Hyundai Santa Fe error codes. Hyundai Santa Fe

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Autodiagnostics with CARMANSCAN - TECH BULLETIN TSB #5. Diesel and EG With this machine I had to tinker. Not in the sense that the task was too difficult. And that I was forced to waste quite a lot of precious time. And all because the defect, which the owner of the car complained about, did not want to manifest itself in my presence.

Limit O2s Lambda Control (B1) Hyundai codes - Engine and automatic transmission O2 Sensor System Lambda Bank Controller at the Limit (Bank 2) Hyundai error codes and methods for diagnosing these (by codes) faults and. So the car Hyundai Santa Fe, 2008, engine Such a vague diagnosis is easy to explain, since there are no error codes. No, the self-diagnosis function, with the indication of error codes, is not available for Santa1,2 and 3rd generations.

And the owner did not want to change the suspected component without a 100% reliable diagnosis. Vicious circle. So, Hyundai car Santa Fe, 2. D 2. 2- TCI- D, volume 2. Owned by a friend of one of my good friends. And almost all the friends of my friends sooner or later fall into my raking paws.

Reading and decoding Hyundai error codes is the easiest and most self-diagnostic on-board computer Hyundai (Solaris, Accent, Santa Fe, Tussan, Sonata, Getz, Porter and others models) can generate the following error and malfunction codes. On our website you can get detailed information about Hyundai Santa Fe repair: Troubleshooting by diagnostic Hyundai codes Santa Fe. We have all the photos and diagrams necessary for the repair. Added after 8 minutes And this error is for the French automatic transmission AL4. Hyundai Owner Santa Fe (2nd generation) — independent repair.

Unless, of course, these buddies have a car and this car starts misbehaving. In general, this epic began at the end of last year. One of our mutual friends, the owner of this very Santa Fe, turned to us with a request to diagnose.

Hyundai Santa Fe is a mid-size crossover based on the Hyundai Sonata platform. The car was named after a city in New Mexico. Support reading and resetting fault codes Automatic transmission Hyundai and Kia Example: BC issues an error code "0036", when searching, you must search by.

According to him, recently the car has thrown out a “trick” several times. For no apparent reason, the engine suddenly lost power, and ceased to adequately respond to pressing the accelerator pedal.

After turning off the ignition and restarting, everything disappeared by itself, and for a very long time. Visit to official dealer brought no results. Such a vague diagnosis is easy to explain, since the engine control unit did not record any error codes. Their dealers did not find them, and neither did we (screen 1). Based on the symptoms described, we assumed that the most likely cause is a malfunction of the exhaust gas recirculation (EGR) valve.

But the owner of the car was not satisfied with this answer. Apparently, having heard enough of some pink verbal nonsense from our mutual acquaintances, he imagined us to be some kind of wizards from diagnostics.

We explained to him as best we could that since he wants to be presented with an absolutely accurate and the only correct diagnosis, he must have a “available” defect. That is, it makes practically no sense to diagnose such a car in a repair zone. This means that you will have to ride with the device connected and hope that the malfunction will at least somehow manifest itself. You have to give credit to the owner. He quickly realized the essence of the problem and immediately expressed his willingness to work as a driver of his own car, and for free.

I connected the G-Scan to the diagnostic connector, activated the graphics mode (screen 2) and off we went. However, this trip ended in nothing, although it lasted no less than an hour. He came to us two or three more times, and not just like that, but precisely on those days when the malfunction appeared. But, as it often happens, the very approach of the car to the car service building instantly cured all his ailments. So I threw away a couple more hours of my "precious time".

Well, what can you do, this seems to be our aura. Time passed, and we have almost ceased to remember about this Hyundai. And suddenly, at the beginning of April, its owner called me and said that with the onset of the first relatively warm and humid days, the defect had clearly worsened. And it escalated to such an extent that it began to manifest itself almost after every cold start, in the first minutes of the car's movement.

This time, our friend did not even offer his driving services. He just drove the car and left it to us to be torn apart, he was so sure that the problem would manifest itself. And indeed, having started the engine in the morning and having thoroughly covered a couple of hundred meters by car, I finally managed to see and hear the manifestation of the defect in all its glory.

After a couple of accelerations and decelerations at different rates, the engine suddenly stalled. He started with difficulty Idling worked unstable, with gaps, practically did not react to pressing the accelerator pedal. Moreover, repeated shutdown and restart did not help. That is, this time everything happened exactly the opposite: the defect not only manifested itself very quickly, but also categorically did not want to disappear.

We will consider this a reward for wasted time on previous “pokatushki”. Needless to say, the scanner was already connected and all that remained to be done was to carefully analyze the current parameters. Since no error codes, as in previous visits, the control unit did not record. So what has been installed. Firstly, the fuel pressure in the rail does not raise any questions.

As you can see from screen 3, the set pressure value (fourth line from the top) is 5. MPa, i.e. 5.39 bar, and the actual pressure value (fifth line) is 5. MPa, i.e. even without taking into account the time shift when issuing parameters to the data bus, this difference is insignificant. So the fuel supply circuit is automatically eliminated. And this despite the fact that the duty cycle of the control pulses on the EGR valve is only 4.

And he, apparently, jammed in the ajar state. True, this fact is not displayed in any way on the scanner, apparently there is no sensor responsible for the position of the valve stem. It looks like our initial assumption regarding the EGR system is confirmed.

Hyundai Santa Fe. Main malfunctions battery

The indicator of lack of a charge of the rechargeable battery burns

The low battery indicator does not light up

The battery charge indicator does not light up when the ignition is turned on and does not light up when the engine is running. The voltage of the vehicle's on-board network is below 14.4 Volts

The main malfunctions of batteries and how to eliminate them

During the operation and storage of batteries, the following malfunctions may occur:

• electrode sulfation;
• increased self-discharge;
• lagging batteries;
• short circuit inside the batteries;
• violation of the electrical circuit of the battery;
• mechanical damage - cracks in monoblocks and covers.

Sulfation of the electrodes. This term is understood to mean such a state of the electrodes when they are not charged when passing a normal charging current for a set period of time. Lead sulfate has a larger volume than the active mass, therefore, during sulfation, clogging of pores, chipping and extrusion of the active mass, as well as distortion and rupture of the electrodes occur.

Sulfation is characterized by the following features:

• when charging, the temperature of the electrolyte quickly rises (due to the high internal resistance of sulfated batteries);
• the density of the electrolyte during charging almost does not increase or increases very slowly;
• gas emission begins much earlier than in serviceable batteries (often it starts when the battery is turned on for a charge);
• during the control discharge, the battery gives off a capacity much less than the nominal one.

Early outgassing, a slight increase in electrolyte density, and increased voltage when charging sulfated batteries sometimes cause the end of battery to be incorrectly determined.

Reasons for sulfation:

• the use of electrolyte contaminated with impurities;
• long stay of batteries in a discharged state;
• systematic undercharging of batteries;
• decrease in the electrolyte level in the batteries (below the upper edge of the electrodes);
• battery operation at unacceptably high temperature and electrolyte density.

Repairing highly sulfated battery electrodes is not possible. Partial sulfation, which did not cause breaks and warping of the electrodes, can be eliminated by a long (up to 24 hours or more) battery charge. The charge must be carried out until the density of the electrolyte and the voltage are constant for 5-6 hours.

Increased self-discharge. The battery, disconnected from the discharge circuit, spontaneously discharges and loses its capacity. This discharge of the battery is called self-discharge.
Self-discharge is normal and increased. Normal self-discharge for a lead starter battery is inevitable. Self-discharge is considered increased if, after 14 days of inactivity of the batteries, its average daily value exceeds 0.7% of the rated capacity.

The increased self-discharge is caused by the following main reasons:

• the presence of contaminants on the surface of the battery that conduct electric current;
• the use of distilled water or electrolyte containing harmful impurities;
• storage of batteries at elevated ambient temperatures.

The self-discharge of rechargeable batteries largely depends on the ambient temperature (respectively, on the temperature of the electrolyte). With an increase in the ambient temperature, the self-discharge increases; at an electrolyte temperature of 0C and below, the self-discharge practically stops.

Lagging batteries. The condition of the individual batteries of the battery should be practically the same. If at least one battery in the battery will be discharged before the rest, then the battery performance is determined by this lagging battery.

The most characteristic signs of a lagging battery are the following: the density of the electrolyte during charging increases much more slowly than in other batteries, and does not reach the required value. The electrolyte temperature is higher than in other serviceable batteries.

Short circuit inside the battery. Internal short circuits in batteries occur between opposite electrodes through conductive bridges made of lead sponge; through sediment (sludge) deposited in the near-bottom space as a result of sliding of the active mass, as well as by filling the largest pores in the separators with swollen active mass until through bridges are formed through the separators. The characteristic features of a short-circuited battery are the absence or a very small value of emf, a continuous decrease in the density of the electrolyte despite the fact that the battery receives a normal charge; rapid loss of capacity after full charge. The density of the electrolyte, as well as the voltage on the battery, do not increase during the charging process, and after turning off the charging current, the voltage drops rapidly. When charging in a short-circuited battery, the temperature rises rapidly.

Electrical circuit failure(internal break) of the battery. Violation of the electrical circuit of the battery is detected by a failure in the operation of the starter when the battery-starter circuit is in good condition, by a low voltage level. It can be caused by soldering jumpers, melting or breakage of the pole terminal, corrosion of down conductors.

Monoblock cracks, tanks and battery covers. Such malfunctions are caused by mechanical damage, shock, shaking, etc. during operation. These malfunctions are detected during an external examination, as well as by a rapid decrease in the electrolyte level due to its leakage. Cracks in the internal partitions of the monoblock cause a gradual discharge of adjacent batteries of the battery. The first sign of such damage is usually the inability of the battery to hold a charge and the difference in the state of charge of individual batteries.

Principle of operation and purpose of diagnostic parameters

The Mass Air Flow (MAF) sensor is located in the air pipe behind the air filter.

The sensor measures the mass flow of air flowing through the inlet pipe to the engine, and an electrical signal is generated in it. The electronic unit The engine control module (ECM) receives the signal generated by the sensor in the form of a voltage signal and uses this signal to generate the base injector control signal duration and ignition timing.

As the mass air flow increases, the voltage generated by the sensor increases.

Principle of operation and purpose

The intake manifold air temperature (IAT sensor) is integrated into the intake manifold absolute pressure (MAP) sensor. The sensor is a resistor that changes its own resistance depending on the temperature of the air entering the intake manifold. Based on the sensor signal, the electronic engine control unit corrects the duration of the injector opening signal (basic open time fuel injector). If the measured air temperature is low, then the electronic engine control unit enriches the air-fuel mixture, increasing the duration of the signal for opening the nozzle. If the measured air temperature is high, then the electronic engine control unit reduces the duration of the signal for opening the nozzle.

Principle of operation and purpose

The coolant temperature sensor (ECT sensor) is installed in the channel of the cylinder head cooling jacket. The sensor is a thermistor that changes its own resistance depending on the temperature of the engine coolant flowing around the sensor. If the coolant temperature is low, then the sensor resistance is high. If the coolant temperature is high, then the sensor resistance is low. The electronic engine control unit checks the signal voltage of the coolant temperature sensor and, based on the sensor signal, corrects the duration of the injector opening signal and the ignition timing. If the coolant temperature is very low, then the electronic engine control unit enriches the air-fuel mixture (increases the duration of the signal for opening the nozzle) and increases the ignition timing (sets early ignition). If the temperature of the coolant increases, then the electronic engine control unit reduces the duration of the injector opening signal and the ignition timing (sets a later ignition).

Principle of operation and purpose

Position sensor throttle valve(TPS) mounted on the wall of the throttle body and connected to the throttle shaft. The throttle position sensor is a resistor (potentiometer) that changes its own resistance depending on the throttle position. When the accelerator pedal is depressed, the resistance of the sensor decreases, and when the accelerator pedal is released, the resistance of the sensor increases. The TPS sensor includes a fully closed throttle position switch. The switch closes when the throttle is fully closed. The engine control module supplies a control voltage to the throttle position sensor (TPS) and then measures the voltage in the sensor signal circuit. Based on the sensor signal, the electronic engine control unit corrects the duration of the injector opening signal and the ignition timing. The Throttle Position Sensor (TPS) signal, along with the Manifold Absolute Pressure (MAP) sensor signal, is used by the ECM to determine engine load.

Principle of operation and purpose

To ensure the lowest concentration of CO (carbon monoxide), HC (unburned hydrocarbons) and NOx (oxides of nitrogen) in the exhaust gases, a three-way catalytic converter is used. For more effective use catalytic converter, the fuel supply system must prepare a working mixture of a certain composition called stoichiometric. The oxygen sensor has such a characteristic that its output signal (voltage) changes sharply in the zone of the stoichiometric air-fuel ratio. A similar characteristic is used to determine the oxygen concentration in the exhaust gases and in the form feedback sends a signal to the electronic control unit to adjust the composition of the mixture. If a air-fuel mixture becomes LEAN, the oxygen concentration in the exhaust gases increases and oxygen sensor, the corresponding signal informs the electronic control unit about this (the electromotive force at the output of the oxygen sensor is practically 0). If the air-fuel mixture becomes RICH than the stoichiometric composition of the mixture, the oxygen concentration in the exhaust gases decreases, and the oxygen sensor informs the electronic control unit of the enrichment of the mixture (the electromotive force increases to 1 V).

The electronic control unit, in accordance with the magnitude of the electromotive force of the oxygen sensor, determines the degree of deviation of the composition of the mixture from stoichiometric and, in accordance with this, adjusts the required amount of injected fuel by changing the duration of the injector control signal. However, if the oxygen sensor malfunctions, an inadequate signal (voltage) appears at its output, the electronic control unit, in this case, cannot execute the proper command to correct the fuel supply. Oxygen sensors are usually equipped with a heater that heats the sensitive zirconium element. The heater is controlled by an electronic control unit. At low intake air flow rates (exhaust gas temperature is low), the electronic control unit supplies electric current to the heater, which heats the oxygen sensor: this ensures an accurate measurement of oxygen in the exhaust gases.

Principle of operation and purpose

When the ignition switch is in the "ON" or "START" position, voltage is applied to the ignition coil. The ignition coil consists of two windings (primary and secondary). spark plug wires high voltage connect the ignition coils to the spark plug of each engine cylinder. The ignition coil causes a spark discharge (flash) from the spark plugs on each power stroke (for the cylinder on the compression stroke and for the cylinder on the exhaust stroke). The first ignition coil causes a spark discharge from the spark plugs of cylinders #1 and #4. The second ignition coil causes a spark discharge from the spark plugs of cylinders #2 and #3. A ground switching circuit is built into the ECM to turn on the primary winding of the ignition coil. The electronic engine control unit uses the position sensor signal crankshaft motor to determine the moment of switching on the winding. After interruption (turning on and off) of the current in the primary circuit of the ignition coil, a high voltage pulse is induced in the secondary winding, which causes a spark discharge from the connected spark plugs.

Principle of operation and purpose

The vehicle speed sensor generates a pulse type signal when the vehicle is moving. The electronic control unit monitors the presence of the sensor output signal.