MÁY CHUẨN ĐOÁN OBD 2, MÃ LỖI TIẾNG ANH

CODE 0100: AIR FLOW SENSOR CIRCRUIT
FAILURE CONDITIONS (Các trường hợp hư hỏng)
If an unusually low or high airflow (dòng khí, luồng khí) rate (định mức, chế độ, chỉ tiêu) is
being read (kết quả đo) by the VAF (cảm biến lưu lượng khí nạp: Volume Air Flow), or there are
air flow readings (số chỉ, số đo) that do not correspond (phù hợp, đúng với) to the expected
engine load (too high or too low) during two back-to-back trips, this code will be set (xác lập)
and the Malfunction (lỗi, sai hỏng, sự cố) Indicator (bộ chỉ báo, đèn chỉ thị) Light (MIL) will be
turn on.
- Details: (Chi tiết)
The code is set when the following conditions are met:
• VAF signal less than 3,3 Hz or greater than 800 Hz
• Engine speed between 500 RPM and 2000 RPM
• TPS output less than 2 volts
OR
• Air flow uncharacteristically (không đặc trưng) high or low for give engine load
• Engine coolant temperature above 1800F (820C)
NORMAL (bình thường, chuẩn) PARAMETERS (giá trị, tham số, thông số)
• 2.0L: approx. (gẩn đúng, xấp xỉ: approximative) 4,8 g/s at idle; 8 - 9 g/s at 2000RPM
• 3.0L: approx. 6,9 g/s at idle; 8 - 9 g/s at 2000RPM
CIRCUIT (mạch) DESCRIPTION (mô tả, sự mô tả)
The Volume Air Flow (VAF) sensor is locate (được đặt) in the air cleaner (air cleaner: bộ lọc
gió). The sensor measure the volume of air passing (chuyển, qua) through the air intake (đường
dẫn khí, luồng không khí vào) and generates (đưa ra, phát ra, sinh ra, tạo thành) a pulsed signal.
The Engine Control Module (ECM) counts (đếm, tính) the pulse generated by the sensor and
uses the signal set (xác lập, xác định) fuel injector base pulse width and ignition timing. The
VAF and Throttle Position sensor (TPS) are used by the ECM to caculate engine load. To
operate, the VAF sensor requires (cần, đòi hỏi) a voltage source (nguồn, nguồn điện áp), a
ground (dây nối đất, cực nối đất), and a signal wire (dây). As air passes through the sensor, it
generates voltage pulse. The ECM caculates the pulses into (vào, vào trong) airflow (in grams
per second) (gam/giây). When the air flows faster, the pulse rate (mức, giá trị) increase.
CODE 0105: MAP SESOR CIRCUIT MAL

FAILURE CONDITIONS
If an extremely (cực kì) high or low altitude (độ cao, đỉnh cao) is being read by the barometric
pressure (barometric pressure: áp suất khí trời) sensor during two back-to-back trips this code
will be set and the Malfuntion Indecator Light (MIL) will be turn on.
- Details:
The code is set when the follwing conditions are met:
• Battery voltage normal
• Output voltage of barometric pressure sensor above 4.5 V or below 2.0 V
NORMAL PARAMETERS
2.0 V - 4.5 V ouput
CIRCUIT DESCRIPTION
The barometric pressure sensor is one of three sensors that make up the Volume Air Flow sensor.
The Engine Control Module (khối điều khiển động cơ) applies (áp dụng, gắn, ghép, đặt) five


volts to the sensor and measures the voltage drop (độ sụt, giảm) across the sesor. As atmospheric
pressure (áp suất không khí, áp suất khí quyển) decreases (higher altitudes) the output voltage
decreases. The ECM uses the imformation to modify ignition timing and air/fuel mixture (hỗn
hợp) to compensate (bù) for changes in altitude. If the vehicle in driven to a higher altitude, the
ECM will reduce (giảm, hạ bớt) injection pulse width time (lean out the air/fuel mixture) and
advance (sự sớm) ignition timing (thời gian đánh lửa sớm). When the vehicle is driven to a lower
altitude, the ECM will increase injector pulse width (enrich (làm giàu) the air/fuel mixture) and
retard (làm chậm, chậm) ignition timing.
CODE 0110: INTAKE AIR TEMP. SENSOR (IAT)
FAILURE CONDITIONS
If the IAT sensor or ECM is reading an extremely high or low intake air temperature during two
back-to-back trips, this code will be set and the Malfunction Indicator Light (MIL) will be turn
on.
- Details :
This code will be set if the following conditions are met:

• IAT sensor resistance (điện trở) is not between 140 ohms and 50000 ohms
Note: The IAT sensor resistance varies with temperature as follows:
• 6000 ohms at 320F (00C)
• 2700 ohms at 680F (200C)
• 400 ohms at 1760F (800C)
NORMAL PARAMETERS
The scaned intake air temperature should be approximately (một cách xấp xỉ) equal to ambient
(môi trường xung quanh) temperature (engine cold) and correspond (tương đương, phù hợp) with
the Engine Coolant Temperature (ECT) Sensor, and transaxle fluid (dầu hộp số) temperature
sensor.
CIRCUIT DESCRIPTION
The intake Air Temperature (IAT) sensor is part of the Volume Air Flow (VAF) sensor
contained in the air filter. A reference (mốc) voltage is supplied to the sensor. The output voltage
of sensor depends on the temperature of the air entering the sensor. As the temperature increases
the voltage decreases (resistance decreases). As the temperature increases the voltage increases
(resistance increases). The Engine Control Module uses the IAT sensor signal to adjust fuel
injector pulse width. When the temperature sensed (phát hiện, nhận ra) is cold, the ECM
enriches the air/fuel mixture by the increasing the injector pulse width. As the air warm, the
injector pulse width time is shortened.
CODE 0120: THROTTLE POSITION SENSOR
FAILURE CONDITIONS
If the ECM is reading an uncharacteristic (không đặc trưng) TP sensor voltage as compared to
the idle (chế độ không tải) position switch and engine load during two back-to-back trips, this
code will be set and the Malfunction Indicator Light (MIL) will be turned on.
- Details
One of the following conditions will trigger (kích hoạt, trigger of: gây ra, gây nên) this code:
• TP output voltage is 2.0 votls or more while the Idle Position Switch is ON
• TP output voltage is less than 2.0 volts

•

Tp output voltage is greater than 4,6 volts while the engine load is less than 30% and the
engine speed is lower than 3000 RPM (air flow sensor normal)
NORMAL PARAMETERS
TP sensor signals:
• 0% - 1% (0,30 - 0,90 volts) with throttle at idle
• Voltage increases as throttle valve opens
• 97% - 100% (4,8 - 5,2 volts) with throttle valve wide open
• Idle position switch ON (switch closed) with throttle valve at idle
• Idle position switch OFF (switch open) with throttle valve opens
CIRCUIT DESCRIPTION
The Throttle Position (TP) sensor mounts (đặt, gắn vào) on the side of the throttle body and is
connected to the throttle blade ( lá cánh, gân) shaft ( thân trụ, cần). The TP sensor is resistance
changes according (ăn khớp, phù hợp) to the throttle blade shaft position. When the throttle is
openned wider the TP sensor resistance decreases (voltage increases). When the throttle is nearly
closed the TP sensor resistance increases (voltge decreases). The TP sensor also includes an idle
position switch, which is closed when the throttle is fully (đầy đủ, hoàn toàn) released (nhả ra).
The ECM applies a 5 volts reference voltage to the TP sensor and then measures the voltage
present on the TP sensor signal circuit. The ECM uses the TP sensor signal to adjust timing and
injector pulse witdh. The TP sensor signal along with (theo cùng với, song song với) the Volume
Air Flow (VAF) sensor signal is used by the ECM to caculate engine load. In general (nói
chung), the TP sensor signal should mimic (tương tự) the VAF sensor signal.
CODE 0125: C/LOOP TEMP NOT REACHED
FAILURE CONDITIONS
If the engine is taking more time to reach (đạt được) normal operating temperature than it should
during two back-to-back trips, this code will be set and the Malfunction Indicator Light will be
turned on. This indicates the engine coolant temperature is not reaching normal operating
temperature within (ở trong, phía trong, trong khoảng) the specified (chỉ rõ, ghi rõ, địng rõ) time
under certain (đã biết) conditions.

- Details:
The code will be set if the following conditions are met:
• Engine has been running for at least 128 seconds from a cold start
• Engine speed is between 2400 and 4000 RPM
• Engine coolant temperature is less than 1800 F (820 C)
Note 1: A malfunctioning oxygen sensor can also delay closed loop operation
Note 2: The ECT sensor resistance varies with temperature as follows:
• 5900 ohms at 320F (00C)
• 2500 ohms a 680F (200C)
• 300 ohms a 1760F (800C)
NORMAL PARAMETERS
The scanned engine coolant temperature (engine cold) should be approximately equal to the
Intake Air Temperature Sensor (IAT) and transaxle oil temperature (automatic transaxle
equipped) as well as within five degrees of ambient temperature.
CIRCUIT DESCRIPTION
The Engine Coolant Temperature (ECT) sensor is located in the thermostat housing of the
cylinder head. The ECT sensor is a variable resistor whose resistence changes as the temperature


changes. When coolant temperature is low sensor resistance is high (voltage is low); when
coolant temperature is high, sensor resistance is low (voltage is high). The ECM uses the ECT
voltage to adjust fuel injector pulse width and ignition timing during engine warm up (open loop
operation). When the temperature is sensed is very cold, the ECM enriches the air/fuel mixture
and advances the ignition timing. As coolant temperature rises, the ECM leans the air the air/fuel
mixture and retards the ignition timing. When the engine reaches normal operating temperature,
about 170 - 1900 F (77 - 880C), the ECM stops using the ECT input to adjust injector pulse width
and ignition timing. Once at normal operating temperature (closed loop operation), the ECM
relies ((+on, upon) tin, tin cậy, dựa vào) on feedback from the front oxygen sensor and driving
conditions to determine fuel injector pulse width and ignition timing.
CODE 0130: O2 SNSR CIRCUIT-MAL (B1/S1)

FAILURE CONDITIONS
The code will be set if the front oxygen sensor responds too slowly (low frequency) during two
back-to-back trips. The code will also be set if the front oxygen sensor voltage is too high during
two back-to-back trips. When the code is set the Malfunction Indicator Light will be turned on.
- Details:
The conditions for a slow respone are monitored (kiểm tra) for 8 seconds, once per trip. The
code will be set if the following conditions are met during two back-to-back trips:
• Rich-to-lean cross-over response time is longer than 0,6 seconds (2.0L) or 0,8 seconds
(3.0L)
• Lean-to-reach cross over response time is longer than 1,0 seconds (2.0L) or 0,8 seconds
(3.0L)
• Engine is in closed is between 1200 and 3000 RPM
• Engine coolant temperature is above 1150F (460C)
• Engine load is between 25% and 60%
• Air/fuel ratio has been internationally changed by the ECM
Or the conditions for circuit voltage are constantly monitored. The code will be set if the
following conditions are met during two back-to-back trips:
• Oxygen sensor circuit voltage is above 4,5V
• Engine coolant temperature is greater than 1800F (820C)
• Engine speed exceeds (vượt, vượt quá) 1200 rpm
• Engine load is greater than 25%
NORMAL PARAMETERS
Sensor output with engine at normal operating temperature:
• 200 millivolts or less when decelerating (giảm, hãm lại) from 4000 RPM
• 600 - 1000 millivolts when engine RPM is held at 2500 RPM
Note: The “optimum” oxygen sensor voltage is that which represents the best air/fuel
mixture. For many oxygen sensor, this voltage is 0,5 volts with a nomal signal ranging
between 0,1 to 0,9 volts. Some Hyundai models have a voltage offset that shifts (di chuyển,
dịch) the entire (toàn bộ, hoàn toàn) oxygen sensor signal to a higher voltage range. This
offset (độ lệch) varies depending on model an year. Regardless (không kể, không kể tới) of

the voltage offset, the oxygen sensor waveform will look the same, only at a higher voltage
range. For example, a vehicle with a 0,70 volt offset will have an optimum voltage of 1,2
volts (0,5 + 0,7) with a range of 0,8 to 1,6 volts.
CIRCUIT DESCRIPTION


The Engine Control Module uses the front oxygen sensor to maintain the optimum air/fuel
mixture ratio. The oxygen sensor is coated with a catalyst (chất xúc tác) metal that causes the
sensor to generate a small voltage when oxygen is present in the exhaust gas. The amount (độ
lớn, giá trị) of oxygen is present in the exhaust gases indicates the air/fuel is lean or rich. Less
oxygen (rich mixture) yields (hiệu suất) a higher voltage while more oxygen (lean mixture)
yields a lower voltage. The comparative readings of the front and rear oxygen sensor determine
the effciencyof the catalytic conveter. A normal oxygen sensor signal will oscillate above and
below 500 mV (not considering any voltage offset which may be present), with the front oxygen
sensor signal frequency of at least 5 Hz at 2500 RPM. The mixture is considered (cân nhắc, xem
xét) to be rich when the front oxygen sensor output is above 500 mV and lean when the output is
below 500 mV. An oxygen sensor is inaccurate when it is temperature falls below 600 0F (3150C),
causing the system to go into open loop operation (a predetermined air/fuel mixture and ignition
timing seeting that is not affected by sensor by sensor inputs).
CODE P0135: O2S HEATER CIRCUIT (B1/S1)
FAILURE CONDITIONS
This code indicates that the current of front oxygen sensor heater (bộ tản nhiệt) is too high or too
low. The ECM checks the resistance of the heater circuit after certain criteria (các tiêu chuẩn) are
met. If the current is out of (ra ngoài, ra khỏi) specification (các tiêu chuẩn) during two back-toback trips, this code will be set and MIL will turned on.
- Details:
This code will be set if the following conditions are met:
• Oxygen sensor heater is on
• Battery voltage is between (giữa, ở giữa, trong khoảng) 11 and 16 volts
• Oxygen sensor heater circuit current is less than 200 milliamperes or greater than 3,5
amperes

NORMAL PARAMETERS
Sensor output using scan tool with engine at normal operating temperature:
• Sensor heater resistance = approx. (approximate: gẩn, xấp xỉ) 7 - 9 ohms at 68 0F (200C)
Engine Coolant Temperature (ECT)
Note: the “optimum” oxygen sensor voltage is that which represents the best air/fuel miture.
For many oxygeb sensors, this voltage is 0,5 volts with a normal signal ranging between 0,1
to 0,9 volts. Some Hyundai models have a voltage offset that shift the entire oxygen sensor
signal to a higher voltage range. This offset varies depending on model and year. Regardless
of the voltage offset, the oxygen sensor waveform will look the same, only at higher voltage
range. For example, a vehicle with a 0,70 volt offset will have an optimum voltage of 1,2
volts (0,5 + 0,7) with a range of 0,8 to 1,6 volts.
CIRCUIT DESCRIPTION
The Engine Control Module uses the front oxygen sensor to maintain the optimum air/fuel
mixture ratio. The oxygen sensor is coated with a catalyst (chất xúc tác) metal that causes the
sensor to generate a small voltage when oxygen is present in the exhaust gas. The amount (độ
lớn, giá trị) of oxygen is present in the exhaust gases indicates the air/fuel is lean or rich. Less
oxygen (rich mixture) yields (hiệu suất, sản ra) a higher voltage while more oxygen (lean
mixture) yields a lower voltage. The comparative readings (chỉ số, số đo) of the front and rear
oxygen sensor determine the efficiency (hiệu lực, hiệu quả) of the catalytic converter(bộ biến


đổi; catalytic converter:bộ tiêu âm xúc tác, bộ chuyển đổi xúc tác, bộ xúc tác). A normal oxygen
sensor signal will oscillate (dao động, rung động) above and below 500 mV (not considering any
voltage offset which (nào) may be present), with the front oxygen sensor signal frequency of at
least 5 Hz at 2500 RPM. The mixture is considered (cân nhắc, xem xét) to be rich when the front
oxygen sensor output is above 500 mV and lean when the output is below 500 mV. An oxygen
sensor is inaccurate (không chính xác, sai hỏng) when it is temperature falls (độ chênh, độ giảm,
độ sụt) below 6000F (3150C), causing the system to go into open loop operation (a predetermined
(quyết định trước, xác định trước) air/fuel mixture and ignition timing setting (điều chỉnh) that is
not affected (ảnh hưởng, tác động, tác dụng) by sensor by sensor inputs (đầu vào)).

CODE P0136 O2 SNSR CIRCUIT-MAL (B1/S2)
FAILURE CONDITIONS
This code indicates that the rear oxygen sensor is not responding the way it is expected to. The
ECM purposely (chủ định, chủ tâm) enriches the air/fuel mixture and monitors how the rear
oxygen sensor responds. If the oxygen sensor circuit doesn’t respond correctly or if a higher than
normal voltage is detected (tìm ra, phát hiện ra) during two back-to-back trips, this code will be
set ad the MIL will be turned on.
- Details
1. This code will be set if following conditions are met:
• Engine coolant temperature exceeds (vượt qua, vượt quá) 1800F (820C)
• Engine speed is greater than 1200 RPM
• Engine load is greater than 25%
• Rear oxygen sensor circuit voltage is less than 100 millivolts or 500 millivolts or higher
NORMAL PARAMETERS
Sensor output with engine at normal operating temperature:
• 200 millivolts or less when decelerating from 4000 RPM
• 600 - 1000 millivolts when engine RPM is held at 2500 RPM
Note: the “optimum” oxygen sensor voltage is that which represents the best air/fuel miture.
For many oxygeb sensors, this voltage is 0,5 volts with a normal signal ranging between 0,1
to 0,9 volts. Some Hyundai models have a voltage offset that shift the entire oxygen sensor
signal to a higher voltage range. This offset varies depending on model and year. Regardless
of the voltage offset, the oxygen sensor waveform will look the same, only at higher voltage
range. For example, a vehicle with a 0,70 volt offset will have an optimum voltage of 1,2
volts (0,5 + 0,7) with a range of 0,8 to 1,6 volts.
CIRCUIT DESCRIPTION
The Engine Control Module uses the front oxygen sensor to maintain the optimum air/fuel
mixture ratio. The oxygen sensor is coated with a catalyst (chất xúc tác) metal that causes the
sensor to generate a small voltage when oxygen is present in the exhaust gas. The amount (độ
lớn, giá trị) of oxygen is present in the exhaust gases indicates the air/fuel is lean or rich. Less
oxygen (rich mixture) yields (hiệu suất, sản ra) a higher voltage while more oxygen (lean

mixture) yields a lower voltage. The comparative readings (chỉ số, số đo) of the front and rear
oxygen sensor determine the efficiency (hiệu lực, hiệu quả) of the catalytic converter(bộ biến
đổi; catalytic converter:bộ tiêu âm xúc tác, bộ chuyển đổi xúc tác, bộ xúc tác). A normal oxygen
sensor signal will oscillate (dao động, rung động) above and below 500 mV (not considering any
voltage offset which (nào) may be present), with the front oxygen sensor signal frequency of at
least 5 Hz at 2500 RPM. The mixture is considered (cân nhắc, xem xét) to be rich when the front


oxygen sensor output is above 500 mV and lean when the output is below 500 mV. An oxygen
sensor is inaccurate (không chính xác, sai hỏng) when it is temperature falls (độ chênh, độ giảm,
độ sụt) below 6000F (3150C), causing the system to go into open loop operation (a predetermined
(quyết định trước, xác định trước) air/fuel mixture and ignition timing setting (điều chỉnh) that is
not affected (ảnh hưởng, tác động, tác dụng) by sensor by sensor inputs (đầu vào)).
CODE 0141 O2S HEATER CIRCUIT (B1/S2)
FAILURE CONDITIONS
This code indicates that the current of front oxygen sensor heater (bộ tản nhiệt) is too high or too
low. The ECM checks the resistance of the heater circuit after certain criteria (các tiêu chuẩn) are
met. If the current is out of (ra ngoài, ra khỏi) specification (các tiêu chuẩn) during two back-toback trips, this code will be set and MIL will turned on.
- Details:
This code will be set if the following conditions are met:
• Oxygen sensor heater is on
• Battery voltage is between 11 and 16 volts
• Oxygen sensor heater circuit current is less than 200 milliamperes or greater than 3,5
amperes
NORMAL PARAMETERS
Sensor output using scan tool with engine at normal operating temperature:
• 200 millivolts or less when decelerating suddenly from 4000 RPM
• 600 - 1000 millivolts when engine is suddenly raced
• Sensor heater resistance = approx. 11 - 14 ohms at 194 0F (900C) Engine Coolant
Temperature

• Sensor heater resistance = approx. 7 - 9 ohms at 680F (200C) Engine Coolant Temperature
Note: the “optimum” oxygen sensor voltage is that which represents the best air/fuel miture.
For many oxygen sensors, this voltage is 0,5 volts with a normal signal ranging between 0,1
to 0,9 volts. Some Hyundai models have a voltage offset that shift the entire oxygen sensor
signal to a higher voltage range. This offset varies depending on model and year. Regardless
of the voltage offset, the oxygen sensor waveform will look the same, only at higher voltage
range. For example, a vehicle with a 0,70 volt offset will have an optimum voltage of 1,2
volts (0,5 + 0,7) with a range of 0,8 to 1,6 volts.
MODEL
YEAR
OFFSET
Accent
1996 - 1997
0,70 volts
1998
0,30 volts
Elantra
1996 - 1997
0,70 volts
1998
0,27 volts
Tiburon
1996 - 1997
0,71 volts
1998
0,27 volts
Sonata
All
none
CIRCUIT DESCRIPTION

The Engine Control Module uses the front oxygen sensor to maintain the optimum air/fuel
mixture ratio. The oxygen sensor is coated with a catalyst (chất xúc tác) metal that causes the
sensor to generate a small voltage when oxygen is present in the exhaust gas. The amount (độ
lớn, giá trị) of oxygen is present in the exhaust gases indicates the air/fuel is lean or rich. Less
oxygen (rich mixture) yields (hiệu suất, sản ra) a higher voltage while more oxygen (lean


mixture) yields a lower voltage. The comparative readings (chỉ số, số đo) of the front and rear
oxygen sensor determine the efficiency (hiệu lực, hiệu quả) of the catalytic converter(bộ biến
đổi; catalytic converter:bộ tiêu âm xúc tác, bộ chuyển đổi xúc tác, bộ xúc tác). A normal oxygen
sensor signal will oscillate (dao động, rung động) above and below 500 mV (not considering any
voltage offset which (nào) may be present), with the front oxygen sensor signal frequency of at
least 5 Hz at 2500 RPM. The mixture is considered (cân nhắc, xem xét) to be rich when the front
oxygen sensor output is above 500 mV and lean when the output is below 500 mV. An oxygen
sensor is inaccurate (không chính xác, sai hỏng) when it is temperature falls (độ chênh, độ giảm,
độ sụt) below 6000F (3150C), causing the system to go into open loop operation (a predetermined
(quyết định trước, xác định trước) air/fuel mixture and ignition timing setting (điều chỉnh) that is
not affected (ảnh hưởng, tác động, tác dụng) by sensor by sensor inputs (đầu vào)).
CODE P0170 FUEL TRIM-MAL. (BANK 1)
FAILRUE CONDITIONS
This code indicates that readings (chỉ số) are not matching (hợp, phù hợp) expected values within
(ở trong, phía trong, trong khoảng) the air/fuel control system. If the fuel trim values are outside
the acceptable (nhận được, có thể chấp nhận được) limits stored (bộ nhớ, lưu trữ) in the ECM for
at least 10 seconds after the engine has reached normal operating temperature during two backto-back trips, this code will be set and the MIL will be turned on.
- Details
This code will be set if the following conditions are met for at least 10 seconds:
• Engine coolant temperature sufficient (đủ) for closed loop operation
• Long-term (lâu dài, liên tục, dài hạn) fuel trim values less than -10% or greater than
12,5%
NORMAL PARAMETERS

Fuel Trim Values
• -12,5% to 12,5% short-term
• -10% to 10 % long-term
CIRCUIT DESCRIPTION
The air/fuel control system, in addition to (in addition to: thêm vào) a number of sensors,
includes the following components amd systems:
• Intake air system
• Exhaust system
• Evaporative (bay hơi) emissions (khí xả , sự bốc ra) control system (includes purge (lọc)
control solenoid valve (van điện từ))
• Fuel injectors
• Fuel pressure regulator (bộ điều chỉnh)
For the air/fuel ratio to be within lilmits, all of the sensors, components, and systems associated
(liên kết) with the air/fuel control system must (phải) function within normal parameters.
CODE P0201 FUEL INJ.NO.1, CIRCUIT MAL
CODE P0202 FUEL INJ.NO.2, CIRCUIT MAL
CODE P0203 FUEL INJ.NO.3, CIRCUIT MAL


CODE P0204 FUEL INJ.NO.4, CIRCUIT MAL
CODE P0205 FUEL INJ.NO.5, CIRCUIT MAL
CODE P0206 FUEL INJ.NO.6, CIRCUIT MAL
FAILURE CONDITIONS
This code indicates that the ECM is reading unusual fuel injection voltage readings. If the
voltage spikes (đầu, đỉnh nhọn, xung nhiễu ) controlling (điều khiển, điều chỉnh) the fuel
injectors are not strong enough during two back-to-back trips, this code will be set and the MIL
will be turned on.
- Details
This code will be set if the following conditions are met:
• Engine speed less than 1000 RPM

• Throttle position sensor voltage less than 1,16 volts (20%)
• Fuel injector voltage spikes are less than 2 volts over battery voltage
NORMAL PARAMETERS
Resistance between injector terminals:
• 13 - 16 ohms at 680F (200C)
CIRCUIT DESCRIPTION
The fuel injectors are solenoid operated valves that are normal closed. When a fuel injector
solenoid energized (pulsed), the injector needle (đỉnh nhọn,épp kim) valve moves, allowing
pressurized fuel to pass through the injector and mix with air entering the engine. Each fuel
injector (one for each engine cylinder) is mounted (treo, dặt, gắn vào) in the intake manifold and
is positioned to spray (phun, miệgn phun) fuel into a cylinder head (nắp xilanh) intake port (cửa,
bộ nối). The engine control module controls injector timing (when the fuel injectors are turned
on) and pulse width (how long the fuel injectors are turned on). The ECM pulses the fuel
injectors based on imformation provided by its network (hệ thống, lưới) of engine sensors. The
ECM uses the crankshaft position sensor to determine when to pulse the injectors. Engine
Coolant Temperature, intake air temperature, barometric pressure, throttle position and other data
are used by the ECM to calculate injector pulse width. The ECM also (cũng) uses its network of
sensors to determine whether all injectors should be pulsed at the same time (simultaneous (cùng
lúc, đồng thời, đồng bộ) injection) or each injection is almost (gần như, hầu như) always used
during normal engine operation; simultaneous onjection may be used when the engine is being
cranked.
CODE P0300 RANDOM MISFIRE DETECTER
CODE P0301 CYL.NO.1, MISFIRE DETECTED
CODE P0302 CYL.NO.2, MISFIRE DETECTED
CODE P0303 CYL.NO.3, MISFIRE DETECTED
CODE P0304 CYL.NO.4, MISFIRE DETECTED
CODE P0305 CYL.NO.5, MISFIRE DETECTED


CODE P0306 CYL.NO.6, MISFIRE DETECTED

FAILURE CONDITIONS
This code indicates that the ECM is sensing a high misfire (nổ ngược, nổ sớm, sự bỏ máy) rate
(tốc độ, chế độ). If the misfire rate is not extremely (cực kì) high the code will set and the MIL
will turned on after the conditions occur during two back-to-back trips. If the misfire rate is
extremely high there is a danger of burning up the catalytic converter. In that case the code will
be set and the MIL will turned on immediately (ngay lập tức, tức thời) and blink.
- Details
If the misfire rate is over 2,2% per 1000 RPM then (khi ấy, sau đó) code will be set under the
following conditions:
• Engine speed is between 500 and 3500 RPM
• Engine has been running for at least 5 seconds
• Engine load is greater than 20%
• Transaxle is not shifting (đổi số, sang số)
• Vehicle is not smooth (đều đặn) load
If the misfire rate is 5% - 25% per 1000 RPM then the code will be set the MIL will
immediately blink under the conditions described above.
NORMAL MAARAMETERS
Ignition coil resistance:
• Primary = approx. 0,77 - 0,95 ohms
• Secondary = approx. 10,3 - 13,9 kilo ohms
CIRCUIT DESCRIPTION
Sonata 2.0L: With the ignition switch in ON or START, voltage is applied to the ignition coil.
The ignition coil consists of two coils. High tension (áp lực, áp suất, điện áp) 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 two fires cylinders 2 and 3. The ignition power transistor,
controlled by the 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
voltage spike across the attached spark plugs. At the same time, the tachometer (tốc (độ kế))

interface (part of the ignition power transistor) provides the ECM and Transaxle Control Module
(TCM) with an RPM signal.
Sonata 3.0L: With the ignition switch in ON or START, voltage is applied to the ignition coil. A
single high tension lead goes from the ignition coil to the distributor. From the distributor, a high
tension lead goes to each cylinder. The ignition power transistor, controlled by the ECM,
provides a switching circuit to ground for energizing the primary ignition coil. The crankshaft
position sensor signal is used to time the energizing of the coil. When the primary ignition coil is
energized and de-energized, the secondary coil produces a high voltage spike through the
distributor and across the attached spark plug. The switching of the ignition power transistor also
provides the ECM and TCM with an RPM signal.
CODE P0335 CRANKSHAFT POSI. SENSOR-MAL
FAILURE CONDITIONS


This code indicates that the CKP sensor signal shows (chỉ ra, chứng tỏ) that then engine is not
moving but the CPM sensor signal shows that it is. The code is checked every time (lần nào
cũng) the engine is started. If this code condition (qui định) the MIL is turned on immediately.
NORMAL PARAMETERS
Crankshaft position sensor output voltage with ignition on is 0,22 volts or 5,0 volts only (square
ware varies upon (theo với, nhờ vào) crank angle)
CIRCUIT DESCRIPTION
The crankshaft position (CKP) sensor is an optical sensor (cảm biến quang) consisting of a light
emitting diode, a slotted metal disk, and a photo diode. The voltage signal from CKP sensor
allows the ECM to determine (quyết định, xác định) crankshaft position.
CODE P0340 CAMSHAFT POSI. SENSOR-MAL
FAILURE CONDITIONS
The ECM will set a code and the MIL will turned on if Camshaft Position (CMP) sensor signal
voltage remains (còn lại) at 0,0 volts for 4 sensors and this condition is detected (phát hiện) in
two back-to-back trips. This code indicates no camshaft rotation being read by the CMP sensor
or ECM.

NORMAL PARAMETERS
Two 5,0 volts pulse per camshaft revolution (số vòng quay)
CIRCUIT DESCRIPTION
The Camshaft Position (CMP) sensor is an optical sensor consisting of a light emitting diode, a
slotted (được đục lỗ) metal disk, and a photo diode. The voltage signal from the CMP sensor
allows the ECM to determine camshaft position.
CODE P0400 EGR FLOW-MAL
FAILURE CONDITIONS
This code indicates there is an insufficient (không đủ, thiếu sót) change in the intake manifold
pressure when the EGR valve is opened. If these conditions occur during two back-to-back trips
the code is set and MIL is turned on.
- Details
The code will be set if the following conditions are met for 2 seconds:
• Engine speed is between 900 – 2000 RPM
• Engine coolant temperature is greater than 1800F (820C)
• Engine load is less than 22%
• Idle position switch is on (closed)
• Intake manifold pressure changes less than 26 mm-Hg (1,02 in-Hg) when the EGR valve
is opened
NORMAL PARAMETERS
40 ohms resistance
CIRCUIT DESCRIPTION
The Exhaust Gas Recirculation (sự tuần hoàn kín, vòng tuần hoàn) (EGR) system is designed to
introduce (đưa ra, đưa vào) exhaust gas into the combustion cycle. This lowers combustion
temperatures and reduces (giảm, hạ bớt) the formation (sự tạo thành) of oxides of nitrogen. The
amount (giá trị, lượng) and timing of exhaust gas introduced into the combustion cycle (chu kỳ
làm việc, chu kỳ) varies by such (như vậy, như thế) factor (chỉ số, chỉ tiêu, hệ số) as engine


speed, engine vacuum, exhaust system back pressure (áp suất ngược), coolant temperature and

throttle position.
CODE P0403 EGR SOLENOID-MAL
FAILURE CONDITIONS
If there is an insufficient change in the intake manifold pressure when the EGR valve is opened
during two back-to-back trips, this code is set and the MIL is turned on.
- Details
The code will be set if the following conditions are met for 2 seconds:
• Engine speed is between 900 - 2000 RPM
• Engine coolant temperature is greater than 1800F (820C)
• Engine load is less than 22%
• Idle position switch is on (closed)
• Intake manifold pressure changes less than 26 mm-Hg (1,02 in-Hg) when the EGR valve
is opened
NORMAL PARAMETERS
40 ohms resistance
CIRCUIT DESCRIPTION
The Exhaust Gas Recirculation (EGR) system is designed to introduce exhaust gas into the
combustion cycle. This lowers combustion temperatures ands reduces. The amount and timing of
exhaust gs introduced into the combustion cycle varies by such factors as engine speed, engine
vacuum, exhaust system back pressure, coolant temperature and throttle position.
CODE P0420 CATALYST EFFICENCY FAIL-B1
FAILURE CONDITIONS
If the frequencies of the front and rear oxygen sensors correlate (liên quan tới nhau) too much
during two back-to-back trips, this code will be set and the MIL will be turned on. This shows
that the catalytic converter is not performing well.
- Details
The code will be set if the following conditions are met for 150 seconds:
• Engine speed is below 2900 RPM
• ECM is in closed loop operation
• Engine load is between 20% and 50%

• Idle position switch is off (open)
• The front and rear oxygen signals are shown to have at least a 92% (Sonata 2.0L) 87%
(Sonata 3.0L) 65% (accent, Elantra, Tiburon) correlation
NORMAL PARAMETERS
Sensor output using scan tool with engine at normal operating temperature:
• 200 mV or lower when decelerating (giảm) suddenly from 4000 RPM
• 600 - 1000 mV when engine is suddenly raced
• Front oxygen sensor cross over frequency is greater than rear oxygen sensor frequency
CIRCUIT DESRIPTION
The catalyst’s efficiency (hiệu quả) is demonstrated (chứng minh được) in its ability oxidize CO
and hydrocarbon emissions (khí xả, chất thải). The 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. Air/fuel mixture compensation keeps the frequency of


front oxygen sensor high due (đúng) to the changes from rich to lean combustion. The catalyst
causes the rear oxygen sensor to have a lower frequency. As the catalyst wears, the rear oxygen
sensors signal trace begins to match the front oxygen sensors signal trace. That is because the
catalyst becomes saturated (bão hòa) with oxygen and cannot use the oxygen to convert
hydrocarbon and CO in to H2O and CO2 with the same efficiency as when it was new. A
completely (hoàn toàn) worn (bị hư hỏng) catalyst shows a 100% match between the frequency
of the front and rear sensors.
CODE P0421 CATALYST,S EFFICENCY FAIL-B2
FAILURE CONDITIONS
If the frequencies of the front and rear oxygen sensors correlate too much during two back-toback trips, this code will be set and the MIL will be turned on. This shows that the catalytic
converter is not performing well.
- Details
The code will be set if the following conditions are met for 150 seconds:
• Engine speed is between 1000 and 1800 RPM
• ECM is in closed loop operation

• Engine load is between 1,6 and 2,6 ms
• Canister purge factor is less than 0,9
• Catalyst converter temperature is more than 8460F (4520C)
• The front and rear oxygen signals are shown to have at least a 50% correlation
Note engine load is theoretical value calculated by the ECM using several different engine
inputs. Its units are in milliseconds (ms)
NORMAL PARAMETERS
Sensor output using scan tool with engine at normal operating temperature:
• 200 mV or lower when decelerating suddenly from 4000 RPM
• 600 - 1000 mV when engine is suddenly raced
• Front oxygen sensor cross over frequency is greater than rear oxygen sensor frequency
CIRCUIT DESRIPTION
The catalyst’s efficiency is demonstrated in its ability oxidize CO and hydrocarbon emissions.
The 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. Air/fuel
mixture compensation keeps the frequency of front oxygen sensor high due to the changes from
rich to lean combustion. The catalyst causes the rear oxygen sensor to have a lower frequency.
As the catalyst wears, the rear oxygen sensors signal trace begins to match the front oxygen
sensors signal trace. That is because the catalyst becomes saturated with oxygen and cannot use
the oxygen to convert hydrocarbon and CO in to H 2O and CO2 with the same efficiency as when
it was new. A completely worn catalyst shows a 100% match between the frequency of the front
and rear sensors.
CODE P0440 EVAP.CONTROL SYSTEM-MAL
FAILURE CONDITIONS
This code indicates the stored (tích trữ) evaporated (bay hơi) fuel is not being flushed (phun) into
the intake manifold as expected. The expelled (phun ra) fuel vapor (hơi, hơi nước) is detected
(phát hiện) by a change is the air/fuel mixture. If the air/fuel mixture doesn’t change when it
should druing two back-to-back trips, this code will be set and the MIL will be turned on.

- Details
The code will be set if the following conditions are met for 5 seconds
• ECM is in closed loop operation
• Engine has been running for less than 3 minutes
• Engine coolant temperature exceeds 1800F (820C)
• Power steering pressure switch is off
• Idle Speed Control (ISC) motor (động cơ, máy) has been activated for less than 10
seconds
• ISC motor adjust 3 steps or less air/fuel ratio changes less than 3%
NORMAL PARAMETERS
33 ohms resistance
CIRCUIT DESCRIPTION
The evaporative system reduces (giảm) hydrocarbon emissions by trapping fuel tank vapors until
they can be burned as part of the incoming fuel charge. Evaporating fuel is stored in a charcoal
(than hoạt tính) canister (charcoal canister :bầu lọc than hoạt tính) until is can be flushed into the
intake manifold.
CODE P0442 EVAP.SYSTEM-SMALL LEAK
FAILURE CONDITIONS
If the pressure in the evaporative control system changes too much during the small leak (lỗ
thủng, rò ra, lọt ra) test of the system during two back-to-back trips, this code will be set and the
MIL will be turned on. The self check is performed (sử dụng, làm, thực hiện) once per trip. A
small leak is indicated if the system can’t hold a nearly steady (ổn định, không đổi) vacuum for 5
seconds.
- Details:
The code will be set if the following conditions are met:
• Pressure gradient (độ chênh lệch) in the evaporative emission control system exceeds
allowable limits.
• Evaporative control system is fully closed
• Engine speed must be greater than 1600 RPM
• Engine coolant temperature exceeds 1400F (600C)

• Engine load is between 20% and 80%
• Fuel tank vacuum is greater than 0,29 psi (20 hPa) after 50 seconds of purging (tẩy, làm
sạch)
• Intake air temperature is above 140F (-100C)
• Power steering pressure switch is off
• Fuel tank is at least 15% full
NORMAL PARAMETERS
Not applicable
CIRCUIT DESCRIPTION
The evaporative system reduces hydrocarbon emissions by trapping fuel tank vapors until they
can be burned as part of the incoming fuel charge. Evaporating fuel is stored in a charcoal
canister until it can be flushed into the intake manifold.
The evaporative control system is made up of the following components:
• Fuel tank that can be completely sealed (đóng kín) from outside air


•
•
•
•
•

Fuel tank pressure sensor
Fuel/vapor separator (bộ tách) that only allows vapor to enter the canister.
Canister Close Valve (CCV) that seals (bít kín) the canister from the outside air
Canister filled with activated charcoal granules (hạt nhỏ)
Purge Control Solenoid Valve (PSVC). In normal operation, the purge control valve
opens and closes, depending on throttle angle and intake manifold vacuum. When it
opens, fuel vapors are flushed from the canister and drawn into the intake manifold. To
avoid (phá hủy) a vacuum build up in the canister, the canister close valve is normally

held open to allow fresh air to replace the vapors drawn into the in take manifold.

CODE P0443 EVAP.SYSTEM-PURGE VALVE
FAILURE CONDITIONS
If the Purge Control Solenoid Valve (PCSV) reads 2 volts less than battery voltage when
activated during back-to-back-trips, the code will be set and the MIL will be turned on.
- Details
The code will be set if the following conditions are met:
• Bettery voltage is between 10 and 16 volts
NORMAL PARAMETERS
Purge Control Solenoid Valve (PCSV) resistance = 33 ohms
CIRCUIT DESCRIPTION
The evaporative system reduces hydrocarbon emisions by trapping fuel tank vapors until they
can be burned as part of the incoming fuel charge. Evaporating fuel is stored in a charcoal
canister until it can be flushed into the intake manifold.
The evaporative control system is made up of the following components:
• Fuel tank that can be completely sealed from outside air
• Fuel tank pressure sensor
• Fuel/vapor seperator that only allows vapor to enter the canister
• Canister Close Valve (CCV) that seals th canister from the outside air
• Canister filled with activated charcoal granules
• Purge Control Colenoid Valve (PCSV). In normal operation, the purge control valve
opens and closes, depending on throttle angle and intake manifold vacuum. When it
opens, fuel vapors are flushed from the canister and drawn into the intake manifold. To
avoid a vacuum build up in the canister, the canister close valve is normally held open to
allow fresh air to replace the vapors drawn into the in take manifold.
•
CODE P0446 EVAP.SYSTEM-VENT CONTROL
FAILURE CONDITIONS
If the bettery surge voltage of the CCV is less than 2 volts below bettery voltage when

commanded ON during two back-to-back trips, this code will be set and the MIL will be turned
on.
- Details
This will be triggered if the following conditions are met:
• Bettery surge voltage of CCV is less than 2 volts below bettery voltage when
commonded ON
• Bettery voltage is between 10 and 16 volts


Note: Water or other debris in the line between the PCSV and canister can also set this code.
To clear the lines of bebris, below compressed air through the lines.
NORMAL PARAMETERS
Canister Close Valve (CCV): 25 ohms resisstance
CIRCUIT DESCRIPTION
The evaporative system reduces hydrocarbon emisions by trapping fuel tank vapors until they
can be burned as part of the incoming fuel charge. Evaporating fuel is stored in a charcoal
canister until it can be flushed into the intake manifold.
The evaporative control system is made up of the following components:
• Fuel tank that can be completely sealed from outside air
• Differential Pressure Sensor (DPS)
• Fuel/vapor seperator that only allows vapor to enter the canister
• Canister Close Valve (CCV) that seals th canister from the outside air
• Canister filled with activated charcoal granules
• Purge Control Colenoid Valve (PCSV). In normal operation, the purge control valve
opens and closes, depending on throttle angle and intake manifold vacuum. When it
opens, fuel vapors are flushed from the canister and drawn into the intake manifold. To
avoid a vacuum build up in the canister, the CCV is normally held open to allow fresh air
to replace the vapors drawn into the intake manifold. During the evaporative emissions
system self test the CCV is closed along with the PCSV to seal off.
CODE P0450 EVAP.EMISSION-P.SNSR MAL.

FAILURE CONDITIONS
If the DPS output voltage is not within the normal range when the evaporative emissions are
either being purged or stored during two back-to-back trips, this code will be set and the MIL
will be turned on. The malfunction indecates a faulty DPS (fuel tank pressure sensor).
- Details
The code will be set if following conditions are met:
• DPS output is less than 0,5 V while the purge duty reading is 0%
OR
• DPS output is more than 4,5 volts while the purge duty is 100% or more the intake air
temperature is less than 1130F (450C)
• Engine load is between 25% and 80%
NORMAL PARAMETERS
5,8 kilo ohms across terminals 1 and 2
CIRCUIT DESCRIPTION
The evaporative system reduces hydrocarbon emisions by trapping fuel tank vapors until they
can be burned as part of the incoming fuel charge. Evaporating fuel is stored in a charcoal
canister until it can be flushed into the intake manifold. The evaporative control system is made
up of the following components:
• Fuel tank that can be completely sealed from outside air
• Fuel tank pressure sensor or Differential Pressure Sensor (DPS)
• Fuel/vapor seperator that only allows vapor to enter the canister
• Canister Close Valve (CCV) that seals th canister from the outside air
• Canister filled with activated charcoal granules


•

Purge Control Colenoid Valve (PCSV). In normal operation, the purge control valve
opens and closes, depending on throttle angle and intake manifold vacuum. When it
opens, fuel vapors are flushed from the canister and drawn into the intake manifold. To

avoid a vacuum build up in the canister, the canister close valve is normally held open to
allow fresh air to replace the vapors drawn into the intake manifold.

CODE P0500 VEHICLE SPEED SENSOR
FAILURE CONDITIONS
If the ECM does not receive a signal from the vehicle speed sensor but other indicators show the
the vehicle is moving during back-to-back trips, this code will be set and the MIL will be turned
on.
- Details
This sode will be stiggered if the following conditions are met:
• ECM does not receive a vehicle speed sensor signal for at least 4 seconds
• Idle switch is open (engine not idling)
• Engine speed is greater than 3000 RPM
• Engine load is greater than 70%
NORMAL PARAMETERS
Four 5-volt pulse per speedometer shaft revolution
CIRCUIT DESCRIPTION
The vehicle speed sensor is hall integrated (tích hợp) circuit type. The speed sensor converts the
transaxle gear revolutions into pulse signals, which are sent to the ECM
CODE P0505 IDLE CON.SYSTEM MAL.
FAILURE CONDITIONS
If the ISC motor cannot cause the engine to match the ECM’s target (mục đích, mục tiêu) engine
speed within a certain range during two back-to-back trips, this code will be set and the MIL will
be turned on.
- Details:
This code will be triggered if the following conditions are met:
• ISC motor does not adjust the engine RPM to match the target engine speed to within (ở
trong, bên trong, phía trong) 200 RPM above or 100 RPM below for 10 seconds
• Engine idling (throttle not depressed)
NORMAL PARAMETERS

29 - 34 ohms resistance at 680F (200C)
CIRCUIT DESCRIPTION
Intake air volume control is achieved (đạt được) through the use of a stepper motor that actuates
(dẫn động, vận hành) the idle air control valve. The ECM adjust the position of the valve based
(căn cứ vào, dựa trên)on engine and driving conditions.
CODE P0510 CLOSED TP SWITCH-MAL.
FAILURE CONDITIONS
If the idle position switch is never triggered within a trip during two back-to-back trip, this code
will be set and the MIL will be turned on. DTC 0120 cannot be set if the idle position switch
never closes.
NORMAL PARAMETERS


Idle PositionSwitch closed in Idle (nearly 0 ohms resistance)
CIRCUIT DESCRIPTION
The idle position switch is inside the Throttle Position (TP) sensor. The switch is closed in the
idle position (accelerator pedal not depressed). The ECM controls engine functions by sensing
the position of the idle switch. The TP sensor mounts (gằn vào, gắn) on the side of the throttle
body and is connected to the throttle blade shaft.
CODE P0700 TCM-MALFUNCTION
CODE P0705 TRANS.RANGE SNSR-MAL.
CODE P 0710 TRANS.FLUID TEM.SNSR-MAL
CODE P 0715 INPUT/TUR.SPEED SNSR-MAL
CODE P0750 SCSV A(L&R SOL)-MAL
CODE P 1300 SPARK TIMMING ADJUST SIG
CODE P 1400 MANIFOLD DIF.PRESSURE SNSR
CODE P1521 POWER STEERING SW CIRCUIT
CODE P1600 SERIAL COMM.-MAL. (WITH4A/T)
CODE P1715 A/CON SW
CODE P1750 TPS COMUNICATION MAL.