Elantra 2005

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HY%5EXD13%5E2004%5Een%5E25%5Enone%5Enone%5Enone%5Eshop%5E%24
2004 > G 2.0 DOHC > Fuel System
DIAGNOSTIC ITEM
DTC Diagnostic item
P0106 MAP Sensor-Rationality

P0107 MAP Sensor-Range Check Low
P0108 MAP Sensor-Range Check High
DESCRIPTION
The Manifold Absolute Pressure(MAP) sensor is essentially a strain gauge used to measure the pressure in the surge
tank. Inside the sensor is a metal diaphragm with a small wire attached. The diaphragm flexes according to changes in
pressure. When the diaphragm flexes, the wire attached to it stretches, changing the resistance of the wire. The Engine
Control Module (ECM) applies five volts to the MAP sensor and measures the voltage drop across the sensor. Sensor
output is in volts and as pressure decreases, the voltage drop across the sensor increases. Since the MAP sensor is
used as an air flow sensor, the sensor signal is an important input. The ECM uses the information to determinefuel
amount and ignition timing.
FAILURE CONDITIONS
The MAP sensor outputs a voltage which corresponds to the pressure in the surge tank. The ECM checks whether this
voltage is within a specified range. The ECM will set P0107 or P0108 and the Malfunction Indicator Lamp (MIL) will turn
on if the MAP sensor output voltage has continued to be 4.5V or higher - corresponding to a surge tank pressure of
114kPa (17psi) or higher - for 4 sec. or to be 1.95V or lower - corresponding to a surge tank pressureof 50kPa (7.4psi) or
lower - for 4 sec.
CIRCUIT DIAGRAM
TEST PROCEDURE
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DTC Diagnostic item
P0112 Intake Air Temperature Circuit Low Input

P0113 Intake Air Temperature Circuit High Input
DESCRIPTION
The Intake Air Temperature (IAT) sensor is built in to the MAP sensor. The IAT sensor is a variable resistor whose
resistance changes as the temperature of the air flowing through the air intake changes. The Engine Control Module
(ECM) uses the IAT sensor input to adjust fuel injector pulse width. When the temperature sensed is cold, the ECM
enriches fuel mixture by increasing injector pulse width; as the air warms, the injector pulse width time is shortened.
FAILURE CONDITIONS
The ECM will set P0112 and the Malfunction Indicator Lamp (MIL) will turn on if the IAT sensor indicates a temperature
lower than -49°F (-45°C) for 0.2 seconds during two driving cycles. This check is made after the engine has run for 4
minutes and 10 seconds and then idles for 30 seconds (with no fuel cut-off during a coast-down). This code indicates a
lower than expected temperature is being read by the IAT sensor or ECM after the engine has beenwarmed up.
CIRCUIT DIAGRAM
TEST PROCEDURE



DTC Diagnostic item
P0116 Engine Coolant Temperature Circuit Range / Performance

P0117 Engine Coolant Temperature Circuit Low Input
P0118 Engine Coolant Temperature Circuit High Input
DESCRIPTION
The Engine Coolant Temperature (ECT) sensor is located in the coolant passage of the cylinder head. The ECT sensor is
a variable resistor whose resistance changes as the temperature of the engine coolant flowing past the sensor changes.
When coolant temperature is low, sensor resistance is high;when coolant temperature is high, sensor resistance is low.
The Engine Control Module (ECM) checks ECT sensor voltage and uses the information to adjust fuel injector pulse
width and ignition timing. When the temperature sensed is very cold, the ECM enriches the fuel mixture and advances
ignition timing. As coolant temperature rises, the ECM reduces theamount of enrichment and timing advance.
FAILURE CONDITIONS
The ECM will set P0116 and the Malfunction Indicator Lamp (MIL) will turn on if the ECT sensor's actual performance
curve falls more than 68°F (20°C) below the ECM's model curve (based on fuel delivery, ambient air temperature and
engine running time) for 0.2 seconds during two driving cycles. This code indicates uncharacteristic engine temperature
performance beingread by the ECT sensor or ECM.
The ECT sensor resistance varies with temperature as follows:

• 5.18 ~ 6.60 kΩ@ 32°F (0°C).
• 2.27 ~ 2.73 kΩ @ 68°F (20°C).
• 0.30 ~ 0.32 kΩ @ 176°F (80°C).
CIRCUIT DIAGRAM
TEST PROCEDURE



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DTC Diagnostic item
Throttle / Pedal Position Circuit Range/Performance

P0121
Problem
P0122
Throttle / Pedal Position Circuit Low Input
P0123
Throttle / Pedal Position Circuit High Input
DESCRIPTION
The Throttle Position Sensor (TPS) mounts on the side of the throttle body and is connected to the throttle valve shaft.
The TPS is a variable resistor (potentiometer) whose resistance changes according to throttle valve shaft position. During
acceleration, the TPS resistance decreases; duringdeceleration, the TPS resistance increases.
The Engine Control Module (ECM) applies a reference voltage to the TPS and then measures the voltage that is present
on the TPS signal circuit. The ECM uses the TPS signal to adjust timing and injector pulse width. The TPS signal along
with the MAP sensor signal is used by the ECM to calculate engineload.
FAILURE CONDITIONS
The ECM will set P0121 and the Malfunction Indicator Lamp (MIL) will turn on if the engine load indicated by the Throttle
Position (TP) sensor and the Manifold Absolute Pressure (MAP) sensor are different. This code indicates that the throttle
position and air flow readings by the TP and MAP sensor,or ECM, do not result in the expected engine load value.
The ECM will set P0122 and the Malfunction Indicator Lamp (MIL) will turn on if the throttle angle is reported as less than
2.1 degrees for more than 0.2 seconds during 2-driving cycles. This code indicates an unusuallylow throttle position angle
being read by the TP sensor or ECM.
The ECM will set P0123 and the Malfunction Indicator Lamp (MIL) will turn on if the throttle angle is reported as greater
than 105.4 degrees for 0.2 seconds during 2-driving cycles. This code indicates an unusually highthrottle position angle
being read by the TP sensor or ECM.
The standard resistance value between terminals 2 and 3 of the throttle position sensor is 1600-2500 ohms.
CIRCUIT DIAGRAM

TEST PROCEDURE


DTC Diagnostic item
P0130 O2 Sensor Circuit(Bank 1/ Sensor 1)

P0136 O2 Sensor Circuit Malfunction(Bank 1 / Sensor 2)
DESCRIPTION
The Engine Control Module (ECM) uses oxygen sensor signals to maintain the air fuel mixture at the ratio resulting in
optimum fuel economy and reduced emissions. The amount of oxygen in the exhaust gases indicates, to the front oxygen
sensor, whether the air fuel mixture being supplied to the engine cylinders is rich or lean. The readings of the rear oxygen
sensor are used to indicate the efficiency of the catalytic converter. The ECM calculates catalytic converter efficiency by
comparing the rear oxygen sensor signal to the front oxygensensor signal.
A normal oxygen sensor signal will constantly fluctuate above and below 500 mV, with the front oxygen sensor signal
frequency of at least 5Hz at 2500 RPM. Due to the effect of the catalytic converter, the rear oxygen sensor signal
frequency will be lower than the front oxygen sensor signal frequency. If the rear oxygen sensor signal coincides with the
front oxygen sensor signal a large percentage of the time, this indicates a loss in efficiency of thecatalytic converter or a
malfunction within the fuel system.
FAILURE CONDITIONS
CIRCUIT DIAGRAM

TEST PROCEDURE



DTC Diagnostic item
P0131 O2 Sensor Circuit Low Input(Bank 1 / Sensor 1)

P0137 O2 Sensor Circuit Low Input (Bank 1 / Sensor 2)
DESCRIPTION
Refer to DTC P0130 & P0136.
FAILURE CONDITIONS
CIRCUIT DIAGRAM
TEST PROCEDURE



DTC Diagnostic item
P0132 O2 Sensor Circuit High Input(Bank 1 / Sensor 1)

P0138 O2 Sensor Circuit High Input (Bank 1 / Sensor 2)
DESCRIPTION

FAILURE CONDITIONS
CIRCUIT DIAGRAM
TEST PROCEDURE



DTC Diagnostic item
P0133 O2-Sensor Circuit Slow Response (Bank 1 / Sensor 1)

P0134 O2 Sensor Circuit No Activity Detected (Bank 1 / Sensor 1)
DESCRIPTION
FAILURE CONDITIONS
1.Over a period of 2 minutes, the ECM must sense a fuel compensation factor greater 85% or less than 95%:
2.The ECM must make some correction in the air/fuel ratio when:
• Engine RPM is between 1600 and 3200 RPM.
• Engine load range is between 1.35 and 3.4 milliseconds.
• Catalyst temperature is above 372°C (702°F).
• System is in closed loop.
CIRCUIT DIAGRAM
TEST PROCEDURE



DTC Diagnostic item

O2 Sensor Heater - Heater Control Circuit (Bank 1 /

P0030 Sensor 1)
P0036 O2 Sensor Heater - Heater Control Circuit (Bank 1 /
P0031 Sensor 2)
P0032 O2 Sensor Heater Circuit low (Bank 1 / Sensor 1)
P0037 O2 Sensor Heater Circuit high (Bank 1 / Sensor 1)
P0038 O2 Sensor Heater Circuit low (Bank 1 / Sensor 2)
O2 Sensor Heater Circuit high (Bank 1 / Sensor 2)
DESCRIPTION
FAILURE CONDITIONS
CIRCUIT DIAGRAM
TEST PROCEDURE



DTC Diagnostic item
P0261 Cylinder 1 - Injector Circuit Low

P0262 Cylinder 1 - Injector Circuit High
DESCRIPTION
The fuel injectors are solenoid operated valves. When a fuel injector solenoid is energized (pulsed) the injector needle
valve opens, allowing pressurizedfuel to pass through the injector and mix with air entering the engine.
The Engine Control Module (ECM) controls injector timing and pulse width. The ECM pulses the fuel injectors based on
information provided by its network of engine sensors. The ECM uses the crankshaft position sensor to determine when
to pulse the injectors. Engine coolant temperature, intake air temperature, air flow, and throttle position data are all used
by the ECM to calculateinjector pulse width.
The ECM also uses its network of sensors to determine whether all injectors should be pulsed at the same time
(simultaneous injection) or each injector should be pulsed individually (sequential injection). Sequential injection is almost
always used during normal engine operation. Simultaneous injectionmay be used when the engine is being cranked.
FAILURE CONDITIONS
The ECM will set a code and the MIL will turn on if an open circuit or short to ground is detected in the fuel injector circuit
during two drivingcycles.
CIRCUIT DIAGRAM

TEST PROCEDURE


DTC Diagnostic item
P0300 Multiple Cylinder Misfire Detected
DESCRIPTION
With the ignition switch at ON or START, voltage is applied to the ignition coil. The ignition coil consists of two coils. High
tension leads go to each cylinder from the ignition coil. The ignition coil fires two spark plugs on every power stroke (the
cylinder under compression and the cylinder on the exhaust stroke). Coil number one fires cylinders 1 and 4. Coil number
twofires cylinders 2 and 3.
The Engine Control Module (ECM) provides a switching circuit to ground for energizing the primary ignition coils. The
ECM uses the crankshaft position sensor signal to time the energizing of the coil. When a primary ignition coil is
energized and de-energized, the secondary coil produces a high voltagespike across the attached spark plugs.
FAILURE CONDITIONS
The ECM will set P0300 and the MIL will turn on if 2 misfires per 100 revolutions are detected during two driving cycles.
The misfire rate is measuredevery 200 revolutions when the following conditions are met:
• Speed change is less than 1000 rpm per second.
• Engine speed is between 600 and 4000 RPM.
• Engine load is greater than 2 milliseconds.
• No fuel cut-off.
• Starter is not engaged.
• Vehicle on smooth road (acceleration sensor reports less than 0.3 g acceleration).
If the misfire rate increases to between 5%-25% per 200 revolutions, there is danger of catalyst damage and the MIL will
flash off and on. The catalyst temperature could exceed 3542°F (1950°C) if the misfire rate increases enough. This code
indicates a problem with cylinder ignition beingread by the ECM.
CIRCUIT DIAGRAM

TEST PROCEDURE



DTC Diagnostic item
P0301 Cylinder 1 - Misfire detected

DESCRIPTION
Refer to DTC P0300.
FAILURE CONDITIONS
The ECM will set P0301, P0302, P0303 or P0304 and the MIL will turn on if 2 misfires per 100 revolutions are detected
during two driving cycles. The misfire rate is measured every 200 revolutions when the following conditionsare met:
• Speed change is less than 1000 rpm per second.
• Engine speed is between 600 and 4000 RPM.
• Engine load is greater than 2 milliseconds.
• No fuel cut-off.
• Vehicle on smooth road (acceleration sensor reports less than 0.3 g acceleration).
If the misfire rate increases to between 5%-25% per 200 revolutions, there is danger of catalyst damage and the MIL will
flash off and on. The catalyst temperature could exceed 3542°F (1950°C) if the misfire rate increases enough. This code
indicates a problem with cylinder ignition beingread by the ECM.
CIRCUIT DIAGRAM

TEST PROCEDURE


DTC Diagnostic item
P0325 Knock Sensor 1 Circuit Malfunction
DESCRIPTION
The knock sensor is attached to the cylinder block and senses engine knocking. A knocking vibration from the cylinder
block is applied as pressure to the sensor's piezoelectric element. This vibration pressure is then converted into a voltage
signal. The Engine Control Module (ECM) uses this signal tosuppress knocking by retarding ignition timing.
FAILURE CONDITIONS
The ECM will set a code (Malfunction Indicator Lamp will Not turn on) if during two driving cycles the knock sensor's
output voltage falls below 650 millivolts during a 4 second check when the following conditions are met:
• Engine speed is above 3000 RPM.
• Engine coolant temperature is above 104°F (40°C).
• Engine load is greater than 2.5 milliseconds.
This code indicates an unexpected vibration is being read by the knock sensor or ECM under normal engine operation.
CIRCUIT DIAGRAM
TEST PROCEDURE


DTC Diagnostic item
P0335 Crankshaft Position Sensor Circuit Malfunction
DESCRIPTION
The Crankshaft Position (CKP) sensor consists of a magnet and coil located next to the flywheel. The sensing wheel
teeth are used by the CKP sensor to generate a signal. The voltage signal from CKP sensor allows the Engine
ControlModule (ECM) to determine engine RPM and crankshaft position.
FAILURE CONDITIONS
The ECM will set P0335 and the MIL will turn on if the CKP signal voltage remains at 0.0 volts with the starter engaged
for 4 seconds or 8 revolutions and the Camshaft Position (CMP) sensor signal indicating engine rotation This check is
made every time the engine starts. This code indicates no crankshaft signal is being read by the CKP sensor or the ECM
while a CMP sensor signalverifies engine rotation.
CIRCUIT DIAGRAM
TEST PROCEDURE


DTC Diagnostic item
Camshaft Position Sensor Circuit Malfunction(Bank1 or

P0340
Single Sensor)
DESCRIPTION
The Camshaft Position (CMP) sensor senses the Top Dead Center (TDC) point of the #1 cylinder in the compression
stroke. The CMP sensor signal allows the Engine Control Module (ECM) to determine the fuel injector sequencestarting
point.
FAILURE CONDITIONS
CIRCUIT DIAGRAM
TEST PROCEDURE



DTC Diagnostic item
P0420 Catalyst System Efficiency below Threshold (Bank 1)
DESCRIPTION
The catalyst's efficiency is demonstrated in its ability to oxidize CO and HC emissions. The Engine Control Module (ECM)
compares the output signals of the front and rear oxygen sensors to determine whether the output of the rear sensor is
beginning to match the output of the front oxygen sensor. As the catalyst wears, the rear oxygen sensor's signal trace
begins to match the front oxygen sensor's signal trace. That is because the catalyst becomes saturated with oxygen and
cannot use the oxygen to convert HC and CO into H2O and CO2 with the same efficiency as when it was new. A
completely worncatalyst shows a 100% match between front and rear sensor outputs.
FAILURE CONDITIONS
The efficiency of the catalytic converter is measured by comparing the activity of the front and rear oxygen sensors. The
ECM will set a code and the Malfunction Indicator Lamp (MIL) will turn on if the front and rear oxygen sensor signals
match more than 60% of the time in two of four 170 second monitoring periods during two driving cycles. The
measurements are taken when the followingconditions are met:
1.The ECM is operating in closed loop.
2.The engine speed is between 1800 and 3200 PRM.
3.The catalyst temperature is above 702°F (372°C).
4.The canister purge function is greater than 0.9.
5.The vehicle is not shifting gears.
6.The engine load is between 1.4 milliseconds and 4.5 milliseconds.
TEST PROCEDURE


DTC Diagnostic item
Evap. Emission Ctrl. System - Purge Ctrl. Valve Circuit

P0444 Open
P0445 Evap. Emission Ctrl. System - Purge Ctrl. Valve Circuit
Shorted
DESCRIPTION
The Purge Control Solenoid Valve is part of the Evaporative Emission Control System. The solenoid controls purge air
from the evaporative emissioncanister.
FAILURE CONDITIONS
The ECM will set P0444 and the MIL will turn on if an open circuit is detected in the driver stage of the purge control
solenoid circuit duringtwo driving cycles.
The ECM will set P0445 and the MIL will turn on if a short circuit is detected in the driver stage of the purge control
solenoid circuit duringtwo driving cycles.
CIRCUIT DIAGRAM
TEST PROCEDURE


DTC Diagnostic item
P0501 Vehicle Speed Sensor Range / Performance
DESCRIPTION
The Vehicle Speed Sensor is a wheel speed sensor that is built near the wheel disc. The sensor converts the transaxle
gear revolutions of thedisc into a pulse signal which is sent to the ECM.
FAILURE CONDITIONS
The ECM will set a code and the Malfunction Indicator Lamp (MIL) will turn on if there is no vehicle speed sensor output
signal for 20 seconds duringtwo driving cycles when the following conditions are met:
CIRCUIT DIAGRAM
TEST PROCEDURE



DTC Diagnostic item
P0506 Idle Control System - RPM lower than expected

P0507 Idle Control System - RPM higher than expected
DESCRIPTION
The Idle Speed Control (ISC) actuator has two coils that are driven by separate ECM driver stages. Depending on the
pulse duty factor, the equilibrium of the magnetic forces of the two coils will result in different directions for the magnetic
forces of the two coils which will result in different positions for the actuator. In parallel to the throttle valve, a bypass hose
line isarranged where the ISC actuator is inserted.
FAILURE CONDITIONS
The ECM will set P0506 or P0507 and the MIL will turn on if for 15 seconds the ISC actuator driver circuit values and
engine idle speed are not in agreement with values stored in the ECM during two driving cycles when the
followingconditions are met:
1.The ISC actuator passes idle air at a rate above 4.1 g/s. [for P0506] or 1.7 g/s [for P0507].
2.Engine speed deviation is below 200 RPM.
3.Vehicle speed is zero.
4.Engine coolant temperature is above 167°F (75°C).
CIRCUIT DIAGRAM
TEST PROCEDURE


DTC Diagnostic item
P1505 Idle Charge Actuator Signal Low of Coil #1

P1506 Idle Charge Actuator Signal High of Coil #1
P1507 Idle Charge Actuator Signal Low of Coil #2
P1508 Idle Charge Actuator Signal High of Coil #2
DESCRIPTION
The Idle Speed Control (ISC) actuator has two coils that are driven by separate ECM driver stages. Depending on the
pulse duty factor, the equilibrium of the magnetic forces of the two coils will result in different directions for the magnetic

forces of the two coils which will result in different positions for the actuator. In parallel to the throttle valve, a bypass hose
line isarranged where the ISC actuator is inserted.
FAILURE CONDITIONS
The ECM will set a code and the MIL will turn on if ISC actuator's opening coil driver stage [for P1505, P1506] or closing
coil driver stage [for P1507,P1508] is shorted to battery voltage during two driving cycles.
CIRCUIT DIAGRAM
TEST PROCEDURE


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2004 > G 2.0 DOHC > Fuel System

P0106 MAP Sensor-Rationality

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DTC Diagnostic item

P0112 Intake Air Temperature Circuit Low Input

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DTC Diagnostic item

P0116 Engine Coolant Temperature Circuit Range / Performance

The ECT sensor resistance varies with temperature as follows:

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DTC Diagnostic item

Throttle / Pedal Position Circuit Range/Performance

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DTC Diagnostic item

P0130 O2 Sensor Circuit(Bank 1/ Sensor 1)

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DTC Diagnostic item

P0131 O2 Sensor Circuit Low Input(Bank 1 / Sensor 1)

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DTC Diagnostic item

P0132 O2 Sensor Circuit High Input(Bank 1 / Sensor 1)

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Refer to DTC P0130 & P0136.

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DTC Diagnostic item

P0133 O2-Sensor Circuit Slow Response (Bank 1 / Sensor 1)

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DTC Diagnostic item

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O2 Sensor Heater - Heater Control Circuit (Bank 1 /

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DTC Diagnostic item

P0261 Cylinder 1 - Injector Circuit Low

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DTC Diagnostic item

P0300 Multiple Cylinder Misfire Detected

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