2007 KIA CARNIVAL engine

2007 > 2.7L V6 GASOLINE >
OPERATION
Engine condition Not runningEngine conditionIdling or decelerating
PCV valve Not operatingPCV valveFully operating
Vacuum passage RestrictedVacuum passageSmall
Engine condition Normal operationEngine conditionAccelerating and high load
PCV valve Properly operatingPCV valveSlightly operating
Vacuum passage LargeVacuum passageVery large

2007 > 2.7L V6 GASOLINE >
INSPECTION
1.Disconnect the vacuum hose from the throttle body, and connect a vacuum pump to the vacuum hose.
2. Check the following points when the engine is cold [engine coolant temperature 60°C(140°F) or below] and when it
is warm [engine coolant temperature 80°C(176°F) or higher].
WHEN ENGINE IS COLD
Engine operating condition Applied vacuumResult
Idling 50 kPa
(7.3 psi) Vacuum is held
3,000 rpm
WHEN ENGINE IS WARM Engine operating condition Applied vacuumResult
Idling 50 kPa
(7.3 psi) Vacuum is held
Within 3 minutes after engine start at 3,000
rpm Try to apply vacuum
Vacuum is released
After 3 minutes have passed after engine
start at 3,000 rpm 50 kPa
(7.3 psi) Vacuum will be held momentarily,
after which, it will be released

2007 > 2.7L V6 GASOLINE >
DESCRIPTION
Modifications to the combustion chamber, intake manifold, camshaft and ignition system form the basic control system.
These items have been integrated into a highly effective system which controls exhaust emissions while maintaining
good driveability and fuel economy.
AIR/FUEL MIXTURE CONTROL SYSTEM [MULTIPORT FUEL INJECTION (MFI) SYSTEM]
This in turn allows the engine to produce exhaust gases of the proper composition to permit the use of a three way
catalyst. The three way catalyst is designed to convert the three pollutants (1) hydrocarbons (HC), (2) carbon
monoxide (CO), and (3) oxides of nitrogen (NOx) into harmless substances. There are two operating modes in the MFI
system.
1. Open Loop air/fuel ratio is controlled by information programmed into the ECM.
2. Closed Loop air/fuel ratio is adjusted by the ECM based on information supplied by the oxygen sensor.

2007 > 2.7L V6 GASOLINE >
DESCRIPTION
The CVVT (Continuously Variable Valve Timing) which is installed on the exhaust camshaft controls intake valve open
and close timing in order to improve engine performance.
The intake valve timing is optimized by CVVT system depending on engine rpm.
This CVVT system improves fuel efficiency and reduces NOx emissions at all levels of engine speed, vehicle speed,
and engine load by EGR effect because of valve over - lap optimization.
The CVVT changes the phase of the intake camshaft via oil pressure.
It changes the intake valve timing continuously.
OPERATION
The CVVT system makes continuous intake valve timing changes based on operating conditions.
Intake valve timing is optimized to allow the engine to produce maximum power.
Cam angle is advanced to obtain the EGR effect and reduce pumping loss. The intake valve is closed quickly to
reduce the entry of the air/fuel mixture into the intake port and improve the changing effect.
Reduces the cam advance at idle, stabilizes combustion, and reduces engine speed.
If a malfunction occurs, the CVVT system control is disabled and the valve timing is fixed at the fully retarded position.

1.The above figure shows the relative operation structures of the housing vane to the rotor vane.
2. If the CVVT is held a certain control angle, to hold this state, oil is replenished as much as oil leaks from the oil
pump.
The OCV (Oil - flow Control Valve) spool location at this time is as follows.
Oil pump → Advance oil chamber (Little by little open the inflow side to the advance oil chamber) → Almost close the
drain side
Be sure there might be a difference in the position according to the engine running state (rpm, oil temperature, and oil
pressure).

during testing. An example would be if a problem appears only when the vehicle is cold but has not appeared when
warm. In this case, the technician should thoroughly make out a "CUSTOMER PROBLEM ANALYSIS SHEET" and
recreate (simulate) the environment and condition which occurred when the vehicle was having the issue.1. Clear Diagnostic Trouble Code (DTC).
2. Inspect connector connection, and check terminal for poor connections, loose wires, bent, broken or corroded pins,
and then verify that the connectors are always securely fastened.
3.Slightly shake the connector and wiring harness vertically and horizontally.
4. Repair or replace the component that has a problem.
5. Verify that the problem has disappeared with the road test.
● SIMULATING VIBRATION
a. Sensors and Actuators
: Slightly vibrate sensors, actuators or relays with finger.
Strong vibration may break sensors, actuators or relays
b. Connectors and Harness
: Lightly shake the connector and wiring harness vertically and then horizontally.
● SIMULATING HEAT
a. Heat components suspected of causing the malfunction with a hair dryer or other heat source.
a.DO NOT heat components to the point where they may be damaged.
b. DO NOT heat the ECM directly.
● SIMULATING WATER SPRINKLING
a. Sprinkle water onto vehicle to simulate a rainy day or a high humidity condition.
DO NOT sprinkle water directly into the engine compartment or electronic components.
● SIMULATING ELECTRICAL LOAD
a. Turn on all electrical systems to simulate excessive electrical loads (Radios, fans, lights, rear window defogger,
etc.).
CONNECTOR INSPECTION PROCEDURE

MAIN SYMPTOMDIAGNOSTIC PROCEDURE ALSO CHECK FOR
Unable to start
(Engine does not turn
over) a.
Test the battery
b. Test the starter
c. Inhibitor switch (A/T) or clutch start switch (M/T)
Unable to start
(Incomplete
combustion) a.
Test the battery
b. Check the fuel pressure
c. Check the ignition circuit
d. Troubleshooting the immobilizer system (In case of
immobilizer lamp flashing) a.
DTC
b. Low compression
c. Intake air leaks
d. Slipped or broken timing belt
e. Contaminated fuel
Difficult to start a.
Test the battery
b. Check the fuel pressure
c. Check the ECTS and circuit (Check DTC)
d. Check the ignition circuit a.
DTC
b. Low compression
c. Intake air leaks
d. Contaminated fuel
e. Weak ignition spark
Poor idling
(Rough, unstable or
incorrect Idle) a.
Check the fuel pressure
b. Check the Injector
c. Check the long term fuel trim and short term fuel trim
(Refer to CUSTOMER DATASTREAM)
d. Check the idle speed control circuit (Check DTC)
e. Inspect and test the Throttle Body
f. Check the ECTS and circuit (Check DTC) a.
DTC
b. Low compression
c. Intake air leaks
d. Contaminated fuel
e. Weak ignition spark
Engine stall a.
Test the Battery
b. Check the fuel pressure
c. Check the idle speed control circuit (Check DTC)
d. Check the ignition circuit
e. Check the CKPS Circuit (Check DTC) a.
DTC
b. Intake air leaks
c. Contaminated fuel
d. Weak ignition spark
Poor driving
(Surge) a.
Check the fuel pressure
b. Inspect and test Throttle Body
c. Check the ignition circuit
d. Check the ECTS and Circuit (Check DTC)
e. Test the exhaust system for a possible restriction
f. Check the long term fuel trim and short term fuel trim
(Refer to CUSTOMER DATASTREAM) a.
DTC
b. Low compression
c. Intake air leaks
d. Contaminated fuel
e. Weak ignition spark
Knocking a.
Check the fuel pressure
b. Inspect the engine coolant
c. Inspect the radiator and the electric cooling fan
d. Check the spark plugs a.
DTC
b. Contaminated fuel
Poor fuel economy a.
Check customer's driving habits
a. Is A/C on full time or the defroster mode on?
b. Are tires at correct pressure?
c. Is excessively heavy load being carried?
d. Is acceleration too much, too often? a.
DTC
b. Low compression
c. Intake air leaks

20683.51
40 1041.47
60 1400.67
80 1760.33
MANIFOLD ABSOLUTE PRESSURE SENSOR (MAPS)
J Type: Piezo- resistive pressure type
J Specification Pressure (kPa) Output Voltage (V)
20.0kPa 0.79
46.66kPa 1.84
101.32kPa 4.0
ENGINE COOLANT TEMPERATURE SENSOR (ECTS)
J Type: Thermistor type
J Specification Temperature Resistance (kΩ)
°C °F
- 40 - 4048.14
- 20 -414.13 ~ 16.83
0 325.79
20 682.31 ~ 2.59
40 104 1.15
60 140 0.59
80 176 0.32
THROTTLE POSITION SENSOR (TPS)
J Type: Variable resistor type
J Specification (When reference voltage = 5.0V) Throttle Angle (°) Output Voltage(V)
TPS1 TPS2
0 05.0
10 0.54.5
20 0.94.1
30 1.43.6
40 1.83.2
50 2.32.7
60 2.72.3
70 3.21.8
80 3.61.4
90 4.10.9
100 4.50.5
110 5.00.0