When the engine switch is turned to on, the battery voltage is applied to terminal IGSW of the ECM. The ECM MREL output signal causes a current to flow to the coil, closing the contacts of the EFI MAIN relay and supplying power to terminal +B of the ECM.

If the engine switch is turned to off, the ECM holds the EFI MAIN relay ON for a maximum of 2 seconds to allow for the initial setting of the throttle valve.

The engine control unit and the transmission control unit are located inside the ECM. The engine control unit intercommunicates with the transmission control ECU with the Controller Area Network (CAN).

If there is a problem in this intercommunication, the ECM sets a DTC.

Refer to DTC P2195 .

A flat type knock sensor (non-resonant type) has a structure that can detect vibrations over a wide band of frequencies: between approximately 6 kHz and 15 kHz.

Knock sensors are fitted onto the engine block to detect engine knocking.

The knock sensor contains a piezoelectric element which generates a voltage when it becomes deformed.

Refer to DTC P2195 .

If the misfire exceeds the threshold levels, and could cause emission deterioration, the ECM illuminates the MIL and set a DTC.

This troubleshooting procedure is based on the premise that the engine is started. If the engine is not started, proceed to the problem symptoms table .

The A/F sensor generates voltage* that corresponds to the actual air-fuel ratio. This sensor voltage is used to provide the ECM with feedback so that it can control the air-fuel ratio. The ECM determines the deviation from the stoichiometric air-fuel ratio level, and regulates the fuel injection time. If the A/F sensor malfunctions, the ECM is unable to control the air-fuel ratio accurately.

If a pass condition is detected and then the engine switch is turned to off, the fail-safe operation stops and the system returns to a normal condition.

Disconnect the E58 injector driver (EDU) connector.