DTC P0172:00 [PCM (SKYACTIV-G 1.5, SKYACTIV-G 2.0)]

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Note
•  To determine the malfunctioning part, proceed with the diagnostics from "Function Inspection Using M-MDS".

Details On DTCs

DESCRIPTION

Fuel trim system too rich
DETECTION CONDITION
Determination conditions
•  Any one of the following conditions is met:
―  The sum of the fuel feedback correction amount (SHRTFT1) and the fuel learning correction amount (LONGFT1) is the specified value (−25 %) or less, and 10 s or more have elapsed with the fuel learning correction amount (LONGFT1) at the specified value (−15 %) or less.
―  While the engine is idling or the vehicle is driven, the fuel feedback correction amount reaches the lower limit (−25 % or less) for 20 s or more.
Preconditions
•  Engine coolant temperature: 0—45 °C {32—113 °F}, 60 °C {140 °F} or more*1
*1: Value can be verified by displaying PIDs using M-MDS
Malfunction determination period
•  10 s or 20 s period
Drive cycle
•  2
Self test type
•  CMDTC self test
Sensor used
•  A/F sensor
FAIL-SAFE FUNCTION
•  Not applicable
VEHICLE STATUS WHEN DTCs ARE OUTPUT
•  Illuminates check engine light.
POSSIBLE CAUSE
•  Erratic signal to PCM
―  ECT sensor signal malfunction
―  MAF sensor signal malfunction
―  MAP sensor signal malfunction
―  IAT sensor No.2 signal malfunction
―  Related connector or terminals malfunction
―  Related wiring harness malfunction
•  High-pressure side fuel delivery system malfunction
―  Fuel pressure sensor malfunction
―  Relief valve (built-into high pressure fuel pump) malfunction
―  Spill valve control solenoid valve control circuit malfunction (damage to driver in PCM caused by short circuit to ground system)
―  Spill valve control solenoid valve (built-into high pressure fuel pump) malfunction
―  High pressure fuel pump malfunction
•  Low-pressure side fuel delivery system malfunction
―  Fuel filter clogged (built-into fuel pump unit)
―  Low pressure side fuel line restriction (between fuel pump unit and high pressure fuel pump)
―  Fuel pump unit malfunction
―  Pressure regulator (built-into fuel pump unit) malfunction
•  Fuel injector malfunction
―  Improper operation of fuel injector
―  Fuel injector related wiring harness malfunction
•  Improper operation of purge control system
―  Purge solenoid valve malfunction
―  Purge solenoid hoses improper connection
•  MAF sensor malfunction
•  MAP sensor malfunction
•  Improper operation of electric variable valve timing control system
―  Electric variable valve timing driver malfunction
―  Electric variable valve timing motor malfunction
―  Electric variable valve timing actuator malfunction
•  Improper operation of hydraulic variable valve timing control system
•  A/F sensor malfunction
―  A/F sensor loose
•  PCM malfunction


System Wiring Diagram

•  Not applicable

Function Explanation (DTC Detection Outline)

•  The PCM detects the oxygen concentration in the exhaust gas from the A/F sensor signal and performs fuel injection amount feedback to maintain the optimum air/fuel ratio. If a condition in which the feedback correction amount is small (fuel injection amount being decreased) continues for the specified time, a feedback correction amount malfunction is determined, and a DTC is stored. The feedback correction amount has a “Fuel feedback correction amount” for the air/fuel ratio and a “Fuel learning correction amount” for fuel injector deterioration over time.
•  “Fuel feedback correction amount (SHRTFT1)” and “Fuel learning correction amount (LONGFT1)” can be verified from the M-MDS PID item.
1.  The sum of the fuel feedback correction amount (SHRTFT1) and the fuel learning correction amount (LONGFT1) is the specified value (−25 %) or less, and 10 s or more have elapsed with the fuel learning correction amount (LONGFT1) at the specified value (−15 %) or less.
Engine coolant temperature: 0—45 °C {32—113 °F}, 60 °C {140 °F} or more
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2.  Fuel learning correction amount (LONGFT1) at the specified value (−25%) or less.
Engine coolant temperature: 0—45 °C {32—113 °F}, 60 °C {140 °F} or more
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Repeatability Verification Procedure

1.  Warm up the engine to allow the engine coolant temperature to reach 80 °C {176 °F} or more.
2.  Start the engine and leave it idling for 1 min.
Note
•  Match the engine coolant temperature in the recorded FREEZE FRAME DATA/snapshot data, the vehicle speed, and engine speed values to the best extent possible while driving the vehicle.
3.  Try to reproduce the malfunction by driving the vehicle for 5 min based on the values in the FREEZE FRAME DATA/snapshot data.

PID Item/Simulation Item Used In Diagnosis

PID/DATA monitor item table

Item

Definition

Unit

Condition/Specification
APP
Accelerator pedal opening angle (relative value) with the fully released status as 0% and fully depressed status as 100%
%
•  Accelerator pedal released: Approx. 0%
•  Accelerator pedal fully depressed: Approx. 100%
ECT
Engine coolant temperature input from ECT sensor
°C, °F
•  Displays ECT
ECT sensor voltage
V
Ignition switched ON (engine off)
•  ECT is 92 °C {198 °F}: Approx. 0.65 V
Idle (after warm up)
•  ECT is 93 °C {199 °F}: Approx. 0.64 V
Racing (Engine speed is 2,000 rpm)
•  ECT is 92 °C {198 °F}: Approx. 0.66 V
Racing (Engine speed is 4,000 rpm)
•  ECT is 93 °C {199 °F}: Approx. 0.64 V
EVAPCP
Purge solenoid valve control duty value
%
•  Idle (after warm up): Approx. 0% (ECT is 59 °C {140 °F} or less)
•  Racing (Engine speed 2,000 rpm): 0% (ECT is 94 °C {201 °F})
•  Racing (Engine speed 4,000 rpm): Approx. 10.1% (ECT is 94 °C {201 °F})
FP
Fuel pump operation status
Off/On
•  Ignition switched ON (engine off): Off
•  Cranking: On
•  Idle (after warm up): On
FUEL_PRES
Fuel pressure input from fuel pressure sensor
KPa {MPa}, mBar {Bar}, psi, in H20
•  Displays fuel pressure
Fuel pressure (absolute) input from fuel pressure sensor
KPa {MPa}, mBar {Bar}, psi, in H20
•  Displays fuel pressure (absolute)
Fuel pressure sensor voltage
V
Ignition switched ON (engine off)
•  Fuel pressure is approx. 3.6 MPa {37 kgf/cm2, 522 psi}: Approx. 1.01 V (ECT is 92 °C {198 °F})
Idle (after warm up)
•  Fuel pressure is approx. 3.45 MPa {35.2 kgf/cm2, 500 psi}: Approx. 1 V (ECT is 92 °C {198 °F})
Racing (Engine speed is 2,000 rpm)
•  Fuel pressure is approx. 3.21 MPa {32.7 kgf/cm2, 466 psi}: Approx. 0.96 V (ECT is 86 °C {187 °F})
Racing (Engine speed is 4,000 rpm)
•  Fuel pressure is approx. 5.59 MPa {57.0 kgf/cm2, 811 psi}: Approx. 1.29 V (ECT is 84 °C {183 °F})
IAT2
Intake air temperature (No.2) input from IAT sensor No.2
°C, °F
•  Displays IAT (No.2)
IAT sensor No.2 voltage
V
•  IAT2 is 20 °C {68 °F}: Approx. 3.57 V
•  IAT2 is 40 °C {104 °F}: Approx. 2.70 V
•  IAT2 is 60 °C {140 °F}: Approx. 1.87 V
MAF
Mass air flow input from MAF sensor
g/Sec
•  Displays MAF
MAF sensor voltage
V
•  Ignition switched ON (engine off) (MAF: 0.39 g/s {0.052 lb/min}): Approx. 0.72 V (ECT is 89 °C {192 °F})
•  Idle (after warm up) (MAF: 2.50 g/s {0.331 lb/min}): Approx. 1.90 V (ECT is 93 °C {199 °F})
•  Racing (engine speed is 2,000 rpm) (MAF: 4.32 g/s {0.571 lb/min}): Approx. 1.15 V (ECT is 89 °C {192 °F})
•  Racing (engine speed is 4,000 rpm) (MAF: 12.71 g/s {1.681 lb/min}): Approx. 1.66 V (ECT is 89 °C {192 °F})
MAP
Manifold absolute pressure input from MAP sensor
KPa {MPa}, mBar {Bar}, psi, in H20
•  Displays MAP
MAP_V
MAP sensor voltage
V
•  Ignition switched ON (engine off) (MAP:101 kPa {1.03 kgf/cm2, 14.6 psi}): Approx. 4.08 V (ECT is 89 °C {192 °F})
•  Idle (after warm up) (MAP: 31 kPa {0.32 kgf/cm2, 4.5 psi}): Approx. 1.25 V (ECT is 88 °C {190 °F})
•  Racing (engine speed is 2,000 rpm) (MAP: 32 kPa {0.33 kgf/cm2, 4.6 psi}): Approx. 1.31 V (ECT is 89 °C {192 °F})
•  Racing (engine speed is 4,000 rpm) (MAP: 49 kPa {0.50 kgf/cm2, 7.1 psi}): Approx. 2.03 V (ECT is 89 °C {192 °F})
O2S11
A/F sensor current
µA
•  Idle (after warm up): −59 µA (ECT is 92 °C {198 °F})
•  Deceleration fuel cut (accelerator pedal released from engine speed of 4,000 rpm or more): Approx. 3.48 mA (ECT is 92 °C {198 °F})
TP_REL
Throttle valve opening angle (relative value) with value at throttle valve fully close timing as the start point
%
•  Accelerator pedal released: Approx. 12.15%
•  Accelerator pedal fully depressed: Approx. 81.96%
VT_EX_ACT
Actual exhaust variable valve timing control
•  Retard amount from max advance position
°(deg)
•  Displays actual exhaust variable valve timing—retard amount from max advance position
Ignition switched ON (engine off)
―  Approx. 0 ° (ECT is 89 °C {192 °F})
Idle (after warm up)
―  Approx. 0.25 ° (ECT is 91 °C {196 °F})
Racing (engine speed is 2,000 rpm)
―  Approx. 21.43 ° (ECT is 89 °C {192 °F})
Racing (engine speed is 4,000 rpm)
―  Approx. 35.93 ° (ECT is 88 °C {190 °F})
VT_EX_DES
Target exhaust variable valve timing control
•  Retard amount from max advance position
°(deg)
•  Displays target exhaust variable valve timing—retard amount from max advance position
Ignition switched ON (engine off)
―  Approx. 0 ° (ECT is 89 °C {192 °F})
Idle (after warm up)
―  Approx. 0 ° (ECT is 91 °C {196 °F})
Racing (engine speed is 2,000 rpm)
―  Approx. 22.87 ° (ECT is 89 °C {192 °F})
Racing (engine speed is 4,000 rpm)
―  Approx. 36 ° (ECT is 88 °C {190 °F})
VT_IN_ACT
Actual intake variable valve timing control
•  Advance amount from max retard position
°(deg)
•  Displays actual intake variable valve timing—advance amount from max retard position
Ignition switched ON (engine off)
―  Approx. 28 ° (ECT is 89 °C {192 °F})
Idle (after warm up)
―  Approx. 24.75 ° (ECT is 91 °C {196 °F})
Racing (engine speed is 2,000 rpm)
―  Approx. 18.62 ° (ECT is 89 °C {192 °F})
Racing (engine speed is 4,000 rpm)
―  Approx. 0.18 ° (ECT is 88 °C {190 °F})
VT_IN_DES
Target intake variable valve timing control
•  Advance amount from max retard position
°(deg)
•  Displays target intake variable valve timing—advance amount from max retard position
Ignition switched ON (engine off)
―  Approx. 27.81 ° (ECT is 89 °C {192 °F})
Idle (after warm up)
―  Approx. 24.56 ° (ECT is 91 °C {196 °F})
Racing (engine speed is 2,000 rpm)
―  Approx. 18.62 ° (ECT is 89 °C {192 °F})
Racing (engine speed is 4,000 rpm)
―  Approx. 0 ° (ECT is 88 °C {190 °F})

Simulation item table

Item

Applicable component

Operation

Operation condition

Engine condition

Other condition
FP
Fuel pump
Select OFF/ON to forcibly drive/stop the fuel pump.
•  Under the following conditions:
―  Ignition is switched ON (engine off)
―  Idle
―  Racing (not idle)
Not applicable
INJ_1
Fuel injector No.1
Select OFF to forcibly stop the fuel injector No.1.
•  Under the following conditions:
―  Ignition is switched ON (engine off)
―  Idle
―  Racing (not idle)
Warning
•  Do not use the simulation function while the vehicle is being driven. Stopping the fuel ejection causes the engine to stall which may cause the brakes to not function.
INJ_2
Fuel injector No.2
Select OFF to forcibly stop the fuel injector No.2.
•  Under the following conditions:
―  Ignition is switched ON (engine off)
―  Idle
―  Racing (not idle)
INJ_3
Fuel injector No.3
Select OFF to forcibly stop the fuel injector No.3.
•  Under the following conditions:
―  Ignition is switched ON (engine off)
―  Idle
―  Racing (not idle)
INJ_4
Fuel injector No.4
Select OFF to forcibly stop the fuel injector No.4.
•  Under the following conditions:
―  Ignition is switched ON (engine off)
―  Idle
―  Racing (not idle)


Function Inspection Using M-MDS

STEP

INSPECTION

RESULTS

ACTION
1
PURPOSE: VERIFY RELATED SERVICE INFORMATION AVAILABILITY
•  Verify related Service Information availability.
•  Is any related Service Information available?
Yes
Perform repair or diagnosis according to the available Service Information.
•  If the vehicle is not repaired, go to the next step.
No
Go to the next step.
2
PURPOSE: IDENTIFY TRIGGER DTC FOR FREEZE FRAME DATA
•  Is the DTC P0172:00 on FREEZE FRAME DATA?
Yes
Go to the next step.
No
Go to the troubleshooting procedure for DTC on FREEZE FRAME DATA.
(See DTC TABLE [PCM (SKYACTIV-G 1.5, SKYACTIV-G 2.0)].)
3
PURPOSE: RECORD VEHICLE STATUS AT TIME OF DTC DETECTION TO UTILIZE WITH REPEATABILITY VERIFICATION
Note
•  Recording can be facilitated using the screen capture function of the PC.
•  Record the FREEZE FRAME DATA/snapshot data on the repair order.
—
Go to the next step.
4
PURPOSE: VERIFY IF INPUT SIGNAL TO PCM AFFECTS FUEL INJECTION
•  Start the engine.
•  Access the following PIDs using the M-MDS:
―  ECT
―  APP
―  TP_REL
•  Is there any signal that is far out of specification?
Yes
Inspect the suspected sensor and related wiring harness.
•  If there is any malfunction:
―  Repair or replace the malfunctioning part.
―  Go to the troubleshooting procedure to perform the procedure from Step 12.
•  If there is no malfunction:
―  Go to the next step.
No
Go to the next step.
5
PURPOSE: VERIFY CONNECTOR CONNECTIONS
•  Start the engine.
•  Access the following PIDs using the M-MDS:
―  FUEL_PRES
―  FP
―  EVAPCP
―  MAF
―  MAP
―  MAP_V
―  IAT2
―  VT_EX_ACT
―  VT_IN_ACT
•  When the following parts are shaken, does the PID value include a PID item which has changed?
―  Fuel pressure sensor
―  Fuel pump
―  Purge solenoid valve
―  MAF sensor
―  MAP sensor/IAT sensor No.2
―  OCV
―  Electric variable valve timing motor/driver
―  PCM
Yes
Repair or replace the applicable connector parts.
Go to the troubleshooting procedure to perform the procedure from Step 12.
No
Go to the next step.
6
PURPOSE: VERIFY FUEL PRESSURE (HIGH-SIDE) MALFUNCTION
•  Switch the ignition off.
•  Reconnect all disconnected connectors.
•  Start the engine and idle it.
•  Access the FUEL_PRES PID using the M-MDS.
•  Is the FUEL_PRES PID value approx. 3 MPa {31 kgf/cm2, 435 psi}?
Yes
Go to the next step.
No
FUEL_PRES PID value is lower than 3 MPa {31 kgf/cm2, 435 psi}:
•  Go to the troubleshooting procedure to perform the procedure from Step 1.
FUEL_PRES PID value is higher than 3 MPa {31 kgf/cm2, 435 psi}:
•  Go to Step 8.
7
PURPOSE: VERIFY FUEL PRESSURE (LOW-SIDE) MALFUNCTION
Note
•  Verify the fuel pressure on the low pressure side with the operation of the high pressure fuel pump turned off.
•  Bleed the remaining pressure in the fuel line using the following procedure.
1.  Switch the ignition off.
2.  Disconnect the high pressure fuel pump connector.
3.  Remove the fuel pump relay.
4.  Start the engine and wait until the engine stalls.
•  Switch the ignition off.
•  Install the fuel pump relay.
•  Switch the ignition ON (engine off).
•  Display PID FUEL_PRES and simulation item FP using the M-MDS.
•  Turn simulation item FP on.
•  Is the FUEL_PRES PID value 425—505 kPa {4.34—5.14 kgf/cm2, 61.7—73.2 psi}?
Yes
Go to the next step.
No
Go to the troubleshooting procedure to perform the procedure from Step 1.
8
PURPOSE: VERIFY IF MALFUNCTION CAUSED BY FUEL INJECTOR IMPROPER OPERATION
•  Switch the ignition off.
•  Reconnect all disconnected connectors.
•  Start the engine and idle it.
•  Access the following simulation items using the M-MDS:
―  INJ_1
―  INJ_2
―  INJ_3
―  INJ_4
•  Turn each fuel injector from on to off using the simulation items.
•  Does the vibration during idling worsen?
Yes
Go to the next step.
No
Go to the troubleshooting procedure to perform the procedure from Step 2.
9
PURPOSE: VERIFY IF MALFUNCTION CAUSED BY PURGE SOLENOID VALVE IMPROPER OPERATION
•  Start the engine and idle it.
•  Access the EVAPCP PID using the M-MDS.
•  Is the EVAPCP PID value normal?
Yes
Go to the next step.
No
Go to the troubleshooting procedure to perform the procedure from Step 3.
10
PURPOSE: VERIFY MAF SENSOR
•  Start the engine and idle it.
•  Access the MAF PID using the M-MDS.
•  Is the MAF PID value normal?
Yes
Go to the next step.
No
Go to the troubleshooting procedure to perform the procedure from Step 4.
11
PURPOSE: VERIFY MAP SENSOR
•  Start the engine and idle it.
•  Access the following PIDs using the M-MDS:
―  MAP
―  MAP_V
•  Are all items normal?
Yes
Go to the next step.
No
Go to the troubleshooting procedure to perform the procedure from Step 6.
12
PURPOSE: VERIFY INTAKE VALVE TIMING
•  Start the engine and idle it.
•  Access the following PIDs using the M-MDS:
―  VT_IN_ACT
―  VT_IN_DES
•  Depress the accelerator pedal to increase the engine speed.
•  Does the monitor value of the PID item VT_IN_ACT conform to the VT_IN_DES PID value?
Yes
Go to the next step.
No
Go to the troubleshooting procedure to perform the procedure from Step 7.
13
PURPOSE: VERIFY EXHAUST VALVE TIMING
•  Start the engine and idle it.
•  Access the following PIDs using the M-MDS:
―  VT_EX_ACT
―  VT_EX_DES
•  Perform the following:
1.  Warm up the engine to allow the engine coolant temperature to reach 80 °C {176 °F} or more.
2.  Shift to 2nd gear (MT)/D position (AT) and rapidly accelerate the vehicle to 50 km/h {31 mph} (to operate hydraulic variable valve timing control).
3.  Decelerate to idling.
4.  Shift to 2nd gear (MT)/D position (AT) and rapidly accelerate the vehicle to 50 km/h {31 mph} again.
•  Does the monitor value of the PID item VT_EX_ACT conform to the VT_EX_DES PID value?
Yes
Go to the next step.
No
Go to the troubleshooting procedure to perform the procedure from Step 10.
14
PURPOSE: VERIFY A/F SENSOR
•  Access the O2S11 PID using the M-MDS.
•  Is the O2S11 PID value normal?
Yes
Go to the next step.
No
Go to the troubleshooting procedure to perform the procedure from Step 11.
15
PURPOSE: VERIFY DTC
•  Switch the ignition off, then ON (engine off).
•  Retrieve the PCM DTCs using the M-MDS.
•  Are any DTCs present?
Yes
Go to the applicable DTC inspection.
(See DTC TABLE [PCM (SKYACTIV-G 1.5, SKYACTIV-G 2.0)].)
Go to the troubleshooting procedure to perform the procedure from Step 1.
No
Go to the troubleshooting procedure to perform the procedure from Step 1.


Troubleshooting Diagnostic Procedure

Intention of troubleshooting procedure
•  Step 1—2
―  Perform a fuel injector control system inspection.
•  Step 3
―  Perform an emission system parts inspection.
•  Step 4—6
―  Perform an intake air system parts inspection.
•  Step 7—10
―  Perform a valve timing inspection.
•  Step 11
―  Perform an exhaust system parts inspection.
•  Step 12
―  Verify that the primary malfunction is resolved and there are no other malfunctions.

STEP

INSPECTION

RESULTS

ACTION
1
PURPOSE: DETERMINE INTEGRITY OF FUEL PUMP UNIT
•  Inspect the fuel pump unit.
•  Is there any malfunction?
Yes
Replace the fuel pump unit, then go to Step 12.
(See FUEL PUMP UNIT REMOVAL/INSTALLATION [SKYACTIV-G 1.5, SKYACTIV-G 2.0].)
No
Go to the next step.
2
PURPOSE: DETERMINE INTEGRITY OF FUEL INJECTOR
•  Inspect the fuel injector.
•  Is there any malfunction?
Yes
Replace the fuel injector, then go to Step 12.
(See FUEL INJECTOR REMOVAL/INSTALLATION [SKYACTIV-G 1.5, SKYACTIV-G 2.0].)
No
Go to the next step.
3
PURPOSE: DETERMINE INTEGRITY OF PURGE SOLENOID VALVE
•  Inspect the purge solenoid valve.
•  Is there any malfunction?
Yes
Replace the purge solenoid valve, then go to Step 12.
(See PURGE SOLENOID VALVE REMOVAL/INSTALLATION [SKYACTIV-G 1.5, SKYACTIV-G 2.0].)
No
Go to the next step.
4
PURPOSE: DETERMINE INTEGRITY OF MAF SENSOR
•  Inspect the MAF sensor.
•  Is there any malfunction?
Yes
Replace the MAF sensor/IAT sensor No.1, then go to Step 12.
(See MASS AIR FLOW (MAF) SENSOR/INTAKE AIR TEMPERATURE (IAT) SENSOR NO.1 REMOVAL/INSTALLATION [SKYACTIV-G 1.5, SKYACTIV-G 2.0].)
No
Go to the next step.
5
PURPOSE: AIR CLEANER ELEMENT
•  Remove the air cleaner element with the engine is running.
•  Does the engine speed increase?
Yes
Inspect the air cleaner element.
(See AIR CLEANER ELEMENT INSPECTION [SKYACTIV-G 1.5, SKYACTIV-G 2.0].)
•  If there is any malfunction:
―  Clean or replace the air cleaner element, then go to Step 12.
•  If there is no malfunction:
―  Go to the next step.
No
Go to the next step.
6
PURPOSE: DETERMINE INTEGRITY OF MAP SENSOR
•  Reconnect all disconnected connectors.
•  Inspect the MAP sensor.
•  Is there any malfunction?
Yes
Replace the MAP sensor/IAT sensor No.2, then go to Step 12.
(See MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR/INTAKE AIR TEMPERATURE (IAT) SENSOR NO.2 REMOVAL/INSTALLATION [SKYACTIV-G 1.5, SKYACTIV-G 2.0].)
No
Go to the next step.
7
PURPOSE: DETERMINE INTEGRITY OF ELECTRIC VARIABLE VALVE TIMING DRIVER
•  Inspect the electric variable valve timing driver.
•  Is there any malfunction?
Yes
Replace the electric variable valve timing motor/driver, then go to Step 12.
(See ELECTRIC VARIABLE VALVE TIMING MOTOR/DRIVER REMOVAL/INSTALLATION [SKYACTIV-G 1.5, SKYACTIV-G 2.0].)
No
Go to the next step.
8
PURPOSE: DETERMINE INTEGRITY OF ELECTRIC VARIABLE VALVE TIMING MOTOR
•  Inspect the electric variable valve timing motor.
•  Is there any malfunction?
Yes
Replace the electric variable valve timing motor/driver, then go to Step 12.
(See ELECTRIC VARIABLE VALVE TIMING MOTOR/DRIVER REMOVAL/INSTALLATION [SKYACTIV-G 1.5, SKYACTIV-G 2.0].)
No
Go to the next step.
9
PURPOSE: DETERMINE INTEGRITY OF ELECTRIC VARIABLE VALVE TIMING ACTUATOR
•  Inspect the electric variable valve timing actuator.
•  Is there any malfunction?
Yes
Replace the electric variable valve timing actuator, then go to Step 12.
(See ELECTRIC VARIABLE VALVE TIMING ACTUATOR, HYDRAULIC VARIABLE VALVE TIMING ACTUATOR REMOVAL/INSTALLATION [SKYACTIV-G 1.5, SKYACTIV-G 2.0].)
No
Go to the next step.
10
PURPOSE: DETERMINE INTEGRITY OF OCV
•  Inspect the OCV.
•  Is there any malfunction?
Yes
Replace the OCV, then go to Step 12.
(See OIL CONTROL VALVE (OCV) REMOVAL/INSTALLATION [SKYACTIV-G 1.5, SKYACTIV-G 2.0].)
No
Go to the next step.
11
PURPOSE: DETERMINE INTEGRITY OF A/F SENSOR
•  Inspect the A/F sensor.
•  Is there any malfunction?
Yes
Replace the A/F sensor, then go to the next step.
(See AIR FUEL RATIO (A/F) SENSOR REMOVAL/INSTALLATION [SKYACTIV-G 1.5, SKYACTIV-G 2.0].)
No
Go to the next step.
12
PURPOSE: VERIFICATION OF VEHICLE REPAIR COMPLETION
•  Always reconnect all disconnected connectors.
•  Clear the DTC from the PCM memory using the M-MDS.
•  Implement the repeatability verification procedure.
•  Perform the Pending Trouble Code Access Procedure.
•  Is the PENDING CODE for this DTC present?
Yes
Repeat the inspection from Step 1.
•  If the malfunction recurs, replace the PCM.
No
DTC troubleshooting completed.