CLOCK SPRING

DRIVER AIR BAG (DAB)

REMOVAL
1. Disconnect the negative battery cable and keep secure from battery.

Wait at least 30 seconds after disconnecting the battery cable before doing any
further work.

2. Remove the ignition key from the vehicle.

3. Remove the side protect cover of steering wheel and airbag module mounting bolts
using a hexagonal wrench.

4. Remove the drive airbag module connector.

The removed airbag module should be stored in a clean, dry place with the pad
cover face up.
5. Remove the steering wheel using SST (09561-11002).

Do not hammer on the steering wheel. Doing so may damage the collapsible
column mechanism.

6. Remove the steering column the few and high cover.

7. When disconnecting the connector of the clock spring from the airbag module, pull
the airbag's lock toward the outer side to spread it open.

When disconnecting the airbag module-clock spring connector, take care not to
 apply excessive force to it.

INSPECTION
AIRBAG MODULE

Never attempt to measure the circuit resistance of the airbag module (squib) even if
you are using the specified tester. If the circuit resistance is measured with a tester,
accidental airbag deployment will result in serious personal injury.

1. Check pad cover for dents, cracks or deformities.

2. Check the airbag module for denting, cracking or deformation.
3. Check hooks and connectors for damage, terminals for deformities, and harness for
binds.
4. Check airbag inflator case for dents, cracks or deformities.

5. Install the airbag module to the steering wheel to check for fit or alignment with the
wheel.
CLOCK SPRING
1. If, as a result of the following checks, even one abnormal point is discovered, replace
the clock spring with a new one.
2. Check connectors and protective tube for damage, and terminals for deformities.
REMOVAL

a. Never attempt to disassemble or repair the airbag module.

b. Do not drop the airbag module or allow contact with water, grease or oil. Replace
it if a dent, crack, deformation or rust are detected.
c. The airbag module should be stored on a flat surface and placed so that the pad
surface is facing upward. Do not place anything on top of it.
d. Do not expose the airbag module to temperature over 93°C (200°F)
e. An undeployed airbag module should only be disposed in accordance with the
procedures.
f. Never attempt to measure the circuit resistance of the airbag module (squib) even
if you are using the specified tester.If the circuit resistance is measured with a
tester, accidental airbag deployment will result in serious personal injury.
g. Whenever the PAB is deployed it should be replaced with a new one assembled
with an extension wire. The squib is melt down if the PAB is deployed making the
extension wire useless.
1. Disconnect the battery negative (-) terminal and remove the ignition key from the
vehicle.

Wait at least 30 seconds.

2. Remove the glove box. (Refer to the BD section.)

3. Disconnect the PAB module connector.
4. Remove the crash pad assembly and then undo the PAB module. (Refer to the BD
section)
5. Remove PAB module.
6. The skin of the passenger airbag module is integrated with the crash pad, therefore,
the crash pad must be replaced if the PAB deploys.
FIELD DEPLOYMENT PROCEDURES

When handling the deployed airbag be careful that not the dust enters your eyes and always wear
gloves to avoid direct contact with the dust.

AIRBAG MODULE DISPOSAL PROCEDURES

AIRBAG REMOTE DEPLOYMENT DEVICES

Tool, Number, Nam Use

Deployment tool (0957A-34100A) Deployment inside the vehicle (if the

SRS DEPLOYMENT ADAPTER HARNESS vehicle will no longer be driven)
PAB, CAB : 0957A-34600
DAB : 0957A-38100
PT : 0957A-34200

DISPOSAL PLAN
CASE DISPOSAL PLAN

Abnormal problems in airbag module Deploy and discard

Car scrapping DAB, PAB, CAB, P Deploy the airbag module with the SST

Crash (Deployed) Discard

UNDEPLOYED AIRBAG MODULE DISPOSAL

a. If the vehicle is to be scrapped, junked, or otherwise disposed of, deploy the airbag inside the
vehicle.
b. Since there is a loud noise when the airbag is deployed, avoid residential areas whenever
possible. If anyone is nearby, give warning of the impending noise.
c. Since a large amount of smoke is produced when the airbag is deployed, select a well-ventilated
site. Moreover, never attempt the test near a fire or smoke sensor.
DEPLOYMENT INSIDE THE VEHICLE
1. Open all windows and doors of the vehicle. Move the vehicle to an isolated spot.
2. Disconnect the negative (-) and positive (+) battery cables from the battery terminals, and then remove
the battery from the vehicle

Wait at least 30 seconds after disconnecting the battery cable before doing any further work.

3. Remove the center crash pad side cover.

4. Remove the Airbag SRSCM connector.
5. Connect the deployment tool to the connector of each module.

6. As far away from the vehicle as possible, press the push button on the deployment tool to deploy the
airbag.

a. Before deploying the airbag in this manner, first check to be sure that there is no one in or near
the vehicle. Wear safety glasses.
b. The inflator will be quite hot immediately following the deployment, so wait at least 30 minutes
to allow it to cool before attempting to handle it. Although not poisonous, do not inhale gas from
airbag deployment. See the Deployed Airbag Module Disposal Procedures for post-deployment
handling instructions.
c. If the airbag fails to deploy when the procedures above are followed, do not go near the
module. Contact your DPSM.

DEPLOYED AIRBAG MODULE DISPOSAL PROCEDURES

1. The inflator will be quite hot immediately following deployment, so wait at least 30 minutes to allow it to
cool before attempting to handle it.
2. Do not put water or oil on the airbag after deployment.
3. There may be adhered to the deployed airbag module, material that could irritate the eyes and/or skin,
so wear gloves and safety glasses when handling a deployed airbag module. If despite these
precautions, the material does get into your eyes or on your skin, immediately rinse the affected area
with a large amount of clean water. If any irritation develops,seek medical attention.
4. Tightly seal the airbag module in a strong vinyl bag for disposal.
5. Be sure to always wash your hands after completing this operation.
CUSTOMER CAUTIONS
1. Be sure to proceed with airbag related service only after approx. 30 seconds or longer from the time
the ignition switch is turned to the LOCK position, key is removed from the vehicle and the negative (-)
battery cable is disconnected from the battery. The airbag system is equipped with a back-up power
source to assure the deployment of airbags when the battery cable is disconneted during an accident.
The back-up power is available for approx. 150ms.
2. When the negative (-) battery cable is disconnected from the battery, the clock and audio system's
memory will be wiped out. So before starting work, make a record of the contents of the audio system's
memory. When the work is finished, reset the audio system and adjust the clock.
3. Symptoms of malfunction of the airbag system are difficult to detect, so the diagnostic codes become
the most important source of information when troubleshooting.
4. When troubleshooting the airbag system, always inspect the diagnostic codes before disconnecting the
battery.
5. Never use airbag parts from another vehicle. When replacing parts, replace them with new parts.
6. Never attempt to disassemble and repair the airbag modules (DAB, PAB, CAB, PT), clock spring and
wiring in order to reuse them.
7. If any component of the SRS has been dropped, or if there are cracks, dents or other defects in the
case, bracket or connector, replace them with new ones.
8. After work on the airbag system is completed, perform an SRS SRI check. The airbag indicator lamp
can be triggered by faults in other circuit in some cases. Therefore if the airbag indicator lamp goes on,
be sure to erase the DTC codes using the Hi-Scan Pro just after repairing or replacing the troubled
parts, including the fuse.
9. Especially when carring out body welding, never fail to disconnect the battery's negative (-) terminal.

The side airbag of SORENTO has curtain-shape when deployed.

CAB : Curtain airbag
DESCRIPTION
The Supplemental Restraint System (SRS AIRBAG) is designed to supplement the seat belts to help
reduce the risk or severity of injury to the driver and passenger by activating and deploying the driver,
passenger and curtain airbag (side airbag) as well as the belt pretensioner in certain frontal or side
collisions.
AIRBAG SYSTEM

1. When removing the airbag module or handling a new airbag module, it should be placed with the pad
top surface facing up.In this case, the twin-lock type connector lock lever should be in the locked state
and care should be taken to place it so the conector will not be damaged. Do not store a steering wheel
pad on top of another one. (Storing the pad with its metallic surface up may lead to a serious accident if
the airbag should inflate accidentally.)
2. Never measure the resistance of the airbag squib. (This may cause the airbag to deploy, which is very
dangerous.)
3. Store the airbag module where the ambient temperature remains below 93°C (200°F), without high
humidity and away from electrical noise.
4. During electric welding, disconnect the airbag under the steering column near the MULTI-FUNCTION
SWITCH connector before starting work.
SPECIAL SERVICE TOOL

Tool
(Number and Illustration Use
name)

0957A-34100A Airbag deployment tool

Deployment tool DAB : 0957A-38100
PAB, CAB : 0957A-34600
PT : 0957A-34200

0957A-38000 Wring harness checker for each

Diagnosis module
checker

0957A-38200 Simulator to check the resistance

Dummy of each wiring harness
Dummy adapter
DAB : 0957A-38300
PAB, CAB: 0957A-38400
PT : 0957A-38500
SYSTEM COMPONENT AND LAYOUT
REMOVAL
1. Disconnect the battery negative (-) terminal and remove the ignition key from the vehicle.

Wait at least 30 seconds.

2. Remove the door scuff trim.

3. Remove the lower anchor plate.
4. Remove the center pillar lower trim.
5. Remove the upper anchor cover and upper anchor.
6. Remove the webbing guide.
7. Remove the front seat belt assembly.

a. Never attempt to disassemble or repair the BPT.

b. Do not drop the BPT or allow contact with water, grease, oil.
Replace it if a dent, crack, deformation or rust are detected.
c. Do not place anything on the BPT.
d. Do not expose the BPT to temperature over 93°C(200°F).
e. BPT functions one time only. Be sure to replace the BPT after it is deployed.
f. Be sure to wear gloves and safety goggles when handling the deployed BPT.
SRSCM (SRS CONTROL MODULE)
DIAGNOSTIC ITEM

DTC Diagnostic item

P0100 Mass Air Flow Sensor(AFS) Circuit Malfunction [Except Europe]

P0101 Mass Air Flow Sensor(AFS) Circuit Malfunction-Rationality
P0102 Mass Air Flow Sensor(AFS) Circuit Low Voltage
P0103 Mass Air Flow Sensor(AFS) Circuit High Voltage

DESCRIPTION
The Mass Air Flow sensor(AFS) is located near the air cleaner.
The sensor measures the mass of air passing through the air intake and generates a voltage signal. ECU
receives the voltage generated by the sensor and uses the signal to set fuel injector base pulse width and
ignition timing.
The resistance of the sensor decreases as mass air flow increases. Voltage and current flow is increased
to maintain the film's temperature and resistivity.
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Background a. Mass air flow sensor failed

a. While the engine is running, the mass air flow sensor outputs a b. Open or shorted mass air flow
voltage signal which corresponds to the mass of air flow. sensor circuit, or loose
b. ECU checks whether the voltage of this signal is at or above the connector
set value. c. ECU failed
Check Area
a. At idle rpm
b. Or engine speed is 3000 r/min or more
Judgment Criteria
a. Sensor output voltage has continued to be 0.5V or lower for 4
sec.
Check Area
a. Throttle position sensor voltage is 12V or lower.
b. Engine speed is 2000 rpm or less.
Judgment Criteria
a. Sensor output voltage has continued to be 4.5V or higher for 4
seconds.

CIRCUIT DIAGRAM
TEST PROCEDURE
Manifold Absolute Pressure Sensor(MAP) Circuit Malfuntion

DTC Diagnostic item

P0105 Manifold Absolute Pressure Sensor(MAP) Circuit Malfuntion

P0107 Manifold Absolute Pressure Sensor(MAP) Circuit Low Voltage
P0108 Manifold Absolute Pressure Sensor (MAP) Circuit High Voltage

DESCRIPTION
The MAP sensor is essentially a strain gauge used to measure the pressure in the surge tank. Inside the
sensor is a metal diaphragm with a small wire attached. The diaphragm flexes according to changes in
pressure. When the diaphragm flexes, the wire attached to it stretches, changing the resistance of the
wire. ECU applies five volts to the MAP sensor and measures the voltage drop across the sensor. The
sensor output is in volts and as pressure decreases, the voltage drop across the sensor increases. Since
the MAP sensor is used as an air flow sensor, the sensor signal is an important input. The ECU uses the
information to determine fuel amount and ignition timing.
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Background a. MAP sensor failed

a. The MAP sensor outputs a voltage which corresponds to the b. Open or shorted MAP sensor
pressure of surge tank. circuit, or loose connector
b. ECU checks whether this voltage is within a specified range. c. ECU failed
Check Area
a. Ignition switch : ON
b. Sixty seconds or more have passed since the staring sequence
was completed.
c. Battery voltage is 8V or more.
Judgment Criteria
a. Sensor output voltage has continued to be 4.22V or higher
[corresponding to a surge tank pressure of 107kPa(15.5psi) or
higher] for 4 sec.
b. Sensor output voltage has continued to be 0.79V or lower
[corresponding to a surge tank pressure of 20 kPa(2.9 psi) or
lower] for 4 sec.

CIRCUIT DIAGRAM
TEST PROCEDURE
Intake Air Temperature Sensor(ATS) Circuit Malfunction

DTC Diagnostic item

P0110 Intake Air Temperature Sensor(ATS) Circuit Malfunction [Except Europe]

P0112 Intake Air Temperature Sensor(ATS) Circuit Low Voltage
P0113 Intake Air Temperature Sensor(ATS) Circuit High Voltage

DESCRIPTION
The Intake Air Temperature (ATS) sensor is in the MAF sensor. The ATS sensor is a variable resistor
whose resistance changes as the temperature of the air flowing through the air intake changes. ECU
uses the ATS sensor input to adjust fuel injector pulse width. When the temperature sensed is cold, the
ECU enriches fuel mixture by increasing injector pulse width; as the air warms, the injector pulse width
time is shortened.
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Background a. ATS sensor failed

a. The intake air temperature sensor converts the intake air b. Open or shorted mass air flow
temperature to a voltage and outputs it. sensor circuit, or loose
b. ECU checks whether the voltage is within a specified range. connector
c. ECU failed
Check Area
a. Sixty seconds or more have passed since the engine was
started.
Judgment Criteria
a. Sensor output voltage has continued to be 4.6V or higher
[corresponding to an intake air temperature of -45°C (-49°F) or
lower] for 4 sec.
b. Sensor output voltage has continued to be 0.2V or lower
[corresponding to an intake air temperature of 125°C (257°F) or
higher] for 4 sec.

CIRCUIT DIAGRAM
TEST PROCEDURE
Water Temperature Sensor(WTS) Circuit Malfunction

DTC Diagnostic item

P0115 Water Temperature Sensor(WTS) Circuit Malfunction [Except Europe]

P0116 Water Temperature Sensor(WTS) Circuit Malfunction - Range/Performance
P0117 Water Temperature Sensor(WTS) Circuit Low Voltage
P0118 Water Temperature Sensor(WTS) Circuit High Voltage or Open circuit
P0125 Insufficient Coolant Temperature for Closed Loop Fuel Control

DESCRIPTION
The Water Temperature sensor(WTS) is located in a coolant passage of the cylinder head. The WTS
sensor is a variable resistor whose resistance changes as the temperature of the engine coolant flowing
past the sensor changes. When the water temperature is low, the sensor resistance is high; when the
water temperature is high, the sensor resistance is low. ECU checks WTS voltage fifty times per second
and uses the information to help adjust the fuel injector pulse width and ignition timing. When the
temperature sensed is very cold, the ECU enriches the fuel mixture.
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Background a. Water Temperature sensor

a. The Water temperature sensor converts the water temperature failed.
to a voltage and outputs it. b. Open or shorted Water
b. ECU checks whether the voltage is within a specified range. In Temperature sensor circuit, or
addition, it checks that the water temperature (signal) does not loose connector.
drop while the engine is warming up. c. ECU failed.
Malfunction; out-of-range
a. Sensor output voltage has continued to be 4.6V or higher
[corresponding to water temperature of -45°C (-49°F) or lower]
for 4 sec.
b. Sensor output voltage has continued to be 0.1V or lower
[corresponding to water temperature of 140°C (284°F) or higher]
for 4 sec.
Malfunction; out-of-range
a. Sensor output voltage increased from a value lower than 1.6V to
a value higher than 1.6V [Water temperature decreases from
higher than 40°C (104°F) temperature to lower than 40°C
(104°F) temperature.].
b. Sensor output voltage has continued to be 1.6V or higher for 5
min.
Judgment Criteria, Proper Performance
a. The Water Temperature is approx. 40°C (104°F) or less after
starting sequence is completed.
b. Approx. 60 - 300 seconds have passed for the engine water
temperature to rise to about 40°C (104°F) after starting
sequence was completed.
CIRCUIT DIAGRAM

TEST PROCEDURE
 Throttle Position Sensor(TPS) Circuit Malfunction

DTC Diagnostic item

P0120 Throttle Position Sensor(TPS) Circuit Malfunction [Except Europe]

P0121 Throttle Position Sensor(TPS) Circuit Malfunction
P0122 Throttle Position Sensor(TPS) Circuit Low Voltage
P0123 Throttle Position Sensor(TPS) Circuit High Voltage

DESCRIPTION
The throttle position sensor (TPS) mounts on the side of the throttle body and is connected to the throttle
blade shaft. The TPS is a variable resistor (potentiometer) whose resistance changes according to the
throttle blade shaft position. During acceleration, the TPS resistance decreases; during deceleration, the
TPS resistance increases. The TPS also includes an idle position switch. The switch is closed in the idle
position. ECU applies a reference voltage to the TPS and then measures the voltage that is present on
the TPS signal circuit. ECU uses the TPS signal to adjust the timing and injector pulse width. The TPS
signal along with the MAP sensor signal is used by the ECU to calculate the engine load.
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Background a. Throttle Position sensor failed

a. The Throttle Position sensor outputs a voltage which is or maladjusted.
proportional to the throttle valve opening angle. b. Open or shorted Throttle
b. ECU checks whether the voltage output by the throttle position Position sensor circuit, or loose
sensor is within a specified range. connector.
In addition, it checks that the voltage output does not become c. Closed Throttle Position switch
too large while the engine is idling. ON malfunction.
d. Closed Throttle Position switch
Malfunction; out-of-range
signal wire shorted.
a. With the close Throttle Position switch set to ON, the sensor
output voltage has continued to be 2V or higher for 4 sec. e. ECU failed.
b. Sensor output voltage has continued to be 0.2V or lower for 4
sec.
Operating parameters
a. Engine speed is between 500 and 3,000 rpm.
b. Engine load is lower than 30%.
Proper Performance
a. Sensor output voltage has continued to be 4.6V or higher for 4
sec.

CIRCUIT DIAGRAM
TEST PROCEDURE
O2 Sensor (Bank 1, Sensor 1) Circuit Malfunction

DTC Diagnostic item

P0130 O2 Sensor (Bank 1, Sensor 1) Circuit Malfunction - Open

P0131 O2 Sensor (Bank 1, Sensor 1) Circuit Malfunction - Short to GND
P0132 O2 Sensor (Bank 1, Sensor 1) Circuit Malfunction - Short to 5V
P0133 O2 Sensor (Bank 1, Sensor 1) Circuit Malfunction - Response Rate
P0130 O2 Sensor (Bank 1) Circuit Malfunction [Except Europe]

DESCRIPTION
To obtain a high purification rate for the CO, HC and NOx components of the exhaust
gas, a three way catalytic converter is used, but for the most efficient use of the three-
way catalytic converter, the ratio of the air must be precisely controlled so that it is
always close to the stoichiometric air-fuel ratio. The HO2S has the characteristic
whereby its output voltage changes suddenly in the vicinity of the stoichiometric air-fuel
ratio. This characteristic is used to detect the oxygen concentration in the exhaust gas
and provide feedback to the computer for control of the air-fuel ratio. When the air-fuel
ratio becomes LEAN, the oxygen concentration in the exhaust increases and the HO2S
informs the ECU of the LEAN condition. When the air-fuel ratio is RICHER than the
stoichiometric air-fuel ratio the oxygen concentration in the exhaust gas is reduced and
the HO2S informs the ECU of the RICH condition.
The ECU determines by the electromotive force from the HO2S whether the air-fuel
ratio is RICH or LEAN and controls the injection time accordingly. However, if
malfunction of the HO2S causes output of abnormal electromotive force, the ECU is
unable to perform an accurate air-fuel ratio control. The HO2Ss include a heater which
heats the sensing element. The heater is controlled by the ECU. When the intake air
volume is low (the temperature of the exhaust gas is low), current flows to the heater to
heat the sensor for accurate oxygen concentration detection.
* HO2S : Heated Oxygen Sensor, O2 Sensor
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Background a. HO2S deteriorated

a. When the HO2S begins to deteriorate, the HO2S b. Open circuit in HO2S
signal response becomes poor. output line
b. ECU forcibly varies the air/fuel mixture to make it c. ECU failed3
leaner and richer and checks the response speed of
the HO2S.
 In addition, the ECU also checks for an open circuit
in the HO2S output line.
Malfunction; out-of-range
a. WTS: Normal.
b. HO2S signal voltage has continued to be 0.1V or
lower for 3 min. or more after the staring sequence
was completed.
c. Water Temperature is higher than 80°C (176°F).
d. Engine speed is higher than 1,200 r/min.
e. Engine load is 25% or more. Judgment Criteria
f. Input voltage supplied to the ECU interface circuit is
4.5V or more when 5V is applied to HO2S output line
via a resistor.
Proper Operation
a. WTS: Normal.
b. Water Temperature is 50°C (122°F) or more.
c. Engine speed is between 1,500 and 3,000 r/min or
1,100 and 3,000 r/min.
d. Engine load is 25 - 60%.
e. Intake air temperature is -10°C (14°F) or more.
f. Under the closed loop air-fuel control.
g. Monitoring Time: 8sec.

TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Failure Criteria a. HO2S deteriorated

a. When the air-fuel ratio is forcibly changed (lean to b. Open circuit in HO2S
rich and rich to lean), the HO2S signal doesn't output line
provide response within 1.28 sec. c. ECU failed
b. Monitored only once per trip.

CIRCUIT DIAGRAM
TEST PROCEDURE
O2 Sensor (Bank 1) Circuit Malfunction

DTC Diagnostic item

P0134 O2 Sensor (Bank 1) Circuit Malfunction - No Activity

CIRCUIT DIAGRAM
TEST PROCEDURE
O2 Sensor (Bank 1, Sensor 1) Heater Circuit Malfunction

DTC Diagnostic item

P0135 O2 Sensor (Bank 1, Sensor 1) Heater Circuit Malfunction-Heater

Open or Short

DESCRIPTION
To obtain a high purification rate for the CO, HC and NOx components of the exhaust
gas, a three way catalytic converter is used, but for the most efficient use of the three-
way catalytic converter, the ratio of the air must be precisely controlled so that it is
always close to the stoichiometric air-fuel ratio. The HO2S has the characteristic
whereby its output voltage changes suddenly in the vicinity of the stoichiometric air-fuel
ratio. This characteristic is used to detect the oxygen concentration in the exhaust gas
and provide feedback to the computer for control of the air-fuel ratio. When the air-fuel
ratio becomes LEAN, the oxygen concentration in the exhaust increases and the HO2S
informs the ECU of the LEAN condition. When the air-fuel ratio is RICHER than the
stoichiometric air-fuel ratio the oxygen concentration in the exhaust gas is reduced and
the HO2S informs the ECU of the RICH condition.
The ECU determines by the electromotive force from the HO2S whether the air-fuel
ratio is RICH or LEAN and controls the injection time accordingly. However, if
malfunction of the HO2S causes output of abnormal electromotive force, the ECU is
unable to perform an accurate air-fuel ratio control. The HO2S include a heater which
heats the sensing element. The heater is controlled by the ECU. When the intake air
volume is low (the temperature of the exhaust gas is low), current flows to the heater to
heat the sensor for accurate oxygen concentration detection.
* HO2S : Heated Oxygen Sensor, O2 Sensor
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Background a. Open or shorted HO2S

a. ECU checks whether the heater current is within a heater circuit
specified range when the heater is energized. b. Open circuit in HO2S
c. ECU failed
Check Area
a. Battery voltage is between 12 and 16V.
Judgment Criteria
a. The heater current of the front HO2S heater (Bank 1
Sensor 1 and Bank 2 Sensor 1) has continued to be
0.2 A or less, or 3.5 A or higher for 6 sec.
b. Monitored only once per trip.

CIRCUIT DIAGRAM

TEST PROCEDURE
O2 Sensor (Bank 1, Sensor 2) Circuit Malfunction

DTC Diagnostic item

P0136 O2 Sensor (Bank 1, Sensor 2) Circuit Malfunction - Open

P0137 O2 Sensor (Bank 1, Sensor 2) Circuit Malfunction - Short to GND
P0138 O2 Sensor (Bank 1, Sensor 2) Circuit Malfunction - Short to 5V

DESCRIPTION
To obtain a high purification rate for the CO, HC and NOx components of the exhaust
gas, a three way catalytic converter is used, but for the most efficient use of the three-
way catalytic converter, the ratio of the air must be precisely controlled so that it is
always close to the stoichiometric air-fuel ratio. The HO2S has the characteristic
whereby its output voltage changes suddenly in the vicinity of the stoichiometric air-fuel
ratio. This characteristic is used to detect the oxygen concentration in the exhaust gas
and provide feedback to the computer for control of the air-fuel ratio. When the air-fuel
ratio becomes LEAN, the oxygen concentration in the exhaust increases and the HO2S
informs the ECU of the LEAN condition. When the air-fuel ratio is RICHER than the
stoichiometric air-fuel ratio the oxygen concentration in the exhaust gas is reduced and
the HO2S informs the ECU of the RICH condition.
The ECU determines by the electromotive force from the HO2S whether the air-fuel
ratio is RICH or LEAN and controls the injection time accordingly. However, if
malfunction of the HO2S causes output of abnormal electromotive force, the ECU is
unable to perform an accurate air-fuel ratio control. The HO2S include a heater which
heats the sensing element. The heater is controlled by the ECU. When the intake air
volume is low (the temperature of the exhaust gas is low), current flows to the heater to
heat the sensor for accurate oxygen concentration detection.
* HO2S : Heated Oxygen Sensor, O2 Sensor
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Background a. HO2S failed

a. ECU checks for an open circuit in the HO2S output b. Open circuit in HO2S
line. output line
c. ECU failed
Normal values
a. Coolant temperature sensor: Normal.
b. HO2S signal voltage has continued to be 0.1V or
lower for 3 min. or more after the staring sequence
was completed.
c. Water temperature is 80°C (176°F) or more.
d. Engine speed is higher than 1,200 r/min.
e. Engine load is 25% or more.
f. Monitoring Time: 7 - 10 sec.
Items to Check
a. Input voltage supplied to the ECU interface circuit is
4.5V or more when 5V is applied to the HO2S output
line via a resistor.
b. Making the air-fuel ratio 15% richer doesn't result in
raising the HO2S output voltage beyond 0.1V.

CIRCUIT DIAGRAM
TEST PROCEDURE
O2 Sensor (Bank 1, Sensor 2) Heater Circuit Malfunction

DTC Diagnostic item

P0141 O2 Sensor (Bank 1, Sensor 2) Heater Circuit Malfunction - Heater

Open or Short

DESCRIPTION
To obtain a high purification rate for the CO, HC and NOx components of the exhaust
gas, a three way catalytic converter is used, but for the most efficient use of the three-
way catalytic converter, the ratio of the air must be precisely controlled so that it is
always close to the stoichiometric air-fuel ratio. The HO2S has the characteristic
whereby its output voltage changes suddenly in the vicinity of the stoichiometric air-fuel
ratio. This characteristic is used to detect the oxygen concentration in the exhaust gas
and provide feedback to the computer for control of the air-fuel ratio. When the air-fuel
ratio becomes LEAN, the oxygen concentration in the exhaust increases and the HO2S
informs the ECU of the LEAN condition. When the air-fuel ratio is RICHER than the
stoichiometric air-fuel ratio the oxygen concentration in the exhaust gas is reduced and
the HO2S informs the ECU of the RICH condition.
The ECU determines by the electromotive force from the HO2S whether the air-fuel
ratio is RICH or LEAN and controls the injection time accordingly. However, if
malfunction of the HO2S causes output of abnormal electromotive force, the ECU is
unable to perform an accurate air-fuel ratio control. The HO2S include a heater which
heats the sensing element. The heater is controlled by the ECU. When the intake air
volume is low (the temperature of the exhaust gas is low), current flows to the heater to
heat the sensor for accurate oxygen concentration detection.
* HO2S : Heated Oxygen Sensor, O2 Sensor
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Background a. Open or shorted HO2S

a. ECU checks whether the heater current is within a heater circuit
specified range when the heater is energized. b. Open circuit in HO2S
heater
Check Area
c. ECU failed
a. Battery voltage is between 12 and 16V.
Judgment Criteria
a. The heater current of the front HO2S heater (Bank 1
Sensor 1 and Bank 2 Sensor 1) has continued to be
0.2 A or less, or 3.5 A or higher for 6 sec.
b. Monitored only once per trip.

CIRCUIT DIAGRAM

TEST PROCEDURE
Fuel System Too Lean

DTC Diagnostic item

P0171 Fuel System Too Lean (Bank 1)

P0172 Fuel Sysstem Too Rich (Bank 1)

TEST PROCEDURE
Random Misfire Detected

DTC Diagnostic item

P0300 Random Misfire Detected

DESCRIPTION
With the ignition switch ON or START, voltage is applied to the ignition coil. High
tension leads go to each cylinder from the ignition coil. The ignition coil fires two spark
plugs 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 5. And coil number three fires cylinders 3 and 6.
The ignition power transistor, controlled by the ECU, provides a switching circuit to
ground for energizing the primary ignition coils. When a primary ignition coil is energized
and deenergized, the secondary coil produces a high voltage spike across the attached
spark plugs. At the same time, the tachometer interface (part of the ignition power
transistor) provides the ECU and Transaxle Control Module (TCM) with an RPM signal.
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Background a. Failed ignition system

a. If a misfire occurs while the engine is running, the part(s)
engine speed suddenly changes. b. Poor crankshaft position
b. ECU checks for changes in the engine speed by sensor signal
monitoring the CKP signal. c. Incorrect air/fuel ratio
d. Low compression
Normal Operation
e. Failed WTS
a. Five seconds or more have passed after the engine
has started. f. Timing belt missing teeth
b. The engine speed is between 500 and 6,000 r/min. g. Failed injector
c. The engine Coolant Temperature is higher than - h. Failed ECU
10°C(14°F).
d. The intake air temperature is higher than -10°C
(14°F).
e. There is no sudden acceleration/deceleration such
as during a shift change.
Abnormal Operation (a change in the rate of angular
acceleration by the crankshaft is monitored for misfire
detection.)
a. A misfire has occurred more frequently than allowed
during the last 200 revolutions [when the catalyst
temperature is higher than 950°C (1,742°F)].
b. A misfire has occurred more frequently than the
allowed number of times (2%) during 1,000 motor
revolutions.

CIRCUIT DIAGRAM

TEST PROCEDURE
Misfire detected

DTC Diagnostic item

P0301, P0302,
Misfire detected (Cylinder 1, 2, 3, 4)
P0303, P0304

DESCRIPTION
With the ignition switch ON or START, voltage is applied to the ignition coil. High
tension leads go to each cylinder from the ignition coil. The ignition coil fires two spark
plugs 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 5. And coil number three fires cylinders 3 and 6.
The ignition power transistor, controlled by ECU, provides a switching circuit to ground
for energizing the primary ignition coils. When a primary ignition coil is energized and
deenergized, the secondary coil produces a high voltage spike across the attached
spark plugs. At the same time, the tachometer interface (part of the ignition power
transistor) provides the ECU and Transaxle Control Module (TCM) with an RPM signal.
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Background a. Failed ignition system

a. If a misfire occurs while the engine is running, the related part(s)
engine speed suddenly changes. b. Poor crankshaft position
b. ECU checks for changes in the engine speed. sensor signal
c. Incorrect air/fuel ratio
Normal Operation
d. Low compression
a. Five seconds or more have passed after the engine
e. Failed WTS
was started.
f. Timing belt missing teeth
b. The engine speed is between 500 and 6,000 rpm.
g. Failed injector
c. The engine Coolant Temperature is higher than -
10°C (14°F). h. Failed EGR valve
d. The intake air temperature is higher than -10°C i. Failed ECU
(14°F).
e. The engine is not making sudden
acceleration/deceleration such as during a shift.
Malfunction Criteria (a change in the angular
acceleration of the crankshaft is used for misfire
detection.)
a. A misfire has occurred more frequently than allowed
for during the last 200 revolutions [when the catalyst
temperature is higher than 950°C (1,742°F)].
b. A misfire has occurred more frequently than the
allowed number of times (2%) during 1,000 motor
revolutions.

CIRCUIT DIAGRAM

TEST PROCEDURE
Ignition Failure Sensor (IFS) Circuit Malfunction

DTC Diagnostic item

P0320 Ignition Failure Sensor (IFS) Circuit Malfunction - open or short

DESCRIPTION
With the ignition switch ON or START, voltage is applied to the ignition coil. High tension leads go to each
cylinder from the ignition coil. The ignition coil fires two spark plugs 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 5. And coil number three fires cylinders 3 and 6.
The ignition power transistor, controlled by the ECU, provides a switching circuit to ground for energizing
the primary ignition coils. When a primary ignition coil is energized and deenergized, the secondary coil
produces a high voltage spike across the attached spark plugs. At the same time, the tachometer
interface (part of the ignition power transistor) provides the ECU and Transaxle Control Module (TCM)
with an RPM signal.
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Background a. Failed ignition system part(s)

a. If a misfire occurs while the engine is running, the engine speed b. Poor crankshaft position sensor
suddenly changes. signal
b. ECU checks for changes in the engine speed by monitoring the c. Incorrect air/fuel ratio
CKP signal. d. Low compression
Normal Operation e. Failed WTS
a. Five seconds or more have passed after the engine has started. f. Timing belt missing teeth
b. The engine speed is between 500 and 6,000 rpm. g. Failed injector
c. The engine Coolant Temperature is higher than -10°C(14°F). h. Failed ECU
d. The intake air temperature is higher than -10°C (14°F).
e. There is no sudden acceleration/deceleration such as during a
shift change.
Abnormal Operation (a change in the rate of angular acceleration by
the crankshaft is monitored for misfire detection.)
a. A misfire has occurred more frequently than allowed during the
last 200 revolutions [when the catalyst temperature is higher
than 950°C (1,742°F)].
b. A misfire has occurred more frequently than the allowed number
of times (2%) during 1,000 motor revolutions.

CIRCUIT DIAGRAM
TEST PROCEDURE
Knock Sensor Circuit Malfunction

DTC Diagnostic item

P0325 Knock Sensor Circuit Malfunction

CIRCUIT DIAGRAM

TEST PROCEDURE
Crankshaft Position Sensor(CKP) Circuit Malfunction

DTC Diagnostic item

P0335 Crankshaft Position Sensor(CKP) Circuit Malfunction

DESCRIPTION
The Hall-effect Crankshaft Position (CKP) sensor consists of a magnet and coil located
next to the flywheel. The voltage signal from the CKP sensor allows the ECU to
determine the engine of the RPM and Crankshaft Position.
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Background a. Failed CKP

a. When the engine is running, the CKP a pulse signal. b. Open or shorted CKP
b. ECU checks whether the pulse signal is input while circuit
the engine is cranking. c. Failed ECU

Normal Operating condition

a. Engine is being cranked.
Normal Operation
a. Sensor output voltage has not changed (no pulse
signal is input) for 4 sec.
Malfunction
a. Normal signal pattern has not been input for cylinder
identification from the CKP signal and TDC signal for
4 sec.

CIRCUIT DIAGRAM
TEST PROCEDURE
Camshaft Position Sensor(TDC) Circuit Malfunction

DTC Diagnostic item

P0340 Camshaft Position Sensor(TDC) Circuit Malfunction

DESCRIPTION
The Camshaft Position sensor(TDC) senses the Top Dead Center (TDC) point of the #1
cylinder in the compression stroke. The TDC sensor signal allows the ECU to determine
when to operate the fuel injectors.
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Normal Operation a. TDC sensor malfunction

a. When the engine is running, the Camshaft Position b. Open or shorted TDC
sensor outputs a pulse signal. sensor circuit or loose
b. ECU checks whether the pulse signal is input. connector
c. ECU failed
Malfunction
a. Normal signal pattern has not been input for cylinder
identification from the TDC sensor signal for 4 sec.

CIRCUIT DIAGRAM
TEST PROCEDURE
Ignition Coil Circuit Malfunction

DTC Diagnostic item

P0350 Ignition Coil Circuit Malfunction

Circuit Diagram

TEST PROCEDURE
Catalyst Circuit Malfunction-MCC Deterioration

DTC Diagnostic item

P0421 Catalyst Circuit Malfunction-MCC Deterioration (Bank 1)

DESCRIPTION
The ECU compares the waveform of the front HO2S with the waveform of the rear
HO2S to determine whether or not catalyst performance has deteriorated. Air-fuel ratio
feedback compensation keeps the waveform of the front HO2S repeatedly changing
back and forth from rich to lean.
If the catalyst is functioning normally, the waveform of the rear HO2S switches back and
forth between rich and lean much more slowly than the waveform of the front HO2S.
When both waveforms change at a similar rate, catalyst performance has deteriorated.
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Normal Operation a. Catalytic converter

a. The signal from the rear HO2S differs from the front deteriorated
HO2S. This is because the catalytic converter b. HO2S failed
purifies, the exhaust gas. When the catalytic c. ECU failed
converter has deteriorated, the signal from the rear
becomes similar to that of the front.
b. ECU checks the outputs of both HO2S signals.
Normal Operation
a. Engine speed is 3,000 rpm or higher.
b. Closed throttle position switch: OFF
c. Closed loop operation
d. Monitoring Time: 140 sec.
Malfunction
a. The front and rear HO2S signals are similar.

TEST PROCEDURE
Evaporative Emission Control System(PCSV)

DTC Diagnostic item

Evaporative Emission Control System(PCSV) - Purge Control Sol.

P0441 Valve Stack
P0443 Evaporative Emission Control System(PCSV) - Purge Control Sol.
Valve Malfunction

DESCRIPTION
The evaporative system reduces hydrocarbon emission 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.
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Normal Operation a. Evaporative emission

a. ECU checks current flows in the evaporative purge control solenoid
emission purge solenoid drive circuit when the valve failed
solenoid is ON and OFF. b. Open or shorted
evaporative emission
Normal Operation
purge solenoid circuit, or
a. Battery voltage is 10V or higher.
loose connector
Malfunction c. ECU failed
a. The solenoid coil surge voltage (system voltage +2V)
is not detected when the EVAP emission vent
solenoid is turned on/off.

CIRCUIT DIAGRAM
TEST PROCEDURE
Vehicle Speed Sensor(VSS) Circuit Malfunction

DTC Diagnostic item

P0500 Vehicle Speed Sensor(VSS) Circuit Malfunction

DESCRIPTION
The vehicle speed sensor outputs a pulse signal while the vehicle is driven.
ECU checks whether the pulse signal is present.
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Normal Operation a. Failed vehicle speed

a. The vehicle speed sensor outputs a pulse signal sensor
while the vehicle is driven. b. Open or shorted vehicle-
b. ECU checks whether the pulse signal is present. speed sensor circuit, or
loose connector
Normal Operation
c. Failed ECU
a. Closed throttle position switch: OFF
b. Engine speed is 3,000 rpm or more.
c. Engine load is 70% or more.
Malfunction
a. Sensor output voltage has not changed (no pulse
signal is input) for 4 sec.

CIRCUIT DIAGRAM
TEST PROCEDURE
Idle Speed Control System (ISC)

DTC Diagnostic item

P0506 Idle Speed Control System (ISC) - Low RPM

P0507 Idle Speed Control System (ISC) - High RPM

DESCRIPTION
The intake air volume at idle is controlled by opening or closing the idle speed control
valve provided in the air path that bypasses the throttle valve.
If there is a malfunction of the ISC system, the actual engine speed will not be identical
to the target engine speed. ECU checks the difference between the actual engine speed
and the target engine speed.
TROUBLESHOOTING GUIDE
DTC detection condition Probable cause

Background a. Idle speed control motor

a. If there is a malfunction of the ISC system, the actual failed
engine speed will not be identical to the target engine b. Open or shorted idle
speed. speed control motor
b. ECU checks the difference between the actual circuit, or loose connector
engine speed and the target engine speed. c. ECU failed

Check Area
a. Under the closed loop idle speed control.
Judgment Criteria
a. Actual idle speed has continued to be higher than the
target idle speed by 300 rpm or more for 10 sec.
Check Area
a. During idling speed closed-loop control
b. The maximum atmospheric temperature is 45°C
(113°F) or less at the last drive.
c. Long term fuel trim is at -8% to +8%.
d. Engine coolant temperature is approx. 80°C (176°F)
or more.
e. Battery voltage is 10V or more.
f. Intake air temperature is -10°C (14°F) or more.
Judgment Criteria
a. Actual idle speed is 200 rpm or more higher than the
target idle speed for 10 seconds.
Check Area
a. During idle speed closed loop control.
b. Power steering pressure switch is off.
c. Engine load is 40% or less.
d. Intake air temperature is -10°C (14°F) or more.
Judgment Criteria
a. Actual idle speed is 120 rpm or more lower than the
target idle speed for 10 seconds.

CIRCUIT DIAGRAM
TEST PROCEDURE
ACU CONNECTOR
DAB+PAB+CAB+2PT

Pin Function Input/Output

1 - -

2-25 Shorting bars

26 Battery Supply Input

27 Airbag Warning Lamp Output

28 Ground Input

29 Driver Airbag (DAB) Stage #1 [-] Output

30 Driver Airbag (DAB) Stage #1 [+] Output

31 Passenger Airbag (PAB) Stage #1 [+] Output

32 Passenger Airbag (PAB) Stage #1 [-] Output

33 Driver Pretensioner (DPT) [-] Output

34 Driver Pretensioner (DPT) [+] Output

35 Passenger Pretensioner (PPT) [+] Output

36 Passenger Pretensioner (PPT) [-] Output

37 Driver Curtain Airbag (DCAB) [-] Output

38 Driver Curtain Airbag (DCAB) [+] Output

39 Passenger Curtain Airbag (PCAB) [+] Output

40 Passenger Curtain Airbag (PCAB) [-] Output

41 - -

42 - -

43 - -

44 - -

45 - -

46 - -

47 - -

48 - -

49 - -

50 - -

51 - -

52 - -

53 - -

54 Diagnostic Line Input and Output

55 - -

56 - -

57 - -

58 Crash output (to ETACS) Output

59 - -

60 - -

61 Buckle Switch - Driver (Signal) Input

62 Buckle Switch - Passenger (Signal) Input

63 - -
 64 - -

65 - -

66 - -

67 - -

68 Side Impact Sensor (SIS) - RH [-] Input and Output

69 Side Impact Sensor (SIS) - RH [+] Input and Output

70 Side Impact Sensor (SIS) - LH [+] Input and Output

71 Side Iimpact Sensor (SIS) - LH [-] Input and Output

72 Front Impact Sensor (FIS) - RH [-] Input and Output

73 Front Impact Sensor (FIS) - RH [+] Input and Output

74 Front Impact Sensor (FIS) - LH [+] Input and Output

75 Front Impact Sensor (FIS) - LH [-] Input and Output

AIRBAG SQUIB RESISTANCE LIMITS

DAB
R ≤ 0.9Ω Resistance too low Fault definitely detected

1.6Ω ≤ R ≤ 4.1Ω Resistance whithin tolerance Definitely no fault detected

R ≥ 6.0Ω Resistance too high Fault definitely detected

0.9Ω < R < 1.6Ω

Tolerance band Fault may or may not be detected
4.1Ω < R < 6.0Ω

PAB, CAB

R ≤ 1.0Ω Resistance too low Fault definitely detected

1.8Ω ≤ R ≤ 2.8Ω Resistance whithin tolerance Definitely no fault detected

R ≥ 4.2Ω Resistance too high Fault definitely detected

1.0Ω < R < 1.8Ω

Tolerance band Fault may or may not be detected
2.8Ω < R < 4.2Ω

PT
R ≤ 0.9Ω Resistance too low Fault definitely detected

1.8Ω ≤ R ≤ 3.1Ω Resistance whithin tolerance Definitely no fault detected

R ≥ 4.7Ω Resistance too high Fault definitely detected

0.9Ω ≤ R ≤ 1.8Ω
Tolerance band Fault may or may not be detected
3.1Ω ≤ R ≤ 4.7Ω
AIRBAG SYSTEM
ELECTRICAL SYSTEM
1. DC/DC converter : The DC/DC converters of the power supply includes a step up and a step down
converter, which provide the firing voltage for six firing circuits and the internal operating voltage. If the
internal operating voltage falls below a defined threshold a reset is executed.
2. Arming sensor/safing sensor : The arming/safing sensor built in to the airbag firing circuit has the
function of arming the airbag circuit under all required deployment conditions and maintaining the
airbag firing circuits unarmed under normal driving conditions. The safing sensor is a dual-contact
electromechanical switch which closes if it experiences a deceleration exceeding a specified threshold.
3. Back-up power : The SRSCM has emergency energy reserves to provide deployment energy for a
short period when the vehicle voltage is low or if lost in a vehicle frontal crash.
4. Malfunction detection : The SRSCM continuously monitors the current SRS operation status while the
ignition key is turned on and detects a malfunction of the system. The malfunction can be displayed in
the form of diagnostic trouble code using Hi-scan.
5. MIL (Malfunction Indication Lamp) notification : If any fault is detected, the SRSCM sends a signal to
the indicator lamp on the cluster to warn the vehicle's driver.
The MIL indicator is the key to driver notification of SRS faults. Verify lamp and SRSCM operation by
observing the flashinging 6 times when the ignition switch is first turned on.
6. Malfunction recording : Once a fault occurrs in the system SRSCM records the fault in the memory in
the form of DTC and the DTC is erased by Hi-scan.
7. Data link connector : The SRSCM memory stored data are linked through this connector located at the
underneath of driver side crash pad to an external output device such as Hi-scan.
8. After firing the airbags once, the SRSCM cannot be used again and must be replaced.
9. Crash output
The crash output is used to control an external device which will unlock the doors in case of a crash
event.

SRS HARNESS
SRSCM INDEPENDENT LAMP ACTIVATION

1. Loss of ignition voltage supply to the SRSCM : lamp turns on continuously.

2. Loss of internal operating voltage : lamp turns on continuously.
3. SRSCM not connected : lamp turns on through shorting bar in wiring harness connector.
MIL OPERATING METHOD
SATELLITE SENSOR
 When the ignition is ON, never shock the area around of the impact sensors with a etc. Otherwise, the
airbag system could unexpectedly deploy.

DIAGNOSIS WITH SCAN TOOL

CHECK PROCEDURES
1. Connect the Hi-Scan Pro to the vehicle data link connector located underneath the dash panel.
2. Turn the ignition key to "ON" position and turn on the Hi-Scan Pro .
3. Check for diagnostic trouble codes.
4. If a fault code is found, then replace the appropriate component. Never attempt to repair the
component.
5. If the Hi-Scan Pro finds that a component of the system is faulty, there is a possibility that the fault is
not in the components but in the SRS wiring or connector.

DIAGNOSTIC TROUBLESHOOTING FLOW

INSPECTION CHART FOR DIAGNOSTIC TROUBLE CODE
OPTIONS : DAB+PAB+CAB+2PT
DTC Fault description

B1101 Battery Voltage too high

B1102 Battery Voltage too low

B1326 Front Impact Sensor (FIS) [LH] Short to GND

B1327 Front Impact Sensor (FIS) [LH] Short to Vbatt

B1328 Front Impact Sensor (FIS) [LH] Defect

B1329 Front Impact Sensor (FIS) [LH] Communication Error

B1330 Front Impact Sensor (FIS) [LH] Wrong ID

B1331 Front Impact Sensor (FIS) [RH] Short to GND

B1332 Front Impact Sensor (FIS) [RH] Short to Vbatt

B1333 Front Impact Sensor (FIS) [RH] Defect

B1334 Front Impact Sensor (FIS) [RH] Communication Error

B1335 Front Impact Sensor (FIS) [RH] Wrong ID

B1346 1st Stage Driver Airbag Resistance too high (R ≥ 6.0 Ω)

B1347 1st Stage Driver Airbag Resistance too low (R ≤ 0.9 Ω)

B1348 1st Stage Driver Airbag Short to GND

B1349 1st Stage Driver Airbag Short to Vbatt

B1352 1st Stage Passenger Airbag Resistance too low (R ≤ 1.0 Ω)

B1353 1st Stage Passenger Airbag Resistance too high (R ≥ 4.2 Ω)

B1354 1st Stage Passenger Airbag Short to GND

B1355 1st Stage Passenger Airbag Short to Vbatt

B1361 Pretensioner Front - Driver Resistance too high (R ≥ 4.7 Ω)

B1362 Pretensioner Front - Driver Resistance too low (R ≤ 0.9 Ω)

B1363 Pretensioner Front - Driver Short to GND

B1364 Pretensioner Front - Driver Short to Vbatt

B1367 Pretensioner Front - Passenger Resistance too high (R ≥ 4.7 Ω)

B1368 Pretensioner Front - Passenger Resistance too low (R ≤ 0.9 Ω)

B1369 Pretensioner Front - Passenger Short to GND

B1370 Pretensioner Front - Passenger Short to Vbatt

B1395 Firing Ioops Interconnection Fault

B1400 Side Impact Sensor (SIS) [LH] Defect

B1401 Side Impact Sensor (SIS) [LH] Short to GND

B1402 Side Impact Sensor (SIS) [LH] Short to Vbatt

B1403 Side Impact Sensor (SIS) [RH] Defect

B1404 Side Impact Sensor (SIS) [RH] Short to GND

B1405 Side Impact Sensor (SIS) [RH] Short to Vbatt

B1409 Side Impact Sensor (SIS) [LH] Communication Error

B1410 Side Impact Sensor (SIS) [RH] Communication Error

B1414 Side Impact Sensor (SIS) [LH] Wrong ID

B1415 Side Impact Sensor (SIS) [RH] Wrong ID

B1473 Inflatable Curtain Driver Resistance too high (R ≥ 4.2 Ω)

B1474 Inflatable Curtain Driver Resistance too low (R ≤ 1.0 Ω)

B1475 Inflatable Curtain Driver Short to GND

B1476 Inflatable Curtain Driver Short to Vbatt

B1477 Inflatable Curtain Passenger Resistance too high (R ≥ 4.2 Ω)

B1478 Inflatable Curtain Passenger Resistance too low (R ≤ 1.0 Ω)

B1479 Inflatable Curtain Passenger Short to GND

B1480 Inflatable Curtain Passenger Short to Vbatt

B1511 Driver Seat Buckle Switch Open or Short to Vbatt

B1512 Driver Seat Buckle Switch Short or Short to GND

B1513 Passenger Seat Buckle Switch Open or Short to Vbatt

B1514 Passenger Seat Buckle Switch Short or Short to GND

B1515 Driver Seat Buckle Switch Defect

B1516 Passenger Seat Buckle Switch Defect

B1620 Internal Fault

B1650 Crash Recorded in 1st Stage only (Frontal - Replace ACU)

B1651 Crash recorded Driver Side (Side Airbag - Replace ACU)

B1652 Crash recorded Passenger Side (Side Airbag - Replace ACU)

B1657 Crash recorded Belt Pretensioner

B2500 Warning lamp failure

REMOVAL
1. Disconnect the battery negative (-) terminal and remove the ignition key from the vehicle.

Wait at least 30 seconds.

2. Remove the headliner (Refer to BD group)

3. Unscrew the fastening bolts and remove the CAB module from the brockets.

a. Never attempt to disassembly or repair the CAB.

b. Do not drop the CAB or allow contact with water, grease and oil. Replace it if a dent, crack,
deformation or rust are detected.
c. Do not place anything on the CAB.
d. Do not expose the CAB to temperature over 93 °C (200 °F).
e. CAB functions one time only. Be sure to replace the CAB after it is deployed.
f. Be sure to wear gloves and safety gogles when handling the deployed CAB.

INSTALLATION
1. Install the CAB module according to inverse order of REMOVAL.

Tightening torques
Fastening bolt :
8-12 N·m (80-120 kg·m, 5.9-8.9 lb·ft)

Never twist the bag when installing the CAB module.