• Actual valve timing is over-advanced by 17 ° (when the following conditions are met) from the target valve timing when the OCV is controlled at the maximum valve timing retard condition.

• Actual valve timing is over-retarded by 10 ° (when the following conditions are met) from the target valve timing for 5 s when the OCV system control is within the feed-back range.

• The PCM monitors the input pulses from the CKP sensor and CMP sensor. If the input pulse pick-up timing do not match each other, the PCM determines that the camshaft position does not coincide with the crankshaft position.

• The PCM monitors the A/F sensor heater output voltage. If the PCM turns the A/F sensor heater off but the A/F sensor heater circuit remains low voltage, the PCM determines that the A/F sensor heater circuit has a malfunction.

• The PCM monitors the A/F sensor heater output voltage. If the PCM turns the A/F sensor heater on but the A/F sensor heater circuit remains high voltage, the PCM determines that the A/F sensor heater circuit has a malfunction.

• The PCM monitors the HO2S heater output voltage. If the PCM turns the HO2S heater on or off but the HO2S heater circuit voltage remains low the PCM determines that the HO2S heater circuit has a malfunction.

• The PCM monitors the HO2S heater output voltage. If the PCM turns the HO2S heater off but the HO2S heater circuit voltage remains high the PCM determines that the HO2S heater circuit has a malfunction.

• The PCM monitors the A/F sensor heater resistance when under the A/F sensor heater control. If the resistance is more than 30 ohms, the PCM determines that there is a A/F sensor circuit problem.

• The PCM monitors the HO2S heater resistance when under the HO2S heater control. If the resistance is more than 51 ohms, the PCM determines that there is a HO2S heater circuit problem.

• The PCM monitors differences between intake manifold vacuum and atmospheric pressure. If the difference is below −12 kPa {−90 mmHg, −3.5 inHg} or above 12 kPa {90 mmHg, 3.5 inHg} when the following conditions are met, the PCM determines that there is a MAP sensor performance problem.

• The PCM monitors actual fuel pressure (high-pressure side) using the fuel pressure sensor. PCM compares fuel pressure of the target that is calculated based on charging efficiency and engine speed and actual fuel pressure. The PCM detects that the difference of fuel pressures is above threshold or below threshold, the PCM determines that the spill valve control solenoid valve has deterioration.

• When the PCM turns the spill valve control solenoid valve off but the spill valve control solenoid valve control circuit voltage is low for 5 s, the PCM determines that the spill valve control solenoid valve control circuit has malfunction.

• When the PCM turns the spill valve control solenoid valve on but the spill valve control solenoid valve circuit voltage is high for 5 s, the PCM determines that the spill valve control solenoid valve control circuit has malfunction.

• If the boost air temperature is higher than the engine coolant temperature by 23 °C {41.4 °F} for 1.2 s with the ignition switch turn to the ON position ^*, the PCM determines that there is a boost air temperature sensor circuit range/performance problem.

^*: Ignition switch on when 6 h or more has passed since the ignition switch was turned off

• If the PCM detects that the boost air temperature sensor voltage is 0.1 V or less for 5 s, the PCM determines that the boost air temperature sensor circuit voltage is low.

• If the PCM detects that the boost air temperature sensor voltage is 4.96 V or more for 5 s, the PCM determines that the boost air temperature sensor circuit voltage is high.

• When the conditions are as follows, the PCM compares the intake airflow amount with the estimated intake airflow amount (calculated from the barometric pressure, MAP sensor and throttle opening angle).

• If over a period continuing for 5 s, the cumulative value of the intake airflow amount divided by the estimated intake airflow amount is 1.35 or more, the PCM determines that the detected mass air flow amount is above is too high.

• If over a period continuing for 5 s, the cumulative value of the intake airflow amount divided by the estimated intake airflow amount is 0.65 or less, the PCM determines that the detected mass air flow amount is above is too low.

• The PCM monitors input voltage from the MAF sensor when engine is running. If the input voltage is below 0.21 V for 5 s, the PCM determines that the MAF circuit has a malfunction.

• The PCM monitors input voltage from the MAF sensor when the engine is running. If the input voltage is above 4.9 V for 5 s, the PCM determines that the MAF sensor circuit has a malfunction.

• The PCM monitors input voltage from the MAP sensor. If the input voltage is below 0.10 V for 5 s, the PCM determines that the MAP sensor circuit has a malfunction.

• The PCM monitors input voltage from the MAP sensor. If the input voltage is above 4.92 V for 5 s, the PCM determines that MAP sensor circuit has a malfunction.

• If the intake air temperature is higher than the engine coolant temperature by 18 °C {32 °F} for 1.2 s or the intake air temperature is lower than the engine coolant temperature by −48 °C {−86 °F} for 1.2 s with the ignition switch is ON ^*, the PCM determines that there is a IAT sensor circuit range/performance problem.

• The PCM monitors the IAT sensor signal. If the PCM detects on IAT sensor voltage is below 0.06 V for 5 s, the PCM determines that the IAT sensor circuit has a malfunction.

• The PCM monitors the IAT sensor signal. If the PCM detected IAT sensor voltage is above 4.9 V for 5 s, the PCM determines that the IAT sensor circuit has a malfunction.

• The PCM monitors the maximum value and minimum value of engine coolant temperature when the engine is started and 5 min have been passed after leaving the vehicle 6 h or more. If the difference between the maximum and the minimum values of the engine coolant temperature is below 6 °C {10.8 °F}, the PCM determines that there is an ECT sensor circuit range/performance problem.

• The PCM monitors the ECT sensor signal. If the PCM detects the ECT sensor voltage is below 0.2 V for 5 s, the PCM determines that the ECT sensor circuit has a malfunction.

• The PCM monitors the ECT sensor signal. If the PCM detects the ECT sensor voltage is above 4.59 V for 5 s, the PCM determines that the ECT sensor circuit has a malfunction.

• If the PCM detects that the TP sensor No.1 voltage is below 0.2 V after the ignition switch is turned to the ON position, the PCM determines that TP sensor No.1 circuit has a malfunction.

• If the PCM detects that the TP sensor No.1 voltage is above 4.85 V after ignition switch to the ON position, the PCM determines that TP sensor No.1 circuit has a malfunction.

• The PCM monitors the ECT sensor signal after the engine is started while the engine is cold. If the engine coolant temperature does not reach the expected temperature for a specified period, the PCM determines that it has taken an excessive amount of time for the engine coolant temperature to reach the temperature necessary to start closed-loop fuel control.

• If the ECT signal never exceeds 71 °C {160 °F} after engine start for specified period, the PCM determines that the coolant thermostat is stuck open.

• The PCM monitors MAF, IAT, VSS and ECT signals and calculate radiator heat radiation ratio while following monitoring conditions are met. If calculated value exceeds threshold, the PCM determines that the coolant thermostat is stuck open.

• The PCM monitors the voltage between PCM terminal 2AD and 2AC while the A/F sensor active. If the voltage deviate from specified range, the PCM determines that there is a A/F sensor circuit problem.

• The PCM monitors the input voltage from the A/F sensor while the engine is running. If the following PCM terminal voltage is below specified, the PCM determines that the A/F sensor circuit voltage is low.

• The PCM monitors the input voltage from the A/F sensor when the engine is running. If the following PCM terminal voltage is above specified, the PCM determines that the A/F sensor circuit voltage is high.

• The PCM monitors the peak differential value of A/F sensor signal after A/F fluctuation being provided when the following conditions are met. If the peak differential value is lower than the threshold value.

• The PCM determines that the A/F sensor circuit is slow.

• The PCM monitors the element impedance A/F sensor when the following conditions are met. Under the following monitoring conditions, the element impedance more than specified value, the PCM determines that the A/F sensor is not activated.

• The PCM monitors input voltage from HO2S. If the input voltage from the HO2S is below −1.15 V or HO2S bias voltage below 1.3 V for 5 s while the HO2S is active, the PCM determines that circuit input is low.

• The PCM monitors input voltage from HO2S. If the input voltage from the HO2S is above 1.2 V or HO2S bias voltage above 1.7 V for 5 s, the PCM determines that circuit input is high.

• The PCM monitors the rich (0.55 V) to lean (0.3 V) response time of the HO2S. The PCM measures the response time when the following conditions are met. The PCM determines a HO2S response deterioration malfunction when the measured response time is more than 0.10 s for 2 of 3 times.

• The PCM monitors for a time-out malfunction (when HO2S remains above 0.2 V for longer than a specified period of time during fuel cut control). The PCM measures the amount of time from when the following conditions are met until the HO2S output voltage drops below 0.2 V. The PCM determines a HO2S time-out malfunction when the detected time is more than 4 s for 2 of 3 times.

• The PCM monitors the input voltage from the HO2S when the following conditions are met. Under the following monitoring conditions, if the input voltage from the HO2S does not even exceed 0.6 V though the short term fuel trim is controlled up to 20.5% for 20.8 s, the PCM determines that HO2S circuit is not activated.

• The PCM monitors short term fuel trim (SHRTFT) and long term fuel trim (LONGFT) values when closed loop fuel control. If the LONGFT and the sum total of these fuel trims exceed preprogrammed criteria, the PCM determines that the fuel system is too lean.

• The PCM monitors short fuel trim (SHRTFT) and long fuel trim (LONGFT) values when closed loop fuel control. If the LONGFT and the sum total of these fuel trims exceed preprogrammed criteria, the PCM determines that the fuel system is too rich.

• If the fluctuation range of the actual fuel pressure is below the set value when the fluctuation range of the target fuel pressure has exceeded the set value, the PCM determines that the fuel pressure sensor performance problem.

• If the input voltage from the fuel pressure sensor is less than 0.19 V for 5.3 s, the PCM determines that the fuel pressure sensor circuit is low.

• If the input voltage from the fuel pressure sensor is more than 4.8 V for 5.3 s, the PCM determines that the fuel pressure sensor circuit is high.

• If the fuel injection verification signal is not input at 255 times continuously even though the PCM drives the fuel injector No.1, the PCM determines that there is an open circuit in the fuel injector No.1 control circuit.

• If the fuel injection verification signal is not input at 255 times continuously even though the PCM drives the fuel injector No.2, the PCM determines that there is an open circuit in the fuel injector No.2 control circuit.

• If the fuel injection verification signal is not input at 255 times continuously even though the PCM drives the fuel injector No.3, the PCM determines that there is an open circuit in the fuel injector No.3 control circuit.

• If the fuel injection verification signal is not input at 255 times continuously even though the PCM drives the fuel injector No.4, the PCM determines that there is an open circuit in the fuel injector No.4 control circuit.

• If the PCM detects that the TP sensor No.2 voltage is below 0.2 V after the ignition switch to the ON position, the PCM determines that TP sensor No.2 circuit has a malfunction.

• If the PCM detects that the TP sensor No.2 voltage is above 4.85 V after the ignition switch to the ON position, the PCM determines that the TP circuit has a malfunction.

• If the manifold absolute pressure or charging efficiency are more than the specification for the specified period of time, the PCM determines that the turbocharger is in an over boost condition.

• When the PCM turns the wastegate control solenoid valve off but the wastegate control solenoid valve circuit voltage is low for 5 s, the PCM determines that the wastegate control solenoid valve control circuit voltage is low.

• When the PCM turns the wastegate control solenoid valve on but the wastegate control solenoid valve circuit voltage is high for 5 s, the PCM determines that the wastegate control solenoid valve control circuit voltage is high.

• The PCM monitors the CKP sensor input signal interval time. The PCM calculates the change of interval time for each cylinder. If the change of interval time exceeds the preprogrammed criteria, the PCM detects a misfire in the corresponding cylinder. While the engine is running, the PCM counts the number of misfires that occurred at 200 crankshaft revolutions and 1,000 crankshaft revolutions and calculates a misfire ratio for each crankshaft revolution. If the ratio exceeds the preprogrammed criteria, the PCM determines that a misfire, which can damage the catalytic converter or affect emission performance, has occurred.

• The PCM monitors the CKP sensor input signal interval time. The PCM calculates the change of interval time for each cylinder. If the change of interval time exceeds the preprogrammed criteria, the PCM detects a misfire in the corresponding cylinder. While the engine is running, the PCM counts the number of misfires that occurred at 200 crankshaft revolutions and 1,000 crankshaft revolutions and calculates a misfire ratio for each crankshaft revolution. If the ratio exceeds the preprogrammed criteria, the PCM determines that a misfire, which can damage the catalytic converter or affect emission performance, has occurred.

• The PCM monitors the input signal from the KS when the engine is running. If the input voltage at the PCM terminals between 2V and 2U is below 0.2 V for 5 s, the PCM determines that the KS circuit has a malfunction.

• The PCM monitors the input signal from the KS when the engine is running. If the input voltage at the PCM terminals between 2V and 2U is above 4.8 V for 5 s, the PCM determines that the KS circuit has a malfunction.

• If the PCM does not receive the input voltage from the CKP sensor for 4.2 s while the MAF is 2.0 g/s {0.26 lb/min.} or above, the PCM determines that the CKP sensor circuit has a malfunction.

• The PCM monitors the input voltage from the CMP sensor when engine is running. If the PCM does not receive the input voltage from the CMP sensor while the PCM receives the input signal from the CKP sensor, the PCM determines that the CMP sensor circuit has a malfunction.

• The PCM monitors the difference in intake manifold pressures when the EGR is operated and when it is stopped. If the difference is too small, the PCM determines that the EGR flow is insufficient.

• The PCM monitors the input voltage from the EGR valve. If the voltage at the PCM terminals 2AQ, 2AM, 2AR and/or 2AN remain low or high, the PCM determines that the EGR valve circuit has malfunction.

• The PCM compares the number of A/F sensor and HO2S inversions for a predetermined time. The PCM monitors the HO2S inversion ratio when the following conditions are met. The PCM detects inversion ratio. If the inversion ratio is below threshold, the PCM determine that catalyst system has deteriorated.

• P0442:00 indicates that a leak has been detected as small as 1 mm {0.04 in} in the EVAP vapor management valve solenoid system when there is less than 0.809 kPa {6.09 mmHg, 0.24 inHg} bleed-up over 20 s at 75 % fuel fill. Bleed-up and evaluation time vary as a function of fuel fill level. The vapor generation limit is more than 0.286 kPa {2.15 mmHg, 0.085 inHg} over 150 s.

• The PCM monitors the input voltages from the purge solenoid valve. If the voltage remains low or high for 5 s, the PCM determines that the purge solenoid valve circuit has a malfunction.

• Monitors the CV solenoid valve circuit for an electrical failure. The test fails when the signal moves outside the minimum or maximum allowable calibrated parameters for a specified canister vent duty cycle by the PCM command.

• The fuel tank pressure sensor output is offset by +/− 424 Pa {43.2 kgf/m2, 0.0615 psi} or more.

Note

• DTC P0451:00 is set for a fuel tank pressure sensor range (offset) concern.

• The PCM monitors the EVAP control system fuel tank pressure sensor input signal to the PCM. The test fails when the signal average drops below a minimum allowable calibrated parameter.

• The PCM monitors the EVAP control system fuel tank pressure sensor input signal to the PCM. The test fails when the signal average jumps above a minimum allowable calibrated parameter.

• The fuel tank pressure changes more than 1,993 Pa {8.0 in} of water in 0.1 s.

• P0455:00 indicates that a substantial leak or blockage has been detected in the EVAP system when there is −1.94 kPa {−14.6 mmHg, −0.575 inHg} or less vacuum for 20 s evaluation time.

• P0457:00 indicates that the initial vacuum could not be achieved after a refueling event and the purge vapor flow is excessive (gross leak).

• The PCM monitors the fuel level input communications network message for a concern. The test fails when the PCM determines that the value of the fuel level input signal is stuck. The PCM calculates the amount of fuel used during operation. If the fuel level input signal does not change or does not correspond with the calculated fuel usage, the DTC P0460:00 is set.

• The PCM monitors the fuel level voltage difference before and after the PCM-calculated fuel consumption has reached 25 L {26.4 US qt., 22 Imp qt.}. If the difference is 5% less than the PCM-calculated fuel consumption, the PCM determines that the fuel gauge sender unit range/performance is in error.

• The PCM monitors the signals of the fuel level and fuel gauge sender unit output voltage from the instrument cluster. If the PCM detects that the fuel level or fuel gauge sender unit output voltage is too low, the PCM determines that the fuel gauge sender unit circuit has a malfunction.

• The PCM monitors the signals of the fuel level and fuel gauge sender unit output voltage from the instrument cluster. If the PCM detects that the fuel level or fuel gauge sender unit output voltage is too high, the PCM determines that the fuel gauge sender unit circuit has a malfunction.

• The PCM monitors the input voltage from the fan control module No.1. If the voltage remains low or high, the PCM determines that the fan control circuit has a malfunction.

• The PCM monitors the input voltage from the fan control module No.2. If the voltage remains low or high, the PCM determines that the fan control circuit has a malfunction.

• If an error in the wheel speed signal from the DSC HU/CM is detected by can when the following conditions are met:

• The PCM cannot control idle speed toward the target idle speed during the KOER self test.

• Actual idle speed is lower than the specified engine speed (varies according to the engine coolant temperature) for 14 s when the brake pedal is depressed (brake switch is on) and the steering wheel is held straight ahead (power steering pressure switch is off).

Note

• If the atmospheric pressure is less than 72.3 kPa {542 mmHg, 21.3 inHg} or the intake air temperature is below −10 °C {14 °F}, the PCM cancels the diagnosis of P0506:00.

• Actual idle speed is higher than expected by 200 rpm for 14 s when the brake pedal is depressed (brake switch is on) and steering wheel is held straight ahead (power steering pressure switch is off).

Note

• If the atmospheric pressure is less than 72.3 kPa {542 mmHg, 21.3 inHg} or the intake air temperature is below −10 °C {14 °F}, the PCM cancels diagnosis of P0507:00.

• Actual idle speed is lower than expected by 100 rpm for 8.4 s when target idle speed is above 0 rpm at cold start or ignition retard value is above 6 °.

Note

• If atmospheric pressure is less than 72.3 kPa {542 mmHg, 21.3 inHg} or intake air temperature is below −10 °C {14 °F}, the PCM cancels diagnosis of P050A:00.

• The PCM monitors actual ignition timing using the CKP sensor while electronic spark advance control fast idle correction operating. If the ignition timing is out of specified range, the PCM determines that the ignition timing at cold condition has performance problem.

• The PCM monitors the PSP switch signal, If the input voltage is low voltage (switch stays on) for 1 min. when the VSS is above 60.0 km/h {37.4 mph} and the ECT is above 60 °C {140 °F}, the PCM determines that the PSP switch circuit has a malfunction.

• The PCM monitors switching in conjunction with brake switches No.1 and No.2. If either No.1 or No.2 do not switch for a continuous five times even though either No.1 or No.2 is switched from off to on or from on to off, P0571:00 is detected.

• The PCM monitors the input signal from the cruise control switch. If the input signal does not change for 120 s, the PCM determines that the cruise control switch circuit has a malfunction.

• The PCM monitors the input signal from the cruise control switch. If the PCM detects that the cruise control switch voltage is above 4.75 V, the PCM determines that the cruise control switch circuit has a malfunction.

• The PCM internal malfunction.

• The PCM internal memory check sum error.

• No configuration data in the PCM.

Note

• If the “PCM CONFIGURATION” is successful, the PCM stores DTC P0602:00 and illuminates the MIL (System is normal). Clear DTC P0602:00 using the M-MDS after the “PCM CONFIGURATION”.

• MIL turns off after three drive cycles with no failure (DTCs remain in the PCM).

• The PCM internal RAM malfunction.

• The PCM internal CPU malfunction.

• Abnormal voltage applied to PCM ignition switch terminal.

• The PCM data configuration error.

• The PCM compares the actual TP with the target TP when the engine is running. If the difference is more than the specification, the PCM determines that there is a throttle valve actuator control circuit range/performance problem.

• The A/F sensor IC integrated in PCM converts to voltage value for fuel control and for diagnosis based on the A/F sensor signal current and sends to CPU (integrated in PCM). If there is a transmission format error from the A/F sensor IC to the PCM, the PCM will detect a transmission error.

• This DTC sets when the ignition switch position run circuit indicates the key is in the off, ACC, or LOCK position, and the amount of time the PCM remains powered through the PCM power relay exceeds a predetermined amount of time.

• The PCM internal EEPROM malfunction.

• The PCM monitors the input signal from the brake switch No.1. If the input signal does not change while following decelerating 8 times, the PCM determines that there is a brake switch No.1 circuit problem.

• The PCM monitors the changes in input voltage from the CPP switch. If the PCM does not detect the voltage changes while the vehicle runs with the vehicle speed above 30 km/h {19 mph} and stops 8 times alternately, the PCM determines that the CPP switch circuit has a malfunction.

• The PCM monitors the changes in the input voltage from the neutral switch. If the PCM does not detect the voltage changes while driving the vehicle at a vehicle speed above 30 km/h {19 mph} and the clutch pedal turns press and depress 10 times repeatedly, the PCM determines that the neutral switch circuit has a malfunction.

• If the fuel pressure average value measured by the PCM exceeds the specification when the camshaft is rotating at a specified rate, the PCM determines that there is a fuel pressure regulator performance problem.

• The instrument cluster detects an immobilizer system malfunction.

• P144A:00 indicates that the P144A:00 blocked line diagnostic is designed to detect a full blockage in the vapor lines between the fuel tank pressure sensor and the fuel tank.

• P1450:00 indicates the Self Test has detected that the EVAP system is unable to bleed up fuel tank vacuum.

• The PCM monitors the mass variable swirl shutter valve position using the variable swirl shutter valve switch. If the PCM turns variable swirl solenoid valve on but variable swirl shutter valve position still remains open (variable swirl shutter valve switch is on), the PCM determines that the variable swirl shutter valve is stuck open.

• The PCM monitors the mass variable swirl shutter valve position using the variable swirl shutter valve switch. If the PCM turns the variable swirl solenoid valve off but the variable swirl position still remains closed (variable swirl shutter valve switch is off), the PCM determines that the variable swirl shutter valve is stuck closed.

• The PCM monitors the variable swirl solenoid valve control signal. If the PCM turns variable swirl solenoid valve off but the voltage still remains low for 5 s, the PCM determines that the variable swirl solenoid valve control circuit has a malfunction.

• The PCM monitors the variable swirl solenoid valve control signal. If the PCM turns variable swirl solenoid valve on but the voltage still remains high for 5 s, the PCM determines that the variable swirl solenoid valve control circuit has a malfunction.

• The PCM monitors the OCV voltage. If the PCM detects that the OCV control voltage (calculated from OCV) is below the threshold voltage (calculated from battery positive voltage), the PCM determines that the OCV circuit has a malfunction.

• The PCM monitors the OCV voltage. If the PCM detects that the OCV control voltage (calculated from OCV) is above the threshold voltage (calculated from battery positive voltage), the PCM determines that the OCV circuit has a malfunction.

• The PCM monitors the target A/F fuel trim while under target A/F feedback control. If the fuel trim is more than the specification, the PCM determines that the target A/F feedback system is too lean.

• The PCM monitors the target A/F fuel trim while under target A/F feedback control. If the fuel trim is less than specification, the PCM determines that the target A/F feedback system is too rich.

• The PCM monitors the electronic throttle valve actuator current. If the PCM detects that the electronic throttle valve actuator current is below the threshold current, the PCM determines that the electronic throttle valve actuator circuit has a malfunction.

• If the any of the following conditions continue for a specified period of time or more the PCM detects a malfunction in the throttle valve actuator.

• The throttle valve actuator control system is in the failure mode effects management mode.

• Throttle valve actuator control module internal processor error.

• If the PCM detects either of the following conditions, the PCM determines that throttle valve actuator control system has a malfunction.

• The PCM compares the TP with the default TP when the ignition switch is off. If the TP is higher than the default TP, the PCM determines that there is a throttle valve actuator control throttle body range/performance problem.

• The PCM monitors the APP sensor No.1 signal. If the PCM detects that the APP sensor No.1 voltage is below 0.2 V, the PCM determines that the APP sensor No.1 circuit has a malfunction.

• The PCM monitors the APP sensor No.1 signal. If the PCM detects that the APP sensor No.1 voltage is above 4.5 V, the PCM determines that the APP sensor No.1 circuit has a malfunction.

• The PCM monitors the APP sensor No.2 signal. If the PCM detects that the APP sensor No.2 voltage is below 0.2 V, the PCM determines that the APP sensor No.2 circuit has a malfunction.

• The PCM monitors the APP sensor No.2 signal. If the PCM detects that the APP sensor No.2 voltage is above 4.5 V, the PCM determines that the APP sensor No.2 circuit has a malfunction.

• The PCM compares the input voltage from TP sensor No.1 with the input voltage from TP sensor No.2 when the engine is running. If the difference is more than the specification, the PCM determines that there is a TP sensor No.1/No.2 voltage correlation problem.

• The PCM compares the input voltage from APP sensor No.1 with the input voltage from APP sensor No.2 when the engine is running. If the difference is more than the specification, the PCM determines that there is an APP sensor No.1/No.2 angle correlation problem.

• The PCM monitors the A/F sensor output when the following conditions are met. If the output is more than 1.15 for 25 s, the PCM determines that the A/F sensor has a malfunction.

• The PCM monitors the A/F sensor output when the following conditions are met. If the output is less than 0.85 for 25 s, the PCM determines that the A/F sensor has a malfunction.

• The PCM monitors the input voltage from the BARO sensor. If the input voltage at the PCM is below 1.95 V for 5 s, the PCM determines that the BARO sensor circuit has a malfunction.

• The PCM monitors the input voltage from the BARO sensor. If the input voltage at the PCM is above 4.45 V for 5 s, the PCM determines that the BARO sensor circuit has a malfunction.

• The PCM monitors the A/F sensor terminal 1B current. If the current approx. 0 A while the A/F sensor active, the PCM determines that the A/F sensor positive current control circuit is open.

• The PCM monitors the A/F sensor terminal 1C voltage. If the either of the following condition is met, the PCM determines that the A/F sensor reference voltage circuit is open.

• The PCM monitors is A/F sensor reference voltage circuit voltage. If the voltage below the threshold value while the engine is running, the PCM determines that the A/F sensor reference voltage circuit is low.

• The PCM monitors the A/F sensor reference voltage circuit voltage. If the voltage is above the threshold value while the engine is running, the PCM determines that the A/F sensor reference voltage circuit is high.

• The PCM monitors the A/F sensor terminal 1C voltage. If either of the following conditions are met, the PCM determines that the A/F sensor negative current control circuit is open.

• Brake override system operates.

• The PCM determines that the generator output voltage is above 17 V or the battery voltage is below 11 V for 5 s while the engine is running.

• The PCM needs more than 20 A from the generator, and determines that generator output voltage is below 8.5 V for 5 s while the engine is running.

• The PCM determines that the generator output voltage is above 18.5 V or the battery voltage is above 16.0 V for 5 s while the engine is running.

• The PCM monitors the voltage of the back-up battery positive terminal . If the PCM detects that the battery positive terminal voltage is below 2.5 V for 5 s, the PCM determines that the back-up voltage circuit has a malfunction.

• The PCM internal engine off timer is damaged.

• The PCM internal EEPROM malfunction.