In order to control exhaust emissions of Hydrocarbons (HC), Carbon Monoxide (CO) and Nitrogen Oxide (NOx), a Three-Way Catalytic Converter (TWC) is used. The catalyst within the converter promotes a chemical reaction which oxidizes the HC and CO present in the exhaust gas, converting them into harmless water vapor and carbon dioxide, it also reduces NOx, converting it into nitrogen. The catalytic converter also has the ability to store oxygen.

The Engine Control Module (ECM) has the capability to monitor this process using a Heated Oxygen Sensor 2 (HO2S2) located in the exhaust stream past the TWC. The HO2S2 produces an output signal which indicates the oxygen storage capacity of the catalyst; this in turn indicates the catalyst's ability to convert exhaust emissions effectively. The ECM monitors the catalyst efficiency by first allowing the catalyst to heat up, waiting for a stabilization period while the engine is idling, and then adding and removing fuel while monitoring the reaction of the HO2S2. When the catalyst is functioning properly, the HO2S2 response to the extra fuel is slow compared to the HO2S1. When the HO2S2 response is close to that of the HO2S1, the Oxygen storage capability or efficiency of the catalyst is considered to be bad, and the Malfunction Indicator Lamp (MIL) will illuminate.

The catalyst test may abort due to a change in the engine load. Do not change the engine load (i.e. A/C, coolant fan, heater motor) while a catalyst test is in progress.

An intermittent problem may be caused by a poor connection, rubbed-through wire insulation, or a wire that is broken inside the insulation.

Any circuitry, that is suspected as causing the intermittent complaint, should be thoroughly checked for the following conditions:

An ignition voltage is supplied directly to the evaporative emissions (EVAP) purge valve. The control module controls the EVAP purge valve by grounding the control circuit via an internal switch called a driver. The primary function of the driver is to supply ground for the controlled component. The control module monitors the status of the driver. If the control module detects an incorrect voltage for the commanded state of the driver, a DTC sets.

(P0458)

(P0459)

The numbers below refer to the step numbers on the diagnostic table.

The fuel level sensor changes resistance based on fuel level. The fuel level sensor has a signal circuit and a ground circuit. The engine control module (ECM) applies 5 volts on the signal circuit to the sensor. The ECM monitors the changes in this voltage caused by changes in the resistance of the sensor in order to determine fuel level.

When the fuel tank is full, the sensor resistance is low, and the ECM signal voltage is high. When the fuel tank is empty, the sensor resistance is high, and the signal voltage is low. The ECM uses inputs from the fuel level sensor in order to calculate the total fuel percentage remaining in the fuel tank. The ECM uses the fuel level information for the evaporative emission (EVAP) and misfire diagnostics. The fuel level information is sent to the instrument panel cluster (IPC).

If the ECM detects a signal voltage lower than the operating range of the sensor, this DTC sets.

Use the Freeze Frame and/or Failure Records data in order to locate an intermittent condition. If you cannot duplicate the DTC, the information included in the Freeze Frame and/or Failure Records data may aid in determining the number of miles since the DTC set. The Fail Counter and Pass Counter can also aid in determining the number of ignition cycles that the diagnostic reported a pass and/or fail. Operate the vehicle within the same freeze frame conditions (RPM, engine load, vehicle speed, temperature, etc.). This will isolate when the DTC failed.

The number below refers to the step number on the diagnostic table.

The fuel level sensor changes resistance based on fuel level. The fuel level sensor has a signal circuit and a ground circuit. The engine control module (ECM) applies 5 volts on the signal circuit to the sensor. The ECM monitors the changes in this voltage caused by changes in the resistance of the sensor in order to determine fuel level.

When the fuel tank is full, the sensor resistance is low, and the ECM signal voltage is high. When the fuel tank is empty, the sensor resistance is high, and the signal voltage is low. The ECM uses inputs from the fuel level sensor in order to calculate the total fuel percentage remaining in the fuel tank. The ECM uses the fuel level information for the evaporative emission (EVAP) and misfire diagnostics. The fuel level information is sent to the instrument panel cluster (IPC).

If the ECM detects a signal voltage higher than the operating range of the sensor, this DTC sets.

Use the Freeze Frame and/or Failure Records data in order to locate an intermittent condition. If you cannot duplicate the DTC, the information included in the Freeze Frame and/or Failure Records data may aid in determining the number of miles since the DTC set. The Fail Counter and Pass Counter can also aid in determining the number of ignition cycles that the diagnostic reported a pass and/or fail. Operate the vehicle within the same freeze frame conditions (RPM, load, vehicle speed, temperature, etc.). This will isolate when the DTC failed.

The number below refers to the step number on the diagnostic table.

Ignition voltage is supplied directly to the cooling fan relay coil. The engine control module(ECM) controls the relay by grounding the control circuit via an internal switch called a driver. The primary function of the driver is supply the ground for the component being controlled. Each driver has a fault line which is monitored by the ECM. When the ECM is commanding a component ON, the voltage of the control circuit should be low (near 0 volts). When the ECM is commanding the control circuit to a component OFF, the voltage potential of the circuit should be high(near battery voltage). If the fault detection circuit senses a voltage other than what is expected, the fault line status will change causing the DTC to set.

The relay is used to control the high current flow to the cooling fan motors. This allows the ECM driver to only have to handle the relatively low current used by the relay.

Using Freeze Frame and/or failure records data may aid in locating an intermittent condition. If the DTC cannot be duplicated, the information included in the Freeze Frame and/or failure records data can be useful in determining how many miles since the DTC set. The fail counter and Pass Counter can also be used to determine how many ignition cycles the diagnostics reported a Freeze Frame conditions (rpm, load, vehicle speed, temperature, etc.) that .are noted. This will isolate when the DTC failed.

Vehicle speed information is provided to the engine control module (ECM) by the vehicle speed sensor (VSS). The VSS is a permanent magnet generator that is mounted in the transaxle and produces a pulsing voltage whenever vehicle speed is over 3 mph (5km/h). The A/C voltage level and the number of pulses increase with vehicle speed. The ECM converts the pulsing voltage into mph (km/h) and then supplies the necessary signal to the instrument panel for speedometer/ odometer operation and to the cruise control module and multi-function alarm module operation. The Diagnostic Trouble Code (DTC) will detect if vehicle speed is reasonable according to engine rpm and load.

An Intermittent problem may be caused by a poor connection, rubbed through wire insulation, or wire that is broken inside the insulation.

VSS signal circuit should be thoroughly checked for the following conditions

Ensure the VSS is correctly torqued to the trnasaxle housing.

Refer to "Intermittents" in this section.

The Engine Control Module (ECM) controls the air entering into the engine with an Idle Air Control (IAC) Valve. To increase the idle rpm, the ECM commands the pintle inside the IAC valve away from the throttle body seat. This allows more air to bypass through the throttle blade. To decrease the rpm the ECM commands the pintle towards the throttle body seat. This reduces the amount of air bypassing the throttle blade. A scan tool will read the IAC valve pintle position in counts. The higher the counts, the more air that is allowed to bypass the throttle blade. This Diagnostic Trouble Code (DTC) determines if a low idle condition exists as defined as 100 rpm below the desired idle rpm.

Inspect the IAC valve electrical connection for proper mating.

Inspect the wiring harness for damage.

Inspect the throttle stop screw for signs of tampering.

Inspect the throttle linkage for signs of binding or excessive wear.

A slow or unstable idle may be caused by one of the following conditions:

Number(s) below refer to the step number(s) on the Diagnostic Table.

The Air Conditioning (A/C) system uses an A/C refrigerant pressure sensor mounted in the high pressure side of the A/C refrigerant system to monitor A/C refrigerant pressure. The Engine Control Module (ECM) uses this information to turn ON the engine coolant fans when the A/C refrigerant pressure is high and to keep the compressor disengaged when A/C refrigerant pressure is excessively high or low.

The Air Conditioning Pressure (ACP) sensor operates like other 3-wire sensors. The ECM applies a 5.0 volt reference and a sensor ground to the sensor. Changes in the A/C refrigerant pressure will cause the ACP sensor input to the ECM to vary. The ECM monitors the ACP sensor signal circuit and can determine when the signal is outside of the possible range of the sensor. When the signal is out of range for a prolonged period of time, the ECM will not allow the A/C compressor clutch to engage. This is done to protect the compressor.

Inspect harness connectors for backed-out terminals, improper mating, broken locks, improperly formed or damaged terminals, and poor terminal-to-wire connection at the ECM.

Inspect the wiring harness for damage. If the harness appears to be OK, observe the A/C pressure display on the scan tool while moving the connectors and wiring harnesses related to the A/C Pressure sensor. A change in the A/C pressure display will indicate the location of the fault.

If DTC P0532 cannot be duplicated, reviewing the Fail Records vehicle mileage since the diagnostic test last failed may help determine how often the condition that caused the DTC to set occurs. This may assist in diagnosing the condition.

The Air Conditioning (A/C) system uses an A/C refrigerant pressure sensor mounted in the high pressure side of the A/C refrigerant system to monitor A/C refrigerant pressure. The Engine Control Module (ECM) uses this information to turn ON the engine coolant fans when the A/C refrigerant pressure is high and to keep the compressor disengaged when A/C refrigerant pressure is excessively high or low.

The Air Conditioning Pressure (ACP) sensor operates like other 3-wire sensors. The ECM applies a 5.0 volt reference and a sensor ground to the sensor. Changes in the A/C refrigerant pressure will cause the ACP sensor input to the ECM to vary. The ECM monitors the ACP sensor signal circuit and can determine when the signal is outside of the possible range of the sensor. When the signal is out of range for a prolonged period of time, the ECM will not allow the A/C compressor clutch to engage. This is done to protect the compressor.

Inspect harness connectors for backed-out terminals, improper mating, broken locks, improperly formed or damaged terminals, and poor terminal-to-wire connection at the ECM.

Inspect the wiring harness for damage. If the harness appears to be OK, observe the A/C pressure display on the scan tool while moving the connectors and wiring harnesses related to the ACP sensor. A change in the A/C pressure display will indicate the location of the fault.

If DTC P0533 cannot be duplicated, reviewing the Fail Records vehicle mileage since the diagnostic test last failed may help determine how often the condition that caused the DTC to set occurs. This may assist in diagnosing the condition.

A semiconductor which resistance is noticeably changed as the change of temperature. When the refrigerant temperature of the evaporator drops to 0°C and below, the evaporator cores get stuck with frost or ice, reducing the airflow, lowering the cooling capacity. The thermistor is a sensor which is used to prevent from frosting or icing. The thermistor is installed on the evaporator.

(P0537)

(P0538)