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Description NOTE: If DTC P0507 is displayed with other DTC, first perform the trouble diagnosis for the other DTC. The ECM controls the engine idle speed to a specified level through the fine adjustment of the air, which is let into the intake manifold, by operating the electric throttle control actuator. The operating of the throttle valve is varied to allow for optimum control of the engine idling speed. The crankshaft position sensor (POS) detects the actual engine speed and sends a signal to the ECM. The ECM controls the electric throttle control actuator so that the engine speed coincides with the target value memorized in the ECM. The target engine speed is the lowest speed at which the engine can operate steadily. The optimum value stored in the ECM is determined by taking into consideration various engine conditions, such as during warming up, deceleration, and engine load (air conditioner, power steering and cooling fan operation, etc.). On Board Diagnosis Logic DTC Confirmation Procedure NOTE: – If DTC Confirmation Procedure has been previously conducted, always turn ignition switch OFF and wait at least 10 seconds before conducting the next test. – If the target idle speed is out of the specified value, perform EC-90, “Idle Air Volume Learning”, See: Programming and Relearning/Idle Air Volume Learning before conducting DTC Confirmation Procedure. For the target idle speed, refer to the “SERVICE DATA AND SPECIFICATIONS (SDS)”.

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P1128 DESCRIPTION The air/fuel control system, in addition to a number of sensors, includes the following components and systems: – Intake air system. – Exhaust system. – Evaporative emissions control system (includes purge control solenoid valve). – Fuel injectors. – Fuel pressure regulator. – Fuel pump. For the air/fuel ratio to be within limits, all of the sensors, components and systems associated with the air/fuel control system must function within normal parameters. FAILURE CONDITIONS (FOR LONG-TERM FUEL TRIM) The ECM will set a code and the Malfunction Indicator Lamp (MIL) will turn on if the long-term fuel trim value goes to 10% to 15% lean for 30 seconds during two driving cycles when the following conditions are met: 1. Engine load exceeds 1.8 milliseconds. 2. Engine coolant temperature is above 158 °F (70 °C). 3. Canister purge system is not operating. 4. Mass air flow is less than or 5.5 g/s. 5. Engine speed is below 1000 RPM.

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The Crankshaft Position (CKP) sensor is a magnetic generator type sensor. The sensor produces an alternating current signal. The CKP sensor sends the A/C signal to the Powertrain Control Module (PCM) in order to indicate the crankshaft RPM and the position. The PCM uses the CKP sensor signal in order to calculate the following: ^ The ignition sequence ^ The fuel injector sequence ^ Fuel injectors pulse width If the PCM does not receive a CKP sensor signal, the engine will not start. CONDITIONS FOR SETTING THE DTC ^ The engine is cranking. ^ The signal from the CKP sensor is missing for 2 seconds. ACTION TAKEN WHEN THE DTC SETS ^ The PCM illuminates the malfunction indicator lamp (MIL). ^ The PCM records the operating conditions at the time of the diagnostic failure. This information is in the Freeze Frame buffer. CONDITIONS FOR CLEARING THE MIL/DTC The MIL turns OFF after three consecutive trips during which the diagnostic runs, and the fault is not present. A History DTC clears after 40 consecutive warm-up cycles without a fault. Use a scan tool clear the DTC. Disconnect the PCM battery feed in order to clear the DTC

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When Monitored and Set Condition: P0740 – TORQUE CONVERTER CLUTCH CONTROL CIRCUIT When Monitored:During Electronically Modulated Converter Clutch (EMCC) Operation. Set Condition:A) Transmission must be in EMCC, with input speed > than 1750 RPM. TCC/L-R Sol achieves the maximum duty cycle & can’t pull engine RPM within 60 RPM of input speed. B) Transmissions is in FEMCC & engine slips TCC > than 100 RPM for 10 seconds. POSSIBLE CAUSES: RELATED DTC’S PRESENT INTERMITTENT OPERATION INCORRECT FLUID LEVEL INTERNAL TRANSMISSION PROBLEM – TCC OUT OF RANGE