DESCRIPTION To reduce hydrocarbon (HC) emissions, evaporated fuel from the fuel tank is routed through the canister to the intake manifold for combustion in the cylinders. The ECM changes the duty signal to the purge VSV so that the intake quantity of hydrocarbon (HC) emissions is appropriate for the driving conditions (engine load, engine speed, vehicle speed, etc.) after the engine is warmed up.

MONITOR DESCRIPTION The ECM uses sensors mounted in front of and behind the three-way catalytic converter to monitor its efficiency. The first sensor, the air fuel ratio sensor, sends pre-catalyst information to the ECM. The second sensor, the heated oxygen sensor, sends post-catalyst information to the ECM. In order to detect any deterioration in the three-way catalytic converter, the ECM calculates the oxygen storage capacity of the three-way catalytic converter. This calculation is based on the voltage output of the heated oxygen sensor while performing active air fuel ratio control.

MONITOR DESCRIPTION This DTC is designed to detect an open or short in the EGR valve assembly circuit. Example: If the EGR1, EGR2, EGR3 or EGR4 terminal output voltage is excessively low, but the step motor is still operating, the ECM determines that there is a short in the EGR valve assembly circuit , and sets the DTC. If the EGR1, EGR2, EGR3 or EGR4 terminal output voltage is excessively low, and the step motor is not operating, the ECM determines that there is an open in the EGR valve assembly circuit, and sets the DTC.

DESCRIPTION Based on the driving conditions, the ECM regulates the volume of exhaust gas that is recirculated to the engine's combustion chambers and thus lowers the combustion temperature to reduce NOx emissions. The ECM monitors signals such as engine speed, coolant temperature, electric load, and vehicle speed.

DESCRIPTION HINT: These DTCs indicate malfunctions relating to the primary circuit. If DTC P0351 is set, check the No. 1 ignition coil assembly circuit. If DTC P0352 is set, check the No. 2 ignition coil assembly circuit. If DTC P0353 is set, check the No. 3 ignition coil assembly circuit. If DTC P0354 is set, check the No. 4 ignition coil assembly circuit.

DESCRIPTION The camshaft position sensor (G2 signal) consists of a magnet and MRE (Magneto Resistance Element). The camshaft has a timing rotor for the camshaft position sensor. When the camshaft rotates, changes occur in the air gaps between the timing rotor and MR element, which affects the magnet. As a result, the resistance of the MRE material fluctuates.

DESCRIPTION

The crankshaft position sensor system consists of a No. 1 crankshaft position sensor plate and a pickup coil.
The sensor plate has 34 teeth and is installed on the crankshaft. The pickup coil is made of wound copper wire, an iron core and magnet. The sensor plate rotates and, as each tooth passes by the pickup coil, a pulse signal is created. The pickup coil generates 34 signals per engine revolution. Based on these signals, the ECM calculates the crankshaft position and engine speed. Using these calculations, the fuel injection time and ignition timing are controlled.

A flat type knock control sensor is used. Flat type knock control sensors (non-resonant type) have a structure that can detect vibrations over a wide band of frequencies: between approximately 6 kHz and 15 kHz. Knock control sensors are fitted onto the engine block to detect engine knocking. The knock control sensor contains a piezoelectric element which generates a voltage when it becomes deformed.

DESCRIPTION When the engine misfires, high concentrations of hydrocarbon (HC) enter the exhaust gas. High HC concentration levels can cause an increase in exhaust emission levels. Extremely high concentrations of HC can also cause increases in the three-way catalytic converter temperature, which may cause damage to the three-way catalytic converter. To prevent this increase in emissions and to limit the possibility of thermal damage, the ECM monitors the misfire rate.

DESCRIPTION The fuel trim is related to the feedback compensation value, not to the basic injection duration. The fuel trim consists of both the short-term and long-term fuel trim. The short-term fuel trim is fuel compensation that is used to constantly maintain the air fuel ratio at stoichiometric levels. The signal from the air fuel ratio sensor indicates whether the air fuel ratio is rich or lean compared to the stoichiometric ratio. This triggers a reduction in the fuel injection volume if the air fuel ratio is rich and an increase in the fuel injection volume if it is lean.