3. OBD-II Readiness Test
[Kia Motors Drive Cycle]
Kia OBDII Drive Cycle is designed to execute and complete the OBDII monitors. To complete a specific monitor for repair verification, follow the Drive Cycle chart below.
Kia OBDII Drive Cycle consists of two modes (Mode 1 and Mode 2) and the Mode 2 is to perform the catalyst diagnostics on Dephi EMS only.
- Continental, Bosch or Kefico EMS: Mode 1 drive cycle should be done one time for diagnostics on all systems.
- Dephi EMS: Mode 2 drive cycle should be done two times in a row after Mode 1 is carried out one time for diagnostics on all systems
- Mode 1
- Mode 2
| Mode | No | Operation | Speed (mph) | Duration (s) | E/Time (s) | Remarks |
|---|---|---|---|---|---|---|
| Mode 1 | 1 | Engine Start | 0 | 0 | 0 | ECT @ Start 32~104°F |
| 2 | Idling (N) | 0 | 30 | 30 | Neutral Range | |
| 3 | Idling (D) | 0 | 270 | 300 | D Range | |
| 4 | Acceleration | 0 → 50 | 15 | 315 | ||
| 5 | Steady Speed | 50 | 230 | 545 | ||
| 6 | Deceleration | 50 → 45 | 5 | 550 | ||
| 7 | Steady Speed | 45 | 5 | 555 | ||
| 8 | Acceleration | 45 → 55 | 5 | 560 | ||
| 9 | Steady Speed | 55 | 5 | 565 | ||
| 10 | Deceleration | 55 → 45 | 5 | 570 | ||
| 11 | Steady Speed | 45 | 5 | 575 | ||
| 12 | Repeat 8 through 11 ten times. | - | 180 | 755 | ||
| 13 | Acceleration | 45 → 55 | 5 | 760 | ||
| 14 | Steady Speed | 55 | 5 | 765 | ||
| 15 | Deceleration | 55 → 0 | 45 | 810 | ||
| 16 | Idling (D) | 0 | 120 | 930 | D Range | |
| 17 | Idling (N) | 0 | 760 | 1690 | Neutral Range | |
| 18 | Acceleration | 0 → 55 | 15 | 1705 | ||
| 19 | Steady Speed | 55 | 60 | 1765 | ||
| 20 | Deceleration | 55 → 0 | 15 | 1780 | ||
| 21 | Idling (D) | 0 | 60 | 1840 | D Range | |
| 22 | Acceleration | 0 → 55 | 15 | 1855 | ||
| 23 | Steady Speed | 55 | 60 | 1915 | ||
| 24 | Deceleration | 55 → 0 | 15 | 1930 | ||
| 25 | Idling (D) | 0 | 60 | 1990 | D Range | |
| 26 | Acceleration | 0 → 40 | 15 | 2005 | ||
| 27 | Steady Speed | 40 | 15 | 2020 | ||
| 28 | Acceleration | 40 → 50 | 15 | 2035 | ||
| 29 | Steady Speed | 50 | 5 | 2040 | ||
| 30 | Deceleration | 50 → 40 | 15 | 2055 | ||
| 31 | Steady Speed | 40 | 60 | 2115 | ||
| 32 | Repeat 28 through 31 five times. | - | 380 | 2495 | ||
| 33 | Acceleration | 40 → 50 | 15 | 2510 | ||
| 34 | Steady Speed | 50 | 5 | 2515 | ||
| 35 | Deceleration | 50 → 0 | 40 | 2555 | ||
| 36 | Idling (D) | 0 | 25 | 2580 | D Range | |
| Mode 2 | 1 | Engine Start | 0 | 0 | 0 | |
| 2 | Idling (N) | 0 | 30 | 30 | Neutral Range | |
| 3 | Idling (D) | 0 | 210 | 240 | D Range | |
| 4 | Acceleration | 0 → 49 | 16 | 256 | ||
| 5 | Deceleration | 49 → 47 | 2 | 258 | Lift Foot Up: APS = 0 | |
| 6 | Steady Speed | 47 | 10 | 268 | ||
| 7 | Acceleration | 47 → 55 | 4 | 272 | Middle Tip In or Deep Accel | |
| 8 | Deceleration | 55 → 52 | 3 | 275 | Lift Foot Up: APS = 0 | |
| 9 | Steady Speed | 52 | 10 | 285 | ||
| 10 | Deceleration | 52 → 45 | 3 | 288 | Lift Foot Up: APS = 0 | |
| 11 | Acceleration | 45 → 47 | 2 | 290 | ||
| 12 | Repeat 6 through 11 twelve times. | - | 330 | 620 | ||
| 13 | Steady Speed | 47 | 57 | 677 | ||
| 14 | Deceleration | 47 → 0 | 8 | 685 | ||
| 15 | Idling (D) | 0 | 60 | 745 | D Range | |
| 16 | Acceleration | 0 → 50 | 15 | 760 | ||
| 17 | Steady Speed | 50 | 90 | 850 | ||
| 18 | Deceleration | 50 → 0 | 10 | 860 | ||
| 19 | Repeat 15 through 18 two times. | - | 175 | 1035 | ||
| 20 | Idling (D) | 0 | 90 | 1125 | D Range |
- Catalyst monitoring
The catalyst efficiency monitor is a self-test strategy within the ECM or PCM that uses the downstream Heated Oxygen Sensor (HO2S) to determine when a catalyst has fallen below the minimum level of effectiveness in its ability to control exhaust emission.
- Misfire monitoring
Misfire is defined as the lack of proper combustion in the cylinder due to the absence of spark, poor fuel metering, or poor compression. Any combustion that does not occur within the cylinder at the proper time is also a misfire. The misfire detection monitor detects fuel, ignition or mechanically induced misfires. The intent is to protect the catalyst from permanent damage and to alert the customer of an emission failure or an inspection maintenance failure by illuminating the MIL. When a misfire is detected, special software called freeze frame data is enabled. The freeze frame data captures the operational state of the vehicle when a fault is detected from misfire detection monitor strategy.
- Fuel system monitoring
The fuel system monitor is a self-test strategy within the ECM or PCM that monitors the adaptive fuel table The fuel control system uses the adaptive fuel table to compensate for normal variability of the fuel system components caused by wear or aging. During normal vehicle operation, if the fuel system appears biased lean or rich, the adaptive value table will shift the fuel delivery calculations to remove bias.
- Engine cooling system monitoring
The cooling system monitoring is a self-test strategy within the ECM or PCM that monitors ECTS (Engine Coolant Temperature Sensor) and thermostat about circuit continuity, output range, rationality faults.
- O2 sensor monitoring
OBD-II regulations require monitoring of the upstream Heated O2 Sensor (H2OS) to detect if the deterioration of the sensor has exceeded thresholds. An additional HO2S is located downstream of the Warm-Up Three Way Catalytic Converter (WUTWC) to determine the efficiency of the catalyst.
Although the downstream H2OS is similar to the type used for fuel control, it functions differently. The downstream HO2S is monitored to determine if a voltage is generated. That voltage is compared to a calibrated acceptable range.
- Evaporative emission system monitoring
The EVAP. monitoring is a self-test strategy within the ECM or PCM that tests the integrity of the EVAP. system. The complete evaporative system detects a leak or leaks that cumulatively are greater than or equal to a leak caused by a 0.040 inch and 0.020 inch diameter orifice.
- Air conditioning system monitoring
The A/C system monitoring is a self-test strategy within the ECM or PCM that monitors malfunction of all A/C system components at A/C ON.
- Comprehensive components monitoring
The comprehensive components monitoring is a self-test strategy within the ECM or PCM that detects fault of any electronic powertrain components or system that provides input to the ECM or PCM and is not exclusively an input to any other OBD-II monitor.
- A/C system component monitoring
Requirement:
If a vehicle incorporates an engine control strategy that alters off idle fuel and/or spark control when the A/C system is on, the OBD II system shall monitor all electronic air conditioning system components for malfunctions that cause the system to fail to invoke the alternate control while the A/C system is on or cause the system to invoke the alternate control while the A/C system is off.
Additionally, the OBD II system shall monitor for malfunction all electronic air conditioning system components that are used as part of the diagnostic strategy for any other monitored system or component.
Implementation plan:
No engine control strategy incorporated that alters off idle fuel and/or spark control when A/C system is on. Malfunction of A/C system components is not used as a part of the diagnostic strategy for other monitored system or component.