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Engine vibration, rpm fluctuations at idle, or poor accelerator response along with codes P2020 (P0172), P2046, P201C or P201A may be caused by a tear in the partial load vent hose at the connection to the crankcase. Air will bypass the mass air sensor — i.e. unmeasured air will enter the intake — causing the engine to run lean. The remedy: 1. Remove the supercharger. Refer to WIS document AR09.50-P-4705QK. 2.Remove and install partial load vent hose for crankcase ventilation. 3.Install the supercharger according to the WIS document above. Note: Use a “click clamp” as specified in parts information for securing hose. Ensure that the clamp is positioned as close to the end of the hose as possible and fastened tight. Parts Information: Click Clamp, 005 997 49 90 Partial Load Vent Hose, 271 018 04 82

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Some Genesis Coupe 3.8L manual transmission vehicles may experience minor reduced engine performance at gear shifts when the engine speed exceeds red line (approximately 6500 rpm). APPLICABLE VEHICLES: • Model: 2010 GENESIS COUPE (BK) 3.8L manual transmission vehicles SERVICE PROCEDURE: CAUTIONS DURING CONTROL UNIT UPDATE 1. Make sure the vehicle’s battery has reasonable charge. If the vehicle has been in storage for days, run the engine to ensure an adequate battery charge state for reliable update results. 2. Turn off all lamps (Do not leave head lamp switch in auto mode) and all accessories (including heater, A/C, blower, radio, seat warmer, defroster, etc.) to prevent the battery discharge during the update. 3. Perform the update with the ignition switch in the ON position. 4. Be careful not to disconnect any cables connected to the vehicle or scan tool during the update. 5. Do not start the engine during update. 6. Do not turn off the ignition switch during update. 1. Connect the power supply cable to the diagnostic terminal. NOTE: If attempting to perform the update with the power supply cable disconnected from the diagnostic terminal, make certain that the diagnostic terminal is charged enough for the update. If not, the update may fail in progress. Therefore, it is strongly recommended to connect the power supply cable to the diagnostic terminal during the update procedure. 2. Connect the USB cable between the VCI and the diagnostic terminal. NOTE: When performing the update using the GDS, wireless communication between the VCI and the diagnostic terminal is NOT available. Therefore, be sure to connect the USB cable between the VCI and the diagnostic terminal. 3. Connect the 16-pin DLC cable from the VCI into the vehicle’s 16-pin connector under the driver side instrument panel. 4. Turn on the VCI and diagnostic terminal with the ignition key in the ON position. NOTE: Do not start the engine.

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Santa Fe (2.7L) & Sonata (2.5L) 1. Turn ignition off. Disconnect TP sensor 3-pin connector. Measure resistance between TP sensor terminals No. 2 (Orange wire on Santa Fe, Black/White wire on Sonata) and No. 1 (Yellow/Black wire on Santa Fe, Green/White wire on Sonata). See Fig. 1 . Standard resistance value should be 3500-6500 ohms. If resistance is not as specified, replace TP sensor. If resistance is as specified, go to next step. 2. Measure resistance between TP sensor terminals No. 2 (Orange wire on Santa Fe, Black/White wire on Sonata) and No. 3 (Red/Orange on Santa Fe, Blue wire on Sonata). Open throttle slowly from idle position to wide-open throttle position. Resistance should change smoothly in proportion to the throttle valve opening. If resistance changes smoothly, go to next step. If resistance does not change smoothly, replace TP sensor. 3. Reconnect TP sensor connector. Using a voltmeter, backprobe sensor connector terminals No. 1 (Yellow/Black wire on Santa Fe, Green/White wire on Sonata) and No. 3 (Red/Orange on Santa Fe, Blue wire on Sonata). Turn ignition on, and measure TP sensor voltage. Voltage should be 250-800 millivolts. If voltage is not as specified, replace TP sensor.

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DTC P1518: IMRC SHUTTER VALVE STUCK OPEN Condition PCM monitors intake manifold runner control (IMRC) circuit voltage. DTC is set when PCM terminal No. 3 voltage is less than 1.6 volt for 3.2 seconds when IMRC valve changes from open to closed position. Possible causes are: Short to ground in wiring between IMRC harness connector terminal No. 1 (Black/Red wire) and PCM harness connector terminal No. 42 (Black/Yellow wire) or between IMRC harness connector terminal No. 5 (Black/Blue wire) and PCM harness connector terminal No. 3 (Red wire). Connector or terminal malfunction. IMRC malfunction. PCM malfunction. Testing NOTE: 1. Using scan tool, clear DTC. Ensure transmission is in Park. Turn ignition off. Start engine. Accelerate engine to more than 4000 RPM for 5 seconds. Allow engine to idle. Recheck DTCs. If DTC P1518 is pending, go to next step. If DTC P1518 is not pending, problem is intermittent. See TROUBLE SHOOTING – NO CODES article. Record freeze frame data. Check for service bulletins and on-line information.

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Before road testing, be sure the fluid level and control cable adjustments have been checked and adjusted if necessary. Verify that diagnostic trouble codes have been resolved.Observe engine performance during the road test. A poorly tuned engine will not allow accurate analysis of transmission operation. Operate the transmission in all gear ranges. Check for shift variations and engine flare, which indicates slippage. Note if shifts are harsh, spongy, delayed, early, or if part throttle downshifts are sensitive. Slippage indicated by engine flare, usually means clutch, band or overrunning clutch problems. If the condition is advanced, an overhaul will be necessary to restore normal operation. A slipping clutch or band can often be determined by comparing which internal units are applied in the various gear ranges. The Clutch and Band Application chart provides a basis for analyzing road test results. Note that the rear clutch is applied in all forward ranges (D, 2, 1). The transmission overrunning clutch is applied in first gear (D, 2 and 1 ranges) only. The rear band is applied in 1 and R range only. Note that the overdrive clutch is applied only in fourth gear and the overdrive direct clutch and overrunning clutch are applied in all ranges except fourth gear. For example: If slippage occurs in first gear in D and 2 range but not in 1 range, the transmission overrunning clutch is faulty. Similarly, if slippage occurs in any two forward gears, the rear clutch is slipping. Applying the same method of analysis, note that the front and rear clutches are applied simultaneously only in D range third and fourth gear. If the transmission slips in third gear, either the front clutch or the rear clutch is slipping. If the transmission slips in fourth gear but not in third gear, the overdrive clutch is slipping. By selecting another gear, which does not use these clutches, the slipping unit can be determined. For example, if the transmission also slips in Reverse, the front clutch is slipping. If the transmission does not slip in Reverse, the rear clutch is slipping.