.3±14.2 psi)
OFF: 1078.7±117.7 kPa (156.4±17.7 psi)
High pressure control
ON: 2353.6±196.1 kPa (341.3±28.4 psi)
OFF: 2942.0±196.1 kPa (426.6±28.4 psi)
REFRIGERANT
Type HFC-134a
Specified amount 650 g (1.43 lbs.)
Torque Specifications
852RX003
874RX006
Compressor
Service Precaution see if the drive plate can be rotated. If rotation is
impossible, the compressor is seized. Low discharge
WARNING: THIS VEHICLE HAS A SUPPLEMENTAL pressure may be due to a faulty internal seal of the
RESTRAINT SYSTEM (SRS). REFER TO THE SRS compressor, or a restriction in the compressor. Low
COMPONENT LOCATION VIEW IN ORDER TO discharge pressure may also be due to an insufficient
DETERMINE WHETHER YOU ARE PERFORMING refrigerant charge or a restriction elsewhere in the
SERVICE ON OR NEAR THE SRS COMPONENTS OR system. These possibilities should be checked prior to
THE SRS WIRING. WHEN YOU ARE PERFORMING servicing the compressor. If the compressor is
SERVICE ON OR NEAR THE SRS COMPONENTS OR inoperative, but is not seized, check to see if current is
THE SRS WIRING, REFER TO THE SRS ON-VEHICLE being supplied to the magnetic clutch coil terminals.
SERVICE INFORMATION. FAILURE TO FOLLOW The compressor oil used in the HFC–134a system
CAUTIONS COULD RESULT IN POSSIBLE AIR BAG compressor differs from that used in R–12 systems.
DEPLOYMENT, PERSONAL INJURY, OR Also, compressor oil to be used varies according to the
OTHERWISE UNNEEDED SRS SYSTEM REPAIRS. compressor model. Be sure to avoid mixing two or more
different types of oil.
CAUTION: Always use the correct fastener in the If the wrong oil is used, lubrication will be poor and the
proper location. When you replace a fastener, use compressor will seize or malfunction.
ONLY the exact part number for that application.
ISUZU will call out those fasteners that require a DKV-14G Type Compressor
replacement after removal. ISUZU will also call out DKV–14G is equipped with five–vane rotary compressor.
the fasteners that require thread lockers or thread These vanes are built into a rotor which is mounted on a
sealant. UNLESS OTHERWISE SPECIFIED, do not shaft.
use supplemental coatings (paints, greases, or other When the shaft rotates, the vanes built into the cylinder
corrosion inhibitors) on threaded fasteners or block assembly are operated by centrifugal force.
fastener joint interfaces. Generally, such coatings This changes the volume of the spare formed by the rotor
adversely affect the fastener torque and the joint and cylinder, resulting in the intake and compression of
clamping force, and may damage the fastener. When the refrigerant gas. The discharge valve and the valve
you install fasteners, use the correct tightening stopper, which protects the discharge valve, are built into
sequence and specifications. Following these the cylinder block assembly. There is no suction valve but
instructions can help you avoid damage to parts and a shaft seal is installed between the shaft and head; a
systems. trigger valve, which applies back pressure to the vanes, is
General Description installed in the cylinder block and a refrigerant gas
temperature sensor is installed in the front head.
When servicing the compressor, keep dirt or foreign
The specified quantity of compressor oil is contained in
material from getting on or into the compressor parts and
system. Clean tools and a clean work area are important the compressor to lubricate the various parts using the
for proper service. The compressor connections and the refrigerant gas discharge pressure.
outside of the compressor should be cleaned before any
”On–Vehicle” repair, or before removal of the
compressor. The parts must be kept clean at all times and
any parts to be reassembled should be cleaned with
Trichloroethane, naphtha, kerosene, or equivalent
solvent, and dried with dry air. Use only lint free cloths to
wipe parts.
The operations described below are based on bench
overhaul with compressor removed from the vehicle,
except as noted. They have been prepared in order of
accessibility of the components. When the compressor is
removed from the vehicle for servicing, the oil remaining
in the compressor should be discarded and new
compressor oil added to the compressor.
Compressor malfunction will appear in one of four ways:
noise, seizure, leakage or low discharge pressure.
Resonant compressor noises are not cause for alarm;
however, irregular noise or rattles may indicate broken
parts or excessive clearances due to wear. To check
seizure, de–energize the magnetic clutch and check to
871RX002
Diagnosis
Noise from compression Defective rotor/piston Replace compressor/cylinder and
shaft assembly
Defective shaft Replace compressor/cylinder and
shaft assembly
Noise from magnetic clutch Defective bearing Replace magnetic clutch
Defective clutch Replace magnetic clutch
Clearance between drive plate and Adjust the clearance or replace
pulley not standard magnetic clutch
Insufficient cooling Defective gasket Replace compressor/gasket
Defective rotor/reed valve Replace compressor/valve plate
Defective trigger valve/suction valve Replace compressor/suction valve
Not rotating Defective rotor/piston Replace compressor/cylinder and
shaft assembly
Defective shaft Replace compressor/cylinder and
shaft assembly
Rotating parts seized due to Replace compressor
insufficient oil
Oil and/or gas leakage Defective seal Replace compressor/shaft seal
Defective O-ring Replace
Magnetic Clutch Assembly (DKV-14D Type)

Parts Location View
871RW009
Legend (4) Pulley Assembly

(1) Drive Plate bolt (5) Field Coil
(2) Drive Plate (6) Shim (s)
(3) Snap Ring (7) Lead Wire
Removal 2. Remove drive plate by using drive plate puller

J-33944-A (2) and forcing screw J-33944-4 (1).
1. Using drive plate holder J-33939 (1) to prevent the
drive plate from rotating, then remove the drive plate
bolt.
871RW013
871RW014
3. Remove shim (s). 6. Loosen screw and disconnect the coil lead wire
4. Remove snap ring (1) by using snap ring pliers. connector.
871RS010
871RW016
5. Remove pulley assembly by using pulley puller pilot 7. Loosen three screws and remove the field coil.
J-38424, pulley puller J-8433 and pulley puller leg
J-24092-2.
871RS011
871RS009 Inspection and Repair

Drive Plate
If the frictional surface shows signs of damage due to
excessive heat, the drive plate and pulley should be
replaced.
Pulley Assembly
Check the appearance of the pulley assembly. If the
frictional surface of the pulley shows signs of excessive
grooving due to slippage, both the pulley and drive plate
should be replaced. The frictional surfaces of the pulley
assembly should be cleaned with a suitable solvent
before reinstallation.
Coil
Check coil for loose connector or cracked insulation.
Installation 4. Install snap ring.

5. Install shim (s).
1. Install field coil.
6. Install the drive plate to the compressor drive shaft
f Align the located portion (1) of the field coil and together with the original shim(s)(1). Press the drive
compressor. plate by hand.
871RW017
871RW012
f Tighten the mounting screw to the specified torque. 7. Install drive plate bolt by using drive plate holder
Torque: 5N·m (44 lb in) J-33939 (1) to prevent the drive plate from rotating.
2. Connect the lead wire connector with the rubber hold
and tighten the screw.
3. Install pulley assembly by using pulley installer
J-33940-A and drive handle J-8092.
871RW014
f Tighten the drive plate bolt to the specified torque.

Torque: 13 N·m (113 lb in)
f After tightening the drive plate bolt, check to be sure
871RS013 the pulley rotates smoothly.
f Check to be sure that the clutch clearance is f If necessary, install adjusting shim(s).
between 0.3-0.6 mm (0.01-0.02 in.)
f Adjusting shims are available in the following
thickness.
Thickness
f 0.1 mm (0.0039 in.)
f 0.3 mm (0.0118 in.)
f 0.5 mm (0.0197 in.)
871RW011
Compressor Oil
Oil Specification Checking and Adjusting Oil Quantity
f The HFC-134a system requires a synthetic (PAG) for Used Compressor
compressor oil whereas the R-12 system requires a
1. Perform oil return operation. Refer to Oil Return
mineral compressor oil. The two oils must never be
Operation in this section.
mixed.
2. Discharge and recover refrigerant and remove the
f Compressor (PAG) oil varies according to
compressor.
compressor model. Be sure to use oil specified for the
model of compressor. 3. Drain the compressor oil and measure the extracted
oil with a measuring cylinder.
f Always use HFC-134a Vane Rotary Type
Compressor Oil (AIPDN Part No.2-90188-301-0) 4. If the amount of oil drained is much less than 90 cc
(3.0 fl. oz.), some refrigerant may have leaked out.
Conduct a leak tests on the connections of each
Handling of Oil system, and if necessary, repair or replace faulty
f The oil should be free from moisture, dust, metal parts.
powder, etc. 5. Check the compressor oil contamination. (Refer to
f Do not mix with other oil. Contamination of Compressor Oil in this section.)
f The water content in the oil increases when exposed 6. Adjust the oil level following the next procedure
to the air. After use, seal oil from air immediately. below.
(HFC-134a Vane Rotary Compressor Oil absorbs (Charging Amount) (Collected Amount)
moisture very easily.)
f The compressor oil must be stored in steel more than 90cc same as collected
containers, not in plastic containers. (3.0 fl.oz) amount
less than 90 cc (3.0 fl.oz) 90cc (3.0 fl.oz)
Compressor Oil Check
7. Install the compressor, then evacuate, charge and
The oil used to lubricate the compressor is circulating with perform the oil return operation.
the refrigerant.
Whenever replacing any component of the system or a 8. Check system operation.
large amount of gas leakage occurs, add oil to maintain
the original amount of oil.
When it is impossible to preform oil return operation,
Oil Capacity the compressor oil should be checked in the
Capacity total in system: 150cc (5.0 fl.oz) following order:
Compressor (Service parts) charging amount: 1. Discharge and recover refrigerant and remove the
150 cc (5.0 fl.oz) compressor.
2. Drain the compressor oil and measure the extracted f The oil has changed to red.
oil with a measuring cylinder. f Foreign substances, metal powder, etc., are present
3. Check the oil for contamination. in the oil.
4. If more than 90 cc (3.0 fl. oz.) of oil is extracted from If any of these conditions exists, the compressor oil
the compressor, supply the same amount of oil to the is contaminated. Whenever contaminated
compressor to be installed. compressor oil is discovered, the receiver/drier must
5. If the amount of oil extracted is less than 90 cc (3.0 fl. be replaced.
oz.), recheck the compressor oil in the following
order. Oil Return Operation
6. Supply 90 cc (3.0 fl. oz.) of oil to the compressor and There is close affinity between the oil and the refrigerant.
install it onto the vehicle. During normal operation, part of the oil recirculates with
7. Evacuate and recharge with the proper amount of the refrigerant in the system. When checking the amount
refrigerant. of oil in the system, or replacing any component of the
8. Perform the oil return operation. system, the compressor must be run in advance for oil
return operation. The procedure is as follows:
9. Remove the compressor and recheck the amount of
oil. 1. Open all the doors and the engine hood.
10. Adjust the compressor oil, if necessary. 2. Start the engine and air conditioning switch to “ON”
and set the fan control knob at its highest position.
(Collected Amount) (Charging Amount) 3. Run the compressor for more than 20 minutes
more than 90 cc same as collected between 800 and 1,000 rpm in order to operate the
(3.0 fl.oz) amount system.
4. Stop the engine.
less than 90 cc (3.0 fl.oz) 90 cc (3.0 fl.oz)
Replacement of Component Parts

Checking and Adjusting for When replacing the system component parts, supply the
following amount of oil to the component parts to be
Compressor Replacement installed.
150 cc (5.0 fl.oz.) of oil is charged in compressor (service
parts). So it is necessary to drain the proper amount of oil (Component parts to be (Amount of Oil)
from the new compressor. installed)
1. Perform oil return operation. Evaporator 50 cc (1.7 fl. oz.)
2. Discharge and recover the refrigerant and remove the Condenser 30 cc (1.0 fl. oz.)
compressor.
Receiver/dryer 30 cc (1.0 fl. oz.)
3. Drain the compressor oil and measure the extracted
oil. Refrigerant line (one 10 cc (0.3 fl. oz.)
4. Check the compressor oil for contamination. piece)
5. Adjust the oil level as required.
(Amount of oil drained (Draining amount of oil
from used compressor) from new compressor)
less than 90 cc (3.0 fl.oz) Same as drained
amount
more than 90 cc 90 cc (3.0 fl.oz)
(3.0 fl.oz)
6. Evacuate, charge and perform the oil return

operation.
7. Check the system operation.
Contamination of Compressor Oil

Unlike engine oil, no cleaning agent is added to the
compressor oil. Even if the compressor runs for a long
period of time (approximately one season), the oil never
becomes contaminated as long as there is nothing wrong
with the compressor or its method of use.
Inspect the extracted oil for any of the following
conditions:
f The capacity of the oil has increased.
Main Data and Specifications

COMPRESSOR
Model DKV-14G
Type Vane rotary type
Number of vanes 5
Rotor diameter 64 mm (2.52 in.)
Stroke 8.75 mm (0.34 in.)
Displacement 140 cc (47.3 fl.oz.)
Maximum speed 7,000 rpm (up to 8,400 rpm)
Direction of rotation Clockwise (Front-side view)
Lubrication system Pressure differential type
Lubricant R-134a Vane Rotary Type Compressor Oil
(AIPDN Part No.2-90188-301-0)
150 cc (5.0 fl.oz.)
Refrigerant Refrigerant-134a (R-134a), 650 g (1.43 lbs.)
Shaft seal Lip type
Weight 3.0 kg
MAGNETIC CLUTCH
Type Electromagnetic single-plate dry clutch
Rated voltage 12 Volts D.C.
Current consumption 3.7 A
Starting torque 49 N·m (36 lb·ft)
Direction of rotation Clockwise (Front-side view)
Weight 2.4 kg (5.3 lbs.)
871RW010
Special Tools
TOOL NO. TOOL NO.
ILLUSTRATION ILLUSTRATION
TOOL NAME TOOL NAME
J-33939 J-33940-A
Drive plate holder Pulley installer
J-33944-A J-8092
Drive plate puller Drive handle
J-33944-4
Forcing screw
J-38424
Pulley puller pilot
J-8433
Pulley puller
J-24092-2
Pulley puller leg
SECTION
POWER–ASSISTED STEERING SYSTEM 2A–1

RODEO
STEERING
POWER-ASSISTED STEERING SYSTEM
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 2A–2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–27
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–2 Inspection and Repair . . . . . . . . . . . . . . . . . . 2A–27
General Description . . . . . . . . . . . . . . . . . . . . . 2A–8 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–27
Power Steering System Test . . . . . . . . . . . . . . 2A–10 Supplemental Restraint System Steering
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–11 Wheel & Column . . . . . . . . . . . . . . . . . . . . . . . 2A–28
Fluid Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–11 Service Precaution . . . . . . . . . . . . . . . . . . . . 2A–28
Bleeding The Power Steering System . . . . . . 2A–11 SRS Connectors . . . . . . . . . . . . . . . . . . . . . . 2A–28
Bleeding Procedure . . . . . . . . . . . . . . . . . . . . . 2A–11 Inflator Module . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–30
Flushing The Power Steering System . . . . . . 2A–11 Inflator Module and Associated Parts . . . . . 2A–30
Steering Wheel Free Play Inspection . . . . . . 2A–12 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–30
Front End Alignment Inspection and Inspection and Repair . . . . . . . . . . . . . . . . . . 2A–31
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–12 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–31
Main Data and Specifications . . . . . . . . . . . . . 2A–16
Steering Wheel . . . . . . . . . . . . . . . . . . . . . . . . . 2A–32
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–17
Steering Wheel and Associated Parts . . . . 2A–32
Power Steering Unit . . . . . . . . . . . . . . . . . . . . . 2A–18 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–32
Power Steering Unit and Associated Parts 2A–18 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–34
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–18
Combination Switch . . . . . . . . . . . . . . . . . . . . . 2A–35
Installation (4×2 Model) . . . . . . . . . . . . . . . . 2A–19
Combination Switch and Associated Parts 2A–35
Installation (4×4 Model) . . . . . . . . . . . . . . . . 2A–19
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–35
Power Steering Unit Disassembled View . . 2A–20
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–37
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–20
Lock Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–39
Inspection and Repair . . . . . . . . . . . . . . . . . . 2A–20
Lock Cylinder and Associated Parts . . . . . . 2A–39
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–20
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–39
Main Data and Specifications . . . . . . . . . . . 2A–21
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–41
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–21
System Inspection . . . . . . . . . . . . . . . . . . . . . 2A–42
Power Steering Pump . . . . . . . . . . . . . . . . . . . . 2A–22
Steering Column . . . . . . . . . . . . . . . . . . . . . . . . 2A–43
Power Steering Pump and Associated Parts 2A–22
Steering Column and Associated Parts . . . 2A–43
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–22
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–43
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–22
Insepction . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–46
Power Steering Pump Disassembled View 2A–23
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–47
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–23
System Inspection . . . . . . . . . . . . . . . . . . . . . 2A–48
Supplemental Restraint System Steering
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–24
Wheel & Column and Associated Parts . . . . 2A–49
Transfer Gear Assembly . . . . . . . . . . . . . . . . . 2A–27
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–49
Transfer Gear Assembly and Associated
Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A–27
2A–2 POWER–ASSISTED STEERING SYSTEM
Service Precaution Diagnosis

WARNING: THIS VEHICLE HAS A SUPPLEMENTAL Since the problems in steering, suspension, wheels and
RESTRAINT SYSTEM (SRS). REFER TO THE SRS tires involve several systems, they must all be considered
COMPONENT AND WIRING LOCATION VIEW IN when diagnosing a complaint. To identify the symptom,
ORDER TO DETERMINE WHETHER YOU ARE always road test the vehicle first. Proceed with the follow-
PERFORMING SERVICE ON OR NEAR THE SRS ing preliminary inspections and correct any defects which
COMPONENTS OR THE SRS WIRING. WHEN YOU are found.
ARE PERFORMING SERVICE ON OR NEAR THE SRS 1. Inspect tires for proper pressure and uneven wear.
COMPONENTS OR THE SRS WIRING, REFER TO 2. Raise vehicle on a hoist, then inspect front and rear
THE SRS SERVICE INFORMATION. FAILURE TO suspension and steering linkage for loose or
FOLLOW WARNINGS COULD RESULT IN POSSIBLE damaged parts.
AIR BAG DEPLOYMENT, PERSONAL INJURY, OR 3. Spin the front wheels. Inspect for out-of-round tires,
OTHERWISE UNNEEDED SRS SYSTEM REPAIRS. out-of-balance tires, loose and/or rough wheel
CAUTION: Always use the correct fastener in the bearings.
ISUZU will call out those fasteners that require a
replacement after removal. ISUZU will also call out
the fasteners that require thread lockers or thread
sealant. UNLESS OTHERWISE SPECIFIED, do not
use supplemental coatings (Paints, greases, or other
corrosion inhibitors) on threaded fasteners or
fastener joint interfaces. Generally, such coatings
adversely affect the fastener torque and the joint
clamping force, and may damage the fastener. When
you install fasteners, use the correct tightening
sequence and specifications. Following these
systems.
General Diagnosis
Vehicle Pulls Mismatched or uneven tires. Replace tire.
Tires not adequately inflated. Adjust tire pressure.
Broken or sagging springs. Replace spring.
Radial tire lateral force. Replace tire.
Improper wheel alignment. Adjust wheel alignment.
Brake dragging in one wheel. Repair brake.
Loose, bent or broken front or rear Tighten or replace the appropriate
suspension parts. suspension part(s).
Faulty shock absorbers. Replace shock absorber.
Parts in power steering valve Replace power steering unit.
defective.
Abnormal or Excessive Tire Wear Sagging or broken spring. Replace spring.
Tire out of balance. Balance or replace tire.
Improper wheel alignment. Check front end alignment.
Faulty shock absorber. Replace shock absorber.
Hard driving. Replace tire.
Overloaded vehicle. Replace tire and reduce load.
Tires not rotated periodically. Replace or rotate tire.
Worn or loose road wheel bearings. Replace wheel bearing.
Wobbly wheel or tires. Replace wheel or tire.
Tires not adequately inflated. Adjust the pressure.

Wheel Hop Blister or bump on tire. Replace tire.
Improper shock absorber operation. Replace shock absorber.
Shimmy, Shake or Vibration Tire or wheel out of balance. Balance wheels or replace tire/or
wheel.
Loose wheel bearings. Replace wheel bearing.
Worn steering linkage ball joints. Replace ball joints.
Worn upper or lower end ball joints. Replace ball joints.
Excessive wheel run–out. Repair or replace wheel and/or tire.
Blister or bump on tire. Replace tire.
Excessive loaded radial run–out of Replace tire or wheel.
tire/wheel assembly.
Improper wheel alignment. Check wheel alignment.
Loose or worn steering linkage. Tighten or replace steering linkage.
Loose steering unit. Tighten steering unit.
suspension parts. suspension parts.
Hub bearing preload misadjustment. Adjust preload.
defective.
Hard Steering Bind in steering linkage ball studs, Replace ball joint.
upper or lower end ball joint.
Tire not adequately inflated. Inflate tires to proper pressure.
Bind in steering column or shaft. Repair or replace.
Improper power steering system Repair or replace.
operation.
Refer to “Power steering system diag-
nosis”
Too Much Play In Steering Wheel bearings worn. Replace wheel bearings.
Loose steering unit or linkage. Retighten or repair.
Worn or loose steering shaft Retighten or replace steering shaft.
universal joint.
Poor Steering Wheel Returnability Bind in steering linkage ball joints. Replace ball joints.
Bind in upper or lower end ball joints. Replace ball joints.
Bind in steering column and shaft. Repair or replace.
Bind in steering gear. Check and repair steering gear.
Loose steering wheel nut. Retighten.
Worn wheel bearing. Replace.

Abnormal Noise Worn, sticky or loose upper or lower Replace.
ball joint, steering linkage ball joints
or drive axle joints.
Faulty shock absorbers. Replace.
Worn upper or lower control arm Replace.
bushing.
Loose stabilizer bar. Retighten bolts or replace bushings.
Loose wheel nuts. Tighten nuts. Check for elongated
wheel nut holes.
Replace wheel if required.
Loose suspension bolts or nuts. Retighten suspension bolts or nuts.
Broken or otherwise damaged wheel Replace wheel bearing.
bearings.
Broken suspension springs. Replace spring.
Loose steering unit. Retighten mounting bolt.
Faulty steering unit. Replace steering unit.
Wandering or Poor Steering Stability Mismatched or unevenly worn tires. Replace tire or inflate tires to proper
pressure.
Loose steering linkage ball joints. Replace ball joints.
Loose stabilizer bar. Tighten or replace stabilizer bar or
bushings.
Broken or sagging springs. Replace spring (pairs).
Erratic Steering When Braking Worn wheel bearings. Replace wheel bearings.
Leaking caliper. Repair or replace caliper.
Warped discs. Replace brake disc.
Badly worn brake pads. Replace brake pads.
Tires are inflated unequally. Inflate tires to proper pressure.
Power Steering System

There is some noise in all power steering systems. One tween this noise and steering performance. Do not re-
of the most common is a hissing sound when the steering place the valve unless the “hissing” noise is extremely ob-
wheel is fully turned and the car is not moving. This noise jectionable. A replacement valve will also have a slight
will be most evident when the steering wheel is operated noise, and is not always a cure for the condition.
while the brakes are applied. There is no relationship be-
Rattle or Chucking Noise Pressure hose touching other parts Adjust hose position. Do not bend
of vehicle. tubing by hand.
Tie rod ends loose. Tighten or replace tie rod end.
Loose steering unit mounting. Tighten steering unit mounting.
Poor Return of Steering Wheel to Improper front wheel alignment. Adjust front wheel alignment.
Center
Wheel bearing worn. Replace front wheel bearing.
Tie rod end binding. Replace tie rod end.
Ball joint binding. Replace ball joint.
Tight or frozen steering shaft Replace steering assembly.
bearing.
Sticky or plugged steering unit valve. Flush or replace steering unit.
Entry of air in the power steering Bleed the system.
system.
Momentary Increase In Effort When High internal leakage. Repair steering gear.
Turning Wheel Fast To Right or Left
Power steering fluid level low. Replenish fluid.
Steering Wheel Surges or Jerks Insufficient pump pressure. Repair pump assembly.
When Turning Especially During
Sticky steering unit valve. Flush or replace steering unit.
Parking
Excessive Wheel Kick Back or Loose Air in system. Bleed hydraulic system.
Steering
Tie rod end loose. Tighten tie rod end.
Wheel bearing worn. Replace wheel bearing.
Hard Steering or Lack or Power Sticky steering unit valve. Flush or replace steering unit.
Assist
Insufficient pump pressure. Repair pump assembly.
Excessive internal pump leakage. Repair pump assembly.
Excessive internal steering gear Repair steering gear.
leakage.
Unstable Engine Idling or Stalling Pressure switch of the power Repair or replace.
When Turning steering pump or its harness is faulty.
Power Steering Pump
Foaming milky power steering fluid, low fluid level, and is low. If the fluid level is correct and the pump still foams,
possible low pressure can be caused by air in the fluid, or remove the pump from the vehicle and check housing for
loss of fluid due to internal pump leakage. Check for leak cracks. If the housing is cracked, replace the pump hous-
and correct. Bleed the system. Extremely cold tempera- ing.
tures will cause air bubbles in the system if the fluid level
Low Pressure Due to Steering Pump Relief valve sticking or inoperative. Replace relief valve.
Side plate not flat against cam ring. Replace side plate.
Extreme wear of cam ring. Replace cam ring.
Scored side plate or rotor. Replace side plate or rotor.
Vanes sticking in rotor slots. Repair or replace vanes and rotor.
Cracked or broken side plate. Replace side plate.
High internal leakage. Repair internal leakage.
Low Pressure Due to Steering Gear Scored housing bore. Replace housing.
Growling Noise In Steering Pump Excessive back pressure in hoses or Repair steering unit or pump.
steering unit caused by restriction.
Scored side plate or rotor. Replace side plate or rotor.
Worn cam ring. Replace cam ring.
Groaning Noise In Steering Pump Air in the fluid. Bleed hydraulic system.
Low fluid level. Replenish fluid.
Pump mounting loose. Tighten mounting bolt.
Rattling Noise In Steering Pump Vanes sticking in rotor slots. Repair or replace vanes and rotor.
Vane improperly installed. Repair rotor and vane.
Swishing Noise In Steering Pump Damaged relief valve. Replace relief valve.
Whining Noise In Steering Pump Scored side plate and vanes. Replace side plate and vanes.
Steering Column Lock System

Will Not Unlock Damaged lock cylinder. Replace lock cylinder.
Damaged park lock cable. Replace park lock cable.
Will Not Lock Lock spring broken or worn. Replace lock cylinder.
Damaged lock cylinder. Replace lock cylinder.
Ignition switch stuck. Repair or replace ignition switch.
Park lock cable damaged. Replace park lock cable.
Key Cannot be Removed in Ignition switch is not set correctly. Correct ignition switch.
“OFF LOCK”
“OFF-LOCK”
Damaged lock cylinder. Replace lock cylinder.
Faulty shift lock mechanism. Repair or replace the shift lock
mechanism.
Column
Noise in Column Universal joint loose. Tighten joint.
Shaft lock snap ring not seated. Place snap ring in proper position.
Turn Signal Switch

This diagnosis covers mechanical problems only. Refer
to Turn Signal Switch in Electrical section for electrical
diagnosis.
Turn Signal Will Not Stay In Turn Foreign material or loose parts Repair or replace signal switch.
Position preventing movement of yoke.
Broken or missing detent or Replace signal switch.
canceling spring.
Turn Signal Will Not Cancel Loose switch mounting screws. Tighten mounting screws.
Switch or anchor bosses broken. Replace turn signal switch.
Broken, missing or out of position Replace turn signal switch.
detent, return or canceling spring.
Worn canceling cam. Replace turn signal switch.
Turn Signal Difficult To Operate Turn signal switch arm loose. Tighten arm screw.
Broken or distorted yoke. Replace turn signal switch.
Loose or misplaced springs. Replace turn signal switch.
Foreign parts and/or material. Repair turn signal switch.
Loose turn signal switch mounting Tighten mounting screws.
screws.
Turn Signal Will Not Indicate Lane Broken lane change pressure pad or Replace turn signal switch.
Change spring hanger.
Broken, missing or misplaced lane Replace turn signal switch.
change spring.
Base of wire damaged. Replace turn signal switch.
Hazard Switch Cannot Be Turned Off Foreign material between hazard Repair or replace hazard switch.
switch to turn signal switch body.
No Turn Signal Lights Electrical failure in chassis harness. Refer to Electrical section.
Inoperative turn signal flasher unit. Replace flasher unit.
Loose chassis harness connector. Repair loose connector.
Front or Rear Turn Signal Lights Not Burned-out or damaged turn signal Replace bulb.
Flashing bulb.
High resistance connection to Repair bulb socket.
ground at bulb socket.
Loose chassis harness connector. Repair loose connector.
General Description
The hydraulic power steering system consists of a pump,
an oil reservoir, a steering unit, a pressure hose and a
return hose.
Power Steering Unit
A02RW001
The power steering unit is rack and pinion type.

The toe–in angle can be adjusted by turning the rod on
each side.
The steering housing cannot be disassembled.
Hydraulic Pump
A02RX002
The hydraulic pump is vane-type design. The submerged Pressure Switch
pump has housing and internal parts that are inside the When hydraulic pressure reaches 3430 kPa (500 psi), the
reservoir and operate submerged in oil. There are two pressure switch of the power steering pump closes
bore openings at the rear of the pump housing. The larger causing the Engine Control Module (ECM) to actuate the
opening contains the cam ring, pressure plate, thrust idle air control valve, which increases the engine rpm to
plate, rotor and vane assembly, and end plate. The prevent the overload-induced engine speed slow down.
smaller opening contains the pressure line union, flow The switch opens when hydraulic pressure drops to 2940
control valve and spring. kPa (430 psi).
The flow control orifice is part of the pressure line union.
The pressure relief valve inside the flow control valve
limits the pump pressure.
Steering Column
A02RX001
WARNING: TO AVOID DEPLOYMENT WHEN INSTRUCTION IN THIS MANUAL MUST BE

TROUBLE-SHOOTING THE SRS SYSTEM, DO NOT FOLLOWED CAREFULLY, OTHERWISE PERSONAL
USE ELECTRICAL TEST EQUIPMENT, SUCH AS INJURY MAY RESULT.
BATTERY-POWERED OR A/C-POWERED When servicing a vehicle equipped with Supplemental
VOLT-METER, OHMMETER, ETC., OR ANY TYPE OF Restraint System, pay close attention to all WARNINGS
ELECTRICAL EQUIPMENT OTHER THAN and CAUTIONS.
SPECIFIED IN THIS MANUAL. DO NOT USE A
For detailed explanation about SRS, refer to Restraints
NON-POWERED PROBE-TYPE TESTER.
section.
The steering column has three important features in The column can be disassembled and reassembled.
addition to the steering function: However, to insure the energy absorbing action, use only
1. The column is energy absorbing, designed to the specified screws, bolts and nuts as designated, and
compress in a front-end collision to minimize the tighten them to the specified torque.
possibility of injury to the driver of the vehicle. Handle the column with care when it is removed from the
2. The ignition switch and lock are mounted vehicle. A sharp blow on the end of steering shaft or shift
conveniently on the column. lever, or dropping the assembly could shear or loosen the
fasteners that maintain column rigidity.
3. With the column mounted lock, the ignition and
steering operation can be locked to prevent theft of
the vehicle.
Power Steering System Test

Test Procedure
C02RW001
Legend (2) Power Steering Unit

(1) Fluid Reservoir (3) Power Steering Pump
Test of fluid pressure in the power steering system is 1. Place a container under the pump to catch the fluid
performed to determine whether or not the oil pump and when disconnecting or connecting the hoses.
power steering unit are functioning normally. 2. With the engine NOT running, disconnect the
The power steering system test is used to identify and pressure hose at the power steering pump and install
isolate hydraulic circuit difficulties. Prior to performing power steering tester J-29877-A. The gage must be
this test, the following inspections and corrections, if between the shutoff valve and pump. Open the
necessary, must be made. shutoff valve.
f Inspect pump reservoir for proper fluid level. 3. Check the fluid level. Fill the reservoir with power
f Inspect pump belt for proper tension. steering fluid, to the “Full” mark. Start the engine,
f Inspect pump driver pulley condition. then turn the steering wheel and momentarily hold it
against a stop (right or left). Turn the engine off and
check the connections at tester for leakage.
4. Bleed the system. Refer to Bleeding the Power Fluid Level
Steering System in this section.
5. Start the engine and check the fluid level. Add power 1. Run the engine until the power steering fluid reaches
steering fluid if required. When the engine is at normal operating temperature, about 55°C (130°F),
normal operating temperature, increase engine then shut the engine off.
speed to 1500 rpm. 2. Check the level of fluid in the reservoir.
CAUTION: Do not leave shutoff valve fully closed 3. If the fluid level is low, add power steering fluid as
for more than 5 seconds, as the pump could become specified in General Information to the proper level
damaged internally. and install the receiver cap.
6. Fully close the shutoff valve. Record the highest 4. When checking the fluid level after the steering
pressures. system has been serviced, air must be bled from the
system. Refer to Bleeding the Power Steering
f If the pressure recorded is within 9300–9800 kPa System in this section.
(1350–1420 psi), the pump is functioning within its
specifications.
f If the pressure recorded is higher than 9800 kPa Bleeding The Power Steering System
(1420 psi), the valve in the pump is defective. When a power steering pump or unit has been installed,
or an oil line has been disconnected, the air that has
f If the pressure recorded is lower than 9300 kPa
entered the system must be bled out before the vehicle is
(1350 psi), the valve or the rotating group in the
operated. If air is allowed to remain in the power steering
pump is defective.
fluid system, noisy and unsatisfactory operation of the
7. If the pump pressures are within specifications, leave system may result.
the valve open and turn (or have someone else turn)
the steering wheel fully in both directions. Record the
highest pressures and compare with the maximum Bleeding Procedure
pump pressure recorded in step 6. If this pressure When bleeding the system, and any time fluid is added to
cannot be built in either side of the power steering the power steering system, be sure to use only power
unit, the power steering unit is leaking internally and steering fluid as specified in General Information.
must be replaced. 1. Fill the pump fluid reservoir to the proper level and let
8. Shut the engine off, remove the testing gauge. the fluid settle for at least two minutes.
9. Reconnect the pressure hose, check the fluid level 2. Start the engine and let it run for a few seconds. Do
and make the needed repairs. not turn the steering wheel. Then turn the engine off.
10. If the problem still exists, the steering and front 3. Add fluid if necessary.
suspension must be thoroughly examined. 4. Repeat the above procedure until the fluid level
remains constant after running the engine.
Maintenance 5. Raise and support the front end of the vehicle so that
the wheels are off the ground.
The hydraulic system should be kept clean and fluid level
in the reservoir should be checked at regular intervals and 6. Start the engine. Slowly turn the steering wheel right
fluid added when required. Refer to Recommended and left, lightly contacting the wheel stops.
Fluids and Lubricants in General Information section for 7. Add power steering fluid if necessary.
the type of fluid to be used and the intervals for filling. 8. Lower the vehicle, set the steering wheel at the
If the system contains some dirt, flush it as described in straight forward position after turning it to its full steer
this section. If it is exceptionally dirty, the pump must be positions 2 or 3 times, and stop the engine.
completely disassembled before further usage. (The
9. Check the fluid level and refill as required.
steering unit cannot be disassembled.)
All tubes, hoses, and fittings should be inspected for 10. If the fluid is extremely foamy, allow the vehicle to set
leakage at regular intervals. Fittings must be tight. Make a few minutes, then repeat the above procedure.
sure the clips, clamps and supporting tubes and hoses
are in place and properly secured.
Power steering hoses and lines must not be twisted,
Flushing The Power Steering System
kinked or tightly bent. Air in the system will cause spongy 1. Raise and support the front end of the vehicle off the
action and noisy operation. When a hose is disconnected ground until the wheels are free to turn.
or when fluid is lost, for any reason, the system must be 2. Remove the fluid return line at the pump inlet
bled after refilling. Refer to Bleeding the Power Steering connector and plug the connector port on the pump.
System in this section.
Position the line toward a large container to catch the
f Inspect belt for tightness. draining fluid.
f Inspect pulley for looseness or damage. The pulley
3. While running the engine at idle, fill the reservoir with
should not wobble with the engine running.
new power steering fluid. Turn the steering wheel in
f Inspect hoses so they are not touching any other both directions. Do not contact or hold the steering
parts of the vehicle. wheel to the wheel stops. This will cause the pump to
f Inspect fluid level and fill to the proper level. go to pressure relief mode, which may cause a
sudden fluid overflow at the reservoir.
4. Install all the lines and hoses. Fill the system with new Front End Alignment Inspection and
power steering fluid and bleed the system as
described in Bleeding The Power Steering System. Adjustment
Operate the engine for about 15 minutes. General Description
Remove the pump return line at the pump inlet and
plug the connection on the pump. While refilling the “Front End Alignment” refers to the angular relationship
reservoir, check the draining fluid for contamination. between the front wheels, the front suspension attaching
If foreign material is still evident, replace all lines, parts and the ground.
disassemble and clean or replace the power steering Proper front end alignment must be maintained in order to
system components. Do not re-use any drained insure efficient steering, good directional stability and to
power steering fluid. prevent abnormal tire wear.
The most important factors of front end alignment are
wheel toe-in, wheel camber and axle caster.
Steering Wheel Free Play Inspection Camber:
This illustration shows view from the front of the vehicle.
430RX003
1. With the tires in the straight-ahead position, check the 480RS004
amount of steering wheel play by turning the wheel in Camber is the vertical tilting inward or outward of the front
both directions until the tires begin to move. wheels. When the wheels tilt outward at the top, the
NOTE: The wheel free play should be checked with the camber is positive (+). When the wheels tilt inward at the
engine running. top, the camber is negative (-). The amount of tilt
measured in degrees from the vertical is called the
Free play: 0 – 30 mm (0 – 1.18 in) camber angle (1). If camber is extreme or unequal
2. Also check the steering wheel for play and looseness between the wheels, improper steering and excessive tire
in the mount by moving it back and forth and wear will result. Negative camber causes wear on the
sideways. When test driving, check for hard steering, inside of the tire, while positive camber causes wear to the
steering shimmy and tendency to pull to one side. outside.
Caster: Toe-in is the measured amount the front wheels are turn
This illustration shows view from the side of the vehicle. in. The actual amount of toe-in is normally a fraction of a
degree. Toe-in is measured from the center of the tire
treads or from the inside of the tires. The purpose of
toe-in is to insure parallel rolling of the front wheels and to
offset any small deflections of the wheel support system
which occurs when the vehicle is rolling forward.
Incorrect toe-in results in excessive toe-in and unstable
steering. Toe-in is the last alignment to be set in the front
end alignment procedure.
Inspection
Before making any adjustments affecting caster, camber
or toe-in, the following front end inspection should be
made.
1. Inspect the tires for proper inflation pressure. Refer to
Main Data and Specifications in Wheel and Tire
System section.
2. Make sure that the vehicle is unladen condition (With
no passenger or loading).
3. Make sure that the spare tire is installed at the normal
480RS005
Caster (1) is the vertical tilting of the wheel axis either position.
forward or backward (when viewed from the side of the 4. Inspect the front wheel bearings for proper
vehicle). A backward tilt is positive (+) and a forward tilt is adjustment. Refer to Front Hub and Disc Overhaul in
negative (-). On the short and long arm type suspension Suspension section.
you cannot see a caster angle without a special 5. Inspect the ball joints and tie rod ends. If excessive
instrument, but if you look straight down from the top of looseness is noted, correct before adjusting. Refer to
the upper control arm to the ground, the ball joints do not Steering Linkage in this section.
line up (fore and aft) when a caster angle other than 0 6. Inspect the wheel and tires for run-out. Refer to
degree is present. With a positive angle, the lower ball Wheel Replacement in Wheel and Tire System
joint would be slightly ahead (toward the front of the section.
vehicle) of the upper ball joint center line. 7. Inspect the trim height. If not within specifications,
Toe-in: the correction must be made before adjusting caster.
This illustration shows view from the top of the vehicle. 8. Inspect the steering unit for looseness at the frame.
9. Inspect shock absorbers for leaks or any noticeable
noise. Refer to Shock Absorber in Suspension
section.
10. Inspect the control arms or stabilizer bar attachment
for looseness. Refer to Suspension section .
11. Inspect the front end alignment using alignment
equipment. Follow the manufacturer’s instructions.
12. Park the vehicle must be on a level surface.
480RS003
Trim Height Adjustment Caster Adjustment
Adjust the trim height (1) by means of the adjusting bolt on The caster angle can be adjusted by means of the caster
the height control arms. shims (1) installed between the chassis frame (2) and
CAUTION: When adjusting front end alignment, be fulcrum pins.
sure to begin with trim height first, as it may change Caster angle: 2°30’ ± 1°
other adjusted alignments.
CAUTION: Left and right side must be equal within
30’.
450RS003
450RW006
410RS001
1. Check and adjust the tire inflation pressures. 450RS002
2. Park the vehicle on a level ground and move the front NOTE: Difference of the caster shim front/rear thickness
of the vehicle up and down several times to settle the should be 3.6 mm (0.142 in) or less. Overall thickness of
suspension. caster shim and camber shim should be 10.8 mm
3. Make necessary adjustment with the adjusting bolt on (0.425 in) or less.
the height control arms. Tighten the fulcrum pin bolt to the specified torque.
Trim height: 119 ± 5 mm (4.69 ± 0.2 in) Torque: 152 N·m 112 ( lb ft)
Camber Adjustment
The camber angle can be adjusted by means of the
camber shims (2) installed in position between the
chassis frame (1) and fulcrum pins
Camber angle: 0° ± 30’
King pin inclination: 12°30’ ± 30’
CAUTION: Left and right side must be equal within
30’.
450RS005
NOTE: Overall thickness of caster shim and camber

shim should be 10.8 mm (0.425 in) or less.
Tighten the fulcrum pin bolt to the specified torque.
Torque: 152 N·m (112 lb ft)
450RW007
Position of shims
Camber angle Caster angle
Front side Rear side
When added When removed Decreases Decreases
When removed When added Increases Increases
Caster shim
— When removed Unchanged Decreases
— When added Unchanged Increases
When added Decreases Unchanged
Camber shim
When removed Increases Unchanged
Toe-in Adjustment
1. To adjust the toe-in angle, loosen the lock nuts (2) on
the tie rod (1) and turn the tie rod. Turn both rods the
same amount, to keep the steering wheel centered .
Toe-in: 0 ± 2 mm (0 ± 0.08 in)
433RW003
2. Tighten the lock nut to the specified torque.


General Specification
Caster 2°30’ ± 1°
Camber 0° ± 30’
King pin inclination 12°30’ ± 30’
Toe-in 0 ± 2 mm (0 ± 0.08 in)
Max. steering angle inside 32.6° (+0°30’ to –2°30’ )
outside 31.8°
Torque Specification
E02RX001
Special Tools
TOOL NO. TOOL NO.
TOOL NAME TOOL NAME
J–29877–A J–39213
Tester; Adapter;
Power steering Power steering tester
Power Steering Unit

Power Steering Unit and Associated Parts
431RW013
Legend (3) Power Steering Unit Assembly

(1) Bracket (4) Crossmember
(2) Transfer Gear Assembly
Removal
1. Remove the stone guard.
2. Remove the transfer gear assembly.
Make a setting mark across the coupling flange and
steering unit to ensure reassembly of the parts in the
original position.
3. Drain power steering fluid.
4. Remove the tie rod end assembly from knuckle.
Use tie rod end remover J–29107.
433RW002
5. Disconnect the feed line and return line from steering Installation (4×2 Model)
unit.
Remove the clips on the crossmember and frame. 1. Install power steering unit to crossmember.
Wire the power steering line to frame. Tighten fixing bolt to specified torque.
NOTE: Take care to prevent foreign matter from entry
when disconnect the power steering line. 2. Connect the feed line and return line.
3. Install tie–rod end assembly to knuckle.
4. Install transfer gear assembly.
Align the setting marks made at removal.
5. Install the stone guard.
6. Bleed the system.
Refer to Bleeding the Power Steering System in this
section.
Installation (4×4 Model)

1. Install power steering unit to crossmember.
Tighten fixing bolt to specified torque.
435RW001
2. Install power steering unit with crossmember to
4×4 model: frame.
1. Remove the torsion bar. Refer to Front Suspension in Tighten crossmember mounting bolt to specified
Suspension section. torque.
2. Remove the lower control arm bolt (Frame side). Torque: 190 N·m (140 lb ft)
Refer to Front Suspension in Suspension section. 3. Install lower control arm bolt.
3. Remove the crossmember fixing bolt. Refer to Front Suspension in Suspension section.
4. Remove the power steering unit with the 4. Install torsion bar.
crossmember. Refer to Front Suspension in Suspension section.
5. Remove the power steering unit.
5. Connect the feed line and return line.
4×2 model:
1. Remove the power steering unit from the
6. Install tie–rod end assembly to knuckle.
crossmember.
7. Install transfer gear assembly.
Align the setting marks made at removal.
9. Bleed the system.
section.
Power Steering Unit Disassembled View
440RW003
Legend (6) Tie-rod Assembly

(1) Tie-rod End (7) Tab Washer
(2) Lock Nut (8) Oil Line
(3) Clip (9) Valve Housing Assembly
(4) Bellows (10) Mounting Rubber
(5) Band (11) Dust Cover
Disassembly Tie-rod Assembly

If the resistance is insufficient or play is felt when checked
NOTE: The valve housing is made of aluminum and care
by moving the ball on the tie-rod, replace the tie-rod
should be exercised when clamping in a vise, etc. to
assembly.
prevent distortion or damage.
1. Loosen lock nut and remove tie–rod end. Rubber Parts
2. Remove clip and band, then remove bellows. If wear or damage is found through inspection, replace
3. Remove tie-rod assembly. with new ones.
To remove, move the boot toward the tie-rod end,
then remove tab washer. Reassembly
4. Remove oil line, mounting rubber and dust cover.
1. Install mounting rubber and dust cover (If removed).
2. Install oil line.
Inspection and Repair Torque: 13 N· m (113 lb in)
Inspect the following parts for wear, damage or any
3. Install tie-rod assembly with tab washer.
abnormal conditions.
Apply grease to ball joint, install tie-rod and tab
Tie-rod End washer, then tighten to specified torque.
If looseness or play is found when checked by moving the Torque: 83 N·m (61 lb ft)
end of ball joint at tie-rod end, replace tie-rod end.
After tightening, bend tab washer against width
across flat of inner ball joint.
4. Apply a thin coat of grease to the shaft for smooth
installation. Then install bellows.
5. Install band and clip.
6. Install tie-rod end and tighten lock nut.
Power Steering unit Type Rack and pinion
Rack stroke 152 mm (5.98 in)
Lock to lock 3.64
E02RX002
Special Tools
TOOL NO.
ILLUSTRATION
TOOL NAME
J–29107
Tie rod end remover
Power Steering Pump

Power Steering Pump and Associated Parts
436RX001
Legend (3) Hose, Flexible

(1) Pump Assembly (4) Bolt
(2) Hose, Suction
1. Remove the drive belt. 1. Install the pump assembly to the pump braket, tighten
2. Place a drain pan below the pump. the fixing bolt to the specified torque.
3. Disconnect the suction hose. Torque: 46 N·m (34 lb ft)
4. Disconnect the flexible hose. 2. Install the flexible hose.
5. Remove the power steering fixing bolt and remove Tighten the eye bolt to specified torque.
the pump assembly. Torque: 54 N·m (40 lb ft)
3. Install the drive belt.
4. Connect the suction hose, then fill and bleed system.
section.
Power Steering Pump Disassembled View
442RX001
Legend (12) Cam

(1) Bolt (13) Pump Cartridge Assembly
(2) Suction Pipe (14) O-ring
(3) O-ring (15) Snap Ring
(4) Shaft Assembly (16) Rear Housing
(5) Oil Seal (17) Bolt
(6) Front Housing (18) Spring
(7) O-ring (19) Relief Valve
(8) O-ring (20) O-ring
(9) Side Plate (21) Connector
(10) Rotor and Vane (22) Pressure Switch Assembly
(11) Pin
Disassembly 5. Remove the bolt, rear housing and O-ring.

6. Remove the snap ring.
1. Clean the oil pump with solvent (plug the discharge
and suction ports to prevent the entry of solvent). 7. Remove the shaft assembly.
Be careful not to expose the oil seal of shaft assembly 8. Remove the oil seal.
to solvent. CAUTION: When removing the oil seal, be careful
2. Remove the bolt, suction pipe and O-ring. not to damage the housing.
3. Remove the connector, O-ring, relief valve and 9. Remove the pump cartridge assembly from the front
spring. housing.
4. Remove the pressure switch assembly. 10. Remove two O-rings.
Inspection and Repair Cam

Make all necessary adjustments, repairs, and part The inner face of the arm should have a uniform contact
replacements if wear, damage, or other problems are pattern without a sign of step wear. When part
discovered during inspection. replacement becomes necessary, the pump cartridge
Rotor should be replaced as a subassembly.
Side Plate
The sliding faces of parts must be free from step wear
(more than 0.01 mm), which can be felt by the finger nail.
The parts with minor scores may be reused after lapping
the face.
Relief Valve
The sliding face of the valve must be free from burrs and
damage. The parts with minor scores may be reused after
smoothing with emery cloth (#800 or finer).
Shaft
Oil seal sliding faces must be free from a step wear which
can be felt by the finger nail. Bushing fitting face must be
free from damage and wear.
O-ring, Oil Seal, Snap Ring

Be sure to discard used parts, and always use new parts
442RS002 for installation. Prior to installation, lubricate all seals and
Check that the groove in the vane is free from excessive rings with power steering fluid.
wear and that the vane slides smoothly. When part
replacement becomes necessary, the pump cartridge Pressure Switch
should be replaced as a subassembly. Check the switch operation as follows:
With engine idling and A/C on, turn the steering wheel
Vane fully to the left; compressor should interrupt and engine
idle speed will increase. Shut off A/C and again turn
steering fully to the left; engine idle will increase. If system
fails to function properly, disconnect connector at the
pressure switch and repeat system check while testing
continuity across disconnected SW connector.
Reassembly
1. Install oil seal to front housing. Be sure to discard
used oil seal, and always use new parts for
installation.
CAUTION: When installing the oil seal, be careful
not to damage the oil seal contacting surface of the
housing.
2. Install shaft assembly.
442RS003
Sliding faces of the vane should be free from wear.

(Particularly the curved face at the tip that contact with the
cam should be free from wear and distortion). When part
replacement becomes necessary, the pump cartridge
should be replaced as a subassembly.
3. Install the vanes to roter with curved face in contact
with the inner wall of cam.
442RS005
4. Install roter and vanes to cam.

5. Install pin to front housing.
6. Install two new O-rings to front housing. Be sure to
discard used O-ring.
7. Install side plate.
CAUTION: When installing side plate, be careful not
to damage its inner surface. Damaged side plate may
cause poor pump performance, pump seizure or oil
leakage.
8. Install pump cartridge assembly to front housing.
9. Install snap ring to shaft end.
10. Install rear housing with a new O-ring. Be sure to
discard used O-ring. Then install bolt and tighten it to
specified torque.
11. Install suction pipe with a new O-ring. Be sure to
discard used O-ring. Then install bolt and tighten it to
specified torque.
12. Install relief valve and spring.
13. Install connector with a new O-ring. Be sure to
discard used O-ring. Tighten the connector to
specified torque.
14. Install pressure switch assembly and tighten it to
specified torque.

Oil pump Type Vane
Operating ATF DEXRON–II–E
fluid
E02RX004
Transfer Gear Assembly

Transfer Gear Assembly and Associated Parts
441RW001
Legend (3) Fixing Bolt Nut

(1) Transfer Gear Assembly (4) Shim
(2) Bolt, Universal Joint (Steering Shaft Side) (5) Bolt, Universal Joint (Steering Unit Side)
1. Remove universal joint bolt (steering shaft side). 1. Install transfer gear assembly with shim and tighten
2. Remove universal joint bolt (steering unit side). bolt and nut to the specified torque.
3. Loosen fixing bolt and nut and remove transfer gear Torque: 54 N·m (40 lb ft)
assembly with shim. 2. Connect universal joint (both side) and tighten the bolt
to the specified torque.
Inspection and Repair Torque: 31 N·m (23 lb ft)
The transfer gear assembly cannot be disassembled. If
damage or abnormal condition are found, replace to new
ones.
Supplemental Restraint System Steering Wheel & Column

Service Precaution WHEN CARRYING A LIVE AIR BAG ASSEMBLY,
MAKE SURE THE BAG AND TRIM COVER ARE
This steering wheel and column repair section covers the
POINTED AWAY FROM YOU. NEVER CARRY AN AIR
Supplemental Restraint System (SRS) steering column.
The following repair procedures are specific to SRS BAG ASSEMBLY BY THE WIRES OR CONNECTOR
components. When servicing a vehicle equipped with ON THE UNDERSIDE OF MODULE. IN THE CASE OF
Supplemental Restraint System, pay close attention to all AN ACCIDENTAL DEPLOYMENT, THE BAG WILL
WARNINGS and CAUTIONS. THEN DEPLOY WITH MINIMAL CHANCE OF INJURY.
For detailed explanation about SRS, refer to Restraints WHEN PLACING A LIVE AIR BAG ASSEMBLY ON A
section. BENCH OR OTHER SURFACE, ALWAYS FACE THE
BAG AND TRIM COVER UP, AWAY FROM THE SUR-
WARNING: THIS VEHICLE HAS A SUPPLEMENTAL
RESTRAINT SYSTEM (SRS). REFER TO THE SRS FACE.
COMPONENT AND WIRING LOCATION VIEW IN NEVER REST A STEERING COLUMN ASSEMBLY ON
ORDER TO DETERMINE WHETHER YOU ARE THE STEERING WHEEL WITH THE AIR BAG AS-
PERFORMING SERVICE ON OR NEAR THE SRS SEMBLY FACE DOWN AND COLUMN VERTICAL.
COMPONENTS OR THE SRS WIRING. WHEN YOU THIS IS NECESSARY SO THAT A FREE SPACE IS
ARE PERFORMING SERVICE ON OR NEAR THE SRS PROVIDED TO ALLOW THE AIR BAG ASSEMBLY TO
COMPONENTS OR THE SRS WIRING, REFER TO EXPAND IN THE UNLIKELY EVENT OF ACCIDENTAL
THE SRS SERVICE INFORMATION. FAILURE TO DEPLOYMENT. OTHERWISE, PERSONAL INJURY
FOLLOW WARNINGS COULD RESULT IN POSSIBLE COULD RESULT.
AIR BAG DEPLOYMENT, PERSONAL INJURY, OR
OTHERWISE UNNEEDED SRS SYSTEM REPAIRS. TO AVOID DEPLOYMENT WHEN TROUBLESHOOT-
ING THE SRS SYSTEM, DO NOT USE ELECTRICAL
SAFE HANDLING OF INFLATOR MODULES RE- TEST EQUIPMENT, SUCH AS BATTERY-POWERED
QUIRES FOLLOWING THE PROCEDURES DE- OR A/C-POWERED VOLT-METER, OHMMETER,
SCRIBED BELOW FOR BOTH LIVE AND DEPLOYED ETC., OR ANY TYPE OF ELECTRICAL EQUIPMENT
MODULES. OTHER THAN SPECIFIED IN THIS MANUAL. DO NOT
SAFETY PRECAUTIONS MUST BE FOLLOWED USE A NON-POWERED PROBE-TYPE TESTER.
WHEN HANDLING A DEPLOYED AIR BAG AS- INSTRUCTIONS IN THIS MANUAL MUST BE FOL-
SEMBLY (AIR BAG). AFTER DEPLOYMENT, THE AIR LOWED CAREFULLY, OTHERWISE PERSONAL IN-
BAG ASSEMBLY (AIR BAG) SURFACE MAY CON- JURY MAY RESULT.
TAIN A SMALL AMOUNT OF SODIUM HYDROXIDE, A
BY-PRODUCT OF THE DEPLOYMENT REACTION, SRS Connectors
THAT IS IRRITATING TO THE SKIN AND EYES. MOST
OF THE POWDER ON THE AIR BAG ASSEMBLY (AIR CAUTION: The special tellow color connectors are
used for supplemental restraint system-air bag
BAG) IS HARMLESS. AS A PRECAUTION, WEAR
circuit.
GLOVES AND SAFETY GLASSES WHEN HANDLING
A DEPLOYED AIR BAG ASSEMBLY, AND WASH When removing the cable harness, do not pull the
cables. Otherwise, cable disconnection may occur.
YOUR HANDS WITH MILD SOAP AND WATER AF-
TERWARDS. When connect the SRS connector, insert the connec-
tor completely. Imperfect locking may cause mal-
function of SRS circuit.
To remove the connector, hold the cover insulator(1) and To install the connector, hold the soket insulator(1) and
pull it. The cover insulator slides and lock will be released. insert it. The cover insulator slides and connector will be
Do not hold the socket insulator(2). locked.
Do not hold the cover insulator(2).
827RW028
827RW027
Inflator Module
Inflator Module and Associated Parts
827RW071
Legend (3) Fixing Bolt

(1) Horn Lead (4) Inflator Module
(2) SRS Connector
Removal
1. Turn the steering wheel so that the vehicle’s wheels
are pointing straight ahead.
2. Turn the ignition switch to “LOCK”.
3. Disconnect the battery “–” terminal cable, and wait at
least 5 minutes.
4. Disconnect the yellow 2-way SRS connector located
under the steering column.
5. Loosen the inflator module fixing bolt from behind the
steering wheel assembly using a TORX driver or
equivalent until the inflator module can be released
from steering assembly .
827RW070
6. Disconnect the yellow 2-way SRS connector and f Check for defects such as damage and breakage in
horn lead located behind the inflator module. the lead wire for the igniter.
If an abnormality is found as the result of the inspection,
replace the inflator module with a new one.
Installation
1. Install inflator module.
2. Support the module and carefully connect the module
connector and horn lead.
NOTE: Pass the lead wire through the tabs on the plastic
cover (wire protector) of inflator to prevent lead wire from
being pinched.
3. Tighten bolts to specified torque.
4. Connect the yellow 2-way SRS connector located
5. Connect the battery “–” terminal cable.
6. Set ignition to “ON” while watching warning light.
827RW073
Light should flash 7 times and then go off. If lamp
7. Remove inflator module. does not operate correctly, refer to Restraints section.
Inspection and Repair

WARNING: THE INFLATOR MODULE SHOULD
ALWAYS BE CARRIED WITH THE URETHANE
COVER AWAY FROM YOUR BODY AND SHOULD
ALWAYS BE LAID ON A FLAT SURFACE WITH THE
URETHANE SIDE UP. THIS IS NECESSARY
BECAUSE A FREE SPACE IS PROVIDED TO ALLOW
THE AIR CUSHION TO EXPAND IN THE UNLIKELY
EVENT OF ACCIDENTAL DEPLOYMENT.
OTHERWISE, PERSONAL INJURY MAY RESULT .
827RW072
The inflator module consists of a cover, air bag, inflator,

and retainer. Inspect the inflator module mainly for the
following:
f Check for holes, cracks, severe blemishes and
deformation on the cover.
f Check that the retainer is not deformed.
Steering Wheel
Steering Wheel and Associated Parts
827RW069
Legend (3) Steering Wheel

(1) Horn Lead (4) Steering Wheel Fixing Nut
(2) SRS Connector (5) Inflator Module
CAUTION: Once the steering column is removed Removal

from the vehicle, the column is extremely
susceptible to damage. Dropping the column 1. Turn the steering wheel so that the vehicle’s wheels
assembly on its end could collapse the steering shaft are pointing straight ahead.
or loosen the slide block which maintains column 2. Turn the ignition switch to “LOCK”.
rigidity. Leaning on the column assembly could 3. Disconnect the battery “–” terminal cable, and wait at
cause the jacket to bend or deform. Any of the above least 5 minutes.
damage could impair the column’s collapsible
design. If it is necessary to remove the steering 4. Disconnect the yellow 2-way SRS connector located
wheel, use only the specified steering wheel puller. under the steering column.
Under no conditions should the end of the shaft be
hammered upon, as hammering could loosen slide
block which maintains column rigidity.
5. Loosen the inflator module fixing bolt from behind the 9. Apply a setting mark (1) across the steering wheel
steering wheel assembly using a TORX driver or and shaft so parts can be reassembled in their original
equivalent until the inflator module can be released position, then remove steering wheel.
from steering assembly.
430RW021
827RW070 10. Move the front wheels to the straight ahead position,
6. Disconnect the yellow 2-way SRS connector located then use steering wheel remover J–29752 to remove
behind the inflator module. the steering wheel.
WARNING: THE INFLATOR MODULE SHOULD CAUTION: Never apply force to the steering wheel
ALWAYS BE CARRIED WITH THE URETHANE in direction of the shaft by using a hammer or other
COVER AWAY FROM YOUR BODY AND SHOULD impact tools in an attempt to remove the steering
ALWAYS BE LAID ON A FLAT SURFACE WITH THE wheel. The steering shaft is designed as an energy
URETHANE SIDE UP. THIS IS NECESSARY absorbing unit.
OTHERWISE, PERSONAL INJURY MAY RESULT.
430RX005
827RW073
7. Disconnect horn lead.

8. Remove steering wheel fixing nut.
Installation
1. Install steering wheel by aligning the setting marks
made when removing.
CAUTION: Never apply force to the steering wheel
in direction of the shaft by using a hammer or other
impact tools in an attempt to remove the steering
wheel. The steering shaft is designed as an energy
absorbing unit.
2. Tighten the steering wheel fixing nut to the specified
torque.
3. Connect horn lead.
4. Support the module and carefully connect the SRS
connector.
being pinches.
8. Turn the ignition switch to “ON” while watching
warning light. Light should flash 7 times and then go
off. If lamp does not operate correctly, refer to
Restraints section.
Combination Switch
Combination Switch and Associated Parts
431RX006
Legend (4) Combination Switch and SRS Coil Assembly

(1) Steering Column Cover (5) Instrument Panel Lower Cover
(2) Steering Wheel (6) Driver Knee Bolster (reinforcement)
(3) Inflator Module
Removal CAUTION: The wheels of the vehicle must be

straight ahead and the steering column in the
1. Turn the steering wheel so that the vehicle’s wheels “LOCK” position before disconnecting the steering
are pointing straight ahead. wheel. Failure to do so will cause the coil assembly
2. Turn the ignition switch to “LOCK”. to become uncentered which will cause damage to
3. Disconnect the battery “–” terminal cable, and wait at the coil assembly.
least 5 minutes. 5. Remove the engine hood opening lever, then remove
4. Disconnect the yellow 2-way SRS connector located instrument panel lower cover.
under the steering column. 6. Remove the driver knee bolster (reinforcement).
7. Loosen the inflator module fixing bolt from behind the WARNING: THE INFLATOR MODULE SHOULD
steering wheel assembly using a TORX driver or ALWAYS BE CARRIED WITH THE URETHANE
equivalent until the inflator module can be released COVER AWAY FROM YOUR BODY AND SHOULD
from steering assembly. Disconnect the yellow 2-way ALWAYS BE LAID ON A FLAT SURFACE WITH THE
SRS connector and horn lead located behind the URETHANE SIDE UP. THIS IS NECESSARY
inflator module, then remove inflator module. BECAUSE A FREE SPACE IS PROVIDED TO ALLOW
827RW070
827RW072
8. Apply a setting mark (1) across the steering wheel

and shaft so parts can be reassembled in their original
position. Move the front wheels to the straight ahead
position, then use steering wheel remover J–29752 to
remove the steering wheel.
827RW073
430RW021
CAUTION: Never apply force to the steering wheel Installation
impact tools in an attempt to remove the steering 1. Install combination switch and SRS coil assembly.
wheel. The steering shaft is designed as an energy After installation of combination switch assembly,
absorbing unit. connect the combination switch wiring harness
connector and the SRS 2-way connector located
under the steering column. Then turn the SRS coil
counter clockwise to full, return about 3 turns and
align the neutral mark.
CAUTION: When turning the SRS coil counter
clockwise to full, stop turning if resistance is felt.
Forced further turning may damage to the cable in
the SRS coil.
430RX005
9. Remove steering column cover.

10. Disconnect the wiring harness connectors located
under the steering column then remove combination
switch and SRS coil assembly.
NOTE: The SRS coil is a part of the combination switch
assembly, which can not be replaced separately.
Therefore, be sure not to remove the SRS coil from the
combination switch assembly. 825RW016
825RW288
2. When installing the steering column cover, be sure to 7. Install driver knee bolster (reinforcement).
route each wire harness as illustrated so that the 8. Install instrument panel lower cover then Install the
harnesses do not catch on any moving parts. engine hood opening lever.
9. Connect the SRS connector.
10. Connect the battery “-” terminal cable.
11. Turn the ignition switch to “ON” while watching
warning light and check the light should flash 7 times
and then go off. If lamp does not operate correctly,
refer to Restraints section.
825RW017
Legend
(1) Steering Column Cover
(2) Starter Switch Harness
(3) Combination Switch Harness
(4) Inflator Module Harness
3. Align the setting marks made when removing then

install steering wheel.
absorbing unit.
torque.
5. Support the inflator module and carefully connect the
SRS connector and horn lead.
being pinched.
Lock Cylinder
Lock Cylinder and Associated Parts
431RX005
Legend (6) Cushion Rubber

(1) Inflator Module (7) Lock Cylinder Assembly
(2) Steering Wheel (8) Instrument Panel Lower Cover
(3) Steering Column Cover (9) Driver Knee Bolster (reinforcement)
(4) Combination Switch and SRS Coil Assembly (10) Shift Lock Cable (for A/T)
(5) Snap Ring
Removal CAUTION: The wheels of the vehicle must be

straight ahead and the steering column in the
1. Turn the steering wheel so that the vehicle’s wheels ”LOCK” position before disconnecting the steering
are pointing straight ahead. wheel. Failure to do so will cause the coil assembly
2. Turn the ignition switch to “LOCK”. to become uncentered which will cause damage to
3. Disconnect the battery “–” terminal cable, and wait at the coil assembly.
least 5 minutes. 5. Remove the engine hood opening lever and steering
4. Disconnect the yellow 2-way SRS connector located lower cover.
under the steering column. 6. Remove driver knee bolster (reinforcement).
7. Loosen the inflator module fixing bolt from behind the 9. Apply a setting mark (1) across the steering wheel
steering wheel assembly using a TORX driver or and shaft so parts can be reassembled in their original
equivalent until the inflator module can be released position.
430RW021
827RW070 10. Move the front wheels to the straight ahead position,
8. Disconnect the yellow 2-way SRS connector and then use steering wheel remover J–29752 to remove
horn lead located behind the inflator module. the steering wheel.
absorbing unit.
827RW073
430RX005
WARNING: THE INFLATOR MODULE SHOULD 13. Remove the combination switch assembly with SRS
ALWAYS BE CARRIED WITH THE URETHANE coil.
NOTE: The SRS coil is a part of the combination switch
assembly, which can not be replaced separately.
Therefore, be sure not to remove the SRS coil from the
combination switch assembly.
825RW288
14. Remove snap ring.

827RW072
15. Remove cushion rubber.
11. Remove steering column cover. 16. Remove shift lock cable (for A/T).
12. Disconnect the wiring harness connectors located 17. Disconnect the starter switch harness connector
under the steering column. located under the steering column then remove lock
cylinder assembly.
Installation
1. Install lock cylinder assembly.
2. Install shift lock cable (for A/T).
3. Install cushion rubber.
4. Install snap ring.
5. Install Combination switch and SRS coil assembly.
After installation of combination switch assembly,
connect the combination switch wiring harness
6. Turn the SRS coil counter clockwise to full, return 8. Install steering wheel by aligning the setting marks
about 3 turns and align the neutral mark. made during removal.
CAUTION: When turning the SRS coil counter CAUTION: Never apply force to the steering wheel
clockwise to full, stop turning if resistance is felt. in direction of the shaft by using a hammer or other
Forced further turning may damage the cable in the impact tools in an attempt to remove the steering
SRS coil. wheel. The steering shaft is designed as an energy
absorbing unit.
torque.
10. Support inflator module and carefully connect the
SRS connector and horn lead, then install inflator
module.
being pinched.
11. Tighten fixing bolts to specified torque.
12. Install driver knee bolster (reinforcement).
13. Install instrument panel lower cover, then install the
engine hood opening lever.
825RW016
7. When installing the steering column cover, be sure to
wire (through each harness) as illustrated so that the
harnesses starter switch, combination switch and System Inspection
SRS coil may not catch wiring.
Turn the ignition switch to “ON” while watching warning
light.
The light should flash 7 times and then go off. If lamp does
not operate correctly, refer to Restraints section.
825RW017
Legend
Steering Column
Steering Column and Associated Parts
431RX004
Legend (7) Lock Cylinder Assembly

(1) Inflator Module (8) Shift Lock Cable (For A/T)
(2) Steering Wheel (9) Steering Column Assembly
(3) Steering Column Cover (10) Second Steering Shaft
(4) Combination Switch and SRS Coil Assembly (11) Instrument Panel Lower Cover
(5) Snap Ring (12) Driver Knee Bolster (reinforcement)
(6) Cushion Rubber
Removal 4. Disconnect the yellow 2-way SRS connector located

1. Turn the steering wheel so that the vehicle’s wheels
are pointing straight ahead. CAUTION: The wheel of the vehicle must be straight
ahead and the steering column in the “LOCK”
2. Turn the ignition switch to “LOCK”. position before disconnecting the steering column
3. Disconnect the battery “–” terminal cable, and wait at from the steering gear. Failure to do so will cause the
least 5 minutes. SRS coil assembly to become uncentered which will
cause damage to the SRS coil assembly.
5. Remove the engine hood opening lever, then remove
instrument panel lower cover.
6. Remove driver knee bolster (reinforcement).
7. Loosen the inflator module fixing bolt from behind the
steering wheel assembly using a TORX driver or
equivalent until the inflator module can be released
827RW072
10. Apply a setting mark (1) across the steering wheel

and shaft so parts can be reassembled in their original
position. Move the front wheels to the straight ahead
position, then use steering wheel remover J–29752
to remove the steering wheel.
827RW070
8. Disconnect the yellow 2-way SRS connector and

horn lead located behind the inflator module.
9. Remove inflator module.
WARNING: THE INFLATOR MODULE SHOULD
ALWAYS BE CARRIED WITH THE URETHANE
430RW021
18. Apply a setting mark (1) across the universal joint and
second steering shaft to reassemble the parts in their
original position, then remove steering column
assembly and second shaft.
NOTE: A setting mark can be easily made if the shaft is
withdrawn a little by loosening the steering shaft universal
joint.
430RX005
11. Remove steering column cover.

12. Disconnect the wiring harness connectors located
13. Remove the combination switch assembly with SRS
coil.
NOTE: SRS coil is a part of combination switch
assembly, which can not be replaced singly. Therefore, 431RW009
be sure not to remove the SRS coil from the combination

switch assembly.
825RW288
14. Remove snap ring.

15. Remove cushion rubber.
16. Remove shift lock cable (For A/T).
17. Disconnect the starter switch harness connector
located under the steering column, then remove lock
cylinder assembly.
Insepction Column Tube

If the abnormal conditions are found through inspection, Check for collapes by measuring the distance as shown in
replace the steering column assembly. the figure.
Column Capsule Standard distance: 162.2-165.8 mm (6.386-6.528
in)
Check capsules on steering column bracket assembly; all
must be securely seated in bracket slots and checked for
any loose conditions when pushed or pulled by hand.
431RW032
Column Universal Joint for Tilt Mechanism

431RW030
Check clearance between capsule and bracket. If must If the resistance is felt when checked by rotate the joint,
be within 1mm (0.039 in). replace the steering column assembly.
Sheared Injected Plastic Pin

Check the sheared injected plastic pins for any loose
conditions or damage.
431RW031
431RW033
Shaft Length Tilt Mechanism

Check the shaft length from the upper end of the slide joint Tilt mechanism should moves smoothly.
to the end of the shaft. If column length is not in While locked the tilt mechanism, be sure the steering
specifications, steering column should be replaced. column latch securely by pushing the steering wheel
Standard length: 291.7-295.7 mm (11.484-11.642 upward and downward.
in)
Installation
1. Install steering column assembly and second
steering shaft.
2. Align the setting marks on the universal joint and
second steering shaft made during removal.
3. Tighten the steering column fixing bolt (dash panel) to
4. Tighten the steering column fixing nuts (cross beam)
5. Tighten the universal joint to the specified torque.
6. Install lock cylinder assembly.
7. Install shift lock cable (For A/T).
8. Install cushion rubber.
431RW034
Shaft Universal Joint (Lower End) 10. Install combination switch and SRS coil assembly.
If the resistance is felt when checked by rotate the joint, After installation of combination switch assembly,
replace the steering column assembly. connect the combination switch wiring harness
Shaft Bellows Pipe under the steering column.
Check the shaft bellows pipe for bend by using straight 11. Turn the SRS coil counter clockwise to full, return
edge. Measure the clearance between the bellows pipe about 3 turns and align the neutral mark.
and the straight edge (at center of the bellows pipe).
Standard: Less than 1mm (0.039 in)
431RW035
CAUTION: When turning the SRS coil counter 13. Install steering wheel and align the setting marks
clockwise to full, stop turning if resistance is felt. made when removing.
Forced further turning may damage to the cable in
the SRS coil.
absorbing unit.
torque.
15. Support the module and carefully connect the module
connector and horn lead, then install inflator module.
being pinched.
17. Install driver knee bolster (reinforcement).
18. Install instrument panel lower cover.
19. Install the engine hood opening lever.
825RW016 20. Connect the yellow 2-way SRS connector and horn
12. When installing the steering column cover, be sure to lead located under the steering column.
route each wire harness as illustrated so that the 21. Connect the battery “–” terminal cable.
harnesses do not catch any moving parts.
System Inspection
Turn the ignition switch to “ON” while watching warning
light.
The light should flash 7 times and then go off. If lamp does
not operate correctly, refer to Restraints section.
825RW017
Legend
Supplemental Restraint System Steering Wheel & Column and

Associated Parts
E02RX003
Special Tools
TOOL NO.
ILLUSTRATION
TOOL NAME
J–29752
Steering wheel remover
SECTION
FRONT SUSPENSION 3C–1

RODEO
SUSPENSION
CONTENTS
Front Suspension . . . . . . . . . . . . . . . . . . . . . . . 3C–1
Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . 3D–1
Wheel and Tire System . . . . . . . . . . . . . . . . . . 3E–1
FRONT SUSPENSION
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 3C–1 Upper Control Arm . . . . . . . . . . . . . . . . . . . . . . 3C–13
General Description . . . . . . . . . . . . . . . . . . . . . 3C–2 Upper Control Arm and Associated Parts . 3C–13
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–13
Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . 3C–5 Inspection and Repair . . . . . . . . . . . . . . . . . . 3C–14
Shock Absorber and Associated Parts . . . . 3C–5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–5 Lower Control Arm . . . . . . . . . . . . . . . . . . . . . . 3C–16
Inspection and Repair . . . . . . . . . . . . . . . . . . 3C–5 Lower Control Arm and Associated Parts . 3C–16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–16
Stabilizer Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–6 Inspection and Repair . . . . . . . . . . . . . . . . . . 3C–17
Stabilizer Bar and Associated Parts . . . . . . 3C–6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–18
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–6 Upper Ball Joint . . . . . . . . . . . . . . . . . . . . . . . . . 3C–19
Inspection and Repair . . . . . . . . . . . . . . . . . . 3C–6 Upper Ball Joint and Associated Parts . . . . 3C–19
Torsion Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–7 Inspection and Repair . . . . . . . . . . . . . . . . . . 3C–20
Torsion Bar and Associated Parts . . . . . . . . 3C–7 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–20
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–7 Lower Ball Joint . . . . . . . . . . . . . . . . . . . . . . . . . 3C–21
Inspection and Repair . . . . . . . . . . . . . . . . . . 3C–8 Lower Ball Joint and Associated Parts . . . . 3C–21
Knuckle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–10 Inspection and Repair . . . . . . . . . . . . . . . . . . 3C–22
Knuckle and Associated Parts . . . . . . . . . . . 3C–10 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–22
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–10 Main Data and Specifications . . . . . . . . . . . . . 3C–23
Inspection and Repair . . . . . . . . . . . . . . . . . . 3C–11 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–24
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C–11

systems.
3C–2 FRONT SUSPENSION
General Description each shock absorber is attached to the lower control arm.
The upper portion of each shock absorber extends
The front suspension is designed to allow each wheel to through a frame bracket and is secured with two rubber
compensate for changes in the road surface level without bushings, two retainers and a nut.
greatly affecting the opposite wheel. Each wheel is Ball joint assemblies are bolted to the outer end of the
independently connected to the frame by a steering upper and lower control arm and are attached to the
knuckle, ball joint assemblies, and upper and lower steering knuckle.
control arms. The front wheels are held in proper The inner ends of the upper control arm have pressed in
relationship to each other by two tie-rods which are bushings. Bolts, passing through the bushing, attach the
connected to steering arms on the knuckles, and to a control arm to the frame. The inner ends of the lower
steering unit. control arm are attached to the frame by bolts passing
All models have a front suspension system consisting of through the bushings.
control arms, stabilizer bar, shock absorber and a torsion Side roll of the front suspension is controlled by a spring
bar. The front end of the torsion bar is attached to the steel stabilizer bar. It is mounted in rubber bushings,
lower control arm. The rear of the torsion bar is mounted which are held to the frame by brackets. The ends of the
into a height control arm at the crossmember. Vehicle trim stabilizer bar are connected to the lower control arms by
height is controlled by adjusting this arm. links.
Shock absorbers are mounted between the brackets on
the frame and the lower control arms. The lower portion of
Diagnosis
defective.

wheel.
Excessive wheel runout. Repair or replace wheel and/or tire.
Excessive loaded radial runout of Replace tire or wheel.
defective.
upper or lower ball joint.
Improper power steering system Repair or replace. Refer to Steering
operation. section.
universal joint.
Bind in upper or lower ball joints. Replace ball joints.
Tires not adequately inflated. Adjust pressure.

bushing.
wheel nut holes. Replace wheel if
required.
bearings.
pressure.
bushings.
Low or Uneven Trim Height Broken or sagging springs. Replace springs (In pairs).
Vehicle overloaded. Reduce load.
Incorrect springs. Adjust or replace torsion bar.
Suspension Bottoms Vehicle overloaded. Reduce load.
Incorrect, broken or sagging springs. Replace springs.
Body Leans Loose stabilizer bar. Tighten stabilizer bar bolts or replace
bushings.
Faulty shock absorber, struts or Replace shock absorber.
mounting.
Broken or sagging springs. Replace springs (In pairs).
Cupped Tires Worn wheel bearings. Replace wheel bearing.
Excessive tire or wheel run out. Replace tire or wheel.
Worn ball joints. Replace ball joints.
Tire out of balance. Adjust tire balance.
Shock Absorber
Shock Absorber and Associated Parts
450RW009
Legend (3) Bolt and Nut

(1) Nut (4) Shock Absorber
(2) Rubber Bushing and Washer (5) Rubber Bushing and Washer
1. Raise the vehicle and support it with suitable safety 1. Install rubber bushing and washer.
stands. 2. Install shock absorber.
2. Remove wheel and tire assembly. Refer to Wheel 3. Install rubber bushing and washer.
Replacement in this section.
4. Install nut, then tighten it to the specified torque.
3. Remove bolt and nut.
4. Remove nut.
5. Install bolt and nut, then tighten to the specified
5. Remove rubber bushing and washer.
torque.
6. Remove shock absorber.
7. Remove rubber bushing and washer.

Make necessary correction or parts replacement if wear,
damage, corrosion or any other abnormal condition are
found through inspection.
Check the following parts :
f Shock absorber
f Rubber bushing
Stabilizer Bar
Stabilizer Bar and Associated Parts
410RW007
Legend (3) Link

(1) Rubber Bushing (4) Nut
(2) Bracket (5) Stabilizer Bar
Removal f Stabilizer bar

f Rubber bushing
1. Raise the vehicle and support the frame with suitable
safety stands. f Link ball joint
3. Remove wheel and tire assembly. Refer to Wheel Installation
Replacement in this section. 1. Install rubber bushing.
4. Remove nut. 2. Install stabilizer bar.
CAUTION: Be careful not to break the ball joint boot. 3. Install bracket, then tighten it to the specified torque.
5. Remove link.
4. Install link.
6. Remove bracket.
5. Install nut, then tighten it to the specified torque.
7. Remove stabilizer bar.
8. Remove rubber bushing. Torque: 50 N·m (37 lb ft)

Check the following parts :
Torsion Bar
Torsion Bar and Associated Parts
410RS003
Legend (2) Height Control Arm

(1) Adjust Bolt, End Piece and Seat (3) Torsion Bar
Removal
safety stands.
2. Apply the setting marks(1) to the adjust bolt and end
piece, then remove adjust bolt, end piece and seat.
410RS004
3. Apply the setting marks(2) to the height control arm Installation
and torsion bar, then remove height control arm.
1. Apply grease to the serrated portions, then install
torsion bar. Make sure the bars are on their correct
respective sides and align the setting marks(3).
410RS005
4. Apply the setting marks(3) to the torsion bar and

lower control arm, then remove torsion bar.
410RS007
410RS006
410RS006

Check the following parts:
f Torsion bar
f Height control arm
f Adjust bolt
f Rubber seat
2. Apply grease to the portion that fits into the bracket 4. Apply grease to the serrated portions.
then install height control arm and align the setting 5. Install adjust bolt and seat, then turn the adjust bolt to
marks(2). the setting mark(1) applied during disassembly.
NOTE: Adjust the trim height. Refer to Front End
Alignment Inspection and Adjustment in Steering section.
410RS005
3. Apply grease to the bolt portion of the end piece(4).

Apply grease to the portion of the seat(5) that fits into
the bracket. 410RS004
410RS008
Knuckle
Knuckle and Associated Parts
410RW006
Legend (6) Needle Bearing

(1) Torsion Bar (7) Thrust Washer
(2) Lower Ball Joint (8) Oil Seal
(3) Back Plate (9) Upper Ball Joint
(4) Knuckle Assembly (10) Wheel Speed Sensor
(5) Knuckle
Removal 4. Remove the hub assembly. Refer to Front Hub and

Disk in this section.
1. Raise the vehicle and support the frame with suitable 5. Remove tie–rod end from the knuckle. Refer to Power
safety stands. Steering Unit in Steering section.
2. Remove wheel and tire assembly. Refer to Wheel in 6. Remove the speed sensor from the knuckle.
this section.
7. Loosen torsion bar by height control arm adjust bolt,
3. Remove the brake caliper. Refer to Disc Brakes in then remove torsion bar. Refer to Torsion Bar in this
Brake section. section.
8. Remove wheel speed sensor.
9. Remove back plate. 15. Remove needle bearing by using remover J–23907
10. Remove lower ball joint by using remover J–29107. (Except 2WD model).
CAUTION: Be careful not to damage the ball joint
boot.
901RW044
901RW163
11. Remove upper ball joint by using remover J–36831. Make necessary correction or parts replacement if wear,
boot.
f Knuckle
f Knuckle arm
f Needle bearing
f Thrust washer
Installation
1. Apply appropriate amount of multipurpose type
grease to the new bearing (Approx. 5 g) and install
needle bearing by using installer J–36838 and
J–8092 (Except 2WD model).
901RW162
12. Remove knuckle assembly.

13. Remove oil seal (Except 2WD model).
14. Remove washer (Except 2WD model).
901RW045
2. Apply multipurpose type grease to the thrust washer,
and install washer with chamfered side facing knuckle
(Except 2WD model).
3. Use a new oil seal, and apply multipurpose type
grease to the area surrounded by the lip (approx. 2 g).
Then use installer J–36837 and J–8092 to install oil
seal. After fitting the oil seal to the installer, drive it to
the knuckle using a hammer or bench press until the
tool front face contacts with the thrust washer (Except
2WD model).
901RW167
4. Install knuckle assembly.

5. Install upper ball joint and tighten the nut to the
specified torque, with just enough additional torque to
align cotter pin holes. Install new cotter pin.
6. Install lower ball joint and tighten the nut to the
7. Install back plate.
8. Install wheel speed sensor.
9. Install torsion bar, refer to Torsion Bar in this section.
Alignment Inspection and Adjustment in Steering.
Upper Control Arm

Upper Control Arm and Associated Parts
450RW005
Legend (7) Bushing

(1) Bolt and Plate (8) Plate
(2) Camber Shims (9) Nut
(3) Caster Shims (10) Speed Sensor Cable
(4) Nut Assembly (11) Nut and Cotter Pin
(5) Upper Control Arm Assembly (12) Upper Ball Joint
(6) Fulcrum Pin
Removal 3. Remove the brake caliper and disconnect brake pipe.

Refer to Disc Brakes in Brake section.
1. Raise the vehicle and support the frame with suitable 4. Support lower control arm with a jack.
safety stands.
5. Remove speed sensor cable.
2. Remove wheel and tire assembly. Refer to Wheel in
this section. 6. Remove nut and cotter pin then use remover
J–36831.
boot.
901RW160
16. Remove fulcrum pin.

901RW162
7. Remove upper ball joint. Inspection and Repair

8. Remove bolt and plate. Make necessary parts replacement if wear, damage,
9. Remove nut assembly. corrosion or any other abnormal conditions are found
10. Remove camber shims and note the positions and through inspection.
number of shims. Check the following parts:
11. Remove caster shims and note the positions and f Upper control arm
number of shims. f Bushing
12. Remove upper control arm assembly. f Fulcrum pin
13. Remove nut.
14. Remove plate. Installation
15. Remove bushing by using remover J–29755.
1. Install fulcrum pin.
2. Install bushing by using installer J–29755 and
J–39376.
901RW161
901RW164
901RW159 450RS013
3. Install plate. Legend

4. Install nut and tighten fulcrum pin nut finger–tight. (1) Projection
NOTE: Torque fulcrum pin nut after adjusting buffer (2) Outward
clearance.
Buffer clearance: 22 mm (0.87 in) 6. Install the caster shims(2) between the chassis frame
and fulcrum pin.
7. Install the camber shims(1) between the chassis
frame and fulcrum pin.
450RS012
5. Install upper control arm assembly with the fulcrum

pin projections turned inward. 450RS014
8. Install nut assembly.

9. Install bolt and plate, then tighten the bolt to the
specified torque.
10. Install upper ball joint and tighten it to the specified
torque.
11. Install nut and cotter pin then tighten the nut to the
12. Install speed sensor cable.
Lower Control Arm

Lower Control Arm and Associated Parts
450RW010
Legend (8) Bolt, Torsion Bar Arm

(1) Nut, Front (9) Torsion Bar Arm Bracket
(2) Bush, Front (10) Torsion Bar
(3) Bolt, Front (11) Lower Control Arm
(4) Nut, Rear (12) Lower Ball Joint
(5) Bush, Rear (13) Shock Absorber
(6) Bolt, Rear (14) Stabilizer Link
(7) Bolt, Lower Ball Joint
Removal 3. Remove the tie-rod end from the knuckle. Refer to

Power Steering Unit in Steering section.
1. Raise the vehicle and support the frame with suitable 4. Remove the retaining ring from the front axle driving
safety stands. shaft to release the shaft from hub(Except 2WD
2. Remove wheel and tire assembly. Refer to Wheel in model). Refer to Front Hub and Disc in Driveline/Axle
this section. section.
5. Support lower control arm with a jack.
6. Remove front nut. 19. Remove rear bushing by using remover J–36834.
7. Remove rear nut.
8. Remove torsion bar, refer to Torsion Bar in this
section.
9. Remove torsion bar arm bracket.
10. Disconnect the stabilizer link at the lower control arm.
11. Remove the shock absorber lower end from the lower
control arm.
12. Remove the lower ball joint from the lower control
arm.
13. Remove front bolt.
14. Remove rear bolt.
15. Remove lower control arm.
16. Remove torsion bar arm bolt.
17. Remove lower ball joint bolt.
18. Remove front bushing by using remover J–36833.
901RW051
901RW154
901RW052

f Lower control arm
f Bushing
901RW155
Installation 11. Install torsion bar arm bracket and tighten it to the
specified torque.
1. Install rear bushing by using installer J–36834.
12. Install Torsion bar, refer to Torsion Bar in this section.
13. Install rear nut and tighten lower link nut finger–tight.
NOTE: Torque lower control arm nut after adjusting buffer
clearance.
Buffer clearance: 22 mm (0.87 in)
901RW053
2. Install front bushing by using installer J–36833.
450RS012
14. Install front nut then tighten lower link nut finger-tight.
NOTE: Torque lower control arm nut after adjusting buffer
clearance .
Buffer clearance: 22 mm (0.87 in)
Alignment Inspection and Adjustment in Steering section.
901RW156
3. Install lower ball joint bolt.

4. Install torsion bar arm bolt.
5. Install lower control arm.
6. Install rear bolt.
7. Install front bolt.
8. Install lower ball joint and tighten it to the specified
torque.
9. Install shock absorber and tighten it to the specified
torque.
10. Install stabilizer link and tighten it to the specified
torque. 450RS012

Upper Ball Joint

Upper Ball Joint and Associated Parts
450RW004
Legend (2) Upper Ball Joint

(1) Bolt and Nut (3) Nut and Cotter Pin
Removal
safety stands.
2. Remove the speed sensor from the knuckle.
3. Remove upper ball joint nut and cotter pin, then use f After moving the ball joint 4 or 5 times, attach nut then
remover J–36831 to remove the upper ball joint from measure the preload.
the knuckle. Starting torque: 0.5 –3.2 N·m (0.4–2.4 lb ft)
boot.
450RS024
If the above limits specified are exceeded, replace the ball

901RW162 joint assembly.
5. Remove upper ball joint. Installation
1. Install upper ball joint.
Inspection and Repair 2. Install bolt and nut, then tighten them to the specified
Make necessary parts replacement if wear, damage, torque.
corrosion or any other abnormal conditions are found Torque: 57 N·m (42 lb ft)
through inspection.
f Inspect the lower end boot for damage or grease leak. 3. Install nut and cotter pin, then tighten the nut to the
Move the ball joint as shown in the figure to confirm its specified torque with just enough additional torque to
normal movement. align cotter pin holes. Install new cotter pin.
f Inspect screw/taper area of ball for damage. Torque: 98 N·m (72 lb ft)
f If any defects are found by the above inspections,
replace the ball joint assembly with new one.
450RS023
Lower Ball Joint

Lower Ball Joint and Associated Parts
450RW011
Legend (3) Nut

(1) Bolt (4) Nut and Cotter Pin
(2) Lower Ball Joint
Removal
safety stands.
2. Remove wheel and tire assembly. Refer to Wheel in
this section.
3. Remove the tie-rod end from the knuckle. Refer to
Power Steering Unit in Steering section.
4. Remove the retaining ring from the front axle driving
shaft to release the shaft from hub(Except 2WD
model). Refer to Front Hub and Disc in Driveline/Axle
section.
5. Support lower control arm with a jack.
6. Remove lower ball joint nut and cotter pin, then use
remover J–29107 to remove the lower ball joint from
the knuckle.
boot.
901RW163
7. Remove nut. Installation
8. Remove bolt.
1. Install lower ball joint.
9. Remove lower ball joint.
2. Install bolt.
3. Install nut and tighten it to the specified torque.
Inspection and Repair Torque: 116 N·m (85 lb ft)
Make necessary parts replacement if wear, damage,
corrosion or any other abnormal condition are found 4. Install ball joint nut, then tighten it to the specified
through inspection. torque with just enough additional torque to align
cotter pin holes. Install new cotter pin.
f Inspect the lower end boot for damage or grease leak.
Move the ball joint as shown in the figure to confirm its Torque: 147 N·m (108 lb ft)
normal movement .
f Inspect screw/taper area of ball for damage.
f If any defects are found by the above inspections,
replace the ball joint assembly with new one.
450RS026
f After moving the ball joint 4 or 5 times, attach nut the

measure the preload.
Starting torque: 0.5–6.4 N·m (0.4–4.7 lb ft)
450RS024
f If the above limits specified are exceeded, replace the

ball joint assembly.

Front suspension Type Independent wishbone arms, torsion bar spring
with stabilizer bar.
Torsion bar spring Length 1142 mm (45.0 in)
Diameter 28.0 mm (1.10 in)
Front shock absorber Type Hydraulic, double acting, telescopic
Piston diameter 30.0 mm (1.18 in)
Stroke 125.0 mm (4.92 in)
Compressed length 255.0 mm (10.04 in)
Extended length 380.0 mm (14.96 in)
Stabilizer bar Diameter 24.0 mm (0.94 in)
E03RX001
Special Tools
TOOL NO. TOOL NO.
TOOL NAME TOOL NAME
J–36833
J–23907
Remover and Installer
Remover;Needle
kit;
bearing
Lower arm front bushing
J–36834
J–36838 Remover and Installer
Installer; Needle bearing kit;
Lower arm rear bushing
J–8092 J–36831
Grip Ball joint remover
J–36837 J–29107
Installer; Oil seal Tie-rod end remover
J–39376
Installer; Upper arm
bushing
J–29775
Remover and Installer
Upper arm bushing
SECTION
REAR SUSPENSION 3D–1

RODEO
SUSPENSION
REAR SUSPENSION
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 3D–1 Upper Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–10
General Description . . . . . . . . . . . . . . . . . . . . . 3D–1 Upper Link and Associated Parts . . . . . . . . 3D–10
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–10
Coil Spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–5 Inspection and Repair . . . . . . . . . . . . . . . . . . 3D–10
Coil Spring and Associated Parts . . . . . . . . 3D–5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–11
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–5 Lateral Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–12
Inspection and Repair . . . . . . . . . . . . . . . . . . 3D–6 Lateral Rod and Associated Parts . . . . . . . 3D–12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–12
Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . 3D–7 Inspection and Repair . . . . . . . . . . . . . . . . . . 3D–12
Shock Absorber and Associated Parts . . . . 3D–7 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–13
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–7 Stabilizer Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–14
Inspection and Repair . . . . . . . . . . . . . . . . . . 3D–7 Stabilizer Bar and Associated Parts . . . . . . 3D–14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–7 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–14
Trailing Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–8 Inspection and Repair . . . . . . . . . . . . . . . . . . 3D–14
Trailing Link and Associated Parts . . . . . . . 3D–8 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–15
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–8 Main Data and Specifications . . . . . . . . . . . . . 3D–16
Inspection and Repair . . . . . . . . . . . . . . . . . . 3D–8 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–18
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D–9
Service Precaution General Description

The rear suspension is a 5-link, coil spring type
suspension with a stabilizer bar, consisting of two trailing
RESTRAINT SYSTEM (SRS). REFER TO THE SRS
links, two upper links, lateral rod, shock absorber, and
COMPONENT AND WIRING LOCATION VIEW IN
stabilizer. In this suspension, the links are specially
ORDER TO DETERMINE WHETHER YOU ARE
arranged to enable the rear axle to move freely, thereby
PERFORMING SERVICE ON OR NEAR THE SRS
expanding suspension stroke, reducing friction, and
COMPONENTS OR THE SRS WIRING. WHEN YOU
improving lateral rigidity and roll control. All these result in
ARE PERFORMING SERVICE ON OR NEAR THE SRS
improved stability, riding comfort, and rough road
COMPONENTS OR THE SRS WIRING, REFER TO
maneuverability.
THE SRS SERVICE INFORMATION. FAILURE TO
Each link connects the axle housing with the frame
FOLLOW WARNINGS COULD RESULT IN POSSIBLE
through a runner bushing. The axle housing is supported
by the trailing links and upper links longitudinally and by
OTHERWISE UNNEEDED SRS SYSTEM REPAIRS.
the lateral rod latitudinally.
CAUTION: Always use the correct fastener in the
systems.
3D–2 REAR SUSPENSION
Diagnosis
defective.
wheel.
defective.

operation. section.
universal joint.
bushing.
required.
bearings.
pressure.
bushings.

bushings.
mounting.
Coil Spring
Coil Spring and Associated Parts
460RW003
Legend (4) Coil Spring

(1) Stabilizer Bar (5) Insulator
(2) Upper Link Fixing Bolt and Nut (6) Shock Absorbar
(3) Rubber Plate (7) Breather Hose
Removal 6. Disconnect the stabilizer bar at the stabilizer link.

7. Remove the shock absorber from the axle case.
safety stands. 8. Remove spring insulator.
2. Support the rear axle case with a jack. 9. Remove the insulator and coil spring while lowering
the rear axle case.
3. Disconnect brake hose at the crossmember.
4. Remove breather hose. CAUTION: Be sure not to let the brake hose, parking
brake cable, and breather hose extend to their full
5. Remove upper link fixing bolt, nut and rubber plate on length.
the rear axle case (left-side only).
Inspection and Repair 3. Install the insulator on the coil spring. Jack up the axle
case gently with the top of the coil spring set to the
Make necessary correction or parts replacement if wear, spring seat on the frame side.
f Coil spring
f Insulator
Installation
1. Install coil spring and make sure that the coil spring is
installed in the proper position. Paint mark(1) should
be downward.
460RW013
4. Install shock absorber and tighten the nut lightly, then

retighten it to the specified torque after the vehicle is
at curb height.
NOTE: When mounting shock absorber, be sure not to
use grease on bushings or any other nearby part.
5. Install stabilizer bar.
460RW001 6. Install upper link with rubber plate and tighten fixing
2. Fit the end of the coil spring to the coil spring seat and bolt.
mount the coil spring on the rear axle case. Torque: 137 N·m (101 lb ft)
7. Install breather hose.
8. Connect brake hose and bleed the brake system.
Refer to Bleeding the Brake Hydraulic System in
Brake section.
460RW004
Shock Absorber
Shock Absorber and Associated Parts
461RW001
Legend (2) Shock Absorber

(1) Nut, Bush and Washer (3) Nut and Washer
1. Remove shock absorber fixing nut, bush and washer 1. Install shock absorber. When mounting shock
(upper side). absorber, be sure not to use grease on bushings or
2. Remove shock absorber fixing nut and washer (lower any other nearby part.
side). 2. Install nut and washer (lower side), then tighten the
3. Remove shock absorber. nut lightly. Retighten to the bolt and nut specified
torque after the vehicle is at curb height.
3. Install nut, bush and washer (upper side), then tighten
the nut lightly. Retighten to the nut specified torque
after the vehicle is at curb height.
Check the following parts: Torque: 20 N·m (14 lb ft)
f Shock absorber
f Rubber bushing
NOTE: When mounting rubber bushings, be sure not to
Trailing Link
Trailing Link and Associated Parts
460RW005
Legend (2) Protector (Left side only)

(1) Bolt and Nut (Axle side) (3) Bolt (Frame side)
Removal
1. Remove the parking brake cable from the trailing link.
2. Remove the trailing link fixing bolt, nut and protector.
3. Remove trailing link.

1. Trailing link
2. Rubber bushing
f Remove the rubber bushing by using remover
J–39214.
901RW058
f Install the rubber bushing by using installer
J–39214.
901RW059
Installation
1. Install trailing link. Make sure that the trailing link is in
its correct position.
NOTE: When mounting trailing link, be sure not to use
grease on bushings or any other nearby part.
460RW011
2. Install bolt, nut and protector. Tighten the bolts and

nuts lightly, then retighten them to the specified
torque after the vehicle is at curb height.
3. Install parking brake cable.
CAUTION: The parking brake cable should not be
overstrained or slackened.
Upper Link
Upper Link and Associated Parts
460RW006
Legend (3) Upper Link

(1) Bolt and Nut (Axle side) (4) Protector (Left side only)
(2) Rubber Plate (5) Bolt (Frame side)
Removal
1. Remove fuel tank. Refer to Engine Fuel in Engine
section.
2. Remove the speed sensor cable from the upper link.
3. Remove bolt, nut, rubber plate and protector.
4. Remove upper link.

1. Upper link
2. Rubber bushing
f Remove the rubber bushing by using remover
J–xxxxx–x.
901RW158
f Install the rubber bushing by using to installer
J–xxxxx.
901RW157
Installation
1. Install upper link. Make sure that the upper link is in its
correct position.
NOTE: When mounting upper link, be sure not to use
grease bushings or any other nearby part.
460RW012
2. Install bolt, nut, rubber plate and protector. Tighten

the bolts and nuts lightly, then retighten them to the
specified torque after the vehicle is at curb height.
3. Install speed sensor cable.
4. Install fuel tank.
Lateral Rod
Lateral Rod and Associated Parts
460RW007
Legend (2) Lateral Rod

(1) Bolt and Nut (Frame side) (3) Nut and Washer (Axle side)
Removal
1. Remove nut and washer.
3. Remove lateral rod.

1. Lateral rod
2. Rubber bushing (Frame side)
f Remove the rubber bushing (Frame side) by using
remover J–39214.
901RW060
f Install the rubber bushing (Frame side) by using
Installer J–39215.
NOTE: When mounting rubber bushings, do not use
grease on bushings or any other nearby parts.
901RW063
Installation
1. Install lateral rod and make sure that the lateral rod is
901RW061 in its correct position.
3. Rubber bushing (Axle side) NOTE: When mounting lateral rod, be sure not to use
f Remove the rubber bushing (Axle side) by using grease on bushings or any other nearby part.
remover J–39792.
460RW008
901RW062
Legend
f Install the rubber bushing (Axle side) by using
installer J–39792. (1) Frame Side
(2) Axle Side
2. Install bolt and nut. Tighten the bolt and nut lightly,
then retighten them to the specified torque after the
vehicle is at curb height.
3. Install nut and washer. Tighten the nut lightly, then
retighten the nut to the specified torque after the
vehicle is at curb height.
Stabilizer Bar
Stabilizer Bar and Associated Parts
460RW009
Legend (3) Bolt and Nut

(1) Bracket (4) Stabilizer Bar
(2) Link (5) Rubber Bushing
Removal 6. Remove rubber bushing.

safety stands. Inspection and Repair
2. Remove wheel and tire assembly. Refer to Wheel in Make necessary correction or parts replacement if wear,
this section. damage, corrosion or any other abnormal condition are
3. Remove bolt and nut. found through inspection.
4. Remove link.
f Stabilizer bar
CAUTION: Be careful not to damage the ball joint f Rubber bushing
boot.
f Link
5. Remove bracket.
Installation
1. Install rubber bushing.
2. Install bracket to axle housing and tighten to the
specified torque.
3. Install link.
4. Install bolt and nut, then tighten the nut to the
specified torque.
460RW010

Rear suspension Type 5–Link, coil spring type with stabilizer bar.
Coil spring Free length 389.5mm (15.33in)
Spring diameter 12.2mm (0.48in)
Coil diameter (inner) 105mm (4.13in)
Effective No. of turns 5.74
Total No. of turns 7.24
Shock absorber Type Hydraulic, double acting, telescopic
Piston diameter 30mm (1.18in)
Stroke 175mm (6.89in)
Extended length 473.5mm (18.64in)
Compressed length 298.5mm (11.75in)
Stabilizer bar Diameter 18mm (0.71in)
E03RW003
Special Tools
TOOL NO.
ILLUSTRATION
TOOL NAME
J–39214
Remover and Installer;
Trailing link bushing
J–xxxxx
Upper link bushing
J–39792
Lateral rod bushing (axle
side)
J–39215
Lateral rod bushing
SECTION
WHEEL AND TIRE SYSTEM 3E–1

RODEO
SUSPENSION
WHEEL AND TIRE SYSTEM
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 3E–1 Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E–12
General Description . . . . . . . . . . . . . . . . . . . . . 3E–2 Tire Replacement . . . . . . . . . . . . . . . . . . . . . . 3E–12
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E–3 General Balance Procedure . . . . . . . . . . . . . . 3E–12
Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E–11 Balancing Wheel and Tire . . . . . . . . . . . . . . . . 3E–13
Wheel and Associated Parts . . . . . . . . . . . . 3E–11 Main Data and Specifications . . . . . . . . . . . . . 3E–14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E–11
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E–11
Service Precaution
systems.
3E–2 WHEEL AND TIRE SYSTEM
General Description
480RS008
Replacement wheels or tires must be equivalent to the

originals in load capacity, specified dimension and
mounting configuration. Improper size or type may affect
bearing life, brake performance, speedometer/odometer
calibration, vehicle ground clearance and tire clearance
to the body and chassis. All model are equipped with
metric sized tubeless steel belted radial tires. Correct tire
pressures and driving habits have an important influence
on tire life. Heavy cornering, excessively rapid
acceleration and unnecessary sharp braking increase
premature and uneven wear.
Diagnosis
defective.
wheel.
defective.

operation. section.
universal joint.
bushing.
required.
bearings.
pressure.
bushings.

bushings.
mounting.
Irregular and Premature Wear
480RS001
Irregular and/or premature wear has many causes. NOTE: Due to their design, radial tires tend to wear faster
Some of them are incorrect inflation pressures, lack of tire in the shoulder area, particularly on the front tires. This
rotation, poor driving habits or improper wheel alignment. makes regular rotation especially necessary. After
Incorrect inflation is common cause of tire premature rotation, be sure to check wheel nut torque, and set tire
wear. pressures.
Tire Rotation indicators may appear as wide bands. When the indica-
Tire rotation is recommended to equalize wear for longer tors appear in two or more grooves at three locations, tire
tire life. replacement is recommended.
Inflation of Tires
480RS002
Legend 710RW002
(1) Spare Tire Tire pressure, in cold condition (after vehicle has set for
three hours or more, and driven less than one mile),
If the following conditions are noted, rotate the tires: should be checked monthly or before any extended trip.
f Front tire wear is different from rear. Tire pressure increases approximately 15% when the
f Uneven wear exists across the tread of any tire. tires become hot during driving. Tire pressure specifica-
f Left and right front tire wear is unequal. tion is shown on the label located on the left door lock pil-
lar.
f Left and right rear tire wear is unequal.
Check wheel alignment if the following conditions are NOTE: Check the tire pressure whenever irregular wear
noted: is found. Tire inflation greatly affects tire wear. If the
alignment check does not reveal any alignment problems,
f Left and right front tire wear is unequal. check the condition of the shock absorbers and wheel/tire
f Wear is uneven across the tread of any front tire. balance.
f Front tire treads have a scuffed appearance with
“feather” edges on one side of the tread ribs or blocks. Diagnosis List
If the following conditions are noted, rotation is required.
Tread Wear Indicators 1. Front tire wear is different from rear.
2. Uneven wear exists across the tread of any tire.
3. Left and right front tire wear is unequal.
4. Left and right rear tire wear is unequal.
If the following conditions are noted, check the wheel
alignment.
1. Left and right front tire wear is unequal.
2. Uneven wear exists across the tread of any tire.
3. Front tire treads have scuffed appearance with
“feather” edges on one side of tread ribs or blocks.
4. There is cupping, flat spotting etc.
Higher than recommended pressure can cause:
1. Hard ride.
2. Poor steering stability.
3. Rapid and uneven wear at center of the tread.
Lower than recommended pressure can cause:
1. Tire squeal on turns.
2. Hard steering.
480RS006
The original equipment tires have built-in tread wear indi- 3. Rapid and uneven wear on the edges of the tread.
cators(1) to show when tires need replacement. These 4. Tire rim bruises and rupture.
5. Tire cord breakage. Radial Tire Lead/Pull
6. High tire temperatures. “Lead/Pull” is vehicle deviation from a straight path, on a
7. Reduced handling. level road with no pressure on the steering wheel.
8. Reduced fuel economy. Lead is usually caused by:
Unequal pressure on same axle can cause: 1. Poorly manufactured radial tires.
1. Uneven braking. 2. Uneven brake adjustment.
2. Steering lead. 3. Wheel alignment.
3. Reduced handling. The way in which a tire is built can produce lead in a car.
An example of this is placement of the belt. Off-center
4. Swerve on acceleration.
belts on radial tires can cause the tire to develop a side
force while rolling straight down the road and the tire will
Radial Tire Waddle tend to roll like a cone.
The “Radial Tire Lead/Pull Correction” chart should be
used to make sure that front wheel alignment is not mis-
taken for tire lead.
Rear tires will not cause lead/pull.
480RW011
Waddle is side-to-side movement at the front and/or rear

of the car. It can be caused by the steel belt not being
straight within the tire, or by excessive lateral runout of the
tire or wheel. It is most noticeable at low speed, about 8
to 48 km/h (5 to 30 mph). It may also cause rough ride at
80 to 113 km/h (50 to 70 mph).
The car can be road tested to see which end of the car has
the faulty tire. If the tire causing the waddle is on the rear,
the rear end of the car will “waddle”. From the driver’s
seat, it feels as if someone is pushing on the side of the
car.
If the faulty tire is on the front, the waddle is more easily
seen. The front sheet metal appears to be moving back
and forth. It feels as if the driver’s seat is the pivot point
in the car.
Another more time-consuming method of determining the
faulty tire is substituting tire and wheel assemblies that
are known to be good. Follow these steps:
1. Drive the car to determine if the waddle is coming
from the front or rear.
2. Install tire and wheel assemblies known to be good
(from a similar car) in place of those on the end of the
car which is waddling. If the waddle cannot be
isolated to front or rear, start with the rear tires.
3. Road test again. If improvement is noted, install the
original tire and wheel assemblies one at a time until
the faulty tire is found. If no improvement is noted,
install tires known to be good in place of all four. Then,
install the originals one at a time until the faulty tire is
found.
Radial Tire Lead/Pull Correction Chart
Step Action Yes No
1 1. Inflate tires to recommended pressure.
2. Road test vehicle on level uncrowned road.
Was a problem corrected? End. Go to Step 2
2 Switch front tires side to side and road test again. If roughness
results,replace
Was a problem corrected?
tires. Go to Step 3
3 Did the vehicle lead in same direction? Go to Step 4 Go to Step 5
4 Put tires back in original position and check alignment.
Was a problem corrected? End. Go to Step 5
5 Install known good tire on one front side. Install a known
good tire in place
Was a problem corrected?
of other front tire.
If lead corrected,
Replace tire. replace tire.
Typical examples of abnormal tire ahead wear and major Tread wear one-sided.
causes:
CAUTION: Similar wear patterns can be caused by
worn suspension parts, misalignment of wheels and
tires, and other suspension related problems.
Spotty wear – wear localized on shoulder sections, and

in an extreme cases, the tire becomes polygonal in
shape.
480RW003
1. Rotating parts out of balance.

2. Tire or wheel out of round.
3. Hub or knuckle out of round or distorted.
480RW002
1. Tire or wheel out of round or distorted.

2. Hub or knuckle out of round or distorted.
3. Play in hub bearings or ball joint.
4. Rotating parts out of balance.
Localized tread wear. Wear in shoulders at points opposed to each other.
480RW004 480RW006
1. Once spotty wear develops in tread due to hard 1. Tire or wheel out of round or distorted.
braking or abrupt starting, localized wear tends to be 2. Play in bearings or ball joint.
promoted.
Premature wear in shoulders.

Shoulder wear (generally wear develops in outer shoul-
der):
480RW007
1. Flexing of tire excessive due to under-inflation.

480RW005
1. Camber or toe-in incorrect.

2. Shoulder wear caused by repeated hard-cornering.
One sided feather edging.
480RW008
1. Wear caused by repeated hard cornering.

2. Camber or toe-in incorrect.
Wheel
Wheel and Associated Parts
480RW010
Legend
(1) Wheel Lug Nut
(2) Wheel and Tire
Removal
1. Loosen wheel lug nut by approximately 180 g (half a
rotation), then raise the vehicle and remove the nuts.
2. Remove wheel and tire.
NOTE: Never use heat to loosen a tight wheel lug nut.
The application of heat to the hub can shorten the life of
the wheel and may cause damage to wheel bearings.
Installation
1. Install wheel and tire.
2. Install wheel lug nut, and lower the vehicle. Tighten
the wheel lug nuts to the specified torque in numerical
order.
CAUTION: Before installing wheels, remove any
build-up of corrosion on the wheel mounting surface 480RS020
and brake disc mounting surface by scraping and

wire brushing. Installing wheels without good
metal-to-metal contact at mounting surfaces can
cause wheel nuts to loosen, which can later allow a
wheel to come off while the vehicle is moving.
NOTE: Valve caps should be on the valve stems to keep
dust and water out.
Tire
Tire Replacement Steel Aluminum
When replacement is necessary, the original metric the 1– Vertical play: 1– Vertical play:
size should be used. Most metric tire sizes do not have Less than Less than
exact corresponding alphanumeric tire sizes. It is 1.5 mm (0.059 in) 0.7 mm (0.028 in)
recommended that new tires be installed in pairs on the
same axle. If necessary to replace only one tire, it should 2– Horizontal play: 2– Horizontal play:
be paired with tire having the most tread, to equalize Less than Less than
braking traction. 1.5 mm (0.059 in) 0.7 mm (0.028 in)
CAUTION: Do not mix different types of tires such
as radial, bias and bias-belted tires except in
emergencies, because vehicle handling may be
seriously affected and may result in loss of control.
Tire Dismounting
Remove valve cap on valve step and deflate the tire. Then
use a tire changing machine to mount or dismount tires.
Follow the equipment manufacturer’s instruction. Do not
use hand tools or tire lever alone to change tires as they
may damage the tire beads or wheel rim.
Tire Mounting
Rim bead seats should be cleaned with a wire brush or
coarse steel wool to remove lubricants, and light rust.
Before mounting a tire, the bead area should be well
lubricated with an approved tire lubricant.
After mounting, inflate the tire to 196kPa (28 psi) so that
beads are completely seated. Inflate the air to specified
pressure and install valve cap to the stem.
480RS012
WARNING: NEVER STAND OVER TIRE WHEN
INFLATING. BEAD MAY BREAK WHEN BEAD SNAPS
OVER RIM’S SAFETY HUMP AND CAUSE SERIOUS General Balance Procedure
PERSONAL INJURY. Deposits of mud, etc. must be cleaned from the inside of
NEVER EXCEED 240 KPA (35 PSI) PRESSURE WHEN the rim.
The tire should be inspected for the following: match
INFLATING. IF 240 KPA (35 PSI) PRESSURE WILL
mount paint marks, bent rims, bulges, irregular tire wear,
NOT SEAT BEADS, DEFLATE, RE-LUBRICATE AND
proper wheel size and inflation pressure. Then balance
RE-INFLATE. OVER INFLATION MAY CAUSE THE according to the equipment manufacturer’s
BEAD TO BREAK AND CAUSE SERIOUS PERSONAL recommendations.
INJURY. There are two types of wheel and tire balance.
Static balance is the equal distribution of weight around
Tire Repair the wheel.
There are many different materials on the market used to Assemblies that are statically unbalanced cause a
repair tires. bouncing action called tramp. This condition will
Manufacturers have published detailed instructions on eventually cause uneven tire wear.
how and when to repair tires. These instructions can be
obtained from the tire manufacturer if they are not
included with the repair kit.
Wheel Inspection
Damaged wheels and wheels with excessive run-out
must be replaced.
Wheel run out at rim (Base on hub Bore):
Balancing Wheel and Tire

On-vehicle Balancing
On-Vehicle balancing methods vary with equipment and
tool manufacturers. Be sure to follow each
manufacturer’s instructions during balancing operation.
Off-vehicle Balancing
Most electronic off-vehicle balancers are more accurate
than the on-vehicle spin balancers. They are easy to use
and give a dynamic balance. Although they do not correct
for drum or disc unbalance (as on- vehicle spin balancing
does), they are very accurate.
480RS013
Legend
(1) Heavy Spot Wheel Shimmy
(2) Add Balance Weights Here
Dynamic balance is the equal distribution of weight on

each side of the wheel center-line so that when the tire
spins there is no tendency for the assembly to move from
side to side. Assemblies that are dynamically unbalanced
may cause shimmy.
480RS015
480RS014
Legend
(1) Heavy Spot Wheel Hop
(2) Add Balance Weights Here
WARNING: STONES SHOULD BE REMOVED FROM

THE TREAD TO AVOID OPERATOR INJURY DURING
SPIN BALANCING AND TO OBTAIN A GOOD
BALANCE.

Wheels Size 15 x 6.5JJ 15 x 6.5JJ 16 x 7JJ
Offset 38.0 mm (1.50 in) 38.0 mm (1.50 in) 38.0 mm (1.50 in)
P.C.D., wheel studs 139.7 mm (5.50 in) 139.7 mm (5.50 in) 139.7 mm (5.50 in)
Standard tire Size P215/75R15 P235/75R15 P245/70R16
Pressure(Front) 200 kPa (29 psi) 200 kPa (26 psi) 180 kPa (30 psi)
Pressure(Rear) 200 kPa (29 psi) 200 kPa (26 psi) 180 kPa (35 psi)
E03RW004
SECTION
DIFFERENTIAL (FRONT) 4A1–1

RODEO
DRIVELINE/AXLE
CONTENTS
Differential (Front) . . . . . . . . . . . . . . . . . . . . . . . 4A1–1
Differential (Rear) . . . . . . . . . . . . . . . . . . . . . . . 4A2–1
Driveline Control System . . . . . . . . . . . . . . . . . 4B–1
Drive Shaft System . . . . . . . . . . . . . . . . . . . . . . 4C–1
Transfer Case . . . . . . . . . . . . . . . . . . . . . . . . . . 4D–1
Differential (Front)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 4A1–1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A1–7
Front Drive Axle . . . . . . . . . . . . . . . . . . . . . . . . . 4A1–2 Differential Assembly . . . . . . . . . . . . . . . . . . . . 4A1–8
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A1–2 Disassembled View . . . . . . . . . . . . . . . . . . . . 4A1–8
Pinion Shaft Oil Seal . . . . . . . . . . . . . . . . . . . . . 4A1–3 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4A1–9
Pinion Shaft Oil Seal and Associated Parts 4A1–3 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4A1–11
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A1–3 Differential Cage Assembly . . . . . . . . . . . . . . . 4A1–19
Inspection and Repair . . . . . . . . . . . . . . . . . . 4A1–4 Disassembled View . . . . . . . . . . . . . . . . . . . . 4A1–19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A1–4 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4A1–19
Front Drive Axle Assembly . . . . . . . . . . . . . . . 4A1–5 Inspection and Repair . . . . . . . . . . . . . . . . . . 4A1–20
Front Drive Axle Assembly and Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4A1–20
Associated Parts . . . . . . . . . . . . . . . . . . . . . . 4A1–5 Main Data and Specifications . . . . . . . . . . . 4A1–22
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A1–6 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . 4A1–25

RESTRAINT SYSTEM(SRS). REFER TO THE SRS ISUZU will call out those fasteners that require a
PERFORMING SERVICE ON OR NEAR THE SRS sealant. UNLESS OTHERWISE SPECIFIED , do not
ARE REFORMING SERVICE ON OR NEAR THE SRS corrosion inhibitors) on threaded fasteners or
COMPONENTS OR THE SRS WIRING, REFER TO fastener joint interfaces. Generally,such coatings
THE SRS SERVICE INFOMATION. FAILURE TO adversely affect the fastener torque and the joint
OTHERWISE UNNEEDED SRS SYSTEM REPAIRS. sequence and specification. Following these
systems.
4A1–2 DIFFERENTIAL (FRONT)
Front Drive Axle

Diagnosis
Oil Leak At Front Axle Worn or defective oil seal. Replace the oil seal.
Front axle housing cracked. Repair or replace.
Oil Leak At Pinion Shaft Too much gear oil. Correct the oil level.
Oil seal worn or defective. Replace the oil seal.
Pinion flange loose or damaged. Tighten or replace.
Noises In Front Axle Drive Shaft Broken or worn drive shaft joints and Replace the drive shaft joints and
Joint bellows (BJ and DOJ). bellows.
“Clank” When Accelerating From Loose drive shaft joint to output shaft Tighten.
“Coast” bolts.
Damaged inner drive shaft joint. Replace.
Shudder or Vibration During Excessive drive shaft joint angle. Repair.
Acceleration
Worn or damaged drive shaft joints. Replace.
Sticking spider assembly (inner drive Lubricate or replace.
shaft joint).
Sticking joint assembly (outer drive Lubricate or replace.
shaft joint).
Vibration At Highway Speeds Out of balance or out of round tires. Balance or replace.
Front end out of alignment. Align.
Noises in Front Axle Insufficient gear oil. Replenish the gear oil.
Wrong or poor grade gear oil. Replace the gear oil.
Drive pinion to ring gear backlash Adjust the backlash.
incorrect.
Worn or chipped ring gear, pinion Replace the ring gear, pinion gear or
gear or side gear. side gear.
Pinion shaft bearing worn. Replace the pinion shaft bearing.
Wheel bearing worn. Replace the wheel bearing.
Differential bearing loose or worn. Tighten or replace.
Wanders and Pulls Wheel bearing preload too tight. Adjust the wheel bearing preload.
Incorrect front alignment. Adjust the front alignment.
Steering unit loose or worn. Tighten or replace.
Tire worn or improperly inflated. Adjust the inflation or replace.
Front or rear suspension parts loose Tighten or replace.
or broken.
Front Wheel Shimmy Wheel bearing worn or improperly Adjust or replace.
adjusted.
Worn ball joint or bush. Replace the ball joint or bush.
Tire worn or improperly inflated. Replace or adjust the inflation.
Shock absorber worn. Replace the shock absorber.
Pinion Shaft Oil Seal

Pinion Shaft Oil Seal and Associated Parts
415RW012
Legend (4) Oil Seal Slinger

(1) Flange Nut (5) Outer Bearing
(2) Flange (6) Collapsible Spacer
(3) Oil Seal
Removal
1. Raise the vehicle and support it at the frame.
The hoist must remain under the front axle housing.
2. Drain the front axle oil by loosening the drain plug(1).
412RS001
3. Remove the front propeller shaft. Refer to Front Inspection and Repair
Propeller Shaft in this section.
4. Remove flange nut by using pinion flange holder damage, corrosion or any other abnormal condition are
J–8614–01. found through inspection.
Check the following parts.
1. Seal surface of the pinion.
2. Cage bore for burns.
Installation
1. Install collapsible spacer. Discard the used
collapsible spacer and install a new one.
2. Install outer bearing.
NOTE: Do not drive in, but just temporarily set in the outer
bearing by hand, which should be indirectly pressed in
finally by tightening the flange nut.
3. Install oil seal, use oil seal installer J–24250 to install a
new oil seal that has grease on seal lip.
415RS018
5. Remove flange.
6. Remove oil seal.
7. Remove outer bearing by using remover J–39602.
415RS002
4. Install flange.
5. Install flange nut, refer to Differential Assembly
Overhaul for flange nut reassembly in this section.
NOTE: Discard the used nut and install a new one.
415RS001
8. Remove collapsible spacer.

Front Drive Axle Assembly

Front Drive Axle Assembly and Associated Parts
412RW056
Legend (5) Mounting Bolt

(1) Propeller Shaft (6) Tie–rod End; Power Steering Unit
(2) Mounting Nut (7) Knuckle and Back Plate
(3) Front Axle Case Assembly and Front Drive (8) Hub and Disc Assembly
Shaft Assembly (9) Suspension Crossmember
(4) Washer
Removal
1. Jack up the vehicle and support it using jack stand.
2. Remove the tire and wheel.
4. Remove the brake caliper fixing bolt and hang the
caliper. Refer to Disc Brakes in Brake section.
5. Remove the antilock brake system speed sensor.
Refer to Front Wheel Speed Sensor in Brake section.
6. Remove the hub and disc assembly.
Refer to Front Hub and Disc in this section.
7. Remove the propeller shaft, refer to Front Propeller
Shaft in this section.
8. Loosen the height control arm of the torsion bar, then
remove the torsion bar from lower control arm.
refer to Torsion Bar in Suspension section.
9. Remove the suspension crossmember.
10. Remove the lower nut (1) of the stabilizer link. 412RW058
15. Remove the bolts and nuts of the lower control arm
11. Remove the lower bolt and nut (2) of the shock (Frame side), then disconnect the lower control arm
absorber. from frame.
16. Disconnect between the right side upper control arm
and the knuckle, then remove the knuckle with lower
control arm.
CAUTION: When removing the knuckle, be careful
not to damage the oil seal inside of the knuckle.
412RW057
12. Remove the tie-rod end from the knuckle. Refer to

Power Steering Unit in Steering Section.
13. Disconnect the hose of the shift on the fly, at the hose
clip portion (1).
14. Disconnect the shift switch connector (2).
410RW008
17. Support the differential case by the jack. 5. Align the bolt hole of the lower control arm, install the
18. Remove the front axle mounting bolts and nuts, lower bolts and nuts.
the jack slowly. Remove the left side drive shaft end NOTE: Adjust the buffer clearance before tighten the
from the knuckle, then lower the axle assembly from bolts and nuts of the lower control arm.
the vehicle.
6. Install the hose of the shift on the fly (1).
CAUTION: 7. Install the shift switch connector (2) of the shift on the
1. During the work, be sure that the axle assembly is fly.
supported securly.
2. Be careful not to damage the bellows of the power
steering unit by interference.
3. Be careful not to damage the hose bracket of the
shift on the fly by interference.
Installation
1. Support the differential case by the jack.
2. Jack up the front drive axle assembly, install the left
side drive shaft to the knuckle, then install the mount
bolts and nuts.
CAUTION:
1. Be careful not to damage the bellows of the power
steering unit by interference.
2. Be careful not to damage the hose bracket of the
shift on the fly by interference.
3. When installing the drive shaft to the knuckle, be 412RW058
careful not to damage the oil seal inside of the 8. Install the tie-rod end of the power steering unit to the
knuckle. knuckle, tighten the nut to the specified torque.
3. Tighten the mounting bolts and nuts to the specified Torque: 118 N·m (87 lb ft)
torque. 9. Install lower bolts and nuts of the shock absorber,
Torque: 168 N·m (124 lb ft) tighten it to the specified torque.
10. Install lower nuts of the stabilizer link, tighten it to the
specified torque.
11. Install the suspension crossmember.
12. Install the torsion bar.
Refer to Torsion Bar in Suspension section.
13. Install the front propeller shaft.
Refer to Front Propeller Shaft in this section.
14. Install the hub and disc assembly and adjust the
bearing preload.
Refer to Front Hub and Disc in this section.
15. Install the wheel speed sensor of the antilock brake
system.
16. Install the brake caliper. Tighten the bolt of the caliper
bracket to the specified torque.
412RW064
4. Install the right side knuckle with lower control arm to 18. Install the tire and wheel.
the upper control arm. 19. Lower the vehicle, adjust the trim height.
Refer to Knuckle in Suspension section. Refer to Trim Height Adjustment in Steering section.
CAUTION: When insert the drive shaft to the 20. Tighten the bolts and nuts of the lower control arm to
knuckle, be careful not to damage the oil seal inside the specified torque.
of the knuckle. Refer to Lower Control Arm in Suspension section.
Differential Assembly
Disassembled View
415RW007
Legend (11) Collapsible Spacer

(1) Differential Assembly (12) Inner Bearing Outer Race
(2) Flange Nut (13) Inner Bearing
(3) Flange (14) Adjust Shim
(4) Oil Seal (15) Pinion Gear
(5) Oil Seal Slinger (16) Diff Cage Assembly
(6) Outer Bearing (17) Side Bearing Outer Race
(7) Outer Bearing Outer Race (18) Side Bearing
(8) Differential Carrier (19) Adjust Shim
(9) Bearing Cap (20) Bolt
(10) Bolt (21) Axle Case
Disassembly 6. Remove differential cage assembly.

7. Remove side bearing outer race, after removal, keep
1. Remove differential carrier fixing bolt. the right and left hand side bearing assemblies
2. Remove differential assembly. separate to maintain inner and outer race
3. Using holding fixture J–37264 and holding fixture combinations.
base J–3289–20, fix the differential assembly to the 8. Remove side bearing, using remover J–42379 and
bench. adapter J–8107–2.
f Select insert; 303173 and collet halves; 44801 in
remover kit J–42379.
425RS008
4. Remove bearing cap bolt.

5. Apply a setting mark to the side bearing cap and the 415RW003
differential carrier then remove bearing cap. 9. Remove adjust shim, note the thickness and position
of the shims removed.
10. Remove the flange nut using holding wrench
J–8614–01.
425RS009
415RS018
11. Remove flange using an universal puller. 15. Remove adjust shim.
12. Remove the drive pinion assembly using a soft metal 16. Remove oil seal.
rod and a hammer. 17. Remove oil seal slinger.
18. Remove outer bearing.
19. Remove the inner bearing outer race (1) and the outer
bearing outer race (2) by using a brass bar and a
hammer.
425RS012

14. Remove the inner bearing using remover J–42379.
f Select insert; 303173 and collet halves; 44801 in
remover kit J–42379. 425RS014
415RW004 425RS015
Reassembly
1. Using installer J–7817 and grip J–8092, install outer
bearing outer race.
425RW030
Legend
(1) Pilot : J–21777–42
(2) Pilot : J–42479–2
415RW013
(3) Gauge Plate : J–42479–1
2. Using installer J–7818 and grip J–8092, install Inner
bearing outer race. (4) Nut and Stud : J–21777–43
3. Clean the side bearing bores. Install the dial

indicator with the discs and arbor. Install and
tighten the bearing caps to the specified torque.
415RW014
3. Install adjust shim and adjust drive pinion mounting

distance:
1. Apply gear oil to the inner and outer drive pinion
bearing.
Clean the pinion setting gauge set. 425RW031
Then install the gauge set together with the inner

Legend
and outer bearings.
(1) Dial Indicator: J–8001
2. Tighten the nut to the specified torque.
(2) Gauge Plate: J–42479–1
Torque: 2.3 N·m (20 lb in) (3) Disc (2 pcs.): J–23597–8
(4) Arbor: J–23597–1
4. Set the dial indicator to “0”. Place it on the 6. After the ZERO setting is obtained, rotate the
mounting post of the gauging arbor with the gauging arbor until the dial indicator rod does not
contact button touching the indicator pad. Force touch the gauging plate.
the dial indicator downward until the needle has Record the number the dial indicator needle
made a half turn clockwise. Tighten down the dial points to.
indicator in this position.
425RS022
425RS020
Legend
Legend (1) Example=Dial indicator reading of 0.085
(1) Dial Indicator
(2) Ganging Arbor 7. Record the pinion depth code on the head of the
(3) Plunger drive pinion.
(4) Gauge Plate The number indicates a necessary change in the
pinion mounting distance. A plus number indi-
5. Position the plunger on the gauge plate. Move the cates the need for a greater mounting distance
gauging arbor slowly back and forth and locate (which can be achieved by decreasing the shim
the position at which the dial indicator shows the thickness). A minus number indicates the need
greatest defection. At this point, once again set for a smaller mounting distance (which can be
the dial indicator to “0”. achieved by increasing the shim thickness). If ex-
Repeat the procedure to verify the “0” setting. amination reveals pinion depth code “0”, the pin-
ion is “nominal”.
425RS021
425RS023
8. Select the shim using chart;
Pinion
marking
Dial +7 +6 +5 +4 +3 +2 +1 0 –1 –2 –3 –4 –5 –6 –7
indicator
reading
(Inches)
0.023 0.030
0.024 0.030 0.030
0.025 0.030 0.030 0.032
0.026 0.030 0.030 0.032 0.032
0.027 0.030 0.030 0.032 0.032 0.034
0.028 0.030 0.030 0.032 0.032 0.034 0.034
0.029 0.030 0.030 0.032 0.032 0.034 0.034 0.036
0.030 0.030 0.030 0.032 0.032 0.034 0.034 0.036 0.036
0.031 0.030 0.030 0.032 0.032 0.034 0.034 0.036 0.036 0.038
0.032 0.030 0.030 0.032 0.032 0.034 0.034 0.036 0.036 0.038 0.038
0.033 0.030 0.030 0.032 0.032 0.034 0.034 0.036 0.036 0.038 0.038 0.040
0.034 0.030 0.030 0.032 0.032 0.034 0.034 0.036 0.036 0.038 0.038 0.040 0.040
0.035 0.030 0.030 0.032 0.032 0.034 0.034 0.036 0.036 0.038 0.038 0.040 0.040 0.042
0.036 0.030 0.030 0.032 0.032 0.034 0.034 0.036 0.036 0.038 0.038 0.040 0.040 0.042 0.042
0.037 0.030 0.030 0.032 0.032 0.034 0.034 0.036 0.036 0.038 0.038 0.040 0.040 0.042 0.042 0.044
0.038 0.030 0.032 0.032 0.034 0.034 0.036 0.036 0.038 0.038 0.040 0.040 0.042 0.042 0.044 0.044
0.039 0.032 0.032 0.034 0.034 0.036 0.036 0.038 0.038 0.040 0.040 0.042 0.042 0.044 0.044 0.046
0.040 0.032 0.034 0.034 0.036 0.036 0.038 0.038 0.040 0.040 0.042 0.042 0.044 0.044 0.046 0.046
0.041 0.034 0.034 0.036 0.036 0.038 0.038 0.040 0.040 0.042 0.042 0.044 0.044 0.046 0.046 0.048
0.042 0.034 0.036 0.036 0.038 0.038 0.040 0.040 0.042 0.042 0.044 0.044 0.046 0.046 0.048 0.048
0.043 0.036 0.036 0.038 0.038 0.040 0.040 0.042 0.042 0.044 0.044 0.046 0.046 0.048 0.048 0.050
0.044 0.036 0.038 0.038 0.040 0.040 0.042 0.042 0.044 0.044 0.046 0.046 0.048 0.048 0.050 0.050
0.045 0.038 0.038 0.040 0.040 0.042 0.042 0.044 0.044 0.046 0.046 0.048 0.048 0.050 0.050 0.052
0.046 0.038 0.040 0.040 0.042 0.042 0.044 0.044 0.046 0.046 0.048 0.048 0.050 0.050 0.052 0.052
0.047 0.040 0.040 0.042 0.042 0.044 0.044 0.046 0.046 0.048 0.048 0.050 0.050 0.052 0.052
0.048 0.040 0.042 0.042 0.044 0.044 0.046 0.046 0.048 0.048 0.050 0.050 0.052 0.052
0.049 0.042 0.042 0.044 0.044 0.046 0.046 0.048 0.048 0.050 0.050 0.052 0.052
0.050 0.042 0.044 0.044 0.046 0.046 0.048 0.048 0.050 0.050 0.052 0.052
0.051 0.044 0.044 0.046 0.046 0.048 0.048 0.050 0.050 0.052 0.052
0.052 0.044 0.046 0.046 0.048 0.048 0.050 0.050 0.052 0.052
0.053 0.046 0.046 0.048 0.048 0.050 0.050 0.052 0.052
0.054 0.046 0.048 0.048 0.050 0.050 0.052 0.052
0.055 0.048 0.048 0.050 0.050 0.052 0.052
0.056 0.048 0.050 0.050 0.052 0.052
0.057 0.050 0.050 0.052 0.052
0.058 0.050 0.052 0.052
0.059 0.052 0.052
0.060 0.052
4. Place the shim on the drive pinion. Install the inner 10. Install flange.
bearing onto the pinion using an installer J–6133–01 11. Install flange nut.
and a press.
1. Apply lubricant to the pinion threads.
NOTE: Do not apply pressure to the roller cage and apply 2. Tighten the nut to the specified torque using the
pressure only to the inner race. pinion flange holder J–8614–01.
Torque: 217N·m (160 lb ft)
NOTE: Discard used flange nut and install new one and
do not over tighten the flange nut.
425RW036
5. Discard the used collapsible spacer and install a new

one.
6. Install pinion gear.
7. Install outer bearing. 415RW006
8. Install oil seal slinger. 3. Adjust pinion bearing preload.

9. Use oil seal installer J–24250 to install a new oil seal a. Measure the bearing preload by using a torque
that has been soaked in front axle lubricant. meter. Note the scale reading required to
rotate the flange.
NOTE: Take care to use a front differential oil seal, NOT
the rear differential oil seal. b. Continue tightening flange nut until the
specified starting torque is obtained.
Starting torque: 1.2–1.9 N·m(10–17 lb in)
NOTE: Do not tighten the flange nut more than
678 N·m(500 lb ft).
415RS011
425RW018
12. Install adjust shim. 3. Using two sets of feeler gauges, insert a feeler
1. Attach the side bearing to the differential stock of sufficient thickness between each
assembly without shims. Support the opposite bearing outer race and the carrier to remove all
side using a pilot to prevent bearing damage. end play. Make certain the feeler stock is pushed
to the bottom of the bearing bores.
Mount the dial indicator J–8001 on the carrier so
that the indicator stem is at right angles to a tooth
on the ring gear.
425RS029
Legend
(1) Drive handle:J–8092
(2) Installer:J–24244 425RS031
(3) Pilot:J–8107–2 4. Adjust feeler gauge thickness from side to side

until ring gear backlash is in the specified range.
2. Insert the differential cage assembly with bearing
Backlash: 0.13–0.20 mm(0.005 –0.008 in)
outer races into the side bearing bores of the
carrier.
425RS032
With zero end play and correct backlash estab-

425RS030
lished, remove the feeler gauge packs, determine
the thickness of the shims required and add 0.025
mm (0.001 in) to each shim pack to provide side
bearing preload. Always use new shims.
5. Use bearing remover J–42379 and pilot 14. Install side bearing outer race.
J–8107–2 to remove side bearing. 15. Install differential cage assembly.
f Select insert; 303173 and collet halves;44801 16. Install bearing cap then align the setting marks(1)
in remover kit J–42379. applied at disassembly.
415RW003 425RS035
13. Install the side bearings together with the selected 17. Tighten the cap bolt to the specified torque.
shims.
425RS029
425RS036
Legend Gear Tooth Contact Pattern Check and
(1) Drive Handle:J–8092 Adjustment
(2) Installer: J–24244
1. Apply a thin coat of prussian blue or equivalent to
(3) Pilot: J–8107–2 the faces of the 7–8 teeth of the ring gear. Check
the impression of contact on the ring gear teeth
and make necessary adjustment as described in
illustration if the contact is abnormal.
425RS038
Legend
(1) Heel
(2) Toe
(3) Concave Side(Coast)
(4) Convex Side(Drive)
425RS039
18. Install differential assembly.

1. Clean the faces of the front axle case and
differential carrier.
Apply Three Bond TB1215 or equivalent to the
sealing side of the axle case and the carrier.
2. Attach the differential case and the carrier
assembly to the front axle case and tighten the
nuts and bolts.
415RS014
3. Fill the axle case with hypoid gear lubricant, to just

below the filler hole.
Lubricant capacity: 1.4 liter(1.48 US qt)
Differential Cage Assembly

Disassembled View
415RW010
Legend (5) Cross Pin

(1) Thrust Washer (6) Ring Gear
(2) Pinion Gear (7) Bolt
(3) Thrust Washer (8) Differential Cage
(4) Side Gear (9) Lock Pin
Disassembly
1. Remove bolt.
2. Remove ring gear.
3. Remove lock pin.
425RS042
4. Remove the cross pin, using a soft metal rod and a

hammer.
415RS016
425RS043 Reassembly
5. Remove pinion gear and thrust washer.
1. Install thrust washer.
6. Remove side gear.
2. Install side gear.
7. Remove thrust washer.
3. Install the pinion gear with thrust washer by engaging
it with the side gears while turning both pinion gears
Inspection and Repair simultaneously in the same direction.
1. Ring gear, pinion gear
2. Bearing
3. Side gear, pinion gear, cross pin
4. Differential cage, carrier
5. Thrust washer
6. Oil seal
Ring gear replacement:

1. The ring gear should always be replaced with the
drive pinion as a set.
2. Discard used bolts and install new ones.
3. Tighten the fixing bolts in a diagonal sequence as 425RS048
illustrated.
4. Install cross pin.
f Be sure to install the cross pin so that it is in
alignment with the lock pin hole in the differential
cage.
425RS049
5. Install lock pin. After lock pin installation, stake the

cage to secure the lock pin.
6. Install ring gear and tighten the bolts in diagonal
sequence as illustrated.
NOTE: Discard used bolts and install new ones.
415RS016

Axle tube Type It consists of the duct, a cast iron housing and the axle
tube.
Gear type Hypoid
Gear ratio (to 1) 3.727 (6VD1 with A/T)
4.100 (6VD1 with A/T, 6VD1 with M/T)
4.300 (6VD1 with M/T)
4.555 (X22SE with M/T)
Differential type Two pinion
Oil capacity liter (US qt) 1.25 (1.32) (Differential)
0.12 (0.13) (Actuator Housing: Shift on the fly)
Type of lubricant GL–5 (75W–90)
Axle shaft type Constant velocity joint (Birfield joint type and double off-
set joint)
Hub locking Type Rigid
E04RX001
E04RW009
Special Tools
TOOL NO. TOOL NO.
TOOL NAME TOOL NAME
J–7817
J–8614–01
Installer; Outer bearing
Holder; Pinion flange
outer race
J–7818
J–24250 Installer; Inner bearing
Installer; Oil seal outer race
J–37264
Differential holding J–8092
fixture Driver handle
(Use with J–3289–20
base)
J–3289–20 J–21777–42
Holding fixture base Pilot
J–42379
J–21777–43
Remover; Side/Pinion
Nut and stud
bearing
J–8107–2
J–42479–1
Adapter; Side bearing
Gauge plate
plug
TOOL NO. TOOL NO.

TOOL NAME TOOL NAME
J–8001 J–42479–2
Dial indicator Pilot
J–23597–8
Disc
J–23597–1
Arbor
J–6133–01
Installer; Pinion bearing
J–24244
Installer; Side bearing
J–39602
Remover; Outer bearing
SECTION
DIFFERENTIAL (REAR) 4A2–1

RODEO
DRIVELINE/AXLE
Differential (Rear)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 4A2–1 Inspection and Repair . . . . . . . . . . . . . . . . . . 4A2–16
General Description . . . . . . . . . . . . . . . . . . . . . 4A2–2 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–16
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–3 Side Bearing Preload Adjustment . . . . . . . . 4A2–20
Axle Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–5 Pinion Installation . . . . . . . . . . . . . . . . . . . . . . 4A2–21
Axle Housing and Associated Parts . . . . . . 4A2–5 Determination of Backlash & Preload Shims 4A2–22
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–5 Backlash Adjustment . . . . . . . . . . . . . . . . . . . 4A2–23
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–7 Gear Tooth Pattern Check . . . . . . . . . . . . . . 4A2–23
Axle Shaft, Oil Seal and Bearing . . . . . . . . . . 4A2–7 Adjustments Affecting Tooth Contact . . . . . 4A2–24
Axle Shaft and Associated Parts . . . . . . . . . 4A2–7 Differential Case Assembly . . . . . . . . . . . . . . . 4A2–25
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–8 Disassembled View . . . . . . . . . . . . . . . . . . . . 4A2–25
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–8 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–26
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–8 Inspection and Repair . . . . . . . . . . . . . . . . . . 4A2–26
Pinion Oil Seal . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–10 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–26
Pinion Oil Seal and Associated Parts . . . . . 4A2–10 Limited Slip Differential Assembly . . . . . . . . . 4A2–27
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–10 Disassembled View . . . . . . . . . . . . . . . . . . . . 4A2–27
Inspection and Repair . . . . . . . . . . . . . . . . . . 4A2–11 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–27
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–11 Inspection and Repair . . . . . . . . . . . . . . . . . . 4A2–29
Differential Assembly . . . . . . . . . . . . . . . . . . . . 4A2–13 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–29
Disassembled View . . . . . . . . . . . . . . . . . . . . 4A2–13 Main Data And Specifications . . . . . . . . . . . . . 4A2–31
Inspecting the Axle Before Disassembly . . 4A2–14 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–32
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4A2–14

ARE REFORMING SERVICE ON OR NEAR THE SRS corrosion inhibitors) on threaded fasteners or
COMPONENTS OR THE SRS WIRING, REFER TO fastener joint interfaces. Generally,such coatings
THE SRS SERVICE INFOMATION. FAILURE TO adversely affect the fastener torque and the joint
OTHERWISE UNNEEDED SRS SYSTEM REPAIRS. sequence and specification. Following these
systems.
4A2–2 DIFFERNTIAL (REAR)
General Description Limited Slip Differential (LSD)

The rear axle assembly is of the semi–floating type in The axle assembly may be equipped with an limited slip
which the vehicle weight is carried on the axle housing . differential (LSD). It is similar to the standard differential
The center line of the pinion gear is below the center line except that part of the torque from the ring gear is
of the ring gear (hypoid drive). transmitted through clutch packs between the side gears
All parts necessary to transmit power from the propeller and differential case.
shaft to the rear wheels are enclosed in a salisbury type The LSD construction permits differential action when
axle housing (a carrier casting with tubes pressed and required for turning corners and transmits equal torque to
welded into the carrier). A removable aluminum cover at both wheels when driving straight ahead. However, when
the rear of the axle housing permits rear axle service one wheel tries to spin due to a patch of ice, etc., the
without removal of the entire assembly from the vehicle. clutch packs automatically provide more torque to the
The 8.9 inch ring gear rear axle uses a conventional ring wheel which is not trying to spin.
and pinion gear set to transmit the driving force of the In diagnosing customer complaints, it is important to
engine to the rear wheels. This gear set transfers this recognize two things:
driving force at a 90 degree angle from the propeller shaft
to the drive shafts. 1. If, both wheels slip, with unequal traction, the LSD
The axle shafts are supported at the wheel end of the has done all it can possibly do.
shaft by a roller bearing. 2. In extreame cases of differences in traction, the
The pinion gear is supported by two tapered roller wheel with the least traction may spin after the LSD
bearings. The pinion depth is set by a shim pack located has transferred as much torque as possible to the
between the gear end of the pinion and the roller bearing non-slipping wheel.
that is pressed onto the pinion. The pinion bearing Limited Slip Differntials impose additional requirements
preload is set by crushing a collapsible spacer between on lubricants, and require a special lubricant or lubricant
the bearings in the axle housing. additive. Use 80W90 GL–5 LSD lubricant.
The ring gear is bolted onto the differential case with 10
bolts. Rear Axle Identification
The differential case is supported in the axle housing by The Bill of Material and build date information(1) is
two tapered roller bearings. The differential and ring gear stamped on the right axle tube on the rearward side.
are located in relationship to the pinion by using selective
The axle ratio is identified by a tag(3) which is secured by
shims and spacers between the bearing and the
differential case. To move the ring gear, shims are deleted a cover bolt. If the axle has limited-slip differntial, it also
from one side and an equal amount are added to the other will be identified with a tag(2) secured by a cover bolt.
side. These shims are also used to preload the bearings
which are pressed onto the differential case. Two bearing
caps are used to hold the differential into the rear axle
housing.
The differential is used to allow the wheels to turn at
different rates of speed while the rear axle continues to
transmit the driving force. This prevents tire scuffing
when going around corners and prevents premature wear
on internal axle parts.
The rear axle is sealed with a pinion seal, a seal at each
axle shaft end, and by a liquid gasket between the rear
cover and the axle housing.
425RX001
Diagnosis 7. Make sure that there is no metal–to–metal contact

between the floor and the frame.
Many noises that seem to come from the rear axle After the noise has been determined to be in the axle, the
actually originate from other sources such as tires, road type of axle noise should be determined, in order to make
surface, wheel bearings, engine, transmission, muffler, or any necessary repairs.
body drumming. Investigate to find the source of the
noise before disassembling the rear axle. Rear axles, like Gear Noise
any other mechanical device, are not absolutely quiet but Gear noise (whine) is audible from 32 to 89 km/h (20 to 55
should be considered quiet unless some abnormal noise mph) under four driving conditions.
is present. 1. In drive under acceleration or heavy pull.
To make a systematic check for axle noise, observe the
following: 2. Driving under load or under constant speed.
1. Select a level asphalt road to reduce tire noise and 3. When using enough throttle to keep the vehicle from
body drumming. driving the engine while the vehicle slows down
gradually (engine still pulls slightly).
2. Check rear axle lubricant level to assure correct level,
and then drive the vehicle far enough to thoroughly 4. When coasting with the vehicle in gear and the throttle
warm up the rear axle lubricant. closed. The gear noise is usually more noticeable
between 48 and 64 km/h (30 and 40 mph) and 80 and
3. Note the speed at which noise occurs. Stop the 89 km/h (50 and 55 mph).
vehicle and put the transmission in neutral. Run the
engine speed slowly up and down to determine if the
noise is caused by exhaust, muffler noise, or other
Bearing Noise
engine conditions. Bad bearings generally produce a rough growl or grating
4. Tire noise changes with different road surfaces; axle sound, rather than the whine typical of gear noise.
noises do not. Temporarily inflate all tires to 344 kPa Bearing noise frequently “wow–wows” at bearing rpm,
(50 psi) (for test purposes only). This will change indicating a bad pinion or rear axle side bearing. This
noise caused by tires but will not affect noise caused noise can be confused with rear wheel bearing noise.
by the rear axle.
Rear axle nose usually stops when coasting at
Rear Wheel Bearing Noise
speeds under 48 km/h (30 mph); however, tire noise Rear wheel bearing noise continues to be heard while
continues with a lower tone. Rear axle noise usually coasting at low speed with transmission in the neutral.
changes when comparing pull and coast, but tire Noise may diminish by gentle braking. Jack up the rear
noise stays about the same. wheels, spin them by hand and listen for noise at the
Distinguish between tire noise and rear axle noise by hubs. Replace any faulty wheel bearings.
noting if the noise changes with various speeds or
sudden acceleration and deceleration. Exhaust and Knock At Low Speeds
axle noise vary under these conditions, while tire Low speed knock can be caused by worn universal joints
noise remains constant and is more pronounced at or a side gear hub counter bore in the cage that is worn
speeds of 32 to 48 km/h (20 to 30 mph). Further check oversize. Inspect and replace universal joints or cage and
for tire noise by driving the vehicle over smooth side gears as required.
pavements or dirt roads (not gravel) with the tires at
normal pressure. If the noise is caused by tires, it will Backlash Clunk
change noticeably with changes in road surface. Excessive clunk on acceleration and deceleration can be
5. Loose or rough front wheel bearings will cause noise caused by a worn rear axle pinion shaft, a worn cage,
which may be confused with rear axle noise; however, excessive clearance between the axle and the side gear
front wheel bearing noise does not change when splines, excessive clearance between the side gear hub
comparing drive and coast. Light application of the and the counterbore in the cage, worn pinion and side
brake while holding vehicle speed steady will often gear teeth, worn thrust washers, or excessive drive pinion
cause wheel bearing noise to diminish. Front wheel and ring gear backlash. Remove worn parts and replace
bearings may be checked for noise by jacking up the as required. Select close–fitting parts when possible.
wheels and spinning them or by shaking the wheels to Adjust pinion and ring gear backlash.
determine if bearings are loose.
6. Rear suspension rubber bushings and spring
insulators dampen out rear axle noise when correctly
installed. Check to see that there is no link or rod
loosened or metal–to–metal contact.
Rear Axle Noise

Noise in Drive Excessive pinion to ring gear Adjust.
backlash.
Worn pinion and ring gear. Replace
Worn pinion .bearings. Replace.
Loose pinion bearings. Adjust.
Excessive pinion end play. Adjust.
Worn side bearings. Replace.
Loose side bearings. Adjust.
Excessive ring gear run-out. Replace.
Low oil level. Replenish.
Wrong or poor grade oil. Replace.
Bent axle housing. Replace.
Noisy when coasting Axle noise heard when driving will Adjust or replace.
usually be heard also on coasting,
although not as loud.
Pinion and ring gear too tight (audible Adjust.
when slowing down and disappears
when driving).
Intermittent noise Warped bevel ring. Replace.
Loose differential case bolts. Tighten.
Constant noise Flat spot on pinion or ring gear teeth. Replace.
Flat spot on bearing. Replace.
Worn pinion splines. Replace.
Worn axle shaft dowel holes. Replace.
Worn hub studs. Replace.
Bent axle shaft. Replace.
Noisy on turns Worn differential side gears and Replace.
pinions.
Worn differential shaft. Replace.
Worn axle shaft splines. Replace.
Limited Slip Differential

Does not lock Broken clutch plates. Replace the clutch plates.
Chatters in turns Lubricant contaminated. Drain lube when hot. Wipe carrier
clean. Refill with lube specified in
Main Data and Specifications at the
end of this section.
Clutch plates dateriorated. Replace clutch plates.
Noise (in addition to normal clutch Broken clutch plates. Replace clutch plates.
engagement)
Damaged case. Replace unit.
Broken differential gears. Replace gears.
Axle Housing
Axle Housing and Associated Parts
420RW030
Legend (6) Lateral Rod

(1) Lower Link (7) Brake Hose
(2) Stabilizer (8) Coil Spring
(3) Upper Link (9) Parking Cable
(4) Rear Propeller shaft (10) Axle Assembly
(5) Shock Absorber
Removal
1. Raise the vehicle and support it with suitable safety
stands.
The hoist must remain under the rear axle housing.
2. Take out brake fluid. Refer to Hydraulic Brakes in
Brake section.
3. Remove rear wheels and tires. Refer to Wheel
Replacement in Suspension section.
4. Remove propeller shaft. Refer to Rear Propeller
Shaft in this section.
5. Drain the rear axle oil into a proper container.
6. Remove parking brake cable, release the connection
between the cable fixing clip equalizer. Refer to
Parking Brakes in Brake section.
7. Move the clip aside and pull out the breather hose.
8. Disconnect the ABS connectors (1) and remove the
brackets attached to the frame and center link.
350RW023
9. Loosen the brake tube flare nut, remove the clip and 12. Remove the lateral rod fixing bolt and nut from the
take out the brake tube. frame.
13. Remove the upper link mounting bolt and nut (3) from
the axle housing.
350RW020
10. Remove the shock absorber.

11. Remove the stabilizer linkage mounting bolts and 460RW015
nuts (2) from the frame side. 14. Remove the lower link fixing bolt and nut (4) from the
axle housing.
350RW024
460RW016
15. Jack down and remove the coil spring and insulator.
16. Axle housing assembly can be separated from the
vehicle on completion of steps 1 – 15.
17. Remove the brake caliper fixing bolt, loosen the flare
nut, release the clip and take out the brake caliper
together with the flexible hose.
18. Remove brake disc.
19. Remove antilock brake system speed sensor fixing
bolt and the clip and bracket on the axle housing.
20. Remove the brake pipe clip and fixing bolt on the axle
housing and take out the brake pipe.
Installation 9. Install the lateral rod fixing nut and bolt to the frame
side.
1. Install brake pipe. 10. Install the stabilizer linkage mounting nut and bolt to
2. Connect Antilock brake system (ABS) speed sensor the frame side.
and harness, refer to 4–Wheel Anti–Lock Brake 11. Install the shock absorber.
System (ABS) in Brake section.
12. Install brake tube flare nut, Refer to Disk Brakes in
3. Install brake disc. Brake section.
4. Install brake caliper. Refer to Disk Brakes in Brake 13. Install ABS connector and bracket.
section.
14. Connect breather hose.
5. Install axle housing assembly.
15. Install parking brake cable, Refer to Parking Brakes in
6. Install coil spring and insulator. Brake section.
7. Install the lower link fixing bolt and nut to the axle 16. Bleed brakes. Refer to Hydraulic Brakes in Brake
housing. For the procedures in items 7–11, refer to section.
Suspension section.
8. Install the upper link bolt and nut to the axle housing.
Axle Shaft, Oil Seal and Bearing

Axle Shaft and Associated Parts Drum Brake Model
Disc Brake Model
420RX001
Legend
420RW008
(1) Axle Shaft
Legend (2) Backing Plate
(1) Axle Shaft (3) Oil Seal
(2) Backing Plate (4) Bearing
(3) Oil Seal (5) Axle Housing
(4) Bearing (6) Lock Washer
(5) Axle Housing (7) Nut
(6) Lock Washer
(7) Nut
Removal 8. Remove oil seal, retainer, and emergency brake

assembly.
1. Raise the vehicle. 9. Remove inner race from shaft with OTC–1126
2. Remove rear wheels and brake calipers or drums. bearing splitter and press.
Do not let calipers hang from the vehicle by the brake
line or hose. Wire them to frame of vehicle to prevent
damage.
3. Remove four nuts and lockwashers.
4. Remove shaft assembly from the axle housing.
5. Remove snap ring and bearing cup.
6. Break retainer ring with hammer and chisel.
420RS028
Inspection
f Shaft for spalling or grooves from seal wear.
f Retainer – bent or damaged.
f Replace items if required.
420RS026
7. Break bearing cage with hammer and chisel. Installation

1. Emergency brake assembly.
2. Install retainer.
Note direction – do not install backwards.
420RS027
420RS029
3. Install oil seal. Note direction. 5. Install retainer ring, using installer and press.
4. Install bearing assembly, using installer and press.
420RS033
420RS030
NOTE: Install bearing with cup towards inboard side. 7. Install axle shaft assembly into housing.
8. Install bolts, lockwashers, and nuts.
Tighten the retainer nuts to the specified torque.
Torque : 75 N·m (55 lb ft)
420RS031
Pinion Oil Seal

Pinion Oil Seal and Associated Parts
420RW013
Legend (3) Oil Seal

(1) Flange Nut and Washer (4) Outer Oil Seal Slinger
(2) Flange (5) Outer Pinion Bearing (Cup and Cone)
Removal
1. Remove the rear propeller shaft. Refer to Rear
Propeller Shaft in this section.
2. Drain the rear axle oil.
3. Check and record preload with an inch pound torque
wrench. This will give combined pinion bearing, seal,
carrier bearing, axle bearing and seal preload.
425RW018
4. Remove flange nut and washer by using pinion flange 6. Remove oil seal.
holder J–8614–01 after raising up its staked parts 7. Remove pinion oil seal slinger.
completely.
8. Remove outer bearing by using remover J–39602.
425RW037
5. Remove flange by using SST J–8614–1 ∼ 3.

425RS090

f Have a suitable container in place to catch
lubricant.
1. Seal surface of the flange.
2. Cage bore for burns.
Installation
1. Install collapsible spacer, discard the used collapsible
spacer and install a new one.
425RW038
NOTE: Do not drive in, but just temporarily set in the outer 4. Install flange.
bearing by hand, which should be indirectly pressed in 5. The pinion washer and a new nut while holding the
finally by tightening the flange nut. pinion flange with J–8614–01.
3. By using the seal installer J–37263, install a new oil f Tighten the nut until the pinion end play is just taken
seal (1) that has grease on seal lip. up. Rotate the pinion while tightening the nut to seat
the bearings. Once there is not end play in the
pinion, the preload torque should be checked.
f Remove J–8614–01. Using an inch-pound torque
wrench, check to make sure the pinion preload is
equal to or slightly over the reading recorded during
removal.
425RS004
425RW018
6. Install propeller shaft to the frange.

7. Install bolt and nut. Tighten the bolt and nut to the
specified torque.
Differential Assembly
Disassembled View
420RW018
Legend (17) Lock Pin

(1) ABS Speed Sensor (18) Axle Vent
(2) Housing (19) Gasket
(3) Outer Pinion Bearing (Cup and Cone) (20) Cover and Clip Assembly
(4) Outer Oil Slinger (21) Fill Plug (with Magnet)
(5) Oil Seal (22) Mounting Bracket
(6) Companion Flange Assembly (23) Side Bearing Cap Bolt
(7) Pinion Nut Washer (24) Side Bearing Cap
(8) Pinion Nut (25) Drive Gear Bolts
(9) Collapsible Spacer (26) Differential Adjustment Shims (Side Bearing
(10) Baffle Plate Preload and Ring Gear/Pinion Backlash)
(11) Inner Pinion Bearing (Cup and Cone) (27) Side Bearing (Cup and Cone)
(12) Inner Oil Slinger (28) Differential Shaft
(13) Pinion gear adj. Shim-Selective (Position) (29) Differential Side Gears
(14) Ring gear and Pinion Gear Assembly (30) Side Gear Thrust Washer
(15) Exciter Ring (31) Pinion Mate Gears
(16) Differential Case (32) Thrustwasher-Differential Pinion Mate Gear
Inspecting the Axle Before 4. Remove Differential case.

Disassembly f Pry the case from the axle housing at the differential
“window”.
1. Remove the axle cover from the rear axle and drain
the axle lubricant into a suitable container.
2. Check ring gear backlash. Refer to “BACKLASH
ADJUSTMENT” in this section. This information can
be used to determine the cause of the axle problem. It
will also help when setting up the shim packs for
locating and preloading the differential cage.
3. Check case for metal chips and shavings. Determine
where these ships and shavings come from, such as
a broken gear or bearing cage.
f If possible, determine the cause of the axle problem
before disassembly.
Disassembly
1. Remove axle shafts.
f Refer to axle shaft replacement in this section.
2. Remove ABS sensor.
3. Remove bearing caps and bolts. 420RW010
f Mark the caps and the housing as left and right. 5. Remove side bearing outer races and shims.
CAUTION: Bearing caps are machined with the f Mark the races and shims as left and right, and
housing and must be assembled in the same place them with the bearing cups.
position as removed. Note the matched letter 6. Remove differential side bearings using remover
stamped on the caps and carrier. When assembled, J–42379 and plug J–39830.
the letters on the caps must agree in both the f Select insert ; 303174 and collet halves ; 44801 in
hosizontal and vertical position with the letters on remover kit J–42379.
the carrier.
415RW003
420RW003 7. Remove ring gear bolts.

f Ring gear bolts use right handed threads.
CAUTION: DO not pry the ring gear from the case.
This will damage the ring and the differential case.
8. Remove ring gear from the differential. 12. Remove collapsible spacer(1).
f Drive the ring gear off with a brass drift if necessary.
f Check drive pinion bearing preload.
415RW011
13. Remove outer seal, outer oil slinger and outer pinion
bearing.
425RW018
14. Remove inner bearing, inner oil slinger and shim from
f Check the pinion assembly for looseness by the pinion.
moving it back and forth. (Looseness indicates
excessive bearing wear.) f Press the bearing off the pinion using remover
J–42379.
9. Remove pinion flange nut and washer.
f Use flange holder J–8614–01 to hold the pinion
flange.
10. Remove pinion flange.
f Use flange holder J–8614–01 to remove the pinion
flange.
415RW004
f Select insert ; 303174 and collet halves ; 44801 in

remover kit J–42379.
f Remove the shim.
15. Remove bearing cups and baffle plate from the axle
housing using a hammer and a punch.
415RS018
11. Remove pinion from the axle housing. f Work the cups out of the housing evenly, moving the
punch back and forth between one side of the cup
f Thread the pinion nut halfway onto the pinion.
and the other.
f Drive the pinion out of the housing with a hammer
f The baffle plate will be destroyed and should be
and a soft drift.
replaced with a new one.
f Remove the nut and then remove the pinion. 16. Remove exciter ring.
f Remove the exciter ring from the differential using a
mallet or a brass hammer if it is required.
NOTE: Discard the exciter ring after removal. f Ring and pinion gears are matched sets and are both
replaced anytime a replacement of either is
necessary.
Bearings
f Bearings visually and by feel.
f The bearings should feel smooth when oiled and
rotated while applying as much hand pressure as
possible.
The large end of the bearing rollers for wear.
This is where tapered roller bearing wear is most
evident.
f Bearing cups for wear, cracks, brinelling and scoring.
f Bearing and cups are only replaced as sets.
f If the rear axle was operated for an extended period of
time with very loose bearings, the ring gear and drive
pinion will also require replacement.
f Low mileage bearings may have minute scratches
and pits on the rollers and the bearing cups from the
425RS097 initial pre-load. Do not replace a bearing for this
Cleaning reason.
Do not steam clean drive parts which have ground and f Bearing cups for cracks or chips.
polished surfaces such as gears, bearings, and shafts.
These parts should be cleaned in a suitable solvent. All Shims
parts should be disassembled before cleaning. f Shims for cracks and chips. Damaged shims should
Parts should be thoroughly dried immediately after be replaced with an equally sized service shim.
cleaning. Use soft, clean, lintless rags. Parts may be dried
with cimpressed air. Do not allow the bearings to spin
while drying them with compressed air. Reassembly
1. Install pinion bearing races and baffle plate using
Inspection and Repair outer bearing race installer J–8611–01 / inner bearing
race installer J–42836 and drive handle J–8592.
It is very important to carefully and thoroughly inspect all
drive unit parts before reassembly. NOTE: Baffle plate must be installed, when install the
Thorough inspection of the drive parts for wear or stress inner pinion bearing race.
and subsequent replacement of worn parts will eliminate
costly drive component repair after reassembly.
Axle Housing
f The carrier bore for nicks or burrs that would prevent
the outer diameter of the pinion seal from sealing,
Remove any burrs that are found.
f The bearing cap bores for nicks or burrs.
Remove any burrs that are found.
f The housing for cracks. Replace the housing if any
cracks are found.
f The housing for foreign material such as metal chips,
dirt, or rust.
Pinion and Ring Gear

f Pinion and ring gear teeth for cracking, chipping,
scoring, or excessive wear.
f Pinion splines for wear.
f Pinion flange splines for wear. 425RW019
f The sealing surface of the pinion flange for nicks,

burrs, or rough tool marks which would cause
damage to the seal’s inside diameter and result in an
oil leak.
f Replace all worn or broken parts.
7. Hold the stud stationary at the flats of the stud (and).
Tighten the stud nut
Torque: 2.2 N·m (1.6 lb ft)
8. Rotate the gauge plate and bearings several
complete revolutions to seat the bearings.
9. Tighten the stud nut until a torque of 1.6 to 2.2 N·m
(1.2 to 1.6 lb ft.) is required to keep the gauge plate in
rotation.
10. Assemble discs J–39837–1, arbor J–23597–1 and
dial indicator J–8001 to the side bearing bores.
NOTE: The bearing bores must be clean and burr-free.
425RW020
2. Clean all the gauge parts.

3. Lubricate the outer and inner bearings with axle
lubricant.
4. Place the bearings into the pinion bearing races.
5. Place the inner oil slinger onto the inner pinion
bearing.
NOTE: The inner oil slinger must be placed between
gauge plate and inner pinion bearing when measuring the
pinion depth.
6. Install gauge plate J–39837–2, inner J–42827 stud
and nut J–21777–43 and outer pilot J–42824 to the
pinion bore. 420RW005
11. Install the side bearing caps and tighten the bolts to
12. Rotate the gauge plate until the gauging area is
parallel with the discs.
13. Position the arbor assembly in the carrier so that the
plunger is centered on the gauge area of the gauge
plate.
420RW005
14. Set the dial indicator to “0”. Place it on the mounting 16. After the ZERO setting is obtained, rotate the gauging
post of the gauging arbor with the contact button arbor until the dial indicator rod does not touch the
touching the indicator pad. gauging plate.
Force the dial indicator downward until the needle has Record the number the dial indicator needle points to.
made a half turn clockwise. Tighten down the dial
indicator in this position.
425RS022
Legend
425RS020
(1) Example=Dial indicator reading of 0.085
Legend
(1) Dial Indicator 17. Record the pinion depth code on the head of the drive
(2) Ganging Arbor pinion.
(3) Plunger The number indicates a necessary change in the
(4) Gaug Plate pinion mounting distance. A plus number indicates
the need for a greater mounting distance (which can
15. Position the plunger on the gauge plate. Move the be achieved by decreasing the shim thickness). A
gauging arbor slowly back and forth and locate the minus number indicates the need for a smaller
position at which the dial indicator shows the greatest mounting distance (which can be achieved by
defection. At this point, once again set the dial increasing the shim thickness). If examination
indicator to “0”. reveals pinion depth code “0”, the pinion is “nominal”.
Repeat the procedure to verify the “0” setting.
425RS023
425RS021
18. Select the shim using the chart;
Dial Indicator Marking (inches)
Reading
(inches) +3 +2 +1 0 –1 –2 –3
0.027 0.030
0.028 0.030 0.031
0.029 0.030 0.031 0.032
0.030 0.030 0.031 0.032 0.033
0.031 0.030 0.031 0.032 0.033 0.034
0.032 0.030 0.031 0.032 0.033 0.034 0.035
0.033 0.030 0.031 0.032 0.033 0.034 0.035 0.036
0.034 0.031 0.032 0.033 0.034 0.035 0.036 0.037
0.035 0.032 0.033 0.034 0.035 0.036 0.037 0.038
0.036 0.033 0.034 0.035 0.036 0.037 0.038 0.039
0.037 0.034 0.035 0.036 0.037 0.038 0.039 0.040
0.038 0.035 0.036 0.037 0.038 0.039 0.040 0.041
0.039 0.036 0.037 0.038 0.039 0.040 0.041 0.042
0.040 0.037 0.038 0.039 0.040 0.041 0.042 0.043
0.041 0.038 0.039 0.040 0.041 0.042 0.043 0.044
0.042 0.039 0.040 0.041 0.042 0.043 0.044 0.045
0.043 0.040 0.041 0.042 0.043 0.044 0.045 0.046
0.044 0.041 0.042 0.043 0.044 0.045 0.046 0.047
0.045 0.042 0.043 0.044 0.045 0.046 0.047 0.048
0.046 0.043 0.044 0.045 0.046 0.047 0.048 0.049
0.047 0.044 0.045 0.046 0.047 0.048 0.049 0.050
0.048 0.045 0.046 0.047 0.048 0.049 0.050 0.051
0.049 0.046 0.047 0.048 0.049 0.050 0.051 0.052
0.050 0.047 0.048 0.049 0.050 0.051 0.052 0.053
0.051 0.048 0.049 0.050 0.051 0.052 0.053
0.052 0.049 0.050 0.051 0.052 0.053
0.053 0.050 0.051 0.052 0.053
0.054 0.051 0.052 0.053
0.055 0.052 0.053
0.056 0.053
19. Remove bearing caps and depth gauging tools. Tighten the ring gear bolts in sequence
20. Install the correct pinion shim and inner oil slinger Torque: 108 N·m (80 lb ft)
onto pinion.
NOTE: Discard used bolts and install new ones.
NOTE: Do not install pinion gear into housing at this time.
21. If the exciter ring was removed, install the new exciter
ring onto the differential case by pressing using the
ring gear as a pilot.
415RS016
Side Bearing Preload Adjustment

425RS047
1. The side bearing preload adjustment must be made
22. Install ring gear(1) to the differential case(2) before installing the pinion.
2. The side bearing preload is adjusted by changing the
thickness of both hte left and right shims equally. This
maintain the original backlash.
3. Install master side bearings J–39836 onto the case.
Remove all nicks, burrs, dirt etc., from the hubs to
allow the master bearings to rotate freely.
425RW021
23. Install new ring gear bolts.

f Tighten the ring gear bolts alternately in stages,
gradually pulling the ring gear onto the differential
case.
425RW026
4. Assemble the differential case into the housing (less
pinion). Install bearing caps and finger tight bolts.
Mount a dial indicator with a magnetic base to the
housing and indicate on the flange or head of screw.
Force the differential assembly as far as possible in
the dirction towards the indicator.
With force still applied, set indicator at zero(0).
NOTE: Dial indicator set should be capable of a minimum
travel of 5.08 mm (0.2 in).
425RW023
f Drive the bearing until the bearing cone seats on the

pinion shims.
2. Install a new collpsible spacer.
f Lubracate the pinion bearings with axle lublicant.
3. Install pinion to the axle housing.
4. Install outer pinion bearing onto the pinion.
f Hold the pinion forward from inside the case while
driving the bearing onto the pinion.
425RS107 5. Install oil seal slinger.
5. Force the differetial assembly as far as it will go in the 6. Install pinion oil seal using installer J–37263.
opposite direction. Repeat these steps until the same
7. Install the pinion flange to the pinion by tapping it with
reading is obtained.
a rawhide hammer until a few threads show through
6. RECORD THE READING OF THE INDICATOR. the pinion flange.
This amount, in shims, will be included in the final 8. Install pinion washer and a new nut while holding the
assembly shim stack to establish side bearing pinion flange with flange holder J–8614–01.
preload and ring gear and pinion backlash.
f Tighten the nut until the pinion end play is just taken
7. After marking sure the readings are correct, remove up. Rotate the pinion while tightening the nut to seat
the indicator and differetial assembly from the the bearings.
housing.
Torque:217-678 N·m (160-500 lb ft)
Once there is no end play in the pinion, the preload
Pinion Installation torque should be checked.
f The bearing cups should have been installed in Pinion f Remove flange holder J–8614–01. Using an
Depth Adjustment in this section. inch-pound torque wrench, check the pinion
1. Place the shim(1) and inner oil slinger(2) on the pinion preload by rotating the pinion with the wrench.
gear, then install the pinion inner bearing(3) using
installer J–42828.
8. The remaining amount of shims, which is the
difference between the overall found in step 6 of Side
Bearing Pre-load Adjustment and step(7) above,
should be placed on the other side of the differential
case, plus additional 0.38 mm (0.015 in) for obtaining
preload and backlash.
9. Place the required amount of shims on each hub as
determined in the previous steps and assemble side
bearing cone by using installer J–21784 and handle
J–8592.
425RW018
Preload should be at 1.0 to 1.6 N·m (8 to 14 in lbs.)

on new bearings, or 0.46 to 0.69 N·m (4 to 6 in lbs.)
for used bearings.
f If the preload torque is below the preloads given
above, continue torquing the nut in small
increments. Check the preload after each
tightening. Each tightening increases the bearing
preload by several pounds. If the bearing preload is
exceeded, the pinion will have to be removed, and a
new collapsible spacer installed. 425RW022
f Once a preload of 1.0 to 1.4 N·m (8 to 12 in lbs.) 10. Total torque to rotate — Increase of pinion torque to
has been obtained, rotate the pinion several times rotate due to differential case assembly shall not
to assure that the bearings have seated. Recheck exceed 3.4 N·m (30 in lbs.) divided by the gear ratio.
the preload, and adjust if necessary. 11. Assembly the spreader J–24385–B and indicator to
the carrier as shown in figure. Spread the carrier
0.5 mm (0.02 in) for differential installation.
Determination of Backlash & Preload
Shims
1. Install master side bearings onto the case.
2. Install differential assembly into the carrier.
3. Install the bearing cap and finger tight bolts.
4. Set up the dial indicator.
5. Force the differential assembly away from the pinion
gear until it is completely seated against the cross
bore face of the carrier.
6. With force still applied to the differential case, place
the tip of dial indicator on a machined surface of the
differential case, if available, or on the head of a ring
gear screw, and set the indicator at zero(0).
7. Force the ring gear to mesh with the pinion gear. Rock
the ring gear slightly to make sure the gear teeth are
meshed. Repeat this procedure several times until
the same reading is obtained each time. Be sure the
indicator reads zero(0) each time the ring gear is
forced back into contact with the cross bore face. This 420RW004
reading will be the necessary amount of thims to be CAUTION: Do not spread the carrier over 0.5 mm
placed between the differential case and side bearing (0.02 in).
cone on the ring gear side. 12. Remove the indicator.
Backlash Adjustment 11. Install the cover with sealant.

1. Install the differential case assembly and bearing
caps. 12. Fill the axle lubricant.
2. Rotate the case several times to seat the bearings.
3. Remove the spreader. Gear Tooth Pattern Check
4. Install the side bearing cap bolts. Checking the ring gear to pinion tooth pattern is to be
Tighten side bearing cap bolts done only after setting up the axle according to the
methods in this section. The pattern check is NEVER to
be used as an initial check, or instead of checking pinion
5. Install a dial indicator to the case using a magnetic depth and backlash adjustments.
base. This check is only to be verify the correct adjustment of
6. Place the indicator stem at the heel end of a tooth. the gear set after set up.
f Set the dial indicator so that the stem is in line with
the gear rotation and perpendicular to the tooth
angle.
425RS038
Legend
(1) Heel
425RS087
(2) Toe
7. Check and record the backlash at three points around (3) Concave Side (Coast)
the ring gear.
(4) Convex Side (Drive)
f The pinion must be held stationary when checking
backlash.
1. Wipe all oil out of the carrier, and carefully clean each
f The backlash should be the same at each point tooth of the ring gear.
within 0.07 mm (0.003 in). If the backlash varies 2. Use gear marking compound 1052351 or equivalent
more than 0.07 mm (0.003 in), check for burrs, a and apply this mixture sparingly to all ring gear teeth,
distorted case flange, or uneven bolting conditions. using a medium-stiff brush. When properly used, the
8. Backlash at the minimum lash point measured should area of pinion tooth contact will be visible when hand
be between 0.13 and 0.20 mm (0.005 and 0.008 in) load is applied.
for all new gear sets. 3. Tighten the bearing cap bolts to the specified torque.
9. If the backlash is not within specifications, move the 4. Expand the brake shoes until a torque of 54 to 68 N·m
ring gear in or out from the pinion by increasing the (40 to 50 lb ft.) is required to turn the pinion. A test
thickness of one shims, and decreasing the thickness made without loading the gears will not give a
of the other shim by the same amount. satisfactory pattern. Turn the pinion flange with a
This will maintain the correct rear axls side bearing wrench so that the ring gear rotates one full
preload. revolution, then reverse the rotation so that the ring
f Moving 0.05 mm (0.002 in) worth of shim from one gear rotates one revolution in the opposite direction.
side of the differential to the other will change the 5. Observe the pattern on the ring gear teeth and
backlash adjustment by 0.03 mm (0.001 in). compare this with figure.
10. After obtaining correct tooth contact described in
later, install ABS speed sensor.
425RS039
Adjustments Affecting Tooth Contact

Two adjustments can be made which will affect tooth
contact pattern: backlash, and the position of the drive
pinion in the case. The effects of bearing preloads are not
readily apparent on head loaded tooth contact pattern
tests; however, these adjustments shuld be within
specifications before proceeding with backlash and drive
pinion adjustments.
The position of the drive pinion is adjusted by increasing
or decreasing the distance between the pinion head and
the centerline of the ring gear.
Decreasing the distance will move the pinion closer to the
centerline of the ring gear. Increasing the distance will
move the pinion farther away from the centerline of the
ring gear.
Backlash is adjusted by means of the side bearing
adjusting shims which move the entire case and ring gear
assembly closer to, or farther from, the drive pinion. (The
adjusting shims are also used to set side bearing
preload.)
If the thickness of the right shim is increased (along with
decreasing the left shim thickness), backlash will
increase.
The backlash will decrease if the left shim thickness is
increased (along with a decrease in right shim thickness).
Differential Case Assembly

Disassembled View
425RW014
Legend (5) Differential Shaft

(1) Thrust Washer (for Pinion Gear) (6) Lock Pin
(2) Pinion Mate Gear (7) Bolt
(3) Thrust Washer(for Side Gear) (8) Differential Case
(4) Side Gear
Disassembly Reassembly
1. Remove lock pin using a small drift. 1. Install side gear with thrust washer.
2. Install the pinion mate gear with thrust washer by
engaging it with the side gears while turning both
pinion mate gears simultaneously in the same
direction.
425RS098
2. Remove the differential shaft by using a soft metal rod

and a hammer.
425RS048
3. Install differential shaft.

1. Be sure to install the differential shaft so that it is in
alignment with the lock pin hole in the differential
case.
425RS043
3. Remove pinion mate gear and thrust washer.

4. Remove side gear and thrust washer.

Make necessary correction or parts replacement if wear, 425RS049
damage, corrosion or any other abnormal condition are 4. Install lock pin.
found through inspection. After lock pin installation, stake the case to secure the
Check the following parts. lock pin.
f Ring gear, pinion gear
f Bearing
f Side gear, pinion mate gear, differential shaft
f Differential case, carrier
f Thrust washer
f Oil seal
Limited Slip Differential Assembly

Disassembled View
425RW004
Legend (6) Differential Plate Retainer

(1) Thrust Washer–Differential Pinion Mate Gear (7) Lock Pin
(2) Pinion Mate Gear (8) Differential Case
(3) Dished Spacer (9) Ring Gear Bolts
(4) Disc (10) Differential Shaft
(5) Plate (11) Differential Side Gear
Disassembly
1. Place the holder J–39824 into a vise.
Position the differential on the holder with the ring
gear side down.
2. Remove Lock pin (1) from differential shaft using a
punch.
3. Remove Differential shaft (2) using hammer and
punch.
Place shop towel behind case to prevent differential
shaft from dropping out of case.
425RW005
4. Assemble clutch pack unloading tool . 7. Assemble LSD service adapter J–39834 onto long
a. Install cap J–34174–1 to the bottom differential drive handle J–8592.Insert it into differential shaft
side gear. hole of case. Pull on handle and rotate case until
pinion mate gears can be removed.
b. Install threaded screw cap J–34174–2 to top
differential side gear. Thread forcing screws
J–22342–15 into threaded screw cap until it
becomes centered into the bottom cap.
901RW068
8. Remove pinion mate gears.

9. Hold side gear top clutch pack (1) with one hand and
901RW153
remove positraction unloading tools.
c. Tighten forcing screw until tight enough to collapse
dished spacers and and allow looseness between
side and pinion mate gears.
5. Both pinion mate gear thrust washers using a shim
stock (1) of 0.51 mm (0.020 in.) or equivalent tool to
push out washers.
425RW008
10. Remove top side gear and clutch pack.

NOTE:
f Keep the stack of plates and discs intact and in
exactly the same position while they are being
removed.
425RW007
6. Relieve tension of dished spacers by loosening 11. Remove case from holder. Turn case with flange or
forcing screw. ring gear side up to allow side gear and clutch pack to
be removed from case.
NOTE:
f You may have to adjust the forcing screw slightly to
allow the case to rotate.
12. Remove differential plate retainer from both clutch Reassembly
packs to allow separation of the plates and discs.
1. Lubricate thrust face of side gears, plates and discs
NOTE: with the proper limited slip rear axle lubricant.
f Keep the discs and plates in the same order as they 2. Assemble plates and discs in exactly in the same
were removed. position as they were removed, regardless of whether
they are new or original.
3. Install differential plate retainer to ears of plates.
NOTE:
f Make sure both retainers are Completely seated on
ears of plates.
4. Install clutch pack and side gear into bottom side gear
bore. Make sure clutch pack stays assembled to side
gear splines, and that retainers are completely seated
into pockets of case.
NOTE:
f To prevent clutch pack from falling out of case, hold
clutch pack in place by hand while repositioning case
on bench.
5. Install other side gear and clutch pack. Make sure
clutch pack stays assembled to side gear splines, and
retainers are completely seated into pockets of case.
6. Hold clutch pack in position and assemble screw cap
425RW009 J–34174–2, cap J–34174–1 and forcing screw
Legend J–22342–15. Tighten forcing screw into bottom cap
(1) Differential Plate to hold both clutch packs in position.
(2) Differential Disc 7. With tools assembled to case, position case on holder
(3) Dished Spacer J–39824 by aligning splines of side gear with those of
shaft. Tighten forcing screw to compress clutch packs
(4) Side Gear in order to provide clearance for pinion mate gears.

Cleaning
f All parts with solvent.
Visual Inspection
f Clean all parts with solvent.
f Plates and Discs. If any one disc or plate in either
stack shows evidence of excessive wear or scoring,
the complete stack is to be replaced on both sides.
f Side Gears and Pinion Mate Gears. The gear teeth of
these parts should be checked for extreme wear and
possible cracks. The external teeth of the side gear,
which retain the concentric groove discs, should also
be checked for wear or cracks.
f If replacement of one gear is required due to wear,
etc., then both side gears, pinion mate gears, and
901RW069
thrust washers are to be replaced.
8. Install pinion mate gears.
f Differential Shaft. If excessive wear is evident, the
f Place the pinion mate gears into the differential 180
differential shaft should be replaced.
degrees apart.
f Differential Plate Retainers. If wear is evident on any
one of the differential plate retainers, all four retainers
must be replaced.
f Differential Case. If scoring, wear or metal pickup is
evident on the machined surfaces, replacement of
the case is necessary.
9. While holding gears in place, insert LSD service 12. Position differential shaft in case and drive in with
adapter J–39834 with long drive handle J–8592 in hammer. Be sure lock pin hole of differential shaft (5)
differential shaft hole of case. Pull on long drive is properly aligned to allow installation of lock pin (3).
handle J–8592 and rotate case, allowing gears to Be sure that thrust washers and differential pinion
turn. Make sure that holes in pinion mate gears align mate gears are aligned with the differential case (4).
with holes in case. Install new lock pin to proper depth using a punch.
Stake metal of case over pin in two places, 180
degrees apart.
901RW070
f It may be necessary to adjust tension on forcing

screw to rotate case. 425RW013
10. Tighten forcing screw to compress the clutch packs,

to allow installation of spherical thrust washers.
11. Lubricate spherical thrust washers (2), and assemble
into case (1). Use a small screw driver to push
washers into place. Remove tools.
425RW012
Main Data And Specifications

Rear axle
Type Salisbury, Semi–floating
Rear axle Size 226 mm (8.9 in)
Gear type Hypoid
Gear ratio (to 1) 3.727 (6VD1 with A/T)
4.100 (6VD1 with A/T, 6VD1 with M/T)
4.300 (6VD1 with M/T)
Differential type Two pinion
Lubricant Grade GL–5: (Standard differential)
GL–5, LSD: (Limited slip differential)
Locking Differential Lubricant 80W90 GL–5
(USE Limited Slip Differential Gear Lubricant or Friction
Modifier Organic Additive)
Capacity 1.77 liter (1.87 US qt)
E04RX002
Special Tools
TOOL NO. TOOL NO.
TOOL NAME TOOL NAME
J–42836
J–8614–01
Installer; Inner bearing
Pinion flange holder
outer race
J–37263 J–42824
Installer; Pinion oil seal Pilot;Outer
J–42379 J–21777–43
Remover; Bearing Nut & Stud
J–39830
J–42827
Adapter; Side bearing
Pilot;Inner
plug
J–8611–01
J–39837–2
Installer; Outer bearing
Gauge plate
outer race
J–8592 J–8001
Grip Dial indicator
TOOL NO. TOOL NO.

TOOL NAME TOOL NAME
J–39858
Clutch pack unloading
tool kit Includes
J–39837–1 J–34174–1/J–34174–2
Disc (2 required) Screw cap and Cap
J–22342–15
Forcing screw
J–39834
J–23597–1 Limited–slip differential
Arbor (LSD) service adapter
J–39824
J–42828 Holder
Installer; Pinion bearing
J–39836
J–21784 Side bearing preload
Installer; Side bearing master bearings
J–39602
Remover; Outer bearing
J–24385–B
Spreader
SECTION
DRIVELINE CONTROL SYSTEM 4B–1

RODEO
DRIVELINE/AXLE
DRIVELINE CONTROL SYSTEM
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 4B–1 Shift On The Fly Vacuum Piping and
Shift On The Fly System . . . . . . . . . . . . . . . . . 4B–2 Electrical Equipment . . . . . . . . . . . . . . . . . . . . 4B–17
Outline of Shift on The Fly System . . . . . . . . . 4B–2 Vacuum Piping Diagram . . . . . . . . . . . . . . . . . . 4B–17
System Diagrams . . . . . . . . . . . . . . . . . . . . . 4B–2 Inspection and Repair . . . . . . . . . . . . . . . . . . . . 4B–18
Normal Operation . . . . . . . . . . . . . . . . . . . . . 4B–3 Vacuum Piping . . . . . . . . . . . . . . . . . . . . . . . . 4B–18
Retrial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B–4 Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . 4B–18
Functions of Indicator Lamp . . . . . . . . . . . . . . 4B–6 VSV Assembly . . . . . . . . . . . . . . . . . . . . . . . . 4B–19
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B–7 Functional Detective Switch . . . . . . . . . . . . . 4B–19
Before Judging That Troubles Occur Motor Actuator Assembly . . . . . . . . . . . . . . . 4B–19
(Unfaulty mode) . . . . . . . . . . . . . . . . . . . . . . 4B–7 Transfer Position Switch . . . . . . . . . . . . . . . . 4B–20
Parts Location . . . . . . . . . . . . . . . . . . . . . . . . 4B–8 4WD Control Unit . . . . . . . . . . . . . . . . . . . . . . . 4B–21
Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . 4B–9
4WD Control Unit Associated Parts . . . . . . 4B–21
Connector List . . . . . . . . . . . . . . . . . . . . . . . . 4B–11
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B–22
Diagnosis of The Faults Based on
the Status of 4WD Indicator Lamp, Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B–22
4WD Switch and T/F Change Lever . . . . . 4B–12

systems.
4B–2 DRIVELINE CONTROL SYSTEM
Shift On The Fly System
Outline of Shift on The Fly System

The shift on the fly system switches between 2 wheel
drive (2WD) and 4 wheel drive (4WD) electrically by
driver’s pressing the 4WD switch (push button type) on
instrument panel.
This system controls below operations. (Shifting between
“4H” and “4L” must be performed by transfer control lever
on the floor.)
1. Shifting the transfer front output gear (Connecting to,
and disconnecting from, front propeller shaft by motor
actuator).
2. Retrial of shifting the transfer front output gear.
3. Connecting front wheels to, and disconnecting them
from, the front axles by vacuum actuator.
4. Indicator on instrument panel.
5. 4WD out signal to other Electronic Hydraulic Control
Unit.
System Diagrams
412RX004
Normal Operation
The motor actuator mounted on transfer rear case is of the transfer position switch changes. The vacuum
driven by signal from 4WD switch on instrument panel. solenoid valve (VSV) is driven by the signal from transfer
After complete the connecting transfer front output gear position switch and the vacuum actuator connects front
to, or disconnecting it from, front propeller shaft, condition wheels to, or disconnect them from, front axles.
Time Chart of Shifting Under Normal Condition
F04RW002
Retrial
The motor actuator starts transfer gear shifting after gear. This procedure is repeated 3 times in maximum.
signal from 4WD switch on instrument panel has been While this procedure, 4WD indicator lamp blinks by 2 Hz.
received. But the shifting may be impossible in cold If the transfer position switch does not turn on after
weather or under high speed condition. When 2 seconds aforementioned procedure has been repeated 3 times,
have passed since transfer gear shifting started and the the gear shifting is stopped and 4WD indicator lamp’s
transfer position switch dose not turn on (the gear blinking changes from 2Hz to 4Hz to notify driver that the
engagement is not completed), the motor reverses its gear shifting is stopped. This blinking of indicator lamp
rotation for 1.2 seconds and tries again to shift transfer continues until 4WD switch is returned from 4WD to 2WD.
Time Chart of Shifting Under Severe Condition (retrial)
F04RX004
Warning at “4L” position :In view of the shifting switch when vehicle is in “4L” condition. In the case this
mechanism of transfer, the gear shifting from 4WD to condition continues for 2 seconds, the shifting to 2WD is
2WD at “4L” condition is impossible. Therefore, the stopped and the indicator lamp’s blinking changes from
transfer position switch can not be turned off by 4WD 2Hz to 4Hz to notify driver of wrong operation.
Time Chart of Shifting from 4WD to 2WD at “4L” Condition
F04RX005
4WD out signal to other Electronic Hydraulic Control

Unit : ECU of shift on the fly sends 4WD out signal to
other Electronic Hydraulic Control Unit as below.
4WD out signal Vehicle Condition Transfer position switch Front axle switch
(Period)
120 ms 2WD 2WD (Open) 2WD (Open)
240 ms 4WD 4WD (Close) 4WD (Close)
Functions of Indicator Lamp

Indication of vehicle condition : Indicator lamp is
controlled by ECU of shift on the fly and shows vehicle
conditions as below.
Indicator Vehicle condition 4WD switch Transfer position Front axle switch
switch
Off 2WD Off (Close) 2WD (Open) 2WD (Open)
On 4WD On (Open) 4WD (Close) 4WD (Close)
Blink (2Hz) Operating On (Open) 4WD (Close) 2WD (Open)
Off (Close) 2WD (Open) 4WD (Close)
Blink (4Hz) Stop operating On (Open) 2WD (Open) 2WD (Open)
Off (Close) 4WD (Close) 4WD (Close)
Bulb check :The bulb of indicator lamp is checked for 2

seconds when ignition key is turned on.
Time Chart of Bulb Checking
F04RW004
Retrials from 2WD to 4WD :In cold weather or under

high speed condition, the gear shifting (engagement)
sometimes dose not complete by 3 trials. In such case,
the indicator lamp inform driver of this incident as
aforementioned chart (shown at Retrial in Outline of shift
on the fly system.)
Diagnosis When Switching from 4WD to 2WD

1. In case that the 4WD indicator continues blinking
Before Judging That Troubles Occur by 2Hz .
(Unfaulty mode) The 4WD indicator continues blinking by 2Hz until
When Switching from 2WD to 4WD both shifting the transfer gear and disconnecting the
front wheels are completed when switching 4WD to
1. In case that blinking frequency of the 4WD 2WD. When drive line is loaded with torsional torque,
indicator changes from 2Hz to 4Hz. the shifting transfer gear and disconnecting front
When heavy synchronization load is needed, the wheels are impossible. In this case, removal of
motor actuator tries the shifting transfer gear three torsional torque on drive line make the shifting
times including the activation shifting. While the transfer gear and disconnecting front wheels
motor actuator tries shifting, the indicator blinks by possible.
2Hz. If the third shifting fails, the indicator’s blinking
Solution 3: When vehicle is running, drive
changes from 2Hz to 4Hz at the same time that the
straight ahead while accelerating and
motor actuator shifted back to 2WD.
decelerating. When vehicle is at a stop, move the
Heavy synchronization load occurs by vehicle forward and backward from 2 to 3 meters.
f extremely lower temperature. 2. In case that the 4WD indicator’s blinking changes
f higher speed.rotation difference of wheels during from 2Hz to 4Hz.
cornering. Check the position of transfer lever. Is it at “4L”
Solution 1: Operate again after stop the vehicle or position? In view of the shifting mechanism of
slow down. transfer, the gear shifting from 4WD to 2WD at “4L”
condition is impossible.
2. In case that the 4WD indicator continues blinking
by 2Hz for more than 11.5 seconds. Solution 4: Push the 4WD switch to 4WD, shift the
transfer lever to “High” position and re–operate
When there is rotation difference of wheels or there
the 4WD switch to 2WD.
is phase difference between front wheels and axles,
it is difficult to connect front wheels to front axles. The
blinking by 2Hz shows that shifting the transfer gear
or connecting the front wheels is in the middle of
operating. In above case, the indicator’s blinking by
2Hz shows that connecting the front wheels is not
completed (because the indicator’s blinking changes
to 4Hz when the shifting transfer gear is impossible.).
And removal of rotation or phase difference make
connecting the front wheels possible.
Solution 2: When vehicle is running, drive
straight ahead while accelerating and
decelerating. When vehicle is at a stop, move the
vehicle forward and backward from 2 to 3 meters.
Parts Location
D08RX118
Legend (10) C–32

(1) Battery (11) I–19
(2) Fuse & Relay Box (12) B–19
(3) C–4 (13) C–16
(4) M–11 (14) H–15, H–32
(5) B–8 (15) H–18
(6) C–31 (16) C–15
(7) I–1 (17) M–12
(8) Starter Switch (18) H–9, H–10, H–11
(9) I–2
Wiring Diagram
D08RW214–1
D08RX119
Connector List
No. Connector face No. Connector face
B-8 H-11
B-19 H-15
C-4 H-18
C-15 H-32
C-16 I-1
C-31 I-2
C-32 I-19
H-9 M-11
M-10 M-12
Diagnosis of The Faults Based on the

Status of 4WD Indicator Lamp, 4WD
Switch and T/F Change Lever
Diagnosis charts are shown on below. If troubles can not
be solved after every chart was traced, troubles may
occur in the ECU. In this case, replace the ECU and trace
every chart again.
Fault on Switching from 2WD to 4WD
1. In case that 4WD indicator’s blinking changes
from 2Hz to 4Hz after Solution 1 is carried out.
Faults occur in the motor actuator or the transfer case
assembly. Remove the motor actuator and check
function. If problem was found and it was repaired, try
Solution 1 again. After that, disassemble the
transfer case assembly for check and repair or
replace. If incident is not improved after above
mentioned actions were taken, replace the ECU.
2. In case that 4WD indicator dose not blink nor
light, when switching from 2WD to 4WD.
Step Action Yes No
1 Turn on the
ignition and trace
Is ignition turned on?
this chart from
Go to Step 2 start.
2 Burning out of
indicator lamp or
Dose the indicator light during two seconds initialization after
disconnection of
ignition is turned on?
harness wire.
Trace this chart
from the start
after repair or
Go to Step 3 replace.
3 Short-circuit
(body short) on
Is the 4WD switch turned from 2WD to 4WD?
harness of the
4WD switch.
Fault of the 4WD
switch (holding
the closed
condition).
Trace this chart
from the start
after repair or Push the 4WD
replace. switch to 4WD.
3. Case that the indicator keeps blinking by 2Hz after aforementioned Solution 2 is carried out.
Step Action Yes No

1 Check the air pressure and wear of all tires. Try Solution 2
after adjust the
Were problems found?
air pressure and
replace worn
tires. Go to Step 2
2 Disconnection of
the motor
Can the transfer lever be operated from High to 4L or vice versa?
actuator harness
wiring. Trace this
chart from the
start after repair
or replace.
Faults on the
motor actuator.
Trace this chart
from the start
after replace.
Internal faults of
transfer case.
Disassemble the
transfer case for
check. Trace this
chart from the
start after repair
Go to Step 3 or replace.
3 Pull out the hoses from vacuum actuator and operate 4WD Faults on the
switch. transfer position
switch or its
Is there negative pressure on either of hoses?
harness. Trace
this chart from
the start after
repair or replace.
Faults on the
VSV main body,
its harness or
vacuuming
system. Trace
the diagnosis
chart in Front
Axle ASM
section. After
that, trace this
chart from the
Go to Step 4 start.
4 Check the axle switch. Disconnection on
the axle harness.
Trace this chart
from the start
after repair or
replace.
Faults on Front
Axle ASM. Trace
the diagnosis
chart in Front
Internal faults on Axle ASM
axle switch. section. After
Trace this chart that, trace this
from the start chart from the
after replace. start.
Fault on Switching from 4WD to 2WD
1. Case that indicator dose not blink nor turn out.
Step Action Yes No
1 Short circuit of
the indicator
Dose the indicator turn out by ignition off?
Go to Step 2 harness.
2 Disconnection on
the 4WD switch
Is the 4WD switch on 2WD position?
harness or
breakdown of the
4WD switch in
open state. Turn the 4WD
Trace this chart switch to 2WD
from the start position. Trace
after repair or this chart from
replace. the start.
2. Case that indicator keeps 2Hz blinking after aforementioned Solution 3 is carried out.
Step Action Yes No

1 Check the air pressure and wear of all tires. Try Solution 3
after adjust the
air pressure and
replace worn
tires. Go to Step 2
2 Faults on the
harness wiring of
motor actuator.
Trace this chart
from the start
after repair or
replace.
Internal faults on
transfer case.
Disassemble the
transfer case for
check. Trace this
chart from the
start after repair
or replace.
Faults on the
motor actuator.
Trace this chart
from the start
after or replace. Go to Step 3
3 Pull out the hoses from vacuum actuator and operate 4WD Faults on the
switch. transfer position
switch or its
Is there negative pressure on either of hoses?
harness. Trace
this chart from
the start after
repair or replace.
Faults on the
VSV main body,
its harness or
vacuuming
system. Trace
the diagnosis
chart in Front
Axle ASM
section. After
that, trace this
chart from the
Go to Step 4 start.
4 Check the axle switch. Internal faults on
axle switch.
Trace this chart
from the start
after replace.
Faults on Front
Axle ASM. Trace Short circuit
the diagnosis (body short) or
chart in Front disconnection of
Axle ASM the axle harness.
section. After Trace this chart
that, trace this from the start
chart from the after repair or
start. replace.
3. Case that indicator’s blinking changes to 4Hz after aforementioned Solution 4 is carried out.
Step Action Yes No

1 Faults on the
harness wiring of
motor actuator.
Trace this chart
from the start
after repair or
replace.
Faults on the
motor actuator.
Trace this chart
from the start
after replace.
Internal faults on
transfer case.
Disassemble the
transfer case for Faults on the
check. Trace this ECU. Trace this
chart from the chart from the
start after repair start after
or replace. replace.
Shift On The Fly Vacuum Piping and Electrical Equipment
Vacuum Piping Diagram
C04RW005
Actuator Assembly Vacuum Tank
412RW024 412RW025

Vacuum Piping
C04RW004
1. Pull out the Hose A in figure and install a vacuum Check Valve
gauge.
2. Plug up Hose B in figure to prevent the leak of
vacuum.
3. Start the engine and measure vacuum 2 or 3 minutes
afterward.
4. Repeat 1) and 2) but with Hose A plugged and Hose B
pulled out.
5. If vacuum measures –400mmHg, or if it shows a
sudden drop immediately after engine stop, inspect
the hose, tank, and pipe for damage.
NOTE: Be careful not to permit the entry of dust and
water during inspection.
6. Pull out Hose D in above illustration.
7. Plug Hose E in above illustration.
8. Make sure that Hose D in above illustration is under
atmospheric pressure.
9. Pull out Hose E and plug Hose D, and make sure that
Hose E is under atmospheric pressure.
C04RS004
10. If Check 8) or 9) has revealed stoppage, check and 1. Apply vacuum from the orange colored side(1).
see that there is no bend, foreign matter in the hose or
in the filter. If there is trouble, repair or replace. Vacuum:–400mmHg
2. Check leakage of vacuum.
3. Make sure that vacuum cannot be applied from the
black colored side(2).
4. If vacuum is not applicable as much as –400mmHg,
and if there is resistance on the intake side, replace
with a new check valve.
VSV Assembly 1. With battery not connected (Usual).
Inspect the vehicle side harness as follows: A–C:There is continuity
B:Closed
2. With battery connected
A – B:There is continuity
C:Closed
3. If 1) and 2) fail, replace with a new VSV.
Functional Detective Switch
412RW026
Legend
(1) Grey
(2) Blue
1. Remove connector.
2. Shift transfer lever to 2H and start the engine.
NOTE: The vehicle should not be started, with the engine 412RS048
idling.
1. With ball (1) being free
3. Make sure that there is continuity in the vehicle side of
A–B:There is continuity
harness. If there is no continuity, check transfer shift
switch and wiring. 2. With ball forced into the switch
Inspect the both VSVs as follows A–B:No continuity
3. If 1) and 2) fail, replace with a new switch.
Motor Actuator Assembly

Inspect the function of the motor actuator assembly as
follows:
1. Disassemble the motor actuator from transfer rear
case.
F04RS004
412RW037 412RX002
Legend Legend
(3) Shift Rod (1) 2WD
(4) Connector (2) 4WD
(3) Shift Rod
2. Connect the terminals as shown in figure. (4) Connector
Shift rod of the motor actuator moves and stops
at 4WD position. 4. If 2) and 3) fail, replace with a new motor actuator.
Transfer Position Switch
412RX001
Legend
412RW040
(1) 2WD
(2) 4WD Legend
(3) Shift Rod (1) Ball
(4) Connector
1. With ball being free.
3. Connect the terminals as shown in figure. A–B : There is continuity.
Shift rod of the motor actuator moves and stops 2. With ball forced into the switch.
at 2WD position.
A–B : No continuity.
3. If 1) and 2) fail, replace with a new switch.
4WD Control Unit

4WD Control Unit Associated Parts
412RW042
Legend
(1) Center Console Assembly
(2) 4WD Control Unit
Removal
1. Remove center console assembly.
Refer to Interior Trim in Body and Accessories
section.
2. Remove two screws and harness connector (1) from
4WD control unit.
412RW041
Legend
(1) Harness Connector
Installation
1. Connect harness connector, then install 4WD control
unit.
2. Install center console assembly.
SECTION
DRIVE SHAFT SYSTEM 4C–1

RODEO
DRIVELINE/AXLE
DRIVE SHAFT SYSTEM
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 4C–1 Main Data and Specifications . . . . . . . . . . . 4C–26
General Description . . . . . . . . . . . . . . . . . . . . . 4C–2 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–28
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–2 Propeller Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–29
Front Hub and Disc (2WD Model) . . . . . . . . . 4C–3 General Description . . . . . . . . . . . . . . . . . . . . . 4C–29
Disassembled View . . . . . . . . . . . . . . . . . . . . 4C–3 Universal Joint . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–30
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–3 Diagnosis of Propeller Shaft and
Inspection and Repair . . . . . . . . . . . . . . . . . . 4C–4 Universal Joint . . . . . . . . . . . . . . . . . . . . . . . . . 4C–31
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–5 Front Propeller Shaft . . . . . . . . . . . . . . . . . . . . . 4C–32
Front Hub and Disc (4WD Model) . . . . . . . . . 4C–8 Front Propeller Shaft and Associated Parts 4C–32
Disassembled View . . . . . . . . . . . . . . . . . . . . 4C–8 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–32
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–8 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–32
Inspection and Repair . . . . . . . . . . . . . . . . . . 4C–9 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–33
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–10 Universal Joint Disassembly . . . . . . . . . . . . 4C–34
Front Drive Shaft Joint . . . . . . . . . . . . . . . . . . . 4C–13 Inspection and Repair . . . . . . . . . . . . . . . . . . 4C–35
Front Drive Shaft Joints Replacement . . . . 4C–13 Universal Joint Reassembly . . . . . . . . . . . . . 4C–36
Front Axle Drive Shaft . . . . . . . . . . . . . . . . . . . 4C–14 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–37
Front Axle Drive Shaft and Associated Main Data and Specifications . . . . . . . . . . . . . 4C–38
Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–14 Rear Propeller Shaft . . . . . . . . . . . . . . . . . . . . . 4C–39
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–15 Rear Propeller Shaft and Associated Parts 4C–39
Inspection And Repair . . . . . . . . . . . . . . . . . . 4C–16 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–39
Bushing Replacement . . . . . . . . . . . . . . . . . . 4C–16 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–39
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–16 Slip Joint Disassembly . . . . . . . . . . . . . . . . . 4C–40
Shift On The Fly System . . . . . . . . . . . . . . . . . 4C–19 Universal Joint Disassembly . . . . . . . . . . . . 4C–41
Shift On The Fly System and Associated Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–43
Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–19 Universal Joint Reassembly . . . . . . . . . . . . . 4C–44
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–19 Slip Joint Reassembly . . . . . . . . . . . . . . . . . . 4C–45
Inspection And Repair . . . . . . . . . . . . . . . . . . 4C–21 Main Data and Specifications . . . . . . . . . . . 4C–46
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4C–24

systems.
4C–2 DRIVE SHAFT SYSTEM
General Description The drive axles are completely flexible assemblies,

consisting of inner and outer constant velocity (CV) drive
This publication contains essential removal, installation, shaft joints connected by an axle shaft.
adjustment and maintenance procedures. For description of front propeller shaft and universal joint,
The front axle utilizes a central disconnect type front refer to Front Propeller Shaft in this section.
axle/transfer case system.
Diagnosis
Oil Leak At Front Axle Worn or defective oil seal. Replace the oil seal.
Front axle housing cracked. Repair or replace.
Oil Leak At Pinion Shaft Too much gear oil. Correct the oil level.
Oil seal worn or defective. Replace the oil seal.
Pinion flange loose or damaged. Tighten or replace.
Noises In Front Axle Drive Shaft Broken or worn drive shaft joints and Replace the drive shaft joints and
Joint bellows (BJ and DOJ). bellows.
“Clank” When Accelerating From Loose drive shaft joint to output shaft Tighten.
“Coast” bolts.
Damaged inner drive shaft joint. Replace.
Shudder or Vibration During Excessive drive shaft joint angle. Repair.
Acceleration
Worn or damaged drive shaft joints. Replace.
Sticking spider assembly (inner drive Lubricate or replace.
shaft joint).
Sticking joint assembly (outer drive Lubricate or replace.
shaft joint).
Vibration At Highway Speeds Out of balance or out of round tires. Balance or replace.
Front end out of alignment. Align.
Noises in Front Axle Insufficient gear oil. Replenish the gear oil.
Wrong or poor grade gear oil. Replace the gear oil.
Drive pinion to ring gear backlash Adjust the backlash.
incorrect.
Worn or chipped ring gear, pinion Replace the ring gear, pinion gear or
gear or side gear. side gear.
Pinion shaft bearing worn. Replace the pinion shaft bearing.
Wheel bearing worn. Replace the wheel bearing.
Differential bearing loose or worn. Tighten or replace.
Wanders and Pulls Wheel bearing preload too tight. Adjust the wheel bearing preload.
Tire worn or improperly inflated. Adjust the inflation or replace.
Front or rear suspension parts loose Tighten or replace.
or broken.
Front Wheel Shimmy Wheel bearing worn or improperly Adjust or replace.
adjusted.
Worn ball joint or bush. Replace the ball joint or bush.
Tire worn or improperly inflated. Replace or adjust the inflation.
Shock absorber worn. Replace the shock absorber.
Front Hub and Disc (2WD Model)

Disassembled View
411RX001
Legend (6) Hub and Disc Assembly

(1) Bolt (7) ABS Sensor Ring
(2) Cover and Gasket (8) Inner Bearing
(3) Lock Washer (9) Oil Seal
(4) Hub Nut (10) Bolt
(5) Outer Bearing (11) Wheel Pin
Disassembly
1. Before disassembly, jack up the front of vehicle and
support frame with jack stands.
2. Remove the two bolts from the rear side of the
knuckle arm, then remove the brake caliper, with the
brake hose attached.
Use a wire to attach the brake caliper to the upper link.
Refer to Disk Brakes in Brake section.
3. Remove cover bolt.
4. Remove cover and gasket.
5. Remove lock washer.
6. Remove hub nut, using front hub nut wrench
J–36827.
901RW054
7. Remove outer bearing. f Clamp hub and disc assembly in vise, using
8. Remove oil seal. protective pads. Remove six(6) disc-to-hub
retaining bolts.
9. Remove inner bearing.
10. Use a brass bar to remove the outer bearing outer
race(1), oil seal, inner bearing and inner bearing outer
race(2) from the hub.
411RS021
f Place hub on a suitable work surface and remove

wheel studs, as required, using a hammer.
411RS002
11. Remove bolt.

12. If necessary, replace the wheel pin in the following
manner.
f Scribe mark(1) on hub to disc before disassembly
to insure proper assembly.
411RS004

Check the following parts for wear, damage or other
abnormal conditions.
f Hub
411RS003
f Hub bearing
f Bearing outer race
f Disc
f Oil seal
Reassembly 3. Install bolt.

Tighten the bolts to the specified torque.
1. Install wheel pin.
f Place hub on a wood workbench or a block of wood
approx. 6” by 6” to protect the wheel stud ends and
threads.
f Install wheel stud, using a hammer.
NOTE: Be sure wheel stud is started squarely and seats
completely.
411RS021

Install the outer race by driving it into the hub by using
installer J–36828 and grip J-8092.
411RS005
2. Align index marks(1) and install hub to disc.
901RW056
411RS003
5. Install inner bearing. 8. Install hub nut by using wrench J–36827.
Install the outer race by driving it into the hub by using Turn the place where there is a chamfer in the tapped
installer J–36829 and grip J–8092. hole to the outer side, and attach the nut.
411RS023 901RW054
6. Install oil seal by using installer J–36830 and grip Preload Adjustment
J–8092.
1. Tighten the hub nut to 29.4 N·m (21.7 lb ft), then
Apply Multipurpose grease NLGI No. 2 or equivalent loosen the nut to the full.
to the lip portion.
2. Tighten the hub nut to the value given below,
using a spring scale on the wheel pin.
Bearing Preload
New bearing and New 19.6 – 24.5 N
oil seal (4.4 – 5.5 lb)
Used bearing and New 11.8 – 17.7 N
oil seal (2.6 – 4.0 lb)
If the measured bearing preload is outside the

specifications, adjust it by loosening or tightening
the bearing nut.
901RW057
7. Apply Multipurpose grease NLGI No.2 in the hub and

bearing.
Hub 35 g (1.23 oz)
Outer bearing 10 g (0.35 oz)
Inner bearing 15 g (0.53 oz)
411RS011
9. Install lock washer.
f Turn the side with larger diameter of the tapered
bore to the vehicle outer side, then attach the
washer.
If the bolt holes in the lock plate are not aligned with
the corresponding holes in the nut, reverse the lock
plate. If the bolt holes are still out of alignment, turn
in the nut just enough to obtain alignment. Screw is
to be fastened tightly so its head may come lower
than the surface of the washer.
411RS012
10. Install cover and tighten the cover bolt.

11. Install brake caliper and tighten fixing bolt.
Front Hub and Disc (4WD Model)

Disassembled View
411RW001
Legend (7) Outer Bearing

(1) Bolt (8) Bolt
(2) Cap (9) Hub and Disc Assembly
(3) Snap Ring and Shim (10) Wheel Pin
(4) Hub Flange (11) ABS Sensor Ring
(5) Lock Washer and Lock Screw (12) Inner Bearing
(6) Hub Nut (13) Oil Seal
Disassembly 3. Remove the disc brake caliper assembly and hang it

on the frame with wires. Refer to Disk Brakes in Brake
1. Before disassembly, select the 2WD position with the section.
4WD switch. 4. Remove Bolt.
2. Jack up the front of vehicle and support frame with 5. Remove cap.
jack stands.
6. Remove snap ring and shim.
7. Remove hub flange.
8. Remove lock washer and lock screw. f Place hub on a suitable work surface and remove
9. Use wrench J–36827, remove hub nut. the studs by using a hammer.
901RW054 411RS004
10. Remove hub and disc assembly.

11. Remove ABS sensor ring. Inspection and Repair
12. Remove outer bearing. Make necessary correction or parts replacement if wear,
13. Remove oil seal. damage, corrosion or any other abnormal condition are
14. Remove inner bearing. found through inspection.
15. Remove bolt , if necessary, replace the wheel pin in
f Hub
the following manner.
f Hub bearing oil seal
f Apply a scribe mark(1) to disc to hub.
f Knuckle spindle
f Clamp the hub and disc assembly in a vise, using
protective pads. Remove the 6 disc–to–hub f Disc
retaining bolts. f Caliper
f Shift on the fly system parts (Cap, Hub flange, Shim,
Snap ring)
f ABS sensor ring
For inspection and servicing of disc caliper and related
parts, refer to Disc Brakes in Brake section.
411RS003
Reassembly 3. Use installer J–36829 and grip J–8092, then install

the inner bearing by driving it into the hub.
1. Install wheel pin.
f Place the hub on a wood workbench or a block of
wood approx. 6” by 6” to protect the wheel stud
ends and threads.
f Insert a wheel stud using a hammer.
Be sure the wheel stud is started squarely and
seats completely.
901RW055
4. Use installer J–36828 and grip J–8092 then install the

outer bearing by driving it into the hub.
411RS005
2. Align scribe marks(1) and attach the hub to the disc,

then tighten the bolts to the specified torque.
901RW056
411RS003
5. Apply grease (NLGI No.2 or equivalent) to the lip 8. Install hub nut.
portion, then install oil seal by using installer J–36830 Turn to the place where there is a chamfer in the
and grip J–8092. tapped hole to the outer side, then attach the nut by
using front hub nut wrench J–36827.
901RW057
6. Install ABS sensor ring, then tighten the bolts to the 901RW054
specified torque. Preload Adjustment

Torque: 18 N·m (13 lb ft) 1. Tighten the hub nut to 29 N·m (22 lb ft), then fully
7. Install hub and disc assembly. loosen the nut.
f Apply grease in the hub. 2. Tighten the hub nut to the value given below,
f Apply wheel bearing type grease NLGI No. 2 or using a spring scale on the wheel pin.
equivalent to the outer and inner bearing. New bearing and New oil seal
Grease Amount Bearing Preload: 20 N – 25 N (4.4 lb – 5.5 lb)
f Hub: 35 g (1.23 oz) Used bearing and New oil seal
f Outer bearing: 10 g (0.35 oz)
Bearing Preload: 12 N – 18 N (2.6 lb – 4.0 lb)
f Inner bearing: 15 g (0.53 oz)
If the measured bearing preload is outside the
specifications, adjust it by loosening or tightening the
bearing nut.
411RS009
Legend
(1) Inner Bearing 411RS011
(2) Hub
(3) Outer Bearing
9. Install lock washer and lock screw in the following 10. Apply adhesive (LOCTITE 515 or equivalent) to both
manner. joining flange faces then install hub flange.
f Turn the side with larger diameter of the tapered 11. Install snap ring and shim.
bore to the vehicle outer side, then attach the f Adjust the clearance between the free wheeling hub
washer. body and the snap ring.
f If the bolt holes in the lock plate are not aligned with Clearance: 0 mm–0.3 mm (0 in–0.012 in)
the corresponding holes in the nut, reverse the lock Shims Available: 0.2 mm, 0.3 mm, 0.5 mm,
plate. 1.0 mm (0.008 in, 0.012 in, 0.020 in, 0.039 in)
f If the bolt holes are still out of alignment, turn in the
nut just enough to obtain alignment.
f Screw is to be fastened tightly so its head may
come lower than the surface of the washer.
411RW002
12. Install hub cap.

13. Tighten the bolts to the specified torque.
411RS012
Front Drive Shaft Joint

Front Drive Shaft Joints Replace- Inspection Of Shift On The Fly System
ment Gear Oil
f Refer to Front Drive Axle Assembly Replacement in
this section, and refer to Front Hub and Disc Overhaul
in Suspension section.
Front Hub Bearing Preload Check
Check the hub bearing preload at the wheel pin.
New bearing and New oil seal:
19.6 – 24.5 N (4.4 – 5.5 lb)
Used bearing and New oil seal:
11.8– 17.7 N(2.6 – 4.0 lb)
412RW035
1. Open filler plug and make sure that the oil up to the
plug port.
If the oil is short, replenish with gear oil GL–5 grade.
2. Tighten the filler plug to specified torque.
411RS011
Front Axle Drive Shaft

Front Axle Drive Shaft and Associated Parts
412RW033
Legend (12) Ball

(1) Axle Case and Differential (13) Snap Ring
(2) DOJ Case Assembly (14) Ball Retainer
(3) Snap Ring (15) Ball Guide
(4) Bearing (16) Band
(5) Snap Ring (17) Bellows
(6) Oil Seal (18) Band
(7) Bracket (19) Band
(8) DOJ Case (20) Bellows
(9) Circlip (21) Band
(10) Bolt (22) BJ Shaft
(11) Drive Shaft Joint Assembly (23) Dust Seal
Disassembly 4. Remove drive shaft joint assembly.

5. Remove the six balls (1) with a screwdriver or
NOTE: For the left side, follow the same steps as right equivalent.
side.
1. Raise the hooked end of the band with a screwdriver
or equivalent.
412RS012
6. Using snap ring pliers, remove the snap ring (1)

fastening the ball retainer to the center shaft.
412RS009
2. Remove band(1).
3. Pry off circlip (1) with a screwdriver or equivalent.
412RS013
412RS010
7. Remove ball retainer, ball guide and bellows. Bushing Replacement
8. Raise the hooked end of the band with a screwdriver
f Remove the bushings using a remover J–39378–1
or equivalent.
and hammer.
412RS014
412RS015
9. Remove band(1).
f By using installer J–39378–2 and base J–39378–3,
10. Remove bellows. press fit the bushings into the bracket.
11. Remove dust seal.
12. Remove BJ shaft assembly.
13. Remove the mounting bracket fixing bolts, and then
remove DOJ case assembly from the axle case.
14. Remove snap ring and bearing.
15. Remove snap ring and oil seal.
16. Remove bracket.
Inspection And Repair

1. Drive shaft joint assembly
2. DOJ case, ball, ball guide, ball retainer
3. Bellows
4. Bearing
412RS016
5. Dust seal, oil seal
Reassembly
1. Install DOJ case to bracket.
2. Install oil seal and fix snap ring.
3. Install bearing and fix snap ring.
4. Install bracket to axle case. Tighten the bracket bolt to
5. Apply 150g of the specified grease in BJ.
6. Install dust seal.
7. Apply a thin coat of grease to the shaft for smooth
installation then install bellows.
8. Install band. Note the setting direction. After 13. Align the track on the ball (1) retainer with the window
installation, check that the bellows is free from in the cage, and install the six balls into position.
distortion.
412RS018
412RS017 14. Pack 150g of the specified grease in DOJ case, then
9. Install another bellows and fix band. install drive shaft joint assembly. After reassembly,
10. Install the ball guide with the smaller diameter side move the DOJ longitudinally several times to get to fit.
ahead onto the shaft. 15. Install the circlip (1) so that open ends are positioned
11. Install ball retainer. away from the ball groove.
12. Using snap ring pliers, install the snap ring (1)
securing the ball retainer to the shaft.
412RS019
412RS013
412RS020
Legend
(1) Outer Case
(2) Circlip
(3) Open Ends
16. Install bellows. Adjust the air pressure within the

bellows by inserting a screwdriver or equivalent, so
that it equals atmospheric pressure.
412RS021
17. Install band. After installation, check that the bellows

is free from distortion.
Shift On The Fly System

Shift On The Fly System and Associated Parts
412RW031
Legend (8) Needle Bearing

(1) Filler Plug (9) Clutch Gear
(2) Bolt (10) Sleeve
(3) Oil Seal (11) Housing
(4) Snap Ring(External) (12) Front Axle Drive Shaft(LH side) with Bracket
(5) Inner Shaft Bearing (13) Bolt
(6) Snap Ring(Internal) (14) Actuator Assembly
(7) Inner Shaft (15) Bolt
Disassembly 3. Remove actuator assembly and draw out actuator

ASM.
1. Remove filler plug and gasket, drain oil. 4. Remove housing.
2. Loosen mounting bracket fitting bolts and remove 5. Remove sleeve.
front axle drive shaft from front axle case.
6. Remove clutch gear.
7. Remove snap ring from front axle case by using snap 10. Remove inner shaft bearing.
ring pliers.
NOTE: Be careful not to damage the shaft.
412RW017
8. Take out inner shaft from front axle case. 412RW015
11. Remove needle bearing from inner shaft by using a

9. Remove snap ring from inner shaft by using snap ring remover J–26941 and sliding hammer J–2619–01.
pliers.
412RS045
412RW016
12. Remove oil seal from front axle case.
NOTE: Be careful not to damage the front axle case.
Inspection And Repair Inner Shaft Run–Out

Inspect the removed parts. If there are abnormalities With both end centers supported, rotate the shaft slowly
such as wear and damage, take corrective action or and measure deflection with a dial gauge.
replace. Limit: 0.5 mm (0.02 in)
Visual Check NOTE: Do not heat the shaft to correct its bend.
1. Check and see if the inner shaft has such
abnormalities as wear and damage.
412RS026
412RW014
Inner Shaft Bearing
2. When inspecting the inner shaft, be sure to check and
see if its splined part is twisted, worn, or cracked. If so,
replace with a new shaft. In case such an abnormality
in its gear part (a slide with sleeve), replace the shaft.
412RW006
Legend
(1) Inner Shaft Bearing
420RS008
(2) Inner Shaft
(3) Clutch Gear
1. Inspect the state of inner shaft bearing. If any

abnormality such as smoothlessness is found,
replace with a new inner shaft bearing.
2. Insert a clutch gear and check the state of needle
bearing.
3. If there is an abnormality such as smoothlessness,
replace the needle bearing.
Sleeve Condition Clutch Gear Condition

Check and see that there is not wear damage, or cracking Check and see that there is not wear, damage, crack, or
in the sleeve. any other abnormality in the clutch gear.
NOTE: Close inspection of the groove and inner gear are
required because those are important parts.
Clutch Gear Function
Sleeve Function
412RW010
If there is an abnormality such as roughness when

operated in combination with sleeve, replace the clutch
412RW011
gear.
Operate the sleeve with the inner shaft combined with the
clutch gear and if smoothlessness is felt, replace the NOTE: When inspecting, gear oil should be applied to the
sleeve. contact surface of gear.
NOTE: Gear oil should be applied to the contact surface
of gear.
Clutch Gear Journal Diameter
Check the width of sleeve center groove. Make sure of the size illustrated.
Limit: 7.1 mm (1.28 in) Limit: 36.98 mm (1.456 in)
412RW009
412RW022
Actuator
Check and see that there is no damage, cracking, or other
abnormality.
Functional Check
412RW007
Disconnect the shift position switch and make sure of

function with a vacuum of –400 mmHg applied to Ports A
and B, in accordance with the table below.
412RW021
State Port A Port B Function
C –400 mmHg A/P E
D A/P –400 mmHg F
If there is an abnormality, replace the actuator as an

assembly.
NOTE:
1. If the actuator works under –400mmHg or less, there
is no functional problem.
2. Be careful not to permit the entry of water or dust into
the ports of the actuator.
Dimentional Check
Measure illustrated sizes 1, 2, and 3.
Limit
1=64.1 mm (2.52 in)
2=6.7 mm (0.26 in)
3=6.7 mm (0.26 in)
412RW013
2. Force a new needle bearing into inner shaft by using a
Installer J–41694 and grip J–8092.
412RS037
Reassembly 412RS051
3. Place a new snap ring(internal) in inner shaft.

1. Install the new oil seal which has been immersed in
Force a new inner shaft bearing into the inner shaft.
differential gear oil, by using an oil seal installer
J–41693 and grip J–8092.
412RS044
412RW034
4. Install snap ring(external).
NOTE: Be careful not to damage the inner shaft.
5. Clean the housing contact surface of the front axle
case and insert inner shaft assembly into the front
axle case.
NOTE: Be careful not to damage seal.
6. Install snap ring internal in the groove of front axle
case.
NOTE: Be sure to install the snap ring properly.
Torque: 75N·m(55 lb ft)
11. Clean the actuator contact surface with the housing
then Install and tighten shift position switch to
specified torque.
12. Apply liquid gasket to the contact surface on the
actuator side.
412RW017
7. Apply differential gear oil to clutch gear, then install

clutch gear.
8. Apply differential gear oil to sleeve, then install
sleeve.
9. Clean contact surface with the front axle and actuator
mounting surface. Apply liquid gasket to the contact
surface on the front axle case, then install in the
housing.
412RW012
13. Align shift arm with the groove of sleeve and install the
actuator.
Torque: 9N·m(78 lb in)
15. Install front axle drive shaft and mounting bracket.
Tighten fitting bolts to specified torque.
16. Pour specified amount of differential gear oil to filler
plug.
Front Differential
Oil Capacity: 1.4lit (1.48US qt)
Actuator Housing
Oil Capacity: 0.12lit(0.13US qt)
17. Install filler plug through gasket and tighten to
specified torque.
412RW023
Torque: 78N·m (58lb ft)

Front drive axle oil capacity 1.25 liter (1.32 US qt)(Differential)
0.12 liter (0.13 US qt)(Actuator Housing:Shift on the fly)
Type of lubricant GL–5 (75W–90) Refer to chart in General Information
Axle shaft type Constant velocity joint(Birfield joint type and double offset joint)
E04RX003
E04RW001
Special Tools
TOOL NO. TOOL NO.
TOOL NAME TOOL NAME
J–39378
Remover and Installer; J–36827
Front Axle mount Wrench; Hub nut
bushing
J– 26941
J–36829
Remover; Bearing
Installer; Inner bearing
needle
J–2619–01 J–36828
Hammer; Sliding Installer; Outer bearing
J–41693 J–36830
Installer; Oil seal Installer; Oil seal
J–41694
Installer; Bearing needle
J–8092
Grip
Propeller Shaft
General Description
401RX002
Legend (3) Rear Propeller Shaft;

(1) Front Propeller Shaft Aluminum Tube with Flange Yoke Type
(2) Rear Propeller Shaft; (4) Rear Propeller Shaft;
Aluminum Tube with Spline Yoke Type Steel Tube Type (for 4×4, 6VD1, A/T model)
Torque is transmitted from the transmission to the axle f Alignment marks should be applied to each propeller
through propeller shaft and universal joint assembles. All shaft before removal.
propeller shafts are the balanced tubular type. A splined f Be sure vehicle is stopped, engine is not running,
slip joint is provided in some drivelines. brake is secured and vehicle is secured to prevent
f Since the propeller shaft is total balanced carefully, injury.
welding or any other modification are not permitted. f Be careful not to grip the propeller shaft tube too
tightly in the bise as this will be cause deformation.
Phasing
The propeller shaft is designed and built with the yoke
lugs (ears) in line with each other. This design produces
the smoothest running shaft possible, called
phasing.Vibration can be caused by an out–of–phase
propeller shaft.The propeller shaft will absorb vibrations
from speeding up and slowing down each time the
universal joint goes around.This vibration would be the
same as a person snapping rope and watching the ”wave”
reaction flow to the end.A propeller shaft working in phase
would be similar to two persons snapping a rope at the
same time, and watching the ”waves” meet and cancel
each other out.In comparison, this would be the same as
the universal joints on a propeller shaft.A total
cancellation of vibration produces a smooth flow of power
in the driveline.It is very important to apply a reference
mark to the propeller shaft before removal, to assure
installation alignment.
Universal Joint
401RW015
Legend
(1) Spider
(2) Yoke
A universal joint consists of two Y-shaped yokes

connected by a crossmember called a spider.
The spider is shaped like a cross. Universal joints are
designed to handle the effects of various loadings and
front or rear axle windup during acceleration. Within the
designed angle variations, the universal joint will operate
efficiently and safely. When the design angle is changed
or exceeded the operationallife of the joint may decrease.
The bearings used in universal joints are of the needle
roller type. The needle rollers are held in place on the
trunnions by round bearing cups. The bearing cups are
held in the yokes by snap rings.
Diagnosis of Propeller Shaft and Universal Joint

Universal Joint Noise. Worn universal joint bearings. Replace.
Improper lubrication. Lubricate as directed.
Loose flange bolts. Tighten to specifications.
Ping, Snap, or Click in Drive Line Loose bushing bolts on the rear Tighten the bolts to specified torque.
(Usually Heard on Initial Load after springs or upper and lower control
the Transmission is in Forward or arms.
Reverse Gear)
Loose or out-of-phase end yoke. Remove end yoke, turn 180 degrees
from its original position, lubricate the
splines and reinstall. Tighten the
bolts and pinion nut to specified
torque.
Knocking or Clanking Noise in the Worn or damaged universal joint Replace the universal joint.
Driveline when in High or Neutral
Gear at 16km/h(10mph)
Squeak Lack of lubricant. Lubricate joints and splines. Also
check for worn or brinelled parts.
Shudder on Acceleration (Low Loose or missing bolts at the flanges. Replace or tighten bolts to specified
Speed) torque.
Incorrectly set front joint angle. Install shim under the transmission
support mount to change the front
joint angle.
Worn universal joint. Replace.
Vibration Incorrect shaft runout. Replace.
Shaft out of balance. Adjust.
Transmission rear housing bushing, Replace.
transfer case housing bushing worn.
Yoke spline jammed. Replace.
Excessive Leak at the Front Spline Rough surface on splined yoke; Replace the seal. Minor burrs can be
Yoke of Rear Propeller Shaft burred nicked or worn. Smoothed by careful use of crocus
cloth or fine stone honing. Replace
the yoke if badly burred.
Defective transmission rear oil seal. Replace the transmission rear oil
seal and replenish the transmission
oil.
Front Propeller Shaft

Front Propeller Shaft and Associated Parts
401RW093
Legend (2) Front Propeller Shaft

(1) Bolt, Nut and Washer (Front Axle Side) (3) Bolt, Nut and Washer (Transfer Side)
Removal 2. Remove bolt, nut and washer (Front axle side).

3. Remove bolt, nut and washer (Transfer side).
1. Raise the vehicle on a hoist.
4. Remove front propeller shaft.
NOTE: Apply alignment marks on the flange at the front
propeller shaft both front and rear side.
Installation
NOTE: Never install the shaft assembly backwards.
Never insert bar between yoke lugs when tightening or
removing bolts. Completely remove the black paint from
the connecting surface of flange coupling on each end of
propeller shaft. Clean so that no foreign matter will be
caught in between.
1. Align the mark which is applied at removal. Install
front propeller shaft and tighten the bolts to the
specified torque.
401RS020
Disassembly
401RW032
Legend (3) Boot

(1) Sleeve Yoke (4) Clamp
(2) Clamp (5) Tube Assembly
1. Lay the shaft horizontally on a bench and secure. 3. Using the flat blade of a screwdriver, pry the loose end
2. Indicate the original assembled position (1) by of the boot clamp upwards and away from the
marking the phasing of the shaft prior to disassembly. propeller shaft boot. Be careful not to damage the
boot.
4. When boot clamps becomes loose, remove by hand.
5. Repeat for the other boot clamp.
6. Remove the slip yoke assembly from the driveshaft,
by securing the boot with one hand and pulling on the
slip yoke.
7. Remove the boot from the shaft assembly.
401RW037
Universal Joint Disassembly
401RW031
Legend (3) Spider

(1) Flange Yoke (4) Needle Roller Bearing
(2) Snap Ring
1. Using a soft drift, tap the outside of the bearing cup

assembly to loosen snap ring. Tap bearing only hard
enough to break assembly away from snap ring.
Remove snap ring from yoke. Turn joint over, tap
bearing away from snap ring, then remove opposite
snap ring.
Apply alignment marks (1) on the yokes of the
universal joint, then remove snap ring.
401RW018
2. Set the yoke in the arbor press with a piece of tube
stock beneath it.
Place a solid plug on the upper bearing assembly and
press it through to release the lower bearing
assembly.
401RW038
Propeller shaft run–out

Support the propeller shaft on V-blocks (2) and check for
run-out by holding the probe of a dial indicator (1) in
contact with the shaft.
401RW020
3. If the bearing assembly will not pull out by hand after Static run-out limit:
pressing, tap the base of the lug near the bearing 0.13 mm (0.005 in)
assembly to dislodge it. TIR on the neck of the slip tube shaft (with a
4. To remove the opposite bearing, turn the yoke over boot).
and straighten the spider in the open hole. Then 0.25 mm (0.010 in)
carefully press on the end of the spider so the
TIR on the ends of the tubing 3 inch from the
remaining bearing moves straight out of the bearing
welds.
spider hole. If the spider or bearing are cocked, the
bearing will score the walls of the spider hole and ruin 0.38 mm (0.015 in)
the yoke. TIR at the linear center of the tube.
5. Repeat this procedure on the remaining bearing to 0.38 mm (0.015 in)
remove the spider from the yoke. TIR for the full length of tube with 30” or less of
6. Make sure of proper position for reinstallation by tubing.
applying setting marks, then remove spider . (TIR : Total Indicator Reading)

damage, corrosion or any other abnormal condition is
NOTE: When any part of the journal assembly (spider,
needle roller bearing) requires replacement, be sure to
replace the entire assembly.
Check the following parts for wear, damage, noise or any
other abnormal conditions.
1. Spider
2. Needle roller bearing
3. Yoke
4. Flange
5. Boot
Spider pin for wear
Spider pin should be smooth and free from fretting or
galling. Visible signs of needle presence is normal, but 401RS027
wear should not be felt.

Spline Universal Joint Reassembly

The nylon-coated spline should be free from nicks and 1. Install spider to flange yoke. Be sure to install the
dings and the underlying steel spline should not be visible. spider by aligning the setting marks made during
After cleaning the nylon coating spline, the coating should disassembly.
exhibit only slight indicator of wear.
2. Pack the four grease cavities of the spider with a high
Grease volume is approximately 10 grams of grease in
quality, extreme pressure N.L.G.I. Grade 2 grease.
total. Grease should be evenly applied to both the female
Do not add additional grease to the bearing cup
and the male slip splines using a small brush. After assembly.
assembly of the slip joint, the sliding joint should be fully
worked from the full collapsed to the full extended 3. Move one end of the spider to cause a trunnion to
position. project through the spider hole beyond the outer
machined face of the yoke lug. Place a bearing over
Play in the universal joint the trunnion diameter and align it to the spider hole.
Using an arbor press, hold the trunnion in alignment
Limit: Less than 0.15 mm (0.006 in) with the spider hole and place a solid plug on the
upper bearing. Press the bearing into the spider hole
enough to install a snap ring.
401RW023
Preload of the universal joint 401RW020
Preload should be 0 to 49 N(0 to11.0 lb). Joints should 4. Install a snap ring.
rotate smoothly and freely and should exhibit no rough or Be sure the snap rings are properly seated in the
ratchety movement. grooves.
5. Repeat steps 3 and 4 to install the opposite bearing. If
the joint is stiff, strike the yoke ears with a soft
hammer to seat needle bearings.
6. Align setting marks (1) and join the yokes.
401RW019
401RW018
Reassembly
401RW032
Legend (3) Boot

(1) Sleeve Yoke (4) Clamp
(2) Clamp (5) Tube Assembly
1. Apply grease evenly to both the female and male 5. Position boot onto sleeve and yoke shaft in final
splines. position over boot grooves.
2. Apply a small amount of grease by finger to the outer 6. Attach boot clamps and secure using pliers.
lips of the boot. 7. Be sure clamp is properly seated and secure.
3. Slide the boot onto the yoke shaft being careful not to
damage the spline coating or boot.
4. Insert the yoke shaft spline into the sleeve being
careful to maintain proper phasing. The spider holes
should be in line and as per originally marked prior to
disassembly.

Transmission M/T A/T
Length (between two spiders 367.2 mm (14.81 in) 542.2 mm (21.35 in)
center)
401RX001
Rear Propeller Shaft

Rear Propeller Shaft and Associated Parts
401RX003
Legend (2) Rear Propeller Shaft

(1) Bolt, Nut and Washer (Transfer Side) (3) Bolt, Nut and Washer (Rear Axle Side)
1. Raise the vehicle on a hoist. NOTE: Never install the shaft assembly backwards.
NOTE: Apply alignment marks on the flange at the rear Never insert bar between yoke lugs when tightening or re-
propeller shaft both front and rear side. moving bolts.
2. Remove transfer side bolt, nut and washer (except Completely remove the dust or foreign matter from the
spline yoke type). connecting surface of flange coupling on each end of the
propeller shaft.
3. Remove rear axle side bolt, nut and washer.
4. Remove rear propeller shaft. 1. Align the mark which is applied at removal.
2. Install rear propeller shaft and tighten the bolts to the
NOTE: Plug the hole of the transmission rear end to
specified torque.
prevent oil leakage (spline yoke type only).
Torque: 63 N·m(46 lb ft)
Slip Joint Disassembly
401RX004
Legend (3) Boot

(1) Spline Yoke and Universal Joint Assembly (4) Clamp
(2) Clamp (5) Tube and Universal Joint Assembly
1. Lay the shaft horizontally on a bench and secure. 4. When boot clamps becomes loose, remove by hand.
2. Indicate the original assembled position by marking 5. Repeat for the other boot clamp.
the phasing of the shaft prior to disassembly. 6. Remove the slip yoke assembly from the driveshaft,
3. Using the flat blade of a screwdriver, pry the loose end by securing the boot with one hand and pulling on the
of the boot clamp upwards and away from the slip yoke.
propeller shaft boot. Be careful not to damage the 7. Remove the boot from the shaft assembly.
boot.
Universal Joint Disassembly
401RX005
Legend (5) Flange Yoke

(1) Spline Yoke (6) Bearing
(2) Spider (7) Snap Ring
(3) Propeller Shaft Assembly (8) Flange Yoke
(4) Spider
NOTE: Aluminum is softer than steel. Care must be

taken not to remove excessive material or damage
bearing holes.
If the vehicle has aluminum tube type propeller shaft,
flange yoke, boot kit, journal kit can be replaced. If other
parts are damaged, replace propeller shaft as assembly.
1. Apply alignment marks on the yokes of the universal 2. Set the yoke in the arbor press with a piece of tube
joint, then remove the snap ring. stock beneath it.
Place a solid plug on the upper bearing and press it
through to release the lower bearing.
401RW024
If the snap ring is stuck in position, remove paint from

the hole in the yoke or tap around the edge of the 401RW027
bearing lightly with a soft drift. 3. If the bearing will not pull out by hand after pressing,
tap the base of the lug near the bearing to dislodge it.
4. To remove the opposite bearing, turn the yoke over
and straighten the spider in the open spider hole.
Then carefully press on the end of the spider so the
remaining bearing moves straight out of the bearing
spider hole. If the spider or bearing are cocked, the
bearing will score the walls of the spider hole and ruin
it.
401RW025
401RW026
5. Repeat this procedure on the remaining bearing to
remove the spider from the yoke.
Inspection
f Propeller shaft for run-out Aluminum tube type.
Static run-out limit : 1.0 mm(0.04 in)
TIR full length of tubing maximum.
(TIR : Total Indicator Reading)
f Propeller shaft for runout (Steel tube type).
Static runout limit : 0.13 mm(0.005 in)
TIR on the neck of the slip tube shaft (with a
boot).
0.25 mm(0.010 in)
TIR on the ends of the tubing 3 inch from the
welds.
401RW028
0.38 mm(0.015 in) f Preload of the universal joint.

TIR at the linear center of the tube. Preload should be 0 to 49 N (0 to 11.0 lb).
Joints should rotate smoothly and freely and should
0.38 mm(0.015 in)
exhibit no rough or ratchety movement.
TIR for the full length of tube with 30” or less of
tubing.
(TIR: Total Indicator Reading)
401RW019
f Inspect splines of slip joint for wear.

The nylon-coated spline should be free from nicks
401RW017
and dings and the underlying steel spline should not
f Play in universal joint. be visible.
After cleaning the nylon coating spline, the coating
Limit: Less than 0.15 mm(0.006 in)
should exhibit only slight indicator of wear.
f Spider pin should be smooth and free from fretting or Grease volume is approximately 10 grams of grease
galling. in total. Grease should be evenly applied to both the
Visible signs of needle presence is normal, but wear female and the male slip splines using a small brush.
should not be felt. After assembly of the slip joint, the sliding joint should
be fully worked from the full collapsed to the full
extended position.
f Aluminum tube type only: Inspect the aluminum Universal Joint Reassembly
tubing for surface scratches and dents. These
scratches may not exceed 0.2 mm (0.008 in) in depth. 1. Pack the four grease cavities of the spider with a high
quality, extreme pressure N.L.G.I. Grade 2 grease.
Do not add additional grease to bearing cup
assembly.
2. Move one end of the spider to cause a trunnion to
project through the spider hole beyond the outer
machined face of the yoke lug. Place a bearing over
the trunnion diameter and align it to the spider hole.
Using an arbor press, hold the trunnion in alignment
with the spider hole and place a solid plug on the
upper bearing. Press the bearing into the spider hole
enough to install snap ring.
401RW022
f Aluminum tube type only: Visually inspect the circle

welds and fittings for any signs of cracks or signs of
deterioration. If there are any cracks that exceed 0.2
mm (0.008 in) in depth, the assembly must be
replaced.
f Aluminum tube type only: Check to be sure there are
no missing balance weights. If balance weights are
missing and void has occurred in the aluminum tubing
greater than 0.2 mm (0.008 in), the assembly must be
replaced.
401RW026
3. Install a snap ring.

NOTE: Be sure the snap rings are properly seated in the
grooves.
4. Repeat steps 2 and 3 to install the opposite bearing. If
the joint is stiff, strike the yoke ears with a soft
hammer to seat the bearing.
5. Align the setting marks and join the yokes.
Slip Joint Reassembly
401RX004
Legend (3) Boot

(1) Spline Yoke and Universal Joint Assembly (4) Clamp
(2) Clamp (5) Tube and Universal Joint Assembly
1. Apply grease evenly to both the female and male 7. Be sure clamp is properly seated and secure.
splines.
CAUTION: Use new clamp which is the same parts
2. Apply a small amount of grease by finger to the outer as original. Do not use other clamp to avoid bad
lips of the boot. balancing of shaft or the grease leakage.
3. Slide the boot (smaller diameter side) onto the spline
yoke shaft being careful not to damage the spline
coating or boot.
4. Insert the spline yoke shaft spline into the tube
assembly being careful to maintain proper phasing.
The spider holes should be in line and as per originally
marked prior to disassembly.
5. Position boot onto tube and yoke shaft in final
position.
6. Attach boot clamps and secure using pliers.

2WD Model 4WD Model
Engine X22SE 6VD1 (M/T) 6VD1 (A/T) 6VD1 (M/T) 6VD1 (A/T)
Length (between two spiders center) 1265.1 mm 1298.5 mm 1343.8 mm 1212.5 mm 1043.0 mm
(49.81 in) (51.12 in) (52.91 in) (47.73 in) (41.06 in)
Universal joint type Cardan type
401RX005
SECTION
TRANSFER CASE 4D–1

RODEO
DRIVELINE/AXLE
TRANSFER CASE
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 4D–1 Transfer Rear Cover Assembly . . . . . . . . . . 4D–16
General Description . . . . . . . . . . . . . . . . . . . . . 4D–2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4D–16
Transfer Rear Oil Seal . . . . . . . . . . . . . . . . . . . 4D–4 Inspection and Repair . . . . . . . . . . . . . . . . . . 4D–17
Transfer Rear Oil Seal and Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4D–17
Associated Parts . . . . . . . . . . . . . . . . . . . . . . 4D–4 Detent, Shift Arm, and Interlock Pin
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D–4 (Transfer Case Assembly) . . . . . . . . . . . . . . . 4D–19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D–4 Disassembled View . . . . . . . . . . . . . . . . . . . . 4D–19
Transfer Case Assembly (A/T) . . . . . . . . . . . . 4D–6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4D–20
Transfer Case Assembly (A/T) and Inspection and Repair . . . . . . . . . . . . . . . . . . 4D–21
Associated Parts . . . . . . . . . . . . . . . . . . . . . . 4D–6 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4D–21
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D–7 Transfer Case Assembly . . . . . . . . . . . . . . . . . 4D–23
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D–8 Disassembled View . . . . . . . . . . . . . . . . . . . . 4D–23
Transfer Rear Case Assembly (A/T) . . . . . . . 4D–11 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4D–24
Transfer Rear Case Assembly (A/T) and Inspection and Repair . . . . . . . . . . . . . . . . . . 4D–27
Associated Parts . . . . . . . . . . . . . . . . . . . . . . 4D–11 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4D–30
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D–11 Main Data and Specifications . . . . . . . . . . . . . 4D–37
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D–13 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D–40

systems.
4D–2 TRANSFER CASE
General Description
Transfer Case (for M/T)
A07RW002
Transfer Case (for A/T)
A07RW001
The transfer case is used to provide a means of providing

power flow to the front axle. The transfer case also
provides a means of disconnecting the front axle,
providing better fuel economy and quieter operation when
the vehicle is driven on improved roads where four wheel
drive is not required. In addition, the transfer case
provides an additional gear reduction when placed in low
range, which is useful when difficult off–road conditions
are encountered.
A floor mounted shift lever is used to select the high–low
range. When four wheel drive switch has been turned on,
the four wheel drive indicator light is designed to come on
and the front axle has been engaged.
Transfer Rear Oil Seal

Transfer Rear Oil Seal and Associated Parts
220RS015
Legend (2) End Nut and Rear Companion Flange

(1) Rear Propeller Shaft (3) Oil Seal
1. Disconnect the rear propeller shaft (1) from the 1. Install oil seal and apply engine oil to the oil seal outer
transfer case side. surfaces.
2. Remove end nut and rear companion flange (2), 2. Apply the recommended grease (BESCO L2) or
using the companion flange holder J–8614–11. equivalent to the oil seal lip.
3. Use the oil seal installer J–39208 to install the rear
seal (3) to the transfer rear case.
266RW001
3. Use the universal puller to remove the rear

companion flange and O–ring. 220RS016
4. Remove the oil seal from the transfer case.

4. Install the rear companion flange (2) and O–ring (2). 7. Connect the rear propeller shaft to the transfer case
5. Use the companion flange holder J–8614–11 to install and tighten to the specified torque.
a new end nut (2) and tighten to the specified torque. Torque: 63 N·m 46 (lb ft)
6. Use the punch J–39209 to stake the end nut at two
spots.
NOTE: Be sure to confirm that there is no crack at the
staked portion of the end nut (2) after staking.
266RS001
266RW002
Transfer Case Assembly (A/T)

Transfer Case Assembly (A/T) and Associated Parts
260RW008
Legend (6) Transfer Protector

(1) Transfer Control Lever Knob (7) Fairing Plate
(2) Lower Cluster Assembly (8) Rear Propeller Shaft
(3) Rear Console (9) Front Propeller Shaft
(4) Center Console (10) Transfer Case Assembly
(5) Grommet Assembly and Transfer Control
Lever
Removal 5. Remove center console (4).
NOTE: Before removing transmission and transfer

assembly from vehicle, change the transfer mode to 2WD
using the 4WD push button switch on dash panel.
1. Disconnect battery ground cable.
2. Remove transfer control lever knob (1).
3. Remove lower cluster assembly (2).
256RW006
6. Remove grommet assembly and transfer control

lever (5).
740RW021
4. Remove rear console (3).
256RW007
256RW005
7. Raise and support vehicle with suitable stands. Drain Installation
transfer case fluid.
8. Remove transfer protector (6) and fairing plate (7). 1. Apply a thin coat of molybdenum disulfide grease to
the input shaft spline as shown in the figure.
150RW006
9. Remove rear propeller shaft (8) and front propeller 260RW001
shaft (9).
NOTE: Apply alignment marks on the flange at both front
and rear sides.
10. Disconnect harness connectors and clip.
Connector: transfer switch, 2WD–4WD actuator,
speed sensor.
11. Support transmission case with a transmission jack.
12. Remove the top position bolt from transfer control
lever hole and others under the floor.
Remove transfer case (10) from the vehicle.
2. Install transfer case (10) to the transmission. Tighten
transfer bolts as shown in the figure.
261RW001
3. Remove the transmission jack from transmission

side.
4. Connect harness connectors and clip.
Connector: transfer switch, 2WD–4WD actuator,
speed sensor.
5. Install rear propeller shaft (8) and front propeller shaft
(9).
6. Install transfer protector (6) and fairing plate (7).
150RW006
7. Fill transfer case fluid.
8. Lower the vehicle.
Install grommet assembly and transfer control lever
(5).
256RW007
9. Install center console (4), rear console (3) and lower

cluster assembly (2).
10. Install transfer control lever knob (1).
Transfer Rear Case Assembly (A/T)

Transfer Rear Case Assembly (A/T) and Associated Parts
220RW133
Legend (4) Control Box Assembly

(1) Speedometer Sensor, Speedometer Driven (5) 2WD–4WD Actuator Heat Protector
Gear and Plate (6) 2WD–4WD Actuator Assembly
(2) Front Companion Flange (7) Transfer Rear Cover Assembly
(3) Rear Companion Flange (8) Transfer Case Assembly
Removal 3. Remove the speedometer driven gear bushing and

driven gear (1).
1. Remove the speedometer sensor (1).
NOTE: Apply a reference mark to the driven gear bushing
2. Remove the plate (1). before removal.
4. Remove front companion flange (2) and rear 9. Remove the 2WD–4WD actuator assembly bolts.
companion flange (3), using the flange companion 10. Pull the 2WD–4WD actuator assembly (6) with
holder J–8614–11 to remove the end nut.. 2WD–4WD shift rod.
262RW009
5. Remove the front and rear companion flange.

NOTE: Use the universal puller to remove the rear
companion flange.
6. Disconnect the actuator breather hose and transfer
breather hose from control box (4).
7. Remove control box assembly (4).
8. Disconnect the actuator breather hose and
2WD–4WD actuator heat protector (5) from the
2WD–4WD actuator assembly (6).
220RW065
Legend
(6) 2WD–4WD Actuator Assembly
(7) Rear Cover Assembly
(9) Shift Rod: 2WD–4WD (Position: 2WD)
(10) Pull
(11) Position: 4WD
(12) Mode: 2WD
220RW002
11. Off set the actuator assembly. Installation
1. Apply the recommended liquid gasket (LOCTITE
17430) or its equivalent to the transfer rear cover
fitting faces.
220RW028
12. Remove the actuator assembly (6).
220RS017
2. Install transfer rear cover assembly (7) to transfer

case assembly (8).
3. Perform the following steps before fitting the transfer
rear case.
1. Shift the high–low shift rod to the 4H side.
2. The cut–away portion of the select rod head (15)
should align with that of the rear case hole’s
stopper (16).
220RW066
Legend
(13) Position: 4WD
(14) Mode: 2WD
13. Remove transfer rear cover assembly (7) from

transfer case assembly.
230RW009
4. Tighten the transfer rear case bolts to the specified 8. Tighten the 2WD–4WD actuator bolts to the specified
torque. torque.
Torque: 37 N·m (27 lb ft) Torque: 19 N·m (14 lb ft)
5. Shift the 2WD–4WD shift rod (17) to the 4WD side. 9. Connect the actuator breather hose to actuator.
6. Join the rod grooves of 2WD–4WD actuator 10. Install actuator heat protector (5).
assembly (6) and shift rod (17). 11. Install control box assembly (4).
12. Connect breather hoses to control box (4).
13. Install rear companion flange (3) and front companion
flange (2), using the companion flange holder
J–8614–11 to tighten the flange nuts to the transfer
case.
220RW067
Legend
(6) 2WD–4WD Actuator Assembly (Mode: 2WD)
(7) Rear Cover Assembly
(17) Shift Rod: 2WD–4WD (Position: 4WD)
7. Push the 2WD–4WD actuator assembly (6) with 262RW009

2WD–4WD shift rod (17) till the shift rod (17) reaches 14. Tighten the new transfer flange nuts to the specified
the 2WD position. torque.
Torque
Rear companion flange: 167 N·m (123 lb ft)
Front companion flange: 137 N·m (101 lb ft)
220RW068
Legend
(18) Position: 2WD
(19) Mode: 2WD
15. Use the punch J–39209 to stake the rear companion 16. Stake the front companion flange nut (2) at one spot.
flange nut (3) at two spots.
NOTE: Be sure to confirm that there is no crack at the
staked portion of the flange nut after staking.
17. Install the O–ring (23) to the speedometer driven gear
bushing (22).
18. Install the driven gear to the speedometer driven gear
bushing (22).
19. Install the speedometer driven gear assembly to the
transfer rear cover.
20. Install the plate (21) to the transfer rear case and
tighten to the specified torque.
21. Install the speedometer sensor and tighten to the
specified torque.
266RS001
225RW004
Legend
(20) Bolt
(21) Plate
266RW002 (22) Bushing
(23) O–ring
Transfer Rear Cover Assembly
226RW154
Legend (5) Bearing Snap Ring

(1) Rear Output Shaft Assembly (6) Ball
(2) Rear Output Shaft (7) Speedometer Drive Gear
(3) Bearing Snap Ring (8) Ball Bearing
(4) Ball Bearing (9) Transfer Rear Cover (with oil seal)
Disassembly
1. Remove bearing snap ring, use a pair of snap ring
pliers to remove the snap ring (3).
226RS060
2. Remove the rear output shaft assembly (1) from the Reassembly
transfer rear cover (with oil seal) (9).
Transfer rear cover (with oil seal) (9). Oil seal
3. Remove ball bearing (8), using a bench press and the replacement.
bearing remover J–22912–01.
f Remove the oil seal from the transfer rear cover.
f Apply engine oil to the oil seal outer surfaces.
f Fill in recommended grease (BESCO L2) or
equivalent in the oil seal lip.
f Use the oil seal installer J–39208 to install the rear oil
seal to the transfer rear cover.
226RS061
4. Remove speedometer drive gear (7).

5. Remove ball (6).
6. Remove bearing snap ring (5), using a pair of snap
ring pliers.
7. Remove rear output shaft (2) from the ball bearing (4),
220RS019
using a bench press and the bearing remover
J–22912–01. 1. Install ball bearing (4) to the rear output shaft (2),
using the ball bearing installer J–37223 and the
adapter J–37486–A.
226RS062
262RW021

Refer to “TRANSFER CASE ASSEMBLY” in this section
for inspection and repair.
2. Install bearing snap ring (5), using a pair of snap ring
pliers.
3. Install ball (6).
4. Install speedometer drive gear (7).
226RS064
5. Use the ball bearing installer J–37223 to install the

ball bearing (8).
226RS065
6. Install the rear output shaft assembly (1) to the

transfer rear cover (9).
7. Install bearing snap ring (3).
NOTE: The snap ring must be fully inserted into the
transfer rear cover snap ring groove.
Detent, Shift Arm, and Interlock Pin (Transfer Case Assembly)

Disassembled View
262RW005
Legend (9) Interlock Pin

(1) Detent Ball, Spring and Plug (10) Spring
(2) Spring Pin and Bridge (11) Select Rod Assembly
(3) Spring Pin (12) Spring Pin
(4) Spring (13) High–Low Shift Rod
(5) 2WD–4WD Shift Rod (14) Shift Arm
(6) Shift Arm (15) Shift Block
(7) Shift Block (16) Transfer Case
(8) 4WD Indicator Switch
Disassembly 5. Remove shift arm (6).

6. Remove shift block (7).
1. Remove detent ball, spring and plug (1).
7. Remove 4WD indicator switch (8).
2. Use a spring pin remover to remove the spring pin (2)
from the bridge (6). 8. Use a magnetic tool to remove the interlock pin (9)
and spring (10) from the transfer case (16).
262RW011
3. Remove spring (4). 262RS005
9. Remove select rod assembly (11).

4. Engage the 2WD–4WD sleeve with front output gear.
Remove the spring pin (3) from the block (7). Remove 10. Use a spring pin remover to remove the shift arm
the shift rod (5). spring pin (12) from the shift arm (14) and shift block
(15). Remove the high–low shift rod (13) from transfer
case (16).
262RW022
262RS006
11. Remove shift arm (14).

12. Remove shift block (15) from transfer case (16).

Refer to “TRANSFER CASE ASSEMBLY” in this section
for inspection and repair.
Reassembly
1. Place shift block (15) in transfer case (16).
2. Set shift arm (14) on the High–Low sleeve.
3. Push High–Low shift rod (13) through shift arm (14)
and block (14).
4. Engage the High–Low sleeve with the 4H (1) side.
5. Install the spring pin (12) to the shift block (15) and
shift arm (14).
262RW035
Legend
(18) 2WD–4WD
(19) 4H Side
262RW034
6. Install select rod assembly (11), joining its lever to (20) Interlock pin
shift block groove. (21) 2WD
7. Engage the High–Low sleeve with the 4H side and (22) 4WD
install the interlock pin and spring (10) in the proper (23) Rod: 2–4
direction. (24) Rod: H–L
8. Place 2WD–4WD shift block in the transfer case (16). (25) 4H
9. Set 2WD–4WD shift arm on the 2WD–4WD sleeve. (26) 4L
10. Puh 2WD–4WD shift rod through 2WD–4WD shift (27) 4×2
arm and 2WD–4WD shift block. (28) 4×4
11. Install the shift rod: 2WD–4WD (5) with interlock pin
pushed in.
12. Install 4WD indicator switch and gasket (8).
Tighten to the specified torque.
13. Install spring (4).
14. Engage the 2WD–4WD sleeve with the 4WD side and
install the spring pin (3).
262RW022
15. Install spring pin (2) and bridge (2).

16. Install detent ball, spring and plug and tighten the plug
Transfer Case Assembly

Disassembled View
226RW209
Legend (16) Bearing Snap Ring

(2) Ball Bearing (18) Bearing Collar
(3) Lock Nut (19) Sub–Gear Snap Ring (M/T)
(4) Snap Ring (A/T) (20) Spacer (M/T)
(5) Input Shaft Assembly (A/T) (21) Belleville Spring (M/T)
(6) High–Low Clutch Hub and Sleeve (22) Sub–Gear (anti–lash plate) (M/T)
(7) Transfer Input Gear (23) Front Output Gear
(8) Needle Bearing (24) Needle Bearing
(9) Bearing Collar (25) Inside Ring
(10) Ball (26) Outside Ring
(11) Plate (27) Block Ring
(12) Ball Bearing (A/T) (28) 2WD–4WD Clutch Hub and Sleeve Assembly
(13) Input Shaft (A/T) (29) Stopper Plate
(15) Front Output Gear Assembly (31) Front Output Shaft
(32) Bearing Snap Ring (38) Spacer
(33) Counter Gear Assembly (39) Belleville Spring
(34) Snap Ring (40) Sub–Gear (anti–lash plate)
(35) Ball Bearing (41) Counter Gear
(36) Snap Ring (42) Transfer Case (with oil seal)
(37) Ball Bearing
Disassembly 5. Remove the front companion flange.

6. Remove snap ring (4). (A/T)
1. Use a pair of snap ring pliers to remove the snap ring
(1). 7. Remove the input shaft assembly (5) from the
transfer case (42). (A/T)
2. Use a bearing remover J–37217 and puller J–37487
to remove the ball bearing (2).
265RW001
8. Use the universal puller to remove the high–low

262RW016
clutch hub and sleeve (6), and transfer input gear (7).
3. Install the front companion flange temporarily.
4. Use the Companion flange holder J–8614–11 and
lock nut wrench J–37219 to remove the lock nut (3).
226RS070
226RX001
9. Remove needle bearing (8). 14. Use a pair of snap ring pliers to remove the bearing
10. Remove bearing collar (9). snap ring (14).
15. Use a plastic hammer to tap the front output gear
assembly (15) free.
226RS071
11. Remove ball (10).

12. Remove plate (11). 262RS009
16. Remove bearing snap ring (16).

13. Use a bench press and the ball bearing remover
J–22912–01 to remove the ball bearing (12) from the 17. Use a bench press and the bearing remover
input shaft (13). (A/T) J–22912–01 to remove the following parts.
18. Remove ball bearing (17), and bearing collar (18).
Remove sub–gear snap ring (19), spacer (20),
belleville spring (21), and sub–gear (anti–lash plate)
(22). (M/T)
Remove front output gear (23) and needle bearing
(24).
265RS002
262RS010
19. Remove inside ring (25).

20. Remove outside ring (26).
21. Remove block ring (27).
22. Use a bench press and bearing remover J–22912–01
to remove 2WD–4WD clutch hub and sleeve
assembly (28) and stopper plate (29).
NOTE: Do not reuse the stopper plate.
23. Disassemble the 2WD–4WD clutch hub and sleeve 30. Use a bench press and the bearing remover
assembly (28). J–22912–01 to remove the ball bearing (37).
f Springs (1)
f Inserts (2)
f Clutch Hub (3)
f Sleeve (4)
226RS073
31. Remove spacer (38).

32. Remove belleville spring (39).
33. Remove sub–gear (anti–lash plate) (40).
34. Remove counter gear (41).
226RW133
35. Remove transfer case (with oil seal) (42), performing
24. Use a bench press and the ball bearing remover the following steps (M/T)
J–22912–01 to remove the ball bearing (30) from
f Cover the shaft splines with adhesive tape (43).
front output shaft (31).
A07RW022
262RS011
25. Remove bearing snap ring (32). Legend

26. Remove the counter gear assembly (33) from the (43) Adhesive Tape
transfer case (42). (44) Oil Seal Lip
27. Use a pair of snap ring pliers to remove the snap ring (45) Oil Seal Collar
(34). (46) Bearing
28. Use a bench press and the bearing remover
J–22912–01 to remove the ball bearing (35). f Remove the transfer case together with
29. Use a pair of snap ring pliers to remove the snap ring intermediate plate with gear assembly from the
(36). transmission case (M/T).
f Remove the transfer case from the intermediate 3. If the measured value exceeds the specified limit, the
plat with gear assembly (M/T). clutch hub must be replaced.
Clutch hub spline play
Inspection and Repair Standard : 0–0.1 mm (0–0.004 in)
Limit : 0.2 mm (0.008 in)
1. Make the necessary repair or parts replacement if
wear, damage or any other abnormal conditions are
found during inspection.
2. Wash all parts thoroughly in clean solvent. Be sure all
old lubricant, metallic particles, dirt, or foreign
material are removed from the surfaces of every part.
Apply compressed air to each oil feed port and
channel in each case half to remove any obstructions
or cleaning solvent residue.
Gears
1. Inspect all the gear teeth for signs of excessive wear
or damage and check all the gear splines for burrs,
nicks, wear or damage. Remove the minor nicks or
scratches on an oil stone. Replace any part exhibiting
excessive wear or damage.
Front Output Gear Inside Diameter
1. Use an inside dial indicator to measure the gear inside
diameter.
2. If the measured value exceeds the specified limit, the 226RS042
gear must be replaced.

Bearings
Gear inside diameter
1. Inspect the condition of all the needles and ball
Standard : 48.000–48.013 mm (1.8898–1.8903 in) bearings. Wash bearings thoroughly in a cleaning
Limit : 48.10 mm (1.894 in) solvent. Apply compressed air to the bearings.
NOTE: Do not allow the bearings to spin. Turn them
slowly by hand. Spinning bearings may damage the
rollers.
2. Lubricate the bearings with a light oil and check them
for roughness by slowly turning the race by hand.
Ball Bearing Play
1. Use a dial indicator to measure the ball bearing play.
2. If the measured value exceeds the specified limit, the
ball bearing must be replaced.
Limit : 0.2 mm (0.008 in)
226RS040
Clutch Hub Spline Play

1. Set a dial indicator to the clutch hub to be measured.
2. Move the clutch hub as far as possible to both the right
and the left.
Note the dial indicator reading.
226RS043
Synchronizers
The synchronizer hubs and sliding sleeves are a selected
assembly and should be kept together as originally
assembled.
Clean synchronizer components with clean solvent and
air dry.
Inspect the components for the following:
f Teeth for wear, scuffs, nicks, burrs or breaks.
f Keys and springs for wear, cracks or distortion,
replace if these conditions are present.
f If scuffed, nicked or burred conditions cannot be
corrected with a soft stone or crocus cloth, replace the
component.
Block Ring and Insert Clearance

1. Use a vernier caliper to measure the clearance
between the block ring and the insert.
2. If the measured value exceeds the specified limit, the 226RW142
block ring and the insert must be replaced.
Block ring and insert clearance Clutch Hub and Insert Clearance
Standard : 2.46–2.74 mm (0.097–0.108 in) 1. Use a thickness gauge to measure the clearance
Limit : 3.0 mm (0.118 in) between the clutch hub and the insert.
2. If the measured value exceeds the specified limit, the
clutch hub and the insert must be replaced.
Clutch hub and insert clearance
Standard : 0.01–0.19 mm (0.0004–0.0075 in)
Limit : 0.3 mm (0.012 in)
226RS037
2WD–4WD Synchronizer (3–Cone)

1. Use a thickness gauge to measure the clearance
between the block ring and the dog teeth.
2. If the measured value exceeds the specified limit, the 226RS038
2WD–4WD synchronizer assembly must be
replaced.
Block ring and insert clearance
Standard : 1.5 mm (0.059 in)
Limit : 0.8 mm (0.031 in)
Detent Springs
1. Inspect the springs for distortion, cracks or wear.
Replace if these conditions are present.
Detent Spring Free Length
1. Use a vernier caliper to measure the detent spring
free length.
2. If the measured value is less than the specified limit,
the detent spring must be replaced.
Detent spring free length
Detent ball
Limit : 22.8 mm (0.898 in)
Interlock pin
Limit : 15.3 mm (0.602 in)
220RS013
Shift Arm
1. Inspect the shift arms for wear, distortion or scoring.
Replace if these conditions are present.
Shift Arm Thickness
1. Use a micrometer to measure the shift arm thickness.
the shift arm must be replaced.
Shift arm thickness
Standard : 9.60–9.85 mm (0.378–0.388 in)
Limit : 9.0 mm (0.354 in)
220RW035
Detent Spring Tension

1. Use a spring tester to measure the detent spring
tension.
the detent spring must be replaced.
Detent ball
Compressed height : 18.7 mm (0.736 in)
Standard : 68.6–88.2 N (15.4–19.8 lb)
Interlock pin
Compressed height : 11.5 mm (0.453 in)
Standard : 9.8 N (2.2 lb)
230RS006
Reassembly M/T
Input Shaft Oil Seal Replacement
2. Apply the engine oil to the oil seal outer surfaces.
3. Apply recommended grease (BESCO L2) or
equivalent to the oil seal lip.
4. Use the oil seal installer J–38592 (A/T) J–37488
(M/T) and driver handle J–8092 to install the oil seal to
the transfer case.
A/T
220RW052
Legend
(48) Transmission Side Oil Seal
(49) Transfer Side Oil Seal
220RX002
Legend
(47) Oil Seal
Front Output Shaft Oil Seal Replacement 1. Install the transfer case (with oil seal) (42), performing
the following steps. (M/T)
f Cover the shaft splines with adhesive tape (43).
2. Apply engine oil to the oil seal outer surfaces. This will prevent damage to the oil seal lip (44).
3. Apply recommended grease (BESCO L2) or
equivalent to the oil seal lip.
4. Use the oil seal installer J–38594 to install the oil seal
to the transfer case.
A07RW022
Legend
(43) Adhesive Tape
(44) Oil Seal Lip
(45) Oil Seal Collar
(46) Bearing
f Apply recommended liquid gasket (LOCTITE FMD

127) or its equivalent to the transmission,
intermediate plate and transfer case fitting surfaces
(M/T).
220RW070
Legend
(50) Front Output Shaft Oil Seal
220RS026
Install the transfer case together with intermediate plate
with gear assembly to transmission case (M/T).
Tighten the transfer case bolts to the specified torque a
little at a time (M/T).
2. Apply chassis grease (51) to the sub–gear (40) and
the counter gear (41) thrust surfaces.
226RS170
226RW155
3. Install sub–gear (40) to counter gear (41).

4. Install belleville spring (39).
5. Install spacer.
6. Install ball bearing, using a bench press.
7. Select a snap ring that will allow the minimum axial
play.
Clearance : 0–0.1 mm (0–0.004 in)
Snap ring availability:

Thickness Color–coding 226RS021
1.50 mm (0.059 in) White 8. Use a pair of snap ring pliers to install the snap ring
(36) to the counter gear (41).
1.55 mm (0.061 in) Yellow
Sub–Gear (anti–lash plate) Preload
1.60 mm (0.063 in) Blue
1. Hook a length of piano wire (52) over one of the
sub–gear (53) teeth.
2. Attach the other end of the piano wire (52) to a
spring balancer.
3. Measure the sub–gear preload.
Preload : 59–98 N (13–22 lb)
14. Assemble the 2WD–4WD clutch hub and sleeve
assembly (28).
226RW156
9. Install ball bearing (35), using a bench press.

10. Install snap ring (34). 226RW140
11. Install the counter gear assembly (33) to the transfer 15. Engage the springs in the same insert with the open
case (42). ends away from each other.
12. Use a pair of snap ring pliers to install the snap ring
(32) to the transfer case (42).
transfer case snap ring groove.
13. Use a bench press to install the ball bearing (30) to the
front output shaft (31).
226RW141
262RS012
16. Install a new stopper plate (29) and the clutch hub and 21. Apply engine oil to the thrust surfaces of the
sleeve assembly (28) to the front output shaft (31). sub–gear, the belleville spring, and the spacer.
226RW157 262RW014
Legend 22. Install sub–gear (anti–lash plate) (22), belleville

spring (21) and spacer (20). (M/T)
(54) Front Output Gear
23. Install sub–gear snap ring (19). (M/T)
17. The clutch hub face (with the heavy boss) must be 24. Use a bench press to install the needle bearing collar
facing the front output gear side. together with the front output gear assembly, aligning
18. Use a bench press to slowly force the clutch hub and inside ring claw with block ring groove.
sleeve assembly (28) together with the stopper plate
(29) into place.
19. Align the inserts with the block ring insert grooves.
Install the block ring (27) to the clutch sleeve and hub
assembly (28).
20. Install the outside ring (26), inside ring (25) and
needle bearing (24) to the front output gear (23) and
bearing collar (18).
NOTE: Coat all parts with transmission oil before
installing them.
262RS014
226RW139
25. Install ball bearing (17), using a bench press. 27. Use a pair of snap ring pliers to install the snap ring
26. Select a snap ring (16) that will allow the minimum (16) to the output shaft (31).
axial play. Sub-gear (anti-lash plate) preload
Clearance : 0–0.1 mm (0–0.004 in) 1. Hook a length of piano wire (52) over one of the
sub–gear (53) teeth.
Snap ring availability:
2. Attach the other end of the piano wire to (52) a
Snap ring thickness Color coding spring balancer.
1.55 mm (0.061 in) White 3. Measure the sub–gear preload.
1.60 mm (0.063 in) Yellow Preload: 59–98 N (13–22 lb)
1.65 mm (0.065 in) Blue
1.70 mm (0.067 in) Pink
1.75 mm (0.069 in) Green
1.80 mm (0.071 in) Brown
1.85 mm (0.073 in) Red
1.90 mm (0.075 in) Orange
226RW156
28. Install front output gear assembly (15) to transfer

case (42).
29. Use a pair of snap ring pliers to install the snap ring
(14) to the transfer case (42).
30. Use a bench press to install the ball bearing (12) to the
input shaft (13). (A/T)
262RS015
265RS003
226RS021
31. Install plate (11), ball (10) and bearing collar (9). 38. Use the punch to stake the lock nut (3) at one spot.
32. Install needle bearing (8) and input gear (7). 39. Use a suitable drift and hammer to install the ball
33. The clutch hub face (with the heavy boss) must be bearing (2).
facing the transfer input gear side (55).
226RS079
226RW158
40. Install bearing snap ring (1).
34. Install high–low clutch hub and sleeve (6), using a
bench press.
35. Install input shaft assembly (5) to transfer case (42).
(A/T)
36. Install the snap ring (4) to the transfer case (42). (A/T)
37. Install the front companion flange temporarily and use
the flange holder J–8614–11 and lock nut wrench
J–37219 to install the lock nut (3).
226RW137

Type Synchronized type gears shifting between the 2 and 4 wheel drive mode.
Constant mesh type gears shifting between “low” and “high”.
Control method Remote (A/T) and direct (M/T) control with the gear shift lever on the floor
for gears shifting between “low” and “high”.
Electric control with the button switch on the instrument panel for gears
shifting between the 2 and 4 wheel driver mode.
Gear ratio High; 1.000
Low; 2.050
Oil capacity 1.45 lit. (1.53 U.S. quart)
Type of lubricant Engine oil
Refer to chart in Section 0
E07RW022
E07RX006
E07RX005
Special Tools
PART NO. PART NO.
PART NAME PART NAME
J–22912–01
J–39208
Bearing
Rear oil seal installer
remover/installer
J–38592
J–37486–A
Transfer case oil seal
Bearing installer adapter
installer
J–37219 J–8614–11
Mainshaft nut wrench Flange holder
J–37223 J–37217
Rear output shaft and Mainshaft end bearing
bearing installer remover
J–39209 J–37487
Punch; end nut Puller
J–38594
J–8092
Front output shaft oil
Driver handle
seal installer
SECTION
BRAKE CONTROL SYSTEM 5A–1

RODEO
BRAKES
CONTENTS
Brake Control System . . . . . . . . . . . . . . . . . . . . 5A–1
Anti–lock Brake System . . . . . . . . . . . . . . . . . . 5B–1
Power–assisted Brake System . . . . . . . . . . . . 5C–1
Parking Brakes (4x4 Model) . . . . . . . . . . . . . . 5D1–1
Parking Brakes (4x2 Model) . . . . . . . . . . . . . . 5D2–1
Brake Control System

CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 5A–2 Chart A-4 Brake Pedal Feed Is Abnormal . 5A–33
General Description . . . . . . . . . . . . . . . . . . . . . 5A–3 Chart A-5, TA-5 Braking Sound
(From EHCU) Is Heard While Not Braking 5A–34
Functional Description . . . . . . . . . . . . . . . . . 5A–4
Diagnostic Trouble Codes . . . . . . . . . . . . . . . . 5A–35
System Components . . . . . . . . . . . . . . . . . . . 5A–10
Diagnosis By “ABS” Warning Light
Electronic Hydraulic Control Unit (EHCU) . 5A–10
Illumination Pattern . . . . . . . . . . . . . . . . . . . . . 5A–37
ABS Warning Light . . . . . . . . . . . . . . . . . . . . 5A–10
Diagnostic Trouble Codes (DTCs) . . . . . . . 5A–38
Wheel Speed Sensor . . . . . . . . . . . . . . . . . . 5A–10
Chart B-1 With the key in the ON position
G-Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A–10 (Before starting the engine). Warning
Normal and Anti-lock Braking . . . . . . . . . . . 5A–10 light (W/L) is not activated. . . . . . . . . . . . . . 5A–40
Brake Pedal Travel . . . . . . . . . . . . . . . . . . . . 5A–10 Chart B-2 CPU Error (DTC 14 (Flash out) /
C0271, C0272, C0273, C0284 (Serial
Acronyms and Abbreviations . . . . . . . . . . . . 5A–10 communications)) . . . . . . . . . . . . . . . . . . . . . 5A–41
General Diagnosis . . . . . . . . . . . . . . . . . . . . . . . 5A–11 Chart B-3 Low or High Ignition Voltage
General Information . . . . . . . . . . . . . . . . . . . . 5A–11 (DTC 15 (Flash out) / C0277, 0278
ABS Service Precautions . . . . . . . . . . . . . . . 5A–11 (Serial communications)) . . . . . . . . . . . . . . . 5A–41
Chart B-4 Excessive Dump Time
Computer System Service Precautions . . . 5A–11 (DTC 17 (Flash out) / C0269
General Service Precautions . . . . . . . . . . . . 5A–11 (Serial communications)) . . . . . . . . . . . . . . . 5A–41
Note on Intermittents . . . . . . . . . . . . . . . . . . . 5A–11 Chart B-5 Excessive Isolation Time
(DTC 18 (Flash out) / C0274
Test Driving ABS Complaint Vehicles . . . . . 5A–12 (Serial communications)) . . . . . . . . . . . . . . . 5A–42
“ABS” Warning Light . . . . . . . . . . . . . . . . . . . 5A–12 Chart B-6 G-Sensor Output Failure
Normal Operation . . . . . . . . . . . . . . . . . . . . . 5A–12 (DTC 21 (Flash out) / C0276
Tech 2 Scan Tool . . . . . . . . . . . . . . . . . . . . . . 5A–13 (Serial communications)) . . . . . . . . . . . . . . . 5A–42
DATA LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A–16 Chart B-7 Brake Switch Failure
(DTC 22 (Flash out) / C0281
ACTUATOR TEST . . . . . . . . . . . . . . . . . . . . . 5A–17 (Serial communications)) . . . . . . . . . . . . . . . 5A–42
Tech 2 Service Bleed . . . . . . . . . . . . . . . . . . 5A–21 Chart B-8 2WD Controller in 4WD Vehicle
Basic Diagnostic Flow Chart . . . . . . . . . . . . 5A–22 Controller (DTC 13 (Flash out) / C0285
Basic Inspection Procedure . . . . . . . . . . . . . 5A–23 (Serial communications)), 4WD State Input
EHCU Connector Pin-out Checks . . . . . . . . . 5A–24 Signal Failure (DTC 24 (Flash out) / C0282
(Serial communications)) . . . . . . . . . . . . . . . 5A–43
Circuit Diagram . . . . . . . . . . . . . . . . . . . . . . . 5A–25
Chart B-9 Pump Motor Failure (DTC 32
Connector List . . . . . . . . . . . . . . . . . . . . . . . . 5A–28 (Flash out) / C0267, C0268
Part Location . . . . . . . . . . . . . . . . . . . . . . . . . 5A–29 (Serial communications)) . . . . . . . . . . . . . . . 5A–43
Symptom Diagnosis . . . . . . . . . . . . . . . . . . . . . 5A–30 Chart B-10 EHCU Valve Relay Failure
Chart A-1 ABS Works Frequently But (DTC 35 (Flash out) / C0265, C0266
Vehicle Does Not Decelerate . . . . . . . . . . . 5A–30 (Serial communications)) . . . . . . . . . . . . . . . 5A–44
Chart TA-1 ABS Works Frequently But Chart B-11 FL Isolation Solenoid Coil Failure
Vehicle Does Not Decelerate (DTC 41 (Flash out) / C0245, C0247
(Use TECH 2) . . . . . . . . . . . . . . . . . . . . . . . . 5A–31 (Serial communications)) . . . . . . . . . . . . . . . 5A–44
Chart A-2 Uneven Braking Occurs While Chart B-12 FL Dump Solenoid Coil Failure
ABS Works . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A–31 (DTC 42 (Flash out) / C0246, C0248
Chart TA-2 Uneven Braking Occurs While (Serial communications)) . . . . . . . . . . . . . . . 5A–44
ABS Works (Use TECH 2) . . . . . . . . . . . . . 5A–31
Chart A-3, TA-3 The Wheels Are Locked . 5A–32
5A–2 BRAKE CONTROL SYSTEM
Chart B-13 FR Isolation Solenoid Coil Failure Chart B-21 FR Speed Sensor Missing
(DTC 43 (Flash out) / C0241, C0243 (DTC 62 (Flash out) / C0222, C0223
(Serial communications)) . . . . . . . . . . . . . . . 5A–45 (Serial communications)) . . . . . . . . . . . . . . . 5A–50
Chart B-14 FR Dump Solenoid Coil Failure Chart B-22 Rear Speed Sensor Missing
(DTC 44(Flash out) / C0242, C0244 (DTC 63 (Flash out) / C0236, C0237
(Serial communications)) . . . . . . . . . . . . . . . 5A–45 (Serial communications)) . . . . . . . . . . . . . . . 5A–51
Chart B-15 Rear Isolation Solenoid Coil Chart B-23 Simultaneous Drop-out of
Failure (DTC 45 (Flash out) / C0251, Front Speed Sensor Signal (DTC 64 (Flash
C0253 (Serial communications)) . . . . . . . . 5A–45 out) / C0229 (Serial communications)) . . . 5A–52
Chart B-16 Rear Dump Solenoid Coil Chart B-24 Wheel Speed Input Abnormality
Failure (DTC 46 (Flash out) / C0252, (DTC 65 (Flash out) / C0238 (Serial
C0254 (Serial communications)) . . . . . . . . 5A–46 communications)) . . . . . . . . . . . . . . . . . . . . . 5A–53
Chart B-17 FL Speed Sensor Open or Unit Inspection Procedure . . . . . . . . . . . . . . . . 5A–54
Shorted (DTC 51 (Flash out) / C0225 Chart C-1-1 FL Sensor Output Inspection
(Serial communications)) . . . . . . . . . . . . . . . 5A–46 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A–54
Chart B-18 FR Speed Sensor Open or Chart C-1-2 FR Sensor Output Inspection
Shorted (DTC 52 (Flash out) / C0221 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A–55
(Serial communications)) . . . . . . . . . . . . . . . 5A–47 Chart C-1-3 Rear Sensor Output Inspection
Chart B-19 Rear Speed Sensor Open or Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A–55
Shorted (DTC 53 (Flash out) / C0235 Chart TC-1 Sensor Output Inspection
(Serial communications)) . . . . . . . . . . . . . . . 5A–48 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A–56
Chart B-20 FL Speed Sensor Missing Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A–57
(DTC 61 (Flash out) / C0226, C0227
(Serial communications)) . . . . . . . . . . . . . . . 5A–49
Service Precaution
systems.
General Description
The Anti-lock Brake System (ABS) works on all four This system helps the driver maintain greater control of
wheels. A combination of wheel speed sensor and the vehicle under heavy braking conditions.
Electronic Hydraulic Control Unit (EHCU) can determine NOTE: The Electronic Hydraulic Control Unit (EHCU)
when a wheel is about to stop turning and adjust brake comprises the Hydraulic Unit (H/U) and the coil Integrated
pressure to maintain best braking. Module.
C05RW004
Legend (4) Coil Integrated Module

(1) Electronic (5) Front Wheel Speed Sensor
(2) Hydraulic (6) Rear Wheel Speed Sensor
(3) Hydraulic Unit (H/U) (7) Proportioning and Bypass (P&B) Valve
Functional Description
Hydraulic Unit (H/U)
Solenoid Valve
C05RW012
Legend
(1) Isolation Valve
(2) Dump valve
Normal Braking Brake fluid travels through the centre of the normally open
During normal (non anti-lock) braking, the solenoid valves isolation valve around the normally closed dump valve
are without current and closed due to spring force. and on to the brake pistons.
C05RW010
Legend
(1) Brake
(2) Master Cylinder
Pressure Isolation (Pressure Maintain) The microprocessor in the coil integrated module sends a
The electro-hydraulic control unit is activated when the voltage to the coil to energize and close the isolation
brakes are applied which sends a signal to the coil valve. This prevents any additional fluid pressure applied
integrated module to prepare for a possible anti-lock stop. by the brake pedal from reaching the wheel. With the
If the information from the wheel speed sensors indicates isolation valves closed, further unnecessary increase in
excessive wheel deceleration (imminent lockup), the first the brake pressure is therefore prevented.
step in the anti-lock sequence is to isolate the brake
pressure being applied by the brake pedal.
C05RW011
Legend
(1) Brake
(2) Master Cylinder
Pressure Reduction The dump valves are operated independently to control
Once the brake pressure is isolated, it must be reduced to the deceleration of the wheel. At this point, the brake
allow the wheels to unlock. This is accomplished by pedal is isolated from the base brake system, the
dumping a portion of the brake fluid pressure into a low hydraulic control unit pumps are primed and the
pressure accumulator. attenuators are ready to pump fluid.
The microprocessor activates the normally closed dump
valve to open, allowing fluid from the wheels to be
dumped into the accumulator. This is done with very short
activation pulses opening and closing the dump valve
passageway. Brake pressure is reduced at the wheel and
allows the wheel to begin rotating again. The fluid from the
brake piston is stored in the accumulator against spring
pressure and a portion of this fluid also primes the pump.
C05RW009
Legend
(1) Brake
(2) Master Cylinder
Pressure Increase (Re-apply) If more pressure is required, more fluid is drawn from the
The re-apply sequence is initiated to achieve optimum master cylinder and applied to the brakes. The driver may
braking. The isolation valve is momentarily opened to feel slight pedal pulsations, or pedal drop, this is normal
allow master cylinder and pump pressure to reach the and expected.
brakes. This controlled pressure rise continues until the As fluid is re-applied to the brakes, the wheel speed will
wheel is at optimum brake output or until the brake reduce. If the wheels approach imminent lockup again,
pressure is brought up to the master cylinder output the module will isolate, dump and re-apply again. This
pressure. cycle occurs in millisecond intervals, allowing several
cycles to occur each second. It is a much faster and more
controlled way of “pumping the pedal”.
C05RW014
Legend
(1) Brake
(2) Master Cylinder
Brake Release The isolation valve opens and fluid may return to the
At the end of the anti-lock stop, when the brake pedal is master cylinder. Conventional braking is then resumed.
released, the pump will remain running for a short time to
help drain any fluid from the accumulators. As this fluid
returns into the system, the spring forces the piston back
to its original position.
C05RW013
Legend
(1) Brake
(2) Master Cylinder
System Components Wheel Speed Sensor
Electronic Hydraulic Control Unit (EHCU), three Wheel It consists of a sensor and a rotor. The sensor is attached
Speed Sensors, Warning Light, and G-sensor. to the knuckle on the front wheels and to the rear axle
case on the rear differential.
Electronic Hydraulic Control Unit (EHCU) The rotor is press-fit in the axle shaft.
The EHCU consists of ABS control circuits, fault detector, The flux generated from electrodes magnetized by a
and a fail-safe. It drives the hydraulic unit according to the magnet in the sensor varies due to rotation of the rotor,
signal from each sensor, cancelling ABS to return to and the electromagnetic induction generates alternating
normal braking when a malfunction has occurred in the voltage in the coil. This voltage draws a “sine curve” with
ABS. the frequency proportional to rotor speed and it allows
The EHCU has a self-diagnosing function which can detection of wheel speed.
indicate faulty circuits during diagnosis.
The EHCU is mounted on the engine compartment rear G-Sensor
right side. It consists of a Motor, Plunger Pump, Solenoid The G-sensor installed inside the EHCU detects the
Valves. vehicle deceleration speed and sends a signal to the
Solenoid Valves: Reduces or holds the caliper fluid EHCU. In 4WD operation, all four wheels may be
pressure for each front disc brake or both rear disc brakes decelerated in almost the same phase, since all wheels
according to the signal sent from the EHCU. are connected mechanically.
Reservoir: Temporarily holds the brake fluid that returns This tendency is noticeable particularly on roads with low
from the front and rear disc brake caliper so that pressure friction coefficient, and the ABS control is adversely
of front disc brake caliper can be reduced smoothly. affected.
Plunger Pump: Feeds the brake fluid held in the reservoir The G-sensor judges whether the friction coefficient of
to the master cylinder. road surface is low or high, and changes the EHCU’s
Motor: Drives the pump according to the signal from operating system to ensure ABS control.
EHCU.
Check Valve: Controls the brake fluid flow. Normal and Anti-lock Braking
Under normal driving conditions, the Anti-lock Brake
ABS Warning Light System functions the same as a standard power assisted
brake system. However, with the detection of wheel
lock-up, a slight bump or kick-back will be felt in the brake
pedal. This pedal “bump” will be followed by a series of
short pedal pulsations which occurs in rapid succession.
The brake pedal pulsation will continue until there is no
longer a need for the anti-lock function or until the vehicle
is stopped. A slight ticking or popping noise may be heard
during brake applications when the Anti-lock features is
being used.
When the Anti-lock feature is being used, the brake pedal
may rise even as the brakes are being applied. This is
also normal. Maintaining a constant force on the pedal
will provide the shortest stopping distance.
Brake Pedal Travel

Vehicles equipped with the Anti-lock Brake System may
be stopped by applying normal force to the brake pedal.
Although there is no need to push the pedal beyond the
point where it stops or holds the vehicle, by applying more
821RW093 force the pedal will continue to travel toward the floor.
Vehicles equipped with the Anti-lock Brake System have This extra brake pedal travel is normal.
an amber “ABS” warning light in the instrument panel.
The “ABS” warning light will illuminate if a malfunction in Acronyms and Abbreviations
the Anti-lock Brake System is detected by the Electronic Several acronyms and abbreviations are commonly used
Hydraulic Control Unit (EHCU). In case of an electronic throughout this section:
malfunction, the EHCU will turn “ON” the “ABS” warning
light and disable the Anti-lock braking function. ABS
The “ABS” light will turn “ON” for approximately three Anti-lock Brake System
seconds after the ignition switch is to the “ON” position. CIM
If the “ABS” light stays “ON” after the ignition switch is the Coil Integrated Module
“ON” position, or comes “ON” and stays “ON” while
CKT
driving, the Anti-lock Brake System should be inspected
Circuit
for a malfunction according to the diagnosis procedure.
DLC Powertrain Control Module. These modules are designed
Data Link Connector to withstand normal current draws associated with
EHCU vehicle operation. However, care must be taken to avoid
Electronic Hydraulic Control Unit overloading any of the EHCU circuits. In testing for opens
or shorts, do not ground or apply voltage to any of the
FL circuits unless instructed to do so by the appropriate
Front Left diagnostic procedure. These circuits should only be
FR tested with a high impedance multimeter (J-39200) or
Front Right special tools as described in this section. Power should
never be removed or applied to any control module with
GEN the ignition in the “ON” position.
Generator Before removing or connecting battery cables, fuses or
H/U connectors, always turn the ignition switch to the “OFF”
Hydraulic Unit position.
MV General Service Precautions
Millivolts
The following are general precautions which should be
RR observed when servicing and diagnosing the Anti-lock
Rear Brake System and/or other vehicle systems. Failure to
RPS observe these precautions may result in Anti-lock Brake
Revolution per Second System damage.
VDC f If welding work is to be performed on the vehicle using
DC Volts an electric arc welder, the EHCU and valve block
connectors should be disconnected before the
VAC welding operation begins.
AC Volts f The EHCU and valve block connectors should never
W/L be connected or disconnected with the ignition “ON” .
Warning Light f If only rear wheels are rotated using jacks or drum
tester, the system will diagnose a speed sensor
WSS
malfunction and the “ABS” warning light will
Wheel Speed Sensor
illuminate. But actually no trouble exists. After
inspection stop the engine once and re-start it, then
General Diagnosis make sure that the “ABS” warning light does not
illuminate.
General Information
ABS troubles can be classified into two types, those If the battery has been discharged
which can be detected by the ABS warning light and those The engine may stall if the battery has been completely
which can be detected as a vehicle abnormality by the discharged and the engine is started via jumper cables.
driver. This is because the Anti-lock Brake System (ABS)
In either case, locate the fault in accordance with the requires a large quantity of electricity. In this case, wait
“BASIC DIAGNOSTIC FLOWCHART” and repair. until the battery is recharged, or set the ABS to a
non-operative state by removing the fuse for the ABS
Please refer to Section 5C for the diagnosis of
(60A). After the battery has been recharged, stop the
mechanical troubles such as brake noise, brake judder
engine and install the ABS fuse. Start the engine again,
(brake pedal or vehicle vibration felt when braking), and confirm that the ABS warning light does not light.
uneven braking, and parking brake trouble.
ABS Service Precautions Note on Intermittents

Required Tools and Items: As with virtually any electronic system, it is difficult to
identify an intermittent failure. In such a case duplicating
f Box Wrench
the system malfunction during a test drive or a good
f Brake Fluid description of vehicle behavior from the customer may be
f Special Tool helpful in locating a “most likely” failed component or
Some diagnosis procedures in this section require the circuit. The symptom diagnosis chart may also be useful
installation of a special tool. in isolating the failure. Most intermittent problems are
J-39200 High Impedance Multimeter caused by faulty electrical connections or wiring. When
When circuit measurements are requested, use a circuit an intermittent failure is encountered, check suspect
tester with high impedance. circuits for:
f Suspected harness damage.
Computer System Service Precautions f Poor mating of connector halves or terminals not fully
The Anti-lock Brake System interfaces directly with the seated in the connector body (backed out).
Electronic Hydraulic Control Unit (EHCU) which is a f Improperly formed or damaged terminals.
control computer that is similar in some regards to the
Test Driving ABS Complaint Vehicles Normal Operation
In case that there has been an abnormality in the lighting “ABS” Warning Light
pattern of “ABS” warning light, the fault can be located in
When the ignition is first moved from “OFF” to “RUN” , the
accordance with the “DIAGNOSIS BY “ABS” WARNING amber “ABS” warning light will turn “ON” . The “ABS”
LIGHT ILLUMINATION PATTERN” . In case of such warning light will turn “ON” during engine starting and will
trouble as can be detected by the driver as a vehicle usually stay “ON” for approximately three seconds after
symptom, however, it is necessary to give a test drive the ignition switch is returned to the “ON” position. The
following the test procedure mentioned below, thereby warning light should remain “OFF” at all other times.
reproducing the symptom for trouble diagnosis on a
symptom basis:
1. Start the engine and make sure that the “ABS” W/L
goes OFF. If the W/L remains ON, it means that the
Diagnostic Trouble Code (DTC) is stored. Therefore,
read the code and locate the fault.
NOTE: The DTC cannot be cleared if the vehicle speed
does not exceed 12 km/h (8 mph) at DTC, even though
the repair operation is completed.
2. Start the vehicle and accelerate to about 30 km/h (19
mph) or more.
3. Slowly brake and stop the vehicle completely.
4. Then restart the vehicle and accelerate to about 40
km/h (25 mph) or more.
5. Brake at a time so as to actuate the ABS and stop the
vehicle.
6. Be cautious of abnormality during the test. If the W/L
is actuated while driving, read the DTC and locate the
fault.
7. If the abnormality is not reproduced by the test, make
best efforts to reproduce the situation reported by the
customer.
8. If the abnormality has been detected, repair in
accordance with the “SYMPTOM DIAGNOSIS” .
NOTE:
f Be sure to give a test drive on a wide, even road with a
small traffic.
f If an abnormality is detected, be sure to suspend the
test and start trouble diagnosis at once.
“ABS” Warning Light

When ABS trouble occurs to actuate “ABS” warning light,
the trouble code corresponding to the trouble is stored in
the EHCU. Only ordinary brake is available with ABS
being unactuated. Even when “ABS” warning light is
actuated, if the starter switch is set ON after setting it OFF
once, the EHCU checks up on the entire system and, if
there is no abnormality, judges ABS to work currently and
the warning light is lit normally even though the trouble
code is stored.
NOTE: Illumination of the “ABS” warning light indicates
that anti-lock braking is no longer available. Power
assisted braking without anti-lock control is still available.
Tech 2 Scan Tool
From 98 MY, Isuzu dealer service departments are
recommended to use Tech 2. Please refer to Tech 2 scan
tool user guide.
901RW257
Legend (3) DLC Cable

(1) PCMCIA Card (4) Tech–2
(2) SAE 16/19 Adaptor
Getting Started Operating Procedure
f Before operating the Isuzu PCMCIA card with the The power up screen is displayed when you power up the
Tech 2, the following steps must be performed: tester with the Isuzu systems PCMCIA card. Follow the
1. The Isuzu 98 System PCMCIA card (1) inserts into operating procedure below.
the Tech 2 (4).
2. Connect the SAE 16/19 adapter (2) to the DLC cable
(3).
3. Connect the DLC cable to the Tech 2 (4).
4. Make sure the vehicle ignition is off.
5. Connect the Tech 2 SAE 16/19 adapter to the vehicle
DLC.
740RW060
6. The vehicle ignition turns on.

7. Power up the Tech 2.
8. Verify the Tech 2 power up display.
060RX065
060RW009
060RX063
DATA LIST
The data displayed by DATA LIST are as follows:
Display Content OK/NG Criteria for Data
Front Left Wheel Speed km/h (MPH) f Start the vehicle and make sure of linear change in
Front Right Wheel Speed each wheel speed.
Rear Wheel Speeds f Turn each wheel by hand and make sure that each
speed data change.
Warning Lamp ON/OFF f To be OFF usually
ABS State ON/OFF f To be OFF usually
ABS Relay Active/Inactive f To be Active usually
4 Wheel Drive Active/Inactive f 2WD: Inactive
f 4WD: Active
Brake Switch Active/Inactive f Inactive (Released)
f Active (Pressed)
Brake Fluid Level Normal or not f To be Normal usually
Return Pump Active/Inactive f To be Inactive usually
DRP (Dynamic Rear Propor- Active/Inactive f To be Inactive usually
tioning)
Rear Dump Valve Commanded Active/Inactive f To be Inactive usually
Rear Dump Valve Feedback
Rear Isolation Valve Comman-
ded
Rear Isolation Valve Feedback
FL Dump Valve Commanded Active/Inactive f To be Inactive usually
FL Dump Valve Feedback
FL Isolation Valve Commanded
FL Isolation Valve Feedback
FR Dump Valve Commanded Active/Inactive f To be Inactive usually
FR Dump Valve Feedback
FR Isolation Valve Comman-
ded
FR Isolation Valve Feedback
G–Sensor Voltage f 0.00V when vehicle is stopped
Battery Voltage Voltage f Between 10–16.9V
ACTUATOR TEST
This mode is used to exercise the ABS actuators and f Be sure to start ACTUATOR TEST with the engine
make sure they operate normally. Prior to the test, pay stopped.
attention to the cautions below. (When checking the f Before testing, make sure that electrical trouble, if
solenoid valve system, be sure to jack up the vehicle.) any, has been completely repaired. Conducting tests
CAUTION: of ABS solenoid with electrical circuit problem
remaining uncorrected could damage the control unit.
f Before testing, be sure that the brakes work normally.
f Make sure that the battery is fully charged.Conduct
the test by two persons (A TECH 2 operator and a
vehicle checker).
F05RX001
F05RX002
F05RX003
F05RX004
Tech 2 Service Bleed
F05RX005
F05RX006
Basic Diagnostic Flow Chart

Step Action Yes No
1 1. Customer complaint.
2. Questioning to customer.
3. Basic inspection (Refer to “Basic inspection procedure”)
Using TECH 2? Go to Step 2 Go to Step 4
2 Make sure of DTC by mode “F0: Diagnostic Trouble Codes”. Clear code and
check for
Is EHCU including DTC?
repeatability.
Go to Step 3 Go to Step 5
3 1. Repair of faulty part.
2. Elimination of DTC. Repeat the
3. Inspection of “ABS” W/L Illumination pattern with ignition SW diagnosis it the
“ON”. symptom or DTC
4. Test drive. appears again
Does trouble repeat? Go to Step 1 Go to Step 5
4 Check if the DTC is stored or not. Trouble diagnosis
based on
Is EHCU including DTC?
Clear code and symptom (Refer
check for to “SYMPTOM
repeatability DIAGNOSIS”)
5 1. Reconnect all components. Ensure all component are
properly mounted.
2. Clear diagnostic trouble code.
Was this step finished? Finished Go to Step 5
Basic Inspection Procedure
1. Basic Inspection of Service Brake

Step Action Yes No
1 Is the fluid level normal? Replenish with
fluid
2 Does fluid leak? Repair
3 Is the booster function normal? Repair
4 Is the pad and rotor normal? Repair
5 Reconnect all components. Ensure all component are properly
mounted.
2. Ground Inspection
Step Action Yes No
1 Does ABS—related ground points normally? Repair

2 Reconnect all components. Ensure all component are properly
mounted.
EHCU Connector Pin-out Checks

f Disconnect Electronic Hydraulic Control Module.
f Perform checks with high impedance digital
multimeter J-39200 or equivalent.
No. Circuit to be Tested Ignition Multimeter Measure be- Nominal Value Note
Switch Scale/Range tween Pin
Position Number
1 Power supply OFF 20DCV 1 (C–5) 11.5V to 14.5V
2 (C–5)
2 Ignition enable OFF 20DCV 1 (C–4) 0V to 0.1V
7 (C–4)
ON 20DCV 1 (C–4) 11.5V to 14.5V
7 (C–4)
3 Stoplight switch OFF 20DCV 13 (C–4) 10.5V to 14.5V Press brake pedal
7 (C–4)
4 Ground connection OFF 200W 7 (C–4) Less than 2W
Ground
OFF 1W 2 (C–5) Less than 0.2W
Ground
5 FL speed sensor OFF 2kW 2 (C–4) 2.0kW to 2.8kW Internal Resistance
10 (C–4)
OFF 200kW 2 (C–4) more than Insulation Resistance
7 (C–4) 100kW
OFF 200mACV 2 (C–4) more than Turn wheel at 1RPS
10 (C–4) 200mV
6 FR speed sensor OFF 2kW 3 (C–4) 2.0kW to 2.8kW Internal Resistance
11 (C–4)
7 (C–4) 100kW
11 (C–4) 200mV
7 RR speed sensor OFF 2kW 4 (C–4) 1.2kW to 2.0kW Internal Resistance
12 (C–4)
7 (C–4) 100kW
12 (C–4) 200mV
Circuit Diagram
D08RX108
D08RX110
D08RX109
Connector List
No. Connector face No. Connector face
H-13
B-19
H-14
C-4 H-26
C-5 I-1
C-13
I-18
C-33
C-16
C-36
E-28
E-30
C-34
F-4
H-5
H-12
H-15
H-25
Part Location
D08RX107
Legend (11) F–4

(1) Battery (12) H–26
(2) Fuse & Relay Box (13) H–25
(3) C–36 (14) H–15
(4) C–5 (15) C–16
(5) C–4 (16) C–13
(6) H–12, 13, 14 (17) H–5
(7) I–18 (18) B–19
(8) Starter Switch (19) E–30 (6VD1)
(9) I–1 (20) E–28 (X22SE)
(10) C–34 (21) C–33
Symptom Diagnosis 4. Brake pedal feel is abnormal.

5. Braking sound (from EHCU) is heard while not
The symptoms that cannot be indicated by warning light
braking.
can be divided in the following five categories:
These are all attributable to problems which cannot be de-
1. ABS works frequently but vehicle does not
tected by EHCU self-diagnosis. Use the customer com-
decelerate.
plaint and a test to determine which symptom is present.
2. Uneven braking occurs while ABS works. Then follow the appropriate flow chart listed below.
3. The wheels lock during braking.
Diagnostic Flow Charts
No
No. Symptom
Sym tom
Without TECH 2 With TECH 2
1 ABS works frequently but vehicle does not decelerate. Chart A-1 Chart TA-1
2 Uneven braking occurs while ABS works. Chart A-2 Chart TA-2
3 The wheels are locked. Chart A-3 Chart TA-3
4 Brake pedal feel is abnormal. Chart A-4 —
5 Braking sound (from EHCU) is heard while not braking. Chart A-5 Chart TA-5
Chart A-1 ABS Works Frequently But Vehicle Does Not Decelerate
Step Action Yes No
1 Is braking force distribution normal between front and rear of Repair brake
vehicle? parts.
2 Are axle parts installed normally? Repair axle parts.
3 Is there play in each or any wheel speed sensor? Repair wheel
speed sensor.
4 Is there damage, or powered iron sticking to each or any wheel Replace sensor
speed sensor/sensor ring? or sensor ring.
5 Is the output of each wheel speed sensor normal? (Refer to chart Replace wheel
C-1 or TC-1) speed sensor or
repair harness.
6 Is the input of 4WD controller normal? Replace
controller or
repair harness.
7 Reconnect all components, ensure all components are properly
Repeat the “Basic
mounted.
diagnostic flow
Was this step finished? chart” Go to Step 7
Chart TA-1 ABS Works Frequently But Vehicle Does Not Decelerate (Use TECH 2)
Step Action Yes No
1 1. Connect TECH 2. Replace wheel
2. Make sure of the output conditions of each sensor. speed sensor.
Is the output of each sensor normal? Go to Step 2 Go to Step 3
2 Return to Chart A-1.
Was the Chart A-1 finished? Go to Step 3 Go to Step 2
Repeat the “Basic
mounted.
diagnostic flow
Chart A-2 Uneven Braking Occurs While ABS Works

Step Action Yes No
1 Is there play in each or any sensor? Repair.
2 Damage or powdered iron sticking to each or any sensor/sensor Repair.
ring? Go to Step 5 Go to Step 3
3 Is the output of each sensor normal? (Refer to chart C-1 or TC-1) Replace sensor
or repair harness.
4 Is brake pipe connecting order correct? Reconnect brake
Replace H/U. pipe correctly.
Repeat the “Basic
mounted.
diagnostic flow
Chart TA-2 Uneven Braking Occurs While ABS Works (Use TECH 2)
Step Action Yes No
1 1. Connect TECH 2.
2. Make sure of the output conditions of each sensor.
Is the output of each sensor normal? Go to Step 2 Go to Step 3
2 Check piping by TECH 2 ACTUATOR TEST Replace EHCU. Repair the pipe.
Is the piping normal? Go to Step 4 Go to Step 4
3 Repair and check the wheel speed sensor (Refer to chart B-20 to
B-23 , C-1 or TC-1).
Was the each chart finished? Go to Step 4 Go to Step 3
Repeat the “Basic
mounted.
diagnostic flow
Chart A-3, TA-3 The Wheels Are Locked
Step Action Yes No
1 Is ABS working? Go to Step 2 Go to Step 6
2 Is vehicle speed under 10 km/h (6mph)? Normal. Go to Step 3
3 Is sensor output normal? (Chart C-1 or TC-1) Replace sensor
or repair harness.
4 Is front 4WD controller normal? Replace 4WD
controller or
repair harness.
5 Is hydraulic unit grounded properly? Replace EHCU. Correct.
Repeat the “Basic
mounted.
diagnostic flow
Chart A-4 Brake Pedal Feed Is Abnormal
Step Action Yes No
1 Is the stop light actuated when the brake pedal is depressed? Go to Step 2 Go to Step 3
2 1. Turn the ignition switch off. Harness NG
2. Disconnected EHCU connector. between brake
Is the check voltage EHCU connector terminals 13 to 7 when SW and EHCU.
brake pedal is depressed than battery voltage? Go to Step 4 Go to Step 6
3 Is stop light fuse normal? Replace stop light
fuse.
4 Is the check continuity between EHCU connector terminals, 7 to Repair body
body grounded? grounded
harness.
5 Is brake SW normal? Repair stop light Replace brake
harness. SW.
Repeat the “Basic
mounted.
diagnostic flow
Chart A-5, TA-5 Braking Sound (From EHCU) Is Heard While Not Braking
Step Action Yes No
1 Is this the first vehicle start after engine start? It is self checking
sound
Normal. Go to Step 2
2 Is vehicle speed under 10 km/h (6 mph)? It is self checking
sound
Normal. Go to Step 3
3 Check for the following condition:
f At the time of shift down or clutch operation.
f At the time of low road friction drive (ice or snow road) or rough
road drive.
f At the time of high-speed turn.
f At the time of passing curb. ABS may
f At the time of operating electrical equipment switches. sometime be
f At the time of racing the engine (over 5000 rpm). actuated even
when brake pedal
Did it occur under any one condition above? is not applied. Go to Step 4
4 Is there play in each or any sensor/wheel speed sensor rings? Repair.
5 Damage or powdered iron sticking to each or any sensor/wheel Repair.
speed sensor ring? Go to Step 7 Go to Step 6
6 Is each sensor output normal? (Refer to chart C-1 or TC-1). Check harness/
connector for
suspected
disconnection
If no
disconnection is
found, replace
Coil integrated
module. Repair.
Repeat the “Basic
mounted.
diagnostic flow
Diagnostic Trouble Codes

Choose and trace an appropriate flowchart by the
numbers listed below to find fault and repair.
Code
Chart
Flash out Serial Diagnosis Item
No.
Communications
12 — — — —
13 C0285 2 WD Controller in 4WD Vehicle Controller Wiring B-8
14 C0271 RAM read/write error
C0272 ROM checksum error
Coil
C0270 ALU function error Integrated B-2
M d l
Module
C0273 Inoperative isolation item
C0284 Loop time overrun
15 C0277 Low ignition voltage
Wiring B-3
C0278 High ignition voltage
17 C0269 Excessive dump time B-4
18 C0274 Excessive isolation time Coil B-5
Integrated
21 C0276 G-Sensor Failure Module B-6
22 C0281 Brake switch Failure B-7
24 C0282 Open or shorted 4×4 input signal (4WD only) Wiring B-8
32 C0267 Open motor circuit or shorted ECU output
Motor B-9
C0268 Stalled motor or open ECU output
35 C0265 Open relay circuit
Relay B-10
C0266 Shorted relay circuit
41 C0245 FL Open isolation solenoid or shorted ECU output
B-11
C0247 FL Shorted isolation solenoid or open ECU output
42 C0246 FL Open dump solenoid or shorted ECU output
B-12
C0248 FL Shorted dump solenoid or open ECU output
43 C0241 FR Open isolation solenoid or shorted ECU output
B-13
C0243 FR Shorted isolation solenoid or open ECU output
Solenoid
44 C0242 FR Open dump solenoid or shorted ECU output
B-14
C0244 FR Shorted dump solenoid or open ECU output
45 C0251 Rear Open isolation solenoid or shorted ECU output
B-15
C0253 Rear Shorted isolation solenoid or open ECU output
46 C0252 Rear Open dump solenoid or shorted ECU output
B-16
C0254 Rear Shorted dump solenoid or open ECU output
Code
Diagnosis Item Chart
Flash out Serial No.
Communications
51 C0225 FL Open or shorted sensor B-17
52 C0221 FR Open or shorted sensor B-18
53 C0235 Rear Open or shorted sensor B-19
61 C0226 FL Missing sensor signal
B-20
C0227 FL Sensor signal dropout Sensor or
62 C0222 FR Missing sensor signal Wiring
B-21
C0223 FR Sensor signal dropout
63 C0236 Rear Missing sensor signal
B-22
C0237 Rear Sensor signal dropout
64 C0229 Simultaneous dropout of front sensor signal B-23
65 C0238 Wheel speed error Vehicle or
B-24
Sensor
— C0286 Shorted indicator lamp Wiring —
Diagnosis By “ABS” Warning Light

Illumination Pattern
In the event that there is abnormality in the “ABS” warning
light illumination pattern while the key is in the ON position
or if the warning light is actuated during driving, trouble
should be diagnosed on a illumination pattern basis as
follows:
No. Condition “ABS” Warning Light Illumination Pattern Diagnostic
1 Warning light is actu- Normal
ated normally
2 Warning light is not lit Warning light lighting circuit

trouble→Go to Chart B-1
3 Warning light remains Diagnostic trouble codes are

ON stored.
Display diagnostic trouble
codes and diagnose on a
code basis according to the
flow charts.
4 Warning light is actu- Diagnostic trouble codes are

ated while driving stored.
Display diagnostic trouble
codes and diagnose on a
code basis according to the
flow charts.
5 Warning light goes at Even after repairing the

12 km/h (8 mph) or faulty part the warning light
higher (After repairing (W/L) dose not go out it ve-
the faulty part) hicle is at a stop.
Turn the ignition switch to the
ON position and drive the ve-
hicle at 12 km/h (8 mph) or
higher to make sure that the
warning light goes out.
Diagnostic Trouble Codes (DTCs) 1. How to start DTC display:
When the warning light in the meter remains ON, the f Confirm that the vehicle has come to a complete
EHCU stores the fault identification and disables the stop (with the wheels standing still) and that the
ABS. brake pedal is not depressed. (Unless these two
How to display and erase DTCs: condition are satisfied, DTC display cannot be
started.)
NOTE:
f With IGN OFF, connect #12 terminal with #4
f DTCs can be displayed also by TECH 2. Use terminal or # 5 terminal (GND) . Then turn IGN ON.
“Diagnostic Trouble Codes” mode.
The DLC is located behind the driver side kick panel
350RW016
f Keep #12 terminal connected with #4 terminal or # 5 3. How to erase code:

terminal (GND) during DTC display. (If #12 terminal f Conduct brake switch ON/OFF operation 6 or more
is separated from #4 terminal or # 5 terminal (GND) times within 3 seconds of self-diagnosis startup.
during display, display will stop.)
f The code cannot be erased if more than 3 seconds
2. DTC display: have passed since self-diagnosis startup, or if
f DTC is displayed by blinking warning light. self-diagnosis has started with brake switched on
f Double-digit display. (brake pedaled).
f First, normal DTC 12 is displayed three times and
then any other DTCs are displayed three times. (If
no other DTCs have been stored, the display of DTC
12 will be repeated.)
B05RW005
4. Notes
f If the following should occurs during Diagnostic
Trouble Code (DTC) display the display will be
discontinued. After initial check, the status that is
under the control of ABS will be returned :
– The vehicle starts (The wheels turn) or the brake
pedal is depressed.
f Up to 3 different codes can be stored.
f If the ABS should turn OFF due to an intermittent
defect, the system will be restored at the next key
cycle, if the initial check finds no abnormality (when
IGN is switched from OFF to ON).
5. An example of DTC display
Display of DTC 23
B05RW006
After displaying DTC 12 three times, one DTC after

another is displayed, starting with the most recent
one. (However, display is discontinued after about 5
minutes.)
B05RS005
The DTC 12 is displayed repeatedly. (display is

discontinued after about 5 minutes after)
Chart B-1 With the key in the ON position (Before starting the engine). Warning light (W/L)
is not activated.
Step Action Yes No
1 Is W/L fuse disconnected? Replace fuse.
2 Is W/L burnt out? Replace W/L
bulb.
3 1. Turn the key off.
2. Disconnect coil integrated module connector (C-4).
3. Turn the key ON. Repair harness
Is the check voltage between coil integrated module connector and connector.
(C-4) terminals 6 and 7 than battery voltage? Go to Step 4 Go to Step 5
4 Is the check continuity coil integrated module connector (C-4) Check harness
terminals, 1 and 7 and body ground. for suspected
disconnection
No fault found: Repair harness
Replace EHCU. and connector.
Repeat the “Basic
mounted.
diagnostic flow
Chart B-2 CPU Error (DTC 14 (Flash out) / C0271, C0272, C0273, C0284 (Serial
communications))
Step Action Yes No
2. Disconnected coil integrated module connector.
3. Inspect coil integrated module ground. Repair the body
Is the check resistance between the coil integrated module ground harness.
connector terminals, 2 (C-5) and 7 (C-4) and body ground? Go to Step 2 Go to Step 3
2 1. Turn the key off, connect the coil integrated module connector.
2. Erase the trouble code.
3. Turn Ignition off, then on, to perform system self-check.
Inspect in
4. If warning light remains on, display trouble codes once again.
accordance with
Is the check trouble code 14 (Flash out) / C0271, C0272, C0273, Replace EHCU. the DTC
C0284 (Serial communications)? Go to Step 3 displayed.
3 1. Reconnect all components, ensure all components are
properly mounted.
Repeat the “Basic
diagnostic flow
Chart B-3 Low or High Ignition Voltage (DTC 15 (Flash out) / C0277, 0278 (Serial
communications))
Step Action Yes No
1 Is the check battery voltage normal? (Battery capacity check) Charge or
replace battery.
2 1. Turn the key off. Check harness
2. Disconnect coil integrated module connector. connector for
3. Turn the key on. suspected
disconnection
Is the check voltage between coil integrated module connector
(C-4) terminals 1 and 7, higher than 10V? Fault found:
Repair, and
perform system
self-check
No fault found: Repair harness or
replace EHCU. connector.
properly mounted.
Repeat the “Basic
diagnostic flow
Chart B-4 Excessive Dump Time (DTC 17 (Flash out) / C0269 (Serial communications))
Step Action Yes No
1 Check for anything causing extended ABS activation, such as
locked brakes or an erratic speed sensor signal.
Repair or
Was a problem found? Replace Go to Step 2
2 1. The key turned off.
2. Replace EHCU.
3. Reconnect all components, ensure all components are Repeat the “Basic
properly mounted. diagnostic flow
Chart B-5 Excessive Isolation Time (DTC 18 (Flash out) / C0274 (Serial communications))
Step Action Yes No
1 Check for anything causing extended ABS activation, such as
locked brakes or an erratic speed sensor signal.
Repair or
Was a problem found? Replace Go to Step 2
2 1. The key turned off.
2. Replace EHCU.
Chart B-6 G-Sensor Output Failure (DTC 21 (Flash out) / C0276 (Serial communications))
Step Action Yes No
2. Replace EHCU.
Chart B-7 Brake Switch Failure (DTC 22 (Flash out) / C0281 (Serial communications))
Step Action Yes No
1 Is the stop light actuated when the brake pedal is depressed? Go to Step 2 Go to Step 4
2 1. Turn the key off. Harness between
2. Disconnected coil integrated module connector. brake SW and
Is the check voltage coil integrated module connector (C-4) coil integrated
terminals 13 to 7 when brake pedal is depressed than battery module is faulty.
voltage? Go to Step 3 Go to Step 6
3 Is the check that pins C-5 connector 2, and C-4 connector 7 have Check harness /
good ground? connector for
disconnection
Fault found:
Repair, and
perform system
self-check.
No fault found:
replace EHCU. Repair.
4 Is stop light fuse normal? Replace.
5 Is brake SW normal? Abnormal
harness in stop
light circuit.
Repair the
harness. Replace.
properly mounted.
Repeat the “Basic
diagnostic flow
Chart B-8 2WD Controller in 4WD Vehicle Controller (DTC 13 (Flash out) / C0285 (Serial
communications)), 4WD State Input Signal Failure (DTC 24 (Flash out) / C0282 (Serial
communications))
Step Action Yes No
1 Remove coil integrated module connector.
Is the coil integrated module connector (C-4) terminal 8 line Repair.
normally? Go to Step 2 Go to Step 3
2 Is the 4WD controller normally? Replace 4WD
Replace EHCU. controller.
properly mounted.
Repeat the “Basic
diagnostic flow
Chart B-9 Pump Motor Failure (DTC 32 (Flash out) / C0267, C0268 (Serial
communications))
Step Action Yes No
1 1. Turn the key off. Repair
2. Disconnect coil integrated module connector. fuse/harness
3. Measure the voltage between terminal 1 of the coil integrated between battery
module connector (C-5) and body ground. and coil
integrated
Is the voltage equal to the battery voltage?
module connector
(C-5) terminal 1.
2 Is the harness from the hydraulic unit connected to the coil Connect to the
integrated module connector? connector.
3 Is the harness from the hydraulic unit normally? Replace EHCU.
4 Is the check resistance of hydraulic unit connector terminals 1 and Replace EHCU. Replace EHCU.
2 between 0.2 and 1.0 ohms? Go to Step 5 Go to Step 5
properly mounted.
Repeat the “Basic
diagnostic flow
Chart B-10 EHCU Valve Relay Failure (DTC 35 (Flash out) / C0265, C0266 (Serial
communications))
Step Action Yes No
1 1. Turn the key off. Repair fuse and
2. Disconnect coil integrated module connector. harness coil
3. Measure the voltage between terminal 1 of the coil integrated integrated
module connector (C-5) and body ground. module connector
(C-5) terminal 1
Is the voltage equal to the battery voltage?
Replace EHCU. and battery.
properly mounted.
Repeat the “Basic
diagnostic flow
Chart B-11 FL Isolation Solenoid Coil Failure (DTC 41 (Flash out) / C0245, C0247 (Serial
communications))
Step Action Yes No
1 Was the “EHCU Connector Pin–out Checks” performed? Go to “EHCU
Connector
Go to Step 2 Pin–out Checks.”
2 1. Turn the key switch to off. Repair the
2. Disconnect the 2–way EHCU connector (C–5) from the connector.
EHCU. Repeat the “Basic
3. Inspect the connector for damage or corrosion. Diagnostic Flow
Is the connector free from damage or corrosion? Go to Step 3 Chart.”
3 1. Replace the Coil Integrated Module.
2. Reconnect all component, ensure all components are properly
Repeat the “Basic
mounted.
diagnostic flow
Chart B-12 FL Dump Solenoid Coil Failure (DTC 42 (Flash out) / C0246, C0248 (Serial
communications))
Step Action Yes No
Connector
Repeat the “Basic
mounted.
diagnostic flow
Chart B-13 FR Isolation Solenoid Coil Failure (DTC 43 (Flash out) / C0241, C0243 (Serial
communications))
Step Action Yes No
Connector
Repeat the “Basic
mounted.
diagnostic flow
Chart B-14 FR Dump Solenoid Coil Failure (DTC 44(Flash out) / C0242, C0244 (Serial
communications))
Step Action Yes No
Connector
Repeat the “Basic
mounted.
diagnostic flow
Chart B-15 Rear Isolation Solenoid Coil Failure (DTC 45 (Flash out) / C0251, C0253 (Serial
communications))
Step Action Yes No
Connector
Repeat the “Basic
mounted.
diagnostic flow
Chart B-16 Rear Dump Solenoid Coil Failure (DTC 46 (Flash out) / C0252, C0254 (Serial
communications))
Step Action Yes No
Connector
Repeat the “Basic
mounted.
diagnostic flow
Chart B-17 FL Speed Sensor Open or Shorted (DTC 51 (Flash out) / C0225 (Serial
communications))
Step Action Yes No
1 1. Turn the key off. Check for faults
2. Disconnect coil integrated module connector. in harness
3. Measure the resistance between coil integrated module between speed
connector (C-4) terminals 2 and 10. sensor and coil
integrated
Is the resistance between 2.0k and 2.8k ohms?
module.
Fault found:
Repair, and
perform system
self-check.
No fault found:
Replace coil
integrated
module.
2 Measure the FL speed sensor resistance at the sensor connector. Repair harness
abnormality
between sensors
and coil
integrated
module. Replace sensor.
properly mounted.
Repeat the “Basic
diagnostic flow
Chart B-18 FR Speed Sensor Open or Shorted (DTC 52 (Flash out) / C0221 (Serial
communications))
Step Action Yes No
integrated
module.
Fault found:
Repair, and
perform system
self-check.
No fault found:
Replace coil
integrated
module.
2 Measure the FR speed sensor resistance at the sensor Repair harness
connector. abnormality
between sensors
and coil
integrated
properly mounted.
Repeat the “Basic
diagnostic flow
Chart B-19 Rear Speed Sensor Open or Shorted (DTC 53 (Flash out) / C0235 (Serial
communications))
Step Action Yes No
integrated
module.
Fault found:
Repair, and
perform system
self-check.
No fault found:
Replace EHCU.
2 Measure the Rear speed sensor resistance at the sensor Repair harness
between sensors
and coil
integrated
properly mounted.
Repeat the “Basic
diagnostic flow
Chart B-20 FL Speed Sensor Missing (DTC 61 (Flash out) / C0226, C0227 (Serial
communications))
Step Action Yes No
2. Disconnect coil integrated module connector.
3. Measure the FL speed sensor resistance between coil
integrated module connector (C-4) terminals 2 and 10.
Is the resistance between 2.0k and 2.8k ohms? Go to Step 2 Go to Step 3
2 Is there play sensor/sensor rotor? Repair.
abnormality
between sensors
and coil
integrated
4 Damage and powered iron sticking to sensor/sensor ring? Repair.
5 Is sensor output normal? (Chart C-1-1 or TC-1) Check for faults
in harness
between speed
sensor and coil
integrated
module.
Fault found:
repair, and
perform system
self-check.
No fault found:
replace EHCU. Replace sensor.
properly mounted.
Repeat the “Basic
diagnostic flow
NOTE: Even after repairing the faulty part the warning
light (W/L) does not go out if the vehicle is at a stop. Turn
the ignition switch to the ON position and drive the vehicle
at 12 km/h (8 mph) or higher to make sure that the
Chart B-21 FR Speed Sensor Missing (DTC 62 (Flash out) / C0222, C0223 (Serial
communications))
Step Action Yes No
3. Measure the FR speed sensor resistance between coil
between sensors
and coil
integrated
in harness
between speed
sensor and coil
integrated
module.
Fault found:
repair, and
perform system
self-check.
No fault found:
properly mounted.
Repeat the “Basic
diagnostic flow
Chart B-22 Rear Speed Sensor Missing (DTC 63 (Flash out) / C0236, C0237 (Serial
communications))
Step Action Yes No
3. Measure the Rear speed sensor resistance between coil
3 Measure the rear speed sensor resistance at the sensor Repair harness
between sensors
and coil
integrated
in harness
between speed
sensor and coil
integrated
module.
Fault found:
repair, and
perform system
self-check.
No fault found:
properly mounted.
Repeat the “Basic
diagnostic flow
Chart B-23 Simultaneous Drop-out of Front Speed Sensor Signal (DTC 64 (Flash out) /
C0229 (Serial communications))
Step Action Yes No
3. Measure the FL speed sensor resistance between coil
2 Measure the FR speed sensor resistance between coil integrated
module connector (C-4) terminals 3 and 11.
Is the resistance between 2.0k and 2.8 k ohms? Go to Step 5 Go to Step 4
abnormality
between sensors
and coil
integrated
between sensors
and coil
integrated
7 Is sensor output normal? (Chart C-1-1&C-1-2 or TC-1) Check for faults
in harness
between speed
sensor and coil
integrated
module.
Fault found:
repair, and
perform system
self-check.
No fault found:
properly mounted.
Repeat “Basic
diagnostic flow
NOTE: Even after repairing the faulty part the warning at 12 km/h (8 mph) or higher to make sure that the
light (W/L) does not go out if the vehicle is at a stop. Turn warning light goes out.
Chart B-24 Wheel Speed Input Abnormality (DTC 65 (Flash out) / C0238 (Serial
communications))
Step Action Yes No
1 Using TECH 2? Go to Step 2 Go to Step 3
2. Select Snap shot manual trigger. Go to Step 3
3. With wheel speed data displayed, run the vehicle when speed
All the sensors
has arrived at 30 km/h (18 mph).
should follow the
4. Check speed data on each wheel (refer to the criterion given
following
below). * 1 Replace. flowchart (without
Is the abnormal sensor condition found? Go to Step 8 using TECH 2).
3 Is there play in sensor/sensor ring? Repair.
4 Is there powdered iron sticking to sensor/sensor ring? Repair.
5 Is there a broken tooth or indentation in sensor ring? Replace sensor
ring.
6 Is there play in wheel bearing? Adjust or repair.
7 Is the check wiring between sensor and coil integrated module Repair, and
normal? perform system
Replace EHCU. self-check.
properly mounted.
Repeat ‘Basic
diagnostic flow
Sensor Signal Abnormality Criteria using TECH 2
1. While driving, the speed of one or two wheels is 25%
or more higher or lower than that of the other wheels.
2. The speed of one or two wheels is 10 km/h (6 mph) or
more higher or lower than that of the other wheels.
3. During steady driving, wheel speed changes abruptly.
*1 The vehicle must run on a level paved road.
light (W/L) does not go out if the vehicle is at a stop.
Turn the ignition switch to the ON position and drive the
vehicle at 12 km/h (8 mph) or higher to make sure that the
It is important to verify that the correct tires are installed
on vehicle.
Unit Inspection Procedure

This section describes the following inspection proce-
dures referred to during “SYMPTOM DIAGNOSIS” and
“DIAGNOSIS BY ‘ABS’ WARNING LIGHT ILLUMINA-
TION PATTERN” :
without TECH 2 with TECH 2
Sensor Output Inspection Chart C-1-1 to C-1-3 Chart TC-1
Chart C-1-1 FL Sensor Output Inspection Procedure

Step Action Yes No
3. Jack up the vehicle with all four wheels off the ground.
Measure the AC voltage between coil integrated module
connector terminals while turning FL wheel at a speed of 1
RPS:
Is the check between coil integrated module connector (C-4) OK.
terminals 2 and 10 than under 200 mV? Go to Step 2 Go to Step 3
2 1. Disconnect the wheel speed sensor. Connector is
2. Measure resistance between the wheel speed sensor faulty, or open or
connector terminals 1 and 2. short circuit of
harness between
Is the check between connector (C-13) terminals 1 and 2 within
wheel speed
2.0k - 2.8k ohms?
sensor connector
and coil
integrated
module. Wheel speed
Inspect and sensor is faulty.
correct the Replace the
connector or wheel speed
harness. sensor.
Repeat the “Basic
mounted.
diagnostic flow
Chart C-1-2 FR Sensor Output Inspection Procedure
Step Action Yes No
3. Jack up the vehicle with all four wheels off the ground.
Measure the AC voltage between coil integrated module
connector terminals while turning FR wheel at a speed of 1
RPS:
harness between
Is the check between connector (C-33) terminals 1 and 2 within
wheel speed
2.0k - 2.8k ohms?
sensor connector
and coil
integrated
module. Wheel speed
harness. sensor.
Repeat the “Basic
mounted.
diagnostic flow
Chart C-1-3 Rear Sensor Output Inspection Procedure

Step Action Yes No
3. Jack up the vehicle with all four wheels off the ground measure
the AC voltage between coil integrated module connector
terminals while turning Rear wheel at a speed of 1 RPS:
harness between
Is the check between connector (F-4) terminals 1 and 2 within
wheel speed
1.2k - 2.0k ohms?
sensor connector
and coil
integrated
module. Wheel speed
harness. sensor.
Repeat the “Basic
mounted.
diagnostic flow
Chart TC-1 Sensor Output Inspection Procedure
Step Action Yes No
2. Check the wheel speed of each sensor by Data List.
Is the vehicle speed normal? Go to Step 6 Go to Step 2
2 Check the sensor harness for suspected disconnection (check Replace speed
while shaking harness/connector). sensor. Repair.
Is the sensor harness connection normal? Go to Step 4 Go to Step 3
3 Check the wheel speed of each sensor by Data List.
Is the vehicle speed normal? Go to Step 6 Go to Step 4
4 Check the sensor rotor. Replace speed Replace sensor
sensor. rotor.
Is the sensor rotor normal?
5 Check the harness between coil integrated module and speed Repair harness or
sensor. connector
between coil
Is the harness connection normal?
integrated
module and
speed sensor.
Repeat the “Basic
mounted.
diagnostic flow
Special Tools
TOOL NO.
ILLUSTRATION
TOOL NAME
J–35616
Connector test adapter
kit
J–39200
High impedance
multimeter
7000086–ISU
Tech 2 Set
(1) PCMCIA Card
(2) SAE 16/19 Adapter
(3) DLC Cable
(4) Tech 2
SECTION
ANTI–LOCK BRAKE SYSTEM 5B–1

RODEO
BRAKES
ANTI-LOCK BRAKE SYSTEM
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 5B–1 Rear Wheel Speed Sensor . . . . . . . . . . . . . . . 5B–5
Electronic Hydraulic Control Unit . . . . . . . . . . 5B–2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B–5
Electronic Hydraulic Control Unit and Inspection and Repair . . . . . . . . . . . . . . . . . . 5B–5
Associated Parts . . . . . . . . . . . . . . . . . . . . . . 5B–2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B–5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B–2
Disassembled View . . . . . . . . . . . . . . . . . . . . 5B–3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 5B–3
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 5B–3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B–3
Front Wheel Speed Sensor . . . . . . . . . . . . . . . 5B–4
Front Wheel Speed Sensor and Associated
Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B–4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B–4
Inspection and Repair . . . . . . . . . . . . . . . . . . 5B–4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B–4
Service Precaution
systems.
5B–2 ANTI–LOCK BRAKE SYSTEM
Electronic Hydraulic Control Unit

Electronic Hydraulic Control Unit and Associated Parts
350RW017
Legend (3) Bracket

(1) EHCU (4) Bolt and Nut
(2) Bolt
Removal
1. Remove brake pipes.
f After disconnecting brake pipe, cap or tape the
openings of the brake pipe to prevent the entry of
foreign matter.
2. Remove three bracke fixing bolts.
3. Disconnect red clip from harness connector.
350RW018
4. Remove harness connector. Disassembly
5. Remove EHCU ASM.
1. Remove fixing bolts from EHCU.
6. Remove EHCU.
2. Remove coil integrated module from hydraulic unit.
Disassembled View Reassembly

To reassembly, follow the disassembly steps in the
reverse order, noting the following points:
Torque:
Fixing bolts: 4.4 N·m (39 lb in)
Installation
Torque:
Hydraulic unit fixing nuts : 22 N·m (16 lb ft)
Ground cable : 14 N·m (10 lb ft)
Brake pipe (joint bolts) : 16 N·m (12 lb ft)
f After installing the hydraulic unit, bleed brakes
completely. See Section 5A “Hydraulic Brakes”.
350RW025
Legend
(1) Fixing Bolts
(2) Coil Integrated Module
(3) Hydraulic Unit (H/U)
5B–4 ANTI–LOCK BRAKE SYSTEM
Front Wheel Speed Sensor

Front Wheel Speed Sensor and Associated Parts
350RS033
Legend (3) Sensor Cable Fixing Bolt (Lower side)

(1) Speed Sensor Connector (4) Sensor Cable Fixing Bolt (Sensor side)
(2) Sensor Cable Fixing Bolt (Upper side) (5) Speed Sensor
1. Remove speed sensor connector. 1. Install speed sensor and take care not to hit the speed
2. Remove sensor cable fixing bolt (Upper side). sensor pole piece during installation.
3. Remove sensor cable fixing bolt (Lower side). 2. Install speed sensor fixing bolt and tighten the fixing
bolt to the specified torque.
4. Remove the speed sensor cable fixing bolt.
5. Remove speed sensor. Torque: 11 N·m (95 lb in)
3. Install speed sensor cable fixing bolt (Lower side) and
tighten the fixing bolt to the specified torque.
1. Check the speed sensor pole piece for presence of
4. Install speed sensor cable fixing bolt (Upper side) and
foreign materials; remove any dirt, etc.
tighten the fixing bolt to the specified torque.
2. Check the pole piece for damage; replace speed
sensor if necessary. Torque : 6 N·m (52 lb ft)
3. Check the speed sensor cable for short or open NOTE: Confirm that a white line marked on the cable is
circuit, and replace with a new one if necessary. not twisted when connecting the speed sensor cable.
To check for cable short or open, bend or stretch the 5. Install speed sensor connector.
cable while checking for continuity.
4. Check the sensor ring for damage including tooth
chipping, and if damaged, replace the sensor ring
assembly. Refer to removal of the sensor ring in
Section 4D “Front hub and disc”.
Rear Wheel Speed Sensor

1. Disconnect harness connector (1). 1. Install speed sensor (3).
2. Remove sensor fixing bolt (2) . 2. Tighten the sensor fixing bolt (2) to the specified
3. Remove speed sensor (3). torque.
Torque : 11 N·m (95 lb in)
3. Connect harness connector (1).
350RW022
Inspection and Repair 350RW022
1. Check speed sensor pole piece for presence of

foreign materials; remove any dirt, etc.
2. Check the pole piece for damage, and replace speed
sensor if necessary.
3. Check speed sensor cable for short or open, and
replace with a new one if necessary. To check for
cable short or open, bend or stretch the cable while
checking for continuity.
4. Check the sensor ring for damage including tooth
chipping, and if damaged, replace the axle shaft
assembly. Refer to removal of the sensor ring in
Section 4A2 “Differential (Rear)”.
SECTION
POWER–ASSISTED BRAKE SYSTEM 5C–1

RODEO
BRAKES
POWER-ASSISTED BRAKE SYSTEM
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 5C–2 Master Cylinder Assembly . . . . . . . . . . . . . . . . 5C–22
General Description . . . . . . . . . . . . . . . . . . . . . 5C–2 Master Cylinder Assembly and Associated
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–6 Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–22
General Diagnosis . . . . . . . . . . . . . . . . . . . . . . . 5C–7 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–22
Hydraulic Brakes . . . . . . . . . . . . . . . . . . . . . . . . 5C–10 Inspection and Repair . . . . . . . . . . . . . . . . . . 5C–22
Filling Master Cylinder Reservoir . . . . . . . . 5C–10 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–23
Deterioration of Brake Fluid . . . . . . . . . . . . . 5C–10 Main Data and Specifications . . . . . . . . . . . 5C–24
Leakage of Brake Fluid . . . . . . . . . . . . . . . . . 5C–10 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–24
Bleeding Brake Hydraulic System . . . . . . . . 5C–10 Vacuum Booster Assembly . . . . . . . . . . . . . . . 5C–25
Flushing Brake Hydraulic System . . . . . . . . 5C–11 Vacuum Booster Assembly and Associated
Brake Pipes and Hoses . . . . . . . . . . . . . . . . 5C–11 Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–25
Brake Hose Inspection . . . . . . . . . . . . . . . . . 5C–11 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–25
Front Caliper Brake Hose . . . . . . . . . . . . . . . . 5C–12 Inspection and Repair . . . . . . . . . . . . . . . . . . 5C–25
Front Caliper Brake Hose and Associated Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–26
Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–12 Exterior Components . . . . . . . . . . . . . . . . . . . . 5C–28
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–12 Exterior Components and Associated Parts 5C–28
Rear Axle Brake Hose . . . . . . . . . . . . . . . . . . . 5C–13 Inspection and Repair . . . . . . . . . . . . . . . . . . 5C–29
Rear Axle Brake Hose and Associated Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–29
Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–13 Vacuum Booster Overhaul . . . . . . . . . . . . . . . . 5C–29
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–13 Vacuum Booster . . . . . . . . . . . . . . . . . . . . . . . 5C–29
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–13 Main Data and Specifications . . . . . . . . . . . . . 5C–30
Brake Pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–14 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–31
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–14 Front Disc Brake Pads . . . . . . . . . . . . . . . . . . . 5C–32
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–14 Front Disc Brake Pads Inspection . . . . . . . . 5C–32
P & B (Proportioning and Bypass) Valve . . . . 5C–15 Front Disc Brake Pads and Associated
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–15 Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–32
Main Data and Specifications . . . . . . . . . . . . . 5C–16 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–33
Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–17 Front Disc Brake Rotor . . . . . . . . . . . . . . . . . . . 5C–35
Checking Pedal Height . . . . . . . . . . . . . . . . . 5C–17 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–35
Checking Pedal Travel . . . . . . . . . . . . . . . . . 5C–17 Replacing Brake Rotors . . . . . . . . . . . . . . . . 5C–35
Brake Pedal and Associated Parts . . . . . . . 5C–18 Refinishing Brake Rotors . . . . . . . . . . . . . . . 5C–35
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–18 Front Disc Brake Caliper Assembly . . . . . . . . 5C–36
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–18 Front Disc Brake Caliper Assembly and
Stoplight Switch . . . . . . . . . . . . . . . . . . . . . . . . . 5C–19 Associated Parts . . . . . . . . . . . . . . . . . . . . . . 5C–36
Parts Location . . . . . . . . . . . . . . . . . . . . . . . . 5C–19 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–37
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–19 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–37
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–19 Front Disc Brake Caliper . . . . . . . . . . . . . . . . . 5C–39
Main Data and Specifications . . . . . . . . . . . . . 5C–20 Front Disc Brake Caliper Disassembled
Fluid Reservoir Tank . . . . . . . . . . . . . . . . . . . . . 5C–21 View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–39
Fluid Reservoir Tank and Associated Parts 5C–21 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–39
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–21 Inspection and Repair . . . . . . . . . . . . . . . . . . 5C–40
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–21 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–40
Main Data and Specifications . . . . . . . . . . . 5C–42
5C–2 POWER–ASSISTED BRAKE SYSTEM
Rear Disc Brake Pads (4×4 Model) . . . . . . . . 5C–43 Inspection and Repair . . . . . . . . . . . . . . . . . . 5C–51
Brake Pads Inspection . . . . . . . . . . . . . . . . . 5C–43 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–51
Brake Pads and Associated Parts . . . . . . . 5C–43 Main Data and Specifications (4×4 Model) 5C–53
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–44 Brake Lining . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–54
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–44 Brake Lining and Associated Parts . . . . . . . 5C–54
Rear Disc Brake Rotor (4×4 Model) . . . . . . . . 5C–46 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–54
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–46 Brake Lining Inspection . . . . . . . . . . . . . . . . 5C–55
Replacing Brake Rotors . . . . . . . . . . . . . . . . 5C–46 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–55
Refinishing Brake Rotors . . . . . . . . . . . . . . . 5C–46 Drum Brake Adjustment (4×2 Model) . . . . . 5C–56
Rear Drum (In Disc) Inside Diameter Check 5C–47 Servicing The Brake Drum . . . . . . . . . . . . . . 5C–56
Rear Disc Brake Caliper Assembly Wheel Cylinder Assembly (4×2 Model) . . . . . 5C–57
(4×4 Model) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–48 Wheel Cylinder Assembly and Associated
Rear Disc Brake Caliper Assembly and Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–57
Associated Parts . . . . . . . . . . . . . . . . . . . . . . 5C–48 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–57
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–48 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–57
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–49 Disassembled View . . . . . . . . . . . . . . . . . . . . 5C–58
Rear Disc Brake Caliper (4×4 Model) . . . . . . 5C–50 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–58
Rear Disc Brake Caliper Disassembled Inspection and Repair . . . . . . . . . . . . . . . . . . 5C–58
View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–50 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–58
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 5C–51 Main Data and Specifications . . . . . . . . . . . 5C–60

WARNING: THIS VEHICLE HAS A SUPPLEMENTAL Master Cylinder Assembly
systems.
330RS001
The master cylinder contains two pistons that supply the CAUTION:
hydraulic pressure for a dual–circuit braking system. The 1. The master cylinder is not repairable. If found
primary piston provides the fluid pressure to the front defective, it must be replaced as a complete
brakes, while the secondary piston provides the fluid assembly.
pressure to the rear brakes. If the pressure is lost from
2. If any hydraulic component is removed or
either system, the remaining system will function to stop disconnected, it may be necessary to bleed all or
the vehicle. part of the brake system. (Refer to “Bleeding
Brake Hydraulic System” in this section.)
3. The torque values specified are for dry,
unlubricated fasteners.
4. Perform service operations on a clean bench free
from all mineral oil materials.
Brake Booster
331RS001
This booster is a tandem vacuum unit with a diaphragm CAUTION:

effective diameter 205mm + 230mm. In normal operating 1. If any hydraulic component is removed or
mode, with the service brakes in the released position, disconnected, it may be necessary to bleed all or
the tandem vacuum booster operates with vacuum on part of the brake system.
both sides of its diaphragms. When the brakes are
2. The torque values specified are for dry,
applied, air at atmospheric pressure is admitted to one unlubricated fasteners.
side of each diaphragm to provide the power assist.
When the service brake is released, the atmospheric air is 3. The vacuum booster is not repairable and must be
shut off from the one side of each diaphragm. The air is replaced as complete assembly.
then drawn from the booster through the vacuum check
valve to the vacuum source.
Disc Brake
Front Disc Brake
A05RW001
Rear Disc Brake (4×4 Model)
A05RW002
The disc brake assembly consists of a caliper, piston, 4. Replace pads in axle sets only.
rotor, pad assembly and support bracket. The caliper 5. The torque values specified are for dry, unlubricated
assembly has a single bore and is mounted to the support fasteners.
bracket with two mounting bolts. The support bracket 6. Perform the service operation on a clean bench free
allows the caliper to move laterally against the rotor. The from all mineral oil materials.
caliper is a one–piece casting with the inboard side
containing the piston bore. A square cut rubber seal is Operation
located in a groove in the piston bore which provides the Hydraulic pressure, created by applying the brake pedal,
hydraulic seal between the piston and the cylinder wall. is converted by the caliper to a stopping force. This force
acts equally against the piston and the bottom of the
NOTE:
caliper bore to move the piston outward and to move
1. Replace all components included in repair kits used to (slide) the caliper inward resulting in a clamping action on
service this caliper. the rotor. This clamping action forces the linings against
2. Lubricate rubber parts with clean brake fluid to ease the rotor, creating friction to stop the vehicle.
assembly.
3. If any hydraulic component is removed or
disconnected, it may be necessary to bleed all or part
of the brake system.
Leading/Trailing Drum Brakes (4×2 Model)
A05RS003
This drum brake assembly is a leading/trailing shoe

design. Both brake shoes are held against the wheel
cylinder pistons by the upper return spring and to the fixed
anchor plate by the lower return spring. When the brakes
are applied, the wheel cylinder pistons move both shoes
out contact the drum.
With forward wheel rotation, the forward brake shoe will
wrap into the drum and became self-energized.
With reverse wheel rotation, the rear brake shoe is
self-energized. Force from the brake shoes is transferred
to the anchor plate through the braking plate to the axle
flange. Adjustment is automatic and occurs on any
service brake application. Also, with leading/trailing
brakes, it is normal for the front shoe to wear at a faster
rate than the rear shoe.
Diagnosis Warning Light Operation

When the ignition switch is in the START position, the
Road Testing The Brakes “BRAKE” warning light should turn on and go off when the
Brake Test ignition switch returns to the ON position.
Brakes should be tested on a dry, clean, reasonably The following conditions will activate the “BRAKE” light:
smooth and level roadway. A true test of brake 1. Parking brake applied. The light should be on
performance cannot be made if the roadway is wet, whenever the parking brake is applied and the ignition
greasy or covered with loose dirt so that all tires do not switch is on.
grip the road equally. Testing will also be adversely 2. Low fluid level. A low fluid level in the master cylinder
affected if the roadway is crowned so as to throw the will turn the “BRAKE” light on.
weight of the vehicle toward wheels on one side or if the 3. During engine cranking the “BRAKE” light should
roadway is so rough that wheels tend to bounce. Test the remain on. This notifies the driver that the warning
brakes at different vehicle speeds with both light and circuit is operating properly.
heavy pedal pressure; however, avoid locking the wheels
and sliding the tires. Locked wheels and sliding tires do
not indicate brake efficiency, since heavily braked but
turning wheels will stop the vehicle in less distance than
locked wheels. More tire–to–road friction is present with a
heavily braked turning tire then with a sliding tire.
The standard brake system is designed and balanced to
avoid locking the wheels except at very high deceleration
levels.
It is designed this way because the shortest stopping
distance and best control is achieved without brake
lock–up.
Because of high deceleration capability, a firmer pedal
may be felt at higher deceleration levels.
External Conditions That Affect Brake Performance
1. Tires: Tires having unequal contact and grip on the
road will cause unequal braking. Tires must be
equally inflated, identical in size, and the thread
pattern of right and left tires must be approximately
equal.
2. Vehicle Loading: A heavily loaded vehicle requires
more braking effort.
3. Wheel Alignment: Misalignment of the wheels,
particularly in regard to excessive camber and caster,
will cause the brakes to pull to one side.
Brake Fluid Leaks

With engine running at idle and the transmission in
“Neutral”, depress the brake pedal and hold a constant
foot pressure on the pedal. If pedal gradually falls away
with the constant pressure, the hydraulic system may be
leaking.
Check the master cylinder fluid level. While a slight drop in
the reservoir level will result from normal lining wear, an
abnormally low level in reservoir indicates a leak in the
system. The hydraulic system may be leaking internally
as well as externally. Refer to “Master Cylinder
Inspection”. Also, the system may appear to pass this test
but still have slight leakage. If fluid level is normal, check
the vacuum booster push rod length. If an incorrect length
push rod is found, adjust or replace the push rod. Check
the brake pedal travel and the parking brake adjustment.
When checking the fluid level, the master cylinder fluid
level may be low from the “MAX” mark if the front and rear
linings are worn. This is not abnormal.
General Diagnosis
Brake Pull Tire inflation pressure is unequal. Adjust
Front wheel alignment is incorrect. Adjust
Unmatched tires on same axle. Tires with approx. the same amount
of tread should be used on the same
axle.
Restricted brake pipes or hoses. Check for soft hoses and damaged
lines. Replace with new hoses and
new double“walled steel brake
piping.
Water or oil on the brake pads. Clean or replace.
Brake pads hardened. Replace
Brake pads worn excessively. Replace
Brake rotor worn or scored. Grind or replace.
Disc brake caliper malfunctioning. Clean or replace.
Front hub bearing preload incorrect. Adjust or replace.
Loose suspension parts. Check all suspension mountings.
Loose calipers. Check and tighten the bolts to
specifications.
Brake Roughness or Chatter Excessive lateral runout. Check per instructions. If not within
(Pulsates) specifications, replace or machine
the rotor.
Parallelism not within specifications. Check per instructions. If not within
specifications, replace or machine
the rotor.
Wheel bearings not adjusted. Adjust wheel bearings to correct
specifications
Pad reversed (steel against iron). Replace the brake pad and machine
rotor to within specifications.
Excessive Pedal Effort Malfunctioning vacuum booster. Check the vacuum booster operation
and repair, if necessary.
Partial system failure. Check the front and rear brake
system for failure and repair. Also,
check the brake warning light. If a
failed system is found, the light
should indicate failure.
Excessively worn pad. Check and replace pads in sets.
Piston in caliper stuck or sluggish. Remove caliper and rebuild.
Fading brakes due to incorrect pad. Remove and replace with original
equipment pad or equivalent.
Vacuum leak to vacuum booster. Check for ruptured or loose hose.
Check the direction of check valve Correct vacuum hose direction.
within vacuum hose.
Grease on the brake pads. Replace or clean.

Excessive Brake Pedal Travel Air in hydraulic circuit. Bleed the hydraulic circuit.
Level of brake fluid in the reservoir Replenish brake fluid reservoir to
too low. specified level and bleed hydraulic
circuit as necessary.
Master cylinder push rod clearance Adjust
excessive.
Leakage in hydraulic system. Correct or replace defective parts.
Brake Drag Master cylinder pistons not returning Adjust the stop light switch and
correctly. vacuum booster push rod. If
necessary, rebuild.
Restricted brake pipes or hoses. Check for soft hoses or damaged
pipes, and replace with new hoses
and new double–walled steel brake
piping.
Parking brake maladjusted. Adjust
Parking brake lining clearance Adjust
insufficient.
Brake pedal free play insufficient. Adjust the brake pedal height or
power cylinder operating rod.
Piston in the master cylinder sticking. Replace
Piston in the disc brake caliper Replace piston seals.
sticking.
Brake pads sticking in caliper. Clean
Return spring weakened. Replace
Parking brake binding. Overhaul the parking brakes and
correct.
Front hub bearing preload incorrect. Adjust or replace.
Parking brake shoes not returning. Correct or replace the brake back
plate and brake shoe as necessary.
Obstructions in hydraulic circuit. Clean
Rotor warped excessively. Grind or replace.
Rear brake drum distorted. Grind or replace.
Parking cable sticking. Grind or replace.
Grabbing or Uneven Braking Action Malfunctioning vacuum booster. Check operation and correct as
(All conditions listed under “Pulls”) necessary.
Binding brake pedal mechanism. Check and lubricate, if necessary.
Corroded caliper assembly. Clean and lubricate.
Brake Noisy Brake pads are worn. Replace
Brake pads are hardened. Replace
Brake pads are in poor contact with Correct
rotor.
Brake disc(s) warped, worn or Grind or replace.
damaged.
Disc brake anti–squeak shims Replace
fatigued.
Front hub bearings are loose or Adjust or replace.
preload is incorrect.
Brake disc is rusted. Grind or replace.

Poor Brake Action Master cylinder faulty. Correct or replace.
Vacuum booster faulty. Correct or replace.
Level of brake fluid in reservoir too Replenish and bleed.
low.
Air in hydraulic circuit. Bleed
Disc brake caliper faulty. Clean or replace.
Water or oil on brake pads. Clean or replace.
Brake pads in poor contact with the Correct
rotor.
Brake pads worn. Replace
Brake disc rusted. Grind or replace.
Check valve in vacuum hose faulty. Correct or replace.
Hydraulic Brakes
Filling Master Cylinder Reservoir disconnected at any fitting located between the master
cylinder and brakes, then the brake system served by the
CAUTION: Use only specified brake fluid. Do not disconnected pipe must be bled.
use any fluid which contains a petroleum base. Do 1. For 4–Wheel Antilock Brake System (ABS) equipped
not use a container which has been used for vehicle, be sure to remove the ABS main fuse 60A
petroleum based fluids or a container which is wet located at the relay and fuse box before bleeding air. If
with water. Petroleum based fluid will cause swelling you attempt to bleed air without removing the main
and distortion of rubber parts in the hydraulic brake fuse, air cannot be let out thoroughly, and this may
system. Water mixed with brake fluid lowers the fluid cause damage to the hydraulic unit. After bleeding air,
boiling point. Keep all fluid containers capped to be sure to replace the ABS main fuse back to its
prevent contamination. original position.
Always fill the master cylinder reservoir when the en- 2. Set the parking brake completely, then start the
gine is cold. engine.
Never allow the brake fluid to come in contact with
the painted surfaces. NOTE: The vacuum booster will be damaged if the
The master cylinder reservoir must be kept properly bleeding operation is performed with the engine off.
filled to ensure adequate reserve and to prevent air 3. Remove the master cylinder reservoir cap.
and moisture from entering the hydraulic system. 4. Fill the master cylinder reservoir with brake fluid.
However, because of expansion due to heat ab- Keep the reservoir at least half full during the air
sorbed from the brakes and the engine, the reservoir bleeding operation
must not be overfilled. The brake fluid reservoir is on
5. Always use new brake fluid for replenishment.
the master cylinder, which is located under the hood
on the left side of the cowl. Thoroughly clean reser- 6. In replenishing brake fluid, take care that air bubbles
voir cap before removal to avoid getting dirt into res- do not enter the brake fluid.
ervoir. Remove the diaphragm. Add fluid as required When the master cylinder is replaced or overhauled,
to bring level to the “MAX” mark on the reservoir first bleed the air from the master cylinder, then from
tank. Use “DOT 3” Hydraulic Brake Fluid. If the fluid each wheel cylinder and caliper following the
cap diaphragm is stretched, return it to the original procedures described below.
position before installing. Bleeding the Master Cylinder
7. Disconnect the rear wheel brake pipe (1) from the
Deterioration of Brake Fluid master cylinder.
Check the fluid level and replenish as necessary. If
Using any other brake fluid than specified or brake fluid replenished, leave the system for at least one minute.
with mineral oil or water mixed in will drop the boiling point
of brake fluid. It may, in turn, result in vapor lock or 8. Depress the brake pedal slowly once and hold it
deteriorated rubber parts of the hydraulic system. Be sure depressed.
to change the brake fluid at specified intervals. 9. Completely seal the delivery port of the master
If the rubber parts are deteriorated, remove all the system cylinder with your finger, where the pipe was
parts and clean them with alcohol. Prior to reassembly, disconnected then release the brake pedal slowly.
dry the cleaned parts with air to remove the alcohol. 10. Release your finger from the delivery port when the
Replace all the hoses and rubber parts of the system. brake pedal returns completely.
11. Repeat steps 8 through 10 until the brake fluid comes
Leakage of Brake Fluid out of the delivery port during step 8.
With engine idling, set shift lever in the neutral position NOTE: Do not allow the fluid level in the reservoir to go
and continue to depress brake pedal at a constant pedal below the half–way mark.
application force.
Should the pedal stroke become deeper gradually, 12. Reconnect the brake pipe (1) to the master cylinder
leakage from the hydraulic pressure system is possible. and tighten the pipe.
Make sure by visual check that there is no leak. 13. Depress the brake pedal slowly once and hold it
depressed.
14. Loosen the rear wheel brake pipe (1) at the master
Bleeding Brake Hydraulic System cylinder.
A bleeding operation is necessary to remove air from the 15. Retighten the brake pipe, then release the brake
hydraulic brake system whenever air is introduced into pedal slowly.
the hydraulic system. It may be necessary to bleed the
hydraulic system at all four brakes if air has been 16. Repeat steps 13 through 15 until no air comes out of
introduced through a low fluid level or by disconnecting the port when the brake pipe is loosened
brake pipes at the master cylinder. If a brake pipe is NOTE: Be very careful not to allow the brake fluid to come
disconnected at one wheel, only that wheel in contact with painted surfaces.
cylinder/caliper needs to be bled. If the pipes are
26. Go to the next wheel in the sequence after each wheel
is bled.
Be sure to monitor reservoir fluid level.
27. Depress the brake pedal to check if you feel
“sponginess” after the air has been removed from all
wheel cylinders and calipers.
If the pedal feels “spongy”, the entire bleeding
procedure must be repeated.
28. After the bleeding operation is completed on the each
individual wheel, check the level of the brake fluid in
the reservoir and replenish up to the “MAX” level as
necessary.
29. Attach the reservoir cap.
If the diaphragm inside the cap is deformed, reform
it and install.
30. Stop the engine.
330RW012 Flushing Brake Hydraulic System

17. Bleed the air from the front wheel brake pipe It is recommended that the entire hydraulic system be
connection (2) by repeating steps 7 through 16. thoroughly flushed with clean brake fluid whenever new
Bleeding the Caliper parts are installed in the hydraulic system. Approximately
18. Bleed the air from each wheel in the order listed one quart of fluid is required to flush the hydraulic system.
below: The system must be flushed if there is any doubt as to the
f Right rear caliper or wheel cylinder grade of fluid in the system or if fluid has been used which
contains the slightest trace of mineral oil. All rubber parts
f Left rear caliper or wheel cylinder that have been subjected to a contaminated fluid must be
f Right front caliper replaced.
f Left front caliper
Conduct air bleeding from the wheels in the above Brake Pipes and Hoses
order. If no brake fluid comes out, it suggests that air The hydraulic brake system components are
is mixed in the master cylinder. In this case, bleed air interconnected by special steel piping and flexible hoses.
from the master cylinder. In this case, bleed air from Flexible hoses are used between the frame and the front
the master cylinder in accordance with steps 7 calipers, the frame and rear axle case and the rear axle
through 17, and then bleed air from the caliper or and the rear calipers.
wheel cylinder. When the hydraulic pipes have been disconnected for
19. Place the proper size box end wrench over the any reason, the brake system must be bled after
bleeder screw. reconnecting the pipe. Refer to “Bleeding the Brake
Hydraulic System” in this section.
20. Cover the bleeder screw with a transparent tube, and
submerge the free end of the transparent tube in a
transparent container containing brake fluid. Brake Hose Inspection
21. Pump the brake pedal slowly three (3) times The brake hose should be inspected at least twice a year.
(once/sec), then hold it depressed. The brake hose assembly should be checked for road
22. Loosen the bleeder screw until fluid flows through the hazard, cracks and chafing of the outer cover, and for
tube. leaks and blisters. Inspect for proper routing and
mounting of the hose. A brake hose that rubs on
23. Retighten the bleeder screw.
suspension components will wear and eventually fail. A
24. Release the brake pedal slowly. light and mirror may be needed for an adequate
25. Repeat steps 21 through 24 until the air is completely inspection. If any of the above conditions are observed on
removed. the brake hose, adjust or replace the hose as necessary.
It may be necessary to repeat the bleeding procedure CAUTION: Never allow brake components such as
10 or more times for front wheels and 15 or more calipers to hang from the brake hoses, as damage to
times for rear wheels. the hoses may occur.
Front Caliper Brake Hose

Front Caliper Brake Hose and Removal
Associated Parts 1. Raise the vehicle and support it with suitable safety
stands.
2. Remove the wheel and tire assembly.
3. Clean dirt, grease, and other foreign material off the
hose fittings at both ends.
4. Disconnect brake pipe.
5. Remove clip.
6. Remove bolt and gasket.
7. Remove hose.
Installation
noting the following points.
1. Tighten the brake pipes to the specified torque
2. Tighten the bolt to the specified torque.
352RW001
NOTE: Always use new gaskets and be sure to put the
Legend hooked edge of the flexible hose end into the anti–rotation
(1) Bolt and Gasket cavity.
(2) Clip After installing the brake hoses, bleed the brakes as
(3) Hose described in this section.
(4) Brake Pipe
Rear Axle Brake Hose

Rear Axle Brake Hose and Associated Removal
Parts 1. Raise the vehicle and support it with suitable safety
stands.
2. Remove wheel and tire assembly.
3. Clean dirt, grease, and other foreign material off the
hose fittings at both ends.
4. Disconnect brake pipe.
5. Remove clip.
6. Remove brake pipe.
7. Remove bolt.
8. Remove hose.
Installation
noting the following points.
1. Tighten the brake pipes to the specified torque
2. Tighten the bolt to the specified torque.
352RW002
Legend After installing the brake hoses, bleed the brakes as
(1) Brake Pipe described in this section.
(2) Clip
(3) Bolt
(4) Brake Pipe
(5) Hose
Brake Pipe
1. Raise the vehicle and support it with suitable safety To install, follow the removal steps in the reverse order,
stands. noting the following points.
2. Remove wheel and tire assembly as necessary. 1. Tighten the brake pipes to the specified torque.
3. Clean dirt, grease, and other foreign material off the Master cylinder and P&B valve sides
pipe fittings at both ends. Torque: 12 N·m (104 lb in)
4. Remove brake pipe (1).
Others
After installing the brake pipes, bleed the brakes as
described in this section.
330RW011
5. Remove plastic clip (2).
330RW002
P & B (Proportioning and Bypass) Valve

P & B (Proportioning and Bypass)
Valve Sectional View
350RW014
Legend
(1) Master Cylinder (Secondary)
(2) Master Cylinder (Primary)
(3) Rear Brake
(4) Front Brake
The P&B valve contains two sections, each serving a 350RW026
different function.
The proportioning section of the P&B valve proportions Installation
outlet pressure to the rear brakes after a predetermined
rear input pressure has been reached. This is done to 1. Install P&B valve (2).
prevent rear wheel lock up on the vehicles with light rear 2. Install bolt (3) and tighten the bolt to the specified
wheel loads. The valve has a by–pass feature which torque.
assures full system pressure to the rear brakes in the
event of front brake system malfunction. Also full front Torque: 22 N·m (16 lb ft)
pressure is retained in the event of rear brake 3. Install hydraulic pipes (1) and tighten the bolt to the
malfunction. specified torque.
The P&B valve is not repairable and must be replaced as
complete assembly.
4. After installing the brake pipes, bleed the brakes as
refer to Bleeding Brake Hydraulic System in this
Removal section.
1. The P&B valve is not repairable and must be replaced
as a complete assembly. Care must be taken to
prevent brake fluid from contacting any painted
surface.
2. Remove hydraulic pipes (1) and plug the pipes (1) to
prevent the loss of fluid or the entrance of dirt.
3. Remove bolt (3).
4. Remove P&B valve (2).

E05RW014
Brake Pedal
Checking Pedal Height
The push rod serves as the brake pedal stopper when the
pedal is fully released. Brake pedal height adjustment
should be performed as follows:
Adjust Brake Pedal
310RW011
NOTE: While adjusting the stoplight switch, make sure

that the threaded part of the stoplight switch does not
push the brake pedal.
h. Tighten the stoplight switch lock nut.
i. Connect the stoplight switch connector.
310RW012
1. Measure the brake pedal height after making sure the

pedal is fully returned by the pedal return spring. Checking Pedal Travel
Pedal height must be measured after starting the
engine and receiving it several times.
Pedal Free Play: 6-10 mm (0.23-0.39 in)
Pedal Free Play: 173-185 mm (6.81-7.28 in)
NOTE: Pedal free play must be measured after turning
off the engine and stepping on the brake pedal firmly five
times or more.
2. If the measured value is not within the above range,
adjust the brake pedal as follows:
a. Disconnect the stoplight switch connector.
b. Loosen the stoplight switch lock nut.
c. Rotate the stoplight switch so that it moves away
from the brake pedal.
d. Loosen the lock nut (1) on the push rod.
e. Adjust the brake pedal to the specified height by
rotating the push rod in the appropriate direction.
f. Tighten the lock nut to the specified torque. 310RW012
Torque: 20 N·m (15 lb ft) 1. Pedal height must be measured after starting the
g. Adjust the stoplight switch (2) to the specified engine and revving it several times to apply vacuum
clearance (between the switch housing and the to the vacuum booster fully.
brake pedal) by rotating the switch housing. NOTE: Pedal height must be 95 mm (3.7 in) or more
Clearance: 0.5–1.0 mm (0.02–0.04 in) when about 50 kg (110.25 lb) of stepping force is applied.
2. If the measured value is lower than the above range,
air existing in the hydraulic system is suspected.
Perform the bleeding procedure.
Brake Pedal and Associated Parts
310RW007
Legend (6) Peadl Assembly

(1) Brake Pedal Bracket Assembly (7) Push Rod Pin
(2) Fulcrum Pin and Nut (8) Lower Cover
(3) Connector (9) Bolts and Nut
(4) Snap Pin (10) Driver Knee Bolster
(5) Return Spring
Removal 12. Remove pedal assembly (6).
1. Disconnect the battery “–” terminal cable, and wait at

least 5 minutes. Installation
2. Disconnect the yellow 3 way SRS connector located 1. Apply grease to the entire circumference of the
under the steering column. fulcrum pin.
3. Remove the engine hood opening lever. 2. Install pedal assembly (6) and fulcrum pin and nut (2).
4. Remove lower cover (8). Tighten the nut (2) to the specified torque.
5. Remove driver knee bolster (10). Torque: 35 N·m (26 lb ft)
6. Disconnect the stop light switch connector (3). 3. Install the brake pedal bracket assembly (1).
Disconnect the anti-theft control module connector. Tighten the bolts and nuts soecified torque.
Refer to Body and Accessories section.
7. Remove snap pin (4) and push rod pin (7). Torque: 15 N·m (11 lb ft)
8. Remove the steering column shaft fixing bolt and nut 4. Install return spring (5).
(9) on the steering wheel side, and lower the steering 5. Adjust pedal free travel.
column shaft. Refer to Brake Pedal Adjustment in this section.
9. Remove the brake pedal bracket assembly (1). 6. Tighten the steering column fixing bolt (9) (dash
10. Remove return spring (5). panel) to the specified torque.
11. Remove fulcrum pin and nut (2). Torque: 19 N·m (14 lb ft)
7. Tighten the steering column fixing nut (9) (Cross 12. Connect the stop light switch connector (3).
Beam) to the specified torque. 13. Install driver knee bolster (10) and lower cover (8).
Torque: 20 N·m (14 lb ft) 14. Install the engine hood opening lever.
8. Apply grease to the entire circumference of the Push 15. Connect the yellow 3 way SRS connector located
rod pin (7). under the steering column.
9. Install push rod pin (7). 16. Connect the battery “–” terminal cable.
10. Install snap pin (4).
11. Connect the anti-theft control module connector.
Refer to Body and Accessories section.
Stoplight Switch
Parts Location Installation
1. Adjust the stop light switch to the specified clearance
(between switch housing and brake pedal) by rotating
the switch housing.
Clearance : 0.5-0.1 mm (0.02-0.04 in)
NOTE: Do not attempt to force the push rod into position
during the stop light switch installation and adjustment
procedure.
310RW008
Legend
(1) Connector
(2) Switch
(3) Lock Nut
Removal 310RW011
1. Disconnect connector (1) 2. Connect connector (1).

2. Remove lock nut (3). 3. Install lock nut (3).
3. Remove switch (2).

Pedal free play 6–10 mm (0.23 –0.39 in)
Pedal Height 173–185 mm (6.81–7.28 in)
E05RW013
Fluid Reservoir Tank

Fluid Reservoir Tank and Associated Parts
330RW003
Legend (3) O–ring

(1) Fluid Reservoir (4) Retainer
(2) Electrical Connector
NOTE: Before removing the fluid reservoir, remove the To install, follow the removal steps in the reverse order,
brake fluid from the fluid reservoir. noting the following points:
1. O–ring (1) must be set onto the fluid reservoir (2),
1. Disconnect electrical connector. before installing fluid reservoir.
2. Remove retainer (1).
330RW005
330RW004
3. Remove fluid reservoir and the fluid level sensor built

into the fluid reservoir. The fluid level sensor cannot
be removed for servicing.
4. Remove O–ring.
Master Cylinder Assembly

Master Cylinder Assembly and Associated Parts
330RW010
Legend (4) P&B Valve and Bracket

(1) Electrical Connector (5) Brake Pipes
(2) Master Cylinder (6) Spacer and 2 gaskets
(3) 2 attaching Nuts
Removal 5. Remove master cylinder.

6. Remove spacer and the 2 gaskets.
CAUTION: When removing the master cylinder from
the vacuum booster, be sure to get rid of the internal
negative pressure of the vacuum booster (by, for Inspection and Repair
instance, disconnecting the vacuum hose) in
advance. Master Cylinder
If any negative pressure remains in the vacuum The master cylinder is not repairable and must be
booster, the piston may possibly come out when the replaced as a complete assembly if found defective.
master cylinder is being removed, letting the brake
fluid run out. Inspection
While removing the master cylinder, further, do not Excessive brake pedal travel, malfunction or dragging
hold the piston as it can be easily pulled out. brake suggests that the master cylinder is defective. In
Outside surface of the piston is the surface on which such cases perform the following visual check:
seals are to slide. Care should be taken to keep the Visual Check
surface free of cuts and dents.
Make parts replacement as required if wear, distortion,
1. Disconnect electrical connector. nicks, cuts, corrosion, or other abnormal conditions are
2. Remove brake pipes and after disconnecting the found through the following parts inspection:
brake pipe, cap or tape the openings of the brake pipe f Master cylinder body
to prevent the entry of foreign matter. f Fluid reservoir
3. Remove 2 attaching nuts. f O–ring
4. Remove P&B valve and bracket.
Functional Inspection of Master Cylinder
Piston
Push the primary piston (1) with your fingers to check that
it travels smoothly. If the motion is questionable, replace
the master cylinder as a complete assembly.
330RW009
NOTE: When checking the front (or primary) side, be

sure to mount the master cylinder plug in the rear (or
secondary) port.
“0” Line “5” Line

330RW007
Apply air No pressure Pressure
Functional Inspection of Master Cylinder pressure to the rise. increase of 0.5
Inspect the master cylinder for function as follows. If any front and rear kg/cm2 or more
ports
abnormal function is found, replace with a new one.
Install the primary piston holder (3) J–39242 (including Remarks Checks port Checks air
the master cylinder attachment (5) and master cylinder into the tightness of the
plug (7)) onto the master cylinder (4). Make sure the atmospheric pressure
spacer (2) (2 bolts) with its adjusting bolt is screwed in up pressure chamber
to the “0” line chamber
NOTE:
1. Do not use an air compressor, as the air from the
compressor is mixed with compressor oil.
2. When installing the master cylinder onto the vacuum
booster, always adjust the vacuum booster push rod.
(Refer to “Vacuum Booster” in this section).
3. After the master cylinder is installed onto the vehicle,
check for leakage, pedal travel and pedal free play.
Installation
1. Install spacer and the 2 gaskets.
2. Install master cylinder.
When replacing the master cylinder or vacuum
booster or both, always measure the vacuum booster
push rod protrusion and adjust it as necessary (Refer
to “Vacuum Booster” in section).
330RW008
Connect the master cylinder attachment (5) J–39242 with 3. Install P&B valve and bracket.
the end of the radiator cap tester (6) J–24460–01, and 4. Install 2 attaching nuts and tighten the attaching nuts
apply air pressure with the cap tester. Make sure there is to the specified torque.
no rise in pressure and that with the adjusting bolt further Torque: 13 N·m (113 lb in)
screwed in 5 mm (align the adjusting bolt to the “5” line).
There should be a pressure increase of 0.5 kg/cm2 or
more.
5. Install brake pipes and tighten the brake pipe to the Special Tools
specified torque.
Master cylinder and P&B valve sides TOOL NO.
ILLUSTRATION
Torque: 12 N·m (104 lb in) TOOL NAME
Others
J-39242
6. Connect electrical connector. Primary Piston Holder
(including master
cylinder attachment and
Main Data and Specifications master cylinder plug
Type Dual–circuit
Piston bore 25.4 mm (1.000 in)
diameter
J-24460-01
Torque Specifications Radiator Cap Tester
E05RW016
Vacuum Booster Assembly

Vacuum Booster Assembly and Associated Parts
331RW005
Legend (4) Master Cylinder

(1) Pin (5) Vacuum Booster
(2) Vacuum Booster Fixing Nut (6) Snap Pin
(3) Vacuum Hose
Removal Outside surface of the piston is the surface on which

seals are to slide. Care should be taken to keep the
1. Before removing the vacuum booster assembly, surface free of cuts and dents.
disconnect and remove the brake pipes. 3. Remove vacuum hose.
2. Remove master cylinder, refer to “Master Cylinder 4. Disconnect the yoke clevis from the brake pedal.
Removal” in this section.
5. Remove vacuum booster fixing nut.
CAUTION: When removing the master cylinder from 6. Remove vacuum booster.
the vacuum booster, be sure to get rid of the internal
negative pressure of the vacuum booster (by, for
instance, disconnecting the vacuum hose) in Inspection and Repair
advance.
If any negative pressure remains in the vacuum Vacuum Hose
booster, the piston may possibly come out when the 1. Inspect the check valve (2), which is installed inside
master cylinder is being removed, letting the brake the vacuum hose.
fluid run out.
2. Air should pass freely from the vacuum booster (3) to
While removing the master cylinder, further, do not the engine (1).
hold the piston as it can be easily pulled out.
3. Air should not pass from the engine (1) to the vacuum 3. Set push rod gauge J–39216 on vacuum booster, and
booster (3). If it does, the check valve is inoperative apply negative pressure by means of vacuum pump
and must be replaced. J–23738–A so that the pressure in the vacuum
booster becomes 500 mm Hg.
NOTE: Be sure to apply NEGATIVE pressure after
installing a push rod gauge on the vacuum booster.
360RW001
Installation
331RS004
1. Perform vacuum booster and vacuum booster push
rod adjustment. 4. Measure dimension (4).
Dimension (4) (Standard): –0.1–0.1 mm
NOTE: When replacing either the master cylinder or
(–0.0039–0.0039 in)
vacuum booster, be sure to measure push rod, and adjust
if required.
2. Remove retainer from vacuum booster front shell
using a small screwdriver. Then gently draw plate and
seal assembly out of the shell inside.
331RW002
331RS003
5. If dimension (4) is out of the standard range, adjust
push rod using the Push Rod Support J–39241.
331RW003
6. Mount plate and seal assembly in vacuum booster

front shell. Then install the retainer.
7. Install vacuum booster fixing nut and tighten the
specified torque.
8. Install yoke clevis.
9. Connect vacuum hose and make sure that the arrow
on the hose points in the direction of the engine.
10. Install master cylinder, refer to “Master Cylinder
Installation” in this section.
Exterior Components
Exterior Components and Associated Parts
331RW006
Legend (6) Filter

(1) Yoke Clevis (7) 2 Gaskets and Spacer
(2) Lock Nut (8) Vacuum Booster
(3) Retaining Clip (9) Retainer
(4) Valve Body Guard (10) Plate and Seal Assembly
(5) Silencer (11) Master Cylinder
Removal
1. Remove master cylinder. Refer to “Master Cylinder”
in this section.
2. Remove vacuum booster. Refer to “Vacuum Booster”
in this section.
3. Remove yoke clevis.
4. Remove lock nut.
5. Remove retaining clip.
6. Remove valve body guard.
7. Remove silencer.
8. Remove filter.
9. Remove 2 gaskets and spacer.
10. Remove retainer, using a small screwdriver to pry out
the retainer. Gently pull out the plate and seal
assembly from the shell.
331RS003
Inspection and Repair 3. Install 2 gaskets and spacer.

4. Install filter.
Visual Check 5. Install silencer.
Make necessary parts replacement if cuts, nicks, 6. Install valve body guard.
excessive wear, or other abnormal conditions are found
through inspection. Check the following parts: 7. Install retainer.
f Yoke clevis 8. Install lock nut and yoke clevis and tighten to the
specified torque.
f Valve body guard
f Silencer Torque: 20 N·m (15 lb ft)
f Filter plate and seal assembly 9. Install vacuum booster, refer to “Vacuum Booster” in
this section.
10. Install master cylinder, refer to “Master Cylinder” in
Installation this section and after installation, perform brake pedal
1. Install plate and seal assembly. check and adjustment. Refer to “Brake Pedal” in this
section.
2. Install retainer.
Vacuum Booster Overhaul

Vacuum Booster
The vacuum booster cannot be disassembled for repair.
Replace a defective vacuum booster with a new one.

Vacuum booster diaphragm diameter (Front) 205 mm (8.07 in)
Vacuum booster diaphragm diameter (Rear) 230 mm (9.06 in)
Push rod stroke More than 32.0 mm (1.26 in)
Plunger diameter 10.25 mm (0.40 in)
Push rod diameter 27.4 mm (1.08 in)
E05RW015
Special Tools
TOOL NO.
ILLUSTRATION
TOOL NAME
J-39216
Push Rod Gauge
J-23738-A
Vacuum Pump
J-39241
Push Rod Support
Front Disc Brake Pads

Front Disc Brake Pads Inspection
Check the outer pad by looking at each caliper from
above. Check the thickness on the inner pad by looking
down through the inspection hole in the top of the caliper.
Whenever the pad is worn to about the thickness of the
pad base, the pad should be removed for further
measurements. The pad should be replaced anytime the
pad thickness (1) is worn to within 1.00 mm (0.039 in) of
the pad itself.
The disc pads have a wear indicator that makes a noise
when the pad wears to where the replacement is required.
Minimum limit (1): 1.0 mm (0.039 in)
302RS002
Front Disc Brake Pads and Associated Parts
302RW003
Legend (3) Pad Assembly

(1) Lock Bolt (4) Clip
(2) Caliper Assembly (5) Outer Side
NOTE: If a squealing noise occurs from the front brake 1. Install clip.
while driving, check the pad wear indicator plate. If the
indicator plate contacts the rotor, the disc pad assembly
should be replaced.
f Draw out two–thirds of the brake fluid from the
reservoir.
f Raise the vehicle and support it with suitable safety
stands.
1. Remove wheel and tire assembly, refer to “Wheels
and Tires System” in Section 3E.
2. Remove lock bolt (1).
302RS005
2. Apply special grease (approximately 0.2 g) to both

contacting surfaces of the inner shims (2). Wipe off
extruded grease after installing. Install pad assembly
with shim.
302RW004
3. Rotate caliper assembly and support the caliper

assembly so that the brake hose is not stretched or
damaged.
4. Remove pad assembly with shim.
5. Remove Clip.
302RW005
Legend
(2) Inner Shim
(3) Wear Indicator
(4) Inner Side
4. Install lock bolt (5) and tighten the bolt to the specified
torque.
302RW006
3. Use adjustable pliers to bottom the piston into the

caliper bore. Be careful do not damage the piston
boot and do not damage the flexible hose by twisting
or pulling it. 302RW018
Install caliper assembly. 5. Install wheel and tire assembly, refer to “Wheels and
Tires System” in Section 3E.
Set caliper assembly in place.
6. Pump the brake pedal several times to make sure that
the pedal is firm. Check the brake fluid level in the
reservoir after pumping the brakes.
302RS008
Front Disc Brake Rotor

Inspection Parallelism
In the manufacturing of the brake rotor, all the tolerances Parallelism is the measurement of thickness of the rotor
regarding surface finish, parallelism and lateral runout are at four or more points around the circumference of the
held very closely. Maintaining these tolerances provides rotor. All measurement must be made at 29 mm (1.14 in)
the surface necessary to assure smooth brake operation. from the edge of the rotor.
Lateral Runout The rotor thickness must not vary more than 0.010 mm
(0.0004 in) from point to point.
Lateral runout is the movement of the rotor from side to
side as it rotates on the spindle. This could also be Maximum runout: 0.010 mm (0.0004 in)
referred to as “rotor wobble”.
This movement causes the piston to be knocked back into
its bore. This results in additional pedal travel and a
vibration during braking.
Checking Lateral Runout

1. Adjust the wheel bearing correctly, refer to
“Differential” in Section 4A.
2. Attach a dial indicator to some portion of the
suspension so that the stem contacts the rotor face
about 29 mm (1.14 in) from the rotor edge.
3. Move the rotor one complete rotation and the lateral
runout should not exceed 0.13 mm (0.005 in).
Maximum runout: 0.13 mm (0.005 in)
411RS018
Replacing Brake Rotors

When installing new brake rotors, do not refinish the
surfaces. These parts are at the correct level of surface
finish.
Refinishing Brake Rotors

Accurate control of the rotor tolerances is necessary for
proper performance of the disc brakes. Machining of the
rotor should be done only with precision equipment. All
brake rotors have a minimum thickness dimension cast
into them. This dimension is the minimum wear
dimension and not a refinish dimension. The minimum
411RS019
wear dimension is 24.60 mm (0.969 in). The minimum
refinish dimension is 24.97 mm (0.983 in).
When refinishing rotors, always use sharp cutting tools or
bits. Dull or worn tools leave a poor surface finish which
will affect initial braking performance. Vibration
dampening attachments should always be used when
refinishing braking surfaces. These attachments
eliminate tool chatter and will result in better surface
finish.
After refinishing, replace any rotor that does not meet the
minimum thickness of 24.97 mm (0.983 in). Do not use a
brake rotor that will not meet the specification.
Minimum wear dimension: 24.60 mm (0.969 in)
Refinish dimension: 24.97 mm (0.983 in)
411RW003
Front Disc Brake Caliper Assembly

Front Disc Brake Caliper Assembly and Associated Parts
302RW008
Legend (4) Caliper Assembly

(1) Guide Bolt (5) Clip
(2) Brake Flexible Hose (6) Support Bracket with Pad Assembly
(3) Lock Bolt (7) Pad Assembly
Removal 9. Remove pad assembly with shim and mark the lining
locations if they are to be reinstalled.
1. Raise the vehicle and support with suitable safety 10. Remove clip.
stands.
2. Concernig wheel and tire assembly, refer to “Wheels
and Tires System” in Section 3E. Installation
3. Remove the bolt and gaskets, then disconnect the 1. Install clip.
flexible hose from the caliper and after disconnecting
the flexible hose (1), cap or tape the openings to
prevent entry of foreign material.
302RS005

302RW009 extruded grease after installing. Install pad assembly
4. Since the brake fluid flows out from the connecting with shim.
coupler, place a drain pan under the vehicle.
5. Remove guide bolt (2).
6. Remove lock bolt (3).
302RW011
Legend
(4) Inner Shim
302RW010
(5) Wear Indicator
7. Remove caliper assembly. (6) Inner Side
8. Remove support bracket with pad assembly and take
care not to damage the flexible brake hose when
removing the support bracket.
3. Install support bracket and tighten the bolt (7) to the 6. Install brake flexible hose, always use new gaskets
specified torque. and be sure to put the hooked edge of the flexible
Torque: 155 N·m (115 lb ft) hose end into the anti–rotation cavity then tighten the
I–bolt (10) to the specified torque.
302RW012
4. Install caliper assembly.

5. Install lock bolt (9) and guide bolt (8) and tighten the 302RW014
bolt to the specified torque. 7. Install wheel and tire assembly, referring to “Wheels
8. Bleed brakes. Refer to “Hydraulic Brakes” in this
section.
302RW013
Front Disc Brake Caliper

Front Disc Brake Caliper Disassembled View
302RW015
Legend (5) Dust Boot: Guide Bolt and Lock Bolt

(1) Guide Bolt (6) Piston Seal
(2) Lock Bolt (7) Piston
(3) Bleeder with Cap (8) Dust Boot: Piston
(4) Caliper Body (9) Dust Boot Ring
Disassembly
1. Remove guide bolt.
2. Remove lock bolt.
3. Remove dust boot: guide bolt and lock bolt.
4. Remove dust boot ring, using a small screwdriver.
302RS016
5. Insert a block of wood into the caliper and force out Reassembly
the piston by blowing compressed air into the caliper
at the flexible hose attachment. This procedure must 1. Install caliper body.
be done prior to removal of the dust boot. 2. Install bleeder with cap and tighten the cap to the
Remove piston. specified torque.
WARNING: DO NOT PLACE YOUR FINGERS IN Torque: 8 N·m (69 lb in)
FRONT OF THE PISTON IN AN ATTEMPT TO CATCH 3. Apply special rubber grease to the piston seal and
OR PROTECT IT WHEN APPLYING COMPRESSED cylinder wall, then insert the piston seal into the
AIR. THIS COULD RESULT IN PERSONAL INJURY. cylinder. The special rubber grease is included in the
repair kit.
CAUTION: Use just enough air to ease the piston
out of the bore. If the piston is blown out, it may be
damaged.
302RS018
4. When inserting the piston into the cylinder, use finger

pressure only and do not use a mallet or other impact
302RS017
tool, since damage to the cylinder wall or piston seal
6. Remove dust boot: piston. can result.
7. Remove piston seal. Install piston.
8. Remove bleeder with cap.
9. Remove caliper body.

Make necessary parts replacement, if wear, damage,
corrosion or any other abnormal conditions are found
through inspection.
f Rotor
f Cylinder body
f Cylinder bore
f Piston
f Guide bolt, lock bolt
f Support bracket
NOTE: The piston seal, boot ring and dust boot are to be
replaced each time the caliper is overhauled. Discard
these used rubber parts and replace them with new ones.
302RS019
5. Apply special grease (approximately 1 g) to the piston
and attach the dust boot to the piston and caliper.
Insert the dust boot ring into the dust boot.
302RS020
6. Install guide bolt and lock bolt dust boot.

7. Install the dust boot on the support bracket after
applying special grease (approximately 1 g) onto the
dust boot inner surface. Apply special grease onto the
lock bolt and guide bolt setting hole of the support
bracket.
302RS021
8. Install lock bolt and guide bolt and tighten the bolt to

Type Floating, pin slide
Pad dimension 55 cm@ (8.52 in@)
Adjusting method Self–adjusting
Disc type Ventilated
Disc thickness 26 mm (1.02 in)
Disc effective diameter 222 mm (8.74 in)
E05RW004
Rear Disc Brake Pads (4×4 Model)

Brake Pads Inspection
Check the outer pads by looking at each caliper from
above. Check the thickness on the inner pad by looking
down through the inspection hole in the top of the caliper.
Whenever the pad is worn to about the thickness of the
pad base, the pad should be removed for further
measurements. The pad should be replaced anytime the
pad thickness (1) is worn to within 1.0 mm (0.039 in) of the
pad itself.
The disc pads have a wear indicator that makes a noise
when the pad wears to where replacement is required.
Minimum limit (1): 1.0 mm (0.039 in)
302RW016
Brake Pads and Associated Parts
306RW001
Legend (3) Lock Bolt

(1) Caliper Assembly (4) Pad Assembly
(2) Clip
NOTE: If a squealing noise occurs from the rear brake 1. Install clip (2).
while driving, check the pad wear indicator plate. If the
indicator plate contacts the rotor, the disc pad assembly
should be replaced.
f Draw out two–thirds of the brake fluid from the
reservoir.
f Raise the vehicle and support it with suitable safety
stands.
1. Remove wheel and tire assembly, referring to
“Wheels and Tires System” in Section 3E.
2. Remove lock bolt (1)
306RW003

contacting surfaces of the inner shims. Wipe off
extruded grease after installing. Install pad assembly
with shim.
306RW002
3. Rotate caliper assembly and support the caliper

assembly so that the brake hose is not stretched or
damaged.
4. Remove pad assembly with shim.
5. Remove clip.
306RW004
Legend
(3) Inner Shim
(4) Wear Indicator
4. Install lock bolt (5) and tighten the bolt to the specified
torque.
5. Install wheel and tire assembly, referring to “Wheels
6. Pump the brake pedal several times to make sure that
the pedal is firm. Check the brake fluid level in the
reservoir after pumping the brakes.
306RW005
3. Use adjustable pliers to bottom the piston into the

caliper bore. Be careful not to damage the piston dust
boot and do not damage the flexible hose by twisting
or pulling it. Install caliper assembly.
Set caliper assembly in place.
306RW006
302RS008
Rear Disc Brake Rotor (4×4 Model)

Inspection Parallelism
In the manufacturing of the brake rotor, all the tolerances Parallelism is the measurement of thickness of the rotor
regarding surface finish, parallelism and lateral runout are at four or more points around the circumference of the
held very closely. Maintaining these tolerances provides rotor. All measurement must be made at 22 mm (0.87 in)
the surface necessary to assure smooth brake operation. from the edge of the rotor.
Lateral Runout The rotor thickness must not vary more than 0.010 mm
(0.0004 in) from point to point.
Lateral runout is the movement of the rotor from side to
side as it rotates on the spindle. This could also be Maximum parallelism: 0.010 mm (0.0004 in)
referred to as “rotor wobble”.
This movement causes the piston to be knocked back into
its bore. This results in additional pedal travel and a
vibration during braking.
Checking Lateral Runout

1. Adjust the wheel bearing correctly, referring to
“Differential” in Section 4A.
2. Attach a dial indicator to some portion of the
suspension so that the stem contacts the rotor face
about 29 mm (1.14 in) from the rotor edge.
3. Move the rotor one complete rotation.
1. The lateral runout should not exceed 0.13 mm
(0.005 in)
Maximum runout: 0.13 mm (0.005 in)
420RS013
Replacing Brake Rotors

When installing new brake rotors, do not refinish the
surfaces. These parts are at the correct level of surface
finish.
Refinishing Brake Rotors

Accurate control of the rotor tolerances is necessary for
proper performance of the disc brakes. Machining of the
rotor should be done only with precision equipment. All
brake rotors have a minimum thickness dimension cast
into them. This dimension is the minimum wear
dimension and not a refinish dimension. The minimum
wear dimension is 16.6 mm (0.654 in). The minimum
411RS019
refinish dimension is 16.97 mm (0.668 in).
When refinishing rotors, always use sharp cutting tools or
bits. Dull or worn tools leave a poor surface finish which
will affect initial braking performance. Vibration
dampening attachments should always be used when
refinishing braking surfaces. These attachments
eliminate tool chatter and will result in better surface
finish.
After refinishing, replace any rotor that does not meet the
minimum thickness of 16.97 mm (0.668 in). Do not use a
brake rotor that will not meet the specification.
Minimum wear dimension: 16.6 mm (0.654 in)
Refinish dimension: 16.97 mm (0.668 in)
420RW002
Rear Drum (In Disc) Inside Diameter

Check
Check the rear drum inside diameter by measuring at
more than two portions as shown in the illustration.
If the inside diameter is greater than the limit, replace the
rear rotor.
Standard: 210.0 mm (8.27 in)
Limit: 211.4 mm (8.32 in)
420RS035
Rear Disc Brake Caliper Assembly (4×4 Model)

Rear Disc Brake Caliper Assembly and Associated Parts
306RW007
Legend (4) Support Bracket

(1) Brake Flexible Hose (5) Guide Bolt
(2) Clip (6) Pad Assembly with Shim
(3) Lock Bolt (7) Caliper Assembly
Removal 4. Since the brake fluid flows out from the connecting
coupler, place a drain pan under the vehicle.
1. Raise the vehicle and support with suitable safety 5. Remove lock bolt (3).
stands.
6. Remove guide bolt (2).
2. Remove wheel and tire assembly, referring to
3. Remove the bolt and gaskets, then disconnect the
flexible hose from the caliper and after disconnecting
the flexible hose (1), cap or tape the openings to
prevent entry of foreign material.
306RW009
7. Remove caliper assembly.

8. Remove support bracket with pad assembly and take
care not to damage the flexible brake hose when
removing the support bracket.
306RW008
9. Remove pad assembly with shim and mark the lining
locations if they are to be reinstalled.
10. Remove clip. 3. Install support bracket and tighten the bolt (7) to the
specified torque.
Installation Torque: 103 N·m (76 lb ft)
1. Install clip (4).
306RW012
4. Install caliper assembly.

306RW010
5. Install lock bolt and guide bolt (8) and tighten the bolt
extruded grease after installing. Install pad assembly Torque: 44 N·m (32 lb ft)
with shim.
306RW013
306RW011 6. Install brake flexible hose, always use new gaskets

Legend and be sure to put the hooked edge of the flexible
hose end into the anti–rotation cavity then tighten the
(5) Inner Shim
eye–bolt (9) to the specified torque.
(6) Wear indicator
7. Install the wheel and tire assembly, referring to
8. Bleed brakes. Refer to “Hydraulic Brakes” in this
section.
302RW017
Rear Disc Brake Caliper (4×4 Model)

Rear Disc Brake Caliper Disassembled View
306RW014
Legend (5) Piston Seal

(1) Guide Bolt (6) Piston
(2) Lock Bolt (7) Dust Boot: Piston
(3) Bleeder with Cap (8) Dust Boot Ring
(4) Caliper Body (9) Dust Boot: Guide Bolt and Lock Bolt
Disassembly 6. Remove dust boot: piston.

7. Remove piston seal.
1. Remove guide bolt.
8. Remove bleeder with cap.
2. Remove lock bolt.
9. Remove caliper body.
3. Remove dust boot; guide bolt and lock bolt.
4. Remove dust boot ring, using a small screwdriver.
Make necessary parts replacement, if wear, damage,
corrosion or any other abnormal conditions are found
through inspection.
f Rotor
f Cylinder body
f Cylinder bore
f Piston
f Guide bolt, lock bolt
f Support bracket
NOTE: The piston dust seal and dust boot are to be
replaced each time the caliper is overhauled. Discard
these used rubber parts and replace with new ones.
Reassembly
302RS016
1. Install caliper body.
5. Insert a block of wood into the caliper and force out 2. Install bleeder with cap and tighten the cap to the
the piston by blowing compressed air into the caliper specified torque.
at the flexible hose attachment. This procedure must Torque: 8 N·m (69 lb ft)
be done prior to removal of the dust boot.
3. Install piston seal and apply special rubber grease to
Remove piston.
the piston seal and cylinder wall, then insert the piston
WARNING: DO NOT PLACE YOUR FINGERS IN seal into the cylinder. The special rubber grease is
FRONT OF THE PISTON IN AN ATTEMPT TO CATCH included in the repair kit.
OR PROTECT IT WHEN APPLYING COMPRESSED
AIR. THIS COULD RESULT IN PERSONAL INJURY.
CAUTION: Use just enough air to ease the piston
out of the bore. If the piston is blown out, it may be
damaged.
302RS018
4. When inserting the piston into the cylinder, use finger

pressure only and do not use a mallet or other impact
tool, since damage to the cylinder wall or piston seal
can result.
Install piston.
302RS017
6. Install guide bolt and lock bolt dust boot.
7. Install the dust boot on the support bracket after
applying special grease (Approx. 1g) onto the dust
boot inner surface. Also apply special grease onto
the lock bolt and guide bolt setting hole of the support
bracket.
302RS019
5. Apply special grease (approximately 1g) to the piston

and attach the dust boot to the piston and caliper.
Insert the dust boot ring into the dust boot.
302RS021
8. Install lock bolt and guide bolt and tighten the bolt to
302RS020
Main Data and Specifications (4×4 Model)

Type Floating, pin slide
Pad dimension 33 cm@ (5.11 in@)
Adjusting method Self–adjusting
Disc type Ventilated
Disc thickness 18 mm (0.71 in)
Disc effective diameter 269.2 mm (10.60 in)
E05RW005
Brake Lining
Brake Lining and Associated Parts
305RW001
Legend (9) Upper (inner) Return Spring

(1) Wheel and Tire Assembly (10) Auto Adjuster Lever
(2) Drum (11) Parking Brake Lever
(3) Hold-down Spring and Cup (12) Adjuster Assembly
(4) Hold-down Spring and Cups (13) Wave Washer
(5) Lower Return Spring (14) Retainer
(6) Upper (other) Return Spring (15) Hold-down Pin
(7) Trailing Shoe Assembly with Parking Brake (16) Hold-down Pin
Lever
(8) Leading Shoe Assembly with Upper (inner)
Return Spring
Removal – Use a rubber mallet to tap gently on the outer rim of

the drum and/or around the inner drum. Be careful
1. Raise the vehicle and support with suitable safety to avoid damaging the drum.
stands. 4. Remove upper (other) return spring (6) and auto
2. Remove wheel and tire assembly (1). adjuster lever.
f Refer to “Wheel and Tires” in Wheel and Tire 5. Remove lower return spring (5).
System section. 6. Remove hold-down spring and cups (4) and
3. Remove Drum (2). hold-down pin (15).
f If difficulty is encountered in removing the drum: 7. Remove adjuster assembly (12)
– Mark the position of the drum to the axle. 8. Remove leading shoe assembly (8) with upper (inner)
– Make sure the parking brake is released. return spring (9).
NOTE: Do not over stretch the return spring. Installation
1. Apply grease lightly to back place A.
305RS003
9. Remove upper (inner) return spring (9).

305RW002
10. Remove hold-down spring and cup (3) and hold-down
pin (16). Legend
11. Remove Trailing shoe assembly (7) with parking (1) Place A (3 portions for each side)
brake lever (16).
12. Remove parking brake cable from parking brake lever 2. Install parking brake lever (11), wave washer (13),
(11). and retainer (14).
13. Remove retainer (14), wave washer (13), and parking 3. Install trailing shoe assembly (7) with parking brake
brake lever (11). lever (16).
4. Install the parking brake cable to parking brake lever
(11).
Brake Lining Inspection 5. Install hold-down pin (16) and hold-down spring and
Check the shoe assemblies for wear by removing brake cup (3).
drum. 6. Install upper (inner) return spring (9).
Replace the shoe assemblies, if lining thickness is less
than 1.0 mm (0.039 in). 7. Install leading shoe assembly (8) with upper (inner)
The shoe assemblies have a wear indicator that makes a return spring (9).
noise when the linings wear to a degree where NOTE: Do not over stretch the return spring.
replacement required.
Minimum limit: 1.0 mm (0.039 in)
305RS003
8. Install adjuster assembly (12).

305RS001 9. Install hold-down pin (15) and hold-down spring and
cups (4).
10. Install lower return spring (5). Servicing The Brake Drum
f Use brake spring tool. Whenever the brake drums are removed, they should be
11. Install auto adjuster lever (10). thoroughly cleaned and inspected for cracks, scores,
12. Install upper (outer) return spring (6). deep grooves and out-of-round.
f Use brake spring tool. Cracked, Scored or Grooved Drum
13. Install brake drum (2). A cracked drum is unsafe for further service and must be
f Adjust the brakes, refer to the “Drum Brake replaced.
Adjustment” in this section. Do not attempt to weld a cracked drum.
14. Install wheel and tire assembly (1). Smooth any slight scores. Heavy or extensive scoring will
cause excessive brake lining wear, and it will probably be
f Refer to “Wheels and Tires ” in wheel and Tire
necessary to machine the drum braking surface.
System section.
If the brake linings are slightly worn and the drum is
grooved, the drum should be polished with fine emery
Drum Brake Adjustment (4×2 Model) cloth but should not be machined. At this stage,
eliminating all the grooves in the drum and smoothing the
NOTE: All brakes are self-adjusting. Brakes are adjusted ridges on the lining would require the removal of too much
by repeated stepping on the brake pedal. (After stepping metal and lining. If left alone, the grooves and ridges
on the pedal and releasing it, the rear auto adjuster, in the match and satisfactory service can be obtained. If brake
rear brake, produces a clicking sound. linings are to be replaced, a grooved drum should be
The same operation should be repeated until the sound machined. A grooved drum, if used with a new lining, will
disappears.) not only wear the lining, but will make it difficult, it not
Take the following steps after overhauling the rear brake impossible, to obtain efficient brake performance.
assembly.
1. Move the parking brake handle to its fully released Out-Of-Round Drum
position. An out-of-round drum makes accurate brake shoe
2. Parking cable must be loosened sufficiently. (Loosen adjustment impossible and is likely to cause excessive
the adjust nut and the lock nut.) wear to other parts of the brake mechanism due to its
3. Repeat stepping on the brake pedal firmly, and eccentric action. An out-of-round drum can also cause
releasing it until the clicking sound can no longer be severe and irregular tire tread wear as well as a pulsing
heard. brake pedal. When the braking surface of a brake drum
If the difference between the brake drum inside exceeds the specification limit of 0.15 mm (0.006 in) in
diameter and diameter of the brake shoes is adjusted out-of-round, the drum should be machined to true up the
to be 0,5 mm, the number of times for depressing the braking surface. Out-of-round can be accurately
brake pedal can be reduced. measured with an inside micrometer fitted with proper
extension rods. When measuring a drum for out-of-round
4. Remove the drum. Measure the brake drum inside
and wear, take measurements at the open and closed
diameter and diameter of the brake shoes.
edges of machines surfaces and at right angles to each
Shoe clearance: 0.25-0.4 mm (0.0098-0.0157 in) other.
If incorrect, check the brake auto-adjusting system. Maximum out-of-round: 0.15 mm (0.006 in)
5. Rotate the adjust nut until all slack disappears from
the cable. Set the adjust nut.
6. Applying about 30 kg (66 lb) of force, pull the parking
brake handle to its fully set position three or four
times.
7. If the parking brake is properly adjusted, the travel
between the fully disengaged position and the fully
engaged position will be between 9 and 11 notches.
If the traveling range is not within these limits, again
repeat steps 1 through 5.
After adjusting has been done, check to see if the rear
wheel rotates smoothly without drag when turned by
hand.
420RS034
Machining The Drum affect dissipation of heat and may cause distortion of the
If a drum is to be machined, only enough metal should be drum.
removed to obtain a true, smooth braking surface. If a After refinishing, replace any drum that exceeds a
drum does not clean-up when machined to a maximum maximum inside diameter of 296.5 mm (11.673 in). Do
diameter, it must be replaced. Removal of more metal will not use a brake drum that is not within the specification.
Maximum inside diameter: 296.5 mm (11.673 in)
Wheel Cylinder Assembly (4×2 Model)

Wheel Cylinder Assembly and Associated Parts
305RW003
Legend (3) Bolts

(1) Brake Linings (4) Brake Pipe
(2) Wheel Cylinder
1. Remove brake linings (1). 1. Install wheel cylinder (2) and tighten bolts (3) to the
f Refer to “Brake Lining and Associated Parts ” in this specified torque.
section. Torque: 10 N·m (8 lb ft)
2. Remove brake pipe (4). 2. Install brake pipe (4) and tighten the nut to the
f Plug the opening in the line to prevent fluid loss and specified torque.
contamination. Torque: 16 N·m (12 lb ft)
3. Remove bolts (3) and wheel cylinder (2).
3. Install brake linings (1).
f Refer to “Brake Lining Replacement” in this section.
f Bleed brake system. Refer to “Hydraulic Brake” in
this section.
Disassembled View NOTE: Replace the piston cups and boots each time the
wheel cylinder is overhauled. Discard these used rubber
parts and replace with new ones.
Reassembly
1. Lubricate the cylinder bore with clean rubber grease.
305RS006
Legend
(1) Boot
(2) Piston Assembly
(3) Piston Cup
(4) Return Spring 305RS007
(5) Bleeder 2. Install bleeder (5) to wheel cylinder (6).

(6) Wheel Cylinder Torque: 10 N·m (8 lb ft)
Disassembly
1. Remove boot (1) and piston assembly (2).
2. Remove piston cup (3) from piston assembly (2).
3. Remove return spring (4) and bleeder (5) from wheel
cylinder (6).

1. Make necessary parts replacement if wear, damage,
corrosion or any other abnormal condition are fond
through inspection.
Check the following parts;
f Wheel cylinder body
f Cylinder bore
f Piston
305RS008
f Return spring
f Bleeder
3. Install new piston cups (3) on each piston so that the
flared end of the cups are turned to the inboard side of
the pistons.
Attach the return spring (4) and the boot (1) to the
piston.
305RS009
4. Apply DELCO silicone lube No. 5459912 (or

equivalgmlent) to the piston and the inner face of the
boots.
5. Install piston assembly (2) to wheel cylinder (6).

Rear drum brake
Type Leading-trailing, non-servo
Drum inside diameter 295 mm (11.6 in)
Wheel cylinder diameter 25.4 mm (1 in)
E05RW010
SECTION
PARKING BRAKE SYSTEM (4x4 Model) 5D1–1

RODEO
BRAKES
PARKING BRAKE SYSTEM (4×4 Model)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 5D1–1 Parking Brake Rear Cable . . . . . . . . . . . . . . . . 5D1–4
General Description . . . . . . . . . . . . . . . . . . . . . 5D1–1 Parking Brake Rear Cable and
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D1–2 Associated Parts . . . . . . . . . . . . . . . . . . . . . . 5D1–4
Parking Brake Lever and Front Cable . . . . . . 5D1–3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D1–5
Parking Brake Lever Assembly and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D1–5
Associated Parts . . . . . . . . . . . . . . . . . . . . . . 5D1–3 Inspection and Repair . . . . . . . . . . . . . . . . . . 5D1–6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D1–3 Parking Brake Adjustment . . . . . . . . . . . . . . . . 5D1–6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D1–3 Main Data and Specifications . . . . . . . . . . . . . 5D1–7

Pulling up the parking brake lever by hand will set the
parking brake. By means of a ratchet type lock, the lever
can be held in that position until it is released. The position
of the lever is transmitted through cable/lever systems to
the rear wheels. These parts are designed to obtain
sufficient braking force even when parking on slopes.
When the parking brake is set, or when the ignition SW is
in the“ON” position, the brake warning light illuminates.
The rear wheel parking brake is a duo–servo brake
(mechanical inside expansion type) built in the rear disc
brake. Parking brake adjustment is made through the
adjusting hole (bored through back plate). Parking brake
lever stroke should be adjusted to 6–8 notches. Refer to
CAUTION: Always use the correct fastener in the “Parking Brake Adjustment” in this section.
fasteners joint interfaces. Generally, such coatings
clamping force, and may damage the fasteners.
When you install fasteners, use the correct
tightening sequence and specifications. Following
these instructions can help you avoid damage to
parts and systems.
5D1–2 PARKING BRAKE SYSTEM (4x4 Model)
Operation primary shoe is transmitted again to the secondary shoe

through the fulcrum “B”. The secondary shoe contacts the
When pulled in the direction “A”, the parking lever presses drum thereby producing braking effect. Clearance which
the secondary shoe against the brake drum using the may result from worn parking brake shoe lining can be
lever/shoe joint “B” as a fulcrum and pushes the strut in adjusted by turning the adjusting screw. Refer to “Parking
the direction “C”. The strut ,in turn, presses the primary Brake Adjustment” in this Section.
shoe against the brake drum. Counter force “D” to the
A05RS002
Legend (8) Parking Cable Guide

(1) Direction “A” (9) Primary Shoe
(2) Lever/Shoe Joint “B” as a fulcrum (10) Strut
(3) Direction “C” (11) Shoe Expanding Direction
(4) Counter Force “D” (12) Parking Brake Cable Guide
(5) Parking Lever (13) Adjusting Hole Plug
(6) Secondary Shoe (14) Adjusting Screw Notch
(7) Adjusting Screw Notch
Parking Brake Lever and Front Cable

Parking Brake Lever Assembly and Associated Parts
311RW008
Legend (5) Trunnion Pin

(1) Rear Console (6) Equalizer
(2) Switch Connector (7) Parking Brake Rear Cable
(3) Bolt (8) Parking Brake Lever
(4) Adjust Nut and Lock Nut
1. Remove rear console (1). 1. Apply grease (BESCO L–2 or equivalent) to the
f Refer to Body and Accessories section. connecting portion of the rear cable (7) and equalizer
(6).
2. Disconnect switch connector (2).
2. Connect parking brake rear cable (7) to equalizer
3. Remove bolt (3).
3. Install trunnion pin (5) to parking brake lever (8).
4. Remove adjust nut and lock nut (4).
4. Insert equalizer (6) into trunnion pin (5) and tighten
5. Pull out equalizer (6) from trunnion pin (5).
adjust nut and lock nut (4).
6. Disconnect trunnion pin (5) from Parking brake lever
f To adjust the parking brake lever, see “Parking
(8).
Brake Adjustment” in this section.
7. Disconnect parking brake rear cable (7).
Lock Nut Torque: 13 N·m (113 lb in)
5. Tighten the parking brake lever fixing bolt (3) to the
specified torque.
6. Connect switch connector (2).
7. Install rear console (1).
f Refer to Body and Accessories section.
Parking Brake Rear Cable

Parking Brake Rear Cable and Associated Parts
311RW010
Legend (8) Cable Fixing Bolt

(1) Rear Wheels (9) Bolt
(2) Caliper Assembly (10) Bolt
(3) Rotor (Drum) (11) Bolt (Only Long Wheel Base Model)
(4) Holding Spring (12) Nut
(5) Upper Return Spring (13) Nut
(6) Lower Return Spring (14) Retainer
(7) Shoe Assembly (15) Rear Cable
Removal 6. Install shoe assembly (7).

After installation of the shoe and cable assembly,
1. Remove rear wheels (1). apply special grease (included in the repair kit) to the
2. Remove 2 bolts to remove the caliper assembly (2) following portions indicated in the figure.
from the support bracket. Refer to “Rear Disc Brakes”
in Power Assisted Brake System section. Temporarily
hang the caliper with wire etc.
3. Remove rotor (drum) (3).
4. Remove holding spring (4), upper return spring (5)
and lower return spring (6).
5. Previously remove the rear cable from the parking
brake lever, then remove the brake shoe assembly
(7).
308RS005
7. Install lower return spring (6) and upper return spring

(5).
The parking brake lever side (secondary side) return
spring must be installed on the outer side of the
primary side return spring.
308RW004
Legend
(1) Parking Brake Lever
6. Remove cable fixing bolt (8) and bolt (9) (10) (11).
7. Remove nut (12).
8. Remove nut (13) and retainer (14).
9. Remove rear cable (15).
Installation
1. Apply grease (BESCO L–2 or equivalent) to the
connecting portion of the rear cable and equalizer.
Install rear cable (15).
2. Install retainer (14).
f Tighten nut (13) to the specified torque.
308RS003
Legend
(1) Outer Side
3. Tighten nut (12) to the specified torque. (2) Parking Lever
4. Tighten bolt (11) (10) (9) to the specified torque. 8. Install holding spring (4).
9. Install rotor (drum) (3).
Torque: 6.5N·m (57lb in)
10. Install caliper assembly (2).
f To adjust the parking brake, refer to “Parking Brake
Adjustment” in this section. 11. Install rear wheels (1).
5. Tighten the cable fixing bolt (8) to the specified
Torque: 6.5N·m (57lb in)
Inspection and Repair 7. When poor braking effect possibly resulting from
insufficient break–in is felt, or just after replacement
Parking Brake Lining Inspection of parking brake shoe, be sure to conduct break–in as
Check the shoe assemblies for wear by removing the follows:
brake drum. 8. Forward 50 km/h (30 mph) × 400 m (About 30
Replace the shoe assemblies if the lining thickness is less seconds) with a lever pull force of 15 kg (33 lb).
than 1.0 mm (0.039 in). 9. Backward 10 km/h (6 mph) × 50 m (About 18
Minimum limit: 1.0 m (0.039 in) seconds) with a lever pull force of 15 kg (33 lb).
NOTE: Break–in procedures must be performed under
safe conditions and traffic rules.
f If braking effect still remains poor after the above
break–in, wait for some time until parking brake shoe
cools down and repeat the procedures 8. and 9. noted
above.
f On completion of break–in, inspect parking brake
lever stroke, and if the lever does not come within the
specified number of notches when pulled up,
readjust.
f Excessive break–in may cause premature wear of
the parking brake lining.
308RS004
Parking Brake Rotor (Drum) Inspection

Refer to“Rear Disc Brakes” in Power-Assisted Brake
System section for inspection procedure of the rotor
(drum).
Parking Brake Adjustment

1. Prior to lever stroke adjustment, adjust rear brake
shoe/rotor (drum) gap. Perform this procedure with
loosening the adjust nut of the hand brake lever.
2. Remove the adjusting hole plug (rubber) and turn the
shoe adjusting screw downward with a small
screwdriver so that shoes will expand until they get
into close touch with the rotor. (Turn down the
adjusting screw notch by notch until the rotor does not
turn.)
3. Turn the adjusting screw in the opposite direction
(upward) until the rotor can be turned lightly. Standard
number of notches to turn upward: 7 or 8
Turn the rotor and make sure that there is no brake
dragging.
4. After the rear brake shoe/rotor (drum) gap has been
adjusted, perform parking brake cable adjustment.
5. Turn the adjusting nut so that the parking brake lever
travels 6–8 notches when pulled up with a force of 30
kg (66 lb).
6. Make sure there is no brake dragging. Then tighten
the cable lock nut

Model
Type Duo–servo
Drum inside diameter 210 mm(8.27 in)
Parking brake lever stroke 6–8 notches
When pulled with a force of 30 kg (66 lb)
E05RW011
SECTION
PARKING BRAKE SYSTEM (4X2 Model) 5D2–1

RODEO
BRAKES
PARKING BRAKE SYSTEM (4×2 Model)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 5D2–1 Parking Brake Rear Cable . . . . . . . . . . . . . . . . 5D2–3
General Description . . . . . . . . . . . . . . . . . . . . . 5D2–1 Parking Brake Rear Cable and
Parking Brake Lever . . . . . . . . . . . . . . . . . . . . . 5D2–2 Associated Parts . . . . . . . . . . . . . . . . . . . . . . 5D2–3
Parking Brake Lever Assembly and Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D2–4
Associated Parts . . . . . . . . . . . . . . . . . . . . . . 5D2–2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D2–4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D2–2 Parking Brake Adjustment . . . . . . . . . . . . . . . . 5D2–4

Pulling up the parking brake lever by hand will set the
parking brake. By means of a ratchet type lock, the lever
can be held in that position until it is released. The position
of the lever is transmitted through cable/lever systems to
the rear wheels. These parts are designed to obtain
sufficient braking force even when parking on slopes.
When the parking brake is set, or when the ignition SW is
in the“ON” position, the brake warning light illuminates.
The rear wheel parking brake is a leading/trailing brake
(mechanical inside expansion type). Parking brake
adjustment is made through the adjusting hole (bored
through back plate). Parking brake lever stroke should be
adjusted to 6 notches. Refer to “Parking Brake
CAUTION: Always use the correct fastener in the Adjustment” in this section.
systems.
5D2–2 PARKING BRAKE SYSTEM (4X2 Model)
Parking Brake Lever

Parking Brake Lever Assembly and Associated Parts
311RW008
Legend (5) Trunnion Pin

(1) Rear Console (6) Equalizer
(2) Switch Connector (7) Parking Brake Rear Cable
(3) Bolt (8) Parking Brake Lever
(4) Adjust Nut and Lock Nut
1. Remove rear console (1). 1. Apply grease (BESCO L–2 or equivalent) to the
f Refer to Body and Accessories section. connecting portion of the rear cable (7) and equalizer
(8).
2. Disconnect switch connector (2).
2. Connect parking brake rear cable (7) to equalizer (6).
3. Remove bolt (3).
3. Install trunnion pin (5) to parking brake lever (8).
4. Remove adjust nut and lock nut (4).
4. Insert equalizer (6) into trunnion pin (5) and tighten
5. Pull out equalizer (6) from trunnion pin (5).
adjust nut and lock nut (4).
6. Disconnect trunnion pin (5) from parking brake lever
f To adjust the parking brake lever, see “Parking
(8).
Brake Adjustment” in this section.
7. Disconnect parking brake rear cable (7).
Lock Nut Torque: 13 N·m (113 lb in)
5. Tighten parking lever fixing bolt (3) to the specified
torque.
6. Connect switch connector (2).
7. Install rear console (1).
f Refer to Body and Accessories section.
Parking Brake Rear Cable

Parking Brake Rear Cable and Associated Parts
311RW011
Legend (5) Clip and Bolt (Only Long Wheel Base Model)
(1) Rear Wheels (6) Nut
(2) Drums (7) Nut
(3) Clip and Bolt (8) Retainer
(4) Clip and Bolt (9) Rear Cable
5D2–4 PARKING BRAKE SYSTEM (4X2 Model)
Removal Parking Brake Adjustment

1. Remove rear wheels (1) and drums (2). NOTE: All brakes are self adjusting. Brakes are adjusted
2. Remove bolt (3) (4) (5). by repeated stepping on the brake pedal. (After stepping
3. Remove nut (6). on the pedal and releasing it, the rear auto–adjuster, in the
rear brake, produces a clicking sound. The same
4. Remove nut (7) and retainer (8). operation should be repeated until the sound
5. Remove rear brake shoe assemblies. Refer to “Brake disappears.)
Lining Assembly and Associated Parts” in Power Take the following steps after overhauling the rear brake
Assisted Brake System section. assembly.
6. Use offset box wrench (13 mm hex.) to compress the
locking lugs on the cable, then remove the rear cable 1. Move the parking brake lever to its fully released
(9) from the Backing plate. position.
2. Parking cable must be loosened sufficiently. (Loosen
the adjust nut and the lock nut.).
3. Repeat stepping on the brake pedal firmly, and
releasing it until the clicking sound can no longer be
heard.
If the difference between the brake drum inside
diameter and diameter of the brake shoes is adjusted
to be 0.5 mm, the number of times for depressing the
brake pedal can be reduced.
4. Remove the drum. Measure the brake drum inside
diameter and diameter of the brake shoes.
Shoe clearance: 0.25 mm to 0.40 mm
(0.0098 in to 0.0157 in)
If incorrect, check the brake auto–adjusting system.
5. Rotate the adjust nut of hand brake lever until all slack
disappears from the cable. Set the adjust nut.
6. Applying about 30 kg (66 lb) of force, pull the parking
brake lever to its fully set position three or four times.
311RS012
7. If the parking brake is properly adjusted, the travel

Legend between the fully disengaged position and the fully
(1) Offset Box Wrench engaged position will be 6 notches.
If the traveling range is not within these limits, repeat
steps 1 through 5 again .
Installation After adjusting has been done, check to see if the rear
wheel rotates smoothly without drag when turned by
1. Install rear cable (9).
hand.
3. Tighten nut (7) to the specified torque.
f To adjust the parking brake, refer to“Parking Brake
Adjustment” in this section.
4. Tighten nut (6) to the specified torque.
5. Tighten bolt (5) (4) (3) to the specified torque.
Torque : 6.5 N·m (57 lb in)
6. Install rear drums (2) and wheels (1).

Model
Type Leading–Trailing
Drum inside diameter 295 mm (11.6 in)
Parking brake lever stroke 6–8 notches
When pulled with a force of 30 kg (66 lb)
E05RW012
SECTION
ENGINE MECHANICAL (X22SE 2.2L) 6A–1

RODEO
ENGINE
CONTENTS
Engine Mechanical . . . . . . . . . . . . . . . . . . . . . . 6A–1 Driveability and Emissions . . . . . . . . . . . . . . . . 6E1–1
Engine Cooling . . . . . . . . . . . . . . . . . . . . . . . . . 6B–1 Engine Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . 6F–1
Engine Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–1 Engine Lubrication . . . . . . . . . . . . . . . . . . . . . . 6G–1
Engine Electrical . . . . . . . . . . . . . . . . . . . . . . . . 6D1–1 Engine Speed Control System . . . . . . . . . . . . 6H–1
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–1 Induction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6J–1
Starting and Charging System . . . . . . . . . . . . 6D3–1
ENGINE MECHANICAL (X22SE 2.2L)

CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6A–2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–42
General Description . . . . . . . . . . . . . . . . . . . . . 6A–2 Inspection and Repair . . . . . . . . . . . . . . . . . . 6A–43
Engine Diagnosis . . . . . . . . . . . . . . . . . . . . . . . 6A–3 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–44
Cylinder Head Cover . . . . . . . . . . . . . . . . . . . . 6A–16 Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–45
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–16 Camshaft and Associated Parts . . . . . . . . . 6A–45
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–17 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–45
Exhaust Manifold . . . . . . . . . . . . . . . . . . . . . . . . 6A–18 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–46
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–18 Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–47
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–18 Crankshaft and Associated Parts . . . . . . . . 6A–47
Crankshaft Pulley . . . . . . . . . . . . . . . . . . . . . . . 6A–19 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–47
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–19 Inspection and Repair . . . . . . . . . . . . . . . . . . 6A–48
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–19 Inspection and Repair . . . . . . . . . . . . . . . . . . 6A–49
Intake Manifold . . . . . . . . . . . . . . . . . . . . . . . . . 6A–20 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–50
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–20 Piston and Connecting Rod . . . . . . . . . . . . . . . 6A–53
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–21 Piston, Connecting Rod and Associate
Cylinder Head Assembly . . . . . . . . . . . . . . . . . 6A–22 Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–53
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–22 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–53
Timing Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–28 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–56
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–28 Cylinder Block . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–57
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–29 Cylinder Block and Associated Parts . . . . . 6A–57
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–32 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–58
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–33 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–59
Engine Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6A–35 Cylinder Head Cover . . . . . . . . . . . . . . . . . . . . 6A–60
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–36 Cylinder Head Cover and Associated parts 6A–60
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–61
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–39
Cylinder Head and Associated Parts . . . . . 6A–39 Balance Unit Assembly . . . . . . . . . . . . . . . . . . 6A–63
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–39 Balance Unit Assembly Associated Parts . 6A–63
Inspection and Repair . . . . . . . . . . . . . . . . . . 6A–40 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–64
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–41 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–64
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–66
Valve Spring, Valve, Valve Guide . . . . . . . . . . 6A–42
Main Data and Specifications . . . . . . . . . . . . . 6A–68
Valve Spring, Valve, Valve Guide and
Associated Parts . . . . . . . . . . . . . . . . . . . . . . 6A–42 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–73
6A–2 ENGINE MECHANICAL (X22SE 2.2L)
Service Precaution General Information on Engine Service

The following information on engine service should be
WARNING: THIS VEHICLE HAS A SUPPLEMENTAL noted carefully, as it is important in preventing damage
RESTRAINT SYSTEM (SRS). REFER TO THE SRS and contributing to reliable engine performance:
ORDER TO DETERMINE WHETHER YOU ARE f When raising or supporting the engine for any reason,
PERFORMING SERVICE ON OR NEAR THE SRS do not use a jack under the oil pan. Due to the small
COMPONENTS OR THE SRS WIRING. WHEN YOU clearance between the oil pan and the oil pump
ARE PERFORMING SERVICE ON OR NEAR THE SRS strainer, jacking against the oil pan may cause
COMPONENTS OR THE SRS WIRING, REFER TO damage to the oil pick up unit.
THE SRS SERVICE INFORMATION. FAILURE TO f The 12–volt electrical system is capable of damaging
FOLLOW WARNINGS COULD RESULT IN POSSIBLE circuits. When performing any work where electrical
AIR BAG DEPLOYMENT, PERSONAL INJURY, OR terminals could possibly be grounded, the ground
OTHERWISE UNNEEDED SRS SYSTEM REPAIRS. cable of the battery should be disconnected at the
battery.
CAUTION: Always use the correct fastener in the f Any time the intake air duct or air cleaner is removed,
proper location. When you replace a fastener, use the intake opening should be covered. This will
ONLY the exact part number for that application. protect against accidental entrance of foreign
ISUZU will call out those fasteners that require a material into the cylinder which could cause extensive
replacement after removal. ISUZU will also call out damage when the engine is started.
sealant. UNLESS OTHERWISE SPECIFIED, do not Cylinder Block
corrosion inhibitors) on threaded fasteners or The cylinder block is made of cast iron. The crankshaft is
fastener joint interfaces. Generally, such coatings supported by five bearings. The bearing cap is made of
adversely affect the fastener torque and the joint nodular cast iron.
you install fasteners, use the correct tightening Cylinder Head
sequence and specifications. Following these The cylinder head is made of aluminum alloy casting with
instructions can help you avoid damage to parts and a spark plug in the center.
systems.
Valve Train
General Description
Valve system is direct–acting invertered bucket tappet.
Engine Cleanliness And Care The valves clearance adjustment are hydraulic.
An automobile engine is a combination of many Hydraulic valve lash adjustment, no adjustment
machined, honed, polished and lapped surfaces with necessary.
tolerances that are measured in the thousandths of a
millimeter (ten thousandths of an inch). Accordingly, Intake Manifold
when any internal engine parts are serviced, care and The intake manifold is made of aluminum alloy.
cleanliness are important. Throughout this section, it
should be understood that proper cleaning and protection Exhaust Manifold
of machined surfaces and friction areas is part of the The exhaust manifold is made of high Si–Mo nodular iron.
repair procedure. This is considered standard shop
practice even if not specifically stated. Pistons and Connecting Rods
f A liberal coating of engine oil should be applied to all Aluminum pistons are used after selecting the grade that
friction areas during assembly to protect and lubricate meets the cylinder bore diameter. Each piston has two
the surfaces on initial operation. compression rings and one oil ring. The piston pin is made
f Whenever valve train components, pistons, piston of case–harded steel. The connecting rods are made of
rings, connecting rods, rod bearings, and crankshaft cast iron. The connecting rod bearings are made of steel
journal bearings are removed for service, they should backed with babbitt metal.
be retained in order.
f At the time of installation, they should be installed in Crankshaft and Bearings
the same locations and with the same mating The crankshaft is made of nodular cast iron. Pins and
surfaces as when removed. journals are graded for correct size selection for their
f Battery cables should be disconnected before any bearing.
major work is performed on the engine. Failure to
disconnect cables may result in damage to wire Balance Shaft
harness or other electrical parts. Type is lanchester (twin counter–rotating shafts). The
f The four cylinders of this engine are identified by balance shafts are made of cast iron and gears are hard
numbers; cylinders 1, 2, 3 and 4, as counted from faced. The housing is made of cast iron. Backlash
crankshaft pulley. adjustment method is shim–balancer housing to block
(selective fit).
Engine Diagnosis
Hard Starting
1. Starting Motor Does Not Turn Over
Trouble Shooting Procedure
Turn on headlights and starter switch.
Headlights go out or dim Battery run down or under charged Recharge or replace battery
considerably
Terminals poorly connected Clean battery posts and terminals
and connect properly
Starting motor coil circuit shorted Overhaul or replace
Starting motor defective Overhaul or replace
2. Ignition Trouble — Starting Motor Turns Over But Engine Does Not Start
Spark Test
Disconnect a high tension cable from any spark plug.
Connect the spark plug tester J–26792 (ST–125), crank
the engine, and check if a spark is generated in the spark
plug tester. Before cranking the engine, make sure that
the spark plug tester is properly grounded. To avoid elec-
trical shock, do not touch the high tension cable while the
engine is running.
Spark jumps across gap Spark plug defective Clean, adjust spark gap or replace
Ignition timing incorrect Refer to Ignition System
Fuel not reaching fuel injector(s) or Refer to item 3 (Trouble in fuel
engine system)
Valve timing incorrect Adjust
Engine lacks compression Refer to item 4 (Engine lacks
compression)
No sparking takes place Ignition coil disconnected or broken Connect properly or replace
Electronic Ignition System with Replace
module
Poor connections in engine harness Correct
Powertrain Control Module cable Correct or replace
disconnected or defective
3. Trouble In Fuel System

Starting motor turns over and spark Fuel tank empty Fill
occurs but engine does not start
start.
Water in fuel system Clean
Fuel filter clogged Replace filter
Fuel pipe clogged Clean or replace
Fuel pump defective Replace
Fuel pump circuit open Correct or replace
Evaporative Emission Control Correct or replace
System circuit clogged
Multiport Fuel Injection System faulty Refer to “Electronic Fuel Injection”
section
4. Engine Lacks Compression

Engine lacks compression Spark plug loosely fitted or spark Tighten to specified torque or replace
plug gasket defective gasket
Cylinder head gasket defective Replace gasket
Valve incorrectly seated Lap valve
Valve stem seized Replace valve and valve guide
Valve spring weakened Replace
Cylinder or piston rings worn Overhaul engine
Piston ring seized Overhaul engine.
Engine Compression Test Procedure 6. Engage the starter and check that the cranking speed
is approximately 300 rpm.
1. Start and run the engine until the engine reaches
normal operating temperature. 7. Install cylinder compression gauge into spark plug
hole.
2. Turn the engine off.
8. With the throttle valve opened fully, keep the starter
3. Remove all the spark plugs. engaged until the compression gage needle reaches
4. Remove ignition coil fuse (15A) and disable the the maximum level. Note the reading.
ignition system. 9. Repeat the test with each cylinder.
5. Remove the fuel pump relay from the relay and fuse The pressure difference between the individual
box. cylinders should not exceed 100 kPa (14.5 psi).
Rough Engine Idling or Engine Stalling
Trouble in fuel injection system Idle air control valve defective Replace
Throttle shutting off incomplete Correct or replace
Throttle position sensor circuit open Correct or replace
or shorted
Fuel injector circuits open or shorted Correct or replace
Fuel injectors damaged Replace
Fuel pump relay defective Replace
Manifold Absolute Pressure Sensor Correct or replace
cable disconnected or broken
Manifold Absolute Pressure Sensor Replace
defective
Engine Coolant Temperature Sensor Correct or replace
cable disconnected or broken
Engine Coolant Temperature Sensor Replace
defective
Intake Air Temperature sensor cable Correct or replace
disconnected or broken
Intake Air Temperature sensor Replace
defective
Knock Sensor (KS) circuits open or Correct or replace
shorted
KS defective Replace
KS Module circuits open or ground Correct or replace
KS Module defective Replace
Vehicle Speed Sensor circuit open or Correct or replace
shorted
Vehicle Speed Sensor defective Replace
Trouble in emission control system Powertrain Control Module defective Replace
Exhaust Gas Recirculation Valve Replace
faulty
Canister purge solenoid circuit open Correct
Canister purge solenoid defective Replace
Evaporative Emission Canister Replace
Purge control valve defective
Trouble in ignition system Refer to Hard Start Troubleshooting
Guide
Others Engine lacks compression Refer to Hard Start Troubleshooting
Guide
Air Cleaner Filter clogged Replace filter element
Valve timing incorrect Readjust
Idle air control valve broken Replace
Rough Engine Running
Engine misfires regularly Ignition coil layer shorted Replace
Spark plugs fouling Clean or install hotter type plug
Spark plug(s) insulator nose leaking Replace
Fuel injector(s) defective Replace
Engine control module faulty Replace
Engine knocks regularly Spark plugs running too hot Install colder type spark plugs
Powertrain control module faulty Replace
Engine lacks power Spark plugs fouled Clean
Fuel injectors defective Replace
Manifold Absolute Pressure (MAP) Correct or replace
Sensor or Manifold Absolute
Pressure Sensor circuit defective
or Engine Coolant Temperature
Sensor circuit defective
Engine Control Module faulty Replace
Intake Air Temperature Sensor or Correct or replace
Intake Air Temperature Sensor
circuit defective
Throttle Position Sensor or Throttle Correct or replace
Position Sensor circuit defective
Knock Sensor or Knock Sensor Correct or replace
circuits defective
Knock Sensor Module or Knock Correct or replace
Sensor Module circuits defective
Hesitation
Hesitation on acceleration Throttle Position Sensor adjustment Replace throttle valve assembly
incorrect
Throttle Position Sensor circuit open Correct or replace
or shorted
Excessive play in accelerator linkage Adjust or replace
Sensor circuit open or shorted
MAP Sensor defective Replace
Intake Air Temperature (IAT) Sensor Correct or replace
circuit open or shorted
Knock Sensor (KS) Circuit open or Correct or replace
shorted
KS Module circuits open or shorted Correct or replace
IAT Sensor defective Replace
Hesitation at high speeds Fuel tank strainer clogged Clean or replace
(Fuel pressure too low) Fuel pipe clogged Clean or replace
Fuel filter clogged Replace
Defective fuel pump system Check and replace
Fuel Pressure Control Valve leaking Replace
Hesitation at high speeds Power supply or ground circuit for Check and correct or replace
(Fuel injector not working normally) Multiport Fuel Injection System
shorted or open
Cable of Multiport Fuel Injection Correct or replace
System disconnected or defective
Hesitation at high speeds Engine Control Module defective Replace
or shorted
Throttle Position Sensor defective Replace
defective
MAP Sensor cable open or shorted Correct or replace
IAT Sensor circuit open or shorted Correct or replace
KS Circuit open or shorted Correct or replace
KS Module circuit open or shorted Correct or replace
Throttle valve not wide opened Check and correct or replace
Power supply voltage too low Check and correct or replace
Engine Lacks Power
Trouble in fuel system Fuel Pressure Control Valve not Replace
working normally
Fuel injector clogged Clean or replace
Fuel pipe clogged Clean
Fuel filter clogged or fouled Replace
Fuel pump drive circuit not working Correct or replace
normally
Fuel tank not sufficiently breathing Clean or replace
due to clogged Evaporative
Emission Control System circuit
Inferior quality fuel in fuel system Use fuel of specified octane rating
Engine Control Module supplied poor Correct circuit
voltage
Throttle Position Sensor cable Correct or replace
disconnected or broken
not working normally
Intake Air Temperature Sensor not Replace
working normally
defective
Engine Control Module defective Replace
Trouble in intake or exhaust system Air Cleaner Filter clogged Replace filter element
Air duct kinked or flattened Correct or replace
Ignition failure ———— Refer to Hard Start Troubleshooting
Guide
Heat range of spark plug inadequate Install spark plugs of adequate heat
range
module

Engine overheating Level of Engine Coolant too low Replenish
Thermo switch or fan motor defective Replace
Thermostat defective Replace
Engine Coolant pump defective Correct or replace
Radiator clogged Clean or replace
Radiator filler cap defective Replace
Level of oil in engine crankcase too Change or replenish
low or wrong oil in engine
Resistance in exhaust system Clean exhaust system or replace
increased defective parts
Throttle Position Sensor adjustment Adjust Wide Open Throttle switch
incorrect setting
or shorted
Cylinder head gasket damaged Replace
Engine overcooling Thermostat defective Replace (Use a thermostat set to
open at 92°C (197.6°F))
Engine lacks compression ———— Refer to Hard Start
Others Tire inflation pressure abnormal Adjust to recommend pressures
Brake drag Adjust
Clutch slipping Adjust or replace
Level of oil in engine crankcase too Correct level of engine oil
high
defective
Engine Noisy
Abnormal engine noise often consists of various noises
originating in rotating parts, sliding parts and other mov-
ing parts of the engine. It is, therefore, advisable to locate
the source of noise systematically.
Noise from crank journals or from Oil clearance increased due to worn Replace crank bearings and
crank bearings crank journals or crank bearings crankshaft or regrind crankshaft and
(Faulty
y crank journals
j and crank install the over size bearing
bearings usually make dull noise that Crankshaft out of round Replace crank bearings and
becomes more evident when crankshaft or regrind crankshaft and
accelerating) install the over size bearing
Crank bearing seized Crank bearing seized Replace crank
bearings and crankshaft or regrind
crankshaft and install the over size
bearing
Troubleshooting Procedure
Short out each spark plug in sequence using insulated
spark plug wire removers. Locate cylinder with defective
bearing by listening for abnormal noise that stops when
spark plug is shorted out.
Noise from connecting rods or from Bearing or crankshaft pin worn Replace connecting rod bearings
connecting rod bearings and crankshaft or regrind crankshaft
(Faulty
y connecting
g rods or and install the under size bearing
connecting rod bearings usually Crankpin out of round Replace connecting rod bearings
make an abnormal noise slightly and crankshaft or regrind crankshaft
higher than the crank bearing noise, and install the under size bearing
which becomes more evident when
engine
g is accelerated)) Connecting rod bent Correct or replace
Connecting rod bearing seized Replace connecting rod bearings
and crankshaft or regrind crankshaft
and install the under size bearing
Abnormal noise stops when the spark plug on the cylinder
with defective part is shorted out.
Piston and cylinder Piston clearance increased due to Replace piston and cylinder body
(Faulty piston or cylinder usually cylinder wear
makes
k a combined
bi d mechanical
h i l
Piston seized Replace piston and cylinder body
thumpingg noise which increases
when engine is suddenly accelerated Piston ring broken Replace piston and cylinder body
but diminishes gradually as the
engine warms up) Piston defective Replace pistons and others
Short out each spark plug and listen for change in engine
noise.
Piston pin noise Piston pin or piston pin hole worn Replace piston, piston pin and
(Piston makes noise each time it connecting rod assy
goes up and down)
The slapping sound stops when spark plug on bad cylin-
der is shorted out.
Timing belt noise Timing belt tension is incorrect Replace pusher or adjust the tension
pulley or replace timing belt
Tensioner bearing defective Replace
Timing belt defective Replace
Timing wheels defective Replace
Timing belt comes in contact with Replace timing belt and timing cover
timing cover
Valve noise Valve and valve guide seized Replace valve and valve guide
Valve spring broken Replace
Valve seat off–positioned Correct
Crankshaft noise Crankshaft end play excessive Replace thrust bearing
(noise occurs when clutch is
engaged)
Engine knocking Preignition due to use of spark plugs Install Spark Plugs of adequate heat
of inadequate heat range range
Fuel too low in octane rating Replace fuel
Wide Open Throttle enrichment Refer to Section 6E
system failure
Selection of transmission gear Caution operator of incorrect gear
incorrect selection
Engine overheating Refer to “Engine Lacks Power”
Others Water pump defective Replace
Drive belt slipping Adjust tension of drive belt or replace
drive belt
Abnormal Combustion
Trouble in fuel injection system Fuel pressure control valve defective Replace
Fuel pump clogged Clean or replace
Fuel tank or fuel pipe clogged Clean or replace
Power supply cable for fuel pump Reconnect, correct or replace
loosely connected or defective
defective
Engine Coolant Temperature (ECT) Correct or replace
ECT Sensor defective Replace
Throttle Position Sensor adjustment Reconnect
incorrect
Throttle Position Sensor connector Reconnect
loosely connected
Vehicle Speed Sensor cable loosely Correct or replace
connected or defective
Vehicle Speed Sensor loosely fixed Fix tightly
Vehicle Speed Sensor in wrong Replace
contact or defective
Engine Control Module cable loosely Correct or replace
connected or defective
Trouble in emission control system Heated Oxygen Sensor circuit open Correct or replace
Heated Oxygen Sensor defective Replace
Signal vacuum hose loosely fitted or Correct or replace
defective
defective
ECT Sensor circuit open or shorted Correct or replace
Evaporator system Refer to Section 6E
Trouble in ignition system ———— Refer to “Engine Lacks Power”
Trouble in cylinder head parts Carbon deposits in combustion Remove carbon
chamber
Carbon deposit on valve, valve seat Remove carbon
and valve guide
Engine Oil Consumption Excessive
Oil leaking Oil pan drain plug loose Retighten or replace gasket
Oil pan setting bolts loosened Retighten
Oil pan gasket broken Replace gasket
Front cover retaining bolts loose or Retighten or replace gasket
gasket broken
Head cover retaining bolts loose or Retighten or replace gasket
gasket broken
Oil filter adapter cracked Replace
Oil filter attachings bolt loose or Retighten or replace oil filter
rubber gasket broken
Crankshaft front or rear oil seal Replace oil seal
defective
Oil pressure unit loose or broken Retighten or replace
Blow–by gas hose broken Replace hose
Engine/Transmission coupling area Replace oil seal
Oil leaking into combustion Valve stem oil seal defective Replace
chambers due to poor
oor seal in valve
system Valve stem or valve guide worn Replace valve and valve guide
Oil leaking into combustion Cylinders and pistons worn Rebore cylinder and replace pistons
chambers due to poor seal in cylinder excessively and others
t
parts Piston ring gaps incorrectly Correct
positioned
Piston rings set with wrong side up Correct
Piston ring sticking Rebore cylinder and replace pistons
and others
Piston ring and ring groove worn Replace pistons and others
Return ports in oil rings clogged Clean piston and replace rings
Crank case ventilation, Positive Positive Crankcase Ventilation Hose Clean
Crankcase Ventilation System clogged
malfunctioning
Others Improper oil viscosity Use oil of recommended S.A.E.
viscosity
Continuous high speed driving Continuous high speed operation
and/or severe usage such as trailer and/or severe usage will normally
towing cause increased oil consumption
Fuel Consumption Excessive
Trouble in fuel system Mixture too rich or too lean due to Refer to “Abnormal Combustion”
trouble in fuel injection system
Fuel cut function does not act Refer to “Abnormal Combustion”
Trouble in ignition system Misfiring or abnormal combustion Refer to Hard Start or Abnormal
due to trouble in ignition system Combustion Troubleshooting Guide
Others Engine idle speed too high Reset Idle Air Control Valve
Returning of accelerator control Correct
sluggish
Fuel system leakage Correct or replace
Clutch slipping Correct
Brake drag Correct
incorrect selection
Excessive Exhaust Gas Refer to Abnormal Combustion
Recirculation flow due to trouble in
Exhaust Gas Recirculation system
Oil Problems
Oil pressure too low Wrong oil in use Replace with correct engine oil
Relief valve sticking Replace
Oil pump not operating properly Correct or replace
Oil pump strainer clogged Clean or replace strainer
Oil pump worn Replace
Oil pressure gauge defective Correct or replace
Crankshaft bearing or connecting Replace
rod bearing worn
Oil contamination Wrong oil in use Replace with new engine oil
Oil filter clogged Replace oil filter
Cylinder head gasket damage Replace gasket
Burned gases leaking Replace piston and piston rings or
rebore cylinders
Oil not reaching valve system Oil passage in cylinder head or Clean or correct
cylinder body clogged
Engine Oil Pressure Check 3. Remove the oil pressure unit.

1. Check for dirt, gasoline or water in the engine oil. 4. Install an oil pressure gauge.
a. Check the viscosity of the oil. 5. Start the engine and allow the engine to reach normal
operating temperature (About 80°C).
b. Change the oil if the viscosity is outside the
specified standard. 6. Measure the oil pressure.
c. Refer to the “Maintenance and Lubrication” section Oil pressure should be:
of this manual. 150 kPa (21.8 psi) at idle speed.
2. Check the engine oil level. 7. Stop the engine.
The level should fall somewhere between the “ADD” 8. Remove the oil pressure gauge.
and the “FULL” marks on the oil level dipstick.
9. Install the oil pressure unit.
If the oil level does not reach the “ADD” mark on the
oil level dipstick, engine oil must be added. 10. Start the engine and check for leaks.
Malfunction Indicator Lamp
The instrument panel “CHECK ENGINE” Malfunction In-
dicator Lamp (MIL) illuminates by self diagnostic system
when the system checks the starting of engine, or senses
malfunctions.
“CHECK ENGINE” MIL does not Bulb defective Replace
illuminate at the starting of engine
MIL circuit open Correct or replace
Command signal circuit to operate Correct or replace
self diagnostic system shorted
Powertrain Control Module (PCM) Correct or replace
cable loosely connected,
PCM defective Replace
“CHECK ENGINE” MIL illuminates, Deterioration heated oxygen sensor Replace
and stays on of internal element
Heated oxygen sensor connector Reconnect properly
terminal improper contact
Heated oxygen sensor lead wire Correct
shorted
Heated oxygen sensor circuit open Correct or replace
Deterioration engine coolant Replace
temperature sensor of internal
element
Engine coolant temperature sensor Reconnect properly
connector terminal improper contact
Engine coolant temperature sensor Correct
lead wire shorted
Engine coolant temperature sensor Correct or replace
circuit open
Throttle position sensor open or Correct or replace
shorted circuits
Deterioration of crankshaft position Replace
sensor
Crankshaft position sensor circuit Correct or replace
open or shorted
Vehicle speed sensor circuit open Correct or replace
Manifold absolute pressure sensor Correct or replace
Intake air temperature sensor circuit Correct or replace
open or shorted
Fuel injector circuit open or shorted Correct or replace
PCM driver transistor defective Replace PCM
Malfunctioning of PCM RAM Replace PCM
(Random Access Memory) or ROM
(Read Only Memory)
Cylinder Head Cover

Removal 13. Remove four bolts and remove the crankshaft pulley

2. Disconnect PCV hose from cylinder head cover.
3. Remove intake duct.
4. Remove left side ground cable from cylinder head
cover and disconnect ground cable connector on the
left side wheel arch. Remove right side ground cable
from generator stay and disconnect ground cable
connector on the right side wheel arch.
5. Disconnect three(black, green and blue colors)
engine wire harness connectors from chassis
harness of left rear side of compartment.
6. Disconnect cooling fan wire harness connector from
cooling fan on left side top of fan shroud.
7. Move drive belt tensioner to loose side using wrench
then remove drive belt.
020RW014
14. Remove timing belt front cover.

15. Loose fixing bolt of timing belt rear cover then remove
the camshaft angle sensor.
033RW001
8. Remove PCV hose from cylinder block.

9. Remove intake duct stay from cylinder head.
10. Remove two bolts for remove ignition cable cover
from cylinder head cover.
11. Disconnect ignition cable from ignition plug.
12. Disconnect camshaft position sensor harness and 020RW012
crankshaft angle sensor harness from behind 16. Remove ten cylinder head cover fixing bolts and
generator. remove the cylinder head cover.
Installation 5. Move drive belt tensioner to loose side using wrench

then install the drive belt to normal position.
1. Install the camshaft position sensor and tighten
timing rear cover bolt.
Torque: 8 N·m (5.9 lb ft)
033RW001
6. Connect ignition cable to ignition plug.

7. Install ignition cable cover to cylinder head cover and
020RW012 tighten two bolt to the specified torque.
2. Install the cylinder head cover and tighten bolts to the Torque: 3 N·m (2 lb ft)
specified torque.
8. Install intake duct bracket to cylinder block.
9. Install PCV hose flange to cylinder block to the
3. Install the timing belt front cover then tighten fixing specified torque.
bolts to the specified torque.
4. Install the crankshaft pulley, tighten fixing bolts to the
specified torque.
020RW015
020RW014
10. Connect cooling fan wire harness connector to 12. Connect three(black, green and blue colors) engine
cooling fan on left side top of fan shroud. wire harness connector to chassis harness of left rear
11. Connect left side ground cable to cylinder head cover side of engine compartment.
and connect other side connector to left side wheel 13. Install intake duct.
arch terminal. 14. Connect PCV hose to cylinder head cover.
Connect right side ground cable to generator stay and 15. Connect battery ground cable.
connect other side connector to right side wheel arch
terminal.
Exhaust Manifold
Removal
2. Disconnect PCV hose from air intake duct.
3. Remove a nut from air intake duct bracket and loosen
hose clamp on throttle body. Remove air intake duct
assembly with air cleaner cover.
4. Remove air intake duct bracket with ground cable.
5. Remove four fixing bolts on exhaust manifold heat
protector.
6. Remove fixing four nuts from flange of front exhaust
pipe and remove fixing bolts from silencer side.
011RW029
2. Install front exhaust pipe to exhaust manifold and

tighten fixing nut to the specified torque.
027RW005
7. Remove ten exhaust manifold fixing nuts then

remove exhaust manifold.
Installation
1. Install exhaust manifold and tighten fixing nuts to be
tightened in three steps.
f Tightening sequence:
f Step1: J G H B D C J G B D
f Step2: A B C D E F G H J K 027RW005
f Step3: A B C D E F G H J K 3. Tighten silencer side bolt to the specified torque.

f Tightening torque: Torque: 68 N·m (50 lb ft)
f Step1: 14 N·m (10 Ib ft) 4. Install exhaust manifold heat protector and tighten
f Step2: 20 N·m (14 Ib ft) bolt.
f Step3: 20 N·m (14 Ib ft) Torque: 8 N·m (5.9 lb ft)
5. Install intake duct bracket with ground cable. 7. Connect PCV hose to air intake duct.
6. Install intake duct assembly to throttle body and air 8. Connect battery ground cable.
cleaner then tighten nut to the intake duct bracket and
clamp on the throttle body side, also clamp air cleaner
cover.
Crankshaft Pulley
1. Disconnect battery ground cable. 1. Install the crankshaft pulley to crankshaft flange.
2. Move drive belt tensioner to loose side by using 2. Tighten four bolt to the specified torque.
wrench then remove drive belt. Torque: 20 N·m (14 lb ft)
033RW001
020RW014
3. Remove four crankshaft pulley fixing bolts, remove
3. Move drive belt tensioner to loose side by using
crankshaft pulley.
wrench, then install drive belt to normal position.
020RW014
033RW001
4. Connect battery ground cable.

Intake Manifold
Removal 11. Remove water pipe fixing bolt then remove water
pipe.
1. Disconnect battery ground cable. 12. Remove fixing bolt from bracket (Between cylinder
2. Remove PCV hose from air intake duct. block and intake manifold) of intake manifold side.
3. Remove a nut from air intake duct bracket and loosen
5. Remove water hoses from throttle body.
6. Disconnect the connector for throttle position sensor,
idle air control valve sensor from throttle body.
7. Remove fuel pipe joint eye bolts from fuel rail and
disconnect wire harness from fuel injector.
025RW002
13. Remove ignition coil bracket fixing bolt.

14. Remove bolt and seven nuts, and remove intake
manifold.
042RW001
8. Disconnect hose from fuel pressure regulator then

remove fuel rail assembly.
9. Remove throttle valve control cable from throttle
body.
10. Remove fixing bolts for generator bracket.
027RW002
065RW025
Installation
1. Install intake manifold with gasket to cylinder head,
tighten bolt and nuts to the specified torque.
065RW025
6. Install fuel rail assembly to intake manifold and

connect hose between fuel pressure regulator and
throttle body.
7. Install fuel pipe and tighten joint eye bolt and connect
fuel injector harness.
027RW002
2. Install ignition coil bracket fixing bolt. Torque: 25 N·m (18 lb ft)
3. Install intake manifold bracket, tighten bolt.
042RW001
8. Connect the connector for throttle position sensor

and idle air control valve sensor to throttle body.
025RW002
9. Install water hoses to throttle body.
4. Install water pipe to intake manifold.
10. Install intake duct assembly to throttle body and air
5. Install generator bracket and tighten generator
cleaner then tighten nut to the intake duct bracket and
bracket bolts.
clamp on the throttle body side and air cleaner side.
Torque
Long bolts: 35 N·m (25 lb ft)
11. Install PCV hose to air intake duct.
Short bolts: 20 N·m (14 lb ft)
12. Install throttle valve control cable to throttle body.
13. Confirm the free play of throttle valve control cable.
Free play: 5.7 to 6.3 mm
14. Fill engine coolant to full level from radiator filler neck.
Cylinder Head Assembly

Removal 13. Remove heater hose from adapter side.
14. Remove heater hose from water pipe side.
15. Remove water hose between water pipe and throttle
2. Disconnect connector of intake air temperature body.
sensor from intake air duct.
16. Remove fuel pipe joint eye bolts from fuel rail
3. Remove PCV hose from air intake duct. assembly and remove fuel pipe bracket with electric
4. Remove nut from air intake duct bracket and loosen ground cable.
5. Remove intake air duct bracket from cylinder head.
042RW001
17. Disconnect connector for evaporation valve.

18. Remove canister hose.
19. Remove fixing nut of intake manifold stay from
cylinder block side.
033RW001
8. Remove radiator upper hose from engine side.

9. Remove four nuts of exhaust front pipe.
10. Remove three bolts from generator bracket then
remove the generator with brackets.
025RW002
20. Remove two bolts from intake manifold for water pipe
support and remove cylinder head assembly.
21. Remove engine harness cover and disconnect three
connectors from chassis harness on left rear side
engine compartment.
065RW025 22. Disconnect connector for power steering pump
11. Disconnect crankshaft angle sensor connector. pressure switch.
12. Disconnect knock sensor connector. 23. Remove four bolts and remove crankshaft pulley.
f Do not allow oil or other chemical substances to
come in contact with the belt. They will shorten
the life.
f Do not attempt to pry or stretch the belt with a
screw driver or any other tool during installation.
f Store timing belt in cool and dark place. Never
expose the belt direct sunlight or heat.
31. Remove two idle pulleys, the left side with idle pulley
bracket.
32. Remove two bolts and stud bolt and remove timing
belt rear cover.
33. Remove camshaft angle sensor
34. Disconnect engine oil pressure switch connector.
020RW014
24. Remove two bolts and nut then remove timing belt
front cover.
25. Remove ventilation hose from cylinder block side and
from cylinder head side.
26. Remove two bolts, ignition cable cover and remove
ignition cables from spark plug.
27. Disconnect camshaft angle sensor connector.
28. Remove ten bolts and remove cylinder head cover.
29. Remove fixing bolt of timing belt tensioner then
remove timing belt tensioner.
050RW005
35. Remove camshaft assembly exhaust side.

36. Use J–42623 to remove ten cylinder head fixing bolts
020RW010
30. Remove timing belt.

CAUTION:
f Do not bend or twist belt, otherwise its core could
be damaged. The belt should not be bent at a
radius less than 30 mm. 012RW007
f Timing belt drive gear counterhold with J–42620.

Installation
1. Put cylinder head gasket on the cylinder block.
015RW014
4. Connect engine oil pressure switch connector.

5. Install camshaft angle sensor.
012RW011
6. Install the timing belt rear cover and tighten three
2. Install the cylinder head assembly, tighten cylinder bolts to the specified torque.
head bolts by four steps tightening method in the
following sequence to the specified torque.(use Torque
J–42623) M6 bolt: 6 N·m (4.4 lb ft)
Torque: 25 N·m (18 lb ft) + 90° + 90° + 90° M8 bolt: 8 N·m (5.8 lb ft)
020RW012
012RW006
3. Install camshaft assembly exhaust side and tighten 7. Install left side idle pulley with idle pulley bracket,
camshaft bracket bolts in the sequence to the tighten to the specified torque and install right side
specified torque. idle pulley and tighten to the specified torque.
Torque: 8 N·m (5.9 lb ft) Torque: 25 N·m (18 lb ft)
020RW016 014RW066
8. Install timing belt tensioner then tighten it temporarily

until make alignment timing belt.
9. Install the cylinder head cover and tighten fixing bolt
temporally.
10. Install the timing belt and perform timing belt setting
procedure as follows.
1. Bring the engine top dead center No.1 cylinder
compression stroke by rotating the engine in the
direction of normal operation.
The engine is in this position when the notches on
the camshaft pulleys align with the marks on the
cylinder head cover(1), Check the crankshaft
pulley timing mark is aligned (2) also check for
water pump positioning ensure tabs are aligned
(3).
f Rotate the engine two full turns in the direction
of normal operation until the engine is again at
top dead centre, No.1 cylinder firing being
careful that all movement is in a clockwise
direction. 014RW063
f If the engine is turned too far, do not turn 2. Place J–43037 to between intake and exhaust of
backwards, but continue to turn in the same camshaft drive gear to prevent camshaft drive
direction until the marks are again in line. gear movement during timing belt setting.
014RW065
014RW067
3. Set the timing belt shown in the illustration, For new timing belt: The pointer must be at the
ensure that tension side of the timing belt is taut center of “V” notch when viewed from the front of
and move the timing belt tension adjustment lever the engine.
clockwise, until the pointer of the tensioner is
flowing.
014RW062
4. Tighten fixing bolt of timing belt tensioner to the

specified torque.
014RW070
For used timing belt(over 60 minutes from new):

the pointer will be approx. 4 mm(0.16 in) to the left
of the center of the “V” notch when viewed from
the front of the engine.
020RW010
11. Tighten cylinder head cover to the specified torque.

12. Connect camshaft angle sensor connector.
13. Install the ignition cable to spark plug.
14. Install ignition cable cover and tighten two bolts.
15. Install ventilation hoses to cylinder block side and
cylinder head side.
16. Install timing belt front cover and tighten two bolts to
014RW069
17. Install crankshaft pulley and tighten four bolts. 24. Install fuel pipe joint eye bolts to fuel rail assembly and
Torque: 20 N·m (14 lb ft) install fuel pipe bracket with electric ground cable.
020RW014
18. Connect connector for power steering pump pressure 042RW001
switch. 25. Install water hose between water pipe and throttle
19. Connect engine harness connector to chassis body.
harness of the left rear of engine compartment and 26. Install heater hose to water pipe side.
install engine harness cover. 27. Install heater hose to adapter side.
20. Install two bolts to intake manifold for water pipe 28. Connect knock sensor connector.
support.
29. Connect crankshaft angle sensor connector.
21. Install fixing nut of intake manifold stay to cylinder
30. Install generator with bracket and tighten three bolts.
block.
Torque
35 N·m (25 lb ft) for Long bolt
20 N·m (14 lb ft) for Short bolt
025RW002
22. Install canister hose.

23. Connect connector for evaporation valve.
065RW025
31. Install exhaust front pipe to exhaust manifold and
tighten four nuts to the specified torque.
033RW001
34. Install intake air duct bracket to cylinder head.

35. Install air intake duct assembly with air cleaner cover
to throttle body and tighten nut to the air intake duct
027RW005
bracket then tighten hose clamp.
32. Install radiator upper hose to engine.
Torque
then install the drive belt to normal position. 7 N·m (5.1 lb ft) for nut
3 N·m (2.2 lb ft) for hose clamp bolt
36. Install PCV hose to air intake duct.
37. Connect connector of intake air temperature sensor
on intake air duct.
39. Fill engine coolant to full level in the engine coolant
reservoir tank.
Timing Belt
Removal 3. Remove engine harness cover and disconnect three
connectors from left rear side of engine compartment.
1. Disconnect battery ground cable. 4. Remove four bolts and remove crankshaft pulley.
020RW014
033RW001
5. Disconnect three connectors of engine harness from Installation
chassis harness of left rear side of engine
compartment. 1. Install timing belt tensioner then tighten it temporarily
6. Remove nut and remove engine harness cover from until make alignment timing belt.
front of engine.
7. Remove two bolts then remove timing belt front cover.
8. Remove fixing bolt of timing belt tensioner then
remove timing belt tensioner (1).
020RW010
2. Install the timing belt and perform timing belt setting

procedure as follows:
1. Bring the engine top dead center No.1 cylinder
compression stroke by rotating the engine in the
020RW010
direction of normal operation.
The engine is in this position when the notches on
CAUTION: the camshaft pulleys align with the marks on the
f Do not bend or twist belt, otherwise its core could cylinder head cover(1), Check the crankshaft
be damaged. The belt should not be bent at a pulley timing mark is aligned (2) also check for
radius less than 30 mm. water pump positioning ensure tabs are aligned
(3).
f Timing belt drive gear counterhold with J–42620.
f Do not allow oil or other chemical substances to
the life.
f Do not attempt to pry or stretch the belt with a
screw driver or any other tool during installation.
f Store timing belt in cool and dark place. Never
014RW067
014RW066 014RW065
3. Set the timing belt shown in the illustration,

ensure that tension side of the timing belt is taut
and move the timing belt tension adjustment lever
clockwise, until the pointer of the tensioner is
flowing.
014RW063
2. Place J–43037 between intake and exhaust of

camshaft drive gear for prevent to camshaft drive
gear movement during timing belt setting.
014RW064
For new timing belt: The pointer must be at the
center of “V” notch when viewed from the front of
the engine.
014RW062
3. Tighten fixing bolt (1) of timing belt tensioner to the

specified torque.
014RW070
For used timing belt(over 60 minutes from new):

The pointer will be approx. 4 mm(0.16 in) to the
left of the center of the “V” notch when viewed
from the front of the engine.
020RW010
4. Install timing belt front cover and tighten two bolts to

5. Install engine harness cover to front top of engine and
tighten nut to the specified torque.
014RW069
6. Install crankshaft pulley and tighten four bolts.
033RW001
8. Connect engine harness three connector to chassis

harness of left rear side of engine compartment.
020RW014
then install drive belt to normal position.
Camshaft
Removal 4. Use adjustable wrench to hexagonal portion of
camshaft, and remove fixing bolt from front end of
1. Disconnect battery ground cable. camshaft.
2. Remove cylinder head cover.
Refer to removal procedure for Cylinder Head Cover
in this manual.
3. Remove timing belt tensioner and remove timing belt.
014RW074
5. Remove camshaft drive gear from intake and exhaust

camshaft.
020RW010
6. Remove twenty fixing bolts from intake and exhaust
camshaft bracket on the cylinder head, then remove
camshafts.
014RW052
011RW015
CAUTION:
f Do not damage camshaft lobe and journal.
f Do not damage hydraulic lash adjuster(HLA) and
do not allow into foreign materials into cylinder
head.
7. Remove oil seal from camshaft.
Installation
1. Clean surface of camshaft bracket and HLA.
2. Apply engine oil to journal surface of camshaft
bracket and HLA.
3. Install camshaft to cylinder head.
4. Install camshaft bracket according to numerical as
shown in the illustration. 015RW014
The bracket number is:

f Exhaust: 1 to 5 from front
f Intake: 6 to 10 from front.
Camshaft oil seal installation area on the cylinder
body of No.1, No.6 and camshaft bracket rear side
plug portion must be applied HN1023 or equivalent as
in the illustration.
014RW071
7. Install the camshaft drive gear. Align the timing mark

between notch on the camshaft drive gear(1) and lug
on the camshaft bracket(2).
014RW073
5. Tighten camshaft bracket bolts to the specified torque

by sequence in the illustration.
6. Use J–42609 for installation camshaft oil seal.
014RW076
014RW075
Also align a guide hole on the camshaft drive gear
marked “IN” for intake and “EX” for exhaust to guide
pin on the camshaft when instaling the camshaft drive
gear.
015RW014
9. Install timing belt.

Refer to installation procedure for Timing Belt in this
manual.
014RW072 10. Install cylinder head cover.
8. Tighten camshaft bracket fixing bolt to the specified Refer to installation procedure for Cylinder Head
torque. Cover in this manual.
Torque: 50 N·m (36 lb ft) 11. Connect battery ground cable.
Engine Assembly
515RX002
Removal 16. Remove transmission mounting fixing bolts and nut

from cross member.
1. Disconnect battery ground and positive cable.
2. Remove battery.
3. Make alignment mark on the engine hood and hinges
before removal in order to return the hood to original
position exactly.
4. Remove engine hood.
5. Drain engine coolant from radiator.
6. Disconnect throttle valve control cable from throttle
valve on intake manifold.
7. Remove air duct with air cleaner cover.
8. Remove air cleaner assembly.
9. Disconnect three engine harness connectors from
chassis harness of left rear side engine compartment.
10. Disconnect vacuum hose on the brake booster.
11. Disconnect cooling fan harness connector on the left
of fan shroud.
12. Disconnect ground cable connector from left and right
of front wheel arch upper side. 022RW014
13. Remove clutch piping bracket from right side of clutch 17. Remove transmission front under cover from front
housing. portion of clutch housing.
14. Remove fuel piping bracket from transmission. 18. Disconnect two fuel pipes at right side of transmission
15. Remove four nuts from exhaust front pipe exhaust by quick type fuel hose connector.
manifold side and remove two bolts from rear side of CAUTION: Plug fuel pipe on engine side and fuel
exhaust front pipe. Remove exhaust front pipe. hose from fuel tank.
19. Disconnect canister hose next to fuel piping
connector.
20. Remove propeller shaft fixing bolt from rear side
transmission.
21. Remove fixing bolts between clutch housing and
transmission, then move transmission.
22. Remove power steering pump assembly then place
the power steering pump along with piping.
23. Disconnect two chassis harness connectors from
right rear side engine compartment (under fuse box)
and remove two harness clips.
24. Remove engine ground cable from chassis frame.
25. Remove radiator lower hose from engine side.
26. Remove two heater hoses from right side panel.
28. Remove harness clip from behind right horn.
29. Remove engine mounting bolt from chassis frame
027RW005 side.
022RW005 022RW005
022RW006 022RW006
30. Lift up the engine assembly. 3. Install harness clip behind right horn.
4. Install the radiator grille and install flasher lamp
Installation assembly.
5. Install two heater hoses to right side panel.
CAUTION: When assembling the engine and 6. Install radiator lower hose to engine.
transmission, confirm that dowels have been
mounted in the specified positions at the engine 7. Install engine ground cable to chassis frame.
side. If assembled in the condition that dowels have 8. Connect two chassis harness connectors to right rear
not been mounted in the specified position, side engine room(under fuse box) and install two
transmission damage can result. harness clips.
1. position the engine assembly in the engine 9. Install power steering pump assembly and tighten
compartment. fixing bolts.
2. Tighten engine mounting bolt to frame side to the 10. Install transmission assembly, refer to installation
specified torque. procedure for Transmission section in this manual.
Torque: 41 N·m (30 lb ft) 11. Install propeller shaft, refer to installation procedure
for Propeller section in this manual.
12. Connect canister hose next to fuel piping connector.
13. Connect two fuel pipes at right side transmission by
quick type connector.
14. Install transmission front under cover to front portion 22. Connect three engine harness connectors to chassis
of clutch housing. harness of left rear side of engine compartment.
15. Install transmission mounting fixing bolts and nuts to 23. Install air cleaner assembly.
cross member. 24. Install air duct with air cleaner cover to specified
Torque: 50 N·m (36 lb ft) torque.
Torque
7 N·m (5.1 lb ft) for air duct fixing
3 N·m (2.2 lb ft) for air duct clamp bolt
25. Connect throttle valve control cable to throttle valve
on the intake manifold.
Confirm the free play of throttle valve control cable.
Free play: 5.7 to 6.3 mm
26. Install engine hood to original position.
Refer to installation procedure for Body section in this
manual.
27. Install battery, connect positive cable and ground
cable.
28. Fill engine coolant to full level in the coolant reservoir
tank.
022RW014
16. Install exhaust front pipe to exhaust manifold and

silencer, then tighten fixing nuts and bolts to the
specified torque.
Torque
25 N·m (18 lb ft) for nut
68 N·m (50 lb ft) for bolt
027RW005
17. Install fuel piping bracket to transmission.

18. Install clutch piping bracket to right side of clutch
housing.
19. Connect ground cable connector to left and right of
front wheel arch upper side.
20. Connect cooling fan harness connector on the left of
fan shroud.
21. Connect vacuum hose to the brake booster.
Cylinder Head
Cylinder Head and Associated Parts
011RW010
Legend (6) Camshaft Exhaust

(1) Cylinder Head Bolt (7) Camshaft Intake
(2) Camshaft Pulley Fixing Bolt (8) Tappet (HLA)
(3) Camshaft Pulley (9) Split Collar
(4) Camshaft Oil Seal (10) Valve Spring and Spring Upper Seat
(5) Camshaft Bracket Bolt (11) Valve
Disassembly f Before removing the cylinder head from the engine

and before disassembling the valve mechanism,
NOTE: perform a compression test and note the results.
f During disassembly, be sure that the valve train 1. Remove camshaft pulley fixing bolt (2), then pulley
components are kept together and identified so that (3).
they can be reinstalled in their original locations. 2. Remove camshaft bracket fixing bolt (5), camshaft
bracket, then camshaft exhaust (6), and intake side
(7).
3. Remove cylinder head. Inspection and Repair
Use J–42623.
1. Check length and width of cylinder head sealing
4. Valve spring, valve spring caps, compress valve surfaces for deformation and diagonals for warpage
spring — use J–8062 (1) and Adapter J–42619 (2). — use straight edge and feeler gauge.
Valve keepers.
011RW011
011RW014 2. Height of cylinder head (sealing surface to sealing

5. Valves, valve stem seals — use commercially surface).
available remover pliers. Valve spring seats from
Dimension (I) – 134 mm
cylinder head.
011RW012
011RW013
Reassembly
1. Valves, valve stem seals. Refer to Valve Spring, Oil
Controller, Valve, Valve Guide in this section.
2. Valve spring, valve spring caps. Refer to Valve
Spring, Oil Controller, Valve, Valve Guide in this
section.
3. Install tappet (HLA).
4. Cylinder head with new cylinder head bolts to cylinder
block.
Tighten the bolts in 4 steps.
1st step: 25 N·m (18 lb ft)
2nd step: 90°
3rd step: 90°
4th step: 90°
011RW014
5. Camshaft in cylinder head. Refer to Camshaft in this

section.
6. Camshaft pulley. Refer to Camshaft in this section.
Valve Spring, Valve, Valve Guide

Valve Spring, Valve, Valve Guide and Associated Parts
011RW024
Legend (8) Tappet

(1) Camshaft Pulley Fixing Bolts (9) Split Collar
(2) Camshaft Pulley (10) Spring Upper Seat
(3) Camshaft Bracket Fixing Bolt (11) Valve Spring
(4) Camshaft Assembly Intake (12) Oil Seal
(5) Camshaft Assembly Exhaust (13) Spring Lower Seat
(6) Cylinder Head Bolt (14) Valve Guide
(7) Cylinder Head (15) Valve
Disassembly 3. Remove camshaft assembly (Exhaust side) (5).

4. Remove cylinder head (6), (7).
1. Remove camshaft pulley (1), (2).
5. Remove tappet (8).
2. Remove camshaft assembly (Intake) (3), (4).
6. Use J–8062 valve spring compressor and J–42619 Inspection and Repair
adapter to remove split collar (9).
1. Use a internal micrometer to measure the diameter
valve guide.
Valve stem play
Intake : 0.03 to 0.057 mm (0.0012 to 0.0022 in)
Exhaust : 0.04 to 0.067 mm (0.0016 to 0.0026 in)
011RW014
7. Remove spring upper seat and valve spring (10), (11).

8. Valve, valve guide – use commercially available
remover pliers.
Valve spring lower seat from cylinder head.
011RW020
Valve Guide
CAUTION: Taking care not to damage the valve seat
contact surface, when removing carbon adhering to
the valve head. Carefully inspect the valve stem for
scratching or abnormal wear. If these conditions are
present, the valve and the valve guide must be
replaced as a set.
Valve Seat
Valve seat width in cylinder head
Intake: 1.0 to 1.5 mm (0.039 to 0.0585 in)
Exhaust: 1.7 to 2.2 mm (0.0663 to 0.0858 in)
Valve Seat Insert Correction

Remove the carbon from the valve seat insert surface.
011RW013
Valve Seat Insert Replacement Reassembly
1. Arc weld the rod at several points. Be careful not to 1. Install oil controller (3) and spring lower seat (2).
damage the aluminum section. Using oil controller replacer J–42622, drive in a new
2. Allow the rod to cool for a few minutes. This will cause oil controller.
the valve seat to shrink.
3. Strike the rod and pull it out.
014RS019
2. Install valve to valve guide. Before install valve guide

014RS015
apply engine oil to the outside of the valve stem.
4. Carefully clean the valve seat press–fit section on the 3. Install valve spring to cylinder head. Attach the valve
cylinder head side. spring to the lower spring seat.
5. Heat the press–fit section with steam or some other 4. Install lower valve spring seat, valve spring and upper
means to cause expansion. Cool the valve seat with valve spring seat then put split collars on the upper
dry ice or some other means. spring seat, using J–8062 valve spring compressor
6. Insert the press–fit section into the valve seat for install the split collars.
horizontally.
7. Lap the valve and the seat.
011RW014
5. Install tappet.
6. Install camshaft assembly.
f Refer to installation procedure for Camshaft in this
manual.
Camshaft
Camshaft and Associated Parts
011RW023
Legend (4) Camshaft Bracket

(1) Camshaft Pulley Fixing Bolt (5) Camshaft Bracket Fixing Bolt
(2) Camshaft Pulley (6) Camshaft Assembly Exhaust
(3) Oil Seal (7) Camshaft Assembly Intake
Disassembly
1. Remove fixing bolt (1) for camshaft pulley (2).
2. Remove oil seal (3).
014RW035
3. Remove oil seal (3). Reassembly
4. Remove twenty fixing bolts (5) from inlet and exhaust
camshaft bracket, then camshaft brackets (4). 1. Install camshaft drive gear assembly and tighten
three bolts to specified torque.
Torque: 50 N·m (37 lb ft) + 60° + 15°
2. Install camshaft assembly and camshaft brackets,
tighten twenty bolts on one side bank to the specified
torque.
1. Apply engine oil to camshaft journal and bearing
surface of camshaft bracket.
2. Align timing mark on intake camshaft and exhaust
camshaft to timing mark on camshaft drive gear
(one dot).
3. Tighten twenty bolts on numerical order one side
bank shown in the illustration.
4. If it required to replace oil seal of camshaft drive
gear, use J–42609 for install the oil seal.
5. Tighten bolt for camshaft drive gear assembly
pulley to the specified torque.
011RW015
5. Remove camshaft assembly (6), (7). Torque: 50 N·m (37 lb ft) + 60° + 15°
014RW036
Crankshaft
Crankshaft and Associated Parts
015RW008
Legend (6) Balance Unit Assembly

(1) Cylinder Head Assembly (7) Piston and Connecting Rod Assembly
(2) Oil Pump Assembly (8) Main Bearing Cap
(3) Pan (9) Crankshaft
(4) Pan Support (10) Cylinder Block Assembly
(5) Oil Strainer
Disassembly 4. Remove oil strainer (5).

5. Remove oil pump assembly (5).
1. Remove cylinder head assembly (1). Refer to
“Cylinder head” in this manual. 6. Balance unit assembly.
2. Remove oil pan (3). 7. Remove piston and connecting rod assembly (7).
Refer to “Piston, Piston Ring and Connecting Rod” in
CAUTION: Take care not to damage or deform the this manual.
sealing flange surface of crankcase. 8. Remove flywheel.
3. Remove oil pan support (4). 9. Remove rear oil seal and oil baffle plate.
10. Remove main bearing cap (8).
11. Remove crankshaft (9).
12. Remove crankshaft pulse pickup sensor disc.

1. Crankshaft
Set the dial indicator as shown in the illustration and
measure the crankshaft thrust clearance. If the thrust
clearance exceeds the specified limit, replace the
thrust bearings as a set.
Thrust Clearance
Standard : 0.01 mm–0.02 mm
(0.0004 in–0.0008 in)
Limit : 0.21 mm (0.0118 in)
014RW055
9. Install main bearing caps, and tighten each bolt to the

specified torque.
Main bearing caps bolts.
Torque:
2nd step: 45°
3rd step: 15°
Torque : 39 N·m (29lb ft)
10. Measure the plastigage width and determine the oil
clearance. If the oil clearance exceeds the specified
limit, replace the main bearings as a set and/or
replace the crankshaft.
(0.0007 in–0.0016 in)
014RW079 Limit : 0.12 mm (0.0047 in)
Main Bearing Clearance
1. Remove the bearing caps and measure the oil
clearance.
2. Remove the main bearing cap fixing bolts.
Arrange the removed main bearing caps in the
cylinder number order.
Remove the main bearings.
3. Remove the crankshaft.
4. Clean the upper and lower bearings as well as the
crankshaft main journal.
5. Check the bearings for damage or excessive wear.
The bearings must be replaced as a set if damage or
excessive wear is discovered during inspection.
6. Set the upper bearings and the thrust washers to their
original positions.
Carefully install the crankshaft.
014RW077
7. Set the lower bearings to the bearing cap original 11. Clean the plastigage from the bearings and the
position. crankshaft.
8. Apply plastigage to the crankshaft journal unit as Remove the crankshaft and the bearings.
shown in the illustration.
Crankshaft (12) Inspection
Inspect the surface of the crankshaft journal and crank
pins for excessive wear and damage. Inspect the oil seal
fitting surfaces for excessive wear and damage. Inspect
the oil ports for obstructions.

1. Carefully set the crankshaft. Slowly rotate the
crankshaft and measure the runout. If the crankshaft
runout exceeds the specified limit, the crankshaft
must be replaced.
Runout : 0.03 mm (0.0012 in)
014RW078
2. Measure the diameter and the uneven wear of main

journal and crank pin. If the crankshaft wear exceeds
the specified limit, crankshaft must be replaced.
Main journal diameter : 57.934 mm–57.980 mm
(2.259 in–2.261 in)
Crank pin diameter : 48.939 mm–48.982 mm
(1.909 in.–1.91 in.)
015RS009
Crankshaft Bearing Selection
When installing new crankshaft bearings or replacing
bearings, refer to the selection table below. Select and
install the new crankshaft bearings.
Crankshaft grinding dimensions mm (in)
Production and Service
Crankshaft bearing journal dia.
Standard size
white 57.974 to 57.981 (2.260–2.261)
green 57.981 to 57.988 (2.261–2.2615)
brown 57.988 to 57.995 (2.2615–2.2618)
Undersize 0.25 (0.0097)
green/blue 57.732 to 57.738 (2.2515–2.2517)
brown/blue 57.738 to 57.745 (2.2517–2.252)
Undersize 0.5 (0.0195)
green/white 57.482 to 57.488 (2.2418–2.242)
brown/white 57.488 to 57.495 (2.242–2.2423)
Guide bearing width
Standard size 25.950 to 26.002 (1.012–1.014)
Undersize 0.25 (0.0097) 26.150 to 26.202 (1.019–1.021)
Undersize 0.5 (0.0195) 26.350 to 26.402 (1.027–1.029)
NOTE: Take care to ensure the bearings are positioned Reassembly

correctly.
Crankshaft pulse pickup sensor disc inspection and 1. Crankshaft (12).
repair. f Install the crankshaft pulse pickup sensor disc.
Inspect the crankshaft pulse pickup sensor disc for Torque: 13 N·m (10 lb ft)
excessive wear and damage.
Replace the crankshaft pulse pickup sensor disc if the f Install the main bearings to the cylinder block and
inspection exceeds wear and damage. the main bearing caps.
f Be sure that they are positioned correctly.
f Apply new engine oil to the upper and lower main
bearing faces.
NOTE: Do not apply engine oil to the main bearing back
faces.
f Carefully mount the crankshaft.
f Apply engine oil to the thrust washer.
f Assemble the thrust washer to the No.3 bearing
journal. The oil grooves must face the crankshaft.
f Tighten the crankshaft baring cap bolts in 3 steps:
2nd step: 45°
3rd step: 15°
015RW039
2. Rear oil seal (10). NOTE: Do not reuse the bolt.
f Coat lip of seal rings thinly with protective grease. 4. Piston and connecting rod assembly (8)
f Install seal ring into cylinder block, use J–42616 (1) f Apply engine oil to the cylinder bores, the
and J–42613 (2). connecting rod bearings and the crankshaft pins.
Check to see that the piston ring end gaps are
correctly positioned.
f Piston rings position (A) every 180°.
Oil scraper rings (B) — offset 25 to 50 mm/1 to 2 in.
to left and right from gap of intermediate ring.
015RW009
3. Flywheel (9).
1. Thoroughly clean and remove the oil from the
threads of crankshaft.
2. Remove the oil from the crankshaft and flywheel
mounting faces. 015RW026
3. Mount the flywheel on the crankshaft and then f Insert the piston/connecting rod assemblies into
install the washer. each cylinder with the piston ring compressor. The
front marks must be facing the front of the engine.
4. Use stopper (J–42618) to hold the crankshaft.
f Match the numbered caps with the numbers on the
connecting rods. Align the punched marks on the
connecting rods and caps.
f Arrow (1) on piston head points to engine timing
side, bead on connecting rod points to flywheel
side.
015RW010
5. Prevent from rotating.

Tighten the flywheel bolts in 3 steps:
2nd step: 30°
015RW038
3rd step: 15°
f Tighten the bolts in 3 steps:
2nd step: 45°
3rd step: 15°
5. Install the balance unit assembly and tighten the bolts
in 2 steps:
2nd step: 45°
Refer to the “Balance Unit Assembly” section of this
manual.
6. Install oil pump assembly (5), refer to “Oil Pump” in
this manual.
7. Install oil strainer.
8. Install oil pan support and tighten the bolts to the
specified torque.
9. Install oil pan.
1. Completely remove all residual sealant, lubricant
and moisture from the sealing surfaces. The
surfaces must be perfectly dry.
2. Apply a correct width bead of sealant (TB–1207C
or its equivalent) to the contact surfaces of the oil
pan. There must be no gaps in the bead.
3. The oil pan support must be installed within 5
minutes after sealant application.
4. Tighten the bolts in to steps.
1st step: 8 N·m (5.8 lb ft)
2nd step: 30°
10. Install cylinder head assembly, refer to “Cylinder
Head” in this manual.
Piston and Connecting Rod

Piston, Connecting Rod and Associate Parts
015RW037
Legend (7) Piston and Connecting Rod Assembly

(1) Cylinder Head Assembly (8) Piston Ring
(2) Cylinder Head Gasket (9) Piston Pin
(3) Oil Pan Assembly (10) Piston
(4) Pan Support (11) Connecting Rod
(5) Oil Strainer (12) Connecting Rod Cap
(6) Balance Unit Assembly
Disassembly 3. Remove oil pan assembly and oil pan support (3)
refer to“Oil Pan and Oil Pan Support” in this manual.
1. Remove cylinder head assembly (1), refer to 4. Remove oil strainer.
“Cylinder Head Removal” in this manual.
5. Remove balance unit assembly.
2. Remove cylinder head gasket (2).
6. Remove connecting rod cap with connecting rod
lower.
7. Remove piston and connecting rod assembly (7). Piston Rings (8)
NOTE: Before removing piston and connecting rod Any worn or damaged part discovered during engine
assembly, measure thrust clearance. overhaul must be replaced with a new one.
f Remove any ridge or carbon build up from the top 1. Ring end gap measurement
end of the cylinder. f Insert the piston ring into the bore.
8. Remove the piston rings (8) with a piston ring f Push the ring by the piston, at a right angle to the
expander. Arrange the removed piston rings in the wall, into the point at which the cylinder bore
cylinder number order. diameter is the smallest.
f Measure the ring end gap.
Compression Ring
1st ring
Standard: 0.30 mm–0.50 mm
(0.0118 in–0.0195 in)
2nd ring
(0.0118 in–0.0195 in)
Oil ring
(0.0156 in–0.0546 in)
2. Measure the clearance between the piston ring

groove and the piston ring with a feeler gauge. If the
015RW024
piston ring groove / piston ring clearance exceeds the
9. Remove the piston pin (9).
specified limit, the piston must be replaced.
f Heat the connecting rod and the piston pin with oil
heater, when it temperature is keep at Compression Ring Clearance
280°C–320°C. Standard : 0.02 mm–0.04 mm
f Push the piston pin with brass bar. (0.0008 in.–0.0016 in)
NOTE: Keep the parts removed from each cylinder

separate. All parts must be reinstalled in their original
positions.
10. Piston (10).
11. Connecting rod (11).

Pistons (10)
Carefully clean away all the carbon adhering to the piston
head and the piston ring grooves.
NOTE: Never use a wire brush to clean the pistons.
Damage will result. Visually check each piston for
cracking, scoring, and other signs of excessive wear. If
any of the above conditions are found, the piston must be
replaced.
015RW025
Piston Pin (9) Connecting Rods (11)
NOTE: Do not reuse the old piston pin. 1. Measure the oil clearance between the connecting
rod and the crankshaft.
1. Use a micrometer to measure the new piston pin
outside diameter in both directions at three different 1. Remove the connecting rod cap nuts and the rod
positions. caps (12).
Arrange the removed rod caps in the cylinder
2. Measure the inside diameter of the connecting rod
number order.
small end. If the fitting interference between the small
end and pin does not conform to the specified value, 2. Clean the rod bearings and the crankshaft pins.
the connecting rod must be replaced. 3. Carefully check the rod bearings. If even one
Standard : 0.02 mm–0.041 mm bearing is found to be damaged or badly worn, the
entire bearing assembly must be replaced as a
(0.0008 in–0.0016 in) set. Reinstall the bearings in their original
positions. Apply plastigage to the crank pin.
4. Reinstall the rod caps (12) to their original
positions.
Tighten the rod cap nuts.
2nd step: 45°
3rd step: 15°
NOTE: Do not allow the crankshaft to rotate.
5. Remove the rod caps.
6. Measure the width of the plastigage and
determine the oil clearance. If the oil clearance
exceeds the limit, replace the rod bearing as a
set.
(0.0002 in–0.0012 in)
014RW077 Limit : 0.12 mm (0.0047 in)
3. Insert the new pin into the piston and rotate it. If the 7. Clean the plastigage from the bearings and the
pin rotates smoothly with no backlash, the clearance crankshaft pins.
is normal. If there is backlash or roughness, measure
the clearance. If the clearance exceeds the specified
limit, the piston must be replaced.
Clearance
(0.0004 in.–0.0005 in)
Crankshaft grinding dimensions mm (in)

(continued)
Production and Service
Con–rod bearing journal dia.
Standard size
(no color code) 48.970 to 48.988 (1.9098–1.9105)
Undersize 0.25 (0.0097)
blue 48.720 to 48.738 (1.9001–1.9008)
white 48.470 to 48.488 (1.8903–1.891)
Con–rod bearing journal width
Standard size
(no color code) 26.460 to 26.580 (1.0319–1.036)
Undersize 0.25 (0.0097)
blue 26.460 to 26.580 (1.0319–1.036)
white 26.460 to 26.580 (1.0319–1.036)
Con–rod width 26.338 to 26.390 (1.0271–1.0292)
Reassembly
1. Install connecting rod
2. Install piston
3. Install piston pin
f Apply a thin coat of engine oil to the piston pin. Try to
insert the piston pin into the piston pin hole with
normal finger pressure.
NOTE: When changing piston / connecting rod
combinations, do not change the piston / piston pin
combination and do not reuse the old piston pin.
f Attach the piston to the connecting rod with the
piston front mark and the connecting rod front mark
on the same side.
f Heat the connecting rod small end to a suitable
temperature to ensure smooth installation.
4. Install piston ring with the piston ring expander.
f New piston rings with “Top” uppermost — use 015RW026
commercially available pliers. f After installation, apply engine oil to the entire
circumference of the piston rings. Check to see that
f Position ring gaps:
all the rings rotate smoothly.
1 — Compression rings 180°to each other as
illustrated. 5. Install piston and connecting rod assembly.
2 — Offset oil control rings 25 to 50 mm/1 to 2 in. f Insert the bearings into the connecting rods and
from gap of second compression ring. caps. Apply new engine oil to the bearing faces and
nuts.
f Tighten the connecting rod cap nuts in 3 steps:
1st step : 35 N·m (26 lb ft)
2nd step: 45°
3rd step: 15°
NOTE: Do not apply engine oil to the bearing back faces. 9. Install oil pan support assembly, refer to “Oil Pan and
6. Oil gallery, refer to “Crankshaft and Main Bearing” in Oil Pan Support” in this manual.
this manual. 10. Install cylinder head gasket.
7. Oil strainer and O-ring. 11. Install cylinder head assembly.
8. Install balance unit assembly, refer to “Balance Unit f Refer to “Cylinder Head” in this manual.
Assembly: in this manual.
Cylinder Block
Cylinder Block and Associated Parts
015RW008
Legend (6) Balance Unit Assembly

(2) Oil Pump Assembly (8) Main Bearing Cap
(3) Oil Pan (9) Crankshaft
(4) Oil Pan Support (10) Cylinder Block
(5) Oil Strainer
Disassembly
1. Remove cylinder head assembly.
2. Remove cylinder head gasket.
3. Remove oil pan assembly.
4. Remove oil pan support.
5. Remove oil strainer.
6. Remove oil pump assembly.
7. Remove balance unit assembly.
8. Remove piston and connecting rod assembly.
9. Remove flywheel.
10. Remove rear oil seal retainer assembly.
11. Remove main bearing cap.
12. Remove crankshaft.
13. Remove cylinder block.
Inspection and Repair 012RW013
1. Remove the cylinder head gasket and any other Cylinder Bore
material adhering to the upper surface of the cylinder Use a cylinder gauge to measure the cylinder bore
block. Be very careful not to allow any material to diameter in both the axial and thrust directions. Each
accidentally drop into the cylinder block. Be very
measurement should be made at six points.
careful not to scratch the cylinder block.
2. Carefully remove the oil pump, rear oil seal retainer, CAUTION: Be very careful not to allow any material
and crankcase assembly installation surface seal. to accidentally drop into the upper surface of the
cylinder block. Be very careful not to scratch the
3. Wipe the cylinder block clean. upper surface of the cylinder block.
4. Visually inspect the cylinder block. If necessary, use a If the measurement exceeds the specified limit, the
flaw detector to perform a dye penetrate and cylinder block must be replaced.
hydraulic (or air pressure) test. If cracking or other
damage is discovered, the cylinder block must either Diameter
be repaired or replaced. Grade 1 : 85.975 mm–85.985 mm
(3.3530 in–3.3534 in)
Flatness
Grade 2 : 85.985 mm–86.025 mm
1. Using a straight edge and feeler gauge, check that the (3.3534 in–3.3550 in)
upper surface of the cylinder block is not warped.
Oversize : 0.5 mm (0.0195 in)
CAUTION: Be very careful not to allow any material
to accidentally drop into the upper surface of the NOTE: For information on piston diameter, please refer
cylinder block. Be very careful not to scratch the to the section “Inspection of the Piston and Connecting
upper surface of the cylinder block. Rod Assembly” in this manual.
2. The cylinder block must be reground or replaced if the
warpage exceeds the limit.
Warpage
Limit : 0.40 mm (0.0156 in)
Maximum repairable limit: 0.40 mm (0.0156 in)
Reassembly
1. Install cylinder block.
2. Install crankshaft.
f Install the main bearings to the cylinder block and
the main bearing caps.
bearing faces.
NOTE: Do not apply engine oil to the bearing back faces.
f Carefully mount the crankshaft.
3. Install rear oil seal.
f Coat lip of seal rings thinly with protective grease.
f Install seal ring into cylinder block, use J–42616 (1)
and J–42613 (2).
015RW010
5. Install piston and connecting rod assembly.

f Apply engine oil to the cylinder bores, the
connecting rod bearings and the crankshaft pins.
f Position ring gaps:
1 — Compression rings 180° to each other as
illustrated (A).
2 — Offset oil control rings 25 to 50 mm/1 to 2 in.
from gap of second compression ring (B).
015RW009
4. Install flywheel
threads of crankshaft.
2. Remove the oil from the crankshaft and flywheel
mounting faces.
3. Mount the flywheel on the crankshaft and then
install the washer.
4. Use stopper (J–42618) to hold the crankshaft.
Prevent from rotating. 015RW026
Tighten the flywheel bolts in 3 steps: 6. Install balance unit assembly and tighten the bolts in 2
1st step: 65 N·m (48 lb ft) steps in the order shown:
2nd step: 30° 1st step : 20 N·m (14 lb ft)
3rd step: 15° 2nd step : 45°
7. Install oil pump assembly, refer to “Oil Pump” in this
NOTE: Do not reuse the bolt. manual.
9. Install oil pan support.
10. Install oil pan assembly.
1. Completely remove all residual sealant, lubricant 4. Tighten the bolts and nuts to the specified torque
and moisture from the sealing surfaces. The in 2 steps:
1st step : 8 N·m (5.8 lb ft)
2. Apply a correct width bead of sealant (TB–1207C
or its equivalent) to the contact surfaces of the 2nd step : 30°
crankcase. There must be no gaps in the bead. 11. Install cylinder head gasket.
3. The oil pan must be installed within 5 minutes 12. Install cylinder head assembly, refer to “Cylinder
after sealant application. Head” in this manual.
Cylinder Head Cover

Cylinder Head Cover and Associated parts
010RW004
Legend (2) Spark Plug

(1) Ignition Cable Cover (3) Cylinder Head Cover
1. Remove two bolts and remove ignition cable cover (1) 1. Install the camshaft angle sensor and tighten timing
from cylinder head cover (3). rear cover bolt.
2. Disconnect ignition cable and remove spark plag (2). Torque: 8 N·m (5.9 lb ft)
3. Disconnect ignition cable from ignition plug.
4. Disconnect camshaft angle sensor harness and
crankshaft angle sensor harness from behind
generator.
5. Remove four bolts and remove the crankshaft pulley.
020RW012
2. Install the cylinder head cover and tighten bolts to the

specified torque.
3. Install the timing belt front cover then tighten fixing
020RW014
6. Remove timing belt front cover.
7. Loose fixing bolt of timing belt rear cover, then
remove the camshaft angle sensor. 4. Install the crankshaft pulley, tighten fixing bolts to the
specified torque.
020RW012
8. Remove ten cylinder head cover fixing bolts and

remove the cylinder head cover. 020RW014
then install the drive belt to normal position.
033RW001
6. Connect ignition cable to ignition plug.

7. Install ignition cable cover to cylinder head cover and
tighten two bolts to the specified torque.
Balance Unit Assembly

Balance Unit Assembly Associated Parts
051RW012
Legend (3) Oil Strainer

(1) Oil Pan (4) Balance Unit Assembly
(2) Oil Pan Support (5) Shim
Disassembly 2. In this crankshaft position, the flattened side (arrows)

of both balancer shafts must face downward and
1. Remove the oil pan. must be on a horizontal line.
2. Remove the oil pan support.
3. Remove the oil strainer (1) from oil pump and the oil
baffle plate (2).
051RW010
3. Screw measuring device J–43038 (3) with long

knurled bolt (1) into 1st balancer shaft (intake side)
051RW009
and tighter hard–tight measuring arm (5) must point in
“9 o’clock” direction shown in this illustration.
Install dial gauge holder with dial gauge (4) on
Adjustment cylinder block.
1. Turn crankshaft in engine rotational direction to
alignment mark (2) 1st cylinder “TDC”.
051RW007
014RW066
4. Place pre tensioned probe (6) of gauge on measuring 6. The tooth backlash must be measured in 4 different
arm of measuring device J–43038. The probe must positions — turn the crankshaft further at the
be set precisely between the notch marks, square to fastening bolt of the timing belt drive gear by 45° in the
the plane surface (7). engine rotational direction until the measuring arm (2)
is at “6 o’clock”.
051RW006
5. Determine the left and right stops by turning the 051RW008
knurled bolt (2). 7. Then loosen the knurled bolt (3) fix the measuring arm
Set the dial of the gauge to zero. at “9 o’clock” again and repeat the measurement.
Use the knurled bolt (2) to move the 2nd balancer
shaft (exhaust side) back and forth. Again —
simultaneously read off the tooth backlash from the
gauge.
The permissible tooth backlash is: 0.02 mm to
0.06 mm (0.0008 to 0.0024 in).
051RW007
8. If the value determined in one of the 4 measurements

lies outside the tolerance 0.02 mm to 0.06 mm
(0.0008 to 0.0024 in), the tooth backlash must be
adjusted.
051RW007
9. Remove balance unit from cylinder block/crankshaft 2. Turn balancer shafts until the flattened sides (arrows)
bearing caps and remove with balancer piece. The of both balancer shafts face downward and are on a
balancer piece has a number (code), for easy horizontal line.
assignment. The tooth backlash can be adjusted by
using a balancer piece with a different thickness.
Code Thickness of balancer piece in mm
55 0.535 to 0.565
58 0.565 to 0.595
61 0.595 to 0.625
64 0.625 to 0.655
67 0.655 to 0.685
70 0.685 to 0.715
73 0.715 to 0.745
76 0.745 to 0.775
79 0.775 to 0.805
82 0.805 to 0.835
85 0.835 to 0.865
051RW010
3. Install selected balancer piece (2) with balancer shaft

NOTE: The next larger or smaller balancer alters the unit to cylinder block/crankshaft bearing cap —
tooth backlash by 0.02 mm (0.0008 in). tighten all fixing bolts to the specified torque.
Example of selection of balancer piece: The installed Torque: 20 N·m (15 lb ft)
balancer piece with the code “70” gave a tooth back-
lash of 0.08 mm (0.0031 in). 4. After installing the balancer shaft unit, recheck the
tooth backlash and readjust if necessary.
If a balancer piece with the code “67” is now
installed, the tooth backlash will be approx. 0.06 mm NOTE: If the balancer shaft unit has to be replaced, use
(0.0024 in). the thickest balancer piece with the code “85” for the initial
assembly — this guarantees tooth backlash in all
CAUTION: Only one balancer piece may be installed.
conditions.
5. Install oil strainer to oil pump with new seal ring and
Reassembly insert fixing bolts with locking agent to the specified
1. Turn crankshaft in engine rotational direction to torque.
alignment mark (2) 1st cylinder “TDC”. Torque: 8 N·m (6 lb ft)
014RW066
6. Install oil pan support.
f Adjust surfaces of the cylinder block and the oil pan
support.
035RW026
7. Install oil pan.

2nd step: 30°

Camshaft bracket, Timing gear camshaft side, Cylinder head
011RW021
Timing gear crankshaft (center bolt), Timing belt cover front, Timing belt cover rear, Timing belt tensioner,
Camshaft angle sensor
020RW011
Crankshaft main bearing, Oil pan support, Oil pan, Balance unit assembly, Connrod Cap, Oil pump, Oil
strainer
015RW023
Spark plug, Throttle body, EGR valve adaptor assembly, Bypass housing assembly, Thermostat assembly,
inlet manifold assembly, Exhaust manifold assembly, heat shield, Ignition cable cover
011RW022
Engine mount
022RW010
Special Tools
TOOL NO. TOOL NO.
TOOL NAME TOOL NAME
J–42613
J–42619
Installer; Rear
Adapter; Valve spring
crankshaft seal ring
J–42609 J–42622
Remover/Installer; Installer sleeve; Valve
Crankshaft carrier seal stem seal
J–8062
Compressor; Valve J–42623
spring Socket wrench; Cylinder
(Use with J–3289–20 head bolt
base)
J–43037 J–42620
Locking tool camshaft Holding wrench; Driven
gear gear fix
J–42616
Installer; Rear
crankshaft seal
J–42618
Locking device;
Flywheel
SECTION
ENGINE COOLING (X22SE 2.2L) 6B–1

RODEO
ENGINE
ENGINE COOLING (X22SE 2.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6B–1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–6
General Description . . . . . . . . . . . . . . . . . . . . . 6B–2 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–6
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–6
Draining and Refilling Cooling System . . . . . 6B–4 Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–7
Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–5 Radiator and Associated Parts . . . . . . . . . . 6B–7
Water Pump and Associated Parts . . . . . . . 6B–5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–5 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–8
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–5 Main Data and Specifications . . . . . . . . . . . . . 6B–9
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–6 Special Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–9
Service Precaution
systems.
6B–2 ENGINE COOLING (X22SE 2.2L)
General Description
111RW001
Legend (5) Coolant Distributor

(1) Water Pump (6) Cylinder Block and Head
(2) Thermostat (7) Throttle Body
(3) Radiator (8) Heater
(4) Reserve Tank
The Cooling System is a pressurized type, where the

water pump, which is cambelt driven, forces the
circulation of the coolant through the cylinder block and
head. The thermostat regulates the flow of coolant
between the radiator and the bypass circuit. The heater is
part of the bypass circuit. The throttle body pre–heat is a
separate circuit which is not regulated by the thermostat.
An oil cooler may be fitted as part of this circuit.
Water Pump
The water pump is centrifugal type and is driven by timing
belt.
030RW003
Thermostat f Calculating mixing ratio
The thermostat is a bypass type and is a wax pellet type
with a air hole (1).
F06RW005
NOTE: Antifreeze solution + Water = Total cooling

031RW003 system capacity.
f Total Cooling System Capacity
Radiator 7.2Lit (1.90US gal)
The radiator is a flow type with corrugated fins.
110RX005
Antifreeze Solution
f Relation between Mixing ratio and Freezing
temperature of the engine coolant varies with the ratio
of antifreeze solution in water. Proper mixing ratio can
be determined by referring to the chart. Supplemental
inhibitors or additives claiming to increase cooling
capability that have not been specifically approved by
Isuzu are not recommended for addition to the cooling
system. 111RW002
f Mixing ratio
Check the specific gravity of engine coolant in the
cooling system temperature ranges from 0°C to 50°C
using a suction type hydrometer, then determine the
density of the engine coolant by referring to the table.
Diagnosis
Engine Cooling Trouble
Engine overheating Low Engine Coolant level Replenish
Thermo mater unit faulty Replace
Faulty thermostat Replace
Faulty Engine Coolant temperature Repair or replace
sensor
Clogged radiator Clean or replace
Faulty radiator cap Replace
Low engine oil level or use of Replenish or change oil
improper engine oil
Clogged exhaust system Clean exhaust system or replace
faulty parts
Faulty Throttle Position sensor Replace throttle valve assembly
Open or shorted Throttle Position Repair or replace
sensor circuit
Damaged cylinder head gasket Replace
Engine overcooling Faulty thermostat Replace
Engine slow to warm–up Faulty thermostat Replace
Thermo unit faulty Replace
Draining and Refilling Cooling 4. Refill the cooling system with the EC using a solution
that is at least 50 percent antifreeze but no more than
System 70 percent antifreeze.
Before draining the cooling system, inspect the system 5. Fill the radiator to the base of the filler neck.
and perform any necessary service to ensure that it is Fill the EC reserve tank to “MAX” line when the engine
clean, does not leak and is in proper working order. The is cold.
engine coolant (EC) level should be between the “MIN”
and “MAX” lines of reserve tank when the engine is cold. 6. Block the drive wheels and firmly apply the parking
If low, check for leakage and add EC up to the “MAX” line. brake. Shift an automatic transmission to “P” (Park)
There should not be any excessive deposit of rust or or a manual transmission to neutral.
scales around the radiator cap or radiator filler hole, and 7. Remove the radiator cap. Start the engine and warm
the EC should also be free from oil. it up at 2,500 ∼ 3,000 rpm for about 30 minutes.
Replace the EC if excessively dirty. 8. When the air comes out from the radiator filler neck
1. Completely drain the cooling system by opening the and the EC level has gone down, replenish with the
drain plug at the bottom of the radiator. EC. Repeat this procedure until the EC level does not
2. Remove the radiator cap. go down. Then stop the engine and install the radiator
cap. Let the engine cool down.
WARNING: TO AVOID THE DANGER OF BEING
9. After the engine has cooled, replenish with EC up to
BURNED, DO NOT REMOVE THE CAP WHILE THE
the “MAX” line of the reserve tank.
ENGINE AND RADIATOR ARE STILL HOT.
SCALDING FLUID AND STEAM CAN BE BLOWN OUT 10. Start the engine. With the engine running at 3,000
UNDER PRESSURE. rpm, make sure there is no running water sound from
the heater core (behind the center console).
3. Disconnect all hoses from the EC reserve tank.
11. If the running water sound is heard, repeat steps 8 to
Scrub and clean the inside of the reserve tank with 10.
soap and water. Flush it well with clean water, then
drain it. Install the reserve tank and hoses.4. Refill the
cooling system with the EC using a solution that is at
least 50 percent antifreeze but no more than 70
percent antifreeze.
Water Pump
Water Pump and Associated Parts
030RW004
Legend (2) O Ring

(1) Water Pump Assembly (3) Bolt
1. Disconnect battery ground cable. 1. Before installing water pump, coat sealing surface
2. Drain coolant. with silicon grease.
3. Radiator hose (on inlet pipe side). 2. Install water pump assembly and tighten bolts to the
specified torque.
4. Remove timing belt, refer to “Timing Belt” in this
manual. Torque: 25 N·m (18 lb ft)
5. Remove water pump assembly. 3. Timing belt
f Install timing belt, refer to timing belt installation
Inspection step in “Timing Belt” in this manual.
4. Connect radiator hose and replenish EC.
Make necessary repair and parts replacement if extreme
wear or damage is found during inspection. Should any of 5. Connect battery ground cable.
the following problems occur, the entire water pump
assembly must be replaced:
f Crack in the water pump body
f EC leakage from the seal unit
f Play or abnormal noise in the bearing
f Cracks or corrosion in the impeller
Thermostat
1. Disconnect battery ground cable. 1. Before installing thermostat, coat sealing surface with
2. Drain engine coolant from the radiator and engine. silicon grease.
3. Disconnect radiator hose from the inlet pipe. 2. Install gasket.
4. Remove thermostat housing. 3. Install thermostat housing and tighten bolts to the
specified torque.
4. Installation rubber hose.
5. Replenish engine coolant (EC).
6. Start engine and check for EC leakage.
031RW012
Inspection
Suspend the thermostat in a water–filled container using
thin wire. Place a thermometer next to the thermostat.
Do not directly heat the thermostat.
Gradually increase the water temperature. Stir the water
so that the entire water is same temperature.
Confirm the temperature when the valve first begins to
open.
Valve opening temperature 92°C (197.6°F)
Confirm the temperature when the valve is fully opened.
Valve full open temperature 107°C (224.6°F)
wear or damage is found during inspection.
Radiator
Radiator and Associated Parts
110RX004
Legend (4) Radiator Cap

(1) Radiator (5) Radiator Hose
(2) Bracket (6) Lower Fan Guide
(3) Cooling Fan Assembly
Removal
2. Disconnect cooling fan motor connector.
3. Loosen a drain plug to drain EC.
4. Disconnect radiator inlet hose and outlet hose from
the engine.
5. Remove fan guide, clips on both sides and the bottom
lower with fan shroud.
6. Disconnect the reserve tank hose from radiator.
7. Remove bracket(2).
110RX003
8. Lift out the radiator assembly with hose, taking care f Leakage from the radiator
not to damage the radiator core with fan blade. f Leakage from the coolant pump
9. Remove rubber cushions on both sides at the bottom. f Leakage from the water hoses
f Check the rubber hoses for swelling.
Inspection Cap tester: J–24460–01
Adapter: J–33984–A
Radiator Cap
Measure the valve opening pressure of the pressurizing
valve with a radiator filler cap tester.
Replace the cap if the valve opening pressure is outside
the standard range.
Valve opening pressure kPa (psi) 93.3 ∼ 122.7
(13.5 ∼17.8)
Cap tester: J–24460–01
Adapter: J–33984–A
Check the condition of the vacuum valve in the center of
the valve seat side of the cap. If considerable rust or dirt is
found, or if the valve seat cannot be moved by hand, clean
or replace the cap.
Valve opening vacuum kPa (psi) 1.96 ∼ 4.91
(0.28 ∼ 0.71)
110RX002
Installation
1. Install rubber cushions on both sides of radiator
bottom.
2. Install radiator assembly with hose, taking care not to
damage the radiator core with a fan blade.
3. Install bracket and support the radiator upper tank
with the bracket and secure the radiator.
4. Connect reserve tank hose.
5. Install lower fan guide (6).
6. Connect radiator inlet hose and outlet hose to the
engine.
110RS006
Radiator Core
1. A bent fin may result in reduced ventilation and
overheating may occur. All bent fins must be
straightened. Pay close attention to the base of the fin
when it is being straightened.
2. Remove all dust, bugs and other foreign material.
Flushing the Radiator

Thoroughly wash the inside of the radiator and the engine
coolant passages with cold water and mild detergent.
Remove all sign of scale and rust.
Cooling System Leakage Check

Use a radiator cap tester to force air into the radiator
through the filler neck at the specified pressure of 196 kPa
(28.5 psi) with a cap tester: 110RX003
7. Connect battery ground cable. D If air bubbles come up to the radiator filler neck,
8. Pour engine coolant up to filler neck of radiator, and replenish with EC. Repeat until the EC level does
up to MAX mark of reserve tank. not drop any further. Install the radiator cap and
Important operation (in case of 100% engine coolant stop the engine.
change) procedure for filling with engine coolant. D Replenish EC to the “MAX” line on the reservoir and
D Remove radiator cap. leave as it is until the engine gets cool.
D Fill with engine coolant (EC) to the radiator filler D After the engine gets cool, start the engine and
neck. make sure there is no water running noise heard
from the heater core while the engine runs at 3000
D Fill with EC to the “MAX” line on the reservoir. rpm.
D Start the engine with the radiator cap removed and D Should water running noise be heard, repeat the
bring to operating temperature by running engine at same procedure from the beginning.
2,500 ∼ 3,000 rpm for 30 minutes.
D By EC temperature gauge reading make sure that
the thermostat is open.

Cooling system Engine Coolant forced circulation
Radiator (1 tube in row) Tube type corrugated
Heat radiation capacity 54,000 kcal/h (62.8 kw)
Heat radiation area 7.677m@ (0.878ft@)
Radiator front area 0.264m@ (0.028ft@)
Radiator dry weight (with fan) 32N (7.2lb)
Radiator cap valve opening pressure 93.3 ∼ 122.7kpa (13.5 ∼ 17.8psi)
Engine coolant capacity 1.8lit (0.48 US gal)
Engine coolant pump Centrifugal type
Thermostat Bypass type
Engine coolant total capacity 7.2lit (1.9 US gal)
Special Tool
TOOL NO.
ILLUSTRATION
TOOL NAME
J–24460–01
Tester; radiator cap
J–33984–A
Adapter; radiator cap
SECTION
ENGINE FUEL (X22SE 2.2L) 6C–1

RODEO
ENGINE
ENGINE FUEL (X22SE 2.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6C–1 Cautions During Work . . . . . . . . . . . . . . . . . . 6C–7
General Description . . . . . . . . . . . . . . . . . . . . . 6C–2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–7
Fuel Metering . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–3 Reuse of Quick–Connector . . . . . . . . . . . . . 6C–9
Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–4 Assembling Advice . . . . . . . . . . . . . . . . . . . . 6C–9
Fuel Filter and Associated Parts . . . . . . . . . 6C–4 Fuel Pump Relay . . . . . . . . . . . . . . . . . . . . . . . . 6C–10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–4 General Description . . . . . . . . . . . . . . . . . . . . 6C–10
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–4 Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–4 Fuel Tank and Associated Parts . . . . . . . . . 6C–10
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–11
In–Tank Fuel Filter . . . . . . . . . . . . . . . . . . . . . 6C–4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–11
Fuel Pump Flow Test . . . . . . . . . . . . . . . . . . . 6C–5 Fuel Gage Unit . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–11
Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–6 Removal and Installation . . . . . . . . . . . . . . . 6C–11
Fuel Pump and Associated Parts . . . . . . . . 6C–6 Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–12
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–6 General Description . . . . . . . . . . . . . . . . . . . . 6C–12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–6 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–12
Fuel Tube / Quick – Connector Fittings . . . . . 6C–7 Main Data and Specifications . . . . . . . . . . . . . 6C–13
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–7 Special Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–13
Service Precaution
systems.
6C–2 ENGINE FUEL (X22SE 2.2L)
General Description
140RX008
Legend (7) Intake Manifold

(1) Fuel Filter Cap (8) Fuel Pressure Control Valve
(2) Fuel Tank (9) Duty Solenoid Valve
(3) Rollover Valve (10) Throttle Valve
(4) Fuel Pump and Sender Assembly (11) Canister
(5) Fuel Filter (12) Evapo Pipe
(6) Fuel Rail
When working on the fuel system, there are several Fuel Metering
things to keep in mind:
f Any time the fuel system is being worked on, The Powertrain Control Module (PCM) is in complete
disconnect the negative battery cable except for control of this fuel delivery system during normal driving
those tests where battery voltage is required. conditions.
The intake manifold function, like that of a diesel, is used
f Always keep a dry chemical (Class B) fire only to let air into the engine. The fuel is injected by
extinguisher near the work area. separate injectors that are mounted over the intake
f Replace all pipes with the same pipe and fittings that manifold.
were removed. The Manifold Absolute Pressure (MAP) sensor measures
f Clean and inspect “O” rings. Replace if required. the changes in the intake manifold pressure which result
f Always relieve the line pressure before servicing any from engine load and speed changes, which the MAP
fuel system components. sensor converts to a voltage output.
This sensor generates the voltage to change
f Do not attempt repairs on the fuel system until you corresponding to the flow of the air drawn into the engine.
have read the instructions and checked the pictures The changing voltage is transformed into an electric
relating to that repair. signal and provided to the PCM.
f Adhere to all Notices and Cautions. With receipt of the signals sent from the MAP sensor,
All gasoline engines are designed to use only unleaded Intake Air Temperature sensor and others, the PCM
gasoline. Unleaded gasoline must be used for proper determines an appropriate fuel injection pulse width
emission control system operation. feeding such information to the fuel injector valves to
Its use will also minimize spark plug fouling and extend effect an appropriate air/fuel ratio.
engine oil life. Using leaded gasoline can damage the The Multiport Fuel Injection system utilizes an injection
emission control system and could result in loss of system where the injectors turn on at every crankshaft
emission warranty coverage. revolution. The PCM controls the injector on time so that
All cars are equipped with an Evaporative Emission the correct amount of fuel is metered depending on
Control System. The purpose of the system is to minimize driving conditions.
the escape of fuel vapors to the atmosphere. Two interchangeable “O” rings are used on the injector
that must be replaced when the injectors are removed.
The fuel rail is attached to the top of the intake manifold
and supplies fuel to all the injectors.
Fuel is recirculated through the rail continually while the
engine is running. This removes air and vapors from the
fuel as well as keeping the fuel cool during hot weather
operation.
The fuel pressure control valve that is mounted on the fuel
rail maintains a pressure differential across the injectors
under all operating conditions. It is accomplished by
controlling the amount of fuel that is recirculated back to
the fuel tank based on engine demand.
See Section “Driveability and Emission” for more
information and diagnosis.
Fuel Filter
Fuel Filter and Associated Parts
140RX007
Legend (3) Fuel Filter Holder

(1) Fuel Hose (4) Fuel Hose
(2) Fuel Filter
CAUTION: When repair to the fuel system has been 1. Install the fuel filter in the proper direction.
completed, start engine and check the fuel system 2. Install fuel filter holder fixing bolt.
for loose connections or leakage. For the fuel system 3. Connect fuel hoses on engine side and fuel tank side.
diagnosis, see Section “Driveability and Emission”.
4. Install fuel filler cap
5. Connect the battery ground cable.
2. Remove fuel filler cap.
3. Disconnect fuel hoses(1) from fuel filter on both
engine side and fuel tank side. Inspection
4. Fuel filter fixing bolt. After installation, start engine and check for fuel leak age.
f Remove the fuel filter fixing bolt on fuel filter
holder(3). In–Tank Fuel Filter
5. Remove fuel filter(2). The filter is located on the lower end of the fuel pickup
tube in the fuel tank. It prevents dirt from entering the fuel
pipe and also stops water unless the filter is completely
Inspection submerged in the water. It is a self cleaning type, not
1. Replace the fuel filter if the fuel leaks from fuel filter requiring scheduled maintenance. Excess water and
body or if the fuel filter body itself is damaged. sediment in the tank restricts fuel supply to the engine,
2. Replace the filter if it is clogged with dirt or sediment. resulting in engine stop. In such a case, the tank must be
cleaned throughly.
3. Check the drain and if it is clogged with dust, clean it
out with air.
Fuel Pump Flow Test

If reduction of fuel supply is suspected, perform the
following checks.
1. Make sure that there is fuel in the tank.
2. With the engine running, check the fuel feed pipe and
hose from fuel tank to injector for evidence of
leakage. Retighten, if pipe or hose connection is
loose. Also, check pipes and hoses for squashing or
clogging.
3. Insert the hose from fuel feed pipe into a clean
container, and check for fuel pump flow rate.
4. Connect the pump relay terminals with a jumper
wire(1) as shown and start the fuel pump to measure
delivery.
140RW015
CAUTION: Never generate sparks when connecting

a jumper wire.
Delivery Delivery
15 seconds 0.38 liters minimum
If the measure value is out of standard, conduct the

pressure test.
Pressure test
For the pressure test to the fuel system, see Section 6E
“Fuel Control System”.
Fuel Pump
Fuel Pump and Associated Parts
140RX004
Legend (6) Connector; Fuel Level Sensor

(1) Fuel Feed Port (7) Snap Ring (or Fuel pump lock)
(2) Fuel Tube/Quick Connector (8) Hose; Evaporative Fuel
(3) Fuel Return Port (9) Hose; Air Breather
(4) Fuel Pump and Sender Assembly (10) Hose; Fuel Filler
(5) Connector; Fuel Feed Pump (11) Fuel Tank Assembly
Removal NOTE:
f After removing pump assembly (4), cover fuel tank to
CAUTION: When repair to the fuel system has been
prevent any dust entering.
completed, start engine and check the fuel system
for loose connection or leakage. For the fuel system f Remove the fuel pump lock, when using J–39763.
1. Disconnect battery ground cable. Installation
2. Loosen fuel filler cap. 1. Install FPAS assembly(4).
3. Support underneath of the fuel tank assembly (11) 2. Install Fuel Tube/Quick Connector (2).
with a lifter.
4. Remove fuel tank assembly(11). Refer to “Fuel Tank NOTE: Handling of the fuel tube sure to refer “Fuel
Removal” in this section. Tube/Quick Connector Fittings” in this section.
5. Remove Fuel Tube/Quick Connector (2). 3. Install fuel tank assembly(11). Refer to “Fuel Tank
Installation”.
NOTE: Handling of the fuel tube sure to refer “Fuel
Tube/Quick Connector Fittings” in this section. 4. Fill the tank with fuel and tighten fuel filler cap.
6. Remove fuel pump and sender (FPAS) assembly(4)
fixing snapring and remove the FPAS assembly.
Fuel Tube / Quick – Connector Fittings

Precautions Removal
f Lighting of Fires Prohibited. 1. Open the fuel cap to relieve the fuel pressure in the
f Keep flames away from your work area to prevent the tank.
inflammable from catching fire. If the fuel quick-connect fittings are dusty, clean with
f Disconnect the battery negative cable to prevent an air blower, etc. and then remove it.
shorting during work.
f When welding or conducting other heat-generating
work on other parts, be sure to provide pretreatment
to protect the piping system from thermal damage or
spattering.
Cautions During Work
Do not expose the assembly to battery electrolyte or do
not wipe the assembly with a cloth used to wipe off spilt
battery electorolyte.
The piping wet with battery electrolyte cannot be used.
Be careful not to give a bending or twisting force to the
piping during the work. If deformed, replace with a new
piping.
141RW036
As some pressure may remain in the piping, cover the

connector with a cloth, etc. to prevent the splashing
of fuel in the first disconnection of the piping.
2. For removal of the delivery pipe (feeding fuel to the NOTE: This work should be done by hands. Do not use
engine), hold the connector in one hand, and hold the any tools. Should the pipe can hardly be removed from
retainer tab with the other hand and pull out the the connector, use a lubricant (light oil) and/or push and
connector, as illustrated. The pipe can be removed pull the connector longitudinally until the pipe is removed.
with the retainer attached.
141RW021
141RW019 When reusing the delivery pipe retainer, reuse

3. For removal of the return pipe (returnig fuel to the without removing the retainer from the pipe. If the
tank), hold the pipe in one hand, and pull out the retainer is damaged or deformed, however, replace
connentor with the other hand while pressing the with a new retainer.
square relieve button of the retainer, as illustrated. Cover the connectors removed with a plastic bag, etc.
to prevent the entry of dust or rain water.
141RW020
141RW022
Reuse of Quick–Connector
(Delivery Pipe)
f Replace the pipe and connector if scratch, dent or
crack is found.
f Remove mud and dust from the pipe and make sure
that the end including spool is free of defects, such as
scratch, rust, and dent, which may cause poor
sealability. If defective, replace with a new pipe.
f If the retainer removed according to the removal step
above is attached to the pipe, clean and insert it
straight into the quick-connector till it clicks. After it
clicks, try pulling it out to make sure that it is not drawn
and is securely locked.
NOTE: The retainer, once removed from the pipe, cannot
be reused. Just replace with a new retainer. Insert the
new retainer into the connector side until it clicks, and
connect the pipe as inserting it into the retainer until it
clicks. 141RW017
Assembling Advice
Application of engine oil or light oil to the pipe facilitates
connecting work. The work should be started immediately
after lubrication, since dust may stick to the pipe surface
to cause poor sealability if a long time passes after
lubrication.
Test/Inspection After Assembling
1. Reconnect the battery negative cable.
2. Turn the ignition key to the “ON” position and check
pump startup sound. As the pump is actuated to raise
fuel pressure, check and see fuel leak from the piping
system.
3. Make sure of no fuel leakage by conducting the above
fuel leak check a few times.
4. Start the engine and make sure of stable idling speed
and normal vehicle run.The entry of dust during the
work may sometimes affect the fuel injection system.
141RW018
(Return Pipe)
crack is found.
f Remove mud or dust from the pipe and make sure
that the end including spool is free from defects, such
as scratch, rust, and dent, which may cause poor
f After cleaning the pipe, insert it straight into the
connector until it clicks. After it clicks, try pulling it out
to make sure that it is not drawn and is securely
locked.
Fuel Pump Relay

General Description When it is turned to “START” position, the Engine Control
Module receives the reference pulse from the Ignition
In order to control the FPAS operation, the FPAS relay is Control Module and it operates the relay, again causing
provided. When the starter switch is turned to “ON” the FPAS to feed fuel.
position, the FPAS relay operates the FPAS for 2
seconds.
Fuel Tank
Fuel Tank and Associated Parts
140RX005
Legend (10) Fuel Pump and Sender Assembly

(1) Roll Over&Float Valve (11) Fuel Feed Port
(2) Retaining Cover (12) Fuel Tube/Quick Connector
(3) Hose; Evaporative Fuel (13) Fuel Return Port
(4) Hose; Air Breather (14) Bolt; Fuel Tank Asm. Fixing
(5) Hose; Fuel Filler (15) Protector; Fuel Tank
(6) Bolt; Fuel Tank Protecter Fixing (16) Fuel Tank Assembly
(7) Snap Ring (17) Hose; Fuel Feed
(8) Connector; Fuel Level Sensor (18) Hose; Fuel Return
(9) Connector; Fuel Feed Pump (19) Protector; Heat
CAUTION: When repair to the fuel system has been 1. Install protectors (15,19) and tighten the six fixing
completed, start engine and check the fuel system bolts to the specified torque.
for loose connection or leakage. For the fuel system Torque: 68 N·m (50 lb ft)
2. Install fuel pump and sender assembly by fitting in the
1. Disconnect battery ground cable. snap ring (7).
2. Loosen fuel filler cap. 3. Install Fuel Tube/Quick Connector (12).
3. Support underneath of the fuel tank protector (15)
NOTE: Handling of fuel tube sure to refer “Fuel
with a lifter.
Tube/Quick Connector Fittings” in this section.
4. Disconnect evaporative fuel hose (3) at the canister.
4. Install roll over&float valve (1) by fitting in the retaining
5. Disconnect fuel feed hose (17) and fuel return hose cover (2).
(18) near the fuel filter.
5. Lift up fuel tank assembly and connect the emission
NOTE: Plug both ends of the fuel hoses to prevent fuel hose to the emission port and the wiring connectors
leakage. (8,9) on the fuel pump and sending assembly (10).
6. Disconnect air breather hose (4) and fuel filler hose 6. Install fuel tank assembly along with protectors and
(5) at the fuel filler neck. tighten the four fixing bolts to the specified torque.
NOTE: Cover fuel hose to prevent any dust entering. Torque: 68 N·m (50 lb ft)
7. Remove the four fuel tank assembly fixing bolts (14) 7. Connect fuel filler hose (5) and air breather hose (4),
at four corners of the tank. and clip them firmly.
8. Let down the tank and disconnect the wiring 8. Connect fuel feed hose (17) and fuel return hose (18),
connectors (8,9) and the emission hose at the and clip them firmly.
emission port on the fuel pump and sending assembly 9. Connect evaporative fuel hose (3).
(10). 10. Tighten fuel filler cap.
9. Remove fuel tank assembly along with protectors 11. Connect battery ground cable.
(15,19) .
10. Remove retaining cover (2) and roll over&float valve
(1) along with the evaporative fuel hose and pipe (3).
11. Remove Fuel Tube/Quick Connector (12).
NOTE: Handling of fuel tube sure to refer “Fuel
12. Remove fuel pump and sender assembly (10) by
removing the snap ring (7) along with the fuel hoses
(17,18).
13. Remove protectors (15,19) by removing the six fixing
bolts (6).
Fuel Gage Unit

Removal and Installation
As for removal and installation of the Fuel Gauge Unit,
refer to “Fuel Tank” of this section 6C as the fuel gauge
unit is combined with the fuel pump and sender assembly.
Fuel Filler Cap

General Description
Fuel filler cap includes vacuum valve.
In case any high vacuum happen in tank, the valve works
to adjust the pressure to prevent the tank from being
damaged.
140RW014
Legend
(1) Vacuum Valve
(2) Fuel Filler Cap
Inspection
Check the seal ring in the filler cap for presence of any
abnormality and for seal condition.
Replace the filler cap, if abnormal.
CAUTION:
The fuel filler cap valve has characteristics.
A defective valve, no valve at all or a valve with the
wrong characteristics will do a lot of harm to engine
operating characteristics; be sure to use the same
fuel filler cap as installed in this vehicle.

140RX009
Special Tool
TOOL NO.
ILLUSTRATION
TOOL NAME
J–39763
Remover; fuel pump
lock
(For S/W)
SECTION
ENGINE ELECTRICAL (X22SE 2.2L) 6D1–1

RODEO
ENGINE
ENGINE ELECTRICAL (X22SE 2.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6D1–1 Jump Starting . . . . . . . . . . . . . . . . . . . . . . . . . 6D1–3
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D1–2 Battery Removal . . . . . . . . . . . . . . . . . . . . . . 6D1–4
General Description . . . . . . . . . . . . . . . . . . . . 6D1–2 Battery Installation . . . . . . . . . . . . . . . . . . . . . 6D1–4
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D1–2 Main Data and Specifications . . . . . . . . . . . 6D1–5
Battery Charging . . . . . . . . . . . . . . . . . . . . . . 6D1–3
Service Precaution
systems.
6D1–2 ENGINE ELECTRICAL (X22SE 2.2L)
Battery
General Description 3. Fluid Level Check
There are six battery fluid caps on top of the battery. The fluid level should be between the upper level line(2)
These are covered by a paper label. and lower level line(3) on side of battery.
The battery is completely sealed except for the six small a. CORRECT FLUID LEVEL – Charge the battery.
vent holes on the side. These vent holes permit the b. BELOW LOWER LEVEL – Replace battery.
escape of small amounts of gas generated by the battery.
This type of battery has the following advantages over
conventional batteries:
1. There is no need to add water during the entire
service life of the battery.
2. The battery protects itself against overcharging.
The battery will refuse to accept an extensive charge.
(A conventional battery will accept an excessive
charge, resulting in gassing and loss of battery fluid.)
3. The battery is much less vulnerable to self discharge
than a conventional type battery.
Diagnosis
1. Visual Inspection
Inspect the battery for obvious physical damage, such as
a cracked or broken case, which would permit electrolyte
loss.
Replace the battery if obvious physical damage is
discovered during inspection. 061RX001
Check for any other physical damage and correct it as

4. Voltage Check
necessary.
1. Put voltmeter test leads to battery terminals.
2. Hydrometer Check a. VOLTAGE IS 12.4V OR ABOVE – Go to Step 5.
There is a built–in hydrometer (Charge test indicator(1)) b. VOLTAGE IS UNDER 12.4V – Go to procedure (2)
at the top of the battery. It is designed to be used during below.
diagnostic procedures. 2. Determine fast charge amperage from specification.
Before trying to read the hydrometer, carefully clean the (See Main Data and Specifications in this section).
upper battery surface.
Fast charge battery for 30 minutes at amperage rate
If your work area is poorly lit, additional light may be no higher than specified value.
necessary to read the hydrometer.
Take voltage and amperage readings after charge.
a. BLUE RING OR DOT VISIBLE(5) – Go to Step 4.
b. BLUE RING OR DOT NOT VISIBLE(4) – Go to Step a. VOLTAGE IS ABOVE 16V AT BELOW 1/3 OF
3. AMPERAGE RATE – Replace battery.
b. VOLTAGE IS ABOVE 16V AT ABOVE 1/3 OF
AMPERAGE RATE – Drop charging voltage to 15V
and charge for 10 – 15 hours. Then go to Step 5.
c. VOLTAGE IS BETWEEN 12V AND 16V –
Continue charging at the same rate for an
additional 3–1/2 hours. Then go to Step 5.
d. VOLTAGE BELOW 12V – Replace Battery.
5. Load Test
1. Connect a voltmeter and a battery load tester across
the battery terminals.
2. Apply 300 ampere load for 15 seconds to remove
surface charge from the battery. Remove load.
3. Wait 15 seconds to let battery recover. Then apply
specified load from specifications (See Main Data
and Specifications in this section).
Read voltage after 15 seconds, then remove load.
061RX001
a. VOLTAGE DOES NOT DROP BELOW THE Jump Starting
MINIMUM LISTED IN THE TABLE – The battery is
good and should be returned to service. Jump Starting with an Auxiliary (Booster)
b. VOLTAGE IS LESS THAN MINIMUM LISTED – Battery
Replace battery.
CAUTION: Never push or tow the vehicle in an
ESTIMATED TEMPERATURE MINIMUM attempt to start it. Serious damage to the emission
VOLTAGE system as well as other vehicle parts will result.
Treat both the discharged battery and the booster
°F °C V
battery with great care when using jumper cables.
70 21 9.6 Carefully follow the jump starting procedure, being
careful at all times to avoid sparking.
60 16 9.5
50 10 9.4 WARNING: FAILURE TO CAREFULLY FOLLOW THE
JUMP STARTING PROCEDURE COULD RESULT IN
40 4 9.3 THE FOLLOWING:
30 –1 9.1 1. Serous personal injury, particularly to your eyes.
20 –7 8.9 2. Property damage from a battery explosion, battery
acid, or an electrical fire.
10 –12 8.7
3. Damage to the electronic components of one or both
0 –18 8.5 vehicles particularly.
The battery temperature must be estimated by feel Never expose the battery to an open flame or electrical
and by the temperature the battery has been ex- spark. Gas generated by the battery may catch fire or
posed to for the preceding few hours. explode.
Remove any rings, watches, or other jewelry before
working around the battery. Protect your eyes by wearing
an approved set of goggles.
Battery Charging Never allow battery fluid to come in contact with your eyes
Observe the following safety precautions when charging or skin.
the battery: Never allow battery fluid to come in contact with fabrics or
1. Never attempt to charge the battery when the fluid painted surfaces.
level is below the lower level line on the side of the Battery fluid is a highly corrosive acid.
battery. In this case, the battery must be replaced. Should battery fluid come in contact with your eyes, skin,
2. Pay close attention to the battery during charging fabric, or a painted surface, immediately and thoroughly
procedure. rinse the affected area with clean tap water.
Battery charging should be discontinued or the rate of Never allow metal tools or jumper cables to come in
charge reduced if the battery feels hot to the touch. contact with the positive battery terminal, or any other
metal surface of the vehicle. This will protect against a
battery charging should be discontinued or the rate of
short circuit.
charge reduced if the battery begins to gas or spew
Always keep batteries out of reach of young children.
electrolyte from the vent holes.
3. In order to more easily view the hydrometer blue dot Jump Starting Procedure
or ring, it may be necessary to jiggle or tilt the battery.
1. Set the vehicle parking brake.
4. Battery temperature can have a great effect on
If the vehicle is equipped with an automatic
battery charging capacity.
transmission, place the selector level in the “PARK”
5. The sealed battery used on this vehicle may be either position.
quick charged or slow charged in the same manner as
If the vehicle is equipped with a manual transmission
other batteries.
place the shift lever in the “NEUTRAL” position.
Whichever method you decide to use, be sure that
you completely charge the battery. Never partially Turn “OFF” the ignition.
charge the battery. Turn “OFF” all lights and any other accessory
requiring electrical power.
2. Look at the built–in hydrometer.
If the indication area of the built–in hydrometer is
completely clear, do not try to jump start.
6D1–4 ENGINE ELECTRICAL (X22SE 2.2L)
3. Attach the end of one jumper cable to the positive Battery Installation
terminal of the booster battery.
Attach the other end of the same cable to the positive 1. Install battery (5).
terminal of the discharged battery. 2. Install retainer (4).
Do not allow the vehicles to touch each other. This will 3. Instal retainer screw and rods (3).
cause a ground connection, effectively neutralizing
NOTE: Make sure that the rod is hooked on the body
the charging procedure.
side.
Be sure that the booster battery has a 12 volt rating.
4. Install positive cable (2).
4. Attach one end of the remaining cable to the negative
5. Install negative cable (1).
Attach the other end of the same cable to a solid
engine ground (such as the air conditioning
compressor bracket or the generator mounting
bracket) of the vehicle with the discharged battery.
The ground connection must be at least 450 mm (18
in.) from the battery of the vehicle whose battery is
being charged.
WARNING: NEVER ATTACH THE END OF THE
JUMPER CABLE DIRECTLY TO THE NEGATIVE
TERMINAL OF THE DEAD BATTERY.
5. Start the engine of the vehicle with the good battery.
Make sure that all unnecessary electrical accessories
have been turned “OFF”.
6. Start the engine of the vehicle with the dead battery.
7. To remove the jumper cables, follow the above
directions in reverse order.
Be sure to first disconnect the negative cable from the
vehicle with the discharged battery.
Battery Removal
1. Remove negative cable (1).
2. Remove positive cable (2).
3. Remove retainer screw and rods (3).
4. Remove retainer (4).
5. Remove battery (5).
061RX002

Model 24–600
Voltage (V) 12
Cold Cranking Performance (Amp) 600
Reserve Capacity (Min) 118
Load Test (Amp) 300
BCI Group No. 24
SECTION
IGNITION SYSTEM (X22SE 2.2L) 6D2–1

RODEO
ENGINE
IGNITION SYSTEM (X22SE 2.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6D2–1 Crankshaft Angle Sensor . . . . . . . . . . . . . . . . . 6D2–3
General Description . . . . . . . . . . . . . . . . . . . . . 6D2–1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–3
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–3
Ignition Module . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–2 Main Data and Specifications . . . . . . . . . . . . . 6D2–4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–2
Spark Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–2
Inspection and Repair . . . . . . . . . . . . . . . . . . 6D2–2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–3

WARNING: THIS VEHICLE HAS A SUPPLEMENTAL Ignition is done by the Ignition Module that fires.
RESTRAINT SYSTEM (SRS). REFER TO THE SRS Since the cylinder on exhaust stroke requires less energy
COMPONENT AND WIRING LOCATION VIEW IN to fire its spark plug, energy from the ignition coils can be
ORDER TO DETERMINE WHETHER YOU ARE utilized to fire the mating cylinder on compression stroke.
PERFORMING SERVICE ON OR NEAR THE SRS A notch in the timing disc on the crankshaft activates the
COMPONENTS OR THE SRS WIRING. WHEN YOU crank angle sensor which then sends information such as
ARE PERFORMING SERVICE ON OR NEAR THE SRS firing order and starting timing of ignition coil to the PCM.
COMPONENTS OR THE SRS WIRING, REFER TO By receiving signals such as crank position,engine
THE SRS SERVICE INFORMATION. FAILURE TO speed,water temperature and Manifold Absolute
FOLLOW WARNINGS COULD RESULT IN POSSIBLE Pressure (MAP),the PCM controls the ignition timing.
AIR BAG DEPLOYMENT, PERSONAL INJURY, OR Diagnosis
Refer to Section Drivability and Emissions for the
CAUTION: Always use the correct fastener in the diagnosis to electronic ignition system (El system).
systems.
6D2–2 IGNITION SYSTEM (X22SE 2.2L)
Ignition Module
1. Disconnect battery ground cable. 1. Install the ignition module (1).
2. Ignition module connector. Connect ignition module connector and ignition
3. Removal ignition module (1). coil,then tighten bolt to the specified torque.
080RW001
080RW001
Spark Plug
Removal Sooty Spark Plugs
1. Remove spark plugs. Much deposit of carbon or oil on the electrode and
insulator of spark plug reduces the engine performance.
Possible causes:
Inspection and Repair f Too rich mixture
The spark plug affects entire engine performance and
f Presence of oil in combustion chamber
therefore its inspection is very important.
f Check electrode and insulator for presence of f Incorrectly adjusted spark plug gap
cracks,and replace if any.
Burning Electrodes
f Check electrode for wear,and replace if necessary.
This fault is characterized by scorched or heavily oxidized
f Check gasket for damage,and replace if necessary.
electrode or blistered insulator nose.
f Measure insulation resistance with an ohmmeter,and
replace if faulty. Possible causes:
f Adjust spark plug gap to 0.7 mm (0.027 in) ∼ 0.8 mm f Too lean mixture
(0.031 in). f Improper heat value
f Check fuel and electrical systems if spark plug is
extremely dirty. Measuring Insulation Resistance
f Use spark plugs having low heat value (hot type plug) f Measure insulation resistance using a 500 volt
if fuel and electrical systems are normal. megaohm meter.
f Use spark plugs having high heat value (cold type
plug) if insulator and electrode are extremely burned.
IGNITION SYSTEM (X22SE 2.2L) 6D2–3
f Replace spark plugs if measured value is out of f Clean threads and metal body with a wire brush.
standard. f File the electrode tip if electrode is extremely worn.
Insulation resistance: 50 MW or more f Bend the ground electrode to adjust the spark plug
gap.
011RS010
011RS011
Cleaning Spark Plugs

f Clean spark plugs with a spark plug cleaner. Installation
f Raise the ground electrode to an angle of 45 to 60
degrees. if electrode is wet,dry it before cleaning. 1. Spark plugs
f After spark plug is thoroughly cleaned,check insulator f Tighten spark plugs to the specified torque.
for presence of cracks. Torque: 25 N·m (18 lb ft)
Crankshaft Angle Sensor

1. Disconnect battery ground cable 1. Install crankshaft angle sensor into the cylinder block.
2. Wiring connector from crankshaft angle sensor. Before installation,apply small amount of engine oil to
3. Remove crankshaft angle sensor from cylinder block. the O–ring.
2. Reconnect wiring connector to crankshaft angle
sensor.
015RW021
6D2–4 IGNITION SYSTEM (X22SE 2.2L)

Ignition System
Ignition Form Electronic Ignition System (El system) with Crankshaft angle Sensor
Spark Plug
Type Electronic Spark Control
No. of Coils and Type 2 Solid State
Coil Location Engine–mounted
Torque 20 N·m (14 lb ft)
SECTION
STARTING AND CHARGING SYSTEM (X22SE 2.2L) 6D3–1

RODEO
ENGINE
STARTING AND CHARGING SYSTEM (X22SE 2.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6D3–1 General Description . . . . . . . . . . . . . . . . . . . . . 6D3–7
Starting System . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–2 General On–Vehicle Inspection . . . . . . . . . . . 6D3–7
General Description . . . . . . . . . . . . . . . . . . . . . 6D3–2 Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–8
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–8
Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–3 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–3 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–9
Disassembled View . . . . . . . . . . . . . . . . . . . . 6D3–4 Inspection and Repair . . . . . . . . . . . . . . . . . . 6D3–11
Inspection and Repair . . . . . . . . . . . . . . . . . . 6D3–5 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–13
Characteristic Test . . . . . . . . . . . . . . . . . . . . . 6D3–6 Main Data and Specifications . . . . . . . . . . . 6D3–14
Charging System . . . . . . . . . . . . . . . . . . . . . . . . 6D3–7
Service Precaution
systems.
6D3–2 STARTING AND CHARGING SYSTEM (X22SE 2.2L)
Starting System
General Description
Cranking Circuit
The cranking system consists of a battery, starter, starter
switch, starter relay, etc. These main components are
connected.
Starter
The cranking system employs a magnetic type reduction
starter in which the motor shaft is also used as a pinion
shaft. When the starter switch is turned on, the contacts of
magnetic switch are closed, and the armature rotates. At
the same time, the plunger is attracted, and the pinion is
pushed forward by the shift lever to mesh with the ring
gear.
Then, the ring gear runs to start the engine. When the
engine starts and the starter switch is turned off, the
plunger returns, the pinion is disengaged from the ring
gear, and the armature stops rotation. When the engine
speed is higher than the pinion, the pinion idles, so that
the armature is not driven.
Diagnosis
Starter does not run Charging failure Repair charging system
Battery Failure Replace Battery
Terminal connection failure Repair or replace terminal connector
and/or wiring harness
Starter switch failure Repair or replace starter switch
Starter failure Repair or replace starter
Starter
1. Battery ground cable. 1. Install starter assembly(6).
2. Remove harness connectors (1) and (2). 2. Install mounting bolts and tighten bolts to specified
torque (1), (2).
065RW022
3. Remove bolts from starter (1), (2).

065RW024
3. Connect harness.
4. Reconnect the battery ground cable.
065RW024
Disassembled View
065RW023
Legend (7) Armature

(1) Bolt (8) Yoke Assembly
(2) Magnetic Switch (9) Brush and Brush Holder
(3) Gear Case (10) Washer
(4) Piston (11) Rear Cover
(5) Piston Shaft (12) Through Bolt
(6) Center Bracket
Inspection and Repair Brush

Repair or replace necessary parts if extreme wear or Measure the length of brush.
damage is found during inspection. Replace with a new one, if it is below the limit.
Armature Brush Holder
Check for continuity between commutator and segment. Check for continuity between brush holder (+) (4) and
Replace commutator if there is no continuity (i.e., base (–). Replace, if there is continuity (i.e., insulation is
disconnected). broken).
065RS015
065RW015
Check for continuity between commutator and shaft.
Also, check for continuity between commutator and Magnetic Switch
armature core,armature core and shaft. Replace
Check for continuity of shunt coil between terminals S and
commutator if there is continuity (i.e., internally
M.
grounded).
Replace, if there is no continuity (i.e., coil is
disconnected).
065RS016
065RW016
Continuity of Series Coil

Check for continuity between terminals S and M.
Replace, if there is no continuity (i.e., coil is
disconnected).
065RS025
Characteristic Test
For easily confirming the characteristics, conduct the
065RW017 noload test as follows:
Rating as short as 30 seconds requires rapid testing.
Continuity of Contacts Fix the starter on the test bench, and wire as shown in
With the plunger faced downward, push down the illustration. When the switch is closed, the current flows
magnetic switch. In this state, check for continuity and the starter runs under no load. At this time, measure
between terminals B and M. Replace, if there is no current, voltage and speed to check if they satisfy the
continuity (i.e., contacts are faulty). standard.
065RW020
065RW018
Legend
Pinion (1) Volt Meter
Check if the pinion rotates smoothly in drive direction by (2) Revolution Indicator
hand, or if it is locked when it is rotated in reverse. If not, (3) Battery
replace the pinion. (4) Ammeter
(5) Switch
Charging System
General Description General On–Vehicle Inspection
The charging system is an IC integral regulator charging The operating condition of charging system is indicated
system and its main components are connected as by the charge warning lamp. The warning lamp comes on
shown in illustration. when the starter switch is turned to “ON” position. The
The regulator is a solid state type and it is mounted along charging system operates normally if the lamp goes off
with the brush holder assembly inside the generator when the engine starts.
installed on the rear end cover. If the warning lamp shows abnormality or if undercharged
The generator does not require particular maintenance or overcharged battery condition is suspected, perform
such as voltage adjustment. The rectifier connected to diagnosis by checking the charging system as follows:
the stator coil has eight diodes to transform AC voltage 1. Check visually the belt and wiring connector.
into DC voltage. 2. With the engine stopped, turn the stator switch to
This DC voltage is connected to the output terminal of “ON” position and observe the warning lamp.
generator. If lamp does not come on:
Disconnect wiring connector from generator, and
ground the terminal “L” on connector side.
If lamp comes on:
Repair or replace the generator.
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Legend (2) Indicator Lamp

(1) Regulator (3) Generator Assembly
Generator
Removal Inspection
1. Disconnect battery ground cable. Generator Power and Circuit Diagram
3. Disconnect terminal “B” wiring connector and
connector.
4. Remove generator bracket (1), (2) and remove
generator assembly.
066RW020
Legend
(1) Load resistor, set parallel to battery
(2) Battery
(3) Voltmeter
(4) Ammeter
065RW025 (5) Ignition Lock
(6) Charge Telltale
(7) Generator
1. Disconnect battery.
2. Close off connecting cable from alternator terminal
“B+”.
3. Set ammeter (measuring range 100A) in
disconnected line.
4. Connect controllable load resistor to battery terminal.
5. Set resistor in front of connection to “0”; connect first
to battery, then to resistor.
6. Connect tachometer.
7. Connect oscilloscope according to manufacturer’s
instructions.
8. Connect battery.
9. Start engine and read off resulting current at various
engine speeds.
Generator Power Installation

1. Adjust load resistor, if the required load currents are 1. Install generator assembly and bring generator
not attained. assembly to the position to be installed.
2. The shape of the voltage curves on oscilloscope 2. Install generator bracket (1), (2) and tighten to the
curve should be regular. specified torque.
3. Test value: 5 to 7A. Torque:
4. If the required minimum current intensity is not Long bolt: 35 N·m (26 lb ft)
attained, or if the oscilloscope picture shows
variations, the alternator should be overhauled. Short bolt: 20 N·m (15 lb ft)
065RW025
066RW018
3. Connect wiring harness connector.
Regulated Voltage Circuit Diagram
4. Move drive belt tensioner to loose side using wrench,
5. Reconnect battery ground cable.
Disassembly
1. Belt pulley nut.
066RW019
Legend
(1) Battery
(2) Ignition Lock
(3) Charge Telltale
(4) Resistor, for attainment of load current with the
battery set in series
066RW016
(5) Voltmeter
(6) Ammeter
(7) Generator
2. Spring ring, washer, belt pulley halves, spacing ring, 7. Clawpole armature from drive bearing.
fan pinion, pulley spring. 8. Lay suitable pipe piece (1) underneath.
3. Voltage regulator with brush holder.
066RW013
066RW014 9. Bearing cover of drive bearing.

4. Drive bearing with clawpole armature. 10. Ball bearing from drive bearing.
5. Mark housing halves.
6. 4 fastening bolts.
066RW017
066RW015
11. Ball bearing from armature shaft. 16. Spray sleeve (if present).
17. Carefully bend off diode plate.
18. Unsolder stator winding from diode plate.
066RW012
12. Nut from connecting pins “B+” and “D+”.

13. Washers and insulating material. 066RW010
14. Diode plate.

15. Remove together with stator winding from slip ring Inspection and Repair
bearing.
Repair or replace necessary parts if extreme wear or
damage is found during inspection.
Rotor Assembly
1. Check the rotor slip ring surfaces for contamination
and roughness. If rough, polish with #500–600
sandpaper.
066RW008
066RS014
2. Measure the slip ring diameter, and replace if it 4. Check for continuity between slip ring and rotor core.
exceeds the limit. In case of continuity, replace the rotor assembly.
066RS015
066RS017
3. Check resistance between slip rings, and replace if

there is no continuity. Stator Coil
1. Measure resistance between respective phases.
2. Measure insulation resistance between stator coil
and core with a mega–ohmmeter.
If less than standard, replace the coil.
066RS016
066RS018
Brush Reassembly
Measure the brush length. To reassemble, follow the disassembly steps in the
If more than limit, replace the brush. reverse order, noting the following points:
Standard: 5 mm (0.20 in) 1. Install pulley on the rotor.
Clamp pulley to the vise, and tighten nut to the
specified torque.
066RW009
Rectifier Assembly
Check for continuity across “1” and “2” in the × 100W
range of multimeter. 066RS010
066RW011
Change polarity, and make sure that there is continuity in

one direction, and not in the reverse direction. In case of
continuity in both directions, replace the rectifier
assembly.

Battery voltage V 12
Rated output A 100
Direction of rotation
(as viewed from pulley side) Clockwise
Maximum speed rpm 18000
SECTION
RODEO X22SE 2.2L ENGINE DRIVEABILITY AND EMISSION 6E1–1

RODEO
CONTROL SYSTEM
RODEO 2.2L ENGINE
DRIVEABILITY AND EMISSIONS
CONTENTS
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . 6E1–6 On–Board Diagnostic Tests . . . . . . . . . . . . . 6E1–29
TIGHTENING SPECIFICATIONS . . . . . . . . 6E1–6 Comprehensive Component Monitor
DIAGRAMS AND SCHEMATICS . . . . . . . . . . 6E1–7 Diagnostic Operation . . . . . . . . . . . . . . . . . . 6E1–29
PCM WIRING DIAGRAM (1 of 10) . . . . . . . 6E1–7 System Status And Drive Cycle For
PCM WIRING DIAGRAM (2 of 10) . . . . . . . 6E1–8 Satisfying Federal Inspection/Maintenance
PCM WIRING DIAGRAM (3 of 10) . . . . . . . 6E1–9 (I/M 240) Regulations . . . . . . . . . . . . . . . . . . 6E1–30
PCM WIRING DIAGRAM (4 of 10) . . . . . . . 6E1–10 Common OBD II Terms . . . . . . . . . . . . . . . . . 6E1–30
PCM WIRING DIAGRAM (5 of 10) . . . . . . . 6E1–11 The Diagnostic Executive . . . . . . . . . . . . . . . 6E1–31
PCM WIRING DIAGRAM (6 of 10) . . . . . . . 6E1–12 DTC Types . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–32
PCM WIRING DIAGRAM (7 of 10) . . . . . . . 6E1–13 Decimal/Binary/Hexadecimal Conversions 6E1–33
PCM WIRING DIAGRAM (8 of 10) . . . . . . . 6E1–14 Verifying Vehicle Repair . . . . . . . . . . . . . . . . 6E1–33
PCM WIRING DIAGRAM (9 of 10) . . . . . . . 6E1–15 Reading Diagnostic Trouble Codes Using A
PCM WIRING DIAGRAM (10 of 10) . . . . . . 6E1–16 Tech 2 Scan Tool . . . . . . . . . . . . . . . . . . . . . 6E1–33
PCM PINOUTS . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–17 Tech 2 Features . . . . . . . . . . . . . . . . . . . . . . . 6E1–35
PCM Pinout Table, 32–Pin Red Getting Started . . . . . . . . . . . . . . . . . . . . . . . . 6E1–35
Connector – Row ”A” . . . . . . . . . . . . . . . . . . 6E1–17 Operating Procedure (Example) . . . . . . . . . 6E1–36
PCM Pinout Table, 32–Pin Red DTC Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–37
Connector – Row ”B” . . . . . . . . . . . . . . . . . . 6E1–18
PCM Pinout Table, 32–Pin White DTC Information Mode . . . . . . . . . . . . . . . . . 6E1–37
Connector – Row ”C” . . . . . . . . . . . . . . . . . . 6E1–19 Miscellaneous Test . . . . . . . . . . . . . . . . . . . . 6E1–38
PCM Pinout Table, 32–Pin White Lamps Test . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–38
Connector – Row ”D” . . . . . . . . . . . . . . . . . . 6E1–20 Relays Test . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–39
PCM Pinout Table, 32–Pin White
Connector – Row ”E” . . . . . . . . . . . . . . . . . . 6E1–21 EVAP Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–41
PCM Pinout Table, 32–Pin White Idle Air Control System Test . . . . . . . . . . . . . 6E1–42
Connector – Row ”F” . . . . . . . . . . . . . . . . . . 6E1–22 Fuel System Test . . . . . . . . . . . . . . . . . . . . . . 6E1–44
COMPONENT LOCATOR . . . . . . . . . . . . . . . . 6E1–23 EGR Control Test . . . . . . . . . . . . . . . . . . . . . . 6E1–45
Undercarriage Component Locator Table . 6E1–25 Injector Balance Test . . . . . . . . . . . . . . . . . . . 6E1–46
Fuse And Relay Panel (Underhood Plotting Snapshot Graph . . . . . . . . . . . . . . . . . 6E1–47
Electrical Center) . . . . . . . . . . . . . . . . . . . . . 6E1–25 Plotting Graph Flow Chart (Plotting graph
DIAGNOSIS Strategy–Based Diagnostics . . 6E1–27 after obtaining vehicle information) . . . . . . 6E1–48
Strategy–Based Diagnostics . . . . . . . . . . . . 6E1–27 Flow Chart for Snapshot Replay (Plotting
DTC Stored . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–27 Graph) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–49
No DTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–27 PRIMARY SYSTEM–BASED DIAGNOSTICS 6E1–50
No Matching Symptom . . . . . . . . . . . . . . . . . 6E1–27 Primary System–Based Diagnostics . . . . . 6E1–50
Intermittents . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–27 Fuel Control Heated Oxygen Sensors . . . 6E1–50
No Trouble Found . . . . . . . . . . . . . . . . . . . . . 6E1–27 HO2S Heater . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–50
Verifying Vehicle Repair . . . . . . . . . . . . . . . . 6E1–27 Catalyst Monitor Heated Oxygen Sensors
GENERAL SERVICE INFORMATION . . . . . . 6E1–28 And Diagnostic Operation . . . . . . . . . . . . . 6E1–50
OBD II Serviceability Issues . . . . . . . . . . . . . 6E1–28 MISFIRE MONITOR DIAGNOSTIC
Emissions Control Information Label . . . . . 6E1–28 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–51
Maintenance Schedule . . . . . . . . . . . . . . . . . 6E1–29 Misfire Monitor Diagnostic Operation . . . . . 6E1–51
Visual/Physical Engine Compartment Misfire Counters . . . . . . . . . . . . . . . . . . . . . . . 6E1–51
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–29 FUEL TRIM SYSTEM MONITOR DIAGNOSTIC
Basic Knowledge Of Tools Required . . . . . 6E1–29 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–52
SERIAL DATA COMMUNICATIONS . . . . . . . 6E1–29 Fuel Trim System Monitor Diagnostic
Class II Serial Data Communications . . . . 6E1–29 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–52
ON–BOARD DIAGNOSTIC (OBD II) . . . . . . . 6E1–29 Fuel Trim Cell Diagnostic Weights . . . . . . . 6E1–52
6E1–2 RODEO X22SE 2.2L ENGINE DRIVEABILITY AND EMISSION
ON–BOARD DIAGNOSTIC (OBD II) DIAGNOSTIC TROUBLE CODE (DTC) P0112
SYSTEM CHECK . . . . . . . . . . . . . . . . . . . . . . . 6E1–53 INTAKE AIR TEMPERATURE (IAT) SENSOR
A/C CLUTCH CONTROL CIRCUIT CIRCUIT LOW INPUT . . . . . . . . . . . . . . . . . . . 6E1–120
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–56 DIAGNOSTIC TROUBLE CODE (DTC) P0113
ELECTRONIC IGNITION SYSTEM INTAKE AIR TEMPERATURE (IAT) SENSOR
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–59 CIRCUIT HIGH INPUT . . . . . . . . . . . . . . . . . . . 6E1–123
EVAP CANISTER PURGE SOLENOID . . . . . 6E1–59 DIAGNOSTIC TROUBLE CODE (DTC) P0117
VISUAL CHECK OF THE EVAPORATIVE ENGINE COOLANT TEMPERATURE (ECT)
EMISSION CANISTER . . . . . . . . . . . . . . . . . . 6E1–59 SENSOR CIRCUIT LOW INPUT . . . . . . . . . . 6E1–126
IDLE AIR CONTROL (IAC) VALVE . . . . . . . . 6E1–59 DIAGNOSTIC TROUBLE CODE (DTC) P0118
FUEL SYSTEM PRESSURE TEST . . . . . . . . 6E1–59 ENGINE COOLANT TEMPERATURE (ECT)
SENSOR CIRCUIT HIGH INPUT . . . . . . . . . 6E1–129
FUEL METERING SYSTEM CHECK . . . . . . 6E1–59
DIAGNOSTIC TROUBLE CODE (DTC) P0121
FUEL INJECTOR COIL TEST PROCEDURE
THROTTLE POSITION (TP) SENSOR CIRCUIT
AND FUEL INJECTOR BALANCE TEST
RANGE/PERFORMANCE PROBLEM . . . . . 6E1–132
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–60
Test Description . . . . . . . . . . . . . . . . . . . . . . . 6E1–60
THROTTLE POSITION (TP) SENSOR
Injector Coil Test Procedure (Steps 1–6)
And Injector Balance Test Procedure CIRCUITLOW INPUT . . . . . . . . . . . . . . . . . . . 6E1–135
(Steps 7–11) . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–61 DIAGNOSTIC TROUBLE CODE (DTC) P0123
POWERTRAIN CONTROL MODULE (PCM) THROTTLE POSITION (TP) SENSOR CIRCUIT
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–65 HIGH INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–138
MULTIPLE PCM INFORMATION SENSOR DIAGNOSTIC TROUBLE CODE (DTC) P0125
DTCs SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–65 INSUFFICIENT COOLANT TEMPERATURE
EXHAUST GAS RECIRCULATION (EGR) FOR CLOSED LOOP FUEL CONTROL . . . 6E1–141
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–69 DIAGNOSTIC TROUBLE CODE (DTC) P0131
ENGINE Tech 2 DATA DEFINITIONS AND O2 SENSOR CIRCUIT LOW VOLTAGE
RANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–69 (BANK 1 SENSOR 1) . . . . . . . . . . . . . . . . . . . 6E1–144
TYPICAL SCAN DATA VALUES . . . . . . . . . . . 6E1–72 DIAGNOSTIC TROUBLE CODE (DTC) P0132 O2
NO MALFUNCTION INDICATOR LAMP SENSOR CIRCUIT HIGH VOLTAGE (BANK 1
(MIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–76 SENSOR 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–147
MALFUNCTION INDICATOR LAMP (MIL) ON DIAGNOSTIC TROUBLE CODE (DTC) P0133
STEADY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–79 O2 SENSOR CIRCUIT SLOW RESPONSE
(BANK 1 SENSOR 1) . . . . . . . . . . . . . . . . . . . 6E1–150
ENGINE CRANKS BUT WILL NOT RUN . . . 6E1–81
FUEL SYSTEM ELECTRICAL TEST . . . . . . . 6E1–87
O2 SENSOR CIRCUIT NO ACTIVITY
FUEL SYSTEM DIAGNOSIS . . . . . . . . . . . . . 6E1–90
DETECTED (BANK 1 SENSOR 1) . . . . . . . . 6E1–153
IDLE AIR CONTROL (IAC) SYSTEM CHECK 6E1–95
EXHAUST GAS RECIRCULATION (EGR) O2 SENSOR HEATER CIRCUIT
SYSTEM CHECK . . . . . . . . . . . . . . . . . . . . . . . 6E1–98 MALFUNCTION (BANK 1 SENSOR 1) . . . . 6E1–156
MANIFOLD ABSOLUTE PRESSURE (MAP) DIAGNOSTIC TROUBLE CODE (DTC) P0137
OUTPUT CHECK . . . . . . . . . . . . . . . . . . . . . . . 6E1–100 O2 SENSOR CIRCUIT LOW
EVAPORATIVE (EVAP) EMISSIONS VOLTAGE (BANK 1 SENSOR 2) . . . . . . . . . . 6E1–159
CANISTER PURGE VALVE SOLENOID DIAGNOSTIC TROUBLE CODE (DTC) P0138
CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–102 O2 SENSOR CIRCUIT HIGH
Upshift Lamp System Check (Manual VOLTAGE (BANK 1 SENSOR 2) . . . . . . . . . . 6E1–162
Transmission Only) . . . . . . . . . . . . . . . . . . . . . 6E1–105 DIAGNOSTIC TROUBLE CODE (DTC) P0140
PCM DIAGNOSTIC TROUBLE CODES . . . . 6E1–108 O2 SENSOR CIRCUIT NO ACTIVITY
DIAGNOSTIC TROUBLE CODE (DTC) P0106 DETECTED (BANK 1 SENSOR 2) . . . . . . . . 6E1–165
MANIFOLD ABSOLUTE PRESSURE (MAP) DIAGNOSTIC TROUBLE CODE (DTC) P0141 O2
CIRCUIT/RANGE PERFORMANCE SENSOR HEATER CIRCUIT MALFUNCTION
PROBLEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–111 (BANK 1 SENSOR 2) . . . . . . . . . . . . . . . . . . . 6E1–168
DIAGNOSTIC TROUBLE CODE (DTC) P0107 DIAGNOSTIC TROUBLE CODE (DTC) P0171
MANIFOLD ABSOLUTE PRESSURE (MAP) SYSTEM TOO LEAN (BANK 1) . . . . . . . . . . . 6E1–171
SENSOR CIRCUIT LOW INPUT . . . . . . . . . . 6E1–114 DIAGNOSTIC TROUBLE CODE (DTC) P0172
DIAGNOSTIC TROUBLE CODE (DTC) P0108 SYSTEM TOO RICH (BANK 1) . . . . . . . . . . . 6E1–175
MANIFOLD ABSOLUTE PRESSURE (MAP)
CIRCUIT HIGH INPUT . . . . . . . . . . . . . . . . . . 6E1–117
INJECTOR CIRCUIT MALFUNCTION EXHAUST GAS RECIRCULATION (EGR)
– CYLINDER 1 . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–179 CIRCUIT RANGE/PERFORMANCE . . . . . . . 6E1–237
– CYLINDER 2 . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–182 SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . 6E1–241
– CYLINDER 3 . . . . . . . . . . . . . . . . . . . . . . . . 6E1–185 SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . 6E1–244
INJECTOR CIRCUIT MALFUNCTION CATALYST SYSTEM EFFICIENCY BELOW
– CYLINDER 4 . . . . . . . . . . . . . . . . . . . . . . . . 6E1–188 THRESHOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–248
RANDOM/MULTIPLE CYLINDER MISFIRE EVAPORATIVE EMISSION (EVAP) CONTROL
DETECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–191 SYSTEM MALFUNCTION . . . . . . . . . . . . . . . . 6E1–251
DETECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–195 SYSTEM SMALL LEAK DETECTED . . . . . . . 6E1–256
DETECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–199 SYSTEM PURGE CONTROL VALVE CIRCUIT
DIAGNOSTIC TROUBLE CODE (DTC) P0303 MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–260
RANDOM/MULTIPLE CYLINDER MISFIRE DIAGNOSTIC TROUBLE CODE (DTC) P0446
DETECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–203 EVAPORATIVE EMISSION (EVAP) CONTROL
DIAGNOSTIC TROUBLE CODE (DTC) P0304 SYSTEM VENT CONTROL CIRCUIT
RANDOM/MULTIPLE CYLINDER MISFIRE MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . 6E1–263
DETECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–207 DIAGNOSTIC TROUBLE CODE (DTC) P0449
DIAGNOSTIC TROUBLE CODE (DTC) P0325 EVAPORATIVE EMISSION (EVAP) CONTROL
KNOCK SENSOR (KS) CIRCUIT SYSTEM VENT VALVE/SOLENOID CIRCUIT
MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . 6E1–211 MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–267
KNOCK SENSOR (KS) CIRCUIT LOW FUEL LEVEL SENSOR CIRCUIT
INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–214 RANGE/PERFORMANCE . . . . . . . . . . . . . . . . 6E1–270
CRANKSHAFT POSITION (CKP) SENSOR FUEL LEVEL SENSOR CIRCUIT LOW
CIRCUIT RANGE/PERFORMANCE . . . . . . . 6E1–217 INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–272
CRANKSHAFT POSITION (CKP) SENSOR FUEL LEVEL SENSOR CIRCUIT HIGH
CIRCUIT LOW INPUT . . . . . . . . . . . . . . . . . . . 6E1–219 INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–274
CAMSHAFT POSITION (CMP) SENSOR COOLING FAN 1 CONTROL CIRCUIT
CIRCUIT RANGE/PERFORMANCE . . . . . . . 6E1–222 MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–276
CAMSHAFT POSITION (CMP) SENSOR COOLING FAN 2 CONTROL CIRCUIT
CIRCUIT LOW INPUT . . . . . . . . . . . . . . . . . . . 6E1–225 MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–279
IGNITION COIL ”A” PRIMARY/SECONDARY VEHICLE SPEED SENSOR (VSS) CIRCUIT
CIRCUIT MALFUNCTION . . . . . . . . . . . . . . . 6E1–228 LOW INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–282
IGNITION COIL ”B” PRIMARY/SECONDARY IDLE CONTROL SYSTEM RPM LOWER
CIRCUIT MALFUNCTION . . . . . . . . . . . . . . . 6E1–230 THAN EXPECTED . . . . . . . . . . . . . . . . . . . . . . 6E1–284
EXHAUST GAS RECIRCULATION (EGR) IDLE CONTROL SYSTEM RPM HIGHER THAN
FLOW INSUFFICIENT DETECTED . . . . . . . 6E1–232 EXPECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–287
EXHAUST GAS RECIRCULATION (EGR) A/C REFRIGERANT PRESSURE SENSOR
EXCESSIVE FLOW DETECTED . . . . . . . . . 6E1–235 CIRCUIT LOW INPUT . . . . . . . . . . . . . . . . . . . 6E1–290
A/C REFRIGERANT PRESSURE SENSOR EVAPORATIVE EMISSION (EVAP) SYSTEM
CIRCUIT HIGH INPUT . . . . . . . . . . . . . . . . . . 6E1–293 FLOW DURING NON–PURGE . . . . . . . . . . . 6E1–340
SYSTEM VOLTAGE LOW . . . . . . . . . . . . . . . . 6E1–296 A/C COMPRESSOR CLUTCH OUTPUT
DIAGNOSTIC TROUBLE CODE (DTC) P0563 CIRCUIT MALFUNCTION . . . . . . . . . . . . . . . 6E1–343
SYSTEM VOLTAGE HIGH . . . . . . . . . . . . . . . . 6E1–298 Diagnostic Trouble Code (DTC) P1625 PCM
DIAGNOSTIC TROUBLE CODE (DTC) P0601 Unexpected Reset . . . . . . . . . . . . . . . . . . . . . . . 6E1–346
INTERNAL CONTROL MODULE MEMORY DIAGNOSTIC TROUBLE CODE (DTC) P1627
CHECK SUM ERROR . . . . . . . . . . . . . . . . . . . 6E1–300 PCM A/D CONVERSION MALFUNCTION . 6E1–348
MANIFOLD ABSOLUTE PRESSURE (MAP) 5 VOLT REFERENCE VOLTAGE CIRCUIT
SENSOR CIRCUIT INTERMITTENT HIGH MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–350
VOLTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–302 DIAGNOSTIC TROUBLE CODE (DTC) P1640
DIAGNOSTIC TROUBLE CODE (DTC) P1107 ODM OUTPUT CIRCUIT FAULT . . . . . . . . . . 6E1–352
MANIFOLD ABSOLUTE PRESSURE (MAP) SYMPTOM DIAGNOSIS . . . . . . . . . . . . . . . . . 6E1–355
SENSOR CIRCUIT INTERMITTENT LOW DEFAULT MATRIX TABLE . . . . . . . . . . . . . . . 6E1–378
VOLTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–304 Camshaft Position (CMP) Sensor . . . . . . . . . . 6E1–381
DIAGNOSTIC TROUBLE CODE (DTC) P1111 Crankshaft Position (CKP) Sensor . . . . . . . . . 6E1–382
INTAKE AIR TEMPERATURE (IAT) SENSOR EEPROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–384
CIRCUIT INTERMITTENT HIGH VOLTAGE 6E1–306
Engine Coolant Temperature (ECT) Sensor . 6E1–384
Heated Oxygen Sensor (HO2S) . . . . . . . . . . . 6E1–385
INTAKE AIR TEMPERATURE (IAT) SENSOR
Intake Air Temperature (IAT) Sensor . . . . . . . 6E1–386
CIRCUIT INTERMITTENT LOW VOLTAGE . 6E1–309
Manifold Absolute Pressure (MAP) Sensor . 6E1–387
ENGINE COOLANT TEMPERATURE (ECT) Malfunction Indicator Lamp (MIL) . . . . . . . . . . 6E1–388
SENSOR CIRCUIT INTERMITTENT LOW Powertrain Control Module (PCM) . . . . . . . . . 6E1–388
VOLTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–311 Throttle Position (TP) Sensor . . . . . . . . . . . . . 6E1–391
DIAGNOSTIC TROUBLE CODE (DTC) P1115 Vehicle Speed Sensor (VSS) . . . . . . . . . . . . . 6E1–392
ENGINE COOLANT TEMPERATURE (ECT) Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–393
SENSOR CIRCUIT INTERMITTENT HIGH Idle Air Control (IAC) Valve . . . . . . . . . . . . . . . 6E1–394
VOLTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–313 Intake Air Duct . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–395
DIAGNOSTIC TROUBLE CODE (DTC) P1121 Knock Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–397
THROTTLE POSITION (TP) SENSOR CIRCUIT Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . 6E1–398
INTERMITTENT HIGH VOLTAGE . . . . . . . . . 6E1–316
FUEL METERING SYSTEM Accelerator
DIAGNOSTIC TROUBLE CODE (DTC) P1122 Cable Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6E1–398
THROTTLE POSITION (TP) SENSOR CIRCUIT
Accelerator Pedal Replacement . . . . . . . . . . . 6E1–400
INTERMITTENT LOW VOLTAGE . . . . . . . . . 6E1–318
Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–401
O2 SENSOR INSUFFICIENT SWITCHING Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–401
(BANK 1 SENSOR 1) . . . . . . . . . . . . . . . . . . . 6E1–320 Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–403
DIAGNOSTIC TROUBLE CODE (DTC) P1134 Fuel Pressure Regulator . . . . . . . . . . . . . . . . . 6E1–404
O2 SENSOR TRANSITION TIME RATIO Fuel Pump Assembly . . . . . . . . . . . . . . . . . . . . 6E1–406
(BANK 1 SENSOR 1) . . . . . . . . . . . . . . . . . . . 6E1–323 Fuel Pump Relay . . . . . . . . . . . . . . . . . . . . . . . . 6E1–408
DIAGNOSTIC TROUBLE CODE (DTC) P1171 Fuel Rail Assembly . . . . . . . . . . . . . . . . . . . . . . 6E1–408
FUEL SYSTEM LEAN DURING Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–410
ACCELERATION . . . . . . . . . . . . . . . . . . . . . . . . 6E1–326 Throttle body (TB) . . . . . . . . . . . . . . . . . . . . . . . 6E1–411
DIAGNOSTIC TROUBLE CODE (DTC) P1336 ELECTRONIC IGNITION SYSTEM Ignition
CRANKSHAFT POSITION SENSOR (CKP) Control Module (ICM) . . . . . . . . . . . . . . . . . . . 6E1–413
SYSTEM VARIATION NOT LEARNED . . . . 6E1–329 Ignition Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–413
DIAGNOSTIC TROUBLE CODE (DTC) P1380 Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–414
ABS ROUGH ROAD SYSTEM FAULT . . . . . 6E1–332
Spark Plug Cables . . . . . . . . . . . . . . . . . . . . . . 6E1–415
EMISSIONS Catalytic Converter . . . . . . . . . . 6E1–416
ABS ROUGH ROAD CLASS 2 SERIAL
Air Conditioning Relay . . . . . . . . . . . . . . . . . . . 6E1–416
DATA FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–334
Ignition Timing Adjustment . . . . . . . . . . . . . . . 6E1–416
DIAGNOSTIC TROUBLE CODE (DTC) 1404
EXHAUST GAS RECIRCULATION (EGR) EVAP Canister Hoses . . . . . . . . . . . . . . . . . . . . 6E1–416
CLOSED VALVE . . . . . . . . . . . . . . . . . . . . . . . . 6E1–337 EVAP Canister . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–416
EVAP Canister Vent Solenoid . . . . . . . . . . . . . 6E1–417 Accelerator Controls . . . . . . . . . . . . . . . . . . . 6E1–432

EVAP Canister Purge Valve Solenoid . . . . . . 6E1–417 Battery Voltage Correction Mode . . . . . . . . 6E1–432
Linear Exhaust Gas Recirculation (EGR) CMP Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–432
Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–418 Clear Flood Mode . . . . . . . . . . . . . . . . . . . . . 6E1–432
Wiring and Connectors . . . . . . . . . . . . . . . . . . . 6E1–420 Deceleration Fuel Cutoff (DFCO) Mode . . . 6E1–432
PCM Connectors And Terminals . . . . . . . . . . . 6E1–420 Engine Speed/Vehicle Speed/ Fuel
Connectors And Terminals . . . . . . . . . . . . . . . . 6E1–420 Disable Mode . . . . . . . . . . . . . . . . . . . . . . . . 6E1–432
Wire Harness Repair: Twisted Shielded Fuel Cutoff Mode . . . . . . . . . . . . . . . . . . . . . . 6E1–432
Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–420 Fuel Injector . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–432
Twisted Leads . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–421 Fuel Metering System Components . . . . . . 6E1–433
Weather–Pack Connector . . . . . . . . . . . . . . . . 6E1–422 Fuel Metering System Purpose . . . . . . . . . . 6E1–433
Com–Pack III . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–424 Fuel Pressure Regulator . . . . . . . . . . . . . . . . 6E1–433
Metri–Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–424 Fuel Pump Electrical Circuit . . . . . . . . . . . . . 6E1–433
GENERAL DESCRIPTION — PCM AND Fuel Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–433
SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–425 Idle Air Control (IAC) Valve . . . . . . . . . . . . . 6E1–434
58X Reference PCM Input . . . . . . . . . . . . . . 6E1–425 Run Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–434
A/C Request Signal . . . . . . . . . . . . . . . . . . . . 6E1–425 Starting Mode . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–434
Crankshaft Position (CKP) Sensor . . . . . . . 6E1–425 Throttle Body Unit . . . . . . . . . . . . . . . . . . . . . 6E1–434
Camshaft Position (CMP) Sensor And GENERAL DESCRIPTION — ELECTRONIC
Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–425 IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . . . 6E1–435
Engine Coolant Temperature (ECT) Camshaft Position (CMP) Sensor . . . . . . . 6E1–435
Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–425 Crankshaft Position (CKP) Sensor . . . . . . 6E1–435
Electrically Erasable Programmable Read Electronic Ignition . . . . . . . . . . . . . . . . . . . . . 6E1–435
Only Memory (EEPROM) . . . . . . . . . . . . . . 6E1–426
Ignition Coils . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–435
Fuel Control Heated Oxygen Sensor
Ignition Control . . . . . . . . . . . . . . . . . . . . . . . . 6E1–435
(Pre Catalyst) . . . . . . . . . . . . . . . . . . . . . . . . 6E1–426
Ignition Control Module (ICM) . . . . . . . . . . . 6E1–436
Catalyst Monitor Heated Oxygen Sensor
(Post Catalyst) . . . . . . . . . . . . . . . . . . . . . . . . 6E1–426 Ignition Control PCM Output . . . . . . . . . . . . 6E1–436
Intake Air Temperature (IAT) Sensor . . . . . 6E1–427 Powertrain Control Module (PCM) . . . . . . . 6E1–436
Linear Exhaust Gas Recirculation (EGR) Spark Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–437
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–427 A/C CLUTCH DIAGNOSIS . . . . . . . . . . . . . . . 6E1–438
Manifold Absolute Pressure (MAP) Sensor 6E1–427 A/C Clutch Circuit Operation . . . . . . . . . . . . 6E1–438
Powertrain Control Module (PCM) . . . . . . . 6E1–428 A/C Clutch Circuit Purpose . . . . . . . . . . . . . 6E1–438
PCM Function . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–428 A/C Request Signal . . . . . . . . . . . . . . . . . . . . 6E1–438
PCM Components . . . . . . . . . . . . . . . . . . . . . 6E1–428 GENERAL DESCRIPTION — EVAPORATIVE
PCM Voltage Description . . . . . . . . . . . . . . . 6E1–428 EMISSION (EVAP) SYSTEM . . . . . . . . . . . . . 6E1–439
PCM Inputs/Outputs . . . . . . . . . . . . . . . . . . . 6E1–428 EVAP Emission Control System Purpose . 6E1–439
PCM Service Precautions . . . . . . . . . . . . . . 6E1–429 EVAP Emission Control System Operation 6E1–439
Reprogramming the PCM . . . . . . . . . . . . . . . 6E1–429 Enhanced Evaporative Emission Control
System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–439
Tooth Error Correction (TEC) Service
Bay Guidelines . . . . . . . . . . . . . . . . . . . . . . . 6E1–429 System Fault Detection . . . . . . . . . . . . . . . . . 6E1–440
Throttle Position (TP) Sensor . . . . . . . . . . . 6E1–430 GENERAL DESCRIPTION — EXHAUST
GAS RECIRCULATION (EGR) SYSTEM . . 6E1–440
Transmission Range Switch . . . . . . . . . . . . . 6E1–430
EGR Purpose . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–440
Vehicle Speed Sensor (VSS) . . . . . . . . . . . . 6E1–430
Linear EGR Valve . . . . . . . . . . . . . . . . . . . . . 6E1–440
Use of Circuit Testing Tools . . . . . . . . . . . . . 6E1–431
Linear EGR Control . . . . . . . . . . . . . . . . . . . . 6E1–440
Aftermarket Electrical And Vacuum
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–431 Linear EGR Valve Operation And Results
Of Incorrect Operation . . . . . . . . . . . . . . . . . 6E1–441
Electrostatic Discharge Damage . . . . . . . . . 6E1–431
EGR Pintle Position Sensor . . . . . . . . . . . . . 6E1–441
Upshift Lamp . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–431
GENERAL DESCRIPTION — POSITIVE
GENERAL DESCRIPTION — AIR
CRANKCASE VENTILATION (PCV)
INDUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–431
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–441
Air Induction System . . . . . . . . . . . . . . . . . . 6E1–431
Crankcase Ventilation System Purpose . . . 6E1–441
GENERAL DESCRIPTION — FUEL
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . 6E1–442
METERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E1–432
Acceleration Mode . . . . . . . . . . . . . . . . . . . . . 6E1–432
SPECIFICATIONS
TIGHTENING SPECIFICATIONS
Application N–m Lb Ft Lb In
Crankshaft Position Sensor Mounting Bolt 9 — 78
EGR Nut 14 — 130
Engine Coolant Temperature Sensor 30 22 —
Fuel Drain Plug 20 14 —
Fuel Pressure Regulator Attaching Screw 6.5 — 60
Fuel Rail Bolts 7 — 75
Fuel Tank Undercover Retaining Bolts 36 27 —
Heated Oxygen Sensor 5 40 —
Spark Plugs 25 18 —
Throttle Body Mounting Bolts 13 — 120
VSS Retaining Bolt 13 — 120
Camshaft Gear to Camshaft 45 33 —
Camshaft Bearing Cover to Camshaft Housing 8 — 71
Crankshaft Bearing Cover to Cylinder Block 50+45’+15’1 37 —
Crankshaft Pulse Pick–up Sensor Disc to Crankshaft 13 — 115
Drive Disc to Crankshaft 605 44 —
Dual–Mass Flywheel to Crankshaft 65+30’+15’1 48 —
Engine Bracket to Cylinder Block 60 44 —
Exhaust Manifold to Cylinder Head 222 16 —
Front Toothed Belt Cover to Rear Toothed Belt Cover 4 — 35
Heat Sleeves in Cylinder Head 303 22 —
Intake Manifold to Cylinder Head 22 16 —
Oil Pan Bolt to Oil Pan 55 41 —
Oil Inlet Pipe Bracket to Cylinder Block 6 — 53
Oil Intake Pipe to Oil Pump 84,5 — 71
Rod Bearing Cover to Rod 35+45’+15’1 26 —
Spark Plug to Cylinder Head 25 18 —
Thrust Plate Cover to Camshaft Housing 8 — 71
Thrust Plate to Camshaft Housing 8 — 71
Toothed Belt Drive Gear to Crankshaft 130+40’+15’1 96 —
Toothed Belt Tension Roller to Oil Pump 25 18 —
Torsional Vibration Damper to Toothed Belt Drive Gear 20 15 —
1. Use new bolt(s). — — —
2. Use new nuts.
3. Insert with Molycote Paste.
4. If not possible to use new bolts, then recut bolts
before reuse and insert with locking compound.
5. Maximum installation time including torque check is
10 minutes.
DIAGRAMS AND SCHEMATICS

PCM WIRING DIAGRAM (1 of 10)
D06RX026
D06RX029
D06RX027
D06RX030
D06RX028
D06RX032
D06RX031
D06RX033
D06RX034
D06RX035
PCM PINOUTS
PCM Pinout Table, 32–Pin Red Connector – Row ”A”
TS23344
PIN PIN Function Wire Color IGN ON ENG RUN Refer To

A1 5 Volt Reference Signal RED 5.0 V 5.0 V Appropriate Sensor
A2 Knock Sensor Input YEL — 3.0 V (MAX) General Description and
Operation, Knock Sensor
A3 Not Used —
A4 Battery Feed RED/WHT B+ B+ Chassis Electrical
A5 Idle Air Control (IAC) ”A” BLU B+/0.8 V B+/0.8 V General Description and
High Operation, IAC
A6 IAC ”A” Low BLU/WHT B+/0.8 V B+/0.8 V General Description and
Operation, IAC
A7 IAC ”B” Low BLU/BLK B+/0.8 V B+/0.8 V General Description and
Operation, IAC
A8 IAC ”B” High BLU/RED B+/0.8 V B+/0.8 V General Description and
Operation, IAC
A9 Not Used — — — —
A12 Low Fuel Warning Lamp PNK 0.4–0.9 V B+ Chassis Electrical
Control
A13 Malfunction Indicator WHT/GRN 0.4–0.9 V B+ Chassis Electrical
Lamp (MIL) Control
A14 Rear Defogger Relay RED/WHT B+ B+ Classis Electrical
A15 EVAP Canister Vent RED/BLU B+ 0–5 V General Description and
Solenoid Control (varies) Operation, EVAP Emission
Control System
PCM Pinout Table, 32–Pin Red Connector – Row ”B”
TS23344
B1 5 Volt Reference Signal BLU/ORG 5.0 V 5.0 V Appropriate Sensor

B2 Not Used — — — —
B5 Fuel Tank Level Sensor ORN/GRN — — General Description and
Operation, Fuel Pump
B6 Fuel Tank Vapor Pressure GRY 0.2 to 4.9 V 0.2 to 4.9 V General Description and
Sensor Input (0.5V = +5in (4.5V = –15 Operation, Fuel Pump
H2O) in H2O)
B7 Exhaust Gas Recirculation YEL/RED 0.6 V 0.6 V General Description and
(EGR) Position Feedback Operation, Linear EGR
Control
B8 Intake Air Temperature YEL/GRN ~3V ~3 V General Description and
(IAT) Sensor (0V = 151°C) (5V = –40°C) Operation, IAT
B9 A/C Pressure Sensor GRN ~1 V ~1 V A/C System
Signal
B11 Power Steering Pressure GRN/YEL B+ B+ General Description and
(PSP) Switch Input Operation, PSP
B12 Illumination Switch GRN/YEL B+ B+ Chassis Electrical
B13 Class 2 Data ORN/BLK 0.0 V 0.0 V Diagnosis, Class 2 Serial
Data
B14 A/C Compressor Clutch GRN/RED 0 B+ General Description and
Relay Control Compressor (A/C OFF) (A/C ON) Operation, A/C Clutch Circuit
Operation
B15 Upshift Lamp Control YEL/GRN — — —
B16 EVAP Canister Purge BRN/WHT — — General Description and
Valve Solenoid Operation, EVAP
PCM Pinout Table, 32–Pin White Connector – Row ”C”
TS23345

C1 Injector Cylinder #2 GRN/RED B+ Varies B+ Varies General Description and
Operation, Fuel Injector
C2 Not Used — — — —
C4 Ignition Control Module RED 0.0 V 0.1 V General Description and
(ICM) Input Operation, Fuel Injector
C5 Crankshaft Position (CKP) BLUE 4.98 V 0.76 V (at General Description and
Sensor Low idle) Operation, Crankshaft
Position Sensor
C6 Crankshaft Position GRN 5V 5V General Description and
Sensor (CKP) High Operation, Crankshaft
Position Sensor
C7 PCM Ground BLK/BLU 0.0 V 0.0 V Chassis Electrical
C10 Tachometer Signal BLK/RED — — General Description and
Operation
C11 Fuel Gauge PWM Output YEL/RED Varies with Varies with General Description and
Fuel Level Fuel Level Operation
C12 High Fan Relay Control RED/YEL 10.5 V B+ Chassis Electrical
C13 Low Fan Relay Control RED/BLU — — Chassis Electrical
C14 Bank 1 HO2S 1 High WHT 0.3 V –0.1 to 1.1 V General Description and
Operation, Fuel HO2S 1
C15 Bank 1 HO2S 1 Low RED 0.0 V 0.1 V General Description and
C16 Bank 1 HO2S 2 High RED 0.3 V –0.1 to 1.1 V General Description and
Operation, Catalyst HO2S 2
PCM Pinout Table, 32–Pin White Connector – Row ”D”
TS23345

D1 Injector Cylinder #3 GRN/ORN B+ B+ General Description and
D2 Not Used — — — —
D3 Injector Cylinder #1 GRN/WHT B+ B+ General Description and
D5 Ignition Control Module RED/BLK — — General Description and
(ICM) Input Operation
D7 VSS Input BLU/BLK — — Chassis Electrical
D8 Sensor Ground 5 V GRN 0.0 V 0.0 V Appropriate Sensor
Reference A Return
D9 Sensor Ground 5 V BLU/YEL 0.0 V 0.0 V Appropriate Sensor
Reference B Return
D11 Camshaft Position Sensor BLU 5.0 V 4.6 V General Description and
Input Operation, Camshaft
Position Sensor
D16 Bank 1 HO2S 2 Low GRN 0.0 V 0.1 V General Description and
PCM Pinout Table, 32–Pin White Connector – Row ”E”
TS23346

E1 Not Used — — — —
E2 Fan Control RED/GRN 0.0V B+ Chassis Electrical
E5 Ignition Feed BLK/YEL B+ B+ General Description and
Operation
E6 Exhaust Gas Recirculation YEL B+ Varies B+ Varies General Description and
(EGR) Valve Low Operation, EGR Control
E8 Throttle Position (TP) BLU 0.25 V 0.25 V General Description and
Sensor Input (0% = 0.25 V) (at idle) Operation, Throttle Position
(100% = 4.75 Sensor
V)
E9 Engine Coolant BLU/RED 2.3 V 2.1 V General Description and
Temperature (ECT) (O V = (5 V = –40°C) Operation, Engine Coolant
Sensor Input 151°C) Temperature (ECT) Sensor
E12 Rear Defogger Switch YEL/GRN B+ B+ Chassis Electrical
E13 Fuel Pump (FP) Relay PNK/WHT 0.0 V B+ On–Vehicle Service, Fuel
Control Pump Relay
E15 A/C Request (Thermo GRN/BLK 0.0 V 0.0 V Electric Cooling Fans
Relay)
E16 Ignition Feed RED/BLU B+ B+ General Description and
Operation
PCM Pinout Table, 32–Pin White Connector – Row ”F”
TS23346

F1 Not Used — — — —
F8 Manifold Absolute GRY ~4.7 V ~1.1 V General Description and
Pressure (MAP) Sensor (0 V = 10kPa) (5 V = Operation, Manifold Absolute
Input 104kPa) Pressure
F12 DLC (Digital Input) — — — Class 2 Serial Data
F13 Injector ”C” Cylinder #4 GRN B+ B+ General Description and
F16 Ignition Feed RED/BLU B+ B+ General Description and
Operation
COMPONENT LOCATOR
755RX008
010RX001
028RX001
Engine Component Locator Table

Number Name Location
1 Engine Coolant Temperature (ECT) Sensor Rear of engine, near ignition coils
2 Linear Exhaust Gas Recirculation (EGR) Valve On the left rear of the engine at the bulkhead
3 Heated Oxygen Sensor (HO2S), Bank 1, On the exhaust pipe, left side of engine,
Sensor 1 immediately behind the exhaust manifold
4 Air Cleaner Left front of the engine bay
5 Intake Air Temperature (IAT) Sensor On the intake air duct near the air cleaner
6 Camshaft Position (CMP) Sensor Inside the front cover assembly
7 Positive Crankcase Ventilation (PCV) Port On the right front corner of the valve cover
8 Fuel Pressure Regulator On the forward end of the fuel rail, to the right of
the PVC port
9 Throttle Body Between the intake air duct and the intake
manifold
10 Fuse/Relay Box Along the inside of the right fender
11 Throttle Position (TP) Sensor On the front of the throttle body
12 Idle Air Control (IAC) Valve On the rear of the throttle body
13 EVAP Canister Vent Solenoid At the right rear of the engine, behind the Throttle
body
14 Ignition Control Module (ICM) Mounted on a heat sink on the lower right side of
the engine block, above the starter motor
15 Manifold Absolute Pressure (MAP) Sensor Bolted to the front edge of the intake manifold,
under the fuel rail
Undercarriage Component Locator Table

Name Location
Fuel Pump Assembly Installed in the top of the fuel tank
EVAP Canister Behind rear axle, near fuel tank filler nozzle
EVAP Canister Purge Valve Solenoid Behind rear axle, near fuel tank filler nozzle
Heated Oxygen Sensor (HO2S) Bank 1, Threaded into the exhaust pipe behind the catalytic converter
Sensor 2
Vehicle Speed Sensor (VSS) Protrudes from the right side of the transmission housing, near the
output shaft
Crankshaft Position (CKP) Sensor Lower left hand front of engine, behind power steering pump bracket
Fuse And Relay Panel (Underhood

Electrical Center)
Underhood (U/H) Fuse and Relay Panel
755RX009
DIAGNOSIS Strategy–Based 3. Use a check sheet or other method to identify the

circuit or electrical system component.
Diagnostics 4. Follow the suggestions for intermittent diagnosis
found in the service documentation.
Strategy–Based Diagnostics Most Scan Tools, such as the Tech 2, have
The strategy–based diagnostic is a uniform approach to data–capturing capabilities that can assist in detecting
repair all Electrical/Electronic (E/E) systems. The intermittents.
diagnostic flow can always be used to resolve an E/E
system problem and is a starting point when repairs are No Trouble Found
necessary. The following steps will instruct the technician This condition exists when the vehicle is found to operate
how to proceed with a diagnosis: normally. The condition described by the customer may
1. Verify the customer complaint. be normal. Verify the customer complaint against another
f To verify the customer complaint, the technician vehicle that is operating normally. The condition may be
should know the normal operation of the system. intermittent. Verify the complaint under the conditions
2. Perform preliminary checks. described by the customer before releasing the vehicle.
f Conduct a thorough visual inspection. 1. Re–examine the complaint.
When the complaint cannot be successfully found or
f Review the service history.
isolated, a re–evaluation is necessary. The complaint
f Detect unusual sounds or odors. should be re–verified and could be intermittent as
defined in Intermittents, or could be normal.
f Gather diagnostic trouble code information to
achieve an effective repair. 2. Repair and verify.
3. Check bulletins and other service information. After isolating the cause, the repairs should be made.
Validate for proper operation and verify that the
f This includes videos, newsletters, etc. symptom has been corrected. This may involve road
4. Refer to service information (manual) system testing or other methods to verify that the complaint
check(s). has been resolved under the following conditions:
f ”System checks” contain information on a system f Conditions noted by the customer.
that may not be supported by one or more DTCs.
System checks verify proper operation of the f If a DTC was diagnosed, verify a repair by
system. This will lead the technician in an organized duplicating conditions present when the DTC was
approach to diagnostics. set as noted in the Failure Records or Freeze
Frame data.
5. Refer to service diagnostics.
DTC Stored Verifying Vehicle Repair

Verification of the vehicle repair will be more
Follow the designated DTC chart exactly to make an
comprehensive for vehicles with OBD II system
effective repair.
diagnostics. Following a repair, the technician should
No DTC perform the following steps:
Select the symptom from the symptom tables. Follow the IMPORTANT: Follow the steps below when you verify
diagnostic paths or suggestions to complete the repair. repairs on OBD II systems. Failure to follow these steps
could result in unnecessary repairs.
You may refer to the applicable component/system check
in the system checks. 1. Review and record the Failure Records and the
Freeze Frame data for the DTC which has been
No Matching Symptom diagnosed (Freeze Fame data will only be stored for
an A or B type diagnostic and only if the MIL (”Check
1. Analyze the complaint.
Engine” lamp) has been requested).
2. Develop a plan for diagnostics.
2. Clear the DTC(s).
3. Utilize the wiring diagrams and the theory of
3. Operate the vehicle within conditions noted in the
operation.
Failure Records and Freeze Frame data.
Combine technician knowledge with efficient use of the
available service information. 4. Monitor the DTC status information for the DTC which
has been diagnosed until the diagnostic test
Intermittents associated with that DTC runs.
Conditions that are not always present are called
intermittents. To resolve intermittents, perform the
following steps:
1. Observe history DTCs, DTC modes, and
freeze–frame data.
2. Evaluate the symptoms and the conditions described
by the customer.
GENERAL SERVICE Refueling

INFORMATION A new OBD II diagnostic was introduced in 1996 on some
vehicles. This diagnostic checks the integrity of the entire
evaporative emission system. If the vehicle is restarted
OBD II Serviceability Issues after refueling and the fuel cap is not secured correctly,
With the introduction of OBD II diagnostics across the the on–board diagnostic system will sense this as a
entire passenger car and light–duty truck market in 1996, system faultand turn on the MIL (”Check Engine” lamp)
illumination of the MIL (”Check Engine” lamp) due to a with a DTC P0440.
non–vehicle fault could lead to misdiagnosis of the
Vehicle Marshaling
vehicle, increased warranty expense and customer
dissatisfaction. The following list of non–vehicle faults The transportation of new vehicles from the assembly
does not include every possible fault and may not apply plant to the dealership can involve as many as 60 key
equally to all product lines. cycles within 2 to 3 miles of driving. This type of operation
contributes to the fuel fouling of the spark plugs and will
Fuel Quality turn on the MIL (”Check Engine” lamp) with a P0300
Fuel quality is not a new issue for the automotive industry, Misfire DTC.
but its potential for turning on the MIL (”Check Engine”
Poor Vehicle Maintenance
lamp) with OBD II systems is new.
Fuel additives such as ”dry gas” and ”octane enhancers” The sensitivity of OBD II diagnostics will cause the MIL
may affect the performance of the fuel. If this results in an (”Check Engine” lamp) to turn ON if the vehicle is not
incomplete combustion or a partial burn, it will show up as maintained properly. Restricted air filters, fuel filters, and
a Misfire DTC P0300. The Reid Vapor Pressure of the fuel crankcase deposits due to lack of oil changes or improper
can also create problems in the fuel system, especially oil viscosity can trigger actual vehicle faults that were not
during the spring and fall months when severe ambient previously monitored prior to OBD II. Poor vehicle
temperature swings occur. A high Reid Vapor Pressure maintenance can’t be classified as a ”non–vehicle fault”,
could show up as a Fuel Trim DTC due to excessive but with the sensitivity of OBD II diagnostics, vehicle
canister loading. High vapor pressures generated in the maintenance schedules must be more closely followed.
fuel tank can also affect the Evaporative Emission Severe Vibration
diagnostic as well. The Misfire diagnostic measures small changes in the
Using fuel with the wrong octane rating for vehicle may rotational speed of the crankshaft. Severe driveline
cause driveability problems. Many of the major fuel vibrations in the vehicle, such as caused by an excessive
companies advertise that using ”premium” gasoline will amount of mud on the wheels, can have the same effect
improve the performance of vehicle. Most premium fuels on crankshaft speed as misfire and therefore may set a
use alcohol to increase the octane rating of the fuel. Misfire DTC P0300.
Although alcohol–enhanced fuels may raise the octane Related System Faults
rating, the fuel’s ability to turn into vapor in cold
temperatures deteriorates. This may affect the starting Many of the OBD II system diagnostics will not run if the
ability and cold driveability of the engine. PCM detects a fault on a related system or component.
Low fuel levels can lead to fuel starvation, lean engine One example would be that if the PCM detected a Misfire
operation, and eventually engine misfire. fault, the diagnostics on the catalytic converter would be
suspended until the Misfire fault was repaired. If the
Non–OEM Parts Misfire fault was severe enough, the catalytic converter
All of the OBD II diagnostics have been calibrated to run could be damaged due to overheating and would never
with OEM parts. Something as simple as a set a Catalyst DTC until the Misfire fault was repaired and
high–performance exhaust system that affects exhaust the Catalyst diagnostic was allowed to run to completion.
system back pressure could potentially interfere with the If this happens, the customer may have to make two trips
operation of the EGR valve and thereby turn on the MIL to the dealership in order to repair the vehicle.
(”Check Engine” lamp). Small leaks in the exhaust
system near the post catalyst oxygen sensor can also Emissions Control Information Label
cause the MIL (”Check Engine” lamp) to turn on. The engine compartment ”Vehicle Emissions Control
Aftermarket electronics, such as transceiver, stereos, Information Label” contains important emission
and anti–theft devices, may radiate EMI into the control specifications and setting procedures. In the upper left
system if they are improperly installed. This may cause a corner is exhaust emission information. This identifies the
false sensor reading and turn on the MIL (”Check Engine” emission standard (Federal, California, or Canada) of the
lamp). engine, the displacement of the engine in liters, the class
Environment of the vehicle, and the type of fuel metering system. There
Temporary environmental conditions, such as localized is also an illustrated emission components and vacuum
flooding, will have an effect on the vehicle ignition system. hose schematic.
If the ignition system is rain–soaked, it can temporarily This label is located in the engine compartment of every
cause engine misfire and turn on the MIL (”Check Engine” vehicle. If the label has been removed it should be
lamp). replaced, it can be ordered from Isuzu Dealer ship.
Maintenance Schedule ON–BOARD

Refer to the Maintenance Schedule. DIAGNOSTIC (OBD II)
Visual/Physical Engine Compartment On–Board Diagnostic Tests
Inspection
A diagnostic test is a series of steps, the result of which is
Perform a careful visual and physical engine a pass or fail reported to the diagnostic executive. When a
compartment inspection when performing any diagnostic diagnostic test reports a pass result, the diagnostic
procedure or diagnosing the cause of an emission test executive records the following data:
failure. This can often lead to repairing a problem without
f The diagnostic test has been completed since the last
further steps. Use the following guidelines when ignition cycle.
performing a visual/physical inspection:
f The diagnostic test has passed during the current
f Inspect all vacuum hoses for pinches, cuts,
ignition cycle.
disconnection, and Droper routing.
f The fault identified by the diagnostic test is not
f Inspect hoses that are difficult to see behind other
currently active.
components.
When a diagnostic test reports a fail result, the diagnostic
f Inspect all wires in the engine compartment for proper executive records the following data:
connections, burned or chafed spots, pinched wires,
contact with sharp edges or contact with hot exhaust f The diagnostic test has been completed since the last
manifolds or pipes. ignition cycle.
f The fault identified by the diagnostic test is currently
Basic Knowledge Of Tools Required active.
f The fault has been active during this ignition cycle.
NOTE: Lack of basic knowledge of this powertrain when
performing diagnostic procedures could result in an f The operating conditions at the time of the failure.
incorrect diagnosis or damage to powertrain Remember, a fuel trim DTC may be triggered by a list of
components. Do not attempt to diagnose a powertrain vehicle faults. Make use of all information available (other
problem without this basic knowledge. DTCs stored, rich or lean condition, etc.) when
diagnosing a fuel trim fault.
A basic understanding of hand tools is necessary to
effectively use this section of the Service Manual. Comprehensive Component Monitor
SERIAL DATA COMMUNICATIONS Diagnostic Operation
Comprehensive component monitoring diagnostics are
Class II Serial Data Communications required to monitor emissions–related input and output
powertrain components. The CARB OBD II
Government regulations require that all vehicle Comprehensive Component Monitoring List Of
manufacturers establish a common communication Components Intended To illuminate The MIL is a list of
system. This vehicle utilizes the ”Class II” communication components, features or functions that could fall under
system. Each bit of information can have one of two this requirement.
lengths: long or short. This allows vehicle wiring to be
reduced by transmitting and receiving multiple signals Input Components:
over a single wire. The messages carried on Class II data Input components are monitored for circuit continuity and
streams are also prioritized. If two messages attempt to out–of–range values. This includes rationality checking.
establish communications on the data line at the same Rationality checking refers to indicating a fault when the
time, only the message with higher priority will continue. signal from a sensor does not seem reasonable, i.e.
The device with the lower priority message must wait. The Throttle Position (TP) sensor that indicates high throttle
most significant result of this regulation is that it provides position at low engine loads or MAP voltage). Input
Tech 2 manufacturers with the capability to access data components may include, but are not limited to the
from any make or model vehicle that is sold. following sensors:
The data displayed on the other Tech 2 will appear the f Vehicle Speed Sensor (VSS)
same, with some exceptions. Some Scan Tools will only f Crankshaft Position (CKP) sensor
be able to display certain vehicle parameters as values f Throttle Position (TP) sensor
that are a coded representation of the true or actual value.
f Engine Coolant Temperature (ECT) sensor
For more information on this system of coding, refer to
Decimal/Binary/Hexadecimal Conversions. On this f Camshaft Position (CMP) sensor
vehicle the Tech 2 displays the actual values for vehicle f Manifold Absolute Pressure (MAP) sensor
parameters. It will not be necessary to perform any In addition to the circuit continuity and rationality check
conversions from coded values to actual values. the ECT sensor is monitored for its ability to achieve a
steady state temperature to enable ”Closed Loop” fuel
control.
Output Components: System Status And Drive Cycle For
Output components are diagnosed for proper response to Satisfying Federal
control module commands. Components where Inspection/Maintenance (I/M 240)
functional monitoring is not feasible will be monitored for Regulations
circuit continuity and out–of–range values if applicable.
Output components to be monitored include, but are not I/M Ready Status means a signal or flag for each
limited to the following circuit: emission system test that had been set in the PCM. I/M
Ready Status indicates that the vehicle on–board
f Idle Air Control (IAC) Motor
emissions diagnostics have been run. I/M Ready Status
f EVAP Canister Purge Valve Solenoid is not concerned whether the emission system passed or
f A/C relays failed the test, only that on–board diagnosis is complete.
f Cooling fan relay(s) Not all vehicles use all possible I/M flags.
f VSS output
Common OBD II Terms
f MIL control
f Cruise control inhibit Diagnostic
Refer to PCM and Sensors in General Descriptions. When used as a noun, the word diagnostic refers to any
on–board test run by the vehicle’s Diagnostic
Passive and Active Diagnostic Tests
Management System. A diagnostic is simply a test run on
A passive test is a diagnostic test which simply monitors a a system or component to determine if the system or
vehicle system or component. Conversely, an active test, component is operating according to specification. There
actually takes some sort of action when performing are many diagnostics, shown in the following list:
diagnostic functions, often in response to a failed passive f Misfire
test. For example, the EGR diagnostic active test will
force the EGR valve open during closed throttle decel f Oxygen sensors
and/or force the EGR valve closed during a steady state. f Oxygen sensor heaters
Either action should result in a change in manifold f EGR
pressure. f Catalyst monitoring
Intrusive Diagnostic Tests Enable Criteria
This is any on–board test run by the Diagnostic The term ”enable criteria” is engineering language for the
Management System which may have an effect on conditions necessary for a given diagnostic test to run.
vehicle performance or emission levels. Each diagnostic has a specific list of conditions which
Warm–Up Cycle must be met before the diagnostic will run. ”Enable
A warm–up cycle means that engine at temperature must criteria” is another way of saying ”conditions required”.
reach a minimum of 70°C (160°F) and rise at least 22°C The enable criteria for each diagnostic is listed on the first
(40°F) over the course of a trip. page of the DTC description in Section 6E1 under the
Freeze Frame heading ”Conditions for Setting the DTC”. Enable criteria
varies with each diagnostic, and typically includes, but is
Freeze Frame is an element of the Diagnostic not limited to the following items:
Management System which stores various vehicle
f engine speed
information at the moment an emissions–related fault is
stored in memory and when the MIL is commanded on. f vehicle speed
These data can help to identify the cause of a fault. Refer f ECT
to Storing And Erasing Freeze Fame Data for more f MAP
detailed information. f barometric pressure
Failure Records f IAT
Failure Records data is an enhancement of the OBD II f TP
Freeze Frame feature. Failure Records store the same
f high canister purge
vehicle information as does Freeze Frame, but it will store
that information for any fault which is stored in on–board f fuel trim
memory, while Freeze Frame stores information only for f A/C ON
emission–related faults that command the MIL ON.
Trip There is a continuous self–diagnosis on certain control

Technically, a trip is a key on–run–key off cycle in which all functions. This diagnostic capability is complimented by
the enable criteria for a given diagnostic are met, allowing the diagnostic procedures contained in this manual. The
the diagnostic to run. Unfortunately, this concept is not language of communicating the source of the malfunction
quite that simple. A trip is official when all the enable is a system of diagnostic trouble codes. When a
criteria for a given diagnostic are met. But because the malfunction is detected by the control module, a
enable criteria vary from one diagnostic to another, the diagnostic trouble code is set and the Malfunction
definition of trip varies as well. Some diagnostics are run Indicator Lamp (MIL) (”Check Engine” lamp) is
when the vehicle is at operating temperature, some when illuminated.
the vehicle first starts up; some require that the vehicle be Malfunction Indicator Lamp (MIL)
cruising at a steady highway speed, some run only when The Malfunction Indicator Lamp (MIL) looks the same as
the vehicle is at idle; some diagnostics function with the the MIL you are already familiar with (”Check Engine”
TCC disabled. Some run only immediately following a lamp). However, OBD II requires that it illuminate under a
cold engine start–up. strict set of guide lines.
A trip then, is defined as a key on–run–key off cycle in Basically, the MIL is turned ON when the PCM detects a
which the vehicle was operated in such a way as to satisfy DTC that will impact the vehicle emissions.
the enabling criteria for a given diagnostic, and this The MIL is under the control of the Diagnostic Executive.
diagnostic will consider this cycle to be one trip. However, The MIL will be turned ON if an emissions–related
another diagnostic with a different set of enable criteria diagnostic test indicates a malfunction has occurred. It
(which were not met) during this driving event, would not will stay ON until the system or component passes the
consider it a trip. No trip will occur for that particular same test, for three consecutive trips, with no
diagnostic until the vehicle is driven in such a way as to emissions–related faults.
meet all the enable criteria. If the vehicle is experiencing a misfire malfunction which
may cause damage to the Three–Way Catalytic
The Diagnostic Executive Converter (TWC), the MIL will flash once per second.
The Diagnostic Executive is a unique segment of This will continue until the vehicle is outside of speed and
software which is designed to coordinate and prioritize load conditions which could cause possible catalyst
the diagnostic procedures as well as define the protocol damage, and the MIL will stop flashing and remain ON
for recording and displaying their results. The main steady.
responsibilities of the Diagnostic Executive are listed as Extinguishing the MIL
follows:
When the MIL is ON, the Diagnostic Executive will turn
f Commanding the MIL (”Check Engine” lamp) ON and
OFF the MIL after three (3) consecutive trips that a ”test
OFF
passed” has been reported for the diagnostic test that
f DTC logging and clearing originally caused the MIL to illuminate.
f Freeze Frame data for the first emission related DTC Although the MIL has been turned OFF, the DTC will
recorded remain in the PCM memory (both Freeze Frame and
f Non–emission related Service Lamp (future) Failure Records) until forty(40) warm–up cycles after no
f Operating conditions Failure Records buffer, (the faults have been completed.
number of records will vary) If the MIL was set by either a fuel trim or misfire–related
f Current status information on each diagnostic DTC, additional requirements must be met. In addition to
the requirements stated in the previous paragraph, these
f System Status (I/M ready) requirements are as follows:
The Diagnostic Executive records DTCs and turns ON f The diagnostic tests that are passed must occur with
the MIL when emission–related faults occur. It can also 375 RPM of the RPM data stored at the time the last
turn OFF the MIL if the conditions cease which caused the test failed.
DTC to set.
f Plus or minus ten (10) percent of the engine load that
Diagnostic Information was stored at the time the last test failed.
The diagnostic charts and functional checks are designed f Similar engine temperature conditions (warmed up or
to locate a faulty circuit or component through a process warming up) as those stored at the time the last test
of logical decisions. The charts are prepared with the failed.
requirement that the vehicle functioned correctly at the Meeting these requirements ensures that the fault which
time of assembly and that there are no multiple faults turned on the MIL has been corrected.
present. The MIL (”Check Engine” lamp) is on the instrument panel
and has the following functions:
f It informs the driver that a fault that affects vehicle
emission levels has occurred and that the vehicle
should be taken for service as soon as possible.
f As a bulb and system check, the MIL will come ON
with the key ON and the engine not running. When the
engine is started, the MIL will turn OFF.
f When the MIL remains ON while the engine is f Does not store a Freeze Frame
running, or when a malfunction is suspected due to a f Stores Fail Record when test fails
driveability or emissions problem, a Powertrain
f Updates the Fail Record each time the diagnostic
On–Board Diagnostic (OBD) System Check must be
test fails
performed. The procedures for these checks are
given in On–Board Diagnostic (OBD II) System IMPORTANT: Only four Fail Records can be stored.
Check. These checks will expose faults which may Each Fail Record is for a different DTC. It is possible that
not be detected if other diagnostics are performed there will not be Fail Records for every DTC if multiple
first. DTCs are set.
Special Cases of Type B Diagnostic Tests
DTC Types
Unique to the misfire diagnostic, the Diagnostic Executive
Each DTC is directly related to a diagnostic test. The has the capability of alerting the vehicle operator to
Diagnostic Management System sets DTC based on the potentially damaging levels of misfire. If a misfire
failure of the tests during a trip or trips. Certain tests must condition exists that could potentially damage the
fail two (2) consecutive trips before the DTC is set. The catalytic converter as a result of high misfire levels, the
following are the four (4) types of DTCs and the Diagnostic Executive will command the MIL to “flash” at a
characteristics of those codes: rate of once per second during those the time that the
f Type A catalyst damaging misfire condition is present.
f Emissions related Fuel trim and misfire are special cases of Type B
f Requests illumination of the MIL of the first trip with a diagnostics. Each time a fuel trim or misfire malfunction is
fail detected, engine load, engine speed, and engine coolant
f Stores a History DTC on the first trip with a fail temperature are recorded.
When the ignition is turned OFF, the last reported set of
f Stores a Freeze Frame (if empty)
conditions remain stored. During subsequent ignition
f Stores a Fail Record cycles, the stored conditions are used as a reference for
f Updates the Fail Record each time the diagnostic similar conditions. If a malfunction occurs during two
test fails consecutive trips, the Diagnostic Executive treats the
f Type B failure as a normal Type B diagnostic, and does not use
f Emissions related the stored conditions. However, if a malfunction occurs on
two non–consecutive trips, the stored conditions are
f ”Armed” after one (1) trip with a fail
compared with the current conditions. The MIL will then
f ”Disarmed” after one (1) trip with a pass illuminate under the following conditions:
f Requests illumination of the MIL on the second f When the engine load conditions are within 10% of
consecutive trip with a fail the previous test that failed.
f Stores a History DTC on the second consecutive trip f Engine speed is within 375 rpm, of the previous test
with a fail (The DTC will be armed after the first fail) that failed.
f Stores a Freeze Frame on the second consecutive f Engine coolant temperature is in the same range as
trip with a fail (if empty) the previous test that failed.
f Stores a Fail Record when the first test fails (not Storing and Erasing Freeze Frame Data and Failure
dependent on consecutive trip fails) Records
f Updates the Fail Record each time the diagnostic Government regulations require that engine operating
test fails conditions be captured whenever the MIL is illuminated.
(Some special conditions apply to misfire and fuel trim The data captured is called Freeze Frame data. The
DTCs) Freeze Frame data is very similar to a single record of
f Type C (if the vehicle is so equipped) operating conditions. Whenever the MIL is illuminated,
f Non–Emissions related the corresponding record of operating conditions is
f Requests illumination of the Service Lamp or the recorded to the Freeze Frame buffer.
service message on the Drive Information Center Freeze Frame data can only be overwritten with data
(DIC) on the first trip with a fail associated with a misfire or fuel trim malfunction. Data
f Stores a History DTC on the first trip with a fail from these faults take precedence over data associated
with any other fault. The Freeze Frame data will not be
f Does not store a Freeze Frame
erased unless the associated history DTC is cleared.
f Stores Fail Record when test fails Each time a diagnostic test reports a failure, the current
f Updates the Fail Record each time the diagnostic engine operating conditions are recorded in the Failure
test fails Records buffer. A subsequent failure will update the
f Type D. (Type D non–emissions related are not recorded operating conditions. The following operating
utilized on certain vehicle applications). conditions for the diagnostic test which failed typically
f Non–Emissions related include the following parameters:
f Does not request illumination of any lamp f Air Fuel Ratio
f Stores a History DTC on the first trip with a fail f Air Flow Rate
f Fuel Trim information which will aid in repairing the vehicle. Some
f Engine Speed Scan Tools will display encoded messages which will aid
f Engine Load in determining the nature of the concern. The method of
encoding involves the use of a two additional numbering
f Engine Coolant Temperature systems: Binary and Hexadecimal.
f Vehicle Speed The binary number system has a base of two numbers.
f TP Angle Each digit is either a 0 or a 1. A binary number is an eight
f MAP/BARO digit number and is read from right to left. Each digit has a
f Injector Base Pulse Width position number with the farthest right being the 0 position
and the farthest left being the 7 position. The 0 position,
f Loop Status when displayed by a 1, indicates 1 in decimal. Each
Intermittent Malfunction Indicator Lamp position to the left is double the previous position and
In the case of an ”intermittent” fault, the MIL (”Check added to any other position values marked as a 1.
Engine” lamp) may illuminate and then (after three trips) A hexadecimal system is composed of 16 different alpha
go OFF. However, the corresponding diagnostic trouble numeric characters. The alpha numeric characters used
code will be stored in the memory. When unexpected are numbers 0 through 9 and letters A through F. The
diagnostic trouble codes appear, check for an intermittent hexadecimal system is the most natural and common
malfunction. approach for Scan Tool manufacturers to display data
A diagnostic trouble code may reset. Consult the represented by binary numbers and digital code.
”Diagnostic Aids” associated with the diagnostic trouble
code. A physical inspection of the applicable sub–system Verifying Vehicle Repair
most often will resolve the problem. Verification of vehicle repair will be more comprehensive
Data Link Connector (DLC) for vehicles with OBD II system diagnostics. Following a
repair, the technician should perform the following steps:
The provision for communicating with the control module
is the Data Link Connector (DLC). It is located at the lower 1. Review and record the Fail Records and/or Freeze
left of the instrument panel. The DLC is used to connect to Frame data for the DTC which has been diagnosed
the Tech 2 Scan tool. Some common uses of the Tech 2 (Freeze Frame data will only be stored for an A or B
are listed below: type diagnostic and only if the MIL has been
requested).
f Identifying stored Diagnostic Trouble Codes (DTCs)
2. Clear DTC(s).
f Clearing DTCs
3. Operate the vehicle within conditions noted in the Fail
f Performing output control tests Records and/or Freeze Frame data.
f Reading serial data 4. Monitor the DTC status information for the DTC which
associated with that DTC runs.
Following these steps are very important in verifying
repairs on OBD II systems. Failure to follow these steps
Reading Diagnostic Trouble Codes Using

A Tech 2 Scan Tool
The procedure for reading diagnostic trouble code(s) is to
use a diagnostic Scan tool. When reading DTC(s), follow
instructions supplied by tool manufacturer.
Clearing Diagnostic Trouble Codes
IMPORTANT: Do not clear DTCs unless directed to do
so by the service information provided for each diagnostic
procedure. When DTCs are cleared, the Freeze Frame
and Failure Record data which may help diagnose an
intermittent fault will also be erased from memory.
If the fault that caused the DTC to be stored into memory
TS24064 has been corrected, the Diagnostic Executive will begin to
count the ”warm–up” cycles with no further faults
Decimal/Binary/Hexadecimal Conversions detected, the DTC will automatically be cleared from the
Beginning in 1996, Federal Regulations require that all PCM memory.
auto manufacturers selling vehicles in the United States To clear Diagnostic Trouble Codes (DTCs), use the
provide Scan tool manufacturers with software diagnostic Scan tool ”clear DTCs” or ”clear information”
information to display vehicle operating parameters. All function. When clearing DTCs follow instructions
Scan tool manufacturers will display a variety of vehicle supplied by the tool manufacturer.
When a Tech 2 is not available, DTCs can also be cleared f The negative battery cable. (Disconnecting the
by disconnecting one of the following sources for at least negative battery cable will result in the loss of other
thirty (30) seconds. on–board memory data, such as preset radio tuning).
NOTE: To prevent system damage, the ignition key must Tech 2
be OFF when disconnecting or reconnecting battery From 98 MY, Isuzu dealer service departments are
power. recommended to use the Tech 2 scan tool. Please refer to
f The power source to the control module. Examples: the Tech 2 user guide.
fuse, pigtail at battery PCM connectors etc.
901RW180
Legend (3) SAE 16/19 Adaptor

(1) PCMCIA Card (4) DLC Cable
(2) R232 Loop Back Connector (5) Tech 2
Tech 2 Features 6. Turn on the vehicle ignition.

1. Tech 2 is a 12 volt system. Do not apply 24 volt. 7. Power the Tech 2 ON and Verify the Tech 2 power up
display.
2. After connecting and/or installing, the Vehicle
Communications Interface (VCI) module, PCMCIA
card and DLC connector to the Tech 2, connect the
tool to the vehicle DLC.
3. Make sure the Tech 2 is powered OFF when
removing or installing the PCMCIA card.
4. The PCMCIA card has a capacity of 10 Megabytes
which is 10 times greater than the memory of the Tech
1 Mass Storage Cartridge.
5. The Tech 2 has the capability of two snapshots.
6. The PCMCIA card is sensitive to magnetism and
static electricity, so care should be taken in the
handling of the card.
7. The Tech 2 can plot a graph when replaying a
snapshot.
8. Always return to the Main Menu by pressing the EXIT
key several times before shutting down.
9. To clear Diagnostic Trouble Codes (DTCs), open
Application Menu and press “F1: Clear DTC Info”.
060RW009
Getting Started NOTE: The RS232 Loop back connector is only to use for
f Before operating the Isuzu PCMCIA card with the diagnosis of Tech 2 and refer to user guide of the Tech 2.
Tech 2, the following steps must be performed:
1. The Isuzu 98 System PCMCIA card (1) inserts into
the Tech 2 (5).
(4).
3. Connect the DLC cable to the Tech 2 (5)
DLC.
740RW060
Operating Procedure (Example)

The power up screen is displayed when you power up the
tester with the Isuzu system PCMCIA card. Follow the
operating procedure below.
060RX058
060RX060
Menu
f The following table shows which functions are used
for the available equipment versions.
060RW223
The following is a brief description of each of the sub

menus in DTC Info and DTC. The order in which they
060RW224
appear here is alphabetical and not necessarily the way
they will appear on the Tech 2.
DTC Modes
DTC Information Mode
Use the DTC info mode to search for a specific type of
stored DTC information. There are six choices. The
service manual may instruct the technician to test for
DTCs in a certain manner. Always follow published
service procedures.
060RW229
On OBD II vehicles there are five options available in Tech

2 DTC mode to display the enhanced information
available. After selecting DTC, the following menu
appears:
f DTC Info
060RW221
f Freeze Frame
DTC Status
f Fail Records (not all applications)
This selection will display any DTCs that have not run
f Clear Info during the current ignition cycle or have reported a test
failure during this ignition up to a maximum of 33 DTCs.
DTC tests which run and pass will cause that DTC
number to be removed from Tech 2 screen.
Fail This Ignition
This selection will display all DTCs that have failed during
the present ignition cycle.
History
This selection will display only DTCs that are stored in the
PCM’s history memory. It will display all type A and B
DTCs that have requested the MIL and have failed within
the last 40 warm-up cycles. In addition, it will display all
type C and type D DTCs that have failed within the last 40
warm-up cycles.
Last Test Failed
This selection will display only DTCs that have failed the
last time the test run. The last test may have run during a
previous ignition cycle if a type A or type B DTC is
displayed. For type C and type D DTCs, the last failure
must have occurred during the current ignition cycle to
appear as Last Test Fail.
MILSVC or Message Request
This selection will display only DTCs that are requesting
the MIL. Type C and type D DTCs cannot be displayed
using this option. This selection will report type B DTCs
only after the MIL has been requested. 060RW228
Not Run Since Code Cleared 4. Select F0:Lamps Test in the Miscellaneous Test.
This option will display up to 33 DTCs that have not run
since the DTCs were last cleared. Since any displayed
DTCs have not run, their condition (passing or failing) is
unknown.
Test Failed Since Code Cleared
This selection will display all active and history DTCs that
have reported a test failure since the last time DTCs were
cleared. DTCs that last failed more than 40 warm-up
cycles before this option is selected will not be displayed.
Miscellaneous Test
This test consists of eight menus-Lights, Relays, EVAP,
IAC System, Fuel System, EGR Control, Variable Intake
Manifold Solenoid, and Injector Balance Tests.
In these tests, Tech 2 sends operating signals to the
systems to confirm their operations thereby to judge the
normality of electric circuits.
To judge intermittent trouble,
1. Confirm DTC freeze frame data, and match the
060RX043
freeze frame data as test conditions with the data list
displayed by Miscellaneous Test.
2. Confirm DTC setting conditions, and match the
setting conditions as test conditions with the data list
3. Refer to the latest Service Bulletin.
Check to see if the Latest software is released or not.
And then Down Load the LATEST PROGRAMMED
SOFTWARE to the replacement PCM.
Lamps Test
This test is conducted check MIL and Low Fuel Lamp for
its working.
Tech2 must be used for this test.
Test Procedure:
1. Connect Tech 2 to the vehicle DLC.
2. Run the Engine at idle.
3. Select F3: Miscellaneous Test in the Application
Menu.
060RX044
5. Select F0:Malfunction Indicator Lamp. Select F2:Low Fuel Lamp
060RX019 060RX020
6. Push “On” soft key. 10. Push “On” soft key.

7. Make sure Lamp illuminates. 11. Make sure Lamp illuminates.
8. If lamp illuminates, the Lamp is operating correctly. 12. If Lamp illuminates, the Lamp is operaing correctly.
9. Select F1:Up Shift Lamp
Relays Test
This test is conducted to check Fuel Pump Relay, A/C
Clutch Low Fan and High Fan for prepor operation.
Tech 2 must be used for this test.
Test Procedure:
2. Ignition SW is “On”.
Menu.
060RX045
060RW228
4. Select F1:Relay Test in the Miscellaneous Test. 6. Push “On” soft key.
060RX046 060RX022
5. Select F0:Fuel Pump Relay. 7. Control Fuel Pump Relay and check a data list.
8. If the data list chenges, the Fuel Pump Relay is
normal.
9. Select F1:A/C Clutch Relay.
10. *Run the Engine at idle.
11. Turn on Air Condtioning.
060RX047
060RX023
12. Push “On” and “Off” of soft key.

13. Control A/C Clutch Relay and check a data list.
14. If the data list changes, the A/C Clutch Relay is
normal.
15. Select F2: Low Fan Relay. EVAP Test

This test is conducted check EVAP system for its working.
Test Procedure:
Menu.
060RX048

17. Control Low Fan Relay and check a data list.
18. If the data list changes, the Low Fan Relay is normal.
19. Run the Fan Motor.
20. Select F3: High Fan Relay.
060RW228
4. Select F2:EVAP Test in the Miscellaneous Test.
060RX049

22. Control High Fan Relay and check a data list.
If the data list changes, the High Fan Relay is normal. 060RX050
23. Run the Fan Motor.

5. Select F0: Purge Solenoid. 10. Select F1:EVAP Vent Solenoid.
060RX025 060RX025
6. Push “Decrease” or “Increase” soft key. 11. Push “On” or “Off” of soft key.
060RX026 060RX027
7. Control EVAP Purge Solenoid and check a data list. 12. Control EVAP Vent Solenoid and check a data list.
8. If the data list changes, the purge Solenoid is normal. 13. If the data list changes, the EVAP Vent Solenoid is
Ignition SW is “On”. normal.
9. Turn engine off, turn ignition SW “On”.
Idle Air Control System Test
This test is conducted check to IAC system for proper
operation.
Test Procedure:
3. Select F3: Miscellaneous Test in the Application 5. Select F1: IAC Control Test.
Menu.
060RX052
060RW228 6. Push “Increase” or “Decrease” soft key.

4. Select F3: IAC System Test in the Miscellaneous 7. Control IAC system and check a data list.
Test.
f F0: IAC Control
060RX051
060RX015
8. Select F1: IAC Reset.

9. Push “Reset IAC” soft key.
10. Control IAC Reset and check data list.
11. If data list changes, the IAC has been Reset. 4. Select F4: Fuel System in the Miscellaneous Menu.
060RW231–1 060RX053
5. Select F1: Fuel Gauge Level

Fuel System Test
This test is conducted check Fuel Level Gauge for proper
operation.
Test Procedure:
Menu.
060RX028
060RW228
6. Push “Decrease” or “Increase” of soft key. 10. Push “Reset” of soft key.
060RX030 060RX029
7. Control Fuel Level and check data list.

8. If data list changes, the Fuel Gauge Level is normal.
EGR Control Test
9. Select F0: Fuel Trim Reset. This test is conducted check EGR valve for proper
operation.
Test Procedure:
Menu.
060RX028
060RW228
4. Select F5: EGR Control Test in the Miscellaneous 3. Select F3: Miscellaneous Test in the Application
Test. Menu.
060RX054 060RW228
5. Control EGR Valve and check data list. 4. Select F6: Injector Balance Test in the Miscellaneous
Test.
060RX017
6. If the change, the EGR Control is normal. 060RX055
Injector Balance Test

This test is conducted to make sure the appropriate
electric signals are being sent to injectors Nos. 1–6.
Test Procedure:
5. Select injector number and push “injector off” of soft Plotting Snapshot Graph
key.
This test selects several necessary items from the data
list to plot graphs and makes data comparison on a long
term basis. It is an effective test particularly in emission
related evaluations.
060RW230–1
6. Make sure of engine speed change.

7. If engine speed changes, the injector electric circuit is
normal. 060RX037
If engine speed does not change, the injector electric For trouble diagnosis, you can collect graphic data (snap
circuit or the injector itself is not normal. shot) directly from the vehicle. You can replay the
snapshot data as needed. There fore, accurate diagnosis
is possible, even though the vehicle is not available.
Plotting Graph Flow Chart (Plotting graph after obtaining vehicle information)
060RX041
Flow Chart for Snapshot Replay (Plotting Graph)
060RX040
PRIMARY SYSTEM–BASED operation and to allow accurate catalyst monitoring. The

oxygen sensor heater greatly decreases the amount of
DIAGNOSTICS time required for fuel control sensor (HO2S 1) to become
active. Oxygen sensor heaters are required by the
Primary System–Based Diagnostics catalyst monitor sensor (HO2S 2) to maintain a
There are primary system–based diagnostics which sufficiently high temperature which allows accurate
evaluate system operation and its effect on vehicle exhaust oxygen content readings further away from the
emissions. The primary system–based diagnostics are engine.
listed below with a brief description of the diagnostic
function: Catalyst Monitor Heated Oxygen Sensors
Oxygen Sensor Diagnosis And Diagnostic Operation
The fuel control heated oxygen sensor (HO2S 1) is
diagnosed for the following conditions:
f Heater performance (time to activity on cold start)
f Slow response
f Response time (time to switch R/L or L/R)
f Inactive signal (output steady at bias voltage –
approx. 450 mV)
f Signal fixed high
f Signal fixed low
The catalyst monitor heated oxygen sensor (HO2S 2) is
diagnosed for the following conditions:
f Heater performance (time to activity on cold start).
f Signal fixed low during steady state conditions or
power enrichment (hard acceleration when a rich
mixture should be indicated).
f Signal fixed high during steady state conditions or
deceleration mode (deceleration when a lean mixture
should be indicated).
TS24067
f Inactive sensor (output steady at approx. 438 mV). To control emissions of hydrocarbons (HC), carbon
If the oxygen sensor pigtail wiring, connector or terminal monoxide (CO), and oxides of nitrogen (NOx), a
are damaged, the entire oxygen sensor assembly must three–way catalytic converter is used. The catalyst within
be replaced. DO NOT attempt to repair the wiring, the converter promotes a chemical reaction which
connector or terminals. In order for the sensor to function oxidizes the HC and CO present in the exhaust gas,
properly, it must have clean reference air provided to it. converting them into harmless water vapor and carbon
This clean air reference is obtained by way of the oxygen dioxide. The catalyst also reduces NOx, converting it to
sensor wire(s). Any attempt to repair the wires, connector nitrogen. The PCM has the ability to monitor this process
or terminals could result in the obstruction of the using the pre–catalyst and post–catalyst heated oxygen
reference air and degrade oxygen sensor performance. sensors. The pre–catalyst sensor produces an output
Refer to On–Vehicle Service, Heated Oxygen Sensors. signal which indicates the amount of oxygen present in
the exhaust gas entering the three–way catalytic
Fuel Control Heated Oxygen Sensors converter. The post–catalyst sensor produces an output
The main function of the fuel control heated oxygen signal which indicates the oxygen storage capacity of the
sensors is to provide the control module with exhaust catalyst; this in turn indicates the catalyst’s ability to
stream oxygen content information to allow proper fueling convert exhaust gases efficiently. If the catalyst is
and maintain emissions within mandated levels. After it operating efficiently, the pre–catalyst signal will be far
reaches operating temperature, the sensor will generate more active than that produced by the post–catalyst
a voltage, inversely proportional to the amount of oxygen sensor.
present in the exhaust gases. The control module uses In addition to catalyst monitoring, the heated oxygen
the signal voltage from the fuel control heated oxygen sensors have a limited role in controlling fuel delivery. If
sensors while in ”Closed Loop” to adjust fuel injector the sensor signal indicates a high or low oxygen content
pulse width. While in ”Closed Loop”, the PCM can adjust for an extended period of time while in ”Closed Loop”, the
fuel delivery to maintain an air/fuel ratio which allows the PCM will adjust the fuel delivery slightly to compensate.
best combination of emission control and driveability. The f For the 2.2L engine, the pre–catalyst monitor sensor
fuel control heated oxygen sensors are also used to is designated Bank 1 HO2S 1. The post–catalyst
determine catalyst efficiency. sensor is Bank 1 HO2S 2.
HO2S Heater Catalyst Monitor Outputs
Heated oxygen sensors are used to minimize the amount The catalyst monitor diagnostic is sensitive to the
of time required for ”Closed Loop” fuel control to begin following conditions:
f Exhaust leaks MISFIRE MONITOR DIAGNOSTIC

f HO2S contamination OPERATION
f Alternate fuels
Exhaust system leaks may cause the following: Misfire Monitor Diagnostic Operation
f Preventing a degraded catalyst from failing the The misfire monitor diagnostic is based on crankshaft
diagnostic. rotational velocity (reference period) variations. The PCM
f Causing a false failure for a normally functioning determines crankshaft rotational velocity using the
catalyst. crankshaft position sensor and camshaft position sensor.
f Preventing the diagnostic from running. When a cylinder misfires, the crankshaft slows down
Some of the contaminants that may be encountered are momentarily. By monitoring the crankshaft and camrhaft
phosphorus, lead, silica, and sulfur. The presence of position sensor signals, the PCM can calculate when a
these contaminants will prevent the TWC diagnostic from misfire occurs.
functioning properly. For a non–catalyst damaging misfire, the diagnostic will
Three–Way Catalyst Oxygen Storage Capacity be required to monitor a misfire present for between
1000–3200 engine revolutions.
The Three–Way catalyst (TWC) must be monitored for
For catalyst–damaging misfire, the diagnostic will
efficiency. To accomplish this, the control module
respond to misfire within 200 engine revolutions.
monitors the pre–catalyst HO2S and post–catalyst HO2S
Rough roads may cause false misfire detection. A rough
oxygen sensors. When the TWC is operating properly,
road will cause torque to be applied to the drive wheels
the post–catalyst oxygen sensor will have significantly
and drive train. This torque can intermittently decrease
less activity than the pre–catalyst oxygen sensor. The
the crankshaft rotational velocity. This may be falsely
TWC stores and releases oxygen as needed during its
detected as a misfire.
normal reduction and oxidation process. The control
module will calculate the oxygen storage capacity using Misfire Counters
the difference between the pre–catalyst and post catalyst
oxygen sensor’s voltage levels. If the activity of the Whenever a cylinder misfires, the misfire diagnostic
post–catalyst oxygen sensor approaches that of the counts the misfire and notes the crankshaft position at the
pre–catalyst oxygen sensor, the catalyst’s efficiency is time the misfire occurred. These ”misfire counters” are
degraded. basically a file on each engine cylinder. A current and a
Stepped or staged testing level allow the control module history misfire counter are maintained for each cylinder.
to statistically filter test information. This prevents falsely The misfire current counters (Misfire Cur #1–4) indicate
passing or falsely failing the oxygen storage capacity test. the number of firing events out of the last 200 cylinder
The calculations performed by the on–board diagnostic firing events which were misfires. The misfire current
system are very complex. For this reason, post catalyst counter will display real time data without a misfire DTC
oxygen sensor activity should not be used to determine stored. The misfire history counters (Misfire Hist#1–4)
oxygen storage capacity unless directed by the service indicate the total number of cylinder firing events which
manual. were misfires. The misfire history counters will display 0
Two stages are used to monitor catalyst efficiency. until the misfire diagnostic has failed and a DTC P0300 is
Failure of the first stage will indicate that the catalyst set. Once the misfire DTC P0300 is set, the misfire history
requires further testing to determine catalyst efficiency. counters will be updated every 200 cylinder firing events.
The second stage then looks at the inputs from the pre A misfire counter is maintained for each cylinder.
and post catalyst HO2S sensors more closely before If the misfire diagnostic reports a failure, the diagnostic
determining if the catalyst is indeed degraded. This executive reviews all of the misfire counters before
further statistical processing is done to increase the reporting a DTC. This way, the diagnostic executive
accuracy of oxygen storage capacity type monitoring. reports the most current information.
Failing the first (stage 1) test DOES NOT indicate a failed When crankshaft rotation is erratic, a misfire condition will
catalyst. The catalyst may be marginal or the fuel sulfur be detected. Because of this erratic condition, the data
content could be very high. that is collected by the diagnostic can sometimes
Aftermarket HO2S characteristics may be different from incorrectly identify which cylinder is misfiring.
the original equipment manufacturer sensor. This may Use diagnostic equipment to monitor misfire counter data
lead to a false pass or a false fail of the catalyst monitor on OBD II–compliant vehicles. Knowing which specific
diagnostic. Similarly, if an aftermarket catalyst does not cylinder(s) misfired can lead to the root cause, even when
contain the same amount of cerium as the original part, dealing with a multiple cylinder misfire. Using the
the correlation between oxygen storage and conversion information in the misfire counters, identify which
efficiency may be altered enough to set a false DTC. cylinders are misfiring. If the counters indicate cylinders
numbers 1 and 4 misfired, look for a circuit or component
common to both cylinders number 1 and 4.
Misfire counter information is located in the ”Specific
Eng.” menu, ”Misfire Data” sub–menu of the data list.
The misfire diagnostic may indicate a fault due to a
temporary fault not necessarily caused by a vehicle
emission system malfunction. Examples include the Fuel Trim Cell Diagnostic Weights
following items: No fuel trim DTC will set regardless of the fuel trim counts
f Contaminated fuel in cell 0 unless the fuel trim counts in the weighted cells
f Low fuel are also outside specifications. This means that the
f Fuel–fouled spark plugs vehicle could have a fuel trim problem which is causing a
f Basic engine fault problem under certain conditions (i.e. engine idle high due
to a small vacuum leak or rough due to a large vacuum
leak) while it operates fine at other times. No fuel trim DTC
FUEL TRIM SYSTEM MONITOR would set (although an engine idle speed DTC or HO2S
DIAGNOSTIC OPERATION DTC may set). Use the Tech 2 to observe fuel trim counts
while the problem is occurring.
Fuel Trim System Monitor Diagnostic
Operation
This system monitors the averages of short–term and
long–term fuel trim values. If these fuel trim values stay at
their limits for a calibrated period of time, a malfunction is
indicated. The fuel trim diagnostic compares the
averages of short–term fuel trim values and long–term
fuel trim values to rich and lean thresholds. If either value
is within the thresholds, a pass is recorded. If both values
are outside their thresholds, a rich or lean DTC will be
recorded.
The fuel trim system diagnostic also conducts an intrusive
test. This test determines if a rich condition is being
caused by excessive fuel vapor from the EVAP canister.
In order to meet OBD II requirements, the control module
uses weighted fuel trim cells to determine the need to set
a fuel trim DTC. A fuel trim DTC can only be set if fuel trim
counts in the weighted fuel trim cells exceed
specifications. This means that the vehicle could have a
fuel trim problem which is causing a problem under
certain conditions (i.e., engine idle high due to a small
vacuum leak or rough idle due to a large vacuum leak)
while it operates fine at other times. No fuel trim DTC
would set (although an engine idle speed DTC or HO2S
DTC may set). Use the Tech 2 to observe fuel trim counts
while the problem is occurring.
A fuel trim DTC may be triggered by a number of vehicle
faults. Make use of all information available (other DTCs
stored, rich or lean condition, etc.) when diagnosing a fuel
trim fault.
ON–BOARD DIAGNOSTIC (OBD II) SYSTEM CHECK
D06RX036
Circuit Description damaged terminals, poor terminal–to–wire connection,

The on–board diagnostic system check is the starting and damaged harness.
point for any driveability complaint diagnosis. Before
using this procedure, perform a careful visual/physical
Test Description
check of the PCM and engine grounds for cleanliness and Number(s) below refer to the step number(s) on the
tightness. Diagnostic Chart:
The on–board diagnostic system check is an organized 1. The MIL (”Check Engine” lamp) should be ON
approach to identifying a problem created by an steady with the ignition ON/engine OFF. If not,
electronic engine control system malfunction. isolate the malfunction in the MIL circuit.
2. Checks the Class 2 data circuit and ensures that the
Diagnostic Aids PCM is able to transmit serial data.
An intermittent may be caused by a poor connection, 3. This test ensures that the PCM is capable of
rubbed–through wire insulation or a wire broken inside the controlling the MIL and the MIL driver circuit is not
insulation. Check for poor connections or a damaged shorted to ground.
harness. Inspect the PCM harness and connectors for
4. If the engine will not start, the Cranks But Will Not
improper mating, broken locks, improperly formed or Run chart should be used to diagnose the condition.
7. A Tech 2 parameter which is not within the typical 10. This vehicle is equipped with a PCM which utilizes
range may help to isolate the area which is causing an electrically erasable programmable read only
the problem. memory (EEPROM). When the PCM is replaced,
the new PCM must be programmed. Refer to PCM
Replacement and Programming Procedures in
Powertrain Control Module (PCM) and Sensors.
On–Board Diagnostic (OBD II) System Check

Step Action Value(s) Yes No
1 1. Ignition ON, engine OFF.
2. Observe the malfunction indicator lamp (MIL or
”Check Engine lamp”).
Is the MIL (”Check Engine lamp”) ON? — Go to Step 2 Go to No MIL
2 1. Ignition OFF.
2. Install a Tech 2.
3. Ignition ON.
4. Attempt to display PCM engine data with the Tech 2.
Does the Tech 2 display PCM data? — Go to Step 3 Go to Step 8
3 1. Using the Tech 2 output tests function, select MIL Go to MIL
dash lamp control and command the MIL OFF. (”Check
2. Observe the MIL. Engine
Lamp”) On
Did the MIL turn OFF? — Go to Step 4 Steady
4 Attempt to start the engine. Go to Cranks
But Will Not
Did the engine start and continue to run?
— Go to Step 5 Run
5 Select ”Display DTCs” with the Tech 2.
Are any DTCs stored? — Go to Step 6 Go to Step 7
6 Are two or more of the following DTCs stored? P0107, Go to
P0113, P0118, P0122, P0123. “Multiple
PCM
Information Go to
Sensor DTCs applicable
— Set” DTC table
7 Compare PCM data values displayed on the Tech 2 to Go to
the typical engine scan data values. indicated
Go to “Typial Component
Are the displayed values normal or close to the typical
Scan” Data System
values?
— Value Checks
8 1. Ignition OFF, disconnect the PCM.
2. Ignition ON, engine OFF.
3. Check the Class 2 data circuit for an open, short to
ground, or short to voltage. Also, check the DLC
ignition feed circuit for an open or short to ground
and the DLC ground circuits for an open.
4. If a problem found, repair as necessary.
Was a problem found? — Go to Step 2 Go to Step 9
On–Board Diagnostic (OBD II) System Check (Cont'd)

9 1. Attempt to reprogram the PCM. Refer to Powertrain
Control Module (PCM) in On–Vehicle Service.
2. Attempt to display PCM data with the Tech 2.
Does the Tech 2 display PCM engine data? — Go to Step 2 Go to Step 10
10 Replace the PCM.
IMPORTANT: The replacement PCM must be
programmed. Refer to Powertrain Control Module
(PCM) in On–Vehicle Service.
And also refer to latest service bulletin
Is the action complete? — Verify repair —
A/C CLUTCH CONTROL CIRCUIT DIAGNOSIS
D06RX037
Circuit Description f The throttle is greater than 90%.

When air conditioning and blower fan are selected, and if f The ignition voltage is below 10.5 volts.
the system has a sufficient refrigerent charge, a 12–volt f The engine speed is greater than 4500 RPM for 5
signal is supplied to the A/C request input of the seconds or 5400 RPM.
powertrain control module (PCM). The A/C request signal f The engine coolant temperature (ECT) is greater
may be temporarily cancelled during system operation by than 125°C (257°F)
the electronic thermostat in the evaporator case. The f The intake air temperature (IAT) is less than 5°C
electronic thermostat may intermittently remove the (41°F).
control circuit ground for the A/C thermostat relay to
f The power steering pressure switch signals a high
prevent the evaporator from forming ice. When the A/C
pressure condition position.
request signal is received by the PCM, the PCM supplies
a ground from the compressor clutch relay if the engine Diagnostic Aids
operating conditions are within acceptable ranges. With
the A/C compressor relay energized, battery voltage is To diagnose an intermittent fault, check for the following
supplied to the compressor clutch coil. conditions:
The PCM will enable the compressor clutch to engage f Poor connection at the PCM – Inspect harness
whenever A/C has been selected with the engine running, connections for backed–out terminals, improper
unless any of the following conditions are present: mating, broken locks, improperly formed or damaged
terminals, and poor terminal–to–wire connection.
f Damaged harness – Inspect the wiring harness for be used in diagnosing the system. The Tech 2 has the
damage; shorts to ground, shorts to battery voltage, ability to read the A/C request input to the PCM. The Tech
and open circuits. If the harness appears to be OK, 2 can display when the PCM has commended the A/C
observe the A/C clutch while moving connnectors and clutch ON. The Tech 2 should have the ability to override
wiring harnesses related to the A/C. A sudden clutch the A/C request signal and energize the A/C compressor
malfunction will indicate the source of the intermittent. relay.
A/C Clutch Diagnosis
This chart should be used for diagnosing the electrical
portion of the A/C compressor clutch circuit. A Tech 2 will
A/C Clutch Control Circuit Diagnosis

1 Was the ”On–Board Diagnostic (OBD) System Check” Go to OBD
performed? System
— Go to Step 2 Check
2. Review and record Tech 2 Failure Records data,
then clear the DTCs.
3. Operate the vehicle within the Failure Records
conditions as noted.
4. Using the Tech 2, monitor ”DTC” info for DTC
P1546. Refer to
Does the Tech 2 indicate DTC P1546 ”Ran and Diagnostic
Passed”? — Aids Go to Step 3
3 1. Ignition OFF.
2. Remove the A/C Compressor Relay from the
Underhood Electrical Center.
4. Using a Digital Voltmeter (DVM), check for voltage
on the Fused pins of the A/C Compressor Clutch
Relat connector.
Does the DVM read the following value? 12 Volts Go to Step 5 Go to Step 4
4 Check the suspect circuit(s) between the A/C
Compressor Clutch Relay connector and the Fuse for
the following conditions:
f A short to ground
f An open circuit
f A short to voltage
Was the problem found? — Verify repair —
5 1. Ignition OFF.
2. Disconnect the Powertrain Controlm Module (PCM)
connectors from the PCM.
3. Check the A/C Compressor Clutch Relay control
circuit between the PCM and Underhood Electrical
Center for the following conditions:
f A short to ground
f An open circuit
Was the problem found? — Verify repair Go to Step 6
A/C Clutch Control Circuit Diagnosis (Cont'd)

6 1. Reinstall the A/C Compressor Clutch Relay.
2. Using a fused jumper, ground the A/C Compressor
Clutch Relay control circuit at the PCM connector.
Does the A/C Compressor turn ON? — Go to Step 9 Go to Step 7
7 1. Ignition OFF.
2. Check the A/C Compressor Clutch circuit between
the A/C Compressor Clutch Relay and A/C
Compressor Clutch for the following conditions:
f A short to ground
f An open circuit
8 Replace the A/C Compressor Clutch Relay.
9 Replace the PCM.
programmed.Refer to On–Vehicle Service in
Powertrain Control Module and Sensors for
procedures.
Verify repair.
— — —
ELECTRONIC IGNITION SYSTEM IDLE AIR CONTROL (IAC) VALVE

DIAGNOSIS
If the engine cranks but will not run or immediately stalls,
the Engine Cranks But Will Not Start chart must be used
to determine if the failure is in the ignition system or the
fuel system. If DTC P0300, P0341, P0342, or P0336 is
set, the appropriate diagnostic trouble code chart must be
used for diagnosis.
If a misfire is being experienced with no DTC set, for
diagnosis, refer to the Symptoms section.
EVAP CANISTER PURGE SOLENOID

A continuous purge condition with no purge commanded
by the PCM will set a DTC P1441. A fault (small leak) in
the EVAP purge vacuum system will set a DTC P0442.
Refer to the DTC charts for further information.
VISUAL CHECK OF THE

EVAPORATIVE EMISSION CANISTER
0006
The Tech 2 displays the IAC pintle position in counts. A

count of ”0” indicates the PCM is commanding the IAC
pintle to be driven all the way into a fully–seated position.
This is usually caused by a vacuum leak.
The higher the number of counts, the more air is being
commanded to bypass the throttle blade. In order to
diagnose the IAC system, refer to IAC System Check.
For other possible causes of idle problems, refer to
Rough, Unstable, or Incorrect Idle, Stalling in Symptoms.
FUEL SYSTEM PRESSURE TEST

A fuel system pressure test is part of several of the
diagnostic charts and symptom checks. To perform this
test, refer to Fuel System Diagnosis.
FUEL METERING SYSTEM CHECK

Some failures of the fuel metering system will result in an
”Engine Cranks But Will Not Run” symptom. If this
014RX001
condition exists, refer to the Cranks But Will Not Run
f If the canister is cracked or damaged, replace the chart. This chart will determine if the problem is caused by
canister. the ignition system, the PCM, or the fuel pump electrical
f If fuel is leaking from the canister, replace the canister circuit.
and check hoses and hose routing. For the fuel system wiring schematic, refer to Fuel
System Electrical Test.
If there is a fuel delivery problem, to diagnose the fuel
injectors, the fuel pressure regulator, and the fuel
pump,refer to Fuel System Diagnosis.
If a malfunction occurs in the fuel metering system, it
usually results in either a rich HO2S signal or a lean HO2S
signal. This condition is indicated by the HO2S voltage,
which causes the PCM to change the fuel calculation (fuel
injector pulse width) based on the HO2S reading.
Changes made to the fuel calculation will be indicated by
a change in the long term fuel trim values which can be
monitored with a Tech 2. Ideal long term fuel trim values CAUTION: In order to reduce the risk of fire and
are around 0%; for a lean HO2S signal, the PCM will add personal injury, wrap a shop towel around the fuel
fuel, resulting in a fuel trim value above 0%. Some pressure connection. The towel will absorb any fuel
variations in fuel trim values are normal because all leakage that occurs during the connection of the fuel
engines are not exactly the same. If the evaporative pressure gauge. Place the towel in an approved
emission canister purge is ON, the long term fuel trim may container when the connection of the fuel pressure
be as low as –38%. If the long term fuel trim values are gauge is complete.
greater than +23%, for items which can cause a lean Place the fuel pressure gauge bleed hose in an
HO2S signal, refer to DTC P0131, DTC P0171, and DTC approved gasoline container.
1171.
With the ignition switch OFF open the valve on the
FUEL INJECTOR COIL TEST fuel pressure gauge.
PROCEDURE AND FUEL INJECTOR 3.Record the lowest voltage displayed by the DVM
after the first second of the test. (During the first
BALANCE TEST PROCEDURE second, voltage displayed by the DVM may be
inaccurate due to the initial current surge.)
Injector Specifications:
Resistance Ohms Voltage Specification at

10°C–35°C (50°F–95°F)
11.8 – 12.6 5.7 – 6.6
f The voltage displayed by the DVM should be within

the specified range.
f The voltage displayed by the DVM may increase
throughout the test as the fuel injector windings
warm and the resistance of the fuel injector windings
changes.
f An erratic voltage reading (large fluctuations in
voltage that do not stabilize) indicates an
intermittent connection within the fuel injector.
5. Injector Specifications:
T32003 Highest Acceptable Voltage

Acceptable
Reading Above/Below
Subtracted Value
Test Description 35°C/10°C (95°F/50°F)
Number(s) below refer to the step number(s) on the 9.5 Volts 0.6 Volt
Diagnostic Chart:
2. Relieve the fuel pressure by connecting the J
34730–1 Fuel Pressure Gauge to the fuel pressure 7. The Fuel Injector Balance Test portion of this chart
connection on the fuel rail. (Step 7 through Step 11) checks the mechanical
(fuel delivery) portion of the fuel injector. An engine
cool–down period of 10 minutes is necessary in
order to avoid irregular fuel pressure readings due
to ”Hot Soak” fuel boiling.
Injector Coil Test Procedure (Steps 1–6) And Injector Balance Test Procedure
(Steps 7–11)
R262001
CYLINDER
1 2 3 4
1st Reading 296 kPa 296 kPa 296 kPa 296 kPa
(43psi) (43psi) (43psi) (43psi)
2nd Reading 131 kPa 117 kPa 124 kPa 145 kPa
(19 psi) (17 psi) (18 psi) (21 psi)
Amount of Drop (1st Reading–2nd 165 kPa 179 kPa 172 kPa 151 kPa
Reading (24 psi) (26 psi) (25 psi) (22 psi)
Av. drop = 166 kPa/24 psi +/–10 OK Faulty, Rich OK Faulty, Lean
kPa/1.5 psi = 156 – 176 kPa or 22.5 (Too Much Fuel (Too Little Fuel
– 25.5 psi Drop) Drop)
NOTE: These figures are examples only.

(Steps 7–11)
performed? System
2 1. Turn the engine OFF.
NOTE: In order to prevent flooding of a single cylinder
and possible engine damage, relieve the fuel pressure
before performing the fuel injector coil test procedure.
2. Relieve the fuel pressure. Refer to Test Description
Number 2.
3. Connect the J 39021–5V Fuel Injector Tester to B+
and ground, and to the J39021–90 Injector Switch
Box.
4. Connect the injector switch box to the grey fuel
injector harness connector located at the front of the
EVAP canister bracket.
5. Set the amperage supply selector switch on the fuel
injector tester to the ”Coil Test” 0.5 amp position.
6. Connect the leads from the J 39200 Digital
Voltmeter (DVM) to the fuel injector tester. Refer to
the illustrations associated with the test description.
7. Set the DVM to the tenths scale (0.0).
8. Observe the engine coolant temperature. 10°C (50°F)
Is the engine coolant temperature within the specified to 35°C
values? (95°F) Go to Step 3 Go to Step 5
3 1. Set the injector switch box to injector #1.
2. Press the ”Push to Start Test” button on the fuel
injector tester.
3. Observe the voltage reading on the DVM.
IMPORTANT: The voltage reading may rise during the
test.
4. Record the lowest voltage observed after the first
second of the test.
5. Set the injector switch box to the next injector and
repeat steps 2, 3, and 4.
Did any fuel injector have an erratic voltage reading
(large fluctuations in voltage that did not stabilize) or a
voltage reading outside of the specified values? 5.7–6.6 V Go to Step 4 Go to Step 7
4 Replace the faulty fuel injector(s). Refer to Fuel
Injector.
Is the action complete? — Go to Step 7 —
(Steps 7–11) (Cont'd)
5 1. Set the injector switch box to injector #1.
2. Press the ”Push to Start Test” button on the fuel
injector tester.
test.
second of the test.
voltage reading above the specified value? 9.5 V Go to Step 4 Go to Step 6
6 1. Identify the highest voltage reading recorded (other
than those above 9.5 V).
2. Subtract the voltage reading of each injector from
the highest voltage selected in step 1. Repeat until
you have a subtracted value for each injector.
For any injector, is the subtracted value in step 2
greater than the specified value? 0.6 V Go to Step 4 Go to Step 7
7 CAUTION: In order to reduce the risk of fire and
personal injury, wrap a shop towel around the
fuel pressure connection. The towel will absorb
any fuel leakage that occurs during the
connection of the fuel pressure gauge. Place the
towel in an approved container when the
connection of the fuel pressure gauge is
complete.
1. Connect the J 34730–1 Fuel Pressure Gauge to the
fuel pressure test port.
2. Energize the fuel pump using the Tech 2.
3. Place the bleed hose of the fuel pressure gauge into
an approved gasoline container.
4. Bleed the air out of the fuel pressure gauge.
5. With the fuel pump running, observe the reading on 296 kPa– 376 Go to Fuel
the fuel pressure gauge. kPa (43–55 System
Is the fuel pressure within the specified values? psi) Go to Step 8 Diagnosis
8 Turn the fuel pump OFF. Go to Fuel
System
Does the fuel pressure remain constant?
— Go to Step 9 Diagnosis
(Steps 7–11) (Cont'd)
9 1. Connect the J 39021–5V Fuel Injector Tester and
J39021–90 Injector Switch Box to the fuel injector
harness connector.
injector tester to the ”Balance Test” 0.5–2.5 amp
position.
3. Using the Tech 2 turn the fuel pump ON then OFF in
order to pressurize the fuel system.
4. Record the fuel pressure indicated by the fuel
pressure gauge after the fuel pressure stabilizes.
This is the first pressure reading.
5. Energize the fuel injector by depressing the Push to
Start Test button on the fuel injector tester.
pressure gauge after the fuel pressure gauge
needle has stopped moving. This is the second
pressure reading.
7. Repeat steps 1 through 6 for each fuel injector.
8. Subtract the second pressure reading from the first
pressure reading for one fuel injector. The result is
the pressure drop value.
9. Obtain a pressure drop value for each fuel injector.
10.Add all of the individual pressure drop values. This
is the total pressure drop.
11. Divide the total pressure drop by the number of fuel
injectors. This is the average pressure drop.
Does any fuel injector have a pressure drop value that Go to OBD
is either higher than the average pressure drop or lower 10 kPa (1.5 Go to Step 10 System
than the average pressure drop by the specified value? psi) Check
10 Re–test any fuel injector that does not meet the
specification. Refer to the procedure in step 11.
NOTE: Do not repeat any portion of this test before
running the engine in order to prevent the engine from
flooding.
Does any fuel injector still have a pressure drop value
that is either higher than the average pressure drop or
lower than the average pressure drop by the specified 10 kPa (1.5 Go to Step 11 Go to
value? psi) Symptoms
Injector.
POWERTRAIN CONTROL MODULE f There is a problem with the PCM terminal

connections. The terminals may have to be removed
(PCM) DIAGNOSIS from the connector in order to check them properly.
f EEPROM program is not correct for the application.
Incorrect components or reprogramming the PCM
with the wrong EEPROM program may cause a
malfunction and may or may not set a DTC.
f The problem is intermittent. This means that the
problem is not present at the time the system is being
checked. In this case, make a careful physical
inspection of all components and wiring associated
with the affected system and refer to the Symptoms
portion of the manual.
f There is a shorted solenoid, relay coil, or harness.
Solenoids and relays are turned ON and OFF by the
PCM using internal electronic switches called drivers.
A shorted solenoid, relay coil, or harness will not
damage the PCM but will cause the solenoid or relay
to be inoperative.
MULTIPLE PCM INFORMATION

SENSOR DTCs SET
014RX002
To read and clear diagnostic trouble codes, use a Tech 2. Circuit Description
The powertrain control module (PCM) monitors various
sensors to determine the engine operating conditions.
The PCM controls fuel delivery, spark advance, and
emission control device operation based on the sensor
inputs.
The PCM provides a sensor ground to all of the sensors.
The PCM applies 5 volts through a pull–up resistor, and
determines the status of the following sensors by
monitoring the voltage present between the 5–volt supply
and the resistor:
f The Fuel Tank Vapor Pressure Sensor
f The throttle position (TP) sensor
f The manifold absolute pressure (MAP) sensor
The PCM provides the following sensors with a 5–volt
reference and a sensor ground signal:
f The Linear exhaust gas recirculation (EGR) valve
f The A/C Pressure Sensor
The PCM monitors the separate feedback signals from
901RX031
these sensors in order to determine their operating
IMPORTANT: Use of a Tech 2 is recommended to clear status.
diagnostic trouble codes from the PCM memory.
Diagnostic trouble codes can also be cleared by turning Diagnostic Aids
the ignition OFF and disconnecting the battery power
from the PCM for 30 seconds. Turning off the ignition and Be sure to inspect PCM and engine grounds for being se-
disconnecting the battery power from the PCM will cause cure and clean.
all diagnostic information in the PCM memory to be A short to voltage in one of the sensor input circuits may
cleared. Therefore, all the diagnostic tests will have to be cause one or more of the following DTCs to be set:
re–run.
f P0108/P1106
Since the PCM can have a failure which may affect only
one circuit, following the diagnostic procedures in this f P0113/P1111
section will determine which circuit has a problem and f P0118/P1115
where it is. f P0123/P1121
If a diagnostic chart indicates that the PCM connections f P0463
or the PCM is the cause of a problem, and the PCM is
replaced, but this does not correct the problem, one of the If a sensor input circuit has been shorted to voltage, en-
following may be the reason: sure that the sensor is not damaged. A damaged sensor
will continue to indicate a high or low voltage after the af-

fected circuit has been repaired. If the sensor has been
damaged, replace it.
An open in the sensor ground circuit between the PCM
and the splice will cause one or more of the following
DTCs to be set:
f P0108/P1106
f P0113/P1111
f P0118/P1115
f P0123/P01121
f P0453/P0463
A short to ground in the 5–volt reference A circuit will
cause one or more of the following DTCs to be set:
f P0107/P1107
f P0122/P1122
f P0112/P1112
f P0117/P1114
f P0454/P0462
f P0405
f P0532
Check for the following conditions:
f Poor connection at PCM. Inspect the harness
connectors for backed–out terminals, improper
mating, broken locks, improperly formed or damaged
terminals, and a poor terminal–to–wire connection.
f Damaged harness. Inspect the wiring harness for
damage. If the harness is not damaged, observe an
affected sensor’s displayed value on the Tech 2 with
the ignition ON and the engine OFF while you move
the connectors and the wiring harnesses related to
the following sensors:
f IAT
f ECT
f TP
f MAP
f EGR
f Fuel Tank Vapor Pressure Sensor
f A/C Pressure Sensor
Multiple PCM Information Sensor DTCs Set

performed? System
2 1. Turn the ignition OFF, disconnect the PCM.
2. Turn the ignition ON, check the 5 volt reference
circuits for the following conditions:
f A poor connection at the PCM.
f An open between the PCM connector and the
splice.
f A short to ground.
f A short to voltage.
Is there an open or short? — Go to Step 3 Go to Step 4
3 Repair the open or short.
4 Check the sensor ground circuit for the following
conditions:
f A poor connection at the PCM or the affected
sensors.
affected sensors.
Is there an open or a poor connection? — Go to Step 5 Go to Step 6
5 Repair the open or the poor connection.
6 Measure the voltage between the EGR pintle position
sensor signal circuit at the PCM harness connector and
ground.
Go to Step 13
Does the voltage measure near the specified value? 0V Go to Step 7
7 Measure the voltage between the MAP sensor signal
circuit at the PCM harness connector and ground.
Go to Step 14
8 Measure the voltage between the TP sensor signal
Go to Step 15
9 Measure the voltage between the IAT sensor signal
Does the voltage measure near the specified value? 0V
10 Measure the voltage between the ECT sensor signal
11 Measure the voltage between the A/C Pressure
Sensor circut at the PCM harness connector and
ground.
Multiple PCM Information Sensor DTCs Set (Cont'd)

12 1. Disconnect the EGR valve.
2. Measure the voltage between the EGR pintle
position sensor signal circuit at the PCM harness
connector and ground. Go to Step 12 Go to Step 17
13 Replace the EGR valve.
14 Locate and repair the short to voltage in the MAP
sensor signal circuit.
15 Locate and repair the short to voltage in the TP sensor
signal circuit.
16 Locate and repair the short to voltage in the IAT sensor
signal circuit.
17 Locate and repair the short to voltage in the ECT
18 Locate and repair the short to voltage in the A/C
Pressure Sensor circuit.
19 Locate and repair the short to voltage in the EGR pintle
position sensor signal circuit.
20 Replace the PCM.
programmed. Refer to On–Vehicle Service in
procedures.
Go to OBD
System
Is the action complete? — Check —
EXHAUST GAS RECIRCULATION DECEL FUEL MODE – Tech 2 Displays ACTIVE or

INACTIVE
(EGR) DIAGNOSIS ”ACTIVE” displayed indicates that the PCM has detected
conditions appropriate to operate in deceleration fuel
mode. The PCM will command the deceleration fuel
mode when it detects a closed throttle position while the
vehicle is traveling over 20 mph. While in the deceleration
fuel mode, the PCM will decrease the amount of fuel
delivered by entering ”Open Loop” and decreasing the
injector pulse width.
DESIRED EGR POS. – Tech 2 Range 0%–100%
Represents the EGR pintle position that the PCM is
commanding.
DESIRED IDLE – Tech 2 Range 0–3187 RPM
The idle speed that the PCM is commanding. The PCM
will compensate for various engine loads based on engine
coolant temperature, to keep the engine at the desired
speed.
ECT – (Engine Coolant Temperature) Tech 2 Range
–40°C to 151°C (–40°F to 304°F)
The engine coolant temperature (ECT) is mounted in the
coolant stream and sends engine temperature
057RX001
information to the PCM. The PCM applies 5 volts to the
An EGR flow check diagnosis of the linear EGR system is ECT sensor circuit. The sensor is a thermistor which
covered by DTC P0401, P0404, and P0405. If EGR changes internal resistance as the temperature changes.
diagnostic trouble code P0401 is encountered, refer to When the sensor is cold (high resistance), the PCM
the DTC charts. monitors a high signal voltage and interprets that as a cold
engine. As the sensor warms (decreasing resistance),
ENGINE Tech 2 DATA DEFINITIONS the voltage signal will decrease and the PCM will interpret
AND RANGES the lower voltage as a warm engine.
A/C CLUTCH – Tech 2 Displays ON or OFF EGR DUTY CYCLE – Tech 2 Range 0%–100%
Indicates whether the PCM has commanded the A/C Represents the EGR valve driver PWM signal from the
clutch ON. Used in A/C system diagnostics. PCM. A duty cycle of 0% indicates that no EGR flow is
being commanded; a 100% duty cycle indicates
A/C REQUEST – Tech 2 Displays YES or NO maximum EGR flow commanded.
Indicates the state of the A/C request input circuit from the
HVAC controls. The PCM uses the A/C request signal to EGR FEEDBACK – Tech 2 Range 0.00–5.00 Volts
determine whether A/C compressor operation is being Indicates the EGR pintle position sensor signal voltage
requested. being monitored by the PCM. A low voltage indicates a
fully extended pintle (closed valve); a voltage near 5 volts
AIR/FUEL RATIO – Tech 2 Range 0.0–25.5 indicates a retracted pintle (open valve).
Air/fuel ratio indicates the PCM commanded value. In
”Closed Loop”, the air/fuel ratio should normally be EGR TEST COUNT – Tech 2 Range 0–255
displayed around ”14.2–14.7.” A lower air/fuel ratio Indicates the number of EGR flow test samples collected
indicates a richer commanded mixture, which may be during the current ignition cycle. Under normal operation,
seen during power enrichment or TWC protection modes. only one sample is allowed during an ignition cycle. If the
A higher air/fuel ratio indicates a leaner commanded PCM battery feed has been disconnected or a DTC
mixture. This can be seen during deceleration fuel mode. P0401 has been cleared, 10 EGR flow test samples will
be allowed during the ignition cycle. This is to allow repair
BARO kPa – Tech 2 Range 10–105 kPa/0.00–5.00 verification during a single ignition cycle.
Volts
The barometric pressure reading is determined from the ENGINE LOAD – Tech 2 Range 0%–100%
MAP sensor signal monitored during key up and wide Engine load is calculated by the PCM from engine speed
open throttle (WOT) conditions. The barometric pressure and MAP sensor readings. Engine load should increase
is used to compensate for altitude differences and is with an increase in RPM or air flow.
normally displayed around ”61–104” depending on ENGINE RUN TIME – Tech 2 Range 00:00:00–
altitude and barometric pressure. 99:99:99 Hrs:Min:Sec
CMP ACT. COUNTER – Cam Position Activity Indicates the time elapsed since the engine was started.
If the engine is stopped, engine run time will be reset to
00:00:00.
ENGINE SPEED – Range 0–9999 RPM
Engine speed is computed by the PCM from the 58X
reference input. It should remain close to desired idle
under various engine loads with engine idling.
EVAP PURGE PWM – Tech 2 Range 0%–100% HO2S WARM UP TIME BANK 1, SEN. 1 – Tech 2
Represents the PCM commanded PWM duty cycle of the Range 00:00:00–99:99:99 HRS:MIN:SEC
EVAP purge solenoid valve. ”0%” displayed indicates no Indicates warm–up time for each HO2S. The HO2S
purge; ”100%” displayed indicates full purge. warm–up time is used for the HO2S heater test. The PCM
will run the heater test only after a cold start (determined
EVAP VACUUM SWITCH – Tech 2 Displays PURGE
by engine coolant and intake air temperature at the time
or NO PURGE
of start–up) and only once during an ignition cycle. When
The EVAP purge vacuum switch is a normally closed
the engine is started the PCM will monitor the HO2S
switch positioned in the purge line between the canister
voltage. When the HO2S voltage indicates a sufficiently
and the EVAP purge solenoid. The EVAP purge vacuum
active sensor, the PCM looks at how much time has
switch will open when vacuum increases to greater than
elapsed since start–up. If the PCM determines that too
5 inches of water in the purge line. The EVAP purge
much time was required for the HO2S to become active,
vacuum switch is used by the PCM to monitor EVAP
a DTC will set. If the engine was warm when started,
canister purge solenoid operation and purge system
HO2S warm–up will display ”00:00:00.”
integrity. The EVAP purge vacuum switch should be
closed to ground with no vacuum present (0% EVAP IAC POSITION – Tech 2 Range 0–255 Counts
purge PWM). With EVAP purge PWM at 25% or greater, Displays the commanded position of the idle air control
the EVAP purge vacuum switch should be open and pintle in counts. A larger number of counts means that
”PURGE” should be indicated. more air is being commanded through the idle air
passage. Idle air control should respond fairly quickly to
FUEL PUMP – Tech 2 Displays ON or OFF
changes in engine load to maintain desired idle RPM.
Indicates the PCM commanded state of the fuel pump
relay driver circuit. IAT (INTAKE AIR TEMPERATURE) – Tech 2 Range
–40°C to 151°C (–40°F to 304°F)
FUEL TRIM CELL – Tech 2 Range 0–21
The PCM converts the resistance of the intake air
The fuel trim cell is dependent upon engine speed and
temperature sensor to degrees. Intake air temperature
MAF sensor readings. A plot of RPM vs. MAF is divided
(IAT) is used by the PCM to adjust fuel delivery and spark
into 22 cells. Fuel trim cell indicates which cell is currently
timing according to incoming air density.
active.
IGNITION 1 – Tech 2 Range 0–25.5 Volts
FUEL TRIM LEARN – Tech 2 Displays NO or YES
This represents the system voltage measured by the
When conditions are appropriate for enabling long term
PCM at its ignition feed.
fuel trim corrections, fuel trim learn will display YES. This
indicates that the long term fuel trim is responding to the INJ. PULSE BANK 1 – Tech 2 Range 0–1000 msec.
short term fuel trim. If the fuel trim learn displays NO, then Indicates the amount of time the PCM is commanding
long term fuel trim will not respond to changes in short each injector ON during each engine cycle. A longer
term fuel trim. injector pulse width will cause more fuel to be delivered.
Injector pulse width should increase with increased
GENERATOR CONTROL – Tech 2 Displays ACTIVE
engine load.
or INACTIVE.
LONG TERM FUEL TRIM BANK 1
The long term fuel trim is derived from the short term fuel
HO2S BANK 1, SEN. 1 – Tech 2 Range 0–1000 mV
trim values and represents a long term correction of fuel
Represents the fuel control exhaust oxygen sensor
delivery for the bank in question. A value of 0% indicates
output voltage. Should fluctuate constantly within a range
that the fuel delivery requires no compensation to
between 10 mV (lean exhaust) and 1000 mV (rich
maintain the PCM commanded air/fuel ratio. A negative
exhaust) while operating in ”Closed Loop”.
value significantly below 0% indicates that the fuel
HO2S BANK 1, SEN. 2 – Tech 2 Range 0–1000 mV system is rich and fuel delivery is being reduced
Represents the exhaust oxygen sensor output voltage. (decreased injector pulse width). A positive value
Should fluctuate constantly within a range between 10 significantly greater than 0% indicates that a lean
mV (lean exhaust) and 1000 mV (rich exhaust) while condition exists and the PCM is compensating by adding
operating in ”Closed Loop”. This is used along with HO2S fuel (increased injector pulse width). Because long term
Bank 1, Sensor 3 to determine the catalytic converter fuel trim tends to follow short term fuel trim, a value in the
efficiency in the manual transmission models. negative range due to canister purge at idle should not be
considered unusual. Fuel trim values at maximum
HO2S BANK 1, SEN. 1 – Tech 2 Displays NOT authority may indicate an excessively rich or lean system.
READY or READY
Indicates the status of the exhaust oxygen sensor. The LOOP STATUS – Tech 2 Displays OPEN or CLOSED
Tech 2 will indicate that the exhaust oxygen sensor is ”CLOSED” indicates that the PCM is controlling fuel
ready when the PCM detects a fluctuating HO2S voltage delivery according to oxygen sensor voltage. In ”OPEN”
sufficient to allow ”Closed Loop” operation. This will not the PCM ignores the oxygen sensor voltage and bases
occur unless the exhaust sensor is warmed up. the amount of fuel to be delivered on TP sensor, engine
coolant, and MAF sensor inputs only.
MAP – Tech 2 Range 10–105 kPa (0.00–4.97 Volts) SHORT TERM FT BANK 1
The manifold absolute pressure (MAP) sensor measures Short term fuel trim to a bank represents a short term
the change in the intake manifold pressure from engine correction to the bank fuel delivery by the PCM in
load, EGR flow, and speed changes. As intake manifold response to the amount of time the bank fuel control
pressure increases, intake vacuum decreases, resulting oxygen sensor voltage spends above or below the 450
in a higher MAP sensor voltage and kPa reading. The mV threshold. If the oxygen sensor voltage has mainly
MAP sensor signal is used to monitor intake manifold remained less than 450 mV, indicating a lean air/fuel
pressure changes during the EGR flow test, to update the mixture, short term fuel trim will increase into the positive
BARO reading, and as an enabling factor for several of range above 0% and the PCM will pass fuel. If the oxygen
the diagnostics. sensor voltage stays mainly above the threshold, short
term fuel trim will decrease below 0% into the negative
MIL – Tech 2 Displays ON or OFF
range while the PCM reduces fuel delivery to compensate
Indicates the PCM commanded state of the malfunction
for the indicated rich condition. Under certain conditions
indicator lamp (”Check Engine Lamp”).
such as extended idle and high ambient temperatures,
MISFIRE CUR. CYL. #1/#2/#3/#4 – Tech 2 Range canister purge may cause short term fuel trim to read in
0–255 Counts the negative range during normal operation. Fuel trim
The misfire current counters increase at a rate according values at maximum authority may indicate an excessively
to the number of possible misfires being detected on each rich or lean system.
cylinder. The counters may normally display some
SPARK – Tech 2 Range –64° to 64°
activity, but the activity should be nearly equal for all the
Displays the amount of spark advance being commanded
cylinders.
by the PCM on the IC circuit.
MISFIRE CUR. CYL. #1/#2/#3/#4 – Tech 2 Range
START–UP ECT – Tech 2 Range –40°C to 151°C
0–65535 Counts
(–40°F to 304°F)
The misfire history counters display the relative level of
Indicates the engine coolant temperature at the time that
misfire that has been detected on each cylinder. The
the vehicle was started. Used by the HO2S diagnostic to
misfire history counters will not update or show any
determine if the last start–up was a cold start.
activity until a misfire DTC (P0300) has become active.
START–UP ECT – Tech 2 Range –40°C to 151°C
MISFIRE FAILURES SINCE FIRST FAIL – Tech 2
(–40°F to 304°F)
Range 0–65535 Counts
Indicates the intake air temperature at the time that the
Indicates the number of 200 crankshaft revolution sample
vehicle was started. Used by the HO2S diagnostic to
periods during which the level of misfire was sufficiently
determine if the last start–up was a cold start.
high to report a fail.
TOTAL MISFIRE CURRENT COUNT – Tech 2 Range
MISFIRE PASSES SINCE FIRST FAIL – Tech 2
0–255
Range 0–65535 Counts
Indicates the total number of cylinder firing events that
Indicates the number of 200 crankshaft revolution sample
were detected as being misfires during the last 200
periods during which the level of misfire was sufficiently
crankshaft revolution sample period.
low to report a pass.
TP ANGLE – Tech 2 Range 0%–100%
POWER ENRICHMENT – Tech 2 Displays ACTIVE
TP (throttle position) angle is computed by the PCM from
or INACTIVE
the TP sensor voltage. TP angle should display ”0%” at
”ACTIVE” displayed indicates that the PCM has detected
idle and ”100%” at wide open throttle.
conditions appropriate to operate in power enrichment
mode. The PCM will command power enrichment mode TP SENSOR – Tech 2 Range 0.00–5.00 Volts
when a large increase in throttle position and load is The voltage being monitored by the PCM on the TP
detected. While in the power enrichment mode, the PCM sensor signal circuit.
will increase the amount of fuel delivered by entering
UPSHIFT LAMP (MANUAL TRANSMISSION)
”Open Loop” and increasing the injector pulse width. This
is done to prevent a possible sag or hesitation from
occurring during acceleration. VEHICLE SPEED – Tech 2 Range 0–255 km/h
(0–155 mph)
RICH/LEAN BANK 1 – Tech 2 Displays RICH or
The vehicle speed sensor signal is converted into km/h
LEAN
and mph for display.
Indicates whether oxygen sensor voltage is above a 600
mV threshold voltage (”RICH”) or below a 3000 mV WEAK CYLINDER – Tech 2 Displays Cylinder
threshold voltage (”LEAN”). Should change constantly Number
while in ”Closed Loop”, indicating that the PCM is This indicates that the PCM has detected crankshaft
controlling the air/fuel mixture properly. speed variations that indicate 2% or more cylinder firing
events are misfires.
TYPICAL SCAN DATA VALUES Only the parameters listed below are referred to in this
service manual for use in diagnosis. For further
Use the Typical Scan Data Values Table only after the information on using the Tech 2 to diagnose the PCM and
On–Board Diagnostic System Check has been related sensors, refer to the applicable reference section
completed, no DTC(s) were noted, and you have listed below. If all values are within the typical range
determined that the on–board diagnostics are functioning described below, for diagnosis, refer to the Symptoms
properly. Tech 2 values from a properly–running engine section.
may be used for comparison with the engine you are
diagnosing. The typical scan data values represent Test Conditions
values that would be seen on a normally–running engine.
Engine running, lower radiator hose hot, transmission in
NOTE: A Tech 2 that displays faulty data should not be park or neutral, ”Closed Loop”, accessories OFF, brake
used, and the problem should be reported to the Tech 2 not applied and air conditioning OFF.
manufacturer. Use of a faulty Tech 2 can result in
misdiagnosis and unnecessary replacement of parts.
2.2L L–4 Engine
Tech 2 Data List Units Typical Data Typical Data Refer To

Parameter Displayed Values (IDLE) Values
(2500 RPM)
Engine Speed Engine RPM Within -50 to Actul engine General Discription and
+100 of speed Operation
“Desired Idle”
Desired Idle Engine RPM 750 800 General Discription and and
Speed Operation, Idle Air Control
Engine Coolant Engine °C 80 – 100 80 – 100 General Discription and and
Tenpereture (176 – 212 °F) (176 – 212 °F) Operation, Engin coolant
tempereture sensor
Start Up ECT Engine °C – – General Discription and and
Operation, Engin coolant
tempereture sensor
Intake Air Engine °C 0 – 100, 0 – 80, depends General Discription and and
Tenpereture depends on on underhood Operation, Intake Air
underhood tempereture sensor
Start Up IAT Engine °C – – General Discription and and
Operation, Intake Air
tempereture sensor
Manifold Engine kPa 23 – 40 19 – 32 General Discription and
Absolute Operation, Manifold
Pressure Absolute Pressure Sensor.
DTC
P0106,P0107,P0108,P1106,
P1107
Manifold Engine V 0.65 – 1.32 0.46 – 1.10 General Discription and
Absolute Operation, Manifold
Pressure Absolute Pressure Sensor.
DTC
P0106,P0107,P0108,P1106,
P1107
Barometric Engine kPa 61 – 104 61 – 104 General Discription and
Pressure (depends pn (depends pn Opreration
altitude and altitude and
barometric) barometric)
Throttle Position Engine % 0 3–5 General Discription and
Opreration, Throttle Position
Sensor. DTC
P0121,P0122,P0123,P1121,
P1122

(2500 RPM)
Throttle Position Engine V 0.35 – 0.39 0.55 – 0.59 General Discription and
Sensor Opreration, Throttle Position
Sensor. DTC
P0121,P0122,P0123,P1121,
P1122
Calculated Air Engine g/s 2.8 – 3.2 8.5 – 8.7 General Discription and and
Flow Operation, Manifold Air Flow
sensor
Air Fuel Ratio Engine Ratio:_to1 14.6:1 14.6:1 General Discription and
Operation, Fuel System
Metering Purpose, Fuel Trim
Spark Advance Engine °CA 10 – 12 27 – 29 General Discription and and
Operation, Electronic
Ignition System
Engine Load Engine % – – –
Fuel system Engine Closed – – EVAP System
Status Loop
EGR Duty Cycle Engine % 0 0 General Discription and and
Operation, Liner EGR
Operation and Results of
Incorrect Operation
Desired EGR Engine % 0 0 General Discription and and
Position Operation, EGR Pintle
Position Sensor
EGR Engine % 0 0 –
Normalized
EGR Feed Back Engine V 0.6 – 0.8 0.6 – 0.8 –
EGR Closed Engine Steps 20 – 40 20 – 40 General Discription and and
Pintle Position Operation, EGR Pintle
Position Sensor
Knock Counter Engine Yes/No Yes Yes DTC P0325,P0327
Knock Retard Engine °CA – – DTC P0325,P0327
A/C Pressure Engine mV 0 – DTC P0532,P0533
Sensor
A/C Clutch Engine On/Off Off – General Discription and and
Relay Operation, A/C Culutch
Circuit Operation
A/C Request Engine Yes/No No – General Discription and and
Operation, A/C Request
Signal
Low Fan Engine Yes/No – – General Discription and and
Comanded Operation, Cooling Fan
Control. DTC P0480,P0481
High Fan Engine Yes/No – – General Discription and and
Comanded Operation, Cooling Fan
Control. DTC P0480,P0481
Camshaft Engine Counts 0 – 255 0 – 255 DTC P0341,P0342
Activity
EVAP Vent Engine On/Off Off Off Diagnosis, EVAP Canister
Valve Purge Solenoid And EVAP
Vacuum Switch and Visual
Check. DTC P1441

(2500 RPM)
EVAP Purge Engine % 17 – 19 35 – 37 Diagnosis, EVAP Emission
Solenoid Canister Purge Valve Check
Low Fuel Lamp Engine On/Off – – Engine Fuel. DTC
P0461,P0462,P0463
Fuel Level Engine V – – Engine Fuel. DTC
Sensor P0461,P0462,P0463
Fuel Level Engine % – – Engine Fuel. DTC
P0461,P0462,P0463
Fuel Pump Engine On/Off On On Engine Fuel System
Fuel Tank Engine V 1.47 – 1.53 1.65 – 1.71 Diagnosis, EVAP Canister
Pressure Purge Solenoid And EVAP
Sensor System
Deceleration Engine Inactive/Ac Inactive Inactive General Discription and and
Fuel Cutoff tive Operation
Idle Air Control Engine Steps – – General Discription and and
Operation, Intake Air
tempereture sensor
Vehicle Speed Engine MPH or 0 0 Manual Transmission
km/h
Ignition Voltage Engine V 12.8 – 14.1 12.8 – 14.1 General Discription and and
Ignition System
Malfunction Engine On/Off Off Off On–Board Diagnostic
Indicator Lamp System Check
Up Shift Lamp Engine On/Off Off Off Up–Shift Lamp system
Check
Time From Start Engine _:_:_ _:_:_ _:_:_ –
Misfire Current Engine Counts 0 0 DTC P0300,P0301
Cyl.#1 Misfire
Cyl.#2 Misfire
Cyl.#3 Misfire
Cyl.#4 Misfire
Misfire History Engine Counts 0 0 DTC P0300,P0301
Cyl.#1 Misfire
Cyl.#2 Misfire
Cyl.#3 Misfire
Cyl.#4 Misfire
Misfire Failure Engine Counts 0 0 DTC P0300
Since First Fail Misfire
Misfire Presses Engine Counts 0 0 DTC P0300
Since First Fail Misfire
Total Misfire Engine Counts 0 0 DTC P0300
Misfire

(2500 RPM)
Weak Cylinder Engine Cylinder # – – DTC
Misfire P0300,P0301,P0302,P0303,
P0304
Misfire Delay Engine Counts 0 0 DTC
Counter Misfire P0300,P0301,P0302,P0303,
P0304
ABS Rough Engine Value Okey Okey DTC P1380,P1381
Road Misfire
ABS Rough Engine Counts 0 0 DTC P1380,P1381
Road Counts Misfire
B1 O2 Sensor Engine Yes/No Yes Yes General Discription and and
Ready HO2S Operation, Fuel Control
HO2S. DTC P0135
B1S1 Status Engine Rich/Lean – – General Discription and and
(Bank1,Sensor1 HO2S Operation, Fuel Control
) HO2S
B1S1 O2 Engine mV 50 – 950 50 – 950 General Discription and and
Sensor HO2S changing quickly changing quickly Operation, Fuel Control
(Bank1,Sensor1 HO2S
)
B1S2 O2 Engine mV 100 – 700 100 – 700 General Discription and and
Sensor HO2S changing slowly changing slowly Operation, Fuel Metering
(Bank1,Sensor2 System
)
B1S2 O2S Engine sec 0 – General Discription and and
Warm Up Time HO2S Operation, Catalyst Monitor
Heated Oxygen Sensor
Fuel Trim Engine Yes/No Yes Yes Diagnosis, Fuel Trim Monitor
Learned HO2S
Fuel Trim Cell Engine Cell No. 18 2 or 6 Diagnosis, Fuel Trim Cell
HO2S Diagnostic Weights
B1 Long Fuel Engine % – – DTC P0171,P0172
Trim HO2S
B2 Short Fuel Engine % – – DTC P0171,P0172
Trim HO2S
Power Engine Yes/No No No General Discription and and
Enrichment HO2S Operation, Acceleration
Mode
Braodcast Code – 2.2 letter – – –
NO MALFUNCTION INDICATOR LAMP (MIL)
D06RX038
Circuit Description f If the engine cranks but will not run, check for an open
The ”Check Engine” lamp (MIL) should always be PCM ignition or battery feed, or a poor PCM to engine
ground.
illuminated and steady with the ignition ON and the
engine stopped. Ignition feed voltage is supplied to the
MIL bulb through the meter fuse. The powertrain control
Test Description
module (PCM) turns the MIL ON by grounding the MIL Number(s) below refer to the step number(s) on the
driver circuit. Diagnostic Chart:
2. A ”No MIL” condition accompanied by a no–start
Diagnostic Aids condition suggests a faulty PCM ignition feed or
An intermittent MIL may be caused by a poor connection, battery feed circuit.
rubbed–through wire insulation, or a wire broken inside 9. Using a test light connected to B+, probe each of
the insulation. Check for the following items: the PCM ground terminals to ensure that a good
f Inspect the PCM harness and connections for ground is present. Refer to PCM Terminal End View
improper mating, broken locks, improperly formed or for terminal locations of the PCM ground circuits.
damaged terminals, poor terminal–to–wire 12. In this step, temporarily substitute a known good
connection, and damaged harness. relay for the PCM relay. The horn relay is nearby,
f If the engine runs OK, check for a faulty light bulb, an and it can be verified as ”good” simply by honking
open in the MIL driver circuit, or an open in the the horn. Replace the horn relay after completing
instrument cluster ignition feed. this step.
17. This vehicle is equipped with a PCM which utilizes
an electrically erasable programmable read only
memory (EEPROM). When the PCM is replaced,
No Malfunction Indicator Lamp (MIL)

performed? System
2 Attempt to start the engine.
Does the engine start? — Go to Step 3 Go to Step 6
3 Check the meter fuse for the instrument cluster ignition
feed circuit.
Go to Step 16
Is the fuse OK? — Go to Step 4
4 1. Ignition ON.
2. Engine OFF.
3. Probe the ignition feed circuit at the cluster
connector with a test light to ground. Go to Step 13
Is the test light ON? — Go to Step 5
5 1. Ignition OFF.
2. Disconnect the PCM.
3. Jumper the MIL driver circuit at the PCM connector
to ground.
4. Ignition ON. Go to Step 10 Go to Step 11
Is the MIL ON? —
6 Check the PCM ignition feed and battery feed fuses
(15A Engine fuse and 15A ECM fuse).
Go to Step 15
Are both fuses OK? — Go to Step 7
7 1. Ignition OFF.
3. Ignition ON.
4. Probe the ignition feed circuit at the PCM harness
connector with a test light to ground. Go to Step 12
8 Probe the battery feed circuit at the PCM harness
connector with a test light to ground.
Go to Step 14
9 Check for a faulty PCM ground connection.
Go to Step 10
Was a problem found? — Verify repair
10 Check for damaged terminals at the PCM.
Go to Step 17
11 Check for an open MIL driver circuit between the PCM
and the MIL.
Go to Step 18
12 Substitute a known ”good” relay for the PCM main
relay.
Go to Step 13
Was the malfunction fixed? — Verify repair
No Malfunction Indicator Lamp (MIL) (Cont'd)

13 Repair the open in the ignition feed circuit.
14 Locate and repair the open PCM battery feed circuit.
15 Locate and repair the short to ground in the PCM
ignition feed circuit or PCM battery feed circuit.
16 Locate and repair the short to ground in the ignition
feed circuit to the instrument cluster, and replace the
fuse.
17 Replace the PCM.
programmed. Refer to PCM in On–Vehicle Service for
procedures.
and also refer to latest service bulletin.
— Verify repair —
18 Check the MIL driver circuit for a poor connection at the Go to
instrument panel connector. Instrument
Panel in
Was a problem found?
Electrical
— Verify repair Diagnosis
MALFUNCTION INDICATOR LAMP (MIL) ON STEADY
D06RX039
Circuit Description f Poor connection or damaged harness – Inspect the

The malfunction indicator lamp (MIL) should always be PCM harness and connectors for improper mating,
broken locks, improperly formed or damaged
illuminated and steady with the ignition ON and the
terminals, poor terminal–to–wire connection, and
engine stopped. Ignition feed voltage is supplied directly
damaged harness.
to the MIL indicator. The powertrain control module
(PCM) turns the MIL ON by grounding the MIL driver Test Description
circuit.
The MIL should not remain ON with the engine running Number(s) below refer to the step number(s) on the
and no DTC(s) set. A steady MIL with the engine running Diagnostic Chart:
and no DTC(s) suggests a short to ground in the MIL 2. If the MIL does not remain ON when the PCM is
driver circuit. disconnected, the MIL driver wiring is not faulty.
3. If the MIL driver circuit is OK, the instrument panel
Diagnostic Aids cluster is faulty.
An intermittent may be caused by a poor connection, 6. This vehicle is equipped with a PCM which utilizes
rubbed–through wire insulation, or a wire broken inside an electrically erasable programmable read only
the insulation. Check for the following items: memory (EEPROM). When the PCM is replaced,
Malfunction Indicator Lamp (MIL) ON Steady

performed? System
2 1. Ignition OFF, disconnect the PCM.
2. Ignition ON, observe the MIL (Service Engine Soon
lamp).
Is the MIL ON? — Go to Step 3 Go to Step 5
3 1. Ignition OFF, disconnect the instrument panel
cluster.
2. Check the MIL driver circuit between the PCM and
the instrument panel cluster for a short to ground.
Go to OBD
3. If a problem is found, repair as necessary. System
Was the MIL driver circuit shorted to ground? — Check Go to Step 4
4 Replace the instrument panel cluster. Go to OBD
System
Is the action complete?
— Check —
5 1. Ignition OFF, reconnect the PCM.
2. Ignition ON, reprogram the PCM. Refer to
On–Vehicle Service in Powertrain Control Module
and Sensors for procedures.
3. Using the Tech 2 output controls function, select Go to OBD
MIL dash lamp control and command the MIL OFF. System
Did the MIL turn OFF? — Check Go to Step 6
6 Replace the PCM.
procedures.
Go to OBD
System
ENGINE CRANKS BUT WILL NOT RUN
D06RX027
D06RX029
Circuit Description present at start–up, the PCM will begin sequential fuel
The electronic ignition system uses a dual coil method of delivery with a 1–in–4 chance that fuel delivery is correct.
spark distribution. In this type of ignition system, the The engine will run without a CMP signal, but will set a
powertrain control module (PCM) triggers the correct DTC code.
driver inside the ignition control module (ICM), which then
triggers the correct ignition coil based on the 58X signal
Diagnostic Aids
received from the crankshaft position sensor (CKP). The An intermittent problem may be caused by a poor
spark plug connected to the coil fires when the ICM opens connection, rubbed–through wire insulation or a wire
the ground circuit for the coil’s primary circuit. broken inside the insulation. Check for the following
During crank, the PCM monitors the CKP 58X signal. The items:
CKP signal is used to determine which cylinder will fire f Poor connection or damaged harness – Inspect the
first. After the CKP 58X signal has been processed by the PCM harness and connectors for improper mating,
PCM, it will command all four injectors to allow a priming broken locks, improperly formed or damaged
shot of fuel for all the cylinders. After the priming, the terminals, poor terminal–to–wire connection, and
injectors are left OFF during the next four 58X reference damaged harness.
pulses from the CKP. This allows each cylinder a chance f Faulty engine coolant temperature sensor – Using a
to use the fuel from the priming shot. During this waiting Tech 2, compare engine coolant temperature with
period, a camshaft position (CMP) signal pulse will have intake air temperature on a completely cool engine.
been received by the PCM. The CMP signal allows the Engine coolant temperature should be within 10°C of
PCM to operate the injectors sequentially based on intake air temperature. If not, replace the ECT sensor.
camshaft position. If the camshaft position signal is not
Engine Cranks But Will Not Run

performed? System
2 Use the Tech 2 and check for any DTC’s. Go to
Applicable
Are any DTC’s stored?
— DTC Table Go to Step 3
3 Check the 15A ignition coil fuse, the 15A engine device
fuse, and the 15A ECM fuse.
Was a fuse blown? — Go to Step 4 Go to Step 5
4 Check for a short to ground and replace the fuse.
5 1. Ignition ON.
2. Use a grounded test lamp to verify that B+ is
available at the ignition coil fuse, the engine device
fuse, and the ECM fuse.
Was B+ available at the fuses? — Go to Step 7 Go to Step 6
6 Repair the open ignition feed circuit. Go to Fuel
System Go to Fuel
Electrical Test System
— Diagnosis
7 1. Disconnect the ignition secondary wire at the No.1.
2. Install a spark tester J 26792 at the end of the
disconnected ignition coil.
3. Clip the spark tester J 26792 to a good ground (not
near the battery).
4. Observe the spark tester while the engine is
cranking.
Was a crisp blue spark observed? (Only one or two
sparks followed by no result is considered the same as Go to Step 16
”No Spark.”) — Go to Step 8
Engine Cranks But Will Not Run (Cont'd)

8 1. Disconnect the ignition module harness connector.
2. Check for an open or short circuit between the
ignition control module and the PCM? Go to Step 10
Was a problem found? — Go to Step 9
9 Repair the faulty circuit.
10 1. Ignition ON.
2. Using a Digital Voltmeter (DVM) check the ignition
wire coil at the ignition module harness connector? Go to Step 12 Go to Step 11
Was the voltage equal to the specified value? B+
11 Repair the open circuit.
12 1. Ignition OFF.
2. With DVM, check for an open in the ground wire at
the ignition module harness connector. Go to Step 14 Go to Step 13
Was the ground wire OK? —
13 Repair the faulty wire.
14 Replace the ignition module, verify the repair.
Attempt to start the engine.
Go to Step 15
Is there still a problem? — Verify repair
15 Replace the PCM.
procedures.
16 Use an ohmmeter to check the ignition coil primary
winding resistance.
Was the primary winding resistance approximately Go to Step 17 Go to Step 18
equal to the specified value? 0.8–18 W
17 Use an ohmmeter to check the ignition coil secondary
winding resistance.
Was the secondary winding resistance equal to the 9,000–12,000 Go to Step 19 Go to Step 18
specified value? W
18 Replace the ignition coil.
19 Test the resistance of the coil–to–spark plug secondary
ignition wire.
10,000 W per Go to Step 20 Go to Step 21
Was the resistance greater than the specified value? foot

20 Replace the coil–to–spark plug secondary ignition wire
and any other secondary wires which exceed the
specified value. 10,000 W per Go to Step 21
Is there still a problem? foot Verify repair
21 1. Remove the spark plugs from all cylinders.
2. Visually inspect the spark plug electrodes.
3. Replace any spark plugs with loose or missing
electrodes or cracked insulators.
Did your inspection reveal any spark plugs exhibiting
Correct the
excessing fouling?
fouling Go to Step 33
— condition
22 Verfiy repair.
Attempt to start the engine.
Is there still a problem? —
23 1. Ignition OFF, install a fuel pressure gauge at the test
fitting on the fuel supply line in the engine
compartment.
CAUTION: Use a shop cloth to absorb any fuel
leakage while making the connection.
2. Check the engine and observe the fuel pressure.
Is the fuel pressure within the specified values, and 285–375 kPa Go to Step 25 Go to Step 24
does it hold steady for 2 seconds? (43–55 psi)
24 Is any fuel pressure indicated? Go to Fuel
System Go to Fuel
Electrical Test System
— Diagnosis
25 1. Install switch box J 39021–2 and J 39021–90 at the
injector test connector.
2. Activate an injector. Go to Fuel
Did the fuel pressure drop when the injector was Go to Step 26 System
activated? — Diagnosis
26 Pressurize the fuel system using the ignition ON and
use the injector switch box to test pressure drop for
each injector. Go to Fuel
Was there a pressure drop when each injector was Go to Step 27 System
activated? — Diagnosis
27 1. Remove the switch box and install an injector test
light J 39021–45 at the injector test harness
connector.
2. Crank the engine.
Are any of the lights blinking when the engine is Go to Step 33 Go to Step 28
cranked? —
28 1. Raise the vehicle and disconnect the CKP sensor
harness.
2. Ignition ON.
3. With a test light to ground, probe the CKP ignition
feed harness terminal. Go to Step 29 Go to Step 30
Did the light illuminate? —

29 1. Ignition ON.
2. At the CKP harness connector, connect a test lamp
between the ignition and ground terminals. Go to Step 31 Go to Step 32
Did the lamp illuminate? —
30 Check the CKP High circuit between the sensor and the
PCM for a short to ground or open circuit.
Go to Step 33
31 Replace the CKP position sensor.
Go to Step 34
Is there still a problem? — —
32 Check the CKP Low circuit between the sensor and the
PCM for: an open circuit, a short to ground, or short to
voltage.
Go to Step 33
Was the problem found? — Verify repair
33 Replace the PCM.
procedures.
34 1. Test the fuel for contamination.
2. If a problem is found, clean the fuel system and
correct the contaminated fuel condition as
necessary. Replace the fuel filter and replace any
injectors that are not delivering fuel (see Injector
Balance Test). Go to Step 35
35 To diagnose the following conditions, refer to Engine
Mechanical:
f Slipped camshaft drive belt.
f Leaking or sticky valves or rings.
f Excessive valve deposits.
f Loose or worn rocker arms.
f Weak valve springs
f Leaking head gasket.
FUEL SYSTEM ELECTRICAL TEST
D06RX040
Circuit Description Diagnostic Aids

When the ignition switch is first turned ON, the powertrain An intermittent may be caused by a poor connection,
control module (PCM) energizes the fuel pump relay rubbed–through wire insulation, or a wire broken inside
which applies power to the in–tank fuel pump. The fuel the insulation. Check for the following items:
pump relay will remain ON as long as the engine is f Poor connection or damaged harness – Inspect the
running or cranking and the PCM is receiving 58X PCM harness and connectors for improper mating,
crankshaft position pulses. If no 58X crankshaft position broken locks, improperly formed or damaged
pulses are present, the PCM de–energizes the fuel pump terminals, poor terminal–to–wire connection, and
relay within 2 seconds after the ignition is turned ON or the damaged harness.
engine is stopped.
The fuel pump delivers fuel to the fuel rail and injectors, Test Description
then to the fuel pressure regulator. The fuel pressure Number(s) below refer to the step number(s) on the
regulator controls fuel pressure by allowing excess fuel to Diagnostic Chart:
be returned to the fuel tank. With the engine stopped and 2. If the fuel pump is operating but incorrect pressure
ignition ON, the fuel pump can be turned ON by using a is noted, the fuel pump wiring is OK and the ”Fuel
command by the Tech 2. System Pressure Test” chart should be used for
diagnosis.
CAUTION: To reduce the risk of fire and personal 2. Remove the fuel pump relay from the underhood
injury: relay center.
f It is necessary to relieve fuel system pressure 3. Start the engine and allow it to stall.
before connecting a fuel pressure gauge. Refer to 4. Crank the engine for an additional 3 seconds.
Fuel Pressure Relief Procedure, below.
f A small amount of fuel may be released when Fuel Gauge Installation
disconnecting the fuel lines. Cover fuel line 1. Remove the shoulder fitting cap.
fittings with a shop towel before disconnecting, to
catch any fuel that may leak out. Place the towel in 2. Install fuel gauge J 34730–1 to the fuel feed line
an approved container when the procedure is located in front of and above the right side valve
completed. cover.
3. Reinstall the fuel pump relay.
Fuel Pressure Relief Procedure
1. Remove the fuel cap.
Fuel System Electrical Test

performed? System
2 1. Read the ”Caution” above.
2. Relieve the fuel system pressure and install the fuel
pump pressure gauge to the test fitting.
3. Use a Tech 2 to command the fuel pump ON.
Is there an immediate pressure build–up which
indicates the pump is running? — Go to Step 3 Go to Step 4
3 1. Verify that the pump is not running by removing the
fuel filler cap and listening.
2. Command the pump ON with the Tech 2. Test Go to Step 12
Did the pump turn OFF after 2 seconds? — completed
4 1. Ignition OFF.
2. Remove the fuel pump relay.
3. Ignition SW “On”, Engin Off.
4. Using a test light connected to ground, probe the
battery feed to the relay.
Did the light illuminate? — Go to Step 6 Go to Step 5
5 Repair short or open battery feed to fuel pump relay.
6 1. Connect a test light between the two wires that
connect to the fuel pump relay pull–in coil.
2. Ignition ON.
Did the test light illuminate for 2 seconds and then turn Go to Step 12
off? — Go to Step 7
7 1. With a test light connected to battery (–), probe the
fuel pump relay connector at the wire which runs
from the relay pull–in coil to the PCM.
2. Ignition ON.
Did the test light illuminate for 2 seconds and then turn
off? — Go to Step 8 Go to Step 9
8 Locate and repair open in the fuel pump relay ground
circuit.
Fuel System Electrical Test (Cont'd)

9 Check for short or open between the PCM and the fuel
pump relay.
Go to Step 10
10 1. Check the fuel pump relay circuit for a poor terminal
connection at the PCM.
2. If a problem is found, replace terminal as necessary. Go to Step 11
11 Replace the PCM.
procedures.
12 1. Reconnect the fuel pump relay.
2. Disconnect the fuel pump electrical connector at the
fuel tank.
fuel pump feed wire (harness side).
4. Command the fuel pump ON with a Tech 2. Go to Step 15 Go to Step 13
Did the light illuminate for 2 seconds? —
13 1. Honk the horn to verify that the horn relay is
functioning.
2. Substitute the horn relay for the fuel pump relay.
3. Leave the test light connected as in step 12.
4. Command the fuel pump ON with the Tech 2.
Did the test light illuminate for 2 seconds when the fuel Go to Step 17 Go to Step 14
pump was commanded ON? —
14 1. Re–connect the horn relay in its proper location.
2. Check for a short circuit, blown fuse or open circuit
between the relay and the fuel tank.
15 1. With the fuel pump electrical connector at the fuel
tank disconnected, connect a test light between the
feed wire and the ground wire (harness side).
2. Command the fuel pump ON with a Tech 2. Go to Step 18 Go to Step 16
Did the test light illuminate for 2 seconds? —
16 Repair the open circuit in the fuel pump ground wire.
17 1. Re–connect the horn relay in its proper location.
2. Replace the fuel pump relay.
18 Replace the fuel pump.
FUEL SYSTEM DIAGNOSIS
D06RX040
Circuit Description Test Description

When the ignition switch is turned ON, the powertrain Number(s) below refer to the step number(s) on the
control module (PCM) will turn ON the in–tank fuel pump. Diagnostic Chart:
The in–tank fuel pump will remain ON as long as the 2. Connect the fuel pressure gauge to the fuel feed
engine is cranking or running and the PCM is receiving line as shown in the fuel system illustration. Wrap a
58X crankshaft position pulses. If there are no 58X shop towel around the fuel pressure connection in
crankshaft position pulses, the PCM will turn the in–tank order to absorb any fuel leakage that may occur
fuel pump OFF 2 seconds after the ignition switch is when installing the fuel pressure gauge. With the
turned ON or 2 seconds after the engine stops running. ignition switch ON and the fuel pump running, the
The in–tank fuel pump is an electric pump within an fuel pressure indicated by the fuel pressure gauge
integral reservoir. The in–tank fuel pump supplies fuel should be 283–376 kPa (41–55 psi). This pressure
through an in–line fuel filter to the fuel rail assembly. The is controlled by the amount of pressure the spring
fuel pump is designed to provide fuel at a pressure above inside the fuel pressure regulator can provide.
the pressure needed by the fuel injectors. A fuel pressure 3. A fuel system that cannot maintain a constant fuel
regulator, attached to the fuel rail, keeps the fuel available pressure has a leak in one or more of the following
to the fuel injectors at a regulated pressure. Unused fuel is areas:
returned to the fuel tank by a separate fuel return line. f The fuel pump check valve.
f The fuel pump flex line.
f The valve or valve seat within the fuel pressure 20. This test determines if the high fuel pressure is due
regulator. to a restricted fuel return line or if the high fuel
f The fuel injector(s) pressure is due to a faulty fuel pressure regulator.
4. Fuel pressure that drops off during acceleration, 21. A lean condition may result from fuel pressure
cruise, or hard cornering may case a lean condition. below 333 kPa (48 psi). A lean condition may cause
A lean condition can cause a loss of power, surging, a DTC P0131 or a DTC P0171 to set. Driveability
or misfire. A lean condition can be diagnosed using conditions associated with lean conditions can
a Tech 2. If an extremely lean condition occurs, the include hard starting (when the engine is cold),
oxygen sensor(s) will stop toggling. The oxygen hesitation, poor driveability, lack of power, surging,
sensor output voltage(s) will drop below 500 mV. and misfiring.
Also, the fuel injector pulse width will increase. 22. Restricting the fuel return line causes the fuel
IMPORTANT: Make sure the fuel system is not pressure to rise above the regulated fuel pressure.
operating in the ”Fuel Cut–Off Mode.” Command the fuel pump ON with the Tech 2. The
fuel pressure should rise above 376 kPa (55 psi) as
When the engine is at idle, the manifold pressure is the fuel return line becomes partially closed.
low (high vacuum). This low pressure (high vacuum)
is applied to the fuel pressure regulator diaphragm. NOTE: Do not allow the fuel pressure to exceed 414 kPa
The low pressure (high vacuum) will offset the (60 psi). Fuel pressure in excess of 414 kPa (60 psi) may
pressure being applied to the fuel pressure regulator damage the fuel pressure regulator.
diaphragm by the spring inside the fuel pressure
regulator. When this happens, the result is lower fuel CAUTION: To reduce the risk of fire and personal
pressure. The fuel pressure at idle will vary slightly as injury:
the barometric pressure changes, but the fuel
pressure at idle should always be less than the fuel f It is necessary to relieve fuel system pressure
pressure noted in step 2 with the engine OFF. before connecting a fuel pressure gauge. Refer to
16. Check the spark plug associated with a particular f A small amount of fuel may be released when
fuel injector for fouling or saturation in order to disconnecting the fuel lines. Cover fuel line
determine if that particular fuel injector is leaking. If fittings with a shop towel before disconnecting, to
checking the spark plug associated with a particular catch any fuel that may leak out. Place the towel in
fuel injector for fouling or saturation does not an approved container when the procedure is
determine that a particular fuel injector is leaking, completed.
use the following procedure:
f Remove the fuel rail, but leave the fuel lines and Fuel Pressure Relief Procedure
injectors connected to the fuel rail. Refer to Fuel Rail
Assembly in On–Vehicle Service. 1. Remove the fuel cap.
f Lift the fuel rail just enough to leave the fuel injector 2. Remove the fuel pump relay from the underhood
nozzles in the fuel injector ports. relay center.
3. Start the engine and allow it to stall.
CAUTION: In order to reduce the risk of fire and 4. Crank the engine for an additional 3 seconds.
personal injury that may result from fuel spraying on
the engine, verify that the fuel rail is positioned over
the fuel injector ports and verify that the fuel injector
Fuel Gauge Installation
retaining clips are intact. 1. Remove the shoulder fitting cap.
f Pressurize the fuel system by connecting a 10 amp 2. Install fuel gauge J 34730–1 to the fuel feed line
fused jumper between B+ and the fuel pump relay located on the upper right side of the engine near the
connector. EGR valve.
f Visually and physically inspect the fuel injector 3. Reinstall the fuel pump relay.
nozzles for leaks.
17. A rich condition may result from the fuel pressure
being above 376 kPa (55 psi). A rich condition may
cause a DTC P0132 or a DTC P0172 to set.
Driveability conditions associated with rich
conditions can include hard starting (followed by
black smoke) and a strong sulfur smell in the
exhaust.
Fuel System Diagnosis

performed? System
2 1. Turn the ignition OFF.
2. Turn the air conditioning system OFF.
3. Relieve fuel system pressure and install the fuel
pressure gauge.
4. Turn the ignition ON.
NOTE: The fuel pump will run for approximately 2
seconds. Use the Tech 2 to command the fuel pump
ON.
5. Observe the fuel pressure indicated by the fuel
pressure gauge with the fuel pump running. 283–376 kPa Go to Step 17
Is the fuel pressure within the specified limits? (41–55 psi) Go to Step 3
3 NOTE: The fuel pressure will drop when the fuel pump
stops running, then it should stabilize and remain
constant.
Does the fuel pressure indicated by the fuel pressure Go to Step 12
gauge remain constant? — Go to Step 4
4 1. When the vehicle is at normal operating
temperature, turn the ignition ON to build fuel
pressure and observe the measurement on the
gauge.
2. Start the engine and observe the fuel pressure
gauge.
Did the reading drop by the amount specified after the 21–105 kPa
engine was started? (3–15 psi) Go to Step 5 Go to Step 9
5 Is fuel pressure dropping off during acceleration, Check for
cruise, or hard cornering? — Go to Step 6 improper fuel
6 Visually and physically inspect the following items for a
restriction:
f The in–pipe fuel filter.
f The fuel feed line.
Was a restrication found? — Verify repair Go to Step 7
7 Remove the fuel tank and visually and physically
inspect the following items:
f The fuel pump strainer for a restriction.
f The fuel line for a leak.
f Verify that the correct fuel pump is in the vehicle.
Was a problem found in any of these areas? — Verify repair Go to Step 8
9 1. Disconnect the vacuum hose from the fuel pressure
regulator.
2. With the engine idling, apply 12–14 inches of
vacuum to the fuel pressure regulator.
Does the fuel pressure indicated by the fuel pressure 21–105 kPa Go to Step 10 Go to Step 11
gauge drop by the amount specified? (3–15 psi)
Fuel System Diagnosis (Cont'd)

10 Locate and repair the loss of vacuum to the fuel
pressure regulator.
11 Replace the fuel pressure regulator.
12 1. Run the fuel pump with the Tech 2.
2. After pressure has built up, turn off the pump and
clamp the supply hose shut with suitable locking
pliers which will not damage the hose.
Does the fuel pressure indicated by the fuel pressure Go to Step 13 Go to Step 15
gauge remain constant? —
13 Visually inspect the fuel supply line and repair any
leaks.
Go to Step 14
14 Remove the fuel tank and inspect for leaky hose or
in–tank fuel line.
Was a problem found? — Verify repair Go to Step 8
15 1. If the pliers are still clamped to the fuel supply hose,
remove the locking pliers.
2. With suitable locking pliers which will not damage
the hose, clamp the fuel return line to prevent fuel
from returning to the fuel tank.
3. Run the fuel pump with the Tech 2.
4. After pressure has built up, remove power to the
pump.
Does the fuel pressure indicated by the fuel pressure Go to Step 11 Go to Step 16
gauge remain constant? —
16 Locate and replace any leaking fuel injector(s).
17 Is the fuel pressure indicated by the fuel pressure 376 kPa (55 Go to Step 18 Go to Step 21
gauge above the specified limit? psi)
18 1. Relieve the fuel pressure. Refer to the Fuel
Pressure Relief.
2. Disconnect the fuel return line from the fuel rail.
3. Attach a length of flexible hose to the fuel rail return
outlet passage.
4. Place the open end of the flexible hose into an
approved gasoline container.
pressure gauge with the fuel pump running. 290–376 kPa Go to Step 19 Go to Step 20
Is the fuel pressure within the specified limits? (42–55 psi)
19 Locate and correct the restriction in the fuel return line.
20 Visually and physically inspect the fuel rail outlet
passages for a restriction.
Go to Step 11
Was a restriction found? — Verify repair

21 Is the fuel pressure indicated by the fuel pressure Go to Step 22 Go to Step 23
gauge above the specified value? 0 kPa (0 psi)
22 1. Command the fuel pump ON with the Tech 2.
2. Using suitable pliers which will not damage the fuel
hose, gradually apply pressure with the pliers to
pinch the flexible fuel return hose closed.
CAUTION: Do not let the fuel pressure exceed
the second specified value.
Does the fuel pressure indicated by the fuel pressure 414 kPa (60 Go to Step 11
gauge rise above the first specified value? psi) Go to Step 7
23 1. Command the fuel pump ON with the Tech 2.
2. Remove the fuel filler cap and listen for the sound of
the fuel pump running. Go to Fuel
System
3. Turn the pump off. Electrical Test
Was the fuel pump running? — Go to Step 7 Chart
IDLE AIR CONTROL (IAC) SYSTEM CHECK
D06RX041
Circuit Description high. The following checks should be made to repair a

The powertrain control module (PCM) controls engine non–IAC system problem:
idle speed with the idle air control (IAC) valve. To increase f Vacuum leak (high idle) – If idle is too high, stop the
idle speed, the PCM retracts the IAC valve pintle away engine. Fully extend (low) IAC with the IAC motor
from its seat, allowing more air to bypass the throttle bore. analyzer J 39027–A. Start the engine. If idle speed is
To decrease idle speed, it extends the IAC valve pintle above 800 RPM, locate and correct the vacuum leak,
towards its seat, reducing bypass air flow. A Tech 2 will including the PCV system. Check for binding of the
throttle blade or linkage.
read the PCM commands to the IAC valve in counts.
Higher counts indicate more air bypass (higher idle). f Lean heated oxygen sensor signal (high air/fuel ratio)
Lower counts indicate less air is allowed to bypass (lower – The idle speed may be too high or too low. Engine
idle). speed may vary up and down, and disconnecting the
IAC valve does not help. Diagnostic trouble codes
Diagnostic Aids P0131, P0151, P0171, or P0174 may be set. Tech 2
oxygen (O2) voltage will be less than 100 mV (0.1 V).
A slow, unstable, or fast idle may be caused by a non–IAC Check for low regulated fuel pressure, water in fuel, or
system problem that cannot be overcome by the IAC a restricted injector.
valve. Out of control range IAC Tech 2 counts will be
above 60 if idle is too low, and zero counts if idle is too
f Rich heated oxygen sensor signal (low air/fuel ratio) – 1. The IAC motor analyzer J 39027–A is used to
The idle speed will be too low. Tech 2 IAC counts will extend and retract the IAC valve. Valve movement
usually be above 80. The system is obviously rich and is verified by an engine speed change. If no change
may exhibit black smoke in the exhaust. in engine speed occurs, the valve can be resettled
f Tech 2 O2 voltage will be fixed at about 750 mV (0.75 when removed from the throttle body.
V). Check for high fuel pressure, or a leaking or 2. This step checks the quality of the IAC movement in
sticking injector. A silicon–contaminated heated step 1. Between 700 revolutions per minute (RPM)
oxygen sensor will show an O2 voltage slow to and about 1500 RPM, the engine speed should
respond on the Tech 2. change smoothly with each flash of the tester light
f Throttle body – Remove the IAC valve and inspect the in both extend and retract. If the IAC valve is
bore for foreign material. retracted beyond the control range (about 1500
f IAC valve electrical connections – IAC valve RPM), it may take many flashes to extend the IAC
connections should be carefully checked for proper valve before engine speed will begin to drop. This is
contact. normal on certain engines. Fully extending the IAC
may cause engine stall. This may be normal.
f PCV valve – An incorrect or faulty PCV valve may
result in an incorrect idle speed. Refer to Diagnosis, 6. Steps 1 and 2 verified the proper IAC valve
Rough Idle, Stalling. operation. This step checks the IAC circuits. Each
lamp on the noid light should flash red and green
If intermittent poor driveability or idle symptoms are
while the IAC valve is cycled. While the sequence of
resolved by disconnecting the IAC, carefully recheck
color is not important, if either light is OFF or does
the connections and valve terminal resistance, or
not flash red and green, check the circuits for faults,
replace the IAC.
beginning with poor terminal contacts.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart:
Idle Air Control (IAC) System Check

1 1. Ignition OFF.
2. Connect the IAC motor analyzer J 39027–A to the
IAC valve.
3. Set the parking brake.
4. Block the wheels.
5. Turn the air conditioning OFF.
6. Idle the engine in Park (A/T) or Neutral (M/T).
7. Install the Tech 2. Display the RPM.
8. Use the IAC motor analyzer J 39027–A to extend
and retract the IAC valve.
9. The engine speed should decrease and increase as
the IAC is cycled.
Does the RPM change? — Go to Step 2 Go to Step 3
2 RPM should change smoothly with each flash of the
IAC motor analyzer J 39027–A light.
700–1500
Does the RPM change within the range specified? RPM Go to Step 6 Go to Step 3
3 Check the IAC passages.
Are the IAC passages blocked? — Go to Step 4 Go to Step 5
4 Clear any obstruction from the IAC passages.
5 Replace the IAC. Refer to On–Vehicle Service, Idle Air
Control Valve.
Idle Air Control (IAC) System Check (Cont'd)

6 1. Install the appropriate IAC noid light from J
39027–A into the powertrain control module
harness.
2. Cycle the IAC motor analyzer J 39027–A and
observe the noid lights.
3. Both the lights should cycle red and green, but
never OFF, as the RPM is changed over its range.
Do the noid lights cycle red and green? — Go to Step 7 Go to Step 8
7 1. Use the other connector on the IAC motor analyzer
J 39027–A pigtail.
2. Check the resistance across the IAC coils. Measure
the resistance between terminal A and terminal B.
3. Measure the resistance between terminal C and
terminal D. Go to Step 10
Is the resistance within the specified range? 40–80 W Go to Step 9
8 If the circuits did not test green and red, check the
following:
f Faulty connector terminal contacts
f Open circuits, including connections
f Circuits shorted to ground or voltage
f Faulty powertrain control module connector(s) or
powertrain controlmodule.
Go to Step 13
Are repairs necessary? — —
9 1. Check the resistance between the IAC terminal B
and terminal C.
2. Check the resistance between the IAC terminal A
and terminal D. Go to Step 11 Go to Step 12
Is the resistance infinite? —
Control Valve.
11 Check the IAC valve and circuit. Refer to
Diagnostic Go to Step 12
Are the IAC valve and circuit OK?
— Aids
Control Valve.
13 Repair or replace the faulty component(s).
EXHAUST GAS RECIRCULATION (EGR) SYSTEM CHECK
D06RX055

A properly operating exhaust gas recirculation (EGR) The EGR valve chart is a check of the EGR system. An
system will directly affect the air/fuel requirements of the EGR pintle constantly in the closed position could cause
engine. Since the exhaust gas introduced into the air/fuel detonation and high emissions of NOx. It could also result
mixture is an inert gas (contains very little or no oxygen), in high long term fuel trim values in the open throttle cell,
less fuel is required to maintain a correct air/fuel ratio. but not in the closed throttle cell. An EGR pintle constantly
Introducing exhaust gas into the combustion chamber in the open position would cause rough idle. Also, an EGR
lowers combustion temperatures and reduces the valve mounted incorrectly (rotated 180°) could cause a
formation of oxides of nitrogen (NOx) in the exhaust gas. rough idle without setting an EGR DTC. Check for the
Lower combustion temperatures also prevent detonation. following items:
If the EGR pintle were to stay closed, the inert exhaust f EGR passages – Check for restricted or blocked EGR
gas would be replaced with air and the air/fuel mixture passages.
would be leaner. The powertrain control module (PCM) f Manifold absolute pressure sensor – A manifold
would compensate for the lean condition by adding fuel, absolute pressure sensor may shift in calibration
resulting in higher long term fuel trim values. enough to affect fuel delivery. Refer to Manifold
Absolute Pressure Output Check.
Exhaust Gas Recirculation (EGR) System Check

1 Check the EGR valve for looseness.
Is the EGR valve loose? — Go to Step 2 Go to Step 3
2 Tighten the EGR valve.
3 1. Place the transmission selector in Park or Neutral. EGR system
2. Start the engine and idle until warm (”Closed Loop”). working
properly. No
3. Using a Tech 2, command EGR ”50% ON.”
problem
Does the engine idle rough and lose RPMs? — found. Go to Step 4
4 1. Engine OFF.
2. Ignition ON.
3. Using a test light to ground, check the EGR harness
between the ignition feed and ground.
Does the test light illuminate? — Go to Step 6 Go to Step 5
5 Repair the EGR harness ignition feed.
Was the problem corrected? — Verify repair Go to Step 6
6 1. Remove the EGR valve.
2. Visually and physically inspect the EGR valve
pintle, valve passages and adapter for excessive
deposits, obstructions or any restrictions.
Does the EGR valve have excessive deposits,
obstructions or any restrictions?
— Go to Step 7 Go to Step 8
7 Clean or replace EGR system components as
necessary.
8 1. Ground the EGR valve metal case to battery (–).
2. Using a Tech 2, command EGR ON and observe the
EGR valve pintle for movement.
Does the EGR valve pintle move according to Go to DTC
command? — Go to Step 9 P0404 chart
9 1. Remove the EGR inlet and outlet pipes from the
intake and exhaust manifolds.
2. Visually and physically inspect manifold EGR ports
and EGR inlet and outlet pipes for blockage or
restriction caused by excessive deposits or other EGR system
damage. working
Do the manifold EGR ports or inlet and outlet pipes properly. No
have excessive deposits, obstructions, or any Go to Step 10 problem
restrictions? — found.
necessary.
MANIFOLD ABSOLUTE PRESSURE (MAP) OUTPUT CHECK
D06RX042
Circuit Description 1. When you compare the Tech 2 readings to a known

The manifold absolute pressure (MAP) sensor measures good vehicle, it is important to compare vehicles
that use MAP sensors that have the same part
the changes in the intake MAP which result from engine
number.
load (intake manifold vacuum) and engine speed
changes; and converts these into a voltage output. The 2. Applying 34 kPa (10 Hg) vacuum to the MAP sensor
powertrain control module (PCM) sends a 5–volt should cause the voltage to be 1.5–2.1 volts less
reference voltage to the MAP sensor. As the MAP than the voltage at step 1. Upon applying vacuum to
changes, the output voltage of the sensor also changes. the sensor, the change in voltage should be
By monitoring the sensor output voltage, the PCM knows instantaneous. A slow voltage change indicates a
the MAP. A lower pressure (low voltage) output voltage faulty sensor.
will be about 1–2 volts at idle. Higher pressure (high 3. Check the vacuum hose to the sensor for leaking or
voltage) output voltage will be about 4–4.8 volts at wide restriction. Be sure that no other vacuum devices
open throttle. The MAP sensor is also used, under certain are connected to the MAP hose.
conditions, to measure barometric pressure, allowing the IMPORTANT: Make sure the electrical connector
PCM to make adjustments for different altitudes. The remains securely fastened.
PCM uses the MAP sensor to diagnose proper operation
4. Disconnect the sensor from the bracket. Twist the
of the EGR system, in addition to other functions. sensor with your hand to check for an intermittent
connection. Output changes greater than 0.10 volt
Test Description indicate a bad sensor.
IMPORTANT: Be sure to use the same diagnostic test
equipment for all measurements.
The number(s) below refer to the step number(s) on the
Diagnostic Chart:
Manifold Absolute Pressure (MAP) Output Check

1 1. Turn the ignition OFF and leave it OFF for 15
seconds.
2. Ignition ON. Do not crank engine.
3. The Tech 2 should indicate a manifold absolute
pressure (MAP) sensor voltage.
4. Compare this scan reading to the scan reading of a
known good vehicle obtained using the exact same
procedure as in Steps 1–4.
Is the voltage reading the same +/– 0.40 volt? — Go to Step 2 Go to Step 5
2 1. Disconnect the vacuum hose at the MAP sensor
and plug the hose.
2. Connect a hand vacuum pump to the MAP sensor.
3. Start the engine.
4. Apply 34 kPa (10 Hg) of vacuum and note the
voltage change.
Is the voltage change 1.5–2.1 volts less than step 1? — Go to Step 3 Go to Step 4
3 Check the sensor hose for leakage or restriction.
Does the hose supply vacuum to the MAP sensor only? — Go to Step 5 Go to Step 4
4 Repair the hose to ensure the hose supplies vacuum to
the MAP sensor only.
5 Check the sensor connection.
Is the sensor connection good? — Go to Step 6 Go to Step 7
6 Refer to On–Vehicle Service, MAP Sensor.
7 Repair the poor connection.
EVAPORATIVE (EVAP) EMISSIONS CANISTER PURGE VALVE SOLENOID

CHECK
D06RX056

Canister purge is controlled by a solenoid valve that f Make a visual check of vacuum hoses.
allows manifold vacuum to purge the canister. The f Check the throttle body for possible cracked.
powertrain control module (PCM) supplies a ground to
f Check the malfunction indicator lamp for a possible
energize the solenoid valve (purge ON). The EVAP purge
mechanical problem.
solenoid control is turned ON time is determined by
engine operating conditions including load, throttle
Test Description
position, coolant temperature and ambient temperature.
The duty cycle is calculated by the PCM and the purge The number(s) below refer to the step number(s) on the
solenoid is enabled when the appropriate conditions have Diagnostic Chart:
been met: 1. Check to see if the solenoid is open or closed. The
f The engine run time after start is more than 60 solenoid is normally de–energized in this step, so it
seconds. should be closed.
f The engine coolant temperature is above 30°C 2. This step checks to determine if the solenoid was
(86°F). open due to an electrical circuit problem or a
defective solenoid.
f The fuel control system is operating in the
Closed–Loop mode. 3. This should normally energize the solenoid, opening
the valve and allowing the vacuum to drop (purge
ON).
Evaporative (EVAP) Emissions Canister Purge Valve Solenoid Check

1 1. Ignition OFF.
3. At the throttle body, disconnect the hose that goes
to the pump solenoid.
4. Using a hand vacuum pump with an attached
vacuum gauge J 23738–A, apply vacuum (10” Hg or
34 kPa) to the solenoid.
Does the solenoid hold vacuum? — Go to Step 3 Go to Step 2
2 1. Disconnect the solenoid electrical connector.
2. As in Step 1, apply vacuum (10” Hg or 34 kPa) to the
solenoid.
Does the solenoid hold vacuum? — Go to Step 4 Go to Step 7
3 1. At the throttle body, put a cap over the vacuum port
where the hose was disconnected for testing. This
is to prevent a vacuum leak when the engine is
started.
2. Ignition OFF.
3. Install the Tech 2.
4. Apply vacuum to the purge solenoid with the hand
vacuum pump.
5. Start the engine, run at 2500 RPM.
6. Using the Tech 2 command the purge solenoid ON.
Did the vacuum drop when the purge was turned on? — Go to Step 8 Go to Step 9
4 Check for a short to ground or open in the wire between
the solenoid and the PCM.
Is there a problem? — Go to Step 5 Go to Step 6
5 Repair the faulty wire.
6 Replace the PCM.
procedures.
7 Replace the faulty purge solenoid.
Refer to On–Vehicle Service, EVAP Canister Purge
Solenoid.
Evaporative (EVAP) Emissions Canister Purge Valve Solenoid Check

(Cont'd)
2. At the throttle body, install a vacuum gauge where
the hose from the purge solenoid was disconnected
for testing.
4. Stabilize the engine speed at about 2500 RPM. No problem
found in the
5. Momentarily snap the throttle open and let it return EVAP
to idle. emission
Is there approximately 10” Hg (34 kPa) of vacuum canister Refer to
available at the EVAP emission canister purge purge valve Diagnostic
solenoid? — check. Aids
9 1. Turn the Ignition OFF.
2. Disconnect the solenoid’s electrical connector.
3. Connect a test lamp between the harness
terminals.
4. Turn the Ignition ON. Go to Step 10
Does the test lamp light? — Go to Step 7
10 Probe each terminal of the solenoid valve electrical
connector with a test lamp to ground.
Does the test lamp light on both terminals? —
11 Repair the short to voltage in the wire between the
solenoid and the PCM.
12 Does the ignition feed terminals light the test lamp? Go to Step 13 Go to Step 14
—
13 Check for an open in the wire between the purge
solenoid and the PCM.
Go to Step 15
Was there an open circuit? — Go to Step 6
14 Repair the open in the ignition feed wire.
15 Repair the open wire.
Upshift Lamp System Check (Manual Transmission Only)
D06RX063

The shift lamp indicates the best transmission shift point An intermittent may be caused by a poor connection,
for maximum fuel economy. rubbed-through wire insulation. Check for poor
The lamp is controlled by the Power Train Control Module connections or a damaged harness.
(PCM) and is turned “ON” by grounding the YEL/GRN Inspect the PCM harness and connector for proper
wire. mating, broken locks, improperly formed or damaged
The PCM is used information from the following inputs to terminals, poor terminal-to-wire connection and
control the upshift lamp. damaged harness.
f Engine Coolant temperature (ECT) Sensor
f Throttle Position Sensor
Test Description
f Vehicle Speed Sensor 1. This should not turn “ON” the up-shift lamp. If the
lamp is “ON”, there is a short to ground in YEL/GRN or
f Engine Speed a fault PCM.
The PCM uses the measured RPM and the vehicle speed
2. This checks the upshift lamp circuit up to the PCM
to calculate what gear the vehicle is in.
connector.
It’s this calculation that determines when the upshift lamp
should be turned “ON”. If the up-shift lamp illuminates, then the PCM
connector is faulty or PCM does not have the ability
to ground the circuit.
Up-Shift Lamp System Check

1 1. Verify the customer complaints in accordance with
mentioned below: Go to the adequate Step Chart
first.
f At the 1st gear position, the lamp doesn’t
illuminate: Go to Step Chart
f At the 3rd gear position, the lamp doesn’t
f Upshift Lamp doesn’t illuminate always.
2. Ignition “ON”, engine “OFF”.
3. Using the Tech 2, check to see if the upshift lamp
turn “ON” or “OFF”.
Does the upshift lamp stay “OFF”? — Go to Step 2 Go to Step 12
2 Check for an open of 15A Turn Backup Fuse.
Was a problem found? Go to Step 4
Refer to Sec-
— Go to Step 3 tion 8
3 Replace the fuse.
Is the action complete? Verify Repair — —
4 Check for an burned out the Upshift Lamp.
5 Replace the Upshift Lamp.
6 1. Check for an Clutch Switch operation and the fixing
condition.
2. Check for an open or short of clutch switch.
3. Check for an open or short of WHT/GRN wiring
harness between Turn Backup Fuse and Clutch
Switch.
7 1. Replace the Clutch Switch. Or,
2. Repair for an open or short of WHT/GRN wiring
harness.
8 1. Check for an open or short of 1-2 Transmission
Switch.
2. Check for an open or short of 3-4 Transmission
Switch.
3. Check for an open or short of GRN wiring harness
between Clutch Switch and Transmission
Switches.
9 1. Replace the applicable Transmission Switch. or,
2. Repair for an open or short of GRN wiring harness.
Up-Shift Lamp System Check (Cont'd)

10 1. Check for an open or short in the Alarmer and Relay
Control Unit.
2. Check for an open of BLU/ORN wiring harness
between Transmission Switches and Alarmer Relay
Control Unit.
11 1. Replace the Alarmer and Relay Control Unit. Or,
2. Repair for an open of BLU/ORN wiring harness
between Alarmer and Relay Control Unit and PCM
connector.
Is the action complete? Verify Repair — Go to Step 15
12 1. Ignition “OFF”.
2. Disconnect the PCM connectors.
3. Shift the gear to 1st or 4th gear position.
4. Turn ignition “ON”, but don’t start the engine.
Does the Upshift Lamp Stay “ON”? — Go to Step 13 Go to Step 15
13 Check for an short to ground of YEL/GRN wiring
harness between Alarmer and PCM connector.
14 Repair for an open YEL/GRN wiring harness.
15 Replace the PCM.
programmed refer to ON-Vehicle Service in Power
Train Control Module and Sensor for procedure.
Is the action complete? — — —
PCM DIAGNOSTIC TROUBLE CODES

The following table lists the diagnostic trouble codes may be faulty; notify the Tech 2 manufacturer of any
supported by this vehicle application. If any DTCs not DTCs displayed that are not included in the following
listed here are displayed by a Scan Tool, the Tech 2 data table.
PCM Diagnostic Trouble Codes
DTC Description Type Illuminate MIL

P0106 MAP Circuit/Range Performance Problem B Yes
P0107 MAP Sensor Circuit Low Input A Yes
P0108 MAP Sensor Circuit High Input A Yes
P0112 IAT Sensor Circuit Low Input A Yes
P0113 IAT Sensor Circuit High Input A Yes
P0117 ECT Sensor Circuit Low Input A Yes
P0118 ECT Sensor Circuit High Input A Yes
P0121 TP Sensor Circuit Range/Performance Problem A Yes
P0122 TP Sensor Circuit Low Input A Yes
P0123 TP Sensor Circuit High Input A Yes
P0125 Insufficient Coolant Temperature for Closed Loop Fuel Control B Yes
P0131 O2 Sensor Circuit Low Voltage (Bank 1 Sensor 1) A Yes
P0132 O2 Sensor Circuit High Voltage (Bank 1 Sensor 1) A Yes
P0133 O2 Sensor Circuit Slow Response (Bank 1 Sensor 1) B Yes
P0134 O2 Sensor Circuit No Activity Detected (Bank Sensor 1) A Yes
P0135 O2 Sensor Heater Circuit Malfunction (Bank 1 Sensor 1) B Yes
P0137 O2 Sensor Circuit Low Voltage (Bank 1 Sensor 2) A Yes
P0138 O2 Sensor Circuit High Voltage (Bank 1 Sensor 2) A Yes
P0140 O2 Sensor Circuit No Activity Detected (Bank 1 Sensor 2) A Yes
P0141 O2 Sensor Heater Circuit Malfunction (Bank 1 Sensor 2) B Yes
P0171 Fuel Trim System Too Lean (Bank 1) B Yes
P0172 Fuel Trim System Too Rich (Bank 1) B Yes
P0201 Injector Circuit Malfunction – Cylinder 1 A Yes
P0300 Random/Multiple Cylinder Misfire Detected B Yes
P0301 Cylinder Misfire Detected (#1) B Yes
P0325 Knock Sensor Circuit Malfunction B Yes
P0327 Knock Sensor Circuit Low Input B Yes
P0336 CKP Sensor Circuit Range/Performance B Yes
P0337 CKP Sensor Circuit Low Input B Yes
P0341 CMP Sensor Circuit Range/Performance B Yes
P0342 CMP Sensor Circuit Low Input B Yes
P0351 Ignition Coil ”A” Primary/Secondary A Yes

P0352 Ignition Coil ”B” Primary/Secondary A Yes
P0401 EGR Flow Insufficient Detected A Yes
P0402 EGR Excessive Flow Detected B Yes
P0404 EGR Circuit Range/Performance B Yes
P0405 EGR Sensor Circuit Low A Yes
P0406 EGR Sensor Circuit High A Yes
P0420 Catalyst System Efficiency Below Threshold A Yes
P0440 EVAP Control System Malfunction A Yes
P0442 EVAP Control System Small Leak Detected A Yes
P0443 EVAP Control System Purge Control Valve Circuit Malfunction A Yes
P0446 EVAP Control System Vent Control Circuit Malfunction B Yes
P0449 EVAP Control System Vent Valve/Solenoid Circuit Malfunction A Yes
P0461 Fuel Level Sensor Circuit Range/Performance B Yes
P0462 Fuel Level Sensor Circuit Low Input B Yes
P0463 Fuel Level Sensor Circuit High Input B Yes
P0480 Cooling Fan 1 Control Circuit Malfunction D No
P0481 Cooling Fan 2 Control Circuit Malfunction D No
P0502 VSS Circuit Low Input B Yes
P0506 Idle Control System RPM Lower than expected B Yes
P0507 Idle Control System RPM Higher than expected B Yes
P0532 A/C Refrigerent Pressure Sensor Circuit Low D No
P0533 A/C Refrigerent Pressure Sensor Circuit High D No
P0562 System Voltage Low D No
P0563 System Voltage High A Yes
P0601 Internal Control Module Memory Check Sum Error A Yes
P1106 MAP Sensor Circuit Intermittent High Voltage D No
P1107 MAP Sensor Circuit Intermittent Low Voltage D No
P1111 IAT Sensor Circuit Intermittent High Voltage D No
P1112 IAT Sensor Circuit Intermittent Low Voltage D No
P1114 ECT Sensor Circuit Intermittent Low Voltage D No
P1115 ECT Sensor Circuit Intermittent High Voltage D No
P1121 TP Sensor Circuit Intermittent High Voltage D No
P1122 TP Sensor Circuit Intermittent Low Voltage D No
P1133 O2 Sensor Insufficient Switching (Bank 1 Sensor 1) B Yes
P1134 O2 Sensor Transition Time Ratio (Bank 1 Sensor1) B Yes
P1171 Fuel System Lean During Acceleration A Yes
P1336 CKP System Variation Not Learned A Yes
P1380 ABS Rough Road System Fault D No
P1381 ABS Rough Road Class 2 Serial Data Fault D No
P1404 EGR Closed Valve B Yes
P1441 EVAP System Flow During Non–Purge B Yes
P1546 A/C Compressor Clutch Output Circuit Malfunction D No
P1625 PCM Unexpected Reset D Yes

P1627 PCM A/D Conversion Malfunction A Yes
P1635 5 Volt Reference Voltage Circuit Malfunction A Yes
P1640 ODM Output Circuit Fault D No
DIAGNOSTIC TROUBLE CODE (DTC) P0106 MANIFOLD ABSOLUTE PRES-

SURE (MAP) CIRCUIT/RANGE PERFORMANCE PROBLEM
D06RX042
Circuit Description f Throttle position is steady, throttle angle changes less

than 5%.
The manifold absolute pressure (MAP) sensor responds
to changes in intake manifold pressure. The MAP sensor f EGR flow rate is steady, changing less than 2%.
signal voltage to the powertrain control module (PCM) f IAC valve counts are steady, changing less than 3
varies from below 2 volts at idle (low manifold pressure) to counts.
above 4 volts with the ignition ON engine not running or at f Engine speed is between 1000 RPM and 4000 RPM.
wide–open throttle (high manifold pressure). f ECT is above –10°C (14°F).
A ”speed density” method of determining engine load is f No change in brake switch, A/C clutch, 3 or power
used on the 2.2L engine. This is calculated using inputs steering pressure switch status.
from the MAP sensor, RPM, CKP Sensor, and the Intake The above conditions are met for longer than 1.5 seconds
Air Temperature (IAT) sensor. The MAP sensor is the and the following condition is met in two consecutive trips:
main sensor used in this calculation, and measuring f Actual MAP value varies more than 10 kPa.
engine load is its main function. The MAP sensor is also f The MAP value must vary for a total of 10 seconds over
used to determine manifold pressure changes while the a 20–second period of time that the samples were
exhaust gas recirculation (EGR) flow test diagnostic is monitored.
being run, to determine engine vacuum level for some
other diagnostics and to determine barometric pressure Action Taken When the DTC Sets
(BARO). Refer to DTC P0401. f The PCM will illuminate the malfunction indicator lamp
The PCM monitors the MAP signals for voltages outside (MIL) after the second consecutive trip in which the
the normal range (10–104 kpa) of the MAP sensor. If the fault is detected.
PCM detects a MAP signal voltage that is excessively f The PCM will default to a BARO value of 79.3 kPa.
low, Diagnostic Trouble Code P0106 will be set. f The PCM will store conditions which were present
Diagnostic Trouble Code P0106 is a Type B Code. when the Diagnostic Trouble Code was set as Freeze
Frame and in the Failure Records data.
Conditions for Setting the DTC
f No ECT, CKP, EGR, EVAP, MAP orTP sensor DTC’s
present.
f Engine speed is steady, changing less than 20 RPM.
Conditions for Clearing the MIL/DTC If these codes are also set, it could indicate a
problem with the 5 Volt reference circuit.
f The PCM will turn the MIL OFF on the third consecutive
trip cycle during which the diagnostic has been run and f The MAP sensor shares a ground with the TP sensor
the fault condition is no longer present. and Fuel Pressure sensor.
f A history Diagnostic Trouble Code P0106 will clear f Damaged harness – Inspect the wiring harness for
after 40 consecutive warm–up cycles have occurred damage; an open circuit, a short to ground, or a short
without a fault. to voltage. If the harness appears to be OK, observe
f Diagnostic Trouble Code P0106 can be cleared by the MAP display on the Tech 2 while moving
using the Scan Tool’s ”Clear Info” function. connectors and wiring harnesses related to the sensor.
A change in the display will indicate the location of the
fault.
Diagnostic Aids If Diagnostic Trouble Code P0106 cannot be duplicated,
Check for the following conditions: the information included in the Failure Records data can
f Poor connection at PCM – Inspect harness connectors be useful in determining vehicle mileage since the
for backed–out terminals, improper mating, broken Diagnostic Trouble Code was last set. If it is determined
locks, improperly formed or damaged terminals, and that the Diagnostic Trouble Code occurs intermittently,
poor terminal–to–wire connection.
performing the Diagnostic Trouble Code P1106 or P1107
f The MAP sensor shares a 5 Volt Reference with the TP Diagnostic Chart may isolate the cause of the fault.
sensor and Fuel Pressure sensor.
DTC P0106 MAP Circuit/Range Performance Problem

performed? System
2 1. Ignition ON, engine OFF
then clear the DTC’s.
3. Operate the vehicle within Failure Records
4. Using a Tech 2, monitor ”DTC” info for Diagnostic
Trouble Code P0106.
Does the Tech 2 indicate that DTC P0106 ran and
passed? — Go to Step 3 Go to Step 4
3 1. Check for the following condition:
f Vacuum hoses disconnected, damaged, or
incorrectly routed?
f Intake manifold vacuum leaks;
f Vacuum leaks at throttle body;
f Vacuum leaks at EGR valve flange and pipes;
Refer to
2. If a problem is found, repair as necessary. Diagnostic
Was a problem found? — Verify repair Aids
4 1. Disconnect the Manifold Absolute Pressure (MAP)
sensor electrical connector.
2. Observe the MAP value displayed on the Tech 2.
Is the MAP value near the specified value? 0 V 10.3 kPa Go to Step 6 Go to Step 5
5 Check the MAP sensor signal circuit; between the MAP
sensor and the Powertrain Control Module (PCM), for a Go to Step 12
short to voltage? — Verify repair
6 Check the MAP sensor circuit, between the MAP
sensor and the PCM, the following conditions:
f A short to ground
f An open circuit
DTC P0106 MAP Circuit/Range Performance Problem (Cont'd)

7 Check the 5 volt signal circuit, between the MAP
sensor and the PCM, for the following conditions:
f An open circuit
f A short to ground
8 1. Ignition OFF.
2. Place a fused jumper between the MAP sensor
circuit and the 5 volt signal circuit, both at the wiring
harness’ MAP sensor connector.
4. Observe the MAP value displayed on the Tech 2?
Does the Tech 2 read the following value? (if no, start
with the diagnosis chart for other sensors in the circuit 5 volts 104 Go to Step 12
and see if 5V returns.) kPa Go to Step 9
9 Check the MAP sensor ground circuit, between the
MAP sensor and the PCM, for the following conditions:
f An open circuit
f A short to ground
Go to Step 10
10 1. Ignition OFF.
2. Place a Digital Multimeter (DVM), set to measure
voltage, between the ground circuit and the 5 volt
signal circuit, both at the wiring harness’ MAP
sensor connector.
5 volts
Does the DVM read the following value? —
11 Replace the MAP sensor.
Verify repair.
— — —
12 Replace the PCM.
procedures.
And also refer to latest Service Bulletin.
Verify repair.
— — —

SURE (MAP) SENSOR CIRCUIT LOW INPUT
D06RX042
Circuit Description f System voltage greater than 11 volts.

The manifold absolute pressure (MAP) sensor responds f Throttle angle is above 0% if engine speed is less than
to changes in intake manifold pressure. The MAP sensor or equal to 1300 RPM.
signal voltage to the powertrain control module (PCM) f Throttle angle is above 5% if engine speed is above
varies from below 2 volts at idle (low manifold pressure) to 1300 RPM.
above 4 volts with the ignition ON, engine not running or at f The MAP sensor indicates manifold absolute pressure
wide–open throttle (high manifold pressure). below 11 kPa for a total of approximately 10 seconds
over a 16–second period.
A ”speed density” method of determining engine load is
used on the 2.2L engine. This is calculated using inputs Action Taken When the DTC Sets
from the MAP sensor, the CKP Sensor, and the Intake Air
Temperature (IAT) sensor. The MAP sensor is the main f The PCM will illuminate the malfunction indicator lamp
(MIL) the first time the fault is detected.
sensor used in this calculation, and measuring engine
load is its main function. The MAP sensor is also used to f The PCM will default to a BARO value of 79.3 kPa.
determine manifold pressure changes while the exhaust f The PCM will use a MAP value based on speed density
gas recirculation (EGR) flow test diagnostic is being run, calculation.
to determine engine vacuum level for some other f The PCM will store conditions which were present
diagnostics and to determine barometric pressure when the Diagnostic Trouble Code was set as Freeze
(BARO). Refer to DTC P0401.
The PCM monitors the MAP signals for voltages outside Conditions for Clearing the MIL/DTC
the normal range (10–104 kpa) of the MAP sensor. If the
PCM detects a MAP signal voltage that is excessively f The PCM will turn the MIL OFF on the third consecutive
low, Diagnostic Trouble Code P0107 will be set. DTC trip cycle during which the diagnostic has been run and
the fault condition is no longer present.
P0107 is a Type A Code.
f A history DTC P0107 will clear after 40 consecutive
Conditions for Setting the DTC warm–up cycles have occurred without a fault.
f Diagnostic Trouble Code P0107 can be cleared by
f No TP sensor Diagnostic Trouble Codes present. using the Scan Tool’s ”Clear Info” function.
f Engine is running.
Diagnostic Aids observe the MAP display on the Tech 2 while moving
connectors and wiring harnesses related to the sensor.
Check for the following conditions: A change in the display will indicate the location of the
f Poor connection at PCM – Inspect harness connectors fault.
for backed–out terminals, improper mating, broken f A faulty 5 volt reference circuit could also set a TP
locks, improperly formed or damaged terminals, and Sensor Diagnostic Trouble Code because the two
poor terminal–to–wire connection. sensors share the same 5 volt reference pin at the
f The MAP sensor shares a 5 Volt Reference with the TP PCM.
sensor and Fuel Pressure sensor. If Diagnostic Trouble Code P0107 cannot be duplicated,
If these codes are also set, it could indicate a the information included in the Failure Records data can
problem with the 5 Volt reference circuit. be useful in determining vehicle mileage since the
f The MAP sensor shares a ground with the TP sensor Diagnostic Trouble Code was last set. If it is determined
and Fuel Pressure sensor. that the Diagnostic Trouble Code occurs intermittently,
f Damaged harness – Inspect the wiring harness for performing the Diagnostic Trouble Code P0107
damage, shorts to ground, shorts to battery positive, Diagnostic Chart may isolate the cause of the fault.
and open circuits. If the harness appears to be OK,
DTC P0107 – MAP Sensor Circuit Low Input

performed? System
2. With the throttle closed, observe the MAP value
displayed on the Tech 2. 0V 10.3 kPa
Is the MAP value near the specified value? at sea level Go to Step 4 Go to Step 3
2. Review and record Tech 2 Failure Records data.
4. Using a Tech 2, monitor «Diagnostic Trouble Code”
info for Diagnostic Trouble Code P0107. Refer to
Does the Tech 2 indicate Diagnostic Trouble Code Diagnostic
P0107 failed? — Go to Step 4 Aids
4 1. Ignition OFF.
2. Disconnect the MAP sensor electrical connector.
3. Jumper the 5 volt reference circuit and the MAP
signal together at the MAP sensor harness
connector.
4. Ignition ON.
Is the MAP value near the specified value? (if no, start
with the diagnosis chart for other sensors in the circuit Go to Step 10
and see if 5V returns.) 5 V 104 kPa Go to Step 5
5 1. Disconnect the jumper.
2. Connect a fused jumper between the 5 Volt signal
circuit and the MAP sensor signal circuit at the MAP
sensor harness connector.
Is the MAP value near the specified value? 5 V 104 kPa Go to Step 6 Go to Step 8
DTC P0107 – MAP Sensor Circuit Low Input (Cont'd)

6 1. Ignition OFF.
2. Disconnect the PCM and check the 5 volt reference
circuit for an open or short to ground.
3. If the 5 volt reference circuit is open or shorted to
ground, repair it as necessary.
Was the 5 volt reference circuit open or shorted to
ground? — Verify repair Go to Step 7
7 Check the 5 volt reference circuit for a poor connection
at the PCM and replace the terminal if necessary.
Go to Step 11
Did the terminal require replacement? — Verify repair
8 1. Ignition OFF.
2. Disconnect the PCM, and check the MAP signal
circuit for an open, short to ground, or short to the
sensor ground circuit.
3. If the MAP sensor signal circuit is open or shorted to
Was the MAP signal circuit open or shorted to ground? — Verify repair Go to Step 9
9 Check the MAP sensor signal circuit for a poor
connection at the PCM and the MAP sensor; replace
the terminal if necessary.
Go to Step 11
11 Replace the PCM.
procedures.

SURE (MAP) CIRCUIT HIGH INPUT
D06RX042
Circuit Description f Throttle position is below 2.7% if engine speed is below

1000 RPM.
to changes in intake manifold pressure. The MAP sensor f Throttle position is below 10% if engine speed is above
1000 RPM.
signal voltage to the powertrain control module (PCM)
varies from below 2 volts at idle (low manifold pressure) to f The MAP sensor indicates manifold absolute pressure
above 90 kPa for a total of approximately 10 seconds
above 4 volts with the ignition ON, engine not running or at over a 16–second period.
wide–open throttle (high manifold pressure).
A ”speed density” method of determining engine load is Action Taken When the DTC Sets
used on the 2.2L engine. This is calculated using inputs
from the MAP sensor, RPM, CKP Sensor, and the Intake f The PCM will illuminate the malfunction indicator lamp
(MIL) after the second consecutive trip in which the
Air Temperature (IAT) sensor. The MAP sensor is the fault is detected.
main sensor used in this calculation, and measuring f The PCM will default to a BARO value of 79.3 kPa.
engine load is its main function. The MAP sensor is also
f The PCM will store conditions which were present
used to determine manifold pressure changes while the when the Diagnostic Trouble Code was set as Freeze
exhaust gas recirculation (EGR) flow test diagnostic is Frame and in the Failure Records data.
being run, to determine engine vacuum level for some
other diagnostics and to determine barometric pressure Conditions for Clearing the MIL/DTC
(BARO). Refer to DTC P0401.
The PCM monitors the MAP signals for voltages outside trip cycle during which the diagnostic has been run and
the normal range (10–104 kpa) of the MAP sensor. If the the fault condition is no longer present.
PCM detects a MAP signal voltage that is excessively f A history Diagnostic Trouble Code P0108 will clear
low, Diagnostic Trouble Code P0108 will be set. DTC after 40 consecutive warm–up cycles have occurred
P0108 is a Type A Code. without a fault.
Conditions for Setting the DTC using the Scan Tool’s ”Clear Info” function.
f No TP sensor Diagnostic Trouble Codes present.
f Engine is running. Diagnostic Aids
f Poor connection at PCM – Inspect harness connectors f Damaged harness – Inspect the wiring harness for
for backed–out terminals, improper mating, broken damage; an open circuit, a short to ground, or a short
locks, improperly formed or damaged terminals, and to voltage. If the harness appears to be OK, observe
poor terminal–to–wire connection. the MAP display on the Tech 2 while moving
f The MAP sensor shares a 5 Volt Reference with the TP connectors and wiring harnesses related to the sensor.
sensor and Fuel Pressure sensor. A change in the display will indicate the location of the
fault.
If these codes are also set, it could indicate a
If Diagnostic Trouble Code P0108 cannot be duplicated,
the information included in the Failure Records data can
f The MAP sensor share a ground with the TP sensor be useful in determining vehicle mileage since the
and Fuel Pressure sensor. Diagnostic Trouble Code was last set.
DTC P0108 MAP Sensor Circuit High Input

performed? System
2 1. If the engine idle is rough, unstable or incorrect,
repair the idle problem before using this chart. Refer
to Symptoms section.
2. With the engine idling, note the MAP value on the
Tech 2. About 4V 90
Is the MAP reading above the specified value? kPa Go to Step 4 Go to Step 3
3 1. Ignition ON engine OFF
4. Using the Tech 2, monitor ”DTC” info for Diagnostic
Trouble Code P0108. Refer to
Does the Tech 2 indicate that DTC P0108 failed this Diagnostic
ignition? — Go to Step 4 Aids
4 1. Ignition OFF.
3. Ignition ON.
with the diagnosis chart for other sensors in the circuit
and see if 5V returns.) 0 V 10.3 kPa Go to Step 5 Go to Step 6
5 Check the MAP sensor signal circuit; between the MAP
sensor and the Powertrain Control Module (PCM), for a
short to voltage.
Go to Step 12
6 Check the MAP sensor circuit, between the MAP
sensor and the PCM, the following conditions:
f A short to ground
f An open circuit
7 Check the 5 volt signal circuit, between the MAP
sensor and the PCM for the following conditions:
f An open circuit
f A short to ground
DTC P0108 MAP Sensor Circuit High Input (Cont'd)

8 1. Ignition OFF.
2. Place a fused jumper between the MAP sensor
circuit and the 5 volt signal circuit, both at the wiring
harness’ MAP sensor connector.
3. Ignition ON, Engine OFF.
4. Observe the MAP value displayed on the Tech 2? 5 volts 104 Go to Step 12
Does the Tech 2 read the following value? kPa Go to Step 9
9 Check the MAP sensor ground circuit, between the
MAP sensor and the PCM, for the following conditions:
f An open circuit
f A short to ground
Go to Step 10
10 1. Ignition OFF.
signal circuit, both at the wiring harness’ MAP
sensor connector.
3. Ignition ON, Engine OFF. Go to Step 11 Go to Step 12
Does the DVM read the following value? 5 Volts
Verify repair.
— — —
12 Replace the PCM.
procedures.
Verify repair.
— — —
DIAGNOSTIC TROUBLE CODE (DTC) P0112 INTAKE AIR TEMPERATURE (IAT)

SENSOR CIRCUIT LOW INPUT
D06RX043
Circuit Description f The PCM will store conditions which were present
when the DTC was set as Freeze Frame and in the
The intake air temperature (IAT) sensor is a thermistor Failure Records data.
which measures the temperature of the air entering the
engine. The powertrain control module (PCM) applies 5 Conditions for Clearing the MIL/DTC
volts through a pull–up resistor to the IAT sensor. When
the intake air is cold, the sensor resistance is high and the f The PCM will turn the MIL OFF on the third consecutive
trip cycle during which the diagnostic has been run and
PCM will monitor a high signal voltage on the IAT signal the fault condition is no longer present.
circuit. If the intake air is warm, the sensor resistance is
lower, causing the PCM to monitor a lower voltage. warm–up cycles have occurred without a fault.
Diagnostic Trouble Code P0112 will set when the PCM
f DTC P0112 can be cleared by using the Scan Tool’s
detects an excessively low signal voltage (short to ”Clear Info” function.
ground) on the intake air temperature sensor signal
circuit. DTC P0112 is a Type A Code. Diagnostic Aids
f Poor connection at PCM – Inspect harness connectors
f The engine has been running for over 2 minutes. for backed–out terminals, improper mating, broken
f Vehicle speed is greater than 48 km/h (30 mph). locks, improperly formed or damaged terminals, and
f IAT signal voltage less than 0.10 volts for a total of 12.5 poor terminal–to–wire connection.
seconds over a 25–second period of time. f Damaged harness – Inspect the wiring harness for
The above conditions are met for at least 2 seconds. damage, shorts to ground, shorts to battery and open
circuits. If the harness appears to be OK, observe the
Action Taken When the DTC Sets IAT display on the Tech 2 while moving connectors and
wiring harnesses related to the IAT sensor. A change
f The PCM will illuminate the malfunction indicator lamp in the IAT display will indicate the location of the fault.
(MIL) the first time the fault is detected. If Diagnostic Trouble Code P0112 cannot be duplicated,
f The PCM will use a default IAT valve based on PCM the information included in the Failure Records data can
inputs and engine run time. be useful in determining vehicle mileage since the
Diagnostic Trouble Code was last set.
Test Description
Diagnostic Chart:
2. Verifies that the fault is present.
3. If Diagnostic Trouble Code P0112 can be repeated
only by duplicating the Failure Records condition,
refer to the Temperature vs. Resistance Value table.
The table may be used to test the IAT sensor at

various temperatures to evaluate the possibility of
a ”shifted” sensor that may be stored above or
below a certain temperature. If this is the case,
replace the IAT sensor. If the IAT sensor appears
to be OK, the fault is intermittent; refer to
Diagnostic Aids.

°C °F OHMS
Temperature vs. Resistance Values (approximate)
100 212 177
80 176 332
60 140 667
45 113 1188
35 95 1802
25 77 2796
15 59 4450
5 41 7280
–5 23 12300
–15 5 21450
–30 –22 52700
–40 –40 100700
DTC P0112 Intake Air Temperature (IAT) Sensor Circuit Low Input
performed? System
2. Using a Tech 2, monitor the intake air temperature
(IAT).
Is the intake air temperature greater than the specified 148°C
value? (283°F) Go to Step 4 Go to Step 3
3 1. Ignition ON, engine OFF. Review and record Tech 2
Failure Records data.
3. Using a Tech 2, monitor the ”DTC” info for
Diagnostic Trouble Code P0112. Refer to
Does the Tech 2 indicate DTC P0112 failed this Refer to Test Diagnostic
ignition? — Description Aids
4 1. Ignition OFF.
2. Disconnect the IAT sensor electrical connector.
3. Ignition ON.
4. Observe the intake air temperature on the Tech 2. –38°C
Is the intake air temperature below the specified value? (–36°F) Go to Step 6 Go to Step 5
5 1. Ignition OFF.
2. Disconnect the PCM electrical connectors.
3. Check the IAT sensor signal circuit for a short to
ground.
Is the IAT sensor signal circuit shorted to ground? — Verify Repair Go to Step 7
6 Replace the IAT sensor.
Is the action complete? — Verify Repair —
7 Replace the PCM.
procedures.

SENSOR CIRCUIT HIGH INPUT
D06RX043
when the Diagnostic Trouble Code was set as Freeze
The intake air temperature (IAT) sensor is a thermistor Frame and in the Failure Records data.
engine. The powertrain control module (PCM) applies 5 Conditions for Clearing the MIL/DTC
volts through a pull–up resistor to the IAT sensor. When
the intake air is cold, the sensor resistance is high and the f The PCM will turn the MIL OFF on the third consecutive
PCM will monitor a high signal voltage on the IAT signal the fault condition is no longer present.
f A history Diagnostic Trouble Code P0113 will clear
lower causing the PCM to monitor a lower voltage. after 40 consecutive warm–up cycles have occurred
Diagnostic Trouble Code P0113 will set when the PCM without a fault.
detects an excessively high signal voltage on the intake f Diagnostic Trouble Code P0113 can be cleared by
air temperature sensor signal circuit. DTC P0113 is a using the Scan Tool’s ”Clear Info” function.
Type A Code.
Diagnostic Aids
Conditions for Setting the DTC Check for the following conditions:
f The engine has been running for over 4 minutes. f Poor connection at PCM – Inspect harness connectors
f Vehicle speed is less than 32 km/h (20 mph). for backed–out terminals, improper mating, broken
f ECT signal temperature is above 60°C (140°F). locks, improperly formed or damaged terminals, and
f Mass air flow is less than 20g/second.
f Damaged harness – Inspect the wiring harness for
f IAT signal voltage almost 5 volts which indicates an damage, shorts to ground, shorts to battery positive,
intake air temperature less than –39°C (–38°F) for a and open circuits. If the harness appears to be OK,
total of 12.5 seconds over a 25–second period. observe the IAT display on the Tech 2 while moving
connectors and wiring harnesses related to the IAT
Action Taken When the DTC Sets sensor. A change in the IAT display will indicate the
f The PCM will illuminate the malfunction indicator lamp location of the fault.
(MIL) the first time the fault is detected. If Diagnostic Trouble Code P0113 cannot be duplicated,
f The PCM will use a default IAT valve based on PCM the information included in the Failure Records data can
inputs and engine run time.
be useful in determining vehicle mileage since the Intake Air Temperature Sensor
Diagnostic Trouble Code was last set.
°C °F OHMS
Test Description
Diagnostic Chart: 100 212 177
2.Verifies that the fault is present. 80 176 332
3.If Diagnostic Trouble Code P0113 can be repeated 60 140 667
only by duplicating the Failure Records conditions,
refer to the ”Temperature vs. Resistance Values” 45 113 1188
table. 35 95 1802
The table may be used to test the IAT sensor at 25 77 2796
a ”shifted” sensor that may be open above or 15 59 4450
below a certain temperature. If this is the case, 5 41 7280
replace the IAT sensor. If the IAT sensor appears
to be OK, the fault is intermittent; refer to –5 23 12300
Diagnostic Aids. –15 5 21450
–30 –22 52700
–40 –40 100700
DTC P0113 Intake Air Temperature (IAT) Sensor Circuit High Input
performed? System
2 Ignition ON, engine OFF. Observe the ”Intake Air
Temp” display on the Tech 2.
5V –38°C
Is the ”Intake Air Temp” below the specified value? (–36°F) Go to Step 4 Go to Step 3
2. Review and record Tech 2 Failure Records data
parameters.
4. Using a Tech 2, monitor «Diagnostic Trouble Code”
Does the Tech 2 indicate Diagnostic Trouble Code Refer to Test Diagnostic
P0113 failed? — Description Aids
4 1. Ignition OFF.
3. Jumper the IAT signal circuit and the sensor ground
circuit together at the IAT sensor harness
connector.
4. Ignition ON.
5. Observe the ”Intake Air Temp” display on the Tech
2. 0V 140°C
Is the ”Intake Air Temp” at the specified value? (284°F) Go to Step 6 Go to Step 5
5 1. Jumper the IAT signal circuit at the IAT sensor
harness connector to chassis ground.
2. Observe the ”Intake Air Temp” display on the Tech
2. 0V 140°C
Is the ”Intake Air Temp” at the specified value? (284°F) Go to Step 7 Go to Step 8
DTC P0113 Intake Air Temperature (IAT) Sensor Circuit High Input (Cont'd)
6 Check for poor connections at the IAT sensor and
replace terminals if necessary.
Go to Step 10
Did any terminals require replacement? — Verify Repair
7 1. Ignition OFF.
2. Disconnect the PCM, and check the IAT sensor
ground circuit for an open.
3. If the IAT sensor ground circuit is open, repair it as
necessary.
Was the IAT sensor ground circuit open? — Verify repair Go to Step 9
8 1. Ignition OFF.
2. Disconnect the PCM, and check the IAT signal
circuit for an open.
3. If the IAT sensor signal circuit is open, repair it as
necessary.
Was the IAT signal circuit open? — Verify repair Go to Step 9
9 Check for a poor sensor ground or IAT signal circuit
terminal connection at the PCM and replace
terminal(s) if necessary.
Go to Step 11
Did any of the terminals need to be replaced? — Verify repair
10 Replace the IAT sensor
11 Replace the PCM
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0117 ENGINE COOLANT TEMPERA-

TURE (ECT) SENSOR CIRCUIT LOW INPUT
D06RX044
The engine coolant temperature (ECT) sensor is a Frame and in the Failure Records data.
thermistor mounted in the engine coolant stream. The
powertrain control module (PCM) applies a voltage Conditions for Clearing the MIL/DTC
(about 5 volts) through a pull–up resistor to the ECT signal
circuit. When the engine coolant is cold, the sensor f The PCM will turn the MIL OFF on the third consecutive
(thermistor) resistance is high, therefore the PCM will the fault condition is no longer present.
measure a high signal voltage. As the engine coolant
warms, the sensor resistance becomes lower, and the after 40 consecutive warm–up cycles have occurred
ECT signal voltage measured at the PCM drops. With a without a fault.
fully warmed–up engine, the ECT signal voltage should f Diagnostic Trouble Code P0117 can be cleared by
measure about 1.5 to 2.0 volts. DTC P0117 is a Type A using the Scan Tool’s ”Clear Info” function.
Code.
Diagnostic Aids
f Engine running time is longer than two minutes. f Poor connection at PCM – Inspect harness connectors
f The ECT sensor signal indicates an engine coolant for backed–out terminals, improper mating, broken
temperature greaterthan 150°C (302°F) (about 0.14 locks, improperly formed or damaged terminals, and
V) for a total of 12.5 seconds overa 25–second period. poor terminal–to–wire connection.
Action Taken When the DTC Sets damage, shorts to ground, shorts to battery positive,
f The PCM will illuminate the malfunction indicator lamp observe the ECT display on the Tech 2 while moving
(MIL) the first time the fault is detected. connectors and wiring harnesses related to the ECT
f The PCM will substitute the ECT reading with a default sensor. A change in the ECT display will indicate the
engine coolant temperature value. The default value is location of the fault.
based on start–up intake air temperature and running If Diagnostic Trouble Code P0117 cannot be duplicated,
time. the information included in the Failure Records data can
be useful in determining vehicle mileage since the
Diagnostic Trouble Code was last set. If it is determined

that the Diagnostic Trouble Code occurs intermittently,
performing the Diagnostic Trouble Code P1114
Diagnostic Chart may isolate the cause of the fault.
Test Description
Diagnostic Chart:
2.Verifies that the fault is present.
3.If Diagnostic Trouble Code P0117 can be repeated
only by duplicating the Failure Records conditions,
refer to the ”Temperature vs. Resistance Values”
table.
The table may be used to test the ECT sensor at
a ”shifted” sensor that may be shorted above or
below a certain temperature. If this is the case,
replace the ECT sensor. If the ECT sensor
appears to be OK, the fault is intermittent; refer to
Diagnostic Aids.

°C °F OHMS
100 212 177
80 176 332
60 140 667
45 113 1188
35 95 1802
25 77 2796
15 59 4450
5 41 7280
–5 23 12300
–15 5 21450
–30 –22 52700
–40 –40 100700
DTC P0117 – Engine Coolant Temperature (ECT) Sensor Circuit Low Input

performed? System
2 1. Ignition ON engine OFF.
2. Observe the ”Eng Cool Temp” display on the Tech 2. 139°C
Is the ”Eng Cool Temp” below the specified value? (282°F) Go to Step 4 Go to Step 3
4. Using a Tech 2, monitor ”DTC” info for DTC P0117. Refer to
Does the Tech 2 indicate DTC P0117 failed this Diagnostic
4 1. Disconnect the ECT sensor electrical connector.
2. Observe the ”Eng Cool Temp” display on the Tech 2. –39°C
Is the ”Eng Cool Temp” at or below the specified value? (–38°F) Go to Step 6 Go to Step 5
5 1. Ignition OFF.
2. Disconnect the PCM and check the ECT signal
circuit for a short to ground or a short to the sensor
ground circuit.
3. If the ECT signal circuit is shorted, repair it as
necessary.
Was the ECT signal circuit shorted to ground? — Verify repair Go to Step 7
6 Replace the ECT sensor.
7 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0118 ENGINE COOLANT TEMPERA-

TURE (ECT) SENSOR CIRCUIT HIGH INPUT
D06RX044
The engine coolant temperature (ECT) sensor is a Failure Records data.
(about 5 volts) through a pull–up resistor to the ECT signal
circuit. When the engine coolant is cold, the sensor f The PCM will turn the MIL OFF on the third consecutive
(thermistor) resistance is high, therefore the PCM will the fault condition is no longer present.
warms, the sensor resistance becomes less, and the after 40 consecutive warm–up cycles have occurred
ECT signal voltage measured at the PCM drops. With a without a fault.
fully warmed up engine, the ECT signal voltage should f Diagnostic Trouble Code P0118 can be cleared by
measure about 1.5 to 2.0 volts. If the PCM detect a using the Scan Tool’s ”Clear Info” function.
continuous open in the ECT sensor or circuit, then a code
P0118 will set. DTC P0118 is a type A code. Diagnostic Aids
f Engine running time is longer than 2.5 minutes. for backed–out terminals, improper mating, broken
f The ECT sensor signal indicates an engine coolant locks, improperly formed or damaged terminals, and
temperature of –39°C (–38°F) or less (about 5 volts) poor terminal–to–wire connection.
for a total of 12.5 seconds over a 25–second period. f Damaged harness – Inspect the wiring harness for
damage, shorts to ground, shorts to battery positive,
Action Taken When the DTC Sets and open circuit. If the harness appears to be OK,
observe the ECT display on the Tech 2 while moving
f The PCM will illuminate the malfunction indicator lamp connectors and wiring harnesses related to the ECT
(MIL) the first time the fault is detected. sensor. A change in the ECT display will indicate the
f The PCM will substitute the ECT reading with a default location of the fault.
engine coolant temperature value. The default value is If Diagnostic Trouble Code P0118 cannot be duplicated,
based on start–up intake air temperature and running the information included in the Failure Records data can
time. be useful in determining vehicle mileage since the
Diagnostic Trouble Code was last set. If it is determined Intake Air Temperature Sensor
that the Diagnostic Trouble Code occurs intermittently,
performing the DTC P1115 Diagnostic Chart may isolate °C °F OHMS
the cause of the fault.
Test Description 100 212 177
Number(s) below refer to the step number(s) on the 80 176 332
Diagnostic Chart:
60 140 667
2.Verifies that the fault is present.
3.If Diagnostic Trouble Code P0118 can be repeated 45 113 1188
only by duplicating the Failure Records condition, 35 95 1802
refer to the ”Temperature vs. Resistance Value”
25 77 2796
table.
The table may be used to test the ECT sensor at 15 59 4450
various temperatures to evaluate the possibility of 5 41 7280
below a certain temperature. If this is the case, –5 23 12300
replace the ECT sensor. If the ECT sensor –15 5 21450
appears to be OK, the fault is intermittent; refer to
Diagnostic Aids. –30 –22 52700
–40 –40 100700
DTC P118 – ECT Sensor Circuit High Input

performed? System
2. Observe the ”Eng Cool Temp” display on the Tech 2. –39°C
Is the ”Eng Cool Temp” below the specified value? (–38°F) Go to Step 4 Go to Step 3
4. Using a Tech 2, monitor the ”DTC” info for
Diagnostic Trouble Code P0118. Refer to
Does the Tech 2 indicate Diagnostic Trouble Code Refer to Test Diagnostic
P0118 failed? — Description Aids
2. Jumper the ECT signal circuit and the sensor
ground circuit together at the ECT sensor harness
connector.
Is the ”Eng Cool Temp” at or above the specified value? (284°F) Go to Step 6 Go to Step 5
5 1. Jumper the ECT signal circuit at the ECT sensor
Is the ”Eng Cool Temp” at or above the specified value? (284°F) Go to Step 7 Go to Step 8
6 Check for poor connections at the ECT sensor and
Go to Step
Did any terminals require replacement? — Verify repair 10
DTC P118 – ECT Sensor Circuit High Input (Cont'd)

7 1. Ignition OFF.
2. Disconnect the PCM, and check the ECT sensor
3. If the ECT sensor ground circuit is open, repair it as
necessary.
Was the ECT sensor ground circuit open? — Verify repair Go to Step 9
8 1. Ignition OFF.
2. Disconnect the PCM, and check the ECT signal
3. If the ECT sensor signal circuit is open, repair it as
necessary.
Was the ECT signal circuit open? — Verify repair Go to Step 9
9 Check for a poor sensor ground or ECT signal circuit
Go to Step
Did any of the terminals need to be replaced? — Verify repair 11
11 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0121 THROTTLE POSITION (TP) SEN-

SOR CIRCUIT RANGE/PERFORMANCE PROBLEM
D06RX045
Circuit Description f Actual TP value is greater than the PCM’s estimated

TP value (Estimated TP value is based on MAP and
The throttle position (Throttle Position) sensor circuit RPM).
provides a voltage signal that changes relative to throttle Stuck Low–
blade angle. The signal voltage will vary from about 0.25
f MAP value is below 50 kPa.
volts at closed throttle to about 4.75 volts at wide open
throttle (WOT). f Actual TP value is less than the PCM’s estimated TP
value (Estimated TP value is based on MAP and
The Throttle Position (TP) signal is used by the RPM).
powertrain control module (PCM) for fuel control and
most of the PCM–controlled outputs. The PCM monitors Action Taken When the DTC Sets
throttle position and compares actual throttle positions
from the TP sensor to a predicted TP value calculated f The PCM will illuminate the malfunction indicator lamp
from engine speed. If the PCM detects an out–of–range fault is detected.
condition, then a DTC code P0121 will set. DTC P0121 is f The PCM will store conditions which were present
type A code. when the Diagnostic Trouble Code was set as Freeze
Conditions for Setting the DTC f The PCM will use a default throttle position based on
f The Engine is running. MAP and RPM.
f No MAP, ECT, TP, CKP, EGR, EVAP or DTC’s are set.
f IAC is between 10 and 160 counts.
Conditions for Clearing the MIL/DTC
f ECT is above –10°C (14°F). f The PCM will turn the MIL OFF on the third consecutive
f The MAP value changes by less than 2 kPa. the fault condition is no longer present.
All the above mentioned conditions are met, and one of
the following conditions occurs for a total of 12.5 seconds after 40 consecutive warm–up cycles have occurred
over a 25–second period of time. without a fault.
Stuck High– f DTC P0121 can be cleared by using the Scan Tool’s
f MAP value is below 55 kPa. ”Clear Info” function.
Diagnostic Aids locks, improperly formed or damaged terminals, and

f Skewed MAP signal or faulty MAP sensor – An damage; an open circuit, a short to ground, or a short
incorrect MAP signal may cause the PCM to incorrectly to voltage. If the harness appears to be OK, observe
calculate the predicted TP sensor value during high the MAP display on the Tech 2 while moving
engine load situations. Check for an unusually low connectors and wiring harnesses related to the sensor.
MAP reading. This condition can cause DTC P0121 to A change in the display will indicate the location of the
be set. fault.
f The TP sensor shares a 5 Volt reference with the MAP If DTC P0121 cannot be duplicated, the information
sensor and Fuel Pressure sensor. included in the Failure Records data can be useful in
If these codes are also set, it could indicate a determining vehicle mileage since the DTC was last set. If
problem with the 5 Volt reference circuit. it is determined that the DTC occurs intermittently,
f The TP sensor shares a ground with the MAP sensor performing the DTC P1122 or P1121 Diagnostic Chart
and the Fuel Pressure sensor. may isolate the cause of the fault.
for backed–out terminals, improper mating, broken
DTC P0121 TP Sensor/Range Performance Problem

performed? System
2 1. Ignition ON engine OFF
4. Using a Tech 2, monitor ”DTC” info for DTC P0121. Refer to
Does the Tech 2 indicate that DTC P0121 ”Ran and Diagnostic
Passed?” — Aids Go to Step 3
2. Monitor the TP value on the Tech 2 while moving the
throttle between 0% and 100%.
Does the TP value on the Tech 2 move smoothly from
0% (0.25 volts) to 100% (4.75 volts)? (if no, start with
the diagnosis chart for other sensors in the circuit and Go to Step 11
see if 5V returns.) — Go to Step 4
4 1. Ignition OFF.
2. Disconnect the Throttle Position (TP) Sensor
electrical connector, located on the RH side of the
Throttle body.
3. Start the vehicle, and monitor the TP value with the
Tech 2.
Does the TP value on the Tech 2 hold steadily within the 0–0.25 volts
given range? 0% Go to Step 6 Go to Step 5
5 Check the TP sensor signal circuit; between the TP
sensor and the Powertrain Control Module (PCM), for a
short to voltage.
Go to Step 12
6 Check the TP sensor circuit, between the TP sensor
and the PCM, the following conditions:
f A short to ground
f An open circuit
DTC P0121 TP Sensor/Range Performance Problem (Cont'd)

7 Check the 5 volt signal circuit, between the TP sensor
and the PCM, for the following conditions:
f An open circuit
f A short to ground
8 1. Ignition OFF.
2. Place a fused jumper between the TP sensor circuit
and the 5 volt signal circuit both at the wiring
harness’ TP sensor connector.
4. Observe the TP value displayed on the Tech 2? about 5 volts Go to Step 12
Does the Tech 2 read the following value? 100% Go to Step 9
9 Check the TP sensor ground circuit, between the TP
sensor and the PCM, for the following conditions:
f An open circuit
f A short to ground
Go to Step 10
10 1. Ignition OFF.
signal circuit, both at the wiring harness’ TP sensor
connector.
Does the DVM read the following value? about 5 volts
11 Replace the TP sensor.
Verify repair.
— — —
12 Replace the PCM.
procedures.
Verify repair.
— — —

SOR CIRCUITLOW INPUT
D06RX045
Circuit Description Conditions for Clearing the MIL/DTC

The throttle position (TP) sensor circuit provides a voltage f The PCM will turn the MIL OFF on the third consecutive
signal that changes relative to throttle blade angle. The trip cycle during which the diagnostic has been run and
signal voltage will vary from below 1 volt at closed throttle the fault condition is no longer present.
to about 4 volts at wide open throttle(WOT). f A history Diagnostic Trouble Code P0122 will clear
The TP signal is used by the powertrain control module after 40 consecutive warm–up cycles have occurred
(PCM) for fuel control and most of the PCM–controlled without a fault.
outputs. If the PCM detect a continuous short to ground f Diagnostic Trouble Code P0122 can be cleared by
in the TP sensor or circuit, then a code P0122 will set. using the Scan Tool’s ”Clear Info” function.
Diagnostic Trouble Code P0122 is type A code.
Diagnostic Aids
Conditions for Setting the DTC f Poor connection at PCM – Inspect harness connectors
f The ignition is ON. for backed–out terminals, improper mating, broken
locks, improperly formed or damaged terminals, and
f Throttle Position sensor signal voltage is less than 0.22 poor terminal–to–wire connection.
volt for a total of 0.78 second over a 1.5–second period. f The TP sensor shares a 5 Volt reference with the MAP
sensor and Fuel Pressure sensor.
Action Taken When the DTC Sets
f The PCM will illuminate the malfunction indicator lamp problem with the 5 Volt reference circuit or
(MIL) the first time the fault is detected. components itself.
f The PCM will store conditions which were present f The TP sensor share a ground with the MAP and the
when the Diagnostic Trouble Code was set as Freeze Fuel Pressure sensor.
f The PCM will use a default throttle position based on damage, shorts to ground, shorts to battery positive,
MAP and RPM. and open circuits. If the harness appears to be OK,
observe the throttle position display on the Tech 2 while
moving connectors and wiring harnesses related to the
TP sensor. A change in the display will indicate the
location of the fault.
If Diagnostic Trouble Code P0122 cannot be duplicated, that the Diagnostic Trouble Code occurs intermittently,
the information included in the Failure Records data can performing the Diagnostic Trouble Code P1122
be useful in determining vehicle mileage since the Diagnostic Chart may isolate the cause of the fault.
Diagnostic Trouble Code was last set. If it is determined
DTC P0122 – TP Sensor Circuit Low Input

performed? System
2. With the throttle closed, observe the ”Throttle
Position Sensor” display on the Tech 2.
Is the ”Throttle Position Sensor” below the specified
value? 0.22 V Go to Step 4 Go to Step 3
4. Using a Tech 2, monitor the “Diagnostic Trouble Refer to
Code” info for Diagnostic Trouble Code P0122. Diagnostic
Does the Tech 2 indicate DTC P0122 failed? — Go to Step 4 Aids
4 1. Ignition OFF.
2. Disconnect the TP sensor electrical connector.
3. Jumper the 5 volt reference circuit and the Throttle
Position signal together at the Throttle Position
4. Ignition ON.
Observe the ”Throtle Position Sensor” display on the
Tech 2.
Go to Step
Is the ”Throttle Position Sensor” at the specified value? 5V 10 Go to Step 5
5 1. Disconnect jumper.
2. Connect a test light between B+ and the Throttle
Position sensor signal circuit at the Throttle Position
Observe the ”Throttle Position Sensor” display on the
Tech 2.
Is the ”Throttle Position Sensor” at the specified value?
(if no, start with the diagnosis chart for other sensors in
the circuit and see if 5V returns.) 5V Go to Step 6 Go to Step 8
6 1. Ignition OFF.
circuit for an open or short to ground.
3. If the 5 volt reference circuit is open or shorted to
Was the 5 volt reference circuit open or shorted to
7 Check the 5 volt reference circuit for a poor connection
at the PCM and replace the terminal if necessary.
Go to Step
Did the terminal require replacement? — Verify repair 12
DTC P0122 – TP Sensor Circuit Low Input (Cont'd)

8 1. Ignition OFF.
2. Disconnect the PCM, and check the TP signal
3. If the TP sensor signal circuit is open or shorted to
Was the TP signal circuit open or shorted to ground? — Verify repair Go to Step 9
9 Check the TP sensor signal circuit for a poor
connection at the PCM and replace the terminal if
necessary.
Go to Step
connection at the TP sensor and replace the terminal if
necessary.
Go to Step
12 Replace the PCM.
procedures.

SOR CIRCUIT HIGH INPUT
D06RX045

The throttle position (TP) sensor circuit provides a voltage f The PCM will turn the MIL OFF on the third consecutive
signal that changes relative to throttle blade angle. The trip cycle during which the diagnostic has been run and
signal voltage will vary from below 1 volt at closed throttle the fault condition is no longer present.
to about 4 volts at wide open throttle (WOT). f A history Diagnostic Trouble Code P0123 will clear
The TP signal is used by the powertrain control module after 40 consecutive warm–up cycles have occurred
(PCM) for fuel control and most of the PCM–controlled without a fault.
outputs. If the PCM detect a continuous open in the TP f Diagnostic Trouble Code P0123 can be cleared by
sensor or circuit, then a code P0123 will set. DTC P0123 using the Scan Tool’s ”Clear Info” function.
is a type A code.
Diagnostic Aids
f The ignition is ON. f Poor connection at PCM – Inspect harness connectors
f Throttle Position sensor signal voltage is greater than locks, improperly formed or damaged terminals, and
4.78 volts for a total of 0.78 second over a 1.5–second poor terminal–to–wire connection.
period.
f The TP sensor shares a 5 Volt reference with the MAP
Action Taken When the DTC Sets sensor and Fuel Pressure sensor.
f The PCM will illuminate the malfunction indicator lamp problem with the 5 Volt reference circuit or
(MIL) the first time the fault is detected. components itself.
when the DTC was set as Freeze Frame and in the f The TP sensor share a ground with the MAP and the
Failure Records data. Fuel Pressure sensor.
f The PCM will use a default throttle position based on f Damaged harness – Inspect the wiring harness for
MAP and RPM. damage, shorts to ground, shorts to battery positive
observe the Throttle Position sensor display on the
Tech 2 while moving connectors and wiring harnesses
related to the TP sensor. A change in the display will
indicate the location of the fault.
f Faulty Throttle Position sensor – With the ignition key Test Description
ON engine OFF observe the TP sensor display on the
Tech 2 while slowly depressing the accelerator to wide Number(s) below refer to the step number(s) on the
open throttle. If a voltage over 4.88 volts is seen at any Diagnostic Chart:
point in normal accelerator travel, replace the TP 7. Components that share the TP sensor 5 volt
sensor. reference circuit include the following devices:
If Diagnostic Trouble Code P0123 cannot be duplicated, f EGR valve
the information included in the Failure Records data can
be useful in determining vehicle mileage since the f Fuel Tank Pressure sensor
Diagnostic Trouble Code was last set. If it is determined f MAP sensor
that the Diagnostic Trouble Code occurs intermittently, Disconnect the component while observing the
performing theDiagnostic Trouble Code P1121 Throttle Position sensor display on the Tech 2. If
Diagnostic Chart may isolate the cause of the fault. the reading changes drastically when this
component is disconnected, replace the
component that affected the reading.
DTC P0123 – TP Sensor Circuit High Input

performed? System
2. With the throttle closed, observe the ”Throttle
Position Sensor” display on the Tech 2.
Is the ”Throttle Position Sensor” above the specified
value? 4.78 V Go to Step 4 Go to Step 3
4. Using a Tech 2, monitor “Diagnostic Trouble Code”
P0123 failed. — Go to Step 4 Aids
4 1. Disconnect the Throttle Position sensor electrical
connector.
2. Observe the ”Throttle Position Sensor” display on
the Tech 2.
Is the ”Throttle Position Sensor” near the specified
value? (if no, start with the diagnosis chart for other
sensors in the circuit and see if 5V returns.) 0V Go to Step 5 Go to Step 6
5 Probe the sensor ground circuit at the Throttle Position
sensor harness connector with a test light connected to
B+.
Go to Step
Is the test light ON? — Go to Step 7 10
6 1. Ignition OFF disconnect the PCM.
2. Ignition ON engine OFF.
3. Check for a short to voltage on the TP sensor signal
circuit.
4. If the TP sensor signal circuit is shorted, repair it as
necessary. Go to Step
Was the TP sensor signal circuit shorted? — Verify repair 12
DTC P0123 – TP Sensor Circuit High Input (Cont'd)

7 1. Ignition ON.
2. Monitor the ”Throttle Position Sensor” Tech 2
display while disconnecting each of the
components that share the 5 volt reference circuit
(one at a time).
3. If the ”Throttle Position Sensor” Tech 2 display
changes, service the component(s) that caused the
display to change when disconnected.
Does disconnecting any of these components cause
the ”Throttle Position Sensor” display to change? — Verify repair Go to Step 8
8 1. Ignition OFF disconnect the PCM.
3. Check for a short to B+ on the 5 volt reference
circuit.
4. If the 5 volt reference circuit is shorted, repair it as
necessary.
Was the 5 volt reference circuit shorted? — Verify repair Go to Step 9
9 Check for poor electrical connections at the Throttle
Position sensor and replace terminals if necessary.
Go to Step
10 1. Ignition OFF.
2. Disconnect the PCM, and check for an open sensor
ground circuit to the Throttle Position sensor.
3. If a problem is found, repair it as necessary.
Was the sensor ground circuit to the Throttle Position Go to Step
sensor open? — Verify repair 12
11 Replace the Throttle Position sensor.
12 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0125 INSUFFICIENT COOLANT TEM-

PERATURE FOR CLOSED LOOP FUEL CONTROL
D06RX044
Circuit Description f Time for coolant to reach stabilized ”Closed Loop”

value is less than 120 seconds.
To provide the best possible combination of driveability,
fuel economy, and emission control, a ”Closed Loop” Cold Case Test
air/fuel metering system is used. When the vehicle is first f IAT is between –7°C (20°F) and 10°C (50°F)
started, the powertrain control module (PCM) controls f Accumulated airflow is greater than 2000 grams.
fuel delivery in ”Open Loop” ignoring the heated oxygen f Engine run time is less than 225 seconds.
sensor (HO2S) signals and calculating air/fuel ratio based f Time for coolant to reach stabilized ”Closed Loop”
on inputs from the engine coolant temperature, throttle value is less than 300 seconds.
position, and mass air flow sensors.
Other Case Test
If the PCM detects that the ECT sensor has not reached a
sufficient reading to achieve ”Closed Loop” within a f IAT is between –30°C (–22°F) and –7°C (20°F).
specified amount of time, DTC P0125 will set. DTC f Accumulated airflow is greater than 3600 grams.
P0125 is a type B code. f Engine run time is less than 450 seconds.
f Time for coolant to reach stabilized ”Closed Loop”
Conditions for Setting the DTC value is less than 600 seconds.
f No MAP, IAT, ECT, TP, Misfire, Injector, or VSS DTC
codes set. Action Taken When the DTC Sets
All the above mentioned conditions are true and any f The PCM will illuminate the malfunction indicator lamp
combination of the following three tests fail three times in (MIL) after the second consecutive trip in which the
two consecutive ignition cycles (for a total of six failures): fault is detected.
Warm Case Test f The PCM will store conditions which were present
f Start–up ECT value is less than 29°C (84°F). Frame and in the Failure Records data.
f IAT is greater than 10°C (50°F).
f Accumulated airflow is greater than 1500 grams. Conditions for Clearing the MIL/DTC
f Engine run time is greater than 90 seconds. f The PCM will turn the MIL OFF on the third consecutive
f A history Diagnostic Trouble Code P0125 will clear 2. Comparing the engine coolant temperature
after 40 consecutive warm–up cycles have occurred displayed on a Tech 2 with actual coolant
without a fault. temperature measured with a thermometer may
f Diagnostic Trouble Code P0125 can be cleared by isolate this condition. If the displayed engine coolant
using the Scan Tool’s ”Clear Info” function. temperature is not close to the actual coolant
temperature, replace the ECT sensor. If the
Diagnostic Aids temperatures are closed, the fault is intermittent;
DTC P0125 set indicates a faulty ECT sensor. Comparing refer to Diagnostic Aids.
the engine coolant temperature displayed on a Tech 2 7. Engine Coolant Temperature
with actual coolant temperature measured with a
thermometer may isolate this condition. If the displayed °C °F OHMS
engine coolant temperature is not close to the actual Temperature vs. Resistance Values (approximate)
coolant temperature, replace the ECT sensor.
Check for the following conditions: 100 212 177
f Poor connection at PCM – Inspect harness connectors 80 176 332
for back–out terminals, improper mating, broken locks,
improperly formed or damaged terminals, and poor 60 140 667
terminal–to–wire connection. 45 113 1188
f Damaged Harness – Inspect the wiring harness for
damage; open circuits, shorts to ground, or shorts to 35 95 1802
voltage. If the harness appears to be OK, observe the 25 77 2796
display on the Tech 2 while moving connectors and
wiring harnesses related to the sensor. A change in the 15 59 4450
display will indicate the location of the fault.
If DTC P0125 cannot be duplicated, the information 5 41 7280
included in the Failure Records data can be useful in –5 23 12300
determining vehicle mileage since the DTC was last set. –15 5 21450
Test Description –30 –22 52700
Number(s) below refer to the step number(s) on the –40 –40 100700
Diagnostic Chart:
DTC P0125 Insufficient Coolant Temperature for Closed Loop Fuel Control

performed? System
2 Are any ECT sensor DTC’s set? Go to
applicable
ECT sensor
— DTC chart Go to Step 3
3 1. Allow the engine to cool completely.
2. Check the cooling system coolant level (refer to
Cooling and Radiator).
Is the coolant level OK? — Go to Step 4 Go to Step 9
4 1. Start the engine.
2. With the engine idling, monitor ”ENG COOL TEMP”
display on the Tech 2. Refer to
Does ”ENG COOL TEMP” increase to above the Diagnsotic
specified value within 2 minutes? 21°C (70°F) Aids Go to Step 5
5 Check for proper operation of the thermostat (refer to
Is the thermostat operating correctly? — Go to Step 6 Go to Step 9
DTC P0125 Insufficient Coolant Temperature for Closed Loop Fuel Control
(Cont'd)
6 Compare engine coolant temperature displayed on the
Tech 2 to the actual coolant temperature measured
with a thermometer. (Observe normal precautions
when opening the cooling system.)
Is the Tech 2 engine coolant temperature indication
close to the measured temperature? — Go to Step 9 Go to Step 7
7 1. Ignition OFF.
3. Using a DVM, measure the resistance of the ECT at
the PCM connector.
4. Compare the DVM reading with the chart in ”Test
Description.”
Is the chart value approximately equal to the Go to Step 12
thermometer reading? — Go to Step 8
8 Check for the following conditions in the wiring between
the ECT and the PCM:
f An open circuit
f A short to ground
—
9 Refer to Cooling and Radiator for cooling system
diagnosis and repair condition as necessary.
10 Replace the faulty terminal(s) or repair faulty wiring as
necessary.
12 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0131 O2 SENSOR CIRCUIT LOW VOLT-

AGE (BANK 1 SENSOR 1)
D06RX046
Circuit Description Action Taken When the DTC Sets

The powertrain control module (PCM) supplies a bias f The PCM will illuminate the malfunction indicator lamp
voltage of about 450 mV between the heated oxygen (MIL) the first time the fault is detected.
sensor (HO2S) signal and low circuits. When measured f The PCM will store conditions which were present
with a 10 megaW digital voltmeter, this may display as low when the DTC was set as Freeze Frame and in the
as 350 mV. The oxygen sensor varies the voltage within a Failure Records data.
range of about 1000 mV when the exhaust is rich, down f ”Open Loop” fuel control will be in effect.
through about 10 mV when exhaust is lean. The PCM
constantly monitors the HO2S signal during ”Closed Conditions for Clearing the MIL/DTC
Loop” operation and compensates for a rich or lean f The PCM will turn the MIL OFF on the third consecutive
condition by decreasing or increasing injector pulse width trip cycle during which the diagnostic has been run and
as necessary. If the Bank 1 HO2S 1 voltage remains the fault condition is no longer present.
excessively low for an extended period of time, f A history Diagnostic Trouble Code P0131 will clear
Diagnostic Trouble Code P0131 will be set. DTC P0131 is after 40 consecutive warm–up cycles have occurred
a type A code. without a fault.
Conditions for Setting the DTC using the Scan Tool’s ”Clear Info” function.
f No related Diagnostic Trouble Codes. Diagnostic Aids
f Vehicle is operating in ”Closed Loop”.
f Engine coolant temperature is above 60°C (140°F)
f Heated oxygen sensor wiring – The sensor pigtail may
f ”Closed Loop” commanded air/fuel ratio is between be routed incorrectly and/or contacting the exhaust
14.5 and 14.8. system. Also, check for shorts to ground, shorts to
f Throttle angle is between 3% and 19%. battery positive and open circuits.
All above conditions met for 0.3 seconds and the following f Poor PCM to engine block grounds.
condition is met: f Fuel pressure – The system will go lean if pressure is
f Bank 1 HO2S 1 signal voltage remains below 22 mV too low. The PCM can compensate for some decrease.
during normal ”Closed Loop” operation for a total of However, if fuel pressure is too low, a Diagnostic
76.5 seconds over a 90–second period of time.
Trouble Code P0131 may be set. Refer to Fuel System Test Description
Diagnosis.
f Lean injector(s) – Perform ”Injector Balance Test.” Diagnostic Chart:
f Vacuum leaks – Check for disconnected or damaged
vacuum hoses and for vacuum leaks at the intake 3. Diagnostic Trouble Code P0131 failing during
manifold, throttle body, EGR system, and PCV system. operation may indicate a condition described in the
”Diagnostic Aids” above. If the Diagnostic Trouble
f Exhaust leaks – An exhaust leak may cause outside air
to be pulled into the exhaust gas stream past the Code P0131 test passes while the Failure Records
HO2S, causing the system to appear lean. Check for conditions are being duplicated, an intermittent
exhaust leaks that may cause a false lean condition to condition is indicated.
be indicated. Reviewing the Failure Records vehicle mileage since the
f Fuel contamination – Water, even in small amounts, diagnostic test last failed may help determine how often
can be delivered to the fuel injectors. The water can the condition that caused the Diagnostic Trouble Code to
cause a lean exhaust to be indicated. Excessive be set occurs. This may assist in diagnosing the
alcohol in the fuel can also cause this condition. For the condition.
procedure to check for fuel contamination, Refer to
Fuel System Diagnosis.
If none of the above conditions are present, replace the
affected HO2S.
DTC P0131 – O2 Sensor Circuit Low Voltage (Bank 1 Sensor 1)

performed? System
2 1. Install the Tech 2.
2. Run the engine at operating temperature.
3. Operate the vehicle within the parameters specified
under ”Conditions for Setting the Diagnostic
Trouble Code” criteria included in Diagnostic
Support.
4. Using a Tech 2, monitor Bank 1 HO2S 1 voltage.
Does the Bank 1 HO2S 1 voltage remain below the
specified value? 300 mV Go to Step 4 Go to Step 3
3 1. Ignition ON engine OFF review and record Tech 2
Failure Records data and note parameters.
info for Diagnostic Trouble Code P0131 until the
Diagnostic Trouble Code P0131 test runs.
Refer to
Note test result.
Diagnostic
Does Tech 2 indicate DTC P0131 failed this ignition? — Go to Step 4 Aids
3. Check the Bank 1 HO2S 1 high and low circuits for a
short to ground or a short to the heater ground
circuit.
Are the Bank 1 HO2S 1 signal circuits shorted to
ground? — Go to Step 5 Go to Step 6
5 Repair the Bank 1 HO2S 1 signal circuit.
DTC P0131 – O2 Sensor Circuit Low Voltage (Bank 1 Sensor 1) (Cont'd)

6 1. Turn the ignition OFF HO2S 1 and PCM
disconnected.
2. Check for continuity between the high and low
signal circuits.
Was there continuity between the high and low circuits? — Go to Step 7 Go to Step 8
7 Repair the short between the high and low circuits.
8 1. Ignition OFF.
2. Reconnect the PCM, leave the sensor
disconnected.
3. Ignition ON. Refer to
Does the Tech 2 indicate Bank 1 HO2S 1 voltage near Diagnostic
the specified value? 430–450 mV Aids Go to Step 9
9 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0132 O2 SENSOR CIRCUIT HIGH VOLT-

AGE (BANK 1 SENSOR 1)
D06RX046
Circuit Description OR
The powertrain control module (PCM) supplies a bias f Bank 1 HO2S 1 signal voltage remains above 500 mV
voltage of about 450 mV between the heated oxygen during ”deceleration fuel cutoff mode” (DFCO)
operation for 5 seconds.
sensor (HO2S) signal and low circuits. When measured
with a 10 megaW digital voltmeter, this may display as low Action Taken When the DTC Sets
as 320 mV. The oxygen sensor varies the voltage within a
range of about 1000 mV when the exhaust is rich, down f The PCM will illuminate the malfunction indicator lamp
through about 10 mV when exhaust is lean. The PCM (MIL) the first time the fault is detected.
constantly monitors the HO2S signal during ”Closed f The PCM will store conditions which were present
Loop” operation and compensates for a rich or lean when the DTC was set as Freeze Frame and in the
condition by decreasing or increasing injector pulse width
as necessary. If the Bank 1 HO2S 1 voltage remains f ”Open Loop” fuel control will be in effect.
excessively high for an extended period of time, Conditions for Clearing the MIL/DTC
Diagnostic Trouble Code P0132 will be set. DTC P0132 is
a type A code. f The PCM will turn the MIL OFF on the third consecutive
Conditions for Setting the DTC the fault condition is no longer present.
f No related Diagnostic Trouble Codes. after 40 consecutive warm–up cycles have occurred
f Engine coolant temperature is above 60°C (140°F). without a fault.
f ”Closed Loop” commanded air/fuel ratio is between f Diagnostic Trouble Code P0132 can be cleared by
14.5 and 14.8. using the Scan Tool’s ”Clear Info” function or by
f Throttle angle is between 3% and 19%. disconnecting the PCM battery feed.
All above conditions met for 0.3 seconds or vehicle in
Decelleration Fuel Cut–Off (DFCO) mode for 3 seconds, Diagnostic Aids
and one of the following two conditions met: Check the following items:
f Bank 1 HO2S 1 signal voltage remains above 952 mV f Fuel pressure – The system will go rich if pressure is
during normal ”Closed Loop” operation for a total of too high. The PCM can compensate for some
76.5 seconds over a 90–second period. increase. However, if fuel pressure is too high, a
Diagnostic Trouble Code P0132 may be set. Refer to range between 300 mV to 600 mV, check the HO2S
Fuel System Diagnosis. high and low circuit wiring and associated terminal
f Perform ”Injector Balance Test” – Refer to Fuel System connections. If the wiring and connections are OK,
Diagnosis. replace the HO2S.
f Check the EVAP canister for fuel saturation – If full of
fuel, check canister control and hoses. Refer to Test Description
Evaporative (EVAP) Emission Control System. Number(s) below refer to the step number(s) on the
f Check for a leak in the fuel pressure regulator Diagnostic Chart:
diaphragm by checking the vacuum line to the 3. Diagnostic Trouble Code P0132 failing during
regulator for the presence of fuel. ”deceleration fuel cutoff mode” operation may
f An intermittent TP sensor output will cause the system indicate a condition described in the ”Diagnostic
to go rich due to a false indication of the engine Aids” above. If the Diagnostic Trouble Code P0132
accelerating. test passes while the Failure Records conditions are
f Silicon contamination of the HO2S can also cause a being duplicated, an intermittent condition is
high HO2S voltage to be indicated. This condition is indicated. Reviewing the Failure Records vehicle
indicated by a powdery white deposit on the portion of mileage since the diagnostic test last failed may
the HO2S exposed to the exhaust stream. If help determine how often the condition that caused
contamination is noticed, replace the affected HO2S.
the Diagnostic Trouble Code to be set occurs. This
f Operate the vehicle while monitoring the HO2S voltage may assist in diagnosing the condition.
with a Tech 2. If the HO2S voltage is limited within a
DTC P0132 – O2 Sensor Circuit High Voltage (Bank 1 Sensor 1)

performed? System
3. Operate the vehicle within parameters specified
under ”Conditions for Setting the DTC” included in 952 mV (500
Diagnostic Support.
mV in
4. Using a Tech 2, monitor Bank 1 HO2S 1 voltage. deceleration
Does the Bank 1 HO2S 1 voltage remain above the fuel cutoff
specified value? mode) Go to Step 4 Go to Step 3
3 1. Ignition ON review and record Tech 2 Failure
Records data.
4. Note the test result. Refer to
P0132 failed this ignition? — Aids Go to Step 4
4 1. Ignition OFF.
2. Disconnect Bank 1 HO2S 1.
3. Ignition ON.
4. At HO2S 1 connector (PCM side) use a Digital
Voltmeter (DVM) to measure voltages at the high
and low signal terminals.
Are the voltages in the specified range? 5–14 V Go to Step 5 Go to Step 6
5 Repair short to voltage in signal circuit.
DTC P0132 – O2 Sensor Circuit High Voltage (Bank 1 Sensor 1) (Cont'd)

6 1. Ignition OFF.
2. Disconnect the PCM connector.
3. Check for damage to the PCM pins and terminals.
2. Disconnect Bank 1 HO2S 1 and jumper the HO2S
high and low circuits (PCM side) to ground.
Is Bank 1 HO2S 1 voltage below the specified value? 10 mV Go to Step 8 Go to Step 9
8 Replace Bank 1 HO2S 1.
9 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0133 O2 SENSOR CIRCUIT SLOW RE-

SPONSE (BANK 1 SENSOR 1)
D06RX046
Circuit Description All above conditions are met for 1 second and the
The powertrain control module (PCM) continuously following condition is met:
monitors the heated oxygen sensor (HO2S) activity for 90 f 90 seconds after ”Closed Loop” has been enabled,
seconds after ”Closed Loop” has been enabled. During Bank 1 HO2S 1 average transition time between 300
mV and 600 mV is too slow. The lean–to–rich average
the monitoring period the PCM counts the number of transition response time was longer than 100
times that a rich–to–lean and lean–to–rich response is milliseconds or rich–to–lean average transition
indicated and adds the amount of time it took to complete response time was longer than 105 milliseconds.
all transitions. With this information, an average time for
each transition can be determined. If the average Action Taken When the DTC Sets
response time is too slow, a Diagnostic Trouble Code f The PCM will illuminate the malfunction indicator Lamp
P0133 will be set. A DTC P0133 is a type B code. (MIL) after the second consecutive trip in which the
A lean–to–rich transition is indicated when the HO2S fault is detected.
voltage changes from less than 300 mV to greater than f The PCM will store conditions which were present
600 mV. A rich–to–lean transition is indicated when the when the Diagnostic Trouble Code was set as Freeze
HO2S voltage changes from more than 600 mV to less Frame and in the Failure Records data.
than 300 mV. An HO2S that responds too slowly is likely f ”Open Loop” fuel control will be in effect.
to be faulty and should be replaced.
Conditions for Setting the DTC f The PCM will turn the MIL OFF on the third consecutive
f No related Diagnostic Trouble Codes. trip cycle during which the diagnostic has been run and
f Engine coolant temperature is greater than 60°C the fault condition is no longer present.
(140°F). f A history Diagnostic Trouble Code P0133 will clear
f Engine is operating in ”Closed Loop”. after 40 consecutive warm–up cycles have occurred
without a fault.
f Engine has been running for at least 2 minutes.
f Engine speed is between 1500 RPM and 3500 RPM. using the Scan Tool’s ”Clear Info” function.
f Canister purge solenoid duty cycle is greater than 2%.
f Calculated air flow is between 17 and 32 g/second.
Diagnostic Aids the condition that caused the Diagnostic Trouble Code to
Check for the following conditions: be set occurs. This may assist in diagnosing the
condition.
locks, improperly formed or damaged terminals, and Test Description
poor terminal–to–wire connection. Number(s) below refer to the step number(s) on the
f Damaged harness – Inspect the wiring harness for Diagnostic Chart:
damage. If the harness appears to be OK, observe the 2. Verifies that the fault is currently present.
Bank 1 HO2S 1 display on the Tech 2 while moving
connectors and wiring harnesses related to the sensor. 3. HO2S transition time, ratio mean volts and
A change in the display will indicate the location of the switching Diagnostic Trouble Codes set for multiple
fault. sensors indicate probable contamination. Before
If Diagnostic Trouble Code P0133 cannot be duplicated, replacing the sensors, isolate and correct the source
reviewing the Failure Records vehicle mileage since the of the contamination to avoid damaging the
diagnostic test last failed may help determine how often replacement sensors.
DTC P0133 – O2 Sensor Circuit Slow Response (Bank 1 Sensor 1)

performed? System
2 NOTE: If any DTCs are set (except P1133 and/or
P1134), refer to those DTCs before proceeding with
this diagnostic chart.
2. Idle the engine at operating temperature.
Trouble Code” included in Diagnostic Support.
P0133 failed this ignition? — Go to Step 3 Aids
3 Did the Tech 2 also indicate Diagnostic Trouble Code
P1133 and/or P1134 failed this ignition? — Go to Step 8 Go to Step 4
4 1. Perform ”Exhaust System Leak Test” (refer to
Exhaust System). After ”Exhaust System Leak
Test” has been performed, return to this diagnostic
2. If an exhaust leak is found, repair as necessary.
Was an exhaust leak isolated? — Go to Step 2 Go to Step 5
5 Visually/physically inspect the following items:
f Ensure that the Bank 1 HO2S 1 is securely
installed.
f Check for corrosion on terminals.
f Check terminal tension (at Bank 1 HO2S 1 and at
the PCM).
f Check for damaged wiring.
Was a problem found in any of the above areas? — Go to Step 9 Go to Step 6
DTC P0133 – O2 Sensor Circuit Slow Response (Bank 1 Sensor 1) (Cont'd)

6 1. Disconnect Bank 1 HO2S 1.
2. Ignition ON.
3. Using a Digital Voltmeter (DVM) at the PCM side of
the HO2S 1 connector, measure the voltage
between the high signal circuit and ground. Also
measure the voltage between the low signal circuit
and ground. Go to Step 10
Are both voltages in the specified range? 3–4 V Go to Step 7
7 1. With Bank 1 HO2S 1 disconnected, jumper the high
and low (PCM side) signal circuits to ground.
2. Ignition ON.
3. Using a Tech 2, monitor the Bank 1 HO2S 1 voltage.
Does the Tech 2 indicate less than 10 mV and
immediately return to about 450 mV when the jumper is Go to Step 12 Go to Step 13
removed? —
8 Replace the affected heated oxygen sensors.
NOTE: Before replacing sensors, the cause of the
contamination must be determined and corrected.
f Fuel contamination.
f Use of improper RTV sealant.
f Engine oil/coolant consumption.
9 Repair condition as necessary.
10 Check for faulty PCM connections or terminal damage.
Go to Step 11
Is the action complete? — Verify repair
11 Repair open, short or grounded signal circuit.
13 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0134 O2 SENSOR CIRCUIT NO ACTIV-

ITY DETECTED (BANK 1 SENSOR 1)
D06RX046

voltage of about 450 mV between the heated oxygen (MIL) the second time the fault is detected.
sensor (HO2S) high and low circuits. When measured f The PCM will store conditions which were present
with a 10 MW digital voltmeter, this may display as low as when the Diagnostic Trouble Code was set as Freeze
320 mV. The oxygen sensor varies the voltage within a Frame and in the Failure Records data.
range of about 1000 mV when the exhaust is rich, down f ”Open Loop” fuel control will be in effect.
through about 10 mV when exhaust is lean. The PCM
constantly monitors the HO2S signal during ”Closed Conditions for Clearing the MIL/DTC
Loop” operation and compensates for a rich or lean f The PCM will turn the MIL OFF on the third consecutive
condition by decreasing or increasing injector pulse width trip cycle during which the diagnostic has been run and
as necessary. If the Bank 1 HO2S 1 voltage remains at or the fault condition is no longer present.
near the 450 mV bias for an extended period of time, f A history Diagnostic Trouble Code P0134 will clear
Diagnostic Trouble Code P0134 will be set, indicating an after 40 consecutive warm–up cycles have occurred
open sensor signal or sensor low circuit. DTC P0134 is a without a fault.
type B code. f Diagnostic Trouble Code P0134 can be cleared by
using the Scan Tool’s ”Clear Info” function.
Diagnostic Aids
f No related Diagnostic Trouble Codes.
f Engine run time is longer than 120 seconds.
f Poor connection or damaged harness – Inspect the
f Oxygen sensor heater has been determined to be harness connectors for backed–out terminals,
functioning properly, and the oxygen sensor has improper mating, broken locks, improperly formed or
warmed to operating temperature. damaged terminals, poor terminal–to–wire
All the above conditions are met and the following connection, and damaged harness.
condition is met: f Faulty HO2S heater or heater circuit – With the ignition
f Bank 1 HO2S 1 signal voltage remains between 400 ON engine OFF after a cooldown period, the HO2S 1
mV and 500 mV for a total of 76.5 seconds over a voltage displayed on the Tech 2 is normally 455–460
90–second period of time. mV. A reading over 1000 mV indicates a signal line
shorted to voltage. A reading under 5 mV indicates a
signal line shorted to ground or signal lines shorted and related connectors. If the fault is induced, the
together. Disconnect the HO2S and connect a test light HO2S signal voltage will change. This may help isolate
between the HO2S ignition feed and heater ground the location of the malfunction.
circuits. If the test light does not light for 2 seconds Reviewing the Failure Records vehicle mileage since the
when the ignition is turned on, repair the open ignition diagnostic test last failed may help determine how often
feed or sensor ground circuit as necessary. If the test the condition that caused the Diagnostic Trouble Code to
light lights and the HO2S signal and low circuits are
OK, replace the HO2S. be set occurs. This may assist in diagnosing the
condition.
f Intermittent test – With the ignition ON monitor the
HO2S signal voltage while moving the wiring harness
DTC P0134 – O2 Sensor Circuit No Activity Detected (Bank 1 Sensor 1)

performed? System
3. Operate the engine above 1200 RPM for three
minutes.
Does the Tech 2 indicate Bank 1 HO2S 1 voltage
varying outside the specified values? 400–500 mV Go to Step 3 Go to Step 4
3 1. Ignition ON, engine OFF review and record Tech 2
4 Check for a damaged harness.
5 Check for poor Bank 1 HO2S 1 high and low circuit
terminal connections at the Bank 1 HO2S 1 harness
connector and replace terminal(s) if necessary.
Did any terminals require replacement? — Verify repair Go to Step 6
terminal connections at the PCM and replace terminals
if necessary.
7 1. Ignition OFF.
2. With the PCM disconnected, check continuity of the
Bank 1 HO2S 1 high circuit.
3. If the Bank 1 HO2S 1 high circuit measures over 0.5
W, repair open or poor connection as necessary.
Was a Bank 1 HO2S 1 high circuit problem found and
corrected? — Verify repair Go to Step 8

(Cont'd)
8 1. Ignition OFF.
Bank 1 HO2S 1 low circuit.
3. If the Bank 1 HO2S 1 low circuit measures over 5 W,
repair open or poor connection as necessary.
Was a Bank 1 HO2S 1 low circuit problem found and
Is Bank 1 HO2S 1 voltage approximately equal to the Go to Step 10 Go to Step 11
specified value? 10 mV
11 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0135 O2 SENSOR HEATER CIRCUIT

MALFUNCTION (BANK 1 SENSOR 1)
D06RX046
Circuit Description f Engine coolant temperature (ECT) is less than 32°C

(90°F) at start–up.
Heated oxygen sensors are used to minimize the amount
of time required for ”Closed Loop” fuel control operation f IAT and ECT are within 5°C (9°F) of each other at
start–up.
and to allow accurate catalyst monitoring. The oxygen
sensor heater greatly decreases the amount of time f Ignition voltage is between 11 and 16.6 V.
required for fuel control sensors Bank 1 HO2S 1 and Bank f Average calculated air flow is less than 18 g/second
2 HO2S 1 to become active. Oxygen sensor heaters are during sample period.
required by catalyst monitor sensors Bank 1 HO2S 2 and f Throttle angle is less than 40%.
Bank 2 HO2S 2 to maintain a sufficiently high f Bank 1 HO2S 1 voltage does not change more than
temperature which allows accurate exhaust oxygen 148 mV from the bias voltage (between 400 mV and
500 mV) for a longer amount of time than it should. The
content readings further from the engine. maximum amount of time to come up to operating
The powertrain control module (PCM) will run the heater range is 240 seconds. This warm–up time depends on
test only after a cold start (determined by engine coolant the engine coolant temperature at start–up and intake
and intake air temperature at the time of start–up) and air temperature at start–up.
only once during an ignition cycle. When the engine is
started the PCM will monitor the HO2S voltage. When the Action Taken When the DTC Sets
HO2S voltage indicates a sufficiently active sensor, the f The PCM will illuminate the malfunction indicator lamp
PCM looks at how much time has elapsed since start–up. (MIL) after the second consecutive trip in which the
If the PCM determines that too much time was required fault is detected.
for the Bank 1 HO2S 1 to become active, a Diagnostic f The PCM will store conditions which were present
Trouble Code P0135 will set. DTC P0135 is a type B when the Diagnostic Trouble Code was set as Freeze
code. Frame and in the Failure Records data.
Conditions for Setting the DTC Conditions for Clearing the MIL/DTC
f No related Diagnostic Trouble Codes. f The PCM will turn the MIL OFF on the third consecutive
f Intake air temperature (IAT) is less than 32°C (90°F) trip cycle during which the diagnostic has been run and
at start–up. the fault condition is no longer present.
f A history Diagnostic Trouble Code P0135 will clear Test Description

after 40 consecutive warm–up cycles have occurred
without a fault. Number(s) below refer to the step number(s) on the
Diagnostic Chart:
using the Scan Tool’s ”Clear Info” function. 2. The HO2S should be allowed to cool before
performing this test. If the HO2S heater is
Diagnostic Aids functioning, the signal voltage will gradually increase
Check for the following conditions: or decrease as the sensor element warms. If the
heater is not functioning, the HO2S signal will
f Poor connection at PCM – Inspect harness connectors remain near the 450 mV bias voltage.
locks, improperly formed or damaged terminals, and 4. Ensures that the ignition feed circuit to the HO2S is
poor terminal–to–wire connection. not open or shorted. The test light should be
f Damaged harness – Inspect the wiring harness for connected to a good chassis ground, in case the
damage; shorts to ground, shorts to battery positive HO2S low or HO2s heater ground circuit is faulty.
and open circuits. If the harness appears to be OK, 5. Checks the HO2S heater ground circuit.
observe the ECT display on the Tech 2 while moving
connectors and wiring harnesses related to the sensor. 6. Checks for an open or shorted HO2S heater
A change in the display will indicate the location of the element.
fault. 10.An open HO2S signal or low circuit can cause the
Reviewing the Failure Records vehicle mileage since the HO2S heater to appear faulty. Check these circuits
diagnostic test last failed may help determine how often before replacing the sensor.
the condition that caused the Diagnostic Trouble Code to
be set occurs. This may assist in diagnosing the
condition.
DTC P0135 – O2 Sensor Heater Circuit Malfunction (Bank 1 Sensor 1)

performed? System
2 NOTE: If the engine has just been operating, allow
engine to cool for about one half hour before
proceeding.
1. Ignition OFF, engine OFF.
3. Ignition ON engine OFF monitor the Bank 1 HO2S 1
voltage. Above 650 Refer to
Does the HO2S voltage go from bias voltage to above mV or below Diagnostic
and below the specified values? 250 mV Aids Go to Step 3
3 Inspect the fuse for the Bank 1 HO2S 1 ignition feed.
Go to Step 15
Is the fuse open? — Go to Step 4
4 1. Ignition OFF.
2. Raise the vehicle.
3. Disconnect the Bank 1 HO2S 1 electrical connector.
4. Using a test light connected to a good ground (do
not use Bank 1 HO2S 1 heater ground or Bank 1
HO2S 1 low), probe the ignition feed circuit at the
Bank 1 HO2S 1 electrical connector (PCM harness
side).
5 Connect the test light between the Bank 1 HO2S 1
ignition feed and the Bank 1 HO2S 1 heater ground.

(Cont'd)
6 1. Allow the HO2S to cool for at least 10 minutes.
2. Using a Digital Voltmeter (DVM), measure the
resistance between the Bank 1 HO2S 1 ignition
feed and the Bank 1 HO2S 1 heater ground at the
Bank 1 HO2S 1 pigtail.
Is the HO2S heater resistance within the specified Go to Step 10
values? 3–6 ohms Go to Step 9
7 Repair the open Bank 1 HO2S 1 ignition feed circuit to
Bank 1 HO2S 1.
8 Repair the open Bank 1 HO2S 1 heater ground circuit
to Bank 1 HO2S 1.
9 1. Check for a poor connection at the Bank 1 HO2S 1
harness terminals.
2. If a poor connection is found, replace terminals. Go to Step 10
Was a poor connection found? — Verify repair
10 Check for a poor Bank 1 HO2S 1 high or low circuit
terminal connection at the Bank 1 HO2S 1 harness
Go to Step 11
Did any terminals require replacement? — Verify repair
11 1. Ignition OFF.
2. Disconnect the PCM and check the continuity of the
Bank 1 HO2S 1 signal circuit and the Bank 1 HO2S
1 low circuit.
3. If the Bank 1 HO2S 1 high circuit or HO2S low circuit
measures over 5 W, repair open or poor connection
as necessary. Go to Step 12
12 Check for a poor Bank 1 HO2S 1 low circuit terminal
necessary.
Go to Step 13
13 Check for a poor Bank 1 HO2S 1 high circuit terminal
necessary.
Go to Step 14
14 Replace the Bank 1 HO2S 1.
15 Locate and repair the short to ground in Bank 1 HO2S 1
ignition feed circuit and replace the fault fuse.
DIAGNOSTIC TROUBLE CODE (DTC) P0137 O2 SENSOR CIRCUIT LOW

VOLTAGE (BANK 1 SENSOR 2)
D06RX047
Circuit Description f Engine coolant temperature is above 60°C (140°F).

To control emissions of hydrocarbons (HC), carbon f ”Closed Loop” commanded air/fuel ratio is between
monoxide (CO), and oxides of nitrogen (NOx), a 14.5 and 14.8.
three–way catalytic converter is used. The catalyst within f Throttle angle is between 3% and 19%.
the converter promotes a chemical reaction which All above conditions met for 0.3 seconds or for 3.0
oxidizes the HC and CO present in the exhaust gas, seconds, if in ”Decelleration Fuel Cut–Off”
converting them into harmless water vapor and carbon (DFCO) mode, and the following two conditions
dioxide. The catalyst also reduces NOx, converting it to are met:
nitrogen. The powertrain control module (PCM) has the f Bank 1 HO2S 2 signal voltage remains below 22 mV
ability to monitor this process using the Bank 1 HO2S 1 during normal ”Closed Loop” operation for a total of
and the Bank 1 HO2S 2 heated oxygen sensors. The 106.25 seconds over a 125–second period of time.
Bank 1 HO2S 1 sensor produces an output signal which OR
indicates the amount of oxygen present in the exhaust f Bank 1 HO2S 2 signal voltage remains below 426 mV
gas entering the three–way catalytic converter. The Bank during power enrichment (P.E.) mode fuel control
1 HO2S 2 sensor produces an output signal which operation for 5 seconds.
indicates the oxygen storage capacity of the catalyst; this
in turn indicates the catalyst’s ability to convert exhaust
gases efficiently. If the catalyst is operating efficiently, the f The PCM will illuminate the malfunction indicator lamp
Bank 1 HO2S 1 signal will be far more active than that (MIL) the first time the fault is detected.
produced by the Bank 1 HO2S 2 sensor. If the Bank 1 f The PCM will store conditions which were present
HO2S 2 signal voltage remains excessively low for an when the Diagnostic Trouble Code set as Freeze
extended period of time, Diagnostic Trouble Code P0137
will be set. DTC P0137 is a type A code. Conditions for Clearing the MIL/DTC
Conditions for Setting the DTC f The PCM will turn the MIL OFF on the third consecutive
f No related Diagnostic Trouble Codes. the fault condition is no longer present.
f Engine is operating in ”Closed Loop”.
f A history Diagnostic Trouble Code P0137 will clear HO2S, causing the Diagnostic Trouble Code P0137 to
after 40 consecutive warm–up cycles have occurred set. Check for exhaust leaks near the Bank 1 HO2S 2
without a fault. sensor.
f Diagnostic Trouble Code P0137 can be cleared by f Fuel contamination – Water, even in small amounts,
using the Scan Tool’s ”Clear Info” function. can be delivered to the fuel injectors. The water can
cause a lean exhaust to be indicated. Excessive
Diagnostic Aids alcohol in the fuel can also cause this condition. For
procedure to check for fuel contamination, refer to Fuel
Check for the following conditions: System Diagnosis.
f Heated oxygen sensor wiring – The sensor pigtail may
be mispositioned and/or contacting the exhaust Test Description
system.
f Poor PCM to engine grounds.
Diagnostic Chart:
f Fuel pressure – A condition which causes a lean
exhaust can cause Diagnostic Trouble Code P0137 to 3. Diagnostic Trouble Code P0137 being set in power
set. The system will go lean if pressure is too low. The enrichment mode conditions may indicate a
PCM can compensate for some decrease. However, if condition described in the ”Diagnostic Aids” above.
fuel pressure is too low, a Diagnostic Trouble Code If the Diagnostic Trouble Code P0137 test passes
P0137 may be set. Refer to Fuel System Diagnosis. while the Failure Records conditions are being
f Lean injector(s) – Perform ”Injector Balance Test.” duplicated, an intermittent condition is indicated.
f Vacuum leaks – Check for disconnected or damaged Reviewing the Failure Records vehicle mileage
vacuum hoses and for vacuum leaks at the intake since the diagnostic test last failed may help
manifold, throttle body, EGR system, and PCV system. determine how often the condition that caused the
f Exhaust leaks – An exhaust leak may cause outside air Diagnostic Trouble Code to be set occurs. This may
to be pulled into the exhaust gas stream past the assist in diagnosing the condition.
DTC P0137 – O2 Sensor Circuit Low Voltage (Bank 1 Sensor 2)

performed? System
Support.
3 1. Ignition ON, engine OFF review and record Tech 2
4 1. Turn ignition OFF.
3. Check the Bank 1 HO2S 2 high and low signal
circuits for a short to ground or a short to the heater
ground circuit.
Were Bank 1 HO2S 2 signal circuits shorted? — Go to Step 5 Go to Step 6
DTC P0137 – O2 Sensor Circuit Low Voltage (Bank 1 Sensor 2) (Cont'd)

6 1. Ignition OFF.
2. Leave the PCM and HO2S 2 disconnected.
signal circuits.
8 1. Ignition OFF.
2. Reconnect the PCM, leave HO2S 2 disconnected.
3. Ignition ON. Refer to
the specified value? 430–450 mV Aids Go to Step 9
9 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0138 O2 SENSOR CIRCUIT HIGH

VOLTAGE (BANK 1 SENSOR 2)
D06RX047
Circuit Description f ”Closed Loop” commanded air/fuel ratio is between

14.5 and 14.8.
To control emissions of hydrocarbons (HC), carbon
monoxide (CO), and oxides of nitrogen (NOx), a f Engine coolant temperature is above 60°C (140°F).
three–way catalytic converter is used. The catalyst within f Throttle angle is between 3% and 19%.
the converter promotes a chemical reaction which All above conditions met for 3.0 seconds or in
oxidizes the HC and CO present in the exhaust gas, ”Deceleration Fuel Cutoff” DFCO mode, and one
converting them into harmless water vapor and carbon of the following two conditions are met:
dioxide. The catalyst also reduces NOx, converting it to f Bank 1 HO2S 2 signal voltage remains above 952 mV
nitrogen. The powertrain control module (PCM) has the during normal ”Closed Loop” operation for a total of
ability to monitor this process using the Bank 1 HO2S 1 106.25 seconds over a 125–second period of time.
and the Bank 1 HO2S 2 heated oxygen sensors. The OR
Bank 1 HO2S 1 sensor produces an output signal which f Bank 1 HO2S 2 signal voltage remains above 474 mV
indicates the amount of oxygen present in the exhaust during deceleration fuel cutoff mode operation for 5
gas entering the three–way catalytic converter. The Bank seconds.
1 HO2S 2 sensor produces an output signal which
in turn indicates the catalyst’s ability to convert exhaust f The PCM will illuminate the malfunction indicator lamp
gases efficiently. If the catalyst is operating efficiently, the (MIL) the first time the fault is detected.
Bank 1 HO2S 1 signal will be far more active than that f The PCM will store conditions which were present
produced by the Bank 1 HO2S 2 sensor. If the Bank 1 when the Diagnostic Trouble Code was set as Freeze
HO2S 2 signal voltage remains excessively high for an Frame and in the Failure Records data.
extended period of time, Diagnostic Trouble Code P0138
will be set. DTC P0138 is a type A code.
Conditions for Setting the DTC trip cycle during which the diagnostic has been run and
f No related Diagnostic Trouble Codes.
f Engine is operating in ”Closed Loop”. after 40 consecutive warm–up cycles have occurred
without a fault.
f Diagnostic Trouble Code P0138 can be cleared by f Open HO2S Signal, Low Circuit or Faulty HO2S – A
using the Scan Tool’s ”Clear Info” function. poor connection or open in the HO2S signal or low
circuit can cause the DTC to set during deceleration
Diagnostic Aids fuel mode. An HO2S which is faulty and not allowing
a full voltage swing between the rich and lean
Check the following items: thresholds can also cause this condition. Operate the
f Fuel pressure – An excessively rich fuel mixture can vehicle while monitoring the HO2S voltage with a Tech
cause a Diagnostic Trouble Code P0138 to be set. 2. If the HO2S voltage is limited within a range between
Refer to Fuel System Diagnosis. 300 mV to 600 mV, check the HO2S signal and low
f Rich injector(s) – Perform ”Injector Balance Test.” circuit wiring and associated terminal connections. If
f Leaking injector – Refer to Fuel System Diagnosis. the wiring and connections are OK, replace the HO2S.
f Evaporative emissions (EVAP) canister purge – Check Test Description
for fuel saturation. If full of fuel, check the canister
control and hoses. Refer to Evaporative Emission Number(s) below refer to the step number(s) on the
(EVAP) Control System. Diagnostic Chart:
f Check for a leaking fuel pressure regulator diaphragm 3.Diagnostic Trouble Code P0138 being set during
by checking the vacuum line to the regulator for the deceleration fuel mode operation may indicate a
presence of fuel. condition described in the ”Diagnostic Aids” above.
f TP sensor – An intermittent TP sensor output will If the Diagnostic Trouble Code P0138 test passes
cause the system to go rich, due to a false indication while the Failure Records conditions are being
of the engine accelerating. duplicated, an intermittent condition is indicated.
f Shorted Heated Oxygen Sensor (HO2S) – If the HO2S Reviewing the Failure Records vehicle mileage
is internally shorted the HO2S voltage displayed on the since the diagnostic test last failed may help
Tech 2 will be over 1 volt. Silicon contamination of the determine how often the condition that caused the
HO2S can also cause a high HO2S voltage. This Diagnostic Trouble Code to be set occurs. This may
condition is indicated by a powdery white deposit on assist in diagnosing the condition.
the portion of the HO2S exposed to the exhaust
stream. If contamination is evident, replace the
affected HO2S.
DTC P0138 – O2 Sensor Circuit High Voltage (Bank 1 Sensor 2)

performed? System
Trouble Code” included in Diagnostic Support.
Does the Bank 1 HO2S 2 voltage remain above the
3 1. Ignition ON review and record Tech 2 Failure
Records data.
DTC P0138 – O2 Sensor Circuit High Voltage (Bank 1 Sensor 2) (Cont'd)

4 1. Ignition OFF.
3. Ignition ON.
4. At HO2S 2 connector (PCM side) use a DVM to
measure voltages at the high and low signal
terminals.
Are the voltages in the specified range? 5–14 V Go to Step 5 Go to Step 6
6 1. Ignition OFF.
3. Check for damage to the PCM pins and terminals.
9 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0140 O2 SENSOR CIRCUIT NO

ACTIVITY DETECTED (BANK 1 SENSOR 2)
D06RX047
Circuit Description f Oxygen sensor heater is functioning properly, and the

oxygen sensor has reached operating temperature.
monoxide (CO), and oxides of nitrogen (NOx), a f Engine is operating in ”Closed Loop”.
three–way catalytic converter is used. The catalyst within f Bank 1 HO2S 2 signal voltage remains between 426
the converter promotes a chemical reaction which mV and 474 mV for a total of 106.25 seconds over a
125–second period of time.
oxidizes the HC and CO present in the exhaust gas,
converting them into harmless water vapor and carbon Action Taken When the DTC Sets
dioxide. The catalyst also reduces NOx, converting it to
nitrogen. The powertrain control module (PCM) has the f The PCM will illuminate the malfunction indicator lamp
ability to monitor this process using the Bank 1 HO2S 1 (MIL) the first time the fault is detected.
and the Bank 1 HO2S 2 heated oxygen sensors. The f The PCM will store conditions which were present
Bank 1 HO2S 2 sensor produces an output signal which Failure Records data.
indicates the amount of oxygen present in the exhaust
gas entering the three–way catalytic converter. The Bank Conditions for Clearing the MIL/DTC
1 HO2S 2 sensor produces an output signal which
indicates the oxygen storage capacity of the catalyst; this f The PCM will turn the MIL OFF on the third consecutive
in turn indicates the catalyst’s ability to convert exhaust the fault condition is no longer present.
gases efficiently. If the catalyst is operating efficiently, the
Bank 1 HO2S 1 signal will be far more active than that after 40 consecutive warm–up cycles have occurred
produced by the Bank 1 HO2S 2 sensor. If the Bank 1 without a fault.
HO2S 2 signal voltage remains between 400 mV and 500 f Diagnostic Trouble Code P0140 can be cleared by
mV for an extended period of time, Diagnostic Trouble using the Scan Tool’s ”Clear Info” function.
Code P0140 will be set. DTC P0140 is a type A code.
Diagnostic Aids
f No related Diagnostic Trouble Codes. f Poor connection or damaged harness – Inspect the
f Engine run time is longer than 120 seconds. harness connectors for backed–out terminals,
improper mating, broken locks, improperly formed or
damaged terminals, poor terminal–to–wire HO2S signal voltage will change. This may help isolate
connection, shorts to ground, shorts to battery positive the location of the malfunction.
and open circuits.
f Faulty HO2S heater or heater circuit – With the ignition Test Description
ON engine OFF the HO2S voltage displayed on a Tech Number(s) below refer to the step number(s) on the
2 should gradually drop to below 250 mV. If not, Diagnostic Chart:
disconnect the HO2S and connect a test light between
the HO2S ignition feed and heater ground circuits. If 3.If the Diagnostic Trouble Code P0140 test passes
the test light does not light, repair the open ignition feed while the Failure Records conditions are being
or sensor ground circuit as necessary. If the test light duplicated, an intermittent condition is indicated.
lights and the HO2S signal and low circuits are OK, Reviewing the Failure Records vehicle mileage
replace the HO2S. since the diagnostic test last failed may help
f Intermittent test – With the ignition ON monitor the determine how often the condition that caused the
HO2S signal voltage while moving the wiring harness Diagnostic Trouble Code to be set occurs. This may
and related connectors. If the fault is induced, the assist in diagnosing the condition.

performed? System
3. Operate the engine above 1200 RPM for two
minutes.
Does the Tech 2 indicate Bank 1 HO2S 2 voltage vary
outside the specified value? 425–475 mV Go to Step 3 Go to Step 4
3 1. Ignition ON engine OFF review and record Tech 2
4 Check for a poor Bank 1 HO2S 2 high or low signal
circuit terminal connection at the Bank 1 HO2S 2
harness connector and replace terminal(s) if
necessary.
5 1. Ignition OFF.
3. Check for poor Bank 1 HO2S 2 high or low signal
circuit terminal connection at the PCM and replace
Did either terminal require replacement? — Verify repair Go to Step 6
6 Check continuity of the Bank 1 HO2S 2 signal circuits.
If either Bank 1 HO2S 2 signal circuit measures over 5
W, repair open or poor connection as necessary.
Was a Bank 1 HO2S 2 signal circuit problem found and

(Cont'd)
7 1. Reconnect the PCM harness.
2. Ignition ON.
3. With the Bank 1 HO2S 2 sensor harness
disconnected, use a Digital Voltmeter (DVM) to
measure the voltage between the HO2S heater
ground wire and each signal circuit wire.
Does each signal circuit measure in the specified
range? 3–4 V Go to Step 9 Go to Step 8
8 Check for a short to ground or voltage in both signal
circuits.
Go to Step 11
9 1. Jumper the high and low signal wires to the heater
ground wire.
2. Ignition ON.
Using a Tech 2, is the Bank 1 HO2S 2 voltage in the Go to Step 10 Go to Step 11
specified range? 0–10 mV
11 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0141 O2 SENSOR HEATER CIRCUIT

MALFUNCTION (BANK 1 SENSOR 2)
D06RX047

of time required for ”Closed Loop” fuel control operation f IAT and ECT are within 5°C (9°F) of each other at
start–up.
sensor heater greatly decreases the amount of time f Ignition voltage is between 11 volts and 16.6 volts.
required for fuel control sensors Bank 1 HO2S 1 and Bank f Throttle angle is less than 40%.
2 HO2S 1 to become active. Oxygen sensor heaters are f Average calculated airflow is less than 18 g/second
required by catalyst monitor sensors Bank 1 HO2S 2 and during the sample period.
Bank 2 HO2S 2 to maintain a sufficiently high f Bank 1 HO2S 2 voltage does not change more than
temperature which allows accurate exhaust oxygen 148 mV from the bias voltage (between 400 mV–500
mV) for a longer amount of time than it should. The
The powertrain control module (PCM) will run the heater range is 405 seconds. This warm–up time depends on
test only after a cold start (determined by engine coolant the engine coolant temperature at start–up and intake
and intake air temperature at the time of start–up) and air temperature at start–up.
only once during an ignition cycle. When the engine is
started the PCM will monitor the HO2S voltage. When the Action Taken When the DTC Sets
Bank HO2S voltage indicates a sufficiently active sensor, f The PCM will illuminate the malfunction indicator lamp
the PCM looks at how much time has elapsed since (MIL) after the second consecutive trip in which the
start–up. If the PCM determines that too much time was fault is detected.
required for the Bank 1 HO2S 2 to become active, a f The PCM will store conditions which were present
Diagnostic Trouble Code P0141 will set. DTC P0141 is a when the Diagnostic Trouble Code was set as Freeze
type B code. Frame and in the Failure Records data.
f No related Diagnostic Trouble Codes. f The PCM will turn the MIL OFF on the third consecutive
f Intake air temperature (IAT) is less than 32°C (90°F) trip cycle duringwhich the diagnostic has been run and
at start–up. the fault condition is no longer present.

Diagnostic Chart:
using the Scan Tool’s ”Clear Info” function. 2.The HO2S should be allowed to cool before
performing this test. If the HO2S heater is
Diagnostic Aids functioning, the signal voltage will gradually increase
Check for the following conditions: or decrease as the sensor element warms. If the
heater is not functioning, the HO2S signal will
f Poor connection at PCM – Inspect harness connectors remain near the 450 mV bias voltage.
locks, improperly formed or damaged terminals, and 4.This ensures that the ignition feed circuit to the
poor terminal–to–wire connection. HO2S is not open or shorted. The test light should
f Damaged harness – Inspect the wiring harness for be connected to a good chassis ground, in case the
damage; shorts to ground, shorts to battery positive HO2S low or HO2S heater ground circuit is faulty.
and open circuits. If the harness appears to be OK, 5.This checks the HO2S heater ground circuit.
observe the display on the Tech 2 while moving
connectors and wiring harnesses related to the sensor. 6.This checks for an open or shorted HO2S heater
A change in the display will indicate the location of the element.
fault. 11. An open HO2S signal or low circuit can cause the
Reviewing the Failure Records vehicle mileage since the HO2S heater to appear faulty. Check these circuits
diagnostic test last failed may help determine how often before replacing the sensor.
the condition that caused the DTC to be set occurs. This
may assist in diagnosing the condition.

performed? System
2 NOTE: If the engine has just been operating, allow the
engine to cool for about one half hour before
proceeding.
1. Ignition OFF, engine OFF.
3. Ignition ON, engine OFF monitor the Bank 1 HO2S
2 voltage. Above 650 Refer to
Does the HO2S voltage go from bias voltage to above mV or below Diagnostic
or below the specified values? 250 mV Aids Go to Step 3
3 Inspect the fuse for Bank 1 HO2S 2 ignition feed.
Go to Step 15
Is the fuse open? — Go to Step 4
4 1. Ignition OFF.
side).

(Cont'd)
resistance between the Bank 1 HO2S 2 ignition
feed and the Bank 1 HO2S 2 heater ground at the
Bank 1 HO2S 2 pigtail. Go to Step 10
Is the HO2S resistance within the specified values? 3–6 W Go to Step 9
Bank 1 HO2S 2.
8 Repair the open Bank 1 HO2S 2 heater ground circuit.
harness terminals.
2. If a poor connection is found, replace the terminals. Go to Step 10
Was a poor connection found? — Verify repair
10 1. Ignition OFF.
2 low circuit.
3. If the Bank 1 HO2S 2 signal circuit or the HO2S low
circuit measures over 5 W, repair the open or poor
connection as necessary. Go to Step 11
connector and replace the terminal(s) if necessary.
Go to Step 12
Did any terminals require replacement? — Verify repair
necessary.
Go to Step 13
necessary.
Go to Step 14
ignition feed circuit and replace the faulty fuse.
DIAGNOSTIC TROUBLE CODE (DTC) P0171 SYSTEM TOO LEAN (BANK 1)
D06RX048
Circuit Description Codes, IAT Diagnostic Trouble Codes, canister purge

Diagnostic Trouble Codes, EVAP Diagnostic Trouble
To provide the best possible combination of driveability, Codes, injector circuit Diagnostic Trouble Codes, or
fuel economy, and emission control, a ”Closed Loop” misfire Diagnostic Trouble Codes.
air/fuel metering system is used. While in ”Closed Loop”, f Engine coolant temperature is between 65°C (149°F)
the powertrain control module (PCM) monitors the Bank 1 and 104°C (219°F).
HO2S 1 signal and adjusts fuel delivery based upon the f Intake air temperature is between –40°C (–40°F) and
HO2S signal voltage. A change made to fuel delivery will 120°C (248°F).
be indicated by the long and short term fuel trim values f Manifold absolute pressure is between 23.75 kPa and
which can be monitored with a Tech 2. Ideal fuel trim 99 kPa.
values are around 0%; if the HO2S signal indicates a lean f Engine speed is between 400 and 6000 RPM.
condition the PCM will add fuel, resulting in fuel trim f Barometric pressure is greater than 72.3 kPa.
values above 0%. If a rich condition is detected, the fuel
f System voltage is greater than 9.5v.
trim values will be below 0%, indicating that the PCM is
reducing the amount of fuel delivered. If an excessively f Engine is operating in ”Closed Loop”.
lean condition is detected on Bank 1, the PCM will set f The average of the short term fuel trim samples is
Diagnostic Trouble Code P0171. DTC P0171 is a type B greater than 0.97 and the average of adaptive index
multiplier samples is greater than 1.21.
code.
The PCM’s maximum authority to control long term fuel Action Taken When the DTC Sets
trim allows a range between –14% and +20%. The PCM
monitors fuel trim under various engine speed/load fuel f The PCM will illuminate the malfunction indicator lamp
trim cells before determining the status of the fuel trim (MIL) after the second consecutive trip in which the
fault is detected.
diagnostic.
Conditions for Setting the DTC when the Diagnostic Trouble Code was set as Freeze
f No Tech 2 test is being run.
f None of the following: EGR Diagnostic Trouble Codes,
HO2S Diagnostic Trouble Codes, (response,
transition, open, low volts, no activity), TP sensor
Diagnostic Trouble Codes, MAP Diagnostic Trouble
Conditions for Clearing the MIL/DTC Test Description

f The PCM will turn the MIL OFF on the third consecutive Number(s) below refer to the step number(s) on the
trip cycle during which the diagnostic has been run and Diagnostic Chart:
the fault condition is no longer present. 2.Diagnostic Trouble Codes other than P0171 may
f A history Diagnostic Trouble Code P0171 will clear indicate a condition present which may cause a lean
after 40 consecutivewarm–up cycles have occurred condition. If this is the case, repairing the condition
without a fault. which caused the other Diagnostic Trouble Code will
f Diagnostic Trouble Code P0171 can be cleared by most likely correct the Diagnostic Trouble Code
using the Scan Tool’s ”Clear Info” function. P0171.
Diagnostic Aids 4.If the Diagnostic Trouble Code P0171 test passes
while the Failure Records conditions are being
Check for the following conditions: duplicated, the lean condition is intermittent. Refer
f Poor connection at PCM – Inspect harness connectors to Diagnostic Aids or Symptoms for additional
for backed–out terminals, improper mating, broken information on diagnosing intermittent problems.
damage; shorts to ground, shorts to battery positive
observe the Bank 1 HO2S 1 display on the Tech 2 while
engine harness. A change in the display will indicate
the location of the fault.
Reviewing the Failure Records vehicle mileage since the
diagnostic test last failed may help determine how often
condition.
DTC P0171 – System Too Lean (Bank 1)

performed? System
2 Are any DTCs set other than P0171? Go to the
applicable
DTC charts
and repair the
other DTCs
before
proceeding
with this
— chart. Go to Step 3
3 1. Start the engine and operate the vehicle in ”Closed
Loop”.
2. Observe the ”BANK 1 L.T. FUEL TRIM” and display
on the Tech 2.
Are the displayed values greater than the specified L.T. Fuel
values? Trim: 20% Go to Step 5 Go to Step 4
4 1. Review and record the Tech 2 Failure Records data.
2. Clear the Diagnostic Trouble Code P0171 and
operate the vehicle to duplicate the Failure Records
conditions.
3. Monitor the Tech 2 “Diagnostic Trouble Code” info
for Diagnostic Trouble Code P0171 while operating
the vehicle to duplicate the Failure Records The lean
conditions. condition is
not present. If
4. Continue operating the vehicle until the Diagnostic a driveability
Trouble Code P0171 test runs and note the test symptom still
result. exists, refer
Does the Tech 2 indicate Diagnostic Trouble Code to Symptoms
P0171 failed this ignition? — Go to Step 5 section.
5 Visually and physically inspect the vacuum hoses for
disconnects, splits, kinks, improper routing and
improper connections and repair any problem found.
Did your inspection reveal a problem requiring repair? — Verify repair Go to Step 6
6 Visually and physically inspect the crankcase
ventilation valve for proper installation and repair any
problem found (refer to Crankcase Ventilation
System).
7 Start the engine and note the idle quality.
Go to Step
Is a high or unsteady idle being experienced? — Go to Step 8 10
8 With the engine idling, observe the ”IDLE AIR
CONTROL” display on the Tech 2.
Above 5 Go to Step
Is the displayed value above the specified value? counts 10 Go to Step 9
9 1. Visually and physically inspect the throttle body,
intake manifold, EGR valve and the EGR feed pipe
for vacuum leaks.
2. Repair any vacuum leaks as necessary. Go to Step
Did your inspection reveal a vacuum leak? — Verify repair 10
DTC P0171 – System Too Lean (Bank 1) (Cont'd)

10 Perform the ”Idle Air Control (IAC) Valve Check” and
correct any IAC problem as necessary.
Go to Step
Did this test isolate a problem requiring repair? — Verify repair 11
11 Check the fuel for excessive water, alcohol, or other
contaminants (see Diagnosis in Engine Fuel for the
procedure) and correct the contaminated fuel condition
if present (see Engine Fuel).
Go to Step
Was the fuel contaminated? — Verify repair 12
12 1. Visually and physically inspect the PCM injector
grounds, power grounds and sensor grounds to
ensure that they are clean, tight, and in their proper
locations.
2. If a faulty ground condition is present, correct it as
Did your inspection reveal a condition requiring repair? — Verify repair 13
13 Perform the procedure in ”Fuel System Pressure Test”
and repair fuel system problem if necessary.
Go to Step
Did the test isolate a condition requiring repair? — Verify repair 14
14 Perform the ”Evaporative Emissions Control (EVAP)
Canister Purge Valve Check” and repair EVAP system
problem if necessary.
Go to Step
Did the test isolate a problem? — Verify repair 15
15 1. Visually and physically inspect the intake manifold,
injector O–rings, EGR adapter, EGR valve and the
EGR feed pipes for vacuum leaks.
2. Repair any problem that is found. Go to Step
Did your inspection reveal a problem? — Verify repair 16
16 Visually and physically inspect the Bank 1 exhaust
manifold for leaks and loose or missing hardware and
correct any problem found.
Go to Step
17 Perform the ”Injector Balance Test,” and correct any
problem found (refer to Fuel Metering System).
Go to Step
Did the test isolate a problem? — Verify repair 18
18 1. Visually and physically inspect the Bank 1 HO2S 1
to ensure that it is installed securely and that the
Bank 1 HO2S 1 pigtail and wiring harness are not
contacting the exhaust or otherwise damaged.
Refer to
2. If a problem is found, correct it as necessary. Diagnostic
Did your inspection reveal a problem? — Verify repair Aids
DIAGNOSTIC TROUBLE CODE (DTC) P0172 SYSTEM TOO RICH (BANK 1)
D06RX048
Circuit Description Diagnostic Trouble Codes, canister purge Diagnostic

Trouble Codes, EVAP Diagnostic Trouble Codes,
To provide the best possible combination of driveability, injector circuit Diagnostic Trouble Codes, or misfire
fuel economy, and emission control, a ”Closed Loop” Diagnostic Trouble Codes.
air/fuel metering system is used. While in ”Closed Loop”, f Engine coolant temperature is between 65°C (149°F)
the powertrain control module (PCM) monitors the Bank 1 and 104°C (219°F).
heated oxygen sensor (HO2S) 1 and adjusts fuel delivery f Intake air temperature is between –40°C (–40°F) and
based upon the HO2S signal voltages. A change made to 120°C(248°F).
fuel delivery will be indicated by the long and short term f Manifold absolute pressure is between 23.75 kPa and
fuel trim values which can be monitored with a Tech 2. 99 kPa.
Ideal fuel trim values are around 0%; if the HO2S signals f System voltage is greater than 9.5 volts.
are indicating a lean condition the PCM will add fuel, f Engine speed is between 400 and 6000 RPM.
resulting in fuel trim values above 0%. If a rich condition is
f Barometric pressure is greater than 72.3 kPa.
detected, the fuel trim values will be below 0%, indicating
that the PCM is reducing the amount of fuel delivered. If f Engine is operating in ”Closed Loop”.
an excessively rich condition is detected on Bank 1, the f The average of the long term full trim samples is less
PCM will set Diagnostic Trouble Code P0172. DTC than 1.03 and the average of the adaptive index
multiplier samples is less than or equal to 0.82.
P0172 is a type B code.
trim allows a range between –14% and +20%. The PCM’s
maximum authority to control short term fuel trim allows a f The PCM will illuminate the malfunction indicator lamp
range between –11% and +20%. The PCM monitors fuel (MIL) after the second consecutive trip in which the
fault is detected.
trim under various engine speed/load fuel trim cells
before determining the status of the fuel trim diagnostic. f The PCM will store conditions which were present
f No Tech 2 test is being run. Conditions for Clearing the MIL/DTC
f None of the following was set: EGR Diagnostic Trouble f The PCM will turn the MIL OFF on the third consecutive
Codes, HO2S Diagnostic Trouble Codes, (response, trip cycle during which the diagnostic has been run and
transition, open, low volts, no activity), TPS Diagnostic the fault condition is no longer present.
Trouble Codes, MAP Diagnostic Trouble Codes, IAT
Diagnostic Chart:
using the Scan Tool’s ”Clear Info” function. 2. Diagnostic Trouble Codes other than P0172 may
indicate a condition present which may cause a lean
Diagnostic Aids condition. If this is the case, repairing the condition
Check for the following conditions: which caused the other DTC will most likely correct
the DTC P0172.
for backed–out terminals, improper mating, broken 4. If the Diagnostic Trouble Code P0172 test passes
locks, improperly formed or damaged terminals, and while the Failure Records conditions are being
poor terminal–to–wire connection. duplicated, the rich condition is intermittent. Refer to
f Damaged harness – Inspect the wiring harness for Diagnostic Aids or Symptoms for additional
damage; shorts to ground, shorts to battery positive information on diagnosing intermittent problems.
and open circuits. If the harness appears to be OK, —
observe the Bank 1 HO2S 1 display on the Tech 2 while
engine harness. A change in the display will indicate
the location of the fault.
DTC P0172 – System Too Rich (Bank 1)

performed? System
2 Are any Diagnostic Trouble Codes set other than Go to the
P0172? applicable
DTC charts
and repair the
other DTCs
before
proceeding
with this
3 1. Start the engine and operate the vehicle in ”Closed
Loop”.
2. Observe ”BANK 1 L.T. FUEL TRIM” display on the
Tech 2.
Are the displayed values more negative than the L.T. Fuel
specified values? Trim: –14% Go to Step 5 Go to Step 4
2. Clear the Diagnostic Trouble Code P0172 and
operate the vehicle to duplicate the Failure Records
conditions.
3. Monitor the Tech 2 “Diagnostic Trouble Code” info
for Diagnostic Trouble Code P0172 while operating The rich
the vehicle to duplicate the Failure Records condition is
conditions. not present. If
a driveability
4. Continue operating the vehicle until the Diagnostic symptom still
Trouble Code P0172 test runs and note test result. exists, refer
Does the Tech 2 indicate Diagnostic Trouble Code to Symptoms.
P0172 failed this ignition? — Go to Step 5
5 Visually and physically inspect the air filter element and
replace it if necessary.
Did the air filter require replacement? — Verify repair Go to Step 6
6 Visually and physically inspect the air intake duct for
collapse or restriction and repair if necessary.
Did your inspection reveal a condition requiring repair? — Verify repair Go to Step 7
Go to Step
Is a low or unsteady idle being experienced? — Go to Step 8 10
8 With the engine idling, observe the ”IDLE AIR
CONTROL” display on the Tech 2.
Is the ”IDLE AIR CONTROL” value below the specified Below 100 Go to Step
value? counts 10 Go to Step 9
9 1. Ignition OFF.
2. Physically inspect the throttle body bore, throttle
plate, and IAC passages for coking and foreign
objects.
3. If a problem was found, repair as necessary. Go to Step
Did your inspection reveal a condition requiring repair? — Verify repair 10
DTC P0172 – System Too Rich (Bank 1) (Cont'd)

10 1. Perform the ”Idle Air Control (IAC) Valve Check.”
2. If a problem is found, repair as necessary. Go to Step
Did the test isolate a problem requiring repair? — Verify repair 11
regulator and inspect the hose for the presence of
fuel.
2. If fuel is present in the vacuum hose, replace the
fuel pressure regulator (refer to Fuel Metering
System). Go to Step
Did the fuel pressure regulator require replacement? — Verify repair 12
12 Ignition ON engine OFF monitor the TP Angle display
on the Tech 2 while slowly depressing the accelerator
pedal.
Does the TP Angle display increase steadily and Minimum 0%
evenly from minimum value at closed throttle to Maximum Go to Step Go to Step
maximum value at wide–open throttle? 100% 13 17
13 1. Perform the ”Fuel System Pressure Test.”
2. If the test isolates a problem, repair as necessary
(refer to Engine Fuel or Fuel Metering System). Go to Step
14 1. Perform the ”Evaporative Emissions Control
(EVAP) Canister Purge Valve Check.”
2. If the test isolates a problem, repair as necessary. Go to Step
15 1. Perform the ”Injector Balance Test.”
2. If the test isolates a problem, repair as necessary
(refer to Fuel Metering System). Go to Step
16 1. Remove and visually/physically inspect the Bank 1
HO2S 1 for silicon contamination. This will be
indicated by a powdery white deposit on the portion
of the HO2S that is exposed to the exhaust stream.
2. If contamination is evident on the Bank 1 HO2S 1, Refer to
replace the contaminated sensors. Diagnostic
Did the sensor require replacement? — Verify repair Aids
17 1. Check the TP sensor mounting screws and tighten
or replace them as necessary if they are loose or
missing.
2. If the screws are OK, replace the TP sensor.
DIAGNOSTIC TROUBLE CODE (DTC) P0201 INJECTOR CIRCUIT

MALFUNCTION – CYLINDER 1
D06RX049
The powertrain control module (PCM) has four individual Frame and in the Failure Records data.
injector driver circuits. Each controls an injector. When a
driver circuit is grounded by the PCM, the injector is Conditions for Clearing the MIL/DTC
activated. The PCM monitors the current in each driver
circuit. The PCM measures a voltage drop through a fixed f The PCM will turn OFF the MIL on the third consecutive
trip cycle in which the diagnostic has been run and the
resistor and controls it. The voltage on each driver is fault is no longer present.
monitored to detect a fault. If the voltage is not what the
PCM expects to monitor on the circuit, a Diagnostic after 40 consecutive warm–up cycles occur without a
Trouble Code is set. This Diagnostic Trouble Code is also fault.
set if an injector driver is shorted to voltage. DTC P0201 f Diagnostic Trouble Code P0201 can be cleared by
is a type A code. using the Scan Tool’s ”Clear Info” function.
Conditions for Setting the DTC Diagnostic Aids
f The battery voltage is more than 9 volts. An injector driver circuit that is open or shorted to voltage
f Engine is running. will cause a Diagnostic Trouble Code P0201 to set. It will
f Fuel pump is ON. also cause a misfire due to an inoperative injector. A
f The injector voltage does not equal the ignition voltage misfire Diagnostic Trouble Code will also be set indicating
when the injector is commanded OFF or the injector which cylinder is inoperative.
voltage does not equal 0 volts when the injector is Long term and short term fuel trims that are excessively
commanded ON. high or low are a good indication that an injector is faulty.
f The above conditions are met for 5 seconds. Use Fuel Injector Coil Test Procedure to check for faulty
injectors.
f The PCM will illuminate the malfunction indicator lamp Test Description
(MIL) the first time the fault is detected. Number(s) below refer to the step number(s) on the
f ”Open Loop” fuel control will be in effect. Diagnostic Chart:
3.This step determines if Diagnostic Trouble Code
P0201 is the result of a hard failure or an
intermittent condition.
5. This step tests the harness wiring and PCM control
of the injectors using a test light.
The fuel injector test connector is a gray 5 pin
connector at the right rear of the valve cover. It
can be identified by a blue connector lock which is
tethered to the harness.
J 39021–45 is a test light with one light for each
cylinder. The test light fits on the injector test
connector.
If the test light is ON steady before cranking the
engine as well as while cranking the engine, then
the injector driver circuit is shorted to voltage.
If the test light blinks, the PCM and the wiring to
the injectors are OK. Fuel Injector Coil Test
Procedure will check if the injectors are faulty.
7. Because the test light was ON steady, voltage to the 901RX032
injector is OK, but the driver circuit is grounded at all 13. Normal injector resistance is slightly more than if
times. This step determines if the circuit is shorted tested directly at the injector because it includes
to ground or the PCM is faulty. resistance of the harness wires. The normal value is
about 13.5 W.
—
DTC P0201 – Injector Circuit Malfunction – Cylinder 1

performed? System
2 Will the engine start? Go to Engine
Cranks But
Will Not Run
— Go to Step 3 Chart
3 1. Install the Tech 2. Clear the Diagnostic Trouble
Code.
2. Idle the engine for one minute.
Does Diagnostic Trouble Code P0201 reset? — Go to Step 5 Go to Step 4
4 1. Review the Freeze Frame data with the ignition ON
and the engine OFF and note the parameters.
2. Operate the vehicle within the Freeze Frame Go to
conditions as noted. Diagnostic
Does P0201 reset? — Go to Step 5 Aids
5 1. Ignition OFF.
2. Disconnect the injector test connector.
3. Install the injector test light J 39021–45 on the
injector test connector.
Go to Fuel
4. Crank the engine while observing the light for Injector Coil
cylinder 1. Test
Does the injector test light blink? — Procedure Go to Step 6
6 Note whether the injector test light was OFF or ON
steady in step 5.
Was the test light ON steady while cranking the Go to Step
engine? — Go to Step 7 10
DTC P0201 – Injector Circuit Malfunction – Cylinder 1 (Cont'd)

7 1. Disconnect the PCM connector for the affected
injectors.
2. With a test light connected to B+, probe the affected
injector driver circuit.
8 Repair short to ground in the injector driver circuit. Go to OBD
System
— Check —
9 Replace the PCM.
procedures.
Go to OBD
System
10 1. Disconnect the injector test connector.
2. Ignition ON.
3. Use a test light connected to ground to probe each
terminal on the PCM side of the injector test
connector. Only the Ign+ terminal should illuminate
the test light.
Besides the Ign+, did any other terminal illuminate the Go to Step Go to Step
test light? — 11 12
11 Repair the short to voltage in the injector driver circuit.
2. Ignition ON.
pin on the injector side of the connector. Go to Step Go to Step
Did any terminal illuminate the test light? — 11 13
2. Ignition OFF.
3. Clip one lead of an ohmmeter to the ignition pin on
the injector side of the test connector.
4. Touch the other lead to each of the other four pins in
the test connector, one pin at a time.
Instead of normal injector resistance, did the ohmmeter Go to Step Go to Step
indicate an open in one of the injector circuits? — 14 15
14 Repair the open circuit or open injector.
15 Check for an open circuit between the injector test
connector and the PCM connector for the Injector 1
control circuit.
Go to Step
Was there an open circuit? — 16 Go to Step 9

D06RX049
injector driver circuits. Each controls an injector. When a
driver circuit is grounded by the PCM, the injector is Conditions for Clearing the MIL/DTC
f The battery voltage is greater than 9 volts. An injector driver circuit that is open or shorted to voltage
injectors.
3.This step determines if Diagnostic Trouble Code

5.This step tests the harness wiring and PCM control
connector.
7.Because the test light was ON steady, voltage to the 901RX033
about 13.5 W.

performed? System
Cranks But
Will Not Run
Code.
5 1. Ignition OFF.
injector connector.
Go to Fuel
cylinder 2. Test
steady in step 5.

injectors.
System
— Check —
9 Replace the PCM.
procedures.
Go to OBD
System
2. Ignition ON.
the test light.
2. Ignition ON.
2. Ignition OFF.
control circuit.
Go to Step

D06RX049
when the DTC was setas Freeze Frame and in the
The powertrain control module (PCM) has four individual Failure Records data.
injector driver circuits. Each controls an injector. When
the driver circuit is grounded by the PCM, the injector is Conditions for Clearing the MIL/DTC
injectors.
3. This step determines if Diagnostic Trouble Code
connector.
about 13.5 W.

performed? System
Cranks But
Will Not Run
Code.
5 1. Ignition OFF.
injector connector.
Go to Fuel
cylinder 3. Test
steady in step 5.

injectors.
System
— Check —
9 Replace the PCM.
procedures.
Go to OBD
System
2. Ignition ON.
the test light.
2. Ignition ON.
2. Ignition OFF.
control circuit.
Go to Step

D06RX049
injector driver circuits. Each controls an injector. When
the driver circuit is grounded by the PCM, the injector is Conditions for Clearing the MIL/DTC
set if an injector driver is shorted to voltage. DTC P0204 is f Diagnostic Trouble Code P0204 can be cleared by
a type A code. using the Scan Tool’s ”Clear Info” function.
injectors.
3. This step determines if Diagnostic Trouble Code

connector.
about 13.5 W.

performed? System
Cranks But
Will Not Run
3 1. Install the Tech 2. Clear the DTC.
Does DTC P0204 reset? — Go to Step 5 Go to Step 4
5 1. Ignition OFF.
injector connector.
Go to Fuel
cylinder 4. Test
steady in step 5.

injectors.
System
— Check —
9 Replace the PCM.
procedures.
Go to OBD
System
2. Ignition ON.
the test light.
2. Ignition ON.
2. Ignition OFF.
control circuit.
Go to Step
— — Verify repair
DIAGNOSTIC TROUBLE CODE (DTC) P0300 RANDOM/MULTIPLE CYLINDER

MISFIRE DETECTED
D06RX050

If the PCM determines that the engine is misfiring and f The PCM will illuminate the malfunction indicator lamp
cannot determine the actual cylinder that is misfiring then (MIL) the first time the fault is detected.
it will log the trouble code P0300. This is normally the case f If the misfire is severe enough to cause possible
shere the misfire is caused by the ignition coil(s) which catalyst damage, the PCM will flash the MIL for as long
would then cause a misfire to happen in more than one as the misfire remains at catalyst damaging levels.
cylinder. f ”Open Loop” fuel control will be in effect.
Conditions for Setting the DTC when the Diagnostic Trouble Code was set as Freeze
f None of the following Diagnostic Trouble Codes are Frame and in the Failure Records data.
present: TP sensor, MAP sensor, CMP sensor, VSS,
ECT, CKP sensor. Conditions for Clearing the MIL/DTC
f The engine speed is between 600 and 6250 RPM. f The PCM will turn the MIL OFF on the third consecutive
f The system voltage is between 11 and 16 volts. trip cycle during which the diagnostic has been run and
f The engine coolant temperature sensor (ECT)
indicates an engine temperature between –6.75°C f A history Diagnostic Trouble Code P0300 will clear
(20°F) and 120°C (248°F). after 40 consecutive warm–up cycles have occurred
without a fault.
f Throttle angle is steady and throttle angle changes less
than 2.73% per 100 milliseconds. f Diagnostic Trouble Code P0300 can be cleared by
f The PCM detects a crankshaft RPM variation
indicating a misfire that is sufficient to cause catalytic
converter damage or emissions levels to exceed the Diagnostic Aids
mandated standard. The Tech 2 displays ”Misfire Cur. # 1 through #4” can be
f TP sensor reads less than 3.125%. useful to determine whether the misfire is isolated to a
f Vehicle speed is greater than 33km/h (20mph). single cylinder.
f Engine under load. f Damaged or faulty ignition coils – Check for cracks or
other damage.
f Substitute a known good coil – Swap the ignition coils
and retest. If misfire follows the coil, replace the ignition
coil.
If the misfire is random, check for the following conditions:
f System grounds – Ensure all connections are clean
and properly tightened.
f Air induction system – Check for disconnected or
damaged vacuum hoses, incorrectly installed or faulty
PCV valve, or for vacuum leaks at the throttle body,
EGR valve, and intake manifold mounting surfaces.
f Fuel pressure – Perform a fuel system pressure test.
A faulty fuel pump, plugged filter, or faulty fuel system
pressure regulator will contribute to a lean condition.
f Excessive engine vibration – This may falsely set a
P0300. Refer to Engine Mechanical Diagnosis to
check for a falsely Mechanical condition or component.
f Injector(s) – Perform an injector coil/balance test to
locate faulty injector(s) contributing to a lean or
flooding condition. In addition to the above test, check
the condition of the injector O–rings.
f EGR – Check for a leaking valve, adapter, or feed pipes
which will contribute to a lean condition or excessive
EGR flow.
condition.
DTC P0300 – Random/Multiple Cylinder Misfire Detected

performed? System
2 1. Start and idle the engine.
2. Review and record the Tech 2 Freeze Frame data.
3. Operate the vehicle to duplicate the conditions
present when the Diagnostic Trouble Code was set
(as defined by the Freeze Frame data).
4. Monitor the Tech 2 ”Misfire Cur. #” display for each
cylinder. Refer to
Is ”Misfire Cur. #” display increasing for any cylinder Diagnostic
(indicating a misfire currently occurring)? — Go to Step 3 Aids
3 1. Visually and physically inspect the vacuum hoses
for splits, kinks, and improper connections.
2. If a problem is found, repair or replace the vacuum
hoses as necessary.
Did your inspection reveal a problem? — Verify repair Go to Step 4
4 1. Visually and physically inspect the following areas
for vacuum leaks:
f Intake manifold
f Injector O–rings
f EGR valve
f EGR feed pipes
Did your inspection reveal a vacuum leak? — Verify repair Go to Step 5
5 Inspect the crankcase ventilation valve for proper
installation or a cracked hose.
6 1. Remove and visually/physically inspect the ignition
coils. Ensure that the coils are free of cracks and
carbon tracking.
2. If a problem is found, replace the damaged ignition
coils.
7 1. Remove the EGR valve and visually/physically
inspect the pintle to ensure that it is not sticking
partially open.
Also, inspect the EGR valve pintle and seat for
carbon deposits or burrs that may interfere with
the pintle closing completely.
2. If a problem is found, clean the EGR valve pintle and
seat or replace the EGR valve as necessary.
8 1. Install a spark tester at the spark plug end of the
ignition wire for the cylinder that is indicated by the
”Misfire Cur. Counters” or ”Misfire Hist. Counters”
as having the most severe misfire (largest number
of counts).
2. Crank the engine while observing the spark tester. A
crisp, blue spark should be observed. Go to Step
Is adequate spark present? — 13 Go to Step 9
DTC P0300 – Random/Multiple Cylinder Misfire Detected (Cont'd)

9 1. Remove the spark plugs from the cylinders that
were indicated as misfiring.
2. Visually inspect the spark plug electrodes. Go to Engine
Does your inspection reveal any spark plugs exhibiting Mechanical Go to Step
excessive fouling? — Diagnosis 10
10 1. Visually inspect the spark plug insulators for cracks,
carbon tracking, or other damage.
2. If a problem is found, replace the faulty spark
plug(s) as necessary. Go to Step
11 Replace the ignition control module.
12 1. Inspect the PCM injector grounds, power grounds
and sensor grounds to ensure that they are clean,
tight and in their proper locations.
2. If a problem is found, correct the faulty ground
condition as necessary. Go to Step
Did your inspection reveal a poor ground? — Verify repair 13
13 1. Perform the ”Fuel System Pressure Test”
procedure.
2. If a problem is found, repair as necessary (refer to
Engine Fuel or Fuel Metering System). Go to Step
Was a fuel system problem found? — Verify repair 14
14 1. Check the fuel for excessive water, alcohol, or other
contaminants (refer to Diagnosis in Engine Fuel for
procedure). Go to Step
15 1. Perform the ”Injector Coil/Balance Test.”
2. If a problem is found, replace the faulty injector(s) as
Did any of the injectors require replacement? — Verify repair 16
16 Check for an engine mechanical problem. Refer to
Engine Mechanical Diagnosis to diagnose the following
conditions:
f A faulty or incorrect camshaft
f Leaking or sticky valves or piston rings
f Excessive valve deposits
f Loose or worn rocker arms
f Incorrect valve timing
f A leaking head gasket
f A loose or broken motor mount

MISFIRE DETECTED
D06RX050

If the PCM determines that the engine is misfiring and can f The PCM will illuminate the malfunction indicator lamp
determine the actual cylinder that is misfiring then it will (MIL) the first time the fault is detected.
log the individual trouble code for that cylinder P0301. f If the misfire is severe enough to cause possible
This is normally the situation in the case of a failed fuel catalyst damage, the PCM will flash the MIL for as long
injector, spark plug or ignition lead. as the misfire remains at catalyst damaging levels.
f ”Open Loop” fuel control will be in effect.
Conditions for Setting the DTC f The PCM will store conditions which were present
f None of the following Diagnostic Trouble Codes are when the Diagnostic Trouble Code was set as Freeze
present: TP sensor, MAP sensor, CMP sensor, VSS, Frame and in the Failure Records data.
ECT, CKP sensor.
f The engine speed is between 600 and 6250 RPM. Conditions for Clearing the MIL/DTC
f The system voltage is between 11 and 16 volts. f The PCM will turn the MIL OFF on the third consecutive
f The engine coolant temperature sensor (ECT) trip cycle during which the diagnostic has been run and
indicates an engine temperature between –6.75°C the fault condition is no longer present.
(20°F) and 120°C (248°F). f A history Diagnostic Trouble Code P0301 will clear
f Throttle angle is steady and throttle angle changes less after 40 consecutive warm–up cycles have occurred
than 2.73% per 100 milliseconds. without a fault.
f The PCM detects a crankshaft RPM variation f Diagnostic Trouble Code P0301 can be cleared by
indicating a misfire that is sufficient to cause catalytic using the Scan Tool’s ”Clear Info” function.
converter damage or emissions levels to exceed the
mandated standard. Diagnostic Aids
f TP sensor reads less than 3.125%. The Tech 2 displays ”Misfire Cur. # 1 through #4” can be
f Vehicle speed is greater than 33km/h (20mph). useful to determine whether the misfire is isolated to a
f Engine under load. single cylinder.
f Damaged or faulty ignition coils – Check for cracks or
other damage.
coil.
EGR flow.
condition.

performed? System
cylinder. Refer to
hoses as necessary.
for vacuum leaks:
f Intake manifold
f EGR valve
f EGR feed pipes
carbon tracking.
coils.
of counts).
Does your inspection reveal any spark plugs exhibiting Mechanical
excessive fouling? — Diagnosis Go to Step 9

procedure.
conditions:

MISFIRE DETECTED
D06RX050

f None of the following Diagnostic Trouble Codes are when the DiagnosticTrouble Code was set as Freeze
ECT, CKP sensor.
other damage.
coil.
EGR flow.
condition.

performed? System
cylinder. Refer to
hoses as necessary.
for vacuum leaks:
f Intake manifold
f EGR valve
f EGR feed pipes
carbon tracking.
coils.
of counts).

procedure.
conditions:

MISFIRE DETECTED
D06RX050

ECT, CKP sensor.
other damage.
coil.
EGR flow.
condition.

performed? System
cylinder. Refer to
hoses as necessary.
for vacuum leaks:
f Intake manifold
f EGR valve
f EGR feed pipes
carbon tracking.
coils.
of counts).

procedure.
conditions:

MISFIRE DETECTED
D06RX050

ECT, CKP sensor.
other damage.
coil.
EGR flow.
condition.

performed? System
cylinder. Refer to
hoses as necessary.
for vacuum leaks:
f Intake manifold
f EGR valve
f EGR feed pipes
carbon tracking.
coils.
of counts).

procedure.
conditions:
DIAGNOSTIC TROUBLE CODE (DTC) P0325 KNOCK SENSOR (KS) CIRCUIT

MALFUNCTION
D06RX051
Circuit Description f The PCM will use a calculated spark retard value in
order to minimize the knock during the conditions when
The knock sensor (KS) system is used to detect engine the knock is likely to occur. The calculated value will
detonation. The knock sensor produced an AC voltage vary based on the engine speed and load.
signal. The knock sensor sends this signal to the PCM.
The amplitude and the frequency of the AC voltage signal Conditions for Clearing the MIL/DTC
depends upon the knock level being detected. The PCM
f The MIL will turn off after 3 consecutive ignition cycles
will then retard the spark timing based on the signals from in which the diagnostic runs without a fault.
the Knock Sensor. DTC P0325 is a type B code.
f A history Diagnostic Trouble Code will clear after 40
consecutive warm up cycles without a fault.
f A Tech 2 can clear the Diagnostic Trouble Codes.
f Engine run time is greater than 10 seconds.
f No P0327 Diagnostic Trouble Code set. Diagnostic Aids
f Engine speed is above 2500 rpm. Correct any abnormal engine noise before using the
All the above mentioned conditions are met, and the diagnostic table.
following conditions are met for 8.75 seconds within a 10 Check for an open ignition feed circuit.
second monitoring period:
f Any of the four A/D voltages exceeds 1.5625 Volts. Test Description
f Instantaneous A/D delta Voltage falls below 0.019531 Number(s) below refer to the step number(s) on the
Volts. Diagnostic Chart:
1. The Powertrain OBD System Check prompts the
Action Taken When the DTC Sets technician to complete some basic checks and store
f The Malfunction Indicator Lamp (MIL) will illuminate the freeze frame data and failure records data on
the second time the fault is detected. the Tech 2 if applicable. This creates an electronic
f The PCM will record operating conditions at the time copy of the data taken when the malfunction
the diagnostic fails. occurred. The information is then stored on the
f A history Diagnostic Trouble Code is stored. Tech 2 for later reference.
2. If the conditions for the test as described above are 8. If the KS module was previously replaced and the
met, a Diagnostic Trouble Code P0325 will set and Diagnostic Trouble Code resets, a malfunctioning
MIL will illuminate. PCM is indicated.
4. If the engine has an internal knock or audible noise NOTE: Replacement PCMs must be reprogrammed.
that causes a knocking type noise on the engine Refer to On–Vehicle Service in Powertrain Control
block, the knock sensor may be responding to the Module and Sensors for procedures.
noise.
9. Checking the internal resistance of the knock sensor
6. The Tech 2 displays knock sensor activity in counts, verifies if the knock sensor or the wiring to the
approximately 20–50 at idle. The counts should knock sensor is OK.
increase when engine speed is increased and the
counts should decrease when engine speed is
decreased.
7. Any circuitry, that is suspected as causing the
complaint, should be thoroughly checked for backed
out terminals, improper mating, broken locks,
improperly formed or damaged terminals, poor
terminal to wiring connections or physical damage
to the wiring harness.
DTC P0325 KS Circuit Malfunction

1 Was the Powertrain ”On–Board Diagnostic (OBD) Go to
System Check” performed? Powertrain
OBD System
—
3. Clear the Diagnostic Trouble Codes.
4. Run the engine at slightly more than 10% throttle
angle.
Does the Malfunction Indicator Lamp (MIL) illuminate? — Go to Step 4 Go to Step 3
3 1. Turn the ignition switch ON, with engine OFF.
2. Review the Freeze Frame data and note the
parameters.
3. Operate the vehicle within the Conditions and
Conditions for Setting the DTC as noted. Go to Step
Does the Malfunction Indicator Lamp (MIL) illuminate? — Go to Step 4 13
4 Listen to the engine while raising and lowering the
engine speed.
Is a knock or audible noise present? — Go to Step 5 Go to Step 6
5 Repair the mechanical engine problem or a loose
bracket or component.
Go to Step
Is the action complete? — 13 —
6 Slowly increase the engine speed to the specified
value.
Go to Step
Does the KS Activity increase with the engine speed? 2500 RPM Go to Step 7 11
7 Check for a poor connection at the PCM connector,
Knock sensor signal circuit and repair as necessary.
Go to Step
Was a repair necessary? — 13 Go to Step 8
DTC P0325 KS Circuit Malfunction (Cont'd)

8 Replace the PCM.
procedures.
Go to Step
9 1. Turn the ignition switch OFF.
2. Disconnect the PCM connectors at the PCM.
3. With a Digital Voltmeter (DVM) connected to
ground, measure the resistance of the knock
sensor through the knock sensor signal circuit. Go to Step
Is the measured value within the specified value? 90K – 110K W Go to Step 7 10
10 Check the knock sensor electrical connector for a poor
connection and repair as necessary.
Go to Step Go to Step
Was a repair necessary? — 13 11
11 Check the knock sensor signal circuit for an open or a
short to ground or to voltage and repair as necessary.
12 Replace the Knock Sensor (KS).
Go to Step
13 1. Using the Tech 2, clear the Diagnostic Trouble
Codes.
2. Start the engine and idle at normal operating
temperature.
3. Operate the vehicle within the conditions for setting
this Diagnostic Trouble Code as specified in the
supporting text.
Does the Tech 2 indicate that this diagnostic has ran Go to Step
and passed? — 14 Go to Step 2
14 Check is any additional Diagnostic Trouble Codes are
set.
Go to
Are any Diagnostic Trouble Codes displayed that have applicable
not been diagnosed? — DTC table System OK
DIAGNOSTIC TROUBLE CODE (DTC) P0327 KNOCK SENSOR (KS) CIRCUIT

LOW INPUT
D06RX051
Circuit Description f A/D Voltage is less than or equal to 0.0977 Volts.

The PCM uses the Knock Sensor (KS) in order to detect Gain Test
engine detonation. This allows the PCM to retard the The following conditions are met for 7.5 seconds within a
Ignition Control (IC) spark timing based on the KS signal 10 second monitoring period:
the PCM receives. The circuitry within the knock sensor f Engine speed is greater than 2500 RPM.
pulls down the PCM–supplied 5 volt signal, so that under f Gain is equal to or greater than 23.875 dB.
a no knock condition the signal on the KS circuit
measures about 1.3 volts. The knock sensors produce an Action Taken When the DTC Sets
AC signal that rides on the 1.3 volts DC. The signal’s
f The PCM will illuminate the MIL the second time the
amplitude and frequency are dependent upon the amount fault is detected.
of the knock being experienced.
f The PCM will store the conditions which were present
The PCM determines whether the knock is occurring by then the Diagnostic Trouble Code set.
comparing the signal level on the KS circuit with a voltage
f The PCM will use a calculated spark retard value in
level on the noise channel. The noise channel allows the order to minimize the knock during the conditions when
CM to reject any false knock signal by indicating the the knock is likely to occur. The calculated value will
amount of normal engine mechanical noise present. The vary based on the engine speed and load.
normal engine noise varies depending on the engine
speed and load. Then the ECM determines that an Conditions for Clearing the MIL/DTC
abnormally high noise channel voltage level is being f A history Diagnostic Trouble Code will clear after 40
experienced, a Diagnostic Trouble Code P0327 sets. consecutive warm–up cycles have occurred without a
This DTC is a type B DTC. fault.
f The Tech 2 ”Clear Info” will clear the Diagnostic Trouble
Conditions for Setting the DTC Code.
A/D Test
Diagnostic Aids
The following conditions are met for 7.5 seconds within a
10 second monitoring period: Check for the following conditions:
f Engine speed is equal to or greater than 2000 RPM.
A poor connection at the PCM. Inspect the knock sensor Review the Fail Records vehicle mileage since the
and the PCM connectors for: , broken locks, improperly diagnostic test last failed in order to help determine how
formed or damaged terminals. often the conditions that caused the DTC to set occur.
f Backed out terminals This may assist in diagnosing the condition.
f Broken locks
f Improperly formed or damaged terminals
Test Description
Also, check the wiring harness for: shorts to ground, Number(s) below refer to the step number(s) on the
shorts to battery positive, and open circuits. Diagnostic Chart:
f A misrouted harness. Inspect the knock sensor 2. Ensures that the fault is present.
harness in order to ensure that it is not routed too close 6. Ensures that the knock sensor is capable of
to high voltage wires such as spark plug leads. detecting detonation.
f Improper Knock Sensor torque specification. Torque
the Knock Sensor to 19N·m (14 lbs·ft). Refer to
Fastener Notice.
DTC P0327 KS Circuit Low Input

OBD System
2 1. Operate the engine within the conditions specified
in the diagnostic support Conditions for Setting the
DTC.
2. Using a Tech 2, monitor theDiagnostic Trouble
Code information for Diagnostic Trouble Code
P0327 until the Diagnostic Trouble Code P0327 test
runs.
3. Observe the test results.
Does the Tech 2 indicate the DTC P0327 failed this
ignition? — Go to Step 4 Go to Step 3
3 1. Turn ON the Ignition leaving the engine OFF.
2. Review the Tech 2 Fail Records data.
3.
IMPORTANT: Before clearing the DTCs, use the Tech
2 to record the Freeze Frame and the Failure Records
for reference. This data will be lost when the Clear Info
function is used.
4. Record the Tech 2 Fail Records data.
5. Operate the vehicle within the Fail Records
conditions.
6. Using a Tech 2, monitor the DTC info for the DTC
P0327 until the DTC P0327 test runs.
7. Observe the test results. Go to
Does the Tech 2 indicate the DTC P0327 Failed This Diagnostic
Ignition? — Go to Step 4 Aids
4 1. Disconnect the KS Sensor electrical connector.
voltage between the KS signal circuit at the knock
sensor harness connectors and ground.
Is the voltage at the specified value? Approx. 5.0 V Go to Step 5 Go to Step 8
5 Measure the resistance of the KS sensor by connecting
the between the KS sensor terminal and the engine
block.
Is the resistance of the KS sensor near the specified
value? 100K W Go to Step 6 Go to Step 9
DTC P0327 KS Circuit Low Input (Cont'd)

6 1. Check the KS signal circuit for a poor terminal
connection at the knock sensor.
2. If a problem is found, repair as necessary. Refer to
Wiring Repairs in Engine Electrical.
7 1. Re–Connect the KS Sensor in order to monitor the
voltage between the KS sensor terminal and the
engine ground.
2. Tap on the engine lift bracket, near the KS Sensor,
while observing the signal indicated on the Tech 2.
Is any signal indicated on the while tapping on the Go to Step
engine lift bracket? — 11 Go to Step 8
8 1. Turn OFF the ignition.
3. Turn ON the ignition.
4. Check the KS signal circuit between the PCM and
the KS sensor connector for an open, a short to
voltage, or a short to ground.
5. If a wiring problem is found, repair as necessary. Go to Step Go to Step
Was a problem found? — 11 10
9 Replace the KS Sensor. Refer to Knock Sensor.
Go to Step
10 Replace the PCM.
IMPORTANT: If the PCM is faulty, reprogram the PCM.
Refer to PCM Replacement/Programming.
Go to Step
11 1. Using the Tech 2, select the DTC and the Clear Info.
3. Idle at the normal operating temperature.
4. Select the DTC and the Specific.
5. Enter the DTC number which was set.
this DTC as specified in the supporting text.
Does the Tech 2 indicate that this diagnostic ran and Go to Step
passed? — 12 Go to Step 2
12 Using the Tech 2, select the Capture Info and the
Review Info.
Go to
Are any DTCs displayed that have not been applicable
diagnosed? — DTC table System OK
DIAGNOSTIC TROUBLE CODE (DTC) P0336 CRANKSHAFT POSITION (CKP)

SENSOR CIRCUIT RANGE/PERFORMANCE
D06RX052

The 58X reference signal is produced by the crankshaft f The PCM will turn the MIL OFF on the third consecutive
position (CKP) sensor. During one crankshaft revolution, trip cycle during which the diagnostic has been run and
58 crankshaft pulses will be produced. The powertrain the fault condition is no longer present.
control module (PCM) uses the 58X reference signal to f A history Diagnostic Trouble Code P0336 will clear
calculate engine RPM and crankshaft position. The PCM after 40 consecutive warm–up cycles have occurred
constantly monitors the number of pulses on the 58X without a fault.
reference circuit and compares them to the number of f Diagnostic Trouble Code P0336 can be cleared by
camshaft position (CMP) signal pulses being received. If using the Scan Tool’s ”Clear Info” function.
the PCM receives an incorrect number of pulses on the
58X reference circuit, Diagnostic Trouble Code P0336 will Diagnostic Aids
set. Diagnostic Trouble Code P0336 is a type B code. An intermittent may be caused by a poor connection,
rubbed–through wire insulation or a wire broken inside the
Conditions for Setting the DTC insulation. Check for:
f Engine is running. f Poor connection – Inspect the PCM harness and
connectors for improper mating, broken locks,
f Extra or missing pulse is detected between improperly formed or damaged terminals, and poor
consecutive 58X reference pulses. terminal–to–wire connection.
f Above condition is detected in 10 of 100 crankshaft f Damaged harness – Inspect the wiring harness for
rotations. damage; shorts to ground, shorts to battery positive
Action Taken When the DTC Sets disconnect the PCM, turn the ignition on and observe
f The PCM will illuminate the malfunction indicator lamp a voltmeter connected to the 58X reference circuit at
(MIL) after the second consecutive trip in which the the PCM harness connector while moving connectors
fault is detected. and wiring harnesses related to the PCM. A change in
voltage will indicate the location of the fault.
when the Diagnostic Trouble Code was set as Freeze Reviewing the Failure Records vehicle mileage since the
Frame and in the Failure Records data. diagnostic test last failed may help determine how often
condition.
DTC P0336 – CKP Sensor Circuit Range/Performance

performed? System
2 Attempt to start the engine. Refer to
Engine
Does the engine start?
Cranks But
Will Not Run
— Go to Step 3 chart
3 1. Review and record Failure Records information.
2. Clear Diagnostic Trouble Code P0336.
3. Start the engine and idle for 1 minute.
Refer to
4. Observe Diagnostic Trouble Codes. Diagnostic
Is Diagnostic Trouble Code P0336 set? — Go to Step 4 Aids
4 1. Disconnect the PCM and CKP sensor.
2. Check for an open or a short to ground in the 58X
reference circuit between the CKP sensor
connector and the PCM harness connector.
3. If a problem is found, repair as necessary.
5 1. Reconnect the PCM and CKP sensor.
2. Connect a Digital Voltmeter (DVM) to measure
voltage on the 58X reference circuit at the PCM
connector.
3. Observe the voltage while cranking the engine.
Is the voltage near the specified value? 2.5 V Go to Step 8 Go to Step 6
6 Check the connections at the CKP sensor and replace
the terminals if necessary.
7 Replace the CKP sensor.
IMPORTANT: The PCM must go through the Scan
Tool’s Tooth Error Correction (TEC) procedure after
CKP Sensor replacement. Refer to the Tooth Error
Correction procedure.
8 Check connections at the PCM and replace the
terminals if necessary.
9 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0337 CRANKSHAFT POSITION (CKP)

D06RX052

The 58X reference signal is produced by the crankshaft f The PCM will turn the MIL OFF on the third consecutive
position (CKP) sensor. During one crankshaft revolution, trip cycle during which the diagnostic has been run and
58 crankshaft reference pulses will be produced. The the fault condition is no longer present.
powertrain control module (PCM) uses the 58X reference f A history Diagnostic Trouble Code P0337 will clear
signal to calculate engine RPM and crankshaft position. after 40 consecutive warm–up cycles have occurred
The PCM constantly monitors the number of pulses on without a fault.
the 58X reference circuit and compares them to the f Diagnostic Trouble Code P0337 can be cleared by
number of camshaft position (CMP) signal pulses being using the Scan Tool’s ”Clear Info” function.
received. If the PCM does not receive pulses on the 58X
reference circuit, Diagnostic Trouble Code P0337 will set. Diagnostic Aids
Diagnostic Trouble Code P0337 is a type B code. An intermittent may be caused by a poor connection,
Conditions for Setting the DTC insulation. Check for:
f No camshaft position (CMP) sensor DTCs are set. f Poor connection – Inspect the PCM harness and
f Engine cranking. improperly formed or damaged terminals, and poor
f Crankshaft position (CKP) sensor signal is not present terminal–to–wire connection.
between two cam pulses. f Damaged harness – Inspect the wiring harness for
f CKP reference pulse is not detected within 24 CMP damage; shorts to ground, shorts to battery positive
pulses. and open circuits. If the harness appears to be OK,
disconnect the PCM, turn the ignition on and observe
Action Taken When the DTC Sets a voltmeter connected to the 58X reference circuit at
the PCM harness connector while moving connectors
f The PCM will illuminate the malfunction indicator lamp and wiring harnesses related to the PCM. A change in
(MIL) after the second consecutive trip in which the voltage will indicate the location of the fault.
fault is detected.
f The PCM will store conditions which were present diagnostic test last failed may help determine how often
Frame and in the Failure Records data. the condition that caused the Diagnostic Trouble Code to
condition.
DTC P0337 – CKP Sensor Circuit Low Input

performed? System
2 1. Disconnect the CKP sensor.
2. Ignition ON.
3. Using a Digital Voltmeter (DVM), verify that 5 V
reference and ground are being supplied at the
sensor connector (PCM side).
Are 5 V and ground being supplied to the sensor? — Go to Step 5 Go to Step 3
3 1. Ignition ON.
2. With a DVM, backprobe the PCM connector 5 V
reference and ground connections.
Are 5 V reference and ground available at the PCM? — Go to Step 4 Go to Step 9
4 Check 5 V reference or ground between the CKP
sensor and PCM and repair the open circuit, short to
ground or short to voltage.
5 1. Ignition OFF.
2. Disconnect the PCM and CKP sensor.
2. Connect a DVM to measure voltage on the 58X
reference circuit at the PCM connector.
8 Replace the CKP sensor.
IMPORTANT: The PCM must go through the Scan
Tool’s Tooth Error Correction (TEC) procedure after a
CKP Sensor replacement. Refer to Tooth Error
Correction (TEC) procedure.
DTC P0337 – CKP Sensor Circuit Low Input (Cont'd)

9 Check the connections at the PCM and replace the
Go to Step
10 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0341 CAMSHAFT POSITION (CMP)

SENSOR CIRCUIT RANGE/PERFORMANCE
D06RX053
Circuit Description f The PCM will initiate injector sequence without the
CMP signal with a one in four chance that injector
The camshaft position (CMP) sensor signal is produced sequence is correct.
by the CMP sensor pulses when the engine is running and
crankshaft position (CKP) sync pulses are also being when the Diagnostic Trouble Code (DTC) was set as
received. The powertrain control module (PCM) uses the Freeze Frame and in the Failure Records data.
CMP signal pulses to initiate sequential fuel injection. The
PCM constantly monitors the number of pulses on the Conditions for Clearing the MIL/DTC
CMP signal circuit and compares the number of CMP
pulses to the number of 58X reference pulses received. If trip cycle during which the diagnostic has been run and
the PCM receives an incorrect number of pulses on the the fault condition is no longer present.
CMP reference circuit, Diagnostic Trouble Code P0341 f A history Diagnostic Trouble Code (DTC) P0341 will
will set and the PCM will initiate injector sequence without clear after 40 consecutive warm–up cycles have
the CMP signal with a one in four chance that injector occurred without a fault.
sequence is correct. The engine will continue to start and f Diagnostic Trouble Code (DTC) P0341 can be cleared
run normally, although the misfire diagnostic will be by using the Scan Tool’s ”Clear Info” function.
affected if a misfiring condition occurs. DTC P0341 is a
type B code. Diagnostic Aids
f If a CKP Diagnostic Trouble Code (DTC) is also
Conditions for Setting the DTC indicated, there may be a problem with the ground
f The engine is running (CMP reference pulses are circuit because the CMP ground is spliced to the CKP
being received). ground wire.
f Above condition fails for 10 occurrences within 100 test f If a fuel injector Diagnostic Trouble Code (DTC) is also
samples (15.6 m/s). indicated, there may be a problem with the power
supply to the CMP. The wire supplying CMP power is
Action Taken When the DTC Sets spliced to the wire supplying power to the fuel injectors.
An intermittent may be caused by a poor connection,
f The PCM will illuminate the malfunction indicator lamp rubbed–through wire insulation or a wire broken inside the
(MIL) after the second consecutive trip in which the insulation. Check for the following conditions:
fault is detected.
f Poor connection – Inspect the PCM harness and PCM harness connector while moving connectors and
connectors for improper mating, broken locks, wiring harnesses related to the CMP sensor. A change
improperly formed or damaged terminals, and poor in voltage will indicate the location of the fault.
terminal–to–wire connection. Reviewing the Failure Records vehicle mileage since the
f Damaged harness – Inspect the wiring harness for diagnostic test last failed may help determine how often
damage; shorts to ground, shorts to battery positive the condition that caused the Diagnostic Trouble Code
and open circuits. If the harness appears to be OK, (DTC) to be set occurs. This may assist in diagnosing the
disconnect the PCM, turn the ignition ON and observe condition.
a voltmeter connected to the CMP signal circuit at the
DTC P0341 – CMP Sensor Circuit Range/Performance

performed? System
2 1. Ignition ON.
4. Using a Tech 2, monitor ”DTC” information for DTC
P0341 until the DTC P0341 test runs. Refer to
Does the Tech 2 indicate DTC P0341 failed this ignition Diagnostic
cycle? — Go to Step 3 Aids
3 1. Monitor voltage on the CMP signal circuit while
cranking the engine.
Does the voltage toggle between the specified values? 0–4 V Go to Step 4 Go to Step 7
4 Check for a poor connection of the CMP signal wire at
the PCM terminal.
Was a poor connection found? — Go to Step 5 Go to Step 6
5 Repair the damaged pin or terminal at the PCM.
6 Replace the PCM
procedures.
Is the repair complete? — — Verify repair
7 1. Disconnect the CMP connector from the CMP
Sensor.
2. Ignition ON.
3. At the CMP connector, use a Digital Voltmeter
(DVM) to check the voltage between the voltage
signal wire and sensor ground. Go to Step
Does the DVM indicate the specified value? B+ 12 Go to Step 8
8 1. Ignition ON.
2. Use a DVM to measure between the ground and the
CMP positive connector. Go to Step
DTC P0341 – CMP Sensor Circuit Range/Performance (Cont'd)

Is the repair complete? — Verify repair —
10 1. Ignition ON.
2. Use a DVM to measure at the CMP connector
between the battery + and the CMP ground wire. Go to Step Go to Step
Does the DVM indicate the specified value? B+ 12 11
11 Repair the open ground wire.
12 Use an ohmmeter to check continuity of the signal wire
between the CMP and the PCM.
Was there an open circuit? — 13 14
13 Repair the open signal wire.
14 1. Ignition ON.
2. Check the signal wire for a short to ground or a short
to voltage. Go to Step Go to Step
15 Repair the signal circuit problem.
16 Replace the CMP Sensor.
DIAGNOSTIC TROUBLE CODE (DTC) P0342 CAMSHAFT POSITION (CMP)

D06RX053
Circuit Description f The PCM will initiate injector sequence without the
CMP signal with a one in four chance that injector
The camshaft position (CMP) sensor signal is produced sequence is correct.
by the CMP sensor pulses when the engine is running and
crankshaft position (CKP) sync pulses are also being when the Diagnostic Trouble Code (DTC) was set as
received. The PCM uses the CMP signal pulses to initiate Freeze Frame and in the Failure Records data.
sequential fuel injection. The PCM constantly monitors
the number of pulses on the CMP signal circuit and Conditions for Clearing the MIL/DTC
compares the number of CMP pulses to the number of
58X reference pulses received. If the PCM does not trip cycle during which the diagnostic has been run and
receive pulses on the CMP reference circuit, Diagnostic the fault condition is no longer present.
Trouble Code (DTC) P0342 will set and the PCM will f A history Diagnostic Trouble Code (DTC) P0342 will
initiate injector sequence without the CMP signal with a clear after 40 consecutive warm–up cycles have
one in four chance that injector sequence is correct. The occurred without a fault.
engine will continue to start and run normally, although f Diagnostic Trouble Code (DTC) P0342 can be cleared
the misfire diagnostic will be affected if a misfiring by using the Scan Tool’s ”Clear Info” function.
condition occurs. Diagnostic Trouble Code (DTC) P0342
is a type B code. Diagnostic Aids
f If a CKP Diagnostic Trouble Code (DTC) is also
Conditions for Setting the DTC indicated, there may be a problem with the ground
f The engine is running. circuit because the CMP ground is spliced to the CKP
ground wire.
f The CMP sensor signal is not received by the PCM
once every 4 cylinders. f If a fuel injector Diagnostic Trouble Code (DTC) is also
indicated, there may be a problem with the power
f The above condition occurs for 10 seconds. supply to the CMP. The wire supplying CMP power is
spliced to the wire supplying power to the fuel injectors.
Action Taken When the DTC Sets An intermittent may be caused by a poor connection,
f The PCM will illuminate the malfunction indicator lamp rubbed–through wire insulation or a wire broken inside the
(MIL) after the second consecutive trip in which the insulation. Check for the following:
fault is detected.
f Poor connection – Inspect the PCM harness and PCM harness connector while moving connectors and
connectors for improper mating, broken locks, wiring harnesses related to the CMP sensor. A change
improperly formed or damaged terminals, and poor in voltage will indicate the location of the fault.
terminal–to–wire connection.
f Damaged harness – Inspect the wiring harness for Test Description
damage; shorts to ground, shorts to battery positive Number(s) below refer to the step number(s) on the
and open circuits. If the harness appears to be OK, Diagnostic Chart:
disconnect the PCM, turn the ignition ON and observe
a voltmeter connected to the CMP signal circuit at the 2. Ensures that the fault is present.
DTC P0342 – Camshaft Position Sensor Circuit Low Input

performed? System
2 1. Ignition ON.
4. Using a Tech 2, monitor ”DTC” information for DTC
P0342 until the DTC P0342 test runs. Refer to
Did the Tech 2 indicate DTC P0342 failed this ignition Diagnostic
3 1. Use a Digital Voltmeter (DVM) to monitor voltage on
the CMP signal circuit while cranking the engine.
Does the voltage toggle between the specified values? 0–4 V Go to Step 4 Go to Step 7
4 Check for a poor connection of the CMP signal wire at
the PCM terminal.
Was a poor connection found? — Go to Step 5 Go to Step 6
5 Repair the damaged pin or terminal at the PCM.
6 Replace the PCM.
procedures.
7 1. Disconnect the CMP connector from the CMP
Sensor.
2. Ignition ON.
3. At the CMP connector, check the voltage between
the voltage signal wire and sensor ground. Go to Step
8 1. Ignition ON.
2. Use a DVM to measure between the ground and the
CMP positive connector. Go to Step
DTC P0342 – Camshaft Position Sensor Circuit Low Input (Cont'd)

10 1. Ignition ON.
2. Use a DVM to measure at the CMP connector
between the battery + and the CMP ground wire. Go to Step Go to Step
Does the DVM indicate the specified value? B+ 12 11
11 Repair the open ground wire.
12 Use an ohmmeter to check continuity of the signal wire
between the CMP and the PCM.
Was there an open circuit? — 13 14
13 Repair the open signal wire.
14 1. Ignition ON.
2. Check the signal wire for a short to ground or a short
to voltage. Go to Step Go to Step
15 Repair the signal circuit problem.
16 Replace the CMP Sensor.
DIAGNOSTIC TROUBLE CODE (DTC) P0351 IGNITION COIL ”A” PRIMARY/

SECONDARY CIRCUIT MALFUNCTION
D06RX054

The ignition control circuit provides a zero volt or a 5 volt f The PCM will illuminate the malfunction indicator lamp
signal to the ignition control module. The normal circuit (MIL) the first time the fault is detected.
voltage is zero volts. When the module receives the 5 volt f The PCM will store conditions which were present
signal from the powertrain control module (PCM), it when the DTC was set as Freeze Frame and in the
provides a ground path for the B+ voltage supplied to the Failure Records data.
ignition primary coil. When the PCM turns off the 5 volts to
the module, the module will remove the ground path of the Conditions for Clearing the MIL/DTC
ignition primary coils; causing the magnetic field f The PCM will turn the MIL OFF on the third consecutive
produces a voltage in the secondary coils which fires the trip cycle during which the diagnostic has been run and
spark plug. the fault condition is no longer present.
The circuit between the PCM and the ignition control f A history DTC P0351 will clear after 40 consecutive
module is monitored for an open circuit, short to voltage, warm–up cycles have occurred without a fault.
and short to ground. When the PCM detects a problem in f DTC P0351 can be cleared by using the Scan Tool’s
the ignition control circuit, it will set DTC P0351. DTC ”Clear Info” function.
P0351 is a type A code.
Diagnostic Aids
f Ignition ON. f Poor connection at the PCM – Inspect the harness
f Output voltage is not equal to 5 volts when output is mating, broken locks, improperly formed or damaged
ON. terminals, and poor terminal–to–wire connections.
f Output voltage is not equal to 0 volt when output is f Damaged harness – Inspect the wiring harness for
OFF. damage; Open circuits, shorts to ground, or shorts to
f Twenty test failures within 40 samples of continuous Voltage. If the harness appears to be OK, observe the
circuit monitoring. Tech 2 display related to DTC P0351 while moving the
connector and wiring related to the ignition system. A
change in the display will indicate the location of the
fault.
Reviewing the Failure Records vehicle mileage since the the condition that caused the DTC to be set occurs. This
diagnostic test last failed may help determine how often may assist in diagnosing the condition.
DTC P0351 Ignition Coil ”A” Primary/Secondary Circuit Malfunction

performed? System
2 Check for a faulty connection or damaged terminals at
the ignition control module.
Was a problem found? — Verify Repair Go to Step 3
the PCM connector.
4 1. Ignition OFF.
2. Disconnect the PCM and the ignition control
module.
3. Check the ignition control circuit for a short to
voltage.
5 Check the ignition control circuit for a short to voltage.
6 Check for an open in the ignition control circuit.
Verify repair.
Is there still a problem? — Go to Step 8 —
8 Replace the PCM.
procedures.
Is the repair complete? — Verify Repair —
DIAGNOSTIC TROUBLE CODE (DTC) P0352 IGNITION COIL ”B” PRIMARY/

SECONDARY CIRCUIT MALFUNCTION
D06RX054

The ignition control circuit provides a zero volt or a 5 volt f The PCM will illuminate the malfunction indicator lamp
signal to the ignition control module. The normal circuit (MIL) the first time the fault is detected.
voltage is zero volts. When the module receives the 5 volt f The PCM will store conditions which were present
signal from the powertrain control module (PCM), it when the DTC was set as Freeze Frame and in the
provides a ground path for the B+ voltage supplied to the Failure Records data.
ignition primary coil. When the PCM turns off the 5 volts to
the module, the module will remove the ground path of the Conditions for Clearing the MIL/DTC
ignition primary coils; causing the magnetic field f The PCM will turn the MIL OFF on the third consecutive
produces a voltage in the secondary coils which fires the trip cycle during which the diagnostic has been run and
spark plug. the fault condition is no longer present.
The circuit between the PCM and the ignition control f A history DTC P0352 will clear after 40 consecutive
module is monitored for an open circuit, short to voltage, warm–up cycles have occurred without a fault.
and short to ground. When the PCM detects a problem in f DTC P0352 can be cleared by using the Scan Tool’s
the ignition control circuit, it will set DTC P0352. DTC ”Clear Info” function.
P0352 is a type A code.
Diagnostic Aids
f Ignition ON. f Poor connection at the PCM – Inspect the harness
f Output voltage is not equal to 5 volts when output is mating, broken locks, improperly formed or damaged
ON. terminals, and poor terminal–to–wire connections.
f Output voltage is not equal to 0 volt when output is f Damaged harness – Inspect the wiring harness for
OFF. damage; Open circuits, shorts to ground, or shorts to
f Twenty test failures within 40 samples of continuous Voltage. If the harness appears to be OK, observe the
circuit monitoring. Tech 2 display related to DTC P0351 while moving the
change in the display will indicate the location of the
fault.
Reviewing the Failure Records vehicle mileage since the the condition that caused the DTC to be set occurs. This
diagnostic test last failed may help determine how often may assist in diagnosing the condition.
DTC P0352 Ignition Coil ”B” Primary/Secondary Circuit Malfunction

performed? System
the ignition control module.
the PCM connector.
4 1. Ignition OFF.
2. Disconnect the PCM and the ignition control
module.
3. Check the ignition control circuit for a short to
voltage.
5 Check the ignition control circuit for a short to voltage.
6 Check for an open in the ignition control circuit.
Verify repair.
Is there still a problem? — Go to Step 8 —
8 Replace the PCM.
procedures.
Is the repair complete? — Verify Repair —
DIAGNOSTIC TROUBLE CODE (DTC) P0401 EXHAUST GAS RECIRCULATION

(EGR) FLOW INSUFFICIENT DETECTED
D06RX055
Circuit Description f Engine coolant temperature is greater than 60°C

(140°F).
The powertrain control module (PCM) tests the exhaust
gas recirculation (EGR) system during deceleration by f System voltage is between 11.5 and 16 volts.
momentarily commanding the EGR valve to open while f Vehicle speed is greater than 23 km/h (14 mph).
monitoring the manifold absolute pressure (MAP) sensor f IAC position is steady, changing less than 5 counts.
signal. When the EGR valve is opened, the PCM monitors f A/C clutch status is unchanged.
the change in MAP input signal. The PCM compares the
MAP change to a RPM vs. BARO table. When the PCM Start Test
interprets the change in MAP to be out of limits, the PCM f TP angle is less than 0.8%.
will set DTC P0401. The number of test samples required f EGR duty cycle is less than 1%.
to accomplish this may vary according to the severity of f MAP is steady, changing less than 1 kPa.
the detected flow error.
f Engine speed is between 1200 RPM and 2000 RPM.
Normally, the PCM will only allow one EGR flow test
sample to be taken during an ignition cycle. To aid in f Compensated MAP between 10.3 kPa and 49.8 kPa.
verifying a repair, the PCM allows twelve test samples
during the first ignition cycle following a Tech 2 ”Clear Info”
Run Test
or a battery disconnect. Between nine and twelve f Delta MAP is recorded during valve open conditions.
samples should be sufficient for the PCM to determine f EGR valve is ramped over a time interval.
adequate EGR flow and pass the EGR test. DTC P0401 Run Test will be aborted if any of the following are true:
is a type A code. f Vehicle speed changes by greater than 16 km/h
(10mph).
Conditions for Setting the DTC f Engine RPM changes by greater than 100 rpm.
f No TP sensor, VSS, EVAP Purge, IAC, IAT sensor, f EGR is opened less than 95% of the commanded
MAP sensor, EGR Pintle Position sensor, ECT sensor, amount.
misfire DTCs set. During the Start Test and the Run Test, the EGR is closed
f Barometric pressure is above 72 kPa. then opened. The associated change in MAP is
compared with the PCM’s expected change value. If the
difference between the two values exceeds the PCM’s Diagnostic Aids
internal limit, a Diagnostic Trouble Code P0401 will set. Check for the following conditions:
DTC P0401 is a type A code.
NOTE: Several deceleration cycles will be necessary to wiring harness for damage. If the harness appears to
run a sufficient number of EGR flow tests to determine a be OK, observe the Actual EGR Position display on the
”pass” or ”fail” condition. Tech 2 while moving connectors and wiring harnesses
related to the EGR valve. A change in the display will
Action Taken When the DTC Sets f Ensure EGR valve is correctly mounted. See
f The Malfunction Indicator Lamp (MIL) will illuminate On–Vehicle Service.
the first time the fault is detected. Reviewing the Failure Records vehicle mileage since the
f A history Diagnostic Trouble Code is stored. diagnostic test last failed may help determine how often
f A history Diagnostic Trouble Code will clear after 40 the condition that caused the Diagnostic Trouble Code to
consecutive warm up cycles without a fault. be set occurs. This may assist in diagnosing the
f The MIL will turn OFF after three consecutive ignition condition.
cycles in which the diagnostic runs without a fault. NOTE: If the EGR valve shows signs of excessive heat,
check the exhaust system for blockage (possibly a
Conditions for Clearing the DTC plugged catalytic converter) using the ”Restricted
f The MIL will turn OFF after three consecutive ignition Exhaust System Check.”
cycles in which the diagnostic runs without a fault.
consecutive warm up cycles without a fault.
f Diagnostic Trouble Codes can be cleared by using the
Tech 2.
DTC P0401 – Exhaust Gas Recirculation Flow Insufficient Detected

performed? System
2. Monitor the MAP signal with a Tech 2 while idling.
3. While idling, depress the accelerator pedal about
halfway down and immediately let the engine return
to idle.
Did the MAP value on the Tech 2 show an immediate
large change? — Go to Step 4 Go to Step 3
4 1. Inspect the exhaust system for modification of
original installed parts or leaks.
2. If a problem was found, repair exhaust system as
necessary.
Was a condition present that required repair? — Go to Step 7 Go to Step 5
2. Visually and physically inspect the pintle, valve
passages and the adapter for excessive deposits or
any kind of a restriction.
3. If a problem if found, clean or replace EGR system
components as necessary.
exhaust manifold and the intake manifold.
2. Inspect the manifold EGR ports and the EGR inlet
and outlet pipes for a blockage caused by excessive
deposits or other damage.
3. If a problem is found, correct the condition as Refer to
necessary. Diagnostic
Was a condition present that required repair? — Go to Step 7 Aids
2. Clear Diagnostic Trouble Code and monitor the
Tech 2 System Info Screen while operating the
vehicle as specified in ”Diagnostic Aids.”
4. Note the test result.
Does the Tech 2 indicate Diagnostic Trouble Code Repair
P0401 failed this ignition? — — complete

(EGR) EXCESSIVE FLOW DETECTED
D06RX055
Circuit Description f Poor connection or damaged harness – Inspect the

wiring harness for damage. If the harness appears to
The Powertrain Control Module (PCM) closes the be OK, observe the Actual EGR Position display on the
Exhaust Gas Recirculation (EGR) system on engine Tech 2 while moving connectors and wiring harnesses
start–up to test for excessive (any) flow. If the PCM related to the EGR valve. A change in the display will
determines that EGR flow occurred on start–up, in two indicate the location of the fault.
consecutive trips, then DTC P0402 will set. DTC P0402 is f Ensure EGR valve is correctly mounted. See
a type B code. On–Vehicle Service.
Conditions for Setting the DTC diagnostic test last failed may help determine how often
f Intake Air Temperature (IAT) is above 5°C (41°F). the condition that caused the DTC to be set occurs. This
f Engine RPM is less than 500 RPM. may assist in diagnosing the condition.
f EGR Pintle Position if greater than 55 counts. NOTE: If the EGR valve shows signs of excessive heat,
The above mentioned conditions must be met for 0.6 check the exhaust system for blockage (possible a
seconds during engine start–up on two consecutive trips. plugged catalytic converter) using the ”Restricted
Exhaust System Check.”
Diagnostic Aids
DTC P0402 EGR Excessive Flow Detected

performed? System
2. Clear Diagnostic Trouble Code and monitor the
Tech 2 System Info Screen while operating the
vehicle as specified in ”Diagnostic Aids.”
4. Note the test result. Go to
P0401 failed this ignition? — Aids Go to Step 3
necessary.
Was a condition present that required repair? — Verify repair Go to Step 4
3. If a problem if found, clean or replace EGR system
Was a condition present that required repair? — Verify repair Go to Step 5
Was a condition present that required repair? — Verify repair Aids

(EGR) CIRCUIT RANGE/PERFORMANCE
D06RX055
Circuit Description If the PCM detects a large difference between the

An Exhaust Gas Recirculation (EGR) system is used to desired EGR position and actual EGR position, then
lower Oxides of Nitrogen (NOx) emission levels caused Diagnostic Trouble Code P0404 will set. DTC P0404 is a
by high combustion temperatures. It accomplishes this type B code.
by feeding small amounts of exhaust gases back into the
combustion chamber. When the air/fuel mixture is diluted
with the exhaust gases, combustion temperatures are f IAT is greater than 5°C (41°F).
reduced. f EGR commanded ON (Desired EGR Position is
A linear EGR valve is used on this system. The linear greater than 0%).
EGR valve is designed to accurately supply exhaust f Actual EGR Position differs from Desired EGR
gases to the engine without the use of intake manifold Position by more than 15% for 5 seconds.
vacuum. The valve controls exhaust flow going into the
intake manifold from the exhaust manifold through an Action Taken When the DTC Sets
orifice with a PCM controlled pintle. The PCM controls f Malfunction Indicator Lamp (MIL) will illuminate the
the pintle position using inputs from the Throttle Position second time the fault is detected.
(TP) and Manifold Absolute Pressure (MAP) sensors. f The PCM will record operating conditions at the time
The PCM then commands the EGR valve to operate the diagnostic fails.
when necessary by controlling an ignition signal through f A history Diagnostic Trouble Code is stored.
the PCM. This can be monitored on a Tech 2 as the f The EGR Valve is disabled.
Desired EGR Position.
The PCM monitors the results of its command through a Conditions for Clearing the MIL/DTC
feedback signal. By sending a 5 volt reference and a f The MIL will turn OFF after three consecutive ignition
ground to the EGR valve, a voltage signal representing cycles in which the diagnostic runs without a fault.
the EGR valve pintle position is sent to the PCM. This f Diagnostic Trouble Code(s) can be cleared by using a
feedback signal can also be monitored on a Tech 2 and is Tech 2.
the actual position of the EGR pintle. The Actual EGR
position should always be near the commanded or
Diagnostic Aids 17. All circuits to the EGR valve are OK at this point.
Due to the moisture associated with exhaust systems, the The fault lies internally in the EGR valve and
therefore must be replaced. Be sure all gasket
EGR valve may freeze and stick in colder weather at
material is removed from the EGR mounting
times. After the vehicle is brought into a warm shop for
surface. Even a small amount of material may
repairs, the valve warms and the problem disappears. By cause a Diagnostic Trouble Code P0401 to set. For
watching the Actual EGR and Desired EGR Positions on on vehicle service of the EGR Valve, refer to EGR
a cold vehicle with a Tech 2, the fault can be verified Valve.
easily. Check the freeze frame data to determine if the
Diagnostic Trouble Code was set when the vehicle was 18. Check the terminals for being backed out,
cold by viewing the Engine Coolant Temperature (ECT). improperly formed or damaged, and for poor
tension.
Test Description 19. Clearing the Diagnostic Trouble Codes is a very
Number(s) below refer to the step number(s) on the important step for this diagnostic. The clearing
Diagnostic Chart: function allows the EGR valve to relearn a new
pintle position as the old position was inaccurate
1. The Powertrain OBD System Check prompts the due to the malfunction that caused the Diagnostic
technician to complete some basic checks and store Trouble Code. The Diagnostic Trouble Code must
the freeze frame and failure records data on the be cleared with the ignition switch ON, with the
Tech 2 if applicable. This created an electronic copy engine OFF or when the engine is idling. If the
of the data taken when the fault occurred. The PCM sees a EGR command, the new pintle position
information is then stored on the Tech 2 for later will not be learned.
reference.
2. Commanding the EGR valve open determines
whether the EGR system can control the EGR valve
accurately and if the fault if present.
3. When the EGR valve electrical connector is
disconnected, the Tech 2 should display the Actual
EGR Position as 0%. If is does not, the fault lies
either in the EGR signal circuit or the PCM.
4. A test light, when connected to ground, will glow
dimly when the EGR valve is commanded to 25%,
and brighter as the EGR valve is commanded to
100%. If the test light flashes, check the sensor
ground for an open.
5. An open or poor connection condition may have
caused this Diagnostic Trouble Code to set. Be
sure to check the terminals for being backed out,
improperly formed or damaged, and for poor
tension.
7. The test light will have glowed brightly in the
previous step if the EGR control circuit was shorted
to B+ and the Actual EGR Position on the Tech 2
will display 100%. A test light that did not illuminate,
indicates that the circuit may be open or shorted to
ground.
9. If the EGR valve 5 volt reference is shorted to
voltage, the DVM will read battery voltage and
additional Diagnostic Trouble Codes may be set and
engine performance will be poor.
12. The replacement PCM must be reprogrammed and
the Tooth Error Correction (TEC) procedure must be
performed. Refer to the latest procedures for PCM
reprogramming and Powertrain Control Module for
the Tooth Error Correction (TEC) Procedure.
13. Although the circuitry acted correctly when
checked, a problem may still lie within the terminals
which would not show up in probe type testing. Be
sure to check the terminals for being backed out,
improperly formed or damaged, and for poor
tension.
DTC P0404 EGR Circuit Range/Performance

1 Was the ”On–Board Diagnostic (OBD) System Check” Go to
performed? Powertrain
OBD System
2 1. Turn the ignition switch ON, with the engine OFF.
3. Command the EGR valve to the specified values.
Does the Actual EGR Position follow the Desired EGR 25%, 50%, Go to Step
Position? 75%, 100% 19 Go to Step 3
2. Disconnect the EGR valve electrical connector.
3. With a test light connected to B+, probe the ground
circuit to the EGR valve.
Does the light illuminate? — Go to Step 4 Go to Step 5
4 1. Connect the test light to ground.
2. Probe the EGR control circuit to the EGR valve.
3. Command the EGR valve to the specified values
using a Tech 2.
As the command is raised, does the test light glow 25%, 50%,
brighter, flash or maintain a steady glow? 75%, 100% Go to Step 6 Go to Step 7
5 Repair the open or poor connection in the EGR ground
circuit.
Go to Step
6 With the test light still connected to ground, probe the
signal circuit.
Is the action complete? — Go to Step 8 Go to Step 9
7 With the test light still connected to ground, again probe
the control circuit without commanding the EGR valve
with the Tech 2.
Does the test light illuminate? — 10 11
8 Check the signal circuit for a short to voltage and repair
as necessary.
9 With a Digital Voltmeter (DVM) connected to ground,
probe the 5 V reference circuit.
Is the voltage measured near the specified value? 5V 13 14
10 Check the control circuit for a short to voltage and
repair as necessary.
11 Connect the test light to B+ and again probe the control
circuit.
Does the light illuminate? — 15 16
DTC P0404 EGR Circuit Range/Performance (Cont'd)

12 Replace the PCM.
procedures.
Go to Step
13 Check the EGR ground circuit for a poor connection or
proper terminal tension at the PCM and repair as
necessary.
14 Check the 5 V reference circuit for a short to voltage
and repair as necessary.
15 Check the control circuit for a short to ground and repair
as necessary?
16 Check the control circuit for an open or poor connection
at the EGR valve electrical connector and repair as
necessary.
Go to Step
18 Check the PCM electrical connector for a poor
connection and repair as necessary.
19 1. Using the Tech 2, clear Diagnostic Trouble Codes.
2. Start engine and idle at normal operating
temperature.
3. Operate vehicle within the conditions for setting this
Diagnostic Trouble Code as specified in the
supporting text.
Does the Tech 2 indicate that this diagnostic ”Ran and
Passed?” — Verify repair Go to Step 2

(EGR) SENSOR CIRCUIT LOW
D06RX055
Circuit Description If the PCM detects a continuous short to ground in the

An Exhaust Gas Recirculation (EGR) system is used to signal circuit or the sensor, then Diagnostic Trouble Code
lower Oxides of Nitrogen (NOx) emission levels caused P0405 will set. DTC P0405 is a type A code.
by high combustion temperatures. It accomplishes this
by feeding small amounts of exhaust gases back into the
combustion chamber. When the air/fuel mixture is diluted f IAT is greater than 5°C (41°F).
with the exhaust gases, combustion temperatures are f The PCM sees less than 0.10 voltage from the EGR
reduced. valve sensor.
A linear EGR valve is used on this system. The linear f A malfunction is present for 10 seconds.
EGR valve is designed to accurately supply exhaust
gases to the engine without the use of intake manifold Action Taken When the DTC Sets
vacuum. The valve controls exhaust flow going into the f The Malfunction Indicator Lamp (MIL) will illuminate
intake manifold form the exhaust manifold through an the first time the malfunction is detected.
orifice with a PCM controlled pintle. The PCM controls f The PCM will record operating conditions at the time
the pintle position using inputs from the Throttle Position the diagnostic fails.
(TP) and Manifold Absolute Pressure (MAP) sensors. f A history Diagnostic Trouble Code is stored.
The PCM then commands the EGR valve to operate f The EGR Valve is disabled.
when necessary by controlling an ignition signal through
the PCM. This can be monitored on a Tech 2 as the Conditions for Clearing the MIL/DTC
f The MIL will turn OFF after three consecutive ignition
The PCM monitors the results of its command through a cycles in which the diagnostic runs without a fault.
feedback signal. By sending a 5 volt reference and a
ground to the EGR valve, a voltage signal representing consecutive warm up cycles without a fault.
the EGR valve pintle position is sent to the PCM. This
f Diagnostic Trouble Codes can be cleared by using the
feedback signal can also be monitored on a Tech 2 and is Tech 2.
the actual position of the EGR pintle. The Actual EGR
Position should always be near the commanded or
Diagnostic Aids 4. Jumping the 5 volt reference circuit to the signal

Due to the moisture associated with exhaust systems, the circuit checks the signal circuit and PCM. The Tech
2 should display the Actual EGR Position as 100% if
the signal circuit and PCM are OK.
repairs, the valve warms and the problem disappears. By 6. Although the PCM and circuitry acted correctly in the
watching the Actual EGR and Desired EGR Positions on previous step, a problem may still lie within the
a cold vehicle with a Tech 2, the fault can be verified terminals which would not show up in probe type
easily. Check the freeze frame data to determine if the testing. Check the terminals for being backed out,
Diagnostic Trouble Code set when the vehicle was cold improperly formed or damaged, and for poor
by viewing the Engine Coolant Temperature (EGR). tension.
10. All circuits to the EGR valve are OK at this point.
Test Description The fault lies internally in the EGR valve and
Number(s) below refer to the step number(s) on the therefore must be replaced. Be sure all gasket
Diagnostic Chart: material is removed from the EGR mounting
surface. Even a small amount of material may
1. The Powertrain OBD System Check prompts the cause a Diagnostic Trouble Code P0405 to set.
technician to complete some basic checks and store Refer the EGR Valve for on vehicle service of the
the freeze frame and failure records data on the EGR valve.
Tech 2 if applicable. This creates an electronic copy
of the data taken when the fault occurred. The 13. The replacement PCM must be reprogrammed and
information is then stored on the Tech 2 for later the crankshaft position system variation procedure
reference. must be performed. Refer to the latest procedures
for PCM reprogramming and Powertrain Control
2. Commanding the EGR valve open determines Module for the Tooth Error Correction Variation
whether the EGR system can control the EGR valve Procedure.
accurately and if the fault is present.
14. Check the terminals for being backed out,
3. If the EGR valve 5 volt reference is shorted to improperly formed or damaged, and for poor
ground, the DVM will read no voltage and an tension.
additional Diagnostic Trouble Code will be set and
engine performance will be poor. When this circuit
is open, only a Diagnostic Trouble Code P0405 will
be set.
DTC P0405 – EGR Sensor Circuit Low

1 Was the Powertrain On–Board Diagnostic (OBD) Go to
System Check performed? Powertrain
OBD System
3. Command the EGR valve to the specified values.
Does the Actual EGR Position follow the Desired EGR 25%, 50%, Go to Step
Position? 75%, 100% 15 Go to Step 3
2. Disconnect the EGR valve electrical connector.
3. With a Digital Voltmeter (DVM) connected to
ground, probe the 5 V reference circuit to the EGR
valve.
Does the DVM read near the specified value? 5V Go to Step 4 Go to Step 5
4 Jumper the EGR valve 5 volt reference circuit to the
signal circuit.
Does the Actual EGR Position display the specified
value? 100% Go to Step 6 Go to Step 7
5 1. Connect the test light to B+.
2. Probe the 5 V reference circuit to the EGR valve.
DTC P0405 – EGR Sensor Circuit Low (Cont'd)

6 Check the 5 V reference and signal circuit’s for a poor
connection or proper terminal tension and repair as
necessary.
7 1. Connect the test light to B+.
2. Probe the signal circuit to the EGR valve. Go to Step Go to Step
Does the light illuminate? — 11 12
8 Check for a short to ground in the EGR valve 5 V
reference circuit and repair as necessary.
9 Check for an open in the EGR valve 5 V reference
circuit and repair as necessary.
Go to Step
11 Check for a short to ground in the EGR valve signal
circuit and repair as necessary.
12 Check for an open in the EGR valve signal circuit and
repair as necessary.
13 Replace the PCM.
procedures.
Go to Step
14 Check the affected circuit for a poor connection or
proper terminal at the PCM and repair as necessary.
15 1. Using the Tech 2, clear the Diagnostic Trouble
Codes.
2. Start engine and idle at normal operating
temperature.
Diagnostic Trouble Code as specified in the
supporting text.
Does the Tech 2 indicate that this diagnostic ran and
passed? — Verify repair Go to Step 2

(EGR) SENSOR CIRCUIT HIGH
D06RX055
Circuit Description If the PCM detects a continuous short to ground in the

An Exhaust Gas Recirculation (EGR) system is used to signal circuit or the sensor, then DTC P0406 will set.
lower Oxides of Nitrogen (NOx) emission levels caused Diagnostic Trouble Code P0406 is a type A code.
by high combustion temperatures. It accomplishes this by
feeding small amounts of exhaust gases back into the
combustion chamber. When the air/fuel mixture is diluted f IAT is greater than 5°C (41°F).
with the exhaust gases, combustion temperatures are f The PCM sees less than 0.10 voltage from the EGR
reduced. valve sensor.
A linear EGR valve is used on this system. The linear f A malfunction is present for 10 seconds.
EGR valve is designed to accurately supply exhaust
gases to the engine without the use of intake manifold Action Taken When the DTC Sets
vacuum. The valve controls exhaust flow going into the f The Malfunction Indicator Lamp (MIL) will illuminate.
intake manifold form the exhaust manifold through an f The PCM will record operating conditions at the time
orifice with a PCM controlled pintle. The PCM controls the the diagnostic fails.
pintle position using inputs from the Throttle Position (TP) f A history Diagnostic Trouble Code is stored.
and Manifold Absolute Pressure (MAP) sensors. The f The EGR Valve is disabled.
PCM then commands the EGR valve to operate when
necessary by controlling an ignition signal through the Conditions for Clearing the MIL/DTC
PCM. This can be monitored on a Tech 2 as the Desired
EGR Position. f The MIL will turn OFF after three consecutive ignition
cycles in which the diagnostic runs without a fault.
The PCM monitors the results of its command through a
feedback signal. By sending a 5 volt reference and a f A history Diagnostic Trouble Code will clear after 40
consecutive warm–up cycles without a fault.
ground to the EGR valve, a voltage signal representing
the EGR valve pintle position is sent to the PCM. This f Diagnostic Trouble Code(s) can be cleared by using
the Tech 2.
feedback signal can also be monitored on a Tech 2 and is
the actual position of the EGR pintle. The Actual EGR Diagnostic Aids
Position should always be near the commanded or
Desired EGR Position. Due to the moisture associated with exhaust systems, the

repairs, the valve warms and the problem disappears. By
watching the Actual EGR and Desired EGR Positions on
a cold vehicle with a Tech 2, the fault can be verified
easily. Check the freeze frame data to determine if the
Diagnostic Trouble Code set when the vehicle was cold
by viewing the Engine Coolant Temperature (EGR).
DTC P0406 EGR Sensor Circuit High

OBD System
P0406. Refer to
3 1. Ignition OFF.
2. Disconnect the Linear Exhaust Gas Recirculation
(EGR) Valve from the wiring harness.
on the ignition feed circuit at the Linear Exhaust Gas
Recirculation (EGR) Valve wiring harness
connector.
4 Check the ignition feed circuit, between the EGR
sensor and the ”Engine IG.” fuse, for the following
conditions:
f An open circuit
f A short to ground
5 Using a DVM, check the resistance of the EGR
solenoid.
Go to Step 14
Does the DVM read the following value? less then 5 W Go to Step 6
6 Check the EGR solenoid valve Low circuit, between the
EGR sensor and the PCM, for the following conditions:
f An open circuit
f A short to ground
Go to Step 15
7 1. Ignition OFF.
2. Disconnect the Linear Gas Recirculation (EGR)
Valve from the wiring harness.
4. Observe the EGR value on the Tech 2.
Does the Tech 2 display the following value(s)? 0 Volts 0% Go to Step 9 Go to Step 8
8 Check the EGR position feedback circuit, between the
f An open circuit
f A short to ground
Go to Step 15
DTC P0406 EGR Sensor Circuit High (Cont'd)

9 1. Ignition ON, Engine OFF.
on the 5 volt Reference signal circuit at the Linear
Exhaust Gas Recirculation (EGR) Valve wiring
harness connector. Go to Step 11 Go to Step 10
10 Check the 5 volt Reference signal circuit, between the
EGR and the PCM, for the following conditions:
f An open circuit
f A short to ground
Go to Step 11
11 1. Ignition OFF.
2. Place a DVM between the 5 volt Reference signal
circuit and the 5 volt signal return (ground) circuit at
the EGR wiring harness connector.
12 Check the 5 volt signal return (ground) circuit, between
the EGR and the PCM, for the following conditions:
f An open circuit
f A short to ground
Go to Step 15
13 1. Ignition OFF.
2. Place a fused jumper wire between the 5 volt
Reference signal circuit and the EGR valve position
feedback circuit at the EGR wiring harness
connector.
4. Observe the EGR value on the Tech 2. Go to Step 14 Go to Step 15
Does the Tech 2 display the following value(s)? 5 volts 100%
14 Replace the Linear Exhaust Gas Recirculation (EGR)
Valve.
Verify Repair.
— — —
15 Replace the PCM.
procedures.
Verify repair.
— — —
DIAGNOSTIC TROUBLE CODE (DTC) P0420 CATALYST SYSTEM EFFICIENCY

BELOW THRESHOLD
D06RX048
Circuit Description f The PCM determines that the catalyst’s oxygen

storage capacity is below the acceptable threshold.
The PCM uses the Bank 1 HO2S 1 and the Bank 1 HO2S
2 heated oxygen sensors. The Bank 1 HO2S 1 sensor Action Taken When the DTC Sets
produces an output signal which indicates the amount of
oxygen present in the exhaust gas entering the f The PCM will illuminate the malfunction indicator lamp
three–way catalytic converter. The Bank 1 HO2S 2 (MIL) the first time the fault is detected.
sensor produces an output signal which indicates the f The PCM will store conditions which were present
oxygen storage capacity of the catalyst; this in turn when the Diagnostic Trouble Code was set as Freeze
indicates the catalyst’s ability to convert exhaust gases
efficiently. If the catalyst is operating efficiently, the Bank Conditions for Clearing the MIL/DTC
1 HO2S 1 signal will be far more active than that produced
by the Bank 1 HO2S 2 sensor. If the PCM detects a level f The PCM will turn the MIL OFF on the third consecutive
of Bank 1 HO2S 2 activity that indicates the catalyst is no the fault condition is no longer present.
longer operating efficiently, Diagnostic Trouble Code
P0420 will be set. DTC P0420 is a type A code. after 40 consecutive warm–up cycles have occurred
without a fault.
f No related Diagnostic Trouble Codes. using the Scan Tool’s ”Clear Info” function.
f The engine is operating in ”Closed Loop”.
f Engine air load is below 99.6%. Diagnostic Aids
f Engine coolant temperature is above 60°C (140°F). Check for the following conditions:
f Calculated air flow is between 10 g/second and 32 f Poor connection at PCM – Inspect harness connectors
g/second. for backed–out terminals, improper mating, broken
f Change in engine load is below 3.91%. poor terminal–to–wire connection.
f Engine speed is below 3500 RPM. f Damaged harness – Inspect the wiring harness for
f Vehicle speed is between 24 km/h and 123 km/h (15 damage; shorts to ground, shorts to battery positive
mph and 75 mph). and open circuits. If the harness appears to be OK,
f Catalyst temperature is above 399°C (750°F). observe the display on the Tech 2 while moving
connectors and wiring harnesses related to the sensor. Test Description

fault. Number(s) below refer to the step number(s) on the
Reviewing the Failure Records vehicle mileage since the Diagnostic Chart:
diagnostic test last failed may help determine how often 7. Difficulty completing the Diagnostic Trouble Code
the condition that caused the Diagnostic Trouble Code to P0420 ”Status This Ign.” test may be encountered in
be set occurs. This may assist in diagnosing the areas where test conditions cannot be maintained
condition. easily, especially in urban areas. To minimize the
amount of driving required to complete the
f Bank 1 HO2S 1/Bank 1 HO2S 2 Activity Test:
Diagnostic Trouble Code P0420 ”Status This Ign.”
Ensure that the engine is fully warmed up. test, use the following procedure:
Using a Tech 2, monitor Bank 1 HO2S 1 and Bank f Allow the engine to warm completely.
1 HO2S 2 displays in ”Neutral” while using the
f With the vehicle in ”Neutral,” monitor the calculated
Tech 2 IAC RPM control function to maintain a
air flow on the Tech 2 and hold part throttle to
mass air flow of 10 g/second. Compare the
maintain a reading of over 12 g/second for at least 2
amount of activity (frequency and amplitude) on
minutes. This will achieve the ”warm catalyst”
Bank 1 HO2S 1 to the activity on Bank 1 HO2S 2
required for running the test.
over a 30 second period.
If the amount of activity on Bank 1 HO2S 2 is nearly as f Operate the vehicle in second or third gear to remain
in the Diagnostic Trouble Code P0420 test
great as the activity on Bank 1 HO2S 1, a problem exists.
conditions described in ”Conditions for Setting the
Use the Diagnostic Trouble Code P0420 diagnostic chart.
Diagnostic Trouble Code” as much as possible. If
If much less activity is noted on Bank 1 HO2S 2, the you must stop the vehicle, maintain the ”warm
system is functioning properly. catalyst” criteria as follows:
The ”TWC Monitor Test Counter” displayed on the Tech 2
may be used to monitor the progress of the TWC – Place the vehicle in ”Neutral.”
diagnostic. To complete the TWC diagnostic with a good – Hold part throttle to maintain a calculated air flow
catalyst, the counter must be allowed to increment to 49 reading of over 15 g/second for the duration of the
samples and roll over to 0 at least twice. A failed catalyst stop.
will require three or more 50–sample tests to report a The ”TWC Monitor Test Counter” displayed on the Tech 2
failure. may be used to monitor the progress of the TWC
diagnostic. To complete the TWC diagnostic with a good
catalyst, the counter must be allowed to increment to 49
samples and roll over to 0 at least twice.
DTC P0420 – Catalyst System Efficiency Below Threshold

performed? System
2 Are any other O2 Sensor Diagnostic Trouble Codes Diagnose
set? other
Diagnostic
Trouble
— Code(s) first Go to Step 3
3 1. Visually and physically inspect the three–way
catalytic converter for damage. Check for the
following:
f dents
f severe discoloration caused by excessive
temperatures
f holes
f internal rattle caused by damaged catalyst
2. Also, ensure that the three–way catalytic converter
is a proper original equipment manufacturer part.
Did your inspection reveal a problem? — Go to Step 6 Go to Step 4
4 1. Visually and physically inspect the exhaust system
between the three–way catalytic converter and the
rear converter flange for leaks, damage, and loose
or missing hardware.
Go to Step 7
2. If a problem is found, repair as necessary. to verify
Did your inspection reveal a problem? — repair Go to Step 5
5 1. Visually and physically inspect the Bank 1 HO2S 2.
2. Ensure that the Bank 1 HO2S 2 is secure and that
the pigtail and wiring harness is not contacting the
exhaust pipe or is not other wise damaged.
Go to Step 7
6 Replace the three–way catalytic converter.
NOTE: Check for conditions which may cause catalyst
damage (refer to Diagnostic Aids). Go to Step 7
to verify
Is the action complete? — repair —
2. Clear Diagnostic Trouble Code P0420.
3. Start the engine and allow it to warm up until the
engine coolant temperature monitored on the Tech
2 is above the specified value.
4. Run the engine to maintain the specified mass air
flow range for at least 2 minutes.
5. Operate the vehicle to maintain Diagnostic Trouble
Engine
Code P0420 test conditions (for detailed
coolant temp:
instructions, refer to Diagnostic Trouble Code Test
Description in Diagnostic Support). greater than
60°C (140°F)
Calculated air
info for DTC P0420 until the DTC P0420 test runs.
flow: between
7. Note the test result. 7 g/second Go to
Does the Tech 2 indicate DTC P0420 passed this and 41 Diagnostic
ignition? g/second Verify repair Aids
DIAGNOSTIC TROUBLE CODE (DTC) P0440 EVAPORATIVE EMISSION (EVAP)

CONTROL SYSTEM MALFUNCTION
D06RX056
Circuit Description f Disconnected, damaged, pinched, or blocked fuel tank

vapor line
The evaporative system includes the following
components: f Disconnected or faulty EVAP canister purge valve
f Fuel tank f Disconnected or faulty EVAP vent solenoid
f EVAP vent solenoid f Open ignition feed circuit to the EVAP vent or purge
solenoid
f Fuel tank pressure sensor
f Damaged EVAP canister
f Fuel pipes and hoses
f Leaking fuel sender assembly O–ring
f Fuel vapor lines
f Leaking fuel tank or fuel filler neck
f Fuel cap Any of the above conditions can set a Diagnostic Trouble
f EVAP canister Code P0440. DTC P0440 is a type A code.
f Purge lines
f EVAP canister purge valve Conditions for Setting the DTC
f EVAP service port f Diagnostic Trouble Codes P0106, P0107, P0108,
The evaporative emission system is checked by applying P0112, P0113, P0117, P0118, P0121, P0122, P0123,
vacuum to the EVAP system and monitoring for a vacuum P0125, P0131, P0132, P0133, P0134 and P1133 not
decay. The PCM monitors the vacuum level through the set.
fuel tank pressure sensor signal. f The BARO is greater than 72.3 kPa.
At an appropriate time, the EVAP canister purge valve f IAT and ECT are between 3.5°C (38.5°F) and 90.5°F
and the EVAP vent solenoid are turned ON, allowing the at engine start up.
engine to draw a small vacuum on the entire evaporative f The difference between IAT and ECT at start up is less
emission system. After the desired vacuum level has than 6.75°C (12.2°F).
been achieved, the EVAP canister purge valve is turned f The Vehicle Speed is less than 98 km/h (60 mph).
OFF, sealing the system. If a sufficient vacuum level f The Fuel Tank Level Sensor reads between 10% and
cannot be achieved, a large leak is indicated. This can be 90%.
caused by the following conditions: f Fuel Level counts vary by less than 15 counts in a
f Missing or faulty fuel cap 0.125 second time frame.
f Disconnected or faulty fuel tank pressure sensor f Maximum Engine Run time is at least 540 seconds.
f The difference between the actual Fuel Tank Pressure Test Description
and the expected Fuel Tank Pressure is less than the
PCM’s expectations. Number(s) below refer to the step number(s) on the
The above conditions are met, and the following condition Diagnostic Chart:
is met once: 1. The Powertrain OBD System Check prompts the
f The EVAP system is unable to achieve or maintain technician to complete some basic checks and store
vacuum during the diagnostic test. The amount of the freeze frame and failure records data on the
decay will vary with the fuel level. Tech 2 if applicable. This creates an electronic copy
of the data taken when the malfunction occurred.
Action Taken When the DTC Sets The information is then stored on the Tech 2 for
later reference.
f The Malfunction Indicator Lamp (MIL) will illuminate.
f The PCM will disable the EVAP purge vale solenoid. 4. If a vent solenoid or EVAP canister purge valve
electrical malfunction is present, the purge system
f The PCM will record operating conditions at the time will not operate correctly. Repairing the electrical
the diagnostic fails. The Freeze Frame and Failure
Records buffers will store this information. malfunction will very likely correct the condition that
set Diagnostic Trouble Code P0440.
f A history Diagnostic Trouble Code is stored.
5. Check the fuel tank pressure sensor at ambient
Conditions for Clearing the MIL/DTC pressure.
f The MIL will turn OFF after one ignition cycle in which 7. Forces the fuel tank pressure sensor to re–zero.
the diagnostic runs without a fault. 8. Determines whether or not the EVAP system is
f Freeze Frame information and the history Diagnostic sealed sufficiently to be pressurized. If not, the
Trouble Code will clear after one ignition cycle in which large leak must be located and corrected before
the diagnostic runs without a fault. continuing with diagnosis.
f Diagnostic Trouble Codes can be cleared with the 9. Verifies that the fuel tank pressure sensor
Scan Tool’s ”Clear Info” function.
accurately reacts to EVAP system pressure
Diagnostic Aids changes.
Check for the following conditions: 12. Ensures that sufficient source vacuum is present at
the EVAP canister purge valve.
f A missing, loose, or damaged fuel cap.
f Missing or damaged O–rings at the EVAP canister fuel 13. Check for a stuck closed EVAP canister purge
vapor fittings and the purge line fittings. valve.
f A cracked EVAP canister. 20. Insures proper system integrity.
f Damaged or disconnected source vacuum line. EVAP
purge line, vent hose or fuel tank vapor line.
f The Fuel Pressure Sensor shares a 5 Volt reference
with the MAP sensor and TP sensor.
problem with the 5 Volt reference circuit or
components itself.
f The Fuel Pressure Sensor share a ground with the
MAP sensor and the TP sensor.
f A poor connection at the PCM: Inspect the harness
connectors for backed out terminals, improper mating,
terminals.
f Damaged harness: Inspect the wiring harness to the
EVAP vent solenoid, the EVAP purge solenoid, and the
fuel tank pressure sensor for shorts to ground, shorts
to battery positive and open circuits.
f A kinked, pinched or plugged vacuum source, EVAP
purge, or fuel tank vapor line. Verify that the lines are
not restricted.
Check for charcoal particles. Refer to Carbon Particles
Removal from EVAP System before starting repairs.
Reviewing the Fail Records vehicle mileage since the
set occurs. This may assist in diagnosing the condition.
DTC P0440 EVAP Control System Malfunction

1 Was the Powertrain On–Board Diagnostic (OBD) Go to
System Check performed? Powertrain
OBD System
2 Is Diagnostic Trouble Code P0461, P0462 or P0463 Go to
also set? Applicable
— DTC Chart Go to Step 3
3 1. Visually/Physically check the fuel cap for missing or
loose conditions.
2. Replace or tighten the fuel cap is necessary. Go to Step Go to Step
Was a loose or missing fuel cap found? — 20 4
4 1. Install a Tech 2.
2. Command the EVAP canister purge valve and vent
solenoid ON and OFF with the Tech 2. Go to PCM
Does the purge valve and sent solenoid click when Outputs
commanded ON and OFF? — Go to Step 5 Diagnosis
3. Turn the ignition switch ON.
Is the Fuel Tank Pressure at the specified value? (if no,
start with the diagnosis chart for other sensors in the
circuit and see if 5V returns.) 1.51V Go to Step 8 Go to Step 6
6 Has the battery been disconnected? Go to EVAP
Control
System
— Diagnosis Go to Step 7
7 Disconnect the battery, wait 20 seconds then
reconnect the battery.
8 IMPORTANT: Before continuing with this diagnosis,
zero the EVAP Pressure and Vacuum gauges on the
EVAP pressure/purge cart J41413. Also, read the
temperature variation instruction card. (refer to tool
operating instructions).
1. Reinstall the fuel cap.
2. Using the Tech 2, command the EVAP vent solenoid
ON (closed).
3. Connect the EVAP pressure/purge cart J41413 to
the EVAP service port.
4. Attempt to pressurize the EVAP system to the
specified value using the EVAP pressure/purge cart
J41413 (monitor the pressure using the gauges on
the cart with the switch in the HOLD position). Go to Step
Can the specified value be achieved? 5 in. H2O Go to Step 9 10
9 1. Maintain the fuel tank pressure at the specified
value?
2. Observe the Fuel Tank Pressure on the Tech 2. Go to Step Go to Step
Is the Fuel Tank Pressure at the specified value? 1.47∼1.51V 12 11
DTC P0440 EVAP Control System Malfunction (Cont'd)

10 1. Disconnect the fuel tank vapor line and the EVAP
purge line from the EVAP canister.
2. Block the canister fitting for the fuel tank vapor line.
3. Connect a hand vacuum pump to the canister fitting
for the EVAP purge line.
4. Ensure that the EVAP vent solenoid is still
commanded ON (closed).
5. Attempt to apply the specified vacuum to the EVAP
canister. 5 in. Hg (17 Go to Step Go to Step
Can vacuum be maintained at the specified value? kPa) 15 14
11 1. Visually/physically check for the following
conditions:
f Restricted fuel tank vapor line.
f Restricted EVAP purge line. Go to EVAP
Control
2. If a problem is found, repair as necessary. Go to Step System
Was a problem found? — 20 Diagnosis
12 1. Disconnect the throttle body to EVAP emission
canister purge vale vacuum hose from the EVAP
canister purge valve.
2. Connect a hand vacuum pump to the EVAP canister
purge vale vacuum source fitting.
3. Apply the specified amount of vacuum to the EVAP
canister purge valve.
4. Command the EVAP purge valve ON, using the
Tech 2.
Does the EVAP canister purge vale release the 10in. of Hg Go to Step Go to Step
vacuum? (34 kPa) 13 17
13 1. Connect the in. Hg vacuum gauge on the EVAP
pressure/purge cart J41413 of the vacuum source
line.
3. Stabilize the engine rpm near the specified value.
4. Momentarily depress the throttle open and then
immediately let the throttle return to idle. Go to
Did the vacuum gauge read greater than the specified 2500 RPM 10 Diagnostic Go to Step
value when the throttle was opened then closed? in. Hg Aids 18
conditions:
f Vent hose disconnected or damaged.
f EVAP canister damaged.
2. If a problem is found, repair as necessary. Go to Step Go to Step
conditions:
f Missing or malfunctioning fuel cap.
f Disconnected or leaking fuel tank vapor line.
f Disconnected or damaged EVAP purge line.
DTC P0440 EVAP Control System Malfunction (Cont'd)

16 1. Using the Tech 2, command the EVAP vent solenoid
ON.
2. With the cart connected to the EVAP service port
continuously attempt to pressurize the EVAP
system by leaving the cart control knob in the
pressurized position.
3. Using the ultrasonic leak detector J41416, locate
and repair any leaks in the EVAP system (it may be
necessary to partially lower the fuel tank to examine
the top tank connections). Go to Step
17 Replace the EVAP canister purge valve. Refer to
Diagnostic Aids
Go to Step
18 Locate and repair the cause of no source or vacuum to
the EVAP canister purge valve.
Go to Step
19 Replace the EVAP vent solenoid. Refer to Diagnostic
Aids
Go to Step
20 IMPORTANT: Review the temperature variation
instructions included with J41413 before performing
this step.
1. Turn the ignition switch ON, with the engine OFF.
ON (closed).
3. Pressurize the EVAP system to the specified value
using the EVAP pressure/purge cart J41413
(monitor pressure using the gauge on the cart).
4. Switch the rotary switch on the cart to HOLD and
observe the EVAP pressure gauge.
Does the pressure decrease to less than the specified
value within 2 minutes? 2.14V System OK Go to Step 3

CONTROL SYSTEM SMALL LEAK DETECTED
D06RX056
Circuit Description Conditions for Setting the DTC

The evaporative system includes the following f The BARO is greater the 72.3 kPa.
components: f No: MAP, TPS, IAT, ECT, EGR, EVAP, VSS, or System
f Fuel tank. Voltage Diagnostic Trouble Codes.
f EVAP vent solenoid. f IAT and ECT at startup are between 3.5°C(38°F) and
f Fuel tank pressure sensor. 32°C (90°F).
f Fuel pipes and hoses. f The difference between IAT and ECT at startup is less
than 6.75°C (12.2°F).
f Fuel vapor lines.
f Vehicle Speed is less than or equal to 98 km/h (60
f Fuel cap. mph).
f EVAP canister. f Fuel Level counts vary by less than 8 counts in a 0.125
f Purge lines. second time frame.
f EVAP canister purge valve. f The Fuel Tank Level Sensor reads between 10% and
f EVAP service port. 90%.
The evaporative emission system is checked by applying f Maximum Engine Run time is at least 540 seconds.
vacuum to the EVAP system and monitoring for a vacuum f The difference between the actual Fuel Tank Pressure
decay. The PCM monitors the vacuum level through the and the expected Fuel Tank Pressure is less than the
fuel tank pressure sensor signal. At an appropriate time, PCM’s expectation.
the EVAP canister purge valve and the EVAP vent f Fuel Tank Pressure slope is less than or equal to 1mm
solenoid are turned ON, allowing the engine to draw a (0.03 inches) of water.
small vacuum on the entire evaporative emission system. The above conditions are met, and the following condition
After the desired vacuum level has been achieved, the is met once:
EVAP canister purge valve is turned OFF, sealing the f A single 15 second vacuum decay slope and three 5
system. A leak is detected by monitoring for a decrease in second vacuum slopes are all greater than or equal to
vacuum level over a given time period, when all other the PCM’s upper threshold.
variables remain constant. A small leak in the system will
cause Diagnostic Trouble Code P0442 to be set. DTC
P0442 is a type A code. f The Malfunction Indicator Lamp (MIL) will illuminate.
f The PCM will record operating conditions at the time fuel tank pressure sensor for an intermittent open or
the diagnostic fails. The Freeze Frame and Failure intermittent short circuit.
Records buffers will store this information. Check for charcoal particles. Refer to Carbon Particle
f A history Diagnostic Trouble Code is stored. Removal from EVAP System before starting repairs.
Conditions for Clearing the MIL/DTC diagnostic test last failed may help determine how often
f The MIL will turn OFF after 3 consecutive ignition the condition that causes the Diagnostic Trouble Code to
cycles in which the diagnostic runs without a fault. set occurs. This may assist in diagnosing the condition.
consecutive warm up cycles without a fault. Test Description
f A Tech 2 can clear the Diagnostic Trouble Codes. Number(s) below refer to the step number(s) on the
Diagnostic Chart:
Diagnostic Aids 1. The Powertrain OBD System Check prompts the
f A loose, missing, or damaged fuel cap. technician to complete some basic checks and store
f Missing or damaged O–rings at the fuel vapor fittings the freeze frame and failure records data on the
and the EVAP purge line canister fittings. Tech 2 if applicable. This creates an electronic copy
f Cracked EVAP canister. of the data taken when the malfunction occurred.
The information is then stored on the Tech 2 for
f Damaged source vacuum line, EVAP purge line, EVAP later reference.
vent hose or fuel vapor line.
f The Fuel Pressure Sensor shares a 5 Volt reference 3. If a vent solenoid or EVAP canister purge valve
with the MAP sensor and TP sensor. electrical malfunction is present, the purge system
will not operate correctly. Repairing the electrical
malfunction will very likely correct the condition that
set Diagnostic Trouble Code P0442.
components itself.
f The Fuel Pressure Sensor share a ground with the 4. Checks the fuel tank pressure sensor at ambient
MAP sensor and the TP sensor. pressure.
f Poor connection at PCM: Inspect harness connectors 6. Forces the fuel tank pressure sensor to re–zero.
for backed out terminals, improper mating, broken 7. Verifies that the fuel tank pressure sensor
locks, improperly formed or damaged terminals, and accurately reacts to EVAP system pressure
poor terminal to wire connection.
changes.
EVAP vent solenoid, the EVAP purge solenoid, and the
DTC P0442 EVAP Control System Small Leak Detected

OBD System
2 Is Diagnostic Trouble Code P0461, P0462, or P0463 Go to
— DTC Table Go to Step 3
solenoid ON and OFF with the Tech 2? Go to PCM
Does the purge valve and vent solenoid click ON and Outputs
OFF? — Go to Step 4 Diagnosis
Is the Fuel Tank Pressure at the specified value? (if no,
start with the diagnosis chart for other sensors in the
circuit and see if 5V returns.) 1.51V Go to Step 7 Go to Step 5
Control
System
DTC P0442 EVAP Control System Small Leak Detected (Cont'd)

6 Disconnect the battery, wait 20 seconds then
zero the EVAP Pressure and Vacuum Gauges on the
EVAP pressure/purge cart J41413. Also read the
temperature variation instruction card. (Refer to tool
ON (closed).
(monitor the pressure using the gauge on the cart
with the switch in the HOLD position. Go to EVAP
Control
5. Observe the Fuel Tank Pressure on the Tech 2. 5 in. H2O (±2 System
Is the Fuel Tank Pressure at the specified value? in. H2O) Go to Step 8 Diagnosis
instructions included with the J41413 before
performing this step.
1. Turn the ignition switch ON, with the engine OFF.
ON (closed).
(monitor the pressure using the gauge on the cart).
observe the EVAP pressure gauge. Refer to
Does the pressure decrease to less than the specified Diagnostic
value within 2 minutes? 1.47 – 1.51V Go to Step 9 Aids
2. Block the fuel tank vapor line fitting on the canister.
3. Connect a hand vacuum pump to the EVAP purge
line fitting on the canister.
4. Ensure that the EVAP vent solenoid is still
commanded ON (closed).
5. Attempt to apply vacuum to the canister. Go to Step Go to Step
Can the specified vacuum be maintained? 5 in. Hg 12 10
conditions:
f EVAP canister damaged
2. If a problem is found, repair as necessary Go to Step Go to Step
Aids
Go to Step
DTC P0442 EVAP Control System Small Leak Detected (Cont'd)

conditions:
f Malfunctioning fuel cap.
f Leaking fuel tank vapor line.
f Damaged EVAP purge line.
2. If a problem is found, repair as necessary Go to Step Go to Step
ON (closed).
2. With the EVAP pressure/purge cart J41413
connected to the EVAP system by leaving the cart
control knob in the pressurized position.
3. Using the ultrasonic leak detector J41416, locate
and repair the leak in the EVAP system (it may be
necessary to partially lower the fuel tank to examine
the top tank connections). Go to Step
instructions included with the J41413 before
performing this step.
1. Turn the ignition switch ON, with engine OFF.
ON (closed).
(monitor the pressure using the gauge on the cart).
value within 2 minutes? 2.14V System OK Go to Step 3

CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT MALFUNCTION
D06RX056
Circuit Description f The PCM will store the conditions that were present
when the DTC was set as Freeze Frame and in Failure
The Powertrain Control Module (PCM) controls the Records.
Evaporative Emission (EVAP) Canister Purge Solenoid
Valve through the use of a control (ground) circuit. If the Conditions for Clearing the MIL/DTC
PCM commands the Purge solenoid to maximum duty
cycle (100%) but the voltage remains High (12 Volts); or, if f The PCM will turn OFF the MIL after three consecutive
trips without a reported failure.
the PCM commands the Purge solenoid to minimum duty
cycle (0%) but the voltage remains Low (0 volts), then f A History DTC will clear after 40 consecutive trips
without a reported failure.
DTC P0443 will set. DTC P0443 is a type A code.
f The DTC can be cleared using the Scan Tool’s ”Clear
Conditions for Setting the DTC Info” function.
f Ignition voltage is greater than 10 volts Diagnostic Aids

f Engine run time is greater than 32 seconds f Poor connections , or a damaged harness – Inspect the
The above mentioned conditions are met and one of the harness connectors for: backed–out terminals,
following two conditions are met for 25 seconds within a improper mating or damaged terminals. Also check for
50 seconds test sample: open circuits, shorts to ground, and shorts to voltage.
f PCM senses voltage is High with the EVAP Canister f The Fuel Pressure Sensor shares a 5 Volt reference
Purge Solenoid commanded ON. with the MAP sensor and TP sensor.
f PCM senses voltage is Low with the EVAP Canister If these codes are also set, it could indicate a
Purge Solenoid commanded OFF. problem with the 5 Volt reference circuit or
components itself.
Action Taken When the DTC Sets f The Fuel Pressure Sensor share a ground with the
f The PCM will illuminate the Malfunction Indicator Lamp MAP sensor and the TP sensor.
DTC P0443 EVAP Control System Purge Control Valve Circuit Malfunction

performed? System
P0443. Refer to
3 1. Ignition OFF.
2. Disconnect the EVAP Canister Purge Solenoid from
the wiring harness connector from the EVAP
Canister Purge Solenoid.
on the ”Engine IG.” Fuse pin of the EVAP Canister
Purge Solenoid wiring harness connector.
4 Check the suspect circuit between the EVAP Canister
Purge Solenoid connector and the ”Engine IG.” Fuse
for the following conditions:
f A short to ground
f An open circuit
5 Using a DVM, check the resistance of the EVAP
Does the DVM read the following value? less than 5 W Go to Step 6 Go to Step 7
6 1. Ignition OFF.
2. Disconnect the Powertrain Control Module (PCM)
3. Check the EVAP Canister Purge Solenoid control
circuit between the PCM and EVAP Canister Purge
Solenoid for the following conditions:
f A short to ground
f An open circuit
DTC P0443 EVAP Control System Purge Control Valve Circuit Malfunction
(Cont'd)
7 Replace the EVAP Canister Purge Solenoid.
Verify Repair.
— — —
8 Replace the PCM.
procedures.
Verify repair.
— — —

CONTROL SYSTEM VENT CONTROL CIRCUIT MALFUNCTION
D06RX056
Circuit Description sensor input. With the EVAP vent solenoid open, any
The evaporative system includes the following vacuum in the system should decrease quickly unless the
components: vent path is blocked. A blockage can be caused by the
following conditions:
f Fuel tank.
f Faulty EVAP vent solenoid (stuck closed).
f EVAP vent solenoid.
f Plugged, kinked or pinched vent hose.
f Fuel tank pressure sensor.
f Shorted EVAP vent solenoid driver circuit.
f Fuel pipes and hoses.
f Plugged evaporative canister.
f Fuel vapor lines.
If any of these conditions are present, Diagnostic Trouble
f Fuel cap. Code P0446 will set. DTC P0446 is a type B code.
f EVAP canister.
f Purge lines. Conditions for Setting the DTC
f EVAP canister purge valve. f The BARO is greater than 72.3 kPa.
f EVAP service port. f No: MAP, TPS, IAT, ECT, EGR, EVAP, VSS or System
The evaporative emission system is checked by applying Voltage Diagnostic Trouble Codes.
vacuum to the EVAP system and monitoring for a vacuum f IAT and ECT at startup are between 3.5°C(38°F) and
decay. The PCM monitors the vacuum level through the 32°C (90°F).
fuel tank pressure sensor signal. f The difference between IAT and ECT at startup is less
At an appropriate time, the EVAP canister purge valve than 6.75°C (12.2°F).
and the EVAP vent solenoid are turned ON, allowing the f The Fuel Tank Level Sensor reads between 10% and
engine to draw a small vacuum on the entire evaporative 90%.
emission system. After the desired vacuum level has f The difference between the actual Fuel Tank Pressure
been achieved, the EVAP canister purge valve is turned and the expected Fuel Tank Pressure is less than the
OFF, sealing the system. PCM’s expectation.
A restricted or blocked EVAP canister vent path is f Fuel Tank Pressure slope is less than or equal to 1mm
detected by drawing a vacuum on the EVAP system, (0.03 inches) of water.
turning OFF the EVAP vent solenoid and the EVAP The above conditions are met, and the following condition
canister purge valve (EVAP vent solenoid Open, EVAP is met once:
purge PWM 0%) and monitoring the fuel tank vacuum
f Fuel Tank vacuum is greater than 39 cm (15.35 inches) Test Description
of water.
Action Taken When the DTC Sets Diagnostic Chart:
f The Malfunction Indicator Lamp (MIL) will illuminate. technician to complete some basic checks and store
f The PCM will records operating conditions at the time the freeze frame and failure records data on the
the diagnostic fails. The Freeze Frame and Failure Tech 2 if applicable. This creates an electronic copy
Records buffers will store this information. of the data taken when the malfunction occurs. This
f A history Diagnostic Trouble Code is stored. may assist in diagnosing the condition.
Conditions for Clearing the MIL/DTC 3. If a vent solenoid electrical malfunction is present,
the purge system will not operate correctly.
f The MIL will turn off after 3 consecutive ignition cycles Repairing the electrical malfunction will very likely
in which the diagnostic runs without a fault. correct the condition that set Diagnostic Trouble
f A history DTC will clear after 40 consecutive warm up Code P0446.
cycles without a fault.
4. Checks the fuel tank pressure sensor at ambient
f A Tech 2 can clear the DTC’s. pressure.
Diagnostic Aids 6. Forces the fuel tank pressure sensor to re–zero.
Check for the following conditions: 7. Verifies that the fuel tank pressure sensor
f Poor connection at PCM: Inspect harness connectors accurately reacts to EVAP system pressure
for backed out terminals, improper mating, broken changes.
locks, improperly formed or damaged terminals, and 9. Checks for a blocked EVAP canister.
13. Duplicates the Powertrain On–Board Diagnostic
f The Fuel Pressure Sensor shares a 5 Volt reference
with the MAP sensor and TP sensor. test.
components itself.
f The Fuel Pressure Sensor share a ground with the
MAP sensor and the TP sensor.
EVAP vent solenoid and the fuel tank pressure sensor
for shorts to ground, shorts to battery positive, and
open circuits.
f Kinked, pinched or plugged vent hose: Verify that the
vent hose between the canister and the EVAP vent
solenoid is not restricted.
Check for charcoal particles. Refer to Carbon Particles
Removal from EVAP System before starting repairs.
the condition that causes the Diagnostic Trouble Code to
condition.
DTC P0446 EVAP Control System Vent Control Circuit Malfunction

OBD System
2 Is Diagnostic Trouble Code P0461, P0462, or P0463 Go to
solenoid ON and OFF with the Tech 2?
Does the purge valve and vent solenoid click ON and Go to PCM
OFF? (if no, start with the diagnosis chart for other Outputs
sensors in the circuit and see if 5V returns.) – Go to Step 4 Diagnosis
Is the Fuel Tank Pressure at the specified value? 1.51V Go to Step 7 Go to Step 5
Control
System
6 Disconnect the battery, wait 30 seconds, then
zero the EVAP Pressure and Vacuum Gauges on the
EVAP pressure/purge cart J41413. Also read the
temperature variation instruction card. (Refer to tool
ON (closed).
(monitor the pressure using the gauge on the cart
with the switch in the ”HOLD” position. Go to EVAP
Control
5. Observe the Fuel Tank Pressure on the Tech 2. System
Is the Fuel Tank Pressure at the specified value? 1.52 – 1.69V Go to Step 8 Diagnosis
8 1. Maintain the specified EVAP pressure.
OFF (open) while observing the EVAP pressure
gauge on the cart J41413. Refer to
Does the EVAP pressure return to the specified value Diagnostic
within 5 seconds? 0 in. H2O Aids Go to Step 9
DTC P0446 EVAP Control System Vent Control Circuit Malfunction (Cont'd)
9 1. Disconnect the large vent hose (marked air) from
the EVAP canister.
2. Switch the rotary switch on the cart J41413 to
PURGE.
3. Start the engine and allow the engine to reach
operating temperature.
4. Observe the vacuum gauge for 5 seconds while
holding the engine speed at the specified value. 30 in. H2O Go to Step Go to Step
Does the vacuum remain below the specified value? 2500 RPM 10 12
10 1. Inspect the EVAP vent hose between the EVAP
canister and the EVAP vent solenoid for being
kinked, pinched, or other wise blocked.
Aids
Go to Step
12 Replace the EVAP canister. Refer to EVAP Canister
Replacement.
Go to Step
ON (closed).
2. Pressurize the EVAP system to the specified value.
3. Switch the rotary switch on the cart J41413 to
HOLD.
OFF (open) while observing the EVAP pressure
gauge on the cart J41413.
Does the EVAP pressure return to the specified value
within 5 seconds? 1.51V System OK Go to Step 3

CONTROL SYSTEM VENT VALVE/SOLENOID CIRCUIT MALFUNCTION
D06RX056
The Powertrain Control Module (PCM) controls the Records.
Evaporative Emission (EVAP) Canister Vent Solenoid
Valve through the use of a control (ground) circuit. If the Conditions for Clearing the MIL/DTC
PCM commands the Vent solenoid but the voltage
remains High (12 Volts); or, if the PCM commands the f The PCM will turn OFF the MIL after three consecutive
trips without a reported failure.
Vent solenoid OFF but the voltage remains Low (0 volts),
then DTC P0449 will set. DTC P0449 is a type A code. f A History DTC will clear after 40 consecutive trips
Conditions for Setting the DTC f The DTC can be cleared using the Scan Tool’s ”Clear
Info” function.
f Ignition voltage is greater than 10 volts.
f Engine run time is greater than 32 seconds. Diagnostic Aids
The above mentioned conditions are met and one of the f Poor connections , or a damaged harness – Inspect the
following two conditions are met for 25 seconds within a harness connectors for: backed–out terminals,
50 seconds test sample: improper mating or damaged terminals. Also check for
f PCM senses voltage is High with the EVAP Canister open circuits, shorts to ground, and shorts to voltage.
Vent Solenoid commanded ON. f The Fuel Pressure Sensor shares a 5 Volt reference
f PCM senses voltage is Low with the EVAP Canister with the MAP sensor and TP sensor.
Vent Solenoid commanded OFF. If these codes are also set, it could indicate a
Action Taken When the DTC Sets components itself.
f The PCM will illuminate the Malfunction Indicator Lamp f The Fuel Pressure Sensor share a ground with the
(MIL). MAP sensor and the TP sensor.
DTC P0449 EVAP Control System Vent Valve/Solenoid Circuit Malfunction

performed? System
P0449. Refer to
3 1. Ignition OFF.
2. Disconnect the EVAP Canister Purge Solenoid from
the wiring harness connector from the EVAP
on the ”Engine IG.” Fuse pin of the EVAP Canister
Purge Solenoid wiring harness connector.
4 Check the suspect circuit between the EVAP Canister
Purge Solenoid connector and the ”Engine IG.” Fuse
for the following conditions:
f A short to ground
f An open circuit
5 Using a DVM, check the resistance of the EVAP
Does the DVM read the following value? less than 5 W Go to Step 6 Go to Step 4
6 1. Ignition OFF.
3. Check the EVAP Canister Purge Solenoid control
circuit between the PCM and EVAP Canister Purge
Solenoid for the following conditions:
f A short to ground
f An open circuit
DTC P0449 EVAP Control System Vent Valve/Solenoid Circuit Malfunction

(Cont'd)
7 Replace the EVAP Canister Purge Solenoid.
— Verify repair. Go to Step 7
8 Replace the PCM.
procedures.
— Verify repair. Go to Step 8
DIAGNOSTIC TROUBLE CODE (DTC) P0461 FUEL LEVEL SENSOR CIRCUIT

RANGE/PERFORMANCE
D06RX057

The Fuel Level sensor is an important input to the PCM for f The PCM will not turn on the MIL.
the Enhanced Evaporative System Diagnostic. The PCM
needs the fuel level information in order to know the Conditions for Clearing the DTC
volume of fuel in the tank. The fuel level affects the rate of f The PCM turns the MIL off after 3 consecutive driving
change in air pressure in the EVAP system. Several of the trips withouta fault condition present.
Enhanced Evaporative System Diagnostic sub–test are f A history DTC will clear if no fault conditions have been
dependent upon correct fuel level information. The detected for 40 warm–up cycles (coolant temperature
diagnostic will not run when the tank is greater than 85% has risen 40°F from the start–up coolant temperature
or less than 15% full. (This sensor signal disables the and the engine coolant temperature exceeds 160°F
misfire when the fuel levels are less than 15%). DTC during that same ignition cycle) or the Tech 2 clearing
P0461 is a type D Code. feature has been used.
Conditions for Setting the DTC Test Description

f The Fuel Tank Level Slosh Test is completed. Number(s) below refer to the step number(s) on the
Diagnostic Chart:
f The Tank Level Main Test is completed.
4. This step determines if the fuel gauge and fuel level
f The Fuel Tank Level Data is Valid.
sender module are operating correctly.
f The Fuel Level signal changes by less than 7 counts
(0.14 volts) over a distance of 240 km (146 miles).
DTC P0461 Fuel Level Sensor Circuit Range/Performance

1 Was the On–Board Diagnostic (OBD) System Check Go to
OBD System
3. Compare the fuel level on the Tech 2 with the vehicle
fuel gauge.
Are the levels approximately the same? — Go to Step 3 Go to Step 5
3 1. Record the vehicle fuel gauge reading.
2. Turn OFF the ignition.
3. Disconnect the PCM’s connector.
Did the vehicle fuel gauge reading change? — Go to Step 4 Go to Step 5
2. Disconnect the fuel tank level sensor connector.
3. Using a fused jumper wire, jump the fuel level input
to the fuel level sensor ground.
4. Turn the ignition ON.
Does the Tech 2 and the fuel gauge indicate the
specified value? 0% (Empty) Go to Step 5 Go to Step 6
5 Replace the Fuel tank level sensor.
— Go to Step 7 —
6 Replace the PCM.
procedures.
7 1. Using the Tech 2, select the Diagnostic Trouble
Code, and Clear Info.
4. Select the DTC and the Specific
5. Enter the DTC number which was set.
this DTC.
Does the Tech 2 indicate that this diagnostic Ran and
Passed? — System OK Go to Step 2

LOW INPUT
D06RX057

The Fuel Level Sensor is an important input to the PCM f The PCM will not turn on the MIL.
for the Enhanced Evaporative System Diagnostic. The
PCM needs the fuel level information in order to know the Conditions for Clearing the DTC
volume of fuel in the tank. The fuel level affects the rate of f The PCM turns the MIL OFF after 3 consecutive
change in air pressure in the EVAP system. Several of driving trips without a fault condition present.
the Enhanced Evaporative System Diagnostic sub–test f A history Diagnostic Trouble Code will clear if no fault
are dependent upon correct fuel level information. The conditions have been detected for 40 warm–up cycles
diagnostic will not run when the tank is greater than 85% (coolant temperature has risen 40°F from the start–up
or less than 15% full. (This sensor signal disables the coolant temperature and the engine coolant
misfire when the fuel levels are less than 15%). If the temperature exceeds 160°F during that same ignition
PCM detects a continuous short to ground in the Fuel cycle) or the Tech 2 clearing feature has been used.
Level sensor or circuit, then a code P0462 will set. DTC
P0462 is a type D code.
Test Description
Conditions for Setting the DTC Diagnostic Chart:
f The Fuel Tank Slosh Test is completed. 4. This step checks the wiring, connections, and the
f The Fuel Tank Main Level Test is completed. PCM.
f The Fuel Tank Level Data is valid. 6. This step checks the wiring, connections, and the
f The Fuel Level signal voltage is less than 0.06 volts for PCM.
a period greater than 20 seconds.
DTC P0462 Fuel Level Sensor Circuit Low Input

OBD System
2. Ignition ON.
3. Observe the fuel level on the Tech 2.
Does the Tech 2 display the specified value? 0%–1% Go to Step 4 Go to Step 3
3 Refer to Fuel Gauge Diagnosis.
— — —
4 With a Digital Voltmeter (DVM) to ground, probe the
fuel level sensor input at the Fuel Level sensor.
Is the voltage less than the specified value? 0.13 V Go to Step 5 Go to Step 6
5 Check for a open in the fuel level sensor input circuit.
6 With a DVM to ground, probe the fuel level module
output at the Fuel Level sensor.
Go to Step
Is the voltage greater than the specified value? 2.9 V Go to Step 9 10
7 Repair the open in the fuel level sensor input circuit.
Go to Step
8 Repair the open in the fuel level output circuit.
Go to Step
9 Repair the short to voltage in the fuel level output
circuit.
Go to Step
10 Replace the PCM.
procedures.
Go to Step
4. Select the Diagnostic Trouble Code and the
Specific.
5. Enter the number which was set.
supporting text.

HIGH INPUT
D06RX057

The Fuel Level sensor is an important input to the PCM for f The PCM will not turn on the MIL.
the Enhanced Evaporative System Diagnostic. The PCM
needs the fuel level information in order to know the Conditions for Clearing the DTC
volume of fuel in the tank. The fuel level affects the rate of f The PCM turns the MIL off after 3 consecutive driving
change in air pressure in the EVAP system. Several of the trips without a fault condition present.
Enhanced Evaporative System Diagnostic sub–tests are f A history DTC will clear if no fault conditions have been
dependent upon correct fuel level information. The detected for 40 warm–up cycles (coolant temperature
diagnostic will not run when the tank is greater than 85% has risen 40°F from the start–up coolant temperature
or less than 15% full. (This sensor signal disables the and the engine coolant temperature exceeds 160°F
misfire when the fuel levels are less than 15%). If the PCM during that same ignition cycle) or the Tech 2 clearing
detects a continuous short to voltage in the Fuel Level feature has been used.
sensor or circuit, then a DTC P0463 will set. DTC P0463
is a type D code.
Test Description
Conditions for Setting the DTC Diagnostic Chart:
f The Fuel Tank Level Slosh Test is completed. 5. This step checks the wiring, connections, and the
f The Fuel Tank Level Main Test is completed. PCM.
f The Fuel Tank Level Data is valid. 7. This step checks the wiring, connections, and the
f The Fuel Level signal voltage is greater than 4.9 volts PCM.
for a period greater than 20 seconds.
DTC P0463 Fuel Level Sensor Circuit High Input

OBD System
Observe the fuel level on the Tech 2.
Does the Tech 2 display the specified value? 99% – 100% Go to Step 4 Go to Step 3
3 Refer to Fuel Gauge Diagnosis.
— — —
4 With a Digital Voltmeter (DVM) to ground, probe the
Fuel Level sensor input at the Sensor Input cavity.
Is the voltage greater than the specified value? 2.9 V Go to Step 5 Go to Step 6
5 Check for a open in the Fuel Level sensor ground.
6 Check for an open in the Fuel Level sensor ground.
Go to Step
Was a problem found? — Go to Step 9 10
7 Repair the short to voltage in the fuel level input circuit.
Go to Step
Is the repair complete? — 11 —
8 Repair the short to voltage in the fuel level output
circuit.
Go to Step
9 Repair the open in the fuel level sensor ground.
Go to Step
10 Replace the PCM.
reprogrammed. Refer to PCM
Replacement/Programming.
Go to Step
4. Select the Diagnostic Trouble Code and the
Specific.
5. Enter the Diagnostic Trouble Code number which
was set.
supporting text.
DIAGNOSTIC TROUBLE CODE (DTC) P0480 COOLING FAN 1 CONTROL

CIRCUIT MALFUNCTION
D06RX058

The Powertrain Control Module (PCM) controls the f The PCM will not turn on the Malfunction Indicator
engagement of the cooling fan Low speed through the Lamp.
use of a relay and a control circuit. If the PCM commands f The PCM will store the conditions that were present
the fan to Low speed and then senses that the fan did not when the DTC was set as Freeze Frame and in Failure
turn ON, or if the PCM commands the fan OFF from Low Records.
speed and then senses that the fan did not turn OFF, the
PCM will set a DTC P0480. DTC P0480 is a type D code. Conditions for Clearing the DTC
f A history DTC will clear after 40 consecutive trips
Conditions for Setting the DTC without a reported failure.
f Ignition voltage is greater than 10 volts. f The DTC can be cleared using the Scan Tool’s Clear
f Engine run time is greater than 32 seconds. Info” function.
The above conditions are met and one of the following
Diagnostic Aids
conditions are met for 25 seconds within a 50 second test
sample: f Poor connections or a damaged harness – Inspect the
f PCM sensed voltage is High with the Low Speed Fan harness connectors for: backed out terminals,
OFF. improper mating or damaged terminals. Also check for
open circuits, shorts to ground, and shorts to voltage.
OR
f PCM sensed voltage is Low with the Low Speed Fan
ON.
DTC P0480 Cooling Fan 1 Control Circuit Malfunction

performed? System
P0480. Refer to
3 1. Ignition OFF.
2. Remove the Low Fan Relay from the Underhood
Electrical Center.
3. Ignition OFF.
on the ”ELEC. FAN” Fuse pin of the Low fan Relay
connector.
4 1. Ignition ON.
2. Using a DVM, check for voltage on the ”ENGINE
FAN” Fuse pin of the Low Fan Relay connector.
5 Check the suspect circuit between the Low Fan Relay
connector and Fuse for the following conditions:
f A short to ground
f An open circuit
6 1. Ignition OFF.
3. Check the Low Fan Relay control circuit between
the PCM and Underhood Electrical Center for the
f A short to ground
f An open circuit
7 1. Reinstall the Low Fan Relay.
2. Using a fused jumper, ground the Low Fan Relay
control circuit at the PCM connector.
Does the fan run at low speed? — Go to Step 9 Go to Step 8
DTC P0480 Cooling Fan 1 Control Circuit Malfunction (Cont'd)

8 Replace the Low Fan Relay.
9 Replace the PCM.
procedures.
Verify repair.
— — —
DIAGNOSTIC TROUBLE CODE (DTC) P0481 COOLING FAN 2 CONTROL

CIRCUIT MALFUNCTION
D06RX058

The Powertrain Control Module (PCM) controls the f The PCM will not turn on the Malfunction Indicator
engagement of the cooling fan Low speed through the Lamp.
use of a relay and a control circuit. If the PCM commands f The PCM will store the conditions that were present
the fan to Low speed and then senses that the fan did not when the DTC was set as Freeze Frame and in Failure
turn ON, or if the PCM commands the fan OFF from Low Records.
speed and then senses that the fan did not turn OFF, the
PCM will set a DTC P0481. DTC P0481 is a type D code. Conditions for Clearing the DTC
Conditions for Setting the DTC without a reported failure.
f Ignition voltage is greater than 10 volts. f The DTC can be cleared using the Scan Tool’s ”Clear
f Engine run time is greater than 32 seconds. Info” function.
The above conditions are met and one of the following
Diagnostic Aids
conditions are met for 25 seconds within a 50 second test
sample: f Poor connections or a damaged harness – Inspect the
f PCM sensed voltage is High with the High Speed Fan harness connectors for: backed out terminals,
OFF. improper mating or damaged terminals. Also check for
OR
f PCM sensed voltage is High with the High Speed Fan
ON.
DTC P0481 Cooling Fan 2 Control Circuit Malfunction

performed? System
P0480. Refer to
3 1. Ignition OFF.
2. Remove the Low Fan Relay from the Underhood
Electrical Center.
3. Ignition OFF.
on the ”ELEC. FAN” Fuse pin of the Low fan Relay
connector.
4 1. Ignition ON.
2. Using a DVM, check for voltage on the ”ENGINE
FAN” Fuse pin of the Low Fan Relay connector.
5 Check the suspect circuit between the Low Fan Relay
connector and Fuse for the following conditions:
f A short to ground
f An open circuit
6 1. Ignition OFF.
3. Check the Low Fan Relay control circuit between
the PCM and Underhood Electrical Center for the
f A short to ground
f An open circuit
7 1. Reinstall the High Fan Relay.
2. Using a fused jumper, ground the High Fan Relay
control circuit at the PCM connector.
Does the fan run at High speed? — Go to Step 9 Go to Step 8
DTC P0481 Cooling Fan 2 Control Circuit Malfunction (Cont'd)

8 Replace the High Fan Relay.
9 Replace the PCM.
procedures.
Verify repair.
— — —
DIAGNOSTIC TROUBLE CODE (DTC) P0502 VEHICLE SPEED SENSOR (VSS)

CIRCUIT LOW INPUT
D06RX059
Circuit Description The Decel Test will pass if vehicle speed is greater than 24
The vehicle speed sensor has a magnet rotated by the km/h (15mph).
transmission output shaft. Attached to the sensor is a hall Power Test
effect circuit that interacts with the magnetic field created f MAP is greater than 50 kPa.
by the rotating magnet. A 12–volt operating supply for the f Throttle Position is between 25% and 70%.
speed sensor hall circuit is supplied from the meter fuse. f Engine Speed is between 2700 RPM and 4400 RPM.
The VSS pulses to ground the 5–volt signal sent from the The Power Test will fail if vehicle speed is less than 8 km/h
powertrain control module (PCM) on the reference circuit. (5 mph).
The PCM interprets vehicle speed by the number of The Power Test will pass if vehicle speed is greater than
pulses to ground per second on the reference circuit. 8km/h (5mph) without any VSS DTC’s present, or if
DTC P0502 is a type B code. vehicle speed is greater than 49 km/h (30mph) with VSS
Diagnostic Trouble Codes present.
f Engine is running. Action Taken When the DTC Sets
f Engine coolant temperature is above 60°C (140°F). f The PCM will illuminate the malfunction indicator lamp
f System voltage is between 10 and 16 volts. (MIL) the second time the fault is detected.
When the above conditions are met, one of the following f Base shift logic on RPM only.
tests will run: f The PCM will store conditions which were present
Decel Test when the Diagnostic Trouble Code was set as Freeze
f MAP is less than 35 kPa.
f Throttle Position is less than 0.8%. Conditions for Clearing the MIL/DTC
f Engine Speed is between 1500 RPM and 3500 RPM.
The Decel Test will fail if vehicle speed is less than 8 km/h trip cycle during which the diagnostic has been run and
(5mph). the fault condition is no longer present.
without a fault.
f Diagnostic Trouble Code P0502 can be cleared by locks, improperly formed or damaged terminals, and
using the Scan Tool’s ”Clear Info” function. poor terminal to wire connection.
Diagnostic Aids EVAP vent solenoid, the EVAP purge solenoid, and the
f Poor connection at PCM: Inspect harness connectors fuel tank pressure sensor for an intermittent open or
for backed out terminals, improper mating, broken intermittent short circuit.
DTC P0502 – VSS Circuit Low Input

performed? System
2 1. Ignition OFF.
2. Disconnect the VSS connector.
3. Using a test light to battery +, probe the connector
ground wire.
3 Repair the open in the sensor ground circuit.
4 1. Ignition ON, sensor disconnected.
2. Using a Digital Voltmeter (DVM), measure at the
VSS connector between ground and voltage
supply. Battery
Was the measurement near the specified value? voltage Go to Step 6 Go to Step 5
5 Repair the open or short to ground in the VSS sensor
circuit.
6 1. Ignition OFF.
2. Check the BLU/BLK wire between the VSS sensor
connector and the PCM for the following conditions:
f An open circuit
f A short to ground
Was the faulty condition located? — Verify repair Go to Step 9
7 Using a DVM, measure the resistance between the
VSS sensor body and transmission case (ground).
Is the resistance above the specified value? 10 K W Verify repair Go to Step 9
8 1. Remove the VSS from the transmission case.
2. Visually inspect the VSS for damage.
Does the VSS appear to be OK? — Verify repair —
9 Replace the VSS.
10 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0506 IDLE CONTROL SYSTEM RPM

LOWER THAN EXPECTED
D06RX041
Circuit Description f MAP is less than 60 kPa.

The powertrain control module (PCM) controls engine f Ignition voltage is between 9.5 volts and 16 volts.
idle speed by adjusting the position of the idle air control f The throttle is closed.
(IAC) motor pintle. The IAC is a bi–directional stepper f All conditions are met for 10 seconds.
motor driven by two coils. The PCM applies current to the f Engine speed is at least 100 RPM lower than desired
IAC coils in steps (counts) to extend the IAC pintle into a idle, based upon PCM expectations.
passage in the throttle body to decrease air flow. The
PCM reverses the current to retract the pintle, increasing Action Taken When the DTC Sets
air flow. This method allows highly accurate control of idle f The PCM will illuminate the malfunction indicator lamp
speed and quick response to changes in engine load. If (MIL) after the second consecutive trip in which the
the PCM detects a condition where too low of an idle fault is detected.
speed is present and the PCM is unable to adjust idle f The PCM will store conditions which were present
speed by increasing the IAC counts, DTC P0506 will set, when the Diagnostic Trouble Code was set as Freeze
indicating a problem with the idle control system. DTC Frame and in the Failure Records data.
O0506 is a type B code.
Conditions for Setting the DTC f Diagnostic Trouble Code P0506 can be cleared by
f No intrusive tests being run. using the Scan Tool’s ”Clear Info” function.
f Engine run time is more than 125 seconds. Diagnostic Aids
f No TPS, VSS, ECT, EGR, MAP, IAT, misfire, low
voltage, fuel system or canister purge Diagnostic Check for the following conditions:
Trouble Codes are set. f Poor connection at PCM or IAC motor – Inspect
f Barometric pressure is greater than 72.7 kPa. harness connectors for backed–out terminals,
f Canister purge duty cycle is above 0%. damaged terminals, and poor terminal–to–wire
f Engine coolant temperature (ECT) is above 50°C connection.
(122°F).
f Intake air temperature above –40°C (–40°F).
f Damaged harness – Inspect the wiring harness for f Large vacuum leak – Check for a condition that causes
damage; shorts to ground, shorts to battery positive, a large vacuum leak, such as an incorrectly installed or
and open circuits. faulty PCV valve or brake booster hose disconnected.
f Restricted air intake system – Check for a possible Reviewing the Failure Records vehicle mileage since the
collapsed air intake duct, restricted air filter element, or diagnostic test last failed may help determine how often
foreign objects blocking the air intake system. the condition that caused the Diagnostic Trouble Code to
f Throttle body – Check for objects blocking the IAC be set occurs. This may assist in diagnosing the
passage or throttle bore, excessive deposits in the IAC condition.
passage and on the IAC pintle, and excessive deposits
in the throttle bore and on the throttle plate.
DTC P0506 – Idle Control System RPM Lower Than Expected

performed? System
2 Are any other Diagnostic Trouble Codes set? Go to other
Diagnostic
Trouble Code
— first Go to Step 3
2. Turn all accessories OFF (A/C, rear defroster, etc.)
3. Using a Tech 2, command RPM up to 1500, down to
500, and then up to 1500 while monitoring ”Engine No trouble
Speed” on the Tech 2. found. Go to
Does the ”Engine Speed” remain within the specified Diagnostic
value of ”Desired Idle” for each RPM command? +/–50 RPM Aids Go to Step 4
4 1. Disconnect the IAC.
2. Install IAC Noid Light J 37027A or equivalent.
3. With the engine running, command RPM up to
1500, down to 500, and then up to 1500 while
observing the noid light.
Does each noid light cycle red and green (never OFF)? — Go to Step 6 Go to Step 5
5 1. Check the following circuits for an open, short to
voltage, short to ground, or poor connection at the
PCM:
f IAC ”A” low
f IAC ”A” high
f IAC ”B” low
f IAC ”B” high
6 Visually/physically inspect for the following conditions:
f Throttle body tampering (adjustment screw plug
removed).
f Restricted air intake system. Check for a possible
collapsed air intake duct, restricted air filter
element, or foreign objects blocking the air intake
system.
f Throttle body. Check for objects blocking the IAC
passage or throttle bore, excessive deposits in
Refer to
the IAC passage and on the IAC pintle, and
appropriate
excessive deposits in the throttle bore and on the
section for
throttle plate.
on–vehicle
Do any of the above require a repair? — service Go to Step 7
DTC P0506 – Idle Control System RPM Lower Than Expected (Cont'd)
7 1. Check for a poor connection at the IAC harness
connector.
2. If a problem is found, replace faulty terminals as
necessary.
8 Using a Digital Voltmeter (DVM), check the IAC valve
solenoids (A and B) for the following conditions:
f An open circuit
f A short to ground (the IAC body)
f A short together
Was the problem found? — — —
9 Replace the IAC valve.
10 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0507 IDLE CONTROL SYSTEM RPM

HIGHER THAN EXPECTED
D06RX041
Circuit Description f The throttle is closed.

The powertrain control module (PCM) controls engine f All conditions are met for 10 seconds.
idle speed by adjusting the position of the idle air control f MAP is less than 60 kPa.
(IAC) motor pintle. The IAC is a bi–directional stepper f Engine speed is at least 200 RPM lower than desired
motor driven by two coils. The PCM applies current to the idle, based upon PCM’s expectations.
IAC coils in steps (counts) to extend the IAC pintle into a
passage in the throttle body to decrease air flow. The Action Taken When the DTC Sets
PCM reverses the current to retract the pintle, increasing f The PCM will illuminate the malfunction indicator lamp
air flow. This method allows highly accurate control of idle (MIL) after the second consecutive trip in which the
speed and quick response to changes in engine load. If fault is detected.
the PCM detects a condition where too high of an idle f The PCM will store conditions which were present
speed is present and the PCM is unable to adjust idle when the DTC was set as Freeze Frame and in the
speed by increasing the IAC counts, Diagnostic Trouble Failure Records data.
Code P0507 will set, indicating a problem with the idle
control system. DTC P0507 is a type B code.
Conditions for Setting the DTC trip cycle during which the diagnostic has been run and
f No intrusive tests being run.
f Engine run time is more than 125 seconds. after 40 consecutive warm–up cycles have occurred
f No TPS, VSS, ECT, EGR, MAP, IAT, misfire, low without a fault.
voltage, fuel system or canister purge DTCs are set. f Diagnostic Trouble Code P0507 can be cleared by
f Barometric pressure is greater than 72.7 kPa. using the Scan Tool’s ”Clear Info” function.
f Canister purge duty cycle is above 0%.
f Intake air temperature above –40°C (–40°F). Diagnostic Aids
f Engine coolant temperature (ECT) is above 50°C Check for the following conditions:
(122°F). f Poor connection at PCM or IAC motor – Inspect
f Ignition voltage is between 9.5 volts and 16 volts. harness connectors for backed–out terminals,
improper mating, broken locks, improperly formed or f Throttle body – Check for sticking throttle plate. Also
damaged terminals, and poor terminal–to–wire inspect the IAC passage for deposits or objects which
connection. will not allow the IAC pintle to fully extend or properly
f Damaged harness – Inspect the wiring harness for seat.
damage; shorts to ground, shorts to battery positive, If Diagnostic Trouble Code P0507 cannot be duplicated,
and open circuits. reviewing the Failure Records vehicle mileage since the
f Vacuum leak – Check for a condition that causes a diagnostic test last failed may help determine how often
vacuum leak, such as disconnected or damaged the condition that caused the Diagnostic Trouble Code to
hoses, leaks at EGR valve and EGR pipe to intake be set occurs. This may assist in diagnosing the
manifold, leak at the throttle body, a faulty or incorrectly condition.
installed PCV valve, leaks at the intake manifold, etc.
DTC P0507 – Idle Control System RPM Higher Than Expected

performed? System
2 Are any other Diagnostic Trouble Codes set? Go to other
Diagnostic
Trouble Code
2. Turn all accessories OFF (A/C, rear defroster, etc.)
500, and then up to 1500 while monitoring ”Engine No trouble
Speed” on the Tech 2. found. Go to
Does the ”Engine Speed” remain within the specified Diagnostic
value of ”Desired Idle” for each RPM command? +/–50 RPM Aids Go to Step 4
2. Install IAC Noid Light J 37027A or equivalent.
Does each noid light cycle red and green (never OFF)? — Go to Step 6 Go to Step 5
PCM:
f IAC ”A” low
f IAC ”A” high
f IAC ”B” low
f IAC ”B” high
f Vacuum leaks
f Throttle body tampering (adjustment screw plug
removed).
f Throttle plate or throttle shaft for binding.
f Accelerator and cruise control cables for being
mis–adjusted or for binding. Refer to
appropriate
f Faulty, missing, or incorrectly installed PCV section for
valve. on–vehicle
DTC P0507 – Idle Control System RPM Higher Than Expected (Cont'd)
connector.
necessary.
8 Using a Digital Voltmeter (DVM), check the IAC valve
solenoids (A and B) for the following conditions:
f An open circuit
f A short to ground (the IAC body)
f A short together
Go to Step 10
Was the problem found? — Go to Step 9
10 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0532 A/C REFRIGERANT PRESSURE

D06RX060
The Powertrain Control Module (PCM) monitors the A/C Records.
refigerant pressure through the use of a three wire
sensor. If the PCM senses the pressure falls below a Conditions for Clearing the DTC
threshold value, then DTC P0532 will set. DTC P0532 is a
type D code. f A History DTC will clear after 40 consecutive trips
Conditions for Setting the DTC f The DTC can be cleared using a Scan Tool’s ”Clear
Info” function.
f A/C pressure sensor is below 5 counts (0.1 volt) for 125
seconds within a 250 seconds test sample. Diagnostic Aids
Action Taken When the DTC Sets Poor Conditions, or a damaged harness – Inspect the
harness connectors for: backed–out terminals, improper
f The PCM will not illuminate the Malfunction Indicator mating or damaged terminals. Also, check for open
Lamp (MIL). circuits, shorts to ground, and shorts to voltage.
DTC P0532 A/C Refigerant Pressure Sensor Circuit Low Input

performed? System
2. Review and record Scan Tool’s Failure Records
data, then clear the DTC’s.
P0532. Refer to
3 1. Ignition OFF.
2. Disconnect the A/C refrigerant pressure sensor
wiring harness connector from the A/C refrigerant
pressure sensor.
3. Start the vehicle, and monitor the A/C refrigerant
pressure value with the Tech 2.
Does the A/C refrigerant pressure sensor value on the less than 0.1
Tech 2 hold steadily at the given value? volts Go to Step 5 Go to Step 4
4 Check the A/C refrigerant pressure sensor signal
circuit, between the A/C refrigerant pressure sensor
and the Powertrain Control Module (PCM), for a short
to voltage.
Go to Step 12
and the PCM for the following conditions:
f A short to ground
f An open circuit
6 Check the 5 volt signal circuit, between the A/C
refrigerant pressure sensor and the PCM, for the
f An open circuit
f A short to ground
7 1. Ignition OFF.
2. Place a Digital Voltmeter (DVM), set to measure
voltage between the 5 volt signal circuit and ground.
3. Ignition ON, Engine OFF. Go to Step 12
Does the DVM indicate the following value? about 5 volts Go to Step 8
DTC P0532 A/C Refigerant Pressure Sensor Circuit Low Input (Cont'd)
8 1. Ignition OFF.
2. Place a fused jumper between the A/C refrigerant
pressure sensor and the 5 volt signal circuit, both at
the wiring harnesses A/C refrigerant pressure
sensor connector.
4. Observe the A/C refrigerant pressure sensor value
displayed on the Tech 2. Go to Step 12
Does the Tech 2 read the following value? about 5 volts Go to Step 9
9 Check the A/C refrigerant pressure sensor and the
PCM, for the following conditions:
f An open circuit
f A short to ground
Go to Step 10
10 1. Ignition OFF.
voltage between the ground circuit and the 5 volt
signal circuit, both at the wiring harnesses A/C
refigerant pressure sensor connector.
Does the DVM indicate the following value? about 5 volts
11 Replace the A/C refrigerant pressure sensor.
Verify Repair.
— — —
12 Replace the PCM.
procedures.
Verify repair.
— — —
DIAGNOSTIC TROUBLE CODE (DTC) P0533 A/C REFRIGERANT PRESSURE

SENSOR CIRCUIT HIGH INPUT
D06RX060
The Powertrain Control Module (PCM) monitors the A/C Records.
refigerant pressure through the use of a three wire
sensor. If the PCM senses the pressure falls below a Conditions for Clearing the DTC
threshold value, then DTC P0533 will set. DTC P0533 is a
type D code. f A history DTC will clear after 40 consecutive trips
Conditions for Setting the DTC f The DTC can be cleared using a Scan Tool’s ”Clear
Info” function.
f A/C pressure sensor is above 250 counts (4.88 volts)
for 125 seconds within a 250 seconds test sample. Diagnostic Aids
Action Taken When the DTC Sets f Poor Conditions, or a damaged harness – Inspect the
harness connectors for: backed–out terminals,
f The PCM will not illuminate the Malfunction Indicator improper mating or damaged terminals. Also, check
Lamp (MIL). for open circuits, shorts to ground, and shorts to
voltage.
DTC P0533 A/C Refigerant Pressure Sensor Circuit High Input

performed? System
2. Review and record Scan Tool’s Failure Records
data, then clear the DTC’s.
P0533. Refer to
3 1. Ignition OFF.
2. Disconnect the A/C refrigerant pressure sensor
wiring harness connector from the A/C refrigerant
pressure sensor.
3. Start the vehicle, and monitor the A/C refrigerant
pressure value with the Tech 2.
Does the A/C refrigerant pressure sensor value on the less than 0.1
Tech 2 hold steadily at the given value? volts Go to Step 5 Go to Step 4
and the Powertrain Control Module (PCM), for a short
to voltage.
Go to Step 12
and the PCM for the following conditions:
f A short to ground
f An open circuit
6 Check the 5 volt signal circuit, between the A/C
refrigerant pressure sensor and the PCM, for the
f An open circuit
f A short to ground
7 1. Ignition OFF.
voltage between the 5 volt signal circuit and ground.
3. Ignition ON, Engine OFF. Go to Step 12
Does the DVM indicate the following value? about 5 volts Go to Step 8
DTC P0533 A/C Refigerant Pressure Sensor Circuit High Input (Cont'd)
8 1. Ignition OFF.
2. Place a fused jumper between the A/C refrigerant
pressure sensor and the 5 volt signal circuit, both at
the wiring harnesses A/C refrigerant pressure
sensor connector.
4. Observe the A/C refrigerant pressure sensor value
displayed on the Tech 2. Go to Step 12
Does the Tech 2 read the following value? about 5 volts Go to Step 9
9 Check the A/C refrigerant pressure sensor and the
PCM, for the following conditions:
f An open circuit
f A short to ground
Go to Step 10
10 1. Ignition OFF.
voltage between the ground circuit and the 5 volt
signal circuit, both at the wiring harnesses A/C
refigerant pressure sensor connector.
Does the DVM indicate the following value? about 5 volts
11 Replace the A/C refrigerant pressure sensor.
Verify Repair.
— — —
12 Replace the PCM.
procedures.
Verify repair.
— — —
DIAGNOSTIC TROUBLE CODE (DTC) P0562 SYSTEM VOLTAGE LOW
D06RX061

The powertrain control module (PCM) monitors the f If the Diagnostic Trouble Code sets when an accessory
system voltage on the ignition feed terminal to the PCM. A is operated, check for a poor connection or excessive
system voltage Diagnostic Trouble Code will set current draw.
whenever the voltage is below a calibrated value. DTC f Check for an open circuit in the PCM main relay’s
P0562 is a type D code. control (ground) circuit.
f Check for open circuits or shorts to ground on the
Conditions for Setting the DTC PCM’s battery or ignition inputs.
f Ignition ON. f Check for a faulty PCM main relay.
f System voltage is below 11.5 volts for 4 minutes.

f The PCM will not illuminate the malfunction indicator
lamp (MIL).
f The PCM will store as Failure Records conditions
which were present when the Diagnostic Trouble Code
was set. This information will not be stored as Freeze
Frame data.
Conditions for Clearing the DTC

without a fault.
DTC P0562 System Voltage Low

performed? System
2 Using a Digital Voltmeter (DVM), measure the battery
Charge
voltage at the battery.
battery, then
Is the battery voltage greater than the specified value? 11.5 V Go to Step 3 go to Step 3
2. Select ”Ignition Volts” on the Tech 2.
3. Start the engine and raise the engine speed to 2000
RPM.
4. Load the electrical system by turning on the
headlights, high blower, etc. Go to
Is the ignition voltage approximately equal to the Starting/Char
specified value? 13.2 V Go to Step 4 ging
4 1. Ignition OFF.
2. Disconnect the PCM connector at the PCM. Check for
3. Ignition ON, Engine OFF excessive
current draw
4. Using a DVM, measure the voltage at the PCM Main with ignition
Relay’s two power inputs to the PCM. OFF, engine
Is it approximately equal to battery voltage? — OFF. Go to Step 5
5 1. Check for faulty connections at the PCM harness
terminals.
2. Repair as necessary.
Was a repair necessary? — Verify repair Go to Step 6
6 Check for an open battery feed circuit to the PCM.
Is the action complete? — Verify repair Go to Step 7
7 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0563 SYSTEM VOLTAGE HIGH
D06RX061

The powertrain control module (PCM) monitors the f A history Diagnostic Trouble Code P0563 will clear
system voltage on the ignition feed terminals to the PCM. after 40 consecutive warm–up cycles have occurred
A system voltage Diagnostic Trouble Code will set without a fault.
whenever the voltage is above a calibrated value. DTC f Diagnostic Trouble Code P0563 can be cleared by
P0563 is a type A code. using the Scan Tool’s ”Clear Info” function.

f Ignition ON. Check for a faulty charging system components.
f System voltage is above 16.

lamp (MIL) for the first time the malfunction is detected.
which were present when the Diagnostic Trouble Code
was set. This information will not be stored as Freeze
Frame data.
DTC P0563 System Voltage High

performed? System
2 1. Ignition OFF, engine OFF.
battery voltage at the battery.
Is the battery voltage greater than the specified value? 16 V Go to Step 3 Go to Step 4
3 1. Charge the battery and clean the battery terminals.
2. Clean the battery ground cable connection if
corrosion is indicated. Replace
Is the battery voltage greater than the specified value? 16 V battery Go to Step 4
4 1. Turn OFF all the accessories.
3. Select the ignition voltage parameter on the data
list.
4. Start the engine and raise the engine speed to 2000
RPM.
Is the voltage above the specified value? 16 V Go to Step 5 Go to Step 6
5 Replace or repair the generator (see Charging
System).
Is a malfunction present? — Verify repair —
6 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P0601 INTERNAL CONTROL MODULE

MEMORY CHECK SUM ERROR
014RX002
when the Diagnostic Trouble Code was set in the
The powertrain control module (PCM) used in this vehicle Failure Records data only.
utilizes an electrically erasable programmable read–only
memory (EEPROM). The EEPROM contains program Conditions for Clearing the MIL/DTC
information and the calibrations required for engine,
transmission, and powertrain diagnostics operation. f The PCM will turn the MIL OFF on the third consecutive
Unlike the PROM used in past applications, the EEPROM the fault condition is no longer present.
is not replaceable. When the PCM is replaced or a
calibration update is required, the PCM must be after 40 consecutive warm–up cycles have occurred
programmed using a Tech 2. For the EEPROM without a fault.
programming procedure, Refer to On–Vehicle Service in f Diagnostic Trouble Code P0601 can be cleared by
Powertrain Control Module and Sensors for procedures. using the Scan Tool’s ”Clear Info” function.
If the PCM detects a check sum error then DTC P0601 will
set. DTC P0601 is a type A code. Diagnostic Aids
f Diagnostic Trouble Code P0601 indicates that the
Conditions for Setting the DTC contents of the EEPROM have changed since the
f The PCM detects an internal program fault (check sum PCM was programmed. The only possible repair is
error). PCM reprogramming or replacement. Check service
bulletins to program the replacement PCM with the
Action Taken When the DTC Sets correct software and calibration for the vehicle.
f The PCM will illuminate the malfunction indicator lamp
(MIL) the first time the malfunction is detected.
DTC P0601 Internal Control Module Memory Check Sum Error

performed? System
2 Reprogram PCM with most recent calibrations. Refer
to Service Bulletins and PCM Reprogramming.
Is there still a problem? — Go to Step 3 Verify repair
3 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P1106 MANIFOLD ABSOLUTE

PRESSURE (MAP) SENSOR CIRCUIT INTERMITTENT HIGH VOLTAGE
D06RX042
Circuit Description f Throttle angle is below 2.7% if engine speed is below

1000 RPM.
to changes in intake manifold pressure. The MAP sensor f Throttle angle is below 10% if engine speed is above
1000 RPM.
signal voltage to the PCM varies from below 2 volts at idle
(low manifold pressure) to above 4 volts with the ignition f The MAP sensor indicates an intermittent manifold
absolute pressure above 90 kPa for a total of
ON, engine not running or at wide–open throttle (high approximately 5 seconds over a 16–second period of
manifold pressure). time.
used on the 2.2L engine. This is calculated using inputs Action Taken When the DTC Sets
from the MAP sensor, RPM, the CKP sensor, and the
Intake Air Temperature (IAT) sensor. The MAP sensor is lamp (MIL).
the main sensor used in this calculation, and measuring f The PCM will store conditions which were present
engine load is its main function. when the Diagnostic Trouble Code was set as Failure
The MAP sensor is also used to determine manifold Records data only. This information will not be stored
pressure changes while the linear EGR flow test as Freeze Frame data.
diagnostic is being run, to determine engine vacuum level
for some other diagnostics and to determine barometric Conditions for Clearing the DTC
pressure (BARO). Refer to Diagnostic Trouble Code 401. f A history Diagnostic Trouble Code P1106 will clear
The PCM compares the MAP sensor signal to a after 40 consecutive warm–up cycles have occurred
calculated MAP based on throttle position and various without a fault.
other engine load factors. If the PCM detects a MAP f Diagnostic Trouble Code P1106 can be cleared by
signal that is intermittently above the calculated value, using the Scan Tool’s ”Clear Info” function.
Diagnostic Trouble Code P1106 will set. DTC P1106 is a
type D code. Diagnostic Aids
Conditions for Setting the DTC f Leaking or plugged vacuum supply line to the MAP
f No TP sensor Diagnostic Trouble Codes are present. sensor.
f Engine is running. f Inspect PCM harness connectors for backed–out
terminals, improper mating, broken locks, improperly
formed or damaged terminals, and poor the harness appears to be OK, observe the MAP
terminal–to–wire connection. display on the Tech 2 while moving connectors and
f The MAP sensor shares a 5 Volt Reference with the TP wiring harnesses related to the sensor. A change in the
sensor and Fuel Pressure sensor. display will indicate the location of the fault.
If these codes are also set, it could indicate a Reviewing the Failure Records vehicle mileage since the
problem with the 5 Volt reference circuit. diagnostic test last failed may help determine how often
f The MAP sensor shares a ground with the TP sensor be set occurs. This may assist in diagnosing the
and Fuel Pressure sensor.
condition.
f Inspect the wiring harness for damage; shorts to
ground, shorts to battery positive, and open circuits. If
DTC P1106 – MAP Sensor Circuit Intermittent High Voltage

performed? System
2 Is DTC P0108 also set? Go to DTC
P0108 chart
3 Are Diagnostic Trouble Code P0463, and/or P1121
also set? — Go to Step 6 Go to Step 4
4 Check for a poor sensor ground circuit terminal
connection at the MAP sensor.
5 Check the MAP signal circuit between the MAP sensor
connector and the PCM for an intermittent short to
voltage.
Go to Step
Was a problem found? — 10 Go to Step 8
6 Check for an intermittent short to voltage on the 5 volt
reference circuit between the PCM and the following
components:
f TP sensor
Go to Step
8 Check for an intermittent open or a faulty splice in the
Was a problem found? (if no, start with the diagnosis Refer to
chart for other sensors in the circuit and see if 5V Go to Step Diagnostic
returns.) — 10 Aids
9 Replace the faulty harness connector terminal for the
10 Locate and repair the intermittent open/short circuit in
the wiring harness as necessary.
DIAGNOSTIC TROUBLE CODE (DTC) P1107 MANIFOLD ABSOLUTE

PRESSURE (MAP) SENSOR CIRCUIT INTERMITTENT LOW VOLTAGE
D06RX042
Circuit Description f Throttle angle is below 0% if engine speed is less than

1300 RPM.
to changes in intake manifold pressure. The MAP sensor f Throttle angle is below 5% if engine speed is above
1300 RPM.
signal voltage to the powertrain control module (PCM)
varies from below 2 volts at idle (low manifold pressure) to f The MAP sensor indicates an intermittent manifold
absolute pressure above 11 kPa for a total of
above 4 volts with the ignition ON, engine not running or at approximately 5 seconds over a 16–second period of
wide–open throttle (high manifold pressure). time.
used on the 2.2l engine. This is calculated using inputs Action Taken When the DTC Sets
from the MAP sensor, the CKP sensor, and the Intake Air
Temperature (IAT) sensor. The MAP sensor is the main lamp (MIL).
sensor used in this calculation, and measuring engine f The PCM will store conditions which were present
load is its main function. when the Diagnostic Trouble Code was set as Failure
The MAP sensor is also used to determine manifold Records data only. This information will not be stored
pressure changes while the linear EGR flow test as Freeze Frame data.
diagnostic is being run, to determine engine vacuum level
for some other diagnostics and to determine barometric Conditions for Clearing the DTC
pressure (BARO). Refer to DTC P0401. f A history Diagnostic Trouble Code P1107 will clear
The PCM compares the MAP sensor signal to a after 40 consecutive warm–up cycles have occurred
calculated MAP based on throttle position and various without a fault.
other engine load factors. If the PCM detects a MAP f Diagnostic Trouble Code P1107 can be cleared by
signal that is intermittently below the calculated value, using the Scan Tool’s ”Clear Info” function.
DTC P1107 will set. DTC P1107 is a type D code.
Diagnostic Aids
f No TP sensor Diagnostic Trouble Codes are present. f Poor connection at PCM – Inspect harness connectors
f Engine is running. for backed–out terminals, improper mating, broken
locks, improperly formed or damaged terminals, and and open circuits. If the harness appears to be OK,
poor terminal–to–wire connection. observe the MAP display on the Tech 2 while moving
f The MAP sensor shares a 5 Volt Reference with the TP connectors and wiring harnesses related to the sensor.
sensor and Fuel Pressure sensor. A change in the display will indicate the location of the
fault.
f The MAP sensor shares a ground with the TP sensor the condition that caused the Diagnostic Trouble Code to
and Fuel Pressure sensor. be set occurs. This may assist in diagnosing the
f Damaged harness – Inspect the wiring harness for condition.
damage; shorts to ground, shorts to battery positive,
DTC P1107 – MAP Sensor Circuit Intermittent Low Voltage

performed? System
P0107 chart
3 Is DTC P1122 and/or P0462 also set? — Go to Step 6 Go to Step 4
4 Check for a poor 5 volt reference circuit terminal
connector and the PCM for an intermittent open or
short to ground.
Go to Step
6 Check for an intermittent short to ground on the 5 volt
components:
f TP sensor
Go to Step
7 Check for a poor 5 volt reference terminal connection at
the PCM.
8 Check for an intermittent open or a faulty splice in the 5
volt reference circuit.
9 Replace the faulty harness connector terminal for the 5
volt reference circuit and/or the MAP signal circuit as
necessary.
10 Repair the intermittent open/short circuit in the wiring
harness as necessary.

SENSOR CIRCUIT INTERMITTENT HIGH VOLTAGE
D06RX043
when the Diagnostic Trouble Code set as Failure
The intake air temperature (IAT) sensor is a thermistor Records data only. This information will not be stored
which measures the temperature of the air entering the as Freeze Frame data.
engine. The powertrain control module (PCM) applies 5 f Diagnostic Trouble Code P1111 does not illuminate the
volts through a pull–up resistor to the IAT sensor. When MIL.
the intake air is cold, the sensor resistance is high and the
PCM will monitor a high signal voltage on the IAT signal Conditions for Clearing the DTC
lower causing the PCM to monitor a lower voltage. warm–up cycles have occurred without a fault.
Diagnostic Trouble Code P1111 will set when the PCM
intermittently detects an excessively high signal voltage using the Scan Tool’s ”Clear Info” function.
on the intake air temperature sensor signal circuit. DTC
P1111 is a type D code. Diagnostic Aids
f The engine has been running for over 4 minutes. for backed–out terminals, improper mating, broken
f Vehicle speed is less than 32 km/h (20 mph). locks, improperly formed or damaged terminals, and
f Engine coolant temperature is above 60°C (140°F). poor terminal–to–wire connection.
f Calculated air flow is less than 20g/second. f Damaged harness – Inspect the wiring harness for
damage; shorts to ground, shorts to battery positive,
f IAT signal voltage indicates an intake air temperature and open circuits. If the harness appears to be OK,
intermittently less than –39°C (–38°F) (4.94 volts) for observe the IAT display on the Tech 2 while moving
approximately 2.5 seconds over a 25–second period of connectors and wiring harnesses related to the IAT
time. sensor. A change in the IAT display will indicate the
Action Taken When the DTC Sets Reviewing the Failure Records vehicle mileage since the
f The PCM will substitute a default value for intake air diagnostic test last failed may help determine how often
temperature. the condition that caused the Diagnostic Trouble Code to

condition.

°C °F W
100 212 177
80 176 332
60 140 667
45 113 1188
35 95 1802
25 77 2796
15 59 4450
5 41 7280
–5 23 12300
–15 5 21450
–30 –22 52700
–40 –40 100700
DTC P1111 – IAT Sensor Circuit Intermittent High Voltage

performed? System
P0113 chart
3 1. Check for a poor sensor ground circuit terminal
connection at the IAT sensor.
4 1. Check for a poor IAT signal circuit terminal
5 1. Check the IAT signal circuit between the IAT sensor
connector and the PCM for an intermittent open.
voltage.
8 1. Check for an intermittent open or a faulty splice in
the sensor ground circuit.
Refer to

SENSOR CIRCUIT INTERMITTENT LOW VOLTAGE
D06RX043
Circuit Description Records data only. This information will not be stored
as Freeze Frame data.
The intake air temperature (IAT) sensor is a thermistor
which measures the temperature of the air entering the f The PCM will substitute a default value for intake air
temperature.
engine. The powertrain control module (PCM) applies 5
volts through a pull–up resistor to the IAT sensor. When Conditions for Clearing the DTC
PCM will monitor a high signal voltage on the IAT signal f A history Diagnostic Trouble Code P1112 will clear
circuit. If the intake air is warm, the sensor resistance after 40 consecutive warm–up cycles have occurred
without a fault.
becomes lower, causing the PCM to monitor a lower
voltage. Diagnostic Trouble Code P1112 will set when the f Diagnostic Trouble Code P1112 can be cleared by
PCM intermittently detects an excessively low signal
voltage on the intake air temperature sensor signal Diagnostic Aids
circuit. DTC P1112 is a type D code.
Conditions for Setting the DTC f Poor connection at PCM – Inspect harness connectors
f The engine has been running for over 2 minutes. locks, improperly formed or damaged terminals, and
f Vehicle speed is greater than 48 km/h (30 mph). poor terminal–to–wire connection.
f IAT signal voltage is greater than 148°C (298°F) f Damaged harness – Inspect the wiring harness for
(about 0.10 volt) for a total of 2.5 seconds over a damage; shorts to ground, shorts to battery positive,
25–second period of time. and open circuits. If the harness appears to be OK,
observe the IAT display on the Tech 2 while moving
Action Taken When the DTC Sets connectors and wiring harnesses related to the IAT
sensor. A change in the IAT display will indicate the
f The PCM will not illuminate the malfunction indicator location of the fault.
lamp (MIL). Reviewing the Failure Records vehicle mileage since the
f The PCM will store conditions which were present diagnostic test last failed may help determine how often
when the Diagnostic Trouble Code set as Failure the condition that caused the Diagnostic Trouble Code to
be set occurs. This may assist in diagnosing the Intake Air Temperature Sensor
condition.
°C °F W
Test Description
Diagnostic Chart. 100 212 177
2. Verifies that the fault is present. 80 176 332
3. If DTC P1112 can be repeated only by duplicating 60 140 667
the Failure Records conditions, refer to the
”Temperature vs. Resistance Value Chart.” 45 113 1188
The chart may be used to test the IAT sensor at 35 95 1802
various temperatures to evaluate the possibility of 25 77 2796
below a certain temperature. If this is the case, 15 59 4450
replace the IAT sensor. 5 41 7280
–5 23 12300
–15 5 21450
–30 –22 52700
–40 –40 100700
DTC P1112 – IAT Sensor Circuit Intermittent Low Voltage

performed? System
P0112 chart
ground.
Refer to
DIAGNOSTIC TROUBLE CODE (DTC) P1114 ENGINE COOLANT

TEMPERATURE (ECT) SENSOR CIRCUIT INTERMITTENT LOW VOLTAGE
D06RX044
The engine coolant temperature (ECT) sensor is a
thermistor mounted in the engine coolant stream. The Conditions for Clearing the DTC
powertrain control module (PCM) applies a voltage
(about 5.0 volts) through a pull–up resistor to the ECT f A history Diagnostic Trouble Code P1114 will clear
signal circuit. When the engine coolant is cold, the sensor after 40 consecutive warm–up cycles have occurred
without a fault.
(thermistor) resistance is high, therefore the PCM will
measure a high signal voltage. As the engine coolant f Diagnostic Trouble Code P1114 can be cleared by
warms, the sensor resistance becomes less, and the
ECT signal voltage measured at the PCM drops. With a Diagnostic Aids
fully warmed up engine, the ECT signal voltage should
measure about 1.5 to 2.0 volts. If the PCM detects an Check for the following conditions:
ECT signal that is intermittently below the range of the f Poor connection at PCM – Inspect harness connectors
ECT sensor, Diagnostic Trouble Code P1114 will set. locks, improperly formed or damaged terminals, and
DTC P1114 is a type D code. poor terminal–to–wire connection.
Conditions for Setting the DTC damage; shorts to ground, shorts to battery positive,
f Engine run time longer than 2 minutes. and open circuits. If the harness appears to be OK,
f The ECT sensor signal is intermittently greater than observe the ECT display on the Tech 2 while moving
150°C (302°F) (about 0.10 volt) for a total of 10 connectors and wiring harnesses related to the ECT
seconds over a 100–second period. sensor. A change in the ECT display will indicate the
f The PCM will not illuminate the malfunction indicator the condition that caused the Diagnostic Trouble Code to
lamp (MIL). be set occurs. This may assist in diagnosing the
f The PCM will store conditions which were present condition.
Engine Coolant Temperature Sensor

°C °F W
100 212 177
80 176 332
60 140 667
45 113 1188
35 95 1802
25 77 2796
15 59 4450
5 41 7280
–5 23 12300
–15 5 21450
–30 –22 52700
–40 –40 100700
DTC P1114 – ECT Sensor Circuit Intermittent Low Voltage

performed? System
— P0117 first Go to Step 3
3 1. Check the ECT signal circuit between the ECT
sensor connector and the PCM for an intermittent
short to ground.
Refer to
DIAGNOSTIC TROUBLE CODE (DTC) P1115 ENGINE COOLANT

TEMPERATURE (ECT) SENSOR CIRCUIT INTERMITTENT HIGH VOLTAGE
D06RX044
thermistor mounted in the engine coolant stream. The Conditions for Clearing the DTC
(about 5.0 volts) through a pull–up resistor to the ECT f A history Diagnostic Trouble Code P1115 will clear
signal circuit. When the engine coolant is cold, the sensor after 40 consecutive warm–up cycles have occurred
without a fault.
measure a high signal voltage. As the engine coolant f Diagnostic Trouble Code P1115 can be cleared by
warms, the sensor resistance becomes less, and the
ECT signal voltage measured at the PCM drops. With a Diagnostic Aids
ECT signal that is intermittently above the range of the f Poor connection at PCM – Inspect harness connectors
ECT sensor, Diagnostic Trouble Code P1115 will set. locks, improperly formed or damaged terminals, and
Diagnostic Trouble Code P1115 is a type D code. poor terminal–to–wire connection.
Conditions for Setting the DTC damage; shorts to ground, shorts to battery positive,
f Engine run time longer than 180 seconds. and open circuits. If the harness appears to be OK,
f The ECT sensor signal is intermittently greater than observe the ECT display on the Tech 2 while moving
–39°C (–38°F) (4.94 volts) for a total of 10 seconds connectors and wiring harnesses related to the ECT
over a 100–second period. sensor. A change in the ECT display will indicate the
f The PCM will not illuminate the malfunction indicator the condition that caused the Diagnostic Trouble Code to
lamp (MIL). be set occurs. This may assist in diagnosing the
f The PCM will store conditions which were present condition.

°C °F W
100 212 177
80 176 332
60 140 667
45 113 1188
35 95 1802
25 77 2796
15 59 4450
5 41 7280
–5 23 12300
–15 5 21450
–30 –22 52700
–40 –40 100700
DTC P1115 ECT Sensor Circuit Intermittent High Voltage

performed? System
connection at the ECT sensor.
4 1. Check for a poor ECT signal circuit terminal
open.
short to voltage.
Refer to
DIAGNOSTIC TROUBLE CODE (DTC) P1121 THROTTLE POSITION (TP)

SENSOR CIRCUIT INTERMITTENT HIGH VOLTAGE
D06RX045
Circuit Description Conditions for Clearing the DTC

The throttle position (TP) sensor circuit provides a voltage f A history Diagnostic Trouble Code P1121 will clear
signal that changes relative to the throttle blade angle. after 40 consecutive warm–up cycles have occurred
The signal voltage will vary from less than 1 volt at closed without a fault.
throttle to more than 4 volts at wide open throttle (WOT). f Diagnostic Trouble Code P1121 can be cleared by
The TP signal is used by the powertrain control module using the Scan Tool’s ”Clear Info” function or by
(PCM) for fuel control and for most of the PCM controlled disconnecting the PCM battery feed.
outputs. If the PCM detects a TP signal that is
intermittently above the range of the TP sensor, Diagnostic Aids
Diagnostic Trouble Code P1121 will be set. DTC P1121 is Check for the following conditions:
a type D code. f Poor connection at PCM – Inspect the harness
Conditions for Setting the DTC mating, broken locks, improperly formed or damaged
f The ignition is ON.
f The TP sensor shares a 5 Volt reference with the MAP
f TP sensor indicates a throttle position voltage sensor and Fuel Pressure sensor.
intermittently greater than 4.88 volts for a total of 0.15
seconds over a 1.5–second period. If these codes are also set, it could indicate a
Action Taken When the DTC Sets components itself.
f The TP sensor share a ground with the MAP and the
f The PCM will not illuminate the malfunction indicator Fuel Pressure sensor.
lamp (MIL).
f The PCM will store conditions which were present damage; shorts to ground, shorts to battery positive,
when the Diagnostic Trouble Code set as Failure and open circuits. If the harness appears to be OK,
Records data only. This information will not be stored observe the throttle position display on the Tech 2 while
as Freeze Frame data. moving connectors and wiring harnesses related to the
TP sensor. A change in the display will indicate the
If Diagnostic Trouble Code P1121 cannot be duplicated, the condition that caused the Diagnostic Trouble Code to
reviewing the Failure Records vehicle mileage since the be set occurs. This may assist in diagnosing the
diagnostic test last failed may help to determine how often condition.
DTC P1121 – TP Sensor Circuit Intermittent High Voltage

performed? System
2 Is Diagnostic Trouble Code P0123 also set? Go to DTC
3 Is Diagnostic Trouble Code P0463 and/or P1106 also
set? — Go to Step 6 Go to Step 4
connection at the TP sensor.
5 Check the TP signal circuit between the TP sensor
voltage.
Go to Step
components:
f MAP Sensor
Go to Step
7 Check for a poor sensor ground terminal connection at
the PCM.
10 Repair intermittent open/short circuit in wiring harness
as necessary.
DIAGNOSTIC TROUBLE CODE (DTC) P1122 THROTTLE POSITION (TP)

SENSOR CIRCUIT INTERMITTENT LOW VOLTAGE
D06RX045

The throttle position (TP) sensor circuit provides a voltage f A history Diagnostic Trouble Code P1122 will clear
signal that changes relative to the throttle blade angle. after 40 consecutive warm–up cycles have occurred
The signal voltage will vary from less than 1 volt at closed without a fault.
throttle to more than 4 volts at wide open throttle (WOT). f Diagnostic Trouble Code P1122 can be cleared by
The TP signal is used by the powertrain control module using the Scan Tool’s ”Clear Info” function or by
(PCM) for fuel control and for most of the PCM controlled disconnecting the PCM battery feed.
outputs. If the PCM detects a TP signal that is
intermittently above the range of the TP sensor, Diagnostic Aids
Diagnostic Trouble Code P1122 will be set. DTC P1122 is Check for the following conditions:
a type D code. f Poor connection at PCM – Inspect the harness
Conditions for Setting the DTC mating, broken locks, improperly formed or damaged
f The ignition is ON.
f TP sensor indicates a throttle position signal damage; shorts to ground, shorts to battery positive,
intermittently less than 0.10 volt for a total of 0.15 and open circuits. If the harness appears to be OK,
seconds over a 1.5–second period. observe the throttle position display on the Tech 2 while
Action Taken When the DTC Sets TP sensor. A change in the display will indicate the
f The PCM will not illuminate the malfunction indicator location of the fault.
lamp (MIL). f The TP sensor shares a 5 Volt reference with the MAP
f The PCM will store conditions which were present sensor and Fuel Pressure sensor.
when the Diagnostic Trouble Code set as Failure If these codes are also set, it could indicate a
Records data only. This information will not be stored problem with the 5 Volt reference circuit or
as Freeze Frame data. components itself.
f The TP sensor share a ground with the MAP and the
Fuel Pressure sensor.
Reviewing the Failure Records vehicle mileage since the be set occurs. This may assist in diagnosing the
diagnostic test last failed may help to determine how often condition.
DTC P1122 – TP Sensor Circuit Intermittent Low Voltage

performed? System
3 Is DTC P1107 and/or P0462 also set? — Go to Step 6 Go to Step 4
4 Check for a poor 5 volt reference circuit or TP signal
circuit terminal connection at the TP sensor.
ground.
Go to Step
components:
f MAP Sensor
7 Check for a poor 5 volt reference circuit terminal
volt reference circuit.
9 Replace the faulty harness connector terminal(s) for Repair
the 5 volt reference circuit and/or the TP signal circuit complete. If a
as necessary. driveability
symptom still
exists, refer
to Symptoms.
— —
10 Repair intermittent open/short circuit in wiring harness Repair
as necessary. complete. If a
driveability
symptom still
exists, refer
to Symptoms.
— —
DIAGNOSTIC TROUBLE CODE (DTC) P1133 O2 SENSOR INSUFFICIENT

SWITCHING (BANK 1 SENSOR 1)
D06RX046

The powertrain control module (PCM) monitors the f The PCM will illuminate the malfunction indicator lamp
heated oxygen sensor (HO2S) activity for 90 seconds (MIL) after the second consecutive trip in which the
after ”Closed Loop” has been enabled. During this test fault is detected.
period the PCM counts the number of times that the f ”Open Loop” fuel control will be in effect.
HO2S signal voltage crosses the rich–to–lean and f The PCM will store conditions which were present
lean–to–rich threshold. If the PCM determines that the when the Diagnostic Trouble Code was set as Freeze
HO2S did not switch enough times, Diagnostic Trouble Frame and in the Failure Records data.
Code P1133 will be set.
A lean–to–rich switch is determined when the HO2S Conditions for Clearing the MIL/DTC
voltage changes above and below 450 mV. DTC P1133 is f The PCM will turn the MIL OFF on the third consecutive
a type B code. trip cycle during which the diagnostic has been run and
Conditions for Setting the DTC f A history Diagnostic Trouble Code P1133 will clear
f Engine coolant temperature (ECT) is above 60°C without a fault.
(140°F).
f Engine is operating in ”Closed Loop”. using the Scan Tool’s ”Clear Info” function.
f The engine has been running at least two minutes.
f Canister purge duty cycle is greater than 2%. Diagnostic Aids
f Calculated air flow between 17 and 32 grams/sec. A malfunction in the HO2S heater ignition feed or ground
f Engine speed is between 1500 RPM and 3500 RPM. circuit may cause a Diagnostic Trouble Code P1133 to
f Above conditions are present for 1 second. set. Check HO2S heater circuitry for intermittent faults or
f 90 seconds after ”Closed Loop” and has been poor connections. If connections and wiring are OK and
achieved, the PCM monitors the oxygen sensor as it Diagnostic Trouble Code P1133 continues to set, replace
switches above and below 450 mV. If fewer than 12 the Bank 1 HO2S 1.
rich–to–lean and 12 lean–to–rich switches are Reviewing the Failure Records vehicle mileage since the
detected, Diagnostic Trouble Code P1133 will be set. diagnostic test last failed may help to determine how often
the condition that caused the Diagnostic Trouble Code to 5. This step checks for conditions which may cause
be set occurs. This may assist in diagnosing the the heated oxygen sensor to appear faulty. Correct
condition. any of the described conditions if present.
11. To avoid damaging replacement sensors, correct
Test Description the condition which caused the contamination
Number(s) below refer to the step number(s) on the before replacing the affected sensors.
Diagnostic Chart:
3. A condition that affects other heated oxygen
sensors indicates probable contamination. To avoid
damaging the replacement sensors, correct the
condition which caused the contamination before
replacing the affected sensors.
DTC P1133 – O2 Sensor Insufficient Switching (Bank 1 Sensor 1)

performed? System
2 IMPORTANT: If any Diagnostic Trouble Codes are set
refer to those Diagnostic Trouble Codes before
proceeding with this diagnostic chart.
1. Engine idling at operating temperature.
Trouble Code” criteria.
3 Did the Tech 2 also indicate that the P1153 or P1154 Go to Step
tests failed? — 11 Go to Step 4
4 1. Perform the ”Exhaust System Leak Test” (refer to
Exhaust System). After the ”Exhaust System Leak
Test” has been performed, return to this diagnostic.
Was an exhaust leak isolated? — Go to Step 2 Go to Step 5
installed.
f Check for corrosion on the terminals.
f Check the terminals at Bank 1 HO2S 1 and at the
PCM.
f Check for damaged wiring; shorts to ground,
shorts to battery positive, and open circuits.
Was a problem found in any of the above areas? — Verify repair Go to Step 6
2. Ignition ON.
the connector, check the voltage between the high
signal circuit and ground. Also measure between
the low signal circuit and ground.
Are both voltages in the specified range? 3–4 mV Go to Step 9 Go to Step 7
DTC P1133 – O2 Sensor Insufficient Switching (Bank 1 Sensor 1) (Cont'd)

7 1. Ignition OFF.
2. Check for damage to PCM pins or terminals.
8 Check for a short to voltage or ground or an open in the
signal circuit.
9 1. Ignition OFF.
3. With the HO2S disconnected, check for high and
low signal circuits shorted together between the
PCM and HO2S. Go to Step
Was a problem found? — Verify repair 10
10 With the PCM connected and Bank 1 HO2S 1
disconnected from the harness, check Bank 1 HO2S 1
with a Tech 2.
Is the voltage in the specified range? 430–470 mV 11 12
NOTE: Before replacing the sensors, the cause of the
12 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) P1134 O2 SENSOR TRANSITION TIME

RATIO (BANK 1 SENSOR 1)
D06RX046
Circuit Description f 90 seconds after ”Closed Loop” has been enabled,

Bank 1 HO2S 1 transition ratio between lean–to–rich
The powertrain control module (PCM) monitors the and rich–to–lean is less than 0.4 or greater than 3.8.
heated oxygen sensor (HO2S) activity for 90 seconds
after ”Closed Loop” has been established. During the Action Taken When the DTC Sets
monitoring period the PCM counts the number of times
that the HO2S responds from rich–to–lean and from f The PCM will illuminate the malfunction indicator lamp
lean–to–rich and adds the amount of time it took to fault is detected.
complete all transitions. With this information, an average
time for all transitions can be determined. The PCM then
divides the rich–to–lean average by the lean–to–rich f The PCM will store conditions which were present
average to obtain a ratio. If the HO2S transition time ratio Frame and in the Failure Records data.
is not within this range, Diagnostic Trouble Code P1134
will be set, indicating that the oxygen sensor is not Conditions for Clearing the MIL/DTC
responding as expected to changes in exhaust oxygen
content. DTC P1134 is a type B code. trip cycle during which the diagnostic has been run and
f No related Diagnostic Trouble Codes. after 40 consecutive warm–up cycles have occurred
f Engine coolant temperature (ECT) is above 60°C without a fault.
(140°F). f Diagnostic Trouble Code P1134 can be cleared by
f Engine is operating in ”Closed Loop”. using the Scan Tool’s ”Clear Info” function.
f The engine has been running at least two minutes.
Diagnostic Aids
f Calculated air flow between 17 and 32 grams/sec.
A malfunction in the HO2S heater ignition feed or ground
f Canister purge duty cycle is greater than 2%.
circuit may cause a Diagnostic Trouble Code P1133 to
f Engine speed is between 1500 RPM and 3500 RPM. set. Check HO2S heater circuitry for intermittent faults or
f Above conditions are present for a 1–second poor connections. If connections and wiring are OK and
monitoring period.
Diagnostic Trouble Code P1134 continues to set, replace 3. A condition that affects other heated oxygen
the Bank 1 HO2S 1. sensors indicates probable contamination. To avoid
Reviewing the Failure Records vehicle mileage since the damaging the replacement sensors, correct the
diagnostic test last failed may help determine how often condition which caused the contamination before
the condition that caused the Diagnostic Trouble Code to replacing the affected sensors.
be set occurs. This may assist in diagnosing the 5. This step checks for conditions which may cause
condition. the heated oxygen sensor to appear faulty. Correct
any of the described conditions if present.
Test Description 11. To avoid damaging replacement sensors, correct
Number(s) below refer to the step number(s) on the the condition which caused the contamination
Diagnostic Chart: before replacing the affected sensors.
DTC P1134 – O2 Sensor Transition Time Ratio (Bank 1 Sensor 1)

performed? System
2 IMPORTANT: If any DTCs are set refer to those DTCs
before proceeding with this diagnostic chart.
Support.
3 1. Perform the ”Exhaust System Leak Test” (refer to
Exhaust System). After the ”Exhaust System Leak
Test” has been performed, return to this diagnostic.
Was an exhaust leak isolated? — Verify repair Go to Step 4
installed.
PCM.
f Check for damaged wiring; shorts to ground,
shorts to battery positive, and open circuits.
2. Ignition ON.
the connector, check the voltage between the high
signal circuit and ground. Also measure between
the low signal circuit and ground.
Are both voltages in the specified range? 3–4 V Go to Step 6 Go to Step 8
DTC P1134 – O2 Sensor Transition Time Ratio (Bank 1 Sensor 1) (Cont'd)

2. Ignition ON.
immediately return to about 450 mV when the jumper is Go to Step Go to Step
removed? — 10 11
10 Remove the Bank 1 H02S 1 and examine it for signs of:
f Fuel contamination;
f Improper RTV sealant (white powdery coating on
sensor);
Were signs of contamination observed? — 13 12
11 Replace the PCM.
procedures.
12 Replace the Bank 1 H02S 1.
DIAGNOSTIC TROUBLE CODE (DTC) P1171 FUEL SYSTEM LEAN DURING

ACCELERATION
D06RX048

The powertrain control module (PCM) internal circuitry f The PCM will illuminate the malfunction indicator lamp
can identify if the vehicle fuel system is capable of (MIL) the first time the fault is detected.
supplying adequate amounts of fuel during heavy f The PCM will store conditions which were present
acceleration (power enrichment). The PCM monitors the when the Diagnostic Trouble Code was set as Freeze
voltage of the oxygen sensor during power enrichment. Frame and in the Failure Records data.
When a power enrichment mode of operation is
requested during ”Closed Loop” operation (by heavy Conditions for Clearing the MIL/DTC
acceleration), the PCM will provide more fuel to the f The PCM will turn the MIL OFF on the third consecutive
engine. Under these conditions the PCM should detect a trip cycle during which the diagnostic has been run and
”rich” condition (high oxygen sensor voltage). If this ”rich” the fault condition is no longer present.
exhaust is not detected at this time, a Diagnostic Trouble f A history Diagnostic Trouble Code P1171 will clear
Code P1171 will set. A plugged fuel filter or restricted fuel after 40 consecutive warm–up cycles have occurred
line can prevent adequate amounts of fuel from being without a fault.
supplied during power enrichment mode. DTC P1171 is a f Diagnostic Trouble Code P1171 can be cleared by
type A code. using the Scan Tool’s ”Clear Info” function.

f No related Diagnostic Trouble Codes. f A restricted fuel filter or fuel line can supply adequate
amounts of fuel at idle, but may not be able to supply
f Engine is operating in ”Closed Loop”. enough fuel during heavy acceleration.
f Engine coolant temperature is above 60°C (140°F). f Water or alcohol in the fuel may cause low HO2S
f While in ”power enrichment” mode the oxygen sensor voltage during acceleration.
voltage remains below 400 mV for 3 seconds. f Check for faulty or plugged fuel injector(s).
f Check for low fuel.
Test Description
Diagnostic Chart:
4. When the engine is idling or at steady cruise, the
HO2S voltage should vary from between
approximately 100 mV to 900 mV. During ”power
enrichment” mode, more fuel is needed and the
HO2S voltage should rise above 447 mV. This step
checks to see if the HO2S is operating properly.
5. Wrap a shop towel around the fuel pressure
connector to absorb any small amount of fuel
leakage that may occur when installing the gauge.
Ignition ON, pump pressure should be 235–320
kPa.
7. Add Caution: Use correct pliers so damage to fuel
lines will not occur.
DTC P1171 – Fuel System Lean During Acceleration

performed? System
2 Are any component–related Diagnostic Trouble Codes Go to
set? component
— DTC charts Go to Step 3
3 1. Check the vehicle’s fuel tank for an adequate
amount of fuel.
2. Add fuel to the vehicle’s fuel tank if the tank is almost
empty.
Was fuel added to the vehicle’s fuel tank? — Go to Step 4 Go to Step 5
4 1. Using a Tech 2, observe HO2S 1 voltage while
running warm engine(75°C–95°C [167°F–203°F])
at 1200 RPM.
2. HO2S 1 voltage should vary within the specified
range. Go to
Does the voltage toggle back and forth within the Diagnostic
specified range? 100– 900 mV Aids Go to Step 5
5 1. Disconnect the fuel pump relay and crank the
engine to relieve the fuel pressure.
2. Install the fuel pressure gauge.
temperature.
4. Disconnect the vacuum line going to the fuel
pressure regulator. Go to OBD
With the engine running, is the fuel pressure within the System
specified range? 284– 325 kPa Check Go to Step 6
6 Check for restricted fuel lines or restricted in–line filter.
7 1. Ignition OFF.
3. Using a Tech 2, enable the fuel pump to operate.
4. Using pliers, slowly close the return line (do not
exceed the first specified value). Go to
Using the pliers, can the fuel pressure be manipulated 414 kPa 325 Diagnostic
to exceed the second specified value? kPa Aids Go to Step 8
8 Check for:
f Faulty fuel pump
f Restricted fuel pump strainer (sock)
f Incorrect fuel pump
f Incorrect fuel being used
f Hot fuel
DIAGNOSTIC TROUBLE CODE (DTC) P1336 CRANKSHAFT POSITION

SENSOR (CKP) SYSTEM VARIATION NOT LEARNED
014RX002

In order to detect engine misfire at higher engine speeds, f The Malfunction Indicator Lamp (MIL) will illuminate
the Powertrain Control Module (PCM) must know of any the first time the error is detected.
variation between the crankshaft sensor pulse. Most f The PCM will record operating conditions at the time
variations are due to the machining of the crankshaft the diagnostic fails. This information will be stored in
reluctor wheel, however, other sources of variation are the Freeze Frame and Failure Records buffers.
also possible. A Crankshaft Position Sensor Tooth Error f A history DTC is stored.
Correction (TEC) procedure must be performed any time
a change is made to the crankshaft sensor, crankshaft, or Conditions for Clearing the MIL/DTC
if the PCM measures the variations and then calculates f The MIL will turn OFF after three consecutive ignition
compensation factors needed to enable the PCM to cycles in which the diagnostic runs without a fault.
accurately detect engine misfire at all speeds and loads. f A history DTC will clear after 40 consecutive warm up
The Tech 2 must be used to command the PCM to learn cycles without a fault.
these variations. If for any reason the PCM is unable to f DTC(s) can be cleared by using the Tech 2.
learn these variations or they are out of an acceptable
range, the PCM will set a DTC P1336. A PCM that has not Diagnostic Aids
had the Crankshaft Position Sensor Tooth Error f Refer to ”TEC Learn Procedure”
Correction (TEC) Procedure performed due to
replacement or reprogramming will also set a DTC CAUTION: When performing the Crankshaft
P1336. DTC P1336 is a type A code. Position Sensor Tooth Error Correction (TEC)
Procedure always set the vehicle parking brake and
Conditions for Setting the DTC block the drive wheels. Release the throttle
f No ECT, Knock, CKP, CMP or injector sensor DTCs. immediately when the engine starts to decelerate.
Once the learn procedure is completed, engine
f PCM has not successfully learned crankshaft position control will be returned to the operator and the
Tooth Error Correction(TEC) within 5 attempts or 5 Km
(3 miles). engine will respond to throttle position.
DTC P1336 will only set if the PCM has not learned the
crankshaft position sensor Tooth Error Correction (TEC).
The PCM only needs to learn this variation once per life
cycle of the vehicle unless the crank sensor to crankshaft Test Description
relationship is disturbed. Removing a part for inspection Number(s) below refer to the step number(s) on the
and then reinstalling the same part is considered a Diagnostic Chart:
disturbance. A fully warmed up engine is critical to
learning the variation correctly. If a valid learn occurs, no
technician to complete some basic checks and store
other learns can be completed that ignition cycle. If the
the freeze frame and failure records data on the
engine cuts out before the specified learn procedure Tech 2 if applicable. This created an electronic copy
engine speed or at normal fuel cut–off RPM. The PCM is of the data taken when the fault occurred. The
not in the learn procedure mode. Review the Crankshaft information is then stored on the Tech 2 for later
Position Sensor Tooth Error Correction (TEC) Procedure reference.
and re–enable the learn procedure. Verify that the Tech 2
says ”Test in Progress.” 2. Engine temperature if critical to properly learn the
Crankshaft Position Sensor Tooth Error Correction
Excessive Crankshaft Variation Symptom (TEC). Failure to properly warm the engine before
performing this procedure will result in an inaccurate
Tech 2 Display Possible Causes measurement of the Crankshaft Position Sensor
Factors out of range Reluctor wheel–matching Tooth Error Correction (TEC). The PCM learns this
quality, run out, incorrect variation as the engine is decelerating and then
air gap allows engine control to be returned to the operator.
All accessories must be turned OFF when learning
Opposing factors out of Disturbance–noise on the Crankshaft Position System angle variation. If
range crank sensor circuit, the A/C is not disabled when the learn procedure is
reattempt the Learn enable, the PCM will disable the A/C. When the
procedure PCM is ready to allow the learn procedure to run,
Sum out of range Engine too cold, the Tech 2 will display ”Test in Progress.”
reattempt the Learn 3. If after the specified number attempts the PCM
Procedure cannot learn the crankshaft position Sensor Tooth
Crank pulse count error Crank or Cam sensor Error Correction (TEC) then the variation is too
DTCs set–Repair first large and no variation problem is corrected.
4. Being unable to learn the Crankshaft Position
Sensor Tooth Error Correction (TEC) indicates that
the variation is out of range. Using the Excessive
Crankshaft Variation Trouble shooting will help to
diagnose the area where the problem lies.
DTC P1336 CKP System Variation Not Learned

OBD System
2 Perform the Crankshaft Position Sensor Tooth Error
Correction(TEC) Learning Procedure as follows:
When performing the Crankshaft Position Sensor
Tooth Error Correction (TEC) Learning Procedure
always set the vehicle parking brake and block the
drive wheels. Release the throttle immediately when
the engine starts to decelerate. Once the learn
procedure is completed, engine control will be returned
to the operator and the engine will respond to throttle
position.
2. Put vehicle in Park or Neutral.
3. Run the engine until it is above the specified
temperature.
4. Set the vehicle parking brake and block the drive
wheels.
5. Turn all accessories OFF.
6. Enable the Crankshaft Position Sensor Tooth Error
Correction (TEC) Learning Procedure with the Tech
2.
7. Raise the engine RPM to the specified value
RELEASING the throttle as soon as the engine
shuts out.
Does the Tech 2 indicate that Crankshaft Position 70°C (158°F)
System variation has been learned? 3920 RPM Go to Step 5 Go to Step 3
3 Attempt Crankshaft Position System Variation
Learning Procedures many times as the specified
value.
Does the Tech 2 indicate that Crankshaft Position
System variation has been learned? 5 Go to Step 5 Go to Step 4
4 Repair Check for a problem with the a Crank Sensor to
Crankshaft relationship and repair as necessary?
Refer to the Excessive Crankshaft Variation Symptom
Table.
— Go to Step 5 —
5 1. Using the Tech 2, clear DTCs.
temperature.
DTC as specified in the supporting text.
Does the Tech 2 indicate that this diagnostic ”Ran and
Passed?” — Go to Step 6 Go to Step 2
6 Check if any additional DTCs are set.
Go to
DIAGNOSTIC TROUBLE CODE (DTC) P1380 ABS ROUGH ROAD SYSTEM

FAULT
014RX002
Circuit Description detected misfire was true or due to operating the vehicle
The PCM identifies an engine misfire by detecting the on a rough surface. A misfire can be a true misfire with or
variations in crankshaft speed. The crankshaft speed without setting this DTC. Check the EBCM for poor
variations can also occur when a vehicle is operated over connections at the Class 2 serial data terminals. Be sure
a rough surface. The ABS (Anti–Lock Brake System) can no true misfire exists after repairing the cause of this DTC.
detect when the vehicle is on a rough surface based on
the wheel acceleration/deceleration data supplied by
Test Description
each wheel speed sensor. The EBCM (Electronic Brake Number(s) below refer to the step number(s) on the
Control Module) over the Class 2 serial data line sends Diagnostic Chart:
this information to the PCM. The OCM then uses this 1. The Powertrain OBD System Check prompts the
information in order to determine if the crankshaft technician to complete some basic checks and store
variations are being caused by an actual engine misfire or the freeze frame and failure records data on the
from being driven on a rough surface. Tech 2 is applicable. This creates an electronic copy
This Diagnostic determines if the ABS system is not of the data taken when the malfunction occurred.
capable of detecting a rough road situation. DTC P1380 The information is then stored on the Tech 2 for
is a type D code. later reference.
2. ABS DTCs are found by selecting Chassis on the
Conditions for Setting the DTC Tech 2.
f 20 unusable ABS data values within a 50 value sample. 3. Be careful to clear only DTCs and not the captured
information stored on the Tech 2. The Tech 2 will
Conditions for Clearing the DTC issue a warning if this is about to happen.
f A history DTC clears after 40 consecutive warm–up 4. A DTC P1380 being reset indicated that the PCM is
cycles without a fault. not receiving the correct information from the EBCM
f The Tech 2 can clear the DTC. due to an ABS DTC.
5. When DTC P1380 is set, and ABS DTC should also
Diagnostic Aids be set.
The setting of this DTC indicates that a misfire was 6. Refer to Section 5E of the service manual for ABS
detected and that the PCM could not determine if the DTCs and repairs.
8. Repair any condition that remains and is causing a 9. Replacement PCMs must be reprogrammed. Refer
misfire by following the table for any DTC that has to the latest Isuzu Technical Communication System
set. information for programming procedures.
DTC P1380 ABS Rough Road System Fault

OBD System
3. Check for any ABS DTCs.
Were any ABS DTCs set? — Go to Step 6 Go to Step 3
2. Review the Freeze Frame data and note the
parameters. Go to Step 10
Did a misfire DTC set? — Go to Step 4
4 Was a DTC P1380 also set? — Go to Step 5 Go to Step 8
5 Did a ABS DTC also set? — Go to Step 6 Go to Step 9
6 Repair the condition causing the ABS DTC.
7 Check if any additional DTCs are set. Go to
applicable
Are any DTCs displayed that has not been diagnosed?
— DTC table System OK
8 Repair the condition causing the misfire.
Go to Step 10
Is the action complete? — —
9 Replace the PCM.
programmed.Refer to On–Vehicle Service in
procedures.
Go to Step 10
Is the action complete? — —
10 1. Using the Tech 2, clear the DTCs.
temperature.
Does the Tech 2 indicate that this diagnostic has ”Ran
and Passed?” — Verify repair —
DIAGNOSTIC TROUBLE CODE (DTC) P1381 ABS ROUGH ROAD CLASS 2

SERIAL DATA FAULT
014RX002
Circuit Description f A history DTC is stored.

The PCM identifies an engine misfire by detecting the f The PCM will not illuminate the Malfunction Indicator
variations in crankshaft speed. The crankshaft speed Lamp (MIL).
variations can also occur when a vehicle is operated over
a rough surface. The ABS (Anti–Lock Brake System) can
detect when the vehicle is on a rough surface based on f A history DTC clears after 40 consecutive warm up
the wheel acceleration/deceleration data supplied by cycles without a fault.
each wheel speed sensor. The EBCM (Electronic Brake f The Tech 2 can clear the DTC.
Control Module) over the Class 2 serial data line sends
this information to the PCM. The PCM then uses this Diagnostic Aids
information in order to determine if the crankshaft The setting of this DTC indicates that a misfire was
variations are being caused by an actual engine misfire or detected and that the PCM could not determine if the
from being driven on a rough surface. DTC P1381 is a detected misfire was true or due to operating the vehicle
type D code. on a rough surface. A misfire can be a true misfire with or
without setting this DTC. Check the EBCM for poor
Conditions for Setting the DTC connections at the Class 2 serial data terminals. Be sure
f A DTC P0300–P0304 has been set. no true misfire exists after repairing the cause of this DTC.
f The vehicle speed is greater than 1 mph (2 km/h).
Test Description
f The Manifold Absolute Pressure (MAP) is below 99.7
kPa. Number(s) below refer to the step number(s) on the
f The engine speed is below 3406 RPM. Diagnostic Chart:
f The PCM has not received any ABS information for 2.5 1. The Powertrain OBD System Check indicates that a
seconds. misfire was detected and that the PCM could not
determine if the detected misfire was true or due to
Action Taken When the DTC Sets operating the vehicle on a rough surface. A misfire
can be a true misfire with or without setting this
f The PCM records the operating conditions at the time DTC. Check the EBCM for poop connections at the
the diagnostic fails. The Failure Records buffers stores Class 2 serial data terminals. Be sure no true
this information.
misfire exists after repairing the cause of this DTC.
3. Refer to the ABS portion of the service manual for

ABS DTCs and repairs. Performing the ABS
Diagnostic System Check is the first step in
diagnosing a serial data problem.
4. Be careful to clear only DTCs and not the captured
information stored on the Tech 2. The Tech 2 will
issue a warning if this is about to happen.
5. A DTC P1381 being reset indicates that the PCM is
not receiving serial data from the EBCM due to a
EBCM problem.
6. When DTC P1381 is set, ABS serial data should not
be able to be displayed.
7. Repair any condition that is causing a misfire by
following the table for any DTC that has set.
10. Replacement PCMs must be reprogrammed. Refer
to On–Vehicle Service in Powertrain Control Module
DTC P1381 ABS Rough Road Class 2 Serial Data Fault

OBD System
3. Attempt to display the ABS data on the Tech 2.
Can the ABS be displayed? — Go to Step 4 Go to Step 3
3 Repair the condition causing the ABS data not to be
displayed.
Go to Step 10
Is the action complete? — Go to Step 4
4 1. Clear the DTCs.
2. Operate the vehicle within the same conditions as
indicated within the Freeze Frame data and
Conditions for Setting the DTC as noted while
driving on rough surfaces.
Did a misfire DTC set? — Go to Step 5 Go to Step 8
5 Was a DTC P1380 also set? — Go to Step 6 Go to Step 7
6 Can the ABS data be displayed? Go to Step 10
— Go to Step 4
7 Repair the condition causing the misfire.
8 1. Using the Tech 2, clear the DTCs.
temperature.
Does the Tech 2 indicate that this diagnostic has ”Ran
and Passed?” — Go to Step 9 Go to Step 2
9 Check if any additional DTCs are set.
Go to
10 Replace the PCM.
procedures.
DIAGNOSTIC TROUBLE CODE (DTC) 1404 EXHAUST GAS RECIRCULATION

(EGR) CLOSED VALVE
D06RX055
Circuit Description f A history DTC P1404 will clear after 40 consecutive

warm up cylcles without a fault.
The powertrain control module (PCM) monitors the
exhaust gas recirculation(EGR) valve pintle position input f DTC P1404 can be cleared by using the Scan Tool’s
”Clear Info” function.
to ensure that the valve responds properly to commands
from the PCM to detect a fault if the pintle position sensor Diagnostic Aids
and control circuits are open or shorted. If the PCM
detects a pintle position signal voltage below the normal Check for the following conditions:
range of the pintle position sensor, or a signal voltage that f Excessive deposits on EGR valve pintle or seat –
is not within a tolerance considered acceptable for proper Check for deposits that may interfere with the EGR
valve pintle extending completely or cause the pintle to
EGR control system operation, the PCM will set a DTC stick.
P1404.
Conditions for Setting the DTC be OK, observe the EGR actual position display on the
f IAT is above 5°C (41°) Tech 2 while moving connectors and wiring harnesses
f EGR actual position is 16 counts below the EGR low indicate the location of the fault.
threshold for at least 6.3 seconds.
Action Taken When the DTC Sets diagnostic test last failed may help determine how often
f The PCM will illuminate the Malfunction Indicator Lamp may assist in diagnosing the condition.
fault is detected. NOTE: If the EGR valve show signs of excessive heat,
f The PCM will store conditions which were present check the exhaust system for blockage (possible a
when the DTC was set as Freeze Frame and in the plugged catalytic converter) using the ”Restricted
Failure Records data. Exhaust System Check”.

DTC P1404 EGR Closed Valve

1 Was the ”On–Board Diagnostic (OBD) System Check Go to OBD
performed? System
2. Review and record the Tech 2 Failure Records data,
the clear the DTCs.
conditions noted.
P1404. Refer to
Passed” — Aids Go to Step 3
3 1. Ignition OFF.
on the Ignition feed circuit at the Linear Exhaust Gas
Recirculation (EGR) Valve wiring harness
connector.
Does the DVM read the following value? 12 volts Go to Step 6 Go to Step 4
4 Check the Ignition feed circuit, between the EGR
sensor and the ”Engine IG.” fuse, for the following
conditions:
f An Open circuit
f A short to ground
5 Using a DVM, check the resistance of the EGR
solenoid.
Go to Step 14
Does the DVM read the following value? less than 5 W Go to Step 6
6 Check the EGR solenoid valve Low circuit, between the
f An Open circuit
f A short to ground
Go to Step 15
7 1. Ignition OFF.
4. Observe the EGR value on the Tech 2.
Does the Tech 2 display the following value(s)? 0 volts 0% Go to Step 9 Go to Step 8
8 Check the EGR position feedback circuit, between the
f An Open circuit
f A short to ground
Go to Step 15
DTC P1404 EGR Closed Valve (Cont'd)

on the 5 volt Reference signal circuit at the Linear
Exhaust Gas Recirculation (EGR) Valve wiring
harness connector. Go to Step 11 Go to Step 10
10 Check the 5 volt reference signal circuit, between the
EGR and the PCM, for the following conditions:
f An Open circuit
f A short to ground
Go to Step 11
11 1. Ignition OFF.
2. Place a DVM between the 5 volt reference signal
circuit and the 5 volt signal return (ground) circuit at
the EGR wiring harness connector.
12 Check the 5 volt signal return (ground) circuit, between
the EGR and the PCM, for the following conditions:
f An Open circuit
f A short to ground
Go to Step 15
13 1. Ignition OFF.
2. Place a fused jumper wire between the 5 volt
reference signal circuit and the EGR valve position
feedback circuit at the EGR wiring harness
connector.
4. Observe the EGR value on the Tech 2. Go to Step 14 Go to Step 15
Does the Tech 2 display the following value? 5 volts 100%
14 Replace the Linear Exhaust Gas Recirculation (EGR)
Value.
Verify repair.
— — —
15 Replace the PCM.
procedures.
Verify repair.
— — —

SYSTEM FLOW DURING NON–PURGE
D06RX056
Circuit Description f BARO reading is above 72.3 kPa.

Canister purge is controlled by a solenoid valve that f Start–up intake air temperature (IAT) and start–up
allows manifold vacuum to purge the canister. The engine coolant temperature(ECT) are both between
3.5°C (38°F) and 32°C (90°F).
powertrain control module (PCM) supplies a ground to
energize the solenoid valve (purge ON). The EVAP purge f The difference between start–up ECT and start–up IAT
is less than 6.75°C(12.2°F).
solenoid control is pulse–width modulated (PWM) and is
turned ON and OFF several times a second. The duty f The Fuel Tank Level Sensor reads between 10% and
90%.
cycle (pulse width) is determined by engine operating
conditions including load, throttle position, coolant f The vehicle speed is less than 98 km/h (60mph).
temperature and ambient temperature. The duty cycle is f Fuel thank vacuum is greater than 15.25 cm (6 inches)
of water for 0.5 seconds.
calculated by the PCM and the output is commanded
when the appropriate conditions have been met. Action Taken When the DTC Sets
The EVAP purge vacuum switch is a normally closed
switch positioned in the purge line between the canister f The PCM will illuminate the malfunction indicator lamp
and the EVAP purge solenoid. The EVAP purge vacuum (MIL) after the second consecutive trip in which the
fault is detected.
switch will open when vacuum increases to greater than 5
inches of water pressure in the purge line. The PCM f The PCM will store conditions which were present
monitors the EVAP purge vacuum switch signal to Failure Records data.
determine if the evaporative emission control system is
working properly. If the switch is open (purge flow Conditions for Clearing the MIL/DTC
detected) when the PCM is not commanding the EVAP
purge solenoid ON, DTC P1441 will be set. DTC P1441 is f The PCM will turn the MIL OFF on the third consecutive
a type A code. the fault condition is no longer present.
Conditions for Setting the DTC f A history DTC P1441 will clear after 40 consecutive
warm–up cycles have occurred without a fault.
f No active system voltage, ECT sensor, IAT sensor, VS f DTC P1441 can be cleared by using the Scan Tool’s
sensor, MAP sensor, vacuum switch, or TP sensor ”Clear Info” function.
DTCs set.
Diagnostic Aids the condition that caused the DTC to be set occurs. This
Check for the following conditions: may assist in diagnosing the condition.
f Poor connection at PCM – Inspect harness connectors Test Description
locks, improperly formed or damaged terminals, and Number(s) below refer to the step number(s) on the
poor terminal–to–wire connection. Diagnostic Chart:
f The Fuel Pressure Sensor shares a 5 Volt reference 2. The canister purge vacuum switch is normally
with the MAP sensor and TP sensor. closed when no vacuum (purge) is present. With the
If these codes are also set, it could indicate a ignition ON and the engine OFF, there shouldn’t be
problem with the 5 Volt reference circuit or any vacuum (purge) present in the EVAP system.
components itself. 3. Determines if the PCM is able to control the EVAP
f The Fuel Pressure Sensor share a ground with the purge solenoid valve.
MAP sensor and the TP sensor. 4. Determines if the DTC will set under the conditions
f Damaged harness – Inspect the wiring harness for present when the DTC was originally stored. If not,
damage; shorts to ground, shorts to battery positive, the fault is intermittent.
observe the EVAP vacuum switch display on the Tech 5. Checks for a grounded EVAP purge solenoid driver
2 while moving connectors and wiring harnesses circuit, a faulty EVAP vacuum switch, or a leaking
related to the sensor. A change in the display will EVAP purge solenoid valve.
DTC P1441 – EVAP System Flow During Non-Purge

1 Was the “On-Board Diagnostic (OBD) System Check” Go to OBD
performed? System
2 1. Ignition “OFF.”
2. Remove the fuel filler cap.
3. Ignition “ON.” Observe “Fuel Tank Pressure” on the
Tech 2. Go to P0452
Is “Fuel Tank Pressure” at the specified value? 1.51 V Go to Step 3 or P0453
3 1. Re–install the fuel filler cap.
2. Using the Tech 2, command the EVAP Vent
Solenoid Valve “ON” (Closed).
3. Disconnect the canister side rubber hose end that
hose is connected between the Purge Solenoid
Valve and Canister.
IMPORTANT: Before continuing with the diagnosis,
zero the EVAP pressure and vacuum gauges on EVAP
pressure / purge cart J41413 (refer to the tool operating
instructions).
And then monitor the fuel tank inner pressure using the
Tech 2.
Does the fuel tank pressure hold the specified value? 1.52 - 1.60 V Go to Step 4 Go to Step 6
DTC P1441 – EVAP System Flow During Non-Purge (Cont'd)

4 1. Disconnect the EVAP pressure / purge cart J41413,
and then plug the hose end.
2. Disconnect the rubber hose end of engine vacuum
source side, (the hose connected between Purge
Solenoid Valve and engine).
3. Connect a vacuum hand pump to this rubber hose
end.
4. Then apply -15 in H2O vacuum by the vacuum
pump.
5. Monitor the fuel tank inner pressure using the Tech
2.
Does the fuel tank inner pressure hold the specified
value? 1.47 - 1.51 V Go to Step 6 Go to Step 5
5 Replace the Purge Solenoid Valve.
6 1. Check for leaks, kinks or pinched hoses at the
EVAP system rubber hose line, and also check if the
rubber hoses are correctly connected or not.
2. Check for a leak from Vent Solenoid Valve and
EVAP system rubber hoses, and also check for
clogged Filter of air separator which is located near
the vent solenoid valve.
Was a problem found? Using the Vacuum Hose
Routing Diagram, repair or re-connect the rubber
hoses correctly. — Verify repair Go to Step 7
7 1. Start engine.
2. Remove the Fuel Filler Cap.
Solenoid Valve “ON” (closed) and Purge Solenoid
Valve “OFF” (0%).
4. Replace the Fuel Filler Cap.
5. Run the engine at 2500RPM constant while
monitoring “Fuel Tank Vacuum” on the Tech 2.
Does the fuel tank vacuum remain at the specified Go to
value while the EVAP Vent Solenoid Valve “ON” Diagnostic
(closed) and Purge Solenoid Valve “OFF” (o%)? 30 - 40% Verify repair Aids
DIAGNOSTIC TROUBLE CODE (DTC) P1546 A/C COMPRESSOR CLUTCH

OUTPUT CIRCUIT MALFUNCTION
D06RX037
Circuit Description f PCM senses voltage is Low with the A/C Compressor
Clutch Solenoid commanded OFF.
The Powertrain Control Module (PCM) controls the A/C
Compressor Clutch Solenoid through the use of a relay Action Taken When the DTC Sets
and a control (ground) circuit. If the PCM commands the
A/C Compressor Clutch Solenoid ON but the voltage f The PCM will not illuminate the Malfunction Indicator
remains High (12 volts) or, if the PCM commands the A/C Lamp (MIL).
Compressor Clutch Solenoid OFF but the voltage f The PCM will store the conditions that were present
remains Low (0 volts), then DTC P1546 will set. DTC when the DTC was set as Freeze Frame and in Failure
Records.
P1546 is a type D code.
f Ignition voltage is greater than 10 volts. without a reported failure.
f Engine run time is greater than 32 seconds. f The DTC can be cleared using the Scan Tool’s ”Clear
The above mentioned conditions are met and one of the Info” function.
following two conditions are met for 25 seconds within a
50 second test sample. Diagnostic Aids
f PCM senses voltage is High with the A/C Compressor f Poor connections, or a damaged harness – Inspect the
Clutch Solenoid commanded ON. harness connectors for: backed–out terminals,
OR improper mating or damaged terminals. Also check for
DTC P1546 A/C Compressor Clutch Output Circuit Malfunction

performed? System
P1546. Refer to
3 1. Ignition OFF.
2. Remove the A/C Compressor Clutch Relay from the
Underhood Electrical Center.
on the Fused pins of the A/C Compressor Clutch
Relay connector.
4 Check the suspect circuit(s) between the A/C
Compressor Clutch Relay connector and the Fuse for
f A short to ground
f An open circuit
5 1. Ignition OFF.
3. Check the A/C Compressor Clutch Relay control
circuit between the PCM and Underhood Electrical
Center for the following conditions:
f A short to ground
f An open circuit
6 1. Reinstall the A/C Compressor Clutch Relay.
2. Using a fused jumper, ground the A/C Compressor
Clutch Relay control circuit at the PCM connector.
Does the A/C Compressor turn ON? — Go to Step 9 Go to Step 7
7 1. Ignition OFF.
2. Check the A/C Compressor Clutch circuit between
the A/C Compressor Clutch Relay and A/C
Compressor Clutch for the following conditions:
f A short to ground
f An open circuit
DTC P1546 A/C Compressor Clutch Output Circuit Malfunction (Cont'd)

8 Replace the A/C Compressor Clutch Relay.
9 Replace the PCM.
procedures.
Verify repair.
— — —
Diagnostic Trouble Code (DTC) P1625 PCM Unexpected Reset
014RX002

warm-up cycles have occurred without a fault.
The powertrain control module (PCM) monitors
unexpected PCM reset. This will not turn on MIL light on, f DTC P1625 can be cleared by using the Tech 2 “Clear
Info” function or by disconnecting the PCM battery
only records code DTC P1625. feed.
f Clock or COP (Computer Operating Properly) reset. Check for the following conditions:
f P1625 alone stored does not need diagnosis. Clear
Action Taken When the DTC Sets DTC code.
f The PCM will not illuminate the malfunction indicator NOTE: DTC P1625 is a DTC to record a PCM reset
lamp (MIL). history. If DTC P1625 is not reset and no engine
f The PCM will store conditions which were present abnormality is found after clearance of DTC, it is not
when the DTC was set as Failure Records only. This necessary to do any farther processing.
information will not be stored as Freeze Frame data.

f The PCM will turn the MIL “OFF” on the third
consecutive trip cycle during which the diagnostic has
been run and the fault condition is no longer present.
DTC P1625–PCM Unexpected Reset

performed? System
2 1. Ignition is “On”.
3. Start the engine at let it Idle.
Go to
4. On the Tech 2, select “DTC info”. Diagnostic
3 1. Ignition is “On”.
2. Clear DTC P1625 by using the Tech 2 “Clear Info”.
Go to
4 1. Check for aftermarket electronics, such as
transceiver stereos, and anti theft devices, they
may radiate EMI into the control system if they are
improperly installed. (This may cause a false
sensor reading and turn on the MIL.)
DIAGNOSTIC TROUBLE CODE (DTC) P1627 PCM A/D CONVERSION

MALFUNCTION
014RX002

The Powertrain Control Module (PCM) monitors the 5 volt f The PCM will turn OFF the MIL on the third consecutive
reference signal when the Ignition is ON. If the PCM trip without a reported failure.
senses an Analog to Digital (A/D) conversion error within f A History DTC will clear after 40 consecutive trips
the PCM, then DTC P1627 will set. DTC P1627 is a type A without a reported failure.
code. f The DTC can be cleared using the Scan Tool’s ”Clear
Info” function.
f Engine is running. Diagnostic Aids
f Any A/D DTC’s set. f Poor connections, or a damaged harness – Inspect the
harness connectors for: backed–out terminals,
Action Taken When the DTC Sets improper mating or damaged terminals. Also, check for
f The PCM will illuminate the Malfunction Indicator Lamp
f The PCM will store the conditions that were present
Records.
DTC P1627 PCM A/D Conversion Malfunction

performed? System
P1627. Refer to
3 Check the suspect 5 volt reference circuit(s) for the
f A short to ground
f An open circuit
4 Replace the PCM.
procedures.
Verify repair.
— — —
DIAGNOSTIC TROUBLE CODE (DTC) P1635 5 VOLT REFERENCE VOLTAGE

CIRCUIT MALFUNCTION
D06RX062

The Powertrain Control Module (PCM) monitors the 5 volt f The PCM will illuminate the Malfunction Indicator Lamp
reference signal when the Ignition is ON. If the PCM (MIL) the first time the fault is detected.
senses the 5 volt reference signal circuit is above 5.12 f The PCM will store the conditions that were present
volts or below 4.88 volts, then DTC P1635 will set. DTC when the DTC was set as Freeze Frame and in Failure
P1635 is a type A code. Records.
f Ignition voltage is greater than 6.3 volts. f The PCM will turn OFF the MIL on the third consecutive
f Engine is running. trip without a reported failure.
The above mentioned conditions are met and one of the f A History DTC will clear after 40 consecutive trips
following two conditions are met for 5 seconds within a 10 without a reported failure.
second test sample: f The DTC can be cleared using the Scan Tool’s ”Clear
Info” function.
f PCM senses the 5 volt reference signal circuit is above
5.12 volts.
Diagnostic Aids
OR
f PCM senses the 5 volt reference signal circuit is below Poor connections, or a damaged harness – Inspect the
4.88 volts. harness connectors for: backed–out terminals, improper
mating or damaged terminals. Also, check for open
circuits, shorts to ground, and shorts to voltage.
DTC P1635 5 Volt Reference Voltage Circuit Malfunction

performed? System
P1635. Refer to
3 Check the suspect 5 volt reference circuit(s) for the
f A short to ground
f An open circuit
4 Replace the PCM.
procedures.
Verify repair.
— — —
DIAGNOSTIC TROUBLE CODE (DTC) P1640 ODM OUTPUT CIRCUIT FAULT
014RX002

Output driver modules (ODMs) are used by the f A history DTC P1640 will clear after 40 consecutive
powertrain control module(PCM) to turn ON many of the warm up cycles occur without a fault.
current driven devices that are needed to control various f DTC P1640 can be cleared by using the Scan Tool’s
engine and transmission functions. Each ODM is capable ”Clear Info” function.
of controlling up to 11 separate outputs by applying
ground to the device which the PCM is commanding ON. Diagnostic Aids
ODMs have the capability of diagnosing each output Check for the following conditions:
circuit individually. DTC P1640 set indicates an improper f Poor connection at PCM – Inspect harness connectors
voltage level has been detected on an ODM output. for backed–out terminals, improper mating, broken
If the PCM detects an open circuit condition and a shorted locks, improperly formed or damaged terminals, and
to voltage circuit condition on the same circuit at the same poor terminal to wire connection.
time, then DTC P1640 will set. DTC P1640 is a type D f Damaged harness Inspect the wiring harness for
code. damage. If the harness appears to be OK, disconnect
the PCM, turn the ignition ON and observe a voltmeter
Conditions for Setting the DTC connected to the MIL driver circuit at the PCM harness
connector while moving connectors and wiring
f Ignition ON. harnesses relates to the MIL. A change in voltage will
f Above conditions occur for at least 2.5 seconds. indicate the location of the fault.
f The PCM detects an open circuit condition and a f Reviewing the Failure Records vehicle mileage since
shorted to voltage circuit condition on the same circuit the diagnostic test last failed may help determine how
at the same time. often the condition that caused the DTC to be set
occurs. This may assist in diagnosing the condition.
The following PCM pins are controlled by
f The PCM will not illuminate the malfunction indicator output driver modules (ODMs):
lamp (MIL).
f The PCM will store conditions which were present f A13 MIL LAMP
when the DTC was set as Failure Records only. This f A14 Rear Defogger
information will not be stored as Freeze Frame data. f B15 Up Shift
f B14 A/C Clutch
f A15 EVAP Canister Vent Solenoid 2. The Tech 2 Driver Module Status indicates the PCM
f B16 EVAP Canister Parge Solenoid pin that is affected.
f A1 2 Low Fuel 9. The Tech 2 may indicate “short circuit” even when
f C10 Tacho Meter the problem is an open circuit. The cause of an
f C11 Fuel Gauge open circuit may be in the component itself.
f C13 Fan Low 11. A short to ground on the ignition side of the
f C12 Fan High component will blow the fuse. Since the fuse was
checked in Step 2, a short to ground would be
Test Description between the affected component and the PCM.
Diagnostic Chart.
DTC P1640 –Output Driver Module (ODM) “A” Fault

performed? System
2 Check the fuse for the driver circuit that was shown as
faulty.
Was the fuse blown? — Go to Step 3 Go to Step 4
3 1. Check for a short to ground between the fuse and
the affected component.
2. Replace the fuse after making any necessary
repairs.
driver circuit.
Is there any damage to the PCM pin or connector? — Go to Step 5 Go to Step 6
5 Repair the damaged pin or terminal.
6 Was the Lamp of circuit for “Check Engine”? — Go to Step 7 Go to Step 13
7 1. Leave the PCM connector for the lamp driver circuit
disconnected.
2. Ignition “ON.”
3. Using a DVM, check the voltage at the PCM
connector for the affected lamp driver circuit.
Was the voltage equal to the specified value? B+ Go to Step 15 Go to Step 8
8 1. Ignition “ON.”
2. Check for battery voltage at the fuse for the affected
lamp circuit.
Was battery voltage available at the fuse? — Go to Step 10 Go to Step 9
9 Repair the open circuit between the ignition switch and
the fuse.
2. Disconnect the PCM connector for the affected
driver terminal.
3. Connect an ohmmeter between a good ground and
the PCM connector for the affected driver.
Did the ohmmeter indicate continuity? — Go to Step 11 Go to Step 12
DTC P1640 –Output Driver Module (ODM) “A” Fault (Cont'd)

11 Repair the short to ground between the affected
component and its PCM driver terminal.
12 Repair the open circuit between the fuse and the PCM
driver terminal for the affected circuit.
13 1. Connect the PCM.
2. Start the engine and let it idle.
3. Backprobe the affected terminal at the PCM with a
DVM.
14 1. Run the engine at idle.
circuit.
15 Replace the PCM.
programmed. Refer to On-Vehicle Service in
procedures.
SYMPTOM DIAGNOSIS when the malfunction occurs is a good indication that

there is a fault in the circuit being monitored.
PRELIMINARY CHECKS Use a Tech 2 to help detect intermittent conditions.
The Scan Tools have several features that can be used to
Before using this section, perform the ”On–Board
locate an intermittent condition. Use the following feature
Diagnostic (OBD) System Check” and verify all of the
to find intermittent faults:
following items:
f Using a Scan Tool’s ”Freeze Frame” buffer or ”Failure
f The powertrain control module (PCM) and Records” buffer can aid in locating an intermittent
malfunction indicator lamp (MIL)(Check Engine condition. Review and record the information in the
lamp) are operating correctly. freeze frame or failure record associated with the
f There are no DTC(s) stored. intermittent DTC being diagnosed. The vehicle can
f Tech 2 data is within normal operating range. Refer to be driven within the conditions that were present
Typical Scan Data Values. when the DTC originally set.
f Verify the customer complaint and locate the correct To check for loss of diagnostic code memory, disconnect
symptom in the table of contents. Perform the the MAP sensor and idle the engine until the MIL (Check
procedure included in the symptom chart. Engine lamp) comes on. Diagnostic Trouble Code P0107
should be stored and kept in memory when the ignition is
VISUAL/PHYSICAL CHECK turned OFF. If not, the PCM is faulty. When this test is
Several of the symptom procedures call for a careful completed, make sure that you clear the Diagnostic
visual/physical check. This can lead to correcting a Trouble Code P0107 from memory.
problem without further checks and can save valuable An intermittent MIL (Check Engine lamp) with no stored
time. This check should include the following items: Diagnostic Trouble Code may be caused by the following:
f PCM grounds for cleanliness, tightness and proper f Ignition coil shorted to ground and arcing at ignition
location. wires or plugs.
f Vacuum hoses for splits, kinks, and proper f MIL (Check Engine lamp) wire to PCM shorted to
connections, as shown on the ”Vehicle Emission ground.
Control Information” label. Check thoroughly for any f Poor PCM grounds. Refer to the PCM wiring
type of leak or restriction. diagrams.
f Air intake ducts for collapsed or damaged areas. Check for improper installation of electrical options such
f Air leaks at throttle body mounting area, manifold as lights, cellular phones, etc. Check all wires from the
absolute pressure (MAP) sensor and intake manifold PCM to the ignition coils for poor connections.
sealing surfaces. Check for an open diode across the A/C compressor
f Ignition component for cracking, hardness, and clutch and check for other open diodes (refer to wiring
carbon tracking. diagrams in Electrical Diagnosis).
If problem has not been found, refer to PCM Connector
f Wiring for proper connections, pinches and cuts.
Symptom tables.
INTERMITTENTS f Check the ”Broadcast Code” of the PCM, and
compare it with the latest Isuzu service bulletins
An intermittent problem may or may not turn on the mal- and/or Isuzu EEPROM reprogramming equipment to
function indicator lamp (MIL) or store a Diagnostic determine if an update to the PCM’s reprogrammable
Trouble Code. DO NOT use the Diagnostic Trouble Code memory has been released. To check the ”Broadcast
Code,” connect the Tech 2, then look for ”ID info,” then
(DTC) charts for intermittent problems. The fault must be select ”Broadcast Code.” This should display a 4
present to locate the problem. character code, such as ”XBYA” (example only). This
Most intermittent problems are caused by faulty electrical identifies the contents of the reprogrammable
connections or wiring. Perform a careful visual/physical software and calibration contained in the PCM. If the
check for the following conditions: Broadcast code is not the most current available, it is
advisable to reprogram the PCM’s EEPROM
f Poor mating of the connector halves or a terminal not
memory, which may either help identify a
fully seated in the connector (backed out).
hard–to–find problem or may fix the problem.
f Improperly formed or damaged terminal.
f All connector terminals in the problem circuit should HARD START SYMPTOM
be carefully checked for proper contact tension. DEFINITION:
f Poor terminal–to–wire connection. This requires Engine cranks, but does not start for a long time. Does
removing the terminal from the connector body to eventually run, or may start but immediately stalls.
check.
Road test the vehicle with a J 39200 Digital Multimeter
connected to a suspected circuit. An abnormal voltage

performed? System
2 1. Perform a bulletin search.
2. If a bulletin that addresses the symptom is found,
correct the condition as instructed in the bulletin.
Was a bulletin found that addresses the symptom? — Verify repair Go to Step 3
3 Was a visual/physical check performed? Go to Visual /
Physical
4 Check engine coolant temperature (ECT) sensor for
shift in value.
1. After 8 hours with the hood up and the engine not
running, connect the Tech 2.
2. Ignition ON, engine not running.
3. Using the Tech 2, compare Engine Coolant
Temperature to Intake Air Temperature.
Are ECT and IAT within the specified value of each
other? ± 5°C (± 9°F) Go to Step 8 Go to Step 5
5 1. Using a Tech 2, display the engine coolant
temperature and note the value.
2. Check the resistance of the engine coolant
temperature sensor.
3. For resistance specifications, refer to Temperature
vs. Resistance chart in DTC P0118.
Is the actual resistance near the resistance value in the
chart for the temperature that was noted? — Go to Step 7 Go to Step 6
7 Locate and repair high resistance or connection in the
ECT signal circuit or the ECT signal circuit or the PCM
sensor ground.
8 Check for a faulty, plugged, or incorrectly installed PCV
valve.
9 Visually/Physically inspect the secondary ignition
wires. Check for the following conditions:
f Verify that all ignition wire resistance are less than
the specified value.
f Verify that ignition wires are correctly routed to
eliminate cross–firing.
f Verify that ignition wires are not arcing to ground.
Spraying the secondary ignition wires with a light
mist of water may help locate an intermittent
problem.
Go to Step 10
Was a problem found? 22.4 k W Verify repair
10 Check for proper ignition voltage output with a spark
testerJ 26792.
Go to Step 11

11 1. Remove the spark plugs and check for gas or oil
fouling cracks, wear, improper gap, burned
electrodes, heavy deposits, or improper heat range.
2. If spark plugs are fouled, the cause of fouling must
be determined before replacing the spark plugs. Go to Step 12
12 Check for a loose ignition control module ground.
Go to Step 13
13 1. Check the ignition coil secondary resistance.
2. Replace the coil if it is not within the specified range
of resistance.
Did the coil require replacement?
Go to Step 14
9 kW–12 kW Verify repair
14 Check IAC operation. Perform the procedure in the
diagnostic chart DTC P0506, Step 6.
Go to Step 15
15 Check for water or alcohol contaminated fuel.
Go to Step 16
16 Perform the procedure in Fuel System Pressure Test to
determine if there is a problem with fuel delivery.
Go to Step 17
17 Check for the following engine mechanical problems
(refer to Engine Mechanical):
f Low compression
f Leaking cylinder head gaskets
f Worn camshaft
f Camshaft drive belt slipped or stripped
Go to Step 18
18 1. Review all diagnostic procedures within this table.
2. If all procedures have been completed and no
malfunctions have been found, review/inspect the
following:
f Visual/physical inspection
f Tech 2 data
f Freeze Frame data/Failure Records buffer
f All electrical connections within a suspected Contact
circuit and/or system Technical
Was a problem found? — Verify repair Assistance
SURGES AND/or CHUGGLES SYMPTOM

DEFINITION:
Engine power variation under steady throttle or cruise.
Feels like the vehicle speeds up and slows down with no
change in the accelerator pedal.
1 Was the On–Board Diagnostic (OBD) System Check Go to OBD
performed? System
Physical
4 Be sure that the driver understands A/C compressor
operation as explained in the owner’s manual. Inform
the customer how the A/C clutch operate.
Is the customer experiencing a normal condition? — System OK Go to Step 5
5 Check the fuel control Heated Oxygen Sensor
(HO2S1). When monitored on the Tech 2, the H02S1
should respond quickly to different throttle positions. If
it doesn’t check for silicon or other contaminants from
fuel or use of improper RTV sealant. The sensors may
have a white powdery coating. Silicone contamination
sends a rich exhaust signal which causes the PCM to
command an excessively lean air/fuel mixture.
6 Check the fuel pressure. Refer to Fuel System
Pressure Test.
7 Monitor ”Long Term Fuel Trim” on the Tech 2.
Is ”Long Term Fuel Trim” in the negative range (rich
condition)?
8 Check items that can cause the engine to run rich.
Refer to Diagnostic Aids in DTC P0172.
Go to Step 10
9 Check items that can cause the engine to run lean.
Go to Step 10
10 Check for proper ignition voltage output with the spark
tester J 26792.
Go to Step 11
Go to Step 12

12 Visually/Physically inspect the secondary ignition
wires. Check for the following conditions.
f Verify that all ignition wire resistance are less than
the specified value.
eliminated cross–firing.
mist of water may help to locate an intermittent
problem.
Go to Step 13
Was a problem found? 22.4 W Verify repair
13 1. Check ignition coil secondary resistance.
2. Replace the coil if it is not within the specified range
of resistance. Go to Step 14
Did the coil require replacement? 9 kW– 12 kW Verify repair
fouling, cracks, wear, improper gap, burned
electrodes, heavy deposits or improper heat range.
15 1. Check the injector connectors.
2. If any of the connectors are connected at an
improper cylinder, correct as necessary. Go to Step 16
16 Check the PCM grounds to verify that they are clean
and tight. Refer to the PCM wiring diagrams in
Electrical Diagnosis.
Go to Step 17
17 Visually/physically check the vacuum hoses for splits,
kinks and proper connections and routing as shown on
the ”Vehicle Emission Control Information” label.
Go to Step 18
18 Check the exhaust system for a possible restriction:
f damaged or collapsed pipes
f internal muffler failure
f Refer to Restricted Exhaust System Check to
measure back pressure and determine if the
catalytic converter is plugged.
Go to Step 19
— Verify repair
19 1. Review all the diagnostic procedures within this
table.
following:
f Visual/physical inspection.
f Tech 2 data.
f Freeze Frame data/Failure Records buffer.
circuit and/or system. Technical
LACK OF POWER, SLUGGISH OR

SPONGY SYMPTOM
DEFINITION:
Engine delivers less than expected power. Little or no
increase in speed when accelerator pedal is pushed down
part–way.
performed? System
Physical
4 1. Remove and check the air filter element for dirt or
restrictions. Refer to Air Intake System in
On–Vehicle Service.
2. Replace the air filter element if necessary.
tester J 26792.
6 1. Remove the spark plugs and check gas or oil
be determined before replacing the spark plugs.
7 Check the fuel pressure. Refer to Fuel System Test.
2. Run the engine at idle.
3. On the Tech 2, select F3: Miscellaneous Test, F6:
Variable Intake Manifold.
4. Repeat Switch ON or OFF of VIM solenoid valve by
using the Tech 2.
5. Check the solenoid working sound.
9 Check for water or alcohol contaminated fuel.
Go to Step 10
Go to Step 11

11 Check the exhaust system for a possible restriction:
f Damaged or collapsed pipes
f Internal muffler failure
f Refer to Restricted Exhaust System Check to
measure backpressure and determine if the
catalytic converter is plugged.
Go to Step 12
12 Check for the following engine mechanical problems:
f Low compression
f Leaking cylinder head gasket
f Worn or incorrect camshaft
f Loose timing belt
Go to Step 13
table.
following:
f Visual/physical inspection.
f Tech 2 data
f Freeze Frame data/Failure Records buffer.
f All electrical connections within suspected Contact
circuit and/or system. Technical
DETONATION/SPARK KNOCK SYMPTOM

DEFINITION:
A mild to severe ping, usually worse under acceleration.
The engine makes sharp metallic knocks that change
with throttle opening.
performed? System
Physical
4 1. If Tech 2 readings are normal and there are no
engine mechanical faults, fill the fuel tank with a
known quality gasoline that has a minimum octane
rating of 87. Refer to Typical Scan Values.
2. Re–evaluate the vehicle performance.
Is detonation present? — Go to Step 5 Verify repair
5 1. Check for obvious overheating problems:
f Low engine coolant.
f Restricted air flow to radiator, or restricted
water flow through radiator.
f Incorrect coolant solution. It should be a 50/50
mix of approved antifreeze/water.
f Incorrect EGR operation. Refer to DTC
P0401.
6 Check fuel pressure. Refer to Fuel System Pressure
Test.
7 Check items that can cause an engine to run lean.
8 Check spark plugs for proper heat range. Refer to
General Information.
Were incorrect spark plugs installed? — Verify repair Go to Step 9
9 1. Remove excessive carbon buildup with a top engine
cleaner. Refer to instructions on the top engine
cleaner can.
2. Re–evaluate vehicle performance. Go to Step 10
Is detonation still present? — Verify repair

10 Check for an engine mechanical problem. Perform a
cylinder compression check. Refer to Engine
Mechanical.
Go to Step 11
following:
f Tech 2 data
ROUGH, UNSTABLE, OR INCORRECT

IDLE, STALLING SYMPTOM
DEFINITION:
Engine runs unevenly at idle. If severe, the engine or
vehicle may shake. Engine idle speed may vary in RPM.
Either condition may be severe enough to stall the engine.
performed? System
3 Was a visual/physical check performed, including the Go to Visual /
rotor, ignition coil and secondary ignition wires? Physical
4 Verify that the EGR valve is not mounted backwards.
5 1. Check for incorrect idle speed. Ensure that the
following conditions are present:
f Engine fully warm.
f Accessories are OFF.
Between 10
2. Using a Tech 2, monitor IAC position. and 50
Is the IAC position within the specified values? counts Go to Step 8 Go to Step 7
6 1. Visually/physically inspect for the following
conditions:
f Restricted air intake system. Check for a
restricted air filter element, or foreign objects
blocking the air intake system.
f Check for objects blocking the IAC passage or
throttle bore, excessive deposits in the IAC
passage and on the IAC pintle, and excessive
deposits in the throttle bore and on the throttle
plate.
f Check for a condition that causes a large
vacuum leak, such as an incorrectly installed
or faulty crankcase ventilation valve brake
booster hose.
7 Using a Tech 2, monitor TP angle with the engine idling. For further
diagnosis,
Is the TP angle at the specified value and steady?
refer to DTC
0% Go to Step 8 P0123
tester J 26792.
2. If spark plugs are fouled, the cause of the fouling
must be determined before replacing the spark
plugs. Go to Step 10

10 Check for a loose ignition control module ground. Refer
to Electrical Ignition System.
Go to Step 11
Is ”Long Term Fuel Trim” in the negative range (rich
condition)?
—
12 Check the items that can cause the engine to run rich.
Go to Step 13
13 Is ”Long Term Fuel Trim” significantly in the positive
range (lean condition)?
— —
14 Check items that can cause the engine to run leading.
Refer to ”Diagnostic Aids” in DTC P0171.
Go to Step 14
15 Check the injector connections. If any of the injectors
are connected to an incorrect cylinder, correct as
necessary.
Go to Step 16
16 Perform the Injector Coil/Balance Test.
Go to Step 17
17 1. Check the following engine mechanical problems:
f Low compression
f Sticking or leaking valves
f Valve timing
f Broken valve springs
f Camshaft drive belt slipped or stripped. Go to Step 18
18 1. Check for faulty motor mounts. Refer to Engine
Mechanical for inspection of mounts.
2. If a problem is found, repair as necessary. Go to Step 19
following:
f Tech 2 data
POOR FUEL ECONOMY SYMPTOM

DEFINITION:
Fuel economy, as measured by an actual road test, is
noticeably lower than expected. Also, economy is
noticeably lower than it was on this vehicle at one time,
as previously shown by an actual road test.
performed? System
Physical
4 Check owner’s driving habits.
f Is the A/C ON full time (defroster mode ON)?
f Are tires at the correct pressure?
f Are excessively heavy loads being carried?
f Is acceleration too much, too often?
5 Review the items in Step 4 with the customer and
advise as necessary.
Is the action complete? — System OK —
6 1. Visually/physically check: Vacuum hoses for splits,
kinks, and improper connections and routing as
shown on the ”Vehicle Emission Control
Information” label.
7 Remove and check the air filter element for dirt or for
restrictions.
electrodes of heavy deposits.
2. Is spark plugs are fouled, the cause of fouling must
9 Check for low engine coolant level.
Go to Step 10
10 Check for an incorrect or faulty engine thermostat.
Refer to Engine Cooling.
Go to Step 11
11 Check for low engine compression. Refer to Engine
Mechanical.
Go to Step 12

12 Check for excessive exhaust system back–pressure.
Refer to Restricted Exhaust System Check. Possible
problems could be:
f Damaged or collapsed pipes.
f Internal muffler failure.
f Plugged catalytic converter.
Go to Step 13
13 Check for proper calibration of the speedometer.
Does the speed indicated on the speedometer closely Go to Step 15 Go to Step 14
match the vehicle speed displayed on the Tech 2? —
14 Diagnose and repair the inaccurate speedometer
condition as necessary. Refer to Vehicle Speed Sensor
in Electrical Diagnosis.
15 Check the air intake system and the crankcase for air
leaks.
Go to Step 16
table.
following:
f Tech 2 data
f All connections within a suspected circuit
and/or system Go to Step 17
17 Perform the procedure in Fuel System Pressure Test. Contact
Technical
Was the fuel pressure normal?
— Assistance Verify repair
EXCESSIVE EXHAUST EMISSIONS OR

ODORS SYMPTOM
DEFINITION:
Vehicle fails an emission test. There is excessive ”rotten
egg” smell. (Excessive odors do not necessarily indicate
excessive emissions.)
performed? System
correct the condition as instructed in the bulletin. Go to Step 13
Was a bulletin found that addresses the symptom? — Go to Step 3
3 Was visual/physical check performed? Go to Visual /
Physical
4 Check for vacuum leaks (vacuum lines, intake
manifold, throttle body, etc.)
Go to Step 13
Were any vacuum leaks found? — Go to Step 5
5 1. Check fuel cap for proper installation.
2. Secure the fuel cap if necessary. Go to Step 13
6 1. Check the fuel pressure. Refer to Fuel System
Pressure Test. Go to Step 13
7 1. Check for faulty, plugged or incorrectly installed
PCV valve.
2. Verify that the PCV system is not plugged. Go to Step 13
necessary.
Go to Step 13
9 Perform the Injector Coil/Balance Test.
Was a problem found? —
10 Check for a problem with the engine cooling system.
11 Check the EVAP canister for fuel loading. Refer to
Evaporative Emission Control System.
12 1. Remove excessive carbon build-up with a top
engine cleaner. Refer to the instructions on the top
engine cleaner can.
2. Perform the exhaust emission test. Go to Step 14
Does the vehicle pass the test? — System OK
13 Perform the exhaust emission test.
Go to Step 14
14 Does the exhaust emission test indicate excessive HC
levels, or is ”Long Term Fuel Trim” significantly in the Go to Step 15 Go to Step 16
negative range (rich condition)? —

15 1. Check items that can cause the engine to run rich.
Refer to Diagnostic Aids in DTC P0172 Diagnostic
Support.
Make any necessary repairs.
16 1. Check items that can cause the engine to run lean.
Make any necessary repairs.
17 Check the EGR system (refer to DTC P0401).
Go to Step 18
18 Check for the following engine mechanical problems.
f Low compression
f Valve timing
f Broken Valve springs
Go to Step 19
table.
following:
f Tech 2 data
DIESELING, RUN–ON SYMPTOM

DEFINITION:
Engine continues to run after key is turned OFF, but runs
very rough. If engine runs smoothly, check the ignition
switch and adjustment.
performed? System
Physical
4 1. Check for a short between B+ and the ignition feed
circuit.
table.
following:
f Tech 2 data
f All connections within a suspected circuit Contact
and/or system Technical
BACKFIRE SYMPTOM
DEFINITION:
Fuel ignites in the intake manifold, or in the exhaust
system, making a loud popping noise.
performed? System
Physical
4 Check for proper ignition voltage output with spark
tester J 26792.
6 1. Visually/physically inspect the secondary ignition
f Verify that all ignition wire resistances are less
than the specified value.
f Verify that ignition wires are not arcing to
ground. Spraying the secondary ignition wires
with a light mist of water may help locate an
intermittent problem.
7 Check for an intermittent ignition system malfunction:
f Intermittent CKP 58X signal.
f Intermittent ignition feed circuit or sensor ground
circuit to the crankshaft position sensor.
8 To determine if there is a problem with fuel delivery,
refer to Fuel System Diagnosis.
9 1. Check for the following engine mechanical
problems:
f Low compression
f Camshaft drive belt slipped or stripped. Go to Step 10

10 Check the intake and exhaust manifold(s) for casting
flash. Refer to Engine Mechanical.
Go to Step 11
table.
following:
f Tech 2 data
CUTS OUT, MISSES SYMPTOM

DEFINITION:
Steady pulsation or jerking that follows engine speed;
usually more pronounced as engine load increases.
performed? System
Physical
Is the ”Long Term Fuel Trim” in the negative range (rich
condition)? — Go to Step 6 Go to Step 7
Refer to ”Diagnostic Aids” in DTC P0172.
7 Is the long term fuel trim significantly in the positive
range (lean condition)? — Go to Step 8 Go to Step 9
f Engine fully warm.
f Accessories are OFF.
Between 5
2. Using a Tech 2, monitor the IAC position. and 50 Go to Step 11 Go to Step 10
Is the IAC position within the specified values? counts
conditions:
restricted air filter element, or foreign objects
blocking the air intake system.
f Check for objects blocking the IAC passage or
throttle bore, excessive deposits in the IAC
passage and on the IAC pintle, and excessive
deposits in the throttle bore and on the throttle
plate.
f Check for a condition that causes a large
vacuum leak, such as an incorrectly installed
or faulty crankcase ventilation valve or brake
booster hose disconnected. Go to Step 11

necessary.
Go to Step 12
12 1. Perform the Injector Coil/Balance Test. Go to Step 13
13 1. Check for fuel in the pressure regulator vacuum
hose.
2. If fuel is present, replace the fuel pressure regulator
assembly. Go to Step 14
tester J 26792.
Go to Step 15
15 1. Remove spark plugs and check for gas or oil fouling,
cracks, wear, improper gap, burned electrodes of
heavy deposits.
Go to Step 17
17 Using a Tech 2, monitor the TP angle with the engine For further
idling. diagnosis,
Go to Step 18 refer to DTC
0% P0123
18 Check the PCV valve for proper operation.
Go to Step 19
19 Check for the following engine mechanical problems:
f Low compression
f Camshaft drive belt slipped or stripped.
Go to Step 20
20 Check for faulty motor mounts. Refer to Engine
Mechanical for inspection of the mounts.
Go to Step 21
table.
following:
f Tech 2 data
HESITATION, SAG, STUMBLE SYMPTOM

DEFINITION:
Momentary lack of response as the accelerator is pushed
down. Can occur at any vehicle speed. Usually most
pronounced when first trying to make the vehicle move,
as from a stop sign. May cause the engine to stall if severe
enough.
performed? System
Physical
4 1. Check the fuel control heated oxygen sensor
(HO2S1). The HO2S1 should respond quickly to
different to throttle positions. If it doesn’t, check for
silicon or other contaminants from fuel or use of
improper RTV sealant. The sensors may have a
white powdery coating. Silicon contamination
sends a rich exhaust signal which causes the PCM
to command an excessively lean air/fuel mixture.
5 Check the fuel pressure. Refer to Fuel System
Pressure Test.
6 Observe the ”TP angle” display on the Tech 2 while
slowly increasing throttle pedal.
Does the TP angle display steadily increase from 0% at Go to Step 13
closed throttle to 100% at WOT? — Go to Step 7
Is the ”Long Term Fuel Trim” in the negative range (rich
condition)? — Go to Step 8 Go to Step 9
Go to Step 10
Go to Step 10
tester J 26792 (ST–125). For the procedure, refer to
Electronic Ignition System.
Go to Step 11
Go to Step 12

12 Visually/physically inspect the secondary ignition
f Verify that all ignition wire resistances are less
than the specified value.
f Value that ignition wires are correctly routed to
mist of water may help locate an intermittent
problem.
Go to Step 14
Was a problem found? 30,000 W Verify repair
14 1. Check the ignition coil secondary resistance.
2. Replace the coil if it is not within the specified value. Go to Step 15
Was a problem found? 9 kW– 12kW Verify repair
Go to Step 17
17 Visually/physically check vacuum hoses for splits,
kinks, and proper connections and routing as shown on
the Vehicle Emission Control Information label.
Go to Step 18
following:
f Tech 2 data
f All electrical connections within a suspected
circuit and/or system
Contact
3. If a problem is found, repair as necessary. Technical
RESTRICTED EXHAUST SYSTEM CHECK

performed? System
2 1. Remove the HO2S2.
f For removal procedures, refer to Heated
Oxygen Sensors in On–Vehicle Service.
2. Install the Exhaust Backpressure Tester in place of
the Bank 1 HO2S.
3. Idle the engine at normal operating temperature.
Does the reading on the gauge exceed the specified 8.62 kPa
value? (1.25 psi) Go to Step 5 Go to Step 3
3 With the exhaust back–pressure tester in place of
HO2S, and the engine at normal operating
temperature:
Increase the engine speed to 2000 RPM while
observing the gauge.
Does the reading exceed the amount of the value 8.62 kPa
column? (1.25 psi) Go to Step 5 Go to Step 4
4 1. Re–install the HO2S2. (Refer to Heated Oxygen
Sensors in On–Vehicle Service for installation
procedure.)
2. Remove the HO2S1.
3. Install the Exhaust Back–Pressure Tester BT8515V
or equivalent in place of the HO2S1.
4. Bring the engine to normal operating temperature
while observing the gauge.
5. Increase the engine speed to 2000 RPM (allow 10
seconds for pressure build) and observe the gauge. 8.62 kPa
Did the reading exceed the specified value? (1.25 psi) Go to Step 6 System OK
5 Repair a restiction in the exhaust system after the
catalytic converter.
Possible faults include:
f Collapsed pipe
6 Replace the restricted catalytic converter.
NOTE: Diagnostic Trouble Codes will be set by running
the vehicle to normal operating temperature after a cold
start with the O2 sensor disconnected. After performing
these tests, use the Tech 2 to erase the Diagnostic
Trouble Codes that were set by the lack of O2 sensor
activity.
DEFAULT MATRIX TABLE

SERVICE PROCEDURE DEFAULT
STRATEGY
A referral strategy has been established to assist the
technician with additional information when the cause of
the failure cannot be determined. If no problem is found
after performing diagnostics, then for further diagnostic
information, refer to the default matrix table.
DEFAULT MATRIX TABLE

Strategy Based Diagnostic Charts Initial Diagnosis Default Section(s)
On–Board Diagnostic (OBD) System Vehicle does not enter diagnostics. Chassis Electrical
Check
On–Board Diagnostic (OBD) System Vehicle enters diagnostics and Ignition System Check
Check communicates with the Tech 2. MIL is
ON in diagnostics. Engine does not
start and run.
On–Board Diagnostic (OBD) System Engine starts and runs, no PCM codes —
Check set. Customer complains of vibration.
PCM Power and Ground Check On–Board Diagnostic (OBD) System Chassis Electrical
Check.
PCM Power and Ground Check On–Board Diagnostic (OBD) System Chassis Electrical
Check. PCM power and ground circuits
OK. Data link voltage incorrect.
Symptoms Initial Diagnosis Default Section(s)

Intermittents 1. On–board diagnostic (OBD) Chassis Electrical
system check.
2. Careful visual/physical inspections.
Hard Starts 1. OBD system check. Engine Mechanical
2. Sensors (ECT, MAP, TP); MAP Ignition System Check
output chart. Exhaust System Diagnosis
3. Fuel system electrical test, fuel
system diagnosis.
4. Ignition system.
5. IAC system check.
Surges and/or Chuggles 1. OBD system check. Calibration ID ”Broadcast
2. Heated oxygen sensors. Code”/Service Bulletins
Ignition System Check
3. Fuel system diagnosis.
Generator Output
4. Ignition system. Exhaust System Diagnosis
Lack of Power, Sluggish or Spongy 1. OBD system check. Refer to Exhaust System in
2. Fuel system diagnosis. Engine Exhaust
TCC Operation
3. Ignition system.
Calibration ID/Service Bulletins
4. EGR operation.
5. EGR system check.
Detonation / Spark Knock 1. OBD system check. Cooling System
2. EGR operation. Ignition System Check
5. Ignition system.
Hesitation, Sag, Stumble 1. OBD system check. EGR Operation

2. TP. EGR System Check
Generator Output Voltage (refer
3. MAP output check.
to Chassis Electrical)
4. Fuel system diagnosis. Calibration ID/Service Bulletins
5. Fuel injector and fuel injector Ignition System Check
balance test.
6. EVAP emission canister purge
valve.
7. Ignition system.
Cuts Out, Misses 1. OBD system check. Ignition System Check
2. Cylinder balance test.
Rough, Unstable, or Incorrect Idle, 1. OBD system check. MAP Output Check
Stalling 2. Fuel injector and fuel injector Throttle Linkage
balance test. IAC System Check
EGR System Check
A/C Clutch Control Circuit Diag-
valve check.
nosis
4. Ignition system. Crankcase Ventilation System
5. IAC operation. Calibration ID/Service Bulletins
6. EGR operation. Generator Output Voltage (refer
to Chassis Electrical)
Exhaust Diagnosis
Poor Fuel Economy 1. OBD system check. TCC Operation
2. Careful visual/physical inspection. Exhaust System (refer to Engine
Exhaust)
3. Ignition system.
4. Cooling system.
Engine Cranks But Will Not Run 1. OBD system check. Fuel System Electrical
Diagnosis
Fuel Injector
Fuel Injector Balance Test
Excessive Exhaust Emissions or 1. OBD system check. EGR System Check
Odors 2. Emission test. Exhaust Diagnosis
3. Cooling system.
5. Fuel injector and fuel injector
balance test.
valve.
7. Crankcase ventilation system.
8. Ignition system.
Dieseling, Run–On 1. OBD system check. —
2. Careful visual/physical inspection.
Backfire 1. OBD system check. Exhaust System Diagnosis,
2. Ignition system. Intake Casting Flash, Ignition
System Check
balance test.
5. EGR operation, EGR system
check.
Misfire 1. OBD system check. Vibrations, Transmission,

2. Ignition system. Driveshaft and Axle
balance test.
Catalyst Monitor 1. OBD system check. Exhaust System
3. Heated oxygen sensors.
Fuel Trim 1. OBD system check. Exhaust System Intake Air
2. Careful visual/physical inspection. System
Evaporative Emissions 1. OBD system check. —
Heated Oxygen Sensors 1. OBD system check. Exhaust System
Camshaft Position (CMP) 8. Remove the retaining bolt for the sensor and pull up
camshaft position sensor.
Sensor
Removal Procedure
1. Disconnect the negative battery cable.
2. Remove spark plug cover on top of valve cover by
removing four retaining bolts.
3. Disconnect electrical connector from the sensor.
014RX005
Installation Procedure
1. Insert camshaft position sensor in position.
2. Install retaining bolt.
014RX003
4. Remove drive belt. Refer to Engine Mechanical

Section.
5. Remove top harness cover installed on timing belt
cover by removing a retaining screw.
6. Remove the retaining bolts holding crankshaft pulley,
and pull crankshaft pulley while wiggling. Refer to
Engine Mechanical Section.
7. Remove the retaining screws for timing belt cover and
timing belt cover.
014RX007
3. Install the timing belt cover and the retaining screws.

4. Install the crank shaft pulley and the mounting bolts.
Holes for mounting bolts are off the pitch. The pulley
can be mounted only one way to install all mounting
bolts. Tighten the bolts. Refer to Engine Mechanical
section.
014RX004
5. Install the drive belt. Refer to Engine Mechanical Crankshaft Position (CKP)
Section.
Sensor
Removal Procedure
2. Remove the drive belt. Refer to Engine Mechanical
Section.
014RX005
6. Install the top harness cover onto timing belt cover.

7. Connect electrical connector to the sensor and
securely lock it.
8. Install the spark plug cover.
9. Connect the negative battery cable.
014RX003
3. Remove the pwer steering pump and

mounting–bracket from engine. Refer to Engine
Mechanical Section.
4. Disconnect electrical connector from the sensor.
014RX004
014RX006
5. Remove the retaining bolt and sensor from the engine 3. Reinstall the power steering pump and bracket to the
block. engine.
NOTE: Use caution to avoid any hot oil that might drip
out.
014RX006
4. Reinstall the accessory drive belt.

0013
1. Install the crank shaft position sensor to its position.
2. Install and tighten the mounting bolt. Refer to Engine
Mechanical Section.
014RX003
IMPORTANT: PCM must re–learn Crankshaft Position

when the CKP sensor is replaced. Refer to CKP sensor
learn mode on the Tech 2, or Tooth Error Correction in the
Service Manual.
0013
EEPROM f Ensure the ignition is stay in ON position after

programming is started.
EEPROM
The Electronically Erasable Programmable Read Only
Memory (EEPROM) is a permanent memory that is
physically soldered within the PCM. The EEPROM
contains program and calibration information that the
PCM needs to control Powertrain operation.
901RX031
Functional Check
1. Perform the On–Board Diagnostic System Check.
2. Start the engine and run for least one minute.
3. Check for DTCs using Tech 2.
4. If the PCM fails to program, proceed as follow:
014RX002
f Ensure that all PCM connections are OK.
EEPROM Programming f Check the ITCS for latest version software.
f Attempt to program PCM again. If PCM still cannot
1. Connect Tech 2 to the vehicle DLC and retrieve
be programmed properly, replace PCM. The
information from the PCM. Ensure that the following
replacement PCM must be programmed.
condition have been met:
f Battery is fully charged.
f The Ignition is in ON position. Engine Coolant Temperature
f Tech 2 cable is securely connected to DLC. (ECT) Sensor
2. Download latest program and calibration from ITCS.
Always use latest ITCS software to program PCM. Removal Procedure
Refer to Up–to–date ITCS user’s guide.
3. Reconnect Tech 2 to the DLC and program PCM.
2. Drain enough engine coolant so that the coolant level
f Make sure the ignition is recycled after information
will be below the ECT sensor.
is retrieved.
3. Remove electrical connector from the sensor located
on the intake manifold above the ignition coil.
4. Unscrew the sensor from the manifold. f Bank 1 sensor 2 is mounted on the exhaust pipe
behind the catalytic converter.
3. Disconnect pig tail electrical connector.
IMPORTANT: The pigtail is permanently attached to
the sensor. Be careful not to pull the wires out.
014RX008
1. Install the sensor into the intake manifold. Do not over
tighten. 014RX010
2. Connect electrical connector. 4. Unscrew sensors form the exhaust pipe. Because of
the expansion and contraction of the metal in the
3. Add engine coolant to required level. Refer to Engine exhaust system over time, this may be difficult if the
Cooling System Section. engine temperature is below 48 degree C.
Inspection Procedure
NOTE: Both sensors are identical. Inspect each inthe
same way.
1. Inspect the pigtail and the electrical connector for
grease, dirt, corrosion and bare wire or worn
insulation.
2. Inspect the louvered end of the sensor for grease,
dirt, excessive carbon build up or other contaminants.
0016
Heated Oxygen Sensor (HO2S)

Removal Procedure
2. Locate the two oxygen sensors.
f Bank 1 sensor 1 is mounted on the exhaust pipe
ahead of the catalytic converter. TS23739
Installation Procedure (Post–Catalytic Converter Heater Oxygen Sensor

Location)
NOTE: If HO2S is reinstalled after removal, special
anti–seize compound or the equivalent should be applied
to the threads. Special anti–seize compound, (P/N
5613695), is used on the HO2S threads. This compound
consists of glass beads suspended in a liquid graphite
solution. The graphite burns away with exhaust heat, but
the glass beads will remain, making the sensor easier to
remove.
1. Apply anti–seize compound or the equivalent to the
thread.
014RX009
Intake Air Temperature (IAT)

Sensor
Removal Procedure
2. The IAT sensor is located in the intake air duct
TS23739
between the air filter and the throttle body.
2. Install HO2S on the exhaust pipe.
3. Tighten the sensor to 55 Nm (40 lb ft)
4. Connect the pig tail to the wiring harness.
(Pre–Catalytic Converter Heater Oxygen Sensor Loca-
tion)
014RX011
3. Disconnect the electrical connector from the sensor.
014RX010
4. Remove the sensor from intake air duct by using a Manifold Absolute Pressure
rocking motion while pulling the sensor.
(MAP) Sensor
Removal Procedure
2. Disconnect the electrical connector from the sensor.
(The MAP sensoris located on the intake manifold
behind throttle body.)
3. Remove a mounting bolt securing the sensor to the
manifold.
4. Remove the sensor from the intake manifold using
rocking motion while pulling the sensor.
0018
1. Install the IAT sensor into intake air duct. Make sure
the sensoris pushed all the way into the intake air
duct.
2. Connect electrical connector.
014RX012
1. Push MAP sensor into the manifold. Make sure the
sensor is pushed always into its position.
2. Install a mounting bolts and tighten.
3. Connect electrical connector.
014RX011
014RX013

(MIL)
Malfunction Indicator Lamp (MIL)
Refer to Instrument Panel Removal Procedure.
Powertrain Control Module

(PCM)
Electrostatic Discharge (ESD)
Damage
Electronic components used in the control system are
often designed to carry very low voltage. Electronic
components are susceptible to damage caused by
electrostatic discharge. Less than 100 volts of static
electricity can cause damage to same electronic 014RX002
components. By comparison, it takes as much as 4000 NOTE: To prevent internal PCM damage, the ignition
volts for a person to even feel the zap of a static must be OFF position in order to disconnect or reconnect
discharge. There are several way for a person to become power to the PCM (for example: battery cable. pig tail,
statically charged. The most common methods of PCM fuse, jumper cable, etc.).
charging are by friction and by induction. An example of
charging by friction is a person sliding across a car seat. IMPORTANT: When replacing the production PCM
Charging by induction occurs when a person with well with a service PCM, it is important to transfer the
insulated shoes stands near a highly charged object and broadcast code and production PCM number to the
momentarily touches ground. Charge of the same polarity service PCM label. This will allow positive identification of
are drained off leaving the person highly charged with PCM parts throughout the service life of the vehicle. Do
opposite polarity. Static charge can cause damage, not record this information on PCM metal cover.
therefore, it is important to use care when handling and IMPORTANT: The ignition should always be in the OFF
testing electronic components. position in order to install or remove the PCM connectors.
NOTE: To prevent possible Electrostatic Discharge Service of the PCM should normally consist of either
damage, follow these guidelines: replacement of the PCM or EEPROM reprogramming. If
the diagnostic procedure call for the PCM to be replaced,
f Do not touch the control module connector pins or the replacement PCM should be checked first to ensure it
soldered components on the control module circuit has the correct part number. If it is, remove the faulty PCM
board. and install the new service PCM. The service PCM
f Do not open the replacement part package until the EEPROM will need to be programmed. Additionally, after
part is ready to be installed. programming, the CKP Sensor Tooth Error Correction
f Before removing the parts from the package, ground (TEC) Learn procedure will need to be performed.
the package to a known good ground on the vehicle.
f If the parts been handled while sliding across the
seat, or while sitting from standing position, or walking
Removal Procedure
a distance, touch a known good ground before 1. Disconnect the negative battery cable.
installing the parts. 2. Block the wheels.
3. Remove ashtray inner.
4. Remove a screw located behind ashtray. 9. Disconnect the red, white and blue electrical
connector at the PCM.
014RX014
5. Pull out Face trim of console. 014RX016
6. Remove two screws located inside of center console 10. Remove two nuts in the front of PCM.
storage box and pull up rear part of center console. 11. Remove two nuts in the rear of PCM.
12. Pull the PCM out from dashboard.
014RX015
7. Unscrew the shift knob. 014RX002
8. Remove four screw holding front part of the console

and pull the console up.
Installation Procedure 3. Install the front center console and secure by four
retaining screws.
1. Place PCM into its position and secure by four
mounting screws.
014RX016
4. Install the rear center console and secure it by two

014RX002 retaining screw into storage box.
2. Connect all three connectors to PCM. All connectors
are color keyed. Same color male and female
connectors join together.
014RX015
5. Snap face plate into its position and secure it by a

screw.
014RX017
6. Insert ashtray inner.
7. Insert the shift knob.
9. Remove wheel blocks. Function Check

Use a Tech 2 to check the TP sensor output voltage at
closed throttle.
f The voltage should be under 0.25 volts.
f If the reading is greater than 0.25 volts, check the
throttle shaft to see if it is binding. Check that the
throttle cable is properly adjusted, also. Refer to
Throttle Cable Adjustment.
f If the throttle shaft is not binding and the throttle cable
is properly adjusted, install a new TP sensor.
014RX014
Throttle Position (TP) Sensor

Removal Procedure
2. Disconnect the TPS electrical connector.
3. Remove the two screws and TP sensor from the
throttle body. 101RX003
NOTE: Do not clean the TP sensor by soaking it in

solvent. The sensor will be damaged as a result. Installation Procedure
1. Install the TP sensor on the throttle body with two
screws.
101RX002
101RX003
2. Connect the electrical connector. Inspection Procedure
1. Inspect the electrical connector for signs of corrosion
or warping. Replace the VSS if the electrical
connector is corroded or warped.
2. Inspect the VSS driven gear for chips, breaks, or worn
condition. Replace the VSS if the driven gear is
chipped, broken or worn.
3. Inspect the O–ring for wear, nicks, tears, or
looseness. Replace the O–ring if necessary.
101RX002
Vehicle Speed Sensor (VSS)

Removal Procedure
2. VSS is located on the right side of the transmission 014RX021
case just ahead of the rear propeller shaft.

Disconnect the VSS electrical connector. Installation Procedure
3. Remove the bolt and the VSS from the transmission
case by wiggling it slightly and pulling it straight out. 1. Install the VSS in the transmission case with the
notch for the connector facing the rear.
IMPORTANT: Have a container ready to catch any fluid
that leaks out when the VSS is removed from the transfer 2. Secure the VSS with mounting bolt. Tighten the bolt to
case. 16 Nm (12 lb ft).
014RX021
014RX020
3. Connect electrical connector to the VSS.
4. Check the transmission oil level. Add oil if necessary.
5. Connect the negative battery cable. 4. Remove the air filter element.
014RX020 014RX023
Air Filter Installation Procedure

1. Install the air filter element in the air cleaner housing.
Removal Procedure
1. Disconnect electrical connector at the IAT sensor.
2. Release the four latches securing the lid to the air
cleaner housing.
3. Remove the air cleaner lid.
014RX023
2. Install the air cleaner lids.

3. Secure the three latches, holding the lid on the air
cleaner housing.
014RX019
4. Connect the electrical connector to the IAT sensor. NOTE: Do not clean the IAC valve by soaking it in
solvent. The valve will be damaged as a result.
014RX019
014RX022
Idle Air Control (IAC) Valve

Cleaning and Inspection Procedure
Removal Procedure f Clean the IAC valve O–ring sealing surface, pintle
valve seat and air passage.
1. Disconnect the negative battery cable. f Use carburetor cleaner and a parts cleaning brush to
remove carbon deposit. Do not use a cleaner that
contain methyl ethyl ketone. This is an extremely
strong solvent and not necessary for this type of
deposit.
f Shiny spots on the pintle are normal and do not
indicate misalignment or a bent pintle shaft.
f Inspect the IAC valve O–ring for cuts, cracks or
distortion. Replace the O–ring if damaged.
101RX002
2. Disconnect the IAC electrical connector.

3. Remove the two screws and IAC valve from the
throttle body.
0006
Measurement Procedure 2. Connect electrical connector to IAC valve.

f In order to install a new IAC valve, measure the
distance between the tip of the pintle and the
mounting flange. If that measurement is 28 mm or
less, the valve need no adjustment. If the
measurement is greater than 28 mm, apply finger
pressure and retract the valve. The force required to
retract the pintle on a new valve will not damage the
valve, shaft or pintle.
NOTE: Do not push or pull on the IAC valve pintle on IAC
valve that have been in service. The force required to
move the pintle may damage it.
IMPORTANT: Use an identical replacement part in
order to replace a valve. IAC valve pintle shape and
diameter are designed for the specific application.
101RX002
Intake Air Duct

Removal Procedure
2. Disconnect electrical connector at IAT sensor.
3. Remove the IAT sensor if necessary. Refer to Intake
Air Temperature Sensor Removal.
TS23746
1. Install IAC valve on the throttle valve body with the
two screws. Tighten the screw to 1 Nm ( 9 lb in).
014RX011
4. Loosen retaining clamps at the throttle body and at

the air filter box.
014RX022
5. Disconnect brake booster vacuum hose at intake Installation Procedure
manifold and at brake booster.
1. Connect the intake air duct at the throttle body and at
the air filter box. Make sure retaining hole is inserted
to the intake air duct bracket.
014RX025
6. Remove retaining nut at the intake air duct bracket at

top of valve cover.
7. Disconnect the intake air duct from the throttle body 014RX019
and at the air filter box. 2. Tighten retaining clamp at the throttle body and at the
air filter box.
3. Install a nut to the intake air duct bracket and tighten.
4. Connect brake booster vacuum hose to intake
manifold and to brake booster and secure them with
clamps.
014RX019
014RX026
5. Install IAT sensor if necessary. Refer to Intake Air

Temperature Sensor Installation.
6. Connect electrical connector at IAT sensor.
7. Connect the negative battery cable. 3. Unscrew retaining bolt from Knock Sensor located
passenger side of engine block just front of starter.
014RX011
IMPORTANT: Use an identical replacement part in 014RX028
order to replace a valve. IAC valve pintle shape and 4. Remove Knock Sensor with retaining bolt.
diameter are designed for the specific application.
Knock Sensor 1. Install Knock Sensor with retaining bolt.
2. Connect pig tail electrical connector.
Removal Procedure 3. Connect battery negative cable.
1. Disconnect negative battery cable.
2. Disconnect pig tail electrical connector at near the top
of generator.
014RX029
014RX027
Oil Pressure Switch 2. Connect electrical connector.

3. Connect battery negative cable.
Removal Procedure
1. Disconnect battery negative cable.
2. Disconnect electrical connector at Oil Pressure
Switch.
014RX028
FUEL METERING SYSTEM Ac-

celerator Cable Assembly
014RX030
3. Unscrew Oil Pressure Switch from Oil Filter Mounting Removal Procedure
Housing.
1. Loosen the adjusting nut on the cable bracket
mounting on the throttle body.
2. Remove the cable clip from holding bracket.
014RX031
Installation Procedure 014RX026
1. Install Oil Pressure Switch into Oil Filter Mounting

Housing and tighten.
3. Remove accelerator control cable (on the throttle Installation Procedure

valve end).
1. Install the accelerator control cable.
2. Install the grommet.
3. Install the accelerator control cable on the accelerator
pedal.
101RW006
4. Remove the accelerator control cable (on the

accelerator pedal end).
5. Remove the grommet.
6. Remove the accelerator control cable. 014RX032
4. Install the accelerator control cable on the throttle

valve.
Check the following items, and replace the control cable if
any abnormality is found:
f The control cable should move smoothly.
f The control cable should not be bent or kinked.
f The control cable should be free of damage and
corrosion.
101RW006
5. Install the cable clip to the holding bracket.
014RX032
6. Adjust the accelerator cable. Refer to Accelerator Accelerator Pedal Replacement
Cable Adjustment Section.
Removal Procedure
1. Disconnect the accelerator pedal control cable from
the acceleratorpedal assembly.
2. Remove the two screws retaining the accelerator
pedal to the bulkhead.
3. Remove the accelerator pedal from the bulkhead.
014RX026
Accelerator Cable Adjustment

Adjustment Procedure
1. Loosen the adjusting nut.
2. Loosen the jam nut.
3. Pull the outer cable while fully closing the throttle 014RX033
valve.
4. Tighten the adjusting nut. Installation Procedure
5. Tighten the jam nut.
1. Install the accelerator pedal assembly to the
6. Loosen the adjusting nut by three turns. bulkhead with two screws.
7. Tighten the jam nut again. 2. Connect the accelerator control cable to the
8. Manually operate valve. accelerator pedal assembly.
IMPORTANT: The valve lever must return up to the 3. Adjust accelerator cable if necessary. Refer to
stopper screw. If the valve lever does not reach the Accelerator Cable Adjustment Section.
stopper screw, repeat the procedure again from Step 1.
014RX034
014RX026
Fuel Filler Cap

Fuel Filler Cap
The Fuel filter cap includes a vacuum valve and a
pressure valve. If high vacuum or pressure occurs in the
fuel tank, each valve works to adjust the pressure in order
to prevent damage to the tank at the EGR valve.
NOTE: Replace the fuel filler cap with the same typeof
filler cap that was originally installed on the vehicle.
f Check the seal ring in the filler cap for any abnormality
and for seal condition.
f Replace the filler cap if any abnormality is found.
041RW005
3. Disconnect the fuel lines from the fuel filter on the

engine side.
4. Disconnect the fuel line from the fuel filter on the fuel
tank side.
TS23767
Fuel Filter
Removal Procedure
2. Remove the fuel filler cap. 041RW006
5. Remove the bolt on the fuel filter holder.

6. Remove the fuel filter. Installation Procedure
1. Install the fuel filter in the correct direction.
2. Install the bolt on the fuel filter holder.
3. Connect the fuel line on the engine side.
4. Connect the fuel line on the fuel tank side.
5. Install the fuel filler cap.
041RW007
1. Replace the fuel filter when the following occur:
f Fuel leaks from the fuel filter body
f The fuel filter body is damaged
f The fuel filter is clogged with dust or sediment 041RW006
2. If the drain hole is clogged at filler neck is clogged with

dust, clean the drain hole with air.
041RW008
Fuel Injectors 6. Remove O–ring from the fuel injector.

7. Remove O–ring backup from fuel injector.
Removal Procedure
NOTE: If the fuel injectors are leaking, the engine oil may
be contaminated with fuel. Check the oil for signs of
contamination and change the oil and filter if necessary.
NOTE: Use care in removing the fuel injector in order to
prevent damage to the fuel injector electrical connector
pins or fuel injector nozzles. The fuel injector is an
electrical component and should not be immersed in any
type of cleaner as this may damage the fuel injector.
IMPORTANT: Fuel injectors are serviced as complete
assembly only.
014RX037
1. Inspect O–ring for crack, damage or leaks.
2. Replace worn or damaged O–ring.
3. Lubricate the new O–rings with engine oil before
installation.
1. Lubricate the new O–ring with engine oil.
2. Install the O–ring backup on the fuel injector.
3. Install new O–ring on the fuel injector.
014RX035
4. Install all four injector on the fuel rail.
2. Disconnect electrical connector from fuel injector.
5. Use new injector retainer clip to retain the injector to
3. Remove the fuel rail. Refer to Fuel Rail Removal the fuel rail.
Procedure.
6. Coat the end of the fuel injector with engine oil.
014RX036
4. Remove the fuel injector retainer clip. 014RX037
7. Install fuel rail assembly. Refer to Fuel Rail

5. Remove fuel injector assembly from fuel rail. Installation Procedure.
8. Connect the negative battery cable. NOTE: To prevent damage to the fuel pressure regulator,
do not immerse the pressure regulator in solvent.
1. Depressurize the fuel system. Referto Fuel Pressure
Relief Procedure.
4. Disconnect the vacuum line form fuel pressure
regulator.
014RX035
Fuel Pressure Regulator

Removal Procedure
CAUTION: To reduce the risk of fire and personal
injury, it is necessary to relieve the fuel system 014RX038
pressure before servicing the fuel system 5. Remove the fuel pressure regulator retaining screw.
components.
6. Remove the fuel pressure regulator retaining bracket.
CAUTION: After relieving the fuel system pressure, 7. Remove the fuel pressure regulator from fuel rail.
a small amount of fuel may be released when
servicing fuel lines or connections. Reduce the
chance of personal injury by covering the fuel line
fitting with a shop towel before disconnecting the
fittings. The towel will absorb any fuel that may leak
out. When the disconnect is completed, place the
towel in an approved container.
NOTE: Compressed air must never used to test or clean
a fuel pressure regulator, as damage to the fuel pressure
regulator may occur.
014RX039
014RX035
Installation Procedure 6. Crank the engine until it starts. Cranking the engine
may take longer than usual due to trapped air in the
1. Insert the fuel pressure regulator into the fuel rail. fuel line.
014RX039 014RX035
2. Install the fuel pressure regulator retaining bracket

ant tighten with a screw.
3. Connect vacuum line onto the fuel pressure regulator.
injury, it is necessary to relieve the fuel system
pressure before servicing the fuel system
components.
CAUTION: After relieving the fuel system pressure,
a small amount of fuel may be released when
servicing fuel lines or connections. Reduce the
chance of personal injury by covering the fuel line
fitting with a shop towel before disconnecting the
fittings. The towel will absorb any fuel that may leak
out. When the disconnect is completed, place the
towel in an approved container.
014RX038
4. Install the fuel pump relay.

041RW005
2. Remove the fuel pump relay from the underhood 4. Remove fuel tank. Refer to Fuel Tank Removal
relay box. Procedure.
3. Start the engine and allow it to stall. 5. Using J–39763, twist the fuel pump counter–clock
4. Crank the engine for about 30 seconds. wise to release from fuel tank.
041RX001
6. Lift fuel pump to remove from fuel tank.

014RW089
Fuel Pump Assembly

Removal Procedure
2. Drain all fuel from fuel tank from filler neck.
3. Remove the fuel pump relay from the fuse and relay
box at right side of engine room.
041RX002
014RW089
Inspection Procedure 2. Using J–39763, twist fuel pump assembly clock wise
into the lock.
Inspect in–tank fuel filter for tears, damage or evidence of
dirt derbies or water in the fuel. If any of these condition
exist, replace the in–tank fuel filter.
901RX036
3. Install the fuel tank. Refer to Fuel Tank Installation

Procedure.
041RX003
4. Install the fuel pump relay.

Installation Procedure 5. Connect the negative battery cable.
1. Insert the fuel pump assembly into fuel tank and place
them at its position.
041RX004
041RX002
Fuel Pump Relay IMPORTANT: An eight–digit identification number is

stamped on side of the fuel rail. Refer to this number when
you service the fuel rail or when a replacement part is
Removal Procedure required.
1. Remove the fuse and relay box cover located right
side of engine room.
2. Determine correct relay by consulting to the diagram
on the cover.
3. Insert a small screwdriver or use thumb pressure to
release the retainer of the relay.
4. Pull the relay straight up and out of the fuse and relay
box.
1. Inserts the relay into the correct place in the fuse and
relay box with the catch slot aligned to retainer.
2. Press down until the catch of retainer engages.
3. Install fuse and relay box cover.
014RX035
1. Depressurize the fuel system. Refer to Fuel Pressure

Relief Procedure.
2. Disconnect the fuel inlet at the rear of the engine.
3. Disconnect the fuel return line at front of the engine.
4. Disconnect the injector electrical connectors.
5. Remove the nuts holding wiring harness onto fuel rail.
6. Remove the bolts retaining fuel rail to the intake
manifold.
Lift up the injectors carefully to separate them from intake
manifold.
Lift up the fuel rail with injectors as assembly. Do not sep-
arate the fuel injectors from fuel rail.
If an injector become separated from fuel rail, injector
backup O–ring and injector retainer clip must be replaced.
014RW089
Drain residual fuel from fuel rail into an approved contain-

er.
Fuel Rail Assembly
Removal Procedure
NOTE:
f Use care when removing the fuel rail assembly in
order to prevent damage to the injector electrical
connector terminal and the injector spray tips.
f Fitting should be capped and holes plugged during
servicing to prevent dirt and other contaminants from
entering open lines and passage.
014RX036
7. If removal of fuel pressure regulator is necessary. 4. Install two fuel rail retaining bolts. Tighten fuel rail
Refer to Fuel Pressure Regulator Removal retaining bolts to 19 Nm (14 lb ft)
Procedure. 5. Place wiring harness in its place and secure it with two
8. If removal of fuel injector is necessary. Refer to Fuel nuts.
Injectors Removal Procedure. 6. Connect electrical connector to each fuel injector.
014RX037
014RX036
7. Connect the fuel supply line securely. Do not over

Installation Procedure tighten.
8. Connect the fuel return line securely. Do not over
1. Install the fuel injectors if necessary. Refer to Fuel
tighten.
Injector Installation Procedure.
2. Install the fuel pressure regulator if necessary. Refer
to Fuel Pressure Regulator Installation Procedure. 10. Crank the engine until it start. Cranking the engine
3. Place the fuel injector rail assembly on the manifold
fuel system. Check for leak. If fuel leak is observed,
and insert the injectors into each port by pushing fuel
stop engine immediately. Before correct fuel leak, be
rail.
sure to depressurize system again.
014RX037
014RX035
Fuel Tank 12. Remove fuel tank assembly from the vehicle.
13. Remove four nuts retaining tank under guard to the
tank.
Removal Procedure 14. Remove the tank from the guard.
2. Remove fuel filer cap.
3. Drain the fuel from fuel filler neck.
4. Disconnect the fuel filler hose at fuel tank.
5. Disconnect the air breather hose at the fuel tank.
6. Disconnect the evaporator hose at the fuel tank.
7. Hold entire fuel tank at the bottom with stands.
8. Disconnect fuel supply lines and fuel return line at
near the fuel filter inside of body frame.
041RX002
1. Secure fuel tank into under guard with four retaining
bolts, if necessary.
2. Place the fuel tank assembly onto stands.
3. Lift the fuel tank assembly near the position.
4. Connect two electrical connectors at fuel pump.
5. Lift the fuel pump to its position and secure it with four
041RX005 mounting bolts. Make sure that all hoses and fuel
9. Remove four bolts (two in front and two in rear) lines are out of way between the fuel tank and the fuel
holding fuel tank to the frame. tank bracket. Tighten the fuel tank retaining bolts to
10. Lower tank assembly from the vehicle a little to make 36 Nm (27 lb ft).
access space on top.
11. Disconnect two electrical connectors at fuel pump.
041RX007
6. Connect fuel supply and return lines.

041RX006
7. Connect the fuel filler hose, the air breather hose and 7. Disconnect coolant lines.
EVAP hose onto fuel tank and secure them with
clamps.
014RX025
8. Remove the mounting bolts retaining the throttle body

041RX006 the intake manifold.
8. Pour fuel into fuel tank. 9. Lift up the throttle body from the intake manifolds.
9. Install fuel filler cap securely.
10. Connect the battery negative cable.
014RX040
10. Remove the gaskets from the intake manifolds.

041RX005 11. Remove the IAC. Refer to Idle Air Control Valve
Solenoid Removal Procedure.
Throttle body (TB) 12. Remove TPS. Refer to Throttle Position Sensor
Removal Procedure.
Removal Procedure
2. Drain the cooling system. Refer to Cooling System. NOTE: Do not use solvent of any type when you clean the
gasket surfaces on the intake manifold and the throttle
3. Remove the air intake duct. Refer to Air Intake Duct body assembly. The gasket surface and the throttle body
Removal Procedure. assembly may be damaged as results.
4. Remove the accelerator cable from throttle. Refer to
Accelerator Cable Assembly Removal Procedure. 1. If the throttle body gasket needs to be released,
remove any gasket material that may be stuck to the
5. Disconnect the electrical connectors from the throttle mating surfaces of the manifold.
position sensor and the idle air control valve solenoid.
6. Disconnect all vacuum hoses below air horn.
2. Do not leave any scratches in the aluminum casting. 5. Connect coolant line and secure them with clamps.
6. Connect all vacuum hoses and secure them with
clamps if necessary.
7. Install accelerator control cable bracket onto the
throttle body.
8. Connect accelerator control cable to throttle plate.
014RX041
1. Install IAC valve onto the throttle body. Refer to Idle
Air Control Valve Solenoid Installation Procedure.
014RX025
2. Install TPS onto the throttle body if necessary. Refer
9. Connect electrical connector at IAC valve and TPS.
to TPS Installation Procedure.
10. Install the air intake duct. Refer to Air Intake Duct
3. Place the gasket then the throttle body on the
Installation Procedure.
manifold.
11. Fill the cooling system with required coolant. Refer to
4. Install four mounting bolt. Tighten the throttle body
Engine Cooling System.
mounting bolt to 13.5 Nm (10 lb ft).
014RX041
101RX002
ELECTRONIC IGNITION 8. Remove the ignition coil from the bracket.
SYSTEM Ignition Control

Module (ICM)
Removal Procedure
2. Disconnect the electrical connector from the ignition
control module.
3. Remove the two attaching screws.
4. Remove the ignition control module from the engine
block.
1. Fasten the module to the engine block with two
screws.
2. Reconnect the electrical connector.
014RX043
3. Reconnect the negative battery terminal.
1. Install the ignition coil onto the bracket with three
mounting bolts.
2. Connect electrical connector at the ignition coil.
3. Connect spark plug cable to the ignition coil.
4. Connect heater supply and return hose and secure
them with clamps.
5. Connect coolant return line and secure them with
clamps.
6. Fill the cooling system with required coolant. Refer to
Engine Cooling System.
041RX042
Ignition Coil
Removal Procedure
2. Drain the cooling system. Refer to Engine Cooling
System.
3. Remove the heater supply and return hose.
4. Remove the coolant return hose.
5. Disconnect all four spark plug cables from the coil.
6. Disconnect electrical connector from the ignition coil.
7. Remove three mounting bolt from the ignition coil. 014RX044
Spark Plugs 2. Check the electrode condition and replace the spark
plug if necessary.
Removal Procedure
Type: NGK BPR6ES–11
Spark Gap : 1.05 MM (0.040”)
Spark Plug Torque : 25 Nm (18 lb ft)
2. Remove four bolt holding spark plug cover plate to top
of valve cover, and remove the cover plate.
3. Pull ignition wire using hocks attached to end of spark
plug cable.
014RX046
If the spark plug electrodes and insulators are fouled with

carbon or oil, the engine will not operate efficiently.
There are number of possible causes:
f Fuel mixture is too rich.
f Oil in the combustion chamber.
f The spark plug gap is not set correctly.
If spark plug fouling is excessive, check the fuel and
electrical system for possible causes of trouble. If fuel and
electrical system are normal, install spark plug of a higher
heat range which have the same physical dimensions as
014RX043
the original equipment spark plug.
4. Remove the spark plug. The following symptoms are characteristics of spark
plugs that are running too hot:
f Fuel mixture is too lean.
f Heat range is incorrect.
014RX045
1. Check the insulator for cracks. Replace the spark 014RX047
plug if crack are present. If vehicle usage does not conform to normal driving
conditions, a more suitable spark plug may be
substituted.
If fuel and electrical system are normal, in most cases of
this sort, the problem can be corrected by using a colder
type spark plug with the same physical dimensions as the The original equipment cables and the ignition coil are
original equipment spark plug. marked to show correct location of the cables. If spark
3. Check the gaskets for damage and replace if plug cables or the ignition coil are replaced previously,
necessary. before cables are removed from the ignition coil, mark the
4. Measure the spark plug gap. The specification is 1.05 cables and the coil so they can be reconnected in the
mm (0.040”). same position.
5. Adjust the spark gap by bending the grounded
electrode.
014RX050
014RX048
NOTE: Never puncture the spark plug cable’s insulation
Installation Procedure with a needle or the pointed end of a probe into the cable.
An increase in resistance would be created which would
1. Tighten the spark plug to the 25 Nm (18 lb ft). cause the cable to become defective.
2. Push the spark plug cable in until it snaps in.
1. If the cable has broken or cracked insulation, it must
3. Install spark plug cover onto valve cover and secure it be replaced.
with four retaining bolts.
2. If the terminals are corroded or loose, the cable must
be replaced.
3. Check that the cable resistance does not exceed 10 k
W per foot.
014RX049
Spark Plug Cables

Spark Plug Cables 014RX051
The cable contains a synthetic conductor which is easily

damaged. Never stretch or kink the cable. Disconnect the
cable from spark plug and the ignition coil.
EMISSIONS Catalytic Converter Emission Label located bottom side ofthe hood. Use
6148M or equivalent when you replace the EVAP canister
hoses.
Catalytic Converter
Refer to Engine Exhaust. EVAP Canister
Air Conditioning Relay Removal Procedure
1. Disconnect all hoses.
Removal Procedure 2. Remove two mounting bracket nuts.
1. Remove the fuse and relay box cover at right side of
engine room.
2. Refer to the diagram on the cover to determine which
is the correct relay. 1. Inspect the hoses for cracks, damage and leaks.
3. Insert small screwdriver or use thumb pressure to 2. Inspect the canister for damages.
release the retainer of the relay.
box.
014RX001
014RX052
1. Install EVAP canister onto crossmember with two
mounting bolts.
Installation Procedure 2. Connect all hoses and secure them with clamps.
1. Insert the relay into the correct place in the fuse and
relay box with the catch slot aligned to retainer.
2. Press down until the catch of retainer engages.
3. Install fuse and relay box cover.
Ignition Timing Adjustment

Ignition Timing Adjustment
There is no timing adjustment. The timing signal is
furnished by the CKP and the CMP signal. PCM control
the ignition timing.
EVAP Canister Hoses

EVAP Canister Hoses
To see the routing of the EVAP canister hoses, refer to
Vehicle Emission Control Information in Diagnosis or 014RX054
EVAP Canister Vent Solenoid

Removal Procedure
2. Disconnect electrical connector at the vent valve.
3. Disconnect vent hoses from the solenoid valve.
4. Remove the filter and vent valve solenoid assembly
by pulling it out from bracket.
5. Remove a screw holding the solenoid.
6. Remove vent valve solenoid from filter.
014RX054
EVAP Canister Purge Valve So-

lenoid
Removal Procedure
2. Disconnect electrical connector from EVAP purge
solenoid located just front of the ignition coil.
3. Disconnect the vacuum hoses from the solenoid.
014RX055
4. Remove the ignition coil. Refer toIgnition Coil
Removal Procedure.
1. Install the vent valve solenoid to the filter and secure it
witha screw.
2. Insert the vent valve assembly onto EVAP canister
bracket.
3. Connect all hoses and secure them with clamps.
4. Connect electrical connector at vent valve solenoid.
014RX044
5. Remove the three bolts holding the ignition coil Linear Exhaust Gas Recircula-
bracket.
6. Remove the ignition coil bracket with the purge tion (EGR) Valve
solenoid still attached to it.
7. Insert small screw driver into the catch from the Removal Procedure
bottom hole to release the catch.
8. Slide EVAP purge solenoid out form the ignition
bracket. 2. Disconnect electrical connector at EGR valve.
3. Disconnect the electrical connector at Intake Air
Temperature Sensor.
4. Remove air intake duct. Refer to Air Intake Duct
Removal Procedure.
5. Remove crankshaft breather hose.
6. Remove two bolts holding EGR valve.
7. Remove EGR valve and gasket from the manifold.
014RX042
1. Insert EVAP purge solenoid valve onto the ignition
coil bracket.
2. Install the ignition coil bracket to back of intake
manifold.
057RX001
3. Install the ignition coil. Refer to Ignition Coil
4. Connect vacuum hoses and electrical connector at Inspection Procedure
the purge valve. 1. Inspect the air passage for a restrtiction. If there is
restriction, remove the object. Do not use any type of
solvent, it may damage electrical system of EGR
valve.
014RX044
2. Inspect restriction for valve movement. If there is

restriction remove the object.
014RX056
1. Place the gasket and EGR valve on to the intake
manifold.
2. Install mounting bolts and tighten.
3. Connect electrical connector at EGR valve
4. Connect the crankshaft breather hose and secure it
with clamps.
5. Install the air intake duct. Refer to Air Intake Duct
014RX057
Wiring and Connectors Wire Harness Repair: Twisted

Shielded Cable
Wiring Harness Service
The control module harness electrically connects the Removal Procedure
control module to the various solenoids, switches and
sensors in the vehicle engine compartment and 1. Remove the outer jacket.
passenger compartment. 2. Unwrap the aluminum/mylar tape. Do not remove the
Replace wire harnesses with the proper part number mylar.
replacement.
Because of the low amperage and voltage levels utilized
in powertrain control systems, it is essential that all wiring
in environmentally exposed areas be repaired with crimp
and seal splice sleeves.
The following wire harness repair information is intended
as a general guideline only. Refer to Chassis Electrical for
all wire harness repair procedures.
PCM Connectors And Terminals

Removal Procedure
1. Remove the connector terminal retainer.
2. Push the wire connected to the affected terminal
through the connector face so that the terminal is
exposed.
3. Service the terminal as necessary.
047
Installation Procedure 3. Untwist the conductors.

4. Strip the insulation as necessary.
1. Bend the tab on the connector to allow the terminal to
be pulledinto position within the connector.
2. Pull carefully on the wire to install the connector
terminal retainer.
Connectors And Terminals

Connectors And Terminals
Use care when probing a connector and when replacing
terminals. It is possible to short between opposite
terminals. Damage to components could result. Always
use jumper wires between connectors for circuit
checking. NEVER probe through Weather–Pack seals.
Use an appropriate connector test adapter kit which
contains an assortment of flexible connectors used to
probe terminals during diagnosis. Use an appropriate
fuse remover and test tool for removing a fuse and to
adapt the fuse holder to a meter for diagnosis.
Open circuits are often difficult to locate by sight because 048
oxidation or terminal misalignment are hidden by the
connectors. Merely wiggling a connector on a sensor, or
in the wiring harness, may temporarily correct the open Installation Procedure
circuit. Intermittent problems may also be caused by 1. Splice the wires using splice clips and rosin core
oxidized or loose connections. solder.
Be certain of the type of connector/terminal before
making any connector or terminal repair. Weather–Pack 2. Wrap each splice to insulate.
and Com–Pack III terminals look similar, but are serviced
differently.
3. Wrap the splice with mylar and with the drain Twisted Leads
(uninsulated) wire.
Removal Procedure
1. Locate the damaged wire.
2. Remove the insulation as required.
049
4. Tape over the whole bundle to secure.
051
1. Use splice clips and rosin core solder in order to splice
the two wires together.
050
052
2. Cover the splice with tape in order to insulate it from 4. Tape the wires with electrical tape.
the other wires.
055
053
3. Twist the wires as they were before starting this

procedure. Weather–Pack Connector
Tools Required
J 28742–A Weather–Pack II Terminal Remover
Removal Procedure
A Weather–Pack connector can be identified by a rubber
seal at the rear of the connector. This engine room
connector protects against moisture and dirt, which could
form oxidation and deposits on the terminals. This
protection is important, because of the low voltage and
the low amperage found in the electronic systems.
1. Open the secondary lock hinge on the connector.
054
070
2. Use tool J 28742–A or the equivalent to remove the Installation Procedure

pin and the sleeve terminals. Push on J 28742–A to
release. Make certain the connectors are properly seated and all
of the sealing rings are in place when you reconnect the
NOTE: Do not use an ordinary pick or the terminal may leads. The secondary lock hinge provides a backup
be bent or deformed. Unlike standard blade terminals, locking feature for the connector. The secondary lock
these terminals cannot be straightened after they have hinge is used for added reliability. This flap should retain
been improperly bent. the terminals even if the small terminal lock tangs are not
positioned properly.
Do not replace the Weather–Pack connections with
standard connections. Read the instructions provided
with the Weather–Pack connector and terminal
packages.
1. Replace the terminal.
2. Slip the new seal onto the wire.
3. Strip 5 mm (0.2”) of insulation from the wire.
4. Crimp the terminal over the wire and the seal.
071
3. Cut the wire immediately behind the cable seal.
073
5. Push the terminal and the connector to engage the

locking tangs.
6. Close the secondary locking hinge.
072
Com–Pack III
Com–Pack III
The Com–Pack III terminal looks similar to some
Weather–Pack terminals. This terminal is not sealed and
is used where resistance to the environment is not
required. Use the standard method when repairing a
terminal. Do not use the Weather–Pack terminal tool J
28742–A or equivalent. These will damage the terminals.
060
Metri–Pack terminals are also referred to as
”pull–to–seat” terminals.
1. In order to install a terminal on a wire, the wire must be
inserted through the seal (2) and through the
connector (3).
2. The terminal (1) is then crimped onto the wire.
070 3. Then the terminal is pulled back into the connector to
seat it in place.
Metri–Pack
Tools Required
J 35689 Terminal Remover
Removal Procedure
Some connectors use terminals called Metri–Pack Series
150. These may be used at the engine coolant
temperature (ECT) sensor.
1. Slide the seal (1) back on the wire.
2. Insert the J 35689 tool or equivalent (3) in order to
release the terminal locking tang (2).
3. Push the wire and the terminal out through the
connector. If you reuse the terminal, reshape the
locking tang.
061
GENERAL DESCRIPTION — PCM piston during its power stroke. The CMP allows the PCM
to calculate true sequential fuel injection (SFI) mode of
AND SENSORS operation. If the PCM detects an incorrect CMP signal
while the engine is running, DTC P0341 will set.
58X Reference PCM Input If the CMP signal is lost while the engine is running, the
The powertrain control module (PCM) uses this signal fuel injection system will shift to a calculated sequential
from the crankshaft position (CKP) sensor to calculate fuel injection mode based on the last fuel injection pulse,
engine RPM and crankshaft position at all speeds. The and the engine will continue to run. It will run in the
PCM also uses the pulses on this circuit to initiate injector calculated sequential mode with a 1–in–4 chance of the
pulses. If the PCM receives no pulses on this circuit, DTC injector sequence being correct.
P0337 will set. If the PCM receives a number of pulses For further information, refer to
other than the expected amount, DTC P0336 will set. The DTC P0341
engine will not start and run without using the 58X DTC P0342.
reference signal.
A/C Request Signal

This signal tells the PCM when the A/C mode is selected
at the A/C control switch. The PCM uses this signal to
adjust the idle speed before turning ON the A/C clutch.
The A/C compressor will be inoperative if this signal is not
available to the PCM.
For A/C wiring diagrams and diagnosis for the A/C
electrical system, refer to A/C Clutch Circuit Diagnosis.
Crankshaft Position (CKP) Sensor

The crankshaft position (CKP) sensor provides a signal
used by the powertrain control module (PCM) to calculate
the ignition sequence. The CKP sensor initiates the 58X
reference pulses which the PCM uses to calculate RPM
and crankshaft position. For additional information,
refer to Electronic Ignition System.
014RX007
Engine Coolant Temperature (ECT) Sensor

thermistor (a resistor which changes value based on
temperature) mounted in the engine coolant stream. Low
coolant temperature produces a high resistance of about
100,000 W at –40°C (–40°F). High temperature causes a
low resistance of about 70 W at 130°C (266°F).
The PCM supplies a 5–volt signal to the ECT sensor
through resistors internal to the PCM and then measures
the voltage after the internal resistor. This signal voltage
will be high when the engine is cold and low when the
engine is hot. By measuring the voltage, the PCM
calculates the engine coolant temperature. Engine
coolant temperature affects most of the systems that the
PCM controls.
The Tech 2 displays engine coolant temperature in
0013 degrees. After engine start–up, the temperature should
rise steadily to about 85°C (185°F). It then stabilizes
Camshaft Position (CMP) Sensor And when the thermostat opens. If the engine has not been
Signal run for several hours (overnight), the engine coolant
The camshaft position (CMP) sensor sends a signal to temperature and intake air temperature displays should
the PCM. The PCM uses this signal as a ”sync pulse” to be close to each other. A hard fault in the engine coolant
trigger the injectors in the proper sequence. The PCM sensor circuit will set DTC P0117 or DTC P0118. An
uses the CMP signal to indicate the position of the #1 intermittent fault will set a DTC P1114 or P1115.
1 HO2S 1 heater circuit will cause DTC P0135 to set. The
PCM can also detect HO2S response problems. If the
response time of an HO2S is determined to be too slow,
the PCM will store a DTC that indicates degraded HO2S
performance.
0016
Electrically Erasable Programmable Read

Only Memory (EEPROM)
The electrically erasable programmable read only
memory (EEPROM) is a permanent memory chip that is 0012
physically soldered within the PCM. The EEPROM

contains the program and the calibration information that Catalyst Monitor Heated Oxygen Sensor
the PCM needs to control powertrain operation. (Post Catalyst)
Unlike the PROM used in past applications, the EEPROM Three–way catalytic converters are used to control
is not replaceable. If the PCM is replaced, the new PCM emissions of hydrocarbons (HC), carbon monoxide (CO),
will need to be programmed. Equipment containing the and oxides of nitrogen (NOx). The catalyst within the
correct program and calibration for the vehicle is required converters promotes a chemical reaction. This reaction
to program the PCM. oxidizes the HC and CO present in the exhaust gas and
converts them into harmless water vapor and carbon
Fuel Control Heated Oxygen Sensor (Pre dioxide. The catalyst also reduces NOx by converting it to
Catalyst) nitrogen. The PCM can monitor this process using the
The fuel control heated oxygen sensor (Bank 1 HO2S 1) Bank 1 HO2S 2 heated oxygen sensor. The Bank 1 HO2S
is mounted in the exhaust stream where it can monitor the 1 sensor produces an output signal which indicates the
oxygen content of the exhaust gas. The oxygen present in amount of oxygen present in the exhaust gas entering the
the exhaust gas reacts with the sensor to produce a three–way catalytic converter. The Bank 1 HO2S 2
voltage output. This voltage should constantly fluctuate sensor produces an output signal which indicates the
from approximately 100 mV to 900 mV. The heated oxygen storage capacity of the catalyst. This indicates
oxygen sensor voltage can be monitored with a Tech 2. By the catalyst’s ability to efficiently convert exhaust gases. If
monitoring the voltage output of the oxygen sensor, the the catalyst is operating efficiently, the Bank 1 HO2S 1
PCM calculates the pulse width command for the signal will be more active than the signal produced by the
injectors to produce the proper combustion chamber Bank 1 HO2S 2 sensor.
mixture. The catalyst monitor sensors operate the same as the
f Low HO2S voltage is a lean mixture which will result in fuel control sensors. The Bank 1 HO2S 2 sensor’s main
a rich command to compensate. function is catalyst monitoring, but it also has a limited role
f High HO2S voltage is a rich mixture which will result in in fuel control. If a sensor output indicates a voltage either
a lean command to compensate. above or below the 450 mV bias voltage for an extended
An open Bank 1 HO2S 1 signal circuit will set a DTC period of time, the PCM will make a slight adjustment to
P0134 and the Tech 2 will display a constant voltage fuel trim to ensure that fuel delivery is correct for catalyst
between 400–500 mV. A constant voltage below 300 mV monitoring.
in the sensor circuit (circuit grounded) will set DTC A problem with the Bank 1 HO2S 2 signal circuit will set
P0131. A constant voltage above 800 mV in the circuit will DTC P0137, P0138, P0140, OR P0141, depending on
set DTC P0132. A slow transition between 300mV and the specific condition. A fault in the heated oxygen sensor
800mV will cause a DTC P0133 to set. A fault in the Bank heater element or its ignition feed or ground will result in
lower oxygen sensor response. This may cause incorrect The Tech 2 displays the temperature of the air entering
catalyst monitor diagnostic results. the engine. The temperature should read close to the
ambient air temperature when the engine is cold and rise
as underhood temperature increases. If the engine has
not been run for several hours (overnight), the IAT sensor
temperature and engine coolant temperature should read
close to each other. A failure in the IAT sensor circuit will
set DTC P0112, DTC P1111, DTC P1112, or DTC P0113.
Linear Exhaust Gas Recirculation (EGR)

Control
The PCM monitors the exhaust gas recirculation (EGR)
actual position and adjusts the pintle position accordingly.
The PCM uses information from the following sensors to
control the pintle position:
f Engine coolant temperature (ECT) sensor.
f Throttle position (TP) sensor.
f Manifold Absolute Pressure (MAP) sensor.
TS24067
0017
Manifold Absolute Pressure (MAP) Sensor

D06RX025 The manifold absolute pressure (MAP) sensor responds
Legend to changes in intake manifold pressure (vacuum). The
(1) Bank 1 Sensor 1 (Fuel Control) MAP sensor signal voltage to the PCM varies from below
2 volts at idle (high vacuum) to above 4 volts with the
(2) Catalytic Converter
ignition ON, engine not running or at wide–open throttle
(3) Bank 1 Sensor 2 (Catalyst Monitor) (low vacuum).
The MAP sensor is used to determine the following:
Intake Air Temperature (IAT) Sensor f Manifold pressure changes while the linear EGR flow
test diagnostic is being run. Refer to DTC P0401.
which changes its resistance based on the temperature of f Engine vacuum level for other diagnostics.
air entering the engine. Low temperature produces a high f Barometric pressure (BARO).
resistance of about 100,000 W at –40°C (–104°F). High If the PCM detects a voltage that is lower than the
temperature causes low resistance of about 70 W at possible range of the MAP sensor, DTC P0107 will be set.
130°C (266°F). The PCM supplies a 5–volt signal to the A signal voltage higher than the possible range of the
sensor through a resistor internal to the PCM, and then sensor will set DTC P0108. An intermittent low or high
monitors the signal voltage. The voltage will be high when voltage will set DTC P1107 or P1106, respectively. The
the incoming air is cold. The voltage will be low when the PCM can detect a shifted MAP sensor. The PCM
incoming air is hot. By measuring the voltage, the PCM compares the MAP sensor signal to a calculated MAP
calculates the incoming air temperature. The IAT sensor based on throttle position and various engine load factors.
signal is used to adjust spark timing according to the If the PCM detects a MAP signal that varies excessively
incoming air density. above or below the calculated value, DTC P0106 will set.
cases, even an ordinary shop voltmeter will not give an
accurate reading because its resistance is too low.
Therefore, a digital voltmeter with at least 10 megW input
impedance is required to ensure accurate voltage
readings. Tool J 39200 meets this requirement.
The PCM controls output circuits such as the injectors,
IAC, cooling fan relays, etc., by controlling the ground or
the power feed circuit through transistors or through
either of the following two devices:
f Output Driver Module (ODM)
f Quad Driver Module (QDM)
PCM Components
The PCM is designed to maintain exhaust emission levels
to government mandated standards while providing
excellent driveability and fuel efficiency. The PCM
monitors numerous engine and vehicle functions via
electronic sensors such as the throttle position (TP)
014RX013
sensor, heated oxygen sensor (HO2S), and vehicle
speed sensor (VSS). The PCM also controls certain
Powertrain Control Module (PCM) engine operations through the following:
The powertrain control module (PCM) is located in the f Fuel injector control
passenger compartment below the center console. The f Ignition control module
PCM controls the following: f Evaporative emission (EVAP) purge
f Fuel metering system.
f A/C clutch control
f Ignition timing.
f On–board diagnostics for powertrain functions. PCM Voltage Description
The PCM constantly observes the information from The PCM supplies a buffered voltage to various switches
various sensors. The PCM controls the systems that and sensors. It can do this because resistors in the PCM
affect vehicle performance. The PCM performs the which are so high in value that a test light may not
diagnostic function of the system. It can recognize illuminate when connected to the circuit. An ordinary shop
operational problems, alert the driver through the Check voltmeter may not give an accurate reading because the
Engine lamp, and store diagnostic trouble codes (DTCs). voltmeter input impedance is too low. Use a 10–megohm
DTCs identify the problem areas to aid the technician in input impedance digital voltmeter (such as J 39200) to
making repairs. assure accurate voltage readings.
The input/output devices in the PCM include
analog–to–digital converters, signal buffers, counters,
and special drivers. The PCM controls most components
with electronic switches which complete a ground circuit
when turned ON. These switches are arranged in groups
of 4 and 7, called either a quad driver module (QDM),
which can independently control up to 4 output terminals,
or Output Driver Module (ODM) which can independently
control up to 7 outputs. Not all outputs are always used.
PCM Inputs/Outputs
Inputs – Operating Conditions Read
f Air Conditioning Compressor Clutch ON or OFF
f Engine Coolant Temperature
f Crankshaft Position
f Exhaust Oxygen Content
f Manifold Absolute Pressure
014RX002 f Battery Voltage
f Throttle Position
PCM Function
f Fuel Tank Vapor Pressure
The PCM supplies either 5 or 12 volts to power various
f Fuel Tank Level
sensors or switches. The power is supplied through
resistors in the PCM which are so high in value that a test f Exhaust Gas Recirculation (EGR) Feedback
light will not light when connected to the circuit. In some f Knock
f Vehicle Speed Refer to the latest Isuzu Technical Communication

f Fuel Pump Voltage System information for reprogramming or flashing
f Power Steering Pressure procedures.
f Intake Air Temperature Tooth Error Correction (TEC) Service Bay
f Camshaft Position Guidelines
Outputs – Systems Controlled Deceleration Fuel Cut–Off
f EVAP Canister Purge Solenoid This procedure is very convenient because it can be done
f Exhaust Gas Recirculation (EGR) in the service bay.
f Ignition Control CAUTION: Appropriate safety measures should be
f Fuel Injector Control taken to assure the safest conditions possible for all
f Idle Air Control those people in the nearby vicinity of where the tooth
error learn procedure is being performed.
f Coolant Fan Relays
f Electric Fuel Pump Relay Compressor Clutch Relay Vehicle Preparation Requirements and Safety Issues
f Air Conditioning The vehicle needs sufficient engine oil, automatic
transmission fluid, manual transmission gear box oil,
f Diagnostics power steering fluid, coolant, and brake fluid. Engine
– OBD II Malfunction Indicator Lamp (Check Engine noise and exhaust should be considered by each
lamp) assembly plant when deciding the location to perform the
– Data Link Connector (DLC) tooth error learn. Proper safety precautions should be
– Data Output taken. Anticipate unusual events such as a manual
f Tachometer Signal transmission accidentally being bumped into gear or a
foot slipping off a clutch at high engine speed. The vehicle
PCM Service Precautions may cause other vehicles to be hit. If the transmission is in
Park during the high engine speeds, the transmission
The PCM is designed to withstand normal current draws Park Ratchet experiences excessive vibration and may
associated with vehicle operation. Avoid over loading any momentarily slip. The vehicle is typically then in a Neutral
circuit. When testing for opens and shorts, do not ground type state and may roll, especially if the vehicle is on an
or apply voltage to any of the PCM’s circuits unless incline. Under this condition the transmission should not
instructed to do so. These circuits should only be tested slip into gear.
using digital voltmeter J 39200. The PCM should remain The following summarizes the engine preparation
connected to the PCM or to a recommended breakout requirements for a tooth error learn.
box.
Requirements:
1. At least 4 minutes of engine run time is required to
have occurred at lest once during the life of the
vehicle to insure that all of the oil passages are
flushed of debris from machining, casting, and
assembly.
2. At least 5 seconds of engine run time is required
during the same key cycle as the tooth error learn to
fill the oil passages and provide proper lubrication. 10
seconds is the preferred guideline.
3. At least 65 degrees Celsius Coolant temperature.
Engine oil temperature of 38 degrees Celsius is
required for lubrication, which correlates (in most
engines) to 65 degrees Celsius Coolant temperature.
This is a recommendation to insure a sufficiently
lubricated engine 65 degrees Celsius Coolant
temperature correlates to an engine oil temperature
of 38 degrees Celsius.
4. Vehicle must be in Park or Neutral. For a manual
014RX002 transmission vehicle, the clutch does not need to be
depressed. The tooth error learn may be performed
Reprogramming the PCM with either:
The Rodeo allows reprogramming of the PCM without 1. Gear box in Neutral, it does not matter if the clutch is
removing it from the vehicle. This provides a flexible and depressed or not.
cost–effective method of making changes in software 2. Gear Box in a gear and clutch depressed.
calibrations.
NOTE: The first option is the recommended option due to
safety concerns. The second option has the risk of the
operators foot slipping off of the clutch with the vehicle PCM monitors the voltage on the signal line and
being revved up and in gear. calculates throttle position. As the throttle valve angle is
5. A/C should always be turned OFF before performing changed (accelerator pedal moved), the TP sensor signal
the TEC learn procedure. also changes. At a closed throttle position, the output of
the TP sensor is about 0.25 volts. As the throttle valve
6. A Class II command from the Tech 2 is required to
invoke the TEC learn procedure. opens, the output increases so that at wide open throttle
(WOT), the output voltage should be about 4.75 volts.
7. No Camshaft and/or Crankshaft Sensor DTC Codes The PCM calculates fuel delivery based on throttle valve
present.
angle (driver demand). A broken or loose TP sensor may
Tooth Error Learn Procedures cause intermittent bursts of fuel from an injector and
The following steps are required to learn the tooth error unstable idle because the PCM thinks the throttle is
once the above mentioned vehicle preparation moving. A hard failure in the TP sensor 5–volt reference
requirements are met: or signal circuits will set either a DTC P0122 or DTC
1. Make sure that the tooth error learn procedure has P0123. A hard failure with the TP sensor ground circuit
been invoked with the Tech 2, other wise when the may set DTC P0123 and DTC P0122. Once a DTC is set,
throttle is depressed, the RPM would go to the high the PCM will use an artificial default value based on
RPM fuel cutoff and not be cutoff at the lower tooth engine RPM and mass air flow for the throttle position,
error learning fuel cutoff limit. and some vehicle performance will return. A high idle may
2. Depress the brake pedal for safety reasons. result when either DTC P0122 or DTC P0123 is set. The
PCM can detect intermittent TP sensor faults. DTC
3. Depress the throttle pedal to Wide Open Throttle P1121 or DTC P1122 will set if an intermittent high or low
(WOT) and keep the throttle at 100% for the duration
circuit failure is being detected.
of the Tooth Error Correction (TEC) learning process
until the TEC is learned or the number of attempts to
learn has been exceeded. The RPM will be limited to
the upper TEC RPM limit until one of the two above
mentioned conditions are met and the throttle is
released to less than 5% Throttle Position Sensor
(TPS). After this, the RPM limit will be the normal
redline RPM limit.
4. The tooth error learning diagnostic will learn the tooth
error as the engine decelerates in fuel cutoff.
5. During the tooth error learning procedure. TEC
specific information is available which will indicate
that the tooth error was properly learned and
completed.
Considerations For Locating The Tooth Error
Learning Procedure
The area that the tooth error learn is done should be well
ventilated or have vehicle exhaust elimination system
which attaches to the tail pipe and draws the vehicle
exhaust out of the building. 101RX003
CAUTION: Appropriate safety measures should be Transmission Range Switch

taken to assure the safest conditions possible for all
those people in the nearby vicinity of where the tooth IMPORTANT: The vehicle should not be driven with the
error learn procedure is being performed. If possible, transmission range switch disconnected; idle quality will
anchored or secured safety barriers should be in be affected.
place in at least the front of the vehicle and in the The four inputs from the transmission range switch
back of the vehicle if possible to reduce the indicate to the PCM which position is selected by the
possibility of accidents. The figure below shows the transmission selector lever. This information is used for
proper placement of a frontal safety barrier. ignition timing, EVAP canister purge, EGR and IAC valve
The area that the tooth error learn is done should be operation.
well ventilated or have vehicle exhaust elimination For more information on the transmission range switch,
system which attaches to the tail pipe and draws the refer to 4L30–E Automatic Transmission.
vehicle exhaust out of the building.
The PCM determines the speed of the vehicle by
The throttle position (TP) sensor is a potentiometer converting a pulsing voltage signal from the vehicle speed
connected to the throttle shaft on the throttle body. The
sensor (VSS) into miles per hour. The PCM uses this There are several ways for a person to become statically
signal to operate the speedometer. charged. The most common methods of charging are by
friction and induction.
f An example of charging by friction is a person sliding
across a vehicle seat.
f Charge by induction occurs when a person with
well–insulated shoes stands near a highly charged
object and momentarily touches ground. Charges of
the same polarity are drained off leaving the person
highly charged with the opposite polarity. Static
charges can cause damage, therefore it is important
to use care when handling and testing electronic
components.
0008
Use of Circuit Testing Tools

Do not use a test light to diagnose the powertrain
electrical systems unless specifically instructed by the
diagnostic procedures. Use Connector Test Adapter Kit J
35616 whenever diagnostic procedures call for probing
connectors.
Aftermarket Electrical And Vacuum

Equipment
Aftermarket (add–on) electrical and vacuum equipment is TS23793
defined as any equipment which connects to the vehicle’s NOTE: To prevent possible electrostatic discharge
electrical or vacuum systems that is installed on a vehicle damage, follow these guidelines:
after it leaves the factory. No allowances have been made f Do not touch the PCM connector pins or soldered
in the vehicle design for this type of equipment. components on the PCM circuit board.
NOTE: No add–on vacuum equipment should be added f Do not touch any electronic sensor module
to this vehicle. component leads.
NOTE: Add–on electrical equipment must only be f Do not open the replacement part package until the
connected to the vehicle’s electrical system at the battery part is ready to be installed.
(power and ground). f Before removing the part from the package, ground
Add–on electrical equipment, even when installed to the package to a known good ground on the vehicle.
these guidelines, may still cause the powertrain system to f If the part has been handled while sliding across the
malfunction. This may also include equipment not seat, while sitting down from a standing position, or
connected to the vehicle electrical system such as while walking a distance, touch a known good ground
portable telephones and radios. Therefore, the first step before installing the part.
in diagnosing any powertrain problem is to eliminate all
aftermarket electrical equipment from the vehicle. After Upshift Lamp
this is done, if the problem still exists, it may be diagnosed Refer to Up shift lamp diagnosis.
in the normal manner.
Electrostatic Discharge Damage GENERAL DESCRIPTION — AIR

Electronic components used in the PCM are often INDUCTION
designed to carry very low voltage. Electronic
components are susceptible to damage caused by Air Induction System
electrostatic discharge. Less than 100 volts of static The air induction system filters contaminants from the
electricity can cause damage to some electronic outside air, and directs the progress of the air as it is
components. By comparison, it takes as much as 4000 drawn into the engine. A remote–mounted air cleaner
volts for a person to feel even the zap of a static prevents dirt and debris in the air from entering the
discharge.
engine. The air duct assembly routes filtered air to the Clear Flood Mode
throttle body. Air enters the engine by the following steps: Clear a flooded engine by pushing the accelerator pedal
1. Through the throttle body. down all the way. The PCM then de–energizes the fuel
2. Into the intake manifold. injectors. The PCM holds the fuel injectors de–energized
3. Through the cylinder head intake ports. as long as the throttle remains above 80% and the engine
speed is below 800 RPM. If the throttle position becomes
4. Into the cylinders.
less than 80%, the PCM again begins to pulse the
injectors ON and OFF, allowing fuel into the cylinders.
Deceleration Fuel Cutoff (DFCO) Mode

The PCM reduces the amount of fuel injected when it
detects a decrease in the throttle position and the air flow.
When deceleration is very fast, the PCM may cut off fuel
completely for short periods.
Engine Speed/Vehicle Speed/ Fuel Disable

Mode
The PCM monitors engine speed. It turns off the fuel
injectors when the engine speed increases above 6000
RPM. The fuel injectors are turned back on when engine
speed decreases below 5750 RPM.
Fuel Cutoff Mode

No fuel is delivered by the fuel injectors when the ignition
is OFF. This prevents engine run–on. In addition, the
028RX002 PCM suspends fuel delivery if no reference pulses are
detected (engine not running) to prevent engine flooding.
GENERAL DESCRIPTION — FUEL Fuel Injector
METERING The sequential multiport fuel injection (SFI) fuel injector is
a solenoid–operated device controlled by the PCM. The
Acceleration Mode PCM energizes the solenoid, which opens a valve to allow
The PCM provides extra fuel when it detects a rapid fuel delivery.
increase in the throttle position and the air flow. The fuel is injected under pressure in a conical spray
pattern at the opening of the intake valve. Excess fuel not
Accelerator Controls used by the injectors passes through the fuel pressure
The accelerator control system is a cable–type system regulator before being returned to the fuel tank.
with specific linkage adjustments. A fuel injector which is stuck partly open will cause a loss
Refer to Cable Adjustment. of fuel pressure after engine shut down, causing long
crank times.
Battery Voltage Correction Mode
When battery voltage is low, the PCM will compensate for
the weak spark by increasing the following:
f The amount of fuel delivered.
f The idle RPM.
CMP Signal
The PCM uses the camshaft position (CMP) sensor
signal to determine the position of the number 1 piston
during its power stroke, allowing the PCM to calculate
true sequential multiport fuel injection (SFI). Loss of this
signal will set a DTC P0341 or DTC P0342. If the CMP
signal is lost while the engine is running, the fuel injection
system will shift to a calculated sequential fuel injection
based on the last fuel injection pulse, and the engine will
continue to run. The engine can be restarted and will run
in the calculated sequential mode with the fault is present,
with a 1–in–4 chance of being correct.
0003
Fuel Metering System Components

The fuel metering system is made up of the following
parts:
f The fuel injectors.
f The throttle body.
f The fuel rail.
f The fuel pressure regulator.
f The PCM.
f The crankshaft position (CKP) sensor.
f The camshaft position (CMP) sensor.
f The idle air control (IAC) valve.
f The fuel pump.
f The fuel pump relay.
f The fuel tank vapor pressure sensor.
Basic System Operation
The fuel metering system starts with the fuel in the fuel
tank. An electric fuel pump, located in the fuel tank, 014RX038
pumps fuel to the fuel rail through an in–line fuel filter. The Fuel Pump Electrical Circuit
pump is designed to provide fuel at a pressure above the
pressure needed by the injectors. A fuel pressure When the key is first turned ON, the PCM energizes the
regulator in the fuel rail keeps fuel available to the fuel fuel pump relay for two seconds to build-up the fuel
injectors at a constant pressure. A return line delivers pressure quickly. If the engine is not started within two
unused fuel back to the fuel tank. Refer to Section 6C for seconds, the PCM shuts the fuel pump off and waits until
further information on the fuel tank, line filter, and fuel the engine is cranked. When the engine is cranked and
pipes. the 58X crankshaft position signal has been detected by
the PCM, the PCM supplies 12 volts to the fuel pump relay
Fuel Metering System Purpose to energize the electric in–tank fuel pump.
An inoperative fuel pump will cause a ”no–start” condition.
The basic function of the air/fuel metering system is to
A fuel pump which does not provide enough pressure will
control the air/fuel delivery to the engine. Fuel is delivered
result in poor performance.
to the engine by individual fuel injectors mounted in the
intake manifold near each intake valve. Fuel Rail
The main control sensor is the heated oxygen sensor
(HO2S) located in the exhaust system. The HO2S tells The fuel rail is mounted to the top of the engine and
the PCM how much oxygen is in the exhaust gas. The distributes fuel to the individual injectors. Fuel is delivered
PCM changes the air/fuel ratio to the engine by controlling to the fuel inlet tube of the fuel rail by the fuel lines. The
the amount of time that the fuel injector is ON. The best fuel goes through the fuel rail to the fuel pressure
mixture to minimize exhaust emissions is 14.7 parts of air regulator. The fuel pressure regulator maintains a
to 1 part of gasoline by weight, which allows the catalytic constant fuel pressure at the injectors. Remaining fuel is
converter to operate most efficiently. Because of the then returned to the fuel tank.
constant measuring and adjusting of the air/fuel ratio, the
fuel injection system is called a ”Closed Loop” system.
The PCM monitors signals from several sensors in order
to determine the fuel needs of the engine. Fuel is
delivered under one of several conditions called ”modes.”
All modes are controlled by the PCM.

The fuel pressure regulator is a diaphragm–operated
relief valve mounted on the fuel rail with fuel pump
pressure on one side and manifold pressure on the other
side. The fuel pressure regulator maintains the fuel
pressure available to the injector at three times
barometric pressure adjusted for engine load. It may be
serviced separately.
If the pressure is too low, poor performance and a DTC
P0171, or DTC P1171 will be the result. If the pressure is
too high, a DTC P0172 will be the result. For information
on diagnosing fuel pressure conditions, refer to Fuel
014RX036
System Diagnosis.
Idle Air Control (IAC) Valve When the engine is first started, the system is in ”Open
The purpose of the idle air control (IAC) valve is to control Loop” operation. In ”Open Loop,” the PCM ignores the
engine idle speed, while preventing stalls due to changes signal from the heated oxygen sensor (HO2S). It
in engine load. The IAC valve, mounted in the throttle calculates the air/fuel ratio based on inputs from the TP,
body, controls bypass air around the throttle plate. By ECT, and MAP sensors.
moving the conical valve (pintle) in (to decrease air flow) The system remains in ”Open Loop” until the following
or out (to increase air flow), a controlled amount of air can conditions are met:
move around the throttle plate. If the RPM is too low, the f The HO2S has a varying voltage output showing that
PCM will retract the IAC pintle, resulting in more air it is hot enough to operate properly (this depends on
moving past the throttle plate to increase the RPM. If the temperature).
RPM is too high, the PCM will extend the IAC pintle, f The ECT has reached a specified temperature.
allowing less air to move past the throttle plate, f A specific amount of time has elapsed since starting
decreasing the RPM. the engine.
The IAC pintle valve moves in small steps called counts. f Engine speed has been greater than a specified RPM
During idle, the proper position of the IAC pintle is since start–up.
calculated by the PCM based on battery voltage, coolant The specific values for the above conditions vary with
temperature, engine load, and engine RPM. If the RPM different engines and are stored in the programmable
drops below a specified value, and the throttle plate is read only memory (PROM). When these conditions are
closed, the PCM senses a near–stall condition. The PCM met, the system enters ”Closed Loop” operation. In
will then calculate a new IAC pintle valve position to ”Closed Loop”, the PCM calculates the air/fuel ratio
prevent stalls. (injector on–time) based on the signal from the HO2S.
If the IAC valve is disconnected and reconnected with the This allows the air/fuel ratio to stay very close to 14.7:1.
engine running, the idle RPM will be wrong. In this case,
the IAC must be reset. The IAC resets when the key is Starting Mode
cycled ON then OFF. When servicing the IAC, it should When the ignition is first turned ON, the PCM energizes
only be disconnected or connected with the ignition OFF. the fuel pump relay for two seconds to allow the fuel pump
The position of the IAC pintle valve affects engine to build up pressure. The PCM then checks the engine
start–up and the idle characteristics of the vehicle. If the coolant temperature (ECT) sensor and the throttle
IAC pintle is fully open, too much air will be allowed into position (TP) sensor to determine the proper air/fuel ratio
the manifold. This results in high idle speed, along with for starting.
possible hard starting and a lean air/fuel ratio. DTC The PCM controls the amount of fuel delivered in the
P0507 may set. If the IAC pintle is stuck closed, too little starting mode by adjusting how long the fuel injectors are
air will be allowed in the manifold. This results in a low idle energized by pulsing the injectors for very short times.
speed, along with possible hard starting and a rich air/fuel
ratio. DTC P0506 may set. If the IAC pintle is stuck Throttle Body Unit
part–way open, the idle may be high or low and will not
The throttle body has a throttle plate to control the amount
respond to changes in the engine load.
of air delivered to the engine. The TP sensor and IAC
valve are also mounted on the throttle body.
Vacuum ports located behind the throttle plate provide the
vacuum signals needed by various components. Engine
coolant is directed through a coolant cavity in the throttle
body to warm the throttle valve and to prevent icing.
0006
Run Mode
The run mode has the following two conditions:
f Open Loop
f Closed Loop 014RX040
GENERAL DESCRIPTION — f More coil cooldown time between firing events.

f Elimination of mechanical timing adjustments.
ELECTRONIC IGNITION SYSTEM
f Increased available ignition coil saturation time.
Camshaft Position (CMP) Sensor
The camshaft position (CMP) sensor sends a signal to
the PCM. The PCM uses this signal as a ”sync pulse” to
trigger the injectors in the proper sequence. The PCM
uses the CMP signal to indicate the position of the #1
piston during its power stroke. The CMP allows the PCM
to calculate true sequential fuel injection (SFI) mode of
operation. If the PCM detects an incorrect CMP signal
while the engine is running, DTC P0341 will set.
If the CMP signal is lost while the engine is running, the
fuel injection system will shift to a calculated sequential
fuel injection mode based on the last fuel injection pulse,
and the engine will continue to run. It will run in the
calculated sequential mode with a 1–in–4 chance of the
injector being correct.
For additional information, refer to DTC P0342.
0013
Ignition Coils
The 2.2L engine uses 2 ignition coils, 1 per 2 cylinders. A
two–wire connector provides a 12–volt primary supply
through the 15–amp ignition coil fuse, and the ground wire
is connected to a ground–switching ignition module.
Radio frequency interference produced by the coil is
controlled by a condenser which is mounted near the
ignition coil.
014RX007

the ignition sequence. The sensor initiates the 58X
and crankshaft position. For additional information, refer
to Electronic Ignition System.
Electronic Ignition
The electronic ignition system controls fuel combustion
by providing a spark to ignite the compressed air/fuel
014RX044
mixture at the correct time. To provide optimum engine
performance, fuel economy, and control of exhaust Ignition Control
emissions, the PCM controls the spark advance of the
The ignition control (IC) spark timing is the PCM’s method
ignition system. Electronic ignition has the following
of controlling the spark advance and the ignition dwell.
advantages over a mechanical distributor system:
The IC spark advance and the ignition dwell are
f No moving parts. calculated by the PCM using the following inputs:
f Less maintenance. f Engine speed.
f Remote mounting capability. f Crankshaft position (58X reference).
f No mechanical load on the engine. f Camshaft position (CMP) sensor.
f Vehicle speed (vehicle speed sensor).
f PCM and ignition system supply voltage.
Ignition Control Module (ICM)

The powertrain control module (PCM) controls engine
ignition through a solid–state switching unit called the
ignition control module (ICM). The software in the PCM
uses input from several sensors to determine the timing,
duration, and strength of the spark.
014RX007
Based on these sensor signals, as well as engine load

and engine coolant temperature information, the PCM
controls the switching function of the ICM by sending it a
5V signal. As long as the ICM receives the signal, it allows
battery voltage to the ignition coil. That voltage allows a
magnetic field to build in the coil.
When the PCM requires a spark plug to fire, it shuts off the
5V signal to the ICM grounding it internally. This triggers
the ICM to switch off the battery voltage to the ignition coil,
which causes the field to collapse. The lines of magnetic
force pass through the secondary portion of the coil as
014RX042
they collapse. As they intersect the coil, they induce high
f The crankshaft position (CKP) sensor sends the PCM voltage in the secondary ignition circuit which travels
a 58X signal related to the exact position of the toward ground through the spark plug.
crankshaft.
Ignition Control PCM Output
The PCM provides a zero volt (actually about 100 mV to
200 mV) or a 5–volt output signal to the ignition control
(IC) module. When the ignition control (IC) module
receives the 5–volt signal from the PCM, it provides a
ground path for the B+ supply to the primary side of the
coil and creates a magnetic field in the coil. When the
PCM shuts off the 5–volt signal to the ignition control
module, the ground path for the primary coil is broken.
The magnetic field collapses and induces a high voltage
secondary impulse which fires the spark plug and ignites
the air/fuel mixture.
Powertrain Control Module (PCM)

The PCM is responsible for maintaining proper spark and
fuel injection timing for all driving conditions. To provide
optimum driveability and emissions, the PCM monitors
the input signals from the following components in order
to calculate spark timing:
0013
f The camshaft position (CMP) sensor sends a signal
f Intake air temperature (IAT) sensor.
related to the position of the camshaft.
f Vehicle speed sensor (VSS).
f Crankshaft position (CKP) sensor.
Spark Plug
Although worn or dirty spark plugs may give satisfactory
operation at idling speed, they frequently fail at higher
engine speeds. Faulty spark plugs may cause poor fuel
economy, power loss, loss of speed, hard starting and
generally poor engine performance. Follow the
scheduled maintenance service recommendations to
ensure satisfactory spark plug performance. Refer to
Maintenance and Lubrication.
Normal spark plug operation will result in brown to
grayish–tan deposits appearing on the insulator portion of
the spark plug. A small amount of red–brown, yellow, and
white powdery material may also be present on the
insulator tip around the center electrode. These deposits
are normal combustion by–products of fuels and
lubricating oils with additives. Some electrode wear will
also occur.
Engines which are not running properly are often referred
to as ”misfiring.” This means the ignition spark is not TS23995
igniting the air/fuel mixture at the proper time. While other Excessive gap means that the air space between the
ignition and fuel system causes must also be considered, center and the side electrodes at the bottom of the spark
possible causes include ignition system conditions which plug is too wide for consistent firing. This may be due to
allow the spark voltage to reach ground in some other improper gap adjustment or to excessive wear of the
manner than by jumping across the air gap at the tip of the electrode during use. A check of the gap size and
spark plug, leaving the air/fuel mixture unburned. Refer to comparison to the gap specified for the vehicle in
DTC P0300. Maintenance and Lubrication will tell if the gap is too wide.
Misfiring may also occur when the tip of the spark plug A spark plug gap that is too small may cause an unstable
becomes overheated and ignites the mixture before the idle condition. Excessive gap wear can be an indication of
spark jumps. This is referred to as ”pre–ignition.” continuous operation at high speeds or with engine loads,
Spark plugs may also misfire due to fouling, excessive causing the spark to run too hot. Another possible cause
gap, or a cracked or broken insulator. If misfiring occurs is an excessively lean fuel mixture.
before the recommended replacement interval, locate
and correct the cause.
Carbon fouling of the spark plug is indicated by dry, black
carbon (soot) deposits on the portion of the spark plug in
the cylinder. Excessive idling and slow speeds under light
engine loads can keep the spark plug temperatures so
low that these deposits are not burned off. Very rich fuel
mixtures or poor ignition system output may also be the
cause.Refer to DTC P0172.
Oil fouling of the spark plug is indicated by wet oily
deposits on the portion of the spark plug in the cylinder,
usually with little electrode wear. This may be caused by
oil during break–in of new or newly overhauled engines.
Deposit fouling of the spark plug occurs when the normal
red–brown, yellow or white deposits of combustion
by–products become sufficient to cause misfiring. In
some cases, these deposits may melt and form a shiny
glaze on the insulator around the center electrode. If the
fouling is found in only one or two cylinders, valve stem
clearances or intake valve seals may be allowing excess TS23992
lubricating oil to enter the cylinder, particularly if the Low or high spark plug installation torque or improper
deposits are heavier on the side of the spark plug facing seating can result in the spark plug running too hot and
the intake valve. can cause excessive center electrode wear. The plug and
the cylinder head seats must be in good contact for proper
heat transfer and spark plug cooling. Dirty or damaged
threads in the head or on the spark plug can keep it from
seating even though the proper torque is applied. Once
spark plugs are properly seated, tighten them to the
torque shown in the Specifications Table. Low torque may
result in poor contact of the seats due to a loose spark
plug. Overtightening may cause the spark plug shell to be
stretched and will result in poor contact between the f ”Heat shock” breakage in the lower insulator tip
seats. In extreme cases, exhaust blow–by and damage generally occurs during several engine operating
beyond simple gap wear may occur. conditions (high speeds or heavy loading) and may be
Cracked or broken insulators may be the result of caused by over–advanced timing or low grade fuels.
improper installation, damage during spark plug Heat shock refers to a rapid increase in the tip
re–gapping, or heat shock to the insulator material. Upper temperature that causes the insulator material to
insulators can be broken when a poorly fitting tool is used crack.
during installation or removal, when the spark plug is hit Spark plugs with less than the recommended amount of
from the outside, or is dropped on a hard surface. Cracks service can sometimes be cleaned and re–gapped, then
in the upper insulator may be inside the shell and not returned to service. However, if there is any doubt about
visible. Also, the breakage may not cause problems until the serviceability of a spark plug, replace it. Spark plugs
oil or moisture penetrates the crack later. with cracked or broken insulators should always be
replaced.
A/C CLUTCH DIAGNOSIS
A/C Clutch Circuit Operation
A 12–volt signal is supplied to the A/C request input of the
PCM when the A/C is selected through the A/C control
switch.
The A/C compressor clutch relay is controlled through the
PCM. This allows the PCM to modify the idle air control
position prior to the A/C clutch engagement for better idle
quality. If the engine operating conditions are within their
specified calibrated acceptable ranges, the PCM will
enable the A/C compressor relay. This is done by
providing a ground path for the A/C relay coil within the
PCM. When the A/C compressor relay is enabled, battery
voltage is supplied to the compressor clutch coil. The
PCM will enable the A/C compressor clutch whenever the
engine is running and the A/C has been requested. The
PCM will not enable the A/C compressor clutch if any of
TS23994
the following conditions are met:
A broken or cracked lower insulator tip (around the center
electrode) may result from damage during re–gapping or f The engine speed is greater than 6315 RPM.
from ”heat shock” (spark plug suddenly operating too f The ECT is greater than 119°C (246°F).
hot). f The throttle is more than 80% open.
A/C Clutch Circuit Purpose

The A/C compressor operation is controlled by the
powertrain control module (PCM) for the following
reasons:
f It improves idle quality during compressor clutch
engagement.
f It improves wide open throttle (WOT) performance.
f It provides A/C compressor protection from operation
with incorrect refrigerant pressures.
The A/C electrical system consists of the following
components:
1. The A/C control switch.
2. The A/C refrigerant pressure switches.
3. The A/C compressor clutch.
4. The A/C compressor clutch relay.
5. The PCM.
TS23993
f Damage during re–gapping can happen if the A/C Request Signal

gapping tool is pushed against the center electrode or This signal tells the PCM when the A/C mode is selected
the insulator around it, causing the insulator to crack. at the A/C control switch. The PCM uses this input to
When re–gapping a spark plug, make the adjustment adjust the idle speed before turning on the A/C clutch. The
by bending only the ground side terminal, keeping the A/C compressor will be inoperative if this signal is not
tool clear of other parts. available to the PCM.
For A/C wiring diagrams and diagnosis for the A/C The enhanced EVAP system is required to detect
electrical system, refer to A/C Clutch Circuit Diagnosis. evaporative fuel system leaks as small as 0.040 in. (1.0
mm) between the fuel filler cap and purge solenoid. The
system can test the evaporative system integrity by
GENERAL DESCRIPTION — applying a vacuum signal (ported or manifold) to the fuel
EVAPORATIVE EMISSION (EVAP) tank to create a small vacuum. The PCM then monitors
SYSTEM the ability of the system to maintain the vacuum. If the
vacuum remains for a specified period of time, there are
EVAP Emission Control System Purpose no evaporative leaks and a PASS report is sent to the
The basic evaporative emission (EVAP) control system diagnostic executive. If there is a leak, the system either
used on all vehicles is the charcoal canister storage will not achieve a vacuum, or a vacuum cannot be
method. Gasoline vapors from the fuel tank flow into the maintained. Usually, a failure can only be detected after a
canister through the inlet labeled ”TANK.” These vapors cold start with a trip of sufficient length and driving
are absorbed into the activated carbon (charcoal) storage conditions to run the needed tests. The enhanced EVAP
device (canister) in order to hold the vapors when the system diagnostic will conduct up to eight specific
vehicle is not operating. The canister is purged by PCM sub–tests to detect fault conditions. If the diagnostic fails
control when the engine coolant temperature is over 60°C a sub–test, the PCM will store a Diagnostic Trouble Code
(140°F), the IAT reading is over 10°C (50°F), and the (DTC) to indicate the type of fault detected.
engine has been running. Air is drawn canister through Electrical Components
the air inlet grid. The air mixes with the vapor and the The electrical components that make up the enhanced
mixture is drawn into the intake manifold. EVAP system are:
Fuel Tank Pressure Sensor – The fuel tank pressure
EVAP Emission Control System Operation sensor is a three–wire strain gauge sensor similar to a
The EVAP canister purge is controlled by a solenoid valve common MAP sensor. However, the fuel tank pressure
that allows the manifold vacuum to purge the canister. sensor has very different electrical characteristics due to
The Powertrain control module (PCM) supplies a ground its pressure differential design. The sensor measures the
to energize the solenoid valve (purge on). The EVAP difference between the air pressure (or vacuum) in the
purge solenoid control is pulse–width modulated (PWM) fuel tank and the outside air pressure.
(turned on and off several times a second). The duty cycle The sensor mounts at the top of the fuel pump assembly.
(pulse width) is determined by engine operating A three–wire electrical harness connects it to the PCM.
conditions including load, throttle position, coolant The PCM supplies a five–volt reference voltage and a
temperature and ambient temperature. The duty cycle is ground to the sensor. The sensor will return a voltage
calculated by the PCM. The output is commanded when between 0.1 and 4.9 volts. When the air pressure in the
the appropriate conditions have been met. These fuel tank is equal to the outside air pressure, such as
conditions are: when the fuel cap is removed, the output voltage of the
f The engine is fully warmed up. sensor will be 1.3 to 1.7 volts.
f The engine has been running for a specified time. When the air pressure in the fuel tank is 4.5 in. H2O (1.25
kPa), the sensor output voltage will be 0.5 +/– 0.2 V.
f The IAT reading is above 10°C (50°F). When there is neither vacuum nor pressure in the fuel
f A continuous purge condition with no purge tank, the sensor voltage will be 1.5 V. At –14 in. H2O
commanded by the PCM willset a DTC P1441. (–3.75 kPa), the sensor voltage will be 4.5 +/– 0.2 V.
Poor idle, stalling and Poor driveability can be caused by: EVAP Canister Purge Solenoid – Normally closed, the
f A malfunctioning purge solenoid. purge solenoid opens upon the PCM’s signal to allow
f A damaged canister. engine vacuum to purge gasoline fumes from the
f Hoses that are split, cracked, or not connected canister. Mounted on top of the upper intake manifold
properly. assembly.
EVAP Canister Vent Solenoid – Located next to the
Enhanced Evaporative Emission Control canister, the vent solenoid opens to allow air into the
System EVAP system. Fresh air is necessary to completely
remove gasoline fumes from the canister during purge.
The basic purpose of the Enhanced Evaporative The EVAP vent solenoid closes to seal off the evaporative
Emissions control system is the same as other EVAP emissions system for leak testing.
systems. A charcoal–filled canister captures and stores
gasoline fumes. When the PCM determines that the time
is right, it opens a purge valve which allows engine
vacuum to draw the fumes into the intake manifold. The
difference between this and other systems is that the
PCM monitors the vacuum and/or pressure in the system
to determine if there is any leakage. If the PCM
determines that the EVAP system is leaking or not
functioning properly, it sets a Diagnostic Trouble Code
(DTC) in the PCM memory.
Fuel Level Sensor – The fuel level sensor is an important f Leaking fuel sender assembly 0–ring
input to the PCM for the enhanced EVAP system f Leaking fuel tank or fuel filler neck
diagnostic. The PCM needs fuel level information to know A restricted or blocked EVAP vent path is detected by
the volume of fuel in the tank. The fuel level affects the drawing vacuum into the EVAP system, turning OFF the
rate of change of air pressure in the EVAP system. EVAP vent solenoid and the EVAP purge solenoid (EVAP
Several of the enhanced EVAP system diagnostic vent solenoid OPEN, EVAP purge Pulse Width Modulate
sub–tests are dependent upon correct fuel level (PWM) ”0%”) and monitoring the fuel tank vacuum sensor
information. The diagnostic will not run when the tank is input. With the EVAP vent solenoid open, any vacuum in
less than 15% or more than 85% full. Be sure to diagnose the system should decrease quickly unless the vent path
any Fuel Level Sensor DTCs first, as they can cause is blocked. A blockage like this will set DTC P0446 and
other DTCs to set. can be caused by the following conditions:
Manifold Absolute Pressure (MAP) Sensor – The f Faulty EVAP vent solenoid (stuck closed)
PCM compares the signals from the fuel tank pressure
sensor and the MAP sensor to ensure that a relative f Plugged, kinked or pinched vent hose
vacuum is maintained in the EVAP system. f Shorted EVAP vent solenoid driver circuit
Non–Electrical Components f Plugged EVAP canister
Purge/Vacuum Hoses – Made of rubber compounds, The PCM supplies a ground to energize the purge
these hoses route the gasoline fumes from their sources solenoid (purge ON). The EVAP purge control is PWM, or
to the canister and from the canister to the intake air flow. turned ON and OFF, several times a second. The duty
EVAP Canister – Mounted on a bracket ahead of the fuel cycle (pulse width) is determined by engine operating
tank, the canister stores fuel vapors until the PCM conditions including load, throttle position, coolant
determines that engine conditions are right for them to be temperature and ambient temperature. The duty cycle is
removed and burned. calculated by the PCM and the output is commanded
Fuel Tank – The tank has a built–in air space designed for when the appropriate conditions have been met.
the collection of gasoline fumes. The system checks for conditions that cause the EVAP
Vacuum Source – The vacuum source is split between system to purge continuously by commanding the EVAP
two ports, one on either side of the throttle body. vent solenoid ON and the EVAP purge solenoid OFF
Fuel Cap – The fuel cap is designed to be an integral part (EVAP vent solenoid CLOSED, EVAP purge PWM ”0%”).
of the EVAP system. If fuel tank vacuum level increases during the test, a
continuous purge flow condition is indicated, which will
System Fault Detection set a DTC P1441. This can be caused by the following
conditions:
The EVAP leak detection strategy is based on applying
vacuum to the EVAP system and monitoring vacuum f EVAP purge solenoid leaking
decay. The PCM monitors vacuum level via the fuel tank f EVAP purge and engine vacuum lines switched at the
pressure sensor. At an appropriate time, the EVAP purge EVAP purge solenoid
solenoid and the EVAP vent solenoid are turned ON, f EVAP purge solenoid driver circuit grounded
allowing the engine vacuum to draw a small vacuum on
the entire evaporative emission system.
After the desired vacuum level has been achieved, the GENERAL DESCRIPTION —
EVAP purge solenoid is turned OFF, sealing the system. EXHAUST GAS RECIRCULATION
A leak is detected by monitoring for a decrease in vacuum (EGR) SYSTEM
level over a given time period, all other variables
remaining constant. A small leak in the system will cause EGR Purpose
DTC P0442 to be set.
The exhaust gas recirculation (EGR) system is used to
If the desired vacuum level cannot be achieved in the test
reduce emission levels of oxides of nitrogen (NOx). NOx
described above, a large leak or a faulty EVAP purge
emission levels are caused by a high combustion
solenoid is indicated.
temperature. The EGR system lowers the NOx emission
Leaks can be caused by the following conditions:
levels by decreasing the combustion temperature.
f Disconnected or faulty fuel tank pressure sensor
f Missing or faulty fuel cap Linear EGR Valve
f Disconnected, damaged, pinched, or blocked EVAP The main element of the system is the linear EGR valve.
purge line The EGR valve feeds small amounts of exhaust gas back
f Disconnected or damaged EVAP vent hose into the combustion chamber. The fuel/air mixture will be
f Disconnected, damaged, pinched, or blocked fuel diluted and combustion temperatures reduced.
tank vapor line
Linear EGR Control
f Disconnected or faulty EVAP purge solenoid
The PCM monitors the EGR actual position and adjusts
f Disconnected or faulty EVAP vent solenoid
the pintle position accordingly. The PCM uses information
f Open ignition feed circuit to the EVAP vent or purge from the following sensors to control the pintle position:
solenoid
f Damaged EVAP canister
Linear EGR Valve Operation And Results voltage that is not within a tolerance considered
Of Incorrect Operation acceptable for proper EGR system operation, the PCM
will set DTC P0404.
The linear EGR valve is designed to accurately supply
EGR to the engine independent of intake manifold
vacuum. The valve controls EGR flow from the exhaust to GENERAL DESCRIPTION —
the intake manifold through an orifice with a POSITIVE CRANKCASE
PCM–controlled pintle. During operation, the PCM
controls pintle position by monitoring the pintle position VENTILATION (PCV) SYSTEM
feedback signal. The feedback signal can be monitored
with a Tech 2 as ”Actual EGR Pos.” ”Actual EGR Pos.” Crankcase Ventilation System Purpose
should always be near the commanded EGR position The crankcase ventilation system is used to consume
(”Desired EGR Pos.”). The PCM also tests for EGR flow. crankcase vapors in the combustion process instead of
If incorrect flow is detected, DTC P0401 will set. If DTC venting them to the atmosphere. Fresh air from the
P0401 is set, refer to the DTC charts. throttle body is supplied to the crankcase and mixed with
The linear EGR valve is usually activated under the blow–by gases. This mixture is then passed through the
following conditions: positive crankcase ventilation (PCV) port into the intake
f Warm engine operation. manifold.
f Above–idle speed. While the engine is running, exhaust gases and small
amounts of the fuel/air mixture escape past the piston
Too much EGR flow at idle, cruise or cold operation may
rings and enter the crankcase. These gases are mixed
cause any of the following conditions to occur:
with clean air entering through a tube from the air intake
f Engine stalls after a cold start. duct.
f Engine stalls at idle after deceleration.
f Vehicle surges during cruise.
f Rough idle.
f DTC P0300 (misfire detected).
Too little or no EGR flow may allow combustion
temperatures to get too high. This could cause:
f Spark knock (detonation).
f Engine overheating.
f Emission test failure.
f DTC P0401 (EGR Flow Insufficient detected).
f Poor fuel economy.
028RX003
During normal, part–throttle operation, the system is

designed to allow crankcase gases to flow through the
PCV valve into the throttle body to be consumed by
normal combustion.
A plugged valve or PCV hose may cause the following
conditions:
f Rough idle.
f Stalling or slow idle speed.
f Oil leaks.
f Sludge in the engine.
A leaking PCV hose would cause:
0017
f Rough idle.
EGR Pintle Position Sensor f Stalling.
The PCM monitors the EGR valve pintle position input to f High idle speed.
ensure that the valve responds properly to commands
from the PCM and to detect a fault if the pintle position
sensor and control circuits are open or shorted. If the
PCM detects a pintle position signal voltage outside the
normal range of the pintle position sensor, or a signal
SPECIAL TOOLS
TOOL NO. TOOL NO.
TOOL NAME TOOL NAME
J 39200
High Impedance J 26792/BT–7220–1
Multimeter (Digital Spark Tester
Voltmeter – DVM)
(1) PCMCIA Card

(2) RS232 Loop Back
J 39021–Box
Connector
Port Fuel Injection
Diagnostic Kit
(4) DLC Cable
(5) TECH–2
J 23738–A
J 37027–A
Vacuum Pump with
IAC Motor Analyzer
Gauge
BT–8515–V
J 34142–B
Exhaust Back Pressure
Unpowered Test Light
Tester
J 39194–B
J 39021–5V
Port Fuel Injector Tester
Wrench
J 35616–A/BT–8637
J 35689–A
Connector Test Adapter
Terminal Remover
Kit
TOOL NO. 1. J 41413 EVAP Pressure/Purge Diagnostic Station is

ILLUSTRATION a multipurpose tool which is used to perform several
TOOL NAME
diagnostic procedures for enhanced emission
testing. The station will accommodate a nitrogen gas
filled cylinder which is used to pressurize the vehicle
EVAP system for a leakdown test and leak location
J 28742–A test when a vehicle is repaired for leakage in the
Weather Pack II enhanced evaporative emission control system. It
Terminal Remover also has two additional gauges (inches of mercury
and inches of water) which are used to measure both
source vacuum and EVAP canister purge vacuum to
verify correct operation and vapor flow within the
canister purge circuit.
2. J 41416 Ultrasonic Leak Detector is a
microprocessor–based device used to detect leaks in
the enhanced evaporative emission control system.
J 39021–90 The evaporative system is pressurized to 30 inches of
Injector Switch Box water using the J 41413 EVAP Pressure/Purge
Diagnostic System. Small leaks in the EVAP system
will emit sound at a high frequency undetectable by a
human ear but detectable with the J 41416. The
technician traces along the evaporative system and
can pinpoint leaks due to corroded lines, cracked
hoses, or a damaged EVAP component. The detector
includes a high quality set of headphones to block out
surrounding shop noise and the LED sensitivity meter
J 39021–45 allows a visual reference for locating leaks in
Injector Test Light conjunction with the audio output heard through the
headphones. Powered by (1) nine volt battery.
J 41413!
EVAP Pressure/Purge
Diagnostic Station
J 41416@
Ultrasonic Leak Detector
SECTION
ENGINE EXHAUST (X22SE 2.2L) 6F–1

RODEO
ENGINE
ENGINE EXHAUST (X22SE 2.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6F–1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–4
General Description . . . . . . . . . . . . . . . . . . . . . 6F–2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–4
Front Exhaust Pipe . . . . . . . . . . . . . . . . . . . . . . 6F–3 Rear Exhaust pipe . . . . . . . . . . . . . . . . . . . . . . . 6F–5
Front Exhaust Pipe and Associated Parts . 6F–3 Rear Exhaust pipe and Associated Parts . 6F–5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–5
Exhaust Silencer . . . . . . . . . . . . . . . . . . . . . . . . 6F–4 Main Data and Specifications . . . . . . . . . . . . . 6F–6
Exhaust Silencer and Associated Parts . . . 6F–4
Service Precaution
systems.
6F–2 ENGINE EXHAUST (X22SE 2.2L)
General Description
150RX004
When inspecting or replacing exhaust system Three Way Catalytic Converter

components, make sure there is adequate clearance The three way catalytic converter is an emission control
from all points on the underbody to prevent overheating
device added to the exhaust system to reduce pollutants
the floor pan and possible damage to the passenger
from the exhaust gas stream.
compartment insulation and trim materials.
Check complete exhaust system and nearby body areas CAUTION: The catalytic converter requires the use
and rear compartment lid for broken, damaged, missing of unleaded fuel only.
or mispositioned parts, open seams, holes, loose Periodic maintenance of the exhaust system is not
connections or other deterioration which could permit required. If the vehicle is raised for other service, it is
exhaust fumes to seep into the rear compartment or advisable to check the condition of the complete exhaust
passenger compartment. Dust or water in the rear system.
compartment may be an indication of a problem in one of A dual bed monolith catalytic converter is used in
these areas. Any faulty areas should be corrected combination with three way catalytic converter.
immediately. Catalytic Types:
Hangers Three way (Reduction/Oxidation) catalyst
Various types of hangers are used to support exhaust The catalyst coating on the three way (reduction)
system(s). These include conventional rubber straps, converter contains platinum and rhodium which lowers
rubber rings, and rubber blocks. the levels of nitrous oxide (NOx) as well as hydrocarbons
The installation of exhaust system supports is very (HC) and carbon monoxide (Co).
important, as improperly installed supports can cause
annoying vibrations which can be difficult to diagnose. Gasket
The gasket must be replaced whenever a new exhaust
pipe, muffler or catalytic converter is installed.
Front Exhaust Pipe

Front Exhaust Pipe and Associated Parts
150RX001
Legend (4) Front Exhaust Pipe Mounting Rubber

(1) Front Exhaust Pipe Fixing Nuts (5) O2 Sensor
(2) O2 Sensor (6) Front Exhaust Pipe Fixing Bolt
(3) Front Exhaust Pipe with Three Way Catalytic (7) Front Exhaust Pipe Fixing Bolt (Clamp)
Converter (8) Front Exhaust Pipe Mounting Bracket
1. Disconnect battery ground cable. 1. Install front exhaust pipe (3) and tighten four stud nuts
2. Raise the vehicle and support with suitable safety (1) and two bolts (6) to the specified torque:
stands. Torque:
3. Disconnect O2 sensor harness connector and Stud Nuts : 28 N·m (21 lb ft)
remove front side O2 sensor (2),(5). Bolts (6) : 43 N·m (32 lb ft)
4. Remove front exhaust pipe fixing bolts (6),(7). Bolts (7) : 23 N·m (17 lb ft)
5. Remove front exhaust pipe fixing four stud nuts from 2. Tighten front side O2 sensor and reconnect O2
exhaust manifold (1). sensor harness connector.
6. Remove front exhaust pipe (3).
Exhaust Silencer
Exhaust Silencer and Associated Parts
150RW032
Legend (5) Mounting Rubber

(1) Exhaust Silencer (6) Mounting Rubber
(2) Front Exhaust Pipe Fixing Bolt (7) Mounting Rubber
(3) Exhaust Silencer Fixing Nuts (8) Exhaust Silencer Fixing Nuts
(4) Exhaust Rear Pipe
1. Disconnect battery ground cable. 1. Install the exhaust silencer (1) chassis side and
2. Raise the vehicle and support with suitable safety tighten two nuts (8) to the specified torque.
stands. Nuts: 15 N·m (11 lb ft)
3. Remove exhaust silencer fixing nuts (3) then 2. Install the exhaust silencer and tighten two Bolts (2)
disconnect rear exhaust pipe from exhaust silencer. on front exhaust pipe to specified torque.
4. Remove exhaust silencer fixing nuts (2) then Bolts: 43 N·m (32 lb ft)
disconnect exhaust silencer from front exhaust pipe
(5). 3. Install the rear exhaust pipe and tighten two nuts (3)
on exhaust silencer to specified torque.
5. Remove exhaust silencer mounting nuts (8) from
chassis side then remove exhaust silencer (1). Nuts: 43 N·m (32 lb ft)
Rear Exhaust pipe

Rear Exhaust pipe and Associated Parts
150RW032
Legend (5) Mounting Rubber

(1) Exhaust Silencer (6) Mounting Rubber
(2) Front Exhaust Pipe Fixing Bolt (7) Mounting Rubber
(3) Exhaust Silencer Fixing Nuts (8) Exhaust Silencer Fixing Nuts
(4) Exhaust Rear Pipe
1. Disconnect battery ground cable. 1. Install the mounting rubber (5), (6).
2. Raise the vehicle and support with suitable safety 2. Install the exhaust pipe (4) and tighten two nuts (3) on
stands. exhaust silencer to specified torque.
3. Remove rear exhaust pipe fixing nuts (3), then Nuts: 43 N·m (32 lb ft)
disconnect rear exhaust pipe from exhaust silencer.
4. Remove mounting rubber (5), (6).
5. Remove rear exhaust pipe (4).

150RX002
SECTION
ENGINE LUBRICATION (X22SE 2.2L) 6G–1

RODEO
ENGINE
ENGINE LUBRICATION (X22SE 2.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6G–1
General Description . . . . . . . . . . . . . . . . . . . . . 6G–2
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–3
Oil Pump and Associated Parts . . . . . . . . . . 6G–3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–4
Inspection and Repair . . . . . . . . . . . . . . . . . . 6G–4
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–4
Service Precaution
systems.
6G–2 ENGINE LUBRICATION (X22SE 2.2L)
General Description
A gear-type oil pump is directly driven by the crankshaft The camshaft bearings and hydraulic tappets are
and draws oil from the oil pan, via the suction pipe. If then supplied through the main feed galleries in the cylinder
passes the pressured oil through a full-flow disposable oil head. Vent valves allow air to be expelled from the oil
filter, to the main oil gallery in the cylinder Block. An oil galleries in the cylinder head. The balance shaft journals
pump pressure relief valve and oil filter bypass valve are are directly fed from the crankshaft main bearings. The
incorporated in the system. connecting rod bearings are fed via passages in the
From the main oil gallery in the cylinder block, the cylinder crankshaft. the oil returns to the oil pan via passages in
head and crankshaft main bearings are supplied with oil. the cylinder block.
C06RW004
Legend (9) Connecting Rod Bearing

(1) Oil Strainer (10) Connecting Rod
(2) Oil Pump (11) Piston
(3) Relief Valve (12) Oil Gallery; Cylinder Head
(4) Oil Filter (13) Camshaft
(5) Safety Valve (14) Camshaft Journal
(6) Oil Gallery (15) HLV
(7) Crankshaft Bearing (16) Vent Valve
(8) Crankshaft (17) Oil Pan
ENGINE LUBRICATION (X22SE 2.2L) 6G–3
Oil Pump
Oil Pump and Associated Parts
051RW004
Legend (3) Gasket

(1) Oil Pump Assembly (4) Sleeve
(2) Oil Pressure Switch
6G–4 ENGINE LUBRICATION (X22SE 2.2L)
Disassembly Oil Strainer

1. Remove crankshaft timing pulley. Check the oil strainer for cracking and scoring. If cracking
and scoring are found, the oil strainer must be replaced.
2. Remove oil pan.
3. Remove oil pan support.
6. Remove oil pressure switch.
7. Remove gasket.
8. Remove sleeve.

CAUTION: Make necessary correction or parts
replacement if wear, damage or any other abnormal
conditions are found through inspection.
Body and Gears
The pump assembly must be replaced if one or more of
the conditions below is discovered during inspection:
Indentation of gear pair — use feeler strip and straight
edge. 051RW013
Dimension : 0.03 mm to 0.10 mm

(0.0012 to 0.0039 in) Reassembly
1. Install oil pressure switch to the oil pump.
2. Install the oil pump with the sleeve and the gasket.
Torque : 6 N·m (4.4 lb ft)
Torque : 8 N·m (5.8 lb ft)
4. Install Oil pan support.
5. Install the oil pan.
Tighten the bolts in 2 steps:
2nd step: 30°
6. Install crankshaft timing pulley.
Tighten the bolts in 2 steps:
051RW014

2nd step: 45°
SECTION
ENGINE SPEED CONTROL SYSTEM (X22SE 2.2L) 6H–1

RODEO
ENGINE
ENGINE SPEED CONTROL SYSTEM (X22SE 2.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6H–1 Accelerator Pedal . . . . . . . . . . . . . . . . . . . . . . . 6H–3
Accelerator Pedal Control Cable . . . . . . . . . . 6H–2 Accelerator Pedal and Associated Parts . . 6H–3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6H–2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6H–3
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6H–2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6H–3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6H–2
Service Precaution
systems.
6H–2 ENGINE SPEED CONTROL SYSTEM (X22SE 2.2L)
Accelerator Pedal Control Cable
035RX004
1. Loosen the nut(5) on the cable bracket mounted. 1. Install AP control cable(4).
2. Remove cable clip(3). 2. Install grommet(2).
3. Disconnect accelerator pedal (AP) control cable(6). 3. Connect AP control cable(1). (on AP pedal(7) side)
(on throttle valve side) 4. Connect AP control cable(6). (on throttle valve side)
4. Disconnect AP control cable(1). (on AP pedal(7) side) 5. Install cable clip(3).
5. Remove grommet(2). 6. Install nut(5).
6. Remove AP control cable(4).
Inspection
corrosion.
ENGINE SPEED CONTROL SYSTEM (X22SE 2.2L) 6H–3
Accelerator Pedal
Accelerator Pedal and Associated
Parts
035RX002
Legend
(1) Accelerator Pedal Control Cable
(2) Accelerator Pedal Assembly
Removal
1. Accelerator pedal control cable(1).
2. Accelerator pedal assembly(2).
Installation
1. Accelerator pedal assembly (2).
2. Accelerator pedal control cable (1).
SECTION
INDUCTION (X22SE 2.2L) 6J–1

RODEO
ENGINE
INDUCTION (X22SE 2.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6H–1
Air Cleaner Filter . . . . . . . . . . . . . . . . . . . . . . . . 6H–2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6H–2
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6H–2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6H–2
Service Precaution
systems.
6J–2 INDUCTION (X22SE 2.2L)
Air Cleaner Filter

Removal
1. Remove positive ventilation hose connector.
2. Remove intake air temperature sensor.
3. Remove mass air flow sensor.
4. Remove air cleaner duct assembly.
5. Remove air cleaner element.
Inspection
Check the air cleaner filter for damage or dust clogging.
Replace if it is damaged, or clean if it is clogged.
Cleaning Method
Tap the air cleaner filter gently so as not to damage the
paper filter, or clean the element by blowing with
compressed air of about 490 kPa (71 psi) from the clean
side if it is extremely dirty.
130RW002
Installation
1. Install air cleaner element.
2. Attach the air cleaner duct cover to the body
completely, then clamp it with the clip.
3. Install mass air flow sensor.
4. Install mass air temperature sensor.
5. Install positive crankcase ventilation hose connector.
SECTION
ENGINE MECHANICAL (6VD1 3.2L) 6A–1

RODEO
ENGINE
CONTENTS
Engine Mechanical . . . . . . . . . . . . . . . . . . . . . . 6A–1 Driveability and Emissions . . . . . . . . . . . . . . . . 6E1–1
Engine Cooling . . . . . . . . . . . . . . . . . . . . . . . . . 6B–1 Engine Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . 6F–1
Engine Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–1 Engine Lubrication . . . . . . . . . . . . . . . . . . . . . . 6G–1
Engine Electrical . . . . . . . . . . . . . . . . . . . . . . . . 6D1–1 Engine Speed Control System . . . . . . . . . . . . 6H–1
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–1 Induction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6J–1
Starting and Charging System . . . . . . . . . . . . 6D3–1
ENGINE MECHANICAL (6VD1 3.2L)

CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6A–2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–39
General Description . . . . . . . . . . . . . . . . . . . . . 6A–3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–40
Engine Diagnosis . . . . . . . . . . . . . . . . . . . . . . . 6A–4 Crankshaft and Main Bearings . . . . . . . . . . . . 6A–41
Cylinder Head Cover LH . . . . . . . . . . . . . . . . . 6A–19 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–41
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–20 Rear Oil Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–46
Cylinder Head Cover RH . . . . . . . . . . . . . . . . . 6A–21 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–46
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–21 Engine Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6A–47
Common Chamber . . . . . . . . . . . . . . . . . . . . . . 6A–22 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–47
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–22 Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–51
Exhaust Manifold LH . . . . . . . . . . . . . . . . . . . . . 6A–24 Cylinder Head and Associated Parts . . . . . 6A–51
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–24 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–51
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–24 Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–52
Exhaust Manifold RH . . . . . . . . . . . . . . . . . . . . 6A–25 Inspection and Repair . . . . . . . . . . . . . . . . . . 6A–52
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–25 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–53
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–25 Valve Spring, Oil Controller, Valve,
Crankshaft Pulley . . . . . . . . . . . . . . . . . . . . . . . 6A–26 Valve Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–55
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–26 Valve Spring, Oil Controller, Valve,
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–26 Valve Guide and Associated Parts . . . . . . . 6A–55
Timing Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–27 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–55
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–28 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–59
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–32 Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–62
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–32 Camshaft and Associated Parts . . . . . . . . . 6A–62
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–36
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–65
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–36
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–36 Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–68
Crankshaft and Associated Parts . . . . . . . . 6A–68
Valve Stem Oil Controller , Valve Spring and
Valve Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–38 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–68
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–72
Piston, Piston Ring and Connecting Rod . . . 6A–39
6A–2 ENGINE MECHANICAL (6VD1 3.2L)
Piston and Connecting Rod . . . . . . . . . . . . . . . 6A–76 Cylinder Block and Associated Parts . . . . . 6A–83
Piston, Connecting Rod and Associate Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–83
Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–76 Inspection and Repair . . . . . . . . . . . . . . . . . . 6A–84
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–76 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–85
Inspection and Repair . . . . . . . . . . . . . . . . . . 6A–77 Main Data and Specification . . . . . . . . . . . . . . 6A–88
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–81 Special Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–94
Cylinder Block . . . . . . . . . . . . . . . . . . . . . . . . . . 6A–83
Service Precaution
systems.
General Description Cylinder Block

The cylinder block is made of aluminum die–cast casting
Engine Cleanliness And Care for 75°V–type six cylinders. It has a rear plate integrated
An automobile engine is a combination of many structure and employs a deep skirt. The cylinder liner is
machined, honed, polished and lapped surfaces with cast and the liner inner diameter and crankshaft journal
tolerances that are measured in the thousandths of a diameter are classified into grades. The crankshaft is
millimeter (ten thousandths of an inch). Accordingly, supported by four bearings of which width is different
when any internal engine parts are serviced, care and between No.2, No.3 and No.1, No.4; the width of No.3
cleanliness are important. Throughout this section, it bearing on the body side is different in order to support the
should be understood that proper cleaning and protection thrust bearing. The bearing cap is made of nodular cast
of machined surfaces and friction areas is part of the iron and each bearing cap uses four bolts and two side
repair procedure. This is considered standard shop bolts.
practice even if not specifically stated.
f A liberal coating of engine oil should be applied to all Cylinder Head
friction areas during assembly to protect and lubricate The cylinder head, made of aluminum alloy casting
the surfaces on initial operation. employs a pent–roof type combustion chamber with a
f Whenever valve train components, pistons, piston spark plug in the center. The intake and exhaust valves
rings, connecting rods, rod bearings, and crankshaft are placed in V–type design. The ports are cross–flow
journal bearings are removed for service, they should type.
be retained in order.
f At the time of installation, they should be installed in Valve Train
the same locations and with the same mating Intake and exhaust camshaft on the both side of banks
surfaces as when removed. are driven through an camshaft drive gear by timing belt.
f Battery cables should be disconnected before any The valves are operated by the camshaft and the valve
major work is performed on the engine. Failure to clearance is adjusted to select suitable thickness shim.
disconnect cables may result in damage to wire
harness or other electrical parts. Intake Manifold
f The six cylinders of this engine are identified by The intake manifold system is composed of the aluminum
numbers; Right side cylinders 1, 3 and 5, Left side cast common chamber and intake manifold attached with
cylinders 2, 4 and 6, as counted from crankshaft six fuel injectors.
pulley side to flywheel side.
Exhaust Manifold
General Information on Engine Service The exhaust manifold is made of nodular cast iron.
The following information on engine service should be
noted carefully, as it is important in preventing damage Pistons and Connecting Rods
and contributing to reliable engine performance. Aluminum pistons are used after selecting the grade that
f When raising or supporting the engine for any reason, meets the cylinder bore diameter. Each piston has two
do not use a jack under the oil pan. Due to the small compression rings and one oil ring. The piston pin made
clearance between the oil pan and the oil pump of chromium steel is offset 1mm toward the thrust side,
strainer, jacking against the oil pan may cause and the thrust pressure of piston to the cylinder wall varies
damage to the oil pick–up unit. gradually as the piston travels. The connecting rods are
f The 12–volt electrical system is capable of damaging made of forged steel. The connecting rod bearings are
circuits. When performing any work where electrical graded for correct size selection.
terminals could possibly be grounded, the ground
cable of the battery should be disconnected at the Crankshaft and Bearings
battery. The crankshaft is made of Ductile cast–iron. Pins and
f Any time the intake air duct or air cleaner is removed, journals are graded for correct size selection for their
the intake opening should be covered. This will bearing.
protect against accidental entrance of foreign
material into the cylinder which could cause extensive
damage when the engine is started.
Engine Diagnosis
Hard Starting
1. Starting Motor Does Not Turn Over
Turn on headlights and starter switch.
Headlights go out or dim Battery run down or under charged Recharge or replace battery
considerably
Terminals poorly connected Clean battery posts and terminals
and connect properly
Starting motor coil circuit shorted Overhaul or replace
Starting motor defective Overhaul or replace
2. Ignition Trouble — Starting Motor Turns Over But Engine Does Not Start
Spark Test Before starting the engine, make sure that the spark plug
Disconnect an ignition coil from any spark plug. Connect tester is properly grounded. To avoid electrical shock, do
the spark plug tester J–26792 (ST–125), start the engine, not touch the part where insulation of the ignition coil is
and check if a spark is generated in the spark plug tester. broken while the engine is running.

Spark jumps across gap Spark plug defective Clean, adjust spark gap or replace
Ignition timing incorrect Refer to Ignition System
Fuel not reaching fuel injector(s) or Refer to item 3 (Trouble in fuel
engine system)
Engine lacks compression Refer to item 4 (Engine lacks
compression)
No sparking takes place Ignition coil disconnected or broken Connect properly or replace
module
Poor connections in engine harness Correct
3. Trouble In Fuel System

Starting motor turns over and spark Fuel tank empty Fill
occurs but engine does not start
start.
Fuel filter clogged Replace filter
Fuel pipe clogged Clean or replace
Fuel pump defective Replace
Fuel pump circuit open Correct or replace
Evaporative Emission Control Correct or replace
System circuit clogged
Multiport Fuel Injection System faulty Refer to “Electronic Fuel Injection”
section
4. Engine Lacks Compression

Engine lacks compression Spark plug loosely fitted or spark Tighten to specified torque or replace
plug gasket defective gasket
Cylinder head gasket defective Replace gasket
Valve stem seized Replace valve and valve guide
Valve spring weakened or broken Replace
Cylinder or piston rings worn Overhaul engine
Piston ring seized Overhaul engine.
Engine Compression Test Procedure

1. Start and run the engine until the engine reaches
normal operating temperature.
2. Turn the engine off.
3. Remove all the spark plugs.
4. Remove ignition coil fuse (15A) and disable the
ignition system.
5. Remove the fuel pump relay from the relay and fuse
box.
6. Engage the starter and check that the cranking speed
is approximately 300 rpm.
7. Install cylinder compression gauge into spark plug
hole.
8. With the throttle valve opened fully, keep the starter
engaged until the compression gage needle reaches
the maximum level. Note the reading.
9. Repeat the test with each cylinder.
If the compression pressure obtained falls below the
limit, engine overhaul is necessary.
Limit; 1000 kPa (145 psi)
Rough Engine Idling or Engine Stalling
Trouble in fuel injection system Idle air control valve defective Replace
Throttle shutting off incomplete Correct or replace
Throttle position sensor circuit open Correct or replace
or shorted
Fuel injector circuits open or shorted Correct or replace
Fuel injectors damaged Replace
Mass Airflow Sensor circuit open or Correct or replace
poor connections
Mass Airflow Sensor defective Replace
circuit open or poor connections
defective
defective
Intake Air Temperature sensor circuit Correct or replace
open or poor connections
Intake Air Temperature sensor Replace
defective
Knock Sensor (KS) cable broken or Correct or replace
poor connections
KS Module circuits open or ground Correct or replace
Vehicle Speed Sensor circuit open or Correct or replace
shorted
Vehicle Speed Sensor defective Replace
Trouble in emission control system Powertrain Control Module defective Replace
Exhaust Gas Recirculation Valve Correct or replace
faulty
Canister purge valve circuit open or Correct or replace
poor connections
Canister purge valve defective Replace
Evaporative Emission Canister Replace
Purge control valve defective
Trouble in ignition system Refer to “Hard Start”

Others Engine lacks compression Refer to “Hard Start”
Valve timing incorrect Readjust
Idle air control valve broken Replace
Fast idle solenoid defective Replace
Positive Crankcase Ventilation valve Replace
defective or clogged
Rough Engine Running

Engine misfires periodically Ignition coil layer shorted Replace
Spark plugs fouling Clean or install hotter type plug
Spark plug(s) insulator nose leaking Replace
Fuel injector(s) defective Replace
Engine knocks periodically Spark plugs running too hot Install colder type spark plugs
Engine lacks power Spark plugs fouled Clean
Fuel injectors defective Replace
Mass Airflow Sensor or Intake Correct or replace
Airflow Sensor circuit defective
Sensor or Manifold Absolute
Pressure Sensor circuit defective
or Engine Coolant Temperature
Sensor circuit defective
Powertrain Control Module faulty Replace
Intake Air Temperature Sensor or Correct or replace
circuit defective
Throttle Position Sensor or Throttle Correct or replace
Position Sensor circuit defective
Knock Sensor or Knock Sensor Correct or replace
circuits defective
Knock Sensor Module or Knock Correct or replace
Sensor Module circuits defective
Hesitation
Hesitation on acceleration Throttle Position Sensor adjustment Replace throttle valve assembly
incorrect
or shorted
Excessive play in accelerator linkage Adjust or replace
poor connections
Intake Air Temperature (IAT) Sensor Correct or replace
Knock Sensor (KS) circuit open or Correct or replace
poor connections
KS Module circuits open or shorted Correct or replace
Hesitation at high speeds Fuel tank strainer clogged Clean or replace
(Fuel pressure too low) Fuel pipe clogged Clean or replace
Defective fuel pump system Check and replace
Fuel Pressure Control Valve leaking Replace
Hesitation at high speeds Power supply or ground circuit for Check and correct or replace
(Fuel injector not working normally) Multiport Fuel Injection System
shorted or open
Fuel Injector defective Replace
Cable of Multiport Fuel Injection Correct or replace
System circuit open or poor
connections

Hesitation at high speeds Powertrain Control Module defective Replace
broken or poor connections
defective
poor connections
MAP Sensor cable broken or poor Correct or replace
connections
IAT Sensor circuit open or poor Correct or replace
connections
KS circuit open or poor connections Correct or replace
KS Module circuit open or shorted Correct or replace
Throttle valve not fully opened Check and correct or replace
Power supply voltage too low Check and correct or replace
Engine Lacks Power
Trouble in fuel system Fuel Pressure Control Valve not Replace
working normally
Fuel pipe clogged Clean
Fuel filter clogged or fouled Replace
Fuel pump drive circuit not working Correct or replace
normally
Fuel tank not sufficiently breathing Clean or replace
due to clogged Evaporative
Emission Control System circuit
Inferior quality fuel in fuel system Use fuel of specified octane rating
Powertrain Control Module supplied Correct circuit
poor voltage
Mass Airflow Sensor not working Replace
normally
not working normally
Intake Air Temperature Sensor not Replace
working normally
defective
Powertrain Control Module defective Replace
Trouble in intake or exhaust system Air Cleaner Filter clogged Replace filter element
Air duct kinked or flattened Correct or replace
Ignition failure ———— Refer to Hard Start Troubleshooting
Guide
Heat range of spark plug inadequate Install spark plugs of adequate heat
range
Ignition coil defective Replace

Engine overheating Level of Engine Coolant too low Replenish
Fan clutch defective Replace
Incorrect fan installed Replace
Thermostat defective Replace
Engine Coolant pump defective Correct or replace
Radiator clogged Clean or replace
Radiator filler cap defective Replace
Level of oil in engine crankcase too Change or replenish
low or wrong engine oil
Resistance in exhaust system Clean exhaust system or replace
increased defective parts
Throttle Position Sensor adjustment Replace with Throttle Valve ASM
incorrect
or shorted
Cylinder head gasket damaged Replace
Engine overcooling Thermostat defective Replace (Use a thermostat set to
open at 82°C (180°F))
Engine lacks compression ———— Refer to Hard Start
Others Tire inflation pressure abnormal Adjust to recommended pressures
Brake drag Adjust
Clutch slipping Adjust or replace
Level of oil in engine crankcase too Correct level of engine oil
high
defective
Engine Noisy
Abnormal engine noise often consists of various noises ing parts of the engine. It is, therefore, advisable to locate
originating in rotating parts, sliding parts and other mov- the source of noise systematically.
Noise from crank journals or from Oil clearance increased due to worn Replace crank bearings and
crank bearings crank journals or crank bearings crankshaft or regrind crankshaft and
(Faulty
y crank journals
j and crank install the undersize bearing
bearings usually make dull noise that Crankshaft out of round Replace crank bearings and
becomes more evident when crankshaft or regrind crankshaft and
accelerating) install the undersize bearing
Crank bearing seized Crank bearing seized Replace crank
bearings and crankshaft or regrind
crankshaft and install the undersize
bearing
Short out each spark plug in sequence using insulated bearing by listening for abnormal noise that stops when
spark plug wire removers. Locate cylinder with defective spark plug is shorted out.
Noise from connecting rods or from Bearing or crankshaft pin worn Replace connecting rod bearings
connecting rod bearings and crankshaft or regrind crankshaft
(Faulty
y connecting
g rods or pin and install the undersize bearing
connecting rod bearings usually Crankpin out of round Replace connecting rod bearings
make an abnormal noise slightly and crankshaft or regrind crankshaft
higher than the crank bearing noise, pin and install the undersize bearing
which becomes more evident when
engine
g is accelerated)) Connecting rod bent Correct or replace
Connecting rod bearing seized Replace connecting rod bearings
and crankshaft or regrind crankshaft
pin and install the undersize bearing
Abnormal noise stops when the spark plug on the cylinder
with defective part is shorted out.
Piston and cylinder noise Piston clearance increased due to Replace piston and cylinder body
(Faulty piston or cylinder usually cylinder wear
makes
k a combined
bi d mechanical
h i l
Piston seized Replace piston and cylinder body
thumpingg noise which increases
when engine is suddenly accelerated Piston ring broken Replace piston and cylinder body
but diminishes gradually as the
engine warms up) Piston defective Replace pistons and others
Short out each spark plug and listen for change in engine
noise.
Piston pin noise Piston pin or piston pin hole worn Replace piston, piston pin and
(Piston makes noise each time it connecting rod assy
goes up and down)
The slapping sound stops when spark plug on bad cylin-
der is shorted out.
Timing belt noise Timing belt tension is incorrect Replace pusher or adjust the tension
pulley or replace timing belt
Tensioner bearing defective Replace
Timing belt defective Replace
Timing pulley defective Replace
Timing belt comes in contact with Replace timing belt and timing cover
timing cover
Valve noise Valve clearance incorrect Replace adjusting shim
Valve and valve guide seized Replace valve and valve guide
Valve spring broken or weakened Replace
Valve seat off–positioned Correct
Camshaft worn out Replace
Crankshaft noise Crankshaft end play excessive Replace thrust bearing
(noise occurs when clutch is
engaged)
Engine knocking Preignition due to use of spark plugs Install Spark Plugs of adequate heat
of inadequate heat range range
Carbon deposits in combustion Clean
chambers
Fuel too low in octane rating Replace fuel
Wide Open Throttle enrichment Refer to Section 6E
system failure
incorrect selection
Engine overheating Refer to “Engine Lacks Power”
Others Water pump defective Replace
Drive belt slipping Replace auto tentioner or drive belt
Abnormal Combustion
Trouble in fuel system Fuel pressure control valve defective Replace
Fuel pump clogged Clean or replace
Fuel tank or fuel pipe clogged Clean or replace
Power supply cable for fuel pump Reconnect, correct or replace
Mass Airflow (MAF) Sensor circuit Correct or replace
open or defective
MAF Sensor defective Replace
defective
Engine Coolant Temperature (ECT) Correct or replace
Throttle Position Sensor adjustment Readjust
incorrect
Throttle Position Sensor connector Reconnect
poor connections
Vehicle Speed Sensor cable poor Correct or replace
connections or defective
Vehicle Speed Sensor loosely fixed Fix tightly
Vehicle Speed Sensor in wrong Replace
contact or defective
poor connections or defective
Trouble in emission control system Heated Oxygen Sensor circuit open Correct or replace
Heated Oxygen Sensor defective Replace
Signal vacuum hose loosely fitted or Correct or replace
defective
EGR Valve circuit open or shorted Correct or replace
defective
ECT Sensor circuit open or shorted Correct or replace
Canister Purge Valve circuit open or Correct or replace
shorted
Canister Purge Valve defective Replace
Positive Crankcase Ventilation Correct or replace
(PCV) valve and hose clogged
Evaporator system Refer to Section 6E
Trouble in ignition system ———— Refer to “Engine Lacks Power”

Trouble in cylinder head parts Carbon deposits in combustion Remove carbon
chamber
Carbon deposit on valve, valve seat Remove carbon
and valve guide
Engine Oil Consumption Excessive
Oil leaking Oil pan drain plug loose Retighten or replace gasket
Crankcase fixing bolts loosened Retighten
Oil pan setting bolts loosened Retighten
Oil pan gasket broken Replace gasket
Front cover retaining bolts loose or Retighten or replace gasket
gasket broken
Head cover fixing bolts loose or Retighten or replace gasket
gasket broken
Oil cooler adapter cracked Replace
Oil cooler center bolt loose Retighten
Oil cooler O–ring broken Replace
Oil cooler piping loose or broken Retighten or replace
Oil filter adapter cracked Replace
Oil filter attachings bolt loose or Retighten or replace oil filter
rubber gasket broken
Oil cooler broken Replace
Crankshaft front or rear oil seal Replace oil seal
defective
Oil pressure unit loose or broken Retighten or replace
Blow–by gas hose broken Replace hose
Positive Crankcase Ventilation Valve Clean
clogged
Engine/Transmission coupling failed Replace oil seal
Oil leaking into combustion Valve stem oil seal defective Replace
chambers due to poor
oor seal in valve
system Valve stem or valve guide worn Replace valve and valve guide
Oil leaking into combustion Cylinders and pistons worn Replace cylinder body assembly and
chambers due to poor seal in cylinder excessively pistons
parts
t Piston ring gaps incorrectly Correct
positioned
Piston rings set with wrong side up Correct
Piston ring sticking Replace cylinder body assembly and
pistons
Piston ring and ring groove worn Replace pistons and others
Return ports in oil rings clogged Clean piston and replace rings
Positive Crankcase Ventilation Positive Crankcase Ventilation Valve Clean
System malfunctioning clogged
Others Improper oil viscosity Use oil of recommended S.A.E.
viscosity
Continuous high speed driving Continuous high speed operation
and/or severe usage such as trailer and/or severe usage will normally
towing cause increased oil consumption
Fuel Consumption Excessive
Trouble in fuel system Mixture too rich or too lean due to Refer to “Abnormal Combustion”
trouble in fuel injection system
Fuel cut function does not work Refer to “Abnormal Combustion”
Trouble in ignition system Misfiring or abnormal combustion Refer to “Hard Start” or “Abnormal
due to trouble in ignition system Combustion”
Others Engine idle speed too high Reset Idle Air Control Valve
Returning of accelerator control Correct
sluggish
Fuel system leakage Correct or replace
Clutch slipping Correct
Brake drag Correct
incorrect selection
Excessive Exhaust Gas Refer to “Abnormal Combustion”
Recirculation flow due to trouble in
Exhaust Gas Recirculation system
Lubrication Problems
Oil pressure too low Wrong oil in use Replace with correct engine oil
Relief valve sticking Replace
Oil pump not operating properly Correct or replace
Oil pump strainer clogged Clean or replace strainer
Oil pump worn Replace
Oil pressure gauge defective Correct or replace
Crankshaft bearing or connecting Replace
rod bearing worn
Oil contamination Wrong oil in use Replace with correct engine oil
Oil filter clogged Replace oil filter
Cylinder head gasket damage Replace gasket
Burned gases leaking Replace piston and piston rings or
cylinder body assembly
Oil not reaching valve system Oil passage in cylinder head or Clean or correct
cylinder body clogged
Engine Oil Pressure Check 3. Remove the oil pressure unit.

1. Check for dirt, gasoline or water in the engine oil. 4. Install an oil pressure gauge.
a. Check the viscosity of the oil. 5. Start the engine and allow the engine to reach normal
operating temperature (About 80°C).
b. Check the viscosity of the oil.
6. Measure the oil pressure.
c. Change the oil if the viscosity is outside the
specified standard. Oil pressure should be:
d. Refer to the “Maintenance and Lubrication” section 392–550 kPa (56.9–80.4 psi) at 3000 rpm.
of this manual. 7. Stop the engine.
2. Check the engine oil level. 8. Remove the oil pressure gauge.
The level should fall somewhere between the “ADD” 9. Install the oil pressure unit.
and the “FULL” marks on the oil level dipstick.
10. Start the engine and check for leaks.
If the oil level does not reach the “ADD” mark on the
oil level dipstick, engine oil must be added.
The instrument panel “CHECK ENGINE” Malfunction In- when the system checks the starting of engine, or senses
dicator Lamp (MIL) illuminates by self diagnostic system malfunctions.
“CHECK ENGINE” MIL does not Bulb defective Replace
illuminate at the starting of engine
MIL circuit open Correct or replace
Command signal circuit to operate Correct or replace
self diagnostic system shorted
Powertrain Control Module (PCM) Correct or replace
cable loosely connected,
PCM defective Replace
“CHECK ENGINE” MIL illuminates, Deterioration of heated oxygen Replace
and stays on sensor internal element
Heated oxygen sensor connector Reconnect properly
terminal improper contact
Heated oxygen sensor lead wire Correct
shorted
Heated oxygen sensor circuit open Correct or replace
Deterioration of engine coolant Replace
temperature sensor internal element
Engine coolant temperature sensor Reconnect properly
connector terminal improper contact
Engine coolant temperature sensor Correct
lead wire shorted
Engine coolant temperature sensor Correct or replace
circuit open
Throttle position sensor open or Correct or replace
shorted circuits
Deterioration of crankshaft position Replace
sensor
Crankshaft position sensor circuit Correct or replace
open or shorted
Vehicle speed sensor circuit open Correct or replace
Manifold absolute pressure sensor Correct or replace
Intake air temperature sensor circuit Correct or replace
open or shorted
Fuel injector circuit open or shorted Correct or replace
PCM driver transistor defective Replace PCM
Malfunctioning of PCM RAM Replace PCM
(Random Access Memory) or ROM
(Read Only Memory)
Cylinder Head Cover LH

Removal
060RW018
Legend
(1) Ignition Coil Connector
(2) Bolt
130RW001
(3) Ignition Coil Assemblies
Legend
(1) Positive Crankcase Ventilation Hose Connector 7. Remove fixing bolt for fuel injector harness bracket.
(2) Intake Air Temperature Sensor 8. Remove eight fixing bolts, then the cylinder head
(3) Air Cleaner Duct Assembly cover.
(4) Air Cleaner Element
(5) Mass Air Flow Sensor
3. Disconnect positive crankcase ventilation hose.

4. Remove camshaft angle sensor connector.
5. Remove ground cable fixing bolt on cylinder head
cover.
6. Ignition coil connector and ignition coil.
f Disconnect the three connectors from the ignition
coils.
f Remove harness bracket bolt on cylinder head
cover.
f Remove fixing bolts on ignition coils.
010RW001
Installation 2. Install fuel injection harness bracket and tighten bolt

1. Install cylinder head cover.
f Clean the sealing surface of cylinder head and
cylinder head cover to remove oil and sealing 3. Connect ignition coil connector and ignition coil, then
materials completely. tighten bolt to the specified torque.
f Apply sealant (TB-1207B or equivalent) of bead Torque : 4 N·m (35 lb in)
diameter 2-3 mm at eight place of arched area of
camshaft bracket on front and rear sides.
f The cylinder head cover must be installed with in 5
minutes after sealant application to prevent
hardning of sealant.
f Tighten bolts to the specified torque.
060RW018
Legend
(2) Bolt
(3) Ignition Coil Assembly
4. Connect ground cable and tighten bolts to the

specified torque.
010RW006
5. Connect camshaft angle sensor connector.
6. Install positive crankcase ventilation hose.
7. Install air cleaner duct assembly.
Cylinder Head Cover RH

1. Disconnect battery ground cable. 1. Install cylinder head cover.
2. Disconnect ventilation hose from cylinder head cover. f Clean the sealing surface of cylinder head and
3. Disconnect three ignition coil connectors from ignition cylinder head cover to remove oil and sealing
coils and remove harness bracket bolts on cylinder materials completely.
head cover then remove ignition coil fixing bolts on Apply sealant (TB-1207B or equivalent) of bead
ignition coils and remove ignition coils. diameter 2-3 mm at eight place of arched area of
4. Remove heater pipe fixing bolts from the bracket. camshaft bracket on front and rear sides.
5. Disconnect fuel injector harness connector then f The cylinder head cover must be installed within 5
remove fuel injector harness bracket bolt. minutes after sealant application to prevent
6. Remove exhaust gas recirculation (EGR) pipe. premature hardening of sealant.
f Remove flare nut from EGR valve. f Tighten bolts to the specified torque.
f Remove fixing bolt of EGR pipe bracket on rear end Torque : 9 N·m (80 lb in)
cylinder head.
f Remove two fixing bolt and nut on exhaust
manifold.
014RW019
2. Install exhaust gas recirculation pipe and tighten to

specified torque.
056RW001 Torque:
7. Remove eight fixing bolts then the cylinder head Exhaust manifold side: 28 N·m (21 lb ft)
cover. Flare nut: 44 N·m (33 lb ft)
Cylinder head side: 25 N·m (18 lb ft)
3. Tighten fuel injector harness bracket bolts to
specified torque then reconnect fuel injector harness
connector.
Torque : 7.8 N·m (5.7 lb ft)
4. Install heater pipe bolt to the specified torque.
5. Connect ignition coil connector and tighten ignition
coil fixing bolts to specified torque.
6. Connect ventilation hose to cylinder head.
010RW002
Common Chamber
Removal
025RW001
Legend
(1) Common Chamber
(2) Throttle Valve Assembly
130RW001
(3) Bolt
Legend
(1) Positive Crankcase Ventilation Hose Connector
(2) Intake Air Temperature Sensor Installation
(3) Air Cleaner Duct Assembly
1. Install common chamber and tighten bolts and nuts to
(5) Air Flow Sensor
Torque :
3. Disconnect accelerator pedal cable from throttle body Bolt : 25 N·m (18 lb ft)
and cable bracket. Nut : 25 N·m (18 lb ft)
4. Disconnect vacuum booster hose from common 2. Install fuel hose bracket and tighten bolts to specified
chamber. torque.
5. Disconnect connector from manifold absolute Torque : 10 N·m (89 lb in)
pressure sensor, idle air control valve, throttle
3. Install exhaust gas recirculation valve assembly and
position sensor, solenoid valve, electric vacuum
tighten bolt and nut to the specified torque.
sensing valve, and EGR valve.
6. Disconnect vacuum hose on canister VSV and Torque : 25 N·m (18 lb ft)
positive crankcase ventilation hose, fuel rail 4. Install throttle body and tighten bolts to the specified
assembly with pressure control valve bracket. torque.
7. Remove ventilation hose from throttle valve and Torque : 25 N·m (18 lb ft)
intake duct and remove water hose.
5. Install ventilating hose to throttle valve and intake
8. Remove the four throttle body fixing bolts. duct.
9. Remove exhaust gas recirculation valve assembly 6. Connect vacuum hoses on canister VSV and positive
fixing bolt and nut on common chamber and remove crankcase ventilation hose. Tighten bolts for fuel rail
EGR valve assembly. assembly with pressure control valve bracket.
10. Remove two bolts from common chamber rear side Torque : 25 N·m (18 lb ft)
for remove fuel hose bracket.
11. Remove common chamber four bolts and four nuts 7. Connect each connector without fail.
then remove the common chamber. 8. Connect vacuum booster hose.
9. Connect accelerator pedal cable.
130RW001
Legend
(2) Intake Air Temperature Sensor
(4) Air Cleaner Element.
(5) Air Flow Sensor
Exhaust Manifold LH
Removal 5. Remove heat protector two fixing bolts then the heat
protector.
1. Disconnect battery ground cable. 6. Remove a bolt on engine LH side for air conditioner
2. Remove air cleaner duct assembly. (A/C) compressor bracket and loosen two bolts for
A/C compressor then move A/C compressor to front
side.
7. Remove exhaust manifold eight fixing nuts and
remove exhaust manifold from the engine.
Installation
1. Install exhaust manifold and tighten exhaust manifold
fixing nuts to the specified torque with new nuts.
2. Install heat protector.
3. Install exhaust front pipe and tighten three stud nuts
and two nuts to the specified torque.
Torque :
Stud nuts: 67 N·m (49 lb ft)
Nuts: 43 N·m (32 lb ft)
130RW001
Legend
(2) Intake Air Temperature Sensor
(5) Air Flow Sensor
3. Disconnect O2 sensor connector.

4. Remove exhaust front pipe three stud nuts from
exhaust side and two nuts from rear end of exhaust
front pipe.
035RW016
Legend
(1) O2 Sensor
(2) Exhaust Front Pipe LH
4. Set A/C compressor to normal position and tighten

two bolts and a bolt to the specified torque.
5. Reconnect O2 sensor connector.
035RW006
Legend
(2) O2 Sensor
Exhaust Manifold RH
Removal 5. Remove exhaust gas recirculation (EGR) pipe fixing
bolt and nut from exhaust manifold, remove a nut
1. Disconnect battery ground cable. from EGR valve and a bolt from rear side of cylinder
2. Remove torsion bar. Refer to removal procedure in head for bracket of EGR pipe then remove the EGR
Front Suspension section. pipe.
3. Remove exhaust front pipe three stud nuts and two
nuts then disconnect exhaust front pipe.
056RW001
Legend
035RW005 (1) Exhaust Gas Recirculation (EGR) Valve
Legend (2) EGR Pipe
(1) Exhaust Front Pipe RH
(2) O2 Sensor 6. Remove exhaust manifold eight fixing nuts then the
exhaust manifold.
4. Remove heat protector two fixing bolts then the heat
protector. Installation
1. Install exhaust manifold and tighten bolts to the
specified torque.
2. Install the EGR pipe, tighten bolt and nut on exhaust
manifold to specified torque.
Tighten nut to EGR valve to the specified torque.
Tighten the bolt for EGR pipe bracket to specified
torque.
3. Install heat protector
4. Install exhaust front pipe and tighten three stud nuts
and two nuts to the specified torque.
Torque:
5. Install the torsion bar and readjust the vehicle height.
Refer to installation and vehicle height adjustment
procedure for front suspension.
Crankshaft Pulley
Removal 3. Remove radiator upper fan shroud from radiator.
4. Move serpentine belt tensioner to loose side using
1. Disconnect battery ground cable. wrench then remove serpentine belt.
2. Remove air cleaner assembly.
850RW001
130RW001
Legend
Legend (1) Crankshaft Pulley
(1) Positive Crankcase Ventilation Hose Connector (2) Cooling Fan Pulley
(2) Intake Air Temperature Sensor (3) Tensioner
(3) Air Cleaner Duct Assembly (4) Generator
(4) Air Cleaner Element (5) Air Conditioner Compressor
(5) Air Flow Sensor (6) Power Steering Oil Pump
(7) Serpentine Belt
5. Remove cooling fan assembly four fixing nuts, then

the cooling fan assembly.
6. Remove crankshaft pulley assembly using J-8614-01
crankshaft holder, hold crankshaft pulley then
remove center bolt and pulley.
Installation
1. Install crankshaft pulley using J-8614-01 crankshaft
holder, hold the crankshaft pulley and tighten center
2. Install cooling fan assembly and tighten bolts/nuts to
Torque : 22 N·m (16 lb ft) for fan pulley and fan
bracket.
Torque : 7.5 N·m (66.4 lb in) for fan and clutch
assembly.
3. Move serpentine belt tensioner to loose side using
wrench, then install serpentine belt to normal
position.
4. Install radiator upper fan shroud.
5. Install air cleaner assembly.
Timing Belt
Removal 11. Remove right side timing belt cover then left side
timing belt cover.
1. Disconnect battery ground cable. 12. Remove lower timing belt cover
2. Remove air cleaner assembly. 13. Remove pusher.
3. Remove radiator upper fan shroud from radiator.
CAUTION: The pusher prevents air from entering
4. Move drive belt tensioner to loose side using wrench the oil chamber. Its rod must always be facing
then remove drive belt. upward.
850RW001
014RW011
Legend Legend
(1) Crankshaft Pulley (1) Up Side
(2) Cooling Fan Pulley (2) Down Side
(3) Tensioner (3) Direction For Installation
(4) Generator (4) Locking Pin
(5) Air Conditioner Compressor
(6) Power Steering Oil Pump 14. Remove timing belt.
(7) Drive Belt
CAUTION:
5. Remove cooling fan assembly four nuts, then the 1. Do not bend or twist the belt, otherwise its core
cooling fan assembly. could be damaged. The belt should not be bent at
a radius less than 30 mm.
6. Remove cooling fan drive pulley assembly.
7. Remove idle pulley assembly. 2. Do not allow oil or other chemical substances to
8. Remove serpentine belt tensioner assembly. the life.
9. Remove power steering pump assembly.
3. Do not attempt to pry or stretch the belt with a
10. Remove crankshaft pulley assembly using J-8614-01 screw driver or any other tool during installation.
crankshaft holder, hold crankshaft pulley remove
center bolt, then the pulley. 4. Store timing belt in a cool and dark place. Never
Installation 1. Install timing belt.

1. Align groove of crankshaft timing pulley with mark
NOTE: For correct belt installation, the letter on the belt on oil pump.
must be able to be read as viewed from the front of the Align the mark on the crankshaft timing pulley
vehicle. with alignment mark (white dots line) on the timing
belt.
Secure the belt with a double clip.
NOTE: When timing marks are aligned, No.2 piston will
be on Top Dead Center.
014RW005
Legend
(1) Crankshaft Timing Pulley
(2) RH Bank Camshaft Drive Gear Pulley
(3) Water Pump Pulley 014RW003
(4) Idle Pulley Legend

(5) LH Bank Camshaft Drive Gear Pulley (1) Alignment Mark on Oil Pump
(6) Tension Pulley (2) Groove on Crankshaft Timing Pulley
(7) Alignment Mark on Oil Pump. (3) Alignment Mark on Crankshaft Timing Pulley
(8) Alignment Mark on Timing Belt (4) Alignment Mark on Timing Belt
014RW006
Legend
(1) Timing Belt
(2) Engine Rotation Direction
(3) Cylinder Head Side
2. Align the marks on the camshaft drive gear 4. Align the alignment mark (white line) on the timing
pulleys with the corresponding alignment marks belt with the alignment mark on the LH bank
on the cylinder head covers. camshaft drive gear pulley.
When aligning the timing marks, use a wrench to
turn the camshaft drive gear pulley, then set the
timing mark between timing belt and camshaft
drive gear pulley.
Secure the belt with a double clip.
NOTE: It is recommended for easy installation that the
belt be secured with a double clip after it is installed to
each pulley.
014RW004
Legend
(1) Alignment Mark on Camshaft Drive Gear
Pulley
(2) Alignment Mark on Cylinder Head Cover.
(3) Alignment Mark on Timing Belt (White Line)
3. Align the alignment mark (white line) on the timing

belt with alignment mark on the RH bank 014RW009
camshaft drive gear pulley (on the left side as 5. Install crankshaft pulley temporarily and tighten
viewed from the front of the vehicle). center bolt by hand (do not use a wrench).
Secure the belt with a double clip. Turn the crankshaft pulley clockwise to give some
belt slack between the crankshaft timing pulley
and the RH bank camshaft drive gear pulley.
014RW008
2. Install pusher and tighten bolt to the specified torque.
1. Install the pusher while pushing the tension pulley
to the belt.
2. Pull out pin from the pusher.
NOTE: When reusing the pusher, press the pusher with
approximately 100Kg to retract the rod, and insert a pin
(1.4 mm piano wire).
020RW004
Legend
(1) Timing Belt Cover RH
(2) Timing Belt Cover LH
(3) Timing Belt Cover Lower
014RW011
Legend
(1) Up Side
(2) Down Side
(3) Direction for Installation
(4) Locking Pin
3. Remove double clips from timing belt pulleys.

Turn the crankshaft pulley clockwise by two turns.
3. Install timing belt cover.
Remove crankshaft pulley that was installed in step
1 item 5.
Tighten bolts to the specified torque.
020RW003
Legend
(1) Timing Belt Cover
(2) Rubber Bushing
(3) Sealing Rubber
(4) Cylinder Body
4. Install crankshaft pulley using J-8614-01, hold the

crankshaft pulley and tighten center bolt to the
specified torque.
5. Install fan pulley bracket and tighten fixing bolts to the
specified torque.
6. Install power steering pump assembly and tighten to
Torque :
M8 bolt : 22 N·m (16 lb ft)
M10 bolt : 46 N·m (34 lb ft)
bracket.
assembly.
8. Move drive belt tensioner to loose side using wrench,
850RW001
Legend
(3) Tensioner
(4) Generator
(6) Power Steering Oil Pump
(7) Drive Belt
9. Install radiator upper fan shroud.

Camshaft
Removal
2. Remove crankshaft pulley.
f Refer to removal procedure for Crankshaft Pulley in
this manual.
f Refer to removal procedure for Timing Belt in this
manual.
4. Remove cylinder head cover LH.
f Refer to removal procedure for Cylinder Head
Cover LH in this manual.
5. Remove cylinder head cover RH.
Cover RH in this manual.
6. Remove twenty fixing bolts from inlet and exhaust
camshaft bracket on one side bank, then camshaft
brackets. 014RW026
Legend
(1) Right Bank
(2) Left Bank
(3) Timing Mark on Retainer
014RW027
7. Remove camshaft assembly.

8. Remove fixing bolt for camshaft drive gear pulley.
9. Remove three fixing bolts from camshaft drive gear
retainer, then camshaft drive gear assembly.
Installation
1. Install camshaft drive gear assembly and tighten
three bolts to the specified torque.
2. Tighten bolt for camshaft drive gear assembly pulley
3. Tighten sub gear setting bolt.
1. Use J-42686 to turn sub gear to right direction
until it aligns with the M5 bolt hole between
camshaft driven gear and sub gear.
2. Tighten the M5 bolt to a suitable torque to prevent
the sub gear from moving.
014RW020
Legend
(1) Intake Camshaft Timing Gear for Right Bank
(2) Intake Camshaft Timing Gear for Left Bank
(3) Exhaust Camshaft Timing Gear
(4) Discrimination Mark
(LI: Left bank intake, RI: Right bank intake)
(LE: Left bank exhaust, RE: Right bank
exhaust)
014RW041

torque.
2. Align timing mark on intake camshaft (one dot for
right bank, two dot for left bank) and exhaust
camshaft (one dot for right bank, two dots for left
bank) to timing mark on camshaft drive gear (one
dot).
014RW023
Legend
(1) Right Bank Camshaft Drive Gear
(2) Left Bank Camshaft Drive Gear
(3) Timing Mark on Drive Gear
(4) Dowel Pin
014RW024
Legend (3) Alignment Mark on Camshaft Drive Gear

(1) Right Bank (4) Alignment Mark on Camshaft
(2) Left Bank (5) Alignment Mark on Retainer
3. Tighten twenty bolts on numerical order an one 5. Install cylinder head cover RH.
side bank as shown in the illustration. f Refer to installation procedure for CYLINDER
Torque : 10 N·m (89 lb in) HEAD COVER RH in this manual.
6. Install cylinder head cover LH.
f Refer to installation procedure for CYLINDER
HEAD COVER LH in this manual.
f Refer to installation procedure for TIMING BELT in
this manual.
8. Install crankshaft pulley.
f Refer to installation procedure for CRANKSHAFT
PULLEY in this manual.
9. Install Accelerator pedal cable.
014RW031
THIS PAGE INTENTIONALLY LEFT BLANK

Cylinder Head
Removal NOTE: There is discrimination mark “R” for right bank
and “L” for left bank on the cylinder head gasket as shown
1. Remove engine hood. in the illustration.
2. Disconnect battery ground cable. Do not reuse cylinder head gasket.
3. Drain radiator coolant.
4. Drain engine oil.
this manual.
manual.
7. Remove cylinder head cover LH.
8. Remove cylinder head cover RH.
9. Remove common chamber.
f Refer to removal procedure for Common Chamber
in this manual.
10. Remove cylinder head assembly. 011RW005
1. Loosen eights bolts for tight cylinder head. 2. Align dowel pin hole to dowel pin on the cylinder
block.
3. Tighten two bolts temporarily by hand to prevent
the cylinder head assembly from moving.
4. Using J-24239-01 cylinder head bolt wrench,
tighten bolts in numerical order as shown in the
illustration to the specified torque.
NOTE: Do not reuse cylinder head bolts.
Do not apply any lubricant to the cylinder head bolts.
Torque :
Temporary : 29 N·m (21 lb ft)
Final : 64 N·m (47 lb ft)
014RW028
Legend
(1) Cylinder Head
(2) Cylinder Head Bolt
(3) Camshaft
Installation
1. Install cylinder head assembly to cylinder block.
1. Put cylinder head gasket on the cylinder block.
014RW029
2. Install common chamber.
f Refer to installation procedure for Common
Chamber in this manual.
3. Install cylinder head cover RH.
f Refer to installation procedure for Cylinder Head
4. Install cylinder head cover LH.
f Refer to installation procedure for Cylinder Head
f Refer to installation procedure for Timing Belt in this
manual.
f Refer to installation procedure for Crankshaft
Pulley in this manual.
Valve Stem Oil Controller , Valve Spring and Valve Guide

1. Disconnect battery ground cable. 1. Install valve guide using J-42899 valve guide installer.
2. Drain engine oil. 2. Install oil controller using J-38537 oil controller
f Drain engine coolant. installer.
3. Remove cylinder head assembly. 3. Install lower valve spring seat, valve spring and upper
valve spring seat then put split collars on the upper
f Refer to removal procedure for Cylinder Head in
spring seat, using J-8062 valve spring compressor
this manual.
and J-42898 valve spring compressor adapter to
4. Remove camshaft. install the split collars.
f Refer to removal procedure for Camshaft in this
manual.
5. Remove tappets with shim.
NOTE: Do not damage shim surface.
6. Remove valve springs using J-8062 valve spring
compressor and J-42898 valve spring compressor
adapter then remove upper valve spring seat and
lower seat.
014RW042
4. Install tappet with shim.

manual.
6. Install cylinder head assembly.
f Refer to installation procedure for Cylinder Head in
this manual.
014RW042 7. Fill engine oil until full level.
7. Remove oil controller using J-37281 oil controller 8. Fill engine coolant.
remover, remove each valve stem oil controller.
8. Remove valve guide using J-37985 valve guide
replacer.
Piston, Piston Ring and Connecting Rod

Removal
F06RW011
Legend (4) Oil Strainer

(1) Cylinder Head (5) Oil Gallery
(2) Crankcase with Oil Pan (6) Piston with Connecting Rod Assembly
(3) Oil Pipe
1. Remove cylinder head assembly. 2. Remove crankcase with oil pan.

f Refer to removal procedure for Cylinder Head in f Refer to removal procedure for Oil Pan and
this manual. Crankcase in this manual.
3. Remove oil strainer fixing bolts, remove oil strainer
assembly with O-ring.
015RW003
Legend
050RW002 (1) Piston Front Mark
Legend (2) Piston Grade
(1) Oil Pump (3) Connecting Rod Front Mark
(2) Oil Strainer
(3) Oil Gallery 2. Install oil gallery and tighten the bolts in two steps, in
(4) From Oil Filter the order shown in illustration.
(5) To Oil Filter Torque :
1st step : 29 N·m (21 lb ft)
4. Remove three fixing bolts, oil pipe with O-ring. 2nd step : 55°–65°
5. Remove eight fixing bolts, oil gallery.
6. Remove piston with connecting rod assembly, before
removing the bearing cap, remove carbon on the top
of cylinder bore and push piston with connecting rod
out from the top of cylinder bore.
Installation
1. Install piston with connecting rod assembly.
f Apply engine oil to cylinder bore, connecting rod
bearing and crank pin.
When installing the piston, its front mark must face
the engine front side.
f The bearing cap number must be the same as
connecting rod number.
f Apply engine oil to the thread and seating surface of
each nut.
f Tighten nuts to the specified torque. 051RS009
Torque : 54 N·m (40 lb ft) 3. Install oil pipe with O-ring.

f After tightening the nuts, make sure that the Torque : 10 N·m (89 lb in)
crankshaft rotates smoothly. 4. Install oil strainer assembly with O-ring.
NOTE: Do not apply engine oil to the bearing back faces Torque : 25 N·m (18 lb ft)
and connecting rod bearing fitting surfaces. 5. Install crankcase with oil pan.
f Refer to installation procedure for Oil Pan and
Crankcase in this manual.
6. Install cylinder head assembly.
f Refer to installation procedure for Cylinder Head in
this manual.
Crankshaft and Main Bearings

Removal
F06RW010
Legend (8) Oil Pump Assembly

(1) Engine Assembly (9) Cylinder Body Side Bolt
(2) Crankshaft Pulley (10) Oil Gallery
(3) Timing Belt Cover (11) Flywheel
(4) Timing Belt (12) Rear Oil Seal Retainer
(5) Crankcase with Oil Pan (13) Connecting Rod Cap
(6) Oil Pipe (14) Crankshaft Main Bearing Cap
(7) Oil Strainer (15) Crankshaft and Main Bearing
1. Remove engine assembly. 3. Remove oil pan and crankcase.

f Refer to removal procedure for Engine Assembly in f Refer to removal procedure for Oil Pan and
this manual. Crankcase in this manual.
2. Remove timing belt. 4. Remove oil pipe with O-ring.
f Refer to removal procedure for Timing Belt in this 5. Remove oil strainer assembly with O-ring.
manual.
f Refer to removal procedure for Oil Pump in this
manual.
7. Remove cylinder body side bolts.
8. Remove oil gallery.
9. Remove flywheel.
10. Remove rear oil seal retainer.
f Refer to removal procedure for Rear Oil Seal in this
manual.
11. Remove connecting rod caps.
12. Remove crankshaft main bearing caps.
13. Remove crankshaft and main bearings.
Installation
1. Install crankshaft and main bearings.
f Install main bearing in the cylinder block and main
bearing cap respectively. 015RS013
Apply new engine oil to upper and lower main 2. Install crankshaft main bearing caps.
bearings. f Apply engine oil to the thread and seating surface of
each bearing cap fixing bolt.
NOTE:
NOTE:
f Do not apply engine oil to the bearing back faces.
f Do not apply engine oil to the bearing back faces.
f Make sure that main bearings are in correct position.
f Install bearing caps in the order of numbers, starting
f Install crankshaft with care. with cylinder block front side.
f Apply engine oil to the thrust washer. f Tighten main bearing fixing bolts to the specified
f Install thrust washer on No.3 journal. torque.
f Oil grooves in thrust washer must face the Torque : 39 N·m (29 lb ft)
crankshaft.
f After tightening the bolts, make sure that the
crankshaft rotates smoothly.
3. Install connecting rod caps.
f The cap number must be same as connecting rod
number.
f Apply engine oil to the thread and seating surface of
each nut.
f Tighten nuts to the specified torque.
f After tightening the nuts, make sure that the
4. Install rear oil seal retainer.
f Remove oil on cylinder block and retainer fitting
surface.
f Apply sealant (TB1207B or equivalent) to retainer
fitting surface as shown in illustration.
015RS012
f The oil seal retainer must be installed within 5
premature hardening of sealant.
015RW002 015RS018
Legend 6. Install oil gallery.

(1) Around Bolt Holes f Clean contact surface of oil gallery and main
(2) Around Dowel Pin bearing cap.
Apply engine oil to oil gallery fixing bolts and tighten
the bolts in two steps, in the order shown.
f Apply engine oil to oil seal lip and align a dowel pin
hole in the cylinder block with that in the retainer. Torque :
f Tighten retainer fixing bolts to the specified torque. 1st step : 29 N·m (21 lb ft)
2nd step : 55°–65°
7. Install cylinder body side bolts and tighten bolts in
order to the specified torque.
NOTE: Do not apply the oil to the bolts.
015RW001
5. Install flywheel.
f Clean tapped holes in the crankshaft.
f Remove oil on crankshaft and flywheel fitting
surface. 012RS007
8. Install oil pump assembly.

NOTE:
f Remove oil on cylinder block and oil pump mounting
f Do not reuse the bolts. surface.
f Do not apply oil or thread lock to the bolts. f Apply sealant (TB1207B or equivalent) to the oil
f Tighten fixing bolts to the specified torque. pump mounting surface.
Torque : 54 N·m (40 lb ft) f The oil pump assembly must be installed within 5
f Apply engine oil to oil seal lip. f Properly apply a 4.5 mm (0.7 in) wide bead of
sealant (TB1207C or equivalent) to the crankcase
f Install oil pump in the cylinder block and tighten
mounting surface. The bead must be continuous.
fixing bolts to the specified torque.
f The crankcase must be installed within 5 minutes
after sealant application to prevent premature
hardening of sealant.
f Tighten fixing bolts to the specified torque.
051RW002
Legend
(1) Around Bolt Holes
(2) Around Dowel Pin
013RW010
013RW004
051RW001
9. Install oil strainer with O-ring, tighten to the specified 12. Install oil pan
torque. f Remove oil on oil pan mounting surface and dry the
Torque : 25 N·m (18 lb ft) surface.
10. Install oil pipe with O-ring, tighten fixing bolts to the f Properly apply a 4.5 mm (0.7 in) wide bead of
specified torque. sealant (TB1207C or equivalent) to the oil pan
f The oil pan must be installed within 5 minutes after
11. Install crankcase. sealant application to prevent premature hardening
f Remove oil on crankcase mounting surface and dry of sealant.
the surface.
013RW003
013RW002

manual.
14. Install engine assembly.
f Refer to installation procedure for Engine
Assembly in this manual.
Rear Oil Seal

Removal
1. Remove transmission assembly.
f See Transmission section in this manual.
2. Remove flywheel.
3. Remove rear oil seal using a seal remover.
NOTE: Take care not to damage the crankshaft or oil seal
retainer when removing oil seal.
Installation
1. Apply engine oil to oil seal lip and install oil seal using
J-39201.
015RS018
3. Install transmission.
f See Transmission section in this manual.
CAUTION: When assembling the engine and
transmission, confirm that dowels have been
mounted in the specified positions at the engine
side. Take care that dowel positions are different
between the manual transmission and the automatic
transmission.
Otherwise, the transmission may be damaged.
015RS017
2. Install flywheel.
f Clean tapped holes in the crankshaft.
f Remove oil on the crankshaft and flywheel
mounting surface.
NOTE: Do not reuse the bolts and do not apply oil or
thread lock to the bolts.
012RS009
Engine Assembly
Removal
515RX001
1. Disconnect battery ground and positive cable. 23. Remove power steering pump fixing bolts, then
2. Remove battery. power steering pump. Place the power steering pump
along with piping on the body side.
3. Make alignment mark on the engine hood and hinges
before removal in order to return the hood to original 24. Remove air conditioning compressor fixing bolts from
position exactly. bracket and place the compressor along with piping
on the body side.
4. Remove engine hood.
25. Remove four O2 sensor harness connectors (two
5. Drain radiator coolant.
each bank) from exhaust front pipe.
6. Disconnect accelerator cable and automatic cruise
26. Remove three exhaust pipe fixing nuts from each
control cable from throttle valve on common
bank.
chamber.
27. Remove two exhaust pipe fixing nuts from each
7. Disconnect air duct with air cleaner cover.
exhaust pipe, then move exhaust pipe to rear side of
8. Remove air cleaner assembly. vehicle.
9. Disconnect canister vacuum hose. 28. Remove flywheel dust covers.
10. Disconnect vacuum booster hose. 29. Disconnect two heater hoses from engine.
11. Disconnect three engine harness connectors. 30. Disconnect fuel hose from right side of transmission.
12. Disconnect harness connector to transmission (left
CAUTION: Plug fuel pipe on engine side and fuel
front side of engine compartment), disconnect shift
hose from fuel tank.
on the fly harness connector from front side of front
axle and remove transmission harness bracket from 31. Remove transmission assembly. Refer to
engine left side. Transmission section in this manual.
13. Disconnect ground cable between engine and frame. 32. Support the engine by engine hoist.
14. Disconnect bonding cable connector on the back of 33. Remove two left side engine mount fixing bolts from
right dash panel. engine mount on chassis side.
15. Disconnect bonding cable terminal on the left bank. 34. Remove two right side engine mount fixing bolts from
engine mount on chassis side.
16. Disconnect starter harness connector from starter.
35. Remove engine assembly.
17. Disconnect generator harness connector from
generator.
18. Disconnect coolant reserve tank hose from radiator. Installation
19. Remove radiator upper and lower hoses. CAUTION: When assembling the engine and
20. Remove upper fan shroud. transmission, confirm that dowels have been
21. Remove cooling fan assembly four fixing nuts, then mounted in the specified positions at the engine
the cooling fan assembly. side. Also take care that dowel positions are different
22. Move drive belt tensioner to loose side using wrench between the manual transmission and the automatic
then remove drive belt. transmission.
Otherweise, the transmission may be damaged.
012RS009 035RW005
1. Install engine assembly. Tighten engine mount fixing Legend

bolts to frame to the specified torque. (1) Exhaust Front Pipe RH
Torque: 41 N·m (30 lb ft) (2) O2 Sensor
2. Reconnect fuel hose to fuel pipe on engine.
3. Install transmission assembly. Refer to Transmission
section in this manual.
4. Reconnect two heater hoses to engine.
5. Install flywheel dust covers.
6. Install exhaust pipe and temporally tighten two (each
bank) rear exhaust flange nuts then tighten three stud
nuts (each bank) between exhaust manifold and
exhaust pipe, finally tighten rear side nuts to the
specified torque.
Torque:
035RW016
Legend
(1) O2 Sensor
7. Reconnect O2 sensor connector.

bracket.
assembly.
9. Install air conditioner compressor to engine and
tighten to the specified torque.
6VD1
10. Install power steering pump, tighten fixing bolt to the 12. Install upper fan shroud.
specified torque. 13. Reconnect radiator upper and lower hoses.
Torque : 14. Reconnect coolant reserve tank hose to radiator.
M8 bolts : 22N·m (16 lb ft) 15. Reconnect generator harness connector.
M10 bolts : 46 N·m (34 lb ft) 16. Reconnect starter harness connector.
11. Move drive belt tensioner to loose side using wrench, 17. Reconnect bonding cable terminal on left bank
18. Reconnect bonding cable terminal on the back of right
dash panel.
19. Reconnect ground cable between engine and
chassis.
20. Reconnect harness connector to transmission and
install transmission harness bracket on engine left
side.
21. Reconnect three engine harness connectors.
22. Reconnect vacuum booster hose.
23. Reconnect canister vacuum hose.
25. Reconnect air duct.
26. Reconnect accelerator cable and automatic cruise
control cable to throttle valve on common chamber.
850RW001
Legend
(3) Tensioner
(4) Generator
(6) Power Steering Oil Pump
(7) Drive Belt
035RW007
Legend
(1) Throttle Valve Assembly
(2) Throttle Lever
(3) Idle Air Control Valve
(4) Throttle Position Sensor
27. Install engine hood to the original position.
f Refer to installation procedure for Body section in
this manual.
Cylinder Head
Cylinder Head and Associated Parts
011RW008
Legend (8) Camshaft Intake

(1) Spark Plug (9) Retainer Fixing Bolt
(2) Cylinder Head Bolt (10) Retainer Assembly
(3) Camshaft Drive Gear Pulley Fixing Bolt (11) Tappet with Shim
(4) Camshaft Drive Gear Pulley (12) Split Collar
(5) Camshaft Bracket Fixing Bolt (13) Valve Spring and Spring Upper Seat
(6) Camshaft Bracket (14) Valve
(7) Camshaft Exhaust
Disassembly f Before removing the cylinder head from the engine

and before disassembling the valve mechanism,
NOTE: perform a compression test and note the results.
f During disassembly, be sure that the valve train 1. Remove camshaft drive gear pulley fixing bolt (3),
components are kept together and identified so that then pulley (4).
they can be reinstalled in their original locations.
2. Remove camshaft bracket fixing bolt (5), camshaft 2. Cylinder head for cracks, especially between valve
bracket (6), then camshaft exhaust (7), and intake seats and in the exhaust ports.
side (8). 3. Cylinder head deck for corrosion, sand particles in
3. Remove tappet with shim (11). head and porosity.
4. Use the J–8062 valve spring compressor and CAUTION:
J–42898 valve spring compressor adapter to remove
f Do not attempt to weld the cylinder head. Replace
the split collar (12), valve spring with upper seat (13)
it.
and valve (14).
f Do not reuse cylinder head bolts.
4. Cylinder head deck, common chamber and exhaust
manifold mating surfaces for flatness. These
surfaces may be reconditioned by milling. If the
surfaces are “out of flat” by more than specification,
the surface should be ground to within specifications.
Replace the head if it requires machining beyound the
repairable limit.
Head surface and manifold surface
Standard: 0.05 mm (0.002 in) or less
Warpage limit: 0.2 mm (0.0079 in)
Maximum Repairable limit: 0.2 mm (0.0079 in)
Head height
Standard height : 133.2 mm (5.2441 in)
Warpage limit : 0.2 mm (0.0079 in)
Maximum Repairable limit : 133.0 mm (5.2362 in)
014RW042
5. Remove spark plug (1).

CAUTION: Do not remove the spark plugs when the
head and plugs are hot. Clean dirt and debris from
spark plug recess areas before removal.
Clean
Cylinder head
Carefully remove all varnish, soot and carbon from the
bare metal. Do not use a motorized wire brush on any
gasket sealing surface.

1. Cylinder head gasket and mating surfaces for leaks,
corrosion and blow–by. If the gasket has failed,
determine the cause. 011RW019
5. Water jacket sealing plugs seating surfaces.

– Insufficient torque on head bolts
– Improper installation
– Loose or warped cylinder head
– Missing dowel pins
– Warped case surface
Reassembly
1. Install Spark plug and tighten all the spark plugs to
specified torque.
1. Use J–42686 gear spring lever to turn sub gear to
right direction until the M5 bolt aligns with the hole
between camshaft driven gear and sub gear.
2. Tighten the M5 bolt to a suitable torque to prevent
the sub gear from moving.
014RW020
Legend
(4) Discrimination Mark
LI: Left Bank Intake
RI: Right Bank Intake
LE: Left Bank Exhaust
RE: Right Bank Exhaust
014RW025

three bolts to the specified torque.
torque.
right bank, two dots for left bank) and exhaust
dot).
014RW023
Legend
(4) Dowel Pin
014RW024

3. Tighten twenty bolts in numerical order on each

bank as shown in the illustration.
014RW031

Valve Spring, Oil Controller, Valve, Valve Guide

Valve Spring, Oil Controller, Valve, Valve Guide and Associated Parts
014RW039
Legend (7) Spring Upper Seat

(1) Camshaft Bracket Fixing Bolts (8) Valve Spring
(2) Camshaft Assembly Inlet (9) Oil Controller
(3) Camshaft Assembly Exhaust (10) Spring Lower Seat
(4) Shim (11) Valve Guide
(5) Tappet (12) Valve
(6) Split Collar
Disassembly 3. Remove camshaft assembly (Exhaust side).

4. Remove shim (4) and tappet (5).
1. Remove camshaft bracket fixing bolts (1).
2. Remove camshaft assembly (intake).
5. Use the J–8062 valve spring compressor and 2. Measure the valve spring squareness with a steel
J–42898 valve spring compressor adapter to remove square and replace the valve springs if the measured
split collar. value exceeds the specified limit.
Limit : 2 mm (0.079 in)
014RW042
6. Remove valve spring.

014RS005
7. Remove valve. 3. Using a spring tester to compress the springs to the

8. Remove oil controller and spring lower seat. installed height, measure the compressed spring
9. Remove the valve guide using the J–42899 valve tension, and replace the springs if the measured
guide replacer. tension is below the specified limit.
At installed height: 35.0 mm (1.38 in)
Inspection and Repair Standard: 196 N (44 lb)
Limit: Less than 181 N (41 lb)
Valve Spring
CAUTION: Visually inspect the valve springs and
replace them if damage or abnormal wear is evident.
1. Measure the free height of the springs. The springs
must be replaced if the free height is below the
specified limit.
Limit : 43.6 mm (1.717 in)
014RS006
Valve Guide
CAUTION: Take care not to damage the valve seat
contact surface, when removing carbon adhering to
the valve head. Carefully inspect the valve stem for
scratchs or abnormal wear. If these conditions are
present, the valve and the valve guide must be
replaced as a set.
014RS004
1. Measure the valve stem diameter with a micrometer. Valve Guide Replacement
If the valve stem diameter is less than the specified
limit, the valve and the valve guide must be replaced 1. Using Valve guide replacer: J–42899, drive out the
as a set. valve guide from the combustion chamber side.
Diameter of Valve Stem
Intake
(0.2353 in–0.2346 in)
Limit : 5.90 mm (0.2323 in)
Exhaust
(0.2343 in–0.2350 in)
Limit : 5.90 mm (0.2323 in)
014RS008
2. Apply engine oil to the outside of the valve guide.

Using valve guide replacer J–42899, drive in a new
valve guide from the camshaft side, and check the
valve guide height.
Valve guide upper end height: 13.0 mm (0.5118
in)
(Measured from the cylinder head upper face)
014RS007
2. Measure the inside diameter of the valve guide with a

micrometer. Subtract the measured outer diameter of
the valve stem from the measured inner diameter of
the valve guide. If the value exceeds the specified
limit, the valve and the valve guide must be replaced
as a set.
Inside Diameter of the Vale Guide
Inlet clearance
(0.0009 in–0.0002 in)
Limit : 0.20 mm (0.00787 in)
Exhaust clearance
(0.0012 in–0.0025 in)
Limit : 0.20 mm (0.00787 in) 014RW046
3. Check the clearance. If the clearance is less than the

specified value, ream the inside diameter of valve
guide. Using a sharp 6 mm reamer, ream the valve
guide to obtain the specified clearance.
Valve Seat Contact Surface Angle on Valve Seat on
1. Measure the protrusion of the valve stem when a new Valve
valve is installed in the cylinder head. If the protrusion 1. Measure contact surface angle on valve seat.
of the valve stem exceeds the limit, replace the valve 2. If the measured value exceeds the limit, replace
seat insert or the cylinder head assembly. valve, valve guide and valve seat as a set.
Protrusion of valve stem Valve contact surface angle: 45°
Intake
Limit: 39.47 mm (1.5539 in)
Exhaust
Limit: 39.45 mm (1.5531 in)
014RS012
Valve Seat Insert Correction

1. Remove the carbon from the valve seat insert
surface.
2. Use a valve cutter to minimize scratches and other
014RW047
rough areas. This will bring the contact width back to
2. Measure the valve seat contact width. Make the the standard value. Remove only the scratches and
necessary corrections if the seat contact surface is rough areas. Do not cut away too much. Take care not
damaged or rough or if the contact width wear to cut away unblemished areas of the valve seat
exceeds the limit. surface.
Valve seat contact width Valve seat angle degree: 90°
Limit: 1.7 mm (0.0669 in)
014RW059
014RS011
3. Apply abrasive compound to the valve seat insert 4. Carefully clean the valve seat press–fit section on the
surface. cylinder head side.
4. Insert the valve into the valve guide. 5. Heat the press–fit section with steam or some other
5. Turn the valve while lapping it to fit the valve seat means to cause expansion. Cool the valve seat with
insert. dry ice or some other means.
6. Check that the valve contact width is correct. 6. Insert the press–fit section into the valve seat
horizontally.
7. Check that the valve seat insert surface is in contact
with the entire circumference of the valve. Standard fitting interference: 0.14 mm–0.09 mm
(0.0055 in–0.0035 in)
7. After insertion, use a seat grinder to grind finish the
seating face. Carefully note the seating angle, the
contact width, and the depression.
8. Lap the valve and the seat.
Reassembly
1. Install valve guide (1) to cylinder head. Apply engine
oil to the outside of the valve guide. Using valve guide
replacer J–42899, drive in a new valve guide from the
camshaft side.
2. Install oil controller (3) and spring lower seat (2).
Using oil controller replacer J–37281, drive in a new
oil controller.
014RS014
Valve Seat Insert Replacement

1. Arc weld the rod at several points. Be careful not to
damage the aluminum section.
2. Allow the rod to cool for a few minutes. This will cause
the valve seat to shrink.
3. Strike the rod and pull it out.
014RW058
014RS015
3. Install valve to valve guide. Before install valve guide Valve Clearance Adjustments
apply engine oil to the outside of the valve stem.
4. Install valve spring to cylinder head. Attach the valve NOTE: To adjust valve clearance, apply engine oil to the
spring to the lower spring seat. The painted area of cam as well as to the adjusting shim (2) with the cylinder
the valve spring should be facing downward. head built on the cylinder block, give a few turns to the
camshaft by means of timing pulley tightening bolt, and
measure valve clearance when the nose of cam is just
opposite to maximum cam lift (1) as shown in illustration
below.
014RS020
5. Install lower valve spring seat, valve spring and upper

valve spring seat then put split collars on the upper
spring seat, using the J–8062 valve spring compresor
and J–42898 valve spring compressor adapter to 014RW081
install the split collars. Legend

(1) Cam
(2) Shim
(3) Tappet
Valve Clearance Standard Value (cold)

Intake: 0.23 mm–0.33 mm
(0.0091 in–0.0130 in)
Exhaust: 0.25 mm–0.35 mm
(0.0098 in–0.0138 in)
014RW042
6. Install tappet with shim.

manual.
Selection of Adjusting Shim
Shim to be selected = (Thickness of removed shim) +
(Valve clearance measurement – Standard valu)
Based on the above formula, the best suited shim should
be selected from 41 sorts of shim (differently thick at
0.02mm (0.0008 in) intervals from 2.40mm (0.0945 in)
through 3.2mm (0.1260 in) thick). Install the shim and
check valve clearance.
Replacement of Shim
Let the cam push down the edge of tappet by using
J–42689 valve clearance adjusting tool and push out the
shim with a flat blade screw driver as shown in illustrations
below.
014RW084
014RW082
014RW083
Camshaft
Camshaft and Associated Parts
014RW040
Legend (6) Camshaft Drive Gear Pulley

(1) Camshaft Bracket Fixing Bolt (7) Retainer Fixing Bolt
(2) Camshaft Bracket (8) Retainer
(3) Camshaft Assembly Intake (9) Camshaft Drive Gear
(4) Camshaft Assembly Exhaust (10) Oil Seal
(5) Pulley Fixing Bolt
Disassembly
1. Remove fixing bolt (5) for camshaft drive gear pulley
using J–43041 universal holder.
014RW060
2. Remove twenty fixing bolts from inlet and exhaust 2. Use a micrometer to measure the diameter and the
camshaft bracket on one side bank, then camshaft uneven wear of the camshaft journals.
brackets (2). Replace the camshaft if the diameter or the uneven
wear exceeds the specified limit.
Journal Diameter
(1.0225 in–1.0233 in)
Limit : 25.8 mm (1.0157 in)
Uneven wear : 0.05 mm (0.0020 in)
014RW027
3. Remove camshaft assembly (3), (4).

4. Remove three fixing bolts (7) from camshaft drive
gear retainer (8), then camshaft drive gear assembly.

1. Use a micrometer to measure the cam lobe height 014RS023
and uneven wear. Replace the camshaft if either the 3. Place the camshaft on V–blocks.
lobe height or the uneven wear exceeds the specified Slowly rotate the camshaft and measure the runout
limit. with a dial indicator.
Lobe height : 44.709 mm (1.7602 in) Replace the camshaft if the runout exceeds the
Uneven wear : 0.05 mm (0.0020 in) specified limit.
Run out
Limit : 0.1 mm (0.0039 in)
014RW043
014RW044
4. Measure the camshaft journal oil clearance. 5. Replace the cylinder head and/or camshaft if the
1. Measure the camshaft bracket housing inside measured oil clearance exceeds the specified limit.
diameter. 1. Carefully clean the camshaft journal, the
camshaft bracket, and the cylinder head.
NOTE: Tighten camshaft bracket (2) to specified torque
before measuring the camshaft bracket inside diameter. 2. Install camshaft assembly and camshaft brackets
(2), tighten twenty bolts (1) on one side bank to
Torque : 10 N·m (89 lb in) the specified torque.
014RW031
2. Subtract the camshaft outside diameter from the

camshaft bracket housing inside diameter. 014RW031
3. Measure the camshaft thrust clearance with a dial

Oil Clearance indicator. Replace the camshaft and/or the
Standard : 0.027 mm–0.078 mm cylinder head if the camshaft thrust clearance
(0.0011 in–0.0031 in) exceeds the specified limit.
Limit : 0.11 mm (0.0043 in) Camshaft thrust Clearance
(0.0012 in.–0.0031 in.)
Limit : 0.12 mm (0.0047 mm)
014RW037
014RW035
Reassembly
three bolts to specified torque.
1. Use J–42686 to turn sub gear to right direction
until the M5 bolt hole aligns between camshaft
driven gear and sub gear.
2. Tighten M5 bolt suitable torque for prevent
moving the sub gear.
014RW020
Legend
(4) Discerning Mark
LI: Left Bank Intake
RI: Right Bank Intake
LE: Left Bank Exhaust
RE: Right Bank Exhaust
014RW041

torque.
right bank, two dots for left bank) and exhaust
dot).
014RW023
Legend
(4) Dowel Pin
014RW024

3. Tighten twenty bolts in numerical order on one 4. If the oil seal requires replacement, use the J–42985
side bank as shown in the illustration. to install the oil seal.
014RW034
014RW031
to the specified torque using the J–43041 universal
holder.
014RW060
Crankshaft
Crankshaft and Associated Parts
013RW009

(1) Cylinder Head Assembly (9) Flywheel
(2) Crankcase with Oil Pan (10) Rear Oil Seal Retainer and Oil Seal
(3) Oil Pipe and O-ring (11) Main Bearing Cap
(4) Oil Strainer and O-ring (12) Crankshaft
(5) Oil Pump Assembly (13) Main Bearing Cap Fixing Bolts
(6) Cylinder Block Side Bolts (14) Oil Gallery Fixing Bolts
(7) Oil Gallery
Disassembly CAUTION: Take care not to damage or deform the

sealing flange surface of crankcase.
1. Remove cylinder head assembly (1). Refer to 3. Remove oil pipe and O-ring (3).
“Cylinder Head” in this manual.
4. Remove oil strainer and O-ring (4).
2. Remove crankcase with oil pan (2). Refer to “Oil Pan
and Crankcase” in this manual. 5. Remove oil pump assembly (5).
6. Remove crankcase side bolts (6).
7. Remove oil gallery (7).
8. Remove piston and connecting rod assembly (8).
Refer to “Piston, Piston Ring and Connecting Rod” in
this manual.
9. Remove flywheel (9).
10. Remove rear oil seal retainer (10).
11. Remove main bearing cap (11).
12. Remove crankshaft (12).

1. Crankshaft
Set the dial indicator as shown in the illustration and
measure the crankshaft thrust clearance. If the thrust
clearance exceeds the specified limit, replace the
thrust bearings as a set.
Thrust Clearance
Standard : 0.06 mm–0.24 mm 015RS004
(0.0024 in–0.0094 in) 3. Remove the crankshaft.

Limit : 0.30 mm (0.0118 in) Remove the main bearings.
4. Clean the upper and lower bearings as well as the
crankshaft main journal.
5. Check the bearings for damage or excessive wear.
The bearings must be replaced as a set if damage or
excessive wear is discovered during inspection.
6. Set the upper bearings and the thrust washers to their
original positions.
Carefully install the crankshaft.
7. Set the lower bearings to the bearing cap original
position.
8. Apply plastigage to the crankshaft journal unit as
NOTE: Do not set the plastigage on the oil hole.
015RS003
Main Bearing Clearance

1. Remove the bearing caps and measure the oil
clearance.
2. Remove the main bearing cap fixing bolts in the
sequence shown in the illustration.
Arrange the removed main bearing caps in the
015RS005
9. Install main bearing caps, oil gallery and crank case 11. Measure the plastigage width and determine the oil
bolts in the order shown, and tighten each bolt to the clearance. If the oil clearance exceeds the specified
specified torque. limit, replace the main bearings as a set and/or
replace the crankshaft.
NOTE: Do not apply engine oil to the crank case side
bolts. Standard : 0.019 mm–0.043 mm
(0.0007 in–0.0017 in)
Main bearing cap bolts.
Limit : 0.08 mm (0.0031 in)
Torque: 39 N·m (29lb ft)
Oil gallery fixing bolts.
Torque:
2nd step 55°∼ 65°
Crank case side bolts
Torque : 39 N·m (29lb ft)
015RS008
12. Clean the plastigage from the bearings and the

crankshaft.
Remove the crankshaft and the bearings.
Crankshaft (12) Inspection

Inspect the surface of the crankshaft journal and crank
pins for excessive wear and damage. Inspect the oil seal
fitting surfaces for excessive wear and damage. Inspect
015RS006
the oil ports for obstructions.
10. Remove the main bearing caps in the sequence
015RS004
Inspection and Repair Crankshaft Bearing Selection

1. Carefully set the crankshaft on the V–blocks. Slowly When installing new crankshaft bearings or replacing
rotate the crankshaft and measure the runout. If the bearings, refer to the selection table below. Select and
crankshaft runout exceeds the specified limit, the install the new crankshaft bearings, paying close
crankshaft must be replaced. attention to the cylinder block journal hole.
Runout : 0.04 mm (0.0016 in) 1. Diameter size mark (1) and the crankshaft journal.
015RS010
015RS007
2. Diameter size mark (1).
2. Measure the diameter and the uneven wear of main
journal and crank pin. If the crankshaft wear exceeds The diameter size marks are stamped on the No.1
the specified limit, crankshaft must be replaced. crankshaft balancer as shown in the illustration.
Main journal diameter : 63.918 mm–63.933 mm
(2.5165 in–2.5170 in)
Crank pin diameter : 53.922 mm–53.937 mm
(2.1229 in.–2.1235 in.)
Uneven wear limit : 0.005 mm (0.0002 in)
015RS011
NOTE: Take care to ensure the bearings are positioned

correctly.
015RS009
Legend
(1) Number 1 and 4 main bearing upper and lower
(2) Number 2 and 3 main bearing upper
(3) Number 2 and 3 main bearing lower
015RS012
Crank Crank
Shaft Shaft
1 Size Main Bearing Crank Shaft Main 2 Size Bearing Bearing Oil Clearance
Mark Bore Diameter Journal Diameter Mark Size Mark Size Mark (Reference)
(Upper (Lower
Side) Side)
63.918-63.925 0.030-0.049
2 Blue Blue
68.994-69.000 (2.5165-2.5167) (0.0012-0.0019)
1
(2.7163-2.7165) 63.926-63.933 0.028-0.047
1
(2.5168-2.5170) (0.0011-0.0019)
Brown Brown
63.918-63.925 0.029-0.048
2
68.987-68.993 (2.5165-2.5167) (0.0011-0.0019)
2
(2.7160-2.7163) 63.926-63.933 0.027-0.046
1
(2.5168-2.5170) (0.0011-0.0018)
Green Green
63.918-63.925 0.028-0.047
2
68.980-68.986 (2.5165-2.5167) (0.0011-0.0019)
3
(2.7157-2.7160) 63.926-63.933 0.026-0.045
1 Yellow Yellow
(2.5168-2.5170) (0.0010-0.0018)
Reassembly
1. Crankshaft (12)
f Install the main bearings to the cylinder block and
the main bearing caps.
bearing faces.
NOTE: Do not apply engine oil to the main bearing back
faces.
015RS012
f Carefully mount the crankshaft. f Apply engine oil to the oil seal lip.
f Apply engine oil to the thrust washer. f Align the cylinder block dowel pin holes with the rear
retainer dowel pins.
f Assemble the thrust washer to the No.3 bearing
journal. The oil grooves must face the crankshaft. f Tighten the rear retainer fixing bolts. New bolts
should be used when installing rear retainer.
NOTE: Be very careful not to disengage the oil seal garter
spring during installation of the rear retainer.
If the seal was removed from retainer for
replacement, apply engine oil to the oil seal lip and
install the oil seal using J–39201 oil seal installer.
015RS013
2. Rear oil seal (10)

f Remove the oil from the cylinder block and the
retainer mounting surface.
f Apply sealant (TB–1207B or equivalent) to the
retainer mounting surface, following the pattern
The retainer must be installed within 5 minutes after
015RW001
sealant application to prevent premature hardening
of sealant.
015RS017
3. Flywheel (9)
015RW002
Legend threads of crankshaft.
(1) Around Bolt Holes 2. Remove the oil from the crankshaft and flywheel
(2) Around Dowel Pin mounting faces.
3. Mount the flywheel on the crankshaft and then
install the washer.
4. Hold the crankshaft to prevent from rotating then f Insert the piston/connecting rod assemblies into
install the bolts in the order shown to the specified each cylinder with the piston ring compressor. The
torque. front marks must be facing the front of the engine.
Torque: 54 N·m (40 lb ft) f Match the numbered caps with the numbers on the
connecting rods. Align the punched marks on the
NOTE: Do not reuse the bolt and do not apply oil or thread connecting rods and caps.
lock to the bolt.
f Apply engine oil to the threads and seating faces of
the nuts.
f Tighten the nuts.
After tightening the cap nuts, check to see that the
015RS018
4. Piston and connecting rod assembly (8)

f Apply engine oil to the cylinder bores, the
connecting rod bearings and the crankshaft pins.
Check to see that the piston ring end gaps are
015RS020
5. Install oil gallery (7) and tighten the bolts in 2 steps, in

the order shown.
2nd step: 55°∼ 65°
015RS019
Legend
(1) No.1 Compression Ring
(2) No.2 Compression Ring
(3) Oil Ring Side Rail Upper
(4) Oil Ring Side Rail Lower
(5) Piston Front Mark
051RS009
6. Cylinder block side bolts (6)
f Tighten all the bolts to the specified torque in the
order shown.
NOTE: Do not apply engine oil to the crank case side
bolts.
013RW010
Legend
(1) Portion Between Bolt Holes
(2) Bolt Hole Portion
11. Install cylinder head assembly, refer to “Cylinder

head” in this manual.
012RS001
7. Install oil pump assembly (5), refer to “Oil pump” in

this manual.
8. Install oil strainer and O-ring (4).
9. Install oil pipe and O-ring (3) and tighten the bolts.
10. Install crankcase with oil pan (2).
2. Apply a correct width bead of sealant (TB—
1207C or its equivalent) to the contact surfaces of
the oil pan. There must be no gaps in the bead.
3. The crankcase assembly must be installed within
5 minutes after sealant application.
4. Tighten the bolts and nuts to the specified torque.
Piston and Connecting Rod

Piston, Connecting Rod and Associate Parts
015RW019

(1) Cylinder Head Assembly (8) Piston Ring
(2) Cylinder Head Gasket (9) Piston Pin
(3) Crankcase with Oil Pan (10) Piston
(4) Oil Pipe and O-ring (11) Connecting Rod
(5) Oil Strainer and O-ring (12) Connecting Rod Cap
(6) Oil Gallery
Disassembly 5. Remove oil strainer and O-ring (5).

6. Remove oil gallery (6).
1. Remove cylinder head assembly (1). Refer to
“Cylinder Head Removal” in this manual. 7. Remove connecting rod cap with connecting rod
lower bearing (12).
2. Remove cylinder head gasket (2).
8. Remove piston and connecting rod assembly (7).
3. Remove crankcase with oil pan (3). Refer to“Oil Pan
and Crankcase” in this manual. NOTE: Before removing piston and connecting rod
4. Remove oil pipe and O-ring (4). assembly, measure thrust clearance.
015RS031 015RS023
f Remove any ridge or carbon build up from the top Legend

end of the cylinder.
(1) Press Ram
9. Remove the piston rings (8) with a piston ring (2) Piston
expander. Arrange the removed piston rings in the
(3) Connecting Rod
(4) Piston Pin
11. Piston (10)

12. Connecting rod (11)

Pistons (10)
Carefully clean away all the carbon adhering to the piston
head and the piston ring grooves.
NOTE: Never use a wire brush to clean the pistons.
Damage will result. Visually check each piston for
cracking, scoring, and other signs of excessive wear. If
any of the above conditions are found, the piston must be
replaced.
Piston Diameter
1. Measure the piston outside diameter with micrometer
015RS022 at the piston grading position and a right angle to the
10. Remove the piston pin (9) using J–24086–C piston piston pin.
pin service set and piston support with a press. Piston grading position (from piston head)
NOTE: Keep the parts removed from each cylinder Piston grading position : 43.0 mm (1.6929 in)
separate. All parts must be reinstalled in their original
positions. Heating the connecting rod will permit easy
removal of the piston pin.
015RV014 012RS002
The size mark (1) for piston outside diameter is

represented as shown in Figure. Piston Rings (8)
Outside Diameter Any worn or damaged part discovered during engine
overhaul must be replaced with a new one.
Size Mark A : 93.360 mm–93.370 mm
(3.6756 in–3.6760 in) 1. Ring end gap measurement
f Insert the piston ring into the bore.
Size Mark B : 93.371 mm–93.380 mm
(3.6760 in–3.6764 in) f Push the ring by the piston, at a right angle to the
wall, into the point at which the cylinder bore
Size Mark C : 93.381 mm–93.390 mm diameter is the smallest.
(3.6764 in–3.6768 in)
f Measure the ring end gap.
Compression Ring
1st ring
(0.0118 in–0.0157 in)
Limit: 1.0 mm (0.0394 in)
2nd ring
(0.0177 in–0.0236 in)
Limit: 1.2 mm (0.0472 in)
Oil ring
(0.0059 in–0.0177 in)
Limit: 1.05 mm (0.0413 in)
015RS025
Measure the cylinder bore inside diameter (refer to

“Cylinder Block” in this manual).
015RS026 015RS028
f Positioning mark (1) is painted as shown in the

illustration. Piston Pin (9)
Marked T : No.1 Compression ring NOTE: Do not reuse the old piston pin.
Marked T2 : No.2 Compression ring 1. Use a micrometer to measure the new piston pin
outside diameter in both directions at three different
positions.
2. Measure the inside diameter of the connecting rod
small end. If the fitting interference between the small
end and pin does not conform to the specified value,
the connecting rod must be replaced.
Standard : 0.023 mm–0.038 mm (0.0009
in–0.0015 in)
015RS027
2. Measure the clearance between the piston ring

groove and the piston ring with a feeler gauge. If the
piston ring groove / piston ring clearance exceeds the
specified limit, the piston must be replaced.
Compression Ring Clearance
(0.0006 in.–0.0015 in)
015RS029
Limit : 0.1mm (0.0059 in)
3. Insert the new pin into the piston and rotate it. If the
pin rotates smoothly with no backlash, the clearance
is normal. If there is backlash or roughness, measure
the clearance. If the clearance exceeds the specified
limit, the piston must be replaced.
Clearance
(0.0004 in.–0.0007 in)
Limit : 0.040 mm (0.0016 in)
Connecting Rods (11)

1. Check the connecting rod alignment If either the bend
or the twist exceeds the specified limit, the connecting
rod must be replaced.
Bend per 100 mm (3.937 in)
Limit: 0.15 (0.0059)
Twist per 100 mm (3.937 in)
Limit: 0.20 (0.0078) 015RS031
3. Measure the oil clearance between the connecting

rod and the crankshaft.
1. Remove the connecting rod cap nuts and the rod
caps (12).
Arrange the removed rod caps in the cylinder
number order.
2. Clean the rod bearings and the crankshaft pins.
3. Carefully check the rod bearings. If even one
bearing is found to be damaged or badly worn, the
entire bearing assembly must be replaced as a
set. Reinstall the bearings in their original
positions. Apply plastigage to the crank pin.
015RS030
2. Measure the connecting rod thrust clearance. Use a

feeler gauge to measure the thrust clearance at the
large end of the connecting rod If the clearance
exceeds the specified limit, the connecting rod must
be replaced.
(0.0063 in.–0.0138 in)
Limit : 0.40 mm (0.0157 in)
015RS032
4. Reinstall the rod caps (12) to their original

positions.
Tighten the rod cap nuts.
5. Remove the rod caps. 7. Clean the plastigage from the bearings and the
crankshaft pins.
6. Measure the width of the plastigage and
determine the oil clearance. If the oil clearance
exceeds the limit, replace the rod bearing as a Con–rod Bearing Selection
set. Select and install the new connecting rod bearings,
Standard : 0.019 mm–0.043 mm paying close attention to the connecting rod big end
diameter size mark (1).
(0.0007 in–0.0017 in)
Limit : 0.08 mm (0.0031 in) NOTE: Take care not to confuse the alignment mark (2)
and the size mark (1) during the installation procedure.
015RS008
015RS034
Connecting Rod Color of

Big end Bore Crankshaft Pin Oil Clearance
1 Size Mark Bearing Thickness Size
Diameter Diameter (Reference)
(Reference) Mark
56.994-57.000 1.512-1.516 0.025-0.054
A Yellow
(2.2439-2.2441) (0.0595-0.0597) (0.0010-0.0021)
56.988-56.994 53.922-53.937 1.508-1.512 0.027-0.056
B Green
(2.2436-2.2439) (2.1229-2.1235) (0.0594-0.0595) (0.0011-0.0022)
56.982-56.988 1.504-1.508 0.029-0.058
C Pink
(2.2434-2.2436) (0.0592-0.0594) (0.0011-0.0023)
Reassembly
1. Install connecting rod
2. Install piston
3. Install piston pin
f Apply a thin coat of engine oil to the piston pin. Try to
insert the piston pin into the piston pin hole with
normal finger pressure.
NOTE: When changing piston / connecting rod
combinations, do not change the piston / piston pin
combination and do not reuse the old piston pin.
f Attach the piston to the connecting rod with the
piston front mark and the connecting rod front mark
on the same side.
015RS036
f With J–24086–C Piston pin service set and a press, f Install piston rings in the following sequence.
press fit the piston pin. 1. Oil ring
NOTE: Heat the connecting rod small end to a suitable 1. Expander ring
temperature to ensure smooth installation. 2. Upper side rail
3. Lower side rail
2. 2nd compression ring
3. 1st compression ring
f The compression rings must be set with the T or T2
mark facing up.
Marked T : No.1 Compression ring
Marked T2 : No.2 Compression ring
f After installation, apply engine oil to the entire
circumference of the piston rings. Check to see that
all the rings rotate smoothly.
015RS037
Legend
(1) Press Ram
(2) Piston
(3) Connecting Rod
(4) Piston Pin
4. Install piston ring with the piston ring expander.

The compression ring must be set with the T mark (1)
facing up.
Marked T : No.1 Compression ring
Marked T2 : No.2 Compression ring 015RS038
5. Install piston and connecting rod assembly.

f Insert the bearings into the connecting rods and
caps. Apply new engine oil to the bearing faces and
nuts.
f Tighten the connecting rod cap nuts
6. Oil gallery, refer to “Crankshaft and main bearing” in
this manual.
7. Oil strainer and O-ring.
8. Oil pipe and O-ring.
9. Install crankcase with oil pan, refer to “Oil pan and
Crankcase” in this manual.
10. Install cylinder head gasket.
11. Install Cylinder head assembly.
f Refer to “Cylinder head” in this manual.
015RS027
Cylinder Block
Cylinder Block and Associated Parts
012RW010
Legend (8) Oil Gallery

(2) Cylinder Head Gasket (10) Flywheel
(3) Crankcase with Oil Pan (11) Rear Oil Seal Retainer Assembly
(4) Oil Pipe and O-ring (12) Main Bearing Cap
(5) Oil Strainer and O-ring (13) Crankshaft
(6) Oil Pump Assembly (14) Cylinder Block
(7) Cylinder Block Side Bolts
Disassembly 5. Remove oil strainer and O-ring.

7. Remove crankcase side bolts.
2. Remove cylinder head gasket.
8. Remove oil gallery.
3. Remove crankcase with oil pan.
9. Remove piston and connecting rod assembly.
4. Remove oil pipe and O-ring.
10. Remove flywheel.
11. Remove rear oil seal retainer assembly. Cylinder Bore
12. Remove main bearing cap. Use a cylinder gauge to measure the cylinder bore
13. Remove crankshaft. diameter in both the axial and thrust directions. Each
14. Remove cylinder block. measurement should be made at six points.
to accidentally drop into the upper surface of the
Inspection and Repair cylinder block. Be very careful not to scratch the
1. Remove the cylinder head gasket and any other upper surface of the cylinder block.
material adhering to the upper surface of the cylinder Cylinder Bore Inside Diameter
block. Be very careful not to allow any material to
Limit : 93.530 (3.6823)
accidentally drop into the cylinder block. Be very
careful not to scratch the cylinder block. If the measurement exceed the specified limit, the
cylinder block must be replaced.
2. Carefully remove the oil pump, rear oil seal retainer,
and crankcase assembly installation surface seal. Diameter
3. Wipe the cylinder block clean. Grade A : 93.400 mm–93.410 mm
4. Visually inspect the cylinder block. If necessary, use a (3.6772 in–3.6776 in)
flaw detector to perform a dye penetrate and Grade B : 93.411 mm–93.420 mm
hydraulic (or air pressure) test. If cracking or other (3.6776 in–3.6779 in)
damage is discovered, the cylinder block must either
Grade C : 93.421 mm–93.430 mm
be repaired or replaced.
(3.6780 in–3.6783 in)
Flatness
1. Using a straight–edge and feeler gauge, check that
the upper surface of the cylinder block is not warped.
to accidentally drop into the upper surface of the
cylinder block. Be very careful not to scratch the
upper surface of the cylinder block.
2. The cylinder block must be reground or replaced if the
warpage exceeds the limit.
Warpage
Limit : 0.15 mm (0.0059 in)
Maximum repairable limit: 0.15 mm (0.0059 in)
012RS005
NOTE: For information on piston diameter, please refer

to the section ”Inspection of the Piston and Connecting
Rod Assembly” in this manual.
012RS004
f The ”Grade” mark (1) is stamped at the position f Carefully mount the crankshaft.
illustrated.
f Assemble the thrust washer to the No. 3 bearing
journal. The oil grooves must face the crankshaft.
012RS006
Reassembly
015RS013
1. Install cylinder block. 3. Install rear oil seal retainer.

2. Install crankshaft. f Remove oil on cylinder block and retainer fitting
f Install the main bearings to the cylinder block and surface.
the main bearing caps. f Apply sealant (TB1207B or equivalent) to retainer
f Be sure that they are positioned correctly. fitting surface as shown in illustration.
f Apply new engine oil to the upper and lower main f The oil seal retainer must be installed within 5
bearing faces. minutes after sealant application to prevent
015RW002
015RS012
Legend
Legend (1) Around Bolt Holes
(1) Number 1 and 4 main bearing upper and lower. (2) Around Dowel Pin
(2) Number 2 and 3 main bearing upper.
(3) Number 2 and 3 main bearing lower.
f Apply engine oil to oil seal lip and align a dowel pin 5. Install piston and connecting rod assembly.
hole in the cylinder block with that in the retainer. f Apply engine oil to the cylinder bores, the
f Tighten retainer fixing bolts to the specified torque. connecting rod bearings and the crankshaft pins.
Torque: 25 N·m (18.4 lb ft) NOTE: Do not apply engine oil to the bearing back faces.
f Check to see that the piston ring end gaps are
015RW001
4. Install flywheel
1. Thoroughly clean and remove the oil from the 015RS019
threads of crankshaft. Legend

2. Remove the oil from the crankshaft and flywheel (1) No.1 Compression Ring
mounting faces. (2) No.2 Compression Ring
3. Mount the flywheel on the crankshaft and then (3) Oil Ring Side Rail Upper
install the washer. (4) Oil Ring Side Rail Lower
4. Holding the crankshaft stationary, tighten the (5) Piston Front Mark
flywheel bolts in the order shown.
f Insert the piston/connecting rod assemblies into
Torque: 54 N·m (40 lb ft) each cylinder with the piston ring compressor.
NOTE: Do not reuse the bolts and do not apply oil or f The front marks (1) must be facing the front of the
thread lock to the bolts. engine.
015RS018
015RS020
6. Install oil gallery and tighten the bolts in 2 steps in the 8. Install oil pump assembly. Refer to “Oil Pump” in this
order shown. manual.
1st step : 29 N·m (22 lb ft) 9. Install oil strainer and O-ring.
2nd step : 55°∼ 65° 10. Install oil pipe and O-ring.
11. Install crankcase with oil pan.
2. Apply a correct width bead of sealant (TB– 1207C
or its equivalent) to the contact surfaces of the
crankcase. There must be no gaps in the bead.
3. The oil pan must be installed within 5 minutes
4. Tighten the bolts and nuts to the specified torque.
012RS007
7. Install cylinder block side bolts (1) and tighten

crankcase bolts in sequence shown in the illustration.
013RW010
Legend
(1) Portion Between Both Holes
(2) Bolt Hole Portions
12. Install cylinder head gasket.

13. Install cylinder head assembly. Refer to “Cylinder
Head” in this manual.
012RW005
Main Data and Specification

Specifications
Item
6VD1
Engine type, number of cylinders and arrangement Water cooled, four cycle V6
Form of combustion chamber Pent-roof type
Valve mechanism 4-Cams, 4-Valves, DOHC Gear & Belt Drive
Cylinder liner type Casted in cylinder drive
Total piston displacement 3165 cc
Cylinder bore x stroke 93.4mm x 77mm
(3.677 in x 3.031 in)
Compression ratio 9.1
Compression pressure at 300rpm 1.37 MPa (14.0 Kg/cm2)
Engine idling speed rpm Non adjustable (750)
Valve clearance Intake: 0.28 mm (0.11 in)
Exhaust: 0.30mm (0.12in)
Oil capacity 5.3 liters
Ignition timing Non adjustable (16° BTDC at idle rpm)
Spark plug PK16PR11, RC10PYP4, K16PR-P11
Plug gap 1.0 mm–1.1 mm(0.0394 in – 0.0433 in)
Ignition coil, Spark plug, Crankshaft angle sensor and Under cover
E06RW001
Cylinder head cover, Cylinder head, Camshaft bracket, Common chamber, EGR valve and EGR pipe
E06RW012
Crankshaft main bearing, Flywheel, Crankcase, Oil pan, Timing belt tensioner, Timing pulley, timing belt
cover, Oil pump, Oil gallery, Oil strainer and water pump
E06RW002
Connecting rod and Water pump
E06RW011
Engine mount
E06RW028
Special Tool
TOOL NO. TOOL NO.
TOOL NAME TOOL NAME
J–42985
J–21687–02
Installer; Camshaft oil
Remover; tie rod end
seal
J–36390 J–39206
Wrench; Oil filter Installer; Pilot bearing
J–8062
Compressor; Valve
spring (1) J–8614–01
J–42898 Holder; Crankshaft
Adapter; Compressor,
Valve spring (2)
J–37281 J–37228
Remover; Oil controller Seal cutter
J–38537 J–39201
Installer; Oil controller Installer; Real oil seal
J–29107 J–39202
Universal pitman arm Installer; Oil pump oil
puller seal
TOOL NO.
ILLUSTRATION
TOOL NAME
J–24239–1
Cylinder head bolt
wrench
J–42899
Replacer; Valve guide
(1,2)
J–42687
Installer; Valve guide (1)
J–37985–1
Remover; Valve guide
(2)
J–42689
Adjusting Tool; Valve
clearance
J–42686
Lever; Gear spring
J–43041
Holder; Universal
SECTION
ENGINE COOLING (6VD1 3.2L) 6B–1

RODEO
ENGINE
ENGINE COOLING (6VD1 3.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6B–1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–7
General Description . . . . . . . . . . . . . . . . . . . . . 6B–2 Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–8
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–4 Radiator and Associated Parts . . . . . . . . . . 6B–8
Draining and Refilling Cooling System . . . . . 6B–5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–8
Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–6 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–9
Water Pump and Associated Parts . . . . . . . 6B–6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–6 Drive Belt and Cooling Fan . . . . . . . . . . . . . . . 6B–11
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–6 Drive Belt and Associated Parts . . . . . . . . . 6B–11
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–6 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–11
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–7 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–11
Thermostat and Associated Parts . . . . . . . . 6B–7 Main Data and Specifications . . . . . . . . . . . . . 6B–12
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–7 Special Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–13
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B–7
Service Precaution
systems.
6B–2 ENGINE COOLING (6VD1 3.2L)
General Description
030RW001
Legend (7) Cylinder Head

(1) Water Pump (8) Right Bank
(2) Thermostat (9) Throttle Body
(3) Radiator (10) Cylinder Block
(4) Reserve Tank (11) Cylinder Head
(5) Cooling Fan (12) Left Bank
(6) Cylinder Block (13) Heater
The cooling system is a pressurized Engine Coolant (EC)

forced circulation type which consists of a water pump,
thermostat cooling fan, radiator and other components.
The automatic transmission fluid is cooled by the EC in
radiator.
Water Pump
The EC pump is a centrifugal impeller type and is driven
by a timing belt.
030RS001
Thermostat f Calculating mixing ratio

The thermostat is a wax pellet type with a air hole(1) and is
installed in the thermostat housing.
F06RW005
NOTE: Antifreeze solution + Water = Total cooling

031RW002 system capacity.
f Total Cooling System Capacity
Radiator f M/T 11.1Lit (2.93Us gal)
The radiator is a tube type with corrugated fins. In order to f A/T 10.0Lit (2.64Us gal)
raise the boiling point of the coolant, the radiator is fitted
with a cap in which the valve is operated at 88.2 ∼ 117.6
kPa (12.8 ∼ 17.0 psi) pressure. (No oil cooler provided for
M/T)
110RW023
Antifreeze Solution
f Relation between the mixing ratio and freezing
temperature of the EC varies with the ratio of
anti–freeze solution in water. Proper mixing ratio can
be determined by referring to the chart. Supplemental
inhibitors or additives claiming to increase cooling B06RW002
capability that have not been specifically approved by

Isuzu are not recommended for addition to the cooling
system.
f Mixing ratio
Check the specific gravity of engine coolant in the
cooling system temperature ranges from 0°C to 50°C
using a suction type hydrometer, then determine the
density of the engine coolant by referring to the table.
B06RW003
Diagnosis
Engine Cooling Trouble
Engine overheating Low Engine Coolant level Replenish
Incorrect fan installed Replace
Thermo meter unit faulty Replace
Faulty thermostat Replace
Faulty Engine Coolant temperature Repair or replace
sensor
Clogged radiator Clean or replace
Faulty radiator cap Replace
Low engine oil level or use of Replenish or change oil
improper engine oil
Clogged exhaust system Clean exhaust system or replace
faulty parts
Faulty Throttle Position sensor Replace throttle valve assembly
Open or shorted Throttle Position Repair or replace
sensor circuit
Damaged cylinder head gasket Replace
Engine overcooling Faulty thermostat Replace
Engine slow to warm–up Faulty thermostat Replace
Thermo unit faulty Replace
Draining and Refilling Cooling 2. Remove the radiator cap.

System WARNING: TO AVOID THE DANGER OF BEING
BURNED, DO NOT REMOVE THE CAP WHILE THE
Before draining the cooling system, inspect the system
ENGINE AND RADIATOR ARE STILL HOT.
and perform any necessary service to ensure that it is
SCALDING FLUID AND STEAM CAN BE BLOWN OUT
clean, does not leak and is in proper working order. The
UNDER PRESSURE.
engine coolant (EC) level should be between the “MIN”
and “MAX” lines of reserve tank when the engine is cold. 3. Disconnect all hoses from the EC reserve tank.
If low, check for leakage and add EC up to the “MAX” line. Scrub and clean the inside of the reserve tank with
There should not be any excessive deposit of rust or soap and water. Flush it well with clean water, then
scales around the radiator cap or radiator filler hole, and drain it. Install the reserve tank and hoses.
the EC should also be free from oil.
Replace the EC if excessively dirty. 4. Refill the cooling system with the EC using a solution
that is at least 50 percent antifreeze but no more than
1. Completely drain the cooling system by opening the 70 percent antifreeze.
drain plug (2) at the bottom of the radiator.
5. Fill the radiator to the base of the filler neck.
Fill the EC reserve tank to “MAX” line when the engine
is cold.
6. Block the drive wheels and firmly apply the parking
brake. Shift an automatic transmission to “P” (Park)
or a manual transmission to neutral.
7. Remove the radiator cap. Start the engine and warm
it up at 2,500 ∼ 3,000 rpm for about 30 minutes.
8. When the air comes out from the radiator filler neck
and the EC level has gone down, replenish with the
EC. Repeat this procedure until the EC level does not
go down. Then stop the engine and install the radiator
cap. Let the engine cool down.
9. After the engine has cooled, replenish with EC up to
the “MAX” line of the reserve tank.
10. Start the engine. With the engine running at 3,000
rpm, make sure there is no running water sound from
the heater core (behind the center console).
11. If the running water sound is heard, repeat steps 8 to
110RW002
10.
Water Pump
Water Pump and Associated Parts
030RS002
Legend (3) Water Pump Assembly

(1) Timing Belt (4) Gasket
(2) Idle Pulley
Removal NOTE: To prevent the oil leakage, apply the LOCTITE

262 or an equivalent, to the arrow marked fixing bolt
1. Disconnect battery ground cable. thread.
2. Drain coolant.
3. Radiator hose (on inlet pipe side).
4. Remove timing belt. Refer to “Timing Belt” in this
manual.
5. Remove Idle pulley.
6. Remove water pump assembly.
7. Remove gasket.
Inspection
wear or damage is found during inspection. Should any of
the following problems occur, the entire water pump
assembly must be replaced.
f Crack in the water pump body
f EC leakage from the seal unit
f Play or abnormal noise in the bearing
f Cracks or corrosion in the impeller
030RW008
3. Idle pulley
Installation f Install idle pulley and tighten bolt to the specified
1. Install gasket, clean the mating surface of gasket torque.
before installation. Torque: 52 N·m (38 lb ft)
2. Install water pump assembly and tighten bolts to the 4. Timing belt
specified torque. f Install timing belt. Refer to timing belt installation
Torque: 25 N·m (18 lb ft) step in “Timing Belt” in this manual.
f Tightening order 5. Connect radiator inlet hose and replenish EC.
The tightening order are in the illustrate. 6. Connect battery ground cable.
Thermostat
Thermostat and Associated Parts
031RS003
Confirm the temperature when the valve first begins to

031RW001 open.
Legend Valve opening temperature 74.5C ∼ 78.5°C
(1) Thermostat Housing (166.1°F ∼ 173.3°F)
(2) Thermostat Confirm the temperature when the valve is fully opened.
(3) Outlet Pipe Valve full open temperature and lift More than
8.5mm (0.33 in) at 90°C (194°F)
Removal wear or damage is found during inspection.

2. Drain engine coolant from the radiator and engine.
Installation
3. Disconnect radiator hose from the inlet pipe. 1. Install thermostat into the outlet pipe(4) making sure
that the air hole is in the up position.
4. Remove thermostat housing.
2. Install thermostat housing and tighten bolts to the
5. Remove thermostat(2).
specified torque.
Inspection 3. Installation rubber hose.
Suspend the thermostat in a water–filled container using
4. Replenish engine coolant (EC).
thin wire. Place a thermometer next to the thermostat.
Do not directly heat the thermostat. 5. Start engine and check for EC leakage.
Gradually increase the water temperature. Stir the water
so that the entire water is same temperature.
Radiator
Radiator and Associated Parts
110RW010
Legend (4) Reserve Tank Hose

(1) Oil Cooler Hose For Automatic Transmission (5) Radiator Assembly
(2) Radiator Hose (6) Reserve Tank
(3) Fan Guide, Lower
Removal 5. Remove fan guide(1), clips(3) on both sides and the

bottom lock, then remove fan guide lower(3) with fan
1. Disconnect battery ground cable. shroud(4).
2. Loosen a drain plug(2) to drain EC.
3. Disconnect oil cooler hose(1) on automatic
transmission (A/T).
4. Disconnect radiator inlet hose and outlet hose from
the engine.
110RW001
110RW002
6. Disconnect the reserve tank hose(4) from radiator.
110RS006
110RX001
Radiator Core
7. Lift up and remove the radiator assembly with hose,
taking care not to damage the radiator core with a fan 1. A bent fin may result in reduced ventilation and
blade. overheating may occur. All bent fins must be
8. Remove rubber cushions on both sides at the bottom. straightened. Pay close attention to the base of the fin
when it is being straightened.
2. Remove all dust, bugs and other foreign material.
Inspection
Radiator Cap Flushing the Radiator
Measure the valve opening pressure of the pressurizing Thoroughly wash the inside of the radiator and the engine
valve with a radiator filler cap tester. coolant passages with cold water and mild detergent.
Replace the cap if the valve opening pressure is outside Remove all signs of scale and rust.
the standard range.
Cooling System Leakage Check
Valve opening pressure kPa (psi) 93.3 ∼ 122.7
Use a radiator cap tester to force air into the radiator
(13.5 ∼17.8)
through the filler neck at the specified pressure of 196 kPa
Cap tester: J–24460–01 (28.5 psi) with a cap tester:
Adapter: J–33984–A f Leakage from the radiator
Check the condition of the vacuum valve in the center of
the valve seat side of the cap. If considerable rust or dirt is f Leakage from the coolant pump
found, or if the valve seat cannot be moved by hand, clean f Leakage from the water hoses
or replace the cap. f Check the rubber hoses for swelling.
Valve opening vacuum kPa (psi) 0 ∼ 6.9 (0 ∼ 1.0)
Cap tester: J–24460–01 7. Connect battery ground cable.
Adapter: J–33984–A 8. Pour engine coolant up to filler neck of radiator, and
up to MAX mark of reserve tank.
110RX002
110RW012
Installation Important operation (in case of 100% engine coolant

change) procedure for filling with engine coolant.
1. Install rubber cushions on both sides of radiator
f Remove radiator cap.
bottom.
2. Install radiator assembly with hose, taking care not to f Fill with engine coolant (EC) to the radiator filler
damage the radiator core with a fan blade. neck.
3. Connect reserve tank hose (4). f Fill with EC to the “MAX” line on the reservoir.
4. Install lower fan guide (3). f Start the engine with the radiator cap removed and
5. Connect radiator inlet hose and outlet hose to the bring to operating temperature by running engine at
engine. 2,500 ∼ 3,000 rpm for 30 minutes.
6. Connect oil cooler hose (1) to automatic f By EC temperature gauge reading make sure that
transmission. the thermostat is open.
f If air bubbles come up to the radiator filler neck,
replenish with EC repeat until the EC level does not
drop any further. Install the radiator cap and stop
the engine.
f Replenish EC to the “MAX” line on the reservoir and
leave as it is until the engine gets cool.
f After the engine gets cool, start the engine and
make sure there is no water running noise heard
from the heater core while the engine runs at 3,000
rpm.
f Should water running noise be heard, repeat the
same procedure from the beginning.
110RX001
Drive Belt and Cooling Fan

Drive Belt and Associated Parts
015RW005
Legend (4) Water Pump and Cooling Fan Pulley

(1) Crankshaft Pulley (5) Idle Pulley
(2) Generator (6) Tension Pulley
(3) Power Steering Pump (7) Drive Belt
The drive belt adjustment is not required as automatic

drive belt tensioner is equipped.
Inspection
Check drive belt for wear or damage, and replace with a
new one as necessary.
Installation
Install cooling fan assembly and tighten bolts/nuts to the
specified torque.
bracket.
assembly.
NOTE: Fan belts for 6VD1 Gasoline Engine mounted on
98MY Rodeo(UE) have been brought into one. As a
result, the rotating direction of a fan belt is opposite to the
direction of cooling fan for 93 to 97MY 6VD1 with no
interchangeability.
Therefore, incorrect installation of a fan may cause the air
for cooling to flow in the opposite direction, this resulting
in the poor performance of the air-conditioner and a rise
temperature in engine cooling water.

M/T A/T
Cooling system Engine coolant forced circulation
Radiator Tube type corrugated (2 tube in row)
Heat radiation capacity 70,000 kcal/h 77,800 kcal/h
Heat radiation area 9.74m@ (104.8ft@) 11.74m@ (126.4ft@)
Radiator front area 0.263m@ (2.83ft@)
Radiator dry weight 42N (9.4lb) 45N (10.1lb)
Radiator cap valve opening pressure 93.3 ∼ 122.7kpa (13.5 ∼ 17.8psi)
Engine coolant capacity 2.5lit (0.6 US gal) 2.4lit (0.6 US gal)
Engine coolant pump Centrifugal impeller type
Delivery 300 (317) or more
Pump speed 5000 ± 50 rpm
Thermostat Wax pellet type with air hole
Valve opening temperature 74.5 ∼ 78.5°C (166.1 ∼ 173.3°F)
Engine coolant total capacity 11.1lit (2.93 US gal) 10.0lit (2.64 US gal)
E06RW004
Special Tool
TOOL NO.
ILLUSTRATION
TOOL NAME
J–24460–01
Tester; radiator cap
J–33984–A
Adapter; radiator cap
SECTION
ENGINE FUEL (6VD1 3.2L) 6C–1

RODEO
ENGINE
ENGINE FUEL
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6C–1 Cautions During Work . . . . . . . . . . . . . . . . . . 6C–7
General Description . . . . . . . . . . . . . . . . . . . . . 6C–2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–7
Fuel Metering . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–3 Reuse of Quick–Connector . . . . . . . . . . . . . 6C–9
Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–4 Assembling Advice . . . . . . . . . . . . . . . . . . . . 6C–9
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–4 Fuel Pump Relay . . . . . . . . . . . . . . . . . . . . . . . . 6C–10
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–4 General Description . . . . . . . . . . . . . . . . . . . . 6C–10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–4 Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–10
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–5 Fuel Tank and Associated Parts . . . . . . . . . 6C–10
In–Tank Fuel Filter . . . . . . . . . . . . . . . . . . . . . 6C–5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–11
Fuel Pump Flow Test . . . . . . . . . . . . . . . . . . . 6C–5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–11
Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–6 Fuel Gauge Unit . . . . . . . . . . . . . . . . . . . . . . . . 6C–11
Fuel Pump and Associated Parts . . . . . . . . 6C–6 Removal and Installation . . . . . . . . . . . . . . . . . 6C–11
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–6 Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–6 General Description . . . . . . . . . . . . . . . . . . . . . 6C–12
Fuel Tube / Quick – Connector Fittings . . . . . 6C–7 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–12
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C–7 Main Data and Specifications . . . . . . . . . . . . . 6C–13
Service Precaution
systems.
6C–2 ENGINE FUEL (6VD1 3.2L)
General Description
140RW066
Legend (8) Fuel Rail Left

(1) Fuel Filler Cap (9) Left Bank
(2) Fuel Tank (10) Fuel Pressure Control Valve
(3) Rollover Valve (11) Common Chamber
(4) Fuel Pump and Sender Assembly (12) Duty Solenoid Valve
(5) Fuel Filter (13) Throttle Valve
(6) Fuel Rail Right (14) Canister
(7) Right Bank (15) Evapo Pipe
When working on the fuel system, there are several Fuel Metering
things to keep in mind:
f Any time the fuel system is being worked on, The Powertrain Control Module (PCM) is in complete
disconnect the negative battery cable except for control of this fuel delivery system during normal driving
those tests where battery voltage is required. conditions.
The intake manifold function, like that of a diesel, is used
f Always keep a dry chemical (Class B) fire only to let air into the engine. The fuel is injected by
extinguisher near the work area. separate injectors that are mounted over the intake
f Replace all pipes with the same pipe and fittings that manifold.
were removed. The Manifold Absolute Pressure (MAP) sensor measures
f Clean and inspect “O” rings. Replace if required. the changes in the intake manifold pressure which result
f Always relieve the line pressure before servicing any from engine load and speed changes, which the MAP
fuel system components. sensor converts to a voltage output.
This sensor generates the voltage to change
f Do not attempt repairs on the fuel system until you corresponding to the flow of the air drawn into the engine.
have read the instructions and checked the pictures The changing voltage is transformed into an electric
relating to that repair. signal and provided to the PCM.
f Adhere to all Notices and Cautions. With receipt of the signals sent from the MAP sensor,
All gasoline engines are designed to use only unleaded Intake Air Temperature sensor and others, the PCM
gasoline. Unleaded gasoline must be used for proper determines an appropriate fuel injection pulse width
emission control system operation. feeding such information to the fuel injector valves to
Its use will also minimize spark plug fouling and extend effect an appropriate air/fuel ratio.
engine oil life. Using leaded gasoline can damage the The Multiport Fuel Injection system utilizes an injection
emission control system and could result in loss of system where the injectors turn on at every crankshaft
emission warranty coverage. revolution. The PCM controls the injector on time so that
All cars are equipped with an Evaporative Emission the correct amount of fuel is metered depending on
Control System. The purpose of the system is to minimize driving conditions.
the escape of fuel vapors to the atmosphere. Two interchangeable “O” rings are used on the injector
that must be replaced when the injectors are removed.
The fuel rail is attached to the top of the intake manifold
and supplies fuel to all the injectors.
Fuel is recirculated through the rail continually while the
engine is running. This removes air and vapors from the
fuel as well as keeping the fuel cool during hot weather
operation.
The fuel pressure control valve that is mounted on the fuel
rail maintains a pressure differential across the injectors
under all operating conditions. It is accomplished by
controlling the amount of fuel that is recirculated back to
the fuel tank based on engine demand.
See Section “Driveability and Emission” for more
information and diagnosis.
Fuel Filter
Removal 3. Disconnect fuel hoses(1) from fuel filter on both
engine side and fuel tank side.
CAUTION: When repair to the fuel system has been 4. Fuel filter fixing bolt(2).
f Remove the fuel filter fixing bolt(2) on fuel filter
for loose connection or leakage. For the fuel system
holder.
5. Remove fuel filter(3).
Inspection
1. Replace the fuel filter if the fuel leaks from fuel filter
body or if the fuel filter body itself is damaged.
2. Replace the filter if it is clogged with dirt or sediment.
3. Check the drain of receive rubber and if it is clogged
with dust, clean it up with air.
Installation
1. Install the fuel filter in the proper direction.
2. Install fuel filter holder fixing bolt.
3. Connect fuel hoses on engine side(1) and fuel tank
side(2).
140RW010
Legend
(1) Fuel Filler Cap

2. Remove Fuel filler cap(1).
041RW001
4. Install fuel filler cap

5. Connect the battery ground cable.
041RW003
Legend
(1) Fuel Hose
(2) Fuel Filter Fixing Bolt
(3) Fuel Filter
Inspection 4. Connect the pump relay terminals with a jumper

wire(1) as shown and start the fuel pump to measure
After installation, start engine and check for fuel leakage. delivery.
In–Tank Fuel Filter

The filter is located on the lower end of fuel pickup tube in
the fuel tank. It prevents dirt from entering the fuel pipe
and also stops water unless the filter is completely
submerged in the water. It is a selfcleaning type, not
requiring scheduled maintenance. Excess water and
sediment in the tank restricts fuel supply to the engine,
resulting in engine stoppage. In such a case, the tank
must be cleaned thoroughly.
Fuel Pump Flow Test

If reduction of fuel supply is suspected, perform the
following checks.
1. Make sure that there is fuel in the tank.
2. With the engine running, check the fuel feed pipe and
hose from fuel tank to injector for evidence of
leakage. Retighten, if pipe or hose connection is
loose. Also, check pipes and hoses for squashing or 140RW015
clogging. CAUTION: Never generate sparks when connecting

3. Insert the hose from fuel feed pipe into a clean a jumper wire.
container, and check for fuel pump flow rate.
Delivery Delivery
15 seconds 0.38 liters minimum
If the measure value is out of standard, conduct the

pressure test.
Pressure test
For the pressure test to the fuel system, see Section 6E
“Fuel Control System”.
Fuel Pump
Fuel Pump and Associated Parts
140RX004
Legend (6) Connector; Fuel Level Sensor

(1) Fuel Feed Port (7) Snap Ring
(2) Fuel Tube/Quick Connector (8) Hose; Evaporative Fuel
(3) Fuel Return Port (9) Hose; Air Breather
(4) Fuel Pump and Sender Assembly (10) Hose; Fuel Filler
(5) Connector; Fuel Feed Pump (11) Fuel Tank Assembly
Removal NOTE: After removing pump assembly (4), cover fuel

tank to prevent any dust entering.
CAUTION: When repair to the fuel system has been
for loose connection or leakage. For the fuel system Installation
1. Install FPAS assembly(4).
1. Disconnect battery ground cable. 2. Install Fuel Tube/Quick Connector (2).
2. Loosen fuel filler cap.
3. Support underneath of the fuel tank assembly (11) Tube/Quick Connector Fittings” in this section.
with a lifter.
4. Remove fuel tank assembly(11). Refer to “Fuel Tank 3. Install fuel tank assembly(11). Refer to “Fuel Tank
Removal” in this section. Installation”.
5. Remove Fuel Tube/Quick Connector (2). 4. Fill the tank with fuel and tighten fuel filler cap.
6. Remove fuel pump and sender (FPAS) assembly (4)
fixing snap ring and remove the FPAS assembly.
Fuel Tube / Quick – Connector Fittings

Precautions Removal
f Lighting of Fires Prohibited. 1. Open the fuel cap to relieve the fuel pressure in the
f Keep flames away from your work area to prevent the tank.
inflammable from catching fire. If the fuel quick-connect fittings are dusty, clean with
f Disconnect the battery negative cable to prevent an air blower, etc. and then remove it.
shorting during work.
f When welding or conducting other heat-generating
work on other parts, be sure to provide pretreatment
to protect the piping system from thermal damage or
spattering.
Cautions During Work
Do not expose the assembly to battery electrolyte or do
not wipe the assembly with a cloth used to wipe off spilt
battery electorolyte.
The piping wet with battery electrolyte cannot be used.
Be careful not to give a bending or twisting force to the
piping during the work. If deformed, replace with a new
piping.
141RW036
As some pressure may remain in the piping, cover the

connector with a cloth, etc. to prevent the splashing
of fuel in the first disconnection of the piping.
2. For removal of the delivery pipe (feeding fuel to the NOTE: This work should be done by hands. Do not use
engine), hold the connector in one hand, and hold the any tools. Should the pipe can hardly be removed from
retainer tab with the other hand and pull out the the connector, use a lubricant (light oil) and/or push and
connector, as illustrated. The pipe can be removed pull the connector longitudinally until the pipe is removed.
with the retainer attached.
141RW021
141RW019 When reusing the delivery pipe retainer, reuse

3. For removal of the return pipe (returnig fuel to the without removing the retainer from the pipe. If the
tank), hold the pipe in one hand, and pull out the retainer is damaged or deformed, however, replace
connentor with the other hand while pressing the with a new retainer.
square relieve button of the retainer, as illustrated. Cover the connectors removed with a plastic bag, etc.
to prevent the entry of dust or rain water.
141RW020
141RW022
Reuse of Quick–Connector
(Delivery Pipe)
crack is found.
f Remove mud and dust from the pipe and make sure
that the end including spool is free of defects, such as
scratch, rust, and dent, which may cause poor
f If the retainer removed according to the removal step
above is attached to the pipe, clean and insert it
straight into the quick-connector till it clicks. After it
clicks, try pulling it out to make sure that it is not drawn
and is securely locked.
NOTE: The retainer, once removed from the pipe, cannot
be reused. Just replace with a new retainer. Insert the
new retainer into the connector side until it clicks, and
connect the pipe as inserting it into the retainer until it
clicks. 141RW017
Assembling Advice
Application of engine oil or light oil to the pipe facilitates
connecting work. The work should be started immediately
after lubrication, since dust may stick to the pipe surface
to cause poor sealability if a long time passes after
lubrication.
Test/Inspection After Assembling
1. Reconnect the battery negative cable.
2. Turn the ignition key to the “ON” position and check
pump startup sound. As the pump is actuated to raise
fuel pressure, check and see fuel leak from the piping
system.
3. Make sure of no fuel leakage by conducting the above
fuel leak check a few times.
4. Start the engine and make sure of stable idling speed
and normal vehicle run.The entry of dust during the
work may sometimes affect the fuel injection system.
141RW018
(Return Pipe)
crack is found.
f Remove mud or dust from the pipe and make sure
that the end including spool is free from defects, such
as scratch, rust, and dent, which may cause poor
f After cleaning the pipe, insert it straight into the
connector until it clicks. After it clicks, try pulling it out
to make sure that it is not drawn and is securely
locked.
Fuel Pump Relay

General Description When it is turned to “START” position, the Engine Control
Module receives the reference pulse from the Ignition
In order to control the FPAS operation, the FPAS relay is Control Module and it operates the relay, again causing
provided. When the starter switch is turned to “ON” the FPAS to feed fuel.
position, the FPAS relay operates the FPAS for 2
seconds.
Fuel Tank
Fuel Tank and Associated Parts
140RX005
Legend (10) Fuel Pump and Sender Assembly

(1) Roll Over&Float Valve (11) Fuel Feed Port
(2) Retaining Cover (12) Fuel Tube/Quick Connector
(3) Hose; Evaporative Fuel (13) Fuel Return Port
(4) Hose; Air Breather (14) Bolt; Fuel Tank Asm. Fixing
(5) Hose; Fuel Filler (15) Protector; Fuel Tank
(6) Bolt; Fuel Tank Protector Fixing (16) Fuel Tank Assembly
(7) Snap Ring (17) Hose; Fuel Feed
(8) Connector; Fuel Level Sensor (18) Hose; Fuel Return
(9) Connector; Fuel Feed Pump (19) Protector; Heat
CAUTION: When repair to the fuel system has been 1. Install protectors (15,19) and tighten the six fixing
completed, start engine and check the fuel system bolts to the specified torque.
for loose connection or leakage. For the fuel system Torque: 68 N·m (50 lb ft)
2. Install fuel pump and sender assembly by fitting in of
1. Disconnect battery ground cable. the snap ring (7).
2. Loosen fuel filler cap. 3. Install Fuel Tube/Quick connector (12).
3. Support underneath of the fuel tank protector (15)
with a lifter.
4. Disconnect evaporative fuel hose (3) at the canister.
4. Install roll over & float valve (1) by fitting in of the
5. Disconnect fuel feed hose (17) and fuel return hose retaining cover (2).
(18) near the fuel filter.
5. Lift up fuel tank assembly and connect the wiring
NOTE: Plug both ends of the fuel hoses to prevent fuel connectors (8,9).
leakage. 6. Install fuel tank assembly along with protectors and
6. Disconnect air breather hose (4) and fuel filler hose tighten the four fixing bolts to the specified torque.
(5) at the fuel filler neck. Torque: 68 N·m (50 lb ft)
NOTE: Cover fuel hose to prevent any dust entering. 7. Connect fuel filler hose (5) and air breather hose (4),
7. Remove the four fuel tank assembly fixing bolts (14) and clip them firmly.
at four corners of the tank. 8. Connect fuel feed hose (17) and fuel return hose (18),
8. Let down the tank and disconnect the wiring and clip them firmly.
connectors (8,9). 9. Connect evaporative fuel hose (3).
9. Remove fuel tank assembly along with protectors 10. Tighten fuel filler cap.
(15,19) . 11. Connect battery ground cable.
10. Remove retaining cover (2) and roll over & float valve
(1) along with the evaporative fuel hose and pipe (3).
11. Remove Fuel Tube/Quick Connector (12).
12. Remove fuel pump and sender assembly (10) by
removing the snap ring (7) along with the fuel hoses
(17,18).
13. Remove protectors (15,19) by removing the six fixing
bolts (6).
Fuel Gauge Unit

Removal and Installation
As for removal and installation of the Fuel Gauge Unit,
refer to “Fuel Tank” of this section 6C as the fuel gauge
unit is combined with the fuel pump and sender assembly.
Fuel Filler Cap

General Description
Fuel filler cap includes vacuum valve.
In case any high vacuum happen in tank, the valve works
to adjust the pressure to prevent the tank from being
damaged.
140RW014
Legend
(1) Vacuum Valve
(2) Fuel Filler Cap
Inspection
Check the seal ring in the filler cap for presence of any
abnormality and for seal condition.
Replace the filler cap, if abnormal.
CAUTION:
The fuel filler cap valve has characteristics.
A defective valve, no valve at all or a valve with the
wrong characteristics will do a lot of harm to engine
operating characteristics; be sure to use the same
fuel filler cap as installed in this vehicle.

140RX009
SECTION
ENGINE ELECTRICAL (6VD1 3.2L) 6D1–1

RODEO
ENGINE
ENGINE ELECTRICAL (6VD1 3.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6D1–1 Jump Starting . . . . . . . . . . . . . . . . . . . . . . . . . 6D1–3
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D1–2 Battery Removal . . . . . . . . . . . . . . . . . . . . . . 6D1–4
General Description . . . . . . . . . . . . . . . . . . . . . 6D1–2 Battery Installation . . . . . . . . . . . . . . . . . . . . . 6D1–4
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D1–2 Main Data and Specifications . . . . . . . . . . . 6D1–5
Battery Charging . . . . . . . . . . . . . . . . . . . . . . 6D1–3
Service Precaution
systems.
6D1–2 ENGINE ELECTRICAL (6VD1 3.2L)
Battery
General Description 3. Fluid Level Check
There are six battery fluid caps on the top of the battery. The fluid level should be between the upper level line(2)
These are covered by a paper label. and lower level line(3) on side of battery.
The battery is completely sealed except for the six small a. CORRECT FLUID LEVEL – Charge the battery.
vent holes on the side. These vent holes permit the b. BELOW LOWER LEVEL – Replace battery.
escape of small amounts of gas generated by the battery.
This type of battery has the following advantages over
conventional batteries:
1. There is no need to add water during the entire
service life of the battery.
2. The battery protects itself against overcharging.
The battery will refuse to accept an extensive charge.
(A conventional battery will accept an excessive
charge, resulting in gassing and loss of battery fluid.)
3. The battery is much less vulnerable to self discharge
than a conventional type battery.
Diagnosis
1. Visual Inspection
Inspect the battery for obvious physical damage, such as
a cracked or broken case, which would permit electrolyte
loss.
Replace the battery if obvious physical damage is
discovered during inspection. 061RX001
Check for any other physical damage and correct it as

4. Voltage Check
necessary.
1. Put voltmeter test leads to battery terminals.
2. Hydrometer Check a. VOLTAGE IS 12.4V OR ABOVE – Go to Step 5.
There is a built–in hydrometer (Charge test indicator(1)) b. VOLTAGE IS UNDER 12.4V – Go to procedure (2)
at the top of the battery. It is designed to be used during below.
diagnostic procedures. 2. Determine fast charge amperage from specification.
Before trying to read the hydrometer, carefully clean the (See Main Data and Specifications in this section).
upper battery surface.
Fast charge battery for 30 minutes at amperage rate
If your work area is poorly lit, additional light may be no higher than specified value.
necessary to read the hydrometer.
Take voltage and amperage readings after charge.
a. BLUE RING OR DOT VISIBLE(5) – Go to Step 4.
b. BLUE RING OR DOT NOT VISIBLE(4) – Go to Step a. VOLTAGE IS ABOVE 16V AT BELOW 1/3 OF
3. AMPERAGE RATE – Replace battery.
b. VOLTAGE IS ABOVE 16V AT ABOVE 1/3 OF
AMPERAGE RATE – Drop charging voltage to 15V
and charge for 10 – 15 hours. Then go to Step 5.
c. VOLTAGE IS BETWEEN 12V AND 16V –
Continue charging at the same rate for an
additional 3–1/2 hours. Then go to Step 5.
d. VOLTAGE BELOW 12V – Replace Battery.
061RX001
5. Load Test Jump Starting

1. Connect a voltmeter and a battery load tester across Jump Starting with an Auxiliary (Booster)
the battery terminals.
Battery
2. Apply 300 ampere load for 15 seconds to remove
surface charge from the battery. Remove load. CAUTION: Never push or tow the vehicle in an
3. Wait 15 seconds to let battery recover. Then apply attempt to start it. Serious damage to the emission
specified load from specifications (See Main Data system as well as other vehicle parts will result.
and Specifications in this section). Treat both the discharged battery and the booster
Read voltage after 15 seconds, then remove load. battery with great care when using jumper cables.
Carefully follow the jump starting procedure, being
a. VOLTAGE DOES NOT DROP BELOW THE careful at all times to avoid sparking.
MINIMUM LISTED IN THE TABLE – The battery is
good and should be returned to service. WARNING: FAILURE TO CAREFULLY FOLLOW THE
b. VOLTAGE IS LESS THAN MINIMUM LISTED – JUMP STARTING PROCEDURE COULD RESULT IN
Replace battery. THE FOLLOWING:
1. Serous personal injury, particularly to your eyes.
ESTIMATED TEMPERATURE MINIMUM
2. Property damage from a battery explosion, battery
VOLTAGE
acid, or an electrical fire.
°F °C V 3. Damage to the electronic components of one or both
70 21 9.6 vehicles particularly.
Never expose the battery to an open flame or electrical
60 16 9.5
spark. Gas generated by the battery may catch fire or
50 10 9.4 explode.
40 4 9.3 Remove any rings, watches, or other jewelry before
working around the battery. Protect your eyes by wearing
30 –1 9.1 an approved set of goggles.
20 –7 8.9 Never allow battery fluid to come in contact with your eyes
or skin.
10 –12 8.7 Never allow battery fluid to come in contact with fabrics or
0 –18 8.5 painted surfaces.
Battery fluid is a highly corrosive acid.
The battery temperature must be estimated by feel
Should battery fluid come in contact with your eyes, skin,
and by the temperature the battery has been ex-
posed to for the preceding few hours. fabric, or a painted surface, immediately and thoroughly
rinse the affected area with clean tap water.
Never allow metal tools or jumper cables to come in
contact with the positive battery terminal, or any other
Battery Charging metal surface of the vehicle. This will protect against a
Observe the following safety precautions when charging short circuit.
the battery: Always keep batteries out of reach of young children.
1. Never attempt to charge the battery when the fluid Jump Starting Procedure
level is below the lower level line on the side of the
battery. In this case, the battery must be replaced. 1. Set the vehicle parking brake.
2. Pay close attention to the battery during charging If the vehicle is equipped with an automatic
procedure. transmission, place the selector level in the “PARK”
Battery charging should be discontinued or the rate of position.
charge reduced if the battery feels hot to the touch. If the vehicle is equipped with a manual transmission,
Battery charging should be discontinued or the rate of place the shift lever in the “NEUTRAL” position.
charge reduced if the battery begins to gas or spew Turn “OFF” the ignition.
electrolyte from the vent holes. Turn “OFF” all lights and any other accessory
3. In order to more easily view the hydrometer blue dot requiring electrical power.
or ring, it may be necessary to jiggle or tilt the battery. 2. Look at the built–in hydrometer.
4. Battery temperature can have a great effect on If the indication area of the built–in hydrometer is
battery charging capacity. completely clear, do not try to jump start.
5. The sealed battery used on this vehicle may be either
quick charged or slow charged in the same manner as
other batteries.
Whichever method you decide to use, be sure that
you completely charge the battery. Never partially
charge the battery.
6D1–4 ENGINE ELECTRICAL (6VD1 3.2L)
3. Attach the end of one jumper cable to the positive Battery Removal
Attach the other end of the same cable to the positive
terminal of the discharged battery.
Do not allow the vehicles to touch each other. This will
cause a ground connection, effectively neutralizing
the charging procedure.
Be sure that the booster battery has a 12 volt rating.
4. Attach one end of the remaining cable to the negative
Attach the other end of the same cable to a solid
engine ground (such as the air conditioning
compressor bracket or the generator mounting
bracket) of the vehicle with the discharged battery.
The ground connection must be at least 450 mm (18
in.) from the battery of the vehicle whose battery is
being charged.
WARNING: NEVER ATTACH THE END OF THE
JUMPER CABLE DIRECTLY TO THE NEGATIVE
TERMINAL OF THE DEAD BATTERY. 061RX002
5. Start the engine of the vehicle with the good battery. 1. Remove negative cable (1).
Make sure that all unnecessary electrical accessories 2. Remove positive cable (2).
have been turned “OFF”. 3. Remove retainer screw and rods (3).
6. Start the engine of the vehicle with the dead battery. 4. Remove retainer (4).
7. To remove the jumper cables, follow the above 5. Remove battery (5).
directions in reverse order.
Be sure to first disconnect the negative cable from the
vehicle with the discharged battery. Battery Installation
1. Install battery (5).
3. Install retainer screw and rods (3).
NOTE: Make sure that the rod is hooked on the body
side.
4. Install positive cable (2).
5. Install negative cable (1).

Model 24R–600
Voltage (V) 12
Cold–Cranking Performance (Amp) 600
Reserve Capacity (Min) 118
Load Test (Amp) 300
BCI Group No. 24
SECTION
IGNITION SYSTEM (6VD1 3.2L) 6D2–1

RODEO
ENGINE
IGNITION SYSTEM (6VD1 3.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6D2–1 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–4
General Description . . . . . . . . . . . . . . . . . . . . . 6D2–2 Inspection and Repair . . . . . . . . . . . . . . . . . . 6D2–4
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–4
Ignition Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–3 Crankshaft Angle Sensor . . . . . . . . . . . . . . . . . 6D2–5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–5
Inspection and Repair . . . . . . . . . . . . . . . . . . 6D2–3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–5
Spark Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D2–4
Service Precaution
systems.
6D2–2 IGNITION SYSTEM (6VD1 3.2L)
General Description
Ignition is done by the electronic ignition (El) that directly The ignition coils are connected with the PCM by means
fires the spark plugs from ignition coils through spark plug of a 32 pin connector.
wires without using a distributor. A pair of ignition coils for The ignition control module turns on/off the primary circuit
the cylinders having different phases by 360° (No.1 and of ignition coils, and also it controls the ignition timing at
No.4,No.2 and No.5,No.3 and No.6) are fired the engine speed below 538 rpm.
simultaneously. A notch in the timing disc on the crankshaft activates the
Since the cylinder on exhaust stroke requires less energy crank angle sensor which then sends information such as
to fire its ignition plug, energy from the ignition coils can be firing order and starting timing of each ignition coil to the
utilized to fire the mating cylinder on compression stroke. PCM.
After additional 360° rotation, respective cylinder strokes Further, the El employs ignition control (IC) to control
are reversed. similar to a distributor system.
The EI consists of six ignition coils,ignition control By receiving signals such as crank position,engine
module, crank angle sensor, powertrain control module speed, water temperature and Manifold Absolute
(PCM) and other components. Pressure (MAP), the PCM controls the ignition timing.
D06RX001
Diagnosis
Refer to Section Drivability and Emissions for the
diagnosis to electronic ignition system (El system).
Ignition Coil
Removal
2. Ignition coil connector and ignition coil.
f Disconnect three connector from ignition coil.
f Remove harness bracket bolt on cylinder head
cover.
f Remove fixing bolts on ignition coil.
060RW006
Installation
1. Install the ignition coil assembly (3).
Connect ignition coil connector (1) and ignition coil
(3), then tighten bolt (2) to the specified torque.
060RW001
Legend
(2) Bolt
(3) Ignition Coil Assembly

Check the ignition coil assembly for insulation. Check
terminals for corrosion or damage, and replace as
necessary.
Measuring resistance of ignition coil assembly.
Terminal No. Limit
1 to 2 Without 0 ohm or infinity
maximum ohm.
1 to 3 Same as above
060RW001
2 to 3 Same as above 2. Connect battery ground cable.
Measure resistance of ignition coil assembly, and replace

the ignition coil assembly if its value exceeds the
standard.
Spark Plug
Removal
1. Remove spark plugs.

The spark plug affects entire engine performance and
therefore its inspection is very important.
f Check electrode and insulator for presence of cracks,
and replace if any.
f Check electrode for wear, and replace if necessary.
f Check gasket for damage, and replace if necessary.
f Measure insulation resistance with an ohmmeter, and
replace if faulty.
f Adjust spark plug gap to 1.0 mm (0.04 in) ∼ 1.1 mm
(0.043 in).
f Check fuel and electrical systems if spark plug is
extremely dirty.
f Use spark plugs having low heat value (hot type plug) 011RS010
if fuel and electrical systems are normal.

f Use spark plugs having high heat value (cold type
Cleaning Spark Plugs
plug) if insulator and electrode are extremely burned. f Clean spark plugs with a spark plug cleaner.
Sooty Spark Plugs f Raise the ground electrode to an angle of 45 to 60
degrees. If electrode is wet, dry it before cleaning.
Much deposit of carbon or oil on the electrode and
insulator of spark plug reduces the engine performance. f After spark plug is thoroughly cleaned, check
insulator for presence of cracks.
Possible causes:
f Clean threads and metal body with a wire brush.
f Too rich mixture f File the electrode tip if electrode is extremely worn.
f Presence of oil in combustion chamber f Bend the ground electrode to adjust the spark plug
f Incorrectly adjusted spark plug gap gap.
Burning Electrodes
This fault is characterized by scorched or heavily oxidized
electrode or blistered insulator nose.
Possible causes:
f Too lean mixture
f Improper heat value
Measuring Insulation Resistance

f Measure insulation resistance using a 500 volt
megaohm meter.
f Replace spark plugs if measured value is out of
standard.
Insulation resistance: 50 MW or more
011RS011
Installation
1. Spark plugs
f Tighten spark plugs to the specified torque.
Crankshaft Angle Sensor

Removal
1. Disconnect battery ground cable
2. Wiring connector from crankshaft angle sensor.
3. Remove crankshaft angle sensor from cylinder block.
012RS008
Installation
1. Install crankshaft angle sensor into the cylinder block.
Before installation,apply small amount of engine oil to
the O–ring.
2. Reconnect wiring connector to crankshaft angle
sensor.

Ignition System
Ignition Form Electronic Ignition System (El system) with Crankshaft angle Sensor
Spark Plug
Type K16PR–P11
RC10PYP4
PK16PR11
Plug gap 1.0 mm (0.04 in) – 1.1 mm (0.043 in)
Torque 18 N·m (13lb ft)
E06RW001
SECTION
STARTING AND CHARGING SYSTEM (6VD1 3.2L) 6D3–1

RODEO
ENGINE
STARTING AND CHARGING SYSTEM (6VD1 3.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6D3–1 General Description . . . . . . . . . . . . . . . . . . . . . 6D3–18
Starting System . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–2 General On–Vehicle Inspection . . . . . . . . . . . 6D3–18
General Description . . . . . . . . . . . . . . . . . . . . . 6D3–2 Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–19
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–19
Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–5 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–19
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–20
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–5 Disassembled View . . . . . . . . . . . . . . . . . . . . 6D3–20
Disassembled View . . . . . . . . . . . . . . . . . . . . 6D3–6 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–21
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–7 Inspection and Repair . . . . . . . . . . . . . . . . . . 6D3–22
Inspection and Repair . . . . . . . . . . . . . . . . . . 6D3–9 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–24
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–13 Bench Test . . . . . . . . . . . . . . . . . . . . . . . . . . . 6D3–25
Main Data and Specifications . . . . . . . . . . . 6D3–15 Main Data and Specifications . . . . . . . . . . . 6D3–26
Charging System . . . . . . . . . . . . . . . . . . . . . . . . 6D3–18

systems.
6D3–2 STARTING AND CHARGING SYSTEM (6VD1 3.2L)
Starting System
General Description
Cranking Circuit
The cranking system consists of a battery, starter, starter
switch, starter relay, etc. These main components are
connected.
Starter
The cranking system employs a magnetic type reduction
starter in which the motor shaft is also used as a pinion
shaft. When the starter switch is turned on, the contacts of
magnetic switch are closed, and the armature rotates. At
the same time, the plunger is attracted, and the pinion is
pushed forward by the shift lever to mesh with the ring
gear.
Then, the ring gear runs to start the engine. When the
engine starts and the starter switch is turned off, the
plunger returns, the pinion is disengaged from the ring
gear, and the armature stops rotation. When the engine
speed is higher than the pinion, the pinion idles, so that
the armature is not driven.
C06RX001
Diagnosis
Starter does not run Charging failure Repair charging system
Battery Failure Replace Battery
Terminal connection failure Repair or replace terminal connector
and/or wiring harness
Starter switch failure Repair or replace starter switch
Starter failure Repair or replace starter
Starter
Removal 2. Install mounting bolts and tighten bolts to specified
torque(5).
1. Battery ground cable.
2. Disconnect Heated O2 Sensor connector (1).
3. Reconnect the connectors to terminals “B” and “S”
3. Remove exhaust front left pipe(2). and tighten Terminals “B” to specified torque.
4. Install heat protector(3).
035RW016
4. Remove heat protector(3).

5. Disconnect starter wiring connector from terminals
“B” and “S”(4). 065RW001
6. Remove starter assembly mounting bolts on inside 5. Install exhaust front left pipe and tighten bolts and
and outside(5). nuts to specified torque(2).
7. Remove starter assembly toward the bottom of Stud Nuts
engine(6). Torque: 67 N·m (49 lb ft)
Nuts
6. Connect Heated O2 Sensor connector (1).
065RW001
Installation
1. Install starter assembly(6). 035RW016
7. Reconnect the battery ground cable.

Disassembled View
065RW002
Legend (14) Center Bracket

(1) Bolt (2 pcs) (15) Pinion Shaft
(2) Ball Bearing (16) Planet Gear (3)
(3) Pinion (17) Internal Gear
(4) Shift Lever (18) Center Bracket (A)
(5) Dust Cover (19) Yoke Assembly
(6) Torsion Spring (20) Armature
(7) Dust Cover (21) Brush
(8) Magnetic Switch (22) Brush Holder
(9) Nut (23) Thrust Washer
(10) Gear Case (24) Rear Cover
(11) Bearing Cover (25) Screw (2 pcs)
(12) E–ring (26) Through Bolt (2 pcs)
(13) Thrust Washer (2)
Disassembly 9. Remove screws and through bolts, then the rear

cover(9) then remove thrust washer(10).
1. Loosen the nut(1) on terminal “M” of magnetic switch 10. Remove brush holder(6).
and disconnect the connector cable.
2. Remove bolt (2 pcs) (2).
065RW005
11. Raise a brush spring to detach brushes (4 pcs) from

065RW003 the commutator face and pull off the brush holder(12)
3. Remove magnetic switch(5). and brush(11).
4. Remove dust cover(4).
5. Remove torsion spring bolts, then the magnetic
switch assembly.
6. Remove torsion spring(3) from magnetic switch
assembly(5).
065RW006
12. Remove yoke assembly(14).

13. Remove armature(15).
14. Pull off the yoke assembly, then remove armature,
washer and center bracket.(A) (13).
065RW004
7. Remove screw (2 pcs) (8).

8. Remove through bolt (2 pcs) (7).
NOTE: In disassembling the yoke assembly, hold the 17. Remove ball bearing(19).
armature and pull off slowly the yoke assembly. Because 18. Remove bearing cover(20).
of strong magnetic force, avoid placing a metallic part
19. Remove a ball bearing and bearing cover from the
near armature.
gear case(18).
065RW007
065RW021
15. Remove dust cover(17). 20. Internal gear(21).
16. Remove a dust cover and shift lever(16) from the gear 21. Remove internal gear and planet gear(3) (22).
case.
065RW009
065RW008
22. Remove an E–ring(23) from the pinion shaft using a Inspection and Repair
flat blade screwdriver.
Armature
Measure the outer diameter of commutator, and replace
with a new one if it is out of the limit.
Limit: 32.0 mm (1.26 in)
065RW010
23. Holding the pinion shaft, push pinion toward the

center bracket and turn the pinion clockwise or
counterclockwise by one tooth of spline, then pull off
the pinion.
24. Remove thrust washer(24).
25. Remove center bracket
26. Remove pinion shaft. 065RS014
Check for continuity between commutator and segment.

Replace commutator if there is no continuity (i.e.,
disconnected).
065RW011
065RS015
Check for continuity between commutator and shaft. Polish the commutator surface with sandpaper #500 to
Also, check for continuity between commutator and #600 if it is rough.
armature core,armature core and shaft. Replace
commutator if there is continuity (i.e., internally
grounded).
065RW012
Measure the depth of insulator in commutator. Repair, if it

is below the limit.
065RS016 Standard: 0.05 mm to 0.8 mm (0.02 in to 0.03 in)
Measure runout of armature core and commutator with a Limit: 0.2 mm (0.008 in)
dial gauge. Repair or replace, if it exceeds the limit.
Armature
Standard: 0.05 mm (0.002 in) Max.
Limit: 0.10 mm (0.004 in)
Commutator
Standard: 0.05 mm (0.002 in) Max.
Limit: 0.10 mm (0.004 in)
065RW013
Legend
(1) Steel Saw
(2) Insulator
(3) Commutator Segments
065RS017
Brush Magnetic Switch

Measure the length of brush. Check for continuity of shunt coil between terminals S and
Replace with a new one, if it is below the limit. M.
Standard: 16 mm (0.63 in) Replace, if there is no continuity (i.e., coil is
Limit: 11 mm (0.43 in) disconnected).
065RW016
065RW014
Brush Holder Continuity of Series Coil

Check for continuity between brush holder (+) (4) and Check for continuity between terminals S and M.
base (–). Replace, if there is continuity (i.e., insulation is Replace, if there is no continuity (i.e., coil is
broken). disconnected).
065RW017
065RW015
Continuity of Contacts Yoke Assembly

With the plunger faced downward, push down the Check a magnet inside the yoke.
magnetic switch. In this state, check for continuity Replace the yoke assembly if it is broken.
between terminals B and M. Replace, if there is no
continuity (i.e., contacts are faulty).
065RS026
065RW018
Ball Bearing
Clamp the inner race of the ball bearing with your finger,
Pinion and check for sticking or play when rotating the outer
Check if the pinion rotates smoothly in drive direction by race.
hand, or if it is locked when it is rotated in reverse. If not, Replace, if abnormality is found.
replace the pinion.
065RS027
065RS025
Measure inner diameter of bushing in the rear cover, and Reassembly
replace if it exceeds the limit.
Standard: 12.50 mm to 12.527 mm (0.492 in to noting the following points:
0.4932 in)
Grease application places
Limit: 12.60 mm (0.4961 in)
f Bushing in rear cover and center bracket
f Gears in reduction gear
f Shift lever operating portion
f Sliding portion of pinion
f Plunger sliding portion of magnetic switch
Reassembling Yoke Assembly
Before reassembly, make sure that no metallic parts
attach to the yoke assembly. Because of strong magnetic
force, hold the yoke assembly and insert it slowly into the
armature.
Torque
Torque for each part (See Torque Specifications in
this section)
Pinion Jump–out Dimension

Connect the “+” cable of battery to terminal S and the “–”
cable to terminal M. Turn the switch on, and measure
065RS028
pinion travel dimension in thrust direction from the
Measure inner diameter of bushing in the center bracket jump–out position.
(P), and replace if it exceeds the limit. In measuring the dimension, pull the pinion out a little in
Standard: 18.01 mm to 18.127 mm (0.7091 in to the arrow direction.
0.7137 in) Dimension(L): 0.05 mm to 1.5 mm (0.002 in to
Limit: 18.15 mm (0.7146 in) 0.06 in)
065RS029 065RS030
If the measured value is out of standard, insert dust cover, Characteristic Test
or disassemble and adjust. For easily confirming the characteristics, conduct the no
load test as follows:
Rating as short as 30 seconds requires rapid testing.
Fix the starter on the test bench, and wire as shown in
illustration. When the switch is closed, the current flows
and the starter runs under no load. At this time, measure
current, voltage and speed to check if they satisfy the
standard.
065RW019
065RW020
Legend
(1) Volt Meter
(2) Tachometer
(3) Battery
(4) Ammeter
(5) Switch

Model Specification
Rating
Voltage 12 V
Output 1.4 Kw
Time 30 sec
Number of teeth of pinion 9
Rotating direction(as viewed from pinion) Clockwise
Weight(approx.) 37 N
No–load characteristics
Voltage /Current 11.5V/90A or less
Speed 3000rpm or more
Load characteristics
Voltage/current 8.5V/350A or more
Torque 13.2N·m or more
Speed 1000rpm or more
Locking characteristics
Voltage/current 2.4V/500A or less
Torque 11.8N·m or more
E06RW023
150RW029
Charging System
General Description
The IC integral regulator charging system and its main The rectifier connected to the stator coil has diodes to
components are connected as shown in illustration. transform AC voltage into DC voltage.
The regulator is a solid state type and it is mounted along This DC voltage is connected to the output terminal of
with the brush holder assembly inside the generator generator.
installed on the rear end cover.
The generator does not require particular maintenance
such as voltage adjustment.
F06RX002
General On–Vehicle Inspection a. Lamp lights, replace or repair generator.

A basic wiring diagram is shown in the illustration. When b. Lamp dose not light, locate open circuit between
operating normally, the indicator bulb will come on when grounding lead and ignition switch. Bulb may be
the switch is turned on, and will then go out when the open.
engine starts. If the indicator operates abnormally, or if an 4. Switch on, engine running at moderate speed. Light
undercharged or overcharged battery condition occurs, should be off. If not, detach wiring harness at
the following procedure may be used to diagnose the generator.
charging system. Remember that an undercharged a. If light goes off, replace or repair generator.
battery is often caused by accessories being left on b. If light stays on, check for grounded “L” terminal
overnight, or by a defective switch which allows a bulb, wire in harness.
such as a trunk or glove box light, to stay on.
5. Battery undercharged or overcharged.
OBSERVE THE FOLLOWING PROCEDURE: a. Detach wiring harness connector from generator.
1. Visually check belt and wiring. b. With switch on, engine not running connect
2. Go to step 5. for vehicles without charge indicator voltmeter from ground to “L” terminal in wiring
light. harness, and to “IG” terminal. If used. Wiring
3. Switch on, engine stopped, light should be on. If not, harness may connect to either “L” or “IG” or both.
detach harness at generator, ground “L” terminal c. Zero reading indicates open circuit between
lead. terminal and battery. Connect as required.
d. Re-connect harness connector to generator, run 2. If not within 15 amperes of rated output, replace or
engine at moderate speed, with electrical repair generator.
accessories turned off.
e. Measure voltage across battery. If above 16.0V,
replace or repair generator.
f. Connect ammeter at generator output terminal.
Turn on accessories, load battery with carbon pile
to obtain maximum amperes output.
Maintain voltage at 13.0V or above.
1. If within 15 amperes of rated output, generator is
OK.
Generator
Removal Inspection
1. Disconnect battery ground cable. 1. Disconnect the wiring connector from generator.
2. Move drive belt tensioner to loose side using wrench 2. With the engine stopped, turn starter switch to “on”
then remove drive belt (1). and connect a voltmeter between connector terminal
3. Disconnect the wire from terminal “B” and disconnect L (1) and ground or between terminal IG (2) and
the connector (4). ground.
4. Remove generator fixing bolt (3).
5. Remove generator assembly (2).
066RX002
If voltage is not present, the line between battery and

connector is disconnected and so requires repair.
060RW002
3. Reconnect the wiring connector to the generator, run
the engine at middle speed, and turn off all electrical
devices other than engine.
4. Measure battery voltage. If it exceeds 16V, repair or
replace the generator.
5. Connect an ammeter to output terminal of generator,
and measure output current under load by turning on
the other electrical devices (eg., headlights). At this
time the amperes must not be less than 15A and the
voltage must not be less than 13V.
Installation 4. Move drive belt tensioner to loose side using wrench,

1. Install generator assembly to the position. 5. Reconnect battery ground cable.
2. Install generator assembly and tighten the fixing bolts
Torque:
M10 bolt: 41 N·m (30 Ib ft)
M8 bolt: 21 N·m (15 Ib ft)
3. Connect wiring harness connector and direct terminal
“B”.
Disassembled View
066RW022
Legend (7) Nut

(1) Pulley Nut (8) Terminal Insulator
(2) Pulley (9) Rear Cover Assembly
(3) Front Cover Assembly (10) Rectifier
(4) Rotor Assembly (11) Brush Holder Assembly
(5) Stator Assembly (12) Regulator Assembly
(6) Through Bolt
Disassembly 4. Remove screws with bearing retainer from front cover

and remove bearing.
1. Remove the through bolt.
Insert the tip of a pry bar into the gaps between the
front cover and the stator core.
Pry apart and separate the front cover, rotor, the rear
cover and stator.
NOTE: Take care not to scratch or otherwise damage the
stator coil with pry bar.
F06RT023
5. Remove the mounting nuts holding the “B” terminal,

the diode, and the brush holder.
6. Separate the rear cover from the stator.
F06RT021
2. Clamp the rotor in a vise and then remove the nut and
pulley.
3. Remove the rotor assembly from front cover.
F06RT024
F06RT022
7. Remove bolts which secure stator terminal to rectifier Inspection and Repair
terminal, and remove stator.
Rotor Assembly
1. Check the face of the slip rings for contamination and
roughness. If found to be scored, dress with a fine
sandpaper (#500 –600). If found to be contaminated,
clean with a cloth saturated with alcohol.
2. Measure the outside diameter of the slip rings.
Standard: 27mm (1.06in)
Limit: 26mm (1.02in)
066RS030
8. Remove Bolts which secure regulator, rectifier and

brush-holder, and separate these parts.
NOTE: Do not apply a shock or load to regulator, rectifier
and brush holder.
066RS032
3. Check resistance between slip rings, and replace if

there is no continuity.
Standard: 3.75W or less
066RW025
066RS033
4. Check for continuity between slip ring and rotor core. 2. Check for continuity across one of the stator coils and
In case of continuity, replace the rotor assembly. stator core. If a continuity exists, replace the coil.
Standard: More than 1MW
066RS017
066RS035
Stator Coil
Brush
1. Check for continuity across the stator coils. If no
continuity exists, replace the coils. Measure the brush length.
Resistance value at 20°C. If more than limit, replace the brush.
Standard: 18.0mm (0.709in)
Standard: Approx. 0.07W
Limit: 5.5mm (0.217in)
066RS034
066RW024
Rectifier Assembly
1. Measure the resistance between each diode terminal
and aluminum diode fin in forward and reverse
directions with the connection of the tester leads
switched. The diodes are normal if resistance is
nearly zero ohms in one direction and is infinitely high
in the other direction.
2. If a diode has no resistance or equal resistance in
both directions, it is defective and should be replaced
together with the holder.
066RS036 066RX003
IC Regulator Assembly
Reassembly
Connect a variable resistor, two 12V batteries, a fixed
resistor, and a voltmeter to the IC regulator as shown in To reassemble, follow the disassembly steps in the
illustration. reverse order, noting the following points:
a. Measuring equipment specifications NOTE:
1. Fixed resistor (R1) : 10 Ohms /3W f Never make battery connections with polarities
2. Variable resistor (Rv) : 0-300 Ohms/12W reversed, or battery will be shorted via the diodes.
3. Batteries (BAT1, BAT2) : 12V (2 Batteries) This will cause damage to the diodes.
4. DC voltmeter : 0-50V/0.5 steps (4 Check points) f Do not connect generator B terminal to ground; it is
connected directly to the battery.
b. Measuring procedure
This cable will burn if it is connected to ground.
1. Measure the voltage “V1” across the first battery
(BAT1). If the reading is between 10 and 13 volts, f Make sure to disconnect the positive (+) terminal of
the battery is normal. the battery when quick-charging battery .
2. Measure the voltage “V3” across both the batteries Diodes may be damaged due to abnormal pulse
(BAT1, BAT2). If the reading is between 20 and 26 voltage generated bye the quick charger.
bolts, the batteries are normal. f When reassembling the front section to rear section,
3. Gradually increase the resistance of the variable insert a stiff wire into hole in the rear face of the rear
resistor from zero. Measure the voltage “V2” (the cover from the outboard side to support the brush in
voltage across the F and E terminals). raised position, then insert the front section to which
Check to see that the voltage across “V1” changes at rotor is assembled.
this time. If there is no change, the voltage regulator f Reassemble parts carefully to be sure they fit into
is faulty and must be replaced. their original position, paying attention to the
insulated portions.
4. Measure the voltage at “V4” (the voltage across the
variable resistor center tap and terminal E with the f Wipe insulating tubes, washers and plates clean and
variable resistor resistance held constant). The install them in position carefully to avoid getting oil or
measure voltage should be within the specified grease on them.
(14.4±0.3 volts) limits. If it is not, the regulator must
be replaced.
1. Using a press with a socket wrench attached, Bench Test
reassemble rotor and rear end cover assembly in the
front cover. Conduct a bench test of the generator.
066RS023
066RS022
2. Install pulley on the rotor. Preparation

Secure the pulley directly in the vise between two Remove generator from the vehicle (see “Generator
copper plates, and tighten nut to the specified torque. removal”).
Torque: 111 N·m (82 lb ft) 1. Secure generator to the bench test equipment and
connect wires.
Terminal “IG” for energization
Terminal “L” for neutral (warning lamp)
Terminal “B” for output
2. Conduct the generator characteristic test.
Characteristics of generator are shown in illustration.
Repair or replace the generator if its outputs are
abnormal.
066RS010
066RX001

Battery voltage V 12
Rated output A 90
Direction of rotation
(as viewed from pulley side) Clockwise
Rated rotation speed rpm 5000
Maximum speed rpm 18000
SECTION
RODEO 6VD1 3.2L ENGINE DRIVEABILITY AND EMISSIONS 6E2–1

RODEO
ENGINE
RODEO 3.2L ENGINE
DRIVEABILITY AND EMISSIONS
CONTENTS
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–6 Basic Knowledge of Tools Required . . . . . . 6E2–30
Tightening Specifications . . . . . . . . . . . . . . . 6E2–6 Seral Data Communications . . . . . . . . . . . . . . 6E2–30
Diagrams and Schematics . . . . . . . . . . . . . . . . 6E2–7 Class II Serial Data Communications . . . . . 6E2–30
PCM Wiring Diagram (1 of 8) . . . . . . . . . . . . 6E2–7 On-Board Diagnostic (OBD II) . . . . . . . . . . . . . 6E2–30
PCM Wiring Diagram (2 of 8) . . . . . . . . . . . . 6E2–8 On-Board Diagnostic Tests . . . . . . . . . . . . . 6E2–30
PCM Wiring Diagram (3 of 8) . . . . . . . . . . . . 6E2–9 Comprehensive Component Monitor
PCM Wiring Diagram (4 of 8) . . . . . . . . . . . . 6E2–10 Diagnostic Operation . . . . . . . . . . . . . . . . . . 6E2–30
PCM Wiring Diagram (5 of 8) . . . . . . . . . . . . 6E2–11 System Status and Drive Cycle for
PCM Wiring Diagram (6 of 8) . . . . . . . . . . . . 6E2–12 Satisfying Federal Inspection/Maintenance
PCM Wiring Diagram (7 of 8) . . . . . . . . . . . . 6E2–13 (I/M 240) Regulations . . . . . . . . . . . . . . . . . . 6E2–31
PCM Wiring Diagram (8 of 8) . . . . . . . . . . . . 6E2–14 Common OBD II Terms . . . . . . . . . . . . . . . . . 6E2–31
PCM Pinouts . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–15 The Diagnostic Executive . . . . . . . . . . . . . . . 6E2–32
PCM Pinout Table, 32-Way Red DTC Types . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–33
Connector – Row “A” . . . . . . . . . . . . . . . . . . 6E2–15 Decimal/Binary/Hexadecimal Conversions 6E2–34
PCM Pinout Table, 32-Way Red Verifying Vehicle Repair . . . . . . . . . . . . . . . . 6E2–34
Connector – Row “B” . . . . . . . . . . . . . . . . . . 6E2–16
PCM Pinout Table, 32-Way White Reading Diagnostic Trouble Codes Using
Connector – Row “C” . . . . . . . . . . . . . . . . . . 6E2–17 the TECH 2 Scan Tool . . . . . . . . . . . . . . . . . 6E2–34
PCM Pinout Table, 32-Way White Tech 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–35
Connector – Row “D” . . . . . . . . . . . . . . . . . . 6E2–18 Tech 2 Features . . . . . . . . . . . . . . . . . . . . . . . 6E2–36
PCM Pinout Table, 32-Way Blue
Connector – Row “E” . . . . . . . . . . . . . . . . . . 6E2–19 Getting Started . . . . . . . . . . . . . . . . . . . . . . . . 6E2–36
PCM Pinout Table, 32-Way Blue Operating Procedure (For Example) . . . . . 6E2–37
Connector – Row “F” . . . . . . . . . . . . . . . . . . 6E2–20 DTC Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–38
Component Locators . . . . . . . . . . . . . . . . . . . 6E2–21 DTC Information Mode . . . . . . . . . . . . . . . . . 6E2–38
Engine Component Locator Table . . . . . . . . 6E2–22 Miscellaneous Test . . . . . . . . . . . . . . . . . . . . 6E2–39
Undercarriage Component Locator . . . . . . 6E2–23
Lamps Test . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–39
Undercarriage Component Locator Table . 6E2–23
Relays Test . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–40
Sensors and Miscellaneous Component
Locators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–24 EVAP Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–41
Fuse and Relay Panel (Underhood Idle Air Control System Test . . . . . . . . . . . . . 6E2–43
Electrical Center) . . . . . . . . . . . . . . . . . . . . . . . 6E2–27 Fuel System Test . . . . . . . . . . . . . . . . . . . . . . 6E2–44
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–28 EGR Control Test . . . . . . . . . . . . . . . . . . . . . . 6E2–46
Strategy-Based Diagnostics . . . . . . . . . . . . . 6E2–28 Variable Intake Manifold Solenoid Test . . . 6E2–46
Strategy-Based Diagnostics . . . . . . . . . . . . . 6E2–28 Injector Balance Test . . . . . . . . . . . . . . . . . . . 6E2–47
DTC Stored . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–28 Plotting Snapshot Graph . . . . . . . . . . . . . . . . . 6E2–48
No DTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–28 Plotting Graph Flow Chart (Plotting graph
No Matching Symptom . . . . . . . . . . . . . . . . . 6E2–28 after obtaining vehicle information) . . . . . . 6E2–49
Intermittents . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–28 Flow Chart for Snapshot Replay
(Plotting Graph) . . . . . . . . . . . . . . . . . . . . . . . 6E2–50
No Trouble Found . . . . . . . . . . . . . . . . . . . . . 6E2–28
To upload Snapshots to a PC and Download
Verifying Vehicle Repair . . . . . . . . . . . . . . . . 6E2–28
Diagnostic Software from a CD ROM Disk 6E2–51
General Service Information . . . . . . . . . . . . . . 6E2–29
Primary System-Based Diagnostics . . . . . . . . 6E2–51
OBD II Serviceability Issues . . . . . . . . . . . . . 6E2–29
Primary System-Based Diagnostics . . . . . . 6E2–51
Emissions Control Information Label . . . . . 6E2–29
Fuel Control Heated Oxygen Sensors . . . . 6E2–51
Maitenance Schedule . . . . . . . . . . . . . . . . . . 6E2–30
HO2S Heater . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–51
Visual/Physical Engine Compartment
Catalyst Monitor Heated Oxygen Sensors
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–30
and Diagnostic Operation . . . . . . . . . . . . . . 6E2–51
6E2–2 RODEO 6VD1 3.2L ENGINE DRIVEABILITY AND EMISSIONS
Misfire Monitor Diagnostic Operation . . . . . . . 6E2–52 Diagnostic Trouble Code (DTC) P0112 IAT
Misfire Monitor Diagnostic Operation . . . . . 6E2–52 Sensor Circuit Low Voltage . . . . . . . . . . . . . . 6E2–137
Misfire Counters . . . . . . . . . . . . . . . . . . . . . . . 6E2–52 Diagnostic Trouble Code (DTC) P0113 IAT
Fuel Trim System Monitor Diagnostic Sensor Circuit High Voltage . . . . . . . . . . . . . . 6E2–140
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–53 Diagnostic Trouble Code (DTC) P0117 ECT
Fuel Trim System Monitor Diagnostic Sensor Circuit Low Voltage . . . . . . . . . . . . . . 6E2–143
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–53 Diagnostic Trouble Code (DTC) P0118 ECT
Fuel Trim Cell Diagnostic Weights . . . . . . . 6E2–53 Sensor Circuit High Voltage . . . . . . . . . . . . . . 6E2–146
On-Board Diagnostic (OBD II) System Check 6E2–54 Diagnostic Trouble Code (DTC) P0121 TP
A/C Clutch Control Circuit Diagnosis . . . . . . . 6E2–57 System Performance . . . . . . . . . . . . . . . . . . . . 6E2–149
Electronic Ignition System Diagnosis . . . . . . . 6E2–63 Diagnostic Trouble Code (DTC) P0122 TP
Sensor Circuit Low Voltage . . . . . . . . . . . . . . 6E2–152
EVAP Canister Purge Solenoid . . . . . . . . . . . . 6E2–63
Diagnostic Trouble Code (DTC) P0123 TP
Visual Check of The Evaporative Emission
Sensor Circuit High Voltage . . . . . . . . . . . . . 6E2–155
Canister . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–63
Diagnostic Trouble Code (DTC) P0125 ECT
Fuel Metering System Check . . . . . . . . . . . . . 6E2–63
Excessive Time to Closed Loop Fuel
Idle Air Control (IAC) Valve . . . . . . . . . . . . . . . 6E2–63 Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–158
Fuel System Pressure Test . . . . . . . . . . . . . . . 6E2–63 Diagnostic Trouble Code (DTC) P0131 HO2S
Fuel Injector Coil Test Procedure and Fuel Circuit Low Voltage Bank 1 Sensor 1 . . . . . . 6E2–161
Injector Balance Test Procedure . . . . . . . . . . 6E2–63 Diagnostic Trouble Code (DTC) P0132 HO2S
Knock Sensor Diagnosis . . . . . . . . . . . . . . . . . 6E2–68 Circuit High Voltage Bank 1 Sensor 1 . . . . . . 6E2–164
Powertrain Control Module (PCM) Diagnosis 6E2–68 Diagnostic Trouble Code (DTC) P0133 HO2S
Multiple PCM Information Sensor DTCS Set 6E2–68 Slow Response Bank 1 Sensor 1 . . . . . . . . . 6E2–167
Exhaust Gas Recirculation (EGR) Diagnosis 6E2–71 Diagnostic Trouble Code (DTC) P0134 HO2S
Engine Tech 2 Data Definitions and Ranges 6E2–71 Circuit Insufficient Activity Bank 1 Sensor 1 6E2–171
Typical Scan Data Values . . . . . . . . . . . . . . . . 6E2–74 Diagnostic Trouble Code (DTC) P0135 HO2S
No Malfunction Indicator Lamp (MIL) . . . . . . . 6E2–81 Heater Circuit Bank 1 Sensor 1 . . . . . . . . . . . 6E2–174
Malfunction Indicator Lamp (MIL) “ON” Diagnostic Trouble Code (DTC) P0137 HO2S
Steady . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–84 Circuit Low Voltage Bank 1 Sensor 2 . . . . . . 6E2–177
Engine Cranks But Will Not Run . . . . . . . . . . . 6E2–87 Diagnostic Trouble Code (DTC) P0138 HO2S
Fuel System Electrical Test . . . . . . . . . . . . . . . 6E2–92 Circuit High Voltage Bank 1 Sensor 2 . . . . . . 6E2–180
Fuel System Diagnosis . . . . . . . . . . . . . . . . . . . 6E2–95 Diagnostic Trouble Code(DTC) P0140 HO2S
Idle Air Control (IAC) System Check . . . . . . . 6E2–100 Circuit Insufficient Activity Bank 1 Sensor 2 6E2–183
Knock Sensor (KS) System Check Diagnostic Trouble Code (DTC) P0141 HO2S
(Engine Knock, Poor Performance, Heater Circuit Bank 1 Sensor 2 . . . . . . . . . . . 6E2–186
or Poor Economy) . . . . . . . . . . . . . . . . . . . . . . 6E2–103 Diagnostic Trouble Code (DTC) P0151 HO2S
Exhaust Gas Recirculation (EGR) System Circuit Low Voltage Bank 2 Sensor 1 . . . . . . 6E2–189
Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–105 Diagnostic Trouble Code (DTC) P0152 HO2S
Manifold Absolute Pressure (MAP) Output Circuit High Voltage Bank 2 Sensor 1 . . . . . . 6E2–192
Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–107 Diagnostic Trouble Code (DTC) P0153 HO2S
Evaporative (EVAP) Emissions Canister Slow Response Bank 2 Sensor 1 . . . . . . . . . 6E2–195
Purge Valve Check . . . . . . . . . . . . . . . . . . . . . 6E2–109 Diagnostic Trouble Code (DTC) P0154 HO2S
Up-Shift Lamp System Check . . . . . . . . . . . . . 6E2–112 Circuit Insufficient Activity Bank 2 Sensor 1 6E2–199
PCM Diagnostic Trouble Codes . . . . . . . . . . . 6E2–115 Diagnostic Trouble Code (DTC) P0155 HO2S
Heater Circuit Bank 2 Sensor 1 . . . . . . . . . . . 6E2–202
Diagnostic Trouble Code (DTC) P0101 MAF
System Performance . . . . . . . . . . . . . . . . . . . . 6E2–119 Diagnostic Trouble Code (DTC) P0157 HO2S
Circuit Low Voltage Bank 2 Sensor 2 . . . . . . 6E2–205
Sensor Circuit Low Frequency . . . . . . . . . . . 6E2–122 Diagnostic Trouble Code (DTC) P0158 HO2S
Circuit High Voltage Bank 2 Sensor 2 . . . . . . 6E2–208
Sensor Circuit High Frequency . . . . . . . . . . . 6E2–125 Diagnostic Trouble Code (DTC) P0160 HO2S
Circuit Insufficient Activity Bank 2 Sensor 2 6E2–211
Diagnostic Trouble Code (DTC) P0106 MAP
System Performance . . . . . . . . . . . . . . . . . . . 6E2–128 Diagnostic Trouble Code (DTC) P0161 HO2S
Heater Circuit Bank 2 Sensor 2 . . . . . . . . . . . 6E2–214
Sensor Circuit Low Voltage . . . . . . . . . . . . . . 6E2–131 Diagnostic Trouble Code (DTC) P0171 Fuel
Trim System Too Lean Bank 1 . . . . . . . . . . . . 6E2–217
Sensor Circuit Hight Voltage . . . . . . . . . . . . . 6E2–134
Diagnostic Trouble Code (DTC) P0172 Fuel Diagnostic Trouble Code (DTC) P0401 EGR
Trim System Rich Bank 1 . . . . . . . . . . . . . . . . 6E2–221 Flow Insufficient . . . . . . . . . . . . . . . . . . . . . . . . 6E2–304
Trim System Lean Bank 2 . . . . . . . . . . . . . . . 6E2–225 Pintle Crank Error . . . . . . . . . . . . . . . . . . . . . . . 6E2–307
Trim System Rich Bank 2 . . . . . . . . . . . . . . . . 6E2–229 Open Stuck . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–309
Diagnostic Trouble Code (DTC) P0201 Injector Diagnostic Trouble Code (DTC) P0405 EGR
1 Control Circuit . . . . . . . . . . . . . . . . . . . . . . . . 6E2–233 Low Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–311
Diagnostic Trouble Code (DTC) P0202 Injector Diagnostic Trouble Code (DTC) P0406 EGR
2 Control Circuit . . . . . . . . . . . . . . . . . . . . . . . . 6E2–236 High Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–314
Diagnostic Trouble Code (DTC) P0203 Injector Diagnostic Trouble Code (DTC) P0420 TWC
3 Control Circuit . . . . . . . . . . . . . . . . . . . . . . . . 6E2–239 System Low Efficiency Bank 1 . . . . . . . . . . . . 6E2–317
Diagnostic Trouble Code (DTC) P0204 Injector Diagnostic Trouble Code (DTC) P0430 TWC
4 Control Circuit . . . . . . . . . . . . . . . . . . . . . . . . 6E2–242 System Low Efficiency Bank 2 . . . . . . . . . . . . 6E2–320
Diagnostic Trouble Code (DTC) P0205 Injector Diagnostic Trouble Code (DTC) P0440 EVAP
5 Control Circuit . . . . . . . . . . . . . . . . . . . . . . . . 6E2–245 System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–323
Diagnostic Trouble Code (DTC) P0206 Injector Diagnostic Trouble Code (DTC) P0442 EVAP
6 Control Circuit . . . . . . . . . . . . . . . . . . . . . . . . 6E2–248 System Small Leak Detected . . . . . . . . . . . . . 6E2–328
Diagnostic Trouble Code (DTC) P0300 Engine Diagnostic Trouble Code (DTC) P0446 EVAP
Misfire Detected . . . . . . . . . . . . . . . . . . . . . . . . 6E2–251 Canister Vent Blocked . . . . . . . . . . . . . . . . . . . 6E2–333
Diagnostic Trouble Code (DTC) P0301 Cylinder Diagnostic Trouble Code (DTC) P0452 Fuel
1 Misfire Detected . . . . . . . . . . . . . . . . . . . . . . 6E2–255 Tank Pressure Sensor Low Voltage . . . . . . . 6E2–336
2 Misfire Detected . . . . . . . . . . . . . . . . . . . . . . 6E2–257 Tank Pressure Sensor High Voltage . . . . . . . 6E2–339
3 Misfire Detected . . . . . . . . . . . . . . . . . . . . . . 6E2–259 Level Sensor Circuit–Low Voltage . . . . . . . . . 6E2–342
4 Misfire Detected . . . . . . . . . . . . . . . . . . . . . . 6E2–261 Level Sensor Circuit–High Voktage . . . . . . . . 6E2–345
Diagnostic Trouble Code (DTC) P0305 Cylinder Diagnostic Trouble Code (DTC) P0502 VSS
5 Misfire Detected . . . . . . . . . . . . . . . . . . . . . . 6E2–263 Circuit Low Input . . . . . . . . . . . . . . . . . . . . . . . . 6E2–347
Diagnostic Trouble Code (DTC) P0306 Cylinder Diagnostic Trouble Code (DTC) P0506 Idle
6 Misfire Detected . . . . . . . . . . . . . . . . . . . . . . 6E2–265 Air Control System Low RPM . . . . . . . . . . . . . 6E2–350
Diagnostic Trouble Code (DTC) P0325 KS Diagnostic Trouble Code (DTC) P0507 Idle
Module Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–267 Air Control System High RPM . . . . . . . . . . . . 6E2–353
Diagnostic Trouble Code (DTC) P0327 KS Diagnositc Troule Code (DTC) P0562 System
Sensor Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–269 Voltage Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–356
Diagnostic Trouble Code (DTC) P0336 58X Diagnostic Trouble Code (DTC) P0563 System
Reference Signal Circuit . . . . . . . . . . . . . . . . . 6E2–272 Voltage High . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–358
Diagnostic Trouble Code (DTC) P0337 CKP Diagnostic Trouble Code (DTC) P0601 PCM
Sensor Circuit Low Frequency . . . . . . . . . . . . 6E2–275 Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–359
Diagnostic Trouble Code (DTC) P0341 CMP Diagnostic Trouble Code (DTC) P1106 MAP
Sensor Circuit Performamce . . . . . . . . . . . . . 6E2–278 Sensor Circuit Intermittent High Voltage . . . 6E2–360
Diagnostic Trouble Code (DTC) P0342 CMP Diagnostic Trouble Code (DTC) P1107 MAP
Sensor Circuit Low . . . . . . . . . . . . . . . . . . . . . . 6E2–282 Sensor Circuit Intermittent Low Voltage . . . . 6E2–362
Diagnostic Trouble Code (DTC) P0351 Ignition Diagnostic Trouble Code (DTC) P1111 IAT
1 Control Circuit . . . . . . . . . . . . . . . . . . . . . . . . 6E2–286 Sensor Circuit Intermittent High Voltage . . . 6E2–364
Diagnostic Trouble Code (DTC) P0352 Ignition Diagnostic Trouble Code (DTC) P1112 IAT
2 Control Circuit . . . . . . . . . . . . . . . . . . . . . . . . 6E2–289 Sensor Circuit Intermittent Low Voltage . . . . 6E2–367
Diagnostic Trouble Code (DTC) P0353 Ignition Diagnostic Trouble Code (DTC) P1114 ECT
Diagnostic Trouble Code (DTC) P0354 Ignition Diagnostic Trouble Code (DTC) P1115 ECT
Diagnostic Trouble Code (DTC) P0355 Ignition Diagnostic Trouble Code (DTC) P1121 TP
Diagnostic Trouble Code (DTC) P0356 Ignition Diagnostic Trouble Code (DTC) P1122 TP
Diagnostic Trouble Code (DTC) P1133 Fuel Gauge Unit . . . . . . . . . . . . . . . . . . . . . . . . 6E2–471
HO2S Insufficient Switching Bank Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–471
1 Sensor 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–378 Fuel Pressure Regulator . . . . . . . . . . . . . . . . . 6E2–472
Diagnostic Trouble Code (DTC) P1134 HO2S Fuel Metering System . . . . . . . . . . . . . . . . . . . . 6E2–474
Transition Time Ratio Bank 1 Sensor 1 . . . . . 6E2–382 Fuel Pump Assembly . . . . . . . . . . . . . . . . . . . . 6E2–474
Diagnostic Trouble Code (DTC) P1153 HO2S Fuel Pump Relay . . . . . . . . . . . . . . . . . . . . . . . . 6E2–475
Insufficient Switching Bank 2 Sensor 1 . . . . . 6E2–386
Fuel Rail Assembly . . . . . . . . . . . . . . . . . . . . . . 6E2–475
Diagnostic Trouble Code (DTC) P1154 HO2S
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–476
Circuit Transition Time Ratio Bank
2 Sensor 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–390 Throttle Body (TB) . . . . . . . . . . . . . . . . . . . . . . . 6E2–476
Diagnostic Trouble Code (DTC) P1171 Fuel Electronic Ignition System . . . . . . . . . . . . . . . . 6E2–478
System Lean Dueing Acceleration . . . . . . . . 6E2–394 Catalytic Converter . . . . . . . . . . . . . . . . . . . . . . 6E2–479
Diagnostic Trouble Code (DTC) P1380 ABS Air Conditioning Relay . . . . . . . . . . . . . . . . . . . 6E2–479
Rough Road ABS System Fault . . . . . . . . . . 6E2–397 EVAP Canister Hoses . . . . . . . . . . . . . . . . . . . . 6E2–479
Diagnostic Trouble Code (DTC) P1381 ABS EVAP Canister . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–480
Rough Road Class 2 Serial Link Error . . . . . 6E2–398 EVAP Canister Vent Solenoid . . . . . . . . . . . . . 6E2–481
Diagnostic Trouble Code (DTC) P1404 EGR Fuel Tank Pressure Sensor . . . . . . . . . . . . . . . 6E2–482
Stuck Closed . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–399 EVAP Canister Purge Solenoid . . . . . . . . . . . . 6E2–483
Diagnostic Trouble Code (DTC) P1441 EVAP Fuel Tank Vent Valve . . . . . . . . . . . . . . . . . . . . 6E2–484
System Flow During Non-Purge . . . . . . . . . . 6E2–402 Linear Exhaust Gas Recirculation (EGR)
Diagnostic Trouble Code (DTC) P1508 IAC Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–484
System Low RPM . . . . . . . . . . . . . . . . . . . . . . . 6E2–405 Positive Crankcase Ventilation (PCV) Valve . 6E2–485
Diagnostic Trouble Code (DTC) P1509 IAC Wiring and Connectors . . . . . . . . . . . . . . . . . . . 6E2–485
System High RPM . . . . . . . . . . . . . . . . . . . . . . 6E2–408 PCM Connectors and Terminals . . . . . . . . . . . 6E2–486
Diagnostic Trouble Code (DTC) P1618 Serial Wire Harness Repair: Twisted Shielded
Peripheral Interface (SPI) Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–486
PCM Interprocessor Communication Error 6E2–411
Twisted Leads . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–487
Diagnostic Trouble Code (DTC) P1625 PCM
Weather-Pack Connector . . . . . . . . . . . . . . . . . 6E2–488
Unexpected Reset . . . . . . . . . . . . . . . . . . . . . . 6E2–412
Com-Pack III . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–489
Diagnostic Trouble Code (DTC) P1640 Output
Metri-Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–489
Driver Module (ODM) “A” Fault . . . . . . . . . . . 6E2–413
General Description (PCM and Sensors) . . . 6E2–491
Diagnostic Trouble Code (DTC) P1650 Quad
Driver Module “A” Fault . . . . . . . . . . . . . . . . . . 6E2–415 58X Reference PCM Input . . . . . . . . . . . . . . 6E2–491
Symptom Diagnosis . . . . . . . . . . . . . . . . . . . . . 6E2–418 A/C Request Signal . . . . . . . . . . . . . . . . . . . . 6E2–491
Default Matrix Table . . . . . . . . . . . . . . . . . . . . . 6E2–446 Crankshaft Position (CKP) Sensor . . . . . . . 6E2–491
On-Vehicle Service Camshaft Position Camshaft Position (CMP) Sensor and
(CMP) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–449 Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–491
Crankshaft Position (CKP) Sensor . . . . . . . . . 6E2–450 Engine Coolant Temperature (ECT) Sensor 6E2–491
Engine Coolant Temperature (ECT) Sensor . 6E2–450 Electrically Erasable Programmable Read
Heated Oxygen Sensor (HO2S) . . . . . . . . . . . 6E2–451 Only Memory (EEPROM) . . . . . . . . . . . . . . 6E2–492
Intake Air Temperature (IAT) Sensor . . . . . . . 6E2–453 Fuel Control Heated Oxygen Sensors . . . . 6E2–492
Knock Sensor (KS) . . . . . . . . . . . . . . . . . . . . . . 6E2–454 Catalyst Monitor Heated Oxygen Sensors 6E2–492
Mass Air Flow (MAF) Sensor . . . . . . . . . . . . . 6E2–455 Intake Air Temperature (IAT) Sensor . . . . . 6E2–493
Manifold Absolute Pressure (MAP) Sensor . 6E2–456 Knock Sensor . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–493
Malfunction Indicator Lamp (MIL) . . . . . . . . . . 6E2–456 Linear Exhaust Gas Recirculation (EGR)
Powertrain Control Module (PCM) . . . . . . . . . 6E2–457 Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–494
EEPROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–458 Mass Air Flow (MAF) Sensor . . . . . . . . . . . . 6E2–494
Throttle Position (TP) Sensor . . . . . . . . . . . . . 6E2–459 Manifold Absolute Pressure (MAP) Sensor 6E2–494
Vehicle Speed Sensor (VSS) . . . . . . . . . . . . . 6E2–459 Powertrain Control Module (PCM) . . . . . . . 6E2–495
Air Cleaner/Air Filter . . . . . . . . . . . . . . . . . . . . . 6E2–461 PCM Function . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–495
Idle Air Control (IAC) Valve . . . . . . . . . . . . . . . 6E2–462 PCM Components . . . . . . . . . . . . . . . . . . . . . 6E2–495
Common Chamber . . . . . . . . . . . . . . . . . . . . . . 6E2–463 PCM Voltage Description . . . . . . . . . . . . . . . 6E2–495
Accelerator Cable Assembly . . . . . . . . . . . . . . 6E2–463 PCM Input/Outputs . . . . . . . . . . . . . . . . . . . . 6E2–495
Accelerator Pedal Replacement . . . . . . . . . . . 6E2–466 PCM Service Precautions . . . . . . . . . . . . . . 6E2–496
Fuel Fillter Cap . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–468 Reprogramming The PCM . . . . . . . . . . . . . . 6E2–496
Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–468 Throttle Position (TP) Sensor . . . . . . . . . . . 6E2–496
Transmission Fluid Temperature (TFT) Camshaft Position (CMP) Sensor . . . . . . . . 6E2–501

Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–496 Crankshaft Position (CKP) Sensor . . . . . . . 6E2–501
Transmission Range Switch . . . . . . . . . . . . . 6E2–496 Electronic Ignition . . . . . . . . . . . . . . . . . . . . . 6E2–501
Vehicle Speed Sensor (VSS) . . . . . . . . . . . . 6E2–497 Ignition Coils . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–502
Use of Circuit Testing Tools . . . . . . . . . . . . . 6E2–497 Ignition Control . . . . . . . . . . . . . . . . . . . . . . . . 6E2–502
Aftermarket Electrical and Vacuum Ignition Control PCM Output . . . . . . . . . . . . 6E2–503
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–497 Knock Sensor (KS) PCM Input . . . . . . . . . . 6E2–503
Electrostatic Discharge Damage . . . . . . . . . 6E2–497 Powertrain Control Module (PCM) . . . . . . . 6E2–503
Upshift Lamp . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–498 Spark Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–503
General Description (Air Induction) . . . . . . . . 6E2–498 A/C Clutch Diagnosis . . . . . . . . . . . . . . . . . . . . 6E2–505
Air Induction System . . . . . . . . . . . . . . . . . . . 6E2–498 A/C Clutch Circuit Operation . . . . . . . . . . . . 6E2–505
General Description (Fuel Metering) . . . . . . . 6E2–498 A/C Clutch Circuit Purpose . . . . . . . . . . . . . 6E2–505
Acceleration Mode . . . . . . . . . . . . . . . . . . . . . 6E2–498 A/C Request Signal . . . . . . . . . . . . . . . . . . . . 6E2–505
Accelerator Controls . . . . . . . . . . . . . . . . . . . 6E2–498 General Description (Evaporative (EVAP)
Battery Voltage Correction Mode . . . . . . . . 6E2–498 Emission System) . . . . . . . . . . . . . . . . . . . . . . 6E2–506
CMP Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–498 EVAP Emission Control System Purpose . 6E2–506
Clear Flood Mode . . . . . . . . . . . . . . . . . . . . . 6E2–498 EVAP Emission Control System Operation 6E2–506
Deceleration Mode . . . . . . . . . . . . . . . . . . . . 6E2–498 Enhanced Evaporative Emission Control
Engine Speed/Vehicle Speed/Fuel Disable System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–506
Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–498 General Description (Exhaust Gas
Fuel Cutoff Mode . . . . . . . . . . . . . . . . . . . . . . 6E2–498 Recirculation (EGR) System) . . . . . . . . . . . . . 6E2–509
Fuel Injector . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–498 EGR Purpose . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–509
Fuel Metering System Components . . . . . . 6E2–499 Linear EGR Valve . . . . . . . . . . . . . . . . . . . . . 6E2–510
Fuel Metering System Purpose . . . . . . . . . . 6E2–499 Linear EGR Control . . . . . . . . . . . . . . . . . . . . 6E2–510
Fuel Pressure Regulator . . . . . . . . . . . . . . . . 6E2–499 Linear EGR Valve Operation and Results
of Incorrect Operation . . . . . . . . . . . . . . . . . 6E2–510
Fuel Pump Electrical Circuit . . . . . . . . . . . . . 6E2–499
EGR Pintle Position Sensor . . . . . . . . . . . . . 6E2–510
Fuel Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–499
General Description (Positive Crankcase
Idle Air Control (IAC) Valve . . . . . . . . . . . . . 6E2–500
Ventilation (PCV) System) . . . . . . . . . . . . . . . 6E2–510
Run Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–500
Crankcase Ventilation System Purpose . . . 6E2–510
Starting Mode . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–500
Crankcase Ventilation System Operation . 6E2–511
Throttle Body Unit . . . . . . . . . . . . . . . . . . . . . 6E2–501
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–512
General Description (Electronic Ignition
System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6E2–501
Specification
Tightening Specifications
Application N·m Lb Ft. Lb In.
Camshaft Position Sensor Retaining Screw 9 — 78
Crankshaft Position Sensor Mounting Bolt 9 — 78
EGR Bolt 14 — 122
EGR Nut 14 — 122
Engine Coolant Temperature Sensor 30 22 —
Fuel Pressure Regulator Attaching Screw 6.5 — 56
Fuel Rail Bolts 7 — 61
Fuel Tank Undercover Retaining Bolts 36 27 —
Heated Oxygen Sensor 5 — 43
Lower Intake Manifold to Engine Block Nuts 25 18 —
Spark Plugs 18 13 —
Throttle Body Mounting Bolts 13 — 113
Upper Intake Manifold to Lower Intake Manifold Bolts 25 18 —
VSS Retaining Bolt 13 — 113
Diagrams and Schematics

PCM Wiring Diagram (1 of 8)
D06RX002
D06RX003
D06RX004
D06RX005
D06RX006
D06RX007
D06RX008
D06RX009
PCM Pinouts
PCM Pinout Table, 32-Way Red Connector – Row “A”
TS23344

A1 5 Volt Reference “A” RED 5.0 V 5.0 V Appropriate Sensor
A2 Knock Sensor YEL 0.0 V 0.0 V General Description and
Operation, Knock Sensor
A3 Not Used
A4 Battery Feed (ECM Fuse) RED/WHT B+ B+ Chassis Electrical
A5 Idle Air Control (IAC) “A” BLU B+/0.8 V B+/0.8 V General Description and
High Operation, IAC
A6 IAC “A” Low BLU/WHT B+/0.8 V B+/0.8 V General Description and
Operation, IAC
A7 IAC “B” Low BLU/BLK B+/0.8 V B+/0.8 V General Description and
Operation, IAC
A8 IAC “B” High BLU/RED B+/0.8 V B+/0.8 V General Description and
Operation, IAC
A9 Automatic Transmission ORN/BLK B+ B+ Automatic Transmission
Fluid (ATF) Lamp (4L30E)
A10 Winter Lamp PNK/GRN B+ B+ Automatic Transmission
(4L30E)
A11 Power Lamp PNK/WHT B+ B+ Automatic Transmission
(4L30E)
A12 Not Used
A13 Malfunction Indicator WHT/GRN 0.0 V B+ Chassis Electrical
(Check Engine or MIL)
Lamp
A14 “Check Transmission” (AT) VIO B+ B+ Chassis Electrical
Lamp Driver
Up shift light (MT) YEL/GRN B+ B+ Chassis Electrical
A15 EVAP Canister Purge RED/BLU B+ 5.7 V General Description and
Signal Operation, EVAP Emission
Control System
A16 Band Apply YEL/BLK B+ B+ Automatic Transmission
(4L30E)
PCM Pinout Table, 32-Way Red Connector – Row “B”
TS23344

B1 5 Volt Reference “B” BLU/ORN 5.0 V 5.0 V Appropriate Sensor
B2 Ignition coil #4 RED/WHT 0.0 V 0.1 V General Description and
Operation, ICM
B3 Ignition coil #2 RED/BLK 0.0 V 0.1 V General Description and
Operation, ICM
B4 Ignition coil #6 RED/GRN 0.0 V 0.1 V General Description and
Operation, ICM
B5 Fuel Level Sensor ORN/GRN 1.8 V 1.8 V General Description and
(Tank empty) (Tank empty) Operation, Enhanced EVAP
System
B6 Fuel Tank Pressure GRY 1.5 V 1.5 V General Description and
Sensor (Ambient (Ambient Operation, Enhanced EVAP
pressure) pressure) System
B7 Exhaust Gas Recirculation YEL/RED 0.6 V 0.6 V General Description and
(EGR) Operation, Linear EGR
Control
B8 Intake Air Temperature YEL/GRN ≈3 V ≈3 V General Description and
(IAT) Sensor (depends on (depends on Operation, IAT
temperature) temperature)
B11 Power Steering Pressure GRN/YEL B+ B+ General Description and
(PSP) Switch Operation, PSP
B12 Illuminated Switch GRN/YEL B+ B+ Chassis Electrical
B13 Class 2 Data ORN/BLK 0.0 V 0.0 V Diagnosis, Class 2 Serial
Data
B14 A/C Clutch GRY/RED B+ B+ General Description and
(A/C OFF) (A/C OFF) Operation, A/C Clutch Circuit
Operation
B15 Low Fuel Lamp PNK B+ B+ —
(Lamp OFF) (Lamp OFF)
B16 Fuel Gauge PWM YEL/RED B+ Switching General Description and
from 13.9 to Operation, Enhanced EVAP
14.3 V System
PCM Pinout Table, 32-Way White Connector – Row “C”
TS23345

C1 Injector Cylinder #4 GRN/RED B+ B+ General Description and
C2 Shift “B” Solenoid BRN/BLK 0.0 V 0.0 V Automatic Transmission
(4L30E)
C3 Injector Cylinder #6 GRN/YEL B+ B+ General Description and
C4 Ignition Control (IC) RED 0.0 V 0.1 V General Description and
Cylinder #1 Operation, Fuel Injector
C5 Crankshaft Position YEL 0.3 V 2.2 V General Description and
Sensor, “A” Circuit Operation, Crankshaft
Position Sensor
C7 PCM Ground BLK/WHT 0.0 V 0.0 V Chassis Electrical
C8 PCM Ground BLK/RED 0.0 V 0.0 V Chassis Electrical
C10 Tachometer BLK/RED 8.8 V 10.0 (at idle) Chassis Electrical
C11 Variable Intake Manifold WHT/BLU 0.0 V 0, B+ (More Manual Transmission
than 3600
rpm)
C12 Rear Defogger Relay RED/WHT B+ B+ Chassis Electrical
C13 Canister Cut Valve BRN/WHT 6.0 V 5.7 V General Description and
(Tank empty) (Tank empty) Operation, Enhanced EVAP
system
C14 Bank 2 HO2S 1 High WHT 0.3 V 0.0-0.8 V General Description and
C15 Bank 2 HO2S 1 Low RED 0.0 V 0.1 V General Description and
C16 Bank 2 HO2S 2 High ORN/BLU 0.3 V 0.7 V General Description and
PCM Pinout Table, 32-Way White Connector – Row “D”
TS23345

D1 Injector Cylinder #2 GRN/ORN B+ B+ General Description and
D2 Torque Converter Clutch RED/YEL 0.0 V 0.0 V On-Vehicle Service, Torque
(TCC) Converter Clutch
D3 Injector Cylinder #1 GRN/WHT B+ B+ General Description and
D4 Serial Data (8192) RED 5.0 V 5.0 V Chassis Electrical
D5 Ignition Control, Cylinder RED/YEL 0.0 V 0.1 V General Description and
#5 Operation, Ignition Control
Module
D6 Ignition Control, Cylinder RED/BLU 0.0 V 0.1 V General Description and
#3 Operation
D7 Speedometer BLU/BLK 0.0 V 0.1 V Chassis Electrical
(at rest)
D8 Sensor Ground 5V GRN 0.0 V 0.0 V Appropriate Sensor
Reference A Return
D9 Sensor Ground 5 V GRN 0.0 V 0.0 V Appropriate Sensor
Reference B Return
D10 Mass Air Flow (MAF) YEL 4.9 V 4.2 V General Description, Mass
Air Flow Sensor
D11 Camshaft Position Sensor BLU 5.0 V 4.6 V General Description and
Operation, Camshaft
Position Sensor
D12 Bank 1 HO2S 2 Low BLU 0.0 V 0.1 V General Description and
Operation, Catalyst Monitor
HO2S 2
D13 Bank 1 HO2S 2 High GRN 0.3 V 0.6 V General Description and
Operation, Catalyst Monitor
HO2S 2
D14 Bank 1 HO2S 1 Low BLU 0.0 V 0.1 V General Description and
D15 Bank 1 HO2S 1 High PNK 0.3 V 0.0-0.8 V General Description and
D16 Bank 2 HO2S 2 Low WHT/BLU 0.0 V 0.1 V General Description and
PCM Pinout Table, 32-Way Blue Connector – Row “E”
TS23346

E1 Vehicle Speed Sensor YEL 0.0 V 0.1 V Automatic Transmission
Signal (4L30E)
E2 Vehicle Speed Sensor BRN 0.0 V 0.0 V Automatic Transmission
Low (4L30E)
E3 Pressure Control Solenoid RED/GRN 0.0 V 0.0 V Automatic Transmission
Low (4L30E)
E4 Pressure Control Solenoid RED/BLK 0.0 V 0.0 V Automatic Transmission
High (4L30E)
E5 Exhaust Gas Recirculation BLK/YEL B+ B+ General Description and
(EGR) Ignition Operation, EGR Control
E6 Exhaust Gas Recirculation YEL B+ B+ General Description and
(EGR) Solenoid Operation, EGR Control
E7 Transmission Range PNK 0.0 V 0.0 V Automatic Transmission
Signal “B” (4L30E)
E8 Throttle Position (TP) BLU 0.6 V 0.6 V General Description and
Sensor (at idle) Operation, Throttle Position
Sensor
E9 Engine Coolant BLU/RED 2.3 V 2.1 V General Description and
Temperature (ECT) Operation, Engine Coolant
Sensor Temperature (ECT) Sensor
E11 Crankshaft Position (CKP) BRN 5.0 V 5.0 V General Description and
Sensor +5 Volt Reference Operation, Crankshaft
Position Sensor
E12 Transmission Range PNK/BLU B+ B+ Automatic Transmission
Signal “A” (4L30E)
E13 Fuel Pump (FP) Relay PNK/WHT 0.0 V B+ On-Vehicle Service, Fuel
Pump Relay
E14 Shift High (BAND APPLY) BRN/WHT B+ B+ Automatic Transmission
(4L30E)
E15 A/C Request GRN/BLK 0.0 V 0.0 V Electric Cooling Fans
E16 Ignition Feed (1 of 2 F16) RED/BLU B+ B+ —
PCM Pinout Table, 32-Way Blue Connector – Row “F”
TS23346

F2 Transmission Range BLU/WHT 0.0 V 0.0 V Automatic Transmission
Signal “C” (4L30E)
F3 Transmission Range PNK/BLK B+ B+ Automatic transmission
Signal “P” (4L30E)
F4 Brake Switch RED 0.0 V 0.0 V Automatic transmission
(4L30E)
F5 Power Switch PPL/RED B+ B+ Automatic Transmission
(4L30E)
F6 Winter Switch PPL/GRN B+ B+ Automatic Transmission
(4L30E)
F7 Transmission Fluid GRN/RED 2.2 V 1.1 V Automatic Transmission
Temperature (4L30E)
F8 Manifold Absolute GRY 4.7 V 1.1 V General Description and
Pressure (MAP) Operation, Manifold Absolute
Pressure
F9 Rear Defogger Switch YEL/GRN B+ B+ Chassis Electrical
F10 Cruise Control GRY/BLU B+ B+ Automatic transmission
(4L30E)
F11 Kickdown Switch LT BLU B+ B+ Automatic Transmission
(4L30E)
F12 Diag ORN/BLU B+ B+ —
F13 Injector Cylinder #3 GRN B+ B+ General Description and
F14 Shift “A” Solenoid YEL/GRN B+ B+ Automatic Transmission
(4L30E)
F15 Injector Cylinder #5 GRN/BLK B+ B+ General Description and
F16 Ignition Feed (1 of 2 E16) RED/BLU B+ B+ —
Component Locators
Engine Component Locator
755RW027
Engine Component Locator Table
1 Linear Exhaust Gas Recirculation (EGR) Valve Rear right side of the engine
2 Throttle Position (TP) Sensor On the right of the throttle body
3 Intake Air Temperature (IAT) Sensor On the intake air duct near the throttle body
4 Check Engine (MIL) Light On the instrument panel beneath the
tachometer
5 Positive Crankcase Ventilator (PCV) Valve On the left of the cylinder head cover
6 Air Cleaner Left front of the engine bay
7 Mass Air Flow (MAF) Sensor Attached to the air filter box
8 Camshaft Position (CMP) Sensor On the rear right side of the left cylinder head
cover
9 Fuel Pressure Regulator Rear right side of the engine
10 Idle Air Control (IAC) Valve On the left of the throttle body
11 Common Chamber Top of the engine
12 EVAP Canister Purge Valve Bolted to the front of the coolant pipe
13 Fuse/Relay Box Along the inside of the right fender
14 Manifold Absolute Pressure (MAP) Sensor Bolted to the top the upper intake manifold
15 Throttle Body Between the intake air duct and the upper
intake manifold
16 Engine Coolant Temperature Sensor On the coolant crossover pipe at the front of
the engine, near the throttle body
Undercarriage Component Locator
014RW142
Undercarriage Component Locator Table

1 Fuel Pump Assembly and Fuel Tank Pressure Installed in the top of the fuel tank
Sensor
2 Fuel Gauge Unit Installed in the top of the fuel tank
3 Evaporative (EVAP) Canister On the top of the bracket that is located behind
of the cross member
4 EVAP Canister Vent Solenoid On the top of the bracket that is located behind
of the cross member
5 Fuel Filter Located along the inside of the right frame rail,
ahead of the fuel tank
6 Vehicle Speed Sensor (VSS) Protrudes from the transmission housing, just
ahead of the propeller shaft
7 Heated Oxygen Sensor (Bank 1, HO2S 2) Threaded into the exhaust pipe behind the
right-hand catalytic converter
8 Heated Oxygen Sensor (Bank 1, HO2S 1) Threaded into the exhaust pipe ahead of the
right-hand catalytic converter
9 Heated Oxygen Sensor (Bank 2, HO2S 1) Threaded into the exhaust pipe ahead the
left-hand catalytic converter
10 Heated Oxygen Sensor (Bank 2, HO2S 2) Threaded into the exhaust pipe behind the
left-hand catalytic converter
Sensors and Miscellaneous Component Locators
g150RW034 014RW126
014RW141 014RW125
T321067 T321070
141RW008 025RW008
055RW003 T321078
041RW013 060RW007
028RW001
Fuse and Relay Panel (Underhood Electrical Center)
755RX007
Diagnosis 1. Observe history DTCs, DTC modes, and freezeframe

data.
Strategy-Based Diagnostics 2. Evaluate the symptoms and the conditions described
by the customer.
Strategy-Based Diagnostics 3. Use a check sheet or other method to identify the
The strategy-based diagnostic is a uniform approach to circuit or electrical system component.
repair all Electrical/Electronic (E/E) systems. The 4. Follow the suggestions for intermittent diagnosis
diagnostic flow can always be used to resolve an E/E found in the service documentation.
system problem and is a starting point when repairs are Most scan tools, such as the Tech 2, have data-capturing
necessary. The following steps will instruct the technician capabilities that can assist in detecting intermittents.
how to proceed with a diagnosis:
1. Verify the customer complaint. No Trouble Found
f To verify the customer complaint, the technician This condition exists when the vehicle is found to operate
should know the normal operation of the system. normally. The condition described by the customer may
be normal. Verify the customer complaint against another
2. Perform preliminary checks.
vehicle that is operating normally. The condition may be
f Conduct a thorough visual inspection. intermittent. Verify the complaint under the conditions
f Review the service history. described by the customer before releasing the vehicle.
f Detect unusual sounds or odors. 1. Re-examine the complaint.
When the complaint cannot be successfully found or
f Gather diagnostic trouble code information to isolated, a re-evaluation is necessary. The complaint
achieve an effective repair. should be re-verified and could be intermittent as
3. Check bulletins and other service information. defined in Intermittents, or could be normal.
f This includes videos, newsletters, etc. 2. Repair and verify.
4. Refer to service information (manual) system After isolating the cause, the repairs should be made.
check(s). Validate for proper operation and verify that the
f “System checks” contain information on a system symptom has been corrected. This may involve road
that may not be supported by one or more DTCs. testing or other methods to verify that the complaint
System checks verify proper operation of the has been resolved under the following conditions:
system. This will lead the technician in an f Conditions noted by the customer.
organized approach to diagnostics.
f If a DTC was diagnosed, verify a repair by
5. Refer to service diagnostics. duplicating conditions present when the DTC was
set as noted in the Failure Records or Freeze
DTC Stored Frame data.
Follow the designated DTC chart exactly to make an
effective repair. Verifying Vehicle Repair
Verification of the vehicle repair will be more
No DTC comprehensive for vehicles with OBD II system
Select the symptom from the symptom tables. Follow the diagnostics. Following a repair, the technician should
diagnostic paths or suggestions to complete the repair. perform the following steps:
You may refer to the applicable component/system check
IMPORTANT: Follow the steps below when you verify
in the system checks. repairs on OBD II systems. Failure to follow these steps
No Matching Symptom
1. Review and record the Failure Records and the
1. Analyze the complaint. Freeze Frame data for the DTC which has been
2. Develop a plan for diagnostics. diagnosed (Freeze Frame data will only be stored for
3. Utilize the wiring diagrams and the theory of an A or B type diagnostic and only if the MIL (“Check
operation. Engine” lamp) has been requested).
Combine technician knowledge with efficient use of the 2. Clear the DTC(s).
available service information. 3. Operate the vehicle within conditions noted in the
Failure Records and Freeze Frame data.
Intermittents 4. Monitor the DTC status information for the DTC which
Conditions that are not always present are called has been diagnosed until the diagnostic test
intermittents. To resolve intermittents, perform the associated with that DTC runs.
following steps:
General Service Information Refueling

A new OBD II diagnostic was introduced in 1996 on some
OBD II Serviceability Issues vehicles. This diagnostic checks the integrity of the entire
evaporative emission system. If the vehicle is restarted
With the introduction of OBD II diagnostics across the
after refueling and the fuel cap is not secured correctly,
entire passenger car and light-duty truck market in 1996,
the on-board diagnostic system will sense this as a
illumination of the MIL (“Check Engine” lamp) due to a
system fault and turn on the MIL (“Check Engine” lamp)
non-vehicle fault could lead to misdiagnosis of the
with a DTC P0440.
vehicle, increased warranty expense and customer
dissatisfaction. The following list of non-vehicle faults Vehicle Marshaling
does not include every possible fault and may not apply The transportation of new vehicles from the assembly
equally to all product lines. plant to the dealership can involve as many as 60 key
Fuel Quality cycles within 2 to 3 miles of driving. This type of operation
contributes to the fuel fouling of the spark plugs and will
Fuel quality is not a new issue for the automotive industry,
turn on the MIL (“Check Engine” lamp) with a P0300
but its potential for turning on the MIL (“Check Engine”
Misfire DTC.
lamp) with OBD II systems is new.
Fuel additives such as “dry gas” and “octane enhancers” Poor Vehicle Maintenance
may affect the performance of the fuel. If this results in an The sensitivity of OBD II diagnostics will cause the MIL
incomplete combustion or a partial burn, it will show up as (“Check Engine” lamp) to turn on if the vehicle is not
a Misfire DTC P0300. The Reid Vapor Pressure of the maintained properly. Restricted air filters, fuel filters, and
fuel can also create problems in the fuel system, crankcase deposits due to lack of oil changes or improper
especially during the spring and fall months when severe oil viscosity can trigger actual vehicle faults that were not
ambient temperature swings occur. A high Reid Vapor previously monitored prior to OBD II. Poor vehicle
Pressure could show up as a Fuel Trim DTC due to maintenance can’t be classified as a “non-vehicle fault”,
excessive canister loading. High vapor pressures but with the sensitivity of OBD II diagnostics, vehicle
generated in the fuel tank can also affect the Evaporative maintenance schedules must be more closely followed.
Emission diagnostic as well. Severe Vibration
Using fuel with the wrong octane rating for the vehicle The Misfire diagnostic measures small changes in the
may cause driveability problems. Many of the major fuel rotational speed of the crankshaft. Severe driveline
companies advertise that using “premium” gasoline will vibrations in the vehicle, such as caused by an excessive
improve the performance of the vehicle. Most premium amount of mud on the wheels, can have the same effect
fuels use alcohol to increase the octane rating of the fuel. on crankshaft speed as misfire and therefore may set a
Although alcohol-enhanced fuels may raise the octane Misfire DTC P0300.
rating, the fuel’s ability to turn into vapor in cold
temperatures deteriorates. This may affect the starting Related System Faults
ability and cold driveability of the engine. Many of the OBD II system diagnostics will not run if the
Low fuel levels can lead to fuel starvation, lean engine PCM detects a fault on a related system or component.
operation, and eventually engine misfire. One example would be that if the PCM detected a Misfire
Non-OEM Parts fault, the diagnostics on the catalytic converter would be
suspended until Misfire fault was repaired. If the Misfire
All of the OBD II diagnostics have been calibrated to run fault was severe enough, the catalytic converter could be
with OEM parts. Something as simple as a damaged due to overheating and would never set a
high-performance exhaust system that affects exhaust Catalyst DTC until the Misfire fault was repaired and the
system back pressure could potentially interfere with the Catalyst diagnostic was allowed to run to completion. If
operation of the EGR valve and thereby turn on the MIL this happens, the customer may have to make two trips to
(“Check Engine” lamp). Small leaks in the exhaust the dealership in order to repair the vehicle.
system near the post catalyst oxygen sensor can also
cause the MIL (“Check Engine” lamp) to turn on. Emissions Control Information Label
Aftermarket electronics, such as transceiver, stereos,
The engine compartment “Vehicle Emissions Control
and anti-theft devices, may radiate EMI into the control
Information Label” contains important emission
system if they are improperly installed. This may cause a
specifications and setting procedures. In the upper left
false sensor reading and turn on the MIL (“Check Engine”
corner is exhaust emission information. This identifies
lamp).
the emission standard (Federal, California, or Canada) of
Environment the engine, the displacement of the engine in liters, the
Temporary environmental conditions, such as localized class of the vehicle, and the type of fuel metering system.
flooding, will have an effect on the vehicle ignition system. There is also an illustrated emission components and
If the ignition system is rain-soaked, it can temporarily vacuum hose schematic.
cause engine misfire and turn on the MIL (“Check Engine” This label is located in the engine compartment of every
lamp). vehicle. If the label has been removed it should be
replaced. It can be ordered from Isuzu Dealer ship.
Maitenance Schedule On-Board Diagnostic (OBD II)

Refer to the Maintenance Schedule.
On-Board Diagnostic Tests
Visual/Physical Engine Compartment A diagnostic test is a series of steps, the result of which is
Inspection a pass or fail reported to the diagnostic executive. When
Perform a careful visual and physical engine a diagnostic test reports a pass result, the diagnostic
compartment inspection when performing any diagnostic executive records the following data:
procedure or diagnosing the cause of an emission test f The diagnostic test has been completed since the last
failure. This can often lead to repairing a problem without ignition cycle.
further steps. Use the following guidelines when f The diagnostic test has passed during the current
performing a visual/physical inspection: ignition cycle.
f Inspect all vacuum hoses for pinches, cuts, f The fault identified by the diagnostic test is not
disconnections, and proper routing. currently active.
f Inspect hoses that are difficult to see behind other When a diagnostic test reports a fail result, the diagnostic
components. executive records the following data:
f Inspect all wires in the engine compartment for proper f The diagnostic test has been completed since the last
connections, burned or chafed spots, pinched wires, ignition cycle.
contact with sharp edges or contact with hot exhaust
f The fault identified by the diagnostic test is currently
manifolds or pipes.
active.
Basic Knowledge of Tools Required f The fault has been active during this ignition cycle.
f The operating conditions at the time of the failure.
NOTE: Lack of basic knowledge of this powertrain when Remember, a fuel trim DTC may be triggered by a list of
performing diagnostic procedures could result in an vehicle faults. Make use of all information available (other
incorrect diagnosis or damage to powertrain
DTCs stored, rich or lean condition, etc.) when
components. Do not attempt to diagnose a powertrain
diagnosing a fuel trim fault.
problem without this basic knowledge.
A basic understanding of hand tools is necessary to effec- Comprehensive Component Monitor
tively use this section of the Service Manual. Diagnostic Operation
Comprehensive component monitoring diagnostics are
Seral Data Communications required to monitor emissions-related input and output
powertrain components. The CARB OBD II
Class II Serial Data Communications Comprehensive Component Monitoring List Of
Government regulations require that all vehicle Components Intended To illuminate MIL is a list of
manufacturers establish a common communication components, features or functions that could fall under
system. This vehicle utilizes the “Class II” this requirement.
communication system. Each bit of information can have Input Components:
one of two lengths: long or short. This allows vehicle Input components are monitored for circuit continuity and
wiring to be reduced by transmitting and receiving out-of-range values. This includes rationality checking.
multiple signals over a single wire. The messages carried Rationality checking refers to indicating a fault when the
on Class II data streams are also prioritized. If two signal from a sensor does not seem reasonable,
messages attempt to establish communications on the i.e.Throttle Position (TP) sensor that indicates high
data line at the same time, only the message with higher throttle position at low engine loads or MAP voltage. Input
priority will continue. The device with the lower priority components may include, but are not limited to the
message must wait. The most significant result of this following sensors:
regulation is that it provides Tech 2 manufacturers with f Vehicle Speed Sensor (VSS)
the capability to access data from any make or model
f Transmission Output Speed Sensor (TOSS)
vehicle that is sold.
The data displayed on the other Tech 2 will appear the f Crankshaft Position (CKP) Sensor
same, with some exceptions. Some scan tools will only f Knock Sensor (KS)
be able to display certain vehicle parameters as values f Throttle Position (TP) Sensor
that are a coded representation of the true or actual value. f Engine Coolant Temperature (ECT) Sensor
For more information on this system of coding, refer to
f Camshaft Position (CMP) Sensor
Decimal/Binary/Hexadecimal Conversions. On this
vehicle the Tech 2 displays the actual values for vehicle f Manifold Absolute Pressure (MAP) Sensor
parameters. It will not be necessary to perform any f Mass Air Flow (MAF) Sensor
conversions from coded values to actual values.
In addition to the circuit continuity and rationality check System Status and Drive Cycle for
the ECT sensor is monitored for its ability to achieve a Satisfying Federal Inspection/Maintenance
steady state temperature to enable closed loop fuel (I/M 240) Regulations
control.
I/M Ready Status means a signal or flag for each
Output Components: emission system test that had been set in the PCM. I/M
Output components are diagnosed for proper response to Ready Status indicates that the vehicle on-board
control module commands. Components where emissions diagnostics have been run. I/M Ready Status
functional monitoring is not feasible will be monitored for is not concerned whether the emission system passed or
circuit continuity and out-of-range values if applicable. failed the test, only that on-board diagnosis is complete.
Output components to be monitored include, but are not Not all vehicle use all possible I/M flags.
limited to, the following circuit:
f Idle Air Control (IAC) Motor Common OBD II Terms
f Control module controlled EVAP Canister Purge Diagnostic
Valve
When used as a noun, the word diagnostic refers to any
f Electronic Transmission controls on-board test run by the vehicle’s Diagnostic
f A/C relays Management System. A diagnostic is simply a test run on
f Cooling fan relay a system or component to determine if the system or
f VSS output component is operating according to specification. There
are many diagnostics, shown in the following list:
f MIL control
f Misfire
Refer to PCM and Sensors in General Descriptions.
f Oxygen sensors
Passive and Active Diagnostic Tests
f Oxygen sensor heaters
A passive test is a diagnostic test which simply monitors a
vehicle system or component. Conversely, an active test, f EGR
actually takes some sort of action when performing f Catalyst monitoring
diagnostic functions, often in response to a failed passive Enable Criteria
test. For example, the EGR diagnostic active test will The term “enable criteria” is engineering language for the
force the EGR valve open during closed throttle decel conditions necessary for a given diagnostic test to run.
and/or force the EGR valve closed during a steady state. Each diagnostic has a specific list of conditions which
Either action should result in a change in manifold must be met before the diagnostic will run. “Enable
pressure. criteria” is another way of saying “conditions required”.
Intrusive Diagnostic Tests The enable criteria for each diagnostic is listed on the first
This is any on-board test run by the Diagnostic page of the DTC description in Section 6E3 under the
Management System which may have an effect on heading “Conditions for Setting the DTC”. Enable criteria
vehicle performance or emission levels. varies with each diagnostic, and typically includes, but is
Warm-Up Cycle not limited to the following items:
A warm-up cycle means that engine at temperature must f engine speed
reach a minimum of 70°C (160°F) and rise at least 22°C f vehicle speed
(40°F) over the course of a trip. f ECT
Freeze Frame f MAF/MAP
Freeze Frame is an element of the Diagnostic f barometric pressure
Management System which stores various vehicle f IAT
information at the moment an emissions-related fault is f TP
stored in memory and when the MIL is commanded on.
These data can help to identify the cause of a fault. Refer f high canister purge
to Storing And Erasing Freeze Fame Data for more f fuel trim
detailed information. f TCC enabled
Failure Records f A/C on
Failure Records data is an enhancement of the OBD II
Freeze Frame feature.Failure Records store the same
vehicle information as does Freeze Frame, but it will store
that information for any fault which is stored in on-board
memory, while Freeze Frame stores information only for
emission-related faults that command the MIL on.
Trip There is a continuous self-diagnosis on certain control
Technically, a trip is a key on-run-key off cycle in which all functions. This diagnostic capability is complemented by
the enable criteria for a given diagnostic are met, allowing the diagnostic procedures contained in this manual. The
the diagnostic to run. Unfortunately, this concept is not language of communicating the source of the malfunction
quite that simple. A trip is official when all the enable is a system of diagnostic trouble codes. When a
criteria for a given diagnostic are met. But because the malfunction is detected by the control module, a
enable criteria vary from one diagnostic to another, the diagnostic trouble code is set and the Malfunction
definition of trip varies as well. Some diagnostic are run Indicator Lamp (MIL) (“Check Engine” lamp) is
when the vehicle is at operating temperature, some when illuminated.
the vehicle first starts up; some require that the vehicle be Malfunction Indicator Lamp (MIL)
cruising at a steady highway speed, some run only when The Malfunction Indicator Lamp (MIL) looks the same as
the vehicle is idle; some diagnostics function with the the MIL you are already familiar with (“Check Engine”
TCC disables. Some run only immediately following a lamp). However, OBD II requires that it illuminate under a
cold engine start-up. strict set of guide lines.
A trip then, is defined as a key on-run-key off cycle in Basically, the MIL is turned on when the PCM detects a
which the vehicle was operated in such a way as to satisfy DTC that will impact the vehicle emissions.
the enabling criteria for a given diagnostic, and this The MIL is under the control of the Diagnostic Executive.
diagnostic will consider this cycle to be one trip. However, The MIL will be turned on if an emissions-related
another diagnostic with a different set of enable criteria diagnostic test indicates a malfunction has occurred. It
(which were not met) during this driving event, would not will stay on until the system or component passes the
consider it a trip. No trip will occur for that particular same test, for three consecutive trips, with no emission
diagnostic until the vehicle is driven in such a way as to srelated faults.
meet all the enable criteria. If the vehicle is experiencing a misfire malfunction which
may cause damage to the Three-Way Catalytic
The Diagnostic Executive Converter (TWC), the MIL will flash once per second.
The Diagnostic Executive is a unique segment of This will continue until the vehicle is outside of speed and
software which is designed to coordinate and prioritize load conditions which could cause possible catalyst
the diagnostic procedures as well as define the protocol damage, and the MIL will stop flashing and remain on
for recording and displaying their results. The main steady.
responsibilities of the Diagnostic Executive are listed as Extinguishing the MIL
follows:
When the MIL is on, the Diagnostic Executive will turn off
f Commanding the MIL (“Check Engine” lamp) on and
the MIL after three(3) consecutive trips that a “test
off
passed” has been reported for the diagnostic test that
f DTC logging and clearing originally caused the MIL to illuminate.
f Freeze Frame data for the first emission related DTC Although the MIL has been turned off, the DTC will remain
recorded in the PCM memory (both Freeze Frame and Failure
f Non-emission related Service Lamp (future) Records) until forty(40) warm-up cycles after no faults
f Operating conditions Failure Records buffer, (the have been completed.
number of records will vary) If the MIL was set by either a fuel trim or misfire-related
f Current status information on each diagnostic DTC, additional requirements must be met. In addition to
the requirements stated in the previous paragraph, these
f System Status (I/M ready) requirements are as follows:
The Diagnostic Executive records DTCs and turns on the f The diagnostic tests that are passed must occur with
MIL when emission-related faults occur. It can also turn 375 RPM of the RPM data stored at the time the last
off the MIL if the conditions cease which caused the DTC test failed.
to set.
f Plus or minus ten (10) percent of the engine load that
Diagnostic Information was stored at the time the last failed.
The diagnostic charts and functional checks are designed f Similar engine temperature conditions (warmed up or
to locate a faulty circuit or component through a process warming up ) as those stored at the time the last test
of logical decisions. The charts are prepared with the failed.
requirement that the vehicle functioned correctly at the Meeting these requirements ensures that the fault which
time of assembly and that there are no multiple faults turned on the MIL has been corrected.
present. The MIL (“Check Engine” lamp) is on the instrument
panel and has the following functions:
f It informs the driver that a fault that affects vehicle
emission levels has occurred and that the vehicle
should be taken for service as soon as possible.
f As a bulb and system check, the MIL will come “ON”
with the key “ON” and the engine not running. When
the engine is started, the MIL will turn “OFF.”
f When the MIL remains “ON” while the engine is f Does not store a Freeze Frame
running, or when a malfunction is suspected due to a f Stores Fail Record when test fails
driveability or emissions problem, a Powertrain
f Updates the Fail Record each time the diagnostic
On-Board Diagnostic (OBD) System Check must be
test fails
performed. The procedures for these checks are
given in On-Board Diagnostic (OBD ll) System Only four Fail Records can be stored. Each Fail Record
Check. These checks will expose faults which may is for a different DTC. It is possible that there will not be
not be detected if other diagnostics are performed Fail Records for every DTC if multiple DTCs are set.
first. Special Cases of Type B Diagnostic Tests
DTC Types Unique to the misfire diagnostic, the Diagnostic Executive
has the capability of alerting the vehicle operator to
Each DTC is directly related to a diagnostic test. The potentially damaging levels of misfire. If a misfire
Diagnostic Management System sets DTC based on the condition exists that could potentially damage the
failure of the tests during a trip or trips. Certain tests must catalytic converter as a result of high misfire levels, the
fail two (2) consecutive trips before the DTC is set. The Diagnostic Executive will command the MIL to “flash” at a
following are the four (4) types of DTCs and the rate of once per seconds during those the time that the
characteristics of those codes: catalyst damaging misfire condition is present.
f Type A Fuel trim and misfire are special cases of Type B
f Emissions related diagnostics. Each time a fuel trim or misfire malfunction is
f Requests illumination of the MIL of the first trip with a detected, engine load, engine speed, and engine coolant
fail temperature are recorded.
f Stores a History DTC on the first trip with a fail When the ignition is turned off, the last reported set of
conditions remain stored. During subsequent ignition
f Stores a Freeze Frame (if empty)
cycles, the stored conditions are used as reference for
f Stores a Fail Record similar conditions. If a malfunction occurs during two
f Updates the Fail Record each time the diagnostic consecutive trips, the Diagnostic Executive treats the
test fails failure as a normal Type B diagnostic, and dose not use
f Type B the stored conditions. However, if a malfunction occurs
f Emissions related on two non-consecutive trips, the stored conditions are
compared with the current conditions. The MIL will then
f “Armed” after one (1) trip with a fail
illuminate under the following conditions:
f “Disarmed” after one (1) trip with a pass
f When the engine load conditions are within 10% of
f Requests illumination of the MIL on the second the previous test that failed.
consecutive trip with a fail
f Engine speed is within 375 rpm, of the previous test
f Stores a History DTC on the second consecutive trip that failed.
with a fail (The DTC will be armed after the first fail)
f Engine coolant temperature is in the same range as
f Stores a Freeze Frame on the second consecutive the previous test that failed.
trip with a fail (if empty)
Storing and Erasing Freeze Frame Data and Failure
f Stores a Fail Record when the first test fails (not Records
dependent on consecutive trip fails)
Government regulations require that engine operating
f Updates the Fail Record each time the diagnostic conditions be captured whenever the MIL is illuminated.
test fails The data captured is called Freeze Frame data. The
(Some special conditions apply to misfire and fuel trim Freeze Frame data is very similar to a single record of
DTCs) operating conditions. Whenever the MIL is illuminated,
f Type C (if the vehicle is so equipped) the corresponding record of operating conditions is
f Non-Emissions related recorded to the Freeze Frame buffer.
f Requests illumination of the Service Lamp or the Freeze Frame data can only be overwritten with data
service message on the Drive Information Center associated with a misfire or fuel trim malfunction. Data
(DIC) on the first trip with a fail from these faults take precedence over data associated
f Stores a History DTC on thefirst trip with a fail with any other fault. The Freeze Frame data will not be
erased unless the associated history DTC is cleared.
f Does not store a Freeze Frame
Each time a diagnostic test reports a failure, the current
f Stores Fail Record when test fails engine operating conditions are recorded in the Failure
f Updates the Fail Record each time the diagnostic Records buffer. A subsequent failure will update the
test fails recorded operating conditions. The following operating
f Type D (Type D non-emissions related are not utilized conditions for the diagnostic test which failed typically
on certain vehicle applications). include the following parameters:
f Non-Emissions related f Air Fuel Ratio
f Dose not request illumination of any lamp f Air Flow Rate
f Stores a History DTC on the first trip with a fail f Fuel Trim
f Engine Speed
f Engine Load determining the nature of the concern. The method of
f Engine Coolant Temperature encoding involves the use of a two additional numbering
f Vehicle Speed systems: Binary and Hexadecimal.
The binary number system has a base of two numbers.
f TP Angle Each digit is either a 0 or a 1. A binary number is an eight
f MAP/BARO digit number and is read from right to left. Each digit has a
f Injector Base Pulse Width position number with the farthest right being the 0 position
f Loop Status and the farthest left being the 7 position. The 0 position,
when displayed by a 1, indicates 1 in decimal. Each
Intermittent Malfunction Indicator Lamp
position to the left is double the previous position and
In the case of an “intermittent” fault, the MIL (“Check added to any other position values marked as a 1.
Engine” lamp) may illuminate and then (after three trips) A hexadecimal system is composed of 16 different alpha
go “OFF”. However, the corresponding diagnostic trouble numeric characters. The alpha numeric characters used
code will be stored in the memory. When unexpected are numbers 0 through 9 and letters A through F. The
diagnostic trouble codes appear, check for an intermittent hexadecimal system is the most natural and common
malfunction. approach for Scan Tool manufacturers to display data
A diagnostic trouble code may reset. Consult the represented by binary numbers and digital code.
“Diagnostic Aids” associated with the diagnostic trouble
code. A physical inspection of the applicable sub–system Verifying Vehicle Repair
most often will resolve the problem. Verification of vehicle repair will be more comprehensive
Data Link Connector (DLC) for vehicles with OBD II system diagnostic. Following a
The provision for communication with the contorl module repair, the technician should perform the following steps:
is the Data Link Connector (DLC). It is located at the 1. Review and record the Fail Records and/or Freeze
lower left of the instrument panel. The DLC is used to Frame data for the DTC which has been diagnosed
connect to the Tech 2 Scan Tool. Some common uses of (Freeze Frame data will only be stored for an A or B
the Tech 2 are listed below: type diagnostic and only if the MIL has been
f Identifying stored Diagnostic Trouble Codes (DTCs). requested).
f Clearing DTCs. 2. Clear DTC(s).
f Performing out put control tests. 3. Operate the vehicle within conditions noted in the Fail
f Reading serial data. Records and/or Freeze Frame data.
4. Monitor the DTC status information for the DTC which
associated with that DTC runs.
Following these steps are very important in verifying
repairs on OBD II systems. Failure to follow these steps
Reading Diagnostic Trouble Codes Using

the TECH 2 Scan Tool
The procedure for reading diagnostic trouble code(s) is to
use a diagnostic Scan Tool. When reading DTC(s), follow
instructions supplied by tool manufacturer.
For the 1998 model year, Isuzu dealer service
departments will continue to use Tech II.
Clearing Diagnostic Trouble Codes
IMPORTANT: Do not clear DTCs unless directed to do
so by the service information provided for each diagnostic
procedure. When DTCs are cleared, the Freeze Frame
and Failure Record data which may help diagnose an
TS24064
intermittent fault will also be erased from memory.
Decimal/Binary/Hexadecimal Conversions If the fault that caused the DTC to be stored into memory
has been corrected, the Diagnostic Executive will begin to
Beginning in 1996, Federal Regulations require that all count the “warm-up” cycles with no further faults
auto manufacturer selling vehicles in the United States detected, the DTC will automatically be cleared from the
provide Scan Tool manufacturers with software PCM memory.
information to display vehicle operating parameters. All
Scan Tool manufacturers will display a variety of vehicle
information which will aid in repairing the vehicle. Some
scan tools will display encoded messages which will aid in
To clear Diagnostic Trouble Codes (DTCs), use the f The power source to the control module. Examples:
diagnostic Scan Tool “clear DTCs” or “clear information” fuse, pigtail at battery PCM connectors etc.
function. When clearing DTCs follow instructions f The negative battery cable. (Disconnecting the
supplied by the tool manufacturer. negative battery cable will result in the loss of other
When a Tech 2 is not available, DTCs can also be cleared on-board memory data, such as preset radio tuning).
by disconnecting one of the following sources for at least
thirty (30) seconds. Tech 2
NOTE: To prevent system damage, the ignition key must From 98 MY, Isuzu dealer service departments are
be “OFF” when disconnecting or reconnecting battery recommended to use the Tech 2 Scan Tool. Please refer
power. to the Tech 2 user guide.
901RW180

(2) RS 232 Loop Back Connector (5) Tech–2
Tech 2 Features 7. Power the Tech 2 ON and Verify the Tech 2 power up
display.
1. Tech 2 is a 12 volt system. Do not apply 24 volt.
2. After connecting and/or installing, the Vehicle
Communications Interface (VCI) module, PCMCIA
card and DLC connector to the Tech 2, connect the
tool to the vehicle DLC.
3. Make sure the Tech 2 is powered OFF when
removing or installing the PCMCIA card.
4. The PCMCIA card has a capacity of 10 Megabytes
which is 10 times greater than the memory of the Tech
1 Mass Storage Cartridge.
5. The Tech 2 has the capability of two snapshots.
6. The PCMCIA card is sensitive to magnetism and
static electricity, so care should be taken in the
handling of the card.
7. The Tech 2 can plot a graph when replaying a
snapshot.
8. Always return to the Main Menu by pressing the EXIT
key several times before shutting down.
9. To clear Diagnostic Trouble Codes (DTCs), open
060RW009
Application Menu and press “F1: Clear DTC Info”.
NOTE: The RS232 Loop back connector is only to use for
Getting Started diagnosis of Tech 2. Refer to user guide of the Tech 2.
f Before operating the Isuzu PCMCIA card with the
Tech 2, the following steps must be performed:
1. The Isuzu 98 System PCMCIA card (1) inserts into
the Tech 2 (5).
(4).
DLC.
740RW060
6. Turn on the vehicle ignition.

Operating Procedure (For Example)

The power up screen is displayed when you power up the
tester with the Isuzu systems PCMCIA card. Follow the
operating procedure below.
060RX059
060RX060
Menu f Clear Info
f The following table shows which functions are used
for the available equipment versions.
060RW223
The following is a brief description of each of the sub

060RW224
menus in DTC Info and DTC. The order in which they
appear here is alphabetical and not necessarily the way
DTC Modes they will appear on the Tech 2.
DTC Information Mode

Use the DTC info mode to search for a specific type of
stored DTC information. There are six choices. The
service manual may instruct the technician to test for
DTCs in a certain manner. Always follow published
service procedures.
060RW229
On OBD II vehicles there are five options available in Tech

2 DTC mode to display the enhanced information
available. After selecting DTC, the following menu
appears:
f DTC Info
f Freeze Frame 060RW221
f Fail Records (not all applications)

DTC Status 3. Refer to the latest Service Bulletin.

This selection will display any DTCs that have not run Check to see if the Latest software is released or not.
during the current ignition cycle or have reported a test And then Down Load the LATEST PROGRAMMED
failure during this ignition up to a maximum of 33 DTCs. SOFTWARE to the replacement PCM.
DTC tests which run and pass will cause that DTC
number to be removed from Tech 2 screen. Lamps Test
Fail This Ignition This test is conducted check MIL and Low Fuel Lamp for
This selection will display all DTCs that have failed during its working.
the present ignition cycle. Tech2 must be used for this test.
Test Procedure:
History
This selection will display only DTCs that are stored in the
PCM’s history memory. It will display all type A and B 2. Run the Engine at idle.
DTCs that have requested the MIL and have failed within 3. Select F3: Miscellaneous Test in the Application
the last 40 warm-up cycles. In addition, it will display all Menu.
type C and type D DTCs that have failed within the last 40
warm-up cycles.
Last Test Failed
This selection will display only DTCs that have failed the
last time the test ran. The last test may have run during a
previous ignition cycle if a type A or type B DTC is
displayed. For type C and type D DTCs, the last failure
must have occurred during the current ignition cycle to
appear as Last Test Fail.
MILSVC or Message Request
This selection will display only DTCs that are requesting
the MIL. Type C and type D DTCs cannot be displayed
using this option. This selection will report type B DTCs
only after the MIL has been requested.
Not Run Since Code Cleared
This option will display up to 33 DTCs that have not run
since the DTCs were last cleared. Since any displayed
DTCs have not run, their condition (passing or failing) is
unknown. 060RW228
Test Failed Since Code Cleared 4. Select F0:Lamps Test in the Miscellaneous Test.
This selection will display all active and history DTCs that
have reported a test failure since the last time DTCs were
cleared. DTCs that last failed more than 40 warm-up
cycles before this option is selected will not be displayed.
Miscellaneous Test
This test consists of eight menus-Lights, Relays, EVAP,
IAC System, Fuel System, EGR Control, Variable Intake
Manifold Solenoid, and Injector Balance Tests.
In these tests, Tech 2 sends operating signals to the
systems to confirm their operations thereby to judge the
normality of electric circuit.
To judge intermittent trouble,
1. Confirm DTC freeze frame data, and match the
freeze frame data as test conditions with the data list
2. Confirm DTC setting conditions, and match the
setting conditions as test conditions with the data list
060RX035
5. Select F0:Malfunction Indicator Lamp. 3. Select F3: Miscellaneous Test in the Application
Menu.
060RX019
6. Push “On” soft key. 060RW228
7. Make sure Lamp illuminates. 4. Select F1:Relay Test in the Miscellaneous Test.
8. If lamp illuminates, the Lamp is operating correctly.
9. Select F1:Low Fuel Lamp
060RX034
060RX020
10. Push “On” soft key.

11. Make sure Lamp illuminates.
12. If Lamp illuminates, the Lamp is operating correctly.
Relays Test
This test is conducted to check Fuel Pump Relay and A/C
Clutch for proper operation.
Test Procedure:
5. Select F0:Fuel Pump Relay. 11. Turn on Air Condtioning.
060RX021 060RX023
6. Push “On” soft key. 12. Push “On” and “Off” soft keys.
13. Control A/C Clutch Relay and check data list.
14. If the data list changes, the A/C Clutch Relay is
normal.
EVAP Test
This test is conducted check EVAP system for its working.
Test Procedure:
Menu.
060RX022
7. Control Fuel Pump Relay and check data list.

8. If the data list changes, the Fuel Pump Relay is
normal.
9. Select F1:A/C Clutch Relay.
10. *Run the Engine at idle.
060RW228
4. Select F2:EVAP Test in the Miscellaneous Test. 6. Push “Decrease” or “Increase” soft key.
060RX036 060RX026
5. Select F0: Purge Solenoid. 7. Control EVAP Purge Solenoid and check data list.
8. If the data list changes, the Purge Solenoid is normal.
9. Turn engine off, turn ignition SW “On”.
10. Select F1:EVAP Vent Solenoid.
060RX025
060RX025
11. Push “On” or “Off” soft key. 4. Select F3: IAC System Test in the Miscellaneous
Test.
060RX027
12. Control EVAP Vent Solenoid and check data list. 060RX007
13. If the data list changes, the EVAP Vent Solenoid is 5. Select F1: IAC Control Test.
normal.
Idle Air Control System Test

This test is conducted to check IAC system for proper
operation.
Test Procedure:
Menu.
060RW235
6. Push “Increase” or “Decrease” soft key.
060RW228
7. Instruct IAC system and check data list. 16. If data list changes, the IAC has been Reset.
060RX015 060RW231–1
8. If the data list changes, the IAC control is normal.

9. Select F0: RPM Control Test
Fuel System Test
This test is conducted check Fuel Level Gauge for proper
operation.
Test Procedure:
Menu.
060RX016
10. Push “Increase” or “Decrease” soft key.

11. Control RPM and check data list.
12. If the data list changes, the RPM control is normal.
13. Select F2: IAC Reset.
14. Push “Reset IAC” soft key.
15. Control IAC Reset and check data list.
060RW228
4. Select F4: Fuel System in the Miscellaneous Menu. 6. Push “Decrease” or “Increase” soft key.
060RX032 060RX030
5. Select F1: Fuel Gauge Level 7. Control Fuel Level and check data list.
8. If data list chouges the Fuel Gauge Level is normal.
9. Select F0: Fuel Trim Reset.
060RX028
060RX028
10. Push “Reset” soft key. 4. Select F5: EGR Control Test in the Miscellaneous
Test.
060RX029
060RX008
EGR Control Test 5. Control EGR Valve and check data list.
This test is conducted check EGR valve for proper
operation.
Test Procedure:
Menu.
060RX017
6. If data list chouges, the EGR Control is normal.
Variable Intake Manifold Solenoid Test

This test is conducted check VIM Solenoid for proper
operation.
Test Procedure:
060RW228 1. Connect Tech 2 to the vehicle DLC.
3. Select F3: Miscellaneous Test in the Application 5. Push “On” or “Off” soft key.
Menu.
060RX028
060RW228 6. Control VIM Solenoid and check data list.

4. Select F6: Variable Intake Manifold Solenoid Test. 7. If data list changes, the VIM Solenoid is normal.
Injector Balance Test

This test is conducted to make sure the appropriate
electric signals are being sent to injectors Nos. 1–6.
Test Procedure:
Menu.
060RX033
060RW228
4. Select F7: Injector Balance Test in the Miscellaneous 6. Make sure of engine speed change.
Test. 7. If engine speed changes, the injector electric circuit is
normal.
If engine speed does not changes, the injector electric
circuit or the injector itself is not normal.
Plotting Snapshot Graph

This test selects several necessary items from the data
list to plot graphs and makes data comparison on a long
term basis. It is an effective test particularly in emission
related evaluations.
060RX006
5. Select injector number and push “injector off” of soft

key.
060RX037
For trouble diagnosis, you can collect graphic data (snap

shot) directly from the vehicle. You can replay the
snapshot data as needed. Therefore, accurate diagnosis
is possible, even though the vehicle is not available.
060RW230–1
Plotting Graph Flow Chart (Plotting graph after obtaining vehicle information)
060RX041
Flow Chart for Snapshot Replay (Plotting Graph)
060RX040
To upload Snapshots to a PC and reaches operating temperature, the sensor will generate
Download Diagnostic Software from a CD a voltage, inversely proportional to the amount of oxygen
ROM Disk present in the exhaust gases. The control module uses
the signal voltage from the fuel control heated oxygen
Both these functions are driven from the PC with sensors while in closed loop to adjust fuel injector pulse
instructions shown on the PC Monitor. width. While in closed loop, the PCM can adjust fuel
The procedure: delivery to maintain an air/fuel ratio which allows the best
1. Power off Tech 2. combination of emission control and driveability. The fuel
2. Connect RS232 cable between Tech 2 and the PC. control heated oxygen sensors are also used to
determine catalyst efficiency.
3. Power up Tech 2, Main Title screen will show, do not
move on the main menu. HO2S Heater
4. Access functionality on PC and obey instructions. Heated oxygen sensors are used to minimize the amount
of time required for closed loop fuel control to begin
Primary System-Based Diagnostics operation and to allow accurate catalyst monitoring. The
oxygen sensor heater greatly decreases the amount of
Primary System-Based Diagnostics time required for fuel control sensors (Bank 1 HO2S 1 and
There are primary system-based diagnostics which Bank2 HO2S 1) to become active. Oxygen sensor
evaluate system operation and its effect on vehicle heaters are required by catalyst monitor and sensors
emissions. The primary system-based diagnostics are (Bank 1 HO2S 2 and Bank 2 HO2S 2) to maintain a
listed below with a brief description of the diagnostic sufficiently high temperature which allows accurate
function: exhaust oxygen content readings further away from the
Oxygen Sensor Diagnosis engine.
The fuel control heated oxygen sensors (Bank 1 HO2S 1 Catalyst Monitor Heated Oxygen Sensors
and Bank 2 HO2S 1) are diagnosed for the following and Diagnostic Operation
conditions:
f Heater performance (time to activity on cold start)
f Slow response
f Response time (time to switch R/L or L/R)
f Inactive signal (output steady at bias voltage –
approx. 450 mV)
f Signal fixed high
f Signal fixed low
The catalyst monitor heated oxygen sensors (Bank 1
HO2S 2 and Bank 2 HO2S 2) are diagnosed for the
f Heater performance (time to activity on cold start).
f Signal fixed low during steady state conditions or
power enrichment (hard acceleration when a rich
mixture should be indicated).
f Signal fixed high during steady state conditions or
deceleration mode (deceleration when a lean mixture
should be indicated).
f Inactive sensor (output steady at approx. 438 mV). TS24067
If the oxygen sensor pigtail wiring, connector or terminal To control emissions of hydrocarbons (HC), carbon
are damaged, the entire oxygen sensor assembly must monoxide (CO), and oxides of nitrogen (NOx), a
be replaced. DO NOT attempt to repair the wiring, three-way catalytic converter is used. The catalyst within
connector or terminals. In order for the sensor to function the converter promotes a chemical reaction which
properly, it must have clean reference air provided to it. oxidizes the HC and CO present in the exhaust gas,
This clean air reference is obtained by way of the oxygen converting them into harmless water vapor and carbon
sensor wire(s). Any attempt to repair the wires, connector dioxide. The catalyst also reduces NOx, converting it to
or terminals could result in the obstruction of the nitrogen. The PCM has the ability to monitor this process
reference air and degrade oxygen sensor performance. using the pre-catalyst and post-catalyst heated oxygen
Refer to On-Vehicle Service Heated Oxygen Sensors. sensors. The pre-catalyst sensor produces an output
signal which indicates the amount of oxygen present in
Fuel Control Heated Oxygen Sensors the exhaust gas entering the three-way catalytic
The main function of the fuel control heated oxygen converter. The post-catalyst sensor produces an output
sensors is to provide the control module with exhaust signal which indicates the oxygen storage capacity of the
stream oxygen content information to allow proper fueling catalyst; this in turn indicates the catalyst’s ability to
and maintain emissions within mandated levels. After it convert exhaust gases efficiently. If the catalyst is
operating efficiently, the pre-catalyst signal will be far Two stages are used to monitor catalyst efficiency.
more active than that produced by the post-catalyst Failure of the first stage will indicate that the catalyst
sensor. requires further testing to determine catalyst efficiency.
In addition to catalyst monitoring, the heated oxygen The seconds stage then looks at the inputs for the pre and
sensors have a limited role in controlling fuel delivery. If post catalyst HO2S sensors more closely before
the sensor signal indicates a high or low oxygen content determining if the catalyst is indeed degraded. This
for an extended period of time while in closed loop, the further statistical processing is done to increase the
PCM will adjust the fuel delivery slightly to compensate. accuracy of oxygen storage capacity type monitoring.
f For the 3.2L, the pre-catalyst sensors are designated Failing the first (stage 1) test DOES NOT indicate a failed
Bank 1 HO2S 1 and Bank 2 HO2S 1. The catalyst. The catalyst may be marginal or the fuel sulfur
post-catalyst sensors are Bank 1 HO2S 2 and Bank 2 content could be very high.
HO2S 2. Aftermarket HO2S characteristics may be different from
Catalyst Monitor Outputs the original equipment manufacturer sensor. This may
lead to a false pass or a false fail of the catalyst monitor
The catalyst monitor diagnostic is sensitive to the
diagnostic. Similary, if an aftermarket catalyst does not
contain the same amount of cerium as the original part,
f Exhaust leaks the correlation between oxygen storage and conversion
f HO2S contamination efficiency may be altered enough to set a false DTC.
f Alternate fuels
Exhaust system leaks may cause the following: Misfire Monitor Diagnostic Operation
f Preventing a degraded catalyst from failing the
diagnostic. Misfire Monitor Diagnostic Operation
f Causing a false failure for a normally functioning The misfire monitor diagnostic is based on crankshaft
catalyst. rotational velocity (reference period) variations. The
f Preventing the diagnostic from running. PCM determines crankshaft rotational velocity using the
Some of the contaminants that may be encountered are crankshaft position sensor and camshaft position sensor.
phosphorus, lead, silica, and sulfur. The presence of When a cylinder misfires, the crankshaft slows down
these contaminants will prevent the TWC diagnostic from momentarily. By monitoring the crankshaft and camshaft
functioning properly. position sensor signals, the PCM can calculate when a
misfire occurs.
Three-Way Catalyst Oxygen Storage Capacity
For a non-catalyst damaging misfire, the diagnostic will
The Three-Way catalyst (TWC) must be monitored for be required to monitor a misfire present for between
efficiency. To accomplish this, the control module 1000-3200 engine revolutions.
monitors the pre-catalyst HO2S and post-catalyst HO2S For catalyst-damaging misfire, the diagnostic will
oxygen sensors. When the TWC is operating properly, respond to misfire within 200 engine revolutions.
the post-catalyst oxygen sensor will have significantly Rough roads may cause false misfire detection. A rough
less activity than the pre-catalyst oxygen sensor. The road will cause torque to be applied to the drive wheels
TWC stores and releases oxygen as needed during its and drive train. This torque an intermittently decrease the
normal reduction and oxidation process. The control crankshaft rotational velocity. This may be falsely
module will calculate the oxygen storage capacity using detected as a misfire.
the difference between the pre-catalyst and post catalyst On automatic transmission-equipped vehicles, a rough
oxygen sensor’s voltage levels. If the activity of the road sensor, works together with the misfire detection
post-catalyst oxygen sensor approaches that of the system.
pre-catalyst oxygen sensor, the catalyst’s effciency is
degraded. Misfire Counters
Stepped or staged testing level allow the control module Whenever a cylinder misfires, the misfire diagnostic
to statistically filter test information. This prevents falsely counts the misfire and notes the crankshaft position at the
passing or falsely failing the oxygen storage capacity test. time the misfire occurred. These “misfire counters” are
The calculations performed by the on-board diagnostic basically a file on each engine cylinder. A current and a
system are very complex. For this reason, post catalyst history misfire counter are maintained for each cylinder.
oxygen sensor activity should not be used to determine The misfire current counters (Misfire Cur #1-6) indicate
oxygen storage capacity unless directed by the service the number of firing events out of the last 200 cylinder
manual. firing events which were misfires. The misfire current
counter will display real time data without a misfire DTC
stored. The misfire history counters (Misfire Hist #1-6)
indicate the total number of cylinder firing events which
were misfires. The misfire history counters will display 0
until the misfire diagnostic has failed and a DTC P0300 is
set. Once the misfire DTC P0300 is set, the misfire
history counters will be updated every 200 cylinder firing
events. A misfire counter is maintained for each cylinder.
If the misfire diagnostic reports a failure, the diagnostic would set (although an engine idle speed DTC or HO2S
executive reviews all of the misfire counters before DTC may set). Use the Tech 2 to observe fuel trim counts
reporting DTC. This way, the diagnostic executive while the problem is occurring.
reports the most current information. A fuel trim DTC may be triggered by a number of vehicle
When crankshaft rotation is erratic, a misfire condition will faults. Make use of all information available (other DTCs
be detected. Because of this erratic condition, the data stored, rich or lean condition, etc.) when diagnosing a fuel
that is collected by the diagnostic can sometimes trim fault.
incorrectly identify which cylinder is misfiring. Misfires are
counted from more than one cylinder. Cylinder #1 has the Fuel Trim Cell Diagnostic Weights
majority of counted misfires. In this case, the Misfire No fuel trim DTC will set regardless of the fuel trim counts
Counters would identify cylinder #1 as the misfiring in cell 0 unless the fuel trim counts in the weighted cells
cylinder. The misfires in the other counters were just are also outside specifications. This means that the
background noise caused by the erratic misfire rotation of vehicle could have a fuel trim problem which is causing a
the crankshaft. If the number of accumulated misfires is problem under certain conditions (i.e. engine idle high due
sufficient for the diagnostic to identify a true misfire, the to a small vacuum leak or rough due to a large vacuum
diagnostic will set DTC P0300 – Misfire Detected. leak) while it operates fine at other times. No fuel trim
Use diagnostic equipment to monitor misfire counter data DTC would set (although an engine idle speed DTC or
on OBD II-compliant vehicles. Knowing which specific HO2S DTC may set). Use the Tech 2 to observe fuel trim
cylinder(s) misfired can lead to the root cause, even when counts while the problem is occurring.
dealing with a multiple cylinder misfire. Using the
information in the misfire counters, identify which
cylinders are misfiring. If the counter indicate cylinders
numbers 1 and 4 misfired, look for a circuit or component
common to both cylinders number 1 and 4.
Misfire counter information is located in the “Specific
Eng.” menu, “Misfire Data” sub-menu of the data list.
The misfire diagnostic may indicate a fault due to a
temporary fault not necessarily caused by a vehicle
emission system malfunction. Examples include the
following items:
f Contaminated fuel
f Low fuel
f Fuel-fouled spark plugs
f Basic engine fault

Operation
Operation
This system monitors the averages of short-term and
long-term fuel trim values. If these fuel trim values stay at
their limits for a calibrated period of time, a malfunction is
indicated. The fuel trim diagnostic compares the
averages of short-term fuel trim values and long-term fuel
trim values to rich and lean thresholds. If either value is
within the thresholds, a pass is recorded. If both values
are outside their thresholds, a rich or lean DTC will be
recorded.
The fuel trim system diagnostic also conducts an intrusive
test. This test determines if a rich condition is being
caused by excessive fuel vapor from the EVAP canister.
In order to meet OBD II requirements, the control module
uses weighted fuel trim cells to determine the need to set
a fuel trim DTC. A fuel trim DTC can only be set if fuel trim
counts in the weighted fuel trim cells exceed
specifications. This means that the vehicle could have a
fuel trim problem which is causing a problem under
certain conditions (i.e., engine idle high due to a small
vacuum leak or rough idle due to a large vacuum leak)
while it operates fine at other times. No fuel trim DTC
On-Board Diagnostic (OBD II) System Check
D06RX010

The on-board diagnostic system check is the starting Number(s) below refer to the step number(s) on the
point for any driveability complaint diagnosis. Before Diagnostic Chart:
using this procedure, perform a careful visual/physical 1. The MIL (“Check Engine” lamp) should be “ON”
check of the PCM and engine grounds for cleanliness and steady with the ignition “ON”/engine “OFF.” If not,
tightness. the “No MIL” chart should be used to isolate the
The on-board diagnostic system check is an organized malfunction.
approach to identifying a problem created by an 2. Checks the Class 2 data circuit and ensures that the
electronic engine control system malfunction. PCM is able to transmit serial data.
Diagnostic Aids 3. This test ensures that the PCM is capable of
controlling the MIL (“Check Engine” lamp) and the
An intermittent may be caused by a poor connection, MIL (“Check Engine” lamp) driver circuit is not
rubbed-through wire insulation or a wire broken inside the shorted to ground.
insulation. Check for poor connections or a damaged
4. If the engine will not start, the Cranks But Will Not
harness. Inspect the PCM harness and connector for
Run chart should be used to diagnose the condition.
damaged terminals, poor terminal-to-wire connection, 7. A Tech 2 parameter which is not within the typical
and damaged harness. range may help to isolate the area which is causing
the problem.
10.This vehicle is equipped with a PCM which utilizes
On- Board Diagnostic (OBD II) System Check

1 1. Ignition “ON,” engine “OFF.”
2. Observe the malfunction indicator lamp (MIL or Go to No MIL
“Check Engine lamp”). (“Check
Is the MIL (“Check Engine lamp”)“ON?” — Go to Step 2 Engine” lamp)
2. Install Tech 2.
4. Attempt to display PCM engine data with the Tech 2.
Does the Tech 2 display PCM data? — Go to Step 3 Go to Step 8
3 1. Using the Tech 2 output tests function, select MIL
(“Check Engine lamp”) dash lamp control and
command the MIL (“Check Engine lamp”) “OFF.”
(Refer to Miscellaneous Test) Go to MIL
(“Check
2. Observe the MIL (“Check Engine lamp”). Engine” lamp)
Did the MIL (“Check Engine lamp”) turn “OFF?” — Go to Step 4 On Steady
4 Attempt to start the engine. Go to Cranks
But Will Not
Did the engine start and continue to run?
— Go to Step 5 Run
5 Select “Display DTCs” with the Tech 2.
Are any DTCs stored? — Go to Step 6 Go to Step 7
6 Are two or more of the following DTCs stored? P0107, Go to
P0108, P0113, P0118, P0122, P0123, P0712, P1406. “Multiple
PCM
Information Go to
Sensor DTCs applicable
— Set” DTC table
7 Compare PCM data values displayed on the Tech 2 to Refer to
the typical engine scan data values. indicated
Component
Are the displayed values normal or close to the typical
Go to System
values?
— Symptom Checks
8 1. Ignition “OFF,” disconnect the PCM.
2. Ignition “ON,” engine “OFF.”
3. Check the Class 2 data circuit for an open, short to
ground, or short to voltage. Also, check the DLC
ignition feed circuit for an open or short to ground
and the DLC ground circuit for an open.
On- Board Diagnostic (OBD II) System Check (Cont'd)

9 1. Attempt to reprogram the PCM. Refer to
On-Vehicle Service in Powertrain Control Module
2. Attempt to display PCM data with the Tech 2.
Does the Tech 2 display PCM engine data? — Go to Step 2 Go to Step 10
10 Replace the PCM.
procedures.
D06RX011
Circuit Description A/C Clutch Diagnosis

When air conditioning and blower fan are selected, and if This chart should be used for diagnosing the electrical
the system has a sufficient refrigerant charge, a 12-volt portion of the A/C compressor clutch circuit. A Tech 2 will
signal is supplied to the A/C request input of the be used in diagnosing the system. The Tech 2 has the
powertrain control module (PCM). The A/C request ability to read the A/C request input to the PCM. The Tech
signal may be temporarily canceled during system 2 can display when the PCM has commanded the A/C
operation by the electronic thermostat in the evaporator clutch “ON.” The Tech 2 should have the ability to
case. The electronic thermostat may intermittently override the A/C request signal and energize the A/C
remove the control circuit ground for the A/C thermostat compressor relay.
relay to prevent the evaporator from forming ice. When
the A/C request signal is received by the PCM, the PCM Test Description
supplies a ground from the compressor clutch relay if the IMPORTANT: Do not engage the A/C compressor
engine operating conditions are within acceptable clutch with the engine running if an A/C mode is not
ranges. With the A/C compressor relay energized, selected at the A/C control switch.
voltage is supplied to the compressor clutch coil. The numbers below refer to the step numbers on the
The PCM will enable the compressor clutch to engage Diagnostic Chart:
whenever A/C has been selected with the engine running,
3. This a test determine is the problem is with the
unless any of the following conditions are present:
refrigerant system. If the switch is open, A/C
f The throttle is greater than 90%. pressure gauges will be used to determine if the
f The ignition voltage is below 10.5 volts. pressure switch is faulty or if the system is partially
f The engine speed is greater than 4500 RPM for 5 discharged or empty.
seconds or 5400 RPM. 4. Although the normal complaint will be the A/C clutch
f The engine coolant temperature (ECT) is greater failing to engage, it is possible for a short circuit to
than 125 °C (257 °F). cause the clutch to run when A/C has not been
f The intake air temperature (IAT) is less than 5°C selected. This step is a test for that condition.
(41°F). 7. There is an extremely low probability that both relays
f The power steering pressure switch signals a high will fail at the same time, so the substitution process
pressure condition. is one way to check the A/C Thermostat relay. Use
a known good relay to do a substitution check.
Diagnostic Aids 9. The blower system furnishes a ground for the A/C
To diagnose an intermittent fault, check for the following control circuit, and it also shares a power source
conditions: through the Heater and A/C Relay. The blower
must be “ON” in order to test the A/C system.
f Poor connection at the PCM–Inspect connections for
backed-out terminals, improper mating, broken locks,
improperly formed or damaged terminals, and poor
terminal-to-wire connection.
f Damaged harness–Inspect the wiring harness for
damage. If the harness appears to OK, observe the
A/C clutch while moving connectors and wiring
harnesses related to the A/C. A sudden clutch
malfunction will indicate the source of the intermittent
fault.

performed? System
2 Are any other DTCs stored? Go to the
other DTC
— chart(s) first Go to Step 3
3 1. Disconnect the electrical connector at the pressure Go to Air
switch located on the receiver/drier. Conditioning
2. Use an ohmmeter to check continuity across the to diagnose
pressure switch (BRN to GRN/WHT). the cause of
the open
Is the pressure switch open? pressure
— switch Go to Step 4

4 IMPORTANT: Before continuing with the diagnosis, the
following conditions must be met:
f The intake air temperature must be greater than
15°C. (60°F).
f The engine coolant temperature must be less
than 119°C (246°F).
1. A/C “OFF.”
3. Observe the A/C compressor.
Is the A/C compressor clutch engaged even though
A/C has not been requested? — Go to Step 45 Go to Step 5
5 1. Idle the engine.
2. A/C “ON”.
3. Blower “ON”.
Refer to
4. Observe the A/C compressor. Diagnostic
Is the A/C compressor magnetic clutch engaged? — Aids Go to Step 6
6 1. Engine idling.
2. A/C “ON”.
3. Blower “ON”.
4. Observe the “A/C Request” display on the Tech 2.
(Refer to the miscelluneous test)
Does the “A/C Request” display indicate “Yes?” — Go to Step 34 Go to Step 7
7 Temporarily substitute the A/C compressor relay in
place of the A/C thermostat relay, then repeat Step 5.
Did the “A/C Request” display indicate “Yes?” — Go to Step 8 Go to Step 9
8 Replace the original A/C thermostat relay.
9 Dose the blower operate? — Go to Step 10 Go to Step 11
10 Repair the blower.
11 Check for a faulty 10A A/C fuse in the passenger
compartment fuse panel.
Was the 10A fuse OK? — Go to Step 13 Go to Step 12
12 Check for short circuit and make repairs if necessary.
Replace the 10A A/C fuse.
2. Use a DVM to check voltage at the positive A/C
switch wire (BRN).
Was voltage equal to the specified value? B+ Go to Step 15 Go to Step 14
14 Repair the open wire (BRN) between the A/C switch
and the A/C fuse.

15 1. Remove the glove box to gain access to the A/C
thermostat.
2. Disconnect the thermostat connector.
3. Attach a fused jumper between ground and the
GRN/RED wire at the thermostat.
4. A/C “ON.”
5. Blower “ON.”
Dose A/C request indicate “YES” on the Tech 2? — Go to Step 16 Go to Step 23
2. A/C switch “ON”.
3. Use a DVM to check voltage at the electronic A/C
thermostat.
17 Check for an open (LT GRN/BLK) wire between the
thermostat and the A/C switch.
Was the wire open? — Go to Step 18 Go to Step 19
18 Repair the open wire (LT GRN/BLK) between the
thermostat and the A/C switch.
19 Replace the A/C switch.
20 Use an ohmmeter to check continuity between the
electronic A/C thermostat and the blower switch.
Was there an open circuit? — Go to Step 21 Go to Step 22
21 Repair the open wire (WHT) between the thermostat
and the blower switch.
22 Replace the electronic A/C thermostat.
Is the an action complete? — Verify repair —
23 Check for an open circuit between A/C thermostat relay
and PCM A/C request terminal (E-15).
24 Repair the open circuit between the PCM and A/C
thermostat relay.
25 Check for an open circuit between the engine device
fuse and the A/C thermostat relay (WHT/GRN).
26 Repair the open circuit between the engine device fuse
and the A/C thermostat relay.
2. Use a DVM to check voltage at the A/C pressure
switch (BRN).

28 Repair the open circuit between the 10A A/C fuse and
the pressure switch.
29 Use an ohmmeter to check continuity between the
pressure switch (GRN/WHT) and the A/C thermostat
relay (GRN/WHT).
Was the circuit open? — Go to Step 30 Go to Step 31
30 Repair the open circuit between the pressure switch
and the A/C thermostat relay.
31 Check for damaged pin or terminal at E-15 of the PCM.
Was a damaged pin or terminal found? — Go to Step 32 Go to Step 33
33 Replace the PCM.
Powertrain Control Module Sensors for procedures.
34 1. Remove the A/C compressor relay.
3. Use a DVM to check voltage at both of the BRN
wires at the A/C compressor relay socket.
Is the voltage equal to the specified value? B+ Go to Step 36 Go to Step 35
35 Repair the faulty BRN wire between the A/C fuse and
the A/C compressor relay .
36 1. A/C compressor relay removed.
2. Engine idling.
3. A/C “ON.”
4. Blower “ON.”
5. Use a DVM to measure voltage between the
GRY/RED wire at the A/C compressor relay socket
and battery+.
Did the DVM indicate the specified value? B+ Go to Step 40 Go to Step 37
37 Check for an open GRY/RED wire between PCM
terminal B-14 and the A/C compressor relay.
Was the wire open? — Go to Step 38 Go to Step 39
38 Repair the open GRY/RED wire between the PCM and
the A/C compressor relay.

39 Check for a damaged pin or terminal at B-14 of the
PCM.
Was a damaged pin or a terminal found? — Go to Step 32 Go to Step 33
40 1. A/C compressor relay removed.
2. Connect a fused jumper at the A/C compressor
relay socket between either BRN wire and the
BRN/YEL wire.
3. Engine idling.
4. A/C “ON.”
5. Blower “ON.”
Did the compressor magnetic clutch engage? — Go to Step 41 Go to Step 42
41 Repair the A/C compressor relay.
42 Check for an open circuit between the A/C compressor
relay and the A/C clutch.
Was an open circuit found? — Go to Step 43 Go to Step 44
43 Repair the open circuit between the compressor Clutch
and the A/C compressor relay.
44 Service the compressor clutch or replace the
compressor due to a faulty internal overheat switch.
45 1. Remove the A/C compressor relay.
2. Idle the engine.
Is the compressor clutch still engaged when A/C is not
selected? — Go to Step 46 Go to Step 47
46 Repair the short to voltage between the A/C clutch and
A/C compressor relay.
47 1. Reinstall the A/C compressor relay.
2. Remove the A/C thermostat relay.
3. Engine idling.
Is the compressor clutch still engaged when A/C is not
selected? — Go to Step 48 Go to Step 50
48 Use a DVM to check for a short to ground between the
A/C compressor relay and B-14 of the PCM.
Was a short detected? — Go to Step 49 Go to Step 33
49 Repair the short to ground between the PCM and A/C
compressor relay.
50 Repair the short to ground between the A/C thermostat
relay and the electronic thermostat.
Electronic Ignition System Diagnosis Fuel System Pressure Test

If the engine cranks but will not run or immediately stalls, A fuel system pressure test is part of several of the
the Engine Cranks But Will Not Start chart must be used diagnostic charts and symptom checks. To perform this
to determine if the failure is the ignition system or the fuel test, refer to Fuel Systems Diagnosis.
system. If DTC P0300 through P306, P0341, or P0336 is
set, the appropriate diagnostic trouble code chart must be Fuel Injector Coil Test Procedure and
used for diagnosis. Fuel Injector Balance Test Procedure
If a misfire is being experienced with no DTC set, refer to
the Symptoms section for diagnosis.
EVAP Canister Purge Solenoid

A continuous purge condition with no purge commanded
by the PCM will set a DTC P1441. Refer to the DTC
charts for further information.
Visual Check of The Evaporative

Emission Canister
f If the canister is cracked or damaged, replace the
canister.
f If fuel is leaking from the canister, replace the canister
and check hoses and hose routing.
Fuel Metering System Check

Some failures of the fuel metering system will result in an
“Engine Cranks But Will Not Run” symptom. If this
condition exists, refer to the Engine Cranks But Will Not
Run chart. This chart will determine if the problem is T32003
caused by the ignition system, the PCM, or the fuel pump

electrical circuit. Test Description
Refer to Fuel System Electrical Test for the fuel system Number(s) below refer to the step number(s) on the
wiring schematic. Diagnostic Chart:
If there is a fuel delivery problem, refer to Fuel System 2. Relieve the fuel pressure by connecting the J
Diagnosis, which diagnoses the fuel injectors, the fuel 34730–1 Fuel Pressure Gauge to the fuel pressure
pressure regulator, and the fuel pump. If a malfunction connection on the fuel rail.
occurs in the fuel metering system, it usually results in
either a rich HO2S signal or a lean HO2S signal. This CAUTION: In order to reduce the risk of fire and
condition is indicated by the HO2S voltage, which causes personal injury, wrap a shop towel around the fuel
the PCM to change the fuel calculation (fuel injector pulse pressure connection. The towel will absorb any fuel
width) based on the HO2S reading. Changes made to the leakage that occurs during the connection of the fuel
fuel calculation will be indicated by a change in the long pressure gauge. Place the towel in an approved
term fuel trim values which can be monitored with a Tech container when the connection of the fuel pressure
2. Ideal long term fuel trim values are around 0%; for a gauge is complete.
lean HO2S signal, the PCM will add fuel, resulting in a fuel
trim value above 0%. Some variations in fuel trim values Place the fuel pressure gauge bleed hose in an
are normal because all engines are not exactly the same. approved gasoline container.
If the evaporative emission canister purge is “ON,” the With the ignition switch “OFF,” open the valve on the
long term fuel trim may be as low as –38%. If the fuel trim fuel pressure gauge.
values are greater than +23%, refer to DTC P0131, DTC 3. Record the lowest voltage displayed by the DVM
P0151, DTC P0171, and DTC 1171 for items which can after the first second of the test. (During the first
cause a lean HO2S signal. second, voltage displayed by the DVM may be
inaccurate due to the initial current surge.)
Idle Air Control (IAC) Valve Injector Specifications:
The Tech 2 displays the IAC pintle position in counts. A
count of “0” indicates the PCM is commanding the IAC Resistance Ohms Voltage Specification at
pintle to be driven all the way into a fully-seated position. 10°C-35°C (50°F-95°F)
This is usually caused by a large vacuum leak. 11.8 – 12.6 5.7 – 6.6
The higher the number of counts, the more air is being
commanded to bypass the throttle blade. Refer to IAC
System Check in order to diagnose the IAC system. f The voltage displayed by the DVM should be within
Refer to Rough, Unstable, or Incorrect Idle, Stalling in the specified range.
Symptoms for other possible causes of idle problems.
f The voltage displayed by the DVM may increase 7.The Fuel Injector Balance Test portion of this chart
throughout the test as the fuel injector windings (Step 7 through Step 11) checks the mechanical
warm and the resistance of the fuel injector windings (fuel delivery) portion of the fuel injector. An engine
changes. cool-down period of 10 minutes is necessary in
f An erratic voltage reading (large fluctuations in order to avoid irregular fuel pressure readings due
voltage that do not stabilize) indicates an to “Hot Soak” fuel boiling.
intermittent connection within the fuel injector.
5.Injector Specifications:
Highest Acceptable Acceptable Subtracted

Voltage Reading Value
Above/Below 35°C/10°C
(95°F/50°F)
9.5 Volts 0.6 Volts
Injector Coil Test Procedure (Steps 1-6) and Injector Balance Test Procedure (Steps 7-11)
R262001
CYLINDER 1 2 3 4 5 6
1st Reading (1) 296 kPa 296 kPa 296 kPa 296 kPa 296 kPa 296 kPa
(43 psi) (43 psi) (43 psi) (43 psi) (43 psi) (43 psi)
2nd Reading (2) 131 kPa 117 kPa 124 kPa 145 kPa 131 kPa 130 kPa
(19 psi) (17 psi) (18 psi) (21 psi) (19 psi) (19 psi)
Amount of Drop 165 kPa 179 kPa 172 kPa 151 kPa 165 kPa 166 kPa
(1st Reading–2nd Reading) (24 psi) (26 psi) (25 psi) (22 psi) (24 psi) (24 psi)
Av.drop = 166 kPa/24 psi OK Faulty, Rich OK Faulty, Lean OK OK
±10 kPa/1.5 psi (Too Much ( Too Little
= 156- 176 kPa or 22.5- Fuel Drop) Fuel Drop)
25.5 psi
NOTE: These figures are examples only.

Injector Coil Test Procedure (Steps 1-6) and Injector Balance Test Procedure
(Steps 7-11)
performed? System
2 1. Turn the engine “OFF.”
NOTE: In order to prevent flooding of a single cylinder
and possible engine damage, relieve the fuel pressure
before performing the fuel injector coil test procedure.
2. Relieve the fuel pressure. Refer to Test Description
Number 2.
3. Connect the J 39021-5V Fuel Injector Tester to B+
and ground, and to the J 39021-90 Injector Switch
Box.
4. Connect the injector switch box to the grey fuel
injector harness connector located at the rear of the
air cleaner assembly.
injector tester to the “Coil Test” 0.5 amp position.
6. Connect the leads from the J 39200 Digital
Voltmeter (DVM) to the injector tester. Refer to the
illustrations associated with the test description.
7. Set the DVM to the tenths scale (0.0).
8. Observe the engine coolant temperature. 10°C (50°F)
Is the engine coolant temperature within the specified to 35°C
values? (95°F) Go to Step 3 Go to Step 5
3 1. Set injector switch box injector #1.
2. Press the “Push to Start Test” button on the fuel
injector tester.
test.
second of the test.
voltage reading outside of the specified values? 5.7-6.6 V Go to Step 4 Go to Step 7
Injector.
(Steps 7-11) (Cont'd)
5 1. Set injector switch box injector #1.
2. Press the “Push to Start Test” button on the fuel
injector tester.
test.
second of the test.
voltage reading above the specified value? 9.5 V Go to Step 4 Go to Step 6
6 1. Identify the highest voltage reading recorded (other
than those above 9.5 V).
2. Subtract the voltage reading of each injector from
the highest voltage selected in step 1. Repeat until
you have a subtracted value for each injector.
For any injector, is the subtracted Value in step 2
greater than the specified value? 0.6 V Go to Step 4 Go to Step 7
7 CAUTION: In order to reduce the risk of fire and
personal injury, wrap a shop towel around the
fuel pressure connection. The towel will absorb
any fuel leakage that occurs during the
connection of the fuel pressure gauge. Place the
towel in an approved container when the
connection of the fuel pressure gauge is
complete.
1. Connect the J 34730-1 Fuel Pressure Gauge to the
fuel pressure test port.
2. Energize the fuel pump using the Tech 2.
3. Place the bleed hose of the fuel pressure gauge into
an approved gasoline container.
4. Bleed the air out of the fuel pressure gauge.
5. With the fuel pump running, observe the reading on 296 kPa-376 Go to Fuel
the fuel pressure gauge. kPa (43-55 System
Is the fuel pressure within the specified values? psi) Go to Step 8 Diagnosis
8 Turn the fuel pump “OFF.” Go to Fuel
System
Does the fuel pressure remain constant?
— Go to Step 9 Diagnosis
(Steps 7-11) (Cont'd)
9 1. Connect the J 39021-5V Fuel Injector Tester and J
39021-90 Injector Switch Box the fuel injector
harness connector.
injector tester to the “Balance Test” 0.5-2.5 amp
position.
3. Using the Tech 2 turn the fuel pump “ON” then
“OFF” in order to pressurize the fuel system.
pressure gauge after the fuel pressure stabilizes.
This is the first pressure reading.
5. Energize the fuel injector by depressing the “Push
to Start Test” button on the fuel injector tester.
pressure gauge after the fuel pressure gauge
needle has stopped moving. This is the second
pressure reading.
7. Repeat steps 1 through 6 for each fuel injector.
8. Subtract the second pressure reading from the first
pressure reading for one fuel injector. The result is
the pressure drop value.
9. Obtain a pressure drop value for each fuel injector.
10.Add all of the individual pressure drop values. This
is the total pressure drop.
11. Divide the total pressure drop by the number of fuel
injectors. This is the average pressure drop.
Does any fuel injector have a pressure drop value that Go to OBD
is either higher than the average pressure drop or lower 10 kPa (1.5 System
than the average pressure drop by the specified value? psi) Go to Step 10 Check
10 Re-test any fuel injector that does not meet the
specification. Refer to the procedure in step 9.
NOTE: Do not repeat any portion of this test before
running the engine in order to prevent the engine from
flooding.
Does any fuel injector still have a pressure drop value
that is either higher than the average pressure drop or
lower than the average pressure drop by the specified 10 kPa (1.5 Go to
value? psi) Go to Step 11 Symptoms
Injector.
Knock Sensor Diagnosis Multiple PCM Information Sensor

The Tech 2 has two data displays available for diagnosing DTCS Set
the knock sensor (KS) system. The two displays are
described as follows: Circuit Description
f “Knock Retard” indicates the number of degrees that The powertrain control module (PCM) monitors various
the spark timing is being retarded due to a knock
sensors to determine the engine operating conditions.
condition.
The PCM controls fuel delivery, spark advance,
f “KS Noise Channel” indicates the current voltage transmission operation, and emission control device
level being monitored on the noise channel. operation based on the sensor inputs.
DTCs P0325 and P0327 are designed to diagnose the KS The PCM provides a sensor ground to all of the sensors.
module, the knock sensor, and the related wiring. The The PCM applies 5 volts through a pull-up resistor, and
problems encountered with the KS system should set a determines the status of the following sensors by
DTC. However, if no DTC was set but the KS system is monitoring the voltage present between the 5-volt supply
suspect because of a detonation complaint, refer to
and the resistor:
Detonation/Spark Knock in Symptoms.
f The engine coolant temperature (ETC) sensor
Powertrain Control Module (PCM) f The intake air temperature (IAT) sensor
Diagnosis f The transmission fluid temperature (TFT) sensor
The PCM provides the following sensors with a 5-volt
To read and clear diagnostic trouble codes, use a Tech 2.
reference and a sensor ground signal:
IMPORTANT: Use of a Tech 2 is recommended to clear
f The exhaust gas recirculating (EGR) pintle position
diagnostic trouble codes from the PCM memory.
sensor
Diagnostic trouble codes can also be cleared by turning
the ignition “OFF” and disconnecting the battery power f The throttle position (TP) sensor
from the PCM for 30 seconds. Turning off the ignition and f The manifold absolute pressure (MAP) sensor
disconnecting the battery power from the PCM will cause The PCM monitors the separate feedback signals from
all diagnostic information in the PCM memory to be these sensors in order to determine their operating
cleared. Therefore, all the diagnostic tests will have to be status.
re-run.
Since the PCM can have a failure which may affect only Diagnostic Aids
one circuit, following the diagnostic procedures in this
IMPORTANT: Be sure to inspect PCM and engine
section will determine which circuit has a problem and
grounds for being secure and clean.
where it is.
If a diagnostic chart indicates that the PCM connections A short to voltage in one of the sensor input circuits may
or the PCM is the cause of a problem, and the PCM is cause one or more of the following DTCs to be set:
replaced, but this does not correct the problem, one of the f P0108/P1106
following may be the reason: f P0113/P1111
f There is a problem with the PCM terminal f P0118/P1115
connections. The terminals may have to be removed
from the connector in order to check them properly. f P0123/P1121
f EEPROM program is not correct for the application. f P0560
Incorrect components or reprogramming the PCM f P0712
with the wrong EEPROM program may cause a IMPORTANT: If a sensor input circuit has been shorted
malfunction and may or may not set a DTC. to voltage, ensure that the sensor is not damaged. A
f The problem is intermittent. This means that the damaged sensor will continue to indicate a high or low
problem is not present at the time the system is being voltage after the affected circuit has been repaired. If the
checked. In this case, refer to the Symptoms portion sensor has been damaged, replace it.
of the manual and make a careful physical inspection An open in the sensor ground circuit between the PCM
of all components and wiring associated with the and the splice will cause one or more of the following
affected system. DTCs to be set:
f There is a shorted solenoid, relay coil, or harness. f P0108/P1106
Solenoids and relays are turned “ON” and “OFF” by
f P0113/P1111
the PCM using internal electronic switches called
drivers. A shorted solenoid, relay coil, or harness will f P0118/P1115
not damage the PCM but will cause the solenoid or f P0123/P1121
relay to be inoperative. f P0712
A short to ground in the 5-volt reference A or B circuit will
cause one or more of the following DTCs to be set:
f P0107/P1107
f P0122/P1122
f P1406
An the in the 5-volt reference circuit A, between the PCM f MAP

and the splice will cause one or more of the following f EGR
DTCs to be set: f TFT
f P0122/P1122
f P1406 Test Description
An the in the 5-volt reference circuit B, between the PCM 9. A faulty EGR valve can leak a small amount of
and the splice will cause one or more of the following current from the ignition feed circuit to the 5-volt
DTCs to be set: reference A circuit. If the problem does not exist
f P0107/P1107 with the EGR valve disconnected, replace the EGR
Check for the following conditions: valve.
f Poor connection at PCM. Inspect the harness 11-15. If a sensor input circuit has been shorted to
connectors for backed-out terminals, improper voltage, ensure that the sensor has not been
mating, broken locks, improperly formed or damage damaged. A damaged IAT or ECT sensor will
terminals, and a poor terminal-to-wire connection. continue to indicate a high voltage or a low
f Damaged harness. Inspect the wiring harness for temperature after the affected circuit has been
damage. If the harness is not damaged, observe an repaired. A dameged TP, MAP, fuel tank pressure,
affected sensor’s displayed value on the Tech 2 with or EGR pintle position sensor will indicate a high
the ignition “ON” and the engine “OFF” while you voltage, a low voltage, or a fixed value after the
move the connectors and the wiring harnesses affected circuit has been repaired. If the sensor has
related to the following sensors: been damaged, replace it.
f IAT
f ECT
f TP
Multiple PCM Information Sensor DTCs Set

performed? System
2 1. Turn the ignition “OFF,” disconnect the PCM.
2. Turn the ignition “ON,” check the 5 volt reference A
circuit for the following conditions:
f A poor connection at the PCM.
splice.
f A short to ground.
f A short to voltage.
Is there an open or short? — Go to Step 3 Go to Step 4
3 Repair the open or short.
4 Check the sensor ground circuit for the following
conditions:
f A poor connection at the PCM or the affected
sensors.
affected sensors.
Is there an open or a poor connection? — Go to Step 5 Go to Step 6
5 Repair the open or the poor connection.
6 Measure the voltage between the EGR pintle position
sensor signal circuit at the PCM harness connector and
ground.
Does the voltage measure near the specified value? 0V Go to Step 7 Go to Step 11

7 Measure the voltage between the MAP sensor signal
8 Measure the voltage between the TP sensor signal
9 Measure the voltage between the IAT sensor signal
10 Measure the voltage between the ECT sensor signal
11 1. Disconnect the EGR valve.
position sensor signal circuit at the PCM harness
connector and ground.
12 Measure the voltage between the TFT sensor signal
14 Locate and repair the short to voltage in the MAP
15 Locate and repair the short to voltage in the TP sensor
signal circuit.
16 Locate and repair the short to voltage in the IAT sensor
signal circuit.
17 Locate and repair the short to voltage in the ECT
18 Locate and repair the short to voltage in the EGR pintle
position sensor signal circuit.

19 Locate and repair the short to voltage in the TFT sensor
signal circuit.
20 Replace the PCM.
Powertrain Control Module and Sensorsfor
procedures.
Go to OBD
System
Exhaust Gas Recirculation (EGR) CMP ACT. COUNTER –Cam Position

ActivityDECEL FUEL MODE—Tech 2 Display
Diagnosis ACTIVE or INACTVE—
An EGR flow check diagnosis of the linear EGR system is “ACTIVE” displayed indicates that the PCM has detected
covered by DTC P0401. Pintle position error diagnosis is conditions appropriate to operate in deceleration fuel
covered by DTC P0402, P0404, P1404, P0405, P0406. If mode. The PCM will command the deceleration fuel
EGR diagnostic trouble codes P0401 and/or P0402, mode when it detects a closed throttle position while the
P0404, P1404, P0405, P0406 are encountered, refer to vehicle is traveling over 20 mph. While in the decreasing
the DTC charts. fuel mode, the PCM will decrease the amount of fuel
delivered by entering open loop and decreasing the
Engine Tech 2 Data Definitions and injector pulse width.
Ranges DESIRED EGR POS.—Tech 2 Range 0%-100%—
Represents the EGR pintle position that the PCM is
A/C CLUTCH–Tech 2 Displays ON or OFF–
commanding.
Indicates whether the PCM has commanded the A/C
clutch ON. Used in A/C system diagnostic. DESIRED IDLE — Tech 2 Range 0-3187 RPM —
The idle speed that the PCM is commanding. The PCM
A/C REQUEST — Tech 2 Displays YES or NO —
will compensate for various engine loads based on engine
Indicates the state of the A/C request input circuit from the
coolant temperature, to keep the engine at the desired
HVAC controls. The PCM uses the A/C request signal to
speed.
determine whether A/C compressor operation is being
requested. ECT — (Engine Coolant Temperature) Tech 2
Range –40°C to 151°C (–40°F to 304°F) —
AIR/FUEL RATIO — Tech 2 Range 0.0-25.5 —
The engine coolant temperature (ECT) is mounted in the
Air/fuel ratio indicates the PCM commanded value. In
coolant stream and sends engine temperature
closed loop, the air/fuel ratio should normally be
information to the PCM. The PCM applies 5 volts to the
displayed around “14.2–14.7.” A lower air/fuel ratio
ECT sensor circuit. The sensor is a thermistor which
indicates a richer commanded mixture, which may be
changes internal resistance as temperature changes.
seen during power enrichment or TWC protection modes.
When the sensor is cold (high resistance), the PCM
A higher air/fuel ratio indicates a leaner commanded
monitors a high signal voltage and interprets that as a cold
mixture. This can be seen during deceleration fuel mode.
engine. As the sensor warms (decreasing resistance),
BARO kPa — Tech 2 Range 10-105 kPa/0.00-5.00 the voltage signal will decrease and the PCM will interpret
Volts — the lower voltage as a warm engine.
The barometric pressure reading is determined from the
EGR DUTY CYCLE — Tech 2 Range 0%-100% —
MAP sensor signal monitored during key up and wide
Represents the EGR valve driver PWM signal from the
open throttle (WOT) conditions. The barometric pressure
PCM. A duty cycle of 0% indicates that no EGR flow is
is used to compensate for altitude differences and is
being commanded; a 100% duty cycle indicates
normally displayed around “61-104” depending on
maximum EGR flow commanded.
altitude and barometric pressure.
EGR FEEDBACK — Tech 2 Range 0.00-5.00 Volts —
CHECK TRANS LAMP–AUTO TRANSMISSION–
Indicates the EGR pintle position sensor signal voltage
Indicates the need to check for a DTC with the Tech 2
being monitored by the PCM. A low voltage indicates a
when the lamp is flashing 0.2 seconds ON and 0.2
fully extended pintle (closed valve); a voltage near 5 volts
seconds OFF.
indicates a retracted pintle (open valve).
EGR TEST COUNT — Tech 2 Range 0-255 — HO2S BANK 1, SEN. 2–Tech 2 Range 0-1000mV–
Indicates the number of EGR flow test samples collected Monitors the exhaust oxygen sensor output voltage. The
during the current ignition cycle. Under normal operation, PCM monitors the operating efficiency of catalytic
only one sample is allowed during an ignition cycle. If the converter by comparing the output voltages of sensor 1
PCM battery feed has been disconnected or a DTC and sensor 2 in this bank. If the catalytic converter is
P0401 has been cleared, 10 EGR flow test samples will operating efficiently, the output voltage of sensor 1 will
be allowed during the ignition cycle. This is to allow repair give a greater fluctuation than that of sensor 2. If the
verification during a single ignition cycle. PCM detects an abnormal level of voltage fluctuation
from sensor 2, a DTC P0420 will be set, indicating that the
ENGINE LOAD — Tech 2 Range 0%-100% —
catalytic converter for this bank is no longer operating
Engine load is calculated by the PCM from engine speed
efficiently.
and MAF sensor readings. Engine load should increase
with an increase in RPM or air flow. HO2S BANK2, SEN. 1—Tech 2 Range 0–1132 mV—
ENGINE RUN TIME — Tech 2 Range
00:00:00-99:99:99 Hrs:Min:Sec —
between 10mV (lean exhaust) and 1000 mV (rich
Indicates the time elapsed since the engine was started.
exhaust) while operating in closed loop.
If the engine is stopped, engine run time will be reset to
00:00:00. HO2S BANK 2, SEN. 2–Tech 2 Range 0-1000 mV–
Monitors the exhaust oxygen sensor output voltage. The
ENGINE SPEED — Range 0-9999 RPM —
PCM monitors the operating efficiency of catalytic
Engine speed is computed by the PCM from the 58X
converter by comparing the output voltages of sensor 1
reference input. It should remain close to desired idle
and sensor 2 in this bank. If the catalytic converter is
under various engine loads with engine idling.
operating efficiently, the output voltage of sensor 1 will
EVAP PURGE PWM — Tech 2 Range 0%-100% — give a greater fluctuation than that of sensor 2. If the
Represents the PCM commanded PWM duty cycle of the PCM detects an abnormal level of voltage fluctuation
EVAP purge solenoid valve. “0%” displayed indicates no from sensor 2, a DTC P0430 will be set, indicating that the
purge; “100%” displayed indicates full purge. catalytic converter for this bank is no longer operating
efficiently.
EVAP VENT VALVE– Tech 2 Displays PURGE or
NO PURGE– HO2S BANK 1, SEN. 1–Tech 2 Displays READY
The EVAP purge vacuum valve is a normally closed valve YES/NO–
positioned in the purge line between the canister and the Indicates the status of the exhaust oxygen sensor. The
EVAP purge solenoid. The EVAP purge vacuum valve Tech 2 will indicate that the exhaust oxygen sensor is
will open when vacuum increases to greater than 5 inches ready when the PCM detects a fluctuating HO2S voltage
of water in the purge line. The EVAP purge vacuum valve sufficient to allow closed loop operation. This will not
is used by the PCM to monitor EVAP canister purge occur unless the exhaust oxygen sensor is warmed up.
solenoid opetation and purge system integrity. The EVAP
HO2S BANK 2, SEN. 1–Tech 2 Displays READY
purge vacuum valve should be closed to ground with no
YES/NO–
vacuum present (0% EVAP purge PWM). With EVAP
Indicates the status of the exhaust oxygen sensor. The
purge PWM at 25% or greater, the EVAP purge vacuum
Tech 2 will indicate that the exhaust oxygen sensor is
valve should be open and “PURGE” should be indicated.
ready when the PCM detects a fluctuating HO2S voltage
FUEL PUMP — Tech 2 Displays ON or OFF — sufficient to allow closed loop operation. This will not
Indicates the PCM commanded state of the fuel pump occur unless the exhaust oxygen sensor is warmed up.
relay driver circuit.
HO2S WARM UP TIME BANK 1, SEN. 1/BANK 1,
FUEL TRIM CELL — Tech 2 Range 0-21 — SEN 2/BANK 2, SEN. 1/BANK 2, SEN. 2—Tech 2
The fuel trim cell is dependent upon engine speed and Range 00:00:00-99:99:99 HRS:MIN:SEC—
MAF sensor readings. A plot of RPM vs. MAF is divided Indicates warm-up time for each HO2S. The HO2S
into 22 cells. Fuel trim cell indicates which cell is currently warm-up time is used for the HO2S heater test. The PCM
active. will run the heater test only after a cold start (determined
by engine coolant and intake air temperature at the time
FUEL TRIM LEARN — Tech 2 Displays NO or YES of start-up) and only once during an ignition cycle. When
— the engine is started the PCM will monitor the HO2S
When conditions are appropriate for enabling long term voltage. When the HO2S voltage indicates a sufficiently
fuel trim corrections, fuel trim learn will display “YES.” active sensor, the PCM looks at how much time has
This indicates that the long term fuel trim is responding to elapsed since start-up. If the PCM determines that too
the short term fuel trim. If the fuel trim learn displays much time was required for the HO2S to become active,
“NO,” then long term fuel trim will not respond to changes a DTC will set. If the engine was warm when started,
in short term fuel trim. HO2S warm-up will the display “00:00:00”.
HO2S BANK 1, SEN. 1–Tech 2 Range 0-1132 mV–
between 10 mV (lean exhaust) and 1000 mV (rich
exhaust) while operating in closed loop.
IAC POSITION — Tech 2 Range 0-255 Counts — MAF — Tech 2 Range 0.0-512 gm/s —
Displays the commanded position of the idle air control MAF (mass air flow) is the MAF input frequency
pintle in counts. A larger number of counts means that converted to grams of air per second. This indicates the
more air is being commanded through the idle air amount of air entering the engine.
passage. Idle air control should respond fairly quickly to
MAP — Tech 2 Range 10-105 kPa (0.00-4.97 Volts)—
changes in engine load to maintain desired idle RPM.
The manifold absolute pressure (MAP) sensor measures
IAT (INTAKE AIR TEMPERATURE)— Tech 2 Range the change in the intake manifold pressure from engine
–40°C to 151°C (–40°F to 304°F) — load, EGR flow, and speed changes. As intake manifold
The PCM converts the resistance of the intake air pressure increases, intake vacuum decreases, resulting
temperature sensor to degrees. Intake air temperature in a higher MAP sensor voltage and kPa reading. The
(IAT) is used by the PCM to adjust fuel delivery and spark MAP sensor signal is used to monitor intake manifold
timing according to incoming air density. pressure changes during the EGR flow test, to update the
BARO reading, and as an enabling factor for several of
IGNITION 1 — Tech 2 Range 0-25.5 Volts —
the diagnostics.
This represents the system voltage measured by the
PCM at its ignition feed. MIL — Tech 2 Displays ON or OFF —
Indicates the PCM commanded state of the malfunction
INJ. PULSE BANK 1/INJ. PULSE BANK 2– Tech 2
indicator lamp.
Range 0-1000 msec. –
Indicates the amount of time the PCM is commanding MISFIRE CUR.CYL #1 /#2 /#3 /#4 / #5 / #6 — Tech 2
each injector “ON” during each engine cycle. A longer Range 0-255 Counts —
injector pulse width will cause more fuel to be delivered. The misfire current counters increase at a rate according
Injector pulse width should increase with increased to the number of the possible misfires being detected on
engine load. each cylinder. The counters may normally display some
activity, but the activity should be nearly equal for all the
KNOCK RETARD – Tech 2 Range 0.0_-25.5_ –
cylinders.
Indicates the amount of spark the PCM is removing from
IC spark advance in response to the signal from the knock MISFIRE CUR.CYL #1 /#2 /#3 /#4 / #5 / #6 — Tech 2
sensors. Range 0-65535 Counts —
The misfire history counters display the relative level of
KS NOISE CHANNEL (Knock Sensor)–
misfire that has been detected on each cylinder. The
Indicates the output from the KS noise channel. There is
misfire history counters will not update or show any
always some electrical noise in an engine compartment
activity until a misfire DTC (P0300) has become active.
and to avoid mistaking this as engine knock, the output
from the knock sensor is compared to the output from the MISFIRE FAILURES SINCE FIRST FAIL — Tech 2
noise channel. A knock condition is not set unless the Range 0-65535 Counts —
knock sensor output is greater than the noise channel Indicates the number of 200 crankshaft revolution sample
output. periods during which the level of misfire was sufficiently
high to report a fail.
LONG TERM FUEL TRIM BANK 1/BANK 2 –
The long term fuel trim is derived from the short term fuel MISFIRE PASSES SINCE FIRST FAIL — Tech 2
trim values and represents a long term correction of fuel Range 0-65535 Counts —
delivery for the bank in question. A value of 0% indicates Indicates the number of 200 crankshaft revolution sample
that fuel delivery requires no compensation to maintain periods during which the level of misfire was sufficiently
the PCM commanded air/fuel ratio. A negative value low to report a pass.
significantly below 0% indicates that the fuel system is
POWER ENRICHMENT — Tech 2 Displays ACTIVE
rich and fuel delivery is being reduced (decreased injector
or INACTIVE —
pulse width). A positive value significantly greater than
“ACTIVE” displayed indicates that the PCM has detected
0% indicates that a lean condition exists and the PCM is
conditions appropriate to operate in power enrichment
compensating by adding fuel (increased injector pulse
mode. The PCM will command power enrichment mode
width). Because long term fuel trim tends to follow short
when a large increase in throttle position and load is
term fuel trim, a value in the negative range due to
detected. While in power enrichment mode, the PCM will
canister purge at idle should not be considered unusual.
increase the amount of fuel delivered by entering open
Fuel trim values at maximum authority may indicate an
loop and increasing the injector pulse width. This is done
excessively rich or lean system.
to prevent a possible sag or hesitation from occurring
LOOP STATUS — Tech 2 Displays OPEN or during acceleration.
CLOSED —
“CLOSED” indicates that the PCM is controlling fuel
delivery according to oxygen sensor voltage. In “OPEN”
the PCM ignores the oxygen sensor voltage and bases
the amount of fuel to be delivered on TP sensor, engine
coolant, and MAF sensor inputs only.
RICH/LEAN BANK 1/ BANK 2 — Tech 2 Displays UPSHIFT LAMP (MANUAL TRANSMISSION)
RICH or LEAN — VEHICLE SPEED—Tech 2 Range 0-255 km/h (0-155
Indicates whether oxygen sensor voltage is above a 600 mph)–
mV threshold voltage (“RICH”) or below a 3000 mV The vehicle speed sensor signal is converted into km/h
threshold voltage (“LEAN”). Should change constantly and mph for display.
while in closed loop, indicating that the PCM is controlling
WEAK CYLINDER –Tech 2 Displays Cylinder
the air/fuel mixture properly.
Number—
SHORT TERM FT BANK1/BANK2– This indicates that the PCM has detected crankshaft
Short term fuel trim to a bank represents a short term speed variations that indicate 2% or more cylinder firing
correction to bank fuel delivery by the PCM in response events are misfires.
to the amount of time the bank fuel control oxygen sensor
voltage spends above or below the 450 mV threshold. If Typical Scan Data Values
the oxygen sensor voltage has mainly remained less than
450 mV, indicating a lean air/fuel mixture, short term fuel Use the Typical Scan Data Values Table only after the
trim will increase into the positive range above 0% and On-Board Diagnostic System Check has been
the PCM will pass fuel. If the oxygen sensor voltage stays completed, no DTC(s) were noted, and you have
mainly above the threshold, short term fuel trim will determined that the on-board diagnostics are functioning
decrease below 0% into the negative range while the properly. Tech 2 values from a properly-running engine
PCM reduces fuel delivery to compensate for the may be used for comparison with the engine you are
indicated rich condition. Under certain conditions such as diagnosing. The typical scan data values represent
extended idle and high ambient temperatures, canister values that would be seen on a normally-running engine.
purge may cause short term fuel trim to read in the NOTE: A Tech 2 that displays faulty data should not be
negative range during normal operation. Fuel trim values used, and the problem should be reported to the Tech 2
at maximum authority may indicate an excessively rich or manufacturer. Use of a faulty Tech 2 can result in
lean system. misdiagnosis and unnecessary replacement of parts.
SPARK — Tech 2 Range –64° to 64° — Only the parameters listed below are referred to in this
Displays the amount of spark advance being commanded service manual for use in diagnosis. For further
by the PCM on the IC circuit. information on using the Tech 2 to diagnose the PCM and
related sensors, refer to the applicable reference section
START-UP ECT — Tech 2 Range –40°C to 151°C listed below. If all values are within the typical range
(–40°F to 304°F) — described below, refer to the Symptoms section for
Indicates the engine coolant temperature at the time that diagnosis.
the vehicle was started. Used by the HO2S diagnostic to
determine if the last start-up was a cold start. Test Conditions
START-UP IAT — Tech 2 Range –40°C to 151°C Engine running, lower radiator hose hot, transmission in
(–40°F to 304°F) — park or neutral, closed loop, accessaries off, brake not
Indicates the intake air temperature at the time that the applied and air conditioning off.
vehicle was started. Used by the HO2S diagnostic to
determine if the last start-up was a cold start.
TOTAL MISFIRE CURRENT COUNT—Tech 2 Range
0-255—
Indicates the total number of cylinder firing events that
were detected as being misfires during the last 200
crankshaft revolution sample period.
TP — Tech 2 Range 0%-100% —
TP (throttle position) angle is computed by the PCM from
the TP sensor voltage. TP angle should display “0%” at
idle and “100%” at wide open throttle.
TP SENSOR — Tech 2 Range 0.00-5.00 Volts —
The voltage being monitored by the PCM on the TP
CATALYST PROTECTION MODE— Tech 2 Displays
YES or NO —
“YES” displayed indicates that the PCM has detected
conditions appropriate to operate in TWC protection
mode. The PCM will decrease the air/fuel ratio to a value
that depends on mass air flow (higher mass air flow =
lower air/fuel ratio).
3.2L V-6 Engine (Automatic and Manual Transmission)

(2500 RPM)
A/C Clutch Engine On/Off Off Off General Description and
Operation, A/C Clutch
Circuit Operation
A/C Request Engine Yes/No No No General Description and
Operation, A/C Request
Signal
Air/Fuel Ratio Engine Ratio: _ to 14.7 14.7 General Description and
1 Operation, Fuel System
Metering Purpose
BARO kPa Engine kPa 61-104 61-104 General Description and
(depends on (depends on Operation
altitude and altitude and
barometric) barometric)
Broadcast Code ID info 3.2 letters Depends on Depends on
from latest level of latest level of
“SELECT engine/transmis engine/transmis
MODE” sion software sion software
Application and calibration. and calibration.
Menu Review Review
—
Technical Technical
Service Bulletins Service Bulletins
or dealership or dealership
reprogramming reprogramming
tools for most tools for most
current level. current level.
Check Trans Engine On/Off Off Off 4L30-E Automatic
Lamp (Auto Transmission Diagnosis
Trans)
CMP Act. Engine Counts 0-255, always 0-255, always DTC P0341 and P0342
Counter (Cam increasing increasing
Position Activity)
Decel Fuel Engine Active/Inac Inactive Inactive General Description and
Mode tive Operation, Deceleration
Mode
Desired EGR Engine Percent 0% 0% General Description and
Position Operation, EGR Pintle
Position Sensor
Desired Idle Engine RPM 750 800 General Description and
Operation, Idle Air Control
(IAC) Valve
ECT (Engine Engine Degrees C, 80-100°C 80-100°C General Description and
Coolant Temp) Degrees F (176-212°F) (176-212°F) Operation, Engine Coolant
Temperature (ECT)
Sensor
EGR Closed Eng: EGR Steps 20-40 20-40 General Description and
Valve Pintle Operation, EGR Pintle
Position Position Sensor
EGR Duty Cycle Engine Percent 0% 0% General Description and
Operation, Linear EGR
Operation and Results of
Incorrect Operation
EGR Feedback Eng: EGR X.XX Volts 0.43-0.80 0.43-0.80 —

(2500 RPM)
EGR Engine Percent 0% 0%
Normalized —
EGR Test Count Eng: EGR Counts 0-14 0-14 —
Engine Load Engine Percent 2.0% - 5.5% 9.0% - 20.0% General Description and
Operation, Mass Air Flow
(MAF) Sensor
Time From Start Engine Sec Varies. Resets Varies. Resets
at each engine at each engine
start. start. —
Engine Speed Engine RPM Within –50 to Actual engine DTCs: P1508, P1509
+100 of speed
“Desired Idle”
EVAP Purge Engine Percent 65% 99% Diagnosis, EVAP Emission
Solenoid Canister Purge Valve
Check
EVAP Eng: EVAP On/Off Off Off DTC P0446
Diagnostic
Solenoid
Freeze Frame DTC Counts — — Diagnosis, Storing and
(FZ) Fail Cntr. Erasing Freeze Frame
Data
(FZ) Pass Cntr. Erasing Freeze Frame
Data
(FZ) Not Run Erasing Freeze Frame
Cntr. Data
Fuel Level Engine Percent 1%-90% PWM 1%-90% PWM —
Duty Cycle Duty Cycle Duty Cycle
(Low = Full) (Low = Full)
Fuel Level Eng: EVAP X.XX Volts 0.44-2.02; 0.44-2.02; —
Sensor Depends on Depends on
fuel level fuel level
(Low = Full) (Low = Full)
Fuel Pump Engine On/Off On On Engine Fuel
Fuel Tank Eng: EVAP X.XX Volts 1.02-1.86 1.02-2.57 —
Pressure
Sensor
Fuel Trim Cell Engine Cell 18 (manual 2 or 6 Diagnosis, Fuel Trim Cell
number trans), 20 (auto Diagnostic Weights
trans)
Fuel Trim Learn Engine Disabled/E Enabled Enabled Diagnosis, Fuel Trim
nabled Monitor
HO2S Bank 1 Engine Millivolts 50-950 50-950, always General Description and
Sen.1 (millivolts) changing quickly changing quickly Operation, Fuel control
HO2S
HO2S Bank 1 Engine Millivolts 200-700 250-650 General Description and
Sen.2 (millivolts) changing slowly changing slowly Operation, Fuel Metering
System
Sen.2 (millivolts) changing quickly changing quickly Operation, Fuel Metering
System

(2500 RPM)
Sen.3 (millivolts) changing slowly changing slowly Operation, Catalyst
Monitor Heated Oxygen
Sensor (Manual Trans)
Sen.1 (millivolts) changing quickly changing quickly Operation, Fuel Control
HO2S
Sen.2 (millivolts) changing slowly changing slowly Operation, Fuel Metering
(Auto trans) System
HO2S Bank 1 Eng: HO2S Ready Ready Ready General Description and
Sen.1 Yes/No Yes Yes Operation, Fuel Control
(ready/not HO2S; DTC: P0135
ready)
HO2S Bank 2 Eng: HO2S Ready Ready Ready General Description and
Sen.1 Yes/No Yes Yes Operation, Fuel Control
(ready/not HO2S
ready)
HO2S Warm-Up Eng: HO2S Seconds 25-45 25-45 General Description and
Time Bank 1 Operation, Fuel Control
Sen.1 HO2S
Sen.2 HO2S
Sen.1 HO2S
Time Bank 2 Operation, Catalyst
Sen.2 Monitor Heated Oxygen
Sensor (Auto Trans)
IAC Position Engine Steps 10-50 30-110 —
IAT (Intake Air Engine Degrees C, 0-100°C, 0-80°C, General Description and
Temp) Degrees F depends on depends on Operation, Intake Air
underhood underhood Temperature (IAT) Sensor
Ignition 1 Engine Volts 12.8-14.1 12.8-14.1 General Description and
Ignition System
Inj. Pulse Bank Engine Millisecond 2.0-4.0 2.5-4.5 General Description, Fuel
1 s Metering, Fuel Injector
Inj. Pulse Bank Engine Millisecond 2.0-4.0 2.5-4.5 General Description, Fuel
2 s Metering, Fuel Injector
Knock Retard Engine Degrees 0 0 General Description and
°CA Operation, Knock Sensor
Purpose and Operation;
DTCs: P0352, P0327
KS Noise Engine Volts 0.10-0.40 0.50-1.75 General Description and
Channel (Knock Operation, Knock Sensor
Sensor) Purpose and Operation;
DTCs: P0352, P0327
Long Term FT Engine Counts 112 to 150 115 to 147 Diagnosis, Fuel Trim
Bank 1 (Long and counts, –12% to counts, –10% to System Monitor; DTCs:
Term Fuel Trim) Percent +17% +15% P0171, P0172

(2500 RPM)
Long Term FT Engine Counts 112 to 150 115 to 147 Diagnosis, Fuel Trim
Bank 2 (Long and counts, –12% to counts, –10% to System Monitor; DTCs:
Loop Status Engine Open/Clos Closed Closed General Description and
ed Operation, Fuel Metering
System; DTCs:
P0125-P0155
MAF (Mass Air Engine Grams per 2.85-6.65 9.5-16.5 General Description and
Flow) second Operation, MAF; DTCs:
P101, P0102, P0103
MAP kPa Engine Kilopascals 23-40 19-32 General Description and
(Manifold Operation, Manifold
Absolute Absolute Pressure (MAP)
Pressure) Sensor; DTCs: P0106,
P0107, P0108
MAP volts Engine Volts 0.65-1.32 0.46-1.10 General Description and
(Manifold Operation, Manifold
Absolute Absolute Pressure (MAP)
Pressure) Sensor; DTCs: P0106,
P0107, P0108
MIL Engine On/Off Off Off On-Board Diagnostic
System Check
Mileage Since Capture Miles
First Failure Info — — —
Mileage Since Capture Miles
Last Failure Info — — —
Misfire Cur. Cyl Eng: Counts 0-2 0-2 DTC P0300
#1 Misfire
Misfire Cur. Cyl Misfire Counts 0-2 0-2 DTC P0300
#2
#3
#4
#5
#6
Misfire Hist. Cyl Misfire Counts 0 0 DTC P0300
#1
#2
#3
#4
#5
#6
Misfire Failures Misfire Counts 0 0 DTC P0300
Since First Fail

(2500 RPM)
Misfire Passes Misfire Counts 0 0 DTC P0300
Since First Fail
PNP Engine P-N / P-N P-N 4L30-E Automatic
(Park/Neutral R-D-3-2-L Transmission Diagnosis
Position)
Power Engine Inactive/Ac Inactive Inactive General Description and
Enrichment tive Operation, Acceleration
Mode
Rich/Lean Bank Engine Rich/Lean Always Always General Description and
1 changing changing Operation, Fuel Control
HO2S
Rich/Lean Bank Engine Rich/Lean Always Always General Description and
2 changing changing Operation, Fuel Control
HO2S
Shrt Term FT Engine Counts 112 to 154 112 to 154 Diagnosis, Fuel Trim
Bank 1 (Short and counts, –12% to counts, –12% to System Monitor; DTCs:
Shrt Term FT Engine Counts 112 to 154 112 to 154 Diagnosis, Fuel Trim
Bank 2 (Short and counts, –12% to counts, –12% to System Monitor; DTCs:
Spark Engine Degrees 15-22 34-44 General Description and
(Advance) Before Top Operation, Electronic
Dead Ignition System
Center
Start-Up ECT Eng: HO2S Degrees C, Depends on Depends on General Description and
(Engine Coolant Degrees F engine coolant engine coolant Operation, Engine Coolant
Temp) temperature at temperature at Temperature (ECT)
time of start-up time of start-up Sensor
Start-Up IAT Eng: HO2S Degrees C, Depends on Depends on General Description and
(Intake Air Degrees F intake air intake air Operation, Intake Air
Temp) temperature at temperature at Temperature (IAT) Sensor
time of start-up time of start-up
TCC Engaged Engine No/Yes No No 4L30-E Automatic
(Torque Transmission Diagnosis
Converter
Clutch)
Torque Engine Inactive/Ac Inactive Inactive 4L30-E Automatic
Management tive Transmission Diagnosis
Total Misfire Misfire Counts 0-5 0-5 DTC P0300
Current Count
TP (Throttle Engine Percent 0 — General Description and
Position) Operation, Throttle
Position (TP) Sensor;
DTCs: P0121,
P0122,P0123
TP Sensor Engine Volts 0.50-0.82 0.60-1.00 General Description and
(Throttle Operation, Throttle
Position) Position (TP) Sensor;
DTCs: P0121,
P0122,P0123
Catalyst Eng: No/Yes No No General Description, Fuel
Protection Mode Metering, catalytic
Converter Protection
Mode

(2500 RPM)
Upshift Lamp Engine On/Off Off Off Manual Transmission
(manual trans)
Vehicle Speed Engine MPH / 0 0 4L30-E Automatic
km/h Transmission Diagnosis
Weak Cylinder Eng: Cylinder # DTC P0300
Misfire — —
D06RX024
Circuit Description f If the engine cranks but will not run, check for an open
The “Check Engine” lamp (MIL) should always be PCM ignition or battery feed, or a poor PCM to engine
ground.
illuminated and steady with the ignition “ON” and the
engine stopped. Ignition feed voltage is supplied to the
MIL bulb through the meter fuse. The powertrain control
Test Description
module (PCM) turns the MIL “ON” by grounding the MIL Number(s) below refer to the step number(s) on the
driver circuit. Diagnostic Chart.
2. A “No MIL” condition accompanied by a no-start
Diagnostic Aids condition suggests a faulty PCM ignition feed or
An intermittent MIL may be cased by a poor connection, battery feed circuit.
rubbed-through wire insulation, or a wire broken inside 9. Using a test light connected to B+, probe each of the
the insulation. Check for the following items: PCM ground terminals to ensure that a good ground
f Inspect the PCM harness and connections for is present. Refer to PCM Terminal End View for
improper mating, broken locks, improperly formed or terminal locations of the PCM ground circuits.
damaged terminals, poor terminal-to-wire 12.In this step, temporarily substitute a known good
connection, and damaged harness. relay for the PCM relay. The horn relay is nearby,
f If the engine runs OK, check for a faulty light bulb, an and it can be verified as “good” simply by honking
open in the MIL driver circuit, or an open in the the horn. Replace the horn relay after completing
instrument cluster ignition feed. this step.
17.This vehicle is equipped with a PCM which utilizes
Powertrain Control Module (PCM) and Sensor.

performed? System
Does the engine start? — Go to Step 3 Go to Step 6
3 Check the meter fuse for the instrument cluster ignition
feed circuit.
Is the fuse OK? — Go to Step 4 Go to Step 16
4 Ignition “ON,” probe the ignition feed circuit at the
cluster connector with a test light to ground.
Is the test light “ON?” — Go to Step 5 Go to Step 13
3. Jumper the MIL driver circuit at the PCM connector
to ground.
Is the MIL “ON?” — Go to Step 10 Go to Step 11
6 Check the PCM ignition feed and battery feed fuses (15
A engine fuse and 15 A PCM fuse).
Are both fuses OK? — Go to Step 7 Go to Step 15
4. Probe the ignition feed circuit at the PCM harness
8 Probe the battery feed circuit at the PCM harness
9 Check for a faulty PCM ground connection.
10 Check for damaged terminals at the PCM.
11 Check for an open MIL driver circuit between the PCM
and the MIL.
12 Substitute a known “good” relay for the PCM main
relay.
Was the malfunction fixed? — Verify repair Go to Step 13
No Malfunction Indicator Lamp (MIL) (Cont'd)

13 Repair the open in the ignition feed circuit.
14 Locate and repair the open PCM battery feed circuit.
15 Locate and repair the short to ground in the PCM
ignition feed circuit or PCM battery feed circuit.
16 Locate and repair the short to ground in the ignition
feed circuit to the instrument cluster, and replace the
fuse.
17 Replace the PCM.
programmed. Refer to PCM in ON-Vehicle Service for
procedures.
18 Check the MIL driver circuit for a poor connection at the Go to
instrument panel connector. Instrument
Panel in
Was a problem found?
Electrical
— Verify repair Diagnosis
Malfunction Indicator Lamp (MIL) “ON” Steady
D06RX012
Circuit description Test Description

The “Check Engine” lamp (MIL) should always be Number(s) below refer to the step number(s) on the
illuminated and steady with ignition “ON” and the engine Diagnostic Chart.
stopped. Ignition feed voltage is supplied directly to the 2. If the MIL does not remain “ON” when the PCM is
MIL indicator. The powertrain control module (PCM) disconnected, the MIL driver wiring is not faulty.
turns the MIL “ON” by grounding the MIl driver circuit. 3. If the MIL driver circuit is OK, the instrument panel
The MIL should not remain “ON” with the engine running cluster is faulty.
and no DTC(s) set. A steady MIl with the engine running
and no DTC(s) suggests a short to ground in the MIl driver
circuit.
Diagnostic Aids Replacement and Programming Procedures in
An intermittent may be caused by a poor connection, Powertrain Control Module (PCM) and Sensors.
rubbed–through wire insulation, or a wire broken inside
the insulation. Check for the following items:
PCM harness and connectors for improper mating,
terminals, poor terminal-to-wire connection, and
damaged harness.
Malfunction Indicator Lamp (MIL) “ON” Steady

1 Was the “On-Board diagnostic (OBD) System Check” Go to OBD
performed? System
2 1. Ignition “OFF,” disconnect PCM.
2. Ignition “ON,” observe the MIL (Service Engine
Soon lamp).
Is the MIL “ON?” — Go to Step 3 Go to Step 5
3 1. Ignition “OFF,” disconnect the instrument panel
cluster.
2. Check the MIL driver circuit between the PCM and
the instrument panel cluster for a short to ground.
Go to OBD
3. If a problem is found, repair as necessary. System
Was the MIL driver circuit shorted to ground? — Check Go to Step 4
4 Replace the instrument panel cluster. Go to OBD
System
— Check —
5 1. Ignition “OFF,” reconnect the PCM.
2. Ignition “ON,” reprogram the PCM. Refer to
On-Vehicle Service in Powertrain Control Module
and Sensor for procedures.
3. Using the Tech 2 output controls function, select
MIL dash lamp control and command the MIL Go to OBD
“OFF.” (Refer to the miscellaneous test) System
Did the MIL turn “OFF?” — Check Go to Step 6
6 Replace the PCM.
programmed. Refer to ON-Vehicle Service in
procedures.
Go to OBD
System
D06RX013

The electronic Ignition system uses a coil-at-plug method Number(s) below refer to the step number(s) on the
of spark distribution. In this type of ignition system, the Diagnostic Chart.
powertrain control module (PCM) triggers the correct 5. An obvious cause of low fuel pressure would be an
driver inside the ignition coil, which then triggers the empty fuel tank.
correct ignition coil based on the 58X signal received from 6. The engine will easily start and run if a few injectors
the crankshaft position sensor (CKP). The spark plug are disabled. It is not necessary to test all injectors
connected to the coil fires when the ignition coil opens the at this time since this step is only a test to verify that
ground circuit for the coil’s primary circuit. all of the injectors have not been disabled by fuel
During crank, the PCM monitors the CKP 58X signal. The contamination.
CKP signal is used to determine which cylinder will fire 7. A blinking test light verifies that the PCM is
first. After the CKP 58X signal has been processed by the monitoring the 58X crankshaft reference signal and
PCM, it will command all six injectors to allow a priming is capable of activating the injectors. If there is an
shot of fuel for all the cylinders. After the priming, the open or shorted driver circuit, DTCs 201–206 and a
injectors are left “OFF” during the next six 58X reference misfire DTC 301-306 should be set.
pulses from the CKP. This allows each cylinder a chance
19.By using a spark tester, each ignition coil’s ability to
to use the fuel from the priming shot. During this waiting
produce 25,000 volts is verified.
period, a camshaft position (CMP) signal pulse will have
been received by the PCM. The CMP signal allows the 25.If there is an open or shorted driver circuit, DTCs
PCM to operate the injectors sequentially based on 201-206 and a misfire DTC 301–306 should be set.
camshaft position. If the camshaft position signal is not All six injector driver circuits can be checked at one
present at start-up, the PCM will begin sequential fuel time without removing the intake manifold if a J
delivery with a 1-in-6 chance that fuel delivery is correct. 39021-95 test light is available. This is the
The engine will run without a CMP signal, but will set a alternative procedure:
DTC code. f With the ignition “OFF,” disconnect the gray
connector located at the rear of the air filter, attached
Diagnostic Aids to a bracket on the purge canister.
An intermittent problem may be caused by a poor f Connect test light J 39021-95 to the connector. Do
connection, rubbed-through wire insulation or a wire any of the light constantly illuminate or fail to blink
broken inside the insulation. Check for the following when the engine is cranked? If so, repair the short or
items: open circuit, or replace the PCM if indicated.
f Poor connection or damaged harness – Inspect the This procedure only tests the driver circuit as far as the
PCM harness and connectors for improper mating, test connection, so step 31 is added to test the circuit all
broken locks, improperly formed or damaged the way to the injector.
terminals, poor terminal-to-wore connection, and
damaged harness.
f Faulty engine coolant temperature sensor – Using a
Tech 2, compare engine coolant temperature with
intake air temperature on a completely cool engine.
Engine coolant temperature should be within 10°C of
intake air temperature. If not, replace the ECT
sensor.

performed? System
2 Check the 15 A ignition coil fuse, the 15 A engine
device fuse, and the 15A PCM fuse.
Was a fuse blown? — Go to Step 3 Go to Step 4
3 Check for a short to ground and replace the fuse.

4 1. Ignition “OFF,” install a fuel pressure gauge at the
test fitting on the fuel supply line in the engine
compartment. (Use a shop cloth to absorb any fuel
leakage while making the connection.)
2. Ignition “ON,” observe the fuel pressure.
Is the fuel pressure within the specified values, and 285-375 kPa
does it hold steady? (43-55 psi) Go to Step 6 Go to Step 5
5 Is any fuel pressure indicated? Go to Fuel Go to Fuel
System System
— Electrical Test Diagnosis
6 Install the switch box J 39021-2 at the injector test
connector and activate an injector.
Did the fuel pressure drop when the injector was
activated? — Go to Step 7 Go to Step 18
7 Install an injector test light at the #2 cylinder injector
harness connector (or install J 39021-65 test light to the
the injector test connector).
Does the light blink when the engine is cranked? — Go to Step 8 Go to Step 24
2. Disconnect the 6-pin connector at the ignition coil.
3. With a test light to B+, probe each of the 6 exposed
ignition module pins, one at a time, while the engine
is cranked. (Use the gray narrow METRA–PAK
flexible female connector from the J-35616 kit to
make the pin accessible.)
Does the light flash at each pin when the engine is
cranked? — Go to Step 12 Go to Step 9
9 1. Remove the 5-pin connector at the ignition coil.
3. Use a test light at the harness connector to verify
that the module is being supplied with B+ and
ground.
10 Repair the open ignition feed circuit or ground circuit to
the ignition coil.
11 Repair the ignition module.
12 1. Reconnect the ignition coil connector.
2. Remove the electrical connector from each coil.
3. With a test light to B+, probe each of the coil
connectors at the wire which runs to the ignition
module. (Wire color will match the wire color at the
ignition module 6-pin connector – green, or green
with a tracer.)
Does the light flash at each coil connector when the
engine is cranked? — Go to Step 14 Go to Step 13
13 Check for an open circuit between the ignition coil.

2. While the coil connectors are disconnected, touch
each coil connector’s ignition feed terminal with a
grounded test light (the ignition feed wire is black
with orange tracer).
Did the test light illuminate? — Go to Step 16 Go to Step 15
15 Repair the open ignition feed circuit.
16 While the coil connectors are disconnected, touch
each connector’s secondary ground terminal with a
test light to B+. (The ground wires are black.)
Did the test light illuminate at each coil connector? — Go to Step 18 Go to Step 17
17 Repair the open secondary ground circuit.
18 1. Test the fuel for contamination.
2. If a problem is found, clean the fuel system and
correct the contaminated fuel condition as
necessary. Replace the fuel filter and replace any
injectors that are not delivering fuel (see Injector
Balance Test).
19 1. Remove any ignition coil and install a spark tester at
the spark plug end of the coil.
2. Observe the tester while the engine is cranking.
Was a crisp, blue spark observed? Only one or two
sparks followed by no result is considered the same as
“No Spark.” — Go to Step 21 Go to Step 20
20 Replace the ignition coil, and return to Step 19 to test
the remaining coils.
21 Repeat Step 19 for each coil. Remove only one coil at a
time, and reinstall each coil on its spark plug after
testing, but do not refasten coils with screws at this
time.
Refasten all
After all coils have passed the spark test, does the coils with
engine start? — their screws Go to Step 22
22 1. Remove the spark plugs from all cylinders.
2. Visually inspect the spark plug electrodes.
3. Replace any spark plugs with loose or missing
electrodes or cracked insulators. Correct the
Did your inspection reveal any spark plugs exhibiting fouling
excessive fouling? — condition Go to Step 23

23 Refer to Engine Mechanical Diagnosis to diagnose the
f Faulty or incorrect camshaft drive belts
f Leaking or sticky valves or rings
f Leaking head gasket
24 Observe the “Engine Speed” data display on the Tech 2
while cranking the engine.
Is the engine RPM indicated? — Go to Step 25 Go to Step 34
25 1. Disconnect the 7-pin gray connector at the rear of
the air filter beneath the point where the air duct
attaches to the MAF sensor.
ignition terminal at the PCM (female) side of the
7-pin connector.
26 1. At the PCM (female) side of the connector
mentioned in step 25, connect a test light between
the ignition + terminal and one of the injector driver
circuits at the same connector.
3. Observe the test light, and repeat the test for each
Did the test light stay on when checking any of the 6
injector driver circuits? — Go to Step 27 Go to Step 29
2. Ignition “ON,” observe the test light.
28 Locate and repair the short to ground in the injector
driver circuit.
29 1. Using the same test location as in step 26, connect
a test light between the ignition terminal and one of
the driver circuits.
2. Crank the engine and observe the test light.
3. Repeat for each injector driver circuit.
Did the light blink during the test for each circuit? — Go to Step 31 Go to Step 30
30 Check for an open injector driver circuit.

31 1. At the injector (male) side of the gray connector
mentioned in step 25, connect an ohmmeter
between the ignition pin and one of the driver circuit
pins.
2. Check for continuity in the circuit.
3. Repeat for each injector circuit. The readings
should be approximately equal to the specified
value for injector resistance.
Was a problem found? 12.5 ohms Verify repair Go to Step 8
32 Repair the ignition feed circuit.
33 Replace the PCM.
procedures.
34 1. Raise the vehicle and disconnect the CKP sensor
harness.
3. With a test light to ground, probe the harness
ignition feed terminal.
35 Check the ignition feed wire between the sensor and
the PCM for a short to ground or open circuit.
2. At the CKP harness connector, connect a test light
between the ignition and ground terminals.
37 Check the sensor ground circuit for an open or short to
voltage.
38 Check the signal circuit between the sensor and the
PCM for a short to ground, short to voltage, or an open.
39 Replace the CKP position sensor.
D06RX014

When the ignition switch is first turned “ON,” the An intermittent may be caused by a poor connection,
powertrain control module (PCM) energizes the fuel rubbed-through wire insulation, or a wire broken inside
pump relay which applies power to the in-tank fuel pump. the insulation. Check for the following items:
The fuel pump relay will remain “ON” as long as the f Poor connection or damaged harness – Inspect the
engine is running or cranking and the PCM is receiving PCM harness and connectors for improper mating,
58X crankshaft position pulses. If no 58X crankshaft broken locks, improperly formed or damaged
position pulses are present, the PCM de-energizes the terminals, poor terminal-to-wire connection, and
fuel pump relay within 2 seconds after the ignition is damaged harness.
turned “ON” or the engine is stopped.
The fuel pump delivers fuel to the fuel rail and injectors, Test Description
then to the fuel pressure regulator. The fuel pressure Number(s) below refer to the step number(s) on the
regulator controls fuel pressure by allowing excess fuel to Diagnostic Chart.
be returned to the fuel tank. With the engine stopped and 2. If the fuel pump is operating but incorrect pressure is
ignition “ON,” the fuel pump can be turned “ON” by using a noted, the fuel pump wiring is OK and the “Fuel
command by the Tech 2. System Pressure Test” chart should be used for
diagnosis.
CAUTION: To reduce the risk of fire and personal 2. Remove the fuel pump relay from the underhood
injury: relay center.
f It is necessary to relieve fuel system pressure 3. Start the engine and allow it to stall.
before connecting a fuel pressure gauge. Refer to 4. Crank the engine for an additional 3 seconds.
f A small amount of fuel may be released when Fuel Gauge Installation
disconnecting the fuel lines. Cover fuel line 1. Remove the shoulder fitting cap.
fittings with a shop towel before disconnecting, to
2. Install fuel gauge J 34730-1 to the fuel feed line
catch any fuel that may leak out. Place the towel in
located in front of and above the right side valve
an approved container when the procedure is
cover.
completed.
3. Reinstall the fuel pump relay.

performed? System
2 1. Read the “Caution” above.
2. Relieve the fuel system pressure and install the fuel
pump pressure gauge to the test fitting.
3. Ignition SW is “ON”.
4. Use a Tech 2 to command the fuel pump “ON.”
(Refer to Miscellaneous Test)
Is there an immediate pressure build-up which
indicates the pump is running? — Go to Step 3 Go to Step 4
3 1. Verify that the pump is not running by removing the
fuel filler cap and listening.
2. Command the pump “ON” with the Tech 2. Test
Did the pump turn “OFF” after 2 seconds? — completed Go to Step 12
battery feed to the relay.
5 Repair short or open battery feed to fuel pump relay.
6 1. Connect a test light between the two wires that
connect to the fuel pump relay pull-in coil.
7 1. With a test light connected to battery (–), probe the
fuel pump relay connector at the wire which runs
from the relay pull–in coil to the PCM.
8 Locate and repair open in the fuel pump relay ground
circuit.
Fuel System Electrical Test (Cont'd)

9 Check for short or open between the PCM and the fuel
pump relay.
10 1. Check the fuel pump relay circuit for a poor terminal
2. If a problem is found, replace terminal as necessary.
11 Replace the PCM.
procedures.
12 1. Reconnect the fuel pump relay.
2. Disconnect the fuel pump electrical connector at the
fuel tank.
fuel pump feed wire (harness side).
4. Command the fuel pump “ON” with a Tech 2.
Did the light illuminate for 2 seconds? — Go to Step 15 Go to Step 13
13 1. Substitute a known good realy for the fuel pump
realy.
2. Leave the test light connected as in step 12.
3. Command the fuel pump “ON” with the Tech 2.
4. After this test, re-connect the known good relay in
its proper location.
Did the test light illuminate for 2 seconds when the fuel
pump was commanded “ON?” — Go to Step 17 Go to Step 14
14 Check for a short circuit, blown fuse or open circuit
between the relay and the fule tank.
15 1. With the fuel pump electrical connector at the fuel
tank disconnected, connect a test light between the
feed wire and the ground wire (harness side).
2. Command the fuel pump “ON” with a Tech 2.
Did the test light illuminate for 2 seconds? — Go to Step 18 Go to Step 16
16 Repair the open circuit in the fuel pump ground wire.
17 Replace the fuel pump relay.
140RW022
Legend (8) Fuel Rail Left

(1) Fuel Filler Cap (9) Left Bank
(2) Fuel Tank (10) Fuel Pressure Control Valve
(3) Rollover Valve (11) Common Chamber
(4) Fuel Pump and Sender Assembly (12) Duty Solenoid Valve
(5) Fuel Filter (13) Throttle Valve
(6) Fuel Rail Right (14) Canister
(7) Right Bank (15) Evap Shut Off Valve

When the ignition switch is turned “ON,” the powertrain Number(s) below refer to the step number(s) on the
control module (PCM) will turn “ON” the in-tank fuel Diagnostic Chart.
pump. The in-tank fuel pump will remain “ON” as long as 2. Connect the fuel pressure gauge to the fuel feed line
the engine is cranking or running and the PCM is receiving as shown in the fuel system illustration. Wrap a
58X crankshaft position pulses. If there are no 58X shop towel around the fuel pressure connection in
crankshaft position pulses, the PCM will turn the in-tank order to absorb any fuel leakage that may occur
fuel pump “OFF” 2 seconds after the ignition switch is when installing the fuel pressure gauge. With the
turned “ON” or 2 seconds after the engine stops running. ignition switch “ON” and the fuel pump running, the
The in-tank fuel pump is an electric pump within an fuel pressure indicated by the fuel pressure gauge
integral reservoir. The in-tank fuel pump supplies fuel should be 333-376 kPa (48-55 psi). This pressure
through an in-line fuel filter to the fuel rail assembly. The is controlled by the amount of pressure the spring
fuel pump is designed to provide fuel at a pressure above inside the fuel pressure regulator can provide.
the pressure needed by the fuel injectors. A fuel pressure 3. A fuel system that cannot maintain a constant fuel
regulator, attached to the fuel rail, keeps the fuel available pressure has a leak in one or more of the following
to the fuel injectors at a regulated pressure. Unused fuel areas:
is returned to the fuel tank by a separate fuel return line. f The fuel pump check valve.
f The fuel pump flex line.
f The valve or valve seat within the fuel pressure 20.This test determines if the high fuel pressure is due
regulator. to a restricted fuel return line or if the high fuel
f The fuel injector(s). pressure is due to a faulty fuel pressure regulator.
4. Fuel pressure that drops off during acceleration, 21.A lean condition may result from fuel pressure
cruise, or hard cornering may case a lean condition. below 333 kPa (48 psi). A lean condition may
A lean condition can cause a loss of power, surging, cause a DTC P0131 or a DTC P0171 to set.
or misfire. A lean condition can be diagnosed using Driveability conditions associated with lean
a Tech 2. If an extremely lean condition occurs, the conditions can include hard starting (when the
oxygen sensor(s) will stop toggling. The oxygen engine is cold ), hesitation, poor driveability, lack of
sensor output voltage(s) will drop below 500 mV. power, surging , and misfiring.
Also, the fuel injector pulse width will increase. 22.Restricting the fuel return line causes the fuel
IMPORTANT: Make sure the fuel system is not pressure to rise above the regulated fuel pressure.
operating in the “Fuel Cut-Off Mode.” Command the fuel pump “ON” with the Tech 2. The
fuel pressure should rise above 376 kPa (55 psi) as
When the engine is at idle, the manifold pressure is the fuel return line becomes partially closed.
low (high vacuum). This low pressure (high vacuum)
is applied to the fuel pressure regulator diaphragm. NOTE: Do not allow the fuel pressure to exceed 414 kPa
The low pressure (high vacuum) will offset the (60 psi). Fuel pressure in excess of 414 kPa (60 psi) may
pressure being applied to the fuel pressure regulator damage the fuel pressure regulator.
diaphragm by the spring inside the fuel pressure
regulator. When this happens, the result is lower fuel CAUTION: To reduce the risk of fire and personal
pressure. The fuel pressure at idle will vary slightly as injury:
the barometric pressure changes, but the fuel
pressure at idle should always be less than the fuel f It is necessary to relieve fuel system pressure
pressure noted in step 2 with the engine “OFF.” before connecting a fuel pressure gauge. Refer to
16.Check the spark plug associated with a particular f A small amount of fuel may be released when
fuel injector for fouling or saturation in order to disconnecting the fuel lines. Cover fuel line
determine if that particular fuel injector is leaking. If fittings with a shop towel before disconnecting, to
checking the spark plug associated with a particular catch any fuel that may leak out. Place the towel in
fuel injector for fouling or saturation does not an approved container when the procedure is
determine that a particular fuel injector is leaking, completed.
use the following procedure:
f Remove the fuel rail, but leave the fuel lines and Fuel Pressure Relief Procedure
injectors connected to the fuel rail. Refer to Fuel Rail
Assembly in On-Vehicle Service. 1. Remove the fuel cap.
f Lift the fuel rail just enough to leave the fuel injector 2. Remove the fuel pump relay from the underhood
nozzles in the fuel injector ports. relay center.
3. Start the engine and allow it to stall.
CAUTION: In order to reduce the risk of fire and 4. Crank the engine for an additional 3 seconds.
personal injury that may result from fuel spraying on
the engine, verify that the fuel rail is positioned over
the fuel injector ports and verify that the fuel injector
Fuel Gauge Installation
retaining clips are intact. 1. Remove the shoulder fitting cap.
f Pressurize the fuel system by connecting a 10 amp 2. Install fuel gauge J 34730-1 to the fuel supply line
fused jumper between B+ and the fuel pump relay located in front of and above the right side valve
connector. cover.
f Visually and physically inspect the fuel injector 3. Reinstall the fuel pump relay.
nozzles for leaks.
17.A rich condition may result from the fuel pressure
being above 376 kPa (55 psi). A rich condition may
cause a DTC P0132 or a DTC P0172 to set.
Driveability conditions associated with rich
conditions can include hard starting (followed by
black smoke) and a strong sulfur smell in the
exhaust.

performed? System
2 1. Turn the ignition “OFF.”
2. Turn the air conditioning system “OFF.”
3. Relieve fuel system pressure and install the fuel
pressure gauge.
4. Turn the ignition “ON.”
NOTE: The fuel pump will run for approximately 2
seconds. Use the Tech 2 to command the fuel pump
“ON”.
(Refer to Miscellaneous Test)
pressure gauge with the fuel pump running. 290-376 kPa
Is the fuel pressure within the specified limits? (42-55 psi) Go to Step 3 Go to Step 17
3 NOTE: The fuel pressure will drop when the fuel pump
stops running, then it should stabilize and remain
constant.
Does the fuel pressure indicated by the fuel pressure
gauge remain constant? — Go to Step 4 Go to Step 12
4 1. When the vehicle is at normal operation
temperature, turn the ignition “ON” to build fuel
pressure and observe the measurement on the
gauge.
2. Start the engine and observe the fuel pressure
gauge.
Did the reading drop by the amount specified after the 21-105 kPa
engine was started? (3-15 psi) Go to Step 5 Go to Step 9
5 Is fuel pressure dropping off during acceleration, Check for
cruise, or hard cornering? — Go to Step 6 improper fuel
6 Visually and physically inspect the following items for a
restriction:
f The in-pipe fuel filter.
f The fuel feed line.
Was a restriction found? — Verify repair Go to Step 7
7 Remove the fuel tank and visually and physically
inspect the following items:
f The fuel pump strainer for a restriction.
f The fuel line for a leak.
f Verify that the correct fuel pump is in the vehicle.
Was a problem found in any of these areas? — Verify repair Go to Step 8
regulator.
2. With the engine idling, apply 12-14 inches of
vacuum to the fuel pressure regulator.
Does the fuel pressure indicated by the fuel pressure 21-105 kPa
gauge drop by the amount specified? (3-15 psi) Go to Step 10 Go to Step 11

10 Locate and repair the loss of vacuum to the fuel
pressure regulator.
11 Replace the fuel pressure regulator.
12 1. Run the fuel pump with the Tech 2.
2. After pressure has built up, turn off the pump and
clamp the supply hose shut with suitable locking
pliers which will not damage the hose.
13 Visually inspect the fuel supply line and repair any
leaks.
14 Remove the fuel tank and inspect for leaky hose or
in-tank fuel line.
15 1. If the pliers are still clamped to the fuel supply hose,
remove the locking pliers.
2. With suitable locking pliers which will not damage
the hose, clamp the fuel return line to prevent fuel
from returning to the fuel tank.
4. After pressure has built up, remove power to the
pump.
16 Locate and replace any leaking fuel injector(s).
17 Is the fuel pressure indicated by the fuel pressure 376 kPa (55
gauge above the specified limit? psi) Go to Step 18 Go to Step 21
18 1. Relieve the fuel pressure. Refer to the Fuel
Pressure Relief.
2. Disconnect the fuel return line from the fuel rail.
3. Attach a length of flexible hose to the fuel rail return
outlet passage.
4. Place the open end of the flexible hose into an
approved gasoline container.
pressure gauge with the fuel pump running. 290-376 kPa
Is the fuel pressure within the specified limits? (42-55 psi) Go to Step 19 Go to Step 20
19 Locate and correct the restriction in the fuel return line.
20 Visually and physically inspect the fuel rail outlet
passages for a restriction.
Was a restriction found? — Verify repair Go to Step 11

21 Is the fuel pressure indicated by the fuel pressure
gauge above the specified value? 0 kPa (0 psi) Go to Step 22 Go to Step 23
22 1. Command the fuel pump “ON” with the Tech 2.
2. Using suitable pliers which will not damage the fuel
hose, gradually apply pressure with the pliers to
pinch the flexible fuel return hose closed.
CAUTION: Do not let the fuel pressure exceed
the second specified value.
376 kPa (55
Does the fuel pressure indicated by the fuel pressure psi). 414 kPa
gauge rise above the first specified value? (60 psi). Go to Step 11 Go to Step 7
23 1. Command the fuel pump “ON” with the Tech 2.
2. Remove the fuel filler cap and listen for the sound of
the fuel pump running. Go to Fuel
System
3. Turn the pump off. Electrical Test
Was the fuel pump running? — Go to Step 7 Chart

Circuit Description f Throttle body – Remove the IAC valve and inspect the
The powertrain control module (PCM) controls engine bore for foreign material.
idle speed with the idle air control (IAC) valve. To increase f IAC valve electrical connections – IAC valve
idle speed, the PCM retracts the IAC valve pintle away connections should be carefully checked for proper
from its seat, allowing more air to bypass the throttle bore. contact.
To decrease idle speed, it extends the IAC valve pintle f PCV valve – An incorrect or faulty PCV valve may
towards its seat, reducing bypass air flow. A Tech 2 will result in an incorrect idle speed. Refer to Diagnosis,
read the PCM commands to the IAC valve in counts. Rough Idle, Stalling. If intermittent poor driveability or
Higher counts indicate more air bypass (higher idle). idle symptoms are resolved by disconnecting the
Lower counts indicate less air is allowed to bypass (lower IAC, carefully recheck the connections and valve
idle). terminal resistance, or replace the IAC.
Diagnostic Aids Test Description

A slow, unstable, or fast idle may be caused by a non-IAC Number(s) below refer to the step number(s) on the
system problem that cannot be overcome by the IAC Diagnostic Chart.
valve. Out of control range IAC Tech 2 counts will be 1. The IAC motor analyzer J 39027-A is used to extend
above 60 if idle is too low, and zero counts if idle is too and retract the IAC valve. Valve movement is
high. The following checks should be made to repair a verified by an engine speed change. If no change in
non-IAC system problem: engine speed occurs, the valve can be resettled
when removed from the throttle body.
f Vacuum leak (high idle) – If idle is too high, stop the
engine. Fully extend (low) IAC with the IAC motor 2. This step checks the quality of the IAC movement in
analyzer J 39027-A. Start the engine. If idle speed is step 1. Between 700 revolutions per minute (RPM)
above 800 RPM, locate and correct the vacuum leak, and about 1500 RPM, the engine speed should
including the PCV system. Check for binding of the change smoothly with each flash of the tester light
throttle blade or linkage. in both extend and retract. If the IAC valve is
f Lean heated oxygen sensor signal (high air/fuel ratio) retracted beyond the control range (about 1500
– The idle speed may be too high or too low. Engine RPM), it may take many flashes to extend the IAC
speed may vary up and down, and disconnecting the valve before engine speed will begin to drop. This
IAC valve does not help. Diagnostic trouble codes is normal on certain engines. Fully extending the
P0131, P0151, P0171, or P0174 may be set. Tech 2 IAC may cause engine stall. This may be normal.
oxygen (O2) voltage will be less than 100 mV (0.1 V). 6. Steps 1 and 2 verified the proper IAC valve
Check for low regulated fuel pressure, water in fuel, or operation. This step checks the IAC circuits. Each
a restricted injector. lamp on the noid light should flash red and green
f Rich heated oxygen sensor signal (low air/fuel ratio) – while the IAC valve is cycled. While the sequence
The idle speed will be too low. Tech 2 IAC counts will of color is not important, if either light is “OFF” or
usually be above 80. The system is obviously rich does not flash red and green, check the circuits for
and may exhibit black smoke in the exhaust. faults, beginning with poor terminal contacts.
Tech 2 O2 voltage will be fixed at about 750 mV (0.75
V). Check for high fuel pressure, or a leaking or
sticking injector. A silicon-contaminated heated
oxygen sensor will show an O2 voltage slow to
respond on the Tech 2.

2. Connect the IAC motor analyzer J 37027-A to the
IAC valve.
3. Set the parking brake.
4. Block the wheels.
5. Turn the air conditioning “OFF.”
6. Idle the engine in Park (A/T) or Neutral (M/T).
7. Install the Tech 2. Display the RPM.
8. Use the IAC motor analyzer J 39027-A to extend
and retract the IAC valve.
9. The engine speed should decrease and increase as
the IAC is cycled.
Does the RPM change? — Go to Step 2 Go to Step 3
2 RPM should change smoothly with each flash of the
IAC motor analyzer J 39027-A light.
700-1500
Does the RPM change within the range specified? RPM Go to Step 6 Go to Step 3
3 Check the IAC passages.
Are the IAC passages OK? — Go to Step 4 Go to Step 5
4 Clear any obstruction from the IAC passages.
5 Replace the IAC. Refer to On-Vehicle Service, Idle Air
Control Valve.
6 1. Install the appropriate IAC noid light from J
39027-A into the powertrain control module
harness.
2. Cycle the IAC motor analyzer J 39027-A and
observe the noid lights.
3. Both the lights should cycle red and green, but
never “OFF,” as the RPM is changed over its range.
Do the noid lights cycle red and green? — Go to Step 7 Go to Step 8
7 1. Use the other connector on the IAC motor analyzer
J 39027-A pigtail.
2. Check the resistance across the IAC coils.
Measure the resistance between terminal A and
terminal B.
3. Measure the resistance between terminal C and
terminal D.
Is the resistance within the specified range? 40-80 ohms Go to Step 9 Go to Step 10
8 If the circuits did not test green and red, check the
following:
f Faulty connector terminal contacts
f Open circuits, including connections
f Circuits shorted to ground or voltage
f Faulty powertrain control module connection or
powertrain control module.
Are repairs necessary? — Go to Step 13 —
Idle Air Control (IAC) System Check (Cont'd)

9 1. Check the resistance between the IAC terminal B
and terminal C.
2. Check the resistance between the IAC terminal A
and terminal D.
Is the resistance infinite? — Go to Step 11 Go to Step 12
Control Valve.
11 Check the IAC valve and circuit. Refer to
Diagnostic
Are the IAC valve and circuit OK?
— Aids Go to Step 12
Control Valve.
Is the action Complete? — Go to Step 9 —
13 Repair as necessary.
Knock Sensor (KS) System Check

(Engine Knock, Poor Performance, or Poor Economy)
D06RW035–1

The knock sensor (KS) sends an AC voltage signal to the The numbers below refer to the step numbers on the
powertrain control module (PCM). As the KS detects Diagnostic Chart.
engine knock, the signal to the PCM changes in amplitude 9. The change in signal speed depends on how hard
and frequency. The PCM retards timing if the engine the tapping is done. Normally there is about 1.5 to
speed is over 900 RPM. 10 mV at PCM pin A2 with the engine off. Loud
tapping should be able to make the reading jump to
Diagnostic Aids 20-25 mV AC.
If the KS system checks OK, but detonation is the
complaint, refer to Diagnosis, Detonation/Spark Knock.

(Engine Knock, Poor Performance, or Poor Economy)
1 Is DTC P0325 or P0327 set? Go to DTC
P0325 or
— DTC P0327 Go to Step 2
2 Run the engine at 1500 RPM.
Is there an internal engine knock? — Go to Step 3 Go to Step 4
3 Repair the mechanical problem.
2. Turn the ignition “ON.”
3. On the Tech 2 select F0: Data List, F4: Specific
Engine, F3: Misfire.
4. Cycle through the list until “Knock Retard” is
displayed.
Is knock retard at the specified value? 0° Go to Step 5 Go to Step 6

(Engine Knock, Poor Performance, or Poor Economy) (Cont'd)
5 Replace the PCM.
programmed. Refer toOn–Vehicle Servicein
Powertrain Control Module and Sensorsfor
procedures.
2. Monitor the knock retard display on the Tech 2 while
changing the throttle setting to place different loads
on the engine.
Is knock retard at the specified value? (Turn the ignition
“OFF.”) 0° Go to Step 9 Go to Step 7
7 1. At the rear of the engine, behind the rear fuel
injector on the side, disconnect the 2-wire knock
NOTE: The connector for the knock sensor cannot
easily be removal unless common chamber is
removed. (Knock Sensor is on Right side of block).
Also, there are two (2) shield grounded wires.
The connector only has one wire (Yellow). Please
use another method.
2. Attach the positive lead of DVM to B+.
3. On the main harness side of the connector, use the
negative lead of the DVM to probe the connector pin
that is connected to black wire.
Dose the DVM indicate the specified value?
(Reconnect the knock sensor harness.) B+ Go to Step 9 Go to Step 8
8 Repair the open black wire ground for the shield which
prevents stray electromagnetic pulses from affecting
the knock signal.
9 1. Reconnect the wire harness if it was previously
disconnected in Step 7.
2. Set a DVM to AC voltage.
3. With the DVM, backprobe the PCM connector at
A2.
4. Tap the engine lift bracket with a socket extension.
Did the DVM show an increase in AC voltage while
tapping on the lift bracket? — System OK Go to Step 10
10 Replace the knock sensor.
D06RW055

A properly operation exhaust gas recirculation (EGR) The EGR valve chart is a check of the EGR system. An
system will directly affect the air/fuel requirements of the EGR pintle constantly in the closed position could cause
engine. Since the exhaust gas introduced into the air/fuel detonation and high emissions of NOx. It could also result
mixture is an inert gas (contains very little or no oxygen), in high long term fuel trim values in the open throttle cell,
less fuel is required to maintain a correct air/fuel ratio. but not in the closed throttle cell. An EGR pintle
Introducing exhaust gas into the combustion chamber constantly in the open position would cause a rough idle.
lowers combustion temperatures and reduces the Also, an EGR mounted incorrectly (rotated 180°) could
formation of oxides of nitrogen (NOx) in the exhaust gas. cause rough idle. Check for the following items:
Lower combustion temperatures also prevent detonation. f EGR passages – Check for restricted or blocked EGR
If the EGR pintle were to stay closed, the inert exhaust passages.
gas would be replaced with air and the air/fuel mixture f Manifold absolute pressure sensor – A manifold
would be leaner. The powertrain control module (PCM) absolute pressure sensor may shift in calibration
would compensate for the lean condition by adding fuel, enough to affect fuel delivery. Refer to Manifold
resulting in higher long term fuel trim values. Absolute Pressure Output Check.

1 Check the EGR valve for looseness.
Is the EGR valve Loose? — Go to Step 2 Go to Step 3
2 Tighten the EGR valve.
Exhaust Gas Recirculation (EGR) System Check (Cont'd)

3 1. Place the transmission selector in Park or Neutral.
2. Start the engine and idle until warm. EGR system
working
3. Using a Tech 2, command EGR “50% ON.” (Refer to properly. No
Miscellaneous Test) problem
Does the engine idle rough and lose RPMs? — found. Go to Step 4
4 1. Engine “OFF.”
3. Using a test light to ground, check the EGR harness
between the EGR valve and the ignition feed.
5 Repair the EGR harness ignition feed.
2. Visually and physically inspect the EGR valve
pintle, valve passages and adapter for excessive
deposits, obstructions or any restrictions.
Does the EGR valve have excessive deposits,
obstructions or any restrictions? — Go to Step 7 Go to Step 8
necessary.
8 1. Ground the EGR valve metal case to battery (–).
2. Using a Tech 2, command EGR “ON” and observe
the EGR valve pintle for movement.
Does the EGR valve pintle move according to Go to DTC
command? — Go to Step 9 P1406 chart
intake and exhaust manifolds.
2. Visually and physically inspect manifold EGR ports
and EGR inlet and outlet pipes for blockage or
restriction caused by excessive deposits or other EGR system
damage. working
Do the manifold EGR ports or inlet and outlet pipes properly. No
have excessive deposits, obstructions, or any problem
restrictions? — Go to Step 10 found.
necessary.
D06RX015

The manifold absolute pressure (MAP) sensor measures IMPORTANT: Be sure to used the same diagnostic test
the changes in the intake MAP which result from engine equipment for all measurements.
load (intake manifold vacuum) and engine speed The number(s) below refer to the step number(s) on the
changes; and converts these into a voltage output. The Diagnostic Chart.
powertrain control module (PCM) sends a 5-volt
1. Applying 34 kPa (10 Hg) vacuum to the MAP sensor
reference voltage to the MAP sensor. As the MAP should cause the voltage to be 1.5-2.1 volts less
changes, the output voltage of the sensor also changes. than the voltage at step 1. Upon applying vacuum
By monitoring the the sensor output voltage, the PCM to the sensor, the change in voltage should be
knows the MAP. A lower pressure (low voltage) output instantaneous. A slow voltage change indicates a
voltage will be about 1-2 volts at idle. Higher pressure faulty sensor.
(high voltage) output voltage will be about 4-4.8 volts at
wide open throttle. The MAP sensor is also used, under IMPORTANT: Make sure the electrical connector
certain conditions, to measure barometric pressure, remains securely fastened.
allowing the PCM to make adjustments for different 2. Disconnect the sensor from the bracket. Twist the
altitudes. The PCM uses the MAP sensor to diagnose sensor with your hand to check for an intermittent
proper operation of the EGR system, in addition to other connection. Output changes greater than 0.10 volt
functions. indicate a bad sensor.

1 1. Turn the ignition “OFF” and leave it “OFF” for 15
seconds.
2. Ignition “ON.” Don’t crank engine.
3. The Tech 2 should indicate a manifold absolute
pressure (MAP) sensor voltage.
4. Compare this scan reading to scan reading of a
known good vehicle obtained using the exact same
procedure as in Steps 1–4.
Is the voltage reading the same +/–0.40 volt? — Go to Step 2 Go to Step 5
2 1. Disconnect the MAP sensor and plug inletmanifold.
2. Connect a hand vacuum pump to the MAP sensor.
4. Apply 34 kPa (10 Hg) of vacuum and note the
voltage change.
Is the voltage change 1.5-2.1 volts less than step 1? — Go to Step 3 Go to Step 4
3 Check the sensor cover for leakage or restriction.
Does the cover supply vacuum to the MAP sensor
only? — Go to Step 5 Go to Step 4
4 Repair the material to block.
5 Check the sensor connection.
Is the sensor connection good? — Go to Step 5 Go to Step 6
6 Refer to On-Vehicle Service, MAP Sensor.
7 Repair the poor connection.
Evaporative (EVAP) Emissions Canister Purge Valve Check
D06RX016

The evaporative emissions canister purge is controlled by f Make a visual check of vacuum hoses.
a solenoid that allows manifold and/or vacuum to purge f Check the throttle body for possible cracked.
the canister when it is energized. The powertrain control
f Check the malfunction indicator lamp for a possible
module (PCM) supplies a ground to energize the solenoid
mechanical problem.
valve (purge “ON”). The EVAP purge solenoid control is
turned “ON” and “OFF” several times a second. The duty
Test Description
cycle (pulse width or “ON” time) is determined by engine
operating conditions including load, throttle position, The number(s) below refer to the step number(s) on the
coolant temperature and ambient temperature. The duty Diagnostic Chart.
cycle is calculated by the PCM and the purge solenoid is 1. Check to see if the solenoid is open or closed. The
enabled when the appropriate conditions have been met: solenoid is normally de-energized in this step, so it
should be closed.
f The engine run time after start is more than 60
seconds. 2. This step checks to determine if the solenoid was
f The engine coolant temperature is above 30°C open due to an electrical circuit problem or a
(86°F). defective solenoid.
f The fuel control system is operating in the closed-loop 3. This should normally energize the solenoid, opening
mode. the valve and allowing the vacuum to drop (purge
“ON”).
Evaporative (EVAP) Emissions Canister Purge Valve Check

3. At the throttle body, disconnect the hose that goes
to the pump solenoid.
4. Using a hand vacuum pump with an attached
vacuum gauge J 23738-A, apply vacuum (10” Hg or
34 kPa) to the solenoid.
Does the solenoid hold the vacuum? — Go to Step 3 Go to Step 2
2. As in Step 1, apply vacuum (10” Hg or 34 kPa) to the
solenoid.
Does the solenoid hold the vacuum? — Go to Step 4 Go to Step 7
3 1. At the throttle body, put a cap over the vacuum port
where the hose was disconnected for testing. This
is to prevent a vacuum leak when the engine is
started.
2. Ignition “OFF.”
4. Apply vacuum to the purge solenoid with the hand
vacuum pump.
5. Start the engine, run at 2500 RPM.
6. Using the Tech 2, select F0: Engine, F3: Misc.
Tests, F0: EVAP Purge.
7. Turn the purge solenoid “ON.”
Did the vacuum drop when the purge was turned on? — Go to Step 8 Go to Step 9
4 Check for a short to ground in the RED/BLU wire.
Is there a short? — Go to Step 5 Go to Step 6
5 Repair the short to ground.
6 Replace the PCM.
procedures.
7 Replace the faulty purge solenoid. Refer to On-Vehicle
Service, EVAP Canister Purge Solenoid.
Evaporative (EVAP) Emissions Canister Purge Valve Check (Cont'd)

2. At the throttle body, install a vacuum gauge where
the hose from the purge solenoid was disconnected
for testing.
4. Stabilize the engine speed at about 2500 RPM. No problem
found in the
5. Momentarily snap the throttle open and let it return EVAP
to idle. emission
Is there approximately 10” Hg (34 kPa) of vacuum canister Refer to
available at the EVAP emission canister purge purge valve Diagnostic
solenoid? — check Aids
2. Connect a test lamp between the harness
terminals.
Does the test lamp light? — Go to Step 7 Go to Step 10
10 Probe terminal A and terminal B with a test lamp to
ground.
Does the test lamp light on both terminals? — Go to Step 11 Go to Step 12
11 Repair the short to voltage in the RED/BLUE wire.
12 Does on of the terminals light the test lamp? — Go to Step 13 Go to Step 14
13 Check for an open in the RED/BLU wire between the
purge solenoid and the PCM.
14 Repair the open in the BLK/YEL wire.
15 Repair the open in the RED/BLU wire.
D06RX007
Circuit Description Inspect the PCM harness and connector for proper
The shift lamp indicates the best transmission shift point mating, broken locks, improperly formed or damaged
for maximum fuel economy. terminals, poor terminal-to-wire connection and
The lamp is controlled by the Power Train Control Module damaged harness.
(PCM) and is turned “ON” by grounding the BLK wire.
The PCM is used information from the following inputs to
Test Description
control the upshift lamp. 1. This should not turn “ON” the up-shift lamp. If the
f Engine Coolant temperature (ECT) Sensor lamp is “ON”, there is a short to ground in BLK or a
fault PCM.
f Throttle Position Sensor
2. This checks the upshift lamp circuit up to the PCM
f Vehicle Speed Sensor connector.
f Engine Speed If the up-shift lamp illuminates, then the PCM
The PCM uses the measured RPM and the vehicle speed connector is faulty or PCM does not have the ability
to calculate what gear the vehicle is in. to ground the circuit.
It’s this calculation that determines when the upshift lamp
should be turned “ON”.
Diagnostic Aids
rubbed-through wire insulation. Check for poor
connections or a damaged harness.

1 1. Verify the customer complaints in accordance with
mentioned below: Go to the adequate Step Chart
first.
f At the 1st gear position, the lamp doesn’t
f At the 3rd gear position, the lamp doesn’t
f Upshift Lamp doesn’t illuminate always.
2. Ignition “ON”, engine “OFF”.
3. Using the Tech 2, check to see if the upshift lamp
turn “ON” or “OFF”.
Does the upshift lamp stay “OFF”? — Go to Step 2 Go to Step 12
2 Check for an open of 15A Turn Backup Fuse.
Was a problem found? Go to Step 4
Refer to Sec-
— Go to Step 3 tion 8
3 Replace the fuse.
4 Check for an burned out the Upshift Lamp.
5 Replace the Upshift Lamp.
6 1. Check for an Clutch Switch operation and the fixing
condition.
2. Check for an open or short of clutch switch.
3. Check for an open or short of WHT/GRN wiring
harness between Turn Backup Fuse and Clutch
Switch.
Up-Shift Lamp System Check (Cont'd)

7 1. Replace the Clutch Switch. Or,
2. Repair for an open or short of WHT/GRN wiring
harness.
8 1. Check for an open or short of 1-2 Transmission
Switch.
2. Check for an open or short of 3-4 Transmission
Switch.
3. Check for an open or short of GRN wiring harness
between Clutch Switch and Transmission
Switches.
9 1. Replace the applicable Transmission Switch. or,
2. Repair for an open or short of GRN wiring harness.
10 1. Check for an open or short in the Alarmer and Relay
Control Unit.
2. Check for an open of BLU/ORN wiring harness
between Transmission Switches and Alarmer Relay
Control Unit.
11 1. Replace the Alarmer and Relay Control Unit. Or,
2. Repair for an open of BLU/ORN wiring harness
between Alarmer and Relay Control Unit and PCM
connector.
Is the action complete? Verify Repair — Go to Step 15
2. Disconnect the PCM connectors.
3. Shift the gear to 1st or 4th gear position.
4. Turn ignition “ON”, but don’t start the engine.
Does the Upshift Lamp Stay “ON”? — Go to Step 13 Go to Step 15
13 Check for an short to ground of YEL/GRN wiring
harness between Alarmer and PCM connector.
14 Repair for an open YEL/GRN wiring harness.
15 Replace the PCM.
programmed refer to ON-Vehicle Service in Power
Train Control Module and Sensor for procedure.
Is the action complete? — — —

The following table lists the diagnostic trouble codes
supported by this vehicle application.If any DTCs not
listed here are displayed by a Tech 2, the Tech 2 data may
be faulty; notify the Tech 2 manufacturer of any DTCs
displayed that are not included in the following table.

P0101 MAF System Performance B Yes
P0102 MAF Sensor Circuit Low Frequency A Yes
P0103 MAF Sensor Circuit High Frequency A Yes
P0106 MAP System Performance B Yes
P0107 MAP Sensor Circuit Low Voltage A Yes
P0108 MAP Sensor Circuit High Voltage A Yes
P0112 IAT Sensor Circuit Low Voltage A Yes
P0113 IAT Sensor Circuit High Voltage A Yes
P0117 ECT Sensor Circuit Low Voltage A Yes
P0118 ECT Sensor Circuit High Voltage A Yes
P0121 TP System Performance A Yes
P0122 TP Sensor Circuit Low Voltage A Yes
P0123 TP Sensor Circuit High Voltage A Yes
P0125 ECT Excessive Time to Closed Loop Fuel Control B Yes
P0131 HO2S Circuit Low Voltage Bank 1 Sensor 1 A Yes
P0132 HO2S Circuit High Voltage Bank 1 Sensor 1 A Yes
P0133 HO2S Slow Response Bank 1 Sensor 1 B Yes
P0134 HO2S Circuit Insufficient Activity Bank 1 Sensor 1 A Yes
P0135 HO2S Heater Circuit Bank 1 Sensor 1 B Yes
P0153 HO2S Slow Response Bank 2 Sensor 1 B Yes
P0171 Fuel Trim System Lean Bank 1 B Yes
P0172 Fuel Trim System Rich Bank 1 B Yes
P0174 Fuel Trim System Lean Bank 2 B Yes
P0175 Fuel Trim System Rich Bank 2 B Yes
P0201 Injector 1 Control Circuit A Yes

P0300 Engine Misfire Detected B Yes
P0301 Cylinder 1 Misfire Detected B Yes
P0325 KS Module Circuit B No
P0327 KS Sensor Circuit B No
P0336 58X Reference Signal Circuit B Yes
P0337 CKP Sensor Circuit Low Frequency B Yes
P0341 CMP Sensor Circuit Performance B Yes
P0342 CMP Sensor Circuit Low B Yes
P0351 Ignition 1 Control Circuit A Yes
P0401 EGR Flow Insufficient A Yes
P0402 EGR Pintel Crank Open Error B Yes
P0404 EGR Open Stuck B Yes
P0405 EGR Lo Volt A Yes
P0406 EGR Hi Voltage A Yes
P0420 TWC System Low Efficiency Bank 1 A Yes
P0430 TWC System Low Efficiency Bank 2 A Yes
P0440 EVAP System A Yes
P0442 EVAP System Small Leak Detected B Yes
P0446 EVAP Canister Vent Blocked A Yes
P0452 Tank Pressure Sensor Lo Voltage A Yes
P0453 Fuel Tank Pressure Sensor Hi Voltage A Yes
P0462 Fuel Level Sensor Circuit – Low Voltage D No
P0463 Fuel Level Sensor Circuit – High Voltage D No
P0502 VSS Circuit Low Input B Yes
P0506 Idle Air Control System Low RPM B Yes
P0507 Idle Air Control System High RPM B Yes
P0562 System Voltage Low D No
P0563 System Voltage High D No

P0601 PCM Memory A Yes
P0705 Transmisson Rang Sensor Illegal Position (Refer to 4L30-E Automatic D No
Transmission)
P0706 Transmisson Range Sensor Performance (Refer to 4L30-E Automatic D No
Transmission)
P0712 Transmission Fluid Temperature (TFT) Low Voltage (Refer to 4L30-E D No
Automatic Transmission Diagnosis)
P0713 Transmission Fluid Temperature (TFT) High Voltage (Refer to 4L30-E D No
P0719 Brake Switch Circuit Low (Refer to 4L30-E Automatic Transmission D No
Diagnosis)
P0722 Output Speed Sensor Circuit No Signal (Refer to 4L30-E Automatic A Yes
Transmission)
P0723 Output Speed Sensor Circuit Intermittent Signal (Refer to 4L30-E A Yes
Automatic Transmission)
P0724 Brake Switch Circuit High (Refer to 4L30-E Automatic Transmission D Yes
Diagnosis)
P0730 Incorrect Gear Ratio (Refer to 4L30-E Automatic Transmission) C No
P0742 Torque Converter Clutch (TCC) Circuit Stuck On (Refer to 4L30-E A Yes
P0748 Transmission Pressure Control Solenoid (PCS) – Electrical Circuit Fault C No
(Refer to 4L30-E Automatic Transmission Diagnosis)
P0751 Transmission Shift Solenoid “A” Performance or Stuck OFF (Automatic B Yes
Transmission Only)
P0753 Transmission Shift Solenoid “A” – Electrical Circuit Fault (Refer to 4L30-E A Yes
P0756 Transmission Shift Solenoid “B” Performance Stuck OFF (Automatic B Yes
Transmission Only)
P0758 Transmission Shift Solenoid “B” – Electrical Circuit Fault (Refer to 4L30-E A Yes
P1106 MAP Sensor Circuit Intermittent High Voltage D No
P1107 MAP Sensor Circuit Intermittent Low Voltage D No
P1111 IAT Sensor Circuit Intermittent High Voltage D No
P1112 IAT Sensor Circuit Intermittent Low Voltage D No
P1114 ECT Sensor Circuit Intermittent Low Voltage D No
P1115 ECT Sensor Circuit Intermittent High Voltage D No
P1121 TP Sensor Circuit Intermittent High Voltage D No
P1122 TP Sensor Circuit Intermittent Low Voltage D No
P1133 HO2S Insufficient Switching Bank 1 Sensor 1 B Yes
P1134 HO2S Transition Time Ratio Bank 1 Sensor 1 B Yes
P1153 HO2S Insufficient Switching Bank 2 Sensor 1 B Yes
P1154 HO2S Transition Time Ratio Bank 2 Sensor 1 B Yes
P1171 Fuel System Lean During Acceleration A Yes
P1380 ABS Rough Road ABS System Fault D Yes
P1381 ABS Rough Class 2 Serial Link Error D Yes
P1404 EGR Closed Stuck D Yes
P1441 EVAP System Flow During Non-Purge B Yes

P1508 IAC System Low RPM B Yes
P1509 IAC System High RPM B Yes
P1618 Serial Peripheral Interface (SPI) PCM Interprocessor Communication A Yes
Error (Automatic Transmission Only)
P1625 PCM Unexpected Reset A Yes
P1640 Driver-1-Input High Voltage D No
P1650 Quad Driver Module “A” Fault D Yes
P1790 TRANS ROM Checksum Error (Refer to 4L30-E Automatic Transmission A Yes
Diagnosis)
P1792 TRANS EEPROM Checksum Error (Refer to 4L30-E Automatic A Yes
Transmission Diagnosis)
P1835 TRANS Kick Down Switch Malfunction (Refer to 4L30-E Automatic D No
P1850 Brake Band Apply Solenoid Manlfunction (Refer to 4L30-E Automatic D No
P1860 TCC PWM Solenoid Circuit Fault (Refer to 4L30-E Automatic A Yes
P1870 Transmission Component Slipping (Refer to 4L30-E Automatic A Yes
Diagnostic Trouble Code (DTC) P0101 MAF System Performance
D06RW057

The mass air flow (MAF) sensor measures the amount of f The PCM will illuminate the malfunction indicator lamp
air which passes through it into the engine during a given (MIL) after the second consecutive trip in which the
time. The powertrain control module (PCM) uses the fault is detected.
mass air flow information to monitor engine operating f The PCM calculates an airflow value based on idle air
conditions for fuel delivery calculations. A large quantity control valve position, throttle position, RPM and
of air entering the engine indicates an acceleration or high barometric pressure.
load situation, while a small quantity or air indicates f The PCM will store conditions which were present
deceleration or idle. when the DTC was set as Freeze Frame and in the
The MAF sensor produces a frequency signal which can Failure Records data.
be monitored using a Tech 2. The frequency will vary
within a range of around 4 to 7 g/s at idle to around 25 to 40
g/s at maximum engine load. DTC P0101 will be set if the f The PCM will turn the MIL “OFF” on the third
signal from the MAF sensor does not match a predicted consecutive trip cycle during which the diagnostic has
value based on throttle position and engine RPM.
Conditions for Setting the DTC warm-up cycles have occurred without a fault.
f DTC P0101 can be cleared by using the Tech 2 “Clear
f The engine is running. Info” function or by disconnecting the PCM battery
f No TP sensor or MAP sensor DTCs are set. feed.
f The throttle is steady, TP angle doesn’t change by
more than 1%. Diagnostic Aids
f System voltage is between 11.5 volts and 16 volts. An intermittent may be caused by the following:
f Calculated air flow is between 25 g/second and 40 f Poor connections.
g/second. f Mis-routed harness.
f Above conditions present for at least 1 second. f Rubbed through wire insulation.
f MAF signal frequency indicates an airflow significantly f Broken wire inside the insulation.
higher or lower than a predicted value based on throttle Refer to Intermittents under service category Symptoms.
position and engine RPM for a total of 12.5 seconds
over a 25-second period of time. Any un-metered air may cause this DTC to set. Check for
the following:
f The duct work at the MAF sensor for leaks. 2. The MAF system performance or “rationality”
f An engine vacuum leak. diagnostic uses the MAP sensor signal along with
f The PCV system for vacuum leaks. other input to calculate an expected airflow rate that
is then compared to the actual measured airflow
f An incorrect PCV valve.
from the MAF sensor. The first few steps of this
f The engine oil dip stick not fully seated. table verify that the MAP sensor is working properly.
f The engine oil fill cap loose or missing.
6. Verifies the signal circuit from the MAF sensor
Test Description electrical connector to the PCM.
Number(s) below refer to the step number(s) on the Verifies whether a ground and B+ circuit is
Diagnostic Chart. available.
DTC P0101 – MAF System Performance

performed? System
2. Disconnect the Mass Air Flow (MAF) Sensor
harness connector from the MAF Sensor.
3. Place an unpowered test lamp between the 12 volt
signal circuit and the ground circuit, both at the MAF
Sensor connector.
4. Ignition “ON,” Engine“OFF.”
Did the test lamp illuminate? — Go to Step 6 Go toStep 3
3 1. Ignition “ON,” Engine “OFF.”
2. Using a Digital Voltmeter (DVM), check the 12 volt
signal circuit for the correct voltage.
Did the DVM indicate a value within the following 11.5 to 12.5
range? Volt Go to Step 5 Go to Step 4
2. Check the 12 volt signal circuit for the following
conditions:
f An open circuit
f A short to ground
5 Check the MAF ground circuit for the following
conditions:
f An open circuit
Was a problem found? — Verify repair —
2. Check the MAF Sensor signal circuit between the
PCM and the MAF Sensor for the following
conditions:
f An open circuit
f A short to ground
f A short to battery voltage
DTC P0101 – MAF System Performance (Cont'd)

7 1. Connect the MAF Sensor wiring harness connector
to the MAF Sensor.
2. Connect the Tech 2 to the vehicle.
3. Place the Transmission in Park/Neutral, and fully
apply the Parking Brake.
5. Select the Mass Air Flow (MAF) parameter on the
Tech 2.
With the engine idling, does the Tech 2 display the
following value(s)? 4 to 7 g/s Go to Step 8 Go toStep 9
8 Observe the Tech 2 value while increasing the engine
RPM to its upper limit.
Does the Tech 2 display the following value(s)? 25 to 40 g/s Go to Step 10 Go toStep 9
9 Replace the MAF Sensor.
10 Replace the PCM.
IMPORTANT: The PCM must be reprogrammed. Refer
to PCM reprogramming.
And also refer to latest service bulletin.
Diagnostic Trouble Code (DTC) P0102 MAF Sensor Circuit Low Frequency
D06RW057
The mass air flow (MAF) sensor measures the amount of Failure Records data.
air which passes through it into the engine during a given
time. The powertrain control module (PCM) uses the Conditions for Clearing the MIL/DTC
mass air flow information to monitor engine operating
conditions for fuel delivery calculations. A large quantity f The PCM will turn the MIL “OFF” on the third
of air entering the engine indicates an acceleration or high been run and the fault condition is no longer present.
load situation, while a small quantity of air indicates
deceleration or idle. warm-up cycles have occurred without a fault.
The MAF sensor produces a frequency signal which can
be monitored using a Tech 2. The frequency will vary Info” function or by disconnecting the PCM battery
within a range of around 4 to 7 g/s at idle to around 1900 feed.
Hz at maximum engine load. DTC P0102 will be set if the
signal from the MAF sensor is below the possible range of Diagnostic Aids
a normally operating MAF sensor. Check for the following conditions:
Conditions for Setting the DTC for backed-out terminals, improper mating, broken
f The engine is running above 500 RPM for greater than locks, improperly formed or damaged terminals, and
10 seconds. poor terminal-to-wire connection.
f System voltage is above 11.5 volts. f Misrouted harness – Inspect the MAF sensor harness
f MAF signal frequency is below 1.6 g/s for a total of to ensure that it is not routed too close to high voltage
50-percent of the last 1000 samples monitored. A wires.
sample is taken every cylinder event. f Damaged harness – Inspect the wiring harness for
damage. If the harness appears to be OK, observe the
Action Taken When the DTC Sets Tech 2 while moving connectors and wiring harnesses
related to the MAF sensor. A change in the display will
f The PCM will illuminate the malfunction indicator lamp indicate the location of the fault.
(MIL) the first time the fault is detected. f Plugged intake air duct or filter element – A wide-open
f The PCM calculates an air flow value based on idle air throttle acceleration from a stop should cause the
control valve position, throttle position, RPM and mass air flow displayed on a Tech 2 to increase from
barometric pressure.
about 3-6 g/second at idle to 100 g/second or greater 2. This step verifies that the problem is present at idle.
at the time of the 1-2 shift. If not, check for a restriction. 4. A voltage reading of less than 4 or over 5 volts at the
If DTC P0102 cannot be duplicated, the information MAF sensor signal circuit indicates a fault in the
included in the Failure Records data can be useful in wiring or a poor connection.
determining vehicle mileage since the DTC was last set.
5. This verifies that ignition feed voltage and a good
Test Description ground are available at the MAF sensor.
Diagnostic Chart.
DTC P0102 – MAF Sensor Circuit Low Frequency

performed? System
2. With the engine idling, monitor “MAF Frequency”
display on the Tech 2. 2.85 – 6.65
Is the “MAF Frequency” below the specified value? g/s Go to Step 4 Go to Step 5
4. Using a Tech 2, monitor “DTC” info for DTC P0102. Refer to
2. Disconnect the MAF sensor connector.
4. Using a DVM, measure voltage between the MAF
sensor signal circuit and battery ground.
Is the voltage near the specified value? 5V Go to Step 5 Go to Step 8
5 Connect a test light between the MAF sensor ignition
feed and ground circuits at the MAF sensor harness
connector.
6 Connect a test light between the MAF sensor ignition
feed circuit and battery ground.
7 1. Check for a poor connection at the MAF sensor.
2. If a poor connection is found, replace the faulty
terminal(s).
Was a poor connection found? — Verify repair Go to Step 11
2. Disconnect the MAF sensor.
3. Disconnect the PCM connector for the MAF signal
circuit.
5. With the DVM, measure the voltage between the
MAF signal terminal at the PCM and battery ground.
Is the voltage under the specified value? 4V Go to Step 9 Go to Step 10
DTC P0102 – MAF Sensor Circuit Low Frequency (Cont'd)

2. Disconnect the PCM white connector.
4. Check the MAF sensor signal circuit for a short to 5
volts.
2. Disconnect the PCM white connector.
4. Check the MAF sensor signal circuit between the
PCM and the MAF sensor for an open, short to
ground, or short to the MAF ground circuit.
11 Locate and repair the open in the ground circuit to the
MAF sensor.
12 Locate and repair the open in the ignition feed circuit to
the MAF sensor.
13 Replace the MAF sensor.
14 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0103 MAF Sensor Circuit High Frequency
D06RW057
Circuit Description f The PCM calculates an airflow value based on idle air
control valve position, throttle position, RPM and
The mass air flow (MAF) sensor measures the amount of barometric pressure.
air which passes through it into the engine during a given
time. The powertrain control module (PCM) uses the when the DTC was set as Freeze Frame and in the
mass air flow information to monitor engine operating Failure Records data.
conditions for fuel delivery calculations. A large quantity
of air entering the engine indicates an acceleration or high Conditions for clearing the MIL/DTC
load situation, while a small quantity of air indicates
deceleration or idle. consecutive trip cycle during which the diagnostic has
The MAF sensor produces a frequency signal which can been run and the fault condition is no longer present.
be monitored using a Tech 2. The frequency will vary f A history DTC P0103 will clear after 40 consecutive
within a range of around 4 to 7 g/s at idle to around 9000 warm-up cycles have occurred without a fault.
Hz at maximum engine load. DTC P0103 will be set if the f DTC P0103 can be cleared by using the Tech 2 “Clear
signal from the MAF sensor is above the possible range of Info” function or by disconnecting the PCM battery
a normally operating MAF sensor. feed.

f The engine is running above 500 RPM for more than If DTC P0103 cannot be duplicated, the information
10 seconds. included in the Failure Records data can be useful in
f System voltage is above 11.5 volts. determining vehicle mileage since the DTC was last set.
f MAF signal frequency is above 40 g/s for a total of 50
percent of the last 200 samples monitored. A sample Test Description
is taken every cylinder event. Number(s) below refer to the step number(s) on the
Diagnostic Chart.
Action Taken When the DTC Sets 2. This step verifies that the problem is present at idle.
4. A frequency reading with the MAF sensor connector
disconnected indicates an electromagnetic
interference (EMI) related fault.
memory (EEPROM). When the PCM is being
replaced, the new PCM must be programmed.
Refer to PCM Replacement and Programming
Procedures in Powertrain Control Module (PCM)
and Sensor.
DTC P0103 – MAF Sensor Circuit High Frequency

performed? System
2. With the engine idling, monitor “MAF Frequency”
display on the Tech 2.
Is “MAF Frequency” above the specified value? 40 g/s Go to Step 4 Go to Step 7
2. Disconnect the MAF sensor connector.
3. Ignition “ON,” engine idling.
4. Using a Tech 2, monitor “MAF Frequency.”
Does the Tech 2 indicate a “MAF Frequency” at the
specified value? 0 g/s Go to Step 5 Go to Step 6
6 1. Check the MAF harness for incorrect routing near
high voltage components (solenoids, relays,
motors).
2. If incorrect routing is found, correct the harness
routing.
7 1. With the engine idling, monitor “MAF Frequency”
2. Quickly snap open throttle to wide open throttle
while under a road load and record value.
Does the Tech 2 indicate “MAF Frequency” above the
specified value? 40 g/s Go to Step 5 Go to Step 8
8 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0106 MAP System Performance
D06RX015
Circuit Description f The MAP value must vary for a total of 10 seconds over
a 20-second period of time that the samples were
The manifold absolute pressure (MAP) sensor responds monitored.
to changes in intake manifold pressure (vacuum). The
f The failure must occur for 2 consecutive trips.
MAP sensor signal voltage to the powertrain control
module (PCM) varies from below 2 volts at idle (high Action Taken When the DTC Sets
vacuum) to above 4 volts at wide-open throttle (low
vacuum) at sea level. f The PCM will illuminate the malfunction indicator lamp
The MAP sensor is used to determine: manifold pressure (MIL) after the second consecutive trip in which the
fault is detected.
changes while the linear exhaust gas recirculation (EGR)
flow test diagnostic is being run (refer to DTC P0401), f The PCM will default to a BARO value of 79.3 kPa.
engine vacuum level for some other diagnostics, and f The PCM will store conditions which were present
barometric pressure (BARO). The PCM compares the Failure Records data.
MAP sensor signal to a calculated MAP based on throttle
position and various engine load factors. If the PCM Conditions for Clearing the MIL/DTC
detects a MAP signal that varies excessively above or
below the calculated value, DTC P0106 will set. f The PCM will turn the MIL “OFF” on the third
f No TP sensor DTCs are present. warm-up cycles have occurred without a fault.
f Engine speed is steady, changing less then 100 RPM. f DTC P0106 can be cleared by using the Tech 2 “Clear
f Throttle position is steady, throttle angle changes less Info” function or by disconnecting the PCM battery
than 1%. feed.
f EGR flow rate is steady, changing less than 4%.
f IAC valve counts are steady, changing less than 10
Diagnostic Aids
counts. Check for the following conditions:
f No change in brake switch, A/C clutch, TCC or power f Poor connection at PCM – Inspect harness connectors
steering pressure switch status. for backed-out terminals, improper mating, broken
f Above conditions are met for longer than 1 second. locks, improperly formed or damaged terminals, and
poor terminal-to-wire connection.
f Actual MAP value varies more than 10 kPa.
f Damaged harness – Inspect the wiring harness for performing the DTC P1106 or P1107 Diagnostic Chart
damage. If the harness appears to be OK, observe the may isolate the cause of the fault.
MAP display on the Tech 2 while moving connectors f The MAP sensor shares a 5 Volt Reference with the
and wiring harnesses related to the sensor. A change Rough Road sensor. If these codes are also set, it
in the display will indicate the location of the fault. could indicate a problem with the 5 Volt reference
If DTC P0106 cannot be duplicated, the information circuit.
included in the Failure Records data can be useful in f The MAP sensor shares a ground with the Rough Road
determining vehicle mileage since the DTC was last set. Sensor, the ECT sensor, and the Transmission Fluid
If it is determined that the DTC occurs intermittently, Temperature sensor.
DTC P0106 – MAP System Performance

performed? System
4. Using a Tech 2, monitor “DTC” info for DTC P0106.
Does the Tech 2 indicate DTC P0106 failed? (If no, start
with diagnostic chart other sensors in the circuit and
see if 5 V returns) — Go to Step 4 Go to Step 3
3 1. Check for the following conditions:
f Vacuum hoses disconnected, damaged, or
incorrectly routed;
f Intake manifold vacuum leaks;
f Vacuum leaks at throttle body;
f Vacuum leaks at EGR valve flange and pipes;
f Crankcase ventilation valve faulty, missing or
incorrectly installed.
Refer to
4 1. Disconnect the MAP sensor electrical connector.
Is the MAP value near the specified value? 11 kPa Go to Step 5 Go to Step 13
5 1. Connect a test light between B+ and the MAP
sensor signal circuit at the MAP sensor harness
connector.
6 1. Jumper the 5 volt reference “A” circuit and the MAP
signal circuit together at the MAP sensor harness
connector.
2. Disconnect the PCM and check the sensor ground
circuit for high resistance, an open between the
PCM and the MAP sensor, or for a poor connection
at the PCM.
DTC P0106 – MAP System Performance (Cont'd)

8 1. Check the 5 volt reference “A” circuit for high
resistance, an open between the PCM and the MAP
sensor, or a poor connection at the PCM.
2. Disconnect the PCM, and check the MAP sensor
signal circuit for high resistance, an open, a short to
ground, or a short to the sensor ground circuit.
10 1. Check the MAP sensor signal circuit for a poor
Did the terminal require replacement? — Verify repair Go to Step 14
11 1. Check for a poor connection at the MAP sensor.
13 1. Ignition “OFF,” disconnected the PCM.
2. Ignition “ON,” check the MAP signal circuit for a
short to voltage or a short to the 5 volt reference “A”
circuit.
14 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0107 MAP Sensor Circuit Low Voltage
D06RX015

The manifold absolute pressure (MAP) sensor responds f The PCM will illuminate the malfunction indicator lamp
to changes in intake manifold pressure (vacuum). The (MIL) the first time the fault is detected.
MAP sensor signal voltage to the powertrain control f The PCM will default to a BARO value of 79.3 kPa.
module (PCM) varies from below 2 volts at idle (high f The PCM will store conditions which were present
vacuum) to above 4 volts with the ignition “ON,” engine when the DTC was set as Freeze Frame and in the
not running or at wide-open throttle (low vacuum). Failure Records data.
The MAP sensor is used to determine manifold pressure
changes while the exhaust gas recirculation (EGR) flow Conditions for Clearing the MIL/DTC
test diagnostic is being run (refer to DTC P0401), to f The PCM will turn the MIL “OFF” on the third
determine engine vacuum level for some other consecutive trip cycle during which the diagnostic has
diagnostics and to determine barometric pressure been run and the fault condition is no longer present.
(BARO). The PCM monitors the MAP signals for voltages f A history DTC P0107 will clear after 40 consecutive
outside the normal range of the MAP sensor. If the PCM warm-up cycles have occurred without a fault.
detects a MAP signal voltage that is excessively low, DTC f DTC P0107 can be cleared by using the Tech 2 “Clear
P0107 will be set. Info” function or by disconnecting the PCM battery
feed.
Diagnostic Aids
f No TP sensor DTCs present.
f Check for intermittent codes.
f Throttle angle is above 1% if engine speed is less than
1000 RPM. f The MAP sensor shares a ground with the Fuel Tank
Pressure Sensor, the ECT sensor, and the
f Throttle angle is above 2% if engine speed is above Transmission Fluid Temperature sensor.
1000 RPM.
f The MAP sensor indicates manifold absolute pressure for backed-out terminals, improper mating, broken
at or below 11 kPa for a total of approximately 10 locks, improperly formed or damaged terminals, and
seconds over a 16-second period. poor terminal-to-wire connection.
f Ignition voltage more than 11 volts. f Damaged harness – Inspect the wiring harness for
MAP display on the Tech 2 while moving connectors f The MAP sensor shares a 5 Volt Reference with the
and wiring harnesses related to the sensor. A change Fuel pressure sensor. If these codes are also set, it
in the display will indicate the location of the fault. could indicate a problem with the 5 Volt reference
If DTC P0107 cannot be duplicated, the information circuit.
included in the Failure Records data can be useful in f The MAP sensor shares a ground with the Fuel
determining vehicle mileage since the DTC was last set. pressure Sensor, the ECT sensor, and the
If it is determined that the DTC occurs intermittently, Transmission Fluid Temperature sensor.
performing the DTC P0107 Diagnostic Chart may isolate
the cause of the fault.
DTC P0107 – MAP Sensor Circuit Low Voltage

performed? System
2. With the throttle closed, observe the MAP value
displayed on the Tech 2. 11 kPa at sea
Is the MAP value near the specified value? level Go to Step 4 Go to Step 3
Refer to
4. Using a Tech 2, monitor “DTC” info for DTC P0107. Diagnostic
3. Jumper the 5 volt reference “A” circuit and the MAP
signal together at the MAP sensor harness
connector.
with the diagnosis chart for other sensors in the circuit
and see if 5V returns.) 5 V 104 kPa Go to Step 10 Go to Step 5
5 1. Disconnect the jumper.
2. Connect a test light between B+ and the MAP
sensor signal circuit at the MAP sensor harness
connector.
Is the MAP value near the specified value. 5 V 104 kPa Go to Step 6 Go to Step 8
“A” circuit for an open or short to ground.
3. If the 5 volt reference “A” circuit is open or shorted to
Was the 5 volt reference “A” circuit open or shorted to
7 Check the 5 volt reference “A” circuit for a poor
necessary.
DTC P0107 – MAP Sensor Circuit Low Voltage (Cont'd)

2. Disconnect the PCM, and check the MAP signal
3. If the MAP sensor signal circuit is open or shorted to
Was the MAP signal circuit open or shorted to ground? — Verify repair Go to Step 9
9 Check the MAP sensor signal circuit for a poor
connection at the PCM and the MAP sensor; replace
11 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0108 MAP Sensor Circuit Hight Voltage
D06RX015

The manifold absolute pressure (MAP) sensor responds f The PCM will illuminate the malfunction indicator lamp
to changes in intake manifold pressure (vacuum). The (MIL) the first time the fault is detected.
MAP sensor signal voltage to the powertrain control f The PCM will default to a BARO value of 79.3 kPa.
module (PCM) varies from below 2 volts at idle (high f The PCM will store conditions which were present
vacuum) to above 4 volts with the key “ON,” engine not when the DTC was set as Freeze Frame and in the
running or at wide- open throttle (low vacuum). Failure Records data.
changes while the linear EGR flow test diagnostic is being Conditions for Clearing the MIL/DTC
run (refer to DTC P0401), to determine engine vacuum f The PCM will turn the MIL “OFF” on the third
level for some other diagnostics and to determine consecutive trip cycle during which the diagnostic has
barometric pressure (BARO). The PCM monitors the been run and the fault condition is no longer present.
MAP signals for voltages outside the normal range of the f A history DTC P0108 will clear after 40 consecutive
MAP sensor. If the PCM detects a MAP signal voltage warm-up cycles have occurred without a fault.
that is excessively high, DTC P0108 will be set. f DTC P0108 can be cleared by using the Tech 2 “Clear
Conditions for Setting the DTC feed.
f No TP sensor DTCs present. Diagnostic Aids
f Engine is running for more than 10 seconds.
f Throttle position is below 3% if engine speed is below
1000 RPM. f Poor connection at PCM – Inspect harness connectors
for backed-out terminals, improper mating, broken
f Throttle position is below 10% if engine speed is above locks, improperly formed or damaged terminals, and
1000 RPM. poor terminal-to-wire connection.
f The MAP sensor indicates an intermittent manifold f Damaged harness – Inspect the wiring harness for
absolute pressure above 80 kPa for a total of damage. If the harness appears to be OK, observe the
approximately 10 seconds over a 16-second period. MAP display on the Tech 2 while moving connectors
and wiring harnesses related to the sensor. A change
in the display will indicate the location of the fault.
If DTC P0108 cannot be duplicated, the information f The MAP sensor shares a 5 Volt Reference with the
included in the Failure Records data can be useful in Fuel pressure sensor. If these codes are also set, it
determining vehicle mileage since the DTC was last set. If could indicate a problem with the 5 Volt reference
it is determined that the DTC occurs intermittently, circuit.
performing the DTC P1108 Diagnostic Chart may isolate f The MAP sensor shares a ground with the Fuel
the cause of the fault. pressure Sensor, the ECT sensor, and the
Transmission Fluid Temperature sensor.
DTC P0108 – MAP Sensor Circuit High Voltage

performed? System
2 1. If the engine idle is rough, unstable or incorrect,
repair the idle problem before using this chart. Refer
to Symptoms section.
2. With the engine idling, note the MAP value on the
Tech 2.
Is the MAP reading above the specified value? 90 kPa Go to Step 4 Go to Step 3
4. Note the MAP sensor voltage displayed on the Tech
2.
Is the MAP sensor voltage at the specified value? (If no,
start with diagnostic chart for other sensors in the
circuit and see if 5 V returns) 0.0 V 11 kPa Go to Step 5 Go to Step 6
5 Probe the sensor ground circuit with a test light to B+.
6 1. Check the MAP signal circuit for a short to voltage or
a short to the 5 volt reference “A” circuit.
2. If the MAP sensor signal circuit is shorted, repair
Was the MAP sensor signal circuit shorted? — Verify repair Go to Step 11
7 1. Check for a poor sensor ground terminal connection
at the MAP sensor electrical connector.
2. If a problem if found, replace the faulty terminal.
8 Check for a plugged or leaking vacuum supply to the
MAP sensor.
Is the vacuum supply plugged or leaking? — Verify repair Go to Step 12
9 1. Check for a poor sensor ground terminal connection
at the PCM.
2. If a problem is found, replace the faulty terminal.
DTC P0108 – MAP Sensor Circuit High Voltage (Cont'd)

10 1. Check the continuity of the MAP sensor ground
circuit.
2. If the MAP sensor ground circuit measures over 5
ohms, repair open or poor connection.
Was a condition found and corrected? — Verify repair Go to Step 11
11 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0112 IAT Sensor Circuit Low Voltage
D06RW078

The intake air temperature (IAT) sensor is a thermistor f The PCM will turn the MIL “OFF” on the third
which measures the temperature of the air entering the consecutive trip cycle during which the diagnostic has
engine. The powertrain control module (PCM) applies 5 been run and the fault condition is no longer present.
volts through a pull-up resistor to the IAT sensor. When f A history DTC P0112 will clear after 40 consecutive
the intake air is cold, the sensor resistance is high and the warm-up cycles have occurred without a fault.
PCM will monitor a high signal voltage on the IAT signal f DTC P0112 can be cleared by using the Tech 2 “Clear
circuit. If the intake air is warm, the sensor resistance is Info” function or by disconnecting the PCM battery
lower, causing the PCM to monitor a lower voltage. DTC feed.
P0112 will set when the PCM detects an excessively low
signal voltage on the intake air temperature sensor signal Diagnostic Aids
circuit. Check for the following conditions:
f The engine has been running for over 2 minutes. poor terminal-to-wire connection.
f Vehicle speed is greater than 30 mph (48 km/h) . f Damaged harness – Inspect the wiring harness for
f IAT signal voltage indicates an intake air temperature damage. If the harness appears to be OK, observe the
greater than 148°C (298°F) (about 5 volts) for a total IAT display on the Tech 2 while moving connectors and
of 12.5 seconds over a 25-second period of time. wiring harnesses related to the IAT sensor. A change
in the IAT display will indicate the location of the fault.
Action Taken When the DTC Sets If DTC P0112 cannot be duplicated, the information
f The PCM will illuminate the malfunction indicator lamp included in the Failure Records data can be useful in
(MIL) the first time the fault is detected. determining vehicle mileage since the DTC was last set.
when the DTC was set as Freeze Frame and in the Test Description
Failure Records data. Number(s) below refer to the step number(s) on the
Diagnostic Chart:
3. If DTC P0112 can be repeated only by duplicating
the Failure Records condition, refer to the
Temperature vs. Resistance Value table. The table
may be used to test the IAT sensor at various
temperatures to evaluate the possibility of a
“shifted” sensor that may be stored above or below
a certain temperature. If this is the case, replace
the IAT sensor. If the IAT sensor appears to be OK,
the fault is intermittent; refer to Diagnostic Aids.

°C °F OHMS
Temperature
vs. Resistance
Values
(approximate)
100 212 177
80 176 332
60 140 667
45 113 1188
35 95 1802
25 77 2796
15 59 4450
5 41 7280
–5 23 12300
–15 5 21450
–30 –22 52700
–40 –40 100700
DTC P0112 – IAT Sensor Circuit Low Voltage

performed? System
2. Using a Tech 2, monitor the intake air temperature
(IAT).
Is the intake air temperature greater than the specified 148°C
value? (283°F) Go to Step 4 Go to Step 3
3 1. Ignition “ON,” engine “OFF.” Review and record
Tech 2 Failure Records data.
3. Using a Tech 2, monitor the “DTC” info for DTC
P0112. Refer to
Does the Tech 2 indicate DTC P0112 failed this Refer to Test Diagnostic
ignition? — Description Aids
4. Observe the intake air temperature on the Tech 2. –38°C
Is the intake air temperature below the specified value? (–36°F) Go to Step 6 Go to Step 5
2. Disconnect the PCM electrical connectors.
3. Check the IAT sensor signal circuit for a short to
ground.
Is the IAT sensor signal circuit shorted to ground? — Verify repair Go to Step 7
7 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0113 IAT Sensor Circuit High Voltage
D06RW078

The intake air temperature (IAT) sensor is a thermistor f The PCM will turn the MIL “OFF” on the third
which measures the temperature of the air entering the consecutive trip cycle during which the diagnostic has
engine. The powertrain control module (PCM) applies 5 been run and the fault condition is no longer present.
circuit. If the intake air is warm, the sensor resistance is Info” function or by disconnecting the PCM battery
lower causing the PCM to monitor a lower voltage. DTC feed.
P0113 will set when the PCM detects an excessively high
signal voltage on the intake air temperature sensor signal Diagnostic Aids
circuit. Check for the following conditions:
f Vehicle speed is less than 20 mph (32 km/h). f Damaged harness – Inspect the wiring harness for
f ECT signal temperature is above 60°C (140°F). damage. If the harness appears to be OK, observe the
f Mass air flow is less then 20 g/second. IAT display on the Tech 2 while moving connectors and
f IAT signal voltage indicates an intake air temperature wiring harnesses related to the IAT sensor. A change
less than –39°C (–38°F) for total of 12.5 seconds over in the IAT display will indicate the location of the fault.
a 25-second period. If DTC P0113 cannot be duplicated, the information
included in the Failure Records data can be useful in
Action Taken When the DTC Sets determining vehicle mileage since the DTC was last set.
f The PCM will store conditions which were present Number(s) below refer to the step number(s) on the
when the DTC was set as Freeze Frame and in the Diagnostic Chart:
Failure Records data. 2. Verifies that the fault is present.
3. If DTC P0113 can be repeated only by duplicating Intake Air Temperature Sensor
“Temperature vs. Resistance Values” table. The °C °F OHMS
table may be used to test the IAT sensor at various
temperatures to evaluate the possibility of a Temperature
“shifted” sensor that may be open above or below a vs. Resistance
certain temperature. If this is the case, replace the Values
IAT sensor. If the IAT sensor appears to be OK, the (approximate)
fault is intermittent; refer to Diagnostic Aids. 100 212 177
80 176 332
60 140 667
45 113 1188
35 95 1802
25 77 2796
15 59 4450
5 41 7280
–5 23 12300
–15 5 21450
–30 –22 52700
–40 –40 100700
DTC P0113 –IAT Sensor Circuit High Voltage

performed? System
2 Ignition “ON,” engine “OFF.” Observe the “Intake Air
Temp” display on the Tech 2.
–38°C
Is the “Intake Air Temp” below the specified value? (–36°F) Go to Step 4 Go to Step 3
2. Review and record Tech 2 Failure Records data
parameters.
Refer to
4. Using a Tech 2, monitor “DTC” info for DTC P0113. Refer to Test Diagnostic
Does the Tech 2 indicate DTC P0113 failed? — Description Aids
3. Jumper the IAT signal circuit and the sensor ground
circuit together at the IAT sensor harness
connector.
5. Observe the “Intake Air Temp” display on the Tech
2. 140°C
Is the “Intake Air Temp” at the specified value? (284°F) Go to Step 6 Go to Step 5
5 1. Jumper the IAT signal circuit at the IAT sensor
2. Observe the “Intake Air Temp” display on the Tech
2. 140°C
Is the “Intake Air Temp” at the specified value? (284°F) Go to Step 7 Go to Step 8
DTC P0113 –IAT Sensor Circuit High Voltage (Cont'd)

6 Check for poor connections at the IAT sensor and
2. Disconnect the PCM, and check the IAT sensor
3. If the IAT sensor ground circuit is open, repair it as
necessary.
Was the IAT sensor ground circuit open? — Verify repair Go to Step 9
2. Disconnect the PCM, and check the IAT signal
3. If the IAT sensor signal circuit is open, repair it as
necessary.
Was the IAT signal circuit open? — Verify repair Go to Step 9
9 Check for a poor sensor ground or IAT signal circuit
Did any of the terminals need to be replaced? — Verify repair Go to Step 11
11 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0117 ECT Sensor Circuit Low Voltage
D06RW058

The engine coolant temperature (ECT) sensor is a f The PCM will turn the MIL “OFF” on the third
thermistor mounted on a coolant crossover pipe at the consecutive trip cycle during which the diagnostic has
front of the engine. The powertrain control module (PCM) been run and the fault condition is no longer present.
applies a voltage (about 5 volts) through a pull-up resistor f A history DTC P0117 will clear after 40 consecutive
to the ECT signal circuit. When the engine coolant is cold, warm-up cycles have occurred without a fault.
the sensor (thermistor) resistance is high, therefore the f DTC P0117 can be cleared by using the Tech 2 “Clear
PCM will measure a high signal voltage. As the engine Info” function or by disconnecting the PCM battery
coolant warms, the sensor resistance becomes lower, feed.
and the ECT signal voltage measured at the PCM drops.
With a fully warmed-up engine, the ECT signal voltage Diagnostic Aids
should measure about 1.5 to 2.0 volts. Check for the following conditions:
f Engine running time is longer than one minute. poor terminal-to-wire connection.
f The ECT sensor signal indicates an engine coolant f Damaged harness – Inspect the wiring harness for
temperature greater than 150°C (302°F) (about 0.10 damage. If the harness appears to be OK, observe the
V) for a total of 50 seconds over a 100-second period. ECT display on the Tech 2 while moving connectors
and wiring harnesses related to the ECT sensor. A
Action Taken When the DTC Sets change in the ECT display will indicate the location of
f The PCM will illuminate the malfunction indicator lamp the fault.
(MIL) the first time the fault is detected. If DTC P0117 cannot be duplicated, the information
f The PCM will substitute the ECT reading with a default included in the Failure Records data can be useful in
engine coolant temperature value. The default value determining vehicle mileage since the DTC was last set.
is based on start-up intake air temperature and running If it is determined that the DTC occurs intermittently,
time. performing the DTC P1114 Diagnostic Chart may isolate
f The PCM will store conditions which were present the cause of the fault.
Test Description
Diagnostic Chart.
“Temperature vs. Resistance Values” table. The
table may be used to test the ECT sensor at various
“shifted” sensor that may be shorted above or below
the ECT sensor. If the ECT sensor appears to be
OK, the fault is intermittent; refer to Diagnostic Aids.

°C °F OHMS
Temperature
vs. Resistance
Values
(approximate)
100 212 177
80 176 332
60 140 667
45 113 1188
35 95 1802
25 77 2796
15 59 4450
5 41 7280
–5 23 12300
–15 5 21450
–30 –22 52700
–40 –40 100700
DTC P0117 – ECT Sensor Low Voltage

performed? System
2. Observe the “Eng Cool Temp” display on the Tech 2. 139°C
Is the “Eng Cool Temp” below the specified value? (282°F) Go to Step 4 Go to Step 3
2. Observe the “Eng Cool Temp” display on the Tech 2. –39°C
Is the “Eng Cool Temp” at the specified value? (–38°F) Go to Step 6 Go to Step 5
2. Disconnect the PCM and check the ECT signal
circuit for a short to ground or a short to the sensor
ground circuit.
3. If the ECT signal circuit is shorted. repair it as
necessary.
Was the ECT signal circuit shorted to ground? — Verify repair Go to Step 7
7 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0118 ECT Sensor Circuit High Voltage
D06RW058

The engine coolant temperature (ECT) sensor is a f The PCM will turn the MIL “OFF” on the third
thermistor mounted in on a coolant crossover pipe at the consecutive trip cycle during which the diagnostic has
front of the engine. The powertrain control module (PCM) been run and the fault condition is no longer present.
applies a voltage (about 5 volts) through a pull-up resistor f A history DTC P0118 will clear after 40 consecutive
to the ECT signal circuit. When the engine coolant is cold, warm-up cycles have occurred without a fault.
the sensor (thermistor) resistance is high, therefore the f DTC P0118 can be cleared by using the Tech 2 “Clear
PCM will measure a high signal voltage. As the engine Info” function or by disconnecting the PCM battery
coolant warms, the sensor resistance becomes less, and feed.
the ECT signal voltage measured at the PCM drops. With
a fully warmed-up engine, the ECT signal voltage should Diagnostic Aids
measure about 1.5 to 2.0 volts. Check for the following conditions:
f Engine running time is longer than 1.5 minutes. poor terminal-to-wire connection.
f The ECT sensor signal indicates an engine coolant f Damaged harness – Inspect the wiring harness for
temperature of –39°C (–38°F) or less (about 5 volts) damage. If the harness appears to be OK, observe the
for a total of 50 seconds over a 100-second period. ECT display on the Tech 2 while moving connectors
f The PCM will illuminate the malfunction indicator lamp the fault.
(MIL) the first time the fault is detected. If DTC P0118 cannot be duplicated, the information
f The PCM will substitute the ECT reading with a default included in the Failure Records data can be useful in
engine coolant temperature value. The default value determining vehicle mileage since the DTC was last set.
is based on start-up intake air temperature and running If it is determined that the DTC occurs intermittently,
time. performing the DTC P1115 Diagnostic Chart may isolate
f The PCM will store conditions which were present the cause of the fault.
Test Description Engine Coolant Temperature Sensor

Diagnostic Chart. °C °F OHMS
2. Verifies that the fault is present. Temperature
vs. Resistance
Values
(approximate)
“Temperature vs. Resistance Value” table. The
table may be used to test the ECT sensor at various 100 212 177
80 176 332
a certain temperature. If this is the case, replace 60 140 667
the ECT sensor. If the ECT sensor appears to be
45 113 1188
OK, the fault is intermittent; refer to Diagnostic Aids.
35 95 1802
25 77 2796
15 59 4450
5 41 7280
–5 23 12300
–15 5 21450
–30 –22 52700
–40 –40 100700
DTC P0118 – ECT Sensor Circuit High Voltage

performed? System
2. Observe the “Eng Cool Temp” display on the Tech 2. –39°C
Is the “Eng Cool Temp” below the specified value? (–38°F) Go to Step 4 Go to Step 3
4. Using a Tech 2, monitor the “DTC” info for DTC Refer to
P0118. Refer to Test Diagnostic
Does the Tech 2 indicate DTC P0118 failed? — Description Aids
2. Jumper the ECT signal circuit and the sensor
ground circuit together at the ECT sensor harness
connector.
Is the “Eng Cool Temp” at the specified value? (284°F) Go to Step 6 Go to Step 5
5 1. Jumper the ECT signal circuit at the ECT sensor
Is the “Eng Cool Temp” at the specified value? (284°F) Go to Step 7 Go to Step 8
6 Check for poor connections at the ECT sensor and
DTC P0118 – ECT Sensor Circuit High Voltage (Cont'd)

2. Disconnect the PCM, and check the ECT sensor
3. If the ECT sensor ground circuit is open, repair it as
necessary.
Was the ECT sensor ground circuit open? — Verify repair Go to Step 9
2. Disconnect the PCM, and check the ECT signal
3. If the ECT sensor signal circuit is open, repair it as
necessary.
Was the ECT signal circuit open? — Verify repair Go to Step 9
9 Check for a poor sensor ground or ECT signal circuit
Did any of the terminals need to be replaced? — Verify repair Go to Step 11
11 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0121 TP System Performance
D06RW059
The throttle position (TP) sensor circuit provides a voltage Failure Records data.
signal that changes relative to throttle blade angle. The
f The PCM will use a default throttle position based on
signal voltage will vary from about 0.6 volts at closed mass air flow and RPM.
throttle to about 4.5 volts at wide open throttle (WOT).
The TP signal is one of the most important inputs used by Conditions for Clearing the MIL/DTC
the powertrain control module (PCM) for fuel control and
many of the PCM-controlled outputs. The PCM monitors f The PCM will turn the MIL “OFF” on the third
throttle position and compares actual throttle position been run and the fault condition is no longer present.
from the TP sensor to a predicted TP value calculated
from engine speed. If the PCM detects an out-of-range warm-up cycles have occurred without a fault.
condition, DTC P0121 will set. f DTC P0121 can be cleared by using the Tech 2 “Clear
info ” function or by disconnecting the PCM battery
f The engine is running.
f No MAP DTCs, or P0121, P0122, P1122, P0123 DTCs Diagnostic Aids
are set. Check for the following conditions:
f MAP reading is below 55 kPa. f Skewed MAP signal or faulty MAP sensor – An
f Throttle is steady, throttle angle is changing less than incorrect MAP signal may cause the PCM to incorrectly
1%. calculate the predicted TP sensor value during high
engine load situations. Check for an unusually low
f Predicted throttle angle is not close to actual throttle MAP reading. This condition can cause DTC P0121 to
angle. be set.
f Above conditions are present for a total of 12.5 f The TP Sensor shares a 5 Volt reference with the EGR
seconds over a 25-second period of time. Valve.
Action Taken When the DTC Sets If these codes are also set, it could indicate a
f The PCM will illuminate the malfunction indicator lamp components itself.
fault is detected. f The TP Sensor share a ground with the EGR Valve and
the IAT Sensor.
f Poor connection at PCM – Inspect harness connectors If DTC P0121 cannot be duplicated, the information
for backed-out terminals, improper mating, broken included in the Failure Records data can be useful in
locks improperly formed or damaged terminals, and determining vehicle mileage since the DTC was last set.
poor terminal-to-wire connection. If it is determined that the DTC occurs intermittently,
f Damaged harness – Inspect the wiring harness for performing the DTC P1122 and DTC P1121 Diagnostic
damage. If the harness appears to be OK, observe the Charts may isolate the cause of the fault.
ECT display on the Tech 2 while moving connectors
and wiring harnesses related to the sensor. A change
DTC P0121 –TP System Performance

performed? System
2 1. Ignition “ON,” engine not running.
2. Observe the MAP reading on the Tech 2.
Is the MAP reading less than the specified value? 65 kPa Go to Step 3 Go to Step 6
3 1. Disconnected the MAP sensor.
2. Connect a test light between the 5 volt reference “A”
circuit and the MAP signal circuit at the MAP sensor
harness connector.
3. Observe the MAP reading on the Tech 2.
Is the MAP reading less than the specified value? (If no,
start with diagnosis chart for other sensors in the circuit
and see if 5V returns.) 65 kPa Go to Step 5 Go to Step 4
4 1. Check the MAP signal circuit between the PCM and
the MAP sensor for an open, short to ground, or
short to the MAP ground circuit.
2. If the MAP signal circuit is open or shorted, repair it
as necessary.
Was the MAP signal circuit open or shorted? — Verify repair Go to Step 12
6 Observe the TP angle reading on the Tech 2 while Closed
slowly opening the throttle. throttle = 0%
Does the TP angle increase steadily and evenly from Wide open Refer to
the closed throttle value to the wide open throttle throttle = Diagnostic
value? 100% Aids Go to Step 7
7 1. Disconnect the TP sensor.
2. Observe the TP sensor reading on the Tech 2.
Is the TP sensor reading near the specified value? 0V Go to Step 8 Go to Step 9
8 1. Connect a test light between the 5 volt reference “A”
circuit and the TP sensor signal circuit at the TP
2. Observe the TP sensor reading on the Tech 2.
Is the TP sensor reading at the specified value? 5V Go to Step 11 Go to Step 10
DTC P0121 –TP System Performance (Cont'd)

9 Check the following items:
1. TP signal circuit for a short to voltage.
2. TP sensor ground circuit for high resistance
between the PCM and the TP sensor.
3. TP sensor ground circuit for a poor connection.
4. If a problem is found, repair wiring harness as
necessary.
10 Check the following items:
1. TP signal circuit or 5 volt reference “A” circuit for a
poor connection.
2. TP signal circuit or 5 volt reference “A” circuit for
high resistance between the PCM and the TP
sensor.
3. If a problem is found, repair wiring harness as
necessary.
12 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0122 TP Sensor Circuit Low Voltage
D06RW059
Circuit Description f DTC P0122 can be cleared by using the Tech 2 “Clear
The throttle position (TP) sensor circuit provides a voltage feed.
signal voltage will vary from below 0.6 volts at closed Diagnostic Aids
The TP signal is used by the powertrain control module
(PCM) for fuel control and many of the PCM-controlled f Poor connection at PCM – Inspect harness connectors
outputs. locks, improperly formed or damaged terminals, and
Conditions for Setting the DTC f The TP Sensor shares a 5 Volt reference with the EGR
f The ignition is “ON.” Valve.
f TP sensor signal voltage is less than 0.22 volt for a total If these codes are also set, it could indicate a
of 0.78 second over a 1.5-second period. problem with the 5 Volt reference circuit or
components itself.
Action Taken When the DTC Sets f The TP Sensor share a ground with the EGR Valve and
f The PCM will illuminate the malfunction indicator lamp the IAT Sensor.
(MIL) the first time the fault is detected. f Damaged harness – Inspect the wiring harness for
f The PCM will store conditions which were present damage. If the harness appears to be OK, observe the
when the DTC was set as Freeze Frame and in the throttle position display on the Tech 2 while moving
Failure Records data. connectors and wiring harnesses related to the TP
f The PCM will use a default throttle position based on sensor. A change in the display will indicate the
mass air flow and RPM. location of the fault.
If DTC P0122 cannot be duplicated, the information
Conditions for Clearing the MIL/DTC included in the Failure Records data can be useful in
determining vehicle mileage since the DTC was last set.
f The PCM will turn the MIL “OFF” on the third If it is determined that the DTC occurs intermittently,
been run and the fault condition is no longer present. performing the DTC P1122 Diagnostic Chart may isolate
f A history DTC P0122 will clear after 40 consecutive the cause of the fault.
DTC P0122 –TP Sensor Circuit Low Voltage

performed? System
2. With the throttle closed, observe the “TP Sensor”
Is the “TP Sensor” below the specified value? 0.22 V Go to Step 4 Go to Step 3
4. Using a Tech 2, monitor the “DTC” info for DTC Refer to
P0122. Diagnostic
2. Disconnect the TP sensor electrical connector.
3. Jumper the 5 volt reference “A” circuit and the TP
signal together at the TP sensor harness connector.
Observe the “TP Sensor” display on the Tech 2.
Is the “TP Sensor” at the specified value? 5V Go to Step 10 Go to Step 5
5 1. Disconnect jumper.
2. Connect a test light between B+ and the TP sensor
signal circuit at the TP sensor harness connector.
Observe the “TP Sensor” display on the Tech 2.
Is the “TP Sensor” at the specified value? (If no, start
with diagnosis chart for other sensors in the circuit and
see if 5V returns.) 5V Go to Step 6 Go to Step 8
“A” circuit for an open or short to ground.
3. If the 5 volt reference “A” circuit is open or shorted to
Was the 5 volt reference “A” circuit open or shorted to
7 Check the 5 volt reference “A” circuit for a poor
necessary.
2. Disconnect the PCM, and check the TP signal
3. If the TP sensor signal circuit is open or shorted to
Was the TP signal circuit open or shorted to ground? — Verify repair Go to Step 9
DTC P0122 –TP Sensor Circuit Low Voltage (Cont'd)

necessary.
connection at the TP sensor and replace the terminal if
necessary.
12 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0123 TP Sensor Circuit High Voltage
D06RW059
The throttle position (TP) sensor circuit provides a voltage feed.
signal voltage will vary from about 0.6 volts at closed Diagnostic Aids
The TP signal is one of the most important inputs used by
the powertrain control module (PCM) for fuel control and f The TP sensor shares a 5 Volt Reference with the EGR
Position sensor. Check the 5 Volt reference if these
many of the PCM-controlled outputs. DTCs are also set.
Conditions for Setting the DTC f The TP sensor shares a ground with the IAT sensor
and the EGR position Sensor. Check the ground if
f The ignition is “ON.” these other DTCs are also set.
f TP sensor signal voltage is greater than 4.88 volts for f Poor connection at PCM – Inspect harness connectors
a total of 0.78 second over a 1.5-second period. for backed-out terminals, improper mating, broken
Action Taken When the DTC Sets poor terminal-to-wire connection.
f The PCM will illuminate the malfunction indicator lamp f Damaged harness – Inspect the wiring harness for
(MIL) the first time the fault is detected. damage. If the harness appears to be OK, observe the
TP sensor display on the Tech 2 while moving
f The PCM will store conditions which were present connectors and wiring harnesses related to the TP
when the DTC was set as Freeze Frame and in the sensor. A change in the display will indicate the
Failure Records data. location of the fault.
f The PCM will use a default throttle position based on f Faulty TP sensor – With the ignition key “ON,” engine
mass air flow and RPM. “OFF,” observe the TP sensor display on the Tech 2
while slowly depressing the accelerator to wide open
Conditions for Clearing the MIL/DTC throttle. If a voltage over 4.88 volts is seen at any point
in normal accelerator travel, replace the TP sensor.
consecutive trip cycle during which the diagnostic has If DTC P0123 cannot be duplicated, the information
been run and the fault condition is no longer present. included in the Failure Records data can be useful in
f A history DTC P0123 will clear after 40 consecutive determining vehicle mileage since the DTC was last set.
warm-up cycles have occurred without a fault. If it is determined that the DTC occurs intermittently,
performing the DTC P1121 Diagnostic Chart may isolate f EGR valve
the cause of the fault. Disconnect the component while observing the TP
sensor display on the Tech 2. If the reading
Test Description changes drastically when this component is
Number (s) below refer to the step number(s) on the disconnected, replace the component that
Diagnostic Chart. affected the reading.
7. Components that share the TP sensor 5 volt reference
“A” circuit include the following device:
DTC P0123 – TP Sensor Circuit High Voltage

performed? System
2. With the throttle closed, observe the “TP Sensor”
Is the “TP Sensor” above the specified value? 4.88 V Go to Step 4 Go to Step 3
Refer to
4. Using a Tech 2, monitor “DTC” info for DTC P0123. Diagnostic
Does the Tech 2 indicate DTC P0123 failed. — Go to Step 4 Aids
4 1. Disconnect the TP sensor electrical connector.
2. Observe the “TP Sensor” display on the Tech 2.(If
no, start with diagnostic chart other sensors in the
circuit and see if 5 V returns)
Is the “TP Sensor” near the specified value? 0V Go to Step 5 Go to Step 6
5 Probe the sensor ground circuit at the TP sensor
harness connector with a test light connected to B+.
3. Check for a short to voltage on the TP sensor signal
circuit.
4. If the TP sensor signal circuit is shorted, repair it as
necessary.
Was the TP sensor signal circuit shorted? — Verify repair Go to Step 12
2. Monitor the “TP Sensor” Tech 2 display while
disconnecting each of the components that share
the 5 volt reference “A” circuit (one at a time).
3. If the “TP Sensor” Tech 2 display changes, replace
the component that caused the display to change
when disconnected.
Does disconnecting any of these components cause
the “TP Sensor” display to change? — Verify repair Go to Step 8
DTC P0123 – TP Sensor Circuit High Voltage (Cont'd)

3. Check for a short to B+ on the 5 volt reference “A”
circuit.
4. If the 5 volt reference “A” circuit is shorted, repair it
as necessary.
Was the 5 volt reference “A” circuit shorted? — Verify repair Go to Step 9
9 Check for poor electrical connections at the TP sensor
and replace terminals if necessary.
2. Disconnect the PCM, and check for an open sensor
ground circuit to the TP sensor.
Was the sensor ground circuit to the TP sensor open? — Verify repair Go to Step 12
12 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0125 ECT Excessive Time to Closed Loop
Fuel Control
D06RW058
Circuit Description f For a warm engine (intake air temperature is greater

than 10°C/50°F), engine coolant temperature
To provide the best possible combination of driveability, sufficient to allow “closed loop” operation
fuel economy, and emission control, a “closed loop” (50°C/122°F) is not achieved within 2 minutes of
air/fuel metering system is used. When the vehicle is first start-up. For a cold engine (intake air temperature
started, the powertrain control module (PCM) controls between(–7°C and 10°C), engine coolant temperature
fuel delivery in “open loop,” ignoring the heated oxygen sufficient to allow “closed loop” operation
sensor (HO2S) signals and calculating air/fuel ratio based (50°C/122°F) is not achieved within 10 minutes of
on inputs from the engine coolant temperature, throttle start-up.
position, and mass air flow sensors. The PCM will begin f The above condition fails 20 consecutive times.
using the Bank 1 HO2S 1 and Bank 2 HO2S 1 signals for
controlling fuel delivery under “closed loop” conditions Action Taken When the DTC Sets
when the following conditions have been met: f The PCM will illuminate the malfunction indicator lamp
f The HO2S output signals are varying, indicating that (MIL) after the second consecutive trip in which the
the sensors are hot enough to operate properly. fault is detected.
f The engine coolant temperature sensor indicates f The PCM will store conditions which were present
coolant temperature above 50°C (122°F). when the DTC was set as Freeze Frame and in the
f Time since start-up is at least 16 seconds for a warm
engine or 23 seconds for a cold engine. Conditions for Clearing the MIL/DTC
Conditions for Setting the DTC f The PCM will turn the MIL “OFF” on the third
f No active IAT or ECT DTC(s) are present. been run and the fault condition is no longer present.
f Engine is running. f A history DTC P0125 will clear after 40 consecutive
f Vehicle speed is greater than 5 mph (8 km/h) . warm-up cycles have occurred without a fault.
f Intake air temperature is greater than –10°C (14°F) f DTC P0125 can be cleared by using the Tech 2 “Clear
0°C (32°F). Info” function or by disconnecting the PCM battery
f Start-up engine coolant temperature is between –10°C feed.
(–14°F) and 28°C (82°F).
Diagnostic Aids Engine Coolant Temperature

DTC P0125 set indicates a faulty ECT sensor.
Comparing the engine coolant temperature displayed on °C °F OHMS
a Tech 2 with actual coolant temperature measured with a Temperature
thermometer may isolate this condition. If the displayed vs. Resistance
engine coolant temperature is not close to the actual Values
coolant temperature, replace the ECT sensor. (approximate)
Check for the following conditions: 100 212 177
for backed-out terminals, improper mating, broken 80 176 332
locks, improperly formed or damaged terminals, and 60 140 667
f Damaged harness – Inspect the wiring harness for 45 113 1188
damage. If the harness appears to be OK, observe the 35 95 1802
display on the Tech 2 while moving connectors and
wiring harnesses related to the sensor. A change in the 25 77 2796
If DTC P0125 cannot be duplicated, the information 15 59 4450
included in the Failure Records data can be useful in 5 41 7280
determining vehicle mileage wince the DTC was last set.
–5 23 12300
Test Description –15 5 21450
Number(s) below refer to the step number(s) on the –30 –22 52700
Diagnostic Chart.
–40 –40 100700
2. Comparing the engine coolant temperature displayed
on a Tech 2 with actual coolant temperature
measured with a thermometer may isolate this
condition. If the displayed engine coolant
temperature is not close to the actual coolant
temperature, replace the ECT sensor. If the
temperatures are close, the fault is intermittent;
refer to Diagnostic Aids.
DTC P0125 –ECT Excessive Time to Closed Loop Fuel Control

performed? System
2 Are any ECT sensor DTCs set? Go to
applicable
ECT sensor
3 1. Allow the engine to cool completely.
2. Check the cooling system coolant level (refer to
Is the coolant level OK? — Go to Step 4 Go to Step 9
2. With the engine idling, monitor “ENG COOL TEMP”
display on the Tech 2. Refer to
Does “ENG COOL TEMP” increase to above the Diagnostic
specified value within 2 minutes? 21°C (70°F) Aids Go to Step 5
5 Check for proper operation of the thermostat (refer to
Is the thermostat operating correctly? — Go to Step 6 Go to Step 9
DTC P0125 –ECT Excessive Time to Closed Loop Fuel Control (Cont'd)
6 Compare engine coolant temperature displayed on the
Tech 2 to the actual coolant temperature measured
with a thermometer. (Observe normal precautions
when opening the cooling system.)
Is the Tech 2 engine coolant temperature indication
close to the measured temperature? — Go to Step 9 Go to Step 7
3. Using a DVM, measure the resistance of the ECT at
the PCM connector.
4. Compare the DVM reading with the chart in “Test
Description.”
Is the chart value approximately equal to the
thermometer reading? — Go to Step 12 Go to Step 8
8 Check for high resistance in wiring related to the ECT
sensor. Also, check for poor connections at the ECT
sensor and the PCM.
9 Refer to Cooling and Radiator for cooling system
diagnosis and repair condition as necessary.
10 Replace the faulty terminal(s) or repair faulty wiring as
necessary.
12 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0131 HO2S Circuit Low Voltage Bank 1
Sensor 1
D06RW081

sensor (HO2S) signal high and signal low circuits. When f The PCM will store conditions which were present
measured with a 10 megaohm digital voltmeter, this may when the DTC was set as Freeze Frame and in the
display as low as 350 mV. The oxygen sensor varies the Failure Records data.
voltage within a range of about 1000 mV when the f “Open loop” fuel control will be in effect.
exhaust is rich, down through about 10 mV when exhaust
is lean. The PCM constantly monitors the HO2S signal Conditions for Clearing the MIL/DTC
during “closed loop” operation and compensates for a rich f The PCM will turn the MIL “OFF” on the third
or lean condition by decreasing or increasing injector consecutive trip cycle during which the diagnostic has
pulse width as necessary. If the Bank 1 HO2S 1 voltage been run and the fault condition is no longer present.
remains excessively low for an extended period of time, f A history DTC P0131 will clear after 40 consecutive
DTC P0131 will be set. warm-up cycles have occurred without a fault.
Conditions for Setting the DTC Info” function or by disconnecting the PCM battery
feed.
f No related DTCs.
f Vehicle is operating in “closed loop.” Diagnostic Aids
f Engine coolant temperature is above 60°C (140°F) Check for the following conditions:
f “Closed loop” commanded air/fuel ratio is between f Heated oxygen sensor wiring – The sensor pigtail may
14.5 and 14.8. be routed incorrectly and contacting the exhaust
f Throttle angle is between 3% and 19%. system.
f Bank 1 HO2S 1 signal voltage remains below 22 mV f Poor PCM to engine block grounds.
during normal “closed loop” operation for a total of 77 f Fuel pressure – The system will go lean if pressure is
seconds over a 90-second period of time. too low. The PCM can compensate for some
decrease. However, If fuel pressure is too low, a DTC alcohol in the fuel can also cause this condition. Refer
P0131 may be set. Refer to Fuel System Diagnosis. to Fuel System Diagnosis for the procedure to check
f Lean injector(s) – Perform “Injector Balance Test.” for fuel contamination.
f Vacuum leaks – Check for disconnected or damaged f If none of the above conditions are present, replace the
vacuum hoses and for vacuum leaks at the intake affected HO2S.
manifold, throttle body, EGR system, and PCV system.
f Exhaust leaks – An exhaust leak may cause outside air Test Description
to be pulled into the exhaust gas stream past the Number(s) below refer to step numbers on the diagnostic
HO2S, causing the system to appear lean. Check for chart.
exhaust leaks that may cause a false lean condition to 3. DTC P0131 failing during operation may indicate a
be indicated.
condition described in the “Diagnostic Aids” above.
f MAF sensor – The system can go lean if the MAF If the DTC P0131 test passes while the Failure
sensor signal indicates an engine airflow
measurement that is not correct. Disconnect the MAF Records conditions are being duplicated, an
sensor to see if the lean condition is corrected. If so, intermittent condition is indicated.
replace the MAF sensor. Reviewing the Failure Records vehicle mileage since the
can be delivered to the fuel injectors. The water can the condition that caused the DTC to be set occurs. This
cause a lean exhaust to be indicated. Excessive may assist in diagnosing the condition.
DTC P0131 –HO2S Circuit Low Voltage Bank 1 Sensor 1

performed? System
under “Conditions for Setting the DTC” criteria
included in Diagnostic Support.
3 1. Ignition “ON,” engine “OFF,” review and record Tech
2 Failure Records data and note parameters.
3. Using a Tech 2, monitor “DTC” info for DTC P0131
until the DTC P0131 test runs.
Refer to
Note test result.
Diagnostic
Does Tech 2 indicate DTC P0131 failed this ignition? — Go to Step 4 Aids
3. Check the Bank 1 HO2S 1 high and low circuits for a
short to ground or a short to the heater ground
circuit.
Are the Bank 1 HO2S 1 signal circuits shorted to
ground? — Go to Step 5 Go to Step 6
6 1. Turn the ignition “OFF,” HO2S 1 and PCM
disconnected.
signal circuits.
DTC P0131 –HO2S Circuit Low Voltage Bank 1 Sensor 1 (Cont'd)

2. Reconnect the PCM, leave the sensor
disconnected.
3. Ignition “ON.” Refer to
Does the Tech 2 indicate Bank 1 HO2S 1 voltage Diagnostic
between the specified values? 425–475 mV Aids Go to Step 9
9 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0132 HO2S Circuit High Voltage Bank 1
Sensor 1
D06RW081

remains excessively high for an extended period of time, f A history DTC P0132 will clear after 40 consecutive
feed.
f No related DTCs.
f Engine coolant temperature is above 60°C (140°F) Diagnostic Aids
f “Closed loop” commanded air/fuel ratio is between Check the following items:
14.5 and 14.8.
f Fuel pressure – The system will go rich if pressure is
f Throttle angle is between 3% and 19%. too high. The PCM can compensate for some
f Bank 1 HO2S 1 signal voltage remains above 952 mV increase. However, if fuel pressure is too high, a DTC
during normal “closed loop” operation for a total of 77 P0132 may be set. Refer to Fuel System Diagnosis.
seconds over a 90-second period. f Perform “Injector Balance Test” – Refer to Fuel System
OR Diagnosis.
f Bank 1 HO2S 1 signal voltage remains above 500 mV f Check the EVAP canister for fuel saturation – If full of
during “deceleration fuel cutoff mode” operation for 3 fuel, check canister control and hoses. Refer to
seconds. Evaporative (EVAP) Emission Control System.
f MAF sensor –The system can go rich if MAF sensor An HO2S which is faulty and not allowing a full voltage
signal indicates an engine airflow measurement that is swing between the rich and lean thresholds can also
not correct. Disconnect the MAF sensor to see it the cause this condition. Operate the vehicle by
rich condition is corrected. If so, replace the MAF monitoring the HO2S voltage with a Tech 2. If the
sensor. HO2S voltage is limited within a range between 300
f Check for a leak in the fuel pressure regulator mV to 600 mV, check the HO2S signal circuit wiring
diaphragm by checking the vacuum line to the and associated terminal conditions.
regulator for the presence of fuel. There should be no f If none of the above conditions are present, replace the
fuel in the vacuum line. affected HO2S.
f An intermittent TP sensor output will cause the system
to go rich due to a false indication of the engine Test Description
accelerating. Number(s) below refer to the step number(s) on the
f Shorted Heated Oxygen Sensor (HO2S) –If the HO2S Diagnostic Chart.
is internally shorted, the HO2S voltage displayed on
the Tech 2 will be over 1 volt. Try disconnecting the 3. DTC P0132 failing during “deceleration fuel cutoff
affected HO2S with the key “ON,” engine “OFF.” If the mode” operation may indicate a condition described
displayed HO2S voltage changes from over 1000 mV in the “Diagnostic Aids” above. If the DTC P0132
to around 450 mV, replace the HO2S. Silicon test passes while the Failure Records conditions are
contamination of the HO2S can also cause a high being duplicated, an intermittent condition is
HO2S voltage to be indicated. This condition is indicated.
indicated by a powdery white deposit on the portion of Reviewing the Failure Records vehicle mileage since the
the HO2S exposed to the exhaust stream. If diagnostic test last failed may help determine how often
contamination is noticed, replace the affected HO2S.
f Open HO2S Signal Circuit or Faulty HO2S–A poor may assist in diagnosing the condition.
connection or open in the HO2S signal circuit can
cause the DTC to set during deceleration fuel mode.
DTC P0132 – HO2S Circuit High Voltage Bank 1 Sensor 1

performed? System
under “Conditions for Setting the DTC” included in 952 mV (500
Diagnostic Support.
mV in
Does the Bank 1 HO2S 1 voltage remain above the fuel cutoff
3 1. Ignition “ON,” review and record Tech 2 Failure
Records data.
4. At HO2S Bank 1 Sensor 1 connector (PCM side)
use a DVM to measure voltages at the high and low
signal terminals.
Are the voltages in the specified range? 3-4 V Go to Step 5 Go to Step 6
DTC P0132 – HO2S Circuit High Voltage Bank 1 Sensor 1 (Cont'd)

6 1. Ignition “ON,” engine“OFF.”
2. At Bank 1 HO2S 1 connector (PCM side) jumper
both the HO2S high and low signal circuits (PCM
side) to ground.
7 1. Disconnect the jumpers to ground from Bank 1
HO2S 1 PCM-side connector.
2. With the HO2S 1 connector disconnected, monitor
Bank 1 HO2S 1 voltage. Refer to
Is Bank 1 HO2S 1 voltage between the specified Diagnostic
values? 425-475 mV Aids Go to Step 8
8 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0133 HO2S Slow Response Bank 1 Sensor 1
D06RW081
Circuit Description f All above conditions are met for 3 seconds.

The powertrain control module (PCM) continuously f 90 seconds after “closed loop” has been enabled,
monitors the heated oxygen sensor (HO2S) activity for 90 Bank1 HO2S 1 average transition time between 300
mV and 600 mV is too slow. The lean-to-rich average
seconds after “closed loop” has been enabled. During the transition response time was longer than 94
monitoring period the PCM counts the number of times milliseconds or rich-to-lean average transition
that a rich-to-lean and lean-to-rich response is indicated response time was longer than 105 milliseconds.
and adds the amount of time it took to complete all
rich-to-lean transitions and lean-to-rich transitions. With Action Taken When the DTC Sets
this information, an average time for rich-to-lean and f The PCM will illuminate the malfunction indicator Lamp
lean-to-rich transitions can be determined. If the average (MIL) after the second consecutive trip in which the
response time of either transition is too slow, a DTC fault is detected.
P0133 will be set. f The PCM will store conditions which were present
A lean-to-rich transition is indicated when the HO2S when the DTC was set as Freeze Frame and in the
voltage changes from less than 300 mV to greater than Failure Records data.
600 mV. A rich-to-lean transition is indicated when the f “Open loop” fuel control will be in effect.
HO2S voltage changes from more than 600 mV to less
than 300 mV. An HO2S that responds too slowly is likely Conditions for Clearing the MIL/DTC
to be faulty and should be replaced. f The PCM will turn the MIL “OFF” on the third
Conditions for Setting the DTC been run and the fault condition is no longer present.
f No related DTCs. f A history DTC P0133 will clear after 40 consecutive
f Engine coolant temperature (ETC) is above 50°C warm-up cycles have occurred without a fault.
(122°F) for automatic transmission; 75°C (167°F) for f DTC P0133 can be cleared by using the Tech 2 “Clear
manual transmission. Info” function or by disconnecting the PCM battery
f Engine is operating in “closed loop.” feed.
f Engine has been running for at least 1 minute. Diagnostic Aids
f Mass air flow is between 9 g/second and 42 g/second. for backed-out terminals, improper mating, broken
f Damaged harness – Inspect the wiring harness for Diagnostic Chart.
Bank 1 HO2S 1 display on the Tech 2 while moving 2. Verifies that the fault is currently present.
connectors and wiring harnesses related to the sensor. 3. HO2S transition time, ratio mean volts and switching
A change in the display will indicate the location of the DTCs set for multiple sensors indicate probable
fault. contamination. Before replacing the sensors,
If DTC P0133 cannot be duplicated, reviewing the Failure isolate and correct the source of the contamination
Records vehicle mileage since the diagnostic test last to avoid damaging the replacement sensors.
failed may help determine how often the condition that
caused the DTC to be set occurs. This may assist in
diagnosing the condition.
DTC P0133 – HO2S Slow Response Bank 1 Sensor 1

performed? System
2 NOTE: If any DTCs are set (expect P0153, P1133,
P1134, P1153, and/or P1154), refer to those DTCs
under “Conditions for Setting the DTC” included in
Diagnostic Support.
3 Did the Tech 2 also indicate DTC P0153, P1133,
P1134, P1153, and/or P1154 failed this ignition? — Go to Step 17 Go to Step 4
4 Check for leaks at the pipe joints.
Are the joints leaking? — Go to Step 5 Go to Step 6
5 Tighten the U-bolt nuts at the leaking joints.
6 Check for gaskets that are damaged or improperly
installed.
Are there damaged or misaligned gaskets? — Go to Step 7 Go to Step 8
7 1. Replace damaged gaskets.
2. Align the connections.
3. Tighten the connections.
8 Check for loose exhaust flange connections.
Are the flange connections loose? — Go to Step 2 Go to Step 10
9 Tighten the stud nuts or bolts to specifications.
10 Check for burned or corroded exhaust pipes.
Are the exhaust pipes burned or corroded? — Go to Step 11 Go to Step 12
DTC P0133 – HO2S Slow Response Bank 1 Sensor 1 (Cont'd)

11 Replace the exhaust pipes, as required.
12 Check for leaks at the exhaust manifold.
Are there leaks at the exhaust manifold? — Go to Step 13 Go to Step 14
13 Tighten the bolts to specifications to replace the
manifold if necessary.
installed.
the PCM).
3. Using a DVM at the PCM side of the HO2S 1
connector, measure the voltage between the high
signal circuit and ground. Also measure the voltage
between the low signal circuit and ground.
Are both voltages in the specified range? 3-4 V Go to Step 16 Go to Step 19
immediately return to about 450 mV when the jumper is
removed? — Go to Step 21 Go to Step 22

22 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0134 HO2S Circuit Insufficient Activity Bank 1
Sensor 1
D06RW060

f The powertrain control module (PCM) supplies a bias f No related DTCs.
voltage of about 450 mV between the heated oxygen f Battery voltage is above 10 volts.
sensor (HO2S) high and low circuits. When measured
with a 10 megaohm digital voltmeter, this may display f Engine run time is longer than 40 seconds.
as low as 320 mV. The oxygen sensor varies the f Oxygen sensor heater has been determined to be
voltage within a range of about 1000 mV when the functioning properly.
exhaust is rich, down through about 10 mV when f Bank 1 HO2S 1 signal voltage remains between 400
exhaust is lean. The PCM constantly monitors the mV and 500 mV for a total of 77 seconds over a
HO2S signal during “closed loop” operation and 90-second period of time.
compensates for a rich or lean condition by decreasing
or increasing injector pulse width as necessary. If the Action Take When the DTC Sets
Bank 1 HO2S 1 voltage remains at or near the 450 mV
bias for an extended period of time, DTC P0134 will be f The PCM will illuminate the malfunction indicator lamp
set, indicating an open sensor signal or sensor low (MIL) the first time the fault is detected.
circuit. f The PCM will store conditions which were present
f Heated oxygen sensors are used to minimize the when the DTC was set as Freeze Frame and in the
amount of time required for “closed loop” fuel control Failure Records data.
operation and to allow accurate catalyst monitoring. f “Open loop” fuel control will be in effect.
The oxygen sensor heater greatly decreases the
amount of time required for fuel control sensors Bank Conditions for Clearing the MIL/DTC
1 HO2S 1 and Bank 2 HO2S 1 to become active.
Oxygen sensor heaters are required by post-catalyst f The PCM will turn the MIL “OFF” on the third
monitor sensors to maintain a sufficiently high consecutive trip cycle during which the diagnostic has
temperature for accurate exhaust oxygen content been run and the fault condition is no longer present.
readings further from the engine. f A history DTC P0134 will clear after 40 consecutive
feed.
Diagnostic Aids f Intermittent test – With the Ignition “ON,” monitor the
Check for the following conditions: and related connectors. If the fault is induced, the
f Poor connection or damaged harness – Inspect the HO2S signal voltage will change. This may help isolate
harness connectors for backed-out terminals, the location of the malfunction.
damaged terminals, poor terminal-to-wire connection, Test Description
and damaged harness.
f Faulty HO2S heater or heater circuit – With the ignition
“ON,” engine “OFF,” after a cool down period, the Diagnostic Chart.
HO2S 1 voltage displayed on the Tech 2 is normally 3. If the DTC P0134 test passes while the Failure
455-460 mV. A reading over 1000 mV indicates a Records conditions are being duplicated, an
signal line shorted to voltage. A reading under 5 mV intermittent condition is indicated.
indicates a signal line shorted to ground or signal lines Reviewing the Failure Records vehicle mileage since the
shorted together. Disconnect the HO2S and connect
a test light between the HO2S ignition feed and heater diagnostic test last failed may help determine how often
ground circuits. If the test light does not light for 2 the condition that caused the DTC to be set occurs. This
seconds when the ignition is turned on, repair the open may assist in diagnosing the condition.
ignition feed or sensor ground circuit as necessary. If
the test light lights and the HO2S signal and low circuits
are OK, replace the HO2S.
DTC P0134 –HO2S Circuit Insufficient Activity Bank 1 Sensor 1

performed? System
minutes.
varying outside the specified values? 400-500 mV Go to Step 3 Go to Step 4
if necessary.
DTC P0134 –HO2S Circuit Insufficient Activity Bank 1 Sensor 1 (Cont'd)

ohms, repair open or poor connection as necessary.
3. If the Bank 1 HO2S 1 low circuit measures over 5
Is Bank 1 HO2S 1 voltage in the specified range? 0-10 mV Go to Step 10 Go to Step 11
11 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0135 HO2S Heater Circuit Bank 1 Sensor 1
D06RW060

(90°F) at start-up.
of time required for “closed loop” fuel control operation f IAT and ECT are within 6°C (11°F) of each other at
start-up.
sensor heater greatly decreases the amount of time f Ignition voltage is between 11 and 18 V.
required for fuel control sensors Bank 1 HO2S 1 and Bank f Average mass air flow is less than 21 g/second during
2 HO2S 1 to become active. Oxygen sensor heaters are sample period.
required by post-catalyst monitor sensors to maintain a f Bank 1 HO2S 1 voltage does not change more than
sufficiently high temperature which allows accurate 150 mV from the bias voltage (between 400 mV and
500 mV) for a longer amount of time than it should. The
exhaust oxygen content readings further from the engine. maximum amount of time to come up to operating
The powertrain control module (PCM) will run the heater range is 150 seconds. This warm-up time depends on
test only after a cold start (determined by engine coolant the engine coolant temperature at start-up and
and intake air temperature at the time of start-up) and only accumulate air flow since start-up.
once during an ignition cycle. When the engine is started
the PCM will monitor the HO2S voltage. When the HO2S Action Taken When the DTC Sets
voltage indicates a sufficiently active sensor, the PCM f The PCM will illuminate the malfunction indicator lamp
looks at how much time has elapsed since start-up. If the (MIL) after the second consecutive trip in which the
PCM determines that too much time was required for the fault is detected.
Bank 1 HO2S 1 to become active, a DTC P0135 will set. f The PCM will store conditions which were present
The time it should take the HO2S to reach operating when the DTC was set as Freeze Frame and in the
temperature is based on the accumulated amount of air Failure Records data.
that has passed through the MAF sensor and into the
engine (more accumulated air flow = shorter time to Conditions for Clearing the MIL/DTC
HO2S activity). f The PCM will turn the MIL “OFF” on the third
f Intake air temperature (IAT) is less than 32°C (90°F)
at start-up.
f DTC P0135 can be cleared by using the Tech 2 “Clear 2. The HO2S should be allowed to cool before
Info” function or by disconnecting the PCM battery performing this test. If the HO2S heater is
feed. functioning, the signal voltage will gradually increase
or decrease as the sensor element warms. If the
Diagnostic Aids heater is not functioning, the HO2S signal will
Check for the following conditions: remain near the 450 mV bias voltage.
f Poor connection at PCM – Inspect harness connectors 4. Ensures that the ignition feed circuit to the HO2S is
for backed-out terminals, improper mating, broken not open or shorted. The test light should be
locks, improperly formed or damaged terminals, and connected to a good chassis ground, in case the
poor terminal-to-wire connection. HO2S low or HO2S heater ground circuit is faulty.
damage. If the harness appears to be OK, observe the 5. Checks the HO2S heater ground circuit.
ECT display on the Tech 2 while moving connectors 6. Checks for an open or shorted HO2S heater
and wiring harnesses related to the sensor. A change element.
Reviewing the Failure Records vehicle mileage since the 10.An open HO2S signal or low circuit can cause the
diagnostic test last failed may help determine how often HO2S heater to appear faulty. Check these circuits
before replacing the sensor.
Test Description
Diagnostic Chart.
DTC P0135 – HO2S Heater Circuit Bank 1 Sensor 1

performed? System
2 NOTE: If the engine has just been operating ,allow the
engine to cool for at least 15 minutes before
proceeding.
2. Connect a fused jumper at the fuel pump relay
socket, between the battery positive at the relay and
the relay wire that leads to the fuel pump and O2S
fuses.
6. Monitor the Bank 1 HO2S 1 voltage for several
minutes. Above 650 Refer to
Did the HO2S voltage go from bias voltage to above or mV or below Diagnostic
below the specified values? 250 mV Aids Go to Step 3
Is the fuse open? — Go to Step 15 Go to Step 4
side).
DTC P0135 – HO2S Heater Circuit Bank 1 Sensor 1 (Cont'd)

2. Using a DVM, measure the resistance between the
Bank 1 HO2S 1 ignition feed and the Bank 1 HO2S 1
heater ground at the Bank 1 HO2S 1 pigtail.
Is the HO2S heater resistance within the specified
values? 3-6 ohms Go to Step 9 Go to Step 10
Bank 1 HO2S 1.
8 Repair the open Bank 1 HO2S 1 heater ground circuit
to Bank 1 HO2S 1.
harness terminals.
2. If a poor connection is found, replace terminals.
1 low circuit.
3. If the Bank 1 HO2S 1 high circuit or HO2S low circuit
measures over 5 ohms, repair open or poor
connection as necessary.
necessary.
necessary.
14 Replace the Bank 1 HO2S 1.
ignition feed circuit and replace the fault fuse.
Sensor 2
D06RW082
Circuit Description f Bank 1 HO2S 2 signal voltage remains below 400 mV

during power enrichment mode fuel control operation
The powertrain control module (PCM) supplies bias for up to 5 seconds.
voltage of about 450 mV between the heated oxygen
sensor (HO2S) signal high and signal low circuits. When Action Taken When the DTC Sets
measured with a 10 megaohm impedance digital
voltmeter, this may display as low as 350 mV. The oxygen f The PCM will illuminate the malfunction indicator lamp
sensor varies the voltage within a range of about 1000 mV
when exhaust is rich, down through about 10 mV when f The PCM will store conditions which were present
when the DTC set as Freeze Frame and in the Failure
the exhaust is lean. The PCM constantly monitors the Records data.
HO2S signal during “closed loop” operation and
compensates for a rich or lean condition by decreasing or Conditions for Clearing the MIL/DTC
increasing injector pulse width as necessary. If the Bank
1 HO2S 2 signal voltage remains excessively low for an consecutive trip cycle during which the diagnostic has
extended period of time, DTC P0137 will be set. been run and the fault condition is no longer present.
f No related DTCs. f DTC P0137 can be cleared by using the Tech 2 “Clear
f Engine is operating in “closed loop.” Info” function or by disconnecting the PCM battery
f Engine coolant temperature is above 60°C (140°F). feed.
f “Closed loop” commanded air/fuel ratio is between Diagnostic Aids
14.5 and 14.8.
f Throttle angle is between 3% and 19%. Check for the following conditions:
f Bank 1 HO2S 2 signal voltage remains below 22 mV f Heated oxygen sensor wiring – The sensor pigtail may
during normal “closed loop” operation for a total of 106 be mispositioned and contacting the exhaust system.
seconds over a 125-second period of time. f Poor PCM to engine grounds.
OR f Fuel pressure – A condition which causes a lean
exhaust can cause DTC P0137 to set. The system will
go lean if pressure is too low. The PCM can
compensate for some decrease. However, if fuel
pressure is too low, a DTC P0137 may be set. Refer to Fuel System Diagnosis for procedure to check for
to Fuel System Diagnosis. fuel contamination.
f Lean injector(s) – Perform “Injector Balance Test.” f If none of the above conditions are present, replace the
f Vacuum leaks – Check for disconnected or damaged affected HO2S.
vacuum hoses and for vacuum leaks at the intake
manifold, throttle body, EGR system, and PCV system. Test Description
f Exhaust leaks – An exhaust leak may cause outside air Number(s) below refer to the step number(s) on the
to be pulled into the exhaust gas stream past the Diagnostic Chart.
HO2S, causing the DTC P0137 to set. Check for 3. DTC P0137 failing during operation may indicate a
exhaust leaks near the Bank 1 HO2S 2 sensor.
condition described in the “Diagnostic Aids” above.
f MAF sensor – The system can go lean if the MAF If the DTC P0137 test passes while the Failure
sensor signal indicates an engine airflow
sensor to see if the lean condition is corrected. If so, intermittent condition is indicated.
alcohol in the fuel can also cause this condition. Refer
DTC P0137 –HO2S Circuit Low Voltage Bank 1 Sensor 2

performed? System
4 1. Turn ignition “OFF.”
ground circuit.
signal circuits.
DTC P0137 –HO2S Circuit Low Voltage Bank 1 Sensor 2 (Cont'd)

the specified value? 425-475 mV Aids Go to Step 9
9 Replace the PCM.
procedures.
Sensor 2
D06RW082
Circuit Description f Bank 1 HO2S 2 signal voltage remains above 500 mV

during deceleration fuel cut-off mode operation for up
The powertrain control module (PCM) supplies bias to 3 seconds.
measured with a 10 megaohm digital voltmeter, this may
display as low as 320 mV. The oxygen sensor varies the f The PCM will illuminate the malfunction indicator lamp
voltage within a range of about 1000 mV when exhaust is
rich, down through about 10 mV when the exhaust is lean. f The PCM will store conditions which were present
The PCM constantly monitors the HO2S signal during Failure Records data.
“closed loop” operation and compensates for a rich or
lean condition by decreasing or increasing injector pulse Conditions for Clearing the MIL/DTC
width as necessary. If the Bank 1 HO2S 2 voltage
remains excessively high for an extended period of time, consecutive trip cycle during which the diagnostic has
DTC P0138 will be set. been run and the fault condition is no longer present.
f No related DTCs. f DTC P0138 can be cleared by using the Tech 2 “Clear
f Engine is operating in “closed loop.” Info” function or by disconnecting the PCM battery
f “Closed loop” commanded air/fuel ratio is between feed.
14.5 and 14.8.
f Engine coolant temperature is above 60°C (140°F).
Diagnostic Aids
f Throttle angle is between 3% and 19%. Check for the following conditions:
f Bank 1 HO2S 2 signal voltage remains above 952 mV f Fuel pressure – An excessively rich fuel mixture can
during normal “closed loop” operation for a total of 106 cause a DTC P0138 to be set. Refer to Fuel System
seconds over a 125-second period of time. Diagnosis.
OR f Rich injector(s) – Perform “Injector Balance Test.”
f Leaking injector – Refer to Fuel System Diagnosis.
f Evaporative emissions (EVAP) canister purge – Check f Open HO2S Signal Circuit of Faulty HO2S – A poor
for fuel saturation. If full of fuel, check the canister connection or open in the HO2S signal circuit can
control and hoses. Refer to Evaporative Emission cause the DTC to set during deceleration fuel mode.
(EVAP) Control System. An HO2S which is faulty and not allowing a full voltage
f MAF sensor –The system can go rich if the MAF swing between the rich and lean thresholds can also
sensor signal indicates an engine airflow cause this condition. Operate the vehicle while
measurement that is not correct. Disconnect the MAF monitoring the HO2S voltage with a Tech 2. If the
sensor to see if the rich condition is corrected. If so, HO2S voltage is limited within a range between 300
replace the MAF sensor. mV to 600 mV, check the HO2S signal circuit wiring
and associated terminal connections.
f Check for a leak in fuel pressure regulator diaphragm
by checking the vacuum line to the regulator for the f If none of the above conditions are present, replace the
presence of fuel. There should be no fuel in the affected HO2S.
vacuum line.
f TP sensor – An intermittent TP sensor output will Test Description
cause the system to go rich, due to a false indication Number(s) below refer to the step number(s) on the
of the engine accelerating. Diagnostic Chart.
f Shorted Heated Oxygen Sensor (HO2S) – If the HO2S 3. DTC P0138 being set during deceleration fuel mode
is internally shorted the HO2S voltage displayed on the operation may indicate a condition described in the
Tech 2 will be over 1 volt. Try disconnecting the “Diagnostic Aids” above. If the DTC P0138 test
affected HO2S with the key “ON,” engine “OFF.” If the
displayed HO2S voltage changes from over 1000 mV passes while the Failure Records conditions are
to around 450 mV, replace the HO2S. Silicon being duplicated, an intermittent condition is
contamination of the HO2S can also cause a high indicated.
HO2S voltage to be indicated. This condition is Reviewing the Failure Records vehicle mileage since the
indicated by a powdery white deposit on the portion of diagnostic test last failed may help determine how often
the HO2S exposed to the exhaust stream. If the condition that caused the DTC to be set occurs. This
contamination is noticed, replace the affected HO2S. may assist in diagnosing the condition.

performed? System
under “Conditions for Setting the DTC” criteria 952 mV (500
mV in
Does the Bank 1 HO2S voltage remain above the fuel cutoff
3 1. Ignition “ON,” review and record Tech 2 Failure
Records data.
4. At the HO2S Bank 1 Sensor 2 connector (PCM
side), use a DVM to measure voltages at the high
Are the voltages above the specified range? 3-4 V Go to Step 5 Go to Step 6

5 Repair short to voltage in the signal circuit.
side) to ground.
BANK 1 HO2S 2 voltage. Refer to
Is the Bank 1 HO2S 2 voltage between the specified Diagnostic
8 Replace the PCM.
procedures.
Diagnostic Trouble Code(DTC) P0140 HO2S Circuit Insufficient Activity Bank 1

Sensor 2
D06RW061
Circuit Description maintain a sufficiently high temperature for accurate

To control emissions of hydrocarbons (HC), carbon exhaust oxygen content readings further from the engine.
monoxide (CO), and oxides of nitrogen (NOx), a
three-way catalytic converter is used. The catalyst within
the converter promotes a chemical reaction which f No related DTCs.
oxidizes the HC and CO present in the exhaust gas, f Battery voltage is above 10 volts.
converting them into harmless water vapor and carbon f Engine run time is longer than 40 seconds.
dioxide. The catalyst also reduces NOx, converting it to f Oxygen sensor heater is functioning properly.
nitrogen. The powertrain control module (PCM) has the f Engine is operating in “closed loop”
ability to monitor this process using the Bank 1 HO2S 1
f Bank 1 HO2S 2 signal voltage remains between 426
and the Bank 1 HO2S 2 heated oxygen sensors. The mV and 474 mV for a total of 106 seconds over a
Bank 1 HO2S 2 sensor produces an output signal which 125-second period of time.
gas entering the three-way catalytic converter. The Bank Action Taken When the DTC Sets
1 HO2S 2 sensor produces an output signal which f The PCM will illuminate the malfunction indicator lamp
indicates the oxygen storage capacity of the catalyst; this (MIL) the first time the fault is detected.
in turn indicates the catalyst’s ability to convert exhaust f The PCM will store conditions which were present
gases efficiently. If catalyst is operating efficiently, the when the DTC was set as Freeze Frame and in the
Bank 1 HO2S 1 signal will be far more active than that Failure Records data.
produced by the Bank 1 HO2S 2 sensor. If the Bank 1
HO2S 2 signal voltage remains between 400 mV and 500 Conditions for Cleaning the MIL/DTC
mV for an extended period of time, DTC P0140 will be f The PCM will turn the MIL “OFF” on the third
set.Heated oxygen sensors are used to minimize the consecutive trip cycle during which the diagnostic has
amount of time required for “closed loop” fuel control been run and the fault condition is no longer present.
operation and to allow accurate catalyst monitoring. The f A history DTC P0140 will clear after 40 consecutive
oxygen sensor heater greatly decreases the amount of warm-up cycles have occurred without a fault.
time required for fuel control sensors Bank 1 HO2S 1 and f DTC P0140 can be cleared by using the Tech 2 “Clear
Bank 2 HO2S 1 to become active. Oxygen sensor Info” function or by disconnecting the PCM battery
heaters are required by post-catalyst monitor sensors to feed.
Diagnostic Aids f Intermittent test – With the ignition “ON,” monitor the
Number (s) below refer to the step number (s) on the
“ON,” engine “OFF,” the HO2S voltage displayed on a Diagnostic Chart.
Tech 2 should gradually drop to below 250 mV. If not, 3. If the DTC P0140 test passes while the Failure
disconnect the HO2S and connect a test light between Records conditions are being duplicated, an
the HO2S ignition feed and heater ground circuits. If intermittent condition is indicated.
the test light does not light, repair the open ignition feed Reviewing the Failure Records vehicle mileage since the
or sensor ground circuit as necessary. If the test light
lights and the HO2S signal and low circuits are OK, diagnostic test last failed may help determine how often
replace the HO2S. the condition that caused the DTC to be set occurs. This
DTC P0140 – HO2S Circuit Insufficient Activity Bank 1 Sensor 2

performed? System
minutes.
terminal connections at the PCM and replace
DTC P0140 – HO2S Circuit Insufficient Activity Bank 1 Sensor 2 (Cont'd)

3. If the Bank 1 HO2S 2 low circuit measures over 5.0
11 Replace the PCM.
procedures.
D06RW061

of time required for closed loop fuel control operation and f IAT and ECT are within 6°C (11°F) of each other at
start-up.
to allow accurate catalyst monitoring. The oxygen sensor
heater greatly decreases the amount of time required for f Ignition voltage is between 11 volts and 18 volts.
fuel control sensors Bank 1 HO2S 1 and Bank 2 HO2S 1 f Average mass airflow is less than 23 g/second during
to become active. Oxygen sensor heaters are required the sample period.
by post-catalyst monitor sensors to maintain a sufficiently f Bank 1 HO2S 2 voltage does not change more than
high temperature which allows accurate exhaust oxygen 150 mV from the bias voltage (between 400 mV-500
and intake air temperature at the time of start-up) and only accumulated air flow since start-up.
the PCM will monitor the HO2S voltage. When the Bank Action Taken When the DTC Sets
PCM looks at how much time has elapsed since start-up. (MIL) after the second consecutive trip in which the
for the Bank 1 HO2S 2 to become active, a DTC P0141 f The PCM will store conditions which were present
will set. The time it should take the HO2S to reach when the DTC was set as Freeze Frame and in the
operating temperature is based on the total amount of air Failure Records data.
engine (more total airflow = shorter time to HO2S Conditions for Clearing the MIL/DTC
activity). f The PCM will turn the MIL “OFF” on the third
at start-up.
f Poor connection at PCM – Inspect harness connectors 4. This ensures that the ignition feed circuit to the
for backed-out terminals, improper mating, broken HO2S is not open or shorted. The test light should
locks, improperly formed or damaged terminals, and be connected to a good chassis ground, in case the
damage. If the harness appears to be OK, observe the 5. This checks the HO2S heater ground circuit.
display on the Tech 2 while moving connectors and 6. This checks for an open or shorted HO2S heater
wiring harnesses related to the sensor. A change in the element.
Test Description
Diagnostic Chart.
DTC P0141 – HO2S Heater Circuit Bank 1 Sensor 2

performed? System
proceeding.
fuses.
3 Inspect the fuse for Bank 1 HO2S 2 ignition feed.
side).
DTC P0141 – HO2S Heater Circuit Bank 1 Sensor 2 (Cont'd)

2. Using a DVM, measure the resistance between the
Is the HO2S resistance within the specified values? 3-6 ohms Go to Step 9 Go to Step 10
Bank 1 HO2S 2.
harness terminals.
2. If a poor connection is found, replace the terminals.
2 low circuit.
3. If the Bank 1 HO2S 2 signal circuit or the HO2S low
circuit measures over 5 ohms, repair the open or
poor connection as necessary.
1 low circuit.
3. If the Bank 1 HO2S 1 high circuit or the HO2S low
necessary.
necessary.
Sensor 1
D06RW083

remains excessively low for an extended period of time, f A history DTC P0151 will clear after 40 consecutive
feed.
f No related DTCs.
f The engine is operating in “closed loop.” Diagnostic Aids
f Engine coolant temperature is above 60°C (140°F). Check for the following conditions:
f “Closed loop” commanded air/fuel ratio is between f Heated oxygen sensor wiring – The sensor pigtail may
14.5 and 14.8. be mispositioned and contacting the exhaust system.
f Throttle angle is between 3% and 19%. f Poor PCM to engine block grounds.
f Bank 2 HO2S 1 signal voltage remains below 22 mV f Fuel pressure – The system will go lean if pressure is
during normal “closed loop” operation for a total of 77 too low. The PCM can compensate for some
seconds over a 90-second period of time. decrease. However, if fuel pressure is too low, a DTC
P0151 may be set. Refer to Fuel System Diagnosis.
f Lean injector(s) – Perform “Injector Balance Test.”
f Vacuum leaks – Check for disconnected or damaged f If none of the above conditions are present, replace the
vacuum hoses and for vacuum leaks at the intake affected HO2S.
manifold, throttle body, EGR system, and PCV system.
f Exhaust leaks – An exhaust leak may cause outside air Test Description
to be pulled into the exhaust gas stream past the Number(s) below refer to the step number(s) on the
HO2S, causing the system to appear lean. Check for Diagnostic Chart.
exhaust leaks that may cause a false lean condition to
be indicated. 3. DTC P0151 failing during operation may indicate a
f MAF sensor –The system can go lean if the MAF condition described in the “Diagnostic Aids” above.
sensor signal indicates an engine airflow If the DTC P0151 test passes while the Failure
sensor to see if the lean condition is corrected. If so, intermittent condition is indicate.
alcohol in the fuel can also cause this condition. Refer
to Fuel System Diagnosis for the procedure to check
for fuel contamination.
DTC P0151 — HO2S Circuit Low Voltage Bank 2 Sensor 1

performed? System
4. Note test result. Refer to
4 1. Turn ignition “OFF.”
ground circuit.
signal circuits.
DTC P0151 — HO2S Circuit Low Voltage Bank 2 Sensor 1 (Cont'd)

9 Replace the PCM.
procedures.
Sensor 1
D06RW083
Circuit Description f Bank 2 HO2S 1 signal voltage remains above 500 mV

during deceleration fuel cutoff mode operation for up to
The powertrain control module (PCM) supplies a bias 3 seconds.
measured with a 10 megaohm digital voltmeter, this may
display as low as 320 mV. The oxygen sensor varies the f The PCM will illuminate the malfunction indicator lamp
voltage within a range of about 1000 mV when the
exhaust is rich, down through about 10 mV when exhaust f The PCM will store conditions which were present
is lean. The PCM constantly monitors the HO2S signal Failure Records data.
during “closed loop” operation and compensates for a rich
f “Open loop” fuel control will be in effect.
or lean condition by decreasing or increasing the injector
pulse width as necessary. If the Bank 2 HO2S 1 voltage Conditions for Clearing the MIL/DTC
remains excessively high for an extended period of time,
DTC P0152 will be set. f The PCM will turn the MIL “OFF” on the third
f No related DTCs. warm-up cycles have occurred without a fault.
f The engine is operating in “closed loop.” f DTC P0152 can be cleared by using the Tech 2 “Clear
f The engine coolant temperature is above 60°C Info” function or by disconnecting the PCM battery
(140°F). feed.
f “Closed loop” commanded air/fuel ratio between 14.5
and 14.8. Diagnostic Aids
f Throttle angle between 3% and 19%. Check for the following conditions:
f Bank 2 HO2S 1 signal voltage remains above 952 mV f Fuel pressure – The system will go rich if pressure is
during normal “closed loop” operation for a total of 77 too high. The PCM can compensate for some
seconds over a 90-second period. increase. However, if fuel pressure is too high, a DTC
OR P0152 may be set. Refer to Fuel System Diagnosis.
f Rich injector(s) – Perform “Injector Balance Test.”
f Leaking injector – Refer to Fuel System Diagnosis. f Open HO2S Signal Circuit of Faulty HO2S– A poor
f Evaporative emissions (EVAP) system – Check the connection or open in the HO2S signal circuit can
canister for fuel saturation. If the canister is full of fuel, cause the DTC to set during deceleration fuel mode.
check EVAP control system components and hoses. An HO2S which is faulty and not allowing a full voltage
Refer to Evaporative Emission (EVAP) Control switch between the rich and lean thresholds can also
System. cause the condition. Operate the vehicle while
monitoring the HO2S voltage with a Tech 2. If the
f MAF sensor – The system can go rich if the MAF HO2S is voltage limited within a range between 300
sensor signal indicates an engine airflow mV to 600 mV, check the HO2S signal circuit wiring
measurement that is not correct Disconnect the MAF and associated terminal connections.
sensor to see if rich condition is corrected. If so,
replace MAF sensor. f If none of the above conditions are present, replace the
affected HO2S.
f Check for leaking fuel pressure regulator diaphragm by
checking vacuum line to regulator for the presence of
fuel. There should be no fuel in the vacuum line. Test Description
f TP sensor – An intermittent TP sensor output will Number(s) below refer to the step number(s) on the
cause the system to go rich, due to a false indication Diagnostic Chart.
of the engine accelerating. 3. DTC P0152 failing during deceleration fuel cutoff
f Shorted Heated Oxygen Sensor (HO2S)– If the HO2S mode operation may indicate a condition described
is internally shorted, the HO2S voltage displayed on in the “Diagnostic Aids” above. If the DTC P0152
the Tech 2 will be over 1 volt. Try disconnecting the test passes while the Failure Records conditions are
affected HO2S with the key “ON,” engine “OFF.” If the being duplicated, an intermittent condition is
displayed HO2S voltage changes from over 1000 mV indicated.
to around 450 mV, replace the HO2S. Silicon
contamination of the HO2S can cause a high HO2S Reviewing the Failure Records vehicle mileage since the
voltage to be indicated. This condition is indicated by diagnostic test last failed may help determine how often
powdery white deposit on the portion of the HO2S the condition that caused the DTC to be set occurs. This
exposed to the exhaust stream. If contamination is may assist in diagnosing the condition.
noticed, replace the affected HO2S.

performed? System
2. Engine is at operating temperature.
mV in
Does the Bank 2 HO2S 1 voltage remain above the fuel cut-off
4. At HO2S Bank 2 Sensor 1 connector (PCM side)
use a DVM to measure voltages at the high and low
signal terminals.

side) to ground.
Is the Bank 2 HO2S 1 voltage between the specified Diagnostic
8 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0153 HO2S Slow Response Bank 2 Sensor 1
D06RW083
Circuit Description f All above conditions are met for 3 seconds.

The powertrain control module (PCM) continuously f 90 seconds after “closed loop” has been enabled, Bank
monitors the heated oxygen sensor (HO2S) activity for 90 2 HO2S 1 average transition time between 300 mV and
600 mV is too slow. The lean-to-rich average transition
seconds after “closed loop” has been enabled. During the response time was longer than 94 milliseconds or the
monitoring period the PCM counts the number of times rich-to-lean average transition response time was
that a rich-to-lean and lean-to-rich response is indicated longer than 105 milliseconds.
and adds the amount of time it took to complete all
rich-to-lean transitions and lean-to-rich transitions. With Action Taken When the DTC Sets
this information, an average time for rich-to-lean and f The PCM will illuminate the malfunction indicator lamp
lean-to-rich transitions can be determined. If the average (MIL) after the second consecutive trip in which the
response time of either transition is too slow, a DTC fault is detected.
P0153 will be set. f The PCM will store conditions which were present
A lean-to-rich transition is indicated when the HO2S when the DTC set as Freeze Frame and in the Failure
voltage changes from less than 300 mV to greater than Records data.
600 mV. A rich-to-lean transition is indicated when the f “Open loop” fuel control will be in effect.
HO2S voltage changes from more than 600 mV to less
than 300 mV. An HO2S that responds too slowly is likely Conditions for Clearing the MIL/DTC
to be faulty and should be replaced. f The PCM will turn the MIL “OFF” on the third
f Engine coolant temperature (ECT) is above 50°C warm-up cycles have occurred without a fault.
(122°F) for automatic transmission; 75° (167°F) for f DTC P0153 can be cleared by using the Tech 2 “Clear
f The engine is operating in “closed loop.” feed.
f Engine has been running for at least one minute.
f Mass air flow is between 9 g/second and 42 g/second.
Diagnostic Aids the condition that caused the DTC to be set occurs. This
Check for the following conditions: may assist in diagnosing the condition.
f Poor connection at PCM – Inspect harness connectors Test Description
locks, improperly formed or damaged terminals, and Number(s) below refer to the step number(s) on the
poor terminal-to-wire connection. Diagnostic Chart.
f Damaged harness – Inspect the wiring harness for 2. Verifies that the fault is currently present.
Bank 2 HO2S 1 display on the Tech 2 while moving 3. HO2S transition time, ratio mean volts and switching
connectors and wiring harnesses related to the sensor. DTCs set for multiple sensors indicate probable
A change in the display will indicate the location of the contamination. Before replacing the sensors,
fault. isolate and correct the source of the contamination
Reviewing the Failure Records vehicle mileage since the to avoid damaging the replacement sensors.
DTC P0153 – HO2S Slow Response Bank 2 Sensor 1

performed? System
2 NOTE: If any DTCs are set, (except P0133, P1133,
P1134, P1153, and/or P1154), refer to those DTCs
3 Did the Tech 2 also indicate DTC P0153, P1133,
P1134, P1153, and/or P1154 test failed this ignition? — Go to Step 17 Go to Step 4
4 Check for leaks at the pipe joints.
5 Tighten the U-bolt nuts at the leaking joint.
Is your action complete? — Go to Step 2 —
installed.
7 1. Replace the damaged gaskets.

13 Tighten the bolts to specifications or replace the
14 1. Visually/physically inspect the following items:
installed.
f Check terminal tension (at Bank 2 HO2S 1 and
at the PCM).
signal circuit and ground.
Are both voltages in the specified range? 3-4 V Go to Step 16 Go to Step 19
f Use of improper RV sealant.

22 Replace the PCM.
procedures.
Sensor 1
D06RW064

The powertrain control module (PCM) supplies a bias f No related DTCs.
voltage of about 450 mV between the heated oxygen f Battery voltage is above 10 volts.
sensor (HO2S) high and low circuits. When measured f Engine running time is longer than 40 seconds.
with a 10 megaohm digital voltmeter, this may display as
f Oxygen sensor heater is functioning properly.
low as 320 mV. The oxygen sensor varies the voltage
within a range of about 1000 mV when the exhaust is rich, f Bank 2 HO2S 1 signal voltage remains between 400
mV and 500 mV for a total of 77 seconds over a
down through about 10 mV when exhaust is lean. The 90-second period of time.
PCM constantly monitors the HO2S signal during “closed
loop” operation and compensates for a rich or lean Action Taken When the DTC Sets
condition by decreasing or increasing injector pulse width
as necessary. If the Bank 2 HO2S 1 voltage remains at or f The PCM will illuminate the malfunction indicator lamp
near the 450 mV bias for an extended period of time, DTC
P0154 will be set, indicating an open sensor signal or when the DTC was set as Freeze Frame and in the
sensor low circuit. Failure Records data.
Heated oxygen sensors are used to minimize the amount f “Open loop” fuel control will be in effect.
of time required for “closed loop” fuel control operation
and to allow accurate catalyst monitoring. The oxygen Conditions for Clearing the MIL/DTC
sensor heater greatly decreases the amount of time
required for fuel control sensors Bank 1 HO2S 1 and Bank f The PCM will turn the MIL “OFF” on the third
2 HO2S 1 to become active. Oxygen sensor heater are been run and the fault condition is no longer present.
required by post-catalyst monitor sensors to maintain a
sufficiently high temperature for accurate exhaust oxygen warm-up cycles have occurred without a fault.
content readings further from the engine.
feed.
damaged terminals, poor terminal-to-wire-connection, Test Description
“ON,” engine “OFF,” the HO2S 1 voltage displayed on Diagnostic Chart.
the Tech 2 is normally 455-460 mV. A reading over 3. If the DTC P0154 test passes while the Failure
1000 mV indicates a signal line shorted to voltage. A Records conditions are being duplicated, an
reading under 5 mV indicates a signal line shorted to intermittent condition is indicated.
ground or signal lines shorted together. If not, Reviewing the Failure Records vehicle mileage since the
disconnect the HO2S and connect a test light between
the HO2S ignition feed and heater ground circuits. If diagnostic test last failed may help determine how often
the test light does not light for 2 seconds when the the condition that caused the DTC to be set occurs. This
ignition is turned on, repair the open ignition feed or may assist in diagnosing the condition.
sensor ground circuit as necessary. If the test light
lights and the HO2S signal and low circuits are OK,
replace the HO2S.

performed? System
minutes.
2. Review and record Tech 2 Failure Records data and
note parameters.
5 Check for a poor Bank 2 HO2S 1 high and low circuit
6 Check for a poor Bank 2 HO2S 1 high and low circuit
terminal connections at the PCM and replace

2. With the PCM disconnected check continuity of the
2. With the PCM disconnected check continuity of the
Is the Bank 2 HO2S 1 voltage in the specified range? 0-10 mV Go to Step 10 Go to Step 11
11 Replace the PCM.
procedures.
D06RW064

of time required for closed loop fuel control operation and f IAT and ECT are within 6°C (11°F) of each other at
start-up.
to allow accurate catalyst monitoring. The oxygen sensor
heater greatly decreases the amount of time required for f Ignition voltage is between 11 volts and 18 volts.
fuel control sensors Bank 1 HO2S 1 and Bank 2 HO2S 1 f Average mass air flow for the sample period is less
to become active. Oxygen sensor heaters are required than 23 g/second.
by post-catalyst monitor sensors to maintain a sufficiently f Bank 1 HO2S 2 voltage does not change more than
high temperature which allows accurate exhaust oxygen 150 mV from the bias voltage (between 400 mV-500
the PCM will monitor the HO2S voltage. When the Bank Action Taken When the DTC Sets
that has passed through the mass air flow (MAF) sensor
and into the engine (more total air flow = shorter time to Conditions for Clearing the MIL/DTC
HO2S activity). f The PCM will turn the MIL “OFF” on the third
at start-up.
info” function or by disconnecting the PCM battery performing this test. If the HO2S heater is
f Poor connection at PCM – Inspect harness connectors 4. Ensures that the ignition feed circuit to the HO2S is
for backed-out terminals, improper mating, broken not open or shorted. The test light should be
locks, improperly formed or damaged terminals, and connected to a good chassis ground, in case the
damage. If the harness appears to be OK, observe the 5. Checks the HO2S heater ground circuit.
display on the Tech 2 while moving connectors and 6. Checks for an open or shorted HO2S heater
Test Description
Diagnostic Chart.
DTC P0155 –HO2S Heater Circuit Bank 2 Sensor 1

performed? System
proceeding.
fuses.
below the specified value? 250 mV Aids Go to Step 3
4. Using a test light connected to a known good ground
(do not use Bank 2 HO2S 1 heater ground or Bank 2
side).
DTC P0155 –HO2S Heater Circuit Bank 2 Sensor 1 (Cont'd)

5 Connect the test light between Bank 2 HO2S 1 ignition
feed and Bank 2 HO2S 1 heater ground.
2. Using a DVM, measure resistance between the
Bank 2 HO2S 1.
harness terminals.
2. If a poor connection is found, replace terminals.
10 Check for a poor Bank 2 HO2S 1 signal or low circuit
1 low circuit.
3. If the Bank 2 HO2S 1 signal circuit or HO2S low
circuit measures over 5 ohms, repair open or poor
connection as necessary.
necessary.
13 Check for a poor Bank 2 HO2S 1 signal circuit terminal
necessary.
15 Locate and repair short to ground in Bank 2 HO2S 1
Sensor 2
D06RW065
Circuit Description f “Closed loop” commanded air/fuel ratio is between

14.5 and 14.8
monoxide (CO), and oxides of nitrogen (NOx), a f Throttle angle is between 3% and 19%.
three-way catalytic converter is used. The catalyst within f Bank 2 HO2S 2 signal voltage remains below 22 mV
the converter promotes a chemical reaction which during normal “closed loop” operation for a total of 106
seconds over a 125-second period of time.
oxidizes the HC and CO present in the exhaust gas,
OR
converting them into harmless water vapor and carbon
dioxide. The catalyst also reduces NOx, converting it to f Bank 2 HO2S 2 signal voltage remains below 400 mV
during “power enrichment” mode fuel control operation
nitrogen. The powertrain control module (PCM) has the for up to 5 seconds.
and the Bank 2 HO2S 2 heated oxygen sensors. The Action Taken When the DTC Sets
Bank 2 HO2S 1 sensor produces an output signal which
indicates the amount of oxygen present in the exhaust (MIL) the first time the fault is detected.
gas entering the three-way catalytic converter. The Bank
2 HO2S 2 sensor produces an output signal which when the DTC was set as Freeze Frame and in the
indicates the oxygen storage capacity of the catalyst; this Failure Records data.
in turn indicates the catalyst’s ability to convert exhaust
gases efficiently. If the catalyst is operating efficiently, the Conditions for Clearing the MIL/DTC
Bank 2 HO2S 1 signal will be far more active than that
produced by the Bank 2 HO2S 2 sensor. If the Bank 2 consecutive trip cycle during which the diagnostic has
HO2S 2 signal voltage remains excessively low for an been run and the fault condition is no longer present.
extended period of time, DTC P0157 will be set. f A history DTC P0157 will clear after 40 consecutive
Conditions for Setting the DTC f DTC P0157 can be cleared by using the Tech 2 “Clear
f No related DTCs. Info” function or by disconnecting the PCM battery
f Engine coolant temperature is above 60°C (140°F).
Diagnostic Aids f Fuel contamination – Water, even in small amounts,

can be delivered to the fuel injectors. The water can
Check for the following conditions: cause a lean exhaust to be indicated. Excessive
f Heated oxygen sensor wiring – The sensor pigtail may alcohol in the fuel can also cause this condition. Refer
be mispositioned and contacting the exhaust system. to Fuel System Diagnosis for the procedure to check
f Poor PCM to engine grounds. for fuel contamination.
f Fuel pressure – A condition which causes a lean f If none of above conditions are present, replace the
exhaust can cause DTC P0157 to set. The system will affected HO2S 2.
go lean if pressure is too low. The PCM can
compensate for some decrease. However, if fuel Test Description
pressure is too low, a DTC P0157 may be set. Refer Number(s) below refer to the step number(s) on the
to Fuel System Diagnosis.
Diagnostic Chart.
f Lean injector(s) – Perform “Injector Balance Test.”
3. DTC P0157 failing during operation may indicate a
f Vacuum leaks – Check for disconnected or damaged condition described in the “Diagnostic Aids” above.
vacuum hoses and for vacuum leaks at the intake
manifold, throttle body, EGR system, and PCV system. If the DTC P0157 test passes while the Failure
Records conditions are being duplicated, an
f Exhaust leaks – An exhaust leak may cause outside air intermittent condition is indicated.
to be pulled into the exhaust gas stream past the
HO2S, causing the DTC P0157 to set. Check for Reviewing the Failire Records vehicle mileage since the
exhaust leaks near the Bank 1 HO2S 2 sensor. diagnostic test last failed may help determine how often
f MAF sensor – The system can go lean if the MAF the condition that caused the DTC to be set occurs. This
sensor signal indicates an engine airflow may assist in diagnosing the condition.
measurement that is not correct. Disconnect the MAF
sensor to see if the lean condition is corrected. If so,
replace the MAF sensor.
DTC P0157 – HO2S Circuit Low Voltage Bank 2 Sensor 2

performed? System
2. Review and record Tech 2 Failure Records data and
note parameters.
ground circuit.
DTC P0157 – HO2S Circuit Low Voltage Bank 2 Sensor 2 (Cont'd)

signal circuits.
9 Replace the PCM.
procedures.
Sensor 2
D06RW065
Circuit Description f Engine coolant temperature is above 60°C (140°F).

To control emissions of hydrocarbons (HC), carbon f Throttle angle is between 3% and 19%.
monoxide (CO), and oxides of nitrogen (NOx), a f Bank 2 HO2S 2 signal voltage remains above 952 mV
three-way catalytic converter is used. The catalyst within during normal “closed loop” operation for a total of 106
the converter promotes a chemical reaction which seconds over a 125-second period.
oxidizes the HC and CO present in the exhaust gas, OR
converting them into harmless water vapor and carbon f Bank 2 HO2S 2 signal voltage remains above 500 mV
dioxide. The catalyst also reduces NOx, converting it to during deceleration fuel cutoff mode operation for up to
3 seconds.
nitrogen. The powertrain control module (PCM) has the
ability to monitor this process using the Bank 2 HO2S 1 Action Taken When the DTC Sets
and the Bank 2 HO2S 2 heated oxygen sensors. The
Bank 2 HO2S 1 sensor produces an output signal which f The PCM will illuminate the malfunction indicator lamp
gas entering the three-way catalytic converter. The Bank f The PCM will store conditions which were present
2 HO2S 2 sensor produces an output signal which Failure Records data.
in turn indicates the catalyst’s ability to convert exhaust Conditions for Clearing the MIL/DTC
gases efficiently. If the catalyst is operating efficiently, the
Bank 2 HO2S 1 signal will be far more active than that f The PCM will turn the MIL “OFF” on the third
produced by the Bank 2 HO2S 2 sensor. If the Bank 2 been run and the fault condition is no longer present.
HO2S 2 signal voltage remains excessively high for an
extended period of time, DTC P0158 will be set. warm-up cycles have occurred without a fault.
f No related DTCs. feed.
f Engine is operating in “closed loop.”
f “Closed loop” commanded air/fuel ratio is between
14.5 and 14.8.
Diagnostic Aids indicated by a powdery white deposit on the portion of

the HO2S exposed to the exhaust stream. If
Check for the following conditions: contamination is noticed, replace the affected HO2S.
f Fuel pressure – An excessively rich fuel mixture can f Open HO2S signal or low circuit, or faulty HO2S – A
cause a DTC P0158 to be set. Refer to Fuel System poor connection or open in the HO2S signal or low
Diagnosis. circuit can cause the DTC to set during deceleration
f Rich injector(s) – Perform “Injector Balance Test.” fuel cutoff mode operation. An HO2S which is faulty
f Leaking injector – Refer to Fuel System Diagnosis. and does not allow full voltage swing between the rich
f Evaporative emissions (EVAP) canister purge – Check and lean thresholds can also cause this condition.
for fuel saturation. If full of fuel, check canister control Operate the vehicle while monitoring the HO2S voltage
and hoses. Refer to Evaporative Emission (EVAP) with a Tech 2. If the HO2S voltage is limited within a
Control System. range between 300 mV to 600 mV, check the HO2S
signal and low circuit wiring and associated terminal
f MAF sensor –The system can go rich if the MAF connections. If the wiring and connections are OK,
sensor signal indicates an engine airflow replace the HO2S.
measurement that is not correct. Disconnect the MAF
sensor to see if a rich condition is corrected. If so, f If none of above conditions are present, replace the
replace the MAF sensor. affected HO2S.
f Check for a leaking fuel pressure regulator diaphragm Test Description
by checking the vacuum line to the regulator for the
presence of fuel. There should be no fuel in the Number(s) below refer to the step number(s) on the
vacuum line. Diagnostic Chart.
f TP sensor – An intermittent TP sensor output will 3. DTC P0158 being set during deceleration fuel cutoff
cause the system to go rich, due to a false indication mode operation may indicate a condition described
of the engine accelerating. in the “Diagnostic Aids” above. If the DTC P0158
f Shorted Heated Oxygen Sensor (HO2S) – If the HO2S test passes while the Failure Records conditions are
is internally shorted, the HO2S voltage displayed on being duplicated, an intermittent condition is
the Tech 2 will be over 1 volt. Try disconnecting the indicated.
affected HO2S with the key “ON,” engine “OFF.” If the
displayed HO2S voltage changes from over 1000 mV Reviewing the Failure Records vehicle mileage since the
to around 450 mV, replace the HO2S. Silicon diagnostic test last failed may help determine how often
contamination of the HO2S can also cause a high the condition that caused the DTC to be set occurs. This
HO2S voltage to be indicated. This condition is may assist in diagnosing the condition.

performed? System
mV in
Does the Bank 2 HO2S 2 voltage remain above the fuel cut-out

4. At the HO2S Bank 2 Sensor 2 connector (PCM
side), use a DVM to measure voltages at the high
side) to ground.
Is Bank 2 HO2S 2 voltage between the specified Diagnostic
8 Replace the PCM.
procedures.
Sensor 2
D06RW066
Circuit Description sufficiently high temperature for accurate exhaust oxygen

To control emissions of hydrocarbons (HC), carbon content readings further from the engine.
three-way catalytic converter is used. The catalyst within
the converter promotes a chemical reaction which f No related DTCs.
oxidizes the HC and CO present in the exhaust gas, f Battery voltage is above 10 volts.
converting them into harmless water vapor and carbon f Engine run time is longer than 40 seconds.
dioxide. The catalyst also reduces NOx, converting it to f Oxygen sensor heater is functioning properly.
nitrogen. The powertrain control module (PCM) has the f Engine is in “closed loop” operation.
f Bank 2 HO2S 2 signal voltage remains between 426
and the Bank 2 HO2S 2 heated oxygen sensors. The mV and 474 mV for a total of 106 seconds over a
Bank 2 HO2S 1 sensor produces an output signal which 125-second period of time.
gas entering the three-way catalytic converter. The Bank Action Taken When the DTC Sets
2 HO2S 2 sensor produces an output signal which f The PCM will illuminate the malfunction indicator lamp
indicates the oxygen storage capacity of the catalyst; this (MIL) the first time the fault is detected.
in turn indicates the catalyst’s ability to convert exhaust f The PCM will store conditions which were present
gases efficiently. If the catalyst is operating efficiently, the when the DTC was set as Freeze Frame and in the
Bank 2 HO2S 1 signal will be far more active than that Failure Records data.
produced by the Bank 2 HO2S 2 sensor. If the Bank 2
HO2S 2 signal voltage remains between 400 mV and 500 Conditions for Clearing the MIL/DTC
mV for an extended period of time, DTC P0160 will be set. f The PCM will turn the MIL “OFF” on the third
Heated Oxygen sensors are used to minimize the amount consecutive trip cycle during which the diagnostic has
of time required for “closed loop” fuel control operation been run and the fault condition is no longer present.
and allow accurate catalyst monitoring. The oxygen f A history DTC P0160 will clear after 40 consecutive
sensor heater greatly decreases the amount of time warm-up cycles have occurred without a fault.
required for fuel control sensors Bank 1 HO2S 1 and Bank f DTC P0160 can be cleared by using the Tech 2 “Clear
2 HO2S 1 to become active. Oxygen sensor heaters are Info” function or by disconnecting the PCM battery
required by post-catalyst monitor sensors to maintain a feed.
“ON,” engine “OFF,” the HO2S voltage displayed on a Diagnostic Chart.
Tech 2 should gradually drop to below 250 mV. If not, 3.If the DTC P0160 test passes while the Failure
disconnect the HO2S and connect a test light between Records conditions are being duplicated, an
the HO2S ignition feed and heater ground circuits. If intermittent condition is indicated.
the test light does not light, repair the open ignition feed Reviewing the Failure Records vehicle mileage since the
or sensor ground circuit as necessary. If the test light
lights and the HO2S signal and low circuits are OK, diagnostic test last failed may help determine how often
replace the HO2S. the condition that caused the DTC to be set occurs. This

performed? System
minutes.
Was problem found? — Verify repair Go to Step 5
Did either terminal require replacement? — Verify repair Go to Step 6
if necessary.
ohms, repair open or poor connections as
necessary.

ohms, repair open or poor connections as
necessary.
11 Replace the PCM.
procedures.
D06RW066

of time required for “closed loop” fuel control operation f IAT and ECT are within 6°C (11°F) of each other at
start-up.
sensor heater greatly decreases the amount of time f Ignition voltage is between 11 volts and 18 volts.
required for fuel control sensors Bank 1 HO2S 1 and Bank f Average mass air flow for the sample period is less
2 HO2S 1 to become active. Oxygen sensor heaters are than 23 g/second.
required by post-catalyst monitor sensors to maintain a f Bank 2 HO2S 2 voltage does not change more than
sufficiently high temperature which allows accurate 150 mV from the bias voltage (between 400 mV-500
exhaust oxygen content readings further from the engine. maximum amount of time to come up to operating
once during an ignition cycle. When the engine is started,
the PCM will monitor the HO2S voltage. When the Bank 2 Action Taken When the DTC Sets
HO2S 2 voltage indicates a sufficiently active sensor, the f The PCM will illuminate the malfunction indicator lamp
engine (more total air flow = shorter time to HO2S Conditions for Clearing the MIL/DTC
activity). f The PCM will turn the MIL “OFF” on the third
at start-up.
f Poor connection at PCM – Inspect harness connectors 4. This ensures that the ignition feed circuit to the
for backed-out terminals, improper mating, broken HO2S is not open or shorted. The test light should
locks, improperly formed or damaged terminals, and be connected to a good chassis ground, in case the
damage. If the harness appears to be OK, observe the 5. This checks the HO2S heater ground circuit.
display on the Tech 2 while moving connectors and 6. This checks for an open or shorted HO2S heater
Test Description
Diagnostic Chart.
DTC P0161 –HO2S Heater Circuit Bank 2 Sensor 2

performed? System
proceeding.
fuses.
6. Monitor the Bank 2 O2S 2 voltage for several
Did the HO2S voltage go from bias voltage to above or mV or Below Diagnostic
4. Using a test light connected to a known good ground
(do not use Bank 2 HO2S 2 heater ground or Bank 2
side).
DTC P0161 –HO2S Heater Circuit Bank 2 Sensor 2 (Cont'd)

2. Using a DVM, measure resistance between the
Bank 2 HO2S 2.
harness terminals.
2. If a poor connection is found, replace the terminals.
2 low circuit.
2 low circuit.
necessary.
necessary.
15 Locate and repair the short to ground in the Bank 2
HO2S 2 ignition feed circuit and replace the faulty fuse.
Diagnostic Trouble Code (DTC) P0171 Fuel Trim System Too Lean Bank 1
D06RW068
Circuit Description f Engine coolant temperature is between 25°C (77°F)

and 100°C (212°F).
fuel economy, and emission control, a “closed loop” f Intake air temperature is between –40°C (–40°F) and
120°C (248°F).
air/fuel metering system is used. While in “closed loop,”
the powertrain control module (PCM) monitors the Bank 1 f Manifold absolute pressure is between 24 kPa and 99
kPa.
HO2S 1 and Bank 2 HO2S 1 signals and adjusts fuel
delivery based upon the HO2S signal voltages. A change f Throttle angle is steady below 95%.
made to fuel delivery will be indicated by the long and f Vehicle speed is below 136 km/h (85 mph).
short term fuel trim values which can be monitored with a f Engine speed is between 400 and 6000 RPM.
Tech 2. Ideal fuel trim values are around 0%; if the HO2S f Barometric pressure is greater than 72.5 kPa.
signals are indicating a lean condition the PCM will add f Mass air flow (MAF) is between 2 g/second and 200
fuel, resulting in fuel trim values above 0%. If a rich g/second.
condition is detected, the fuel trim values will be below f Ignition voltage is above 9.5 volts.
0%, indicating that the PCM is reducing the amount of fuel f Fuel system is in “closed loop.”
delivered. If an excessively lean condition is detected on f Canister purge duty cycle is greater than 0% if on.
Bank 1, the PCM will set DTC P0171.
trim allows a range between –15% (automatic
transmission) or –12% (manual transmission) and +20%. (MIL) after the second consecutive trip in which the
The PCM monitors fuel trim under various engine fault is detected.
speed/load fuel trim cells before determining the status f The PCM will store conditions which were present
the fuel trim diagnostic. when the DTC was set as Freeze Frame and in the
f None of the following: EGR DTCs, HO2S DTCs, f The PCM will turn the MIL “OFF” on the third
(response, transition, open, low volts, no activity), MAF consecutive trip cycle during which the diagnostic has
DTCs, TP sensor DTCs, MAP DTCs, IAT DTCs, been run and the fault condition is no longer present.
canister purge DTCs, EVAP DTCs, injector circuit
DTCs, or misfire DTCs.
feed.
Diagnostic Aids
connectors and wiring harnesses related to the engine
harness. A change in the display will indicate the
Test Description
Diagnostic Chart.
2. DTCs other than P0171 and P0174 may indicate a
condition present which may cause a lean condition.
If this is the case, repairing the condition which
caused the other DTC will most likely correct the
DTC P0171/P0174.
4. If the DTC P0171 test passes while the Failure
Records conditions are being duplicated, the lean
condition is intermittent. Refer to Diagnostic Aids or
Symptoms for additional information on diagnosing
intermittent problems.
DTC P0171 –Fuel Trim System Lean Bank 1

performed? System
2 Are any DTCs set other than P0171 and P0174? Go to the
applicable
DTC charts
and repair the
other DTCs
before
proceeding
— with this chart Go to Step 3
3 1. Start the engine and operate the vehicle in “closed
loop.”
2. Observe the “B1 Long Term Fuel Trim” display on
the Tech 2. L.T. Fuel
Is the displayed value greater than the specified value? Trim: +20% Go to Step 5 Go to Step 4
2. Clear the DTC P0171/P0174 and operate the
vehicle to duplicate the Failure Records conditions. The lean
3. Monitor the Tech 2 “DTC” info for DTC P0171 while condition is
operating the vehicle to duplicate the Failure not present.
Records conditions. If a
driveability
4. Continue operating the vehicle until the DTC P0171 symptom still
test runs and note the test result. exists, refer
Does the Tech 2 indicate DTC P0171 failed this to Symptoms
ignition? — Go to Step 5 section.
5 Was DTC P0174 also set? — Go to Step 6 Go to Step 15
disconnections, splits, kinks, improper routing and
improper connections and repair any problem found.
System).
8 1. Inspect the MAF sensor inlet screen for damage or
for the presence of foreign objects which may
partially block the air flow sample through the MAF
sensor.
2. Correct any problem that is found as necessary.
Did your inspection of the MAF sensor reveal a
condition requiring repair? — Verify repair Go to Step 9
Is a high or unsteady idle being experienced? — Go to Step 10 Go to Step11
for vacuum leaks.
2. Repair any vacuum leaks as necessary.
DTC P0171 –Fuel Trim System Lean Bank 1 (Cont'd)

contaminants (see Diagnosis in Engine Fuel for the
if present (see Engine Fuel).
Was the fuel contaminated? — Verify repair Go to Step 12
locations.
necessary.
13 1. Disconnect the MAF sensor electrical connector.
2. Operate the vehicle in “closed loop” while
monitoring the “B1 Long Term Fuel Trim” displayed
on the Tech 2.
Does “BANK 1 S.T. FUEL TRIM” value decrease to
near the specified value? 0% Go to Step 19 Go to Step 14
14 Perform the procedure in the “Fuel System Pressure
Test” and repair fuel system problem if necessary.
Did Fuel System Pressure Test isolate a condition
requiring repair? — Verify repair Go to Step 15
injector O-rings, EGR adapter, EGR valve and the
2. Repair any problem that is found.
17 Perform the “Injector Balance Test,” and correct any
Did Injector Balance Test isolate a problem? — Verify repair Go to Step 18
Refer to
Diagnostic Trouble Code (DTC) P0172 Fuel Trim System Rich Bank 1
D06RW068
Circuit Description f None of the following was set: EGR DTCs, HO2S
DTCs, (response, transition, open, low volts, no
To provide the best possible combination of driveability, activity), MAF DTCs, TPS DTCs, MAP DTCs, IAT
fuel economy, and emission control, a “closed loop” DTCs, canister purge DTCs, EVAP DTCs, injector
air/fuel metering system is used. While in “closed loop,” circuit DTCs, or misfire DTCs.
the powertrain control module (PCM) monitors the Bank 1 f Engine coolant temperature is between 25°C (77°F)
heated oxygen sensors (HO2S) 1 and Bank 2 HO2S 1 and 100°C (212°F).
signals and adjusts fuel delivery based upon the HO2S f Intake air temperature is between –40°C (–40°F) and
signal voltages. A change made to fuel delivery will be 120°C (248°F).
indicated by the long and short term fuel trim values which f Manifold absolute pressure is between 24 kPa and 99
can be monitored with a Tech 2. Ideal fuel trim values are kPa.
around 0%; if the HO2S signals are indicating a lean f Throttle angle is steady below 95%.
condition the PCM will add fuel, resulting in fuel trim f Vehicle speed is below 136 km/h (85 mph).
values above 0%. If a rich condition is detected, the fuel f Engine speed is between 400 and 6000 RPM.
trim values will be below 0%, indicating that the PCM is
f Barometric pressure is greater than 72.5 kPa.
reducing the amount of fuel delivered. If an excessively
rich condition is detected on Bank 1, the PCM will set DTC f Mass air flow (MAF) is between 2 g/second and 200
g/second.
P0172.
The PCM’s maximum authority to control long term fuel f Ignition voltage is above 9.5 volts.
trim allows a range between –15% (automatic f Fuel system is in “closed loop.”
transmission) or –12 (manual transmission) and +20%. f Canister purge duty cycle is greater than 0%, if “ON.”
The PCM’s maximum authority to control short term fuel
trim allows a range between –11% and +20%. The PCM Action Taken When the DTC Sets
monitors fuel trim under various engine speed/load fuel f The PCM will illuminate the malfunction indicator lamp
trim cells before determining the status of the fuel trim (MIL) after the second consecutive trip in which the
diagnostic. fault is detected.
Conditions for Setting the DTC when the DTC was set as Freeze Frame and in the
f No Tech 2 test is being run.
Conditions for Clearing the MIL/DTC harness. A change in the display will indicate the
f The PCM will turn the MIL “OFF” on the third Reviewing the Failure Records vehicle mileage since the
been run and the fault condition is no longer present. diagnostic test last failed may help determine how often
warm-up cycles have occurred without a fault. may assist in diagnosing the condition.
f DTC P0172 can be cleared by using the Tech 2 “Clear Test Description
feed. Number(s) below refer to the step number(s) on the
Diagnostic Chart.
Diagnostic Aids 2. DTCs other than P0172 and P0175 may indicate a
Check for the following conditions: condition present which may cause a lean condition.
f Poor connection at PCM – Inspect harness connectors If this is the case, repairing the condition which
for backed-out terminals, improper mating, broken caused the other DTC will most likely correct the
locks, improperly formed or damaged terminals, and DTC P0172/P0175.
poor terminal-to-wire connection. 4. If the DTC P0172 test passes while the Failure
f Damaged harness – Inspect the wiring harness for Records conditions are being duplicated, the rich
damage. If the harness appears to be OK, observe the condition is intermittent. Refer to Diagnostic Aids or
Bank 1 HO2S 1 display on the Tech 2 while moving Symptoms for additional information on diagnosing
DTC P0172 – Fuel Trim System Rich Bank 1

performed? System
applicable
DTC charts
and repair the
other DTCs
before
proceeding
— with this chart Go to Step 3
loop.” L.T. Fuel
2. Observe “B1 Long Term Fuel Trim” display on the Trim: –15%
Tech 2. (auto. trans.)
Is the displayed value more negative than the specified OR –12%
value? (man. trans.) Go to Step 5 Go to Step 4
vehicle to duplicate the Failure Records conditions.
3. Monitor the Tech 2 “DTC” info for DTC P0172 while The rich
operating the vehicle to duplicate the Failure condition is
Records conditions. not present.
If a
4. Continue operating the vehicle until the DTC P0172 driveability
test runs and note test result. symptom still
Does the Tech 2 indicate DTC P0172 failed this exists, refer
ignition? — Go to Step 5 to Symptoms.
5 Is DTC P0175 also set? — Go to Step 6 Go to Step 15
DTC P0172 – Fuel Trim System Rich Bank 1 (Cont'd)

8 Inspect the MAF sensor inlet screen for damage or for
the presence of foreign objects which may partially
block air flow through the screen and correct any
problem found.
condition requiring repair or replacement? — Verify repair Go to Step 9
Is a low or unsteady idle being experienced? — Go to Step 10 Go to Step 11
2. Physically inspect the throttle body bore, throttle
plate, and IAC passages for coking and foreign
objects.
3. If a problem was found, repair as necessary.
fuel.
System).
Did the fuel pressure regulator require replacement? — Verify repair Go to Step 12
12 Ignition “ON,” engine “OFF,” monitor the TP Angle
display on the Tech 2 while slowly depressing the
accelerator pedal.
evenly from minimum value at closed throttle to Maximum
maximum value at wide–open throttle? 100% Go to Step 13 Go to Step 21
monitoring the “B1 Long Term Fuel Trim” and “B1
Short Term Fuel Trim” display on the Tech 2.
Did both values change to near the specified value? 0% Go to Step 22 Go to Step 14
14 1. Perform “Fuel System Pressure Test.”
2. If Fuel System Pressure Test isolates a problem,
repair as necessary (refer to Engine Fuel or Fuel
Metering System).
Did the Fuel System Pressure Test isolate a problem
2. Connect a test light between the harness connector
terminals of canister purge solenoid.
Is the test light on? — Go to Step 16 Go to Step 19
16 Check for short to ground in the wire (red/blue)
between the canister purge solenoid and PCM terminal
A-15.
Was there a short to ground? — Go to Step 17 Go to Step 18

18 Replace the PCM.
procedures.
19 1. Perform the “Injector Balance Test.”
2. If Injector Balance Test isolates a problem, repair as
necessary (refer to Fuel Metering System).
Did the Injector Balance Test isolate a problem
replace the contaminated sensors. Diagnostic
missing.
Diagnostic Trouble Code (DTC) P0174 Fuel Trim System Lean Bank 2
D06RW069
Circuit Description f Engine coolant temperature is between 25°C (77°F)

and 100°C (212°F).
fuel economy, and emission control, a “closed loop” f Intake air temperature is between –40°C (–40°F) and
120°C (248°F).
the powertrain control module (PCM) monitors the Bank 1 f Manifold absolute pressure is between 24 kPa and 99
kPa.
delivery based upon the HO2S signal voltages. A change f Throttle angle is steady below 95%.
made to fuel delivery will be indicated by the long and f Vehicle speed is below 136 km/h (85 mph).
short term fuel trim values which can be monitored with a f Engine speed is between 400 and 6000 RPM.
Tech 2. Ideal fuel trim values are around 0%; if the HO2S f Barometric pressure is greater than 72.5 kPa.
signals are indicating a lean condition the PCM will add f Mass air flow is between 2 g/second and 200 g/second.
fuel, resulting in fuel trim values above 0%. If a rich f Ignition voltage is above 9.5 volts.
condition is detected, the fuel trim values will be below f Fuel system is in “closed loop.”
0%, indicating that the PCM is reducing the amount of fuel f Canister purge duty cycle is greater than 15%, if “ON.”
delivered. If an excessively lean condition is detected on
Bank 2, the PCM will set DTC P0174. Action Taken When the DTC Sets
The PCM’s maximum authority to control long term fuel
trim allows a range between –15%(automatic f The PCM will illuminate the malfunction indicator lamp
transmission) or –12%(manual transmission) and +20%. failure is detected.
The PCM monitors fuel trim under various engine
speed/load fuel trim cells before determining the status of when the DTC was set as Freeze Frame and in the
the fuel trim diagnostic. Failure Records data.
f No Tech 2 test is being run. f The PCM will turn the MIL “OFF” on the third
f None of the following DTCs are set: idle system, EGR, consecutive trip cycle during which the diagnostic has
HO2S, (response, transition, open, low volts, no been run and the fault condition is no longer present.
activity), MAF, TP sensor, MAP, IAT, canister purge, f A history DTC P0174 will clear after 40 consecutive
EVAP, injector circuit, or misfire. warm-up cycles have occurred without a fault.
feed.
Diagnostic Aids
harness. A change in the display will indicate the
Test Description
Diagnostic Chart.
condition present which may cause a lean condition.
If this is the case, repairing the condition which
caused the other DTC will most likely correct the
DTC P0171/P0174.
4. If the DTC P0174 test passes while the Failure
Records conditions are being duplicated, the lean
condition is intermittent. Refer to Diagnostic Aids or
Symptoms for additional information on diagnosing
DTC P0174 – Fuel Trim System Lean Bank 2

performed? System
applicable
DTC charts
and repair the
other DTCs
before
proceeding
with this
loop.”
2. Observe the “B2 Long Term Fuel Trim” display on
the Tech 2.
Is the displayed values greater than the specified L.T. Fuel
values? Trim: +20% Go to Step 5 Go to Step 4
4 1. Review and record Tech 2 Failure Records data.
3. Monitor the Tech 2 “DTC” info for DTC P0174 while The lean
operating the vehicle to duplicate the Failure condition is
Records conditions. not present.
4. Continue operating the vehicle until the DTC P0174 If a
test runs. driveability
symptom still
5. Note the test result. exists, refer
Does the Tech 2 indicate DTC P0174 failed this to Symptoms
ignition? — Go to Step 5 section.
disconnects, splits, kinks, improper routing and
improper disconnections and repair any problem
found.
System).
for the presence of foreign objects which may
partially block the air flow sample through the MAF
sensor.
2. Correct any problem that is found as necessary.
condition requiring repair? — Verify repair Go to Step 9
Is a high or unsteady idle being experienced? — Go to Step 10 Go to Step 11
DTC P0174 – Fuel Trim System Lean Bank 2 (Cont'd)

for vacuum leaks.
2. Repair any vacuum leaks as necessary.
contaminants (see Diagnosis in Engine Fuel for
is present (see Engine Fuel).
locations.
necessary.
monitoring the “B2 Short Term Fuel Trim” displayed
on the Tech 2.
Does the “B2 Short Term Fuel Trim” value decrease to
near the specified value? 0% Go to Step 19 Go to Step 14
14 Perform the procedure in the ”Fuel System Pressure
Test” and repair fuel system problem if necessary.
Did the Fuel System Pressure Test isolate a condition
injector O-rings, EGR adapter, EGR valve and the
2. Repair any problem that is found.
17 Perform the “Injector Balance Test,” and correct any
Did the Injector Balance Test isolate a problem? — Verify repair Go to Step 18
Refer to
Diagnostic Trouble Code (DTC) P0175 Fuel Trim System Rich Bank 2
D06RW069
Circuit Description activity), MAF, TPS, MAP, IAT, canister purge, EVAP,
injector circuit, or misfire.
fuel economy, and emission control, a “closed loop” f Engine coolant temperature is between 25°C (77°F)
and 100°C (212°F).
the powertrain control module (PCM) monitors the Bank 1 f Intake air temperature is between –40°C (–40°F) and
120°C (248°F).
delivery based upon the HO2S signal voltages. A change f Manifold absolute pressure is between 24 kPa and 99
kPa.
made to fuel delivery will be indicated by the long and
short term fuel trim values which can be monitored with a f Throttle angle is steady below 95%.
Tech 2. Ideal fuel trim values are around 0%; if the HO2S f Vehicle speed is below 136 km/h (85 mph).
signals are indicating a lean condition the PCM will add f Engine speed is between 400 and 6000 RPM.
fuel, resulting in fuel trim values above 0%. If a rich f Barometric pressure is greater than 72.5 kPa.
condition is detected, the fuel trim values will be below f Mass air flow (MAF) is between 2 g/second and 200
0%, indicating that the PCM is reducing the amount of fuel g/second.
delivered. If an excessively rich condition is detected on f Ignition voltage is above 9.5 volts.
Bank 2, the PCM will set DTC P0175. f Fuel system is in “closed loop.”
The PCM’s maximum authority to control long term fuel f Canister purge duty cycle is greater than 15%, if “ON.”
trim allows a range between –15%(automatic
transmission) or –12%(manual transmission) and +20%. Action Taken When the DTC Sets
The PCM’s maximum authority to control short term fuel
trim allows a range between –11% and +20%. The PCM (MIL) after the second consecutive trip in which the
monitors fuel trim under various engine speed/load fuel failure is detected.
trim cells before determining the status of the fuel trim f The PCM will store conditions which were present
diagnostic. when the DTC was set as Freeze Frame and in the
f None of the following DTCs are set: idle system, EGR, f The PCM will turn the MIL “OFF” on the third
HO2S, (response, transition, open, low volts, no consecutive trip cycle during which the diagnostic has
f A history DTC P0175 will clear after 40 consecutive the condition that caused the DTC to be set occurs. This
Info” function or by disconnecting the PCM battery Test Description
feed. Number(s) below refer to the step number(s) on the
Diagnostic Chart.
Diagnostic Aids
Check for the following conditions: condition present which may cause a lean condition.
f Poor connection at PCM – Inspect harness connectors If this is the case, repairing the condition which
for backed-out terminals, improper mating, broken caused the other DTC will most likely correct the
locks, improperly formed or damaged terminals, and DTC P0172/P0175.
f Damaged harness – Inspect the wiring harness for 4. If the DTC P0175 test passes while the Failure
damage. If the harness appears to be OK, observe the Records conditions are being duplicated, the rich
Bank 2 HO2S 1 display on the Tech 2 while moving condition is intermittent. Refer to Diagnostic Aids or
connectors and wiring harnesses related to the engine Symptoms for additional information on diagnosing
harness. A change in the display will indicate the intermittent problems.
Reviewing the Failure Records Vehicle mileage since the
DTC P0175 – Fuel Trim System Rich Bank 2

1 Was the ”On-Board Diagnostic (OBD) System Check” Go to OBD
performed? System
applicable
DTC charts
and repair the
other DTCs
before
proceeding
with this
loop.” L.T. Fuel
2. Observe the “BANK 2 L.T. FUEL TRIM” display on Trim: –15%
the Tech 2. (auto. trans.)
Is the displayed value more negative than the specified OR –12%
value? (man. trans.) Go to Step 5 Go to Step 4
3. Monitor the Tech 2 “DTC” info for DTC P0175 while
operating the vehicle to duplicate the Failure The rich
Records conditions. condition is
4. Continue operating the vehicle until the DTC P0175 not present.
test runs. If a
driveability
5. Note the test result. symptom still
Does the Tech 2 indicate DTC P0175 failed this exists, refer
ignition? — Go to Step 5 to Symptoms.

8 Inspect the MAF sensor inlet screen for damage or for
the presence of foreign objects which may partially
block air flow through the screen and correct any
problem found.
Is a low or unsteady idle being experienced? — Go to Step 10 Go to Step 11
10 1. Turn the ignition off and physically inspect the
throttle body bore, throttle plate, and IAC passages
for coking and foreign objects.
2. If a problem was found, repair as necessary.
fuel.
System).
Did the fuel pressure regulator require replacement? — Verify repair Go to Step 12
2. Monitor the TP Angle display on the Tech 2 while
slowly depressing the accelerator pedal.
evenly from minimum value at closed throttle to Maximum
maximum value at wide-open throttle? 100% Go to Step 13 Go to Step 21
monitoring the “B1 Lont Term Fuel Trim” and “BANK
2 S.T. FUEL TRIM” display on the Tech 2.
Did both values change to near the specified value? 0% Go to Step 22 Go to Step 14
14 1. Perform the “Fuel System Pressure Test.”
2. If Fuel System Pressure Test isolates a problem,
repair as necessary (refer to Engine Fuel or Fuel
Metering System).
Did the Fuel System Pressure Test isolate a condition
2. Connect a test light between the harness connector
terminals of canister purge solenoid.
Is the test light on? — Go to Step 16 Go to Step 19
16 Check for short to ground in the wire (red/blue)
between the canister purge solenoid and PCM terminal
A-15.
Was there a short to ground? — Go to Step 17 Go to Step 18

18 Replace the PCM.
procedures.
19 1. Perform the “Injector Balance Test.”
2. If the Injector Balance Test isolates a problem,
repair as necessary (refer to Fuel Metering
System).
Did the Injector Balance Test isolate a problem
replace the contaminated sensor. Diagnostic
missing.
Diagnostic Trouble Code (DTC) P0201 Injector 1 Control Circuit
D06RW070

The powertrain control module (PCM) has six individual f The PCM will turn “OFF” the MIL on the third
injector driver circuits. Each controls an injector. When a consecutive trip cycle in which the diagnostic has been
driver circuit is grounded by the PCM, the injector is run and the fault is no longer present.
activated. The PCM monitors the current in each driver f A history DTC P0201 will clear after 40 consecutive
circuit. The voltage on each driver is monitored to detect warm-up cycles occur without a fault.
a fault. If the voltage is not what the PCM expects to f DTC P0201 can be cleared by using the Tech 2 “Clear
monitor on the circuit, a DTC is set. This DTC is also set if Info” function or by disconnecting the PCM battery
an injector driver is shorted to voltage or if there is an open feed.
circuit.
Diagnostic Aids
Conditions for Setting the DTC An injector driver circuit that is open or shorted to voltage
f The battery voltage is more than 9 volts. will cause a DTC P0201 to set. It will also cause a misfire
due to an inoperative injector. A misfire DTC will also be
f The engine is turning, determined by 58X crankshaft
position input signal. set indicating which cylinder is inoperative.
Long term and short term fuel trims that are excessively
f The injector voltage does not equal the ignition voltage
when the injector is commanded “OFF” or the injector high or low are a good indication that an injector is faulty.
voltage does not equal 0 volts when the injector is Use Fuel Injector Coil Test Procedure to check for faulty
commanded “ON.” injectors.
f The above conditions are met for 5 seconds.
Test Description
Action Taken When the DTC Sets The number(s) below refer to the step number(s) on the
f The PCM will illuminate the malfunction indicator lamp Diagnostic Chart.
(MIL) the first time the fault is detected. 3. This step determines if DTC P0201 is the result of a
f The PCM will store conditions which were present hard failure or an intermittent condition.
5. A special injector test connector is provided so that 7. Because the test light was “ON” steady, voltage to
the injectors can be electrically tested without the injector is OK, but the driver circuit is grounded
removal of the manifold. The test connector can be at all times. This step determines if the circuit is
identified by the blue connector lock which is shorted to ground or the PCM is faulty.
tethered to the wiring harness. If the light for 9.The reading should be about 12-14W.
cylinder 1 is “ON” steady before cranking the engine
as well as while cranking the engine, then the 10.Locating the open in the harness or in the injector
injector driver circuit is shorted to ground. will require removal of the manifold to provide
access.
If the test light blinks while cranking, the PCM and
the wiring to the injectors are OK. The Fuel
Injector Coil Test Procedure will check if the
injectors are faulty.
R321054
DTC P0201 – Injector 1 Control Circuit

performed? System
Cranks But
Will Not Run
4 1. Review the Freeze Frame data with the ignition
“ON” and the engine “OFF” and note the
parameters.
DTC P0201 – Injector 1 Control Circuit (Cont'd)

2. Disconnect the injector connector.
3. Install an injector test light J-39021-65 on the
injector test connector. Go to Fuel
Injector Coil
4. Crank the engine and note the light. Test
6 Note whether the injector test light for cylinder 1 was
“OFF” or “ON” steady in step 5.
Was the test light “ON” steady while cranking the
engine? — Go to Step 7 Go to Step 9
injectors.
System
— Check —
2. At the injector side of the harness, connect an
ohmmeter between the positive wire (red with blue
tracer) and the wire for cylinder 1 (green with white
tracer).
Does the ohmmeter indicate continuity? — Go to Step 11 Go to Step 10
10 Repair the open injector harness wire or open injector.
11 At the PCM side of the injector test connector, check
the green/white wire for a short to voltage.
Was there a short to voltage? — Go to Step 12 Go to Step 13
12 Repair the short to voltage.
connector and the PCM.
15 Replace the PCM.
procedures.
D06RW070

injector driver circuits. Each controls an injector. When a consecutive trip cycle in which the diagnostic has been
driver circuit is grounded by the PCM, the injector is run and the fault is no longer present.
circuit.
Diagnostic Aids
Test Description
access.
the wiring to the injectors are OK. Fuel Injector
Coil Test Procedure will check if the injectors are
faulty.
R321055

performed? System
Cranks But
Will Not Run
parameters.

3. Install an injector test light J-39021-65 on injector
test connector Go to Fuel
Injector Coil
Does the cylinder 2 test light blink? — Procedure Go to Step 6
injectors.
System
— Check —
tracer) and the wire for cylinder 2 (green with orange
tracer).
the green/orange wire for a short to voltage.
15 Replace the PCM.
procedures.
D06RW070

injector driver circuits. Each controls an injector. When consecutive trip cycle in which the diagnostic has been
the driver circuit is grounded by the PCM, the injector is run and the fault is no longer present.
circuit.
Diagnostic Aids
f The engine is turning, determined by the 58X
crankshaft position input signal. set indicating which cylinder is inoperative.
Test Description
access.
R321056

performed? System
Cranks But
Will Not Run
parameters.

2. Disconnect the injector test connector .
connector Go to Fuel
Injector Coil
injectors.
System
— Check —
tracer) and the wire for cylinder 3 (green).
the green wire for a short to voltage.
15 Replace the PCM.
procedures.
D06RW070

circuit.
Diagnostic Aids
Test Description
access.
R321057

performed? System
Cranks But
Will Not Run
parameters.

test connector. Go to Fuel
Injector Coil
6 Note whether the injector test light was “OFF” or “ON”
steady in step 5.
injectors.
System
— Check —
tracer) and the wire for cylinder 4 (green/red).
the green/red wire for a short to voltage.
15 Replace the PCM.
procedures.
D06RW070

circuit. The voltage on each driver is monitored to detect a warm-up cycles occur without a fault.
fault. If the voltage is not what the PCM expects to f DTC P0205 can be cleared by using the Tech 2 “Clear
circuit.
Diagnostic Aids
Test Description
access.
the wiring to the injectors are OK. Fuel Injector
Coil Test Procedure will check if the injectors are
faulty.
R321058

performed? System
Cranks But
Will Not Run
parameters.

3. Install an injector test light J-39021-65 on the
injector test connector. Go to Fuel
Injector Coil
steady in step 5.
injectors.
System
— Check —
tracer) and the wire for cylinder 5 (green with black
tracer).
the green/black wire for a short to voltage.
15 Replace the PCM.
procedures.
D06RW070

circuit.
Diagnostic Aids
Test Description
access.
R321059

performed? System
Cranks But
Will Not Run
parameters.

test connector. Go to Fuel
Injector Coil
steady in step 5.
injectors.
System
— Check —
tracer) and the wire for cylinder 6 (green with yellow
tracer).
10 Repair the open injector harness wire or open injector
the green/yellow wire for a short to voltage.
15 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0300 Engine Misfire Detected

The powertrain control module (PCM) is able to detect a The Tech 2 display “Misfire Cur. #1 through #6” can be
misfire by monitoring the 58X reference and the camshaft useful to determine whether the misfire is isolated to a
position input signals. If the PCM detects crankshaft single cylinder.
speed variations that indicate 1% or more of cylinder firing f Damaged or faulty ignition coil – Check for cracks or
events are misfires, the PCM will disable the torque other damage.
converter clutch (TCC). If the RPM variation detected f Substitute a known good coil – Swap the ignition coils
indicates a true misfire condition, DTC P0300 will be set. and retest. If the misfire follows the coil, replace the
If the ABS Rough Road sensor input signal to the PCM ignition coil.
determines that a rough road condition is present, the If the misfire is random, check for the following conditions:
misfire diagnostic will be temporarily disabled. f System grounds – Ensure all connections are clean
Conditions for Setting the DTC f MAF – A mass air flow (MAF) sensor output that
f None of the following DTCs occur: TP sensor, MAF causes the PCM to sense a lower than normal air flow
sensor, CMP sensor, VSS, ECT sensor, ABS rough will cause a lean condition.
road sensor, CKP sensor. f Air induction system – Air leaks into the induction
f The engine speed is between 600 and 6250 RPM. system which bypass the MAF sensor will cause a lean
condition. Check for disconnected or damaged
f The system voltage is between 11 and 16 volts. vacuum hoses, incorrectly installed or faulty PCV
f The engine temperature sensor (ECT) indicates an valve, or for vacuum leaks at the throttle body, EGR
engine temperature between –7°C (20°F) and 120°C valve, and intake manifold mounting surfaces.
(248°F). f Fuel pressure – Perform a fuel system pressure test.
f Throttle angle is steady and throttle changes less than A faulty fuel pump, plugged filter, or faulty fuel system
3% per 125 milliseconds. pressure regulator will contribute to a lean condition.
f The PCM detects a crankshaft RPM variation f Injector(s) – Perform an injector coil/balance test to
indicating a misfire that is sufficient to cause catalytic locate faulty injector(s) contributing to a lean or
converter damage or emissions levels to exceed the flooding condition. In addition to the above test, check
mandated standard. the condition of the injector O-rings.
Action Taken When the DTC Sets which will contribute to a lean condition or excessive
f The PCM will illuminate the malfunction indicator lamp EGR flow.
(MIL) the first time the fault is detected. f Fuel quality – Using fuel with the wrong octane rating
f If the misfire is severe enough to cause possible for the vehicle may cause driveability problems.
catalyst damage, the PCM will flash the MIL for as long Although alcohol-enhanced fuels may raise the octane
as the misfire remains at catalyst damaging levels. rating, the fuel’s ability to turn into vapor in cold
temperatures deteriorates. This may affect the cold
f The PCM will disable the TCC operation. driveability of the engine. The Reid Vapor Pressure of
f The PCM will store conditions which were present the fuel can also create problems in the fuel system,
when the DTC was set as Freeze Frame and in the especially during the spring and fall when changes by
Failure Records data. the refineries may not coincide with changes in the
weather.
Conditions for Clearing the MIL/DTC f Vehicle marshalling – The transportation of new
f The PCM will turn the MIL “OFF” on the third vehicles from the assembly plant to the dealership can
consecutive trip cycle in which the diagnostic has been involve as many as 60 key cycles within 2 to 3 miles of
run and the fault condition is no longer present. driving. This type of operation contributes to the fuel
fouling of the spark plugs and will turn on the MIL with
f A history DTC P0300 will clear after 40 consecutive a P0300 Misfire DTC.
warm-up cycles occur without a fault. Reviewing the Failure Records vehicle mileage since the
f DTC P0300 can be cleared by using the Tech 2 “Clear diagnostic test last failed may help determine how often
Info” function or by disconnecting the PCM battery the condition that caused the DTC to be set occurs. This
feed.
DTC P0300 – Engine Misfire Detected

performed? System
2 1. Start the engine. Run the engine at idle.
present when the DTC was set (as defined by the
Freeze Frame data).
4. Monitor the Tech 2 “Misfire Current Cyl #” display for
each cylinder. Refer to
Is “Misfire Cur. #” display increasing for any cylinder Diagnostic
hoses as necessary.
for vacuum leaks:
f The intake manifold
f The injector O-rings
f The EGR adapter
f The EGR feed pipes
2. If a problem is found, repair the vacuum leak as
necessary.
5 1. Visually and physically inspect the crankcase
ventilation valve for improper installation or
damaged grommet.
Crankcase Ventilation System).
for the presence of foreign objects that may partially
block the air flow sample through the MAF sensor.
2. If a problem is found, repair or replace the MAF
sensor as necessary.
7 1. Remove the EGR valve and visually/physically
inspect the valve to ensure that the pintle is not
sticking partially open. Also, inspect the EGR valve
pintle and seat for carbon deposits or burrs that may
interfere with the pintle closing completely.
2. If a problem is found, clean the EGR valve pintle and
seat or replace the EGR valve as necessary.
DTC P0300 – Engine Misfire Detected (Cont'd)

ignition coil for a cylinder that indicated a misfire.
2. Crank the engine while observing the spark tester.
A crisp, blue spark should be observed.
Is adequate spark present? — Go to Step 14 Go to Step 9
coil(s) associated with the cylinders that were
indicated as misfiring. Ensure that the coil(s) are
free of cracks.
coil(s) as necessary.
Did any ignition coils require replacement? — Verify repair Go to Step 10
plug(s) as necessary.
12 1. Disconnect the MAF sensor electrical connector. ”BANK 1 L.T.
2. Operate the vehicle in “closed loop” while FUEL TRIM”
monitoring the “B1 Long Term Fuel Trim” and “B1 below +20%; Replace the
Short Term Fuel Trim” display on the Tech 2. “BANK 1 S.T. ignition coil of
Do both values decrease below the specified values? FUEL TRIM” the affected
below +50% Go to Step 13 cylinder
ensure that they are clean, tight and in their proper
locations.
condition as necessary.
Did your inspection reveal a poor ground? — Verify repair Go to Step 15
15 1. Perform the “Fuel System Pressure Test”
procedure.
Engine Fuel or Fuel Metering System).
Was a fuel system problem found? — Verify repair Go to Step 16
procedure).
2. If a problem is found, correct the contaminated fuel
condition as necessary.
DTC P0300 – Engine Misfire Detected (Cont'd)

17 1. Perform the “Injector Coil/Balance Test.”
2. If a problem is found, replace faulty injector(s) as
necessary.
Did any of the injectors require replacement? — Verify repair Go to Step 18
18 1. Check for an engine mechanical problem. Refer to
Engine Mechanical Diagnosis to diagnose the
Was a basic engine mechanical problem found and
repaired? — Verify repair Go to Step 19
19 1. Check for a transmission TCC problem. Refer to
4L30-E Automatic Transmission Diagnosis.
2. If a problem is found, repair the transmission as
necessary. Refer to 4L30-E Automatic
Transmission Unit Repair.
Was a transmission problem found and repaired? — Verify repair Go to Step 20
Diagnostic Trouble Code (DTC) P0301 Cylinder 1 Misfire Detected

Circuit Description f If the misfire is severe enough to cause possible
catalyst damage, the PCM will flash the MIL for as long
The powertrain control module (PCM) has the ability to as the misfire remains at catalyst damaging levels.
detect a misfire by monitoring the 58X reference and the
camshaft position sensor input signals. If the PCM when the DTC was set as Freeze Frame and in the
detects a crankshaft speed variation that indicates 1% or Failure Records data.
more of cylinder firing events are misfires, the PCM will
disable the torque converter clutch (TCC). If the RPM Conditions for Clearing the MIL/DTC
variation detected indicates a misfire, the PCM attempts
to calculate which cylinder is misfiring by associating consecutive ignition cycle in which the diagnostic has
crankshaft angle (using the camshaft position sensor been run and the fault condition is no longer present.
signal) with the RPM variation (using the 58X reference). f A history DTC P0301 will clear after 40 consecutive
If cylinder #1 is isolated as the misfiring cylinder, DTC ignition cycles occur without a fault.
P0301 will set. f DTC P0301 can be cleared by using the Tech 2 “Clear
If the ABS Rough Road sensor input signal to the PCM Info” function or by disconnecting the PCM battery
determines that a rough road condition is present, the feed.
misfire diagnostic will be temporarily disabled.
Diagnostic Aids
f None of the following DTCs occur: TP sensor, MAF f System grounds – Ensure all connections are clean
sensor, camshaft position sensor, vehicle speed and properly tightened.
sensor, ECT sensor, ABS rough road sensor, f Injector – Perform the injector coil/balance test to
crankshaft position sensor. locate a faulty injector that contributes to a lean
f The engine speed is between 600 and 6250 RPM. condition on the affected cylinder. In addition to the
f The system voltage is between 11 and 16 volts. above test, check the condition of the injector O-ring.
f The ECT indicates an engine temperature between f Faulty spark plug – Check for a cracked insulator,
–7°C (28°F) and 120°C (248°F). carbon tracking, incorrect gap, and worn electrodes.
f The throttle angle is steady. f Damaged or faulty ignition coil – Check for cracks or
other damage.
f The PCM is detecting a crankshaft RPM variation that
indicates a misfire on cylinder #1 sufficient to cause f Substitute a known good coil – Swap the ignition coils
three-way catalytic converter damage or emissions and retest. If the misfire follows the coil, replace the
levels to exceed mandated standard. ignition coil.

DTC P0301 — Cylinder 1 Misfire Detected

performed? System
2. Review and record Tech 2 Freeze Frame data.
3. Monitor “Misfire Cur. #1” on the Tech 2.
Is “Misfire Cur. #1” increasing (indicating a misfire
currently occurring)? — Go to Step 4 Go to Step 3
3 Monitor “Misfire Hist. #1” while operating the vehicle to
duplicate the conditions present when the DTC was set
(as defined by the Freeze Frame data recorded in Step
2).
Refer to
Is “Misfire Hist. #1” increasing (indicating a misfire Diagnostic
currently occurring)? — Go to Step 4 Aids
DTC P0301 — Cylinder 1 Misfire Detected (Cont'd)

for splits, kinks, and improper connections. Also,
inspect the intake manifold for a vacuum leak.
Did the inspection reveal a problem? — Verify repair Go to Step 5
cylinder #1 ignition coil.
coil associated with cylinder #1. Ensure that the coil
is free of cracks and carbon tracking.
coil as necessary.
Did the visual inspection reveal a problem? — Verify repair Go to Step 7
7 1. Measure the ignition coil primary resistance.
2. If resistance is not within the specified value,
replace the faulty ignition coil.
Did the ignition coil require replacement? 2.6 - 2.7 kW Verify repair Go to Step 12
8 Remove the cylinder #1 spark plug and visually inspect Go to
the spark plug electrode. Contaminatio
n Diagnosis
Does the inspection reveal excessive fouling?
chart in
Engine
Mechanical
9 1. Visually inspect the spark plug insulator for cracks,
2. If the spark plug is damaged, replace the spark plug.
2. If any faulty injectors are found, replace them as
necessary.
11 1. Inspect the injector O-rings for a vacuum leak.
Engine Mechanical Diagnosis to diagnose and repair
Refer to
Diagnostic
Was a basic engine mechanical problem found? — Verify repair Aids

detects crankshaft speed variations that indicate 1% or Failure Records data.
Diagnostic Aids
f The throttle angle is steady. f Damaged or faulty ignition coil – Check for cracks,
carbon tracking or other damage.

DTC P0302 – Cylinder 2 Misfire Detected

performed? System
2).
Refer to
DTC P0302 – Cylinder 2 Misfire Detected (Cont'd)

coil as necessary.
n Diagnosis
chart in
Engine
Mechanical
necessary.
Refer to
Diagnostic

Diagnostic Aids

DTC P0303 — Cylinder 3 Misfire Detected

performed? System
2).
Refer to
DTC P0303 — Cylinder 3 Misfire Detected (Cont'd)

coil as necessary.
n Diagnosis
chart in
Engine
Mechanical
necessary.
Refer to
Diagnostic

Diagnostic Aids


performed? System
2).
Refer to

cylinder #4 ignition wire.
coil as necessary.
n Diagnosis
chart in
Engine
Mechanical
necessary.
Refer to
Diagnostic

Diagnostic Aids

DTC P0305 - Cylinder 5 Misfire Detected

performed? System
2).
Refer to
DTC P0305 - Cylinder 5 Misfire Detected (Cont'd)

coil as necessary.
n Diagnosis
chart in
Engine
Mechanical
necessary.
Refer to
Diagnostic

disable the torque converter clutch (TCC) . If the RPM Conditions for Clearing the MIL/DTC
Diagnostic Aids
f None of the following occur: TP sensor, MAF sensor, f System grounds – Ensure all connections are clean
camshaft position sensor, vehicle speed sensor, ECT and properly tightened.
sensor, ABS rough road sensor, crankshaft position f Injector – Perform the injector coil/balance test to
sensor. locate a faulty injector that contributes to a lean
f The throttle angle is steady. f Damaged or faulty ignition coil – Check for cracks or
other damage.


performed? System
2).
Refer to

coil as necessary.
n Diagnosis
chart in
Engine
Mechanical
necessary.
11 1. Inspect the intake manifold and the injector O-rings
for a vacuum leak.
Refer to
Diagnostic
Diagnostic Trouble Code (DTC) P0325 KS Module Circuit
D06RW035–1
Circuit Description f The PCM will use a “substitute” default spark retard
value of 6 degrees to minimize knock during conditions
The knock sensor is used to detect engine detonation, when knock is likely to occur.
allowing the powertrain control module (PCM) to retard
ignition control (IC) spark timing based on the knock Conditions for Clearing the MIL/DTC
sensor (KS) signal being received. The knock sensor
produces an AC signal so that under a no knock condition f The PCM will turn the MIL “OFF” on the third
the signal on the KS circuit measures about 0.007 V AC. been run and the fault condition is no longer present.
The KS signal’s amplitude and frequency depend upon
the amount of knock being experienced. The PCM warm-up cycles have occurred without a fault.
contains a non-replaceable knock filter module called a
signal-to-noise enhancement filter (SNEF) module. This Info” function or by disconnecting the PCM battery
filter module in the PCM determines whether knock is feed.
occurring by comparing the signal level on the KS circuit
with the voltage level on the noise channel. The noise Diagnostic Aids
channel allows the PCM to reject any false knock signal Check for the following conditions:
by knowing the amount of normal engine mechanical f Poor connection at PCM – Inspect the knock sensor
noise present. Normal engine noise varies depending on and PCM connectors for backed-out terminals, broken
engine speed and load. When the PCM determines that locks, and improperly formed or damaged terminals.
an abnormally low noise channel voltage level is being f Misrouted harness – Inspect the knock sensor harness
experienced, a DTC P0325 will set. to ensure that it is not routed too close to high voltage
circuits such as spark plug coils.
Conditions for Setting the DTC Reviewing the Failure Records vehicle mileage since the
f Engine has been running for at least 30 seconds. diagnostic test last failed may help determine how often
f The PCM determines that its internal signal from its the condition that caused the DTC to be set occurs. This
knock filter module indicates a continuous knocking may assist in diagnosing the condition.
condition for more than 10 seconds.
Test Description
Action Taken When the DTC Sets Number(s) below refer to the step number(s) on the
f The PCM will store conditions which were present Diagnostic Chart.
when the DTC was set as Freeze Frame and in the 2. Ensures that the fault is present.
DTC P0325 – KS Module Circuit

performed? System
2 IMPORTANT: If an engine knock can be heard, repair
the engine mechanical problem before proceeding with
this diagnostic.
under criteria included in “Conditions for Setting the
DTC.”
Does the Tech 2 indicate DTC P0325 failed this
2. Review and record Tech 2 Failure Records data for
DTC P0325.
conditions.
until the DTC P0325 test runs. Refer to
Does the Tech 2 indicate DTC P0325 test failed this Diagnostic
4 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0327 KS Sensor Circuit
D06RW035–1
Circuit Description f The PCM will use a calculated spark retard value to
minimize knock during conditions when knock is likely
The powertrain control module (PCM) uses the knock to occur. The calculated value will vary based on
sensor to detect engine detonation, allowing the PCM to engine speed and load.
retard ignition control (IC) spark timing based on the
knock sensor (KS) signal being received. The knock Conditions for Clearing the MIL/DTC
sensor produces an AC signal so that under a no knock
condition the signal on the KS circuit measures about consecutive trip cycle during which the diagnostic has
0.007 V AC. The signal amplitude and frequency are been run and the fault condition is no longer present.
dependent upon the amount of knock being experienced. f A history DTC P0327 will clear after 40 consecutive
The PCM monitors the KS signal and can diagnose the warm-up cycles have occurred without a fault.
KS sensor and circuitry. f DTC P0327 can be cleared by using the Tech 2 “Clear
f Engine running time is at least 10 seconds.
f The TP sensor is greater than 5%.
Diagnostic Aids
f The ECT sensor is greater than 60°C (140°F). Reviewing the Failure Records vehicle mileage since the
f Engine speed is between 2000 and 4000 RPM. diagnostic test last failed may help determine how often
f The knock sensor signal voltage is less than 0.20 volts,
or greater than 4.8 volts. may assist in diagnosing the condition.
f All conditions are present for more than 15 seconds. Test Description
Action Taken When the DTC Sets Number(s) below refer to the step number(s) on the
Diagnostic Chart.
(MIL) after the second consecutive trip in which the 2. Ensures that the fault is present.
fault is detected.
DTC P0327 – KS Sensor Circuit

performed? System
2 IMPORTANT: If an engine knock can be heard, repair
the engine mechanical problem before proceeding with
this diagnostic.
1. Operate the engine within the conditions specified
in diagnostic support “Conditions for Setting the
DTC.”
Does the Tech 2 indicate DTC P0327 failed this
conditions.
4 Using a test light to battery +, check the black/blue wire
(PCM side) to verify that the shield connection is good.
Did the test light illuminate? — Go to Step 6 Go to Step 5
5 Repair the open shield ground.
2. Check the KS signal circuit for a poor terminal
3. If a problem is found, replace the faulty terminal.
7 1. Ignition “OFF,” PCM disconnected.
2. Check the KS signal circuit between the PCM and
the knock sensor connector for an open, a short to
voltage, or a short to ground.
2. Knock sensor connected.
3. Measure the resistance of the knock sensor by
connecting the DVM between the PCM connector
and the engine block.
Is the resistance of the knock sensor near the specified
value? 100K ohms Go to Step 9 Go to Step 10
DTC P0327 – KS Sensor Circuit (Cont'd)

2. Connect the DVM to monitor AC voltage between
the PCM connector and engine ground.
3. Tap on the engine lift bracket with a socket
extension while observing the signal indicated on
the DVM.
Is any signal indicated on the DVM while tapping on the
engine lift bracket? — Go to Step 11 Go to Step 10
10 Replace the knock sensor.
11 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0336 58X Reference Signal Circuit
D06RX017

The 58X reference signal is produced by the crankshaft f The PCM will illuminate the malfunction indicator lamp
position (CKP) sensor. During one crankshaft revolution, (MIL) after the second consecutive trip in which the
58 crankshaft pulses will be produced. The powertrain fault is detected.
control module (PCM) uses the 58X reference signal to f The PCM will store conditions which were present
calculate engine RPM and crankshaft position. The PCM when the DTC was set as Freeze Frame and in the
constantly monitors the number of pulses on the 58X Failure Records data.
reference circuit and compares them to the number of
camshaft position (CMP) signal pulses being received. If Conditions for Clearing the MIL/DTC
the PCM receives an incorrect number of pulses on the f The PCM will turn the MIL “OFF” on the third
58X reference circuit, DTC P0336 will set. consecutive trip cycle during which the diagnostic has
f Extra or missing pulse is detected between Info” function or by disconnecting the PCM battery
consecutive 58X reference pulses. feed.
f Above condition is detected in 10 of 100 crankshaft
rotations.
Diagnostic Aids
insulation. Check for:
f Poor connection – Inspect the PCM harness and
damage. If the harness appears to be OK, disconnect
the PCM, turn the ignition on and observe a voltmeter
connected to the 58X reference circuit at the PCM
harness connector while moving connectors and
wiring harnesses related to the ICM. A change in
DTC P0336 – 58X Reference Signal Circuit

performed? System
2 Attempt to start the engine. Go to “Engine
Cranks But
Does the engine start?
Will Not Run”
2. Clear DTC P0336.
Refer to
4. Observe DTCs. Diagnostic
Is DTC P0336 set? — Go to Step 4 Aids
4 1. Disconnect the PCM and CKP sensor.
7 Replace the CKP sensor. Use caution to avoid any hot
oil that may drip out.
8 Check connections at the PCM and replace the
9 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0337 CKP Sensor Circuit Low Frequency
D06RX017
Circuit Description f CKP reference pulse is not detected within 8 CMP

pulses.
The 58X reference signal is produced by the crankshaft
position (CKP) sensor. During one crankshaft revolution, Action Taken When the DTC Sets
58 crankshaft reference pulses will be produced. The
powertrain control module (PCM) uses the 58X reference f The PCM will illuminate the malfunction indicator lamp
signal to calculate engine RPM and crankshaft position. (MIL) after the second consecutive trip in which the
fault is detected.
The PCM constantly monitors the number of pulses on
the 58X reference circuit and compares them to the f The PCM will store conditions which were present
number of camshaft position (CMP) signal pulses being Failure Records data.
received. If the PCM does not receive pulses on the 58X
reference circuit, DTC P0337 will set. Conditions for Clearing the MIL/DTC
f No camshaft position (CMP) sensor DTCs are set. been run and the fault condition is no longer present.
f Engine cranking. f A history DTC P0337 will clear after 40 consecutive
f Crankshaft position (CKP) sensor signal is not present warm-up cycles have occurred without a fault.
between two cam pulses.
f DTC P0337 can be cleared by using the Tech 2 “Clear f Damaged harness – Inspect the wiring harness for
Info” function or by disconnecting the PCM battery damage. If the harness appears to be OK, disconnect
feed. the PCM, turn the ignition on and observe a voltmeter
connected to the 58X reference circuit at the PCM
Diagnostic Aids harness connector while moving connectors and
wiring harnesses related to the ICM. A change in
An intermittent may be caused by a poor connection, voltage will indicate the location of the fault.
rubbed-through wire insulation or a wire broken inside the Reviewing the Failure Records vehicle mileage since the
insulation. Check for: diagnostic test last failed may help determine how often
f Poor connection – Inspect the PCM harness and the condition that caused the DTC to be set occurs. This
connectors for improper mating, broken locks, may assist in diagnosing the condition.
DTC P0337 – CKP Sensor Circuit Low Frequency

performed? System
Does the engine start? — Go to Step 3 Go to Chart 3
2. Clear DTC P0337.
Refer to
4. Observe DTCs. Diagnostic
Is DTC P0337 set? — Go to Step 4 Aid
4 1. Disconnect the CKP sensor.
3. Using a DVM, verify that 5 V reference and ground
are being supplied at the sensor connector (PCM
side).
Are 4-6 volts and ground available at the sensor? — Go to Step 7 Go to Step 5
2. With a DVM, backprobe the PCM connector 5 V
reference and ground connections.
Are 5 V reference and ground available at the PCM? — Go to Step 6 Go to Step 11
6 Check 5 V reference or ground between the CKP
sensor and PCM and repair the open circuit, short to
ground or short to voltage.
2. Disconnect the PCM and CKP sensor.
DTC P0337 – CKP Sensor Circuit Low Frequency (Cont'd)

10 Replace the CKP sensor. Use caution and avoid hot oil
that may drip out.
11 Check the connections at the PCM and replace the
12 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0341 CMP Sensor Circuit Performamce
D06RX017

The CMP signal is produced by the camshaft position f The engine is running (1X CMP reference pulses are
(CMP) sensor pulses when the engine is running and being received).
crankshaft position (CKP) sync pulses are also being f The CMP sensor signal is not detected at the correct
received. The powertrain control module (PCM) uses the interval every 6 cylinders.
CMP signal pulses to initiate sequential fuel injection. f Above condition fails for 100 occurrences within 200
The PCM constantly monitors the number of pulses on test samples.
the CMP signal circuit and compares the number of CMP
pulses to the number of 58X reference pulses received. If Action Taken When the DTC Sets
the PCM receives an incorrect number of pulses on the f The PCM will illuminate the malfunction indicator lamp
CMP reference circuit, DTC P0341 will set and the PCM (MIL) after the second consecutive trip in which the
will initiate injector sequence without the CMP signal with fault is detected.
a one in six chance that injector sequence is correct. The f The PCM will initiate the injector sequence without the
engine will continue to start and run normally, although CMP signal with a one in six chance that the injector
the misfire diagnostic will be affected if a misfiring sequence is correct.
condition occurs. f The PCM will store conditions which were present

feed.
Diagnostic Aids
insulation. Check for:
f Poor connection — Inspect the PCM harness and
f Damaged harness — Inspect the wiring harness for
the PCM, turn the ignition on and observe a voltmeter
connected to the CMP signal circuit at the PCM
harness connector while moving connectors and
wiring harnesses related to the ICM and the CMP
sensor. A change in voltage will indicate the location
of the fault.
NOTE: On early-built Troopers, the Tech 2 indication for
“CMP ACT. COUNTER” (Cam Position Sensor activity)
will continue to count up, even if no cam position signal is
being received by the PCM. This problem can be
corrected by reprogramming the PCM with the latest
EEPROM program.
Test Description
Diagnostic Chart.
2. Ensures that the fault is present.
12.Determines whether the fault is being caused by a
missing camshaft magnet or a faulty sensor. The
voltage measured in this step should read around 4
volts, toggling to near 0 volts when the CMP sensor
interfaces with the camshaft magnet.
DTC P0341 —CMP Sensor Circuit Performance

performed? System
3 1. Disconnect the CMP sensor.
2. Measure the voltage between the sensor feed
circuit and the sensor ground circuit at the CMP
Does the voltage measure near the specified value? 4-6 V Go to Step 4 Go to Step 5
4 Measure the voltage between the CMP sensor signal
circuit and the sensor ground circuit at the CMP sensor
harness connector.
5 If the voltage measured in step 3 was less than 4-6
volts, proceed directly to step 6 without completing this
step.
If the voltage in step 3 was greater than 4-6 V, repair
the short to voltage in the CMP feed circuit.
6 1. Check for poor connections at the camshaft
position sensor.
7 1. Ignition “OFF,” disconnect the PCM and the CMP
sensor.
2. Check the following circuits for an open between the
ignition control module and the CMP sensor:
f The sensor feed circuit.
8 1. Ignition “OFF,” disconnect the PCM (leave the CMP
sensor disconnected).
2. Ignition “ON,” check the following circuits:
f The CMP sensor signal circuit for an open or a
short to voltage.
f The CMP sensor input signal circuit for a short
to ground.
9 Check for a short or open in the sensor ground circuit.
DTC P0341 —CMP Sensor Circuit Performance (Cont'd)

10 1. Check for poor connections at the PCM.
11 Backprobe the PCM connector with a DVM to monitor
voltage on the camshaft position input signal circuit
while cranking the engine with the sensor connected.
(Use rubber band, tape, or an assistant to keep the
DVM lead in contact with the sensor terminal during this
test.)
Does the voltage toggle between the specified values? 4-0 V Go to Step 15 Go to Step 12
12 1. Remove the CMP sensor.
2. Place a magnet on the CMP sensor.
(If you use a magnet that is too small to cover the face
of the sensor, test on every part of the sensor face
because only a small area will respond to this test.)
Does the DVM display a voltage near the specified
value? — Go to Step 13 Go to Step 14
13 Replace the faulty or missing camshaft position sensor
magnet.
14 Replace the camshaft position sensor.
15 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0342 CMP Sensor Circuit Low
D06RX017

The CMP signal produced by the camshaft position f The engine is running.
(CMP) sensor pulses when the engine is running and f The CMP sensor signal is not received by the PCM
crankshaft position (CKP) sync pulses are also being once every 6 cylinders.
received. The hall type CMP sensor and the CKP sensor f The above condition occurs for 10 seconds.
share 5 V and ground connections at the powertrain
control module (PCM). The third wire at the sensor is a Action Taken When the DTC Sets
signal circuit to the PCM. The PCM uses the CMP signal
pulses to initiate sequential fuel injection. The PCM (MIL) after the second consecutive trip in which the
constantly monitors the number of pulses on the CMP fault is detected.
signal circuit and compares the number of CMP pulses to f The PCM will initiate injector sequence without the
the number of 58X reference pulses received. If the PCM CMP signal with a one in six chance that the injector
does not receive pulses on the CMP reference circuit, sequence is correct.
DTC P0342 will set and the PCM will initiate injector f The PCM will store conditions which were present
sequence without the CMP signal with a one in six chance when the DTC was set as Freeze Frame and in the
that injector sequence is correct. The engine will continue Failure Records data.
to start and run normally, although the misfire diagnostic
will be affected if a misfiring condition occurs.
Conditions for Clearing the MIL/DTC f Damaged harness – Inspect the wiring harness for
f The PCM will turn the MIL “OFF” on the third the PCM, turn the ignition on and observe a voltmeter
consecutive trip cycle during which the diagnostic has connected to the CMP signal circuit at the PCM
been run and the fault condition is no longer present. harness connector while moving connectors and
f A history DTC P0342 will clear after 40 consecutive wiring harnesses related to the ICM and the CMP
warm-up cycles have occurred without a fault. sensor. A change in voltage will indicate the location
f DTC P0342 can be cleared by using the Tech 2 “Clear of the fault.
feed. Test Description
Diagnostic Aids Diagnostic Chart.
An intermittent may be caused by a poor connection, 2. Ensures that the fault is present.
rubbed-through wire insulation or a wire broken inside the
14.Determines whether the fault is being caused by a
insulation. Check for: damaged camshaft or a faulty PCM. The voltage
f Poor connection – Inspect the PCM harness and measured in this step should read around 4 volts,
connectors for improper mating, broken locks, toggling to near 0 volts when the CMP sensor
improperly formed or damaged terminals, and poor interfaces with the camshaft magnet.
terminal to wire connection.
DTC P0342 —CMP Sensor Circuit Low

performed? System
4. Using a Tech 2, monitor “DTC” information for DTC
P0342 until the DTC P0342 test runs.
5. Note test result. Refer to
2. Disconnect the CMP sensor.
3. Measure the voltage between the sensor feed
circuit and the sensor ground circuit at the CMP
4 1. Ignition “OFF,” disconnect the PCM and the CMP
sensor.
2. Check for poor connections at the camshaft
position sensor.
5 1. Check for poor connections at the PCM.
DTC P0342 —CMP Sensor Circuit Low (Cont'd)

6 1. Check the following circuits between the PCM and
the CMP sensor:
f The sensor feed circuit. Open or short to
ground?
f The sensor ground circuit. Open or short to
voltage?
2. Measure the voltage between the CMP sensor
signal circuit and the sensor ground circuit at the
CMP sensor harness connector.
2. Disconnect the PCM and connect a DVM to monitor
voltage on the camshaft position signal circuit at the
PCM connector.
4. Monitor the voltage display on the DVM while
repeatedly touching the CMP sensor signal circuit
at the CMP sensor connector with a test light to
ground.
Does the DVM voltage display switch between 0 and
approximately 5 volts when the test light is touched to
the CMP sensor signal circuit? — Go to Step 12 Go to Step 9
2. Leave the PCM disconnected.
4. Probe the camshaft position signal circuit at the
PCM connector with a test light to B+.
5. If the test light is “ON,” locate and repair the short to
ground in the camshaft position input signal circuit.
Was either circuit shorted to ground? — Verify repair Go to Step 10
2. Leave the PCM disconnected.
4. Probe the camshaft position signal circuit with a test
light to ground.
5. If the test light is “ON,” locate and repair the short to
voltage in the camshaft position input signal circuit.
Was the test light “ON”? — Verify repair Go to Step 11
11 1. Ignition “OFF,” disconnect the PCM (leave the CMP
sensor disconnected).
2. Ignition “ON,” check the following circuit:
f The CMP sensor signal circuit for an open.
DTC P0342 —CMP Sensor Circuit Low (Cont'd)

2. Remove the CMP sensor.
3. Place a magnet on the CMP sensor. If you use a
magnet that is too small to cover the face of the
sensor, test on every part of the sensor face
because only a small area will respond to this test.
Does the DVM display a voltage near the specified
value? 0V Go to Step 14 Go to Step 13
13 Replace the camshaft position sensor.
14 Replace the PCM.
NOTE: The replacement PCM must be programmed.
Refer to On-Vehicle Service in Powertrain Control
Module and Sensors for procedures.
Diagnostic Trouble Code (DTC) P0351 Ignition 1 Control Circuit
D06RX018
Circuit Description f The output voltage is not equal to 5 volts when output
is “ON.”
The powertrain control module’s (PCM) control circuit 1
provides a zero-volt or a 5-volt output signal to the ignition f The output voltage is not equal to 0 volts when output
is “OFF.”
coil. The normal voltage on the circuit is zero volts. When
the ignition coil receives the 5-volt signal from the PCM, it f Twenty test failures occur within 40 samples of
continuous spark events.
provides a ground path for the B+ supply to the primary
side of the number 1 ignition coil. When the PCM shuts off Action Taken When the DTC Sets
the 5 volts to the ignition coil, the ignition coil turns “OFF.”
This causes the ignition coil primary magnetic field to f The PCM will illuminate the malfunction indicator lamp
collapse, producing a voltage in the secondary coil which (MIL) the first time the fault is detected.
fires the spark plug. f The PCM will store conditions which were present
The circuit between the PCM and ignition coil is monitored Failure Records data.
for an open circuit, short to voltage, and short to ground.
When the PCM detects a problem on ignition control Conditions for Clearing the MIL/DTC
circuit 1, it will set a DTC P0351.
Conditions for Setting the DTC consecutive trip cycle in which the diagnostic has been
run and the fault condition is no longer present.
f The ignition is “ON.” f A history DTC P0351 will clear after 40 consecutive
f The engine is turning, determined by the 58X warm-up cycles occur without a fault.
crankshaft position input signal.
Info” function or by disconnecting the PCM battery damage. If the harness appears to be OK, observe the
feed. Tech 2 display related to DTC P0351 while moving the
Diagnostic Aids change in the display will indicate the location of the
fault.
f Poor connection at PCM – Inspect the harness diagnostic test last failed may help determine how often
connectors for backed-out terminals, improper mating,
broken locks, improperly formed or damaged the condition that caused the DTC to be set occurs. This
terminals, and poor terminal-to-wire connections. may assist in diagnosing the condition.
DTC P0351 – Ignition 1 Control Circuit

performed? System
3. Operate the vehicle within Failure Record
4. Use a Tech 2 to monitor the “DTC” information for
DTC P0351 until the DTC P0351 test runs.
3 Check for faulty connection at ignition coil.
4 Check for faulty connection at PCM connector.
2. Back probe the ignition control circuit 1 at the PCM
with a DVM.
Is the voltage near the specified value? 25-55 mV Go to Step 6 Go to Step 9
6 1. Ignition “ON,” engine running.
2. Back probe the ignition control circuit at the PCM for
the cylinder being tested.
Is the voltage in the specified range, rapidly toggling
back and forth to a reading 20-50 mV higher? 100-180 mV Go to Step 7 Go to Step 13
3. Check ignition control circuit 1 voltage at the ignition
coil connector while cranking the engine.
Does the voltage measure between the specified
values? 200-1200 mV Go to Step 8 Go to Step 11
2. Disconnect the PCM and the ignition coil.
3. Check ignition control circuit 1 for short to ground.
10 Check ignition control circuit 1 for short to voltage.
DTC P0351 – Ignition 1 Control Circuit (Cont'd)

11 Check for an open ignition control circuit 1.
Was the ignition control circuit open? — Go to Step 12 Go to Step 13
12 Repair the open ignition control circuit.
13 Replace the PCM.
procedures.
D06RW072
is “ON.”
is “OFF.”
f The engine is turning, determined by the 58 X warm-up cycles occur without a fault.
fault.

performed? System
with a DVM .
coil connector while cranking the engine connector.

13 Replace the PCM.
procedures.
D06RX018
is “ON.”
is “OFF.”
fault.

performed? System
with a DVM.

13 Replace the PCM.
procedures.
D06RX018
is “ON.”
is “OFF.”
fault.

performed? System
with a DVM.

12 Repair the open in ignition control circuit.
13 Replace the PCM.
procedures.
D06RX018
is “ON.”
is “OFF.”
fault.

performed? System
with a DVM.

13 Replace the PCM.
procedures.
D06RX018
is “ON.”
is “OFF.”
fault.

performed? System
with a DVM.

13 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0401 EGR Flow Insufficient
D06RW055
Circuit Description f Vehicle speed is greater than 24 km/h (15 mph).

The powertrain control module (PCM) tests the exhaust f IAC position is steady, changing less than 10 counts.
gas recirculation (EGR) system during deceleration by
momentarily commanding the EGR valve to open while f A/C clutch status is unchanged.
monitoring the manifold absolute pressure (MAP) sensor f TCC status is unchanged.
signal. When the EGR valve is opened, the PCM
monitors the change in MAP input signal. The PCM Start Test
compares the MAP change to a RPM vs. BARO table. f TP angle is less than 1%.
When the PCM interprets the change in MAP to be out of f EGR duty cycle is less than 1%.
limits, the PCM will set DTC P0401. The number of test f MAP is steady, changing less than 2 kPa.
samples required to accomplish this may vary according f Engine speed is between 1100 RPM and 2000 RPM.
to the severity of the detected flow error.
f MAP between 10 kPa and 40 kPa.
Normally, the PCM will only allow one EGR flow test
The test will be aborted if the vehicle speed changes by
sample to be taken during an ignition cycle. To aid in
more than 16 km/h (10 mph), engine speed changes by
verifying a repair, the PCM allows twelve test samples
more than 100 RPM or the EGR is opened less than 95%
during the first ignition cycle following a Tech 2 “Clear Info”
of commanded position.
or a battery disconnect. Between nine and twelve
samples should be sufficient for the PCM to determine f The PCM will only run the EGR test during a closed
throttle condition.
adequate EGR flow and pass the EGR test.
f The PCM will only run the EGR test at vehicle speeds
Conditions for Setting the DTC above 24 km/h (15 mph).
f Several deceleration cycles will be necessary to run a
f No TP sensor, vehicle speed sensor (VSS), misfire, sufficient number of EGR flow tests.
IAC, IAT sensor, MAP sensor, EGR Pintle Position
sensor, ECT sensor, misfire, or automatic Diagnostic Aids
transmission DTCs set.
f Barometric pressure is above 75 kPa. Check for the following conditions:
f Engine coolant temperature is greater than 60°C f Poor connection or damaged harness – Inspect the
(140°F). wiring harness for damage. If the harness appears to
be OK, observe the Actual EGR Position display on the
f Ignition voltage between 11.5 and 16 volts. Tech 2 while moving connectors and wiring harnesses

f Ensure EGR valve is correctly mounted. See
On-Vehicle Service.
NOTE: If the EGR valve shows signs of excessive heat,
check the exhaust system for blockage (possibly a
plugged catalytic converter) using the “Restricted
Exhaust System Check.”
Test Description
Diagnostic Chart
3. A malfunctioning MAP sensor can set an EGR DTC.
The MAP sensor could send a constant signal which
is not low enough to set a low MAP DTC. The
constant signal from the MAP sensor also may not
be high enough to set a high MAP DTC. This step
verifies that the MAP sensor is responding.
DTC P0401 – EGR Flow Insufficient

performed? System
— 1406 Go to Step 3
2. Monitor the MAP signal with a Tech 2 while idling.
3. While idling, jab the accelerator pedal about halfway
down and immediately let the engine return to idle.
Did the MAP value on the Tech 2 show an immediate
large change? — Go to Step 5 Go to Step 4
necessary.
3. If a problem is found, clean or replace EGR system
Was a condition present that required repair? — Go to Step 8 Aids
2. Clear DTC and monitor the Tech 2 System Info
Screen while operating the vehicle as specified in
“Diagnostic Aids.”
Does the Tech 2 indicate DTC P0401 failed this Diagnostic Repair
ignition? — Aids complete
Diagnostic Trouble Code (DTC) P0402 EGR Pintle Crank Error
D06RW055

The powertrain control module (PCM) monitors the EGR
valve pintle position input to ensure that the valve f DTC P0402 can be cleared by using the Tech 2 “Clear
responds properly to commands from the PCM, and to feed.
detect a fault if pintle position is stuck open. If the PCM
detects a pintle position signal indicates more than 21.5% Diagnostic Aids
and more than for 625 msec during cranking, the PCM will
set DTC P0402.
f Foreign material on EGR valve between pintle and
Conditions for Setting the DTC seat may cause EGR stuck open. Inspect foreign
material in EGR valve.
f Ignition voltage is between 11 and 16 volts. f Excessive carbon deposit may cause unsmooth
f Intake Air temp is more than 3°C operation of EGR valve shaft. Inspect carbon deposit
f At Engine revolution less than 600 RPM, EGR pintle and clean up inside of carbon deposit.
position indicates more than 21.5% and more than for f Poor connection or damaged harness–inspect the
625 msecs. wiring harness for damage If the harness appears to be
OK, observe the EGR actual position display on the
Action Taken When the DTC Sets Tech 2 while moving connectors and wiring harnesses
related to EGR valve. A change in the display will
f The PCM will illuminate the malfunction indicator lamp indicate the location of the fault.
fault is detected. NOTE: If the EGR valve shows signs of excessive heat,
f The PCM will store conditions which were present check the exhaust system for blockage (possibly a
when the DTC was set as Freeze Frame and in Failure plugged catalytic converter) using the “Restricted
Records data. Exhaust System Check”.

DTC P0402 – EGR Pintle Crank Open Error

performed? System
2 1. Ignition “ON”, engine “OFF”, review and record
Tech 2 Failure Records data.
until the DTC P0402 test runs. Note the result. Refer to
Does the Tech 2 indicates DTC P0402 failed this Diagnostic
3 1. Disconnect the EGR valve harness connector.
2. Inspect the EGR valve and connectors for damaged
pin or terminals.
Were there any damaged pins or terminals? — Go to Step 4 Go to Step 5
5 1. Remove EGR valve from Engine.
2. Inspect EGR valve whether there is any foreign
material between seat and pintle.
Was any foreign material in EGR valve? — Go to Step 6 Go to Step 7
6 1. Remove EGR valve foreign material from EGR
valve and clean up inside.
2. Visually inspect damage of pintle and seat, which
leakage may occur. Verify repair
Was there any severe damage which affects function? — Go to Step 7 Go to Step 8
7 1. Reconnect.
2. Ignition “OFF”.
5. On Tech-II, select special function for EGR.
6. Use the “UP” arrow to increase the EGR from 0% to
40%.
Did EGR work properly? — — Go to Step 8
Does DTC P0402 still fail “DTC” test on the Tech 2? — Go to Step 9 Verify repair
Diagnostic Trouble Code (DTC) P0404 EGR Open Stuck
D06RW055
The powertrain control module (PCM) monitors the EGR Records data.
valve pintle position input to ensure that the valve
responds properly to commands from the PCM, and to Conditions for Clearing the MIL/DTC
detect a fault if pintle position is different from
commanded position. If the PCM detects a pintle position f The PCM will turn the MIL “OFF” on the third
signal indicates more than 15 points different between been run and the fault condition is no longer present.
current and commanded and more than 15 seconds, the
PCM will set DTC P0404. warm-up cycles have occurred without a fault.
f Ignition voltage is between 11 and 16 volts. feed.
f Intake Air temp is more than 3°C.
f Desire EGR position is more than 0. Diagnostic Aids
f The difference between desired EGR and current EGR Check for the following conditions:
is less than 3%. f Excessive carbon deposit on EGR valve shaft may
f Difference EGR pintle position between current and cause EGR stuck open or unsmooth operation. Those
commanded position becomes more than 15% and carbon deposit may occur by unusual port operation.
last more than 15 seconds, and this condition meets Clean up carbon may make smooth function of EGR
three times in a trip. Then it trigger, the PCM lights on. valve.
Action Taken When the DTC Sets wiring harness for damage. If the harness appears to
be OK, observe the EGR actual position display on the
f The PCM will illuminate the malfunction indicator lamp Tech 2 while moving connectors and wiring harnesses
(MIL) as soon as failure detected after consecutive 2nd related to EGR valve. A change in the display will
trip in which the fault is detected. indicate the location of the fault.
DTC P0404 – EGR Open Stuck

performed? System
2 1. Ignition “ON,” engine “OFF”, review and record
Tech 2 Failure Records Data.
pin or terminals.
Is the action
— Verify repair complete?
2. Inspect EGR valve whether there is any excessive
carbon deposit on EGR shaft.
Was excessive carbon deposit on EGR valve shaft? — Go to Step 6 Go to Step 7
6 1. Clean up EGR valve shaft and inside of EGR valve.
2. Visually inspect damage of pintle and seat if is bent,
leakage may occur. Verify repair
7 1. Reconnect.
5. On the Tech 2, select EGR control test.
40%.
9 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0405 EGR Low Voltage
D06RW055

The powertrain control module (PCM) monitors the EGR f The PCM will turn the MIL “OFF” on the third
valve pintle position input to ensure that the valve consecutive trip cycle during which the diagnostic has
responds properly to command from the PCM. If current been run and the fault condition is no longer present.
pintle position voltage indicates less than 0.1 V and last f A history DTC P0402 will clear after 40 consecutive
more than 10 seconds, then the PCM will set DTC P0405. warm-up cycles have occurred without a fault.
feed.
f Ignition voltage is between 11 and 16 volts.
f EGR pintle position output voltage is less than 0.1 volt Diagnostic Aids
and last more than 10 sec. Action taken when the DTC
sets. Check for the following conditions:
Action Taken When the DTC Sets wiring harness for damage. If the harness appears to
be OK, observe the EGR actual position display on the
f The PCM will illuminate the malfunction indicator lamp Tech 2 while moving connectors and wiring harnesses
(MIL) as soon as failure detected. related to EGR valve. A change in the display will
f The PCM will store conditions which were present indicate the location of the fault.
Records data.
DTC P0405 – EGR Low Voltage

performed? System
pin or terminals.
5 1. Disconnect the EGR harness connector.
2. Ignition “ON”.
3. At the EGR valve, use a DVM to check the voltage
at the 5 volt reference wire (RED) and ground (B).
Did the DVM indicate the specified value? 4–6 V Go to Step 6 Go to Step 7
2. Measure resistance between terminal B and D.
Was resistance in range? 5–5.5 KW Go to Step 10 Go to Step 17
7 1. Ignition “ON”.
2. At the PCM connector, backprove with a DVM at the
5 volt reference for the EGR valve.
8 Repair the open 5 volt reference circuit.
9 Repair the damaged sensor ground wire.
10 1. Disconnect the EGR harness
2. Use an ohmmeter to measure between the pintle
position pin and the sensor ground pin on the EGR
valve.
NOTE: J-35616 Connector Test Adapter Kit may be
useful for gaining access to the recessed pins on the
valve.
Was the ohmmeter reading approximately equal to the
specified value? 1 to 1.25 KW Go to Step 13 Go to Step 17
2. Backprobe with a DVM to measure voltage at EGR
valve pintle position pin and sensor ground pin. Less than 0.1
Was voltage in range? V Go to Step 17 Go to Step 12
DTC P0405 – EGR Low Voltage (Cont'd)

2. Backprobe with a DVM to measure voltage at PCM
sensor ground pin and pintle position pin. Less than 0.1
Was voltage in range? V Go to Step 13 Go to Step 18
2. Disconnect the EGR harness.
3. Check short circuit between EGR pintle position
circuit and EGR ground circuit.
Was any short circuit? — Go to Step 14 Go to Step 18
14 Locate and repair the short to ground in the pintle
position circuit
position circuit and ground. Less than 0.1
Is the measured voltage near the specified value? V Go to Step 17 Go to Step 16
16 Check for a short circuit between other wires and the
pintle position circuit Repair short
Is there any short circuit? circuit
— Verify repair Go to Step 17
Does DTC P1404 still fail “DTC test on the Tech 2? — Go to Step 18 Verify repair
18 Examine the PCM pin and terminal connection.
Was there a damaged terminal? — Go to Step 4 Go to Step 19
19 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0406 EGR High Voltage
D06RW055

responds properly to command from the PCM. If current been run and the fault condition is no longer present.
pintle position voltage indicates more than 4.8 V and last f A history DTC P0402 will clear after 40 consecutive
more than 10 seconds, then the PCM will set DTC P0406. warm-up cycles have occurred without a fault.
feed.
f Ignition voltage is between 11 and 16 volts.
f EGR pintle position output voltage is more than 4.8 volt Diagnostic Aids
and last more than 10 sec.
Action Taken When the DTC Sets f Poor connection or damaged harness – Inspect the
f The PCM will illuminate the malfunction indicator lamp be OK, observe the EGR actual position display on the
(MIL) as soon as failure detected. Tech 2 while moving connectors and wiring harnesses
f The PCM will store conditions which were present related to EGR valve. A change in the display will
when the DTC was set as Freeze Frame and in Failure indicate the location of the fault.
Records data.
DTC P0406 – EGR High Voltage

performed? System
pin or terminals.
Is the action
Is the action complete? — Verify repair complete?
3. At the EGR valve, use a DVM to check the voltage
at the 5 volt reference wire (RED).
5 volt reference for the EGR valve.
Did the DVM indicare the specified value? 4–6 V Go to Step 7 Go to Step 16
7 Repair the open 5 volt reference circuit
8 1. Ignition “OFF”
3. Use a DVM to check for an resistance between D (5
V reference) and B (Sensor Ground) at EGR sensor
terminals.
NOTE: J-35616 Connector Test Adapter Kit may be
useful for gaining access to the recessed pins on the
valve.
Was the measured resistance in range? 5 to 5 KW Go to Step 9 Go to Step 15
3. Use a DVM to check for an resistance between B
and C at EGR sensor terminal.
Is there an open circuit? — Go to Step 15 Go to Step 10
2. Disconnect the EGR harness at PCM connector.
3. Use a DVM to check for shorted wire between A1
and B7.
Is there a shorted wire? — Go to Step 14 Go to Step 11
DTC P0406 – EGR High Voltage (Cont'd)

2. Use a DVM to backprove at terminal C of EGR
valve for voltage. more than 4.8
Was measured voltage more than 4.8 V? V Go to Step 12 Go to Step 12
2. Stay the EGR harness connected.
3. Check voltage by backproving at PCM B7 terminal.
Was voltage more than 4.8 V? 4.8 V Go to Step 16 Go to Step 13
13 1. Locate short circuit at EGR harness between RED
to RED or GREEN, RED to YEL.
2. Replace EGR harness.
14 Replace EGR harness.
Does DTC P1404 still fail “DTC test on the Tech 2? — Go to Step 16 Verify repair
16 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0420 TWC System Low Efficiency Bank 1
T321075
To control emissions of hydrocarbons (HC), carbon Failure Records data.
three-way catalyst (TWC) is used. The catalyst promotes Conditions for Clearing the MIL/DTC
a chemical reaction which oxidizes the HC and CO
present in the exhaust gas, converting them into f The PCM will turn the MIL “OFF” on the third
harmless water vapor and carbon dioxide. The catalyst been run and the fault condition is no longer present.
also reduces NOx, converting it to nitrogen. The
powertrain control module (PCM) has the ability to warm-up cycles have occurred without a fault.
monitor this process using the Bank 1 HO2S 1 and the
Bank 1 HO2S 2 heated oxygen sensors. The Bank 1 Info” function or by disconnecting the PCM battery
HO2S 1 sensor produces an output signal which indicates feed.
the amount of oxygen present in the exhaust gas entering
the three-way catalytic converter. The Bank 1 HO2S 2 Diagnostic Aids
sensor produces an output signal which indicates the Check for the following conditions:
oxygen storage capacity of the catalyst; this in turn f Poor connection at PCM – Inspect harness connectors
indicates the catalyst’s ability to convert exhaust gases for backed-out terminals, improper mating, broken
efficiently. If the catalyst is operating efficiently, the Bank locks, improperly formed or damaged terminals, and
1 HO2S 1 signal will be far more active than that produced poor terminal-to-wire connection.
by the Bank 1 HO2S 2 sensor. If the PCM detects a level f Damaged harness – Inspect the wiring harness for
of Bank 1 HO2S 2 activity that indicates the catalyst is no damage. If the harness appears to be OK, observe the
longer operating efficiently, DTC P0420 will be set. display on the Tech 2 while moving connectors and
wiring harnesses related to the sensor. A change in the
Conditions for Setting the DTC display will indicate the location of the fault.
f No related DTCs. diagnostic test last failed may help determine how often
f The engine is operating in “closed loop.” the condition that caused the DTC to be set occurs. This
f Engine air load is below 99%. may assist in diagnosing the condition.
f Engine coolant temperature is above 60°C (140°F). f Bank 1 HO2S 1/Bank 1 HO2S 2 Activity Test:
f Mass air flow is between 8 g/second and 50 g/second. – Ensure that the engine is fully warmed up.
f Change in engine load is below 8%. – Using a Tech 2, monitor Bank 1 HO2S 1 and Bank 1
f Engine speed is below 3500 RPM. HO2S 2 displays in “Park” while using the Tech 2 IAC
f Vehicle speed is between 26 km/h and 123 km/h (16 RPM control function to maintain a mass air flow of
mph and 75 mph). 10 g/second. Compare the amount of activity
f Catalyst temperature is above 399°C (750°F). (frequency and amplitude) on Bank 1 HO2S 1 to the
f The PCM determines that the catalyst’s oxygen activity on Bank 1 HO2S 2 over a 30 second period.
storage capacity is below the acceptable threshold. If the amount of activity on Bank 1 HO2S 2 is nearly as
Action Taken When the DTC Sets Use the DTC P0420 diagnostic chart. If much less activity
f The PCM will illuminate the malfunction indicator lamp is noted on Bank 1 HO2S 2, the system is functioning
(MIL) the first time the fault is detected. properly.
The “TWC Monitor Test Counter” displayed on the Tech 2
may be used to monitor the progress of the TWC
samples and roll over to 0 at least twice. A failed catalyst
will require three or more 50-sample tests to report a
failure.
Test Description
Diagnostic Chart.
7. Difficulty completing the DTC P0420 “Status This
Ign.” test may be encountered in areas where test
conditions cannot be maintained easily, especially in
urban areas. To minimize the amount of driving
required to complete the DTC P0420 “Status This
Ign.” test, use the following procedure:
f Allow the engine to warm completely.
f With the vehicle in “Park,” monitor mass air flow on
the Tech 2 and hold part throttle to maintain a
reading of over 12 g/second for at least 2 minutes.
This will achieve the “warm catalyst” required for
running the test.
f Operate the vehicle in second or third gear to remain
in the DTC P0420 test conditions described in
“Conditions for Setting the DTC” as much as
possible. If you must stop the vehicle, maintain the
“warm catalyst” criteria as follows:
– Place the vehicle in “Park” or “Neutral.”
– Hold part throttle to maintain a mass air flow
reading of over 15 g/second for the duration of the
stop.
DTC P0420 –TWC System Low Efficiency Bank 1

performed? System
2 Are any other DTCs set (such as P0140, P0146)? Diagnose
other DTC(s)
3 1. Visually and physically inspect the three-way
following:
f dents
temperatures
f holes
2. Also, ensure that the three-way catalytic converter
between the three-way catalytic converter and the
Go to Step 7
exhaust pipe or is not otherwise damaged.
Go to Step 7
6 Replace the three-way catalytic converter.
to verify
2. Clear DTC P0420.
Engine
5. Operate the vehicle to maintain DTC P0420 test
conditions (refer to DTC Test Description in coolant temp:
Diagnostic Support for detailed instructions). greater than
60°C Repair
(140°F). complete. If
Mass air flow: a driveability
7. Note the test result. between 8 symptom still Go to the
Does the Tech 2 indicate DTC P0420 passed this g/second and exists, refer Diagnostic
ignition? 50 g/second to Symptoms. Aids.
Diagnostic Trouble Code (DTC) P0430 TWC System Low Efficiency Bank 2
T321075
To control emissions of hydrocarbons (HC), carbon Failure Records data.
three-way catalyst (TWC) is used. The catalyst promotes Conditions for Clearing the MIL/DTC
a chemical reaction which oxidizes the HC and CO
present in the exhaust gas, converting them into f The PCM will turn the MIL “OFF” on the third
harmless water vapor and carbon dioxide. The catalyst been run and the fault condition is no longer present.
also reduces NOx, converting it to nitrogen. The
powertrain control module (PCM) has the ability to warm-up cycles have occurred without a fault.
monitor this process using the Bank 2 HO2S 1 and the
Bank 2 HO2S 2 heated oxygen sensors. The Bank 2 Info” function or by disconnecting the PCM battery
HO2S 1 sensor produces an output signal which indicates feed.
the amount of oxygen present in the exhaust gas entering
the three-way catalytic converter. The Bank 2 HO2S 2 Diagnostic Aids
sensor produces an output signal which indicates the Check for the following conditions:
oxygen storage capacity of the catalyst; this in turn f Poor connection at PCM – Inspect harness connectors
indicates the catalyst’s ability to convert exhaust gases for backed-out terminals, improper mating, broken
efficiently. If the catalyst is operating efficiently, the Bank locks, improperly formed or damaged terminals, and
2 HO2S 1 signal will be far more active than that produced poor terminal-to-wire connection.
by the Bank 2 HO2S 2 sensor. If the PCM detects a level f Damaged harness – Inspect the wiring harness for
of Bank 2 HO2S 2 activity that indicates the catalyst is no damage. If the harness appears to be OK, observe the
longer operating efficiently, DTC P0430 will be set. display on the Tech 2 while moving connectors and
wiring harnesses related to the sensor. A change in the
Conditions for Setting the DTC display will indicate the location of the fault.
f No related DTCs. diagnostic test last failed may help determine how often
f The engine is operating in “closed loop.” the condition that caused the DTC to be set occurs. This
f Engine air load is below 99%. may assist in diagnosing the condition.
f Engine coolant temperature is above 60°C (140°F). f Bank 2 HO2S 1/Bank 2 HO2S 2 Activity Test:
f Mass air flow is between 8 g/second and 50 g/second. – Ensure that the engine is fully warmed up.
f Change in engine load is below 8%. – Using a Tech 2, monitor Bank 2 HO2S 1 and Bank 2
f Engine speed is below 3500 RPM. HO2S 2 displays in “Park” while using the Tech 2 IAC
f Vehicle speed is between 26 km/h and 123 km/h (16 RPM control function to maintain a mass air flow of
mph and 75 mph). 10 g/second. Compare the amount of activity
f Catalyst temperature is above 399°C (750°F). (frequency and amplitude) on Bank 2 HO2S 1 to the
f The PCM determines that the catalyst’s oxygen activity on Bank 2 HO2S 2 over a 30 second period.
storage capacity is below the acceptable threshold. If the amount of activity on Bank 2 HO2S 2 is nearly as
Action Taken When the DTC Sets Use the DTC P0430 diagnostic chart. If much less activity
f The PCM will illuminate the malfunction indicator lamp is noted on Bank 2 HO2S 2, the system is functioning
(MIL) the first time the fault is detected. properly.
Test Description
Diagnostic Chart.
7. Difficulty completing the DTC P0430 “Status This
Ign.” test may be encountered in areas where test
conditions cannot be maintained easily, especially in
urban areas. To minimize the amount of driving
required to complete the DTC P0430 “Status This
Ign.” test, use the following procedure:
f Allow the engine to warm completely.
f With the vehicle in “Park,” monitor mass air flow on
the Tech 2 and hold part throttle to maintain a
reading of over 12 g/second for at least 2 minutes.
This will achieve the “warm catalyst” required for
running the test.
f Operate the vehicle in second or third gear to remain
in the DTC P0430 test conditions described in
“Conditions for Setting the DTC” as much as
possible. If you must stop the vehicle, maintain the
“warm catalyst” criteria as follows:
– Place the vehicle in “Park” or “Neutral.”
– Hold part throttle to maintain a mass air flow
reading of over 15 g/second for the duration of the
stop.
The “TWC Monitor Test Counter” displayed on the Tech 2
may be used to monitor the progress of the TWC
samples and roll over to 0 at least twice.
DTC P0430 –TWC System Low Efficiency Bank 2

performed? System
2 Are any other DTCs set (such as P0160)? Diagnose
other DTC(s)
3 1. Visually and physically inspect the three-way
following:
f dents
temperatures
f holes
2. Also, ensure that the three-way catalytic converter
between the three-way catalytic converter and the
Go to Step 7
exhaust pipe or is not otherwise damaged.
Go to Step 7
6 Replace the three-way catalytic converter.
to verify
2. Clear DTC P0430.
Engine
5. Operate the vehicle to maintain DTC P0430 test
conditions (refer to DTC Test Description in coolant temp:
Diagnostic Support for detailed instructions). greater than
60°C Repair
(140°F). complete. If
Mass air flow: a driveability
7. Note the test result. between 8 symptom still Go to the
Does the Tech 2 indicate DTC P0430 passed this g/second and exists, refer Diagnostic
ignition? 50 g/second to Symptoms. Aids.
Diagnostic Trouble Code (DTC) P0440 EVAP System
D06RX019
Circuit Description solenoid are turned “ON,” allowing engine vacuum to

The evaporative system includes the following draw a small vacuum on the entire evaporative emissions
components: system. If a sufficient vacuum level cannot be achieved, a
large leak or a faulty EVAP canister purge solenoid is
f Fuel tank
indicated. This can be caused by the following conditions:
f EVAP canister vent solenoid
f Disconnected or faulty fuel tank pressure sensor
f Missing or faulty fuel cap
f Fuel pipes and hoses
f Disconnected, damaged, pinched, or blocked EVAP
f Vapor lines purge line
f Fuel cap f Disconnected or damaged EVAP vent hose
f Evaporative emissions canister f Disconnected, damaged, pinched, or blocked fuel tank
f Purge lines vapor line
f EVAP canister purge solenoid f Disconnected or faulty EVAP canister purge solenoid
The evaporative leak detection diagnostic strategy is f Disconnected or faulty EVAP canister vent solenoid
based on applying vacuum to the EVAP system and f Open ignition feed circuit to the EVAP canister vent
monitoring vacuum decay. The powertrain control solenoid or the EVAP canister purge solenoid
module (PCM) monitors vacuum level via the fuel tank f Damaged EVAP canister
pressure sensor input. At an appropriate time, the EVAP f Leaking fuel sender assembly O-ring
canister purge solenoid and the EVAP canister vent
f Leaking fuel tank or fuel filler neck
Any of the above conditions can set DTC P0440. Test Description
Diagnostic Chart.
f No TP sensor, ODM, IAT sensor, or MAP sensor DTCs 2. If an EVAP canister vent solenoid or an EVAP
set. canister purge solenoid electrical fault is present,
f Start-up engine coolant temperature is less than 32°C the purge system will not operate correctly.
(90°F). Repairing the electrical fault will very likely correct
f Start-up engine coolant temperature is not more than the condition that set DTC P0440.
7°C (13°F) greater than start-up intake air
temperature. 3. Checks the fuel tank pressure sensor at ambient
f Start-up intake air temperature is greater than 4°C pressure.
(39°F) . 4. Determines whether or not the EVAP system can be
f Start-up intake air temperature is not more than 2°C sealed sufficiently to be pressurized. If not, the
(4°F) greater than start-up engine coolant large leak must be located and corrected before
temperature. continuing with diagnosis.
f Vehicle speed is less than 75 mph (120 km/h). 5. Verifies that the fuel tank pressure sensor accurately
f Throttle position is greater than 7% but less than 30%. reacts to EVAP system pressure changes.
f Minimal fuel slosh. 8. Checks for a blocked EVAP canister purge solenoid.
f Fuel tank level is between 15% and 85%. The PCM commands the EVAP canister purge
f BARO is greater than 75 kPa. solenoid “OFF” (open) and the vent solenoid “ON”
f The EVAP system is unable to achieve or maintain (closed) with the Tech 2 “System Perf.” EVAP
vacuum during the diagnostic test. output control function activated. Any pressure in
f Above conditions are present for 60 to 180 seconds. the system should be released through the EVAP
canister purge solenoid within a few seconds when
Action Taken When the DTC Sets “System Perf.” is activated.
f The PCM will illuminate the MIL during the second key 9. Ensures that sufficient source vacuum is present at
cycle in which the DTC sets. the EVAP canister purge solenoid.
when the DTC set as Freeze Frame and in the Failure
Records data.

f The PCM will turn the MIL “OFF” when the diagnostic
has been run and the fault condition is no longer
present.
feed.
Diagnostic Aids
f Cracked or punctured EVAP canister.
f Damaged or disconnected source vacuum line, EVAP
purge line, vent hose or fuel tank vapor line.
f Damaged harness–Inspect the wiring harness to the
EVAP canister vent solenoid, EVAP canister purge
solenoid and the fuel tank pressure sensor for an
intermittent open or short circuit.
f Kinked, pinched, or plugged vacuum source, EVAP
purge, or fuel tank vapor line–Verify that the lines are
not restricted.
DTC P0440 – EVAP System

performed? System
2 Is DTC P0442 or P0446? Go to other
DTC (P0442
— or P0446) Go to Step 3
4. Observe “Fuel Tank Pressure” on the Tech 2. Go to
Does the Tech 2 indicate “Fuel Tank Pressure” at the DTCP0452 or
specified value? 1.51V Go to Step 4 P0453
4 IMPORTANT: Before continuing with diagnosis, zero
the EVAP pressure and vacuum gauges on the EVAP
pressure/purge cart J 41413 (refer to tool operating
instructions).
1. Replace the fuel cap.
2. Capture Failure Records data for DTC P0440 and
clear DTCs.
3. Using the Tech 2, command the EVAP canister vent
solenoid “ON” (closed).
4. Connect the EVAP pressure/purge cart J 41413 to
5. Attempt to pressurize the EVAP system using the
EVAP pressure/purge cart J 41413 (monitor
pressure using gauge on cart).
Can EVAP system be pressurized to specified value? 5 in. H2O Go to Step 5 Go to Step 6
5 1. Maintain fuel tank pressure at 5 inches at H2O.
2. Observe “Fuel Tank Vacuum” on the Tech 2.
Does Tech 2 indicate “Fuel Tank Vacuum” at the
specified value? 1.47 – 1.51V Go to Step 8 Go to Step 7
4. Ensure that the EVAP canister vent solenoid is still
commanded “ON” (closed).
5. Attempt to apply vacuum to the EVAP canister.
Can the vacuum be maintained at the specified value? 5 in. Hg Go to Step 11 Go to Step 10
conditions:
f Restricted fuel tank vapor line.
f Restricted EVAP purge line.
Go to
2. If a problem is found, repair as necessary. DTCP0452 or
Was a problem found? — Go to Step 16 P0453
DTC P0440 – EVAP System (Cont'd)

8 1. Disconnect the vacuum source line at the EVAP
canister purge solenoid and plug the vacuum
source fitting on the solenoid.
2. Using the Tech 2 output tests function, select
“System Perf.” and activate.
5 in. H2O (monitor pressure using gauge on cart).
4. Observe the EVAP pressure gauge on the EVAP
pressure/purge cart J 41413 while removing the
plug from the EVAP canister purge solenoid.
Does “Fuel Tank Pressure” decrease to the specified
value within 15 seconds while “System Perf.” is
activated? 0 in. H2O Go to Step 9 Go to Step 13
9 1. Connect the in. Hg vacuum gauge on the EVAP
pressure/purge cart J 41413 to the vacuum source
line.
2. Ignition “ON,” engine idling.
3. Run the engine above 2000 RPM and and observe
source vacuum level (monitor vacuum using gauge Refer to
on cart). Diagnostic
Does source vacuum level exceed the specified value? 15 in. Hg Aids Go to Step 14
conditions:
f Vent hose disconnected or the damaged.
conditions:
f Missing or faulty fuel cap.
12 1. Using Tech 2, command the EVAP canister vent
2. With the cart connected to the EVAP service port,
pressurize position.
3. Using ultrasonic leak detector J 41416, locate and
repair leak in EVAP system. (It may be necessary to
partially lower the fuel tank to examine the
connections on top of the tank.)
13 Replace the EVAP canister purge solenoid.
14 Locate and repair cause of no source vacuum to the
EVAP canister purge solenoid.
DTC P0440 – EVAP System (Cont'd)

15 Replace the EVAP canister vent solenoid.
3. Using the EVAP pressure/purge cart J 41413,
pressurize and monitor the EVAP system to 15 in.
H2O.
4. Switch the rotary switch on the cart to “HOLD” and
value within 2 minutes? 2.14V Go to Step 3 Verify repair
Diagnostic Trouble Code (DTC) P0442 EVAP System Small Leak Detected
D06RX019
Circuit Description solenoid are turned “ON,” allowing engine vacuum to

The evaporative system includes the following draw a small vacuum on the entire evaporative emissions
components: system. After the desired vacuum level has been
achieved, the EVAP canister purge solenoid is turned
f Fuel tank
“OFF,” sealing the system. A leak is detected by
f EVAP canister vent solenoid monitoring for a decrease in vacuum level over a given
f Fuel tank pressure sensor time period, all other variables remaining constant. A
f Fuel pipes and hoses small leak in the system will cause DTC P0442 to be set.
f Vapor lines
f Fuel cap Conditions for Setting the DTC
f Evaporative emissions canister f No TP sensor, ODM, IAT sensor, or MAP sensor DTCs
f Purge lines set.
f EVAP canister purge solenoid f The DTC P0440 diagnostic test has passed.
The evaporative leak detection diagnostic strategy is f A vacuum decay condition, indicating a small leak, is
based on applying vacuum to the EVAP system and detected during the diagnostic test.
monitoring vacuum decay. The powertrain control
module (PCM) monitors vacuum level via the fuel tank
pressure sensor input. At an appropriate time, the EVAP
canister purge solenoid and the EVAP canister vent

(MIL) during the second key cycle in which the DTC
sets.

feed.
Diagnostic Aids
f Cracked or punctured EVAP canister.
f Damaged source vacuum line, EVAP purge line, EVAP
vent hose or fuel tank vapor line.
EVAP canister vent solenoid, EVAP canister purge
intermittent open or short circuit.
Test Description
Diagnostic Chart.
2. If an EVAP canister vent solenoid or an EVAP
canister purge solenoid electrical fault is present,
the purge system will not operate correctly.
Repairing the electrical fault will very likely correct
the condition that set DTC P0442.
pressure.
4. Verifies that the fuel tank pressure sensor accurately
reacts to EVAP system pressure changes.
DTC P0442 – EVAP System Leak Detected

performed? System
Go to Fuel
4. Observe “Fuel Tank Pressure” on the Tech 2. Tank
Does the Tech 2 indicate “Fuel Tank Pressure” at the Pressure
specified value? 1.51V Go to Step 3 System
the EVAP pressure and vacuum gauges on EVAP
instructions).
clear DTCs.
pressurize the EVAP system to the specified value.
Go to Fuel
Does the Tech 2 indicate “Fuel Tank Pressure” at the Pressure
specified value? 1.52 – 1.67V Go to Step 4 System
4 1. Ignition “ON,” engine idling.
pressurize the EVAP system to 15 in. H2O.
observe the EVAP pressure gauge. Refer to
Does the pressure decrease to less than the specified Diagnostic
value within 2 minutes? 10 in. H2O Go to Step 5 Aids
4. Ensure that the EVAP canister vent solenoid is still
commanded “ON” (closed).
5. Attempt to apply vacuum to the EVAP canister.
Can the vacuum be maintained at the specific value? 5 in. Hg Go to Step 8 Go to Step 6
conditions:
DTC P0442 – EVAP System Leak Detected (Cont'd)

conditions:
f Missing or faulty fuel cap.
2. With the cart connected to the EVAP service port,
pressurize position.
3. Using ultrasonic leak detector J 41416, locate and
repair leak in EVAP system. (It may be necessary to
partially lower the fuel tank to examine the
connections on top of the tank.)
H2O.
value within 2 minutes? 10 in. H2O Go to Step 2 Verify repair
D06RX008
Diagnostic Trouble Code (DTC) P0446 EVAP Canister Vent Blocked

Circuit Description f DTC P0442 diagnostic test has passed.
The evaporative system includes the following f Normal system operation is commanded (EVAP
components: canister vent solenoid open, EVAP canister purge
solenoid normal).
f Fuel tank
f Fuel tank pressure is less than –10 in. H2O.
f EVAP canister vent solenoid
f Above conditions are present for 60 to 180 seconds.
f Fuel pipes and hoses Action Taken When the DTC Sets
f Vapor lines f The PCM will illuminate the MIL during the second key
f Fuel cap cycle in which the DTC sets.
f Evaporative emissions canister f The PCM will store conditions which were present
f Purge lines when the DTC set as Freeze Frame and Failure
f EVAP canister purge solenoid Records data.
An incorrect fuel tank pressure sensor signal is detected
by monitoring fuel tank pressure when the key is first
turned “ON” during a cold start. If the fuel tank pressure f The PCM will turn the MIL “OFF” on the third
signal is out of range, DTC P0446 will set. A restricted or consecutive trip cycle during which the diagnostic has
blocked EVAP vent path is detected by monitoring fuel been run and the fault condition is no longer present.
tank pressure during normal operation (EVAP canister f A history DTC P0446 will clear after 40 consecutive
vent solenoid open, EVAP canister purge solenoid warm-up cycles have occurred without a fault.
normal). With the EVAP canister vent solenoid open, f DTC P0446 can be cleared by using the Tech 2 “Clear
vacuum level in the system should be very low unless the Info” function or by disconnecting the PCM battery
feed.
vent path is blocked. A blockage can be caused by the
following condition: Diagnostic Aids
f Faulty EVAP canister vent solenoid (stuck closed). Check for the following conditions:
f Plugged, kinked or pinched vent hose. f Poor connection at PCM – Inspect harness connectors
f Shorted EVAP canister vent solenoid driver circuit. for backed-out terminals, improper mating, broken
f Plugged evaporative canister. locks, improperly formed or damaged terminals, and
If any of these conditions are present, DTC P0446 will set. poor terminal to wire connection.
Conditions for Setting the DTC EVAP canister vent solenoid, EVAP canister purge
f No TP sensor, ODM, IAT sensor, or MAP sensor DTCs intermittent open or short circuit.
set.
f Kinked, pinched, or plugged vent hose–Verify that the
f Start-up engine coolant temperature is less than 32°C vent hose between the EVAP canister and EVAP
(90°F). canister vent solenoid is not restricted.
f Start-up engine coolant temperature is not more than Reviewing the Failure Records vehicle mileage since the
7°C (13°F) greater than start-up intake air diagnostic test last failed may help determine how often
temperature.
f Start-up intake air temperature is greater than 4°C may assist in diagnosing the condition.
(39°F) .
f Start-up intake air temperature is not more than 2°C Test Description
(4°F) greater than start-up engine coolant
temperature. Number(s) below refer to the step number(s) on the
f Vehicle speed is less than 75 mph (120 km/h). Diagnostic Chart.
f Throttle position is greater than 7% but less than 30%. 2. If a vent solenoid electrical fault is present, the purge
system will not operate correctly. Repairing the
f Minimal fuel slosh.
electrical fault will very likely correct the condition
f Fuel tank level is between 15% and 85%. that set DTC P0446.
f BARO is greater than 75 kPa.
f Fuel tank pressure is not between –1.5 and 1.5 in. H2O pressure.
when ignition is turned “ON.”
OR 4. Verifies that the fuel tank pressure sensor accurately
f No TP sensor, ODM, IAT sensor, or MAP sensor DTCs
set. 6. Checks for a blocked EVAP canister.
DTC P0446– EVAP Canister Vent Blocked

performed? System
clear DTCs.
Go to Fuel
Does Tech 2 indicate “Fuel Tank Pressure” at the Pressure
specified value? 1.51V Go to Step 3 System
the EVAP pressure and vacuum gauges on the EVAP
instructions).
“ON” (closed).
pressurize the EVAP system to the specified value.
Go to Fuel
Does Tech 2 indicate “Fuel Tank Pressure” at the Pressure
specified value? 1.52 – 1.67V Go to Step 4 System
4 1. Maintain the EVAP pressure at 5 in. at H2O.
2. Using Tech 2, command the EVAP vent solenoid
“OFF” (open) while observing the EVAP pressure
gauge on the cart J 41413. Refer to
Does the EVAP pressure return to the specified value Diagnostic
within 5 seconds? 0 in. H2O Aids Go to Step 5
5 1. Disconnect the large vent hose (marked “AIR”) from
the EVAP canister.
2. Switch the rotary switch on the cart J 41413 to
“PURGE.”
3. Ignition “ON,” engine idling at normal operating
temperature.
4. Observe vacuum gauge for 5 seconds while holding
the engine speed at 2500 RPM.
Does the vacuum remain less than the specified value? 30 in. H2O Go to Step 6 Go to Step 8
6 1. Inspect the vent hose between the EVAP canister
and the EVAP canister vent solenoid for kinks,
pinched areas, or any other form of blockage.
DTC P0446– EVAP Canister Vent Blocked (Cont'd)

8 Replace the EVAP canister.
H2O.
3. Switch the rotary switch on cart J 41413 to “HOLD.”
solenoid “OFF” (open) while observing the EVAP
pressure gauge on cart J 41413.
Does the EVAP pressure return to the specified value
within 5 seconds? 0 in. H2O Verify repair Go to Step 2
Diagnostic Trouble Code (DTC) P0452 Fuel Tank Pressure Sensor Low Voltage
D06RX020

The powertrain control module (PCM) monitors fuel tank
pressure sensor of the Enhanced Evapo system. When f DTC P0404 can be cleared by using the Tech 2 “Clear
the tank pressure output indicates low voltage, PCM will feed.
set DTC P0452.
Diagnostic Aids
f Ignition voltage is between 0.3 and 4.7 volts. f Open circuit of 5 volt reference line – Inspect wiring
f Tank sensor output is less than 0.2 volts for 12.5 sec. harness from PCM to the sensor. The PCM turns
f 100 test failures within a 200 tests. P0452, and P0107 at the same time.
f Open circuit or short circuit to ground line – Inspect
Action Taken When the DTC Sets wiring harness from PCM to the sensor. The PCM turns
P0452 and P0107 at the same time.
(MIL) as soon as failure detected. f Tank fuel pressure sensor malfunction may cause
P0452.
when the DTC was set as Freeze Frame and in Failure Reviewing the Failure Records vehicle mileage since the
Records data. diagnostic test last failed may help determine how often
Conditions for Clearing the MIL/DTC may assist in diagnosing the condition.
DTC P0452 – Tank Pressure Sensor Low Voltage

performed? System
conditions as noted. P0452/P0107
3. Using a Tech 2, monitor “DTC” info for DTC P0452 turn on
until the DTC P0452 test runs. Note the result. Go to Step 3 Refer to
Does the Tech 2 indicates DTC P0452 or P0452/P0107 P0452 turns on Diagnostic
failed this ignition? — Go to Step 6 Aids
2. Disconnect connector at the PCM.
4. At the PCM connector, measure voltage with a DVM
at B1 and B6 terminals.
Was the voltage in range of voltage? 4–6 V Go to Step 4 Go to Step 10
2. Connect the PCM connector to the PCM.
For P0452 go
3. Backprobe with a DVM at fuel tank pressure sensor to Step 5 and
between 5 V reference terminal and sensor ground for P0107, go
terminal. to diagnosis
Was the voltage within range? 4–6 V section. Go to Step 5
5 1. Locate open wiring of 5 volt reference circuit from
the PCM to fuel tank pressure sensor.
2. Repair wiring harness.
6 1. Ignition “ON”
sensor output for the voltage. Less than 0.2
Was voltage within the range? V Go to Step 7 Go to Step 10
7 At the sensor output terminal, backprobe with a DVM at
the sensor output
Less than 0.2
8 1. Locate open circuit or short circuit to ground line.
2. Repair the harness.
DTC P0452 – Tank Pressure Sensor Low Voltage (Cont'd)

10 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0453 Fuel Tank Pressure Sensor High Voltage
D06RX020

The powertrain control module (PCM) monitors fuel tank
pressure sensor of the Enhanced Evapo system. When f Info function or by disconnecting the PCM battery feed.
the tank pressure output indicates high voltage , PCM will
Diagnostic Aids
set DTC P0453.
Conditions for Setting the DTC f Open circuit of sensor ground line – Inspect wiring
harness from PCM to the sensor. The PCM turns
f Tank sensor output is more than 4.9 volts for 12.5 sec. P0453, and P0108 at the same time.
f 100 test failures within a 200 tests. f Open circuit or short circuit to 5 volt reference line –
Inspect wiring harness from PCM to the sensor. The
Action Taken When the DTC Sets PCM turns P0453 and P0108 at the same time.
f The PCM will illuminate the malfunction indicator lamp f Tank fuel pressure sensor malfunction may cause
(MIL) as soon as failure detected. P0453.
f The PCM will store conditions which were present Reviewing the Failure Records vehicle mileage since the
when the DTC was set as Freeze Frame and in Failure diagnostic test last failed may help determine how often
Records data. the condition that caused the DTC to be set occurs. This
DTC P0453 – Fuel Tank Pressure Sensor High Voltage

performed? System
conditions as noted. P0453/P0108
3. Using a Tech 2, monitor “DTC” info for DTC P0452 turn on
until the DTC P0452 test runs. Note the result. Go to Step 3 Refer to
Does the Tech 2 indicates DTC P0452 or P0452/P0107 P0452 turns on Diagnostic
failed this ignition? — Go to Step 6 Aids
2. Disconnect connector at the PCM.
4. At the PCM connector, measure voltage with a
DVM at B1 and B6 terminals.
Was the voltage in range of voltage? 4–6 V Go to Step 4 Go to Step 10
2. Connect the PCM connector to the PCM.
3. Disconnect sensor harness at fuel pressure sensor. For P0453 go
Measure voltage with a DVM at the end of the tank to Step 6 and
pressure wiring between 5 V reference terminal and for P0108, go
sensor ground terminal. to diagnosis
Was the voltage within range? 4–6 V section. Go to Step 5
5 1. Locate open wiring of ground line from the PCM to
fuel tank pressure sensor.
2. Repair wiring harness.
sensor output for the voltage. More than 4.9
7 At the sensor output terminal, backprobe with a DVM at
the sensor output.
More than 4.9
Was the voltage within range? V Go to Step 9 Go to Step 8
DTC P0453 – Fuel Tank Pressure Sensor High Voltage (Cont'd)

9 Replace the tank pressure sensor.
10 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0462 Fuel Level Sensor Circuit–Low Voltage
D06RW080

The fuel level sensor is an important input to powertrain f The PCM will not turn the malfunction indicator lamp
control module (PCM) for the enhanced evaporative (MIL) “ON.”
system diagnostic. Fuel level information is needed for f The PCM will store conditions which were present
the PCM to know the volume of fuel in the tank. The fuel when the DTC was set as Failure Records only. This
level affects the rate of change in air pressure in the information will not be stored as Freeze Frame data.
evaporative system. Several of the enhanced
evaporative system diagnostic sub-tests are dependent Conditions for Clearing the DTC
upon correct fuel level information. The diagnostic will not f The PCM will turn the MIL “OFF” after three
run when the tank is greater than 85%, or less than 15% consecutive trips without a fault condition present. A
full. Fuel level DTCs should be diagnosed before other history DTC will be cleared if no fault conditions have
evaporative system DTCs because they can cause other been detected for 40 warm-up cycles (engine coolant
DTCs to be set. temperature has risen 4°C (40°F) from the start-up
ECT, and ECT exceeds 71°C (160°F) during that
The sending unit is a float in the fuel tank which moves a same ignition cycle).
wiper arm across a variable resistor. Low fuel level f DTC P0462 can be cleared by using the scan tool
causes high resistance in the sending unit, and this is “Clear Info” function or by disconnecting the PCM
recognized by the PCM because the circuit operates at a battery feed.
corresponding low voltage. When the circuit is
continuously open or has a high resistance connection, Diagnostic Aids
DTC P0462 is set. f Damaged harness–Inspect the wiring harness for
Conditions for Setting the DTC fuel level display on the scan tool while moving
f Fuel tank level “slosh test” is completed. connectors and wiring harnesses related to the sensor.
f Fuel tank level “main test” is completed. fault.
f Fuel tank level data is valid.
f Fuel tank level signal is less than a specified value. Test Description
f There are 100 test failures within a 200-test sample. Number(s) below refer to the step number(s) on the
Diagnostic Chart.
8. The following chart can be used to check the

sending unit:
DTC P0462– Fuel Level Sensor Circuit –Low Voltage

performed? System
2 Were any ECT or MAP DTCs set? (ECT and MAP Go to other
Sharing Ground with PCM term D9) — DTC chart Go to Step 3
3 1. Disconnected the fuel level sensor harness from its
connector at the fuel tank.
3. Using a DVM, measure the voltage between the
sensor harness positive and ground wires.
Is the voltage approximately equal to the specified
2. With a DVM, backprobe the PCM connector at the
terminal which supplies 5 volts to the fuel level
sensor.
2. Fuel level sensor disconnected from wiring
harness.
3. With a DVM, probe the 5-volt supply wire at the
sensor harness.
Is the voltage approximately equal to the value
measured in Step 4? — Go to Step 6 Go to Step 10
6 Check for open or high resistance connection in the
ground wire between the PCM and the fuel level
sensor.
7 Remove the fuel level sensor and check the following:
f Does the arm move freely?
f Are the wires open or intermittently open when
wiggled?
f Do the resistance values match the specification
chart?
8 Replace the fuel level sensor.
DTC P0462– Fuel Level Sensor Circuit –Low Voltage (Cont'd)

9 Replace the PCM.
procedures.
10 Short to ground between the PCM connector and the
fuel level sensor.
Diagnostic Trouble Code (DTC) P0463 Fuel Level Sensor Circuit–High Voktage
D06RW080

The fuel level sensor is an important input to powertrain f The PCM will not turn the malfunction indicator lamp
control module (PCM) for the enhanced evaporative (MIL) “ON.”
system diagnostic. Fuel level information is needed for f The PCM will store conditions which were present
the PCM to know the volume of fuel in the tank. The fuel when the DTC set as Failure Records only. This
level affects the rate of change in air pressure in the information will not be stored as Freeze Frame data.
evaporative system. Several of the enhanced
evaporative system diagnostic sub-tests are dependent Conditions for Clearing the DTC
upon correct fuel level information. The diagnostic will not f The PCM will turn the MIL “OFF” after three
run when the tank is greater than 85% or less than 15%, consecutive trips without a fault condition present. A
full. Fuel level DTCs should be diagnosed before other history DTC will be cleared if no fault conditions have
evaporative system DTCs because they can cause other been detected for 40 warm-up cycles (engine coolant
DTCs to be set. temperature has risen 4°C (40°F) from the start-up
ECT, and ECT exceeds 71°C (160°F) during that
The sending unit is a float in the fuel tank which moves a same ignition cycle) or the scan tool clearing function
wiper arm across a variable resistor. High fuel level has been used.
causes low resistance in the sending unit. This is f DTC P0463 can be cleared by using the scan tool
recognized by the PCM because the circuit operates at a “Clear Info” function or by disconnecting the PCM
corresponding high voltage. When the circuit is battery feed.
continuously shorted to a voltage source greater than a
specified value, or when the 5 volt signal is shorted to Diagnostic Aids
ground, DTC P0463 is set. f Damaged harness–Inspect the wiring harness for
Conditions for Setting the DTC fuel level display on the scan tool while moving
f Fuel tank level “slosh test” is completed. connectors and wiring harnesses related to the sensor.
f Fuel tank level “main test” is completed. fault.
f Fuel tank level data is valid.
f Fuel tank level signal is greater than a specified value. Test Description
f There are 100 test failures within a 200-test sample. Number(s) below refer to the step number(s) on the
Diagnostic Chart.
2. The ECT and MAP sensors share a ground at PCM 9. Equates the resistance values at various float
terminal D9. positions to the following fuel gauge readings:
DTC P0463– Fuel Level Sensor Circuit –High Voltage

performed? System
2 Were any ECT or MAP DTCs set? (ECT and MAP Go to other
Sharing Ground with PCM term D9) — DTC chart Go to Step 3
3 1. Disconnected the fuel level sensor harness from its
connector at the fuel tank.
3. Using a DVM, measure the voltage between the
sensor harness positive and ground wires.
4 With the negative DVM lead connected to ground, use
the positive DVM lead to probe the sensor ground wire
with the harness still disconnected.
Does the DVM indicate a short to a voltage source? — Go to Step 5 Go to Step 6
5 Repair short to voltage between the sensor and the
PCM.
6 With the negative DVM lead connected to ground, use
the positive DVM lead to probe the sensor positive wire
with the harness still disconnected.
Does the DVM indicate a voltage greater than the
specified value? 5V Go to Step 5 Go to Step 7
7 Open circuit between the PCM connector and the fuel
level sensor? — Verify repair Go to Step 8
8 Replace the PCM.
procedures.
9 Remove the fuel level sensor and check the following:
f Does the arm move freely?
f Are the wire leads shorted together?
f Do the resistance values match the specification
chart?
10 Replace the fuel level sensor.
Diagnostic Trouble Code (DTC) P0502 VSS Circuit Low Input
D06RX021
Circuit Description f PCM detects no VSS signal for 12.5 seconds over a
period of 25 seconds.
The vehicle speed sensor has a magnet rotated by the
transmission output shaft. Attached to the sensor is a hall Action Taken When the DTC Sets
effect circuit the interacts with the magnetic field treated
by the rotating magnet. A 12-volt operating supply for the f The PCM will illuminate the malfunction indicator lamp
speed sensor hall circuit is supplied from the meter fuse. (MIL) the first time the fault is detected.
The VSS pulses to ground the 9-volt signal sent from the f The PCM will store conditions which were present
powertrain control module (PCM) on the reference circuit. when the DTC was set as Freeze Frame and in the
The PCM interprets vehicle speed by the number of
pulses to ground per second on the reference circuit. Conditions for Clearing the MIL/DTC
f Engine is running. been run and the fault condition is no longer present.
f Engine coolant temperature is above 60°C (140°F). f A history DTC P0502 will clear after 40 consecutive
f Engine speed is between 1800 RPM and 2500 RPM. warm-up cycles have occurred without a fault.
f Throttle angle is between 10% and 40%. f DTC P0502 can be cleared by using the Tech 2 “Clear
f Engine load is greater than 50 kPa. Info” function or by disconnecting the PCM battery
feed.
f MAP sensor indicates greater than 50 kPa manifold
pressure.
Test Description 14. The speedometer-to-PCM VSS signal wire is

Number(s) below refer to the step number(s) on the spliced to a wire leading to the cruise control
module. If a short to ground or voltage is found
Diagnostic Chart.
between the PCM and speedometer, it could be
9. To avoid backprobing the VSS and possibly located between the splice and the cruise control
damaging a seal or terminal, the VSS output can be module.
tested at the point where the transmission harness
connected to the engine harness. The green 16-way
connector is adjacent to a blue 16-way connector,
and it can be easily accessed by removing the air
cleaner assembly. The green 16-way connector is
separated, and battery voltage is applied to the VSS
through the yellow wire at one corner of the
connector. The VSS output can be monitored with a
DVM connected to the blue wire with a black tracer.
The two wires are next to each other in the 16-way
connector . The test connections are made on the
transmission side of the connector, the side that is
not clipped to the body sheetmetal.
DTC P0502 –VSS Circuit Low Input

performed? System
2 Does the speedometer work? — Go to Step 10 Go to Step 3
3 1. Disconnect the VSS connector.
3. Using a test light to battery +, probe the connector
ground wire.
4 Repair the sensor ground.
5 1. Ignition “ON,” sensor disconnected.
2. Using a DVM, measure at the VSS connector
between ground and voltage supply. Battery
Was the measurement near the specified value? voltage Go to Step 7 Go to Step 6
6 Repair the open or short to ground which may have
blown the meter fuse.
7 1. Ignition “ON,” VSS disconnected.
2. Using a DVM, measure at the VSS connector
between ground and the blue/black wire from the
speedometer.
Was the measurement near the specified value? 7.5-8 V Go to Step 9 Go to Step 8
8 Check for an open or short circuit between the
speedometer and the VSS.
Was an open or short circuit located? — Verify repair Go to Step 9
9 Replace the speedometer.
DTC P0502 –VSS Circuit Low Input (Cont'd)

2. Disconnect the MAF sensor. The connector
attaches the VSS wires from the transmission
harness to the left-side engine harness.
3. Disconnect the green 16-way connector.
4. Select a terminal adapter from kit J 35616 that can
be used with a jumper to supply B+ to the yellow
(transmission side of the connector). There are 2
yellow wires at that connector, but the correct one is
in the corner position.
5. Use another terminal adapter to attach a voltmeter
to the blue wire with a black tracer (next to the wire in
the previous step.)
6. At the transmission side of the green 16-way
connector, locate the black wire next to the VSS
yellow ign+ wire. The black wire is the VSS ground
wire. Use a terminal adapter to attach a jumper to
ground to the black VSS ground wire at the
transmission side of the connector.
7. Raise the rear wheels off the ground with
transmission in neutral.
Does the DVM toggle back and forth between 0.6 V and
10 V as the wheels (and driveshaft) are rotated? — Go to Step 12 Go to Step 11
11 Replace the VSS.
12 Check for an open or short between the PCM and the
speedometer.
13 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0506 Idle Air Control System Low RPM
T321115
Circuit Description f Engine speed is more than 100-200 RPM lower than
desired idle based upon coolant temperature.
idle speed by adjusting the position of the idle air control Action Taken When the DTC Sets
(IAC) motor pintle. The IAC is a bi-directional stepper
motor driven by two coils. The PCM applies current to the f The PCM will illuminate the malfunction indicator lamp
IAC coils in steps (counts) to extend the IAC pintle into a (MIL) after the second consecutive trip in which the
fault is detected.
PCM reverses the current to retract the pintle, increasing f The PCM will store conditions which were present
air flow. This method allows highly accurate control of idle Failure Records data.
speed and quick response to changes in engine load. If
the PCM detects a condition where too low of an idle Conditions for Clearing the MIL/DTC
speed is present and the PCM is unable to adjust idle
speed by increasing the IAC counts, DTC P0506 will set, Info” function or by disconnecting the PCM battery
indicating a problem with the idle control system. feed.
f No Tech 2 test is being run. Check for the following conditions:
f No TPS, VSS, ECT, EGR, MAF, MAP, IAT, misfire, low f Poor connection at PCM or IAC motor – Inspect
voltage, fuel system, canister purge, injector control, or harness connectors for backed-out terminals,
ignition control DTCs are set. improper mating, broken locks, improperly formed or
f Barometric pressure is above 75 kPa. damaged terminals, and poor terminal-to-wire
f Canister purge duty cycle is above 10%. connection.
f Engine running time is more than 125 seconds. f Damaged harness – Inspect the wiring harness for
damage.
f Vehicle speed is less than 1 mph.
f Restricted air intake system – Check for a possible
f Engine coolant temperature (ECT) is above 50°C. collapsed air intake duct, restricted air filter element, or
f Ignition voltage is between 9.5 volts and 16.7 volts. foreign objects blocking the air intake system.
f The throttle is closed. f Throttle body – Check for objects blocking the IAC
f EVAP purge duty cycle more than 10%. passage or throttle bore, excessive deposits in the IAC
f All conditions are met for 10 seconds.
passage and on the IAC pintle, and excessive deposits Reviewing the Failure Records vehicle mileage since the
in the throttle bore and on the throttle plate. diagnostic test last failed may help determine how often
f Large vacuum leak – Check for a condition that causes the condition that caused the DTC to be set occurs. This
a large vacuum leak, such as an incorrectly installed or may assist in diagnosing the condition.
faulty PCV valve or brake booster hose disconnected.
DTC P0506 – Idle Air Control System Low RPM

performed? System
2 Are any other DTCs set? Go to other
— DTC first Go to Step 3
2. Turn all accessories “OFF” (A/C, rear defroster,
etc.)
500, and then up to 1500 while monitoring “Engine
Speed” on the Tech 2.
NOTE: This Tech 2 command may cause the engine to
“cut out” when RPM goes above 1500. If this occurs,
the “cutting out” will stop when the Tech 2 command for
the test is discontinued, or if the Tech 2 command is
changed to less than 1500RPM. No trouble
found. Go to
Does the “Engine Speed” remain within the specified Diagnostic
value of “Desired Idle” for each RPM command? ±50 RPM Aids Go to Step 4
2. Install IAC Node Light J 37027A or equivalent.
observing the node light.
changed to less than 1500RPM.
Does each node light cycle red and green (never
“OFF”)? — Go to Step 6 Go to Step 5
PCM:
f IAC “A” low
f IAC “A” high
f IAC “B” low
f IAC “B” high
DTC P0506 – Idle Air Control System Low RPM (Cont'd)

system.
Refer to
appropriate
section for
throttle plate.
on-vehicle
connector.
necessary.
9 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0507 Idle Air Control System High RPM
T321115
Circuit Description f Engine speed is more than 100-200 RPM higher than
desired idle based upon coolant temperature.
idle speed by adjusting the position of the idle air control Action Taken When the DTC Sets
motor driven by two coils. The PCM applies current to the f The PCM will illuminate the malfunction indicator lamp
IAC coils in steps (counts) to extend the IAC pintle into a (MIL) after the second consecutive trip in which the
fault is detected.
PCM reverses the current to retract the pintle, increasing f The PCM will store conditions which were present
air flow. This method allows highly accurate control of idle Failure Records data.
speed and quick response to changes in engine load. If
the PCM detects a condition where too high of an idle Conditions for Clearing the MIL/DTC
speed is present and the PCM is unable to adjust idle
speed by increasing the IAC counts, DTC P0507 will set, consecutive trip cycle during which the diagnostic has
indicating a problem with the idle control system. been run and the fault condition is no longer present.
f No Tech 2 test is being run. f DTC P0507 can be cleared by using the Tech 2 “Clear
f No TPS, VSS, ECT, EGR, MAF, MAP, IAT, misfire, low Info” function or by disconnecting the PCM battery
voltage, fuel system, canister purge, injector control or feed.
ignition control DTCs are set.
f Barometric pressure is above 75 kPa. Diagnostic Aids
f Canister purge duty cycle is above 10%. Check for the following conditions:
f Engine running time is more than 125 seconds. f Poor connection at PCM or IAC motor – Inspect
f Vehicle speed is less than 1 mph. harness connectors for backed-out terminals,
f Engine coolant temperature (ECT) is above 50°C. damaged terminals, and poor terminal-to-wire
f Ignition voltage is between 9.5 volts and 16.7 volts. connection.
f The throttle is closed. f Damaged harness – Inspect the wiring harness for
f EVAP purge duty cycle is more than 10%. damage.
f All conditions are met for 10 seconds.
f Vacuum leak – Check for a condition that causes a will not allow the IAC pintle to fully extend or properly
vacuum leak, such as disconnected or damaged seat.
hoses, leaks at EGR valve and EGR pipe to intake If DTC P0507 cannot be duplicated, reviewing the Failure
manifold, leak at the throttle body, a faulty or incorrectly Records vehicle mileage since the diagnostic test last
installed PCV valve, leaks at the intake manifold, etc. failed may help determine how often the condition that
f Throttle body – Check for sticking throttle plate. Also caused the DTC to be set occurs. This may assist in
inspect the IAC passage for deposits or objects which diagnosing the condition.
DTC P0507 – Idle Air Control System High RPM

performed? System
2 Are any other DTCs set? Go to other
— DTC first Go to Step 3
etc.)
changed to less than 1500RPM. No trouble
found. Go to
Does “Engine Speed” remain within the specified value Diagnostic
of “Desired Idle” for each RPM command? ± 50 RPM Aids Go to Step 4
2. Install IAC Node Light J 37027A or equivalent.
observing the node light.
changed to less than 1500RPM.
Does each node light cycle red and green (never
PCM:
f IAC “A” low
f IAC “A” high
f IAC “B” low
f IAC “B” high
DTC P0507 – Idle Air Control System High RPM (Cont'd)

f Vacuum leaks
mis-adjusted or for binding. Refer to
appropriate
f Faulty, missing, or incorrectly installed PCV
section for
valve.
on-vehicle
connector.
necessary.
9 Replace the PCM.
procedures.
Diagnositc Troule Code (DTC) P0562 System Voltage Low
D06RX022

The powertrain control module (PCM) monitors the f A history DTC P0562 will clear after 40 consecutive
system voltage on the ignition feed terminal to the PCM. warm-up cycles have occurred without a fault.
A system voltage DTC will set whenever the voltage is f DTC P0562 can be cleared by using the Tech 2 “Clear
below a calibrated value. Info” function or by disconnecting the PCM battery
feed.
Diagnostic Aids
f Ignition “ON.”
f System voltage is below 11.5 volts for 15 minutes. If the DTC sets when an accessory is operated, check for
a poor connection or excessive current draw.
lamp (MIL).
which were present when the DTC was set. This
DTC P0562 – System Voltage Low

performed? System
2 Using a DVM, measure the battery voltage at the
Charge
battery.
battery, then
Is the battery voltage greater than the specified value? 11.5 V Go to Step 3 go to Step 3
2. Select “Ignition Volts” on the Tech 2.
3. Start the engine and raise the engine speed to the
specified value.
4. Load the electrical system by turning on the
headlights, high blower, etc. Go to
Is the ignition voltage approximately equal to the 2000 RPM Starting/Char
specified value? 12.8-14.1 V Go to Step 4 ging
4 1. Ignition “OFF.” Check for
2. Disconnect the PCM connector at the PCM. excessive
current draw
3. Using a DVM, measure the battery voltage at the
with ignition
PCM connector A-4.
“OFF,” engine
Is it approximately equal to battery voltage? — “OFF.” Go to Step 5
5 1. Check for faulty connections at the PCM harness
terminals.
2. Repair as necessary.
Was a repair necessary? — Verify repair Go to Step 6
6 Check for an open battery feed circuit to the PCM.
7 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0563 System Voltage High

Circuit Description f The PCM will store as Failure Records only conditions
which were present when the DTC was set. This
The powertrain control module (PCM) monitors the information will not be stored as Freeze Frame data.
system voltage on the ignition feed terminals to the PCM.
A system voltage DTC will set whenever the voltage is Conditions for Clearing the MIL/DTC
above a calibrated value.
f Ignition “ON.” Info” function or by disconnecting the PCM battery
f System voltage is above 16 volts for 15 minutes. feed.
Action Taken When the DTC Sets Diagnostic Aids

f The PCM will not illuminate the malfunction indicator If the DTC sets when an accessory is operated, check for
lamp (MIL). a poor connection or defective accessory.
DTC P0563 – System Voltage High

performed? System
2 Using a DVM, measure the battery voltage at the
battery.
Is the battery voltage less than the specified value? 11.5 V Go to Step 3 Go to Step 4
3 1. Charge the battery and clean the battery terminals.
2. Clean the battery ground cable connection if
corrosion is indicated. Replace
Is the battery voltage less than the specified value? 11.5 V battery Go to Step 4
4 1. Turn “OFF” all the accessories.
3. Select the ignition voltage parameter on the Tech 2.
4. Start the engine and raise the engine RPM to the
specified value. Go to
Is the voltage more than 2.5 volts greater than the Starting/Char
measurement taken in step 2 or 3? 2000 RPM ging Go to Step 5
5 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P0601 PCM Memory

when the DTC was set in the Failure Records data only.
The powertrain control module (PCM) used in this vehicle
utilizes an electrically erasable programmable read-only Conditions for Clearing the MIL/DTC
memory (EEPROM). The EEPROM contains program
information and the calibrations required for engine, f The PCM will turn the MIL “OFF” on the third
transmission, and powertrain diagnostics operation. consecutive trip cycle during which the diagnostic has
Unlike the PROM used in past applications, the EEPROM
is not replaceable. When the PCM is replaced or a f A history DTC P0601 will clear after 40 consecutive
calibration update is required, the PCM must be
programmed using a Tech 2. Refer to On-Vehicle Service f DTC P0601 can be cleared by using the Tech 2 “Clear
in Powertrain Control Module and Sensors for the feed.
EEPROM programming procedure.
Diagnostic Aids
f DTC P0601 indicates that the contents of the
f The PCM detects an internal program fault (check sum EEPROM have changed since the PCM was
error). programmed. The only possible repair is PCM
replacement. Remember to program the replacement
Action Taken When the DTC Sets PCM with the correct software and calibration for the
vehicle.
lamp (MIL).
DTC P0601 – PCM Memory

performed? System
2 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P1106 MAP Sensor Circuit Intermittent High
Voltage
D06RX015

The manifold absolute pressure (MAP) sensor responds f The PCM will not illuminate the malfunction indicator
to changes in intake manifold pressure (vacuum). The lamp (MIL).
MAP sensor signal voltage to the PCM varies from below f The PCM will store conditions which were present
2 volts at idle (high vacuum) to above 4 volts with the when the DTC was set as Failure Records data only.
ignition “ON,” engine not running or at wide-open throttle This information will not be stored as Freeze Frame
(low vacuum). data.
changes while the liner EGR flow test diagnostic is being Conditions for Clearing the MIL/DTC
run (refer to DTC P0401), to determine engine vacuum f A history DTC P1106 will clear after 40 consecutive
level for some other diagnostics and to determine warm-up cycles have occurred without a fault.
barometric pressure (BARO). The PCM compares the f DTC P1106 can be cleared by using the Tech 2 “Clear
MAP sensor signal to a calculated MAP based on throttle Info” function or by disconnecting the PCM battery
position and various engine load factors. If the PCM feed.
detects a MAP signal that is intermittently above the
calculated value, DTC P1106 will set.
Diagnostic Aids
Conditions for Setting the DTC f The MAP sensor shares a 5 Volt Reference with the
EGR Rough Road sensor. Check the 5 Volt reference
f No TP sensor DTCs are present. if these DTCs are also set.
f Engine is running for at least 10 seconds. f The MAP sensor shares a ground with the Rough Road
f Throttle angle is below 3% if engine speed is below sensor and the ECT Sensor. Check the ground if these
1000 RPM. other DTCs are also set.
f Throttle angle is below 10% if engine speed is above f Leaking or plugged vacuum supply line to the MAP
1000 RPM. sensor.
f The MAP sensor indicates an intermittent manifold f Inspect PCM harness connectors for backed-out
absolute pressure above 80 kPa for a total of terminals, improper mating, broken locks, improperly
approximately 5 seconds over a 16-second period of formed or damaged terminals, and poor
time. terminal-to-wire connection.
f Inspect the wiring harness for damage. If the harness Reviewing the Failure Records vehicle mileage since the
appears to be OK, observe the MAP display on the diagnostic test last failed may help determine how often
Tech 2 while moving connectors and wiring harnesses the condition that caused the DTC to be set occurs. This
related to the sensor. A change in the display will may assist in diagnosing the condition.
DTC P1106 –MAP Sensor Circuit Intermittent High Voltage

performed? System
P0108 chart
3 Are DTC P1111, P1115, and/or P1121 also set? — Go to Step 6 Go to Step 4
voltage.
reference “A” circuit between the PCM and the
following components:
f MAP sensor
f EGR valve
f TP sensor
Refer to
Diagnostic
Was a problem found? — Go to Step 10 Aids
10 Locate and repair the intermittent open/short circuit in
the wiring harness as necessary.
Diagnostic Trouble Code (DTC) P1107 MAP Sensor Circuit Intermittent Low
Voltage
D06RX015
Circuit Description approximately 5 seconds over a 16-second period of

time.
to changes in intake manifold pressure (vacuum). The Action Taken When the DTC Sets
MAP sensor signal voltage to the powertrain control
module (PCM) varies from below 2 volts at idle (high f The PCM will not illuminate the malfunction indicator
vacuum) to above 4 volts with the ignition “ON,” engine lamp (MIL).
not running or at wide-open throttle (low vacuum). f The PCM will store conditions which were present
The MAP sensor is used to determine manifold pressure when the DTC was set as Failure Records data only.
This information will not be stored as Freeze Frame
changes while the linear EGR flow test diagnostic is being data.
run (refer to DTC P0401), to determine engine vacuum
level for some other diagnostics and to determine Conditions for Clearing the MIL/DTC
barometric pressure (BARO). The PCM compares the
MAP sensor signal to a calculated MAP based on throttle warm-up cycles have occurred without a fault.
position and various engine load factors. If the PCM
detects a MAP signal that is intermittently below the Info” function or by disconnecting the PCM battery
calculated value, DTC P1107 will be set. feed.
f No TP sensor DTCs are present. Check for the following conditions:
f Engine is running. f The MAP sensor shares a 5 Volt Reference with the
f Ignition voltage is more than 11 volts. Rough Road sensor. If these codes are also set, it
f Throttle angle is above 1% if engine speed is less than could indicate a problem with the 5 Volt reference
1000 RPM. circuit.
f Throttle angle is above 2% if engine speed is above f The MAP sensor share a ground with the Rough Road
1000 RPM. Sensor and the ECT Sensor. Check the ground if these
other DTCs are also set.
f The MAP sensor indicates an intermittent manifold
absolute pressure below 11 kPa for a total of f Poor connection at PCM – Inspect harness connectors
locks, improperly formed or damaged terminals, and f Damaged harness – Inspect the wiring harness for
poor terminal-to-wire connection. damage. If the harness appears to be OK, observe the
f The TP Sensor shares a 5 Volt reference with the EGR MAP display on the Tech 2 while moving connectors
Valve. and wiring harnesses related to the sensor. A change
components itself.
f The TP Sensor share a ground with the EGR Valve and may assist in diagnosing the condition.
the IAT Sensor.
DTC P1107 –MAP Sensor Circuit Intermittent Low Voltage

performed? System
P0107 chart
4 Check for a poor 5 volt reference “A” circuit or MAP
signal circuit terminal connection at the MAP sensor.
short to ground.
f MAP sensor
f EGR valve
f TP sensor
7 Check for a poor 5 volt reference “A” terminal
volt reference “A” circuit.
Was a problem found? (If no, start with the diagnosis Refer to
chart for other sensors in the circuit and see if 5V Diagnostic
returns.) — Go to Step 10 Aids
9 Replace the faulty harness connector terminal(s) for
the 5 volt reference “A” circuit and/or the MAP signal
10 Repair intermittent open/short circuit in the wiring
harness as necessary.
Diagnostic Trouble Code (DTC) P1111 IAT Sensor Circuit Intermittent High
Voltage
D06RW078
when the DTC set as Failure Records data only. This
The intake air temperature (IAT) sensor is a thermistor information will not be stored as Freeze Frame data.
f DTC P1111 does not illuminate the MIL.
volts through a pull-up resistor to the IAT sensor. When Conditions for Clearing the MIL/DTC
PCM will monitor a high signal voltage on the IAT signal f A history DTC P1111 will clear after 40 consecutive
circuit. If the intake air is warm, the sensor resistance is warm–up cycles have occurred without a fault.
lower causing the PCM to monitor a lower voltage. DTC f DTC P1111 can be cleared by using the Tech 2 “Clear
P1111 will set when the PCM intermittently detects an Info” function or by disconnecting the PCM battery
feed.
excessively high signal voltage on the intake air
temperature sensor signal circuit. Diagnostic Aids
f The engine has been running for over 4 minutes. for backed-out terminals, improper mating, broken
f Vehicle speed is less than 20 mph (32 km/h). locks, improperly formed or damaged terminals, and
f Engine coolant temperature is above 60°C (140°F). poor terminal-to-wire connection.
f Mass air flow is less than 20g/second. f Damaged harness – Inspect the wiring harness for
f IAT signal voltage indicates and intake air temperature IAT display on the Tech 2 while moving connectors and
intermittently less than –39°C (–38°F) (about 5 volts) wiring harnesses related to the IAT sensor. A change
for approximately 2.5 seconds over a 25-second in the IAT display will indicate the location of the fault.
period of time.
Action Taken When the DTC Sets diagnostic test last failed may help determine how often
f The PCM will substitute a default value for intake air may assist in diagnosing the condition.
temperature.

°C °F OHMS
100 212 177
80 176 332
60 140 667
45 113 1188
35 95 1802
25 77 2796
15 59 4450
5 41 7280
–5 23 12300
–15 5 21450
–30 –22 52700
–40 –40 100700
DTC P1111 –IAT Sensor Circuit Intermittent High Voltage

performed? System
P0113 chart
3 Is DTC P1106, P1115, and/or P1121 also set? — Go to Step 6 Go to Step 4
5 1. Check for a poor IAT signal circuit terminal
connector and the PCM for an intermittent open.
voltage.
Refer to
Diagnostic Trouble Code (DTC) P1112 IAT Sensor Circuit Intermittent Low
Voltage
D06RW078
Circuit Description f The PCM will substitute a default value for intake air
temperature.
which measures the temperature of the air entering the Conditions for Clearing the MIL/DTC
circuit. If the intake air is warm, the sensor resistance Info” function or by disconnecting the PCM battery
feed.
becomes lower, causing the PCM to monitor a lower
voltage. DTC P1112 will set when the PCM intermittently Diagnostic Aids
detects an excessively low signal voltage on the intake air
temperature sensor signal circuit. Check for the following conditions:
f Vehicle speed is greater than 30 mph (48 km/h). f Damaged harness – Inspect the wiring harness for
f IAT signal voltage is greater than 148°C (298°F) damage. If the harness appears to be OK, observe the
(about 0.10 volt) for a total of 2.5 seconds over a IAT display on the Tech 2 while moving connectors and
25-second period of time. wiring harnesses related to the IAT sensor. A change
in the IAT display will indicate the location of the fault.
f The PCM will not illuminate the malfunction indicator the condition that caused the DTC to be set occurs. This
lamp (MIL).
when the DTC was set as Failure Records data only.
This information will not be stored as Freeze Frame Test Description
data. Number(s) below refer to the step number(s) on the
Diagnostic Chart.
“Temperature vs. Resistance Value Chart.” The
chart may be used to test the IAT sensor at various
the IAT sensor.

°C °F OHMS
100 212 177
80 176 332
60 140 667
45 113 1188
35 95 1802
25 77 2796
15 59 4450
5 41 7280
–5 23 12300
–15 5 21450
–30 –22 52700
–40 –40 100700
DTC P1112 –IAT Sensor Circuit Intermittent Low Voltage

performed? System
ground.
Refer to
Diagnostic Trouble Code (DTC) P1114 ECT Sensor Circuit Intermittent Low
Voltage
D06RW058
when the DTC set as Failure Records data only. This
The engine coolant temperature (ECT) sensor is a information will not be stored as Freeze Frame data.
(about 5.0 volts) through a pull-up resistor to the ECT
signal circuit. When the engine coolant is cold, the sensor f A history DTC P1114 will clear after 40 consecutive
measure a high signal voltage. As the engine coolant f DTC P1114 can be cleared by using the Tech 2 “Clear
warms, the sensor resistance becomes less, and the feed.
ECT signal voltage measured at the PCM drops. With a
fully warmed up engine, the ECT signal voltage should Diagnostic Aids
ECT signal that is intermittently below the range of the
ECT sensor, DTC P1114 will set. for backed-out terminals, improper mating, broken
Conditions for Setting the DTC poor terminal-to-wire connection.
f Engine run time longer than 60 seconds. f Damaged harness – Inspect the wiring harness for
f The ECT sensor signal is intermittently greater than damage. If the harness appears to be OK, observe the
150°C (302°F) (about 0.10 volt) for a total of 10 ECT display on the Tech 2 while moving connectors
seconds over a 100-second period. and wiring harnesses related to the ECT sensor. A
change in the ECT display will indicate the location of
Action Taken When the DTC Sets the fault.
f The PCM will not illuminate the malfunction indicator diagnostic test last failed may help determine how often
lamp (MIL). the condition that caused the DTC to be set occurs. This

°C °F OHMS
100 212 177
80 176 332
60 140 667
45 113 1188
35 95 1802
25 77 2796
15 59 4450
5 41 7280
–5 23 12300
–15 5 21450
–30 –22 52700
–40 –40 100700
DTC P1114 –ECT Sensor Circuit Intermittent Low Voltage

performed? System
short to ground.
Refer to
Diagnostic Trouble Code (DTC) P1115 ECT Sensor Circuit Intermittent High
Voltage
D06RW058
when the DTC was set as Failure Records data only.
The engine coolant temperature (ECT) sensor is a This information will not be stored as Freeze Frame
thermistor mounted in the engine coolant stream. The data.
(about 5.0 volts) through a pull-up resistor to the ECT Conditions for Clearing the MIL/DTC
signal circuit. When the engine coolant is cold, the sensor
(thermistor) resistance is high, therefore the PCM will warm-up cycles have occurred without a fault.
warms, the sensor resistance becomes less, and the Info” function or by disconnecting the PCM battery
ECT signal voltage measured at the PCM drops. With a feed.
measure about 1.5 to 2.0 volts. If the PCM detects an Diagnostic Aids
ECT signal that is intermittently above the range of the Check for the following conditions:
ECT sensor, DTC P1115 will set. f Poor connection at PCM – Inspect harness connectors
Conditions for Setting the DTC locks, improperly formed or damaged terminals, and
f Engine running time longer than 90 seconds. poor terminal-to-wire connection.
f The ECT sensor signal is intermittently greater than f Damaged harness – Inspect the wiring harness for
–39°C (–38°F) (about 5 volts) for a total of 10 seconds damage. If the harness appears to be OK, observe the
over a 100-second period. ECT display on the Tech 2 while moving connectors
the fault.
f The PCM will not illuminate the malfunction indicator Reviewing the Failure Records vehicle mileage since the
lamp (MIL). diagnostic test last failed may help determine how often

°C °F OHMS
100 212 177
80 176 332
60 140 667
45 113 1188
35 95 1802
25 77 2796
15 59 4450
5 41 7280
–5 23 12300
–15 5 21450
–30 –22 52700
–40 –40 100700
DTC P1115 –ECT Sensor Circuit Intermittent High Voltage

performed? System
P0118 chart
5 1. Check for a poor ECT signal circuit terminal
open.
short to voltage.
Refer to
Diagnostic Trouble Code (DTC) P1121 TP Sensor Circuit Intermittent High

Voltage
D06RW059
The throttle position (TP) sensor circuit provides voltage feed.
signal that changes relative to the throttle blade angle.
The signal voltage will vary from about 0.6 volts at closed Diagnostic Aids
the powertrain control module (PCM) for fuel control and f Poor connection at PCM – Inspect the harness
for most of the PCM controlled outputs. If the PCM broken locks, improperly formed or damaged
detects a TP signal that is intermittently above the range terminals, and poor terminal-to-wire connection.
of the TP sensor, DTC P1121 will be set. f The TP Sensor shares a 5 Volt reference with the EGR
Valve.
Conditions for Setting the DTC If these codes are also set, it could indicate a
f The ignition is “ON.” problem with the 5 Volt reference circuit or
f TP sensor indicates a throttle position voltage components itself.
intermittently greater than 4.9 volts for a total of 0.15 f The TP Sensor share a ground with the EGR Valve and
seconds over a 1.5-second period. the IAT Sensor.
Action Taken When the DTC Sets Check the ground if these other DTCs are also
set.
f The PCM will not illuminate the malfunction indicator f Damaged harness – Inspect the wiring harness for
lamp (MIL). damage. If the harness appears to be OK, observe the
f The PCM will store conditions which were present throttle position display on the Tech 2 while moving
when the DTC was set as Failure Records data only. connectors and wiring harnesses related to the TP
This information will not be stored as Freeze Frame sensor. A change in the display will indicate the
data. location of the fault.
If DTC P1121 cannot be duplicated, reviewing the Failure
Conditions for Clearing the MIL/DTC Records vehicle mileage since the diagnostic test last
f A history DTC P1121 will clear after 40 consecutive failed may help to determine how often the condition that
caused the DTC to be set occurs. This may assist in

diagnosing the condition.
DTC P1121 –TP Sensor Circuit Intermittent High Voltage

performed? System
connection at the TP sensor.
voltage.
f MAP sensor
f EGR valve
f TP sensor
7 Check for a poor sensor ground terminal connection at
the PCM.
10 Repair intermittent open/short circuit in wiring harness
as necessary.
Diagnostic Trouble Code (DTC) P1122 TP Sensor Circuit Intermittent Low

Voltage
D06RW059
The throttle position (TP) sensor circuit provides voltage feed.
signal that changes relative to the throttle blade angle.
The signal voltage will vary from about 0.6 volts at closed Diagnostic Aids
the powertrain control module (PCM) for fuel control and f Poor connection at PCM – Inspect harness connectors
for most of the PCM controlled outputs. If the PCM locks, improperly formed or damaged terminals, and
detects a TP signal that is intermittently above the range poor terminal-to-wire connection.
of the TP sensor, DTC P1121 will be set. f The TP Sensor shares a 5 Volt reference with the EGR
Valve.
Conditions for Setting the DTC If these codes are also set, it could indicate a
f The ignition is “ON.” problem with the 5 Volt reference circuit or
f TP sensor indicates a throttle position signal components itself.
intermittently less than 0.22 volt for a total of 0.15 f The TP Sensor share a ground with the EGR Valve and
seconds over a 1.5-second period. the IAT Sensor.
Action Taken When the DTC Sets Check the ground if these other DTCs are also
set.
f The PCM will not illuminate the malfunction indicator f Damaged harness – Inspect the wiring harness for
lamp (MIL). damage. If the harness appears to be OK, observe the
f The PCM will store conditions which were present throttle position display on the Tech 2 while moving
when the DTC was set as Failure Records data only. connectors and wiring harnesses related to the TP
This information will not be stored as Freeze Frame sensor. A change in the display will indicate the
data. location of the fault.
Conditions for Clearing the MIL/DTC diagnostic test last failed may help to determine how often
f A history DTC P1122 will clear after 40 consecutive the condition that caused the DTC to be set occurs. This
DTC P1122 –TP Circuit Intermittent Low Voltage

performed? System
4 Check for a poor 5 volt reference “A” circuit or TP signal
circuit terminal connection at the TP sensor.
short to ground.
f MAP sensor
f EGR valve
f TP sensor
7 Check for a poor 5 volt reference “A” circuit terminal
volt reference “A” circuit.
9 Replace the faulty harness connector terminal(s) for Repair
the 5 volt reference “A” circuit and/or the TP signal complete. If
circuit as necessary. a driveability
symptom still
exists, refer
— to Symptoms. —
10 Repair the intermittent open/short circuit in wiring Repair
harness as necessary. complete. If
a driveability
symptom still
exists, refer
— to Symptoms. —
Diagnostic Trouble Code (DTC) P1133 HO2S Insufficient Switching Bank 1

Sensor 1
D06RW060
Circuit Description f Canister purge duty cycle is greater than 2%.

The powertrain control module (PCM) monitors the f Engine speed is between 1500 RPM and 3000 RPM.
heated oxygen sensor (HO2S) activity for 90 seconds f Mass air flow (MAF) is between 9 g/second and 42
after “closed loop” and stoichiometric operation have g/second.
been enabled. During this test period the PCM counts the f Above conditions are present for 3 seconds.
number of times that the HO2S signal voltage crosses the f 90 seconds after “closed loop” and stoichiometric
rich-to-lean and lean-to-rich threshold. If the PCM operation have been achieved, the PCM monitors the
determines that the HO2S did not switch enough times, oxygen sensor as it switches above and below 450 mV.
DTC P1133 will be set. If fewer than 23 rich-to-lean and lean-to-rich switches
are detected, DTC P1133 will be set.
A lean-to-rich switch is determined when the HO2S
voltage changes above and below 450 mV. Action Taken When the DTC Sets
of time required for “closed loop” fuel control operation f The PCM will illuminate the malfunction indicator lamp
and to allow accurate catalyst monitoring. The oxygen fault is detected.
sensor heater greatly decreases the amount of time
f ”Open loop” fuel control will be in effect.
required for fuel control sensors Bank 1 HO2S 1 and Bank
2 HO2S 1 to become active. Oxygen sensor heaters are f The PCM will store conditions which were present
required by post-catalyst monitor sensors to maintain a Failure Records data.
sufficiently high temperature for accurate exhaust oxygen
content readings further from the engine. Conditions for Clearing the MIL/DTC
f Engine coolant temperature (ECT) is above 50°C been run and the fault condition is no longer present.
(122°F) for automatic transmission; 75°C (167°F) for f A history DTC P1133 will clear after 40 consecutive
manual transmission. warm-up cycles have occurred without a fault.
f Engine is operating in “closed loop”. f DTC P1133 can be cleared by using Tech 2 “Clear Info”
f The engine has been running at least one minute. function or by disconnecting the PCM battery feed.
Diagnostic Aids 3. A condition that affects other heated oxygen sensors

A malfunction in the HO2S heater ignition feed or ground indicates probable contamination. To avoid
damaging the replacement sensors, correct the
circuit may cause a DTC P1133 to set. Check HO2S
heater circuitry for intermittent faults or poor connections.
If connections and wiring are OK and DTC P1133
continues to set, replace the Bank 1 HO2S 1. 5. This step checks for conditions which may cause the
Reviewing the Failure Records vehicle mileage since the heated oxygen sensor to appear faulty. Correct any
diagnostic test last failed may help to determine how often of the described conditions if present.
the condition that caused the DTC to be set occurs. This 11.To avoid damaging replacement sensors, correct the
may assist in diagnosing the condition. condition which caused the contamination before
Test Description
Diagnostic Chart.
DTC P1133 –HO2S Insufficient Switching Bank 1 Sensor 1

performed? System
2 IMPORTANT: If any DTCs are set (except P1153 or
P1154) refer to those DTCs before proceeding with this
diagnostic chart.
1. Engine idling at operating temperature.
2. Operating the vehicle within parameters specified
3 Did the Tech 2 also indicate that the P1153 or P1154
tests failed? — Go to Step 20 Go to Step 4
4 Check for leaks at the exhaust pipe joints.
5 Tighten the bolt/nuts at the leaking joints.
installed.
DTC P1133 –HO2S Insufficient Switching Bank 1 Sensor 1 (Cont'd)

installed.
PCM.
3. Using a DVM at the PCM side of the connector,
check the voltage between the high signal circuit
and ground. Also measure between the low signal
circuit and ground.
Are both voltages in the specified range? 3-4 mV Go to Step 18 Go to Step 16
Was a problem found. — Verify repair Go to Step 17
17 Check for a short to voltage or ground or an open in the
signal circuit.
3. With the HO2S disconnected, check for high and
low signal circuits shorted together between the
PCM and HO2S.
with a Tech 2.
Is the voltage in the specified range? 425-475 mV Go to Step 21 Go to Step 22
f Fuel contamination

22 Replace the PCM.
procedures.
Is the action compete? — Verify repair —
Diagnostic Trouble Code (DTC) P1134 HO2S Transition Time Ratio Bank 1
Sensor 1
D06RW060
Circuit Description f Above conditions are present for a 3-second

monitoring period.
The powertrain control module (PCM) monitors the
heated oxygen sensor (HO2S) activity for 90 seconds f 90 seconds after “closed loop” and stoichiometric
operation have been enabled, Bank 1 HO2S 1
after “closed loop” and stoichiometric operation have transition ratio between lean-to-rich and rich-to-lean is
been established. During the monitoring period the PCM less than 0.44 or greater than 3.8.
counts the number of times that the HO2S responds from
rich-to-lean and from lean-to-rich and adds the amount of Action Taken When the DTC Sets
time it took to complete all transitions. With this
information, an average time for all transitions can be (MIL) after second consecutive trip in which the fault is
determined. The PCM then divides the rich-to-lean detected.
average by the lean-to- rich average to obtain a ratio. If f ”Open loop” fuel control will be in effect.
the HO2S transition time ratio is not within this range, f The PCM will store conditions which were present
DTC P1134 will be set, indicating that the oxygen sensor when the DTC was set as Freeze Frame and in the
is not responding as expected to changes in exhaust Failure Records data.
oxygen content.
f No related DTCs. consecutive trip cycle during which the diagnostic has
f Engine coolant temperature (ECT) is above 50°C been run and the fault condition is no longer present.
(122°F) for automatic transmission; 75°C (167°F) for f A history DTC P1134 will clear after 40 consecutive
manual transmission. warm-up cycles have occurred without a fault.
f Engine is operating in “closed loop.” f DTC P1134 can be cleared by using the Tech 2 “Clear
f The engine has been running at least one minute. Info” function or by disconnecting the PCM battery
feed.
f Mass air flow (MAF) is between 9 g/second and 42
g/second.

damaging replacement sensors, correct the
diagnostic test last failed may help determine how often of the described conditions if present.
the condition that caused the DTC to be set occurs. This 8. To avoid damaging replacement sensors, correct the
Test Description
Diagnostic Chart.
DTC P1134 –HO2S Transition Time Ratio Bank 1 Sensor 1

performed? System
2 IMPORTANT: If any DTCs are set (except P1153
and/or P1154), refer to those DTCs before proceeding
with this diagnostic chart.
Refer to
4. Note the test result. Diagnostic
Does Tech 2 indicate DTC 1134 failed this ignition? — Go to Step 3 Aids
3 Did the Tech 2 also indicate P1153, and/or P1154 test
failed? — Go to Step 17 Go to Step 4
installed.
DTC P1134 –HO2S Transition Time Ratio Bank 1 Sensor 1 (Cont'd)

installed.
f Check the terminal tension (at Bank 1 HO2S 1
and at the PCM).
4. Also measure the voltage between the low signal
circuit and ground.
Are both voltages in the specified range? 3-4V Go to Step 16 Go to Step 19
17 Replace affected heated oxygen sensors.

22 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P1153 HO2S Insufficient Switching Bank 2

Sensor 1
D06RW064
Circuit Description f Canister purge duty cycle is greater than 2%.

The powertrain control module (PCM) monitors the f Engine speed is between 1500 RPM and 3000 RPM.
heated oxygen sensor (HO2S) activity for 90 seconds f Mass air flow is between 9 g/second and 42 g/second.
after “closed loop” and stoichiometric operation have f Above conditions are present for a 3 seconds.
been enabled. During this test period the PCM counts the f 90 seconds after “closed loop” and stoichiometric
number of times that the HO2S signal voltage crosses the operation have been enabled, the PCM monitors the
rich-to-lean and lean-to-rich thresholds. If the PCM oxygen sensor switching above and below 450 mV. If
determines that the HO2S did not switch enough times, fewer than 27 rich-to-lean and lean-to-rich switches for
DTC P1153 will be set. Bank 2 HO2S 1 are detected, DTC P1153 will set.
A lean-to-rich switch is determined when the HO2S Action Taken When the DTC Sets
voltage changes above and below 450 mV.
Heated oxygen sensors are used to minimize the amount f The PCM will illuminate the malfunction indicator lamp
of time required for “closed loop” fuel control operation (MIL) after the second consecutive trip in which the
fault is detected.
sensor heater greatly decreases the amount of time f ”Open loop” fuel control will be in effect.
required for fuel control sensors Bank 1 HO2S 1 and Bank f The PCM will store conditions which were present
2 HO2S 1 to become active. Oxygen sensor heaters are when the DTC was set as Freeze Frame and in the
required by post-catalyst monitor sensors to maintain a
sufficiently high temperature for accurate exhaust oxygen Conditions for Clearing the MIL/DTC
content readings further from the engine.
Conditions for Setting the DTC consecutive trip cycle during which the diagnostic has
f The engine is operating in “closed loop.” f A history DTC P1153 will clear after 40 consecutive
f Engine coolant temperature (ECT) is above 50°C warm-up cycles have occurred without a fault.
f The engine has been running at least one minute. feed.

diagnostic test last failed may help determine how often of the described conditions if present.
the condition that caused the DTC to be set occurs. This 8. To avoid damaging replacement sensors, correct the
Test Description
Diagnostic Chart.
DTC P1153 –HO2S Insufficient Switching Bank 2 Sensor 1

performed? System
2 IMPORTANT: If any DTCs are set, (except P1133
Refer to
Note the test result.
Diagnostic
Does Tech 2 indicate DTC failed this ignition? — Go to Step 3 Aids
3 Did the Tech 2 also indicate P1133 and/or P1134 test
installed.

installed.
f Check the terminal tension at Bank 2 HO2S 1 and
at the PCM.
3. Using a DVM at the PCM side of the connector,
check the voltage between the high signal circuit
and ground. Also measure between the low signal
circuit and ground.
Are both voltages in the specified range? 3-4V Go to Step 18 Go to Step 16
17 Check for short to voltage or ground or an open in the
signal circuit.
3. With HO2S disconnected, check for high and low
signal circuits shorted together between the PCM
and HO2S.
with a Tech 2.
Is the voltage in the specified range? 425-475 mV Go to Step 21 Go to Step 22

22 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P1154 HO2S Circuit Transition Time Ratio
Bank 2 Sensor 1
D06RW064
Circuit Description f 90 seconds after “closed loop” and stoichiometric

operation have been enabled, Bank 2 HO2S 1
The powertrain control module (PCM) monitors the transition ratio between lean to rich and rich to lean is
heated oxygen sensor (HO2S) activity for 90 seconds less than 0.44 or greater than 3.8.
after “closed loop” and stoichiometric operation have
been enabled. During the monitor period the PCM counts Action Taken When the DTC Sets
the number of times that the HO2S responds from
rich-to-lean and from lean-to-ich and adds the amount of (MIL) after the second consecutive trip in which the
time it took to complete all transitions. With this fault is detected.
information, an average time for all transitions can be f ”Open loop” fuel control will be in effect.
determined. The PCM then divides the rich-to-lean
average by the lean-to- rich average to obtain a ratio. If when the DTC was set as Freeze Frame and in the
the HO2S transition time ratio is not within this range, Failure Records data.
DTC P1154 will be set, indicating that the oxygen sensor
is not responding as expected to changes in exhaust Conditions for Clearing the MIL/DTC
oxygen content. f The PCM will turn the MIL “OFF” on the third
f Engine coolant temperature (ETC) is above 50°C warm-up cycles have occurred without a fault.
f The engine has been running at least one minute.
Diagnostic Aids
A malfunction in the HO2S heater ignition feed or ground
f Mass air flow is between 9 g/second and 42 g/second. heater circuitry for intermittent faults or poor connections.
f Above conditions are present for a 3-second If connections and wiring are OK and DTC P1154
monitoring period.
continues to set, replace the Bank 2 HO2S 1.
Reviewing the Failure Records vehicle mileage since the 5. This step checks for conditions which may cause the
diagnostic test last failed may help determine how often heated oxygen sensor to appear faulty. Correct any
the condition that caused the DTC to be set occurs. This of the described conditions if present.
may assist in diagnosing the condition. 8. To avoid damaging replacement sensors, correct the
Test Description replacing the affected sensors.
Diagnostic Chart.
3. A condition that affects other heated oxygen sensors
indicates probable contamination. To avoid
DTC P1154 –HO2S Transition Time Ratio Bank 2 Sensor 1

performed? System
2 IMPORTANT: If any other DTCs are set (except P1133
Refer to
Note the test result.
Diagnostic
Does Tech 2 indicate DTC failed this ignition? — Go to Step 3 Aids
3 Did the Tech 2 also indicate P1133, and/or P1134 test
installed.

installed.
the PCM).
4. Also measure the voltage between the low signal
circuit and ground. Go to Step
Are both voltages in the specified range? 3-4V 16 Go to Step 19

22 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P1171 Fuel System Lean Dueing Acceleration
D06RX023
Circuit Description f Engine is operating in “closed loop power enrichment”

mode for 3 seconds.
The powertrain control module (PCM) internal circuitry
can identify if the vehicle fuel system is capable of f Engine coolant temperature is above 60°C (140°F).
supplying adequate amounts of fuel during heavy f While in “power enrichment” mode the oxygen sensor
acceleration (power enrichment). The PCM monitors the voltage remains below 400 mV for 3 seconds.
voltage of the oxygen sensor during power enrichment.
When a power enrichment mode of operation is
requested during “closed loop” operation (by heavy f The PCM will illuminate the malfunction indicator lamp
acceleration), the PCM will provide more fuel to the (MIL) the first the fault is detected.
engine. Under these conditions the PCM should detect a f The PCM will store conditions which were present
“rich” condition (high oxygen sensor voltage). If this “rich” when the DTC was set as Freeze Frame and in the
exhaust is not detected at this time, a DTC P1171 will set.
A plugged fuel filter, restricted fuel line, restricted in-tank Conditions for Clearing the MIL/DTC
filter or defective fuel pump can prevent adequate amouts
of fuel from being supplied during power enrichment f The PCM will turn the MIL “OFF” on the third
mode. consecutive trip cycle during which the diagnostic has
f No related DTCs.
f DTC P1171 can be cleared by using the Tech 2 “Clear 4. When the engine is idling or at steady cruise, the
Info” function or by disconnecting the PCM battery HO2S voltage should vary from between
feed. approximately 100 mV to 900 mV. It is possible to
measure a satisfactory fuel pressure at idle even
Diagnostic Aids though the pressure may drop at high flow
f A restricted fuel filter or fuel line, restricted in-tank filter, requirements. It may be necessary to watch fuel
or a defective fuel pomp may supply adequate pressure at high engine load.
amounts of fuel at idle, but may not be able to supply 5. Wrap a shop towel around the fuel pressure
enough fuel during heavy acceleration. connector to absorb any small amount of fuel
f Water or alcohol in the fuel may cause low HO2S leakage that may occur when installing gauge.
voltage during acceleration. Ignition “ON,” pump pressure should be
f Check for faulty or plugged fuel injector(s). 280-320kPa.
f Check for low fuel. 7. Add Caution: Use correct pliers so damage to fuel
lines will not occur.
Test Description
Diagnostic Chart.
DTC P1171 – Fuel System Lean During Acceleration

performed? System
2 Are any component-related DTCs set? Go to
component
— DTC charts Go to Step 3
3 1. Check the vehicle’s fuel tank for an adequate
amount of fuel.
2. Add fuel to the vehicle’s fuel tank if the tank is almost
empty.
Was fuel added to the vehicle’s fuel tank? — Go to Step 4 Go to Step 5
4 1. Place the transmission in park.
2. Using a Tech 2, observe HO2S 1 voltage while
running warm engine 75°C-95°C (167°F-203°F) at
1200 RPM.
3. HO2S 1 voltage should vary within the specified
range.
4. Quickly open the throttle halfway for a few seconds. Go to Fuel
Did the voltage suddenly rise toward the high end of the System
specified range? 100-900 mV Diagnosis Go to Step 5
5 1. Disconnect the fuel pump relay and crank the
engine to relieve the fuel pressure.
2. Install the fuel pressure gauge.
temperature.
4. Disconnect the vacuum line going to the fuel
pressure regulator. Go to OBD
With the engine running, is the fuel pressure within the 280-325 kPa System
specified range? (41-46 psi) Check Go to Step 6
6 Check for restricted fuel lines or restricted in-line filter.
DTC P1171 – Fuel System Lean During Acceleration (Cont'd)

2. Remove the fuel pump relay and replace it with a
fused jumper which will connect the relay’s battery
terminal to the terminal leading to the fuel pump
fuse.
3. While the fuel pump is operating, use pliers to slowly
close the return line (do not exceed the first
specified value).
Using the pliers to restrict the return line, can the fuel 414 kPa (60 Go to
pressure be manipulated to exceed the second psi) 325 kPa Diagnostic
specified value? (46 psi) Aids Go to Step 8
8 Check for:
f Faulty fuel pump
f Restricted fuel pump strainer (sock)
f Incorrect fuel pump
f Incorrect fuel being used
f Hot fuel
Diagnostic Trouble Code (DTC) P1380 ABS Rough Road ABS System Fault
The powertrain control module (PCM) monitors ABS fault f A history DTC P1380 will clear after 40 consecutive
signal. When PCM receives fault signal, PCM will set warm-up cycles have occurred without a fault.
DTC P1380. f DTC 1380 can be cleared by using Tech-II or
disconnecting the PCM battery feed.
f Vehicle speed is more than 5 mph. Diagnostic Aids
f Load is less than 99%. Check for the following conditions:
f Engine revolution is less than 6250 rpm. f PCM and ABS communication line short circuit to other
line may cause faulty signal. Inspect communication
f PCM receives ABS fault signals from ABS unit. line.
f Ignition on. f Follow ABS ECU diagnosis procedure, refer to ABS
f Misfire DTCs exist. procedure page.
f 100 test failures within 120 test samples.

f The PCM will store DTC 1380 only, no MIL turn on.
DTC P1380 – ABS Rough Road ABS System Fault

performed? System
2. Operate the vehicle within Failure Records Refer to ABS
conditions as noted. diagnosis
3. Using a Tech 2, monitor “DTC” info for DTC P1380 After inspecting
and Misfire DTCs until the DTC P1380 and Misfire ABS, repeat
Step 2
DTCs test runs. Note the result.
If problem still
Does the Tech 2 indicates DTC P1380 and Misfire exists, go to Clear DTC by
DTCs failed this ignition? — Step 3 Tech 2
3 Check short circuit among communication line of
PCM/ABS and others. Repair wiring
Does short circuit exist? — Verify repair Go to Step 4
4 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P1381 ABS Rough Road Class 2 Serial Link
Error
The powertrain control module (PCM) monitors no ABS f A history code DTC P1381 will clear after 40
signal. When PCM does not receive ABS signal, PCM will consecutive warm-up cycles have occurred without a
set DTC P1381. fault.
f DTC P1381 can be cleared by Tech-II or by
Conditions for Setting the DTC disconnecting the PCM battery feed.
f PCM does not receive ABS signals from ABS ECU.
Diagnostic Aids
f Vehicle speed is more than 0 mph.
f Load is less than 99%.
f Inspect open circuit of communication wire between
f Engine revolution is less than 6250rpm. ABS ECU and PCM.
f 2.5 second after key on. f Follow ABS ECU diagnosis procedure.
f Misfire DTCs exist. Reviewing the Failure Records vehicle mileage since the
f 100 test failures within 120 test samples. diagnostic test last failed may help determine how often
Action Taken When the DTC Sets may assist in diagnosing the condition.
f The PCM will store DTC 1381 only, MIL on.
DTC P1381 – ABS Rough Road Class 2 Serial Link Error

performed? System
2. Operate the vehicle within Failure Records Refer to ABS
conditions as noted. diagnosis
3. Using a Tech 2, monitor “DTC inf. for DTC P1381 After inspecting
and Misfire DTCs until the DTC P1381 and Misfire ABS, repeat
Step 2
DTCs test runs. Note the result.
If problem still
Does the Tech 2 indicates DTC P1381 and Misfire exists, go to Clear DTC by
DTCs failed this ignition? — Step 3 Tech 2
3 Check open circuit among communication line of
PCM/ABS and others. Repair wiring
Does short circuit exist? — Verify repair Go to Step 4
4 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P1404 EGR Stuck Closed
D06RW055

responds properly to commands from the PCM, and to been run and the fault condition is no longer present.
detect a fault if current pintle zero position is different from f A history DTC P1404 will clear after 40 consecutive
the learned zero position. If the PCM detects a pintle warm-up cycles have occurred without a fault.
position signal indicates more than 30 % different f DTC P1404 can be cleared by using the Tech 2 “Clear
between current zero position and the learned zero Info” function or by disconnecting the PCM battery
position for more than 5 seconds, and this condition exists feed.
3 times during trip, then the PCM will set DTC P1404.
Diagnostic Aids
f Ignition voltage is between 11 and 16 volts. f Excessive carbon deposit on EGR valve shaft and/or
foreign material may cause the EGR valve not to fully
f Intake Air temp is more than 3°C. seated. The carbon deposit may occur by unusual port
f Desired EGR position is 0. operation. Remove foreign material and/or excessive
f Difference of EGR pintle position between current and carbon deposit on EGR valve shaft may allow the EGR
the learned zero is more than 30 % for more than 5 valve to be fully seated.
seconds, and exists three time to the above condition f Poor connection or damaged harness – Inspect the
during a trip the PCM will set DTC 1404. Then it trigger wiring harness for damage.
the PCM lights on. Reviewing the Failure Records vehicle mileage since the
Action Taken When the DTC Sets the condition that caused the DTC to be set occurs. This
f The PCM will illuminate the malfunction indicator lamp may assist in diagnosing the condition.
(MIL) after consecutive 2nd trip in which the fault is
detected.
Records data.
DTC P1404 – EGR Stuck Closed

performed? System
3. Using a Tech 2, monitor “DTC inf. for DTC P1404
pin or terminals.
2. Inspect EGR valve for is any excessive carbon
deposit on EGR shaft.
3. Inspect for any foreign material inside of EGR valve.
Was excessive carbon deposit on EGR valve shaft
and/or foreign material in EGR valve ? — Go to Step 6 Go to Step 7
6 1. Clean up EGR valve shaft and inside of EGR valve.
2. Remove foreign material from EGR valve.
3. Visually inspect damage of pintle and seat to see if it
is bent If damaged leakage may occur. Verify repair
7 1. Install the EGR valve.
5. On the Tech 2, select EGR control test.
40%.
8 1. Reset the learned zero EGR valve position.
2. Repeat step 7.
Did EGR work properly? — Verify repair Go to Step 9
DTC P1404 – EGR Stuck Closed (Cont'd)

10 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P1441 EVAP System Flow During Non-Purge
755RW028
Legend (10) Front Side Member

(1) Induction Air Control Valve (11) Vacuum Tank
(2) Air Separator (12) Check Valve
(3) Solenoid Valve (13) Evapo Service Port
(4) Canister (14) Vacuum Switch Valve
(5) Rear Side Member (15) Fuel Pressure Control Valve
(6) Radiator (16) Vacuum Tank
(7) Throttle Body (17) Vacuum Switch Valve
(8) Solenoid Valve (Duty) (18) Induction Air Control Valve
(9) PCV Valve
Width Modulated (PWM), or turned “ON” and “OFF”

The evaporative system as defined by federal regulation several times a second. The duty cycle (pulse width) is
includes the following components: determined by engine operating conditions including
load, throttle position, coolant temperature and ambient
f Fuel tank
temperature. The duty cycle is calculated by the PCM
f EVAP canister vent solenoid and the output is commanded when the appropriate
f Fuel tank pressure sensor conditions have been met.
f Fuel pipes and hoses The system checks for conditions that cause the EVAP
f Vapor lines system to purge continuously by commanding the EVAP
f Fuel cap vent solenoid “ON” and EVAP purge solenoid “OFF”
f Evaporative emission (EVAP) canister (EVAP vent solenoid “CLOSED,” EVAP purge PWM
f Purge lines “0%”). If the fuel tank vacuum level increases during the
test, a continuous purge flow condition is indicated. This
f EVAP canister purge solenoid
The EVAP purge solenoid valve allows manifold vacuum can be caused by the following conditions:
to purge the canister. The Powertrain Control Module f EVAP purge solenoid leaking
(PCM) supplies a ground to energize the solenoid valve f EVAP purge and engine vacuum lines switched at the
(purge “ON”). The EVAP purge solenoid control is Pulse EVAP purge solenoid
f EVAP purge solenoid driver circuit grounded f Damaged harness. Inspect the wring harness for
If any of these conditions are present, DTC P1441 will set. damage. If the harness appears to be OK, connect the
EVAP pressure/purge cart J41413 to the EVAP service
Conditions for Setting the DTC port, pressurize the EVAP system to 10 in. H2O and
observe the “Fuel Tank Vacuum” display on the Tech
f No TP sensor, ODM, IAT sensor, or MAP sensor DTCs 2 while moving connectors and wiring harnesses
are set. related to the EVAP purge solenoid. A sudden change
f Intake air temperature is above 0°C (32°F). in the display will indicate the location of the fault.
f Fuel tank level is between 15% and 85%. f Incorrect vacuum line routing. Verify that the source
f A continuous open purge flow condition is detected vacuum line routing to the EVAP purge solenoid is
during the diagnostic test. correct and that the EVAP purge and source vacuum
lines to the EVAP purge solenoid are not switched.
f The PCM will illuminate the Malfunction Indicator lamp the condition that caused the DTC to be set occurs. This
(MIL) during the second key cycle trip in which the DTC may assist in diagnosing the condition.
sets.
f The PCM will store conditions which were present Test Description
Failure Records data. Number(s) below refer to the step number(s) on the
Diagnostic Chart.
Conditions for Clearing the MIL/DTC 2.If an EVAP purge solenoid electrical fault is present,
f The PCM will turn the MIL “OFF” on the third the purge system will not operate correctly.
consecutive trip cycle during which the diagnostic has repairing the electrical fault will very likely correct
been run and the fault condition is no longer present. the condition that set DTC P1441.
f A history DTC P1441 will clear after 40 consecutive 3.Checks the fuel tank vacuum sensor at ambient
warm-up cycles have occurred without a fault. pressure.
f DTC P1441 can be cleared by using the Tech 2 “Clear 4.Checks for a stuck open EVAP purge solenoid.
feed. 5.Verifies that the fuel tank pressure sensor accurately
Diagnostic Aids 7.If the EVAP purge and engine vacuum lines are
Check for the following conditions: switched at the EVAP purge solenoid, the solenoid
f Poor connection at PCM. Inspect harness connectors valve will leak vacuum.
DTC P1441 – EVAP System Flow During Non-Purge

performed? System
3. Ignition “ON.” Observe “Fuel Tank Pressure” on the
Tech 2. Go to P0452
Is “Fuel Tank Pressure” at the specified value? 1.51 V Go to Step 3 or P0453
DTC P1441 – EVAP System Flow During Non-Purge (Cont'd)

3 1. Re–install the fuel filler cap.
Solenoid Valve “ON” (Closed).
3. Disconnect the canister side rubber hose end that
hose is connected between the Purge Solenoid
Valve and Canister.
IMPORTANT: Before continuing with the diagnosis,
zero the EVAP pressure and vacuum gauges on EVAP
pressure / purge cart J41413 (refer to the tool operating
instructions).
And then monitor the fuel tank inner pressure using the
Tech 2.
Does the fuel tank pressure hold the specified value? 1.52 - 1.60 V Go to Step 4 Go to Step 6
4 1. Disconnect the EVAP pressure / purge cart J41413,
and then plug the hose end.
2. Disconnect the rubber hose end of engine vacuum
source side, (the hose is connected between Purge
Solenoid Valve and engine).
3. Connect a vacuum hand pump to this rubber hose
end.
4. Then apply -15 in H2O vacuum by the vacuum
pump.
5. Monitor the fuel tank inner pressure using the Tech
2.
Does the fuel tank inner pressure hold the specified
value? 1.47 - 1.51 V Go to Step 6 Go to Step 5
5 Replace the Purge Solenoid Valve.
6 1. Check the leak, kinks or pinched hoses at the EVAP
system rubber hose line, and also check if the
rubber hoses are correctly connected or not.
2. Check for a leak from Vent Solenoid Valve and
EVAP system rubber hoses, and also check for
clogged Filter of air separator which is located near
the vent solenoid valve.
Was a problem found? Using the Vacuum Hose
Routing Diagram, repair or re-connect the rubber
hoses correctly. — Verify repair Go to Step 7
7 1. Start engine.
2. Remove the Fuel Filler Cap.
Solenoid Valve “ON” (closed) and Purge Solenoid
Valve “OFF” (0%).
4. Replace the Fuel Filler Cap.
5. Run the engine at 2500RPM constant while
monitoring “Fuel Tank Vacuum” on the Tech 2.
Does the fuel tank vacuum remain at the specified Go to
value while the EVAP Vent Solenoid Valve “ON” Diagnostic
(closed) and Purge Solenoid Valve “OFF” (o%)? 30 - 40% Verify repair Aids
Diagnostic Trouble Code (DTC) P1508 IAC System Low RPM
T321115
Circuit Description f Engine speed is more than 100-200 RPM lower than
desired idle, based upon coolant temperature.
idle speed by adjusting the position of the idle air control f All of the above conditions are met for 5 seconds.
motor driven by two coils. The PCM applies current to the
IAC coils in steps (counts) to extend the IAC pintle into a f The PCM will illuminate the malfunction indicator lamp
passage in the throttle body to decrease air flow. The (MIL) after the second consecutive trip in which the
PCM reverses the current to retract the pintle, increasing fault is detected.
air flow. This method allows highly accurate control of idle f The PCM will store conditions which were present
speed and quick response to changes in engine load. If when the DTC was set as Freeze Frame and in the
the PCM detects a condition where too low of an idle
speed is present and the PCM is unable to adjust idle Conditions for Clearing the MIL/DTC
speed by increasing the IAC counts, DTC P1508 will set,
indicating a problem with the idle control system. f The PCM will turn the MIL “OFF” on the third
f No Tech 2 test is being run. warm-up cycles have occurred without a fault.
f None of these DTCs are set: TP sensor, VSS, ECT, f DTC P1508 can be cleared by using the Tech 2 “Clear
EGR, fuel system, MAF, MAP, IAT, canister purge, Info” function or by disconnecting the PCM battery
injector control or ignition control. feed.
f Barometric pressure is above 75 kPa.
f Engine coolant temperature (ECT) is above 50°C Diagnostic Aids
(120°F). Check for the following conditions:
f Vehicle speed is less than 1 mph. f Poor connection at PCM or IAC motor – Inspect
f The engine has been running for at least 125 seconds. harness connectors for backed-out terminals,
f Canister purge duty cycle is above 10%. improper mating, broken locks, improperly formed or
damaged terminals, and poor terminal-to-wire
f Ignition voltage is between 9.5 volts and 16.7 volts. connection.
f The throttle is closed. f Damaged harness – Inspect the wiring for damage.
f Engine speed is lower than desired idle.
f Restricted air intake system – Check for a possible faulty PCV valve or a disconnected brake booster
collapsed air intake duct, restricted air filter element, hose.
or foreign objects blocking the air intake system. Reviewing the Failure Records vehicle mileage since the
f Throttle body – Check for objects blocking the IAC diagnostic test last failed may help determine how often
passage or throttle bore, excessive deposits in the IAC the condition that caused the DTC to be set occurs. This
passage and on the IAC pintle, and excessive deposits may assist in diagnosing the condition.
in the throttle bore and on the throttle plate.
f Large vacuum leak – Check for a condition that causes
a large vacuum leak, such as an incorrectly installed or
DTC P1508 –IAC System Low RPM

performed? System
2. Turn all accessories “OFF”(A/C, rear defroster,
etc).
500, and then up to 1500 while monitoring the
“Engine Speed” on the Tech 2.
changed to less than 1500 RPM. No trouble
found. Go to
value of the “Desired Idle” for each RPM command? ± 50 RPM Aids Go to Step 3
2. Install IAC Noid Light J 37027 or equivalent.
changed to less than 1500 RPM.
Does each noid light cycle red and green (never
voltage, short ground, or poor connections at the
PCM:
f IAC “A” Low.
f IAC “A” High.
f IAC “B” Low.
f IAC “B” High.
2. If a problem is found, repair as necessary,
DTC P1508 –IAC System Low RPM (Cont'd)

5 Visually/physically inspect for following conditions:
system.
Refer to
appropriate
section for
throttle plate.
on-vehicle
connector.
necessary.
8 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P1509 IAC System High RPM
T321115
Circuit Description f All of the above conditions are met for 5 seconds.
idle speed by adjusting the position of the idle air control
(IAC) motor pintle. The IAC is a bi-directional stepper f The PCM will illuminate the malfunction indicator lamp
motor driven by two coils. The PCM applies current to the (MIL) after the second consecutive trip in which the
IAC coils in steps (counts) to extend the IAC pintle into a fault is detected.
passage in the throttle body to decrease air flow. The f The PCM will store conditions which were present
PCM reverses the current to retract the pintle, increasing when the DTC was set as Freeze Frame and in the
air flow. This method allows highly accurate control of idle
speed and quick response to changes in engine load. If Conditions for Clearing the MIL/DTC
the PCM detect a condition where too high of an idle
speed is present and the PCM is unable to adjust idle f The PCM will turn the MIL “OFF” on the third
speed by increasing the IAC counts, DTC P1509 will set, been run and the fault condition is no longer present.
indicating a problem with the idle control system.
f No Tech 2 test is being run. Info” function or by disconnecting the PCM battery
f None of these DTCs are set: TP sensor, VSS, ECT, feed.
EGR, fuel system, MAF, MAP, IAT, canister purge,
injector control or ignition control. Diagnostic Aids
f Barometric pressure is above 75 kPa. Check for the following conditions:
f Engine coolant temperature is above 50°C (120°F). f Poor connection at PCM or IAC motor – Inspect
f Engine speed is more than 100-200 RPM higher than harness connectors for backed-out terminals,
desired idle, based upon coolant temperature. improper mating, broken locks, improperly formed or
f The engine has been running for at least 125 seconds. damaged terminals, and poor terminal-to-wire
connection.
f Vehicle speed is less than 1 mph.
f Damaged harness – Inspect the wiring for damage.
f Vacuum leak – Check for a condition that causes a
f Ignition voltage is between 9.5 volts and 16.7 volts. vacuum leak, such as disconnected or damaged
f Engine speed is higher than desired idle. hoses, leaks at the EGR valve and the EGR pipe to the
intake manifold, leaks at the throttle body, faulty or Reviewing the Failure Records vehicle mileage since the
incorrectly installed PCV valve, leaks at the intake diagnostic test last failed may help determine how often
manifold, etc. the condition that caused the DTC to be set occurs. This
f Throttle body – Check for sticking throttle plate. Also may assist in diagnosing the condition.
inspect the IAC passage for deposits or objects which
keep the IAC pintle from fully extending.
DTC P1509 –IAC System High RPM

performed? System
etc.).
changed to less than 1500 RPM. No trouble
found. Go to
value of “Desired Idle” for each RPM command? ± 50 RPM Aids Go to Step 3
2. Install IAC Noid Light J 37027 or equivalent.
changed to less than 1500 RPM.
Does each noid light cycle red and green (never
voltage, short ground, or poor connections at the
PCM:
f IAC “A” Low.
f IAC “A” High.
f IAC “B” Low.
f IAC “B” High.
2. If a problem its found, repair as necessary.
f Vacuum leaks.
misadjusted or for binding. Refer to
appropriate
f Faulty, missing, or incorrectly installed PCV
section for
valve.
on-vehicle
DTC P1509 –IAC System High RPM (Cont'd)

connector.
necessary.
8 Replace the PCM.
programmed, Refer to On-Vehicle Service in
procedures.
Diagnostic Trouble Code (DTC) P1618 Serial Peripheral Interface (SPI) PCM
Interprocessor Communication Error
The serial peripheral interface (SPI) communication is f The PCM will flash the “Check Trans” lamp the first
used internally by the PCM to send messages between time the fault is detected.
the engine processor and the automatic transmission f The PCM will store conditions which were present
processor. Included in each message sent between the when the DTC was set as Freeze Frame and in the
two-processors is a checksum of the message. Both the Failure Records data.
engine processor and automatic transmission processor f The automatic transmission will operate in the “safety
will compare this check sum value with the calculated mode” to protect the mechanical parts of the
value. If the checksums don’t match, the processor will transmission. Shift quality and/or gear changes may
view the new data as being corrupted and ignore the not be normal.
values. The processor will then use the previous
message. The receiving processor will then send a
message to the sending processor informing it that it’s f The PCM will turn the “Check Trans” lamp “OFF” on
last message was corrupted. the third consecutive trip cycle during which the
diagnostic has been run and the fault is no longer
present.
f Battery voltage is above 9.0 V for 2 seconds. warm-up cycles have occurred without a fault.
f The PCM detects an internal program fault (check sum f DTC P1618 can be cleared by using the Tech 2 “Clear
of data communications error). Info” function or by disconnecting the PCM battery
f Check sum fault present for 3 out 6 seconds. feed.
f No TCM resets for 2 seconds.
DTC P1618 – Serial Peripheral Interface (SPI) PCM Interprocessor

Communication Error
performed? System
2 Is the EEPROM calibration the latest version
available? — Go to Step 4 Go to Step 3
3 Reprogram the PCM with the latest available
calibrations.
Does DTC 1618 re-appear when the OBD System Repair
Check is repeated? — Go to Step 4 completed
4 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P1625 PCM Unexpected Reset

The powertrain control module (PCM) monitors f The PCM will turn the MIL “OFF” on the third
unexpected PCM reset. This will not turn on MIL light on, consecutive trip cycle during which the diagnostic has
only records code DTC P1625. been run and the fault condition is no longer present.
f Clock or COP (Computer Operating Properly) reset. f DTC P1625 can be cleared by using the Tech 2 “Clear
Action Taken When the DTC Sets feed.
f The PCM will not illuminate the malfunction indicator Diagnostic Aids
lamp (MIL).
when the DTC was set as Failure Records only. This f P1625 alone stored does not need diagnosis. Clear
information will not be stored as Freeze Frame data. DTC code.
DTC P1625 – PCM Unexpected Reset

performed? System
2 1. Ignition is “ON”.
Go to
3 1. Ignition is “ON”.
2. Clear DTC P1625 by using the Tech 2 “Clear Info”.
Go to
4 1. Check for aftermarket electronics, such as
transceiver, stereos, and anti theft devices. May
radiate EMI into the control system if they are
improperly installed. (This may cause a false sensor
reading and turn on the MIL.)
Diagnostic Trouble Code (DTC) P1640 Output Driver Module (ODM) “A” Fault
Action Taken When the DTC Sets circuit at any of these components will cause DTC
P1650 to be set.
f The PCM will not illuminate the malfunction indicator Reviewing the Failure Records vehicle mileage since the
lamp (MIL).
f The PCM will store conditions which were present the condition that caused the DTC to be set occurs. This
when the DTC was set as Failure Records only. This
information will not be stored as Freeze Frame data. may assist in diagnosing the condition.
Conditions for Clearing the MIL/DTC The following PCM pins are controlled by
output driver modules (ODMs):
warm-up cycles occur without a fault. f A13 – MIL (Check Engine)
f DTC P1650 can be cleared by using the Tech 2 “Clear f A14 – Check T/M or Up-Shift
Info” function or by disconnecting the PCM battery f A15 – EVAP Canister Purge
feed. f A16 – Band Apply (4L30E)
Diagnostic Aids f B14 – A/C Clutch
f B15 – Low Fuel Lamp
f B16 – CCP Solenoid and VIM
poor terminal-to-wire connection. Number(s) below refer to the step number(s) on the
f Damaged harness – Inspect the wiring harness for Diagnostic Chart.
damage, If the harness appears to be OK, disconnect 4. The Tech 2 Driver Module Status indicates the PCM
the PCM, turn the ignition “ON” and observe a pin that is affected.
voltmeter connected to the suspect driver circuit at the
PCM harness connector while moving connectors and 9. The Tech 2 may indicate “short circuit” even when
wiring harnesses relates to the MIL. A change in the problem is an open circuit. The cause of an
voltage will indicate the location of the fault. open circuit may be in the component itself.
f Poor connection at component – Examine for 11.A short to ground on the ignition side of the
damaged connectors, unplugged connector, or component will blow the fuse. Since the fuse was
damaged terminals at the following locations: canister checked in Step 2, a short to ground would be
purge solenoid, Fuel level check. An open ignition feed
between the affected component and the PCM.
DTC P1640 –Output Driver Module (ODM) “A” Fault

performed? System
faulty.
repairs.
driver circuit.
6 Were either of the lamp circuits for “Check Engine” or
“Check Trans.” indicated as faulty by the Tech 2? — Go to Step 7 Go to Step 13
DTC P1640 –Output Driver Module (ODM) “A” Fault (Cont'd)

disconnected.
lamp circuit.
the fuse.
driver terminal.
DVM.
circuit.
15 Replace the PCM.
procedures.
Diagnostic Trouble Code (DTC) P1650 Quad Driver Module “A” Fault
Circuit Description The following PCM pins are controlled by
The Quad Driver Module (QDMs) are used by the quad driver modules (QDMs):
powertrain control module (PCM) to turn “ON” f C11 – Variable Intake Manifold
current–driven devices that are needed to control two f C13 – Canister Cut Valve
engine functions. The PCM monitors open or short circuit
of either of Canister Control Purge (CCP) Vent solenoid or Test Description
Variable Intake Manifold (VIM).
Conditions for Setting the DTC Diagnostic Chart.
4. The Tech 2 Driver Module Status indicates the PCM
f Ignition “ON”. pin that is affected.
f Engine running.
9. The Tech 2 may indicate “short circuit” even when
f No DTC 1618. the problem is an open circuit. The cause of an
f Ignition voltage. open circuit may be in the component itself.
f Output voltage does not equal voltage is not less than 11.A short to ground on the ignition side of the
1 volt when out put is “ON”.
component will blow the fuse. Since the fuse was
f Above conditions occur for at least 0.5 second. checked in Step 2, a short to ground would be
between the affected component and the PCM.
lamp (MIL).
when the DTC was set as Failure Records only. This

feed.
Diagnostic Aids
damage, If the harness appears to be OK, disconnect
the PCM, turn the ignition “ON” and observe a
voltmeter connected to the suspect driver circuit at the
PCM harness connector while moving connectors and
wiring harnesses relates to the MIL. A change in
f Poor connection at component – Examine for
damaged connectors, unplugged connector, or
damaged terminals at the following locations: canister
purge solenoid, fuel level sensor. An open ignition feed
circuit at any of these components will cause DTC
P1650 to be set.
DTC P1650 – Quad Driver Module (QDM) “M” Fault

performed? System
faulty.
repairs.
driver circuit.
6 Were either of the lamp circuits for “Check Engine” or
“Check Trans.” indicated as faulty by the Tech 2? — Go to Step 7 Go to Step 13
disconnected.
lamp circuit.
the fuse.
driver terminal.
DTC P1650 – Quad Driver Module (QDM) “M” Fault (Cont'd)

DVM.
circuit.
15 Replace the PCM.
procedures.
Symptom Diagnosis an intermittent condition. Use the following feature to find

intermittent faults:
Preliminary Checks f Using a Tech 2’s “Freeze Frame” buffer or “Failure
Records” buffer can aid in locating an intermittent
Before using this section, perform the “On–Board
condition. Review and record the information in the
Diagnostic (OBD) System Check” and verify all of the
freeze frame or failure record associated with the
following items: intermittent DTC being diagnosed. The vehicle can
f The powertrain control module (PCM) and be driven within the conditions that were present
malfunction indicator lamp (MIL) (Check Engine when the DTC originally set.
lamp) are operating correctly. To check for loss of diagnostic code memory, disconnect
f There are no DTC(s) stored. the MAP sensor and idle the engine until the MIL (Service
f Tech 2 data is within normal operating range. Refer to Engine Soon lamp) comes on. DTC P0107 should be
Typical Scan Data Values. stored and kept in memory when the ignition is turned
f Verify the customer complaint and locate the correct “OFF.” If not, the PCM is faulty. When this test is
symptom in the table of contents. Perform the completed, make sure that you clear the DTC P0107 from
procedure included in the symptom chart. memory.
An intermittent MIL (Check Engine lamp) with no stored
Visual/Physical Check DTC may be caused by the following:
Several of the symptom procedures call for a careful f Ignition coil shorted to ground and arcing at ignition
visual/physical check. This can lead to correcting a wires or plugs.
problem without further checks and can save valuable f MIL (Check Engine lamp) wire to PCM shorted to
time. ground.
This check should include the following items: f Poor PCM grounds. Refer to the PCM wiring
f PCM grounds for cleanliness, tightness and proper diagrams.
location. Check for improper installation of electrical options such
f Vacuum hoses for splits, kinks, and proper as lights, cellular phones, etc. Check all wires from the
connections, as shown on the “Vehicle Emission PCM to the ignition coils for poor connections.
Control Information” label. Check thoroughly for any Check for an open diode across the A/C compressor
type of leak or restriction. clutch and check for other open diodes (refer to wiring
f Air intake ducts for collapsed or damaged areas. diagrams in Electrical Diagnosis).
f Air leaks at throttle body mounting area, mass air flow If problem has not been found, refer to PCM Connector
(MAF) sensor and intake manifold sealing surfaces. Symptom tables.
f Ignition components for cracking, hardness, and f Check the “Broadcast Code” of the PCM, and
carbon tracking. compare it with the latest Isuzu service bulletins
and/or Isuzu EEPROM reprogramming equipment to
f Wiring for proper connections, pinches and cuts. determine if an update to the PCM’s reprogrammable
memory has been released. To check the “Broadcast
Intermittents Code,” connect the Tech 2, then look for “ID info,” then
IMPORTANT: An intermittent problem may or may not select “Broadcast Code.” This should display a 4
turn on the malfunction indicator lamp (MIL) or store a character code, such as “XBYA” (example only). This
DTC. DO NOT use the Diagnostic Trouble Code (DTC) identifies the contents of the reprogrammable
charts for intermittent problems. The fault must be software and calibration contained in the PCM. If the
present to locate the problem. Broadcast code is not the most current available, it is
Most intermittent problems are caused by faulty electrical advisable to reprogram the PCM’s EEPROM
connections or wiring. Perform a careful visual/physical memory, which may either help identify a hard-to-find
check for the following conditions: problem or may fix the problem.
f Poor mating of the connector halves or a terminal not
fully seated in the connector (backed out).
f Improperly formed or damaged terminal.
f All connector terminals in the problem circuit should
be carefully checked for proper contact tension.
f Poor terminal–to–wire connection. This requires
removing the terminal from the connector body to
check.
Road test the vehicle with a J 39200 Digital Multimeter
connected to a suspected circuit. An abnormal voltage
when the malfunction occurs is a good indication that
there is a fault in the circuit being monitored.
Use a Tech 2 to help detect intermittent conditions. The
scan tool has several features that can be used to locate
Hard Start Symptom

1 DEFINITION:
Engine cranks, but does not start for a long time. Does
eventually run, or may start but immediately stalls. Go to OBD
Was the “On-Board Diagnostic (OBD) System Check” System
performed? — Go to Step 2 Check
3 Was a visual/physical check performed? Go to
Visual/Physic
— Go to Step 4 al Check
4 Check engine coolant temperature (ECT) sensor for
shift in value. After 8 hours with the hood up and the
engine not running, connect the Tech 2. With the
ignition “ON” and the engine not running, compare
engine coolant temperature to intake air temperature.
Are ECT and IAT within the specified value of each
other? ± 5°C (± 9°F) Go to Step 9 Go to Step 5
5 1. Using a Tech 2, display the engine coolant
temperature and note the value.
2. Check the resistance of the engine coolant
temperature sensor.
3. Refer to Engine Coolant Temperature Sensor
Temperature vs. Resistance chart on DTC P0118
Diagnostic Support for resistance specifications.
Is the resistance value near the resistance for the
temperature noted? — Go to Step 7 Go to Step 6
7 Locate and repair high resistance or poor connection in
the ECT signal circuit or the ECT sensor ground.
8 1. Check for a faulty, plugged, or incorrectly installed
PCV valve.
9 1. Check for water-or alchol-contaminated fuel.
10 1. Perform the procedure in Fuel System Pressure
Test.
11 1. Check for proper ignition voltage output with spark
tester J 26792 (ST-125). Refer to Electric Ignition
System for procedure.
Hard Start Symptom (Cont'd)

12 1. Remove spark plugs. Check for wet plugs, cracks,
wear, improper gap, burned electrodes, or heavy
deposits. Refer to Electronic Ignition System.
NOTE: If spark plugs are gas or oil fouled, the cause of
the fouling must be determined before replacing the
spark plugs.
13 1. Check for a loose ignition coil ground.
Refer to Electronic Ignition System.
14 1. Remove the ignition coils and check the ignition
coils for cracks or carbon tracking.
2. If a problem is found, replace affected coil(s) as
necessary.
15 1. Check IAC operation. Perform the procedure in the
DTC P0506, Step 6 diagnostic table.
problems (refer to Engine Mechanical):
f Low compression
f Leaking cylinder head gaskets
following:
f Tech 2 data
circuit and/or system.
Contact
Surges and/or Chuggles Symptom

1 DEFINITION:
Engine power variation under steady throttle or cruise.
Feels like the vehicle speeds up and slows down with
no change in the accelerator pedal.
Go to OBD
Visual/Physic
4 Be sure that the driver understands transmission
torque converter clutch and A/C compressor operation
as explained in the owner’s manual.
Inform the customer how the TCC and the A/C clutch
operate.
Is the customer experiencing a normal condition? — System OK Go to Step 5
5 1. Check the the fuel control heated oxygen sensors
(HO2S, B1S1 and B2S1). The fuel control heated
oxygen sensors (HO2S) should respond quickly to
different throttle positions. If they don’t, check them
for silicone or other contaminants from fuel or use of
white powdery coating.
Silicone contamination causes a high but false
HO2S signal voltage (rich exhaust indication).
The PCM will then reduce the amount of fuel
delivered to the engine, causing a severe
driveability problem. For more information, refer
to Powertrain Control Module (PCM) and Sensors.
Pressure Test.
7 Monitor the long term fuel trim on the Tech 2.
Is the long term fuel trim significantly in the negative
range (rich condition)? — Go to Step 8 Go to Step 9
Support.
Was a problem found? — Go to Step 10 Verify repair
Was a problem found? — Go to Step 10 Verify repair
Surges and/or Chuggles Symptom (Cont'd)

tester J 26792 (ST-125). Refer to Electric Ignition
Refer to Electric Ignition System.
12 1. Check the ignition coils for cracks or carbon
tracking.
13 1. Remove the spark plugs and check for wet plugs,
cracks, wear, improper gap, burned electrodes, or
heavy deposits. Refer to Electronic Ignition
System.
spark plugs.
14 1. Check the injector connections.
2. If any of the injector connectors are connected to an
incorrect cylinder, correct as necessary.
15 1. Check PCM grounds for the cleanliness, tightness
and proper locations. Refer to the PCM wiring
diagrams in Electrical Diagnosis.
16 1. Check MAF sensor connections.
2. If a problem is found, replace the faulty terminals as
necessary. Refer to Electrical Diagnosis for wiring
repair procedures.
17 1. Visually/physically check vacuum hoses for splits,
kinks, and proper connections and routing as
shown on the “Vehicle Emission Control
Surges and/or Chuggles Symptom (Cont'd)

18 1. Check the exhaust system for possible restriction:
f Inspect the exhaust system for damaged or
collapsed pipes.
f Inspect the muffler for heat distress or possible
internal failure.
f Check for a possible plugged three-way
catalytic converter by checking the exhaust
system back pressure. Refer to Restricted
Exhaust System Check.
following:
f Tech 2 data
Contact
Lack of Power, Sluggish or Spongy Symptom

1 DEFINITION:
Engine delivers less than expected power. Little or no
increase in speed when accelerator pedal is pushed
down part-way.
Go to OBD
Visual/Physic
4 1. Remove and check the air filter element for dirt or
restrictions. Refer to Air Intake System in
On-Vehicle Service.
Was a repair required? — Verify repair Go to Step 5
5 1. Check for low fuel pressure. Refer to Fuel System
Pressure Test.
6 1. Check for water-or alcohol-contaminated fuel.
7 1. Using a Tech 2, monitor the knock sensor (KS)
system for excessive spark retard activity. Refer to
Knock Sensor (KS) System.
3. On the Tech 2, select F3: Miscellaneous Test, F6:
Variable Intake Manifold.
4. Repeat Switch ON or OFF of VIM solenoid valve by
using the Tech 2.
5. Check the working solenoid sound if the actuator
works normally.
tester J 26792 (ST-125). Refer to Electronic Ignition
Lack of Power, Sluggish or Spongy Symptom (Cont'd)

10 1. Remove the spark plugs and check for wet plugs,
System.
spark plugs.
tracking.
12 1. Check the PCM grounds for the cleanliness,
tightness and proper locations. Refer to the PCM
wiring diagrams in Electrical Diagnosis.
collapsed pipes.
internal failure.
14 1. Check the torque converter clutch (TCC) for proper
operation. Refer to 4L30–E Transmission
Diagnosis.
15 1. Check for an engine mechanical problem. Check
for low compression, incorrect or worn camshaft,
loose timing belt, etc. Refer to Engine Mechanical.
following:
f Tech 2 data
Contact
Detonation/Spark Knock Symptom

1 DEFINITION:
A mild to severe ping, usually worse under acceleration.
The engine makes sharp metallic knocks that change
with throttle opening.
Go to OBD
Visual/Physic
4 If Tech 2 readings are normal (refer to Typical Scan
Values) and there are no engine mechanical faults, fill
the fuel tank with a known quality gasoline that has a
minimum octane rating of 87 and re-evaluate the
vehicle performance.
Is detonation present? — Go to Step 5 Verify repair
5 1. Check the transmission range switch circuit. Use a
Tech 2 and be sure the Tech 2 indicates that the
vehicle is in drive with the gear selector in drive or
overdrive.
2. If a problem is found, diagnose and repair the
transmission range switch as necessary (refer to
4L30-E Automatic Transmission Diagnosis).
6 1. Check TCC operation. Refer to 4L30-E
Transmission Diagnosis.
7 1. Check for obvious overheating problems:
f Low engine coolant.
f Restricted air flow to radiator, or restricted
water flow through radiator.
f Correct coolant solution should be a 50/50 mix
of approved antifreeze/coolant and water.
f EGR operation. Refer to DTC P0401.
8 1. Check fuel pressure. Refer to Fuel System
Pressure Test.
Detonation/Spark Knock Symptom (Cont'd)

9 1. Check items that can cause an engine to run lean
(long term fuel trim significantly in the positive
range). For a lean condition, refer to Diagnostic
Aids in DTC P0171 Diagnostic Support.
10 1. Spark plugs for proper heat range. Refer to General
Information.
2. If incorrect spark plugs are installed, replace spark
plugs as necessary.
Did any spark plugs require replacement? — Verify repair Go to Step 11
cleaner. Refer to instructions on the top engine
cleaner can.
2. Re-evaluate vehicle performance.
Is detonation still present? — Go to Step 12 Verify repair
12 1. Check for an engine mechanical problem. Perform
a cylinder compression check. Refer to Engine
Mechanical.
following:
f Tech 2 data
Contact
Rough, Unstable, or Incorrect Idle, Stalling Symptom

1 DEFINITION:
Engine runs unevenly at idle. If severe, the engine or
vehicle may shake. Engine idle speed may vary in
RPM. Either condition may be severe enough to stall
the engine.
Go to OBD
Was a bulletin found that addresses the symptom? — Go to Step 13 Go to Step 3
Visual/Physic
4 1. Check the PCM grounds for cleanliness, tightness
and proper routing. Refer to the PCM wiring
5 Observe the long term fuel trim on the Tech 2.
Support.
Support.
f The engine is fully warm.
f The accessories are “OFF.”
Between 10
2. Using a Tech 2, monitor the IAC position. and 50
Rough, Unstable, or Incorrect Idle, Stalling Symptom (Cont'd)

conditions:
possible collapsed air intake duct, restricted
air filter element, or foreign objects blocking
the air intake system.
f Throttle body. Check for objects blocking the
IAC passage or throttle bore, excessive
deposits in the IAC passage and on the IAC
pintle, and excessive deposits in the throttle
bore and on the throttle plate.
f Large vacuum leak. Check for a condition that
causes a large vacuum leak, such as an
incorrectly installed or faulty crankcase
ventilation valve or a disconnected brake
booster hose.
necessary.
12 1. Perform the “Injector Coil/Balance Test” in Fuel
Metering System.
hose.
assembly. Refer to Fuel Metering System.
System for the procedure.
spark plugs.
Refer to Electrical Ignition System.
Rough, Unstable, or Incorrect Idle, Stalling Symptom (Cont'd)

17 1. Check ignition coils for cracks or carbon tracking.
18 Using a Tech 2, monitor the throttle position (TP) angle Refer to DTC
with the engine idling. P0123 for
further
0% Go to Step 19 diagnosis
19 1. Check the positive crankcase ventilation (PCV)
valve for proper operation. Refer to Crankcase
Ventilation System.
overdrive.
21 1. Check for the following engine mechanical items.
Refer to Engine Mechanical for diagnosis
procedures:
f Low compression
f Worn camshaft lobe(s)
f Worn rocker arms
following:
f Tech 2 data
Contact
Poor Fuel Economy Symptom

1 DEFINITION:
Fuel economy, as measured by an actual road test, is
noticeably lower than expected. Also, economy is
noticeably lower than it was on this vehicle at one time,
as previously shown by an actual road test. (Larger than
standard tires will cause odometer readings to be
incorrect, and that may cause fuel economy to appear
poor when it is actually normal.)
Go to OBD
Visual/Physic
4 Check owner’s driving habits.
f Is the A/C “ON” full time (defroster mode “ON”)?
f Are tires at the correct pressure?
f Are excessively heavy loads being carried?
f Is acceleration too much, too often?
5 Review the items in Step 4 with the customer and
advise as necessary.
Is the action complete? — System OK —
6 1. Visually/physically check: Vacuum hoses for splits,
kinks, and improper connections and routing as
7 1. Remove and check the air filter element for dirt or for
restrictions. Refer to Air Intake System.
8 1. Remove spark plugs and check for wet plugs,
heavy deposits. Refer to Spark Plug Replacement.
spark plugs.
9 1. Check for low engine coolant level. Refer to Engine
Cooling.
Poor Fuel Economy Symptom (Cont'd)

10 1. Check for an incorrect or faulty engine thermostat.
11 1. Check for low engine compression. Refer to Engine
Mechanical.
12 1. Check the TCC operation. Refer to 4L30-E
Transmission Diagnosis.
collapsed pipes.
internal failure.
14 Check for proper calibration of the speedometer.
Does the speed indicated on the speedometer closely
match the vehicle speed displayed on the Tech 2? — Go to Step 16 Go to Step 15
15 Diagnose and repair an inaccurate speedometer
condition as necessary. Refer to Vehicle Speed
Sensor in Electrical Diagnosis.
16 1. Check the air intake system and the crankcase for
air leaks. Refer to Air Intake System and
Crankcase Ventilation System.
2. When all procedures have been completed and no
following:
f Tech 2 data
f All connections within a suspected circuit
and/or system.
18 Perform the procedure in Fuel System Pressure Test. Contact
Technical
Was the fuel pressure normal?
— Assistance Verify repair
Excessive Exhaust Emissions or Odors Symptom

1 DEFINITION:
Vehicle fails an emission test. Vehicle has excessive
“rotten egg” smell. (Excessive odors do not necessarily
indicate excessive emissions.)
Go to OBD
3 Was a thorough visual/physical check performed? Go to
Visual/Physic
4 1. Check for vacuum leaks. Check vacuum lines,
intake manifold, throttle body, etc.
Were any vacuum leaks located? — Go to Step 13 Go to Step 5
5 1. Check the fuel cap for proper installation.
2. Secure the fuel cap if necessary.
Was the fuel cap installed properly? — Go to Step 6 Go to Step 13
6 1. Check the fuel pressure. Perform the procedure in
Fuel System Pressure Test.
7 1. Check for a faulty, plugged, or incorrectly installed
crankcase ventilation valve; also check the
crankcase ventilation system for plugging.
8 1. Check the injector connections.
2. If any of the injectors are connected to an incorrect
cylinder, correct as necessary.
Metering System.
10 1. Refer to Engine Cooling for cooling system
diagnosis.
11 1. Check EVAP canister for fuel loading. Refer to
Evaporative Emission Control System.
Excessive Exhaust Emissions or Odors Symptom (Cont'd)

cleaner. Refer to the instructions on the top engine
cleaner can.
2. Perform the exhaust emission test.
Does the vehicle pass the test? — System OK Go to Step 14
13 Perform the exhaust emission test.
14 Does the exhaust emission test indicate excessive CO
and HC levels or is long term fuel trim significantly in the
negative range (rich condition)? — Go to Step 15 Go to Step 16
Support. Make any necessary repairs.
Support. Make any necessary repairs.
17 1. Check the EGR system (refer to DTC P0401).
18 1. Check for an engine mechanical problem.
Perform a cylinder compression check (refer to
Engine Mechanical).
following:
f Tech 2 data
f Freeze Frame data/Failure Records butter
Contact
Dieseling, Run-On Symptom

1 DEFINITION:
Engine continues to run after key is turned “OFF,” but
runs very rough. If engine runs smooth, check ignition
switch and adjustment.
Go to OBD
Visual/Physic
4 1. Check for a short between B+ and any of the ignition
feed circuits.
following:
f Tech 2 data
Contact
Backfire Symptom
1 DEFINITION:
Fuel ignites in the intake manifold, or in the exhaust
system, making a loud popping noise. Go to OBD
Visual/Physic
4 1. Check for proper ignition voltage coil output with
spark tester J 26792 (ST-125). Refer to Electronic
Ignition System for procedure.
System.
spark plugs. Refer to DTC P0172 to determine the
cause of a rich condition or Engine Mechanical for an oil
fouling condition.
6 1. Visually/physically inspect the ignition coils for
cracks.
7 1. Check for an intermittent ignition system
malfunction:
f Intermittent CKP 58X signal.
f Intermittent ignition feed circuit or sensor
ground circuit to the crankshaft position
sensor.
Pressure Test.
Backfire Symptom (Cont'd)

conditions.
procedures:
f Low compression
10 1. Check the intake and exhaust manifold(s) for
casting flash. Refer to Engine Mechanical.
following:
f Tech 2 data
Contact
Cuts Out, Misses Symptom

1 DEFINITION:
Steady pulsation or jerking that follows engine speed;
usually more pronounced as engine load increases. Go to OBD
Visual/Physic
4 1. Check the PCM grounds for clearness, tightness
5 Observe the long term fuel trim on the Tech 2.
Support.
Support.
f The engine is fully warm.
f The accessories are “off.”
Between 5
2. Using a Tech 2, monitor the IAC position. and 50
Cuts Out, Misses Symptom (Cont'd)

conditions:
possible collapsed air intake duct, restricted
air filter element, or foreign objects blocking
the air intake system.
f Throttle body. Check for objects blocking the
IAC passage or throttle bore, excessive
deposits in the IAC passage and on the IAC
pintle, and excessive deposits in the throttle
bore and on the throttle plate.
f Large vacuum leak. Check for a condition that
causes a large vacuum leak, such as an
incorrectly installed or faulty PCV valve or
brake booster hose disconnected .
necessary.
Metering System.
hose.
assembly. Refer to Fuel Metering System.
spark plugs.
Cuts Out, Misses Symptom (Cont'd)

17 1. Check ignition coils for cracks or carbon tracking.
18 Using a Tech 2, monitor the TP angle with the engine Refer to DTC
idling. P0123 for
further
0% Go to Step 19 diagnosis
19 1. Check the PCV valve for proper operation. Refer to
Crankcase Ventilation System.
overdrive.
21 1. Check the following engine mechanical items.
procedures:
f Low compression
f Worn rocker arms
following:
f Tech 2 data
Contact
Hesitation, Sag, Stumble Symptom

1 DEFINITION:
Momentary lack of response as the accelerator is
pushed down. Can occur at any vehicle speed. Usually
most pronounced when first trying to make the vehicle
move, as from a stop sign. May cause the engine to stall
if severe enough.
Go to OBD
Visual/Physic
4 1. Check the fuel control heated oxygen sensors
(HO2S, B1S1 and B2S1). The fuel control heated
oxygen sensors (HO2S) should respond quickly to
different throttle positions. If they don’t, check them
for silicon or other contaminants from fuel or use of
white powdery coating.
Silicon contamination causes a high but false
HO2S signal voltage (rich exhaust indication).
The PCM will then reduce the amount of fuel
delivered to the engine, causing a severe
driveability problem. For more information, refer
to Powertrain Control Module (PCM) and Sensors.
Pressure Test.
6 Observe the TP angle display on the Tech 2 while
slowly increasing throttle pedal.
Does the TP angle display steadily increase from 0% at
closed throttle to 100% at WOT? — Go to Step 7 Go to Step 18
7 Monitor the long term fuel trim on the Tech 2.
Support.
Support.
Hesitation, Sag, Stumble Symptom (Cont'd)

tracking.
System.
spark plugs.
14 1. Check the PCM grounds for clearness, tightness
15 1. Check the MAF sensor connections.
2. If a problem is found, replace the faulty terminals as
necessary. Refer to Electrical Diagnosis for wiring
repair procedures.
16 1. Visually/physically check vacuum hoses for splits,
kinks, and proper connections and routing as
following:
f Tech 2 data
Contact
Bank 1 Restricted Exhaust System Check (Manual Transmission)

performs? System
2 1. Remove the Bank 1 HO2S 3.
2. Install the Exhaust Backpressure Tester
(BT-8515-V or equivalent) in place of the Bank 1
HO2S 3.
3. Run the engine at normal operating temperature.
4. Increase the engine speed to 2000 RPM and allow
10 seconds for pressure to build.
5. Observe the exhaust system backpressure reading
on the gauge.
Does the reading exceed the amount in the value 8.62 kPa
3 Repair the restriction in the exhaust system after the
f Collapsed pipe
f Heat distress
4 1. Install the Bank 1 HO2S 3.
Bank 1 HO2S 2.
4. Increase the engine speed to 2000 RPM and allow No trouble
10 seconds for pressure to build. found. If a
driveability
5. Observe the exhaust system backpressure reading symptom
on the gauge. exists, refer
Does the reading exceed the amount in the value 8.62 kPa to symptom
column? (1.25 psi) Go to Step 5 charts
5 Repair the restriction in the catalytic converter.
NOTE: DTCs will be set by running the vehicle to normal
operating temperature after a cold start with the O2
sensor disconnected. After performing these tests, use
the Tech 2 to erase the DTCs that were set by the lack of
O2 sensor activity.
Bank 1 Restricted Exhaust System Check (Automatic Transmission)

performs? System
f Refer to On-Vehicle Service, Heated Oxygen
Sensors for removal procedures.
HO2S 2.
on the gauge.
f Collapsed pipe
f Heat distress
f Refer to On-Vehicle, Heated Oxygen Sensors
for installation procedures.
Bank 1 HO2S 1.
3. Run the engine at normal operating temperature. No trouble
4. Increase the engine speed to 2000 RPM and allow found. If a
10 seconds for pressure to build. driveability
symptom
5. Observe the exhaust system backpressure reading exists, refer
on the gauge. to Section
Does the reading exceed the amount in the value 8.62 kPa B-1 symptom
O2 sensor activity.
Bank 2 Restricted Exhaust System Check (Automatic Transmission)

performs? System
Sensors for removal procedures.
HO2S 2.
on the gauge.
f Collapsed pipe
f Heat distress
Sensors for installation procedures.
Bank 1 HO2S 1.
3. Run the engine at normal operating temperature. No trouble
4. Increase the engine speed to 2000 RPM and allow found. If a
10 seconds for pressure to build. driveability
symptom
5. Observe the exhaust system backpressure reading exists, refer
on the gauge. to Section
Does the reading exceed the amount in the value 8.62 kPa B-1 symptom
O2 sensor activity.
Default Matrix Table

Service Procedure Default Strategy
A referral strategy has been established to assist the
technician with additional information when the cause of
the failure cannot be determined. If no problem is found
after performing diagnostics, then refer to the default
matrix table for further diagnostic information.
Default Matrix Table

Strategy Based Diagnostic Charts Initial Diagnosis Default Section(s)
On-Board Diagnostic (OBD) System Vehicle does not enter diagnostics. Chassis Electrical
Check
On-Board Diagnostic (OBD) System Vehicle enters diagnostics and Ignition System Check
Check communicates with the Tech 2. MIL is
“ON” in diagnostics. Engine does not
start and run.
On-Board Diagnostic (OBD) System Engine starts and runs, no PCM codes —
Check set. Customer complains of vibration.
On-Board Diagnostic (OBD) System Engine starts and runs, no PCM codes Automatic Transmission
Check set. Customer complains of harsh or
soft shift, poor performance, delayed or
no engagement into drive or reverse,
transmission fluid leak, transmission
noise or vibration, or improper TCC
operation.
PCM Power and Ground Check On-Board Diagnostic (OBD) System Chassis Electrical
Check.
PCM Power and Ground Check On-Board Diagnostic (OBD) System Chassis Electrical
Check. PCM power and ground circuits
OK. Data link voltage incorrect.
On-Board Diagnostic (OBD) System Engine starts and runs, no PCM codes Automatic Transmission
Check set. Customer complains of harsh or
soft shift, poor performance, delayed or
no engagement into drive or reverse,
transmission fluid leak, transmission
noise or vibration, or improper TCC
operation.
Symptoms Initial Diagnosis Default Section(s)

Intermittents 1. On-board diagnostic (OBD) Chassis Electrical
system check.
2. Careful visual/physical inspections.
Hard Starts 1. OBD system check. Engine Mechanical, Ignition
2. Sensors (ECT, MAP, MAF, TP) ; System Check, Exhaust System
MAP output chart. Diagnosis
3. Fuel system electrical test, fuel
system diagnosis.
4. Ignition system.
5. IAC system check.
Surges and/or Chuggles 1. OBD system check. Calibration ID “Broadcast”
2. Heated oxygen sensors. /Service Bulletins, Ignition
System Check, Generator
Output, Exhaust System
4. Ignition system. Diagnosis, 4L30-E System Test
Lack of Power, Sluggish or Spongy 1. OBD system check. Refer to Exhaust System in
2. Fuel system diagnosis. Engine Exhaust, TCC
Operation, Calibration
3. Ignition system.
ID/Service Bulletins
4. Knock sensor.
5. EGR operation.
Detonation/Spark Knock 1. OBD system check. TCC operation, Cooling System,
2. Transmission range switch. Ignition System Check,
3. EGR operation.
5. TCC operation.
7. Ignition system.
8. Knock sensor.
Hesitation, Sag, Stumble 1. OBD system check. EGR Operation, EGR System
2. TP. Check, Generator Output
Voltage (refer to Chassis
Electrical), Calibration
4. Fuel system diagnosis. ID/Service Bulletins, Ignition
5. Fuel injector and fuel injector System Check
balance test.
valve.
7. Ignition system.
Cuts Out, Misses 1. OBD system check. Ignition System Check
2. Cylinder balance test.
Rough, Unstable, or Incorrect Idle, 1. OBD system check. MAP Output Check, Throttle
Stalling 2. Fuel injector and fuel injector Linkage, IAC System Check,
balance test. EGR System Check, A/C Clutch
Control Circuit Diagnosis,
Crankcase Ventilation System,
valve check.
Calibration ID/Service Bulletins,
4. Ignition system. Generator Output Voltage (refer
5. IAC operation. to Chassis Electrical), Exhaust
6. EGR operation. Diagnosis
Poor Fuel Economy 1. OBD system check. TCC Operation, Exhaust
2. Careful visual/physical inspection. System (refer to Engine
Exhaust)
3. Ignition system.
4. Cooling system.
Engine Cranks But Will Not Run 1. OBD system check. Fuel System Electrical
Diagnosis, Fuel System
Diagnosis, Fuel Injector and
Fuel Injector Balance Test.
Excessive Exhaust Emissions or 1. OBD system check. EGR System Check, Exhaust
Odors 2. Emission test. Diagnosis, Calibration
ID/Service Bulletins
3. Cooling system.
balance test.
valve.
7. Crankcase ventilation system.
8. Ignition system.
Dieseling, Run-On 1. OBD system check. —

Backfire 1. OBD system check. Exhaust System Diagnosis,
2. Ignition system. Intake Casting Flash, Ignition
System Check
balance test.
5. EGR operation, EGR system
check.
Misfire 1. OBD system check. Vibrations, Transmission,
2. Ignition system. Driveshaft and Axle
balance test.
Catalyst Monitor 1. OBD system check. Exhaust System
Fuel Trim 1. OBD system check. Exhaust System Intake Air
2. Careful visual/physical inspection. System
4. Heated oxygen sensors, MAF
sensors.
Evaporative Emissions 1. OBD system check. —
Heated Oxygen Sensors 1. OBD system check. Exhaust System
On-Vehicle Service Camshaft 4. Install the lubricated O-ring.
Position (CMP) Sensor

Removal Procedure 1. Install the CMP sensor in the cylinder head.
2. Install the CMP sensor retaining bolt.
Tighten
2. Remove the engine cover.
f Tighten the retaining screw to 9 N·m (78 lb in.).
3. Remove the common chamber assembly.
3. Connect the electrical connector to the CMP sensor.
Refer to Common Chamber in Engine Mechanical.
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4. Install the common chamber assembly.
4. Disconnect the electrical connector to the CMP Refer to Common Chamber in Engine Mechanical.
sensor.
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5. Install the engine cover.
5. Remove the CMP retaining bolt from the side of left
cylinder head. 6. Connect the negative battery cable.
6. Remove the CMP sensor from the cylinder head.
1. Inspect the sensor O-ring for cracks or leaks.
2. Replace the O-ring if it is worn or damaged.
3. Lubricate the new O-ring with engine oil.
Crankshaft Position (CKP) Tighten

f Tighten the mounting bolt to 9 N·m (78 lb in.).
Sensor
Removal Procedure
2. Disconnect the electrical connector to the CKP
sensor.
3. Remove one bolt and the CKP sensor from the right
side of the engine block, just behind the mount.
NOTE: Use caution to avoid any hot oil that might drip
out.
TS22909
3. Connect the electrical connector to the CKP sensor.

Engine Coolant Temperature

(ECT) Sensor
Removal Procedure
NOTE: Care must be taken when handling the engine
TS22909
coolant temperature (ECT) sensor. Damage to the ECT
sensor will affect proper operation of the fuel injection
system.
1. Inspect the sensor O-ring for cracks or leaks. 2. Drain the radiator coolant. Refer to Draining and
2. Replace the O-ring if it is worn or damaged. Refilling Cooling System in Engine Cooling.
3. Lubricate the new O-ring with engine oil. 3. Disconnect the electrical connector.
4. Install the lubricated O-ring.
1. Install the CKP sensor in the engine block.
2. Install the CKP sensor mounting bolt.
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4. Remove the ECT sensor from the coolant crossover. 3. Connect the electrical connector.
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4. Fill the radiator with coolant. Refer to Draining and

Installation Procedure Refilling Cooling System in Engine Cooling.
1. Apply sealer or the equivalent to the threads of the
ECT sensor.
2. Install the ECT sensor in the coolant crossover. Heated Oxygen Sensor (HO2S)
Tighten
f Tighten the ECT sensor to 30 N·m (22 lb ft.). Removal Procedure
2. Locate the four oxygen sensors.
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f Bank 1 sensor 1 is mounted on the exhaust pipe f Bank 2 sensor 1 is mounted on the exhaust pipe
ahead of the right-hand catalytic converter. ahead of the left-hand catalytic converter.
TS22912 TS22914
f Bank 1 sensor 2 is mounted behind the right-hand f Bank 2 sensor 2 is mounted behind the left-hand
catalytic converter. catalytic converter.
TS22913 TS22915
3. Disconnect the pigtail from the wiring harness.

IMPORTANT: The pigtail is permanently attached to
the sensor. Be careful not to pull the wires out.
NOTE: Do not use a torch to remove an HO2S unless the
sensor is being replaced. Using a torch could damage the
sensor.
4. Remove the sensor from the exhaust pipe. Installation Procedure

f Because of the expansion and contraction of the
metal in the exhaust system over time, this may be IMPORTANT:
difficult if the engine temperature is below 48°C f A special anti-seize compound, P/N 5613695, is used
(120°F). on the HO2S threads. This compound consists of
glass beads suspended in a liquid graphite solution.
The graphite burns away with engine heat, but the
glass beads will remain, making the sensor easier to
remove.
f New or service sensors will already have the
compound applied to the threads. If a sensor is
removed and is to be reinstalled for any reason, the
threads must have anti-seize compound applied.
1. Apply anti-seize compound or the equivalent to the
threads of the oxygen sensor, if necessary.
2. Install the oxygen sensor on the exhaust pipe in its
original position.
Tighten
f Tighten the oxygen sensor to 55 N·m (40 lb in.).
TS23739
All four sensors are identical. Inspect each in the same
way.
1. Inspect the pigtail and the electrical connector for
grease, dirt, corrosion, and bare wires or worn
insulation.
2. Inspect the louvered end of the sensor for grease,
dirt, or other contaminations.
TS23739
3. Connect the pigtail to the wiring harness.

Intake Air Temperature (IAT)

Sensor
Removal Procedure
2. Remove the engine cover
3. The IAT sensor is located in the intake air duct, behind
the throttle body.
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4. Disconnect the electrical connector from the IAT Knock Sensor (KS)
sensor.
Removal Procedure
2. Drain the cooling system. Refer to Draining and
Filling the Cooling System in Engine Cooling.
4. Remove the common chamber assembly.
Refer to Common Chamber in Engine Mechaical.
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5. Remove the IAT sensor from the intake air duct by

using a rocking motion while pulling the sensor.
1. Install the IAT sensor into the grommet in the intake
air duct.
2. Correct the IAT electrical connector.
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5. Disconnect the electrical connector from the knock

sensor.
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6. Unscrew the knock sensor from the engine block.

Installation Procedure Mass Air Flow (MAF) Sensor

NOTE: Do not apply thread sealant to the sensor threads.
The sensor is coated at the factory and applying Removal Procedure
additional sealant will affect the sensor’s ability to detect
detonation. 1. Disconnect the negative battery cable.
2. Disconnect the electrical connector from the MAF
1. Screw the knock sensor into the engine block. sensor.
Tighten
f Tighten the knock sensor to 20 N·m (177 lb in.).
TS23740
3. Loosen the clamps which secure the intake air duct

014RW103 and the air cleaner to the MAF sensor.
2. Connect the electrical connector to the knock sensor. 4. Remove the intake air duct from the MAF sensor.
3. Install the common chamber assembly. 5. Remove the MAF sensor from the air cleaner.
Refer to Common Chamber in Engine Mechanical.
TS23781
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4. Install the engine cover. Installation Procedure

5. Fill the cooling system.
Refer to Draining and Filling the Cooling System in 1. Install the MAF sensor on the air cleaner with the
Engine Cooling. clamp.
2. Install the intake air duct and the clamp on the MAF 4. Remove the MAP sensor from the mounting bracket.
sensor.
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TS23781
3. Tighten the clamps to secure the MAF sensor to the Installation Procedure
intake air duct and the air cleaner.
4. Connect the MAF electrical connector. 1. Install the MAP sensor in the mounting bracket.
5. Connect the negative battery cable. 2. Install the mounting bracket retaining bolt on the
common chamber.
3. Connect the MAP electrical connector.
Manifold Absolute Pressure
(MAP) Sensor
Removal Procedure
2. Disconnect the electrical connector from the MAP
sensor.
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(MIL)
Removal and Installation Procedure
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Refer to Warning light bulb, indicator light valve,
3. Remove the bolt securing the MAP sensor to the
illumination light bulb, A/T indicator light bulb in Meter and
mounting bracket on the common chamber.
Gauge.
Powertrain Control Module IMPORTANT: When replacing the production PCM

with a service PCM, it is important to transfer the
(PCM) broadcast code and production PCM number to the
service PCM label. This will allow positive identification of
Service Precaution PCM parts throughout the service life of the vehicle. Do
NOTE: To prevent possible electrostatic discharge not record this information on the metal PCM cover.
damage to the PCM, do not touch the connector pins or IMPORTANT: The ignition should always be in the
soldered components on the circuit board. “OFF” position in order to install or remove the PCM
connectors.
Electrostatic Discharge (ESD) Service of the PCM should normally consist of either re-
placement of the PCM or EEPROM programming. If the
Damage diagnostic procedures call for the PCM to be replaced,
Electronic components used in the control systems are the PCM should be checked first to ensure it is the correct
often designed to carry very low voltage. Electronic part. If it is, remove the faulty PCM and install the new
components are susceptible to damage caused by service PCM.
electrostatic discharge. Less than 100 volts of static
electricity can cause damage to some electronic The service PCM EEPROM will not be programmed.
components. By comparison, it takes as much as 4,000 DTC P0601 indicates the check sum error.
volts for a person to even feel the zap of a static
discharge. Removal Procedure
There are several ways for a person to become statically
charged. The most common methods of charging are by 1. Disconnect the negative battery cable.
friction and by induction. An example of charging by 2. Block the wheels.
friction is a person sliding across a car seat. 3. Remove the two screws attaching the rear console
Charging by induction occurs when a person with well and lift the upward rear console, then disconnect the
insulated shoes stands near a highly charged object and switch connector.
momentarily touches ground. Charges of the same
4. Remove the lower cluster assembly by pulling the
polarity are drained off leaving the person highly charged
cover toward the rear.
with the opposite polarity. Static charges can cause
damage, therefore, it is important to use care when 5. Remove the transfer knob.
handling and testing electronic components. 6. Remove the six screws attaching the upper console
NOTE: To prevent possible Electrostatic Discharge and front console.
damage, follow these guidelines:
f Do not touch the control module connector pins or
soldered components on the control module circuit
board.
f Do not open the replacement part package until the
part is ready to be installed.
f Before removing the part from the package, ground
the package to a known good ground on the vehicle.
f If the part has been handled while sliding across the
seat, or while sitting down from a standing position, or
while walking a distance, touch a known good ground
before installing the part.
NOTE: To prevent internal PCM damage, the ignition
must be in the “OFF” position in order to disconnect or
reconnect power to the PCM (for example: battery cable,
PCM pigtail, PCM fuse, jumper cables, etc.).
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7. Disconnect the red, white, and blue electrical 6. Connect the switch connector and install the rear
connectors at the PCM. console.
8. Remove the two screws in the front of the PCM.
9. Remove the one screws at the left rear of the PCM.
10. Pull the PCM straight out from the dashboard.
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If the PCM is replaced, the new PCM will need to be

programmed.
EEPROM
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1. Insert the PCM into the dashboard.
General Description
f Line up the holes in front for the mounting screws. The Electronically Erasable Programmable Read Only
Memory (EEPROM) is a permanent memory that is
2. Install the PCM with two screws in the front and one physically soldered within the PCM. The EEPROM
screw at the left rear. contains program and calibration information that the
3. Plug the red, white, and blue connectors into the PCM needs to control powertrain operation.
appropriate sockets.
EEPROM Programming
1. Step-up – Ensure that the following conditions have
been met:
f The battery is fully charged.
f The ignition is “ON.”
f The Vehicle Interface Module cable connection at
the DLC is secure.
2. Program the PCM using the latest software matching
the vehicle. Refer to up-to-date Techline equipment
user’s instructions.
3. If the PCM fails to program, proceed as follows:
f Ensure that all PCM connections are OK.
f Check the Techline equipment for the latest
software version.
f Attempt to program the PCM. If the PCM still
cannot be programmed properly, replace the PCM.
014RW111
The replacement PCM must be programmed.
4. Install the front console and lower console.
5. Install the transfer knob.
Functional Check
1. Perform the On-Board Diagnostic System Check.
2. Start the engine and run for one minute.
3. Scan for DTCs using the Tech 2.
Throttle Position (TP) Sensor Installation Procedure

1. Install the TP sensor on the throttle body with the
Removal Procedure bolts.

2. Disconnect the TPS electrical connector.
3. Remove the bolts and the TP sensor from the throttle
body.
TS23747
2. Connect the TP electrical connector.

3. Install the negative battery cable.
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NOTE: Do not clean the TP sensor by soaking it in
solvent. The sensor will be damaged as a result. Removal Procedure
CAUTION: The VSS is located on the right side of
Function Check the transfer case just ahead of the rear propeller
Use a Tech 2 to check the TP sensor output voltage at shaft and very close to the exhaust pipes. Be sure
closed throttle. that the exhaust pipes are cool enough to touch
f The voltage should be under 0.85 volt. before trying to remove the VSS. If the pipes are hot,
you could be burned.
f If the reading is greater than 0.85 volt, check the
throttle shaft to see if it is binding. Check that the 1. Disconnect the negative battery cable.
throttle cable is properly adjusted, also. Refer to 2. Disconnect the VSS electrical connector.
Throttle Cable Adjustment.
f If the throttle shaft is not binding and the throttle cable
is properly adjusted, install a new TP sensor.
TS23748
3. Remove the bolt and the clamp securing the VSS in 2. Secure the VSS in place with the clamp and the bolt.
place. Tighten
IMPORTANT: Have a container ready to catch any fluid f Tighten the bolt to 16 N·m (12 lb ft.).
that leaks out when the VSS is removed from the transfer
case.
TS23780
3. Connect the VSS electrical connector.

TS23780
4. Remove the VSS from the transfer case by wiggling it

slightly and pulling it straight out.
1. Inspect the electrical connector for signs of corrosion
or warping. Replace the VSS if the electrical
connector is corroded or warped.
2. Inspect the VSS driven gear for chips, breaks, or worn
condition. Replace the VSS if the driven gear is
chipped, broken or worn.
3. Inspect the O-ring for wear, nicks, tears, or
looseness. Replace the O-ring if necessary.
1. Install the VSS in the transfer case with the notch for
the connector facing the rear.
TS23748
4. Check the transfer case oil level. Add fluid if

necessary.
Air Cleaner/Air Filter 5. Remove the retaining bolts and the air cleaner
housing from the vehicle.
Removal Procedure
1. Loosen the clamp between the air cleaner lid and the
mass air flow sensor.
2. Release the four latches securing the lid to the air
cleaner housing.
3. Remove the air cleaner lid.
130RT002
1. Install the air cleaner housing in the vehicle with the
retaining bolts.
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4. Remove the air filter element.
130RT002
TS23794
2. Install the air filter element in the air cleaner housing. NOTE: Do not clean the IAC valve by soaking it in
solvent. The valve will be damaged as a result.
TS23794
3. Install the air cleaner lid on the MAF sensor and the air TS23745
cleaner housing.
Cleaning, Inspection, and Measure-
ment Procedure
f Clean the IAC valve O-ring sealing surface, pintle
valve seat and air passage.
– Use carburetor cleaner and a parts cleaning brush
to remove carbon deposits. Do not use a cleaner
that contains methyl ethyl ketone. This is an
extremely strong solvent and not necessary for this
type of deposit.
– Shiny spots on the pintle are normal and do not
indicate misalignment or a bent pintle shaft.
– If the air passage has heavy deposits, remove the
throttle body for complete cleaning.
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4. Tighten the clamp and secure the four latches

between the lid and the air cleaner housing.
Idle Air Control (IAC) Valve

Removal Procedure
2. Disconnect the IAC electrical connector.
3. Remove the bolts and the IAC valve from the throttle
body.
TS23746
f Inspect the IAC valve O-ring for cuts, cracks, or 2. Connect the IAC valve electrical connector.
distortion. Replace the O-ring if damaged. 3. Install the negative battery cable.
f In order to install a new IAC valve, measure the
distance between the tip of the pintle and the
mounting flange. If that measurement is 28 mm (1.1 Common Chamber
in.) or less, the valve needs no adjustment. If the
measurement is greater than 28 mm (1.1 in.), apply
finger pressure and retract the valve. The force
Removal and Installation Prodedure
required to retract the pintle on a new valve will not Refer to Common Chamber in Engine Mechanical.
damage the valve, shaft, or pintle.
NOTE: Do not push or pull on the IAC valve pintle on IAC Accelerator Cable Assembly
valves that have been in service. The force required to
move the pintle may damage it.
Removal Procedure
IMPORTANT: Use an identical replacement part in
order to replace a valve. IAC valve pintle shape and 1. Remove the engine cover.
diameter are designed for the specific application. 2. Loosen the adjusting nut on the cable bracket
mounting on the common chamber.
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Installation Procedure 3. Remove the accelerator control cable (on the throttle
valve end).
1. Install the IAC valve on the throttle body with the bolts.
Tighten
f Tighten the bolts to 1 N·m (9 lb in.).
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TS23745
4. Remove the accelerator control cable (on the Installation Procedure
1. Install the accelerator control cable.
TS23982
5. Remove the grommet. TS23983
6. Remove the accelerator control cable. 2. Install the grommet.

3. Install the accelerator control cable (on the
TS23983
Inspection Procedure TS23982

corrosion.
4. Install the accelerator control cable (on the throttle 3. Tighten adjusting nut and lock nut temporarily.
valve end).
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101RW006 4. Loosen adjusting nut by three turns and tighten lock

5. Install the adjusting nut. nut. Then, manually operating the throttle valve,
make sure that the valve lever returns up to the
stopper screw.
IMPORTANT: The valve lever must return up to the
stopper screw. If the valve lever does not reach the
stopper screw, repeat the procedure again from step 1.
5. It does not reach the stopper screw, repeat from step
1.
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6. Adjust the accelerator cable at the throttle body.

Refer to Accelerator Cable Adjustment.
Adjustment Procedure
1. Loosen the adjusting nut and lock nut. TS23782
2. Pull outer cable closing fully the throttle valve.

Accelerator Pedal Replacement 3. Disconnect the wiring harness from the kick-down
switch.
Removal Procedure
1. Disconnect the cruise control cable from the
accelerator pedal assembly.
TS24038
4. Remove the two screws from the accelerator pedal

assembly.
TS24053
2. Disconnect the accelerator pedal control cable from

the accelerator pedal assembly.
TS24055
5. Remove the accelerator pedal assembly from the

bulkhead.
TS24054
Installation Procedure 4. Connect the accelerator pedal control cable to the

accelerator pedal assembly.
1. Install the accelerator pedal assembly on the
bulkhead.
2. Install the two screws to the accelerator pedal
assembly.
TS24054
5. Connect the cruise control cable to the accelerator

pedal assembly.
TS24055
3. Connect the wiring harness to the kick-down switch.
TS24053
TS24038
Pedal Stroke Adjustment Procedure

1. Loosen the jam nut and rotate the kick-down switch
counterclockwise.
TS23767
TS24039 NOTE: Replace the fuel filler cap with the same type of
2. Fully depress the pedal and hold it by hand. Rotate filler cap that was originally installed on the vehicle.
the switch clockwise until the switch clicks. f Check the seal ring in the filler cap for any abnormality
3. Rotate the switch 1/2 turn further and lock it in this and for seal condition.
position by tightening the jam nut. f Replace the filler cap if any abnormality is found.
Fuel Filter
Removal Procedure
TS24040
4. Step on the accelerator pedal and make sure there is

a clicking sound at the full-stroke position.
Fuel Fillter Cap

General Description
The fuel filler cap includes a vacuum valve and a pressure 041RW005
valve. 3. Disconnect the fuel line from the fuel filter on the
If high vacuum or high pressure occurs in the fuel tank, engine side.
each valve works to adjust the pressure in order to
prevent damage to the tank at the EGR valve.
4. Disconnect the fuel line from the fuel filter on the fuel 6. Remove the fuel filter.
tank side.
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041RW006
5. Remove the bolt on the fuel filter holder. Inspection Procedure

1. Replace the fuel filter when the following occur:
f Fuel leaks from the fuel filter body.
f The fuel filter body is damaged.
f The fuel filter is clogged with dirt or sediment.
2. If the drain hole is clogged, clean the drain.
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041RW009
Installation Procedure 4. Connect the fuel line on the fuel tank side.
1. Install the fuel filter in the correct direction.
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5. Install the fuel filler cap.

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2. Install the bolt on the fuel filter holder.
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041RW007
3. Connect the fuel line on the engine side.

Fuel Gauge Unit 3. Remove the fuel rail. Refer to Fuel Rail.
Removal Procedure
Refer to Fuel Gauge Unit In Engine Fuel.
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4. Remove the injector retainer clip.
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Fuel Injectors
Removal Procedure
NOTE: If the fuel injectors are leaking, the engine oil may
be contaminated with fuel. Check the oil for signs of
contamination and change the oil and the filter if
necessary.
NOTE: Use care in removing the fuel injectors in order to
prevent damage to the fuel injector electrical connector
pins or the fuel injector nozzles. The fuel injector is an
electrical component and should not be immersed in any
type of cleaner as this may damage the fuel injector.
IMPORTANT: Fuel injectors are serviced as a complete
F06RW017
assembly only.
5. Remove the fuel injector assembly.
1. Disconnect the negative battery cable. 6. Remove the O-ring from the fuel injector.
2. Remove the upper intake manifold. Refer to 7. Remove the O-ring backup from the fuel injector .
Common Chamber in Engine Mechanical..
1. Inspect the O-rings for cracks or leaks.
2. Replace worn or damaged O-rings.
3. Lubricate the new O-rings with engine oil before
installation.
1. Install the O-ring backup on the fuel injector.
2. Install the new O-ring on the fuel injector.
3. Install the fuel injector on the fuel rail. personal injury by covering the fuel line fittings with
a shop towel before disconnecting the fittings. The
towels will absorb any fuel that may leak out. When
the disconnect is completed, place the towel in an
approved container.
NOTE: Compressed air must never be used to test or
clean a fuel pressure regulator, as damage to the fuel
pressure regulator may result.
NOTE: To prevent damage to the fuel pressure regulator,
do not immerse the pressure regulator in solvent.
Relief Procedure.
3. Remove the fuel pump relay. Refer to Fuel Pump
Relay.
4. Remove the pressure regulator hose from the fuel
pressure regulator.
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4. Use new fuel injector retainer clips to retain the fuel

injector to the fuel rail.
5. Coat the end of the fuel injector with engine oil.
6. Install the fuel rail. Refer to Fuel Rail.
014RW110
5. Remove the two bolts from the protector that secures

the common chamber.
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7. Install the upper intake manifold. Refer to Common

Chamber in Engine Mechanical.

Removal Procedure
components.
CAUTION: After relieving the system pressure, a 014RW109
small amount of fuel may be released when servicing

fuel lines or connections. Reduce the chance of
6. Remove the fuel pressure regulator attaching screw. NOTE: Do not over-tighten the swivel nut on the fuel
pressure regulator. The fuel pressure regulator can be
damaged and fuel may leak if the swivel nut is
over-tightened.
3. Tighten the swivel nut.
4. Install a new O-ring on the fuel pressure regulator.
1. Install the fuel pressure regulator attaching screw.
Tighten
f Tighten the fuel pressure regulator attaching
screw to 3 N·m (26 lb in.).
F06RW016
7. Remove the fuel pressure regulator from the fuel rail.
Disassembly Procedure
1. Remove the O-ring from the fuel pressure regulator.
2. Loosen the swivel nut.
3. Remove the fuel return line from the fuel pressure
regulator.
4. Remove the O-ring from the fuel return line.
f The O-ring may be left inside the fuel pressure
regulator instead of on the fuel return line.
F06RW016
2. Install the fuel pressure regulator on the fuel rail.

3. Install the two bolts to the protector that secures the
common chamber.
F06RW016
Assembly Procedure
1. Install a new O-ring on the fuel return line. 014RW109
2. Install the fuel return line on the fuel pressure

regulator.
4. Install the pressure regulator hose to the fuel 2. Remove the fuel pump relay from the underhood
pressure regulator. relay box. Refer to Fuel Pump Relay.
014RW110 014RW089
5. Install the fuel pump relay. Refer to Fuel Pump Relay. 3. Start the engine and allow it to stall.
6. Connect the negative battery cable. 4. Crank the engine for 30 seconds.
7. Crank the engine until it starts. Cranking the engine 5. Disconnect the negative battery cable.
fuel lines.
Fuel Pump Assembly
Fuel Metering System Removal Procedure
Refer toFuel Tank In Fuel Pump Relay.
components.
CAUTION: After relieving the system pressure, a
small amount of fuel may be released when servicing
fuel lines or connections. Reduce the chance of
personal injury by covering the fuel line fittings with
a shop towel before you disconnect the fittings. The
towels will absorb any fuel that may leak out. When
the disconnect is completed, place the towel in an
approved container.
014RW133
Fuel Pump Relay Fuel Rail Assembly

Removal Procedure Removal Procedure
1. Remove the fuse and relay box cover from under the NOTE:
hood.
f Do not attempt to remove the fuel inlet fitting on the
2. Consult the diagram on the cover to determine which fuel rail. It is staked in place. Removing the fuel inlet
is the correct relay. fitting will result in damage to the fuel rail or the
3. Pull the relay straight up and out of the fuse and relay internal O-ring seal.
box. f Use care when removing the fuel rail assembly in
order to prevent damage to the injector electrical
connector terminals and the injector spray tips.
f Fittings should be capped and holes plugged during
servicing to prevent dirt and other contaminants from
entering open lines and passages.
IMPORTANT: An eight-digit identification number is
stamped on the side of the fuel rail. Refer to this number
when you service the fuel rail or when a replacement part
is required.
014RW089
relay box with the catch slot facing forward.
TS24022
Before removal, the fuel rail assembly may be cleaned

with a spray type engine cleaner. Follow the spray
package instructions. Do not immerse the fuel rails in
liquid cleaning solvent.
Relief Procedure in this Section.
4. Disconnect the accelerator pedal cable from throttle
body and cable bracket.
5. Disconnect the connectors from manifold absolute
pressure sensor, solenoid valve, electric vacuum
sensing valve.
6. Disconnect the vacuum hose on canister VSV and
014RW089
positive crankcase ventilation hose.
2. Press down until the catch engages.
7. Remove the common chamber Refer to the common
f An audible “click” will be heard. chamber in Engine Mechanical.
3. Install the fuse and relay box cover. 1. Lift up carefully on the fuel injectors. Do not
separate the fuel injectors from the fuel rail.
2. If an injector becomes separated from the fuel 4. Connect the vacuum hose on Canister VSV and
rail, the infector O-ring seals and the retainer clip positive crankcase ventilation hose.
must be replaced. 5. Connect the connectors to manifold absolute
3. Drain residual fuel into an approved container. pressure sensor, solenoid valve, electric vacuum
sensing valve.
6. Connect the accelerator pedal cable to throttle body
and cable bracket.
9. Crank the engine until it starts. Cranking the engine
fuel rail and in the injectors.
Fuel Tank
Removal Procedure
Refer toFuel Tank In Fuel Pump Relay.
014RW106
8. If removal of the fuel pressure regulator is necessary,

refer to Fuel Pressure Regulator.
9. If removal of the fuel injectors is necessary, refer to
Fuel Injectors.
1. If the fuel injectors were removed, install them. Refer
to Fuel Injectors.
2. If the fuel pressure regulator was removed, install it.
Refer to Fuel Pressure Regulator.
3. Install the common chamber.Refer to common
chamber in engine Mechanical.
014RW134
Throttle Body (TB)

Removal Procedure
2. Drain the cooling system. Refer to Cooling System.
3. Remove the accelerator cable assembly. Refer to
Accelerator Cable in Engine Speed Control System..
4. Disconnect the electrical connectors:
f Idle air control (IAC) solenoid.
014RW106
f Intake air temperature (IAT) sensor. Refer to Intake Inspection Procedure

Air Temperature Sensor.
NOTE: Do not use solvent of any type when you clean the
gasket surfaces on the intake manifold and the throttle
body assembly. The gasket surfaces and the throttle
body assembly may be damaged as a result.
f If the throttle body gasket needs to be replaced,
remove any gasket material that may be stuck to the
mating surfaces of the manifold.
f Do not leave any scratches in the aluminum casting.
1. Install the TP sensor. Refer to Throttle Position (TP)
Sensor.
2. Install the IAC. Refer to Idle Air Control (IAC)
Solenoid.
3. Install the gasket on the common chamber.
4. Install the throttle body on the common chamber.
5. Secure the gasket and the throttle body with the four
035RW023 bolts.
5. Disconnect the vacuum hose below the air horn. f The vacuum lines must be properly routed under
6. Remove the intake air duct clamp. the throttle body before tightening the mounting
7. Disconnect the intake air duct. bolts.
8. Disconnect the coolant lines from the throttle body. Tighten
9. Remove the bolts from the common chamber. f Tighten the throttle body mounting bolts to 24
N·m (17 lb ft.).
10. Remove the throttle body from the common chamber.
11. Remove the gasket from the upper intake manifold.
035RW024
6. Install the coolant lines.

035RW024
7. Connect all the vacuum lines.
12. Remove the IAC. Refer to Idle Air Control (IAC)
Solenoid. 8. Install the intake air duct.
13. Remove the TP sensor. Refer to Throttle Position 9. Tighten the intake air duct clamp.
(TP) Sensor. 10. Connect all the electrical connectors:
f Idle air control (IAC) solenoid.
f Intake air temperature (IAT) sensor. Refer to Intake 4. Remove the coil module and the spark plug boot from
Air Temperature Sensor. the spark plug.
f Twist the coil module while pulling it straight up.
035RW023
11. Install the accelerator cable assembly. Refer to 014RW091
Accelerator Cable in Engine Speed Control System.. 5. Use the spark plug socket in order to remove the
12. Fill the cooling system. Refer to Cooling System. spark plug from the engine.
13. Install the negative battery cable.
Spark Plug Gap Check
Electronic Ignition System f Check the gap of all spark plugs before installation.
f Use a round wire feeler gauge to ensure an accurate
check.
Removal Procedure
f Plugs installed with the wrong gap can cause poor
1. Disconnect the negative battery cable. engine performance and excessive emissions.
2. Disconnect the electrical connector at the coil
module.
3. Remove the two screws that secure the coil module to
the rocker cover. NOTE: The plug must thread smoothly into the cylinder
head and be fully seated. Use a thread chaser if
necessary to clean the threads in the cylinder head.
Cross-threading or failure to fully seat the spark plug can
cause plug overheating, exhaust blow-by gases, or
thread damage. Do not overtighten the spark plugs. Over
tightening can cause aluminum threads to strip.
1. Install the spark plug in the engine. Use the
appropriate spark plug socket.
Tighten
f Tighten the spark plug to 18 N·m (13 lb ft.).
014RW108
2. Install the coil module and spark plug boot over the Air Conditioning Relay
spark plug.
Removal Procedure
1. Remove the fuse and relay box cover from under the
hood.
2. Consult the diagram on the cover to determine which
is the correct relay.
box.
014RW108
3. Secure the coil module to the rocker cover with two

screws.
014RW090
relay box with the catch slot facing forward.
2. Press down until the catch engages.
f An audible “click” will be heard.
3. Install the fuse and relay box cover.
EVAP Canister Hoses

014RW091
4. Connect the electrical connector at the coil module. Service Information

5. Connect the negative battery cable. To view the routing of the EVAP canister hoses, refer to
Vehicle Emission Control Information in Diagnosis. Use
6148M or equivalent when you replace the EVAP canister
Catalytic Converter hoses.

Refer to Engine Exhaust in Engine.
EVAP Canister 4. Remove the two retaining bolts the EVAP canister to
the mounting bracket on the cross member.
Removal Procedure
2. Disconnect the two hoses from the EVAP canister.
014RW131
5. Remove the retaining bolt on the mounting bracket

the slide the canister out of mounting bracket.
014RW117
3. Disconnect the fuel vapor connector and the purge

hose from the EVAP canister vent solenoid.
014RW129
1. Inspect the hoses for cracks and leaks.
014RW130
2. Inspect the canister for a damaged case.
Installation Procedure 4. Connect the two hoses to the EVAP canister.
1. Slide the canister into mounting bracket the install the

mounting bracket bolt.
014RW130
014RW129
2. Install the retaining bolts the EVAP canister to the EVAP Canister Vent Solenoid
mounting bracket on the cross member.
Removal Procedure
2. Disconnect the connector and hose.
014RW131
3. Connect the fuel vapor connector to the EVAP

canister vent solenoid.
014RW132
3. Slide the out of EVAP canister vent solenoid from 2. Connect the connector and hose.
mounting bracket.
014RW132
014RW135 3. Connect the negative battery cable.
Inspection Procedure Fuel Tank Pressure Sensor

1. Check for cracks or leaks.
2. Energize the solenoid and try to blow through it. The Removal Procedure
solenoid should not allow passage of air when
energized. (J 35616 Connector Test Kit can be used 1. Remove the fuel pump assembly. Refer to Fuel Tank
to easily attach jumper wires from the battery to the In Fuel Pump.
solenoid). 2. Carefully pry the fuel tank pressure sensor out of the
top of the fuel pump assembly.
1. Slide the into EVAP canister vent solenoid from
mounting bracket.
014RW133
014RW135 1. Inspect the vapor pressure sensor for cracks in the
housing and corrosion on the electrical terminals.
2. Inspect the rubber grommet for tears and signs of rot.
Installation Procedure 3. Remove the EVAP canister purge solenoid retaining

bolt from the upper intake manifold.
1. Install the rubber grommet on the fuel pump 4. Remove the EVAP canister purge solenoid.
assembly.
014RW137
014RW133
2. Install the fuel tank vapor pressure sensor on the fuel

pump assembly. Installation Procedure
f Insert the sensor nipple firmly into the grommet. 1. Install the EVAP canister purge solenoid on the upper
f Keep twisting and pushing the sensor until the wide intake manifold.
portion of the nipple shows on the other side of the 2. Install the EVAP canister purge solenoid retaining
grommet. bolt.
3. Install the fuel pump assembly on the fuel tank. Refer 3. Connect the vacuum hoses to the EVAP canister
to Fuel Tank In Fuel Pump.. purge solenoid.
EVAP Canister Purge Solenoid

Removal Procedure
1. Disconnect the electrical connector from the EVAP
canister purge solenoid.
2. Disconnect the vacuum hoses from the EVAP
canister purge solenoid.
014RW137
014RW136
4. Connect the electrical connector to the EVAP canister 3. Remove the bolt and the nut from the upper intake
purge solenoid. manifold.
014RW138 014RW098
4. Remove the EGR valve from the upper intake

manifold.
Fuel Tank Vent Valve 5. Remove the gasket from the upper intake manifold.

Refer to Fuel Pump
1. Install the gasket on the upper intake manifold.
2. Install the EGR valve on the upper intake manifold.
Linear Exhaust Gas Recircula-
3. Secure the EGR valve and the gasket with the bolt
tion (EGR) Valve and the nut.
NOTE: It is possible to install the EGR valve rotated 180°
Removal Procedure from the correct position. Make sure that the base of the
valve is placed so that it aligns with the mounting flange.
2. Disconnect the electrical connector at the EGR valve.
014RW098
014RW139
4. Connect the electrical connector at the EGR valve. Installation Procedure

1. Push the PCV valve into the rubber grommet in the
left valve cover.
2. Install the vacuum hose on the PCV valve and secure
the vacuum hose with the clamp.
014RW139
Positive Crankcase Ventilation

(PCV) Valve 014RW097
Removal Procedure Wiring and Connectors

1. Remove the vacuum hose at the PCV valve.
f Slide the clamp back to release the hose.
Wiring Harness Service
2. Pull the PCV valve from the rubber grommet in the The control module harness electrically connects the
right valve cover. control module to the various solenoids, switches and
sensors in the vehicle engine compartment and
passenger compartment.
Replace wire harnesses with the proper part number
replacement.
Because of the low amperage and voltage levels utilized
in powertrain control systems, it is essential that all wiring
in environmentally exposed areas be repaired with crimp
and seal splice sleeves.
The following wire harness repair information is intended
as a general guideline only. Refer to Chassis Electrical for
all wire harness repair procedures.
Connectors and Terminals

Use care when probing a connector and when replacing
terminals. It is possible to short between opposite
terminals. Damage to components could result. Always
use jumper wires between connectors for circuit
checking. NEVER probe through Weather-Pack seals.
Use an appropriate connector test adapter kit which
contains an assortment of flexible connectors used to
014RW097
probe terminals during diagnosis. Use an appropriate
fuse remover and test tool for removing a fuse and to
Inspection Procedure adapt the fuse holder to a meter for diagnosis.
Open circuits are often difficult to locate by sight because
1. Shake the valve and listen for the rattle of the needle oxidation or terminal misalignment are hidden by the
inside the valve. connectors. Merely wiggling a connector on a sensor, or
2. If the valve does not rattle, replace the valve. in the wiring harness, may temporarily correct the open
circuit. Intermittent problems may also be caused by
oxidized or loose connections.
Be certain of the type of connector/terminal before 4. Strip the insulation as necessary.
making any connector or terminal repair. Weather-Pack
and Com-Pack III terminals look similar, but are serviced
differently.
PCM Connectors and Terminals

Removal Procedure
1. Remove the connector terminal retainer.
2. Push the wire connected to the affected terminal
through the connector face so that the terminal is
exposed.
3. Service the terminal as necessary.
1. Bend the tab on the connector to allow the terminal to
be pulled into position within the connector.
2. Pull carefully on the wire to install the connector 048
terminal retainer.
Wire Harness Repair: Twisted 1. Splice the wires using splice clips and rosin core
Shielded Cable solder.
2. Wrap each splice to insulate.
3. Wrap the splice with mylar and with the drain
Removal Procedure (uninsulated) wire.
1. Remove the outer jacket.
2. Unwrap the aluminum/mylar tape. Do not remove the
mylar.
049
047
3. Untwist the conductors.

4. Tape over the whole bundle to secure. Installation Procedure

1. Use splice clips and rosin core solder in order to splice
the two wires together.
050
Twisted Leads 052
2. Cover the splice with tape in order to insulate it from

Removal Procedure the other wires.
1. Locate the damaged wire.

2. Remove the insulation as required.
053
051
3. Twist the wires as they were before starting this 1. Open the secondary lock hinge on the connector.
procedure.
070
054 2. Use tool J 28742-A or the equivalent to remove the

4. Tape the wires with electrical tape. Hold in place. pin and the sleeve terminals. Push on J 28742-A to
release.
NOTE: Do the use an ordinary pick or the terminal may
be bent or deformed. Unlike standard blade terminals,
these terminals cannot be straightened after they have
been improperly bent.
055
Weather-Pack Connector
Tools Required 071
J 28742-A Weather-Pack II Terminal Remover
Removal Procedure
A Weather-Pack connector can be identified by a rubber
seal at the rear of the connector. This engine room
connector protects against moisture and dirt, which could
from oxidation and deposits on the terminals. This
protection is important, because of the low voltage and
the low amperage found in the electronic systems.
3. Cut the wire immediately behind the cable seal. 5. Push the terminal and the connector to engage the
locking tangs.
072
070
Installation Procedure 6. Close the secondary locking hinge.

Make certain the connectors are properly seated and all
of the sealing rings are in place when you reconnect the Com-Pack III
leads. The secondary lock hinge provides a backup
locking feature for the connector. The secondary lock
hinge is used for added reliability. This flap should retain General Information
the terminals even if the small terminal lock tangs are not The Com-Pack III terminal looks similar to some
positioned properly. Weather-Pack terminals. This terminal is not sealed and
Do not replace the Weather-Pack connections with is used where resistance to the environment is not
standard connections. Read the instructions provided required. Use the standard method when repairing a
with the Weather-Pack connector and terminal packages. terminal. Do not use the Weather-Pack terminal tool J
1. Replace the terminal. 28742-A or equivalent. These will damage the terminals.
2. Slip the new seal onto the wire.
3. Strip 5 mm (0.2”) of insulation from the wire. Metri-Pack
4. Crimp the terminal over the wire and the seal.
Tools Required
J 35689 Terminal Remover
Removal Procedure
Some connectors use terminals called Metri-Pack Series
150. These may be used at the engine coolant
temperature (ECT) sensor.
1. Slide the seal (1) back on the wire.
073
2. Insert the J 35689 tool or equivalent (3) in order to
release the terminal locking tang (2).
060
3. Push the wire and the terminal out through the

connector. If you reuse the terminal, reshape the
locking tang.
Metri-Pack terminals are also referred to as “pull-to-seat”
terminals.
1. In order to install a terminal on a wire, the wire must be
inserted through the seal (2) and through the
connector (3).
2. The terminal (1) is then crimped onto the wire.
061
3. Then the terminal is pulled back into the connector to

seat it in place.
General Description uses the CMP signal to indicate the position of the #1
piston during its power stroke. This allows the PCM to
(PCM and Sensors) calculate true sequential fuel injection (SFI) mode of
operation. If the PCM detects an incorrect CMP signal
58X Reference PCM Input while the engine is running, DTC P0341 will set. If the
The powertrain control module (PCM) uses this signal CMP signal is lost while the engine is running, the fuel
from the crankshaft position (CKP) sensor to calculate injection system will shift to a calculated sequential fuel
engine RPM and crankshaft position at all engine speeds. injection mode based on the last fuel injection pulse, and
The PCM also uses the pulses on this circuit to initiate the engine will continue to run. As long as the fault is
injector pulses. If the PCM receives no pulses on this present, the engine can be restarted. It will run in the
circuit, DTC P0337 will set. The engine will not start and calculated sequential mode with a 1-in-6 chance of the
run without using the 58X reference signal. injector sequence being correct.
Refer to DTC P0341 for further information.
A/C Request Signal
This signal tells the PCM when the A/C mode is selected
at the A/C control head. The PCM uses this to adjust the
idle speed before turning “ON” the A/C clutch. The A/C
compressor will be inoperative if this signal is not
available to the PCM.
Refer to A/C Clutch Circuit Diagnosis for A/C wiring
diagrams and diagnosis for the A/C electrical system.

the ignition sequence. The CKP sensor initiates the 58X
and crankshaft position.
Refer to Electronic Ignition System for additional
information.
0014
Engine Coolant Temperature (ECT) Sensor

thermistor (a resistor which changes value based on
temperature) mounted in the engine coolant stream. Low
coolant temperature produces a high resistance of
100,000 ohms at –40°C (–40°F). High temperature
causes a low resistance of 70 ohms at 130°C (266°F).
The PCM supplies a 5-volt signal to the ECT sensor
through resistors in the PCM and measures the voltage.
The signal voltage will be high when the engine is cold and
low when the engine is hot. By measuring the voltage, the
PCM calculates the engine coolant temperature. Engine
coolant temperature affects most of the systems that the
PCM controls.
The Tech 2 displays engine coolant temperature in
0013 degrees. After engine start-up, the temperature should
rise steadily to about 85°C (185°F). It then stabilizes
Camshaft Position (CMP) Sensor and when the thermostat opens. If the engine has not been
Signal run for several hours (overnight), the engine coolant
The camshaft position (CMP) sensor sends a CMP signal temperature and intake air temperature displays should
to the PCM. The PCM uses this signal as a “syncpulse” to be close to each other. A hard fault in the engine coolant
trigger the injectors in the proper sequence. The PCM
sensor circuit will set DTC P0177 or DTC P0118. An DTC P0135 to set. A fault in the Bank 2 HO2S 1 heater
intermittent fault will set a DTC P1114 or P1115. circuit will cause DTC P0155 to set. The PCM can also
detect HO2S response problems. If the response time of
an HO2S is determined to be too slow, the PCM will store
a DTC that indicates degraded HO2S performance.
0016
Electrically Erasable Programmable Read

Only Memory (EEPROM) 0012
The electrically erasable programmable read only

memory (EEPROM) is a permanent memory chip that is Catalyst Monitor Heated Oxygen Sensors
physically soldered within the PCM. The EEPROM Three-way catalytic converters are used to control
contains the program and the calibration information that emissions of hydrocarbons (HC), carbon monoxide (CO),
the PCM needs to control powertrain operation. and oxides of nitrogen (NOx). The catalyst within the
Unlike the PROM used in past applications, the EEPROM converters promotes a chemical reaction. This reaction
is not replaceable. If the PCM is replaced, the new PCM oxidizes the HC and CO present in the exhaust gas and
will need to be programmed. Equipment containing the converts them into harmless water vapor and carbon
correct program and calibration for the vehicle is required dioxide. The catalyst also reduces NOx by converting it to
to program the PCM. nitrogen. The PCM can monitor this process using the
Bank 1 HO2S 2 and the Bank 2 HO2S 2 heated oxygen
Fuel Control Heated Oxygen Sensors sensors. The Bank 1 HO2S 1 and the Bank 2 HO2S 1
The fuel control heated oxygen sensors (Bank 1 HO2S 1 sensors produce an output signal which indicates the
and Bank 2 HO2S 1) are mounted in the exhaust stream amount of oxygen present in the exhaust gas entering the
where they can monitor the oxygen content of the exhaust three-way catalytic converter. The Bank 1 HO2S 2 and
gas. The oxygen present in the exhaust gas reacts with the Bank 2 HO2S 2 sensors produce an output signal
the sensor to produce a voltage output. This voltage which indicates the oxygen storage capacity of the
should constantly fluctuate from approximately 100 mV to catalyst. This indicates the catalyst’s ability to efficiently
900 mV. The heated oxygen sensor voltage can be convert exhaust gases. If the catalyst is operating
monitored with a Tech 2. By monitoring the voltage output efficiently, the Bank 1 HO2S 1 and the Bank 2 HO2S 1
of the oxygen sensor, the PCM calculates the pulse width signals will be more active than the signals produced by
command for the injectors to produce the proper the Bank 1 HO2S 2 and the Bank 2 HO2S 2 sensors.
combustion chamber mixture. The catalyst monitor sensors operate the same as the
f Low HO2S voltage is a lean mixture which will result in fuel control sensors. The Bank 1 HO2S 2 and the Bank 2
a rich command to compensate. HO2S 2 sensors’ main function is catalyst monitoring, but
they also have a limited role in fuel control. If a sensor
f High HO2S voltage is a rich mixture which will result in
output indicates a voltage either above or below the 450
a lean command to compensate.
mV bias voltage for an extended period of time, the PCM
An open Bank 1 HO2S 1 signal circuit will set a DTC will make a slight adjustment to fuel trim to ensure that
P0134 and the Tech 2 will display a constant voltage fuel delivery is correct for catalyst monitoring.
between 400-500 mV. A constant voltage below 300 mV A problem with the Bank 1 HO2S 2 signal circuit will set
in the sensor circuit (circuit grounded) will set DTC DTC P0137, P0138, or P0140, depending on the specific
P0131. A constant voltage above 800 mV in the circuit will condition. A problem with the Bank 2 HO2S 2 signal
set DTC P0132. Faults in the Bank 2 HO2S 1 signal circuit will set DTC P0157, P0158, or P0160, depending
circuit will cause DTC 0154 (open circuit), DTC P0151 on the specific condition. A fault in the heated oxygen
(grounded circuit), or DTC P0152 (signal voltage high) to sensor heater element or its ignition feed or ground will
set. A fault in the Bank 1 HO2S 1 heater circuit will cause
result in lower sensor response. This may cause incoming air temperature. The IAT sensor signal is used
incorrect catalyst monitor diagnostic results. to adjust spark timing according to the incoming air
density.
The Tech 2 displays the temperature of the air entering
the engine. The temperature should read close to the
ambient air temperature when the engine is cold and rise
as underhood temperature increases. If the engine has
not been run for several hours (overnight), the IAT sensor
temperature and engine coolant temperature should read
close to each other. A fault in the IAT sensor circuit will set
DTC P0112 or DTC P0113.
Knock Sensor
Insufficient gasoline octane levels may cause detonation
in some engines. Detonation is an uncontrolled explosion
(burn) in the combustion chamber. This uncontrolled
explosion results from a flame front opposite that of the
normal flame front produced by the spark plug. The
rattling sound normally associated with detonation is the
result of two or more opposing pressures (flame fronts)
colliding within the combustion chamber. Light
TS24067 detonation is sometimes considered normal, but heavy
detonation could result in engine damage.
A knock sensor system is used to control detonation. This
system is designed to retard spark timing up to 20
degrees to reduce detonation in the engine. This allows
the engine to use maximum spark advance to improve
driveability and fuel economy.
The knock sensor system has two major components:
f The knock sensor (KS) module.
f The knock sensor.
The knock sensor, mounted in the engine block near the
cylinders, detects abnormal vibration in the engine. The
sensor produces an AC output signal of about 10
millivolts. The signal amplitude and frequency are
dependent on the amount of knock being experienced.
The signal voltage increases with the severity of the
knock. This signal voltage is input to the PCM. The PCM
then retards the ignition control (IC) spark timing based
on the KS signal being received.
TS23365A
The PCM determines whether knock is occurring by
comparing the signal level on the KS circuit with the
Legend voltage level on the noise channel. The noise channel
(1) Bank 1 Sensor 1 (Fuel Control) allows the PCM to reject any false knock signal by
(2) Catalytic Converter indicating the amount of normal engine mechanical noise
(3) Bank 1 Sensor 2 (Catalyst Monitor) present. Normal engine noise varies depending on the
(4) Bank 2 Sensor 1 (Fuel Control) engine speed and load. If the voltage level on the KS
(5) Bank 2 Sensor 2 (Catalyst Monitor) noise channel circuit is below the range considered
normal, DTC P0327 will set, indicating a fault in the KS
circuit or the knock sensor. If the PCM determines that an
Intake Air Temperature (IAT) Sensor abnormal minimum or maximum noise level is being
The intake air temperature (IAT) sensor is a thermistor experienced, DTC P0325 will set.
which changes its resistance based on the temperature of The PCM contains a knock sensor (KS) module. The KS
air entering the engine. Low temperature produces a high module contains the circuitry which allows the PCM to
resistance of 100,000 ohms at –40°C (–40°F). High utilize the KS signal and diagnose the KS sensor and the
temperature causes low resistance of 70 ohms at 130°C KS circuitry. If the KS module is missing or faulty, a
(266°F) . The PCM supplies a 5-volt signal to the sensor continuous knock condition will be indicated, and the
through a resistor in the PCM and monitors the signal PCM will set DTC P0325.
voltage. The voltage will be high when the incoming air is Although it is a plug-in device, the KS module is not
cold. The voltage will be low when the incoming air is hot. replaceable. If the KS module is faulty, the entire PCM
By measuring the voltage, the PCM calculates the must be replaced.
0009 0007
Linear Exhaust Gas Recirculation (EGR) Manifold Absolute Pressure (MAP) Sensor
Control The manifold absolute pressure (MAP) sensor responds
The PCM monitors the exhaust gas recirculation (EGR) to changes in intake manifold pressure (vacuum). The
actual position and adjusts the pintle position accordingly. MAP sensor signal voltage to the PCM varies from below
The PCM uses information from the following sensors to 2 volts at idle (high vacuum) to above 4 volts with the
control the pintle position: ignition ON, engine not running or at wide-open throttle
f Engine coolant temperature (ECT) sensor. (low vacuum).
The MAP sensor is used to determine the following:
f Manifold pressure changes while the linear EGR flow
f Mass air flow (MAF) sensor. test diagnostic is being run. Refer to DTC P0401.
Mass Air Flow (MAF) Sensor f Engine vacuum level for other diagnostics.
The mass air flow (MAF) sensor measures the difference f Barometric pressure (BARO).
between the volume and the quantity of air that enters the If the PCM detects a voltage that is lower than the
engine. “Volume” means the size of the space to be filled. possible range of the MAP sensor, DTC P0107 will be set.
“Quantity” means the number of air molecules that will fit A signal voltage higher than the possible range of the
into the space. This information is important to the PCM sensor will set DTC P0108. An intermittent low or high
because heavier, denser air will hold more fuel than voltage will set DTC P1107 or DTC P1106, respectively.
lighter, thinner air. The PCM adjusts the air/fuel ratio as The PCM can detect a shifted MAP sensor. The PCM
needed depending on the MAF value. The Tech 2 reads compares the MAP sensor signal to a calculated MAP
the MAF value and displays it in terms of grams per based on throttle position and various engine load factors.
second (gm/s). At idle, the Tech 2 should read between If the PCM detects a MAP signal that varies excessively
4-7 gm/s on a fully warmed up engine. Values should above or below the calculated value, DTC P0106 will set.
change quickly on acceleration. Values should remain
stable at any given RPM. A failure in the MAF sensor or
circuit will set DTC P0101, DTC P0102, or DTC P0103.
055RW004 0005
Powertrain Control Module (PCM) PCM Components

The powertrain control module (PCM) is located in the The PCM is designed to maintain exhaust emission levels
passenger compartment below the center console. The to government mandated standards while providing
PCM controls the following: excellent driveability and fuel efficiency. The PCM
f Fuel metering system. monitors numerous engine and vehicle functions via
f Transmission shifting (automatic transmission only). electronic sensors such as the throttle position (TP)
sensor, heated oxygen sensor (HO2S), and vehicle
f Ignition timing.
speed sensor (VSS). The PCM also controls certain
f On-board diagnostics for powertrain functions. engine operations through the following:
The PCM constantly observes the information from f Fuel injector control
various sensors. The PCM controls the systems that
f Ignition control module
affect vehicle performance. The PCM performs the
diagnostic function of the system. It can recognize f Knock sensor
operational problems, alert the driver through the MIL f Automatic transmission shift functions
(Service Engine Soon lamp), and store diagnostic trouble f Cruise control
codes (DTCs). DTCs identify the problem areas to aid the f Evaporative emission (EVAP) purge
technician in making repairs.
f A/C clutch control
f IPCM-6KT for automatic transmission-equipped
vehicles. PCM Voltage Description
PCM Function The PCM supplies a buffered voltage to various switches
and sensors. It can do this because resistance in the
The PCM supplies either 5 or 12 volts to power various
PCM is so high in value that a test light may not illuminate
sensors or switches. The power is supplied through
when connected to the circuit. An ordinary shop
resistances in the PCM which are so high in value that a
voltmeter may not give an accurate reading because the
test light will not light when connected to the circuit. In
voltmeter input impedance is too low. Use a 10-megohm
some cases, even an ordinary shop voltmeter will not give
input impedance digital voltmeter (such as J 39200) to
an accurate reading because its resistance is too low.
assure accurate voltage readings.
Therefore, a digital voltmeter with at least 10 megohms
The input/output devices in the PCM include
input impedance is required to ensure accurate voltage
analog-to-digital converters, signal buffers, counters,
readings. Tool J 39200 meets this requirement. The PCM
and special drivers. The PCM controls most components
controls output circuits such as the injectors, IAC, cooling
with electronic switches which complete a ground circuit
fan relays, etc., by controlling the ground or the power
when turned “ON.” These switches are arranged in
feed circuit through transistors or through either of the
groups of 4 and 7, called either a surface-mounted quad
following two devices:
driver module (QDM), which can independently control up
f Output Driver Module (ODM) to 4 output terminals, or QDMs which can independently
f Quad Driver Module (QDM) control up to 7 outputs. Not all outputs are always used.
PCM Input/Outputs
Inputs – Operating Conditions Read
f Air Conditioning “ON” or “OFF”
f Engine Coolant Temperature The PCM calculates fuel delivery based on throttle valve
f Crankshaft Position angle (driver demand). A broken or loose TP sensor may
f Exhaust Oxygen Content cause intermittent bursts of fuel from an injector and
unstable idle because the PCM thinks the throttle is
f Electronic Ignition moving. A hard failure in the TP sensor 5-volt reference
f Manifold Absolute Pressure or signal circuits will set either a DTC P0122 or DTC
f Battery Voltage P0123. A hard failure with the TP sensor ground circuit
f Throttle Position may set DTC P0123 and DTC P0112. Once a DTC is set,
f Vehicle Speed the PCM will use an artificial default value based on
engine RPM and mass air flow for the throttle position,
f Fuel Pump Voltage and some vehicle performance will return. A high idle
f Power Steering Pressure may result when either DTC P0122 or DTC P0123 is set.
f Intake Air Temperature The PCM can detect intermittent TP sensor faults. DTC
f Mass Air Flow P1121 or DTC P1122 will set if an intermittent high or low
circuit failure is being detected. The PCM can also detect
f Engine Knock
a shifted TP sensor. The PCM monitors throttle position
f Camshaft Position and compares the actual TP sensor reading to a
Outputs – Systems Controlled predicted TP value calculated from engine speed. If the
f EVAP Canister Purge PCM detects an out-of-range condition, DTC P0121 will
be set.
f Exhaust Gas Recirculation (EGR)
f Ignition Control
f Fuel Control
f Idle Air Control
f Electric Fuel Pump
f Air Conditioning
f Diagnostics
– Malfunction Indicator Lamp
– Data Link Connector (DLC)
– Data Output
f Transmission Control Module
f Alternator Gain Control
PCM Service Precautions

The PCM is designed to withstand normal current draws
associated with vehicle operation. Avoid overloading any
circuit. When testing for opens and shorts, do not ground
or apply voltage to any of the PCM’s circuits unless 0021
instructed to do so. These circuits should only be tested

using digital voltmeter J 39200. The PCM should remain Transmission Fluid Temperature (TFT)
connected to the PCM or to a recommended breakout Sensor
box. The transmission fluid temperature sensor is a thermistor
which changes its resistance based on the temperature of
Reprogramming The PCM the transmission fluid. For a complete description of the
Reprogramming of the PCM without removing it from the TFT sensor, refer to 4L30-E Automatic Transmission
vehicle . This provides a flexible and cost-effective Diagnosis.
method of making changes in software calibrations. A failure in the TFT sensor or associated wiring will cause
Refer to the latest Techline information on DTC P0712 or DTC P0713 to set. In this case, engine
reprogramming or flashing procedures. coolant temperature will be substituted for the TFT
sensor value and the transmission will operate normally.
The throttle position (TP) sensor is a potentiometer Transmission Range Switch
connected to the throttle shaft on the throttle body. The IMPORTANT: The vehicle should not be driven with the
PCM monitors the voltage on the signal line and transmission range switch disconnected; idle quality will
calculates throttle position. As the throttle valve angle is be affected.
changed (accelerator pedal moved), the TP sensor signal The four inputs from the transmission range switch
also changes. At a closed throttle position, the output of indicate to the PCM which position is selected by the
the TP sensor is low. As the throttle valve opens, the transmission selector lever. This information is used for
output increases so that at wide open throttle (WOT), the ignition timing, EVAP canister purge, EGR and IAC valve
output voltage should be above 4 volts. operation.
For more information on the transmission on the this is done, if the problem still exists, it may be diagnosed
transmission range switch, refer to 4L30-E Automatic in the normal manner.
Transmission.
Electrostatic Discharge Damage
Vehicle Speed Sensor (VSS) Electronic components used in the PCM are often
The PCM determines the speed of the vehicle by designed to carry very low voltage. Electronic
converting a plusing voltage signal from the vehicle speed components are susceptible to damage caused by
sensor (VSS) into miles per hour. The PCM uses this electrostatic discharge. Less than 100 volts of static
signal to operate the cruise control, speedometer, and the electricity can cause damage to some electronic
TCC and shift solenoids in the transmission. For more components. By comparison, it takes as much as 4000
information on the TCC and shift solenoids, refer to volts for a person to feel even the zap of a static
4L30-E Automatic Transmission. discharge.
0008 TS23793
There are several ways for a person to become statically

Use of Circuit Testing Tools charged. The most common methods of charging are by
Do not use a test light to diagnose the powertrain friction and induction.
electrical systems unless specifically instructed by the f An example of charging by friction is a person sliding
diagnostic procedures. Use Connector Test Adapter Kit J across a vehicle seat.
35616 whenever diagnostic procedures call for probing f Charge by induction occurs when a person with well
connectors. insulated shoes stands near a highly charged object
and momentary touches ground. Charges of the
Aftermarket Electrical and Vacuum same polarity are drained off leaving the person
Equipment highly charged with the opposite polarity. Static
Aftermarket (add-on) electrical and vacuum equipment is charges can cause damage, therefore it is important
defined as any equipment which connects to the vehicle’s to use care when handling and testing electronic
electrical or vacuum systems that is installed on a vehicle components.
after it leaves the factory. No allowances have been NOTE: To prevent possible electrostatic discharge
made in the vehicle design for this type of equipment. damage, follow these guidelines:
NOTE: No add-on vacuum equipment should be added f Do not touch the PCM connector pins or soldered
to this vehicle. components on the PCM circuit board.
NOTE: Add-on electrical equipment must only be f Do not touch the knock sensor module component
connected to the vehicle’s electrical system at the battery leads.
(power and ground). f Do not open the replacement part package until the
Add-on electrical equipment, even when installed to part is ready to be installed.
these guidelines, may still cause the powertrain system to f Before removing the part from the package, ground
malfunction. This may also include equipment not the package to a known good ground on the vehicle.
connected to the vehicle electrical system such as f If the part has been handled while sliding across the
portable telephones and radios. Therefore, the first step seat, while sitting down from a standing position, or
in diagnosing any powertrain problem is to eliminate all while walking a distance, touch a known good ground
aftermarket electrical equipment from the vehicle. After before installing the part.
Upshift Lamp f The idle RPM.

Refer to Manual Transmission. f Ignition dwell time.
CMP Signal
General Description (Air Induction) The PCM uses this signal to determine the position of the
Air Induction System number 1 piston during its power stroke, allowing the
PCM to calculate true sequential multiport fuel injection
The air induction system filters contaminants from the (SFI). Loss of this signal will set a DTC P0341. If the CMP
outside air, and directs the progress of the air as it is signal is lost while the engine is running, the fuel injection
drawn into the engine. A remote-mounted air cleaner system will shift to a calculated sequential fuel injection
prevents dirt and debris in the air from entering the based on the last fuel injection pulse, and the engine will
engine. The air duct assembly routes filtered air to the continue to run. The engine can be restarted and will run
throttle body. Air enters the engine by to following steps: in the calculated sequential mode as long as the fault is
1. Through the throttle body. present, with a 1-in-6 chance of being correct.
2. Into the common chamber.
3. Through the cylinder head intake ports. Clear Flood Mode
4. Into the cylinders. Clear a flooded engine by pushing the accelerator pedal
down all the way. The PCM then de-energizes the fuel
injectors. The PCM holds the fuel injectors de-energized
as long as the throttle remains above 80% and the engine
speed is below 800 RPM. If the throttle position becomes
less than 80%, the PCM again begins to pulse the
injectors “ON” and “OFF,” allowing fuel into the cylinders.
Deceleration Mode
The PCM reduces the amount of fuel injected when it
detects a decrease in the throttle position and the air flow.
When deceleration is very fast, the PCM may cut off fuel
completely for short periods.
Engine Speed/Vehicle Speed/Fuel Disable

Mode
The PCM monitors engine speed. It turns off the fuel
injectors when the engine speed increase above 6400
RPM. The fuel injectors are turned back on when engine
speed decreases below 6150 RPM.
055RV010
Fuel Cutoff Mode

General Description (Fuel Metering) No fuel is delivered by the fuel injectors when the ignition
is “OFF.” This prevents engine run-on. In addition, the
Acceleration Mode PCM suspends fuel delivery if no reference pulses are
The PCM provides extra fuel when it detects a rapid detected (engine not running) to prevent engine flooding.
increase in the throttle position and the air flow.
Fuel Injector
Accelerator Controls The sequential multiport fuel injection (SFI) fuel injector is
The accelerator control system is a cable-type system a solenoid-operated device controlled by the PCM. The
with specific linkage adjustments. PCM energizes the solenoid, which opens a valve to allow
Refer to Cable Adjustment. fuel delivery.
The fuel is injected under pressure in a conical spray
Battery Voltage Correction Mode pattern at the opening of the intake valve. Excess fuel not
used by the injectors passes through the fuel pressure
When battery voltage is low, the PCM will compensate for
regulator before being returned to the fuel tank.
the weak spark by increasing the following:
f The amount of fuel delivered.
A fuel injector which is stuck partly open will cause a loss to 1 part of gasoline by weight, which allows the catalytic
of fuel pressure after engine shut down, causing long converter to operate most efficiently. Because of the
crank times. constant measuring and adjusting of the air/fuel ratio, the
fuel injection system is called a “closed loop” system.
The PCM monitors signals from several sensors in order
to determine the fuel needs of the engine. Fuel is
delivered under one of several conditions called “modes.”
All modes are controlled by the PCM.

The fuel pressure regulator is a diaphragm-operated
relief valve mounted on the fuel rail with fuel pump
pressure on one side and manifold pressure on the other
side. The fuel pressure regulator maintains the fuel
pressure available to the injector at three times
barometric pressure adjusted for engine load. It may be
serviced separate.
If the pressure is too low, poor performance and a DTC
P0131, DTC P0151,DTC P0171 or DTC P1171 will be the
result. If the pressure is too high, excessive odor and/or a
DTC P0132, DTC P0152,DTC P0172 or DTC P0175 will
be the result. Refer to Fuel System Diagnosis for
0003 information on diagnosing fuel pressure conditions.
Fuel Metering System Components
The fuel metering system is made up of the following
parts:
f The fuel injectors.
f The throttle body.
f The fuel rail.
f The fuel pressure regulator.
f The PCM.
f The crankshaft position (CKP) sensor.
f The camshaft position (CMP) sensor.
f The idle air control (IAC) valve.
f The fuel pump.
f The fuel pump relay.
Basic System Operation
The fuel metering system starts with the fuel in the fuel
tank. An electric fuel pump, located in the fuel tank,
pumps fuel to the fuel rail through an in-line fuel filter. The 0011
pump is designed to provide fuel at a pressure above the Fuel Pump Electrical Circuit
pressure needed by the injectors. A fuel pressure
regulator in the fuel rail keeps fuel available to the fuel When the key is first turned “ON,” the PCM energizes the
injectors at a constant pressure. A return line delivers fuel pump relay for two seconds to build up the fuel
unused fuel back to the fuel tank. Refer to Section 6C for pressure quickly. If the engine is not started within two
further information on the fuel tank, line filter, and fuel seconds, the PCM shuts the fuel pump off and waits until
pipes. the engine is cranked. When the engine is cranked and
the 58 X crankshaft position signal has been detected by
Fuel Metering System Purpose the PCM, the PCM supplies 12 volts to the fuel pump relay
to energize the electric in-tank fuel pump.
The basic function of the air/fuel metering system is to
An inoperative fuel pump will cause a “no-start” condition.
control the air/fuel delivery to the engine. Fuel is delivered
A fuel pump which does not provide enough pressure will
to the engine by individual fuel injectors mounted in the
result in poor performance.
intake manifold near each intake valve.
The main control sensor is the heated oxygen sensor Fuel Rail
(HO2S) located in the exhaust system. The HO2S tells
the PCM how much oxygen is in the exhaust gas. The The fuel rail is mounted to the top of the engine and
PCM changes the air/fuel ratio to the engine by controlling distributes fuel to the individual injectors. Fuel is
the amount of time that fuel injector is “ON.” The best delivered to the fuel inlet tube of the fuel rail by the fuel
mixture to minimize exhaust emissions is 14.7 parts of air lines. The fuel goes through the fuel rail to the fuel
pressure regulator. The fuel pressure regulator maintains
a constant fuel pressure at the injectors. Remaining fuel
is then returned to the fuel tank.
0006
Run Mode
055RV009
The run mode has the following two conditions:
f Open loop
Idle Air Control (IAC) Valve f Closed loop
The purpose of the idle air control (IAC) valve is to control When the engine is first started the system is in “open
engine idle speed, while preventing stalls due to changes loop” operation. In “open loop,” the PCM ignores the
in engine load. The IAC valve, mounted in the throttle signal from the heated oxygen sensor (HO2S). It
body, controls bypass air around the throttle plate. By calculates the air/fuel ratio based on inputs from the TP,
moving the conical valve (pintle) in (to decrease air flow) ECT, and MAF sensors.
or out (to increase air flow), a controlled amount of air can The system remains in “open loop” until the following
move around the throttle plate. If the RPM is too low, the conditions are met:
PCM will retract the IAC pintle, resulting in more air f The HO2S has a varying voltage output showing that
moving past the throttle plate to increase the RPM. If the it is hot enough to operate properly (this depends on
RPM is too high, the PCM will extend the IAC pintle, temperature).
allowing less air to move past the throttle plate, f The ECT has reached a specified temperature.
decreasing the RPM.
The IAC pintle valve moves in small steps called counts. f A specific amount of time has elapsed since starting
the engine.
During idle, the proper position of the IAC pintle is
calculated by the PCM based on battery voltage, coolant f Engine speed has been greater than a specified RPM
temperature, engine load, and engine RPM. If the RPM since start-up.
drops below a specified value, and the throttle plate is The specific values for the above conditions vary with
closed, the PCM senses a near-stall condition. The PCM different engines and are stored in the programmable
will then calculate a new IAC pintle valve position to read only memory (PROM). When these conditions are
prevent stalls. met, the system enters “closed loop” operation. In
If the IAC valve is disconnected and reconnected with the “closed loop,” the PCM calculates the air/fuel ratio
engine running, the idle RPM will be wrong. In this case, (injector on-time) based on the signal from the HO2S.
the IAC must be reset. The IAC resets when the key is This allows the air/fuel ratio to stay very close to 14.7:1.
cycled “ON” then “OFF.” When servicing the IAC, it
should only be disconnected or connected with the Starting Mode
ignition “OFF.” When the ignition is first turned “ON,” the PCM energizes
The position of the IAC pintle valve affects engine start-up the fuel pump relay for two seconds to allow the fuel pump
and the idle characteristics of the vehicle. If the IAC pintle to build up pressure. The PCM then checks the engine
is fully open, too much air will be allowed into the manifold. coolant temperature (ECT) sensor and the throttle
This results in high idle speed, along with possible hard position (TP) sensor to determine the proper air/fuel ratio
starting and a lean air/fuel ratio. DTC P0507 or DTC for starting.
P1509 may set. If the IAC pintle is stuck closed, too little The PCM controls the amount of fuel delivered in the
air will be allowed in the manifold. This results in a low idle starting mode by adjusting how long the fuel injectors are
speed, along with possible hard starting and a rich air/fuel energized by pulsing the injectors for very short times.
ratio. DTC P0506 or DTC P1508 may set. If the IAC
pintle is stuck part-way open, the idle may be high or low
and will not respond to changes in the engine load.
Throttle Body Unit

The throttle body has a throttle plate to control the amount
of air delivered to the engine. The TP sensor and IAC
valve are also mounted on the throttle body. Vacuum
ports located behind the throttle plate provide the vacuum
signals needed by various components.
Engine coolant is directed through a coolant cavity in the
throttle body to warm the throttle valve and to prevent
icing.
0014

the ignition sequence. The sensor initiates the 58X
and crankshaft position. Refer to Electronic Ignition
System for additional information.
0019
Electronic Ignition
The electronic ignition system controls fuel combustion
General Description (Electronic by providing a spark to ignite the compressed air/fuel
Ignition System) mixture at the correct time. To provide optimum engine
performance, fuel economy, and control of exhaust
Camshaft Position (CMP) Sensor emissions, the PCM controls the spark advance of the
The camshaft position (CMP) sensor is located on the ignition system. Electronic ignition has the following
timing cover near the camshaft sprocket. As the advantages over a mechanical distributor system:
camshaft sprocket turns, a magnet in the sprocket f No moving parts.
activates the Hall-effect switch in the CMP sensor. When f Less maintenance.
the Hall-effect switch is activated, it grounds the signal f Remote mounting capability.
line to the PCM, pulling the camshaft position sensor f No mechanical load on the engine.
signal circuit’s applied voltage low. This is a CMP signal.
f More coil cooldown time between firing events.
The CMP signals is created as piston #1 is approximately
25° after top dead counter on the power stroke. If the f Elimination of mechanical timing adjustments.
correct CMP signal is not received by the PCM, DTC f Increased available ignition coil saturation time.
P0341 will be set.
f Knock signal (knock sensor).
f Park/Neutral position (PRNDL input).
f Vehicle speed (vehicle speed sensor).
f PCM and ignition system supply voltage.
f The crankshaft positron (CKP) sensor sends the
PCM a 58X signal related to the exact position of the
crankshaft.
0013
Ignition Coils
A separate coil-at-plug module is located at each spark
plug. The coil-at-plug module is attached to the engine
with two screws. It is installed directly to the spark plug by
an electrical contact inside a rubber boot. A three-way
connector provides 12-volt primary supply from the
15-amp ignition fuse, a ground-switching trigger line from
the PCM, and a ground.
TS22909
f The camshaft position (CMP) sensor sends a signal

related to the position of the camshaft.
f The knock sensor tells the PCM if there is any
problem with pre-ignition or detonation. This
information allows the PCM to retard timing, if
necessary.
0001
Ignition Control
The ignition control (IC) spark timing is the PCM’s method
of controlling the spark advance and the ignition dwell.
The IC spark advance and the ignition dwell are
calculated by the PCM using the following inputs:
f Engine speed.
TS24037
f Crankshaft position (58X reference). Based on these sensor signals and engine load
f Camshaft position (CMP) sensor. information, the PCM sends 5V to each ignition coil.
the coil-at-plug module. When the PCM shuts off the

5-volt signal to the ignition control module, the ground
path for the primary coil is broken. The magnetic field
collapses and induces a high voltage secondary impulse
which fires the spark plug and ignites the air/fuel mixture.
The circuit between the PCM and the ignition coil is
monitored for open circuits, shorts to voltage, and shorts
to ground. If the PCM detects one of these events, it will
set one of the following DTCs:
f P0351: Ignition coil Fault on Cylinder #1
Knock Sensor (KS) PCM Input

060RW015
The knock sensor (KS) system is comprised of a knock
The PCM applies 5V signal voltage to the ignition coil sensor and the PCM. The PCM monitors the KS signals
requiring ignition. This signal sets on the power transistor to determine when engine detonation occurs. When a
of the ignition coil to establish a grounding circuit for the knock sensor detects detonation, the PCM retards the
primary coil, applying battery voltage to the primary coil. spark timing to reduce detonation. Timing may also be
At the ignition timing, the PCM stops sending the 5V retarded because of excessive mechanical engine or
signal voltage. Under this condition the power transistor transmission noise.
of the ignition coil is set off to cut the battery voltage to the
primary coil, thereby causing a magnetic field generated Powertrain Control Module (PCM)
in the primary coil to collapse. On this moment a line of The PCM is responsible for maintaining proper spark and
magnetic force flows to the secondary coil, and when this fuel injection timing for all driving conditions. To provide
magnetic line crosses the coil, high voltage induced by optimum driveability and emissions, the PCM monitors
the secondary ignition circuit to flow through the spark the input signals from the following components in order
plug to the ground. to calculate spark timing:
f Intake air temperature (IAT) sensor.
f Mass air flow (MAF) sensor.
f PRNDL input from transmission range switch.
f Vehicle speed sensor (VSS) .
f Crankshaft position (CKP) sensor.
Spark Plug
Although worn or dirty spark plugs may give satisfactory
operation at idling speed, they frequency fail at higher
engine speeds. Faulty spark plugs may cause poor fuel
economy, power loss, loss of speed, hard starting and
generally poor engine performance. Follow the
scheduled maintenance service recommendations to
ensure satisfactory spark plug performance. Refer to
Maintenance and Lubrication.
Normal spark plug operation will result in brown to
TS24047
grayish-tan deposits appearing on the insulator portion of
Ignition Control PCM Output the spark plug. A small amount of red-brown, yellow, and
white powdery material may also be present on the
The PCM provides a zero volt (actually about 100 mV to
insulator tip around the center electrode. These deposits
200 mV) or a 5-volt output signal to the ignition control (IC)
are normal combustion by-products of fuels and
module. Each spark plug has its own primary and
lubricating oils with additives. Some electrode wear will
secondary coil module (”coil-at-plug”) located at the spark
also occur. Engines which are not running properly are
plug itself. When the ignition coil receives the 5-volt signal
often referred to as “misfiring.” This means the ignition
from the PCM, it provides a ground path for the B+ supply
spark is not igniting the air/fuel mixture at the proper time.
to the primary side of the coil-at -plug module. This
While other ignition and fuel system causes must also be
energizes the primary coil and creates a magnetic field in
considered, possible causes include ignition system Excessive gap means that the air space between the
conditions which allow the spark voltage to reach ground center and the side electrodes at the bottom of the spark
in some other manner than by jumping across the air gap plug is too wide for consistent firing. This may be due to
at the tip of the spark plug, leaving the air/fuel mixture improper gap adjustment or to excessive wear of the
unburned. Refer to DTC P0300. Misfiring may also occur electrode during use. A check of the gap size and
when the tip of the spark plug becomes overheated and comparison to the gap specified for the vehicle in
ignites the mixture before the spark jumps. This is Maintenance and Lubrication will tell if the gap is too wide.
referred to as “pre-ignition.” A spark plug gap that is too small may cause an unstable
Spark plugs may also misfire due to fouling, excessive idle condition. Excessive gap wear can be an indication
gap, or a cracked or broken insulator. If misfiring occurs of continuous operation at high speeds or with engine
before the recommended replacement interval, locate loads, causing the spark to run too hot. Another possible
and correct the cause. cause is an excessively lean fuel mixture.
Carbon fouling of the spark plug is indicated by dry, black
carbon (soot) deposits on the portion of the spark plug in
the cylinder. Excessive idling and slow speeds under
light engine loads can keep the spark plug temperatures
so low that these deposits are not burned off. Very rich
fuel mixtures or poor ignition system output may also be
the cause. Refer to DTC P0172.
Oil fouling of the spark plug is indicated by wet oily
deposits on the portion of the spark plug in the cylinder,
usually with little electrode wear. This may be caused by
oil during break-in of new or newly overhauled engines.
Deposit fouling of the spark plug occurs when the normal
red-brown, yellow or white deposits of combustion by
products become sufficient to cause misfiring. In some
cases, these deposits may melt and form a shiny glaze on
the insulator around the center electrode. If the fouling is
found in only one or two cylinders, valve stem clearances
or intake valve seals may be allowing excess lubricating
oil to enter the cylinder, particularly if the deposits are
heavier on the side of the spark plug facing the intake TS23992
valve. Low or high spark plug installation torque or improper

seating can result in the spark plug running too hot and
can cause excessive center electrode wear. The plug
and the cylinder head seats must be in good contact for
proper heat transfer and spark plug cooling. Dirty or
damaged threads in the head or on the spark plug can
keep it from seating even though the proper torque is
applied. Once spark plugs are properly seated, tighten
them to the torque shown in the Specifications Table. Low
torque may result in poor contact of the seats due to a
loose spark plug. Overtightening may cause the spark
plug shell to be stretched and will result in poor contact
between the seats. In extreme cases, exhaust blow-by
and damage beyond simple gap wear may occur.
Cracked or broken insulators may be the result of
improper installation, damage during spark plug
re-gapping, or heat shock to the insulator material. Upper
insulators can be broken when a poorly fitting tool is used
during installation or removal, when the spark plug is hit
from the outside, or is dropped on a hard surface. Cracks
TS23995 in the upper insulator may be inside the shell and not
visible. Also, the breakage may not cause problems until with cracked or broken insulators should always be
oil or moisture penetrates the crack later. replaced.
A/C Clutch Diagnosis
A/C Clutch Circuit Operation
A 12-volt signal is supplied to the A/C request input of the
PCM when the A/C is selected through the A/C control
switch.
The A/C compressor clutch relay is controlled through the
PCM. This allows the PCM to modify the idle air control
position prior to the A/C clutch engagement for better idle
quality. If the engine operating conditions are within their
specified calibrated acceptable ranges, the PCM will
enable the A/C compressor relay. This is done by
providing a ground path for the A/C relay coil within the
PCM. When the A/C compressor relay is enabled,
battery voltage is supplied to the compressor clutch coil.
The PCM will enable the A/C compressor clutch
whenever the engine is running and the A/C has been
requested. The PCM will not enable the A/C compressor
clutch if any of the following conditions are met:
TS23994
A broken or cracked lower insulator tip (around the center f The throttle is greater than 90%.
electrode) may result from damage during re-gapping or f The engine speed is greater than 6315 RPM.
from “heat shock” (spark plug suddenly operating too f The ECT is greater than 119°C (246°F).
hot).
f The IAT is less than 5°C (41°F).
f The throttle is more than 80% open.
A/C Clutch Circuit Purpose

The A/C compressor operation is controlled by the
powertrain control module (PCM) for the following
reasons:
f It improvises idle quality during compressor clutch
engagement.
f It improvises wide open throttle (WOT) performance.
f It provides A/C compressor protection from operation
with incorrect refrigerant pressures.
The A/C electrical system consists of the following
components:
f The A/C control head.
f The A/C refrigerant pressure switches.
f The A/C compressor clutch.
f The A/C compressor clutch relay.
TS23993
f The PCM.
f Damage during re-gapping can happen if the gapping
tool is pushed against the center electrode or the A/C Request Signal
insulator around it, causing the insulator to crack.
When re-gapping a spark plug, make the adjustment This signal tells the PCM when the A/C mode is selected
by bending only the ground side terminal, keeping the at the A/C control head. The PCM uses this to adjust the
tool clear of other parts. idle speed before turning on the A/C clutch. The A/C
f ”Heat shock” breakage in the lower insulator tip compressor will be inoperative if this signal is not
generally occurs during several engine operating available to the PCM.
conditions (high speeds or heavy loading) and may be Refer to A/C Clutch Circuit Diagnosis for A/C wiring
caused by over-advanced timing or low grade fuels. diagrams and diagnosis for A/C electrical system.
Heat shock refers to a rapid increase in the tip
temperature that causes the insulator material to
crack.
Spark plugs with less than the recommended amount of
service can sometimes be cleaned and re-gapped , then
returned to service. However, if there is any doubt about
the serviceability of a spark plug, replace it. Spark plugs
General Description (Evaporative (EVAP) Emission System)

EVAP Emission Control System Purpose purge solenoid control is pulse-width modulated (PWM)
The basic evaporative emission (EVAP) control system (turned on and off several times a second). The duty
used on all vehicles is the charcoal canister storage cycle (pulse width) is determined by engine operating
method. Gasoline vapors from the fuel tank flow into the conditions including load, throttle positron, coolant
canister through the inlet labeled “TANK.” These vapors temperature and ambient temperature. The duty cycle is
are absorbed into the activated carbon (charcoal) storage calculated by the PCM. The output is commanded when
device (canister) in order to hold the vapors when the the appropriate conditions have been met. These
vehicle is not operating. The canister is purged by PCM conditions are:
control when the engine coolant temperature is over 60°C f The engine is fully warmed up.
(140°F), the IAT reading is over 10°C (50°F), and the f The engine has been running for a specified time.
engine has been running. Air is drawn into the canister f The IAT reading is above 10°C (50°F).
through the air inlet grid. The air mixes with the vapor and A continuous purge condition with no purge commanded
the mixture is drawn into the intake manifold. by the PCM will set a DTC P1441.
Poor idle, stalling and poor driveability can be caused by:
EVAP Emission Control System Operation f A malfunctioning purge solenoid.
The EVAP canister purge is controlled by a solenoid valve
f A damaged canister.
that allows the manifold vacuum to purge the canister.
The powertrain control module (PCM) supplies a ground f Hoses that are split, cracked, or not connected
to energize the solenoid valve (purge on). The EVAP properly.
Enhanced Evaporative Emission Control System

The basic purpose of the Enhanced Evaporative system can test the evaporative system integrity by
Emissions control system is the same as other EVAP applying a vacuum signal (ported or manifold) to the fuel
systems. A charcoal-filled canister captures and stores tank to create a small vacuum. The PCM then monitors
gasoline fumes. When the PCM determines that the time the ability of the system to maintain the vacuum. If the
is right, it opens a purge valve which allows engine vacuum remains for a specified period of time, there are
vacuum to draw the fumes into the intake manifold. no evaporative leaks and a PASS report is sent to the
The difference between this and other systems is that the diagnostic executive. If there is a leak, the system either
PCM monitors the vacuum and/or pressure in the system will not achieve a vacuum, or a vacuum cannot be
to determine if there is any leakage. If the PCM maintained. Usually, a failure can only be detected after a
determines that the EVAP system is leaking or not cold start with a trip of sufficient length and driving
functioning properly, it sets a Diagnostic Trouble Code conditions to run the needed tests. The enhanced EVAP
(DTC) in the PCM memory. system diagnostic will conduct up to eight specific
The enhanced EVAP system is required to detect sub-tests to detect fault conditions. If the diagnostic fails
evaporative fuel system leaks as small as 0.040 in. (1.0 a sub-test, the PCM will store a Diagnostic Trouble Code
mm) between the fuel filler cap and purge solenoid. The (DTC) to indicate the type of detected.
C06RW006
Legend (11) Vent Solenoid Driver Signal from PCM

(1) Vent Solenoid (12) Vent Filter
(2) EVAP Purge Solenoid (13) Fuel Tank Pressure Sensor
(3) Throttle Body (14) Fuel Tank Pressure Signal to PCM
(4) Fuel Filler Neck (15) 5 Volt Reference “A” Circuit from PCM
(5) Fuel Tank (16) Sensor Ground Circuit from PCM
(6) Rollover Valve (17) Fuel Level Sensor
(7) EVAP Canister (18) Fuel Level Signal to PCM
(8) Ignition Feed (19) 5 Volt Return
(10) EVAP Purge Solenoid Driver Signal from PCM
Electrical Components voltage and a ground to the sensor. The sensor will
The electrical components that make up the enhanced return a voltage between 0.1 and 4.9 volts. When the
EVAP system are: air pressure in the fuel tank is equal to the outside air
pressure, such as when the fuel cap is removed, the
f Fuel Tank Pressure Sensor. The fuel tank pressure
output voltage of the sensor will be 1.3 to 1.7 volts.
sensor is a three-wire strain gauge sensor similar to a
common MAP sensor. However, the fuel tank When the air pressure in the fuel tank is 4.5 in. H2O
pressure sensor has very different electrical (1.25 kPa), the sensor output voltage will be 0.5 ± 0.2 V.
characteristics due to its pressure differential design. When there is neither vacuum nor pressure in the fuel
The sensor measures the difference between the air tank, the sensor voltage will be 1.5 V. At –14 in. H2O
pressure (or vacuum) in the fuel tank and the outside (–3.75 kPa), the sensor voltage will be 4.5 ± 0.2 V.
air pressure.
The sensor mounts at the top of the fuel pump
assembly. A three-wire electrical harness connects it to
the PCM. The PCM supplies a five-volt reference
f EVAP Canister Purge Solenoid. Normally closed, the f Fuel Level Sensor. The fuel level sensor is an
purge solenoid opens upon the PCM’s signal to allow important input to the PCM for the enhanced EVAP
engine vacuum to purge gasoline fumes from the system diagnostic. The PCM needs fuel level
canister. Mounted on the water pipe to front of the information to know the volume of fuel in the tank.
engine assembly. The fuel level affects the rate of change of air
pressure in the EVAP system. Several of the
enhanced EVAP system diagnostic sub-tests are
dependent upon correct fuel level information. The
diagnostic will not run when the tank is less than 15%
or more than 85% full. Be sure to diagnose any Fuel
Level Sensor DTCs first, as they can cause other
DTCs to set.
014RW093
f EVAP Canister Vent Solenoid. Located next to the

canister, the vent solenoid opens to allow air into the
EVAP system. Fresh air is necessary to completely
remove gasoline fumes from the canister during
purge. The EVAP vent solenoid closes to seal off the
evaporative emissions system for leak testing.
014RW114
f Manifold Absolute Pressure (MAP) Sensor. The

PCM compares the signals from the fuel tank
pressure sensor and the MAP sensor to ensure that a
relative vacuum is maintained the EVAP system.
014RW132
055RW004
Non-Electrical Components f Disconnected or damaged EVAP vent hose

f Purge/Vacuum Hoses. Made of rubber compounds, f Disconnected, damaged, pinched, or blocked fuel
these hoses route the gasoline fumes from their tank vapor line
sources to the canister and from the canister to the f Disconnected or faulty EVAP purge solenoid
intake air flow. f Disconnected or faulty EVAP vent solenoid
f EVAP Canister. Mounted on a bracket ahead of the f Open ignition feed circuit to the EVAP vent or purge
fuel tank, the canister stores fuel vapors until the PCM solenoid
determines that engine conditions are right for them
to be remove and burned. f Damaged EVAP canister
f Fuel Tank. The tank has a built-in air space designed f Leaking fuel sender assembly O-ring
for the collection of gasoline fumes. f Leaking fuel tank or fuel filler neck
A restricted or blocked EVAP vent path is detected by
drawing vacuum into the EVAP system, turning “OFF” the
EVAP vent solenoid and the EVAP purge solenoid (EVAP
vent solenoid “OPEN,” EVAP purge Pulse Width
Modulate (PWM) “0%”) and monitoring the fuel tank
vacuum sensor input. With the EVAP vent solenoid open,
any vacuum in the system should decrease quickly
unless the vent path is blocked. A blockage like this will
set DTC P0446 and can be caused by the following
conditions:
f Faulty EVAP vent solenoid (stuck closed)
f Plugged, kinked or pinched vent hose
f Shorted EVAP vent solenoid driver circuit
f Plugged EVAP canister
The PCM supplies a ground to energize the purge
solenoid (purge “ON”). The EVAP purge control is PWM,
or turned “ON” and “OFF,” several times a second. The
duty cycle (pulse width) is determined by engine
014RW129
operating conditions including load, throttle position,
f Vacuum Source. The vacuum source is split between coolant temperature and ambient temperature. The duty
two ports, one on either side of the throttle body. cycle is calculated by the PCM and the output is
f Fuel Cap. The fuel cap is designed to be an integral commanded when the appropriate conditions have been
part of the EVAP system. met.
The system checks for conditions that cause the EVAP
System Fault Detection system to purge continuously by commanding the EVAP
The EVAP leak detection strategy is based on applying vent solenoid “ON” and the EVAP purge solenoid “OFF”
vacuum to the EVAP system and monitoring vacuum (EVAP vent solenoid “CLOSED,” EVAP purge PWM
decay. The PCM monitors vacuum level via the fuel tank “0%”). If fuel tank vacuum level increases during the test,
pressure sensor. At an appropriate time, the EVAP purge a continuous purge flow condition is indicated, which will
solenoid and the EVAP vent solenoid are turned “ON,” set a DTC P1441. This can be cause by the following
allowing the engine vacuum to draw a small vacuum on conditions:
the entire evaporative emission system. f EVAP purge solenoid leaking
After the desired vacuum level has been achieved, the
f EVAP purge and engine vacuum lines switched at the
EVAP purge solenoid is turned “OFF,” sealing the system. EVAP purge solenoid
A leak is detected by monitoring for a decrease in vacuum
level over a given time period, all other variables f EVAP purge solenoid driver circuit grounded
remaining constant. A small leak in the system will cause
DTC P0442 to be set. General Description (Exhaust Gas
If the desired vacuum level cannot be achieved in the test
described above, a large leak or a faulty EVAP purge Recirculation (EGR) System)
solenoid is indicated.
EGR Purpose
Leaks can be caused by the following conditions:
f Disconnected or faulty fuel tank pressure sensor The exhaust gas recirculation (EGR) system is use to
reduce emission levels of oxides of nitrogen (NOx). NOx
f Missing or faulty fuel cap emission levels are caused by a high combustion
f Disconnected, damaged, pinched, or blocked EVAP temperature. The EGR system lowers the NOx emission
purge line levels by decreasing the combustion temperature.
The linear EGR valve is usually activated under the
f Warm engine operation.
f Above-idle speed.
Too much EGR flow at idle, cruise or cold operation may
cause any of the following conditions to occur:
f Engine stalls after a cold start.
f Engine stalls at idle after deceleration.
f Vehicle surges during cruise.
f Rough idle.
f DTC P0300 (misfire detected).
Too little or no EGR flow may allow combustion
temperatures to get too high. This could cause:
f Spark knock (detonation).
f Engine overheating.
f Emission test failure.
f DTC P0401 (EGR flow test).
f Poor fuel economy.
057RW002
Linear EGR Valve

The main element of the system is the linear EGR valve.
The EGR valve feeds small amounts of exhaust gas back
into the combustion chamber. The fuel/air mixture will be
diluted and combustion temperatures reduced.
Linear EGR Control

The PCM monitors the EGR actual positron and adjusts
the pintle position accordingly. The uses information from 0017
the following sensors to control the pintle position:

f Engine coolant temperature (ECT) sensor. EGR Pintle Position Sensor
f Throttle position (TP) sensor. The PCM monitors the EGR valve pintle position input to
endure that the valve responds properly to commands
f Mass air flow (MAF) sensor. from the PCM and to detect a fault if the pintle position
sensor and control circuits are open or shorted. If the
Linear EGR Valve Operation and Results PCM detects a pintle position signal voltage outside the
of Incorrect Operation normal range of the pintle position sensor, or a signal
The linear EGR valve is designed to accurately supply voltage that is not within a tolerance considered
EGR to the engine independent of intake manifold acceptable for proper EGR system operation, the PCM
vacuum. The valve controls EGR flow from the exhaust will set DTC P1406.
to the intake manifold through an orifice with a PCM
controlled pintle. During operation, the PCM controls
pintle position by monitoring the pintle position feedback General Description (Positive
signal. The feedback signal can be monitored with a Tech Crankcase Ventilation (PCV) System)
2 as “Actual EGR Pos.” “Actual EGR Pos.” should always
be near the commanded EGR position (”Desired EGR Crankcase Ventilation System Purpose
Pos.”). If a problem with the EGR system will not allow the The crankcase ventilation system is use to consume
PCM to control the pintle position properly, DTC P1406 crankcase vapors in the combustion process instead of
will set. The PCM also tests for EGR flow. If incorrect flow venting them to the atmosphere. Fresh air from the
is detected, DTC P0401 will set. If DTCs P0401 and/or throttle body is supplied to the crankcase and mixed with
P1406 are set, refer to the DTC charts. blow-by gases. This mixture is then passed through the
positive crankcase ventilation (PCV) valve into the

common chamber.
Crankcase Ventilation System Operation

The primary control is through the positive crankcase
ventilation (PCV) valve. The PCV valve meters the flow at
a rate that depends on the intake vacuum. The PCV valve
restricts the flow when the inlet vacuum is highest. In
addition, the PCV valve can seal the common chamber
off in case of sudden high pressure in the crankcase.
028RV002
028RW002
While the engine is running, exhaust fuses and small During normal, part-throttle operation, the system is
amounts of the fuel/air mixture escape past the piston designed to allow crankcase gases to flow through the
rings and enter the crankcase. These gases are mixed PCV valve into the throttle body to be consumed by
with clean air entering through a tube from the air intake normal combustion.
duct. A plugged valve or PCV hose may cause the following
conditions:
f Rough idle.
f Stalling of slow idle speed.
f Oil leaks.
f Sludge in the engine.
A leaking PCV hose would cause:
f Rough idle.
f Stalling.
f High idle speed.
Special Tools
TOOL NO. TOOL NO.
TOOL NAME TOOL NAME
J 39200
High Impedance J 37027-A
Multimeter (Digital IAC Motor Analyzer
Voltmeter – DVM)
(1) PCMCIA Card

(2) RS232 Loop Back
J 23738-A
Connector
Vacuum Pump with
Gauge
(4) DLC Cable
(5) TECH–2
BT-8515/8515V
J 34142-B
Exhaust Back Pressure
Unpowered Test Light
Tester
J 39194-B
Connector Test Adapter
Kit J 35616-A/BT-8637
Wrench
J 26792/BT-7220-1 J 35689-A
Spark Tester Terminal Remover
J 34730-E J 28742-A
Port Fuel Injection Weather Pack II
Diagnostic Kit Terminal Remover
TOOL NO. 1. J 41413 EVAP Pressure/Purge Diagnostic Station is

ILLUSTRATION a multipurpose tool which is used to perform several
TOOL NAME
diagnostic procedures for enhanced emission
testing. The station will accommodate a nitrogen gas
filled cylinder which is used to pressurize the vehicle
EVAP system for a leakdown test and leak location
J 39021-90 test when a vehicle is repaired for leakage in the
Injector Switch Box enhanced evaporative emission control system. It
also has two additional gauges (inches of mercury
and inches of water) which are used to measure both
source vacuum and EVAP canister purge vacuum to
verify correct operation and vapor flow within the
canister purge circuit.
2. J 41416 Ultrasonic Leak Detector is a
microprocessor-based device used to detect leaks in
the enhanced evaporative emission control system.
J 39021-65 The evaporative system is pressurized to 30 inches of
Injector Test Light water using the J 41413 EVAP Pressure/Purge
Diagnostic System. Small leaks in the EVAP system
will emit sound at a high frequency undetectable by a
human ear but detectable with the J 41416. The
technician traces along the evaporative system and
can pinpoint leaks due to corroded lines, cracked
hoses, or a damaged EVAP component. The
detector includes a high quality set of headphones to
block out surrounding shop noise and the LED
J 41413! sensitivity meter allows a visual reference for locating
EVAP Pressure/Purge leaks in conjunction with the audio output heard
Diagnostic Station through the headphones. Powered by (1) nine volt
battery.
J 41416@
Ultrasonic Leak Detector
SECTION
ENGINE EXHAUST (6VD1 3.2L) 6F–1

RODEO
ENGINE
ENGINE EXHAUST (6VD1 3.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6F–1 Forked Exhaust Pipe . . . . . . . . . . . . . . . . . . . . 6F–5
General Description . . . . . . . . . . . . . . . . . . . . . 6F–2 Forked Exhaust Pipe and Associated Parts 6F–5
Three Way Catalytic Converter RH and Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–5
Forked Exhaust Pipe . . . . . . . . . . . . . . . . . . . . 6F–3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–5
Three Way Catalytic Converter RH and Exhaust Silencer . . . . . . . . . . . . . . . . . . . . . . . . 6F–6
Forked Exhaust Pipe and Associated Parts 6F–3 Exhaust Silencer and Associated Parts . . . 6F–6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–6
Three Way Catalytic Converter LH and Rear Exhaust pipe . . . . . . . . . . . . . . . . . . . . . . . 6F–7
Forked Exhaust Pipe . . . . . . . . . . . . . . . . . . . . 6F–4 Rear Exhaust pipe and Associated Parts . 6F–7
Three Way Catalytic Converter LH and Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–7
Forked Exhaust Pipe and Associated Parts 6F–4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–4
Main Data and Specifications . . . . . . . . . . . . . 6F–8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6F–4
Service Precaution
systems.
6F–2 ENGINE EXHAUST (6VD1 3.2L)
General Description
150RW023
When inspecting or replacing exhaust system Three Way Catalytic Converter

components, make sure there is adequate clearance The three way catalytic converter is an emission control
from all points on the underbody to prevent overheating
device added to the exhaust system to reduce pollutants
the floor pan and possible damage to the passenger
from the exhaust gas stream.
compartment insulation and trim materials.
CAUTION: The catalytic converter requires the use
Check complete exhaust system and nearby body areas of unleaded fuel only.
and rear compartment lid for broken, damaged, missing
or mispositioned parts, open seams, holes, loose Periodic maintenance of the exhaust system is not
connections or other deterioration which could permit required. If the vehicle is raised for other service, it is
exhaust fumes to seep into the rear compartment or advisable to check the condition of the complete exhaust
passenger compartment. Dust or water in the rear system.
compartment may be an indication of a problem in one of A dual bed monolith catalytic converter is used in
these areas. Any faulty areas should be corrected combination with three way catalytic converter.
immediately.
Catalytic Converter Types:
Hangers Three way (Reduction/Oxidation) catalyst
Various types of hangers are used to support exhaust The catalyst coating on the three way (reduction)
system(s). These include conventional rubber straps, converter contains platinum and rhodium which lowers
rubber rings, and rubber blocks. the levels of nitrous oxide (NOx) as well as hydrocarbons
The installation of exhaust system supports is very (HC) and carbon monoxide (Co).
important, as improperly installed supports can cause
annoying vibrations which can be difficult to diagnose.
Gasket
The gasket must be replaced whenever a new exhaust
pipe, muffler or catalytic converter is installed.
Three Way Catalytic Converter RH and Forked Exhaust Pipe

Three Way Catalytic Converter RH and Forked Exhaust Pipe and Associated
Parts
150RW024
Legend (6) O2 Sensor Terminal Connector

(1) Three Way Catalytic Converter Fixing Nuts (7) Mass Damper
(2) O2 Sensor Terminal Connector (8) Forked Exhaust Pipe
(3) Three Way Catalytic Converter RH (9) Forked Exhaust Pipe Fixing Nuts
(4) Mounting Rubber (10) Exhaust Silencer Fixing Nuts
(5) Forked Exhaust Pipe Fixing Bolts (11) Forked Exhaust Pipe Fixing Bolts
1. Disconnect battery ground cable. 1. Install the three way catalytic converter (3) and the
2. Lift up the vehicle and support with suitable safety mounting rubber (4), and tighten the fixing nuts (1) to
stands. the specified torque.
3. Disconnect O2 sensor harness connectors (2) (6). Torque
4. Remove the forked exhaust pipe fixing bolts and nuts Nuts : 67 N·m (49 lb ft)
(5) (9) (11) and the exhaust silencer fixing nuts (10), 2. Install the forked exhaust pipe (8) and the mass
then remove the forked exhaust pipe (8) and the damper (7), and tighten the fixing bolts (5) & nuts (9)
mass damper. (10) to the specified torque.
5. Remove the three way catalytic converter fixing nuts Torque
(1) and the mounting rubber (4), then remove the
Bolts&Nuts : 43 N·m (32 lb ft)
three way catalytic converter (3).
Nuts : 43 N·m (32 lb ft)
3. Connect the O2 sensor connectors (2) (6).
Three Way Catalytic Converter LH and Forked Exhaust Pipe

Three Way Catalytic Converter LH and Forked Exhaust Pipe and Associated
Parts
150RW025
Legend (6) Forked Exhaust Pipe Fixing Bolts

(1) Forked Exhaust Pipe Fixing Bolts (7) Mounting Rubber
(2) Mass Damper (8) O2 Sensor Terminal Connector
(3) Forked Exhaust Pipe (9) Three Way Catalytic Converter LH
(4) Forked Exhaust Pipe Fixing Nuts (10) O2 Sensor Terminal Connector
(5) Exhaust Silencer Fixing Nuts (11) Three Way Catalytic Converter Fixing Nuts
1. Disconnect battery ground cable. 1. Install the three way catalytic converter (9) and the
2. Lift up the vehicle and support with suitable safety mounting rubber (7), and tighten the fixing nuts (11) to
stands. the specific torque.
3. Disconnect O2 sensor harness connectors (8) (10). Torque
4. Remove the forked exhaust pipe fixing bolts and nuts Nuts: 67 N·m (49 lb ft)
(1) (4) (6) and the exhaust silencer fixing nuts (5), then 2. Install the forked exhaust pipe (3) and the mass
remove the forked exhaust pipe (3) and the mass damper (2), and tighten the fixing bolts (1) (6) and
damper (2). nuts (4) (5) to the specified torque.
5. Remove the three way catalytic converter fixing nuts Torque
(11) and the mounting rubber (7), then remove the
Bolts&Nuts: 43 N·m (32 lb ft)
three way catalytic converter (9).
3. Connect the O2 sensor connectors (8) (10).
Forked Exhaust Pipe

Forked Exhaust Pipe and Associated Parts
150RW026
Legend (4) Forked Exhaust Pipe Fixing Nuts

(1) Mass Damper (5) Exhaust Silencer Fixing Nuts
(2) Forked Exhaust Pipe Fixing Bolts (6) Forked Exhaust Pipe Fixing Bolts
(3) Forked Exhaust Pipe
1. Disconnect battery ground cable. 1. Install the forked exhaust pipe (3) and the mass
2. Lift up the vehicle and support with suitable safety damper (1), and tighten the fixing bolts (2) (6) and the
stands. nuts (4) (5) to the specified torque.
3. Remove the forked exhaust pipe fixing bolts & nuts Torque
(2) (4) (6) and the exhaust silencer fixing nuts (5), then Bolts&nuts : 43 N·m (32 lb ft)
remove the forked exhaust pipe (3) and the mass Nuts : 43 N·m (32 lb ft)
damper (1).
Exhaust Silencer
Exhaust Silencer and Associated Parts
150RW027
Legend (3) Exhaust Silencer

(1) Forked Exhaust Pipe (4) Exhaust Silencer Fixing Nuts
(2) Support Rubber Fixing Nuts (5) Rear Exhaust Pipe Fixing Nuts
1. Disconnect battery ground cable. 1. Install the exhaust silencer (3) and tighten the fixing
2. Lift up the vehicle and support with suitable safety nuts (4) (5) to the specified torque.
stands. Torque
3. Remove the support rubber fixing nuts (2), the Nuts: 43 N·m (32 lb ft)
exhaust silencer fixing nuts (4) and rear exhaust pipe 2. Tighten the support rubber fixing nuts (2) to the
fixing nuts (5), then remove the exhaust silencer (3). specified torque.
Torque
Bolts: 15 N·m (11 lb ft)
Rear Exhaust pipe

Rear Exhaust pipe and Associated Removal
Parts 1. Disconnect battery ground cable.
2. Lift up the vehicle and support with suitable safety
stands.
3. Remove the rear exhaust fixing nuts (2) and the
mounting rubbers (1) (3), then remove the rear
exhaust pipe (4).
Installation
1. Install the rear exhaust pipe (4) and the mounting
rubbers (1) (3), then tighten the fixing nuts (2) to the
specified torque.
Torque
150RW028
Legend
(1) Mounting Rubber
(2) Rear Exhaust Pipe Fixing Nuts
(3) Mounting Rubber
(4) Rear Exhaust Pipe

150RW033
SECTION
ENGINE LUBRICATION (6VD1 3.2L) 6G–1

RODEO
ENGINE
ENGINE LUBRICATION (6VD1 3.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6G–1 Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–9
General Description . . . . . . . . . . . . . . . . . . . . . 6G–2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–9
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–9
Oil Pump and Associated Parts . . . . . . . . . . 6G–3 Oil Pump Oil Seal . . . . . . . . . . . . . . . . . . . . . . . 6G–11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–4 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–11
Inspection and Repair . . . . . . . . . . . . . . . . . . 6G–4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–11
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–5 Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–12
Oil Pan and Crankcase . . . . . . . . . . . . . . . . . . 6G–7 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–12
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–7 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6G–7 Main Data and Specification . . . . . . . . . . . . . . 6G–13
Service Precaution
systems.
6G–2 ENGINE LUBRICATION (6VD1 3.2L)
General Description
C06RW003
Legend (10) Connecting Rod Bearing

(1) Oil Strainer (11) Connecting Rod
(2) Oil Pump (12) Piston
(3) Relief Valve (13) Oil Gallery; Cylinder Head
(4) Oil Pressure Switch (14) Camshaft
(5) Oil Filter (15) Camshaft Journal
(6) Safety Valve (16) Front Journal; Camshaft Drive Gear
(7) Oil Gallery (17) Rear Journal; Camshaft Drive Gear
(8) Crankshaft Bearing (18) Oil Pan
(9) Crankshaft
Oil Pump
Oil Pump and Associated Parts
051RW005
Legend (8) Relief Valve

(1) Crankshaft Timing Pulley (9) Oil Pump Cover
(2) Crankcase with Oil Pan (10) Driven Gear
(3) Oil Pipe (11) Drive Gear
(4) Oil Strainer (12) Oil Seal
(5) Oil Pump Assembly (13) O-ring
(6) Plug (14) Oil Pump Body
(7) Spring
Disassembly Body (14) and Gears (10, 11)

1. Remove crankshaft timing pulley. The pump assembly must be replaced if one or more of
the conditions below is discovered during inspection.
2. Remove crankcase with oil pan.
f Badly worn or damaged driven gear (10).
3. Remove oil pipe.
f Badly worn drive gear (11) driving face.
f Badly scratched or scored body sliding face (14) or
5. Remove oil pump assembly. driven gear (10).
6. Remove plug. f Badly worn or damaged gear teeth.
7. Remove spring. Measure the clearance between the body and the driven
8. Remove relief valve. gear with a feeler gauge.
9. Remove oil pump cover. Standard : 0.10 mm–0.18 mm
10. Remove driven gear. (0.0039 in.–0.0070 in)
11. Remove drive gear. Limit : 0.20mm (0.0079 in)
12. Remove oil seal.
13. Remove O-ring.

CAUTION: Make necessary correction or parts
replacement if wear, damage or any other abnormal
conditions are found during inspection.
Relief Valve (8)
f Check to see that the relief valve slides freely.
f The oil pump must be replaced if the relief valve does
not slide freely.
f Replace the spring and/or the oil pump assembly (5) if
the spring is damaged or badly worn.
051RS004
f Measure the clearance between the drive gear and

driven gear with a feeler gauge.
(0.0043 in–0.0094 in)
Limit : 0.35mm (0.0138 in)
051RS002
051RS003
f Measure the side clearance with a precision straight 4. Install relief valve (8) and apply engine oil to the relief
edge and a feeler gauge. valve and spring (7).
Clearance 5. Install spring (7).
Standard : 0.03 mm–0.09 mm 6. Install the plug (6).
(0.0011 in–0.0035 in) Torque : 8 N·m (69 lb in)
Limit : 0.15mm (0.0059 in)
051RS007
051RS005 7. Install oil pump assembly (5).

f Carefully remove any oil from the cylinder body and
Oil Strainer the pump. Apply sealant (TB–1207B or equivalent)
Check the oil strainer for cracking and scoring. If cracking to the pump fitting face as shown in illustration. Take
and scoring are found, the oil strainer must be replaced. care that sealant is not applied to oil port surfaces.
The oil pump assembly must be installed within 5
CAUTION: Do not apply an excessive amount of
sealant to the contact surface. Applying too much
sealant will overflow the contact surfaces. This
could cause serious damage to the engine.
f Attach oil pump assembly to cylinder body.
f Tighten the oil pump fixing bolts.
Torque : 25 N·m (18 lb·ft)
051RS006
Reassembly
1. Install drive gear (11).
2. Install driven gear (10).
3. Install oil pump cover (9) and first, loosely tighten all of
the attaching screws. Next, tighten the attaching
screws to the specified torque.
After installation, check that the gear rotates 051RW002
smoothly.
9. Install oil strainer (4) with O-ring (13).
10. Install oil pipe (3) with O-ring (13).
11. Install crankcase with oil pan (2).
f Remove oil on crankcase mounting surface and dry
the surface.
f Apply a proper 4.5 mm (0.7 in) wide bead of sealant
(TB1207C or equivalent) to the crankcase
f The crankcase must be installed within 5 minutes
051RW001
Legend
(1) Around Bolt Holes
(2) Around Dowel Pin
8. Install the new oil seal (12). Apply engine oil to the oil
seal lip before installation then use J–39202 oil seal
Installer, install oil seal.
013RW010
12. Install crankshaft timing pulley.
015RS001
Oil Pan and Crankcase

Removal
3. Lift vehicle by supporting the frame.
4. Remove front wheels.
5. Remove oil level dipstick from level gauge tube.
6. Remove stone guard.
7. Remove radiator under fan shroud.
8. Remove suspension cross member fixing bolts, 2 pcs
each per side and remove suspension cross member.
9. Remove the steering unit assembly.
10. Remove axle housing assembly four fixing bolts from
housing isolator side and mounting bolts from wheel
side. At this time support the axle with a garage jack
and remove axle housing assembly.
11. Remove oil pan fixing bolts.
12. Remove oil pan, using J-37228 sealer cutter, remove 013RS003
oil pan.
Installation
1. Install crankcase.
1. Remove residual sealant, lubricant and moisture
from mounting surface, then dry thoroughly.
2. Properly apply a 4.5 mm (0.7 in) wide bead of
sealant (TB-1207C or equivalent) to mounting
surface of crankcase.
Sealant bead must be continuous.
f The crankcase must be installed within 5
013RS003
13. Remove crankcase fixing bolts.

14. Remove crankcase, using J-37228 sealer cutter,
remove crankcase.
NOTE: Do not deform or damage the flange of oil pan and
crankcase.
Replace the oil pan and/or crankcase if deformed or dam-
aged.
013RW010
3. Install crankcase, tighten crankcase fixing bolts 3. Install oil pan, tighten oil pan fixing bolts to the
to the specified torque. specified torque.
Torque : 10 N·m (89 lb in) Torque : 10 N·m (89 lb in)
3. Install axle housing assembly and tighten fixing bolts
Axle case bolts
Mounting bolts
013RW004
2. Install oil pan

1. Remove residual sealant, lubricant and moisture
from mounting surface, then dry thoroughly.
2. Properly apply a 4.5 mm (07 in) wide bead of
sealant (TB-1207C or equivalent) to mounting
surface of oil pan.
013RW005
Sealant beat must be continuous. 4. Install relay lever assembly and tighten fixing bolts.
f The crankcase must be installed within 5
minutes after sealant application to prevent Torque: 44 N·m (32 lb ft)
premature hardening of sealant. 5. Install suspension cross member and tighten fixing
013RW003
013RW007
6. Install radiator under fan shroud. 9. Fill engine oil until full level on engine oil gauge
7. Install stone guard. dipstick.
8. Install engine oil level dipstick.
Oil Pump
1. Disconnect battery ground cable. 1. Install oil pump assembly
2. Drain engine oil. f Apply sealant (TB-1207B or equivalent) to the oil
3. Remove crankcase assembly. pump mounting surfaces as shown in the
illustration.
f Refer to removal procedure for Oil Pan and
Crankcase in this manual. f The oil pump assembly must be installed within 5
4. Remove crankshaft pulley. minutes after sealant application to prevent
this manual. NOTE: Do not apply sealant to the oil ports.
manual.
6. Remove timing pulley from crankshaft.
7. Remove four fixing bolts from oil filter assembly.
8. Remove oil strainer fixing bolts, remove oil strainer
assembly with O-ring.
9. Remove three bolts from oil pipe and O-ring.
10. Remove eight oil pump fixing bolts, then oil pump
assembly.
11. Remove sealant from mounting surface of oil pump
assembly, cylinder block and take care not to damage
mounting surfaces of oil pump and cylinder block.
051RW002
f Use J-39202 installer when installing new oil seal. 2. Install oil pipe with O-ring, tighten fixing bolt to the
specified torque.
f Apply engine oil to oil seal lip.
f Install oil pump assembly to the cylinder block.
3. Install oil strainer with O-ring, tighten fixing bolt to the
NOTE: Do not damage oil seal during installation of oil specified torque.
pump assembly.
4. Install oil filter assembly and tighten bolts to the
specified torque.
015RS001

050RW001
Legend
(1) Oil Pump
(2) Oil Filter
(3) Oil Gallery
(4) From Oil Filter
(5) To Oil Filter
5. Install timing pulley on crankshaft.

Install timing belt.
manual.
f Refer to install procedure for Crankshaft Pulley in
this manual.
7. Install crankcase assembly.
f Refer to installation procedure for Oil Pan and
051RW001
Crankcase in this manual.
8. Refill engine oil until full level on engine oil dipstick.
Oil Pump Oil Seal

Removal
this manual.
manual.
5. Remove timing pulley from crankshaft.
6. Remove oil pump oil seal using a sealer puller.
NOTE: Take care not to damage sealing surfaces of oil
pump and crankshaft when removing oil seal.
Installation
1. Install oil pump oil seal, apply engine oil to oil seal lip,
then install oil seal using J-39202 installer.
015RS001
2. Install timing pulley to crankshaft.

manual.
f Refer to installation procedure for CRANKSHAFT
PULLEY in this manual.
5. Refill engine oil until full level.
Oil Filter
Removal
3. Remove oil filter using J-36390 filter wrench.
Installation
1. Clean filter fitting surface and apply small amount of
engine oil to sealing surface.
2. Install oil filter cartridge by hand until it comes in
contact with sealing surface then rotate additional 2/3
turn to tighten using J-36390 filter wrench.
050RW001
Legend
(1) Oil Pump
(2) Oil Filter
(3) Oil Gallery
(4) From Filter
(5) To Filter
3. Fill engine oil until full level on dipstick.

4. Reconnect battery ground cable.

Specifications
Item
6VD1
Oil capacity 5.3 liters
Crankcase, Oil pan, Timing belt tensioner, Timing pulley, timing belt cover, Oil pump, Oil gallery, Oil strainer
E06RW025
SECTION
ENGINE SPEED CONTROL SYSTEM (6VD1 3.2L) 6H–1

RODEO
ENGINE
ENGINE SPEED CONTROL SYSTEM (6VD1 3.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6H–1 Accelerator Pedal . . . . . . . . . . . . . . . . . . . . . . . 6H–3
Accelerator Pedal Control Cable . . . . . . . . . . 6H–2 Accelerator Pedal and Associated Parts . . 6H–3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6H–2 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6H–3
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6H–2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6H–3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6H–2
Service Precaution
systems.
6H–2 ENGINE SPEED CONTROL SYSTEM (6VD1 3.2L)
Accelerator Pedal Control Cable
101RX001
1. Loosen the nut(5) on the cable bracket mounted on 1. Install AP control cable(4).
the common chamber. 2. Install molding cap(2).
2. Remove cable clip(3). 3. Connect AP control cable(1). (on AP side)
3. Disconnect accelerator pedal (AP) control cable(6). 4. Connect AP control cable(6). (on throttle valve side)
(on throttle valve side)
5. Install cable clip(3).
4. Disconnect AP control cable(1). (on AP pedal(7) side)
6. Install nut(5).
5. Remove molding cap(2).
6. Remove AP control cable(4).
Inspection
corrosion.
ENGINE SPEED CONTROL SYSTEM (6VD1 3.2L) 6H–3
Accelerator Pedal
Accelerator Pedal and Associated Removal
Parts 1. Accelerator Pedal control cable(1).
2. Wire Harness (A/T ONLY).
3. Accelerator Pedal assembly(2).
Installation
1. Accelerator Pedal assembly(2).
2. Wire Harness (A/T ONLY).
3. Accelerator Pedal control cable(1).
035RX002
Legend
(1) Accelerator Pedal Control Cable
(2) Accelerator Pedal Assembly
SECTION
INDUCTION (6VD1 3.2L) 6J–1

RODEO
ENGINE
INDUCTION (6VD1 3.2L)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 6J–1
Air Cleaner Element . . . . . . . . . . . . . . . . . . . . . 6J–2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6J–2
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6J–2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6J–2
Service Precaution
systems.
6J–2 INDUCTION (6VD1 3.2L)
Air Cleaner Element

1. Remove positive ventilation hose connector(1). 1. Install air cleaner element(5).
2. Remove intake air temperature sensor(2). 2. Attach the mass air cleaner duct cover to the body
3. Remove air flow sensor(3). completely, then clamp it with the clip(4).
4. Remove air cleaner duct assembly(4). 3. Install air flow sensor(3).
5. Remove air cleaner element(5). 4. Install air temprature sensor(2).
5. Install positive crankcase ventilation hose
connector(1).
130RW003
Inspection 130RW003
Check the air cleaner filter for damage or dust clogging.

Replace if it is damaged, or clean if it is clogged.
Cleaning Method
Tap the air cleaner filter gently so as not to damage the
paper filter, or clean the element by blowing with
compressed air of about 490 kPa (71 psi) from the clean
side if it is extremely dirty.
130RW002
SECTION
AUTOMATIC TRANSMISSION (4L30–E) 7A–1

RODEO
TRANSMISSION
CONTENTS
Automatic Transmission (4L30–E) . . . . . . . . . 7A
Transmission Control System (4L30–E) . . . . 7A1
Manual Transmission . . . . . . . . . . . . . . . . . . . . 7B
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7C
AUTOMATIC TRANSMISSION (4L30–E)

CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 7A–2 Solenoid (Main Case Valve Body) . . . . . . . . . 7A–44
Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–3 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–44
Range Reference Chart . . . . . . . . . . . . . . . . . . 7A–4 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–44
Normal Operation of 1999 4L30–E Solenoid (Adapter Case Valve Body) . . . . . . . 7A–45
Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–5 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–45
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–45
Driver Information . . . . . . . . . . . . . . . . . . . . . . . 7A–5 Valve Body Assembly (Main Case) . . . . . . . . 7A–46
General Diagnosis Procedure . . . . . . . . . . . . . 7A–8 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–46
Preliminary Inspection Chart . . . . . . . . . . . . . . 7A–9 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–46
Checking Transmission Fluid Level and
Valve Body Assembly (Adapter Case) . . . . . . 7A–47
Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–47
Test Driving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–11
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–47
Mechanical / Hydraulic Diagnosis Check Trans
Indicator Chart . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–12 Powertrain Control Module (PCM) . . . . . . . . . 7A–48
Mechanical / Hydraulic Diagnosis Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–48
Symptoms Index . . . . . . . . . . . . . . . . . . . . . . . . 7A–13 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–48
Stall Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–22 Speed Sensor (Extension Housing) . . . . . . . . 7A–49
Line Pressure Test . . . . . . . . . . . . . . . . . . . . . . 7A–23 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–49
Shift Speed Chart . . . . . . . . . . . . . . . . . . . . . . . 7A–24 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–49
Lockup Speed Chart . . . . . . . . . . . . . . . . . . . . . 7A–25 Transmission Oil Temperature Sensor
Changing Transmission Fluid . . . . . . . . . . . . . 7A–26 (Adapter Case) . . . . . . . . . . . . . . . . . . . . . . . . . 7A–49
Selector Lever . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–26 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–49
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–26 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–49
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–26 Front Oil Seal (Converter Housing) . . . . . . . . 7A–50
Select Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–28 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–50
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–28 Rear Oil Seal (Extension Housing) . . . . . . . . . 7A–50
Shift Lock Cable . . . . . . . . . . . . . . . . . . . . . . . . 7A–32 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–50
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–32 Transmission (4L30–E) . . . . . . . . . . . . . . . . . . 7A–51
Mode Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–34 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–55
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–34 Converter Housing and Oil Pump Assembly 7A–65
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–34 Disassembled View . . . . . . . . . . . . . . . . . . . . 7A–65
Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–36 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–65
Transmission and Associated Parts . . . . . . 7A–36 Inspection and Repair . . . . . . . . . . . . . . . . . . 7A–65
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–37 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–65
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–39
7A–2 AUTOMATIC TRANSMISSION (4L30–E)
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–66 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–73
Disassembled View . . . . . . . . . . . . . . . . . . . . 7A–66 Inspection and Repair . . . . . . . . . . . . . . . . . . 7A–73
Inspection and Repair . . . . . . . . . . . . . . . . . . 7A–66 Second Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–74
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–66 Disassembled View . . . . . . . . . . . . . . . . . . . . 7A–74
Main Case Valve Body . . . . . . . . . . . . . . . . . . . 7A–67 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–74
Inspection and Repair . . . . . . . . . . . . . . . . . . 7A–68 3–4 Accumulator Piston . . . . . . . . . . . . . . . . . . 7A–76
Adapter Case Valve Body . . . . . . . . . . . . . . . . 7A–69 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–76
Inspection and Repair . . . . . . . . . . . . . . . . . . 7A–69 Reverse Clutch Piston and Center Support . 7A–78
Third Clutch and Sprag Unit . . . . . . . . . . . . . . 7A–70 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–79
Inspection and Repair . . . . . . . . . . . . . . . . . . 7A–71 Overrun Clutch and Turbine Shaft . . . . . . . . . 7A–80
Third Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–71 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–81
Disassemble . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–72 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–81
Inspection and Repair . . . . . . . . . . . . . . . . . . 7A–72 Main Data and Specification . . . . . . . . . . . . . . 7A–83
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–72 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–87
Sprag Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A–73 4L30–E Parts List . . . . . . . . . . . . . . . . . . . . . . . 7A–90

systems.
Construction
A07RS001
Legend (7) Third Clutch (C3)

(1) Torque Converter Clutch (TCC) (8) Ravigneaux Planetary Gear Set
(2) Fourth Clutch (C4) (9) Brake Band (B)
(3) Overrun Clutch (OC) (10) Overdrive Free Wheel (One Way Clutch)
(4) Overdrive Unit (OFW)
(5) Reverse Clutch (RC) (11) Sprag Free Wheel (One Way Clutch) (PFW)
(6) Second Clutch (C2)
Range Reference Chart
C07RT010
Normal Operation of 1999 4L30–E Diagnosis

Transmission Introduction
Torque Converter Clutch (TCC) The systematic troubleshooting information covered by
Application Conditions: this Section offers a practical and systematic approach to
diagnosing 4L30–E transmission, using information that
The TCC is normally applied in 2nd, 3rd and 4th gears can be obtained from road tests, electrical diagnosis, oil
only when all of the following conditions exist: pressure checks or noise evaluation.
— The engine coolant temperature is above 70°C The key to correcting a complaint is to make use of all of
(158°F). the available symptoms and logically letting them direct
— The brake pedal is released. you to the cause.
— The shift pattern requests TCC apply. When dealing with automatic transmission complaints, it
Moreover, TCC is always applied in 2nd, 3rd and 4th is best to gather as many symptoms as possible before
gears when the transmission oil temperature is above making the decision to remove the transmission from the
135°C (275°F). vehicle.
This mode should be canceled at 125°C (257°F). Frequently, the correction of the complaint does not
require removal of the transmission from the vehicle.
ATF Warning Lamp
The ATF warning lamp will be constantly on (not flashing) Driver Information
if the transmission oil temperature is above 140°C To analyze the problem fill out a complete description of
(284°F). the owner’s complaint.
The ATF warning lamp goes off again when the Please draw a circle around the right information and
transmission oil temperature is below 120°C (248°F). complete the following form. (The next page is an
example of a completed form.)You can draw a circle
Special Shift Pattern When The Engine Is around many numbers if you are not sure.
Cold:
A special shift pattern is activated when the engine
coolant temperature is below 70°C (158°F). (3–4 shifts,
for example, are delayed for small throttle openings and
will occur a few MPH higher.)
F07RT036
Example of form completed.

F07RT037
General Diagnosis Procedure
F07RT038
Preliminary Inspection Chart
F07RX002
Checking Transmission Fluid Level

and Condition
Checking fluid level and condition (color and odor) at
regular intervals will provide early diagnosis information
about the transmission. This information may be used to
correct a condition that, if not detected early, could result
in major transmission repairs.
IMPORTANT: When new, automatic transmission fluid
is red in color. As the vehicle is driven, the transmission
fluid will begin to look darker in color. The color may
eventually appear light brown.
A dark brown color with burnt odor may indicate
excessive fluid deterioration and signal a need for fluid
change.
Fluid Level
When adding or changing fluid, use only DEXRON –III.
Refer to Maintenance and Lubrication in General
Information section for maintenance information and 242RW003
servicing interval. CAUTION: Do not open overfill screw with engine

CAUTION: DO NOT OVERFILL. stopped.
Overfilling will cause foaming, loss of fluid, CAUTION: DO NOT CHECK FLUID LEVEL UNDER
abnormal shifting and possible damage to the THESE CONDITIONS:
transmission.
f Immediately after driving at sustained highway
1. Park the vehicle on level ground and apply the parking speeds.
brake firmly. f In heavy city traffic during hot weather.
2. Check fluid level with engine running at idle. f If vehicle is towing a trailer.
NOTE: Be sure that transmission fluid temperature is If the vehicle has been operated under these conditions,
below 30°C (86°F). shut the engine off and allow the vehicle to “cool” for thirty
3. Move the selector lever through all gear ranges. (30) minutes. After the cool down period, restart the
vehicle and continue from step 2 above.
4. Move the selector lever to “Park”.
5. Let engine idle for 3 minutes and open the overfill
screw (1).
6. Add released transmission fluid until it flows out over
the overfill screw opening.
7. Let engine idle until a fluid temperature between 32°C
(90°F) and 57°C (135°F) is reached, then close the
overfill screw (1).
NOTE: To prevent fluid leaks, the overfill screw and oil
drain screws gasket must be replaced each time these
screws are removed.
NOTE: Check transmission fluid temperature with scan
tool.
Minimum fluid level → 57°C (135°F)
Maximum fluid level → 32°C (90°F)
Fluid Condition
FLUID CONDITION
NORMAL* CONTAMINATED
RED OR LIGHT NON–TRANSPAR-
COLOR BROWN BROWN
BROWN ENT / PINK
DRAIN RE-
NO YES YES YES
QUIRED?
CONTAMI- NONE Very small amount of Contamination by Large pieces of metal
NATION foreign material in bot- coolant or other source or other foreign materi-
tom of pan al in bottom of pan
1. LOW LEVEL: – Remove both pans – Repair/replace – Transmission
A. Add fluid to – Change filter radiator cooler overhaul required
obtain proper – Flush cooler – Transmission – Flush cooler and
level & check for overhaul required cooler lines
– Add new fluid
external leaks. – Check for: – Add new fluid
CORRECT See chart 16 on – Check level
f Damaged plates – Check level
LEVEL AND page 7A–39.
and seals
CONDITION B. Correct cause of
f Contaminated
leak.
solenoids
2. HIGH LEVEL:
– Flush cooler
– Remove excess
– Add new fluid
fluid
– Check level
*Fluid should be changed according to maintenance f If the lamp stays ON or stays OFF, GOTO “Check
schedule. Trans” Check in Transmission Control System
(4L30–E) section.
Test Driving
2. Drive the vehicle. During the test drive, be sure that
Some 4L30–E automatic transmission complaints will the transmission achieves normal operating
require a test drive as a part of the diagnostic procedure. temperature (approx. 20 minutes).
Some codes will not set unless the vehicle is moving. The Allow the transmission to go through all of its gear
purpose of the test drive is to duplicate the customer’s ranges, checking shift timing and firmness. Duplicate
complaint condition and set a current Powertrain Control the owner ’s complaint condition as closely as
Module (PCM) trouble code. Perform this procedure possible during the test drive.
before each 4L30–E automatic transmission repair, and
again after repairs are made. 3. If, during the test drive, the “CHECK TRANS” lamp
IMPORTANT: comes on, use the scan tool to check for trouble
codes.
f Duplicate the condition under which the customer’s 4. If, during the test drive, a problem is felt, but the
complaint was observed. “CHECK TRANS” lamp does not come on and no
f Depending on the complaint, the line pressure gauge trouble codes are present, drive the vehicle with the
and the scan tool scan tool may be required during the PCM disconnected (manually shifting the vehicle).
test drive. f In Manual L, the vehicle operates in first gear.
f During the test drive, it is important to record all
necessary data from the areas being monitored, for f In Manual 2, the vehicle operates in third gear.
use in diagnosis. Also listen for and note any unusual f In Manual 3 or “D”, the vehicle operates in fourth
noises. gear.
The following procedure should be used to test drive If the problem still exists with the PCM disconnected,
4L30–E automatic transmission complaint vehicles: refer to Mechanical/Hydraulic Diagnosis in this
1. Turn the ignition ON without starting the engine. section.
Check that the “CHECK TRANS” lamp comes on for 5. If no problem has been found at this point, check all
approximately 2 to 3 seconds and then goes out and underhood connections that supply power to the PCM
remains out. and ignition fuses. Physically and visually inspect all
f If the lamp is flashing, GOTO Check Trans Indicator the PCM harness connectors for loose or corroded
in Transmission Control System (4L30–E) section. terminals. Inspect the PCM ground points.
f If no serial data is present, GOTO OBD System
Check. Refer to Driveability and Emissions in
Engine section.
Mechanical / Hydraulic Diagnosis The system is now operating in a “BACKUP MODE”

where the risk of further damaging the transmission has
Check Trans Indicator Chart been reduced. The vehicle may be shifted manually.
Perform Preliminary Inspection First! If the initial problem is intermittent or seldom, switching
the engine OFF/ON might allow normal operation again
When the “CHECK TRANS” indicator is flashing, it
until the problem reoccurs.
indicates that a problem related to the transmission, the
Powertrain Control Module (PCM), or the vehicle harness
has occurred.
F07RT013
Mechanical / Hydraulic Diagnosis Symptoms Index

Perform Preliminary Inspection First!
CHART SYMPTOMS
1 NO ENGINE START IN NEUTRAL OR PARK
2 NO FORWARD GEARS IN ANY RANGE/NO REVERSE
3 NO ENGINE BRAKE IN ANY RANGE
4 POOR SHIFTING IN ALL GEARS (ALL HARSH OR ALL SOFT)
5a DELAYS IN DRIVE AND REVERSE
5b DELAYS IN REVERSE ONLY
6 DIAGNOSTIC TROUBLE CODE (DTC) P0730
7 HARSH 1–2 SHIFT
8 HARSH 3–4 SHIFT
9a 3–2 DOWNSHIFT COMPLAINT
9b HARSH SHIFT WHEN SHIFTING INTO “D” OR ACCELERATING FROM STOP
9c COASTDOWN HARSH SHIFT OR CLUNK AT 3–2 DOWNSHIFT
10 INTERMITTENT 4TH TO 2ND GEAR DOWNSHIFT AT STEADY SPEED
11 ENGINE FLARE AT SHIFTING DURING TURNING ONLY
12 ENGINE FLARE DURING 1–2 OR 2–3 SHIFT
13 SHUDDER ONLY DURING TORQUE CONVERTER CLUTCH (TCC) APPLYING
14 POSSIBLE CAUSES OF TRANSMISSION NOISE
15a POSSIBLE CAUSES OF LOW LINE PRESSURE
15b POSSIBLE CAUSES OF HIGH LINE PRESSURE
16 POSSIBLE CAUSES OF TRANSMISSION FLUID LEAKS
NOTE: Numbers with parenthesis on the following charts

refer to Parts List at end of this section.
Chart 1: No Engine Start In Neutral Or Park

Step Action Yes No
1 Does engine start when shift lever moved from drive to neutral
mostly in hot condition? Go to Step 2 Go to Step 3
2 Does engine start in park at any condition? Re–test vehicle Go to Step 4
3 Does engine also not start in neutral when shift lever moved from
park to neutral? Go to Step 5 Go to Step 4
4 Check mode switch (63) setting. Readjust if necessary.
Problems fixed? Re–test vehicle Go to Step 5
5 Check start circuit of mode switch (63) open in neutral.
Locate and repair Replace mode
Was open found? open(s). switch (63).
Chart 2: No Forward Gears In Any Range/No Reverse

Step Action Yes No
1 Check line pressure. Refer to Line Pressure Test in this section. Use Chart 15a:
Possible Causes
Was line pressure normal?
of Low Line
Pressure in this
Go to Step 2 section.
2 1. Check internal linkage:
– Manual linkage (58) not moving manual valve (326).
2. Check for internal mechanical damage:
– Turbine shaft (506) broken loose.
– Overrun roller clutch (576) broken loose.
Was the problem found? Repair or replace —
Chart 3: No Engine Brake In Any Range

Step Action Yes No
Possible Causes
of Low Line
Pressure in this
2 1. Check for overrun clutch leaks caused by:
– Damaged piston lip (513)
– Check ball defective (504)
2. Check for overrun lockout valve (705) stuck by foreign
material.
3. Check for leaks at turbine shaft (506) caused by:
– Teflon seal rings damaged (508)
– Excessive wear of turbine shaft bearing surfaces.
Chart 4: Poor Shifting In All Gears (All Harsh Or All Soft)
Step Action Yes No
1 Check line pressure. Refer to Line Pressure Test in this section.
Was line pressure normal? Go to Step 2 Go to Step 3
2 1. Check for these conditions which could affect clutch apply
time:
– Defective band apply solenoid (323).
– Defective servo or/and accumulator piston.
– Excessive clutch piston travel.
2. Check of possible causes of internal leaks:
– Cut or damaged sealing ring(s)
– Damaged sealing gasket(s)
3. Check ball missing or out of location in 2nd and 3rd clutch
pistons.
3 Was the line pressure high? Use Chart 15a:
Possible Causes
of Low Line
Pressure in this
4 Were DTCs P0560 and P0705 set? Use Chart 15b:
Possible Causes
of High Line
Diagnose those Pressure in this
DTC(s) first. section.
Chart 5a: Delays In Drive and Reverse

NOTE: A short delay (less than 3 seconds) when first
engaging drive or reverse after allowing vehicle to sit
overnight is normal.
Step Action Yes No
1 Check line pressure. Refer to Line Pressure Test in this section. More than 3
second delay in
drive and reverse
with engine off 1 Use Chart 15a:
hour or less. Possible Causes
Teflon seals (508) of Low Line
on turbine shaft Pressure in this
damaged. Repair section.
Chart 5b: Delays In Reverse Only

Step Action Yes No
Possible Causes
of Low Line
Pressure in this
2 Main case valve body gasket (88) damaged.
– Reverse check ball (85) in valve body (84) missing or out of
location.
– Check for restrictions at valve body transfer plate orifice.
Was the problem found? Repair —
Chart 6: Diagnostic Trouble Code (DTC) P0730

Step Action Yes No
1 Check line pressure. Refer to Line Pressure Test in this section. Use Chart 15b:
Possible Causes
of High Line
Pressure in this
2 1. 1st and 2nd gear missing or 3rd and 4th gear missing.
Check appropriate shift valve. If OK replace solenoid.
2. No engine brake in any range (All ranges in Drive and Reverse
are OK)
Check for suspected conditions modifying delays to clutch
apply:
– Overrun clutch seal damaged.
– Excessive overrun clutch piston travel.
– Defective 3–4 accumulator piston.
– Causes of internal leaks.
– Causes of burned clutch plates.
3. 1st and 4th gear missing or 2nd and 3rd gear missing.
Shift solenoid A stuck. Replace shift solenoid A.
4. DTC P0730 is set in D range 1st gear above 3500 rpm.
Go to Step 3.
5. DTC P0730 is set in D range 3rd gear between 55-80 mph.
NOTE: Perform this test within safe and legal limits.
Check for suspected conditions modifying delays to clutch
apply:
– 4th clutch seal damaged.
– Excessive 4th clutch piston travel.
– Defective 3–4 accumulator piston.
3 Check 3rd gear in “D” in winter mode. Shift solenoid A
stuck. Replace
Does vehicle move?
shift solenoid A. Goto Step 4
4 Check for suspected conditions modifying delays to clutch apply:
– 2nd clutch seal damaged.
– Excessive 2nd clutch piston travel.
– Defective accumulator piston.
– Check ball missing or out of location in 2nd clutch.
– Seals cut, damaged or missing.
– Gaskets defective.
Chart 7: Harsh 1–2 Shift
Step Action Yes No
1 Check line pressure. Refer to Line Pressure Test in this section. Check for 1–2
accumulator Use Chart 15b:
Was line pressure normal? Possible Causes
valve (320) stuck
by foreign of High Line
material in main Pressure in this
case valve body. section.
Chart 8: Harsh 3–4 Shift

Step Action Yes No
Possible Causes
of High Line
Pressure in this
2 1. Check for 3–4 accumulator valve (407) stuck in adapter case
valve body (401).
2. Check for 3–4 accumulator piston (18) stuck in adapter case
(20).
Chart 9a: 3–2 Downshift Complaint

Step Action Yes No
Possible Causes
of Low Line
Pressure in this
2 Does DTC P1850 set? Replace band
Diagnose P1850 apply solenoid
first. (PWM) (323).
Chart 9b: Harsh Shift When Shifting Into “D” Or Accelerating From Stop
Step Action Yes No
Possible Causes
of High Line
Pressure in this
first. (PWM) (323).
Chart 9c: Coastdown Harsh Shift Or Clunk At 3–2 Downshift

Step Action Yes No
Possible Causes
of High Line
Pressure in this
first. (PWM) (323).
Chart 10: Intermittent 4TH TO 2ND Gear Downshift At Steady Speed

Step Action Yes No
1 Check for consistent speed sensor reading with scan tool. Replace mode
switch for
Was the reading correct?
intermittent
contact. Go to Step 2
2 1. Check for wiring harness damage or short to ground. If OK, go
to (2).
2. Check transmission speed sensor connections. If OK, go to
(3).
3. Replace transmission speed sensor.
Replace speed
Was the replacement complete? — sensor.
Chart 11: Engine Flare At Shifting During Turning Only (Usually With Warm Engine)
Step Action Yes No
1 Check for oil leaks at transmission. Replace
transmission oil
Was the problem found?
filter and gasket. —
Chart 12: Engine Flare During 1–2 Or 2–3 Shift

Step Action Yes No
Possible Causes
of Low Line
Pressure in this
2 1. Check for a stuck 1–2 accumulator valve (320).
2. Check for servo piston (106) leaks.
3. Check for a stuck band apply solenoid (323).
Was line pressure normal? Repair or replace —
Chart 13: Shudder Only During Torque Converter Clutch (TCC) Applying
Step Action Yes No
1 1. TCC shudder is one of the most commonly misdiagnosed
conditions in an automatic transmission. The key to
diagnosing TCC shudder is to note when it happens and under
what conditions. Once the TCC has been fully applied, it is
nearly impossible to make it shudder. TCC shudder (short
burst of noise normally less than 1 second) will only occur
during clutch applying. It is not a steady state condition.
2. Drive until whole drivetrain is at normal operating temperature.
– On 4WD vehicles, the test must be performed with transfer Replace
case selector lever in “2H” position. transmission fluid
– Shudder is a short burst of noise normally less than 1 second and filter (remove
in duration, and can be induced by the following maneuver: both pans) and
flush cooler lines.
3. From coast condition at 50 mph in “D” range (Normal mode), Replace Perform
depress the throttle to 1/4-1/3 throttle. If present, shudder will converter mechanical
occur within 5 seconds together with TCC application.(The assembly and inspection of
scan tool may be used to determine the exact time of TCC). O-ring on turbine other drivetrain
Was the problem found? shaft components.
Chart 14: Possible Causes of Transmission Noise

CAUTION: Before checking transmission for what
is believed to be transmission noise, ensure
presence and positioning of insulating plugs, pads
etc. Also make sure that noise does not come from
other drivetrain components.
Whine or Buzz Oil level low Fill with ATF, check for external
leaks.
Plugged or restricted oil filter Inspect oil filter.
Replace oil filter or ATF as necessary.
Damaged oil filter gasket Replace oil filter gasket.
Knocking noise from front of Loose bolts (Converter to flex plate) Tighten to specifications.
transmission
transmission.
Cracked or broken flex plate Replace flex plate.
Converter damaged Replace converter.
Knocking noise while driving, mostly Transmission mount loose or broken Tighten mount bolts or replace
on acceleration. transmission mount.
Cooler line mounts loose or broken Tighten or replace cooler line
mounts.
Cooler lines touching body or frame Repair or replace as necessary.
Knocking noise when vehicle is Loose flex plate mounting bolts Tighten to specifications.
stationary
stationary.
Cracked or broken flex plate Replace flex plate.
Damaged converter Replace converter.
Chart 15a: Possible Causes of Low Line Pressure

Step Action Yes No
1 Check oil level.
Was the problem found? Fill with ATF. Go to Step 2
2 Check for defective throttle position sensor.
Replace throttle
Was the problem found? position sensor. Go to Step 3
3 Check for plugged, loose, or damaged oil filter (79). Inspect oil filter,
tighten bolts or
replace oil filter
(79). Go to Step 4
4 Check for a stuck force motor plunger (404). (Adapter case valve
Replace force
body)
motor plunger
Was the problem found? (404). Go to Step 5
5 Check for a stuck feed limit valve (412). (Adapter case valve body)
Replace feed limit
Was the problem found? valve (412). Go to Step 6
6 Check for loose converter bolts (4 & 5).
Tighten converter
Was the problem found? bolts (4 & 5). Go to Step 7
7 Check for a stuck pressure regulator valve (208). (Oil pump) Replace pressure
regulator valve
(208). Go to Step 8
8 Check for a stuck boost valve (205). (Oil pump)
Replace boost
9 Check for blocked intermediate oil passages to pressure
regulator valve. (Oil pump)
Replace oil
Was the problem found? pump. Go to Step 10
10 Check for defective oil pump (9, 201, 202 & 209).
Replace oil
Was the problem found? pump. Go to Step 11
11 Check for internal leaks.
– Check balls missing or out of location in valve bodies Install balls, or
correct ball
– Seals cut or damaged location.
– Gaskets defective, etc. Replace seals.
Was the problem found? Replace gaskets. —
Chart 15b: Possible Causes of High Line Pressure
NOTE: If transmission is operating in backup mode, high
line pressure will be present.
Step Action Yes No
1 Check for defective throttle position sensor.
Replace throttle
Was the problem found? position sensor. Go to Step 2
2 Check for a stuck force motor plunger (404). (Open
Replace force
circuit/intermittent) (Adapter case valve body)
motor plunger
Was the problem found? (404). Go to Step 3
3 Check for a stuck feed limit valve (412). (Adapter case valve body)
Replace feed limit
4 Check converter bolts (4 & 5).
Tighten converter
Was the problem found? bolts (4 & 5). Go to Step 5
5 Check for a stuck pressure regulator valve (208). (Oil pump) Replace pressure
regulator valve
(208). Go to Step 6
6 Check for a stuck boost valve (205). (Oil pump)
Replace boost
7 Check for internal leaks.
– Check balls missing or out of location in valve bodies Install balls, or
correct ball
– Seals cut or missing location.
– Gaskets defective, etc. Replace seals.
Was the problem found? Replace gaskets. —
Chart 16: Possible Causes of Oil leaks around the engine and transmission are gener-
Transmission Fluid Leaks ally carried toward the rear of the vehicle by the air
stream. In determining the source of an leak, the following
Before attempting to correct an oil leak, the actual source two checks should be made:
of the leak must be determined. In many cases, the
1. With the engine running, check for external line
source of the leak may be difficult to determine due to
pressure leaks.
“wind flow” around the engine and transmission.
The suspected area should be wiped clean before in- 2. With the engine off, check for oil leaks due to the
specting for the source of the leak. raised oil level caused by drainback of converter oil
into the transmission.
Possible Causes of Fluid Leaks Due To Sealing Malfunction
240RS002
Legend (9) Oil Cooler Connectors (2)

(1) Electrical Connector (Main Case) Seal (10) Oil Pan Gasket (Adapter Case)
(2) Transmission Vent (Breather) (11) Converter housing attaching bolts not correctly
(3) Speed Sensor O–ring torqued
(4) Extension (Adapter) Lip Seal (12) Converter Housing Lip Seal
(5) Extension (Adapter) to Main Case Gasket (13) Line Pressure Tap Plug
(6) Oil Drain Plug Gasket (14) Electrical Connector (Adapter Case) Seal
(7) Oil Pan Gasket (Main Case) (15) Adapter Case Seal Rings (2)
(8) Selector Shaft Seal
Stall Test 5. Hold the brake pedal down as far as it will go.
6. Place the selector in the “D” range.
The stall test allows you to check the transmission for
internal abrasion and the one way clutch for slippage. 7. Gradually push the accelerator pedal to the floor.
Torque converter performance can also be evaluated. The throttle valve will be fully open.
The stall test results together with the road test results will Note the engine speed at which the tachometer
identify transmission components requiring servicing or needle stabilizes.
adjustment.
Stall Speed : 2,200 ±150 rpm
Stall Test Procedure:
NOTE: Do not continuously run this test longer than 5
1. Check the level of the engine coolant, the engine oil, seconds.
and the automatic transmission fluid. Replenish if
necessary. 8. Release the accelerator pedal.
2. Block the wheels and set the parking brake. 9. Place the selector in the “N” range.
3. Connect a tachometer to the engine. 10. Run the engine at 1,200 rpm for one minute.
4. Start the engine and allow it to idle until the engine This will cool the transmission fluid.
coolant temperature reaches 70 – 80°C (158 – 11. Repeat Steps 7 – 10 for the “3”, “2”, “L” and “R”
176°F). ranges.
Line Pressure Test 4. Start the engine and allow it to idle until the engine
coolant temperature reaches 70 – 80°C (158 –
The line pressure test checks oil pump and control valve 176°F).
pressure regulator valve function. It will also detect oil
5. Hold the brake pedal down as far as it will go.
leakage.
6. Place the selector in the “D” range.
Line Pressure Test Procedure:
7. Note the pressure gauge reading with the engine
1. Check the level of the engine coolant, the engine oil, idling.
and the automatic transmission fluid. 8. Gradually push the accelerator pedal to the floor. The
Replenish if required. throttle valve will be fully open.
2. Block the wheels and set the parking brake. Note the pressure gauge reading with the accelerator
3. Remove the pressure detection plug at the left side of pedal fully depressed.
the transmission case. NOTE: Do not continuously run this test longer than 5
Set J–29770–A pressure gauge and adapter to the seconds.
pressure detection plug hole.
9. Release the accelerator pedal.
10. Place the selector in the “N” range.
11. Run the engine at 1,200 rpm for one minute.
This will cool the transmission fluid.
12. Repeat Steps 7 – 11 for the “3”, “2”, “L”, and “R”
ranges.
13. Install a pressure detection plug to the transmission
case, applying recommended thread locking agent
(LOCTITE 242) or its equivalent to thread of plug.
Make sure that thread is cleaned before applying
locking agents.
14. Tighten the pressure detection plug to the specified
torque.
Torque: 9 – 14N·m (7 – 10lb ft)
241RS001
LEVER LINE PRESSURE FORCE MOTOR

MODE ENGINE SPEED
POSITION kPa PSI CURRENT
NORMAL/POWER D,3,2,L IDLE 312–363 45.2–52.6 VARIABLE
WINTER D IDLE 312 – 363 45.2 – 52.6 0.9 – 1.0A
NORMAL/POWER
REVERSE IDLE 419 – 486 60.7 – 70.5 0.9 – 1.0A
WINTER
NORMAL/POWER D, 3, 2, L STALL SPEED 1,236 – 1320 179.3 – 191.4 0.1 – 0.2A
WINTER D STALL SPEED 1,236 – 1320 179.3 – 191.4 0.1 – 0.2A
NORMAL/POWER
REVERSE STALL SPEED 1,634 – 1743 236.9 – 252.8 0.1 – 0.2A
WINTER
Shift Speed Chart

Transfer gear ratio: High: 1.000
Rear axle ratio: 4.100
“Normal mode”
Upshift
1→2 2→3 3→4
Throttle
Range (First Gear) (Second Gear) (Second Gear) (Third Gear) (Third Gear) (Fourth Gear)
opening
Km/h (mph) Km/h (mph) Km/h (mph)
D Fully opened 52 ∼ 58 (33 ∼ 36) 105 ∼ 111 (66 ∼ 69) 158 ∼ 164 (99 ∼ 102)
(Drive) Half throttle 33 ∼ 39 (21 ∼ 24) 60 ∼ 66 (37 ∼ 41) 100 ∼ 106 (62 ∼ 66)
3 Fully opened 52 ∼ 58 (33 ∼ 36) 105 ∼ 111 (66 ∼ 69) —
(Third) Half throttle 33 ∼ 39 (21 ∼ 24) 60 ∼ 66 (37 ∼ 41) —
2 Fully opened 52 ∼ 58 (33 ∼ 36) — —
(Second) Half throttle 33 ∼ 39 (21 ∼ 24) — —
Downshift
1←2 2←3 3←4
Throttle
opening
Fully opened 42 ∼ 48 (26 ∼ 30) 93 ∼ 99 (58 ∼ 62) 149 ∼ 155 (93 ∼ 97)
D Half throttle 16 ∼ 22 (10 ∼ 14) 35 ∼ 42 (22 ∼ 26) 70 ∼ 76 (43 ∼ 47)
(Drive)
Fully closed 13 ∼ 20 (8 ∼ 12) 16 ∼ 22 (10 ∼ 14) 28 ∼ 34 (17 ∼ 21)
Fully opened 42 ∼ 48 (26 ∼ 30) 93 ∼ 99 (58 ∼ 62) —
3 Half throttle 16 ∼ 22 (10 ∼ 14) 35 ∼ 42 (22 ∼ 26) —
(Third)
Fully closed 13 ∼ 20 (8 ∼ 12) 16 ∼ 22 (10 ∼ 14) —
Fully opened 43 ∼ 49 (27 ∼ 31) 101 ∼ 107 (63 ∼ 67) —
2 Half throttle 16 ∼ 22 (9 ∼ 13) 98 ∼ 104 (61 ∼ 65) —
(Second)
Fully closed 13 ∼ 20 (8 ∼ 12) 85 ∼ 91 (53 ∼ 57) —
L
— 53 ∼ 59 (33 ∼ 37) — —
(First)
“Power mode”
Upshift
1→2 2→3 3→4
Throttle open-
ing
D Fully opened 52 ∼ 58 (33 ∼ 36) 105 ∼ 111 (66 ∼ 69) 180 ∼ 186 (113 ∼ 116)
(Drive) Half throttle 38 ∼ 45 (24 ∼ 28) 77 ∼ 83 (48 ∼ 52) 129 ∼ 133 (80 ∼ 84)
3 Fully opened 52 ∼ 58 (33 ∼ 36) 105 ∼ 111 (66 ∼ 69) —
(Third) Half throttle 38 ∼ 45 (24 ∼ 28) 77 ∼ 83 (48 ∼ 52) —
2 Fully opened 52 ∼ 58 (33 ∼ 36) — —
(Second) Half throttle 38 ∼ 45 (24 ∼ 28) — —
Downshift
1←2 2←3 3←4
Throttle
opening
Fully opened 43 ∼ 49 (27 ∼ 31) 96 ∼ 102 (60 ∼ 64) 170 ∼ 176 (106 ∼ 110)
D Half throttle 22 ∼ 28 (14 ∼ 17) 55 ∼ 61 (34 ∼ 38) 102 ∼ 108 (63 ∼ 67)
(Drive)
Fully closed 13 ∼ 20 (8 ∼ 12) 25 ∼ 31 (16 ∼ 19) 48 ∼ 54 (30 ∼ 33)
Fully opened 43 ∼ 49 (27 ∼ 31) 96 ∼ 102 (60 ∼ 64) —
3 Half throttle 22 ∼ 28 (14 ∼ 17) 55 ∼ 61 (34 ∼ 38) —
(Third)
Fully closed 13 ∼ 20 (8 ∼ 12) 25 ∼ 31 (16 ∼ 19) —
Fully opened 43 ∼ 49 (27 ∼ 31) 101 ∼ 107 (63 ∼ 67) —
2 Half throttle 22 ∼ 28 (14 ∼ 17) 98 ∼ 104 (61 ∼ 65) —
(Second)
Fully closed 13 ∼ 20 (8 ∼ 12) 85 ∼ 91 (53 ∼ 57) —
L
— 53 ∼ 59 (33 ∼ 37) — —
(First)
“Winter mode”
D range, winter mode ON → OFF 32 ∼ 38 Km/h (20 ∼ 24 mph)
Lockup Speed Chart

Transfer gear ratio: High: 1.000
Rear axle ratio: 4.100
Lock–Up ON Lock–Up OFF

Mode 2nd 3rd 4th 2nd 3rd 4th
Km/h Km/h Km/h Km/h Km/h Km/h
D range Throttle (mph) (mph) (mph) (mph) (mph) (mph)
opening
i 9% 79 ∼ 85 58 ∼ 64 69 ∼ 75 74 ∼ 80 49 ∼ 55 65 ∼ 71
Normal
(49 ∼ 53) (36 ∼ 40) (43 ∼ 47) (46 ∼ 50) (30 ∼ 34) (40 ∼ 44)
79 ∼ 85 84 ∼ 90 84 ∼ 90 74 ∼ 80 76 ∼ 82 81 ∼ 87
Power
(49 ∼ 53) (52 ∼ 56) (52 ∼ 56) (46 ∼ 50) (47 ∼ 51) (50 ∼ 54)
Changing Transmission Fluid NOTE: To prevent fluid leaks, the overfill screw and oil
drain screws gasket must be replaced each time these
There is no need to change the transmission fluid unless screws are removed.
the transmission is used under one or more of the
following heavy duty conditions. NOTE: Check transmission fluid temperature with scan
A. Repeated short trips tool.
B. Driving on rough roads 7. Reset “Oil Life Monitor” data by using Tech 2.
C. Driving on dusty roads Refer to Tech 2 OBD II Connection in Transmission
D. Towing a trailer Control System (4L30-E) section.
If the vehicle is used under these conditions, change the
fluid every 20,000 miles (32,000 km.)
1. Place a large drain pan under the oil pan.
2. Remove the transmission oil drain screw (2) and drain
fluid.
3. Tighten drain screw (2).
4. Remove the transmission overfill screw (1) and fill
transmission through overfill screw opening, using
DEXRON–III ATF.
NOTE: Add transmission fluid until it flows out over the
overfill screw opening.
5. Let engine idle until a fluid temperature between 32°C
(90°F) and 57°C (135°F) is reached.
6. Add transmission fluid until it flows out over the overfill
screw opening, then close the overfill screw (1).
242RW003
Selector Lever
Inspection Removal
1. Make sure that when the shifter control lever is shifted 1. Disconnect battery ground cable.
from “P” to “L”, a “clicking” can be felt at each shift 2. Set ignition Key in “LOCK” position and selector lever
position. Make sure that the gear corresponds to that in ”P” position.
of the position plate indicator.
3. Remove transfer control lever knob.
2. Check to see if the shifter lever can be shifted as
4. Remove lower cluster assembly.
shown in illustration.
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C07RW009
5. Remove rear console.
8. Disconnect select cable.
f Refer to Select Cable in this section.
9. Disconnect shift lock cable.
f Refer to Shift Lock Cable in this section.
10. Disconnect harness connector.
11. Remove selector lever subassembly.
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6. Remove center console.
256RX001
Installation
1. Install selector lever subassembly.
2. Connect harness connector.
3. Connect shift lock cable.
f Refer to Shift Lock Cable in this section.
4. Connect select cable.
f Refer to Select Cable in this section.
5. Install selector lever knob and cover.
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7. Remove selector lever knob and cover.
256RX002
6. Install center console.

7. Install rear console.
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8. Install lower cluster assembly. 11. After installation, make sure that the selector lever
9. Install transfer control lever knob. operates normally, and that each selector position is
properly indicated. (The red mark shows through the
10. Connect negative (–) battery cable.
window.)
Select Cable
Removal
1. Set selector lever in “P” position.
2. Remove transfer control lever knob, lower cluster
assembly, rear console, center console, selector
lever knob and cover.
f Refer to Selector Lever in this section.
3. Disconnect inner cable by pulling projection on pin.
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4. Press down claws and disconnect cable assembly.
A07RW017
5. Disconnect PCM harness connectors and remove

nuts that fasten grommet in select cable assembly.
6. Disconnect inner cable.
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7. Slide sleeve and disconnect cable assembly.
A07RW082
8. Pull lock.
A07RW015
9. Draw select cable assembly into the interior side.
Installation
1. Set selector lever in “P” position.
2. Let out select cable transmission side end from floor
hole.
3. Fit outer cable into bracket in selector lever assembly.
A07RW016
4. Set inner cable end in selector lever and push pin into
selector lever hole and inner cable end.
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5. Check that lock projects. 6. Connect adjust end fitting attachment to the bracket
on transmission.
7. Set select lever “P” position and connect inner cable
to select lever.
A07RW015
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8. Push lock into adjust end fitting attachment. 9. Install grommet.
10. About following installation steps, refer to Selector
Lever in this section.
A07RW014
Shift Lock Cable

Removal 4. Disconnect lock adjust.
1. Set ignition key in “LOCK” position and selector lever

in “P” position.
2. Remove transfer control lever knob, lower cluster
assembly, rear console, center console, selector
lever knob and cover.
f Refer to Selector Lever in this section.
3. Disconnect inner cable from selector lever assembly
then push claw and disconnect cable assembly.
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5. Remove instrument panel lower cover and steering

column cover.
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6. Remove spring pin and disconnect inner cable. 5. Check that cable moves smoothly, lightly pulling outer
f Disconnect outer cable from bracket. cable rearward.
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256RW008
6. Connect lock adjust, aligning “T” mark in the “Up”

position.
Installation
1. Set ignition key in “LOCK” position and selector lever
in “P” position.
2. Connect outer cable to bracket near steering lock.
f Connect inner cable to steering lock and install
spring pin.
3. Install steering column cover and instrument lower
cover.
4. Install adjust body of cable assembly to bracket in
selector lever assembly.
f Install inner cable to lever, pulling inner cable with
outer cable.
256RW017
7. About following installation steps, refer to Select

Lever in this section.
8. Check the shift lock operation:
a. Selector lever should not be moved out of “P”
position with ignition key in “Lock” position.
b. Selector lever can be moved out of “P” position with
ignition key in “ON”position only when brake pedal
is depressed.
c. ignition key can be turned to “LOCK” position only
when selector lever is in “P” position (key can be
pulled out).
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9. If a. and c. fail, readjust cable. If b. fails, readjust
connector wiring and brake pedal switch.
Mode Switch
Removal c. Remove the mode switch cover.
d. Loosen the two 10 mm screws.
1. Place selector lever in neutral.
e. Rotate the mode switch until the slot in the mode
2. Disconnect battery ground cable. switch housing aligns with the selector shaft
3. Remove mode switch cover (1). bushing, and insert a 3/32 in. (2.4 mm) drill bit or
4. Disconnect selector lever (2) from the mode switch. punch (1) into the slot.
5. Remove bracket with cable (3). f. Tighten the screws to 13 N·m (113 lb in).
6. Disconnect transmission harness from the mode g. After completing adjustment, snap the mode
switch connector (4). switch cover into place.
7. Remove bracket with mode switch connector from h. Reinstall the selector lever.
the transmission case.
8. Remove mode switch connector (4) from the bracket
(5).
9. Remove two mode switch bolts and nut then remove
mode switch (6).
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Procedure 2
a. Place selector lever in neutral.
b. Disconnect transmission harness connector from
mode switch connector.
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c. Remove mode switch connector with bracket from
the transmission case.
Installation d. Connect multimeter (resistance mode) to
To install, follow the removal steps in the reverse order, terminals 1(E) and 4(H) on mode switch connector.
noting the following points; e. Loosen two mounting screws.
1. Torque f. Rotate mode switch slightly in both directions to
Mode switch bolt: 13 N•m (113 lb in) determine the range (approx. 5 degrees) of
electrical contact.
Selector lever nut: 23 N•m (17 lb ft)
g. Position mode switch in middle of contact range.
2. Mode switch setting procedure h. Tighten two mounting screws.
Perform either of the following adjustment
i. Remove multimeter and install mode switch
procedures:
harness connector with bracket to the
Procedure 1 transmission case.
a. Place selector lever in neutral. j. Connect transmission harness connector to mode
b. Remove selector lever from the mode switch. switch connector.
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Transmission
Transmission and Associated Parts
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Legend (9) Third Crossmember

(1) Transfer Protector (4×4) (10) Transmission Oil Cooler Pipe
(2) Fairing Plate (11) Starter
(3) Rear Propeller Shaft (12) Under Cover
(4) Front Propeller Shaft (4×4) (13) Transfer Control Lever (4×4)
(5) Center Exhaust Pipe (14) Select Cable
(6) Full Pipe Heat Protector (15) Torque Converter Bolt
(7) Harness Heat Protector (16) Engine-Transmission Bolt
(8) Rear Mount Nut (17) Transmission Assembly
Removal
NOTE: Before remove transmission and transfer
assembly from vehicle, change the transfer mode to 2WD
using push button on dash panel.
2. Remove transfer protector (4×4) and fairing plate.
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4. Remove center exhaust pipe.
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3. Remove rear propeller shaft and front propeller shaft

(4×4).
NOTE: Apply alignment marks on the flange at both front
and rear sides.
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5. Remove fuel pipe heat protector and clip. 8. Support transmission with a jack.
Remove rear mount nuts from 3rd crossmember.
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6. Disconnect transmission harness connector and clip. F07RW008
Connector : Adapter case, mode switch, main case, 9. Remove third crossmember.
magnetic sensor, transfer switch (4×4), 2–4 actuator 10. Disconnect transmission oil cooler pipes from A/T
(4×4) and car speed sensor. side.
7. Remove harness heat protector. 11. Remove oil pipe clamp and bracket from the
converter housing.
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253RW001
12. Loosen oil cooler pipe clamp bolt at the engine mount
side.
13. Remove select cable by disconnecting inner cable 17. Remove flywheel-torque converter fixing bolts (6
from select lever and removing outer cable with pieces) by turning crankshaft.
bracket.
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256RW025 18. Remove engine-transmission fixing bolts.

14. Remove starter. 19. Pull out transmission from the engine.
15. Remove flywheel under covers from the transmission
and engine.
16. Remove transfer control lever fixing bolts and push up
Installation
transfer control lever. 1. Slowly raise transmission jack until front of the
transmission is aligned with rear of the engine. Join
the transmission to the engine.
2. Tighten engine-transmission bolts as shown in the
figure.
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F07RW002
3. Align the flywheel-torque converter bolt boss with

flywheel hole by turning the torque converter. Install
flywheel-torque converter bolts (6 pieces) by turning
the crankshaft.
NOTE: Do not reuse the flywheel torque converter bolt.
262RW015
5. Install flywheel under covers to the transmission and

engine.
6. Install starter.
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4. Install transfer control lever on the transfer case.

7. Install select cable by connecting inner cable to select 12. Install rear mount nuts.
lever and installing outer cable with bracket. Torque: 50 N•m (37 lb ft)
256RW025
F07RW008
8. Connect transmission oil cooler pipes to A/T.
13. Install harness heat protector.
9. Install oil cooler pipe clamp and bracket to the
converter housing.
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14. Connect transmission harness connector and clip.

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Connector : Adapter case, mode switch, main case,
10. Tighten oil cooler pipe clamp bolt at the engine mount magnetic sensor, transfer switch, 2–4 actuator and
side. car speed sensor.
11. Install third crossmember.
15. Connect fuel pipe to transmission side.
141RX001
(4×4) (4×2)
240RW014 141RW006
16. Install fuel pipe heat protector and clip. 18. Install front propeller shaft & rear propeller shaft.
19. Install transfer protector and fairing plate.
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17. Install center exhaust pipe.

Torque: 43 N•m (32 lb ft) 150RW006
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Solenoid (Main Case Valve Body)

1. Raise the vehicle and support it on jack stands. 1. Install shift solenoid A, shift solenoid B, band control
2. Disconnect battery ground cable. solenoid with new gaskets to main case valve body
respectively.
3. Drain fluid.
2. Carefully install spring pin with hammer to avoid
4. Remove sixteen 10 mm screws, main case oil pan,
damage to valve body, etc.
magnet, and gasket.
5. Remove three 13 mm screws, oil filter.
6. Disconnect wiring harness from band control
solenoid and shift solenoids. Pull only on connectors,
not on wiring harness.
7. Remove spring pin for shift solenoid A, shift solenoid
B, and band control solenoid respectively, using
suitable pliers taking care not to damage solenoids.
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3. Connect wiring harness to solenoids.

4. Install oil filter with a new gasket and the three 13 mm
screws, tighten to the specified torque.
5. Install magnet, main case oil pan with new gasket,
and sixteen 10 mm screws. Tighten the screws to the
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specified torque.
6. Fill transmission through the overfill screw hole of oil
pan, using ATF DEXRON–III, Refer to Changing
Transmission Fluid in this section.
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8. Remove shift solenoid A, shift solenoid B, band

control solenoid, and gaskets from main case valve
body. Do not pull on wiring harness. Remove
solenoids by grasping the metal tip.
Solenoid (Adapter Case Valve Body)

1. Raise the vehicle and support it on jack stands. 1. Install force motor solenoid, retainer, and 11 mm bolt
2. Disconnect battery ground cable. to adapter case valve body. Tighten the bolt to the
specified torque.
3. Drain fluid.
4. Remove adapter case oil pan twelve fixing 10 mm Torque: 10 N•m (87 lb in)
screws, adapter case oil pan, and gasket. 2. Install converter clutch solenoid with two O-rings, and
11 mm bolt to adapter case valve body. Tighten the
NOTE: Oil pan still contains transmission fluid. Place a
large drain container under the oil pan and drain the fluid
carefully. Torque : 10 N•m (87 lb in)
5. Disconnect wiring harness from force motor solenoid 3. Connect wiring harness assembly to solenoids.
and converter clutch solenoid. Pull only on 4. Install adapter case oil pan, new gasket, and twelve
connectors, not on wiring harness. 10 mm screws. Tighten the screws to the specified
6. Remove 11 mm bolt and converter clutch solenoid torque.
with two O-rings. Torque : 11 N•m (96 lb in)
5. Fill transmission through overfill screw hole oil pan,
using ATF DEXRON–III, Refer to Changing
210RW011
7. Remove 11 mm bolt, retainer, and force motor

solenoid.
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Valve Body Assembly (Main Case)

Removal 4. Install seven 13 mm screws, and tighten them to the
specified torque.
1. Raise the vehicle and support it on jack stands.
3. Drain fluid.
4. Remove sixteen 10 mm screws, main case oil pan,
magnet and gasket.
5. Remove three 13 mm oil filter fixing screws, then
remove oil filter.
6. Remove two 13 mm manual detent fixing screws,
then remove roller and spring assembly.
7. Disconnect wiring harness from band control
solenoid and shift solenoids. Pull only on connectors,
not on wiring harness.
8. Remove four 13 mm servo cover fixing screws, then
remove servo cover and gasket.
9. Remove seven 13 mm valve body fixing screws.
f Disconnect ground wire from the main case valve
body.
10. Remove main case valve body with manual valve link
and transfer plate. Note the position of the link (long
end into valve, short end into range selector lever). 243RS008
11. Remove transfer plate gasket from main case. 5. Install 8.5 mm connector of ground wire under the
head of this valve body bolt and reinstall it. Tighten the
12. Remove two check balls from main case.
Installation
1. Install two check balls to main case.
244RW001
6. Remove two guide pins from main case.

244RW002 7. Install servo cover gasket, cover, and four 13 mm
2. Inspect electrical 4 pin connector and seal of main screws. Tighten the screws to the specified torque.
case. Replace if necessary. Torque: 25 N•m (18 lb ft)
3. Use two J–25025–B guide pin to install main case.
8. Connect wiring harness to band control and shift
f Install valve body complete assembly and manual solenoids.
valve link.
9. Install roller and spring assembly to manual detent.
NOTE: Valve must be extended as the short end of f Install two 13 mm screws, and tighten them to the
manual valve link is connected to the range selector lever. specified torque.
Long end of link goes into valve.
10. Install oil filter and three 13 mm screws. Tighten to the 12. Fill transmission through overfill screw hole of oil pan,
specified torque. using ATF DEXRON–III., refer to Changing
Torque : 20 N•m (15 lb ft) Transmission Fluid in this section.
11. Install oil pan gasket, magnet, oil pan and sixteen 10
mm screws. Tighten the screws to the specified
torque.
Valve Body Assembly (Adapter Case)

Removal
1. Raise the vehicle and support it on jack stands.
3. Drain fluid.
4. Remove twelve 10 mm adapter case oil pan fixing
screws, adapter case oil pan, and gasket.
NOTE: Oil pan still contains transmission fluid. Place a
large drain container under the oil pan.
Drain the fluid carefully.
5. Disconnect wiring harness from force motor solenoid
and converter clutch solenoid. Pull only on
connectors, not on wiring harness.
6. Remove seven 13 mm screws from adapter case
valve body assembly, then remove transfer plate, two
gaskets, and adapter case valve body.
Installation
1. Inspect electrical 5 pin connector and seal of adapter
case. Replace if necessary.
2. Install gasket, transfer plate, and gasket.
3. Install adapter case valve body and seven 13 mm
screws. Tighten the screws to the specified torque.
4. Connect wiring harness assembly to converter clutch
solenoid and force motor.
5. Install oil pan gasket, oil pan, and twelve 10 mm
screws. Tighten the screws to the specified torque.
pan, using ATF DEXRON–III, refer to Changing

Removal 3. Disconnect PCM wiring harness connectors from
PCM.
1. Disconnect battery ground cable. 4. Remove four PCM retaining screws.
2. Remove transfer control lever knob, lower cluster 5. Remove two brackets from PCM.
assembly, center console and front console.
828RW003
Installation
1. Install two brackets to PCM.
2. Install four PCM retaining screws.
3. Connect PCM wiring harness connectors to PCM.
4. Install center console, rear console, lower cluster
assembly and transfer control lever knob.
Speed Sensor (Extension Housing)

1. Disconnect battery ground cable. 1. Inspect the speed sensor O-ring, and replace it if
2. Raise the vehicle and support it on jack stands. necessary.
3. Disconnect speed sensor harness connector from 2. Install speed sensor assembly and 10 mm screw.
speed sensor. Torque: 9 N•m (78 lb in)
4. Remove one 10 mm screw and speed sensor with 3. Connect speed sensor harness connector to speed
O-ring. sensor.
Transmission Oil Temperature Sensor (Adapter Case)

1. Raise the vehicle and support it on jack stands. 1. Connect ground wire to converter clutch solenoid
2. Disconnect battery ground cable. wiring harness connector of the wiring harness
assembly.
3. Drain fluid.
2. Install wiring harness assembly to converter clutch
4. Remove twelve 10 mm adapter case oil pan fixing
solenoid, force motor, and 5 pin connector of adapter
screws, adapter case oil pan, and gasket.
case.
NOTE: Oil pan still contains transmission fluid. Place a 3. Install oil pan gasket, oil pan and twelve 10 mm fixing
large drain container under the oil pan and drain the fluid screws. Tighten the screws to the specified torque.
carefully.
5. Disconnect wiring harness from force motor solenoid,
converter clutch solenoid, and 5 pin connector of 4. Fill transmission through the overfill screw hole of oil
adapter case. Pull only on connectors, not on wiring pan, using ATF DEXRON–III.
harness. Refer to Changing Transmission Fluid in this section.
6. Disconnect ground wire from converter clutch 5. Connect battery ground cable.
solenoid wiring harness connector.
7. Remove wiring harness assembly (transmission oil
temperature sensor).
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Front Oil Seal (Converter Housing)

1. Remove transmission assembly from the vehicle 1. Apply clean ATF to the new oil seal ring lip.
,refer to Transmission in this section. f Install oil seal ring to converter housing, tighten to
2. Remove torque converter from converter housing. the specified torque.
3. Remove three screws and oil seal ring from converter Torque: 3 N•m (26 lb in)
housing.
2. Install torque converter to converter housing.
3. Install transmission assembly case to the vehicle,
refer to Transmission in this section.
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Rear Oil Seal (Extension Housing)

1. Remove transfer case assembly from the vehicle. 1. Use J–36797 extension housing oil seal installer, and
Refer to Transfer Case in Drive Line/Axle section. install the rear oil seal to the transmission extension
2. Remove rear oil seal from transmission extension housing.
housing. 2. Install the transfer case assembly to the vehicle.
Refer to Transfer Case in Drive Line/Axle section.
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Transmission (4L30–E)
Disassembly 2. Remove O-ring (2) from turbine shaft.
3. Remove two 10mm mode switch screws, selector
NOTE: During the disassembly and reassembly, perform lever nut, cover, and mode switch (3).
the following:
4. Remove twelve 10mm adapter case oil pan (4) fixing
f Wash each part thoroughly, and blow air through each screws, adapter oil pan, and gasket.
oil passage and groove to eliminate blockage. 5. Disconnect electrical wiring connections (5) from
f Seal rings, roll pins, and gaskets should be replaced. solenoids and 5 pin connector of adapter case. Pull
f When assembling the components, apply on connectors only, not on wiring harness.
DEXRON–III Automatic Transmission Fluid (ATF) 6. Remove seven 13mm adapter case valve body (6)
to each seal, rotating part, and sliding part. fixing screws, adapter case valve body assembly,
f Do not dip part facings, such as clutch or brake drive transfer plate, and two gaskets.
plates, in cleaner when washing it. f Remove wiring harness and 5 pin connector.
Also, always coat parts with new ATF two or three 7. Remove sixteen 10mm main case oil pan (7) fixing
times after cleaning with solvent. screws, main oil pan, magnet, and gasket.
1. Remove torque converter (1). 8. Remove three 13mm oil filter (8) fixing screws and oil
f Drain fluid from torque converter. filter.
f Attach J–8763–02 holding fixture to the 9. Remove two 13mm manual detent (9) fixing screws,
transmission and set it on J–3289–20 holding roller and spring, and manual detent.
fixture base. 10. Disconnect wiring harness assembly (10) from band
apply solenoid, shift solenoids, and main case 4 pin
NOTE: Do not overtighten the tool, as case damage may connector.
result. Pull on connectors only, not on wiring harness.
11. Remove four 13mm servo cover (11) fixing screws,
servo cover, and gasket.
12. Remove seven 13mm valve body screws and ground
wire from main case.
f Remove wiring harness assembly (5) from the
adapter case side.
f Remove main valve body assembly (12) with
manual valve link and transfer plate. Note the
position of the link (long end into valve, short end
into range selector lever).
f Remove 4 pin connector.
f Remove gasket transfer plate from main case.
13. Remove two check balls (13) from main case.
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240RW022
14. Turn transmission to vertical position to drain fluid.

Return back to horizontal position when drained.
f Install J–23075 servo piston spring compressor
with offset to the rear of case.
f Compress servo piston assembly.
f Remove servo piston retaining ring (14).
f Slowly release servo piston assembly (15).
f Remove tool.
15. Remove servo piston assembly (15), return spring
(16), and servo apply rod (17).
242RS002 241RW012
16. Rotate transmission to horizontal position, pan side 21. Rotate transmission to vertical position, converter
down. housing up.
f Remove one 10mm screw, and speed sensor (18) f Loosen the converter housing and oil pump
with “O” ring. assembly fixing screws, but do not remove, the five
17. Remove seven 8mm extension housing hexagon 13 mm inner screws unless oil pump disassembly is
socket head screws, extension housing assembly required.
(19), and gasket. f Remove seven outer screws.
18. Remove retaining ring (20). (4×4) f Remove converter housing and oil pump assembly
NOTE: Use extra long, needle nose pliers. (23).
f Remove flange nut (20). (4×2) 22. Remove gasket (24).
f Remove flange and O–ring (20). (4×2) 23. Remove selective thrust washer (25).
19. Remove speed wheel (21).
20. Remove wheel parking lock (with seal ring) (22).
241RW004 252RS001
24. Remove fourth clutch retainer (26). 29. Remove adapter case and center support assembly
25. Grasp turbine shaft and lift out the overrun clutch (with fourth clutch piston) (32).
housing assembly (27) and fourth clutch plates (28). 30. Remove seal ring (33).
26. Remove thrust bearing assembly (29). 31. Remove selective thrust washer (34) and two O-ring
27. Remove overdrive internal gear (30). seals (35) from main case.
28. Remove thrust washer (31). 32. Use J–23327 and J–23327–90 compressor to
compress the fourth clutch spring retainer and
springs (37).
f Release snap ring (36) from groove.
f Remove clutch compressor and snap ring (36).
33. Remove retainer and spring assembly (37).
34. Insert two converter housing/main case screws to
hold adapter case while pulling out fourth clutch
piston (38).
f Remove fourth clutch piston assembly (38) from the
adapter case.
f Remove converter housing/main case screws.
35. Grasp intermediate shaft, twist and pull out the
second and third clutch drum assemblies with reverse
clutch plates while holding onto output shaft (39).
36. Separate second (40) and third clutch (41) NOTE: Insert wire in the center of the spring pin to
assemblies. prevent it from collapsing during removal. Be aware of pin
37. Remove thrust washer (42). height. Protect machined face of main case.
38. Remove reverse clutch plates (43 and 44) and 48. Remove parking lock and range selector lever 17 mm
reverse clutch pressure plate (45). nut (57).
39. Remove bearing (46) and washer (47). 49. Remove parking lock and range selector lever (56),
40. Remove planetary carrier assembly (48). and actuator assembly.
41. Remove thrust bearing (49). 50. Remove selector shaft (58).
42. Remove reaction sun gear (50) NOTE: Inspect the shaft for burrs before removing to
43. Remove needle bearing (51). prevent damaging seal. If necessary, remove burrs by
lightly sanding with an oilstone.
44. Remove brake drum (52).
45. Remove brake band (53).
46. Remove thrust bearing (54).
249RS004
Reassembly
1. Inspect selector shaft seal and replace it if necessary.
NOTE: Use a seal installer when replacing the seal.
f Install selector shaft.
NOTE: Spring pin groove must be positioned inside the
case.
2. Install spring pin. Be sure the selector shaft can move
freely. Do not push the pin flush with the case surface.
Leave enough height for removal.
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47. Rotate case to horizontal position, valve body side 3. Install actuator assembly (1).
facing up. 4. Install parking lock and range selector lever (2) and
f Remove spring pin (55), using cutting pliers, then new 17 mm nut. Tighten the nut to the specified
remove parking lock and selector lever assembly torque.
(56). Torque: 22 N•m (16 lb ft)
11. Install the thrust bearing (9) on the output shaft.
NOTE: Use petroleum jelly to hold the thrust bearing in
place.
12. Align planetary pinions. Each pinion is marked with
double points to indicate the master tooth space and
exactly opposite with a single point to indicate the
master tooth. The markings on the planetary carrier
consist of double lines which are to be lined up with
the double points on two opposite pinions; the single
lines are to be lined up with the single points on the
other two pinions.
f After all four pinions are lined up, slide on the third
clutch assembly. Rotate third clutch and check
mark alignment. Considering that the ring gear
tooth between the double points of one planetary
pinion is tooth number 1, count the teeth to check
that the single points on the two adjacent pinions
are between teeth 23 and 24 of the ring gear, and
249RS005
that the ring gear tooth between the double points of
5. Rotate main case to vertical position, extension end the opposite pinion is tooth number 46. If the ring
facing down. gear and pinions are not lined up, remove and
realign them.
f Install brake band assembly (3).
13. Install planetary carrier (8) with third clutch (12).
NOTE: Be sure to align servo pin area with the servo hole.
NOTE: Do not force. When properly aligned, the parts will
6. Install thrust bearing (4). fit together easily.
NOTE: The case bushing acts as a guide for the thrust
bearing.
7. Install brake drum (5).
8. Install reaction sun gear (6).
9. Install needle bearing (7).
10. Inspect planetary carrier assembly (8) for wear and
damage. If necessary replace it.
f Measure pinion end play clearance with a feeler
gauge.
Clearance: 0.13mm–0.89mm (0.005 in–0.035 in)
If clearance is outside specified value, replace the
planetary carrier assembly.
248RS002
14. Remove the third clutch (12).

15. Install bearing (11) and washer (10).
248RS001
NOTE: Use petroleum jelly to hold the washer and
bearing in place.
247RS001
19. Install pressure plate (15) with lip side up, tang facing
valve body face.
20. Install reverse clutch plates. Start with a steel plate
(17) and alternate with a lined plate (16).
21. Install waved clutch plate (18) with center tang facing
valve body side.
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16. Carefully align the second clutch plate inner tangs.

f Install thrust washer, tangs pointing downward, and
locating tang positioned in slot on second clutch
hub.
NOTE: Use petroleum jelly to hold thrust washer in place.
17. Install third clutch and intermediate shaft assembly
(13) into the second clutch drum (14).
18. Install second and third clutch assemblies into the
main case. Twist output shaft and clutch assemblies
to ensure proper fit.
247RS002
22. Second clutch end play measurement

1. Install the J–23085–A Selective washer gauging
tool (with spacer ring) on the case flange and
against the intermediate shaft.
2. Position the inner shaft of the gauging tool against
the thrust surface of the second clutch hub.
3. Tighten thumb screw. Remove the tool.
4. Fit the spacer ring on the inner shaft of the tool.
5. Measure the gap and select appropriate washer
as shown in the chart.
Selective Thrust Washer

Gap: mm(in) Color
1.53 – 1.63 (0.060 – 0.064) Yellow
1.72 – 1.82 (0.068 – 0.072) Red
1.91 – 2.01 (0.075 – 0.079) Black
2.10 – 2.20 (0.083 – 0.087) Natural
2.29 – 2.39 (0.090 – 0.094) Green
2.48 – 2.58 (0.098 – 0.102) Blue
FOLLOWING THE PROCEDURE SHOULD
RESULT IN FINAL END–PLAY FROM 0.36 mm TO
0.79 mm (0.014 in TO 0.031 in)
247RS004
23. Inspect fourth clutch piston seals and replace if

necessary.
f Lubricate J–38554 fourth clutch piston fitter and
install it on fourth clutch piston (19).
f Install fourth clutch piston (19) in adapter case (20).
f Remove fitter.
247RS003
252RS003
24. Install retainer and spring assembly (22) into fourth

clutch piston (21).
25. Install snap ring (23) in adapter case.
f Install J–23327 and J–23327–90 fourth clutch
spring compressor.
f Seat snap ring in groove.
f Remove compressor.
252RW002
242RS004
29. Install thrust washer (26) into adapter case, with

tangs pointing downwards.
30. Preassemble overdrive internal gear (27) and thrust
bearing assembly (28) onto the turbine shaft and
overrun clutch assembly.
NOTE: Install bearing assembly, black side up. Use
petroleum jelly to keep assembly in place.
252RS004
31. Install overdrive carrier (30) and internal gear
26. Install selective washer using petroleum jelly. assembly into adapter case.
27. Install two O-ring seals (24) in main case and adapter 32. Install fourth clutch plates (29) in the following order:
case/main case seal ring (25). Steel, Lined, Steel, Steel, Lined, Steel. Steel plates
go in with short tang facing towards valve body
28. Install J–38588 guide pins. surface.
f Install adapter case and center support assembly to 33. Install fourth clutch retainer(31) with the notch facing
main case. up and positioned towards valve body surface.
252RW004 252RS005
34. Overdrive clutch end play measurement

1. Install the J–23085–A selective washer gauging
tool on the adapter case flange and against the
input shaft.
2. Position the inner shaft of the tool against the
thrust surface of the overrun clutch housing.
3. Tighten thumb screw. Remove the tool.
4. Measure gap. Select appropriate size washer as
shown in the chart.
5. Set selective thrust washer aside.
Selective Thrust Washer

Gap: mm(in) Color
1.53 – 1.63 (0.060 – 0.064) Yellow
1.72 – 1.82 (0.068 – 0.072) Red
1.91 – 2.01 (0.075 – 0.079) Black
252RS006
2.10 – 2.20 (0.083 – 0.087) Natural 35. Install selective washer (32).
2.29 – 2.39 (0.090 – 0.094) Green NOTE: Use petroleum jelly to hold selective washer in
2.48 – 2.58 (0.098 – 0.102) Blue place.
FOLLOWING THE PROCEDURE SHOULD 36. Install gasket (33).

RESULT IN FINAL END–PLAY FROM 0.1 mm TO 37. Install converter housing and oil pump assembly (34)
0.8 mm (0.004 in TO 0.03 in) to adapter case.
f Fit and tighten seven outer 13 mm screws.
f Ensure free rotation of pump using J–23082–01 NOTE: If end play is not correct, repeat selective washer
pump rotation tool. selection.
252RW001
39. Inspect extension housing oil seal and replace if

necessary, using J–36797 extension housing oil seal
installer.
f Rotate transmission to horizontal position, with
valve body side down.
f Inspect parking wheel seal ring. Replace if
necessary.
f Install wheel parking lock assembly (35).
40. Install speed wheel (36) and snap ring (37). (4×4)
241RW010
38. Overdrive clutch end play measurement. NOTE: Use extra long, needle nose pliers.
1. Fit J–25022 and J–24773–1 turbine shaft puller Install flange, O–ring and nut. (4×2)
on turbine shaft. 41. Install gasket onto extension assembly with a thin
2. Position axial play checking tool on converter coating of oil.
housing mating face. f Install extension housing assembly (38), and align
3. Pull turbine shaft upwards with puller until first parking pawl shaft.
resistance is met. (due to weight of overdrive f Install actuator assembly into extension assembly.
assembly)
f Install seven 8 mm hexagon socket head screws.
4. Maintain shaft in this position and set indicator to
zero. Torque: 32 N•m (24 lb ft)
42. Inspect speed sensor O-ring. Replace if necessary.
5. Pull turbine shaft further upwards with puller.
Read end play shown on indicator. f Install speed sensor assembly (39) and 10 mm
screw.
End play: 0.1mm – 0.8mm (0.004 in – 0.031in)
6. Remove axial play checking tool and puller.
43. Main case end play measurement.
1. Attach axial play checking tool on the extension
housing and set indicator to zero on output shaft.
2. Manually push output shaft upwards.
End play: 0.36mm – 0.80mm (0.014 in – 0.031in)
3. Remove axial play checking tool.
4. If end play is not correct, repeat selective washer
selection.
241RS005
241RW013
44. Inspect servo piston seal ring. Replace if necessary.
f Ensure brake band is correctly positioned. Rotate
output shaft if necessary.
f Install J–38428 servo piston fitter in servo bore.
f Install apply rod (40), round end toward band, return
spring (41) and piston assembly (42).
45. Install the J–23075 servo spring compressor with
offset to rear of case.
f Compress servo piston seal ring, using fitter while
tightening the tool screw.
f Install servo piston retaining ring (43).
f Remove tool.
f Adjust the brake band by tightening the servo
adjusting screw to 4.5 N·m torque. Be certain the
lock nut is loose, then back-off the screw five turns
exactly. Hold piston sleeve with wrench and tighten
lock nut to 18.5 N·m torque. Be certain the adjusting
241RS004 screw does not turn.
NOTE: Valve must be extended as the short end of
manual valve link is connected to the range selector lever.
Long end of link goes into valve.
f Install seven 13 mm screws, tighten the specified
torque.
f Pass ground wire of adapter case wiring harness
assembly through the hole joining adapter fluid area
and main case fluid area.
f Assemble 8.5 mm connector of ground wire under
the head of this valve body bolt and reinstall it.
f Remove two guide pins.
242RW004
46. Install two check balls (44).
244RW001
49. Install servo cover gasket, cover (46) and four 13 mm

screws.
50. Connect wiring harness (47) to band control, shift
solenoids, and main case 4 pin connector.
51. Install manual detent roller and spring assembly (48)
with clip.
f Install two 13 mm screws.
52. Install oil filter (49) and three 13 mm screws.
53. Install oil pan gasket, magnet, main oil pan (50),
sixteen 10 mm screws.
244RW002
54. Inspect adapter case electrical connector and seal.
47. Inspect main case electrical connector and seal, Replace if necessary.
replace if necessary.
f Install electrical five pin connector and harness
f Install electrical 4 pin connector/main case and assembly (52) in bottom of adapter case.
wiring harness.
55. Install gasket, transfer plate, and gasket.
48. Install two J–25025–B guide pins into main case.
f Install adapter case valve body (51) complete and
f Install main case valve body complete assembly seven 13 mm screws.
(45) and manual valve link.
56. Connect wiring harness harness assembly (52) to 60. Install torque converter (56)
converter clutch solenoid, force motor, and 5 pin The converter assembly must be replaced under any
connector. of the following conditions:
57. Install oil pan gasket, adapter case oil pan (53), and a. Evidence of damage to the pump assembly.
twelve 10 mm screws.
b. Metal particles are found after flushing the cooler
Torque: 11 N•m (96 lb in) lines.
f Rotate transmission, with bottom pan facing down. c. External leaks in hub weld area.
58. Install mode switch (54), two 10 mm screws, selector d. Converter pilot broken, damaged, or poor fit into
lever nut, and cover. crankshaft.
10 mm screw e. Converter hub scored or damaged.
Torque: 13 N•m (113 lb in) f. Internal failure in stator.
g. Contamination from engine coolant.
Nut
h. Excess end play.
f Rotate transmission, bell housing up. Spin
f Adjust using setting tool, refer to Mode Switch in converter to insure proper fit.
this section.
59. Install O-ring (55) on turbine shaft. pan, using ATF DEXRON–III. Refer to Changing
241RW016
Converter Housing and Oil Pump Assembly

Disassembled View
241RW003
Legend (4) Wear Plate

(1) Converter Housing (5) Oil Pump Assembly
(2) Outer Seal Ring (6) Oil Seal Ring
(3) Gasket
Disassembly
1. Remove oil pump assembly from converter housing.
2. Remove outer seal ring.
3. Remove gasket.
4. Remove wear plate.
5. Remove oil seal ring.

Visual Check:
If any damage, deformation, or local wear is found in a
converter housing, outer seal ring, wear plate, or oil seal
ring, replace it.
Reassembly
1. Install wear plate onto oil pump assembly.
241RW002
2. Install converter housing onto complete oil pump 3. Install oil seal ring (3 screws).
assembly. Align with two short J–38588 guide pins on
outer bolt holes. Torque: 3 N•m (26 lb in)
f Loosely install five 13mm bolts. 4. Install gasket.
f Center converter housing using J–38557 centering 5. Install outer seal ring.
tool.
f Tighten five inner 13mm bolts in an alternating
pattern.
Oil Pump
Disassembled View
241RS014
Legend (10) Throttle Signal Accumulator Piston

(1) Oil Pump Drive Gear (11) Sleeve Pin
(2) Oil Pump Driven Gear (12) Sleeve
(3) Pin (13) Boost Valve
(4) Plug (14) Spring Seat
(5) Spring (15) Valve Spring
(6) Converter Clutch Control Valve (16) Spring Seat
(7) Snap Ring (17) Pressure Regulator valve
(8) Spring Seat (18) Oil Pump Assembly
(9) Spring
1. Remove oil pump drive gear (1) and driven gear (2). 1. Lubricate and preinstall pressure regulator spring
2. Remove pin (3) from oil pump assembly (18). seat (16) on valve (17), with the flat side against
shoulder.
3. Remove plug (4), spring (5), and converter clutch
control valve (6). 2. Install pressure regulator valve (17) and spring seat
(16) assembly, valve spring (15), and spring seat (14)
4. Remove snap ring (7) from oil pump assembly (18).
with the flat side away from spring to oil pump
5. Remove spring seat (8), spring (9), and throttle signal assembly (18).
accumulator piston (10).
3. Assemble boost valve (13) into sleeve (12).
6. Remove sleeve pin (11) from oil pump assembly (18).
4. Install boost valve and sleeve assembly, and sleeve
7. Remove sleeve (12), boost valve (13), spring seat pin (11) to oil pump assembly (18).
(14), valve spring (15), spring seat (16), and pressure
5. Install throttle signal accumulator piston (10), spring
regulator valve (17).
(9), and spring seat (8), with the flat side away from
the spring, and snap ring (7) to oil pump assembly
Inspection and Repair (18).
6. Install converter clutch control valve (6), spring (5),
Visual Check: plug (4), and pin (3) to oil pump assembly (18).
If any damage, deformation or wear is found, replace the 7. Install oil pump driven gear (2) and drive gear (1).
damaged part.
Main Case Valve Body

Disassembled View
244RS010
Legend (15) Spring

(1) Gaskets and Transfer Plate (16) Spring Pin
(2) Manual Valve (17) Plug
(3) Band Control Solenoid (18) Spring
(4) Pin (19) Low Pressure Control Valve
(5) Waved Washer (20) Spring Pin
(6) Spring Pin (21) Plug
(7) Solenoid A (22) Band Control Screen Assembly
(8) Retainer (23) Spring Pin
(9) 1–2/3–4 Shift Valve (24) Plug
(10) Spring (25) 1–2 Accumulator Valve
(11) Spring Pin (26) 1–2 Accumulator Control Valve
(12) Solenoid B (27) Check ball
(13) Retainer (28) Main Case Valve Body
(14) 2–3 Shift Valve
1. Remove two 11mm bolts from valve body (28), then 1. Install 1–2 accumulator control valve (26), 1–2
remove gaskets and transfer plate (1). accumulator valve (25), plug (24), and spring pin (23).
2. Remove manual valve (2).
3. Push in band control solenoid (3) to compress waved 2. Install band control screen assembly (22), plug (21),
washer (5), and remove pin (4). and spring pin (20).
4. Remove band control solenoid (3) and waved washer 3. Install low pressure control valve (19), spring (18),
(5). plug (17), and spring pin (16).
5. Remove spring pin (6) with a 3 mm dia. punch. 4. Install spring (15), 2–3 shift valve (14), retainer (13),
solenoid B (12), and spring pin (11).
6. Remove solenoid A (7) by grasping the metal tip. Do
not grasp the connector housing. 5. Install spring (10), 1–2/3–4 shift valve (9), retainer (8),
solenoid A (7), and spring pin (6).
7. Remove retainer (8), 1–2/3–4 shift valve (9) and
spring (10). 6. Install waved washer (5), band control solenoid (3),
and pin (4).
8. Remove spring pin (11) with a 3 mm dia. punch.
7. Install manual valve (2).
9. Remove solenoid B (12) by grasping the metal tip. Do
not grasp the connector housing. 8. Install check ball (27) to valve body (28).
10. Remove retainer (13), 2–3 shift valve (14), and spring 9. Install gasket (valve body/transfer plate) and transfer
(15). plate using two J–3387–2 guide pins.
11. Remove spring pin (16), plug (17), spring (18) and low f Install two 11mm bolts.
pressure control valve (19). Torque: 13 N•m (113 lb in)
12. Remove spring pin (20), plug (21), and band control
screen assembly (22).
13. Remove spring pin (23), plug (24), 1–2 accumulator
valve (25), and 1–2 accumulator control valve (26).
14. Remove 1 check ball (27) from valve body (28).

Inspect for the following, and replace any damaged or
worn parts:
1. Damage or wear to each valve.
2. Damage in oil passeges.
3. Cracks or damage to valve body.
4. Valve operations.
5. Spring fatigue.
244RS004
f Install gasket (transfer plate/main case).

Adapter Case Valve Body

Disassembled View
243RW001
Legend (8) Spring

(1) Converter Clutch Solenoid Assembly (9) Retaining Ring
(2) Retainer (10) Feed Iimit Valve
(3) Force Motor Solenoid (11) Plug Retainer
(4) Retainer (12) O-ring
(5) Plug (13) Plug
(6) 3/4 Accumulator Valve (14) Force Motor Screen Assembly
(7) 3/4 Accumulator Control Valve (15) Adapter Case Valve Body
Disassembly Inspection and Repair

1. Remove 11mm bolt from valve body. Inspect for the following, and replace any damaged or
worn parts:
f Remove converter control solenoid assembly (1).
1. Damage or wear to each valve.
2. Remove 11mm bolt and retainer (2) from valve body.
2. Damage in oil passeges.
f Remove force motor solenoid (3).
3. Cracks or damage to valve body.
3. Remove retainer (4), plug (5), 3/4 accumulator valve
(6), and 3/4 accumulator control valve (7) 4. Valve operations.
4. Remove spring (8), retaining ring (9), and feed limit 5. Spring fatigue.
valve (10).
5. Remove plug retainer (11), O-ring (12), plug (13), and Reassembly
force motor screen assembly (14).
1. Install force motor screen assembly (14), plug (13),
f Use 5 mm bolt to pull plug.
O-ring (12), and plug retainer (11).
2. Install feed limit valve (10), retaining ring (9), and
spring (8).
3. Install 3/4 accumulator control valve (7), 3/4 5. Install converter clutch solenoid assembly with two
accumulator valve (6), plug (5), and retainer (4). O-rings (1) to valve body.
4. Install force motor solenoid (3). f Install bolt.
f Place solenoid terminals pointing towards mating Torque: 10 N•m (87 lb in)
face.
f Install retainer (2) and bolt.
Third Clutch and Sprag Unit

Disassembled View
248RW001
Legend (5) Thrust Washer

(1) Retaining Ring (6) Clutch Plates
(2) Input Sun Gear and Sprag Unit Assembly (7) Third Clutch Spring Cushion Plate
(3) Retaining Washer (8) Third Clutch Drum Assembly
(4) Bearing
Disassembly
1. Place the third clutch drum and intermediate shaft
assembly upright, using the overdrive internal gear as
a support.
2. Locate the ends of the retaining ring. Depress one
end of the ring using a small screwdriver instead of
the depressor handle provided with the tool
J-38450-A. Slide one blade down between the third
clutch drum and the retaining ring.
3. Remove a screwdriver and repeat this step for the
other end of retaining ring.
4. Install the remaining four blades approximately (five)
notches apart using a screwdriver to depress the
retaining ring.
5. Pull up on input sun gear and sprag unit assembly (1
and 2) to release the retaining ring from third clutch
drum assembly (8).
6. Remove the tool blades. 248RX001
7. Remove retaining washer (3), bearing (4), thrust 6. Place J-38450-A blades between the retaining ring
washer (5), and clutch plates (6 and 7) from the third and the third clutch drum apporximately (five)
clutch drum assembly (8). notches apart, and one blade at each end of the
retaining ring (1). Push down on sprag assembly until
the assembly is seated into the third clutch drum
Inspection and Repair assembly (8).
Visual Check: 7. Remove the tool blades and engage retaining ring
into groove of third clutch drum.
If any damage, deformation or wear is found, replace the
damaged part.
Reassembly
1. Place third clutch drum and intermediate shaft
assembly upright, using the overdrive internal gear as
a support.
2. Install third clutch spring cushion plate (7), bevel face
down.
3. Install third clutch plates (6) into third clutch drum
assembly (8). Start with the steel clutch plate and
alternate with lined plates.
4. Install thrust washer (5), bearing (4) and retaining
washer (3).
5. Fully engage the hub spline of the input sun gear and
sprag unit assembly (2) into the third clutch inner
tangs.
f Simultaneously rotate the outer sprag race to
engage into the third clutch drum assembly (8). 248RX002
Third Clutch
Disassembled View
248RS006
Legend (3) Springs

(1) Retaining Ring (4) Piston Assembly
(2) Spring Seat (5) Third Clutch Drum
Disassemble Reassembly
1. Compress spring seat using the J–23075 spring 1. The lip of the piston seal must point toward the front of
compressor and J–23075–12 adapter tool. the transmission. Lubricate the seal lip with
transmission fluid.
NOTE: Do not overstress the springs and seat. This will
cause damage to the spring seat. f Install piston assembly (4) into the third clutch drum
(5). Use the J–23084 third clutch piston installer to
f Remove the tool. protect the outer seal during installation.
f Remove retaining ring (1). f Remove the seal installer.
248RS007
248RS008
2. Release the spring seat (2). 2. Install twelve springs (3) and spring seat (2).
NOTE: Do not let the spring seat catch in the ring groove. 3. Place retaining ring (1) onto spring seat.
f Remove spring seat (2) and springs (3). f Compress the piston springs, using the J–23075
3. Remove piston assembly (4) from third clutch drum piston spring compressor and J–23075–12
(5). adapter.
CAUTION: Do not overstress the springs and seat.
Do not let the spring seat catch in the ring groove.
Inspection and Repair This may cause damage to the spring seat.
Visual check: f Install spring seat retaining ring (1).
If any damage, deformation or wear is found, replace the f Remove the piston spring compressor and adapter.
damaged part.
Operation check:
Shake the piston and listen for check ball movement.
Movement indicates proper check ball operation.
Replace the piston if the check ball is missing or falls out.
Sprag Unit
Disassembled View
248RS009
Legend (4) Sprag Assembly

(1) Retaining Ring (5) Ring
(2) Sprag Outer Race (6) Third Clutch Hub and Sun Gear Assembly
(3) Ring
Disassembly NOTE: Check correct rotation by holding the sun gear in

your left hand and turning the outer race. The outer sprag
1. Remove the sprag outer race, retaining ring, and race should turn freely towards you and should lock
sprag assembly from the third clutch hub and sun turning away from you.
gear assembly.
2. Remove the rings and sprag assembly from the sprag
outer race.

Visual Check:
If any damage, deformation or local wear is found,
replace the damaged part.
Reassembly
NOTE: Flared shoulder of the sprag cage faces the sun
gear. This procedure must be followed exactly to be sure
that the sprag assembly is installed properly.
1. Install rings and sprag assembly onto the third clutch
hub and sun gear.
2. Install sprag outer race and retaining ring assembly
over the sprag cage assembly. 248RS010
f Place third clutch hub and sun gear assembly on a

flat surface, sun gear facing up. Place sprag outer
race and sprag assembly over the sun gear
assembly, push down and turn the input sun
counterclockwise at the same time.
Second Clutch
Disassembled View
247RW001
Legend (6) Waved Washer

(1) Retaining Ring (7) Retaining Ring
(2) Ring Gear (8) Spring Seat
(3) Retaining Ring (9) Springs
(4) Spacer (10) Piston Assembly
(5) Clutch Plates (11) Second Clutch Drum
Disassembly
1. Remove retaining ring (1) from second clutch drum
(11).
2. Remove ring gear (2), retaining ring (3), and spacer
(4).
3. Remove clutch plates (5) and waved washer (6).
4. Remove retaining ring (7) using J–23327 compressor
to compress the spring seat (8).
5. Remove spring seat (8), springs (9) and piston
assembly (10) from second clutch drum (11).
247RS006
Inspection and Repair 2. Install twenty-two piston springs (9) and spring seat
(8) on the second clutch piston (10). Place retaining
Visual Check: ring (7) onto spring seat.
If any damage, deformation or wear is found, replace the f Use the J–23327 compressor to compress the
damaged part. piston springs.
NOTE: Do not let spring seat catch in ring groove.
Operation Check:
f Remove the compressor.
Shake the piston and listen for check ball movement.
Movement indicates proper check ball operation. 3. Install waved plate (6) and clutch plates (5). Start with
Replace the piston if the check ball is missing or falls out. a steel plate and alternate with lined plates.
f Align second clutch inner tangs.
Reassembly 4. Install spacer (4), with the fluted end toward clutch
plates.
1. Install piston assembly (10) into the second clutch 5. Install retaining ring (3), ring gear (2) and retaining
drum (11). ring (1).
f Lubricate the lip seal with transmission fluid. Use
the J–23080–A second clutch piston installer to
protect the outer piston lip seal.
NOTE: Lip of the seal should point toward front of
transmission.
f Remove the installer.
247RS007
3–4 Accumulator Piston

Disassembled View
244RS005
Legend (3) Spring

(1) Snap Ring (4) Piston Assembly
(2) Cover
Disassembly
1. Install the J–38559–A cover compressor on adapter
case.
f Compress piston cover then remove snap ring.
242RW001

Visual Check:
242RS007 If any damage, deformation or wear is found, replace the
2. Install the J–41096 cover remover and J–38584 damaged part.
adapter to center hole of cover.
f Use the J–23907 slide hammer to remove cover.
3. Remove spring and piston assembly.
Reassembly
1. Place the J–38553 piston fitter into adaptor case and
push the piston into position, using suitable diameter
tube.
f Remove the piston fitter.
244RS006
2. Install spring and cover.

3. Install snap ring, using the J–38559–A compressor
tool.
f Install snap ring in groove.
f Remove the compressor tool.
242RS007
Reverse Clutch Piston and Center Support

Disassembled View
242RS006
Legend (7) Transfer Plate

(1) Retaining Ring (8) Gasket
(2) Spring Seat (9) Restrictor
(3) Springs (10) Retainer Plate
(4) Piston Assembly (11) Plug
(5) Center Support (12) Spring
(6) Gasket (13) Overrun Lock Out Valve
1. Install the J–23327 compressor tool on spring seat, 1. Install overrun lock out valve (13) and spring (12) to
then compress the spring seat. center support.
f Remove retaining ring (1). NOTE: Ensure correct assembly of valve. The spring
NOTE: Do not over-stress the springs and seat, as this should be located over the long small diameter end.
will cause damage to the spring seat. 2. Install plug (11) and retainer plate (10).
f Remove the compressor tool. 3. Place restrictor (9) in the lube overdrive channel in the
adapter case housing.
247RS008
2. Remove spring seat (2) and springs (3). 242RS005
3. Remove piston assembly (4). 4. Install gasket transfer plate/adapter case (8), center
support transfer plate (7), and gasket transfer
4. Remove 8 bolts from center support (5), then remove
plate/center support (6).
center support (5) from adapter case.
5. Install center support (5) with 8 bolts.
5. Remove gasket transfer plate/outer support (6),
center support transfer plate (7), and gasket transfer Torque : 25 N•m (18 lb ft)
plate/adapter case (8). 6. Install piston assembly (4) into center support (5).
6. Remove restrictor (9) from adapter case housing. 7. Install twenty four springs (3), spring seat (2), and
7. Remove retainer plate (10), plug (11), spring (12), and retaining ring (1).
overrun lock out valve (13) from center support (5). f Install the J–23327 compressor and compress
spring seat (2) and springs (3), then seat snap ring
Inspection and Repair (1) in groove.
f Remove the tool.
Visual Check:
damaged part.
Overrun Clutch and Turbine Shaft

Disassembled View
252RW005
Legend (8) Snap Ring

(1) Snap Ring (9) Overrun Roller Clutch Cam
(2) Overdrive Carrier Assembly (10) Roller Clutch Assembly
(3) Sun Gear (11) Overrun Clutch Release Spring Retainer
(4) Turbine Shaft (12) Diaphragm Spring
(5) Snap Ring (13) Piston Assembly
(6) Backing Plate (14) Overrun Clutch Drum
(7) Clutch Plates (15) Turbine Shaft Seal Rings
Disassembly Inspection and Repair

1. Position overrun clutch assembly upright, using the Overdrive Carrier Check
overdrive internal gear as a support.
f Check pinion end play with a feeler gauge.
f Remove snap ring (1).
Clearance: 0.24mm–0.64mm (0.0094in–0.025in)
If clearance is outside specified value, replace overdrive
carrier assembly.
252RS009
2. Remove overdrive carrier assembly (2), sun gear (3)

and turbine shaft (4).
3. Remove snap ring (5), backing plate (6), and clutch 252RS011
plates (7). Visual Check:

4. Compress diaphragm spring with the J–23327–91
compressor then remove snap ring (8).
damaged part.
Reassembly
1. Install turbine shaft seal rings (15) with grease
(petroleum jelly).
252RS010
5. Remove overrun roller clutch cam (9) and roller clutch

assembly (10).
6. Remove overrun clutch release spring retainer (11)
and diaphragm spring (12).
7. Remove piston assembly (13) from overrun clutch 241RS008
drum (14). 2. Install the J–38555 inner installer on the drum (14).
8. Remove turbine shaft seal rings (15). f Pre-install piston assembly into J–38555 outer
installer.
f Install overrun clutch piston assembly (13). Use the
outer installer while pushing piston into drum (14).
f Remove the installer. NOTE: Turn the assembly in a counter-clockwise
direction only until roller clutch enters the outer race.
After Installation, rotate the assembly and listen for loose
rollers.
11. Install turbine shaft (4) and snap ring (1).
252RS012
252RS013
3. Install diaphragm spring (12).

4. Install overrun clutch release spring retainer (11) (lip
faces upwards), overrun roller clutch assembly (10)
and cam (9).
5. Place snap ring loosely on spring retainer.
f Hold the J–23327–91 compressor in a vise and
compress piston return spring with compressor.
f Set snap ring (8) in ring groove.
f Remove the compressor.
6. Install clutch plates (7), start with steel plate and
alternate with lined plates.
7. Install backing plate (6).
8. Install snap ring (5).
9. Install overdrive sun gear with countersink pointing
downwards.
10. Install the overdrive carrier assembly (2).

Remarks
Model THM 4L30–E
Engine V6 3.2L 6VD1
Type Automatic four speed overdrive in
4th gear lock-up clutch torque
converter
Shift control Hydraulic
Shift pattern Electronic
Control systems
Shift quality Electronic
Lock-up clutch Electronic
1st 2.856
2nd 1.618
Gear ratio 3rd 1.000
4th (O/D) 0.723
Reverse 2.000
Gear set Noiseless, high torque capability
Name ATF DEXRON–III
Oil used
Q’ty liter (qt) 8.6 (9.1)
Torque converter 2,200 ± 150 Stall speed (rpm)
Reverse clutch RC 4
Second clutch C2 6
Third clutch C3 6 Number of discs
Brake band Double
wrap
Fourth clutch C4 2
Number of discs
Overrun clutch OC 1
Overdrive OFW 10 Number of rollers
Principal PFW 26 Number of sprags
Input sun gear 30
Pinion gear 19
Ravigneaux ty
typee
gear train
g Long pinion 23
(planetary gear Ring gear 90
set)
Long pinion 19 Number of teeth
Output sun gear 46
Sun gear 31
Overdrive carrier
(planetary gear Pinion gear 24
set)
t) Ring gear 81
E07RX004
E07RX008
E07RW014
Special Tools
TOOL NO. TOOL NO.
TOOL NAME TOOL NAME
J–23075 J–23085–A
Spring compressor (For Selective washer gaging
servo piston) tool
J–38450–A J–23327–90
Fourth clutch spring
Third clutch snap ring compressor (Use with
compressor J–23327)
J–23075–12
J–38553
Third clutch spring
3/4 Accumulator piston
compressor adapter
fitter
(Use with J–23075)
J–23084 J–41096
Third clutch piston Cover remover (Use
installer with J–38584)
J–23327 J–38584
Third clutch spring Slide hammer adapter
compressor (Use with J–23907)
J–23080–A
J–38554
Second clutch piston
Fourth clutch piston fitter
installer
TOOL NO. TOOL NO.

TOOL NAME TOOL NAME
J–38588
J–23082–01
Guide pins; adapter
Oil pump rotation tool
case to main case
J–38555 J–25025–B
Overrun clutch piston Guide pins; valve body
seal installer set to main case
J–3387–2
Guide pins; gasket and J–38428
transfer plate to valve Servo piston fitter
body
J–25022 J–23327–91
Turbine shaft puller (Use Overrun clutch spring
with J–24773–1) compressor
J–23129
J–38559–A
Oil seal remover (Use
3/4 Accumulator piston
with J–23907 and
cover compressor
J–38584)
J–38557 J–8763–02
Oil pump centering tool Holding fixture
TOOL NO.
ILLUSTRATION
TOOL NAME
J–36797
A/T extension housing
oil seal installer (Inside)
J–3289–20
Holding fixture base
J–29770–A
Pressure gauge
J–24773–1
End play fixture (Use
with J–25022)
J–23907
Slide hammer
4L30–E Parts List

Case and Associated Parts
241RW015
Legend (17) Pin, 3–4 Accumulator Piston

(1) Torque Converter (18) Piston, 3–4 Accumulator
(2) Screw, Seal Ring Assembly (19) Ring, 3–4, Accumulator Piston
(3) Seal Ring Assembly, Converter Housing (20) Case, Adapter
(4) Screw, Converter Housing/Main Case (22) Connector, Electrical/Adapter Case
(5) Screw, Converter Housing/Oil Pump (23) Screw, Pan
(6) Housing, Converter (27) Restrictor, Oil
(7) Plug, Converter Housing (28) Gasket, Transfer Plate/Adapter
(8) Seal, O-ring (29) Plate, Transfer Adapter/Center Support
(9) Wear Plate, Oil Pump Body (30) Support Assembly, Center
(10) Pump Assembly, Oil (31) Screw, Center Support
(11) Gasket (32) Ring, Oil Seal
(12) Washer, Thrust Selective (33) Seal, O-ring Main Case
(13) Ring, Snap (34) Fitting, Cooler
(14) Cover, 3–4 Accumulator Piston (35) Fitting Assembly, Cooler
(15) Seal, O-ring, 3–4 Accumulator (36) Case, Main
(16) Spring, 3–4 Accumulator Piston (37) Breather, Pipe
(38) Seal, O-ring (73) Plate, Adapter Valve Body/Transfer
(39) Reservoir (74) Pan, Bottom/Main Case
(42) Gasket, Extension Case (75) Gasket, Bottom Pan/Main Case
(43) Extension Assembly (76) Gasket, Oil Drain or Overfill Screw
(44) Seal, O-ring/Speed Sensor (77) Screw, Oil Drain or Overfill
(45) Sensor Assembly, Speed (78) Magnet, Chip Collector
(46) Screw, Speed Sensor (79) Filter Oil
(47) Nut, Output Shaft/Drive Flange (80) Harness Assembly, Main Case
(48) Seal, O–ring/Drive Flange (82) Roller and Spring Assembly, Manual Detent
(49) Flange, Drive (84) Valve Body Assembly, Main Case
(50) Seal, Extension Assembly (85) Ball, Check
(51) Bearing, Needle/Extension (86) Gasket, Main V.B./Transfer Plate
(52) Screw, Extension/Main Case (87) Plate, Main V.B./Transfer
(53) Spring, Parking Pawl Lock (88) Gasket, Transfer/Main Case
(54) Pawl, Parking Lock (89) Screw, Transfer Plate on V.B.
(55) Connector, Electrical/Main Case (90) Screw, Servo Cover
(56) Actuator Assembly, Parking Lock (91) Cover, Servo Piston
(57) Nut, Parking Lock Lever (92) Gasket, Cover/Servo Piston
(58) Link, Manual Valve (93) Ring, Retaining Servo Piston
(59) Pin, Spring (94) Clip, Servo Piston
(60) Lever, Parking Lock and Range Selector (95) Nut, Servo Screw
(61) Shaft, Selector (96) Screw, Servo Piston
(62) Seal, Selector Shaft (97) Piston, Servo
(63) Mode Switch Assembly (98) Seal, Ring/Servo Piston
(64) Screw & Conical Washer Assembly (99) Spring, Cushion/Servo Piston
(65) Shield, Mode Switch (100) Seat, Cushion Spring
(67) Pan, Bottom/Adapter Case (101) Sleeve, Servo Piston Adjust
(68) Gasket, Bottom Pan/Adapter Case (102) Rod, Apply/Servo Piston
(69) Harness Assembly, Adapter Case (103) Spring, Return/Servo Piston
(70) Screw, Valve Body (104) Gasket, Adapter Case/Transfer Plate
(71) Valve Body Assembly, Adapter Case (105) Powertrain Control Module
(72) Gasket, Adapter Valve Body (106) Servo Piston Assembly
Pump Assembly
241RS019
Legend (209) Pump Assembly, Oil

(201) Gear, Oil Pump Drive (210) Valve, Converter Clutch Control
(202) Gear, Oil Pump Driven (211) Spring, Converter Clutch Control Valve
(203) Pin, Boost Valve Sleeve (212) Plug, Converter Clutch Control Valve
(204) Sleeve, Boost Valve (213) Pin, Spring
(205) Valve, Boost (214) Piston, Throttle Signal Accumulator
(206) Seat, Spring/Pressure Regulator Valve (215) Spring, Throttle Signal Accumulator
(207) Spring, Pressure Regulator Valve (216) Seat, Spring/Throttle Signal Accumulator
(208) Valve, Pressure Regulator (217) Ring, Snap/Throttle Signal Accumulator
Valve Body Assemblies
244RS009
Legend (311) Spring, Valve Low Pressure Control

(301) Body, Valve Main Case (312) Valve, Low Pressure Control
(302) Pin, Spring (317) Ball, Check
(303) Solenoid Assembly, ON/OFF N.C. (318) Valve, 1–2 Accumulator Control
(304) Valve, 1–2 & 3–4 Shift (320) Valve, 1–2 Accumulator
(305) Spring, 1–2 & 3–4 (2–3) Shift (321) Washer, Waved PWM Solenoid
(306) Retainer, Valve (322) Pin, Solenoid PWM
(307) Solenoid Assembly, ON/OFF N.O. (323) Solenoid Assembly, Band Control PWM
(308) Valve, 2–3 Shift (324) Screen Assembly, PWM Solenoid
(309) Pin, Spring (325) Plug, Screen
(310) Plug, Valve Bore (326) Valve, Manual
243RW003
Legend (410) Spring, Feed Limit Valve

(401) Body, Valve/Adapter Case (411) Ring, Retainer
(402) Screw, Solenoid Force Motor (412) Valve, Feed Limit
(403) Retainer, Force Motor (413) Seal, O-ring Plug Filter
(404) Solenoid, Force Motor (414) Plug, Screen
(405) Plug, 3–4 Accumulator (415) Screen Assembly, Force Motor
(406) Plug and Spring Retainer (416) Solenoid, Torque Conv. Clutch ON/OFF N.C.
(407) Valve, 3–4 Accumulator (417) Plug Retainer
(409) Valve, 3–4 Accumulator Control
Overdrive Internal Components
252RW003
Legend (520) Plate, Waved/Overrun Clutch

(501) Retainer, 4th Clutch (521) Plate, Overrun Clutch (Steel)
(502) Plate, 4th Clutch (Steel) (522) Plate Assembly, Overrun Clutch (Lined)
(503) Plate Assembly, 4th Clutch (Lined) (523) Plate, Backing/Overrun Clutch
(504) Retainer and Ball Assembly, Check Valve (524) Ring, Snap/Overrun Clutch Housing
(505) Seal, O-ring/Turbine Shaft (525) Carrier Assembly, Overdrive Complete
(506) Shaft, Turbine (526) Ring, Snap/Turbine Shaft/Carrier
(508) Ring, Oil Seal/Turbine Shaft (527) Bearing Assembly, Thrust
(510) Housing, Overrun Clutch (528) Gear, Overdrive Internal
(513) Piston, Overrun Clutch (529) Washer, Thrust/Internal Gear/Support
(514) Spring, Overrun Clutch Release (530) Ring, Snap/Adapter/4th Clutch Spring
(515) Retainer, Release Spring/Overrun Clutch (531) Retainer and spring assembly, 4th clutch
(516) Roller Assembly, Overdrive Clutch (532) Piston, 4th Clutch
(517) Cam, Overdrive Roller Clutch (533) Seal, 4th Clutch Piston (Inner)
(518) Ring, Snap/Overrun Clutch Hub (534) Seal, 4th Clutch Piston (outer)
(519) Gear, Overdrive Sun
Internal Components
247RW002
Legend (627) Plate Assembly, 2nd Clutch (Lined)

(608) Seal, Reverse Clutch Piston (Inner) (628) Spacer, 2nd Clutch
(609) Seal, Reverse Clutch Piston (Outer) (629) Ring, Retaining
(610) Piston, Reverse Clutch (630) Gear, Ring
(611) Spring, Piston Clutch (631) Washer, Thrust/2nd Clutch/3rd Clutch
(612) Seat, Spring/Reverse Clutch (632) Thrust Washer, Clutch Hub
(613) Ring, Retaining (634) Drum Assembly, 3rd Clutch
(614) Plate, Waved/Reverse Clutch (635) Seal, 3rd clutch piston (Inner)
(615) Plate, Reverse Clutch (Steel) (636) Washer, Retaining
(616) Plate Assembly, Reverse Clutch (Lined) (637) Seal, 3rd Clutch Piston (Outer)
(617) Plate, Reverse Clutch Pressure/Selective (638) Piston 3rd Clutch
(618) Drum Assembly, 2nd Clutch (639) Seat, Spring/3rd Clutch
(620) Seal, 2nd Clutch Piston (Inner) (640) Ring, Retaining
(621) Seal, 2nd Clutch Piston (Outer) (641) Plate, Spring Cushion/3rd Clutch
(622) Piston, 2nd Clutch (642) Plate, 3rd Clutch (Steel)
(623) Seat, Spring/2nd Clutch (643) Plate Assembly, 3rd Clutch (Lined)
(625) Plate, Waved/2nd Clutch (644) Washer, Thrust/Input Sun
(626) Plate, 2nd Clutch (Steel) (645) Bearing, Input Shaft/Gear Assembly
(646) Gear Assembly, Input Sun (658) Gear, Reaction Sun
(647) Race Assembly, Sprag (659) Drum, Reaction Sun
(648) Ring, Retaining/Sprag (664) Band Assembly, Brake
(649) Ring, Retaining (667) Seal, Ring/Wheel Parking Lock
(650) Cage Assembly, Sprag (668) Wheel, Parking Lock
(651) Bearing, Output Shaft/Input Sun (672) Wheel, Speed
(652) Washer, Output Shaft/Input Sun (673) Ring, Retaining
(653) Carrier Assembly, Planetary (675) Bearing, Thrust Assembly
Center Support Assembly
241RS010
Legend (703) Plug, Lockout

(701) Center Support (704) Spring, Overrun Lockout
(702) Retainer Plate (705) Valve, Overrun Lockout
SECTION
TRANSMISSION CONTROL SYSTEM (4L30–E) 7A1–1

RODEO
TRANSMISSION
TRANSMISSION CONTROL SYSTEM (4L30–E)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 7A1–2 DTC P0560 System Voltage Malfunction . . . 7A1–28
General Description . . . . . . . . . . . . . . . . . . . . . 7A1–2 DTC P0705 Transmission Range Switch
Electronic Control Diagram . . . . . . . . . . . . . 7A1–3 (Mode Switch) Illegal Position . . . . . . . . . . . . 7A1–31
Powertrain Control Module (PCM) . . . . . . . 7A1–4 DTC P0706 Transmission Range Switch
Control System Diagram . . . . . . . . . . . . . . . 7A1–5 (Mode Switch) Performance . . . . . . . . . . . . . . 7A1–34
Shift Control . . . . . . . . . . . . . . . . . . . . . . . . . . 7A1–6 DTC P0711 Transmission Fluid Temperature
Band Apply Control . . . . . . . . . . . . . . . . . . . . 7A1–6 (TFT) Sensor Circuit Range/Performance . . 7A1–37
Torque Converter Clutch Control . . . . . . . . . 7A1–6 DTC P0712 Transmission Fluid Temperature
Line Pressure Control . . . . . . . . . . . . . . . . . . 7A1–6 (TFT) Sensor Circuit Low Input . . . . . . . . . . . 7A1–40
On–Board Diagnostic System . . . . . . . . . . . 7A1–6 DTC P0713 Transmission Fluid Temperature
Fail–Safe Mechanism . . . . . . . . . . . . . . . . . . 7A1–6 (TFT) Sensor Circuit High Input . . . . . . . . . . . 7A1–43
Torque Management Control . . . . . . . . . . . . 7A1–6 DTC P0719 TCC Brake Switch Circuit High
ATF Warning Control . . . . . . . . . . . . . . . . . . . 7A1–6 (Stuck On) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A1–46
Shift Mode Control . . . . . . . . . . . . . . . . . . . . . 7A1–7 DTC P0722 Transmission Output Speed
Gear Shift Control . . . . . . . . . . . . . . . . . . . . . 7A1–8 Sensor (OSS) Low Input . . . . . . . . . . . . . . . . . 7A1–49
Winter Drive Mode . . . . . . . . . . . . . . . . . . . . . 7A1–9 DTC P0723 Transmission Output Speed
Backup Mode . . . . . . . . . . . . . . . . . . . . . . . . . 7A1–9 Sensor (OSS) Intermittent . . . . . . . . . . . . . . . 7A1–52
Functions of Input / Output Components . . 7A1–10 DTC P0724 TCC Brake Switch Circuit
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A1–11 Low (Stuck Off) . . . . . . . . . . . . . . . . . . . . . . . . . 7A1–55
Electronic Diagnosis . . . . . . . . . . . . . . . . . . . 7A1–11 DTC P0730 Transmission Incorrect Gear
Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A1–57
Check Trans Indicator . . . . . . . . . . . . . . . . . . 7A1–11
DTC P0742 Torque Converter Clutch (TCC)
Diagnostic Check . . . . . . . . . . . . . . . . . . . . . . 7A1–11
Circuit Stuck On . . . . . . . . . . . . . . . . . . . . . . . . 7A1–60
“Check Trans” Check . . . . . . . . . . . . . . . . . . 7A1–12
DTC P0748 Pressure Control Solenoid (PCS)
Tech–2 OBD II Connection . . . . . . . . . . . . . . 7A1–13 (Force Motor) Circuit Electrical . . . . . . . . . . . 7A1–62
F0: Transmission Data . . . . . . . . . . . . . . . . . 7A1–17 DTC P0751 Shift Solenoid A Performance
F1: PC Solenoid Data . . . . . . . . . . . . . . . . . . 7A1–18 Without Input Speed . . . . . . . . . . . . . . . . . . . . 7A1–64
OBD II Diagnostic Management System . . 7A1–19 DTC P0753 Shift Solenoid A Electrical . . . . . 7A1–66
16 – Terminal Data Link Connector (DLC) . 7A1–20 DTC P0756 Shift Solenoid B Performance
Malfunction Indicator Lamp (MIL) . . . . . . . . 7A1–21 Without Input Speed . . . . . . . . . . . . . . . . . . . . 7A1–69
Types Of Diagnostic Trouble Codes (DTCs) 7A1–21 DTC P0758 Shift Solenoid B Electrical . . . . . 7A1–71
Clear DTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A1–21 DTC P1790 ROM Transmission Side Bad
DTC Check . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A1–22 Check Sum . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A1–75
PCM Precaution . . . . . . . . . . . . . . . . . . . . . . . 7A1–22 DTC P1792 EEPROM Transmission Side Bad
Information On PCM . . . . . . . . . . . . . . . . . . . 7A1–22 Check Sum . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A1–76
Intermittent Conditions . . . . . . . . . . . . . . . . . 7A1–23 DTC P1835 Kickdown Switch Always On . . . 7A1–77
Transmission and PCM Identification . . . . . 7A1–23 DTC P1850 Brake Band Apply Solenoid
Isuzu Rodeo . . . . . . . . . . . . . . . . . . . . . . . . . . 7A1–24 Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A1–79
Diagnostic Trouble Code (DTC) DTC P1860 TCC Solenoid Electrical . . . . . . . 7A1–83
Identification . . . . . . . . . . . . . . . . . . . . . . . . . 7A1–25 DTC P1870 Transmission Component
DTC P0218 Transmission Fluid Over Slipping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A1–86
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A1–26
7A1–2 TRANSMISSION CONTROL SYSTEM (4L30–E)

WARNING: THIS VEHICLE HAS A SUPPLEMENTAL The 4L30–E is a 4–speed fully automatic transmission. It
RESTRAINT SYSTEM (SRS). REFER TO THE SRS uses a microcomputer as a control unit to judge running
COMPONENT AND WIRING LOCATION VIEW IN conditions including throttle opening rate and vehicle
ORDER TO DETERMINE WHETHER YOU ARE speed, then it sets the shifting point in the optimum timing
PERFORMING SERVICE ON OR NEAR THE SRS so that best driving performance can be achieved.
COMPONENTS OR THE SRS WIRING. WHEN YOU In addition, the built–in shift mode select function can
ARE PERFORMING SERVICE ON OR NEAR THE SRS select three shift modes according to the driver’s
COMPONENTS OR THE SRS WIRING, REFER TO preference:
THE SRS SERVICE INFORMATION. FAILURE TO f Normal mode –Normal shift pattern.
FOLLOW WARNINGS COULD RESULT IN POSSIBLE f Winter mode –Starts in 3rd gear to reduce slippage on
AIR BAG DEPLOYMENT, PERSONAL INJURY, OR ice or snow.
OTHERWISE UNNEEDED SRS SYSTEM REPAIRS. f Power mode has a delayed upshift for when more
powerful acceleration is required.
proper location. When you replace a fastener, use Also, the built–in fail–safe function (“backup mode”)
ONLY the exact part number for that application. assures driving performance even if the vehicle speed
ISUZU will call out those fasteners that require a sensor, throttle signal or any solenoid fails.
replacement after removal. ISUZU will also call out Further, the self–diagnostic function conducts diagnosis
the fasteners that require thread lockers or thread in a short time when the control system fails, thus
sealant. UNLESS OTHERWISE SPECIFIED, do not improving serviceability.
use supplemental coatings (Paints, greases, or other The major features of 4L30–E are as follows:
corrosion inhibitors) on threaded fasteners or f A compact structure consisting of 2 sets of planetary
fastener joint interfaces. Generally, such coatings gears and flat torque converter.
adversely affect the fastener torque and the joint f Electronic control selects the optimum shift mode
clamping force, and may damage the fastener. When according to the driving conditions.
you install fasteners, use the correct tightening f Electronic control maintains the optimum hydraulic
sequence and specifications. Following these pressure for clutch, band brake as well as
instructions can help you avoid damage to parts and transmission so that shift feeling is improved.
systems.
f Two sets of planetary gears reduce friction of power
train.
Also, a lockup mechanism in the torque converter
reduces fuel consumption.
f Wide gear ratio and high torque rate of torque
converter provide excellent starting performance.
Electronic Control Diagram
C07RW025
C07RW026
Control System Diagram
C07RW027
Shift Control On–Board Diagnostic System

The transmission gear is shifted according to the shift Several malfunction displays can be stored in the
pattern selected by the driver. In shifting gears, the gear Powertrain Control Module (PCM) memory, and read out
ratio is controlled by the ON/ OFF signal using the shift of it afterward.
solenoid A and the shift solenoid B. The serial data lines, which are required for the testing of
the final assembly and the coupling to other electronic
Band Apply Control modules, can be regulated by this function.
The band apply is controlled when in the 3–2 downshift
(engine overrun prevention) and the garage shift (shock Fail–Safe Mechanism
control). If there is a problem in the transmission system, the PCM
The band apply solenoid is controlled by the signal from will go into a “backup” mode.
the Pulse Width Modulation (PWM) to regulate the flow of The vehicle can still be driven, but the driver must use the
the oil. select lever to shift gears.
Torque Converter Clutch Control Torque Management Control

The clutch ON/OFF is controlled by moving the converter The transmission control side sends the absolute spark
clutch valve through shifting Torque Converter Clutch advance signal to the engine control side while the
(TCC) solenoid using the ON/OFF signal. transmission is being shifted. This cintrols the engine
spark timing in compliance with the vehicle running
Line Pressure Control condition to reduce the shocks caused by the change of
The throttle signal allows the current signal to be sent to speed.
the force motor. After receiving the current signal, the
force motor activates the pressure regulator valve to ATF Warning Control
regulate the line pressure. The oil temperature sensor detects the ATF oil
temperature to control the oil temperature warning, TCC,
and the winter mode.
Shift Mode Control
F07RX001
Gear Shift Control
F07RT034
Winter Drive Mode

1. The winter switch will operate when switched on after
all of the following conditions are present:
a. The gear select position is “D” range only.
b. Vehicle speed is 7 mph (11 km/h) or less.
c. Transmission oil temperature is 120°C (248°F) or
less.
d. Kickdown switch is off.
e. Accelerator opening is at 8% or less.
2. Cancel Release
1. Cancellation by driver
a. Turning off the winter drive mode switch
b. Shifting select position to “3”, “2”, or “L” (Winter
drive mode is not canceled by selecting “D”, “N”,
“R”, or “P”)
c. Ignition key is turned off.
2. Automatic cancellation
a. When vehicle runs at 21mph (34 km/h) or more
for 1 second or more
b. When transmission oil temperature reaches
140°C (284°F) or above
NOTE: The mode returns to normal drive mode
automatically after the winter drive mode is canceled.
Backup Mode
If a major system failure occurs which could affect safety
or damage the transmission under normal vehicle
operation, the diagnostic system detects the fault and
overrides the Powertrain Control Module (PCM).
The “CHECK ENGINE” light comes on and the “CHECK
TRANS” light flashes to alert the driver, and the
transmission must be manually shifted as follows:
Select lever position Gear Ratio Selected
D 4 (Fourth)
Manual 3 4 (Fourth)
Manual 2 3 (Third)
Manual L 1 (First)
R Reverse
Shifts are firmer to prevent clutch slip and consequent

wear. The fault should be corrected as soon as possible.
Functions of Input / Output Components

Components Function
Speed sensor Senses rotation of output shaft and feeds the data to Powertrain Control Module
(fixed to transmission (PCM).
(T/M))
Throttle position sensor Senses the extent of throttle valve opening and the speed of the throttle valve
(TPS) lever motion to open the valve and feeds the data to PCM.
(fixed to engine)
Brake Switch (SW) Senses whether the driver has pressed the brake pedal or not and feeds the
I (fixed to brake pedal) information to PCM.
N Kickdown SW Senses whether the driver has pushed the accelerator pedal fully or not and
P (fixed to accelerator pedal) feeds the information to PCM.
U
T Mode SW (fixed to T/M) Senses the select lever position, and feeds the information to PCM.
Power drive SW Senses whether the driver has selected the power mode, and feeds the
S (fixed to front console) information to PCM.
I
G T/M oil temp. sensor Senses the T/M oil temperature and feeds the data to PCM.
N Engine coolant Senses the engine coolant temperature, and feeds the data to PCM.
A temperature sensor
L
Engine speed signal Feeds the signals monitoring engine speed to PCM from crank angle sensor.
Air conditioning information Senses whether the air conditioner has been switched on or not, and feeds the
information to PCM.
Winter switch (fixed to front Senses whether the driver has selected the winter mode, and feeds the
console) information to PCM.
Cruise controller Downshift takes place when Overdrive OFF signal is received from auto cruise
(Overdrive OFF signal) control unit.
Shift solenoid A, B Selects shift point and gear position suited to the vehicle running condition on
the basis of PCM output.
S
O O Band apply solenoid Controls oil flow suited to the vehicle running condition on the basis of PCM
U L output.
T E Torque Converter Controls clutch engagement/disengagement suited to the vehicle running
P N Clutch solenoid condition on the basis of PCM output.
U O
T I Force motor Adjusts the oil pump delivery pressure to line pressure suited to the vehicle
D (Pressure regulator running condition on the basis of PCM output.
S valve)
I Power drive mode lamp Informs the driver whether the vehicle is in power mode or not.
G
N Winter drive mode lamp Informs the driver whether the vehicle is in winter mode or not.
A T/M monitor lamp Informs the driver of failure in the system.
L (“CHECK TRANS”)
ATF warning lamp Lights when ATF oil temperature rises. (only 4×4)
Diagnosis Diagnostic Check

This test determines if the transmission or its input, or
Electronic Diagnosis output, connections, or sensors are failing.
How To Diagnose The Problem 1. Connect the TECH–2: GOTHROUGH TECH–2 OBD
II CONNECTION.
1. To avoid incorrect diagnostics, this book needs to be
followed accurately. Unless stated, do not jump 2. Turn on the ignition but not the engine.
directly to a section that could contain the 3. Push “F2” on TECH–2 to see the Diagnostic Trouble
solution. Some important information may be Code (DTC):
missed. 4. Do you have a DTC?
2. The sections in CAPITALS and bold are the main YES: write down all code numbers and do the DTC
sections that can be found in the contents. CHECK
3. The GOTO “SECTION” means to continue to check NO: the DTC can not help you find the problem.
going to the “section”. 1. GOTHROUGH “CHECK TRANS” CHECK
4. The GOTHROUGH “SECTION” means to go
through the “section” and then to go back to the place 2. IF it is flashing and the flash is 0.2 seconds ON
the GOTHROUGH was written. and 0.2 seconds OFF, this means that you should
have a DTC stored. Please recheck GOTO
5. BASIC ELECTRIC CIRCUITS: DIAGNOSTIC CHECK and if you find the same
You should understand the basic theory of electricity. problem, replace the Powertrain Control Module
This includes the meaning of voltage, amps, ohms, (PCM).
and what happens in a circuit with an open or shorted
wire. You should also be able to read and understand Normal
wiring diagrams.
Check Trans Indicator

Find CHECK TRANS indicator and verify if it is
A. Flashing: GOTO DIAGNOSTIC CHECK.
B. Staying on: GOTHROUGH CHECK TRANS
CHECK.
C. Is never ON when the ignition key is turned on:
GOTHROUGH CHECK TRANS CHECK
D. Is ON during 2 to 3 seconds at ignition but OFF after:
Normal operation. No DTC or malfunction.
C07RW007
Abnormal
821RW105
C07RW008
“Check Trans” Check Abnormal

1. Indicator is ON during 2 to 3 seconds at ignition (or
when the engine is cranked) but it is OFF after the
engine starts. The indicator is working normally
GOTO DIAGNOSTIC CHECK.
C07RW008
3. Indicator is staying ON always when Ignition is ON.

1. This means that connection between the lamp
and the PCM is shorted to ground.
821RW105
2. Verify if instrument panel terminal 6 of connector
I–1 is shorted to ground.
Normal
3. Verify if the PCM connector C1 (RED) terminal
A14 is shorted to ground.
4. Verify that the instrument panel terminal 12 of
connector I–1 is connected to battery.
5. IF problem solved: GOTO CHECK TRANS
INDICATOR.
NO:Replace Powertrain Control Module (PCM).
4. Indicator is staying OFF with the ignition ON (engine
OFF).
1. This means that connection between the lamp
and the PCM is shorted to battery or opened.
2. Verify if instrument panel terminal 6 of connector
I–1 is shorted to battery or open.
3. Verify if the PCM connector C1 (RED) terminal
A14 is shorted to battery or open.
4. Verify that the instrument panel terminal 12 of
C07RW007
connector I–1 is connected to battery. If not,
2. Indicator is flashing and the flash is 0.2 seconds ON check the fuses and the connections (terminal 11
and 0.2 seconds OFF always when ignition is on of connector H–27) voltage.
(engine cranked or not). This means that there is a 5. IF problem solved: GOTO CHECK TRANS
malfunction. GOTO DIAGNOSTIC INDICATOR.
NO: Replace Powertrain Control Module (PCM).
D07RW017
Tech–2 OBD II Connection 2. SAE 16/19 Pin Adapter (3000098)(1), RS232

In order to access OBD II Powertrain Control Module Loop Back Connector (3000112)(2), and
PCMCIA Card (3000117)(3).
(PCM) data, use of the Tech 2 scan tool kit (7000086) is
required.
1. The electronic diagnosis equipment is composed of:
1. Tech 2 (7000057) hand–held scan tool unit and
DLC cable (3000095).
F07RW033
901RW176
2. Connecting the TECH–2
901RW180

(2) RS 232 Loop Back Connector (5) Tech–2
f Before operating the Isuzu PCMCIA card with the 8. The power up screen is displayed when you
Tech 2, the following steps must be performed: power up the tester with the Isuzu systems
1. The Isuzu 98 System PCMCIA card (1) inserts PCMCIA card. Follow the operating procedure
into the Tech 2 (5). below.
2. Connect the SAE 16/19 adapter (3) to the DLC
cable (4).
5. Connect the Tech 2 SAE 16/19 adapter to the
vehicle DLC.
740RW060
6. The vehicle ignition turns on.

7. Verify the Tech 2 power up display.
060RX004
060RW009
NOTE: The RS232 Loop back connector is only to use for

diagnosis of Tech 2 and refer to user guide of the Tech 2.
060RX009
Function Tests (Reset Oil Life Monitor)

When F4: Function Tests is selected from the “Powertrain
Menu”, a “Reset Oil Life Monitor Menu” screen appears.
When the ATF has been replaced, select “F0” and reset
“Oil Life Monitor” data.
060RX010
Once the test vehicle has been identified an “Application

(Powertrain) Menu” screen appears. Please select the
appropriate application.
Data Display
When F1: Data Display is selected, a “Data Display
Menu” screen appears.
Please select either “Transmission Data” or “PC Solenoid
Data”.
060RX056
F0: Transmission Data

Item Unit Engine running at idle
Engine Speed RPM 750 ∼ 900 RPM
Vehicle Speed km/h, MPH 0 MPH
Throttle Position % 0%
Throttle Position Sensor V 0.5 ∼ 1.0 V
Manifold Absolute Pressure kPa approx. 40 kPa
Barometric Pressure kPa approx. 102 kPa
AT Output Speed (Automatic Transmission) RPM 0 RPM
AT Input Speed Ratio (Automatic Transmission) 0.0
Ignition Voltage V 12.8 ∼ 14.1 V
AT Oil Temperature (Automatic Transmission) °C, °F 70 ∼ 80°C (158 ∼ 176°F)
AT Oil Life Monitor (Automatic Transmission) % 100 %
Commanded Gear 1
Current Gear 1
Mode Switch C Inactive, Active Inactive
Mode Switch B Inactive, Active Inactive
Mode Switch A Inactive, Active Active
Mode Switch G Inactive, Active Active
Actual Gear Park
1–2 Shift Solenoid A Off, On Off
2–3 Shift Solenoid B Off, On On
Brake Switch Off, On Off
Solenoid Brake Band Off, On Off
TCC Slip Speed RPM 750 ∼ 900 RPM
TCC Status Disabled, Enabled Enabled
TCC Solenoid Off, On Off
TCC Duty Cycle % 0%
TCC Apply Mode No Apply, In Apply No Apply
TCC Release Mode No, Yes No
TCC On Mode No, Yes No
TCC Off Mode No, Yes Yes
Default Gear No, Yes No
Engine Warm No, Yes Yes
A/C Request Yes, No Yes
A/C Clutch Relay Off, On On
Winter Switch Off, On Off
Winter Drive Lamp Off, On Off
Kickdown Switch Off, On Off
ATF Lamp (Automatic Transmission) Off, On Off
Power Switch Normal, Power Normal
Power Drive Lamp Off, On Off
ABS Status On, Off Off
F1: PC Solenoid Data

Item Unit Engine running at idle
Engine Speed RPM 750 ∼ 900 RPM
Vehicle Speed km/h, MPH 0 MPH
Throttle Position % 0%
Throttle Position Sensor V 0.5 ∼ 1.0 V
Manifold Absolute Pressure kPa approx. 40 kPa
Barometric Pressure kPa approx. 102 kPa
PCS Current (Pressure Control Solenoid) A approx. 1.0 A
PCS Actual Current (Pressure Control Solenoid) A approx. 1.0 A
PCS Duty Cycle (Pressure Control Solenoid) % approx. 45 %
Desired PCS Pressure (Pressure Control Solenoid) kPa 43 ∼ 52 kPa
Shift Pressure (Line Pressure) kPa 43 ∼ 52 kPa
Transmission Temperature °C, °F 75 ∼ 110°C (167 ∼ 230°F)
OBD II Diagnostic Management System

Powertrain Control Module (PCM) Location
828RW004
Class 2 Serial Data Bus RODEO previously used a 5 volt data bus called UART,
OBD II technology requires a much more sophisticated which is an acronym for “Universal Asynchronous
PCM than does OBD I technology. The OBD II PCM Receive and Transmit”. When neither the vehicle’s
diagnostic management system not only monitors control module nor the diagnostic tool, such as a
systems and components that can impact emissions, but TECH–2, are “talking,” the voltage level of the bus at rest
they also run active tests on these systems and is 5 volts. The two computers talk to each other at a rate of
components. The decision making functions of OBD II 8,192 bits per second, by toggling or switching the voltage
PCM have also greatly increased. To accommodate this on the data bus from 5 volts to ground.
expansion in diagnostic complexity, Isuzu engineers have Class 2 data, which is used on OBD II vehicles, is quite
designed the Class 2 serial data bus, which meets SAE different. Data is transferred at a rate of 10.4 kilobits per
J1850 recommended practice for serial data. second, and the voltage is toggled between zero and 7
“Serial Data” refers to information which is transferred in a volts.
linear fashion – over a single line, one bit at a time. A “Data
Bus” is an electronic pathway through which serial data
travels.
C07RT006
Class 2 data is also pulse width modulated. Each bit of

information can have one of two lengths: long or short. On
the other hand, UART data bits come in only one length
(short). The pulse width modulation of Class 2 data allows
better utilization of the data line.
The message carried on Class 2 data streams are also
prioritized. This means that if two devices try to
communication on the data line at the same time, only the
higher priority message will continue. The device with the
lower priority message must wait.
NOTE: The Class 2 data wire is always terminal 2 of the
new 16–terminal Data Link Connector (DLC).
16 – Terminal Data Link Connector (DLC)

OBD II standardizes Data Link Connector (DLC)
configurations. The DLC, formerly referred to as the
ALDL, will be a 16–terminal connector found on the lower
left side of the driver’s side instrument panel. All
manufacturers must conform to this 16–terminal 826RW002
standard.
Executive will only illuminate the Malfunction Indicator
Lamp (MIL) for emissions–related DTCs. DTCs fall into
four categories: A, B, C, and D; only types A and B are
emission related The following descriptions define these
categories:
TYPE A
Will store the DTC and turn on the MIL (“Check Engine”
lamp) on the first trip in which an emission–related
diagnostic test has run and reported a “test failed” to the
Diagnostic Executive.
TYPE B
Will store the DTC and turn on the MIL on the second
consecutive trip in which an emission–related diagnostic
test has run and reported a “test failed” to the Diagnostic
Executive. After one failure, the type B DTC is “armed,”
or prepared to store a history code and turn on the MIL if
a second failure occurs. One passed test will disarm a
type B DTC. Some special conditions apply to misfire and
fuel trim DTCs. For a type B DTC to store and turn on the
810RT022
MIL, two ignition cycles are required.
PIN 1 – (Not used)
TYPE C
PIN 2 – J1850 Bus + L line on 2–wire systems, or
Will store the DTC and turn on a “SERVICE” lamp
single wire (Class 2)
(“Check Trans” lamp) on the first trip that a
PIN 3 – (Not used) non–emission–related diagnostic test has run and
PIN 4 – Chassis ground pin reported a “test failed” to the Diagnostic Executive. This
PIN 5 – Signal ground pin type of DTC will be used in future applications.
PIN 6 – PCM diagnostic enable
TYPE D
PIN 7 – (Not used) Will store a DTC but will not turn on the MIL on the first
PIN 8 – (Not used) trip that a non–emission–related diagnostic test has run
PIN 9 – Primary UART and reported a “test failed” to the Diagnostic Executive.
PIN 10 – (Not used) These codes can be very helpful for vehicle service when
PIN 11 – (Not used) the driver may comment about a condition, but the MIL did
PIN 12 – ABS diagnostic or CCM diagnostic enable not turn on.
PIN 13 – SIR diagnostic enable
PIN 14 – (Not used) Clear DTC
PIN 15 – (Not used) NOTE: If you clear the DTC (Diagnostic Trouble Codes)
PIN 16 – Battery power from vehicle unswitched (4 you will not be able to read any codes recorded during the
AMP MAX.) last occurrence.
NOTE: To use the DTC again to identify a problem, you
Malfunction Indicator Lamp (MIL) will need to reproduce the fault or the problem. This may
require a new test drive or just turning the ignition on (this
The Malfunction Indicator Lamp (MIL) looks the same as
depends on the nature of the fault).
the MIL you are already familiar with (“CHECK ENGINE”
lamp). However, OBD II requires that it illuminate under a 1. IF you have a TECH–2:
strict set of guidelines. Basically, the MIL is turned on 1. Connect the TECH–2 if it is still not connected
when the PCM detects a DTC that will impact the vehicle’s GOTHROUGH TECH–2 OBD II CONNECTION.
emissions. 2. Push “F4” and answer “Yes” to the question “Do
The MIL is under the control of the Diagnostic Executive. you really want to clear the codes?”
The MIL will be turned on if a component or system which
has an impact on vehicle emissions indicates a a. When a malfunction remains as it is the TECH–2
malfunction or fails to pass an emissions–related displays “4L30E CODES NOT CLEARED”. This
diagnostic test. It will stay on until the system or means that the problem is still there or that the
component passes the same test, for three consecutive recovery was not done. Please GOTO DTC
CHECK.
trips, with no emissions–related faults.
b. When a malfunction has been repaired and the
Types Of Diagnostic Trouble Codes (DTCs) recovery is done the TECH–2 displays “4L30E
CODES CLEARED”.
The Diagnostic Executive classifies Diagnostic Trouble
Codes (DTCs) into certain categories. Each type has
different requirements to set the code, and the Diagnostic
2. IF you have no TECH–2: 2. There are several ways for a person to become
To clear the DTC, remove Fuse “Stop” (CB–13, 15A) statically charged. The most common methods of
for at least 10 seconds. charging are by friction and induction. An example of
charging by friction is a person sliding across a car
seat, in which a charge of as much as 25,000 volts
can build up. Charging by induction occurs when a
person with well insulated shoes stands near a highly
charged object and momentarily touches ground.
Charges for the same polarity are drained off, leaving
the person highly charged with the opposite polarity.
Static charges of either type can cause damage,
therefore, it is important to use care when handling
and testing electronic components.
NOTICE: To prevent possible electrostatic
discharge damage:
1. Do not touch the PCM connector pins or soldered
components on the PCM circuit board.
2. Be sure to follow the guidelines listed below if
servicing any of these electronic components:
3. Do not open the replacement part package until it is
time to install the part.
826RW003 4. Avoid touching electrical terminals of the part.
5. Before removing the part from its package, ground
DTC Check the package to a known good ground on the vehicle.
1. Diagnostic Trouble Codes (DTC) have been identified 6. Always touch a known good ground before handling
by TECH–2. the part. This step should be repeated before
2. You have written the list of the DTCs. The order of the installing the part if the part has been handled while
malfunctions has no meanings for this PCM. Usually sliding across the seat, while sitting down from a
only one or two malfunctions should be set for a given standing position or while walking some distance.
problem.
3. Check directly the DTCs you identified. The DTCs are
Information On PCM
sorted by number. Refer to Diagnostic Trouble Code 1. The Powertrain Control Module (PCM) is located in
(DTC) Identification in this section. the center console and is the control center of the
electronic transmission control system.
PCM Precaution 2. The PCM must be maintained at a temperature below
The PCM can be damaged by: 185°F (85°C) at all times. This is most essential if the
vehicle is put through a paint baking process. The
1. The electrostatic discharge PCM will become inoperative if its temperature
2. The short circuit of some terminals to voltage or to exceeds 85°C (185°F). Therefore, it is
ground. recommended that the PCM be removed or that
Electrostatic Discharge Damage Description: temporary insulation be placed around the PCM
during the time the vehicle is in a paint oven or other
1. Electronic components used to control systems are high temperature process.
often designed to carry very low voltage, and are very 3. The PCM is designed to process the various inputs
susceptible to damage caused by electrostatic and then respond by sending the appropriate
discharge. It is possible for less than 100 volts of electrical signals to control transmission upshift,
static electricity to cause damage to some electronic downshift, shift feel and torque converter clutch
components. By comparison, it takes as much as engagement.
4,000 volts for a person to even feel the zap of a static
discharge. 4. The PCM constantly interprets information from the
various sensors, and controls the systems that affect
transmission and vehicle performance. By analyzing
operational problems, the PCM is able to perform a
diagnostic function by displaying DTC(s) and aid the
technician in making repairs.
Intermittent Conditions
If the TECH–2 displays a diagnostic trouble code as
intermittent, or if after a test drive a DTC does not
reappear though the detection conditions for this DTC are
present, the problem is most likely a faulty electrical
connection or loose wiring. Terminals and grounds should
always be the prime suspect. Intermittents rarely occur
inside sophisticated electronic components such as the
PCM.
Use the DTC information to understand which wires and
sensors are involved.
When an intermittent problem is encountered, check
suspect circuits for:
1. Poor terminal to wire connection.
2. Terminals not fully seated in the connector body
(backed out).
3. Improperly formed or damaged terminals.
4. Loose, dirty, or corroded ground connections:
HINT: Any time you have an intermittent in more than
one circuit, check whether the circuits share a
common ground connection.
5. Pinched or damaged wires.
6. Electromagnetic Interference (EMI):
HINT: Check that all wires are properly routed away
from spark plug wires, distributor wires, coil, and
generator. Also check for improperly installed
electrical options, such as lights, 2–way radios, etc.
Use the F3: SNAPSHOT mode of the TECH–2 to help
isolate the cause of an intermittent fault. The snapshot
mode will record information before and after the problem
occurs. Set the snapshot to “trigger” on the suspect DTC
or, if you notice the reported symptom during the test
drive, trigger the snapshot manually.
After the snapshot has been triggered, command the
TECH–2 to play back the flow of data recorded from each
of the various sensors. Sign of an intermittent fault in a
sensor circuit is a sudden unexplainable jump in data
values out of the normal range.
Transmission and PCM Identification

The chart below contains a list of all important information
concerning rear axle ratio, Powertrain Control Module
(PCM), and transmission identification.
VEHICLE Rr axle PCM TRANSMISSION
Ratio
Type Engine ISUZU Parts No. Calibration Isuzu Part No. Model Code
Code
Isuzu / 3.2L V6 8–09364–929–0 G20 8–96018–004–3 FL (4×4)
Rodeo 4 100
4.100 8 09364 959 0
8–09364–959–0
G20 8–96018–005–3 FM (4×2)
Isuzu Rodeo
240RX004
Diagnostic Trouble Code (DTC)

Identification
DTC MIL “CHECK “CHECK
DTC NAME DTC TYPE
NUMBER ENGINE” TRANS”
P0218 Transmission Fluid Over Temperature D
P0560 System Voltage Malfunction D
Transmission Range Switch (Mode Switch) Illegal
P0705 D
Position
Transmission Range Switch (Mode Switch)
P0706 D
Performance
Transmission Fluid Temperature (TFT) Sensor
P0711 D
Circuit–Range/Performance
Transmission Fluid Temperature Sensor Circuit
P0712 D
Low Input (TFT)
Transmission Fluid Temperature (TFT) Sensor
P0713 D
Circuit High Input
P0719 TCC Brake Switch Circuit High (Stuck ON) D
Transmission Output Speed Sensor (OSS) Low
P0722 B ON Flash
Input
Transmission Output Speed Sensor (OSS)
P0723 B ON Flash
Intermittent
P0724 TCC Brake Switch Circuit Low (Stuck OFF) D
P0730 Transmission Incorrect Gear Ratio Flash C Flash
P0742 Torque Converter Clutch (TCC) Circuit Stuck ON B ON Flash
Pressure Control Solenoid (PCS) (FORCE
P0748 C Flash
MOTOR) Circuit Electrical
Shift Solenoid A Performance Without Input
P0751 B ON Flash
Speed
P0753 Shift Solenoid A Electrical B ON Flash
Shift Solenoid B Performance Without Input
P0756 B ON Flash
Speed
P0758 Shift Solenoid B Electrical B ON Flash
P1790 ROM Transmission Side Bad Check Sum B ON Flash
P1792 EEPROM Transmission Side Bad Check Sum B ON Flash
P1835 Kick Down Switch Always ON D
P1850 Brake Band Apply Solenoid Malfunction D
P1860 TCC Solenoid Electrical B ON Flash
P1870 Transmission Component Slipping B ON Flash
DTC TYPE DEFINITION

Emission related, turn on MIL (Check Engine) and flashing Check Trans after 2 consecutive trips
B
with failure
C Non–emission related, flashing Check Trans on 1st failure
D Non–emission related, no lamps
NOTE: On the following charts, refer to Powertrain

Control Module (PCM) section for Wiring System and the
Body and Accessories section for circuit diagram details,
parts location, and connector configuration.
DTC P0218 Transmission Fluid Over Temperature
D07RW018

The Transmission Fluid Temperature (TFT) sensor is a f Inspect the wiring for poor electrical connections at
thermister that controls the signal voltage to the PCM. the PCM and at the transmission 16–way connector.
The PCM supplies a 5–volt reference to the sensor on Look for possible bent, backed out, deformed or
circuit GRN/RED. When the transmission fluid is cold, the damaged terminals. Check for weak terminal tension
sensor resistance is high and the PCM will sense high as well.
signal voltage. As the fluid temperature warms to a Also check for a chafed wire that could short to bare
normal transmission operating temperature of 100°C metal or other wiring. Inspect for a broken wire inside
(212°F), the sensor resistance becomes less and the the insulation.
voltage decreases to 1.5 to 2.0 volts.
f When diagnosing for a possible intermittent short or
This DTC detects a high transmission temperature for a
open condition, move the wiring harness while
long period of time. This is a type “D” DTC. observing test equipment for a change.
Conditions For Setting The DTC f Check harness routing for a potential short to ground
in circuit GRN/RED.
f No TFT DTCs P0712 or P0713.
f Scan tool TFT sensor temperature should rise
f TFT is greater than 135°C (275°F). steadily to about 100°C (212°F), then stabilize.
f All conditions met for 21 seconds. f Check for a “skewed” (mis–scaled) sensor by
comparing the TFT sensor temperature to the
Action Taken When The DTC Sets ambient temperature after a vehicle cold soak. A
f Hot mode TCC Shift Pattern. “skewed” sensor can cause delayed garage shifts or
f The PCM will not illuminate the Malfunction Indicator TCC complaints.
Lamp (MIL). f Check for a possible torque converter stator problem.
f ATF Lamp ON. (greater than 145°C (293°F)) f Verify customer driving habits, trailer towing, etc.
f Disable E–side TCC OFF request.
Test Description
Conditions For Clearing The DTC The numbers below refer to the step numbers on the
diagnostic chart.
f The DTC can be cleared from the PCM history by
using a scan tool. 3. This test checks for a “skewed” sensor or shorted
circuit.
f The DTC will be cleared from history when the vehicle
has achieved 40 warm–up cycles without a failure 4. This test simulates a TFT DTC P0713.
reported.
f The PCM will cancel the DTC default actions when
the fault no longer exists and the ignition is cycled “off”
long enough to power down the PCM.
DTC P0218 Transmission Fluid Over Temperature

Step Action Yes No
1 Were you sent here from the “Powertrain On–Board Diagnostic Go to OBD
(OBD) System Check”? System Check
Refer to
Driveability and
Emissions in
Go to Step 2 Engine section
2 Perform the following checks:
f Check for possible engine system problems.
f Transmission fluid checking procedure. Refer to Checking
Transmission Fluid Level and Condition in Automatic
Transmission (4L30–E) Section.
Were the checks performed? Go to Step 3 —
3 1. Install the scan tool.
2. With the engine “off”, turn the ignition switch “on”.
NOTE: Before clearing DTC(s), use the scan tool to record “Failure
Records” for reference, as data will be lost when “Clear Info”
function is used.
3. Record the DTC “Failure Records”.
Go to Diagnostic
Is the TFT sensor signal voltage less than 0.33 volts? Go to Step 4 Aids
4 1. Turn the ignition “off”.
2. Disconnect the transmission 16–way connector H–10
Go to Internal
(additional DTCs may set).
Wiring Harness
Is the TFT sensor signal voltage greater than 4.92 volts? Check Go to Step 5
5 Inspect/repair circuit GRN/RED for a short to ground.
Was a problem found? Go to Step 7 Go to Step 6
6 1. Inspect the PCM for poor connections.
2. Replace the PCM if no poor connections were found.
Is the replacement complete? Go to Step 7 —
7 1. After the repair is complete, use the scan tool to select “DTC”,
then “Clear Info” function and ensure the following conditions
are met:
TFT is less than 125°C (257°F) for at least 10 seconds.
Begin diagnosis
2. Review the scan tool “DTC Info”. again Repair verified
Has the last test failed or is the current DTC displayed? Go to Step 1 Exit DTC table
DTC P0560 System Voltage Malfunction
D07RW019
Circuit Description Conditions For Clearing The DTC

Circuit RED/WHT is the battery voltage feed for the PCM. f The DTC can be cleared from the PCM history by
Circuit RED/BLU is the ignition voltage feed for the PCM. using a scan tool.
This DTC detects a low voltage or a high voltage. This is a f The DTC will be cleared from history when the vehicle
type “D” DTC. has achieved 40 warmup cycles without a failure
reported.
Conditions For Clearing The DTC
System Voltage Low: the fault no longer exists and the ignition is cycled “off”
f Engine speed is greater than 1,000 rpm. long enough to power down the PCM.
f System voltage is less than 10 volts at a maximum
transmission temperature of 150°C (302°F). Diagnostic Aids
f System voltage is less than 7.3 volts at a minimum f Charging the battery with a battery charger and jump
transmission temperature of –40°C (–40°F). starting an engine may set DTC(s). If DTC(s) set
f All conditions met for 4 seconds. when an accessory is operated, check for faulty
System Voltage High: connections or excessive current draw.
f System voltage is greater than 16 volts for 2 seconds. f Check for faulty connections at the starter solenoid or
fusible link.
Action Taken When The DTC Sets f Check for loose/damaged terminals at generator.
f Fixed to 4th gear. f Check belt wear/tension.
f Maximum line pressure.
Test Description
f Inhibit TCC engagement.
The numbers below refer to the step numbers on the
f The PCM will not illuminate the Malfunction Indicator diagnostic chart:
Lamp(MIL).
4. This test checks charging system voltage.
5. This test checks battery voltage input at the PCM.
7. This test checks ignition voltage input at the PCM.
DTC P0560 System Voltage Malfunction

Step Action Yes No
Refer to
Driveability and
Emissions in
Records” for reference, as data will be lost when the “Clear Info”
function is used.
3. Record the DTC “Failure Records”. Note: If any other DTCs
are present, refer to their applicable diagnostic charts before
continuing.
4. Using the J–39200 DVOM, measure the battery voltage
across the battery terminals. Record the measurement for
Go to Engine
future reference.
Electrical in
Is the voltage higher than 10.5 volts? Go to Step 3 Engine section
3 Start the engine and warm to normal operating temperature. Go to Starting
and Charging
Is the generator/check engine light “on”?
System in Engine
section Go to Step 4
4 1. Increase the engine speed to 1,000–1,500 rpm. Go to Starting
2. Observe scan tool system voltage. and Charging
System in Engine
Is the system voltage within 13–15 volts.
Go to Step 5 section
5 1. Turn the ignition switch “off”.
2. Disconnect the C1(RED) and C3 (BLUE) PCM connector
(additional DTCs will set).
4. Using the J39200 DVOM, measure the battery voltage input at
PCM connector terminals C1–A4 and C3–E16.
Is there a voltage variance between the voltage measured at the
battery (taken in Step 2) and at terminals C1–A4 and C3–E16 that
is greater than 0.5 volts? Go to Step 6 Go to Step 7
6 Repair the high resistance condition in circuit RED/WHT.
Was the circuit repaired? Go to Step 11 —
7 1. Disconnect the J3 (BLUE) PCM connector.
2. Measure the ignition voltage input at PCM connector terminals
C3–E16 and C3–F16.
Is there a voltage variance between the voltage measured at the
battery (taken in Step 2) and at terminals C3–E16 and C3–F16
that is greater than 0.5 volts? Go to Step 8 Go to Step 9
8 Repair the high resistance condition is circuit RED/BLU.
Was the circuit repaired? Go to Step 11 —
9 Check PCM connector terminals C1–A4, C3–E16 and C3–F16 for
bent, damaged, or backed out connector pins. Also check for
weak terminal tension.
DTC P0560 System Voltage Malfunction (Cont’d)

Step Action Yes No
10 Replace the PCM.
then “Clear Info” function and operate the vehicle under the
Start the vehicle and warm to normal operating temperature.
The PCM must see a system voltage between 10 and 16 volts.
Begin diagnosis
DTC P0705 Transmission Range Switch (Mode Switch) Illegal Position
D07RW020
Circuit Description f The PCM will not illuminate the Malfunction Indicator
Lamp (MIL).
f The range switch supplies the Powertrain Control
Module (PCM) with information regarding the selector
lever position: P, R, N, D 3, 2 or L. The selector lever
Conditions For Clearing The DTC
position is indicated by the state of four ON/OFF f The DTC can be cleared from the PCM history by
contracts. The range switch is located on one side of using a scan tool.
the transmission. It is on the transmission manual f The DTC will be cleared from history when the vehicle
shaft and is fixed to the main case. has achieved 40 warmup cycles without a failure
f The range switch is also used to provide the reported.
information P or N to the engine crank wiring. The f The PCM will cancel the DTC default actions when
engine can be cranked only if connector M–16 the fault no longer exists and the ignition is cycled “off”
terminal 4(H) is connected to terminal 1(E) which is long enough to power down the PCM.
connected to ground.
f The range switch is also used to provide the backup Diagnostic Aids
lamp power in reverse. This is the reason why the f Refer to accompanying chart for the normal range
range switch is supplied through a 15A fuse (CB–15). signals and the illegal combinations.
This fuse can burn due to a short circuit in the back up
lamp. f Inspect the wiring for poor electrical connections at
the PCM and at the transmission 8–way connector.
This DTC detects when a fuse is open or the range switch
Look for possible bent, backed out, deformed or
circuit does not work. This is a type “D” DTC.
damaged terminals. Check for weak terminal tension
as well. Also check for a chafed wire that could short
Conditions For Setting The DTC to bare metal or other wiring. Inspect for a broken wire
f Range switch illegal positions met for 5 seconds. inside the insulation.
Action Taken When The DTC Sets open condition, move the wiring harness while
f Default to D position. observing test equipment for a change.
f Inhibit torque management. f Refer to the “Range Switch Logic Table” or
f Maximum line pressure. “Functional Test Procedure” for further information.
Test Description
diagnostic chart:
3. This test checks the indicated range signal to the
manual valve actually selected.
6. This test checks for continuity between each
selected range switch connector terminals.
Range Switch Logic Table
Rangeg Range Switch Pin

Position A B C P(G)
Park ON OFF OFF ON
Reverse ON ON OFF OFF
Neutral OFF ON OFF ON
D4 OFF ON ON OFF
D3 ON ON ON ON
2 ON OFF ON OFF
L OFF OFF ON ON
Illegal OFF OFF OFF OFF
Illegal OFF OFF OFF ON
DTC P0705 Transmission Range Switch (Mode Switch) Illegal Position

Step Action Yes No
Refer to
Driveability and
Emissions in
f The transmission linkage from the select lever to the manual
valve is adjusted properly.
f Diagnostic circuit check.
NOTE: Before clearing DTC(s), use the scan tool to record “Freeze
Frame” and “Failure Records” for reference, as data will be lost
when the “Clear Info” function is used.
3. Record the DTC “Freeze Frame” and “Failure Records”.
4. Select each transmission range: D1, D2, D3, D4, N, R, and P.
Does each selected transmission range match the scan tool Go to Diagnostic
“Range Switch” display? Aids Go to Step 4
4 Are all range switch pin displays incorrect? Go to Step 5 Go to Step 6
5 Check fuse and wiring to the 8–way connector terminal 5(D) for
opens.
Refer to Mode Switch in Automatic Transmission (4L30–E)
section.
If no problem was found, replace the range switch.
6 1. Disconnect the 8–way range switch connector.
2. Using ohmmeter, check continuity between terminal 5(D) and
respectively terminals 3(G), 6(C), 7(B) and 8(A) of the 8–way
range switch connector.
3. Move shift selector lever through all positions and compare
results with “Range Switch Logic Table”.
Is one range switch pin display incorrect? Go to Step 7 Go to Step 8
7 Check the affected wiring and connector, and repair.
Is the repair complete? Go to Step 9 —
8 Check the Powertrain Control Module (PCM) connectors for poor
connection.
If no problem was found, replace the PCM.
then “Clear Info” function and road test the vehicle. Begin diagnosis
DTC P0706 Transmission Range Switch (Mode Switch) Performance
D07RW020
Circuit Description f Output speed greater then 3,200 RPM.

f The range switch supplies the Powertrain Control f Range switch indicates “R”.
Module (PCM) with information regarding the selector f All conditions met for 4 seconds.
lever position: P, R, N, D, 3, 2 or L. The selector lever
position is indicated by the state of four ON/OFF Condition 2 (“P” or “N” bad position):
contracts. The range switch is located on one side of f Engine is running.
the transmission. It is on the transmission manual
shaft and is fixed to the main case. f No TPS codes.
f The range switch is also used to provide the f Engine speed is less than 3,000 RPM.
information P or N to the engine crank wiring. The f TP angle is greater than 20%.
engine can be cranked only if connector M–16 f Range switch indicates “P” or “N”.
terminal 4(H) is connected to terminal 1(E) which is f All conditions met for 4 seconds.
connected to ground.
f The range switch is also used to provide the back up Action Taken When The DTC Sets
lamp power in reverse. This is the reason why the
mode switch is supplied through a 15A fuse (CB–15). f Default to “D” position.
This fuse can burn due to a short circuit in the back up f The PCM will not illuminate the Malfunction Indicator
lamp. Lamp (MIL).
f This DTC detects an invalid state of the range switch
or the range switch circuit by deciphering the range Conditions For Clearing The DTC
switch inputs. This is a type “D” DTC. f The DTC can be cleared from the PCM history by
using a scan tool.
Conditions For Setting The DTC f The DTC will be cleared from history when the vehicle
This DTC will set if any of the following conditions occurs: has achieved 40 warmup cycles without a failure
reported.
Condition 1 (“R” bad position): f The PCM will cancel the DTC default actions when
f Engine is running. the fault no longer exists and the ignition is cycled “off”
f No output speed DTCP0722, P0723. long enough to power down the PCM.
Diagnostic Aids
f Refer to the accompanying chart for the normal range
signals and the illegal combinations.
f Inspect the wiring for poor electrical connections at
the PCM and at the transmission 8–way connector.
Look for possible bent, backed out, deformed or
to bare metal or other wiring. Inspect for a broken wire
inside the insulation.
observing test equipment for a change.
f Refer to the “Range Switch Logic Table” or
“Functional Test Procedure” for further information.
Test Description
diagnostic chart:
3. This test checks the indicated range signal to the
manual valve actually selected.
6. This test checks for continuity between each
selected range switch connector terminals.
Range Switch Logic Table

Position A B C P(G)
Park ON OFF OFF ON
Reverse ON ON OFF OFF
Neutral OFF ON OFF ON
D4 OFF ON ON OFF
D3 ON ON ON ON
2 ON OFF ON OFF
L OFF OFF ON ON
DTC P0706 Transmission Range Switch (Mode Switch) Performance

Step Action Yes No
Refer to
Driveability and
Emissions in
f The transmission linkage from the select lever to the manual
valve is adjusted properly.
f Diagnostic circuit check.
Does each selected transmission range match the scan tool Go to Diagnostic
“Range Switch” display? Aids Go to Step 4
4 Are all range switch pin displays incorrect? Go to Step 5 Go to Step 6
5 Check fuse and wiring to the 8–way connector terminal 5(D) for
opens.
Refer to Mode Switch in Automatic Transmission (4L30–E)
section.
If no problem was found, replace the range switch.
6 1. Disconnect the 8–way range switch connector.
2. Using ohmmeter, check continuity between terminal 5(D) and
respectively terminals 3(G), 6(C), 7(B) and 8(A) of the 8–way
range switch connector.
3. Move shift selector lever through all positions and compare
results with “Range Switch Logic Table”.
Is one range switch pin display incorrect? Go to Step 7 Go to Step 8
7 Check the affected wiring and connector, and repair.
8 Check the Powertrain Control Module (PCM) connectors for poor
connection.
If no problem was found, replace the PCM.
DTC P0711 Transmission Fluid Temperature (TFT) Sensor Circuit

Range/Performance
D07RW018
Circuit Description f If the sensor is stuck, the TFT has not changed for
The TFT sensor is a thermister that controls the signal greater than 2 counts (from startup temperature) for
greater than 410 seconds.
voltage to the PCM. The PCM supplies a 5 volt reference
signal to the sensor on circuit GRN/RED. When the f If the sensor shows an unrealistic change, the TFT
transmission fluid is cold, the sensor resistance is high exhibits a change delta of greater than 20°C (36°F),
and the PCM detects high signal voltage. As the greater than 14 times in 7 seconds.
transmission fluid temperature increases to normal
operating temperature of 100°C (212°F), the sensor Action Taken When The DTC Sets
resistance becomes less and the voltage decreases to f Transmission default temperature will be:
1.5 to 2 volts. 80°C (176°F) if engine temperature code is set.
When the PCM detects a TFT sensor that remains at the
startup value, or a sensor that has a change delta of 100°C (212°F) if engine temperature is warm.
greater than 20°C (36°F) less than 1 second, DTC P0711 80°C (176°F) if engine run time is greater than 5
sets. DTC P0711 is a type D. minutes.
Conditions For Setting The DTC 21°C (69.8°F) if engine run time is less than 5
minutes.
f No VSS DTCs P0722 or P0723.
f The PCM will not illuminate the Malfunction Indicator
f No Transmission Component Slipping DTC P1870. Lamp (MIL).
f Engine running.
f TFT is between 20 A/D (Analog/Digital) counts and Conditions For Clearing The DTC
248 A/D counts. f The DTC can be cleared from the PCM history by
f TFT is between –40°C (–40°F) and +21°C (69.8°F) using a scan tool.
at engine startup. f The DTC will be cleared from history when the vehicle
f Engine coolant temperature is greater than 70°C has achieved 40 warmup cycles without a failure
(150°F). reported.
f Engine coolant temperature has changed by greater f The PCM will cancel the DTC default actions when
than 50°C (90°F) since engine startup. the fault no longer exists and the ignition is cycled “off”
f Vehicle speed has been greater than 5 mph for long enough to power down the PCM.
greater than 410 seconds since engine startup
(cumulative timer). Diagnostic Aids
f TCC slip speed has been greater than 120 rpm for f Inspect the wiring for poor electrical connection at the
greater than 410 seconds since engine startup PCM. Inspect the wiring for poor electrical
(cumulative timer). connections at the transmission 16–way connector
f Battery voltage is between 10 and 16 volts. H–10. Look for the following conditions:
All of the above is true and either of the following occurs: a. A bent terminal
b. A backed out terminal
c. A damaged terminal Resistance Chart
d. Poor terminal tension
°C °F Resistance (kW)
e. A chafed wire
–40 –40 672
f. A broken wire inside the insulation
f When diagnosing for an intermittent short or open 0 32 65
connection, move the wiring harness while watching 20 68 25
the test equipment for a change.
80 176 2.5
f First diagnose and clear any engine DTCs or TP
Sensor codes. Then inspect for any transmission 120 248 0.78
DTCs that may have reset.
150 304 0.37
Test Description
The number below refers to the step number on the
diagnostic chart:
3. This test checks PCM and associated wiring up to
the 16–way connector H–10. If the voltage
increases to match chart the problem is isolated to
the transmission wiring.

Range/Performance
Step Action Yes No
1 Was the Powertrain On–Board Diagnostic (OBD) System Check Go to OBD
performed? System Check
Refer to
Driveability and
Emissions in
2 Perform the transmission fluid checking procedure. Refer to Go to Checking
Checking Transmission Fluid Level and Condition in Automatic Transmission
Transmission (4L30–E) section. Fluid Level and
Condition in
Did you perform the fluid checking procedure?
Automatic
Transmission
Go to Step 3 (4L30–E) section
2. With the engine “off”, turn the ignition switch to the “on”
position.
NOTE: Before clearing DTCs, use the scan tool in order to record
the Freeze Frame and Failure Records for reference. The Clear
Info function will erase the data.
3. Record the DTC Freeze Frame and Failure Records.
4. Select TFT on the scan tool.
5. While observing the scan tool display, move or massage the
engine wiring harness from PCM connectors F7 and D9 to the
transmission 16–way connector H–10.
Does the TFT change by more than ±20°C (36°F)? Go to Step 6 Go to Step 4

Range/Performance (Cont’d)
Step Action Yes No
2. Disconnect the transmission 16–way connector H–10.
3. Install Jumper Harness on the transmission side of the
16–way connector H–10.
4. Using the J39200 DVOM and J35616 Connector Test Adapter
Kit, connect the DVOM leads from terminal M6–3(C) to
terminal M6–5(D).
5. Set the DVOM on MIN/MAX to measure resistance.
6. Record the TFT sensor resistance.
7. Move or massage the automatic transmission wiring harness
assembly from the 16–way connector H–10 to the TFT sensor
connector.
Does the DVOM MAX display a resistance greater than the value
recorded in Action item 6 of this step? Go to Step 7 Go to Step 5
5 Does the DVOM MIN display a resistance less than the value
recorded in Action item 6 of step 4? Go to Step 8 —
6 Inspect circuit GRN/RED and GRN of the engine wiring harness
for an intermittent open or short condition. Repair the circuits if
necessary.
Did you find a problem? Go to Step 12 Go to Step 11
7 Inspect the automatic transmission wiring harness assembly for
an intermittent open in circuits GRN/RED and GRN, BLU/YEL.
8 Inspect the automatic transmission wiring harness assembly for
an intermittent shorted condition in circuits GRN/RED and GRN,
BLU/YEL.
9 Replace the automatic transmission wiring harness assembly.
10 Replace TFT Sensor. Refer to Transmission Oil Temperature
Sensor (Adapter Case) in Automatic Transmission (4L30–E)
section.
11 Replace the PCM. Refer to Powertrain Control Module (PCM) in
Automatic Transmission (4L30–E) section.
12 In order to verify your repair, perform the following procedure.
1. Select DTC.
2. Select Clear Info.
3. Drive the vehicle and ensure the following conditions are met:
f The TFT changes by more than 2.25°C (4.05°F) for 11
seconds since startup.
f The TFT does not change by more than 20°C (36°F) within
0.200 second for a period of at least 11 seconds.
4. Select Specific DTC. Begin the
5. Enter DTC P0711. diagnosis again
Has the test run and passed? System OK Go to Step 1
DTC P0712 Transmission Fluid Temperature (TFT) Sensor Circuit Low Input
D07RW018

The TFT sensor is a thermister that controls the signal f The DTC can be cleared from the PCM history by
voltage to the PCM. The PCM supplies a 5–volt reference using a scan tool.
signal to the sensor on circuit GRN/RED. When the f The DTC will be cleared from history when the vehicle
transmission fluid is cold, the sensor resistance is high. has achieved 40 warmup cycles without a failure
The PCM detects high signal voltage. As the reported.
transmission fluid temperature increases to the normal f The PCM will cancel the DTC default actions when
operating temperature of 100°C (212°F), the sensor the fault no longer exists and the ignition is cycled “off”
resistance becomes less and the voltage decreases to long enough to power down the PCM.
1.5 to 2 volts. With transmission fluid over temperature
and DTC P0218 also set, check the transmission cooling Diagnostic Aids
system.
This DTC detects a continuous short to ground in the TFT f Check harness routing for a potential short to ground
signal circuit or the TFT sensor. This is a type “D” DTC. in circuit GRN/RED. Scan tool TFT display should
rise steadily to about 100°C (212°F), then stabilize.
Conditions For Setting The DTC f Inspect the wiring for poor electrical connection at the
PCM and at the transmission 16–way connector.
f Battery voltage is between 10 and 16 volts. Look for possible bent, backed out, deformed or
f Ignition is “on”. damaged terminals. Check for weak terminal tension
f TFT sensor indicating a voltage less than 0.4 volts. as well. Also check for a chafed wire that could short
f All conditions met for 20 seconds. to bare metal or other wiring. Inspect for a broken wire
Action Taken When The DTC Sets f When diagnosing for a possible intermittent short or
f Transmission default temperature will be: observing test equipment for a change.
80°C (176°F) if engine temperature code is set. f The temperature to resistance value scale may be
100°C (212°F) if engine temperature is warm. used to test the TFT sensor at the various
temperature levels to evaluate the possibility of a
80°C (176°F) if engine run time is greater than 5 “skewed” (mis–scaled) sensor.
minutes.
A “skewed” sensor could result in delayed garage
21°C (69.8°F) if engine run time is less than 5 shifts or TCC complaints.
minutes.
f Verify customer driving habits, trailer towing, etc.
Lamp (MIL).
Test Description Resistance Chart

The numbers below refer to the step numbers on the °C °F Resistance (kW)
diagnostic chart:
3. This test checks for a short to ground or a “skewed” –40 –40 672
sensor. 0 32 65
4. This test checks for an internal fault within the 20 68 25
transmission by creating an open.
80 176 2.5
120 248 0.78
150 304 0.37
DTC P0712 Transmission Fluid Temperature (TFT) Sensor Circuit Low Input
Step Action Yes No
Refer to
Driveability and
Emissions in
2 Perform the transmission fluid checking procedure. Refer to Refer to
Checking Transmission Fluid Level and Condition in Automatic Checking
Transmission (4L30–E) section Transmission
Fluid Level and
Was the fluid checking procedure performed?
Condition in
Automatic
Transmission
Does the scan tool display a TFT sensor signal voltage less than Go to Diagnostic
0.4 volts? Go to Step 4 Aids
3. Turn the ignition “on”.
Does the TFT signal voltage change to match the voltage 4.92
volts? Go to Step 5 Go to Step 10
5 Using the J39200 DVOM, measure the resistance between
terminals 3(C) and 5 (D).
Go to Diagnostic
Is the resistance within specifications? (See Resistance Chart.) Aids Go to Step 6
6 1. Disconnect the transmission 5–way connector M–6.
2. Using the J39200 DVOM, measure the resistance between
terminals 3(C) and 5(D).
Go to Diagnostic
7 1. Remove the transmission oil pan. Refer to Transmission Oil
Temperature Sensor (Adapter Case) in Automatic
Transmission (4L30–E) section.
2. Check the internal wiring harness for a short to ground.
DTC P0712 Transmission Fluid Temperature (TFT) Sensor Circuit Low Input (Cont’d)
Step Action Yes No
8 1. Disconnect the internal wiring harness at the TFT sensor.
2. Measure the resistance of the TFT sensor.
Go to Diagnostic
9 Replace the TFT Sensor.
10 Check circuit GRN/RED for a short to ground.
11 Check the PCM for faulty connections.
are met:
TFT sensor indicates a voltage greater than 0.33 volts for 2
seconds.
Begin diagnosis
2. Review the scan tool “DTC info”. again Repair verified
DTC P0713 Transmission Fluid Temperature (TFT) Sensor Circuit High Input
D07RW018

The TFT sensor is a thermistor that controls the signal f The DTC can be cleared from the PCM history by
voltage to the PCM. The PCM supplies a 5–volt reference using a scan tool.
signal to the sensor on circuit GRN/RED. When the f The DTC will be cleared from history when the vehicle
transmission fluid is cold, the sensor resistance is high has achieved 40 warmup cycles without a failure
and the PCM will sense high signal voltage. As the reported.
transmission fluid temperature warms to the normal f The PCM will cancel the DTC default actions when
operating temperature of 100°C (212°F), the sensor the fault no longer exists and the ignition is cycled “off”
resistance becomes less and the voltage decreases to long enough to power down the PCM.
about 1.5 to 2 volts.
This DTC detects a continuous open or short to power in Diagnostic Aids
the TFT signal circuit or the TFT sensor. This is a type “D”
DTC. f Inspect the wiring for poor electrical connection at the
PCM and at the transmission 16–way connector.
Conditions For Setting The DTC Look for possible bent, backed out, deformed or
f Battery voltage is between 10 and 16 volts. as well. Also check for a chafed wire that could short
f Ignition is “on”. to bare metal or other wiring. Inspect for a broken wire
f TFT sensor indicating a voltage greater than 4.86 inside the insulation.
volts. f When diagnosing for a possible intermittent short or
f All conditions met for 20 seconds. open condition, move the wiring harness while
Action Taken When The DTC Sets f Scan tool displays transmission fluid temperature in
degrees. After transmission is operating, the
f Transmission default temperature will be:
temperature should rise steadily to about 100°C
80°C (176°F) if engine temperature code is set. (212°F), then stabilize.
100°C (212°F) if engine temperature is warm. f The temperature to resistance value scale may be
used to check the TFT sensor at the various
80°C (176°F) if engine run time is greater than 5 temperature levels to evaluate the possibility of a
minutes. “skewed” (mis–scaled) sensor.
21°C (69.8°F) if engine run time is less than 5 A “skewed” sensor could result in hard shifts or TCC
minutes. complaints.
Lamp (MIL).
Test Description Resistance Chart

The numbers below refer to the step numbers on the °C °F Resistance (kW)
diagnostic chart:
3. This check verifies problem in the TFT sensor circuit. –40 –40 672
4. This test simulates a TFT sensor DTC P0712. If the 0 32 65
PCM recognizes the low signal voltage (high 20 68 25
temperature), and the scan tool displays 146°C
(295°F) or greater, the PCM and wiring are OK. 80 176 2.5
5. This test checks the TFT sensor and internal wiring 120 248 0.78
harness.
150 304 0.37
DTC P0713 Transmission Fluid Temperature (TFT) Sensor Circuit High Input
Step Action Yes No
Refer to
Driveability and
Emission in
2 Perform the transmission fluid checking procedure. Refer to
Refer to Checking Transmission Fluid Level and Condition in Checking
Automatic Transmission (4L30–E) section. Transmission
Fluid Level and
Was the fluid checking procedure performed?
Condition in
Automatic
Transmission
Does the scan tool display a TFT sensor signal voltage greater Go to Diagnostic
than 4.86 volts? Go to Step 4 Aids
3. Install a fused jumper wire from terminal 3(C) to 5(D) on the
engine harness.
Does the TFT signal voltage drop to less than 0.4 volts? Go to Step 5 Go to Step 10
Go to Diagnostic
6 1. Disconnect the transmission 5–way connector M–6.
Go to Diagnostic
DTC P0713 Transmission Fluid Temperature (TFT) Sensor Circuit High Input (Cont’d)
Step Action Yes No
7 1. Remove the transmission oil pan.
2. Check the internal wiring harness for an open. Refer to
Transmission Oil Temperature Sensor (Adapter Case) in
Was a problem found and corrected? Go to Step 14 Go to Step 8
8 1. Disconnect the internal wiring harness at the TFT sensor.
2. Measure the resistance of the TFT sensor.
Go to Diagnostic
9 Replace TFT sensor. Refer to Transmission Oil Temperature
Sensor (Adapter Case) in Automatic Transmission (4L30–E)
section.
10 Check circuit GRN/RED for an open or short to B+.
11 Check circuit GRN, BLU/YEL for an open.
12 Check the PCM for faulty or intermittent connections.
are met:
2. TFT sensor indicates a voltage less than 4.92 volts for 2
seconds. Begin diagnosis
DTC P0719 TCC Brake Switch Circuit High (Stuck On)
D07RW021
Circuit Description f The DTC will be cleared from history when the vehicle
The TCC brake switch is used to indicate brake pedal has achieved 40 warm–up cycles without a failure
reported.
status. The normally opened brake switch signal voltage
circuit is opened. f The PCM will cancel the DTC default actions when
Brake switch supplies a B+ signal on circuit RED to the the fault no longer exists and the ignition is cycled “off”
PCM, when the brakes are applied. The PCM uses this long enough to power down the PCM.
signal to deenergize the TCC solenoid when the brakes
are applied. Diagnostic Aids
This DTC detects a closed brake switch during f Inspect the wiring for poor electrical connections at
accelerations. This is a type “D” DTC. the PCM and TCC brake switch. Look for possible
bent, backed out, deformed or damaged terminals.
Conditions For Setting The DTC Check for weak terminal tension as well. Also check
for a chafed wire that could short to bare metal or
f No OSS DTCs P0722 or P0723.
other wiring. Inspect for a broken wire inside the
f The PCM detects a closed brake switch/circuit (12 insulation.
volts) for 2 seconds, and the following events occur
seven consecutive times: vehicle speed is less than 8
open condition, move or massage the wiring harness
km/h (5 mph); then vehicle speed is between 8 and 32
while observing test equipment for a change.
km/h (5 and 20 mph) for 4 seconds; then vehicle
speed is greater than 32 km/h (20 mph) for 4 seconds. f Check customer driving habits and/or unusual driving
conditions (i.e. stop and go, highway).
Action Taken When The DTC Sets f Check brake switch for proper mounting and
f If throttle opening is greater than 10% and vehicle adjustment.
speed is greater than 45 km/h (28 mph), then
disregard brake switch contingency for TCC off Test Description
mode. The numbers below refer to the step numbers on the
f The PCM will not illuminate Malfunction Indicator diagnostic chart:
Lamp (MIL). 3. This test checks for voltage at the brake switch.
6. This test checks the brake switch.
Conditions For Clearing The DTC 9. This test checks circuit RED at the PCM.
f The DTC can be cleared from the PCM history by
using a scan tool.
DTC P0719 TCC Brake Switch Circuit High (Stuck On)

Step Action Yes No
Refer to
Driveability and
Emissions in
2. With the engine “off”, turn the ignition switch “on”. If ABS code
is set, check applicable fuse.
4. Apply then release the brake pedal.
Does the scan tool display “TCC Brake Switch” as “closed” with
the brake pedal applied, and then display “open” when the brake Go to Diagnostic
pedal is released? Aids Go to Step 3
2. Back probe ignition feed circuit terminal I18–1 at the brake
switch.
Is the test light “on”? Go to Step 4 Go to Step 5
2. Back probe circuit terminal I18–4 at the brake switch.
Is the test light “off”? Go to Step 8 Go to Step 6
5 Repair the open in battery feed circuit terminal I18–1 to the brake
switch.
If fuse is open, check circuit terminal I18–4 for a short to ground.
6 Disconnect brake switch connector I–18 and ignition switch “on”.
7 Check the brake switch short (I18–1 and I18–4).
8 Check circuit terminal I18–4 for a short to voltage.
Ignition switch “on”.
9 1. Disconnect the C3 (BLUE) PCM connector.
2. Check circuit terminal I18–4 for a short to voltage.
10 Replace the brake switch.
2. Reconnect the C3 (BLUE) PCM connector.
Does the scan tool display “TCC Brake Switch” as “open” with the
brake applied, then display “closed” with the brake pedal Go to Diagnostic
released? Aids Go to Step 12
12 Check the PCM for faulty or intermittent connections.
DTC P0719 TCC Brake Switch Circuit High (Stuck On) (Cont’d)
Step Action Yes No
are met:
The PCM brake switch signal must indicate 0 volts for 1
seconds with the brake pedal applied.
Begin diagnosis
DTC P0722 Transmission Output Speed Sensor (OSS) Low Input
D07RW022
Circuit Description Conditions For Clearing The MIL/DTC

Output speed information is provided to the PCM by the f The PCM will turn off the MIL and CHECK TRANS
OSS, which is a permanent magnet (PM) generator. The Lamp after three consecutive ignition cycles without a
PM generator produces a pulsing AC voltage. The AC failure reported.
voltage level and number of pulses increases as the f The DTC can be cleared from the PCM history by
speed of the vehicle increases. The PCM then converts using a scan tool. The DTC will be cleared from
the pulsing voltage to output speed, which is used for history when the vehicle has achieved 40 warmup
calculations. The vehicle speed can be displayed with a cycles without a failure reported.
scan tool. f The PCM will cancel the DTC default actions when
This DTC detects a low output speed when there is a high the fault no longer exists and the ignition is cycled “off”
engine speed in a drive gear range. This is a type “B” long enough to power down the PCM.
DTC.
Diagnostic Aids
Conditions For Setting The DTC
f An OSS DTC P0722 will set when no output speed is
f No MAP DTCs P0107 or P0108, P0106, P1106, at detected at start off.
P1107.
f Inspect the wiring for poor electrical connection at the
f No TP DTCs P0122 or P0123. PCM. Look for possible bent, backed out, deformed
f Not in Park or Neutral. or damaged terminals. Check for weak terminal
f TP angle is greater than 10%. tension as well. Also check for a chafed wire that
could short to bare metal or other wiring. Inspect for a
f Engine vacuum is between 0 and 70kPa.
broken wire inside the insulation.
f Engine speed is between 3000 and 7000 rpm.
f Transmission output speed is less than 0 rpm. open condition, move or massage the wiring harness
f All conditions met for 5 seconds. while observing test equipment for a change.
Action Taken When The DTC Sets Test Description

f Fixed to 4th gear. The numbers below refer to the step numbers on the
f Maximum line pressure. diagnostic chart:
f Inhibit TCC engagement. 5. This test checks the OSS circuit.
f The PCM will illuminate the Malfunction Indicator 6. This test checks the integrity of the OSS.
Lamp (MIL) and CHECK TRANS Lamp. 8. This test checks the 5–volt and ground circuit of the
PCM.
DTC P0722 Transmission Output Speed Sensor (OSS) Low Input

Step Action Yes No
Refer to
Driveability and
Emissions in
4. Raise the drive wheels.
6. Place the transmission in any drive range.
With the drive wheels rotating, does the “Trans Output Speed” Go to Diagnostic
increase with the drive wheel speed? Aids Go to Step 3
3 Does the speedometer work? Go to Step 4 Go to Step 5
4 Check for the most current and/or incorrect calibration.
Is the calibration current? Go to Step 17 Go to Step 5
2. Disconnect the C3 (BLUE) PCM connector.
harness connector terminals C3–E1 and C3–E2.
Is the reading 3000 ohms? Go to Step 6 Go to Step 7
6 1. Select AC volts.
2. Rotate the rear wheels, ensuring the driveshaft is turning.
Is the voltage greater than 0.5 volts? Go to Step 8 Go to Step 9
7 Inspect circuits YEL and BRN for a poor connection or an open
circuit.
8 1. Reconnect the C3 (BLUE) PCM connector.
2. Disconnect the OSS harness from the OSS.
3. With the engine “off”, turn the ignition “on”.
4. Using the J 39200 DVOM, measure the voltage at the OSS
harness connector terminals M15–1 and M15–2.
Is the reading between 4.0 to 5.1 volts? Go to Step 17 Go to Step 11
9 1. Remove the OSS.
2. Check the output shaft speed sensor rotor for damage or
misalignment. Refer to Speed Sensor (Extension Housing) in
10 Replace the OSS.
11 Was the reading in step 8 less than 4.0 volts? Go to Step 13 Go to Step 12
12 Was the reading in Step 8 greater than 5.1 volts? Go to Step 16 —
13 Using the J 39200 DVOM to chassis ground, measure the voltage
on circuit RED.
DTC P0722 Transmission Output Speed Sensor (OSS) Low Input (Cont’d)
Step Action Yes No
14 Repair the open in circuit BRN.
15 Check circuit YEL for a short to ground or open.
16 Repair the short to B+ in circuit YEL.
automatic Transmission (4L30–E) section.
Transmission output speed is greater than 101 rpm for 3
seconds.
Begin diagnosis
DTC P0723 Transmission Output Speed Sensor (OSS) Intermittent
D07RW022
Circuit Description f The PCM will illuminate the Malfunction Indicator

Output speed information is provided to the PCM by the Lamp (MIL) and CHECK TRANS Lamp.
OSS, which is a permanent magnet (PM) generator. The
PM generator produces a pulsing AC voltage. The AC
Conditions For Clearing The MIL/DTC
voltage level and number of pulses increases as the f The PCM will turn off the MIL and CHECK TRANS
speed of the vehicle increases. The PCM then converts Lamp after three consecutive ignition cycles without a
the pulsing voltage to output speed, which is used for failure reported.
calculations. The vehicle speed can be displayed with a f The DTC can be cleared from the PCM history by
scan tool. using a scan tool.
This DTC detects a low output speed when there is a high f The DTC will be cleared from history when the vehicle
engine speed in a drive gear range. This is a type “B” has achieved 40 warmup cycles without a failure
DTC. reported.
Conditions For Setting The DTC the fault no longer exists and the ignition is cycled “off”
In Park or Neutral: long enough to power down the PCM.
f Transmission output speed change is greater than
10000 rpm. Diagnostic Aids
f Conditions met for 6 seconds. f A OSS DTC P0723 will set when output speed has
f Engine running time is greater than 2 seconds. been detected and is lost.
Not in Park or Neutral: f Inspect the wiring for poor electrical connection at the
f Transmission output speed change is greater than PCM. Look for possible bent, backed out, deformed
512 rpm. or damaged terminals. Check for weak terminal
f Conditions met for 0.075 seconds tension as well. Also check for a chafed wire that
f Engine running time is greater than 2 seconds. broken wire inside the insulation.
f Engine vacuum is less than 70 kPa. f When diagnosing for a possible intermittent short or
f Output speed is greater than 1380 rpm for 1 second. open condition, move the wiring harness while
f NORAW–NOLAST < 60 rpm for 6 seconds. observing test equipment for a change.
f NORAW: Latest raw data of output shaft speed.
Test Description
f NOLAST: Fitered previous data of output speed.
Action Taken When The DTC Sets diagnostic chart:
5. This test checks the OSS circuit.
f Fixed to 4th gear.
6. This test checks the integrity of the OSS.
8. This test checks the 5–volt and ground circuit of the
f Inhibit TCC engagement. PCM.
DTC P0723 Transmission Output Speed Sensor (OSS) Intermittent

Step Action Yes No
Refer to
Driveability and
Emissions in
4. Raise the drive wheels.
6. Place the transmission in any drive range.
With the drive wheels rotating, does the “Trans Output Speed” Go to Diagnostic
increase with the drive wheel speed? Aids Go to Step 3
3 Does the speedometer work? Go to Step 4 Go to Step 5
4 Check for the most current and/or incorrect calibration.
Is the calibration current? Go to Step 17 Go to Step 5
harness connector terminals C3–E1 and C3–E2.
Is the reading 3,000 ohms? Go to Step 6 Go to Step 7
6 1. Select AC volts.
2. Rotate the rear wheels, ensuring the driveshaft is turning.
Is the voltage greater than 0.5 volts? Go to Step 8 Go to Step 9
7 Inspect circuits YEL and BRN for a poor connection or an open
circuit.
8 1. Reconnect the C3 (BLUE) PCM connector.
2. Disconnect the OSS harness from the OSS.
3. With the engine “off”, turn the ignition “on”.
4. Using the J 39200 DVOM, measure the voltage at the OSS
harness connector terminals M15–1 and M15–2.
9 1. Remove the OSS.
2. Check the output shaft speed sensor rotor for damage or
misalignment. Refer to Speed Sensor (Extension Housing) in
10 Replace the OSS.
11 Was the reading in step 8 less than 4.0 volts? Go to Step 13 Go to Step 12
12 Was the reading in Step 8 greater than 5.1 volts? Go to Step 16 —
13 Using the J 39200 DVOM to chassis ground, measure the voltage
on circuit YEL.
DTC P0723 Transmission Output Speed Sensor (OSS) Intermittent (Cont’d)

Step Action Yes No
14 Repair the open in circuit BRN.
15 Check circuit YEL for a short to ground or open.
16 Repair the short to B+ in circuit YEL.
Transmission output speed is greater than 101 rpm for 3
seconds.
Begin diagnosis
DTC P0724 TCC Brake Switch Circuit Low (Stuck Off)
D07RW021
Circuit Description f The DTC will also be cleared from history when the
The TCC brake switch is used to indicate brake pedal vehicle has achieved 40 warmup cycles without a
failure reported.
status. The normally opened brake switch signal voltage
supplies a B+ signal on circuit GRN/YEL to the PCM when f The PCM will cancel the DTC default actions when
the brakes are applied. The PCM uses this signal to the fault no longer exists and the ignition is cycled “off”
deenergize the TCC solenoid when the brakes are long enough to power down the PCM.
applied.
This DTC detects an open brake switch during Diagnostic Aids
decelerations. This is a type “D” DTC. f Inspect the wiring for poor electrical connection at the
PCM. Look for possible bent, backed out, deformed
Conditions For Setting The DTC or damaged terminals. Check for weak terminal
f No OSS DTCs P0722 or P0723. tension as well. Also check for a chafed wire that
f The PCM detects an open brake switch/circuit (0 broken wire inside the insulation.
volts) during decelerations and the following events
occur seven consecutive times: vehicle speed is f When diagnosing for a possible intermittent short or
greater than 32 km/h (20 mph) for 4 seconds; then open condition, move the wiring harness while
vehicle speed is between 8 and 32 km/h (5 and 20 observing test equipment for a change.
mph) for 4 seconds; then vehicle speed is less than 8 f Check customer driving habits and/or unusual traffic
km/h (5 mph). conditions (i.e. stop and go, expressway).
f Check brake switch for proper mounting and
Action Taken When The DTC Sets adjustment.
Lamp (MIL). Test Description
Conditions For Clearing The DTC diagnostic chart:
f The DTC can be cleared from the PCM history by 3. This test checks for voltage at the brake switch.
using a scan tool. 6. This test checks the brake switch.
DTC P0724 TCC Brake Switch Circuit Low (Stuck Off)

Step Action Yes No
Refer to
Driveability and
Emissions in
function is used.
4. Apply then release the brake pedal.
Does the scan tool display “TCC Brake Switch” as “closed” with
the brake pedal applied, and then display “open” when the brake Go to Diagnostic
pedal is released? Aids Go to Step 3
2. Back probe ignition feed circuit terminal I18–1 at the brake
switch.
2. Back probe circuit terminal I18–4 at the brake switch.
3. Apply the brake pedal.
Is the test light “on” when the brake pedal is applied? Go to Step 7 Go to Step 6
5 Repair the open in ignition feed circuit terminal I18–1 to the brake
switch. If fuse is open, check circuit terminal I18–4.
6 1. Disconnect I18 connector.
2. Check the resistance between terminal I18–1 and I18–4.
Is the resistance 0 ohm with the brake pedal applied? Go to Step 7 Go to Step 8
7 Check circuit terminal I18–4 for a open.
8 Replace the brake switch.
9 Check PCM for faulty connections.
are met:
The PCM brake switch signal must indicate 12 volts for 1
seconds with the brake pedal released.
Begin diagnosis
DTC P0730 Transmission Incorrect Gear Ratio
D07RT015
Circuit Description f 3 seconds since downshift.

f The Powertrain Control Module (PCM) calculates the f 3 seconds since garage shift (N→D).
slippage of the converter and transmission based f And one of the following conditions occur:
upon the engine speed, the output speed, and the – Slip is greater than 753 rpm in 1st gear.
current gear ratio.
f The slippage of the converter at a high enough engine – Slip is greater than 713 rpm in 2nd gear.
speed is low. The transmission should not slip more – Slip is greater than 694 rpm on 3rd gear.
than a given value when there is no shift.
– Slip is greater than 685 rpm on 4th gear.
f This DTC detects a slip at each gear. This is a type
“C” DTC. f All conditions met for 5.5 seconds.
Conditions For Setting The DTC Action Taken When The DTC Sets
f No Output Speed Sensor DTC(s) P0722, P0723. f Maximum line pressure.
f Not in Park, Neutral or Reverse. f The PCM will not illuminate the Malfunction Indicator
Lamp (MIL).
f Engine speed is greater than 3500 rpm.
f The PCM will illuminate the CHECK TRANS Lamp.
f 3 seconds since upshift.
Conditions For Clearing The DTC/CHECK Diagnostic Aids

TRANS Lamp f Check for intermittent output speed sensor circuit
f The PCM will turn “off” the CHECK TRANS Lamp problems.
after three consecutive ignition cycles without a f Check for possible incorrect calibration. (PCM part
failure reported. No., tire specifications, and rear axle ratio)
f The DTC can be cleared from PCM memory by using
a scan tool. The DTC can also be cleared from Test Description
memory when the vehicle has made 40 warmup The numbers below refer to the step numbers on the
cycles without a failure reported. diagnostic chart:
f The PCM will cancel the DTC Actions Taken items 3. This step checks for possible low fluid level causing
when the fault conditions no longer exist and the slipping resulting in an undefined gear ratio.
ignition is cycles “off” long enough to power down the 4. This step checks for correct gear ratios for
PCM. commanded gears.
5. This step checks for low line pressure.
DTC P0730 Transmission Incorrect Gear Ratio

Step Action Yes No
1 Were you sent here from the “On–Board Diagnostic (OBD) Go to OBD
System Check”? System Check
Refer to
Driveability and
Emission in
2 Visually inspect the transmission cooling system for fluid leaks.
f Refer to Chart 16: Possible Causes of Transmission Fluid
Leaks of Mechanical/Hydraulic Diagnosis Symptoms Index in
Was condition found and corrected? Go to Step 7 Go to Step 3
3 Refer to Checking Transmission Fluid Level and Condition in Go to Checking
Automatic Transmission (4L30–E) section. Transmission
Fluid Level and
Has transmission fluid checking procedure been performed?
Condition in
Automatic
Transmission
2. Turn the ignition switch to the “on” position.
3. Engine not running.
NOTE: Before clearing DTC(s) use the scan tool to record the
“Failure Records” for reference, as data will be lost when the “Clear
Info” function is used.
4. Record the Failure Record data.
5. Use the scan tool snapshot mode to record transmission gear
ratios.
6. Drive vehicle in transmission gear ranges 1, 2, 3, and D with
the engine speed is greater than 3,500 rpm for 5.5 seconds.
7. Record each transmission gear.
1st:2.73 – 2.99
2nd:1.54 – 1.71
3rd:0.93 – 1.05
4th:0.66 – 0.78
Refer to
Does commanded gear ratio match ranges as shown? Diagnostic Aids Go to Step 5
DTC P0730 Transmission Incorrect Gear Ratio (Cont’d)

Step Action Yes No
5 Perform line pressure check.
f Refer to Line Pressure Test in Automatic Transmission
(4L30–E) section.
Was condition found and corrected? Go to Step 7 Go to Step 6
6 Check for possible clutch slippage.
f Refer to Chart 6: Diagnostic Trouble Code (DTC) P0730 of
Mechanical/Hydraulic Diagnosis Symptoms Index in
Was condition found and corrected? Go to Step 7 —
then “Clear info” function.
2. Operate the vehicle under the following conditions:
f Drive the vehicle in D4 with the engine speed greater than
3,500 rpm to obtain any one of the following gear ratios for
seven seconds.
1st 1:2.73 – 1:2.99
2nd 1:1.54 – 1:1.71
3rd 1:0.93 – 1:1.05
Begin diagnosis
4th 1:0.66 – 1:0.78
again Repair verified
Has the last test failed? Go to Step 1 Exit DTC table
DTC P0742 Torque Converter Clutch (TCC) Circuit Stuck On
D07RW023
Circuit Description f TCC slip speed is between –20 and 40 rpm for 4
The PCM energizes the TCC solenoid by creating a seconds.
ignition voltage on circuit RED/YEL. When ignition f Vehicle speed is greater than 25 km/h (15 mph) and
voltage is energized by the PCM, the TCC solenoid stops less than 120 km/h (75 mph).
converter signal oil from exhausting. This causes f Speed ratio is greater than 0.9 and less than 1.8.
converter signal oil pressure to increase and move the
TCC valve. The TCC solenoid will deenergize when the Action Taken When The DTC Sets
PCM no longer provides an ignition voltage. When the f The PCM will illuminate the Malfunction Indicator
TCC solenoid is deenergized, it will exhaust fluid and Lamp (MIL) and CHECK TRANS Lamp.
release the TCC. f Inhibit TCC engagement.
This DTC detects low torque converter slip when the TCC
is commanded “off”. This is a type “B” DTC. Conditions For Clearing The MIL/DTC
Conditions For Setting The DTC f The PCM will turn off the MIL and CHECK TRANS
The following conditions occur once per TCC cycle, three Lamp after three consecutive ignition cycles without a
failure reported.
consecutive times:
f No TP DTCs P0122 or P0123. f The DTC can be cleared from the PCM history by
using a scan tool.
f The DTC will be cleared from history when the vehicle
f No TCC solenoid DTC P1860. has achieved 40 warmup cycles without a failure
f TP angle is greater than 20%. reported.
f Engine speed is greater than 500 rpm and less than f The PCM will cancel the DTC default actions when
3000 rpm. the fault no longer exists and the ignition is cycled “off”
f Engine vacuum is between 0 and 70 kPa. long enough to power down the PCM.
f Commanded gear is not 1st.
f Gear range is D4.
f TCC is commanded “off”.
f No TCC stuck off DTC P1870

f If the TCC is mechanically stuck “on” with the parking The number below refers to the step number on the
brake applied and any gear range selected, the TCC diagnostic chart:
fluid will mechanically apply the TCC, possibly 3. This test checks the mechanical state of the TCC.
causing an engine stall. (When the PCM commands the TCC solenoid “off”,
the slip speed should increase).
DTC P0742 Torque Converter Clutch (TCC) Circuit Stuck On

Step Action Yes No
Refer to
Driveability and
Emission in
4. Using the scan tool, verify the “TP Sensor” operation.
Go to Diagnostic
Are the “TP Sensor” values within 0.6 – 5.0 volts? Go to Step 3 Aids
3 Drive the vehicle in the D4 drive range in fourth gear under steady
acceleration, with a TP angle greater than 20%.
Does the scan tool display “TCC Slip Speed” between –30 and Go to Diagnostic
+30 rpm, while the displayed TCC solenoid state is “off”? Go to Step 4 Aids
4 The TCC is mechanically stuck “on”. Check the following items:
f Clogged exhaust orifice in the TCC solenoid.
f Converter clutch apply valve stuck in the apply position.
f Misaligned or damaged valve body gasket.
f Restricted release passage.
Was a problem found and corrected? Go to Step 5 —
are met:
TCC slip speed must be between 200 and 2,500 rpm for 4
seconds.
Begin diagnosis
DTC P0748 Pressure Control Solenoid (PCS) (Force Motor) Circuit Electrical
D07RW013
Circuit Description f The DTC can be cleared from PCM history by using a
The PCS is a PCM–controlled device used to regulate scan tool.
transmission line pressure. The PCM compares TPS f The DTC will be cleared from memory when the
voltage, engine rpm, and other inputs to determine the vehicle has achieved 40 warmup cycles without a
line pressure appropriate for a given load. The PCM will failure reported.
regulate the pressure by applying a varying amperage to f The PCM will cancel the DTC default actions when
the PCS. The applied amperage can vary from 0.1 to 1 the fault no longer exists and the ignition is cycled “off”
amp, and is monitored by the PCM. long enough to power down the PCM.
This DTC detects a continuous open or short to ground in
the PCS circuit or the PCS. This is a type “C” DTC. Diagnostic Aids
f Inspect the wiring for poor electrical connection at the
Conditions For Setting The DTC PCM and at the transmission 5–way connector. Look
f Battery voltage is between 10 and 16 volts. for possible bent, backed out, deformed or damaged
terminals. Check for weak terminal tension as well.
f The PCM detects that the different between
Also check for a chafed wire that could short to bare
commanded and actual current is 200 milliampere
metal or other wiring. Inspect for a broken wire inside
(mA) for over 1 second.
the insulation.
Action Taken When the DTC Sets f When diagnosing for a possible intermittent short or
f The PCM will not illuminate the Malfunction Indicator observing test equipment for a change.
Lamp (MIL).
f Maximum line pressure. Test Description
f The PCM will illuminate the CHECK TRANS Lamp. The numbers below refer to the step numbers on the
diagnostic chart:
Conditions For Clearing The DTC/CHECK 2. This test checks the ability of the PCM to command
TRANS Lamp the PCS.
f The PCM will turn “off” the CHECK TRANS Lamp 3. This test checks the PCS and internal wiring harness
after three consecutive ignition cycles without a for incorrect resistance.
failure reported.
DTC P0748 Pressure Control Solenoid (PCS) (Force Motor) Circuit Electrical
Step Action Yes No
Refer to
Driveability and
Emission in
function is used.
4. While the engine is operating, put the transmission in Park.
5. Using the scan tool, apply 0.1 amp through 1.0 amp while
observing “PC Ref. Current” and “PC Act. Current”.
Go to Diagnostic
Is the “PC Act. Current” reading always within 0.16 amp? Aids Go to Step 3
2. Disconnect the transmission 5–way connector M–6.
terminals M6–2(B) and M6–1(E).
Is the resistance within 3–7 ohms? Go to Step 7 Go to Step 4
4 1. Remove the transmission oil pan. Refer to Solenoid (Adapter
Case Valve Body) in Automatic Transmission (4L30–E)
section.
2. Disconnect the internal wiring harness at the PCS.
3. Measure the resistance of the PCS.
5 Replace the PCS.
6 Repair the internal wiring harness for an open.
7 Inspect/repair circuits C3–E4, M6–2(B), C3–E3, M6–1(E).
8 Inspect/repair circuits C3–E4, M6–2(B), C3–E3, M6–1(E) for a
short to ground or poor connections.
are met:
The PCS duty cycle is not at its electrical high or low limit.
Begin diagnosis
DTC P0751 Shift Solenoid A Performance Without Input Speed
D07RT011
Circuit Description f TP angle is constant within +/–5%.

The shift solenoid A is used to control fluid flow acting on f Vehicle speed is between 30 and 88 km/h (20 and 45
the 1–2 and 3–4 shift valves. The solenoid is a normally mph).
close exhaust valve that is used with the shift solenoid B f Within 2 seconds, the engine speed in 3rd gear must
to allow four different shifting combinations. be 64 rpm less than the last speed in 2nd gear.
The DTC detects a 2–3 only or a 1–4 only shift pattern
depending on the state of the mechanical failure. This is a Condition 3:
type “B” DTC. f Commanded 3–4 shift.
Conditions For Setting The DTC f TP angle is between 7 and 60%.
f TP angle is constant within +/–5%.
f No TP DTCs P0122 or P0123.
f Vehicle speed is between 40 and 140 km/h (25 and 87
f No OSS DTCs P0722 or P0723. mph).
f No TCC solenoid DTC P0742, P1860. f Within 0.7 seconds, the engine speed in 4th gear
f No shift solenoid A DTC P0753. must be –60 rpm greater than the last speed in 3rd
f No shift solenoid B DTC P0758. gear.
f Gear range is D4.
Condition 4:
f Vehicle speed is greater than 10 km/h (6.25 mph).
f Transmission temperature is between 20° and 125°C f Commanded 4th gear.
(68° and 257°F). f TCC is “on”.
All the above conditions have been met and the f TP angle is between 13 and 60%.
combination of conditions 1, 2, 3, and 4 or 1, 2, 3, and 5 f Speed ratio is between 0.85 and 1.2 (speed ratio is
occur two consecutive times. engine speed ÷ output speed).
f TCC slip speed is between 100 and 2000 rpm for 3
Condition 1: seconds.
f Commanded 1–2 shift.
f TP angle is between 10 and 60%. Condition 5:
f TP angle is constant within +/–3%. f Commanded 4th gear.
f Vehicle speed is between 18 and 50 km/h (11 and 31 f TCC is “on”.
mph). f TP angle is between 13 and 60%.
f Within 2.2 seconds, the engine speed in 2nd gear f Speed ratio is between 0.5 and 0.85.
must be 100 rpm greater than the last speed in 1st
f TCC slip speed is between –50 and 500 rpm for 3
gear.
seconds.
Condition 2: Action Taken When the DTC Sets
f Commanded 2–3 shift.
f TP angle is between 13 and 60%.
f The PCM will illuminate the Malfunction Indicator Diagnostic Aids
Lamp (MIL) and CHECK TRANS Lamp.
f Verify that the transmission meets the specifications
in the 4L30–E shift speed chart.
Conditions For Clearing The The MIL/DTC
f Other internal transmission failures may cause more
f The PCM will turn off the MIL and CHECK TRANS than one shift to occur.
Lamp after three consecutive ignition cycles without a
failure reported. f A shift solenoid A performance problem could set a
shift solenoid B DTC P0756 or a transmission
f The DTC can be cleared from the PCM history by component slipping DTC P1870.
using a scan tool.
f The DTC will be cleared from history when the vehicle Test Description
has achieved 40 warmup cycles without a failure The numbers below refer to the step numbers on the
reported.
diagnostic chart:
f The PCM will cancel the DTC default actions when 2. This test checks the function of the range switch
the fault no longer exists and the ignition is cycled “off” (mode switch).
3. This test checks that the scan tool commanded all
shifts, all shifts solenoids responded correctly, but
all the shifts did not occur.
DTC P0751 Shift Solenoid A Performance Without Input Speed

Step Action Yes No
Refer to
Driveability and
Emission in
4. With the engine operating, apply the brake pedal and select
each transmission range D1, D2, D3, D4, N, R, and P.
Go to“Range
Does each selected transmission range match the “TR Switch” on Switch Logic
the scan tool? Go to Step 3 Table”
3 1. While the engine is operating, raise the drive wheels.
2. With the transmission in D4 range, use the scan tool to
command 1st, 2nd and 3rd, and 4th gears while accelerating
the vehicle.
Was a 2–3 or 1–4 only shift pattern detected? (Road testing the Go to Diagnostic
vehicle may be necessary). Go to Step 4 Aids
4 Check the shift solenoid/hydraulic circuit for:
f One or both of the shift solenoids for an internal malfunction.
f Contamination or sediment in one or both of the shift
solenoids.
f Damaged seals on one or both of the shift solenoids.
Refer to Solenoid (Main Case Valve Body) in Automatic
Go to Diagnostic
Was a problem found and corrected? Go to Step 5 Aids
DTC P0753 Shift Solenoid A Electrical
D07RW014
Circuit Description Action Taken When The DTC Sets

f The shift solenoid A is a simple on/off solenoid f Maximum line pressure.
located in the main case valve body. The solenoid is f Immediate landing to 4th gear.
the normally closed type. In second or third gear the
Powertrain Control Module (PCM) energizes the
solenoid to open a fluid inlet port. When the port is f The PCM will illuminate the Malfunction Indicator
open, fluid pressure actuates the shift valve. Lamp (MIL) and CHECK TRANS Lamp.
f The solenoid is activated by a current. This current is
produced by applying a voltage to one side (the High Conditions For Clearing The MIL/DTC
side) and a ground to the other side (Low side). f The PCM will turn off the MIL and CHECK TRANS
f The High Side Driver (HSD) is a circuit of the PCM Lamp after three consecutive ignition cycles without a
that acts as a switch between the solenoids and the failure reported.
supply voltage. The High side of the solenoid is f The DTC can be cleared from the PCM history by
permanently supplied with voltage, except in using a scan tool.
BACKUP MODE or when ignition is off the HSD is f The DTC will be cleared from history when the vehicle
turned off. has achieved 40 warmup cycles without a failure
This DTC detects a continuous open or short to ground in reported.
the shift solenoid A circuit or the shift solenoid A. This is a f The PCM will cancel the DTC default actions when
type “B” DTC. the fault no longer exists and the ignition is cycled “off”
f Ignition is “on”, Engine “run”. Diagnostic Aids
f Battery voltage is between 10 and 16 volts. f Inspect the wiring for poor electrical connection at the
f The PCM commands the solenoid “on” and the PCM and at the transmission 16–way connector.
voltage remains high (B+), or the PCM commands Look for possible bent, backed out, deformed or
the solenoid “off” and the voltage remains low (zero damaged terminals. Check for weak terminal tension
volts). as well. Also check for a chafed wire that could short
f All conditions met for 0.33 seconds. to bare metal or other wiring. Inspect for a broken wire
f When diagnosing for a possible intermittent short or 5. This test measures the resistance of the component.
open condition, move the wiring harness while 9. This test checks the function of the shift solenoid A
observing test equipment for a change. and the transmission internal wiring harness.
f An open ignition feed circuit can cause multiple DTCs Shift Solenoid Status Chart
to set.
f A shift solenoid B DTC P0756 could also set with a Gear Shift solenoid A Shift solenoid B
shift solenoid A electrical failure. 1st OFF ON
Test Description 2nd ON ON
The numbers below refer to the step numbers on the 3rd ON OFF
diagnostic chart:
4th OFF OFF
3. This test checks for power to the shift solenoid A
from the ignition through the PCM.
DTC P0753 Shift Solenoid A Electrical

Step Action Yes No
Refer to
Driveability and
Emission in
2. With the engine “on”, turn the ignition switch “on”.
Go to Diagnostic
Were DTCs P0753, P0758, P1860 set? Go to Step 3 Aids
3 1. Turn the ignition “on”.
2. Using the J39200 DVOM, measure the voltage between PCM
connector terminals C3–E14 and C2–C8 (GND).
Is the voltage within 10–12 volts? Go to Step 4 Go to Step 5
connector terminals C3–F14 and ground.
Is the voltage within 10 – 12 volts? Go to Step 11 Go to Step 5
PCM connector terminals C3–E14 and C3–F14.
Is the resistance within 18 – 20 ohms? Go to Step 6 Go to Step 7
6 1. Disconnect the C1 (RED) and C2 (WHITE) PCM connectors.
2. Using the J39200 DVOM, check a continuity between PCM
terminals C3–F14 and ground.
Is there a continuity? Go to Step 12 Go to Step 8
7 1. Disconnect the 16–way harness connector H–10.
terminals H10–6 and H10–5.
DTC P0753 Shift Solenoid A Electrical (Cont’d)

Step Action Yes No
8 Using the J39200 DVOM, check a continuity between C3 (BLUE)
PCM terminal E14 and ground.
9 1. Disconnect the transmission main case 4 pin connector M–7.
terminals M7–3(D) and M7–4(C).
10 Check every connection at the PCM connector.
11 The wiring harness between PCM connector terminals C3–F14
and transmission harness terminal M7–3(D) is shorted to voltage.
12 The wiring harness between PCM connector terminal
J3–F14 and transmission harness terminal M7–3(D) is shorted to
ground.
13 The wiring harness between PCM connector terminals C3–E14
and transmission harness terminal M7–4(C) is shorted to ground.
14 The wiring harness between PCM connector C3 and transmission
16–way connector H–10 is open or poor connection.
15 The wiring harness between transmission 16–way connector
H–10 and transmission main case connector M–7 is open or has a
poor connection.
16 The shift solenoid A is faulty.
Replace the shift solenoid A. Refer to Solenoid (Main Case Valve
Body) in Automatic Transmission (4L30–E) section.
17 The PCM may be faulty.
Replace the PCM. Refer to Powertrain Control Module (PCM) in
18 Repair the PCM connector connection.
f The shift solenoid A is commanded “on” and the voltage
drops to zero.
f The shift solenoid A is commanded “off” and the voltage
increases to B+. Begin diagnosis
DTC P0756 Shift Solenoid B Performance Without Input Speed
D07RT011
Circuit Description f TCC slip speed is between –200 and –4,000 rpm for
The shift solenoid B is used to control fluid flow acting on 1.8 seconds.
the 2–3 shift valves. The solenoid is a normally open
exhaust valve that is used with the shift solenoid (A) to
Condition 2:
allow four different shift combinations. f Not used.
This DTC detects a non 2–3 upshift and a non 1st gear
when 1st gear is commanded, or 1st gear when 4th gear Condition 3:
is commanded. This is a type “B” DTC. f Commanded 2–3 shift.
f TP angle is within +/–5%.
f No TP DTCs P0122 or P0123.
f 3rd gear is commanded for 2 second.
f 3rd gear speed ratio is greater than the last 2nd gear
f No TCC solenoid DTC P0742, P1860. speed ratio minus 0.05.
f No shift solenoid DTCs P0753, P0758. f 3rd gear TCC slip speed is greater than or equal to the
f No MAP DTCs, P0106, P1106, P0107, P1107, or last 2nd gear TCC slip speed plus 520 rpm for 1.8
P0108. seconds.
f Vehicle speed is greater than 10 km/h (6.25 mph). f Discontinue test if time since shift commanded is 5.57
f Gear range is D4. seconds.
f Engine vacuum is between 0 and 70 kPa.
Condition 4:
f Engine speed is less than 6000 rpm.
f Transmission fluid temperature is between 20° and f TP angle is greater than 10%.
125°C (68° and 257°F). f 4th gear is commanded for 1 second.
f TCC is “off”. f Speed ratio is between 2.0 and 4.0.
All of the above conditions have been met and either one f Transmission output speed is between 0 and 8192
of the following fail conditions occurs: rpm.
f The solenoid is stuck “on” and conditions 3 and 4 are f TCC slip speed is between 2000 and 5000 rpm for 3
present two consecutive times. seconds.
f The solenoid is stuck “off” and conditions 1 and 3 are
present two consecutive times. Action Taken When the DTC Sets
Condition 1: f The PCM will illuminate the Malfunction Indicator
f TP angle is greater than 45%. Lamp (MIL) and CHECK TRANS LAMP.
f 1st gear is commanded for 3 seconds.
f Speed ratio is between 0.5 and 2.65 (speed ratio is
engine speed ÷ output speed). f The PCM will turn off the MIL and CHECK TRANS
f Transmission output speed is between 320 and 2,000 Lamp after three consecutive ignition cycles without a
rpm. failure reported.
f The DTC can be cleared from the PCM history by Diagnostic Aids
using a scan tool.
f A shift solenoid A electrical failure could also set a
f The DTC will be cleared from history when the vehicle shift solenoid B performance DTC P0756.
has achieved 40 warmup cycles without a failure
reported. f A shift solenoid B electrical failure could also set a
shift solenoid B performance DTC P0756.
the fault no longer exists and the ignition is cycled “off” Test Description
diagnostic chart:
2. This test checks the function of the range switch
(mode switch).
3. This test checks for selected gear ratio vs. a ratio
not obtainable under normal driving conditions.
DTC P0756 Shift Solenoid B Performance Without Input Speed

Step Action Yes No
Refer to
Driveability and
Emission in
4. With the engine operating, apply the brake pedal and select
each transmission range D1, D2, D3, D4, N, R, and P.
Go to “Range
Does each selected transmission range match the “TR Switch” on Switch Logic
the scan tool? Go to Step 3 Table”
3 1. While the engine is operating, raise the drive wheels.
2. With the transmission in D4, range use the scan tool to
command 1st, 2nd, and 3rd, and 4th gears while accelerating
the vehicle.
Was 1st gear commanded and not achieved, or 4th gear
commanded and other than 4th gear occurred? (Road testing the Go to Diagnostic
vehicle may be necessary.) Go to Step 4 Aids
4 Check the shift solenoid/hydraulic circuit for:
f One or both of the shift solenoids for an internal malfunction.
f Contamination or sediment in one or both of the shift
solenoids.
f Damaged seals on the one or both of the shift solenoids.
Refer to Solenoid (Main Case Valve Body) in Automatic
Go to Diagnostic
Was a problem found and corrected? Go to Step 5 Aids
DTC P0758 Shift Solenoid B Electrical
D07RW014
Circuit Description Action Taken When The DTC Sets

f The shift solenoid B is a simple on/off solenoid f Fixed to 4th gear.
located in the main case valve body. It is normally f Maximum line pressure.
open. When the port is open, fluid pressure actuates
the shift valve. In first or second gear, the Powertrain
Control Module (PCM) energizes the solenoid to f The PCM will illuminate the Malfunction Indicator
close a fluid inlet port. Lamp (MIL) and CHECK TRANS Lamp.
f The solenoid is activated by current. This current is
produced by applying a voltage to one side (the High Conditions For Clearing The MIL/DTC
side) and a ground to the other side (Low side). f The PCM will turn off the MIL and CHECK TRANS
f The High Side Driver (HSD) is a circuit of the PCM Lamp after three consecutive ignition cycles without a
that acts as a switch between the solenoids and the failure reported.
supply voltage. The High side of the solenoid is f The DTC can be cleared from the PCM history by
permanently supplied with voltage. In BACKUP using a scan tool.
MODE or when the ignition is off, the HSD is turned f The DTC will be cleared from history when the vehicle
off. has achieved 40 warmup cycles without a failure
This DTC detects a continuous open or short to ground in reported.
the shift solenoid B circuit or shift solenoid B. This is a f The PCM will cancel the DTC default actions when
type “B” DTC. the fault no longer exists and the ignition is cycled “off”
f Ignition is “on”, Engine “run”. Diagnostic Aids
f Battery voltage is between 10 and 16 volts. f Inspect the wiring for poor electrical connections at
f The PCM commands the solenoid “on” and the the PCM and at the transmission 16–way connector.
voltage remains high (B+), or the PCM commands Look for possible bent, backed out, deformed or
the solenoid “off” and the voltage remains low (zero damaged terminals. Check for weak terminal tension
volts). as well. Also check for a chafed wire that could short
f All conditions met for 0.33 seconds. to bare metal or other wiring. Inspect for a broken wire
f When diagnosing for a possible intermittent short or Shift Solenoid Status Chart
observing test equipment for a change. Gear Shift solenoid A Shift solenoid B
1st OFF ON
Test Description
2nd ON ON
diagnostic chart: 3rd ON OFF
5. This test measures the resistance of the component. 4th OFF OFF
7. This test checks the function of the shift solenoid B
and the transmission internal wiring harness.
11.This test checks for power to the shift solenoid B
from the ignition through the PCM.
DTC P0758 Shift Solenoid B Electrical

Step Action Yes No
Refer to
Driveability and
Emission in
Were DTCs P0753, P0758, P1860 set? Go to Step 4 Go to Step 3
3 1. The engine “on”.
2. Apply brake pedal and select transmission range “D”.
3. Press and hold down the winter switch and select transmission
mode “winter”.
Go to Diagnostic
Does the scan tool display DTC P0758 at 3rd gear? Go to Step 8 Aids
2. Disconnect the C2 (WHITE) and C3 (BLUE) PCM connectors.
connector terminals C2–C2 and C2–C8.
Is the voltage within 10 – 12 volts? Go to Step 15 Go to Step 5
PCM connector terminals C2–C2 and C3–E14.
6 1. Disconnect the transmission 16–way connector H–10.
7 1. Disconnect the transmission main case connector M–7.
terminals M7–1(A) and M7–4(C).
DTC P0758 Shift Solenoid B Electrical (Cont’d)

Step Action Yes No
2. Disconnect the C2 (WHITE) and C3 (BLUE) PCM connectors.
PCM connector terminals C2–C2 and C3–E14.
9 Using the J39200 DVOM, check a continuity between PCM
connector terminal C2–C2 and ground.
11 Using the J39200 DVOM, check a continuity between PCM
connector terminal C3–E14 and ground.
terminals M7–1(A) and M7–4(C).
13 Check every connection of the PCM and transmission 16–way
connector H–10.
14 1. Connect the C2 (WHITE) and C3 (BLUE) PCM connectors to
the PCM.
2. Turn the ignition “on”, the engine “on”.
3. Repeat Step 3.
Go to Diagnostic
Does the scan tool display DTC P0758 at 3rd gear? Go to Step 25 Aids
C2–C2 and transmission main case terminal M7–1(A) is shorted
to voltage.
16 The PCM internal terminal C2–C2 is shorted to voltage.
Replace the PCM. Refer to Powertrain Control Module (PCM) in
17 The wiring harness between PCM connector and transmission
16–way connector is shorted.
18 The wiring harness between transmission 16–way connector and
transmission main case connector is shorted.
19 The shift solenoid B is faulty, or the internal wiring harness from
the shift solenoid B is shorted.
C2–C2 and transmission main case connector terminal M7–1(A)
is shorted to ground.
DTC P0758 Shift Solenoid B Electrical (Cont’d)

Step Action Yes No
21 The wiring harness between PCM connector terminal C2–C2 and
transmission 16–way connector terminal H10–12, or between
PCM connector terminal C3–E14 and 16–way connector terminal
H10–5 is open.
22 The wiring harness between PCM connector terminal C3–E14
and transmission main case connector terminal M7–4(C) is
shorted to ground.
terminal H10–12 and transmission main case connector terminal
M7–1(A), or between H10–5 and M7–4(C) is open.
24 The internal wiring harness from the shift solenoid B is open, or
the shift solenoid B is faulty.
25 Replace the PCM.
f The shift solenoid B is commanded “on” and voltage drops to
zero.
f The shift solenoid B is commanded “off” and voltage
increases to B+. Begin diagnosis
DTC P1790 ROM Transmission Side Bad Check Sum

Circuit Description f The PCM will illuminate the Malfunction Indicate
Transmission Side Read Only Memory (ROM) and Lamp (MIL) and CHECK TRANS Lamp.
Electronically Erasable Programmable Read Only
Memory (EEPROM) is an electronic circuit that controls
the transmission controls in the Powertrain Control f The PCM will turn off the MIL and CHECK TRANS
Module (PCM). Lamp after three consecutive ignition cycles without a
This DTC detects a check sum error. This is a type “B” failure reported.
DTC. f The DTC can be cleared from the PCM history by
using a scan tool.
f Detects check sum error for 1 second. has achieved 40 warmup cycles without a failure
reported.
Action Taken When The DTC Sets f The PCM will cancel the DTC default actions when
f Maximum line pressure. the fault no longer exists and the ignition is cycled “off”
f Immediate landing to 4th gear.
DTC P1790 ROM Transmission Side Bad Check Sum

Step Action Yes No
Refer to
Driveability and
Emission in
function is used.
Was DTC P1790 set? Go to Step 5 Go to Step 3
3 Was DTC P1792 set? Go to Step 4 —
4 1. Remove the PCM. Refer to Powertrain Control Module (PCM)
in Automatic Transmission (4L30–E) section.
2. Using the ITCS reprogram the transmission EEPROM.
Was the reprogramming complete? Go to Step 6 —
5 Replace the PCM.
then “Clear Info” function and operate the vehicle. Begin diagnosis
DTC P1792 EEPROM Transmission Side Bad Check Sum

Circuit Description f The PCM will illuminate the Malfunction Indicate
Transmission Side Read Only Memory (ROM) and Lamp (MIL) and CHECK TRANS Lamp.
Electronically Erasable Programmable Read Only
Memory (EEPROM) is an electronic circuit that controls
the transmission controls in the Powertrain Control f The PCM will turn off the MIL and CHECK TRANS
Module (PCM). Lamp after three consecutive ignition cycles without a
This DTC detects a check sum error. This is a type “B” failure reported.
DTC. f The DTC can be cleared from the PCM history by
using a scan tool.
f Detects check sum error for 1 second. has achieved 40 warmup cycles without a failure
reported.
Action Taken When The DTC Sets f The PCM will cancel the DTC default actions when
f Maximum line pressure. the fault no longer exists and the ignition is cycled “off”
f Immediate landing to 4th gear.
DTC P1792 EEPROM Transmission Side Bad Sum

Step Action Yes No
Refer to
Driveability and
Emission in
function is used.
Was DTC P1790 set? Go to Step 5 Go to Step 3
3 Was DTC P1792 set? Go to Step 4 —
4 1. Remove the PCM. Refer to Powertrain Control Module (PCM)
in Automatic Transmission (4L30–E) section.
2. Using the ITCS reprogram the transmission EEPROM.
Was the reprogramming complete? Go to Step 6 —
5 Replace the PCM.
then “Clear Info” function and operate the vehicle. Begin diagnosis
DTC P1835 Kickdown Switch Always On
D07RW015

f When the driver presses the accelerator pedal down f The DTC can be cleared from the PCM history by
fully, the kickdown switch closes, sending a ground using a scan tool.
signal to the Powertrain Control Module (PCM). f The DTC will be cleared from history when the vehicle
f This information is used to perform shifts at high has achieved 40 warmup cycles without a failure
engine speed. reported.
f When the kickdown switch is closed, the Throttle f The PCM will cancel the DTC default actions when
Position Sensor (TPS) is already at 100%. the fault no longer exists and the ignition is cycled “off”
f This DTC detects a closed kickdown switch when TP long enough to power down the PCM.
angle is less than 70%.
f This is a type “D” DTC.
Diagnostic Aids
f Check the wiring harness for a short to ground
Conditions For Setting The DTC between the PCM and kickdown switch.
f No TP DTCs P0122 or P0123. f Check the kickdown switch for failure.
f TP angle is less than 70%. f Check kickdown adjustment.
f Kickdown switch is “on”.
Test Description
f All conditions met for 1 second.
Action Taken When The DTC Sets. diagnostic chart:
2. This test checks for short to ground or kickdown
f Kickdown mode control is off. switch failure.
f The PCM will not illuminate the Malfunction Indicator 4. This test checks for regulation kickdown switch.
Lamp (MIL).
DTC P1835 Kickdown Switch Always On

Step Action Yes No
Refer to
Driveability and
Emission in
function is used.
Does the scan tool display “Kickdown switch” “low” (closed
switch)? Go to Step 3 Go to Step 4
3. Using the J39200 DVOM, check a continuity between PCM
connector terminal C3–F11 and ground.
4 The TP angle goes from 0% to 100% with the accelerator pedal
depressed.
Go to Diagnostic
Does the kickdown switch “on” when TP angle is below 70%? Go to Step 6 Aids
5 1. Disconnect the kickdown switch connector C–29.
2. Using the J39200 DVOM, check a continuity between
terminals C29–1 and C29–2.
6 Adjust the kickdown switch.
Does the kickdown switch “on” when TP angle is above 95%? Go to Step 10 —
7 Replace the kickdown switch.
9 Repair the short to ground in circuit LT BLUE.
then “Clear Info” function and ensure the following condition is
met:
The torque converter stator temperature switch circuit does not
indicate a hot mode when the transmission fluid temperature is
less than 60°C (140°F) for at least 5 seconds.
Begin diagnosis
DTC P1850 Brake Band Apply Solenoid Malfunction
D07RW014
Circuit Description This DTC detects a continuous open or short to ground in

the brake band apply solenoid circuit or the brake band
f The brake band apply solenoid is a normally open
apply solenoid. This is a type “D” DTC.
solenoid which controls the flow of fluid for brake band
application. The Powertrain Control Module (PCM)
uses Pulse Width Modulation (PWM) and changes
the duty cycle to control the solenoid. The PCM turns f Battery voltage is between 10 and 16 volts.
the solenoid on (energized) and off (deenergized) at a f Ignition is “on”, Engine “run”.
constant frequency. The length of time the solenoid is f The PCM commands the solenoid “on” and the
energized during each on/off cycle is called the pulse voltage remains high (B+), or the PCM commands
width. By varying or “modulating” the pulse width, the the solenoid “off” and the voltage remains low (zero
solenoid output pressure is changed. Since the volts).
solenoid is normally open, increasing the pulse width
increases the duty cycle and decreases the output f All conditions met in 1.3 seconds.
pressure. PWM control provides smooth band
application without an accumulator. The band is only Action Taken When The DTC Sets
applied in first and second gears. f Inhibit brake band apply solenoid.
f In the event of an electrical failure (open), the f The PCM will not illuminate the Malfunction Indicator
solenoid regulates at the maximum oil flow (0% duty Lamp (MIL).
cycle).
f The solenoid is activated by a current. This current is Conditions For Clearing The DTC
produced by applying a voltage to one side (the High f The DTC can be cleared from the PCM history by
side) and a ground to the other side (Low side). using a scan tool.
f The High Side Driver (HSD) is a circuit of the PCM f The DTC will be cleared from history when the vehicle
that acts as a switch between the solenoids and the has achieved 40 warmup cycles without a failure
supply voltage. The High side of the solenoid is reported.
permanently supplied with voltage. When the ignition
is off, the HSD is turned off. f The PCM will cancel the DTC default actions when

f Inspect the wiring for poor electrical connection at the The numbers below refer to the step numbers on the
PCM and at the transmission 16–way connector. diagnostic chart:
Look for possible bent, backed out, deformed or 3. This test checks for power to the brake band apply
damaged terminals. Check for weak terminal tension solenoid from the ignition through the PCM.
as well. Also check for a chafed wire that could short 4. This test checks the resistance of the transmission
to bare metal or other wiring. Inspect for a broken wire internal wiring harness and brake band apply
inside the insulation. solenoid.
f When diagnosing for a possible intermittent short or 5. This test checks the ability of the PCM and wiring to
open condition, move the wiring harness while control the ground circuit.
DTC P1850 Brake Band Apply Solenoid Malfunction

Step Action Yes No
Refer to
Driveability and
Emission in
Were DTCs P0753, P0758 set? Go to Step 3 Go to Step 4
3 Using the J39200 DVOM, back probe between PCM connector
terminals C3–E14 and C2–C8.
Is the voltage between 10 to 12 volts? Go to Step 5 Go to Step 6
2. Disconnect the C1 (RED) and C3 (BLUE) PCM connectors.
PCM connector terminals C1–A16 and C3–E14.
terminals C1–A16 and C2–C8.
Is the voltage between 10 to 12 volts? Go to Step 26 Go to Step 4
2. Disconnect the C1 (RED) and C3 (BLUE) PCM connectors.
3. Using the J39200 DVOM, check continuity between PCM
terminal C3–E14 and ground.
2. Using the J39200 DVOM, check continuity between connector
H10–7 and ground.
2. Using the J39200 DVOM, check continuity between the
terminal M7–2(B) and ground.
Is there continuity? Go to Step 18 Go to Step 19
DTC P1850 Brake Band Apply Solenoid Malfunction (Cont’d)

Step Action Yes No
9 1. Disconnect the J1 (RED) PCM Connector.
the PCM connector terminals C1–A16 and C3–E14.
the terminal H10–7 and H10–5.
the terminals M7–2(B) and M7–4(C).
12 Using the J39200 DVOM, check continuity between PCM
terminal C1–A16 and ground.
Is there continuity? Go to Step 14 Go to Step 26
the terminal H10–7 and H10–5.
2. Using the J39200 DVOM, check continuity between terminal
H10–7 and ground.
the terminals M7–2(B) and M7–4(C).
2. Using the J39200 DVOM, check continuity between terminal
M7–2(B) and ground.
17 The wiring harness between PCM terminal C3–E14 and
transmission 16–way connector terminal H10–5 is open.
18 The brake band apply solenoid is faulty, or the internal wiring
harness from the brake band apply solenoid is shorted to ground.
19 The wiring harness between the transmission 16–way connector
terminal H10–5 and the transmission main case connector
terminal M7–4(C) is shorted to ground.
terminal M7–4(C) is open.
21 The brake band apply solenoid is faulty, or the internal wiring
harness from the brake band apply solenoid is open.
DTC P1850 Brake Band Apply Solenoid Malfunction (Cont’d)

Step Action Yes No
22 The wiring harness between the PCM connector terminal C1–A16
and transmission 16–way connector terminal H10–7 is shorted to
ground.
terminal M7–2(B) is shorted to ground.
24 The wiring harness between the PCM connector terminal C1–A16
and the 16–way connector terminal H10–7 is open.
terminal M7–2(B) is open.
26 Check every connection at the PCM.
If OK, replace the PCM. Refer to Powertrain Control Module
(PCM) in Automatic Transmission (4L30–E) section.
are met:
f The brake band apply solenoid is commanded “on” and the
volts drop to zero.
f The brake band apply solenoid is commanded “off” and the
volts increase to B+. Begin diagnosis
DTC P1860 TCC Solenoid Electrical
D07RW016
Circuit Description Conditions For Clearing The MIL/DTC

The PCM allows current to flow through the solenoid coil. f The PCM will turn off the MIL and CHECK TRANS
This current flow through the solenoid coil creates a Lamp after three consecutive ignition cycles without a
magnetic field that magnetizes the solid core. The failure reported.
magnetized core attracts the check ball to seat against f The DTC can be cleared from the PCM history by
spring pressure. This blocks the exhaust for the TCC using a scan tool.
signal fluid and allows 2–3 drive fluid to feed to TCC signal f The DTC will be cleared from history when the vehicle
circuit. The TCC signal fluid pressure acts on the TCC has achieved 40 warmup cycles without a failure
regulator valve to regulate line pressure and to apply fluid reported.
pressure to the torque converter clutch shift valve. When
the TCC shift valve is in the apply position, regulated
apply fluid pressure is directed through the TCC valve to long enough to power down the PCM.
apply the torque converter clutch. The TCC solenoid is
used in conjunction with the TCC solenoid to regulate fluid Diagnostic Aids
to the torque converter. The TCC solenoid is attached to
the valve body within the transmission. f Inspect the wiring for poor electrical connections at
This DTC detects a continuous open or short to ground or the PCM and at the transmission 16–way connector.
ignition in the TCC circuit or the TCC solenoid. This is a Look for possible bent, backed out, deformed or
type “B” DTC. damaged terminals. Check for weak terminal tension
Conditions For Setting The DTC to bare metal or other wiring. Inspect for a broken wire
f Battery voltage is between 10 and 16 volts.
f No shift solenoid A DTCs P0751 or P0753. open condition, move the wiring harness while
f No shift solenoid B DTCs P0756 or P0758. observing test equipment for a change.
f Ignition “on”. Engine “run”.
f The PCM commands the solenoid “on” and the
Test Description
voltage remains low (zero volts). The numbers below refer to the step numbers on the
f The PCM commands the solenoid “off” and the diagnostic chart:
voltage remains high (B+). 3. This test checks for voltage to the solenoid.
f All conditions met for 0.25 seconds. 4. This test checks the ability of the PCM and wiring to
control the ignition circuit.
Action Taken When The DTC Sets 9. This test checks the resistance of the TCC solenoid
and the internal wiring harness.
f The PCM will illuminate the Malfunction Indicator
DTC P1860 TCC Solenoid Electrical

Step Action Yes No
Refer to
Driveability and
Emission in
when the“Clear Info” function is used.
terminals C2–D2 and C2–C8.
Is the voltage 0? Go to Step 5 Go to Step 6
4 1. Apply brake pedal and select transmission range “D”.
2. Do a test drive, and increase the vehicle speed to TCC “on” at
4th.
Go to Diagnostic
Does the scan tool display DTC P1860 at TCC “ON”? Go to Step 10 Aids
2. Disconnect the C2 (WHITE) PCM connector.
PCM connector terminals C2–D2 and C2–C8.
6 The wiring harness between PCM connector terminal C2–D2 and
transmission adapter case connector terminal M6–4(A) is shorted
to voltage.
7 Intermittent condition.
Check the wiring harness and terminals between PCM connector
J2 and transmission adapter case connector M–6.
terminal H10–4 and ground.
9 1. Disconnect the transmission adapter case connector M–6.
terminal M6–4(A) and ground.
2. Disconnect the C2 (WHITE) PCM connector.
terminals C2–D2 and C2–C8.
DTC P1860 TCC Solenoid Electrical (Cont’d)

Step Action Yes No
terminal H10–4 and ground.
12 1. Disconnect the transmission adapter case connector M–6.
terminal M6–4(A) and ground.
transmission 16–way connector terminal H10–4 is shorted to
ground.
H–10 and adapter case connector M–6 is shorted to ground.
15 The TCC solenoid is faulty, or the internal wiring harness from the
TCC solenoid is shorted to ground.
transmission 16–way connector terminal H10–4 is open.
terminal H10–4 and adapter case terminal M6–4(A) is open.
18 The TCC solenoid is faulty, or the internal wiring harness from the
TCC solenoid is open.
19 Check every connection at the PCM.
If OK, replace the PCM. Refer to Powertrain Control Module
(PCM) in Automatic Transmission (4L30–E) section.
20 Check the PCM connector terminal C2–D2, transmission 16–way
connector terminal H10–4 and transmission adapter case
connector terminal M6–4(A).
are met:
f The TCC solenoid is commanded “on” and the volts increase
to B+.
f The TCC solenoid is commanded “off” and the volts drop to
zero. Begin diagnosis
DTC P1870 Transmission Component Slipping
D07RW023
Circuit Description f Speed ratio is between 0.6 and 0.95.

The PCM monitors the difference in engine speed and f No MAP DTCs P0106 or P1106 or P0107 or P1107 or
transmission output speed. In D3 drive range with the P0108.
TCC engaged, the engine speed should closely match
transmission output speed. Action Taken When The DTC Sets
This DTC detects excessive TCC slip when the TCC is f Only stored in memory.
engaged. This is a type “B” DTC. f The PCM will illuminate the Malfunction Indicator
The following conditions are met for three TCC cycles Conditions For Clearing The MIL/DTC
with reported excessive TCC slip conditions.
f The PCM will turn off the MIL and CHECK TRANS
f No TP DTCs P0122 or P0123. Lamp after three consecutive ignition cycles without a
f No OSS DTCs P0722 or P0723. failure reported.
f No shift solenoid A DTCs P0751 or P0753. f The DTC can be cleared from the PCM history by
f No shift solenoid B DTCs P0756 or P0758. using a scan tool.
f No TCC PWM solenoid DTC P1860. f The DTC will be cleared from history when the vehicle
f No TCC solenoid DTC P0742. has achieved 40 warmup cycles without a failure
reported.
f Engine speed is between 800 and 3,360 rpm.
f Engine vacuum is between 0 and 70 kPa. the fault no longer exists and the ignition is cycled “off”
f Gear range is D4. long enough to power down the PCM.
f TFT is between 20° and 141°C (68° and 286°F). Diagnostic Aids
f TCC is “on” for 3 seconds. f Range switch malfunction could set a DTC P1870.
f TCC slip speed is between 200 rpm and 800 rpm for f A mechanical failure of the shift solenoids, TCC
10 seconds. solenoid, or TCC PWM solenoid could set a DTC
P1870.
f Vehicle speed is between 38 km/h (24 mph) and 110
km/h (69 mph). f Internal transmission failures may set a DTC P1870.
f An intermittent or incorrect engine speed signal may Range Switch Logic Table
set a DTC P1870.
Test Description Position A B C P(G)
Park ON OFF OFF ON
diagnostic chart:
2. This test checks the indicated range signal to the Reverse ON ON OFF OFF
actual selected range. A faulty switch could set a Neutral OFF ON OFF ON
DTC P1870.
D4 OFF ON ON OFF
3. This test checks the torque converter for slippage
while in a commanded lockup state. D3 ON ON ON ON
2 ON OFF ON OFF
L OFF OFF ON ON
DTC P1870 Transmission Component Slipping

Step Action Yes No
Refer to
Driveability and
Emission in
4. Apply the brake pedal.
Go to “Range
Does each selected transmission range match the scan tool “TR Switch Logic
Switch” display? Go to Step 3 Table”
3 Drive the vehicle in 4th gear while the TCC is engaged.
At any time is the “TCC Slip Speed” greater than 130 rpm for 8 Go to System Go to Diagnostic
seconds while the TCC is engaged? Diagnosis Charts Aids
SECTION
MANUAL TRANSMISSION 7B–1

RODEO
TRANSMISSION
MANUAL TRANSMISSION MUA 5C (4X2, 4X4) AND
TREMEC T5R(4X2)
CONTENTS
Service Precaution . . . . . . . . . . . . . . . . . . . . . . 7B–2 Disassmebled View . . . . . . . . . . . . . . . . . . . . 7B–53
General Description . . . . . . . . . . . . . . . . . . . . . 7B–2 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–54
Diagnosis (MUA) . . . . . . . . . . . . . . . . . . . . . . . . 7B–5 Inspection and Repair . . . . . . . . . . . . . . . . . . 7B–55
Diagnosis (TREMEC T5R) . . . . . . . . . . . . . . . . 7B–6 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–58
Rear Oil Seal (4X2) . . . . . . . . . . . . . . . . . . . . . . 7B–7 Transmission Case (TREMEC T5R) . . . . . . . 7B–64
Disassembled View . . . . . . . . . . . . . . . . . . . . 7B–7 Disassembled View . . . . . . . . . . . . . . . . . . . . 7B–64
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–7 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–65
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–7 Inspection and Repair . . . . . . . . . . . . . . . . . . 7B–71
Transmission (MUA) . . . . . . . . . . . . . . . . . . . . . 7B–8 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–76
Disassembled View . . . . . . . . . . . . . . . . . . . . 7B–8 Mainshaft (TREMEC T5R) . . . . . . . . . . . . . . . . 7B–82
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–9 Disassembled View . . . . . . . . . . . . . . . . . . . . 7B–82
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–13 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–82
Transmission (TREMEC T5R) . . . . . . . . . . . . 7B–18 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–85
Disassembled View . . . . . . . . . . . . . . . . . . . . 7B–18 Input Shaft (TREMEC T5R) . . . . . . . . . . . . . . . 7B–87
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–19 Disassembled View . . . . . . . . . . . . . . . . . . . . 7B–87
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–21 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–87
Transmission Case . . . . . . . . . . . . . . . . . . . . . . 7B–25 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–88
Major Component (MUA, 4X2) . . . . . . . . . . 7B–25 Input Bearing Retainer (TREMEC T5R) . . . . 7B–89
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–26 Disassembled View . . . . . . . . . . . . . . . . . . . . 7B–89
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–27 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–89
Transmission Case and Transfer Case . . . . . 7B–30 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–89
Major Component (MUA, 4X4) . . . . . . . . . . 7B–30 Counter Shaft (TREMEC T5R) . . . . . . . . . . . . 7B–90
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–31 Disassembled View . . . . . . . . . . . . . . . . . . . . 7B–90
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–34 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–90
Intermediate Plate with Gear Assembly, Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–91
Detent, Shift Arm, and Extension Housing (TREMEC T5R) . . . . . . . . 7B–92
Interlock Pin (MUA) . . . . . . . . . . . . . . . . . . . . . . 7B–40 Disassembled View . . . . . . . . . . . . . . . . . . . . 7B–92
Disassembled View . . . . . . . . . . . . . . . . . . . . 7B–40 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–92
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–41 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–93
Inspection and Repair . . . . . . . . . . . . . . . . . . 7B–42 Shift Cover (TREMEC T5R) . . . . . . . . . . . . . . 7B–94
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–43 Disassembled View . . . . . . . . . . . . . . . . . . . . 7B–94
Reverse Gear and 5th Gear (MUA) . . . . . . . . 7B–44 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–94
Disassembled View . . . . . . . . . . . . . . . . . . . . 7B–44 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–95
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–45 Pre-Installation Checks (TREMEC T5R) . . . . 7B–98
Inspection and Repair . . . . . . . . . . . . . . . . . . 7B–47 Main Data and Specifications . . . . . . . . . . . . . 7B–100
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7B–47 Special Tools (MUA) . . . . . . . . . . . . . . . . . . . . . 7B–106
Top Gear Shaft, Main Gear Shaft, and Special Tools (TREMEC T5R) . . . . . . . . . . . . . 7B–108
Counter Gear Shaft (MUA) . . . . . . . . . . . . . . . 7B–53
7B–2 MANUAL TRANSMISSION

systems.
General Description
MUA5C Transmission
A07RW039
A07RW040
The MUA5C is a constant mesh transmission, Principle parts of the transmission are the integral clutch
synchronized in all speeds. The transmission is designed housing, intermediate plate, the transfer case, the rear
for a great reduction of the shift effort and the quietest cover, and the gears.
possible operation. The transmission control box and transfer control box are
built into the transmission and transfer case.
TREMEC T5R Transmission
A07RS031
The TREMEC T5R (77 mm 5 speed) is a constant mesh f A tapered roller bearing supports the mainshaft in
transmission, synchronized in all speeds except reverse. the rear of the case.
The main components are: f Roller bearings support the mainshaft
1. Input shaft gear. independently in the input shaft gear.
f An integral shaft is splined to engage with the clutch f The input shaft gear and mainshaft are engaged by
driven plate. a synchronizer for direct drive in top gear.
f The gear drives the countergear.
f Thrust washers limit the play of the mainshaft.
f A tapered roller bearing supports the shaft in case. 4. Reverse idler gear.
2. Countershaft gear. f The idler gear drives the mainshaft in reverse.
f The countershaft gear is one unit for constant f The idler gear is supported on its own shaft.
rotation with the input shaft gear.
f A reverse brake feature brakes the countershaft
f Tapered roller bearings support the countershaft
gear in the reverse shift sequence.
gear in the case.
5. Shift lever.
f Thrust washer limits the play of the countershaft
gear. f The shift lever is mounted on the extension housing
and holds the offset lever.
f An extra gear is mounted to the countershaft gear
f The shift lever moves the shaft which is mounted in
for 5th speed.
the transmission top cover.
3. Mainshaft.
f Shift forks mounted on shaft move the
f The drive gears rotate freely on the mainshaft and synchronizers to engage the gears.
are in constant mesh with countershaft gear.
f A pin-type interlock blocks the other forks when one
f Key-type synchronizers engage the gears.
is moved.
f The 1st and 2nd synchronizer hub is machined in
place.
Diagnosis (MUA)
Abnormal noise Flywheel pilot bearing worn Replace
Bearings worn or broken (Mainshaft, Replace
counter shaft, and transfer shaft)
Gear tooth contact surfaces worn or Replace
scuffed (Mainshaft, counter shaft,
reverse idler gear and transfer gears)
Splines worn (Mainshaft, Replace
synchronizer clutch hub)
Gear or bearing thrust face seized Replace
Lack of backlash between meshing Replace
gears
Hard Shifting Improper clutch pedal free play Readjust
Change lever sliding portions worn Repair or replace Regrease
Shift block, shift rod and/or control Replace
box sliding faces worn
Shift arm and synchronizer sleeve Replace worn parts
groove worn
Thrust washer, collar, and/or gear Replace worn parts
thrust faces worn (Mainshaft and
counter shaft thrust play)
Synchronizer parts worn Replace
Walking or Jumping out of gear Detent ball worn Replace
Detent spring weakened or broken Replace
Shift rod and/or control box sliding Replace
faces worn
Shift arm and synchronizer sleeve Replace worn parts
groove worn
Thrust washer, collar, and/or gear Replace worn parts
thrust faces worn (Mainshaft and
counter shaft thrust play)
Bearings worn or broken Replace
Splines worn (Mainshaft, Replace
synchronizer hub)
Synchronizer spring weakened or Replace
broken
Oil leakage Loose drain plug(s) and/or filler Tighten Replenish oil
plug(s)
Defective or improperly installed Replace
gasket(s)
Oil seal worn or scratched Replace
Diagnosis (TREMEC T5R)
F07RX003
Rear Oil Seal (4X2)

Disassembled View
220RW042
Legend (2) Rear Oil Seal (MUA)

(1) Rear Propeller Shaft (3) Rear Oil Seal (TREMEC T5R)
Removal
1. Raise and support vehicle with suitable jack stands.
2. Remove propeller shaft flange yoke bolts and nuts at
the differential side.
Remove propeller shaft from the transmission main
shaft spline.
3. Use a screwdriver to pry the rear oil seal from the rear
cover(MUA) or extension housing(TREMEC T5R).
Installation
1. Install a new oil seal(2) or (3) using the installer
J–29769 (MUA) or J–38763 (TREMEC T5R).
220RS044
2. Insert the splined yoke into the transmission

mainshaft spline.
3. Install the propeller shaft flange yoke to the drive
pinion flange.
4. Check transmission fluid level.
5. Lower vehicle.
Transmission (MUA)
Disassembled View
220RW040
Legend (11) Fuel Pipe Heat Protector

(1) Gear Control Lever Knob (12) Harness Clamp
(2) Transfer Control Lever Knob (13) Harness Heat Protector
(3) Center Console (14) Slave Cylinder
(4) Grommet Assembly (15) Dust Cover
(5) Gear Control Lever and Transfer Control Lever (16) Rear Mount Nut
(6) Transfer Protector (17) Third Crossmember
(7) Fairing Plate (18) Starter
(8) Rear Propeller Shaft (19) Flywheel Undercover
(9) Front Propeller Shaft (20) Transmission Retaining Nut and Bolt
(10) Center Exhaust Pipe (21) Transmission
Removal 6. Remove center console(3).
NOTE: Befor removing transmission assembly(4X4)

from vehicle, change the transfar mode to 2WD using the
4WD push button on dash panel.
2. Remove gear control lever knob(1).
3. Remove transfer control lever knob(2) (4X4).
4. Remove lower cluster assembly.

1999 Isuzu Rodeo UE US Version Service Manual 2

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SECTION TABLE OF CONTENTS

GENERAL INFORMATION 0A–1

f Gas other than

f Ambient air mixed

View Detail Motion or direction

Lubrication point oil or

Dimension (1:2) Lubrication point grease

Sectioning (1:3) Lubrication point jelly

Theft Prevention Standard

0A-11 TRANSMISSION 2– Manual transmission VIN plate

0A-11 BODY 3– Engine hood VIN label

Anti Theft Stamping/Plate/Label

Manual Transmission (MUA)

Precautions in pulling off the masking tape

Lifting Point: Front

Lifting Point: Rear Legend

Standard Bolts Torque Specifications

The asterisk * indicates that the bolts are used for

Abbreviations Charts Exh — Exhaust

MAINTENANCE AND LUBRICATION 0B–1

Maintenance Schedule List Severe Driving Conditions

Mileage Only Items

Manual Transmission Lubricant Radiator Core and Air Conditioning

Steering and Suspension Inspection

Body and Chassis Lubrication

Propeller Shaft Inspection and Lubrication

Automatic Transmission Fluid

Auto Cruise Control Inspection

Clutch Lines and Hoses Inspection

Clutch Control Lubrication

Clutch Pedal Free Play Inspection

Recommended Fluids and Lubricants

Lubricant Viscosity Chart

Oil Viscosity Chart for Front Axle

Recommended Liquid Gasket

Recommended Thread Locking

3. Tighten the bolts to the specified torque.

Maintenance Service Data

* Unless otherwise specified on tire information label on the vehicle.

HEATING, VENTILATION AND AIR CONDITIONING (HVAC) 1A–1

HEATING, VENTILATION AND AIR

Service Precaution CAUTION: Always use the correct fastener in the

Heating and Ventilation System

Legend (5) Duct (W/O A/C)

Legend (4) Air Conditioning (A/C) Switch (W/ A/C)

Ventilation 3. Foot – In this position, air flow is delivered to the foot,

Air Source Select Lever Temperature Control Knob

Condition Possible cause Correction

Chart “A” Blower Motor Does Not Run

Chart “B” Blower Motor Does Not Run At Low Position

Chart “E” Blower Motor Does Not Run At High Position

Individual Inspection Fan Control Lever (Fan Switch)

Legend (6) Driver Lap Vent Duct

Removal 7. Disconnect resistor connector.

Installation 2. Adjust the control cables.

Heater Core and / or Mode Door

Legend (4) Mode Door