Kia rio p0077

Trouble Code P0707 sounds like Transmission Range Sensor ‘A’ Low. Often, in programs that work with an OBD-2 scanner, the name may have the English spelling “Transmission Range (TR) Sensor “A” Circuit Low Input”.

Trouble Code P0077 sounds like “Intake Valve Control Solenoid Circuit High (Bank 1)”. Often, in programs that work with an OBD-2 scanner, the name may have the English spelling “Intake Valve Control Solenoid Circuit High (Bank 1)”.

Error causes

Code P0077 may indicate that one or more of the following problems have occurred:

Which cars are more likely to have this problem

The problem with the P0077 code can occur on various cars, but there are always statistics on which brands this error is more common. Here is a list of some of them:

Other errors can sometimes be found with DTC P0077. The most common are the following: P0026, P0075, P0076.

Code P0707 may indicate that one or more of the following problems have occurred:

The problem with the P0707 code can occur on various cars, but there are always statistics on which brands this error occurs more often. Here is a list of some of them:

With DTC P0707, other errors can sometimes be found. The most common are: P0160, P0446, P0705, P0706, P0708, P0709, P0715, P0720, P2802.

Malfunction symptoms

The main symptom of P0077 for the driver is the MIL (malfunction indicator light). It is also called Check engine or simply “check is on”.

They can also appear as:

Error P0077 is considered serious, as it directly affects the correct operation of the engine. If it is not corrected in a timely manner, it may require costly repairs.

The main symptom of P0707 for the driver is the MIL (malfunction indicator light). It is also called Check engine or simply “check is on”.

P0707 is moderate to severe in severity. The engine may stop starting. It is also possible to switch the transmission to emergency operation.

Technical description and interpretation of error P0707

Diagnostic trouble code P0707 (DTC) is related to the transmission switch. The function of which is to inform the transmission control module (PCM) about the gear shift position.

The code indicates that the computer has detected a malfunction of the TR sensor. The sensor sends a low signal to a computer that determines the position of the gear. The control module receives signals from the vehicle speed sensor as well as from the TR.

When the vehicle is moving and the computer receives inconsistent signals due to low signal strength, for example, the TR signal indicates that the vehicle is parked. However, the speed sensor indicates that it is moving, code P0707 is set.

TR sensor failure is common with age and high mileage. It is subject to weather conditions. Like any printed circuit board, it will corrode over time. On the plus side, they do not require expensive repairs and are easy to replace with little car repair experience.

Modern models with a transmission range sensor located in the valve body are a different design. The range sensor is separate from the neutral safety switch and the reverse switch.

The function remains the same, but the replacement has become a more serious matter both in complexity and cost. The easiest way to determine which type your vehicle has is to look up the part on your local auto parts website.

Technical description and interpretation of error P0077

OBD-II DTC P0077 is defined as “Intake Valve Control Solenoid Circuit High (Bank 1)”. Set when the powertrain control module (PCM) detects a high signal in the electro-hydraulic control system. Usually a system of variable camshafts VCS (Variable Camshaft System) or variable phases VVT (Variable Valve Timing) is used.

The setting of the code is usually a voltage change greater than 10% of the reference for the intake camshaft actuator. The exact value of the voltage deviation at which the code for a particular application is set can be found in the appropriate manual.

VVT and VCS systems use pressurized engine oil to act on the actuators that control variable valve timing. The P CM collects information from various sensors to calculate the appropriate valve timing to increase power and improve fuel economy.

Because the engine oil is an intermediary that transfers energy to the actuator, which ultimately controls the intake valve timing. The correct type, viscosity, and purity of oil must be used to ensure the proper functioning of these systems.

Code P0077 is set when any sensor or other component is not operating within the range that the PCM expects to see. Taking into account the current load, engine speed and information received from other sensors.

Message from tarsan

the problem appears only on a warm engine (

When did you change the valves and warm up the engine? Traveled for a while? Or replaced, started, nothing has changed, changed back?

Yes, I changed the valve, started the engine temperature was 75 degrees, at first everything was ok, drove 4 km, and the problem reappeared. I’ll check the wiring tomorrow.

Message from tarsan

engine temperature was 75 degrees, at first everything was ok, drove 4 km, and the problem again

Fixed it! Thanks everyone, indeed the problem was in the wiring. The wire rang, there was no break, there was a small hole in the wire insulation, in this place it oxidized. The wiring went from the sensor to pin 92 on the ECU. In the photo, I marked with an arrow the place of attachment of the tourniquet and the place of damage, most likely there is a sore spot.

Most likely yes)

Message from tarsan

there was no break, there was a small hole in the insulation of the wire, in this place it oxidized

If everything was as you write, then it should not seem to affect it, because there was no break and the wire was oxidized not at the point of junction with another conductor. But if after three trips the lamp does not flash again, it means that there was a leak in that place.

Hello. Error P0077 there are no complaints about the operation of the car. Please tell me what voltage should be on the valve plug?

Message from Alex622.

what voltage should be at the valve plug?

The voltage test manual says:
1. Turn off the ignition and disconnect the connector from the valve.
2. Turn the ignition key to the “on” position.
3. Measure the voltage between the control terminal on the ocv valve connector and body ground.
voltage value: Approx. 2~3V

Good evening, good people. I have a similar problem as the author’s check is on, but there are no complaints about the operation of the engine. Error p0077. Engine 1.6 mechanics 2013 mileage 185 thousand.

Posted by Roman1975

it’s too improbable and tricky

Well, just in case, I designated an additional search vector for a person, you never know when he checks the valve wiring, he will not find anything, then let him check all the supply inputs of the ECU.

Message from surik93i

then the computer would be de-energized

I meant the option when the ECU is not de-energized, but simply has a lower voltage compared to the voltage on the valve. God knows, maybe a difference of half a volt will be enough, besides, there the check only lights up on the third trip.

Message from tarsan

the problem appears only when the car warms up, everything works fine on a cold morning

when heated, materials expand and where weak contact is obtained, non-contact can also be a main relay

Message from surik93i

apparently different sources translate the technical language in different ways

Here I agree, the descriptions differ and have such general phrases that they often contain zero useful information or even confuse them.

For example, the description you gave will also fit the code P0076.

This is probably done so that the enemy does not guess.

In the general method of poking, the author himself ruled out the sensor from the suspects, it remains to stupidly dig wires and terminals.

That’s when the wires are thoroughly checked and this does not lead to success, then it will be necessary to scratch the reponka intensely, and what else could it be.
Maybe there the ECU itself lay down and think up other bad things.

Thank you! read all messages. I’m looking for the cause of the problem.

Message from tarsan

I’m looking for the cause of the problem.

Maybe you will find another surprise from Kia Rio, like the fact that her battery light can easily swear at the spark plugs or ignition coils.

Hello! Today I took the car from the workshop. Replaced the phase shifter, chain, gears, shoes and tensioner all on the timing. I haven’t seen the problem yet.) The chain was very stretched, the gears were worn out. Mileage 300,000 km)))

I rejoiced early (. In short, the problem appears only on a warm engine (

Have you tried to remove and put back the terminal from the ECU? Maybe there’s a bad connection somewhere.
In general, I think that it is necessary to deal with the wiring, and if there is an oscillator, then it’s generally fine to look at the valve signal shape for cold and hot.

0077 clearly indicates a faulty wiring, contacts. Or a valve.
Quote:
Causes of the P0077 code
Malfunction of the intake valve control solenoid valve (bank 1) — well, I decided to change it.

Short circuit or breakage of electrical wires related to the intake valve control solenoid valve (bank 1) – visually everything was like new, I didn’t even check it.
Improper connection or damage to the intake valve control solenoid valve connector (bank 1) – the connector is also like new.

Message from Pzm76

Or a valve.

He kind of changed valves with another car, nothing changed – he still had a mistake, and the other car with his valve – everything is fine.

Hello! Has anyone else encountered this issue). KIA RIO 2017, ICE 1.4, mechanics, mileage 300,000 km. The engine was not opened. Floating idle speed on a warm engine, the scanner shows error P0077 Inlet valve solenoid circuit -High. (Capacity 1). 1) I decided that the problem was with the sensor, I took the sensor from another car, installed it, the problem remained, on the second car with my sensor, the problem is not observed. 2) the problem appears only when the car warms up, everything works fine on a cold morning 3) after resetting the error, the symptoms disappear, but after 5-10 km of run everything returns. Where to dig? On the net I read all sorts of different things in 3 days)))).

Message from tarsan

Where to dig?

Check the voltage on the connected valve, maybe there is a jamb somewhere in the wiring, check all the connectors.

Message from tarsan

On the net I read all sorts of different things in 3 days)))).

So it seems that in the description of the error code, the reason is clearly indicated – the wiring that goes from the computer to the solenoid valve terminal is shorted to “+”.

Probably we should look for where the villain met with “+”.

Posted by Roman1975

we must look for where he villain met with “+”.

it does not meet with a plus, this is unlikely, but when the minus falls off, when any wire from the valve breaks, the ECU registers a high voltage, since the current has nowhere to go because the load (valve) is cut off.

Posted by Roman1975

the wiring that goes from the computer to the solenoid valve terminal is shorted to “+”

DIAGNOSTIC TROUBLE CODE DESCRIPTION
When a short to power is detected in the oil regulator (OCV) control circuit, the ECM sets code P0077.

Message from surik93i

it does not occur with a plus, this is unlikely, but when a minus blade breaks, when any wire from the valve breaks, the ECU registers a high voltage, since the current has nowhere to go because the load (valve) is cut off.

It should not meet with the plus only through the valve winding.
“+” is supplied to the valve with one wire, the ECU closes the valve to “-” with the second wire.

Talk about the fact that this “control” wiring (not excluding the terminal ends) met with a plus before the valve, in the area between the engine controller and the valve.
The brains of the engine swear at this injustice. The ECU stops “seeing” the resistance of the valve winding at its terminal.

Posted by Roman1975

DIAGNOSTIC TROUBLE CODE DESCRIPTION

and here they interpret it like this: Causes of error P0077
– Malfunction of the intake valve control solenoid valve (bank 1)
-Short circuit or open circuit in the electrical wires related to the intake valve control solenoid valve (bank 1)
– Improper connection or damage to the intake valve control solenoid valve connector (bank 1)

Posted by Roman1975

met with a plus to the valve, in the area m / y with the engine controller and valve.

According to the scheme, this option is also possible: on the way from the main relay to the ECU, there is a loss of contact somewhere, and the reference voltage of the comparator in the ECU is lower than the voltage on the valve.

Message from alco-naft

According to the scheme, this option is also likely: on the way from the main relay to the computer, there is a loss of contact somewhere, and the reference voltage of the comparator in the computer is lower than the voltage on the valve.

I think this is too unlikely and intricate. Most likely, this would have resulted in other troubles and errors, but here it swears only exclusively on one thing.

There, maybe the mouse stupidly chewed the wires, but we don’t believe the engine controller here, we are looking for workarounds.

Message from alco-naft

the option is probable: there is a loss of contact somewhere along the way from the main relay to the computer

then the ECU would be de-energized, and this is an engine stop.
but again, according to this scheme, we look – there are 6 contacts in the main relay, 2 are connected by a jumper inside together and 1 of which goes to the valve, if it does not contact in the relay or in the connector

Hyundai Elantra MD – P0077 Inlet valve solenoid circuit -High. ( Tank 1) – General information

Camshaft-mounted variable valve timing (CVVT) improves Hyundai Elantra engine torque, reduces fuel consumption and improves environmental performance by constantly adjusting valve opening/closing times. The main control element of the CVVT system is the control solenoid valve, used to change the direction of oil flow through the system, resulting in a change in the opening and closing times of the intake and exhaust valves. This valve is controlled by the PCM by modulating the duty cycle of the signal.

Engine – P0077 Inlet valve solenoid circuit -High. ( Tank 1) – General Information

The oil pressure in the lubrication system is used for regulation. The CVVT system consists of an oil control valve (OCV) and a phase change mechanism. The O CV is installed in the cylinder head and serves to control the amount and direction of oil flow supplied to the timing mechanism from the oil valve with built-in solenoid. Under the action of oil pressure from the OCV, the phase change rotor rotates the camshaft relative to the drive sprocket forward or backward, thereby changing the valve timing with advance or delay. When using the CVVT system, engine power is increased, fuel efficiency is improved and the content of harmful substances in exhaust gases is reduced.

Fig.1) OCV and IN-CMPS normal waveform at idle.

Hyundai Elantra MD – P0079 Exhaust Valve Control Solenoid Circuit Low (Bank 1) – General Information

The variable valve timing (CVVT) system mounted on the camshaft allows you to increase engine torque, reduce fuel consumption and improve environmental performance of the Hyundai Elantra by constantly adjusting the opening / closing times of the valves. The main control element of the CVVT system is the control solenoid valve, used to change the direction of oil flow through the system, resulting in a change in the opening and closing times of the intake and exhaust valves. This valve is controlled by the PCM by modulating the duty cycle of the signal.

A: Exhaust camshaft CMPS and CKPS sensors waveform at idle

(during CVVT operation, the number of teeth changes)

Kia Rio – P0077 Inlet valve solenoid circuit -High. ( Tank 1) – General information

Unlike existing fixed valve timing mechanisms, CVVT (Variable Valve Timing) mechanisms are equipped with a device that continuously adjusts the valve timing to ensure optimum engine performance.

When a short to power is detected in the oil regulator (OCV) control circuit, the ECM sets code P0077.

P0230 Fuel pump primary circuit

To control the fuel pump relay, the engine control module (ECM) provides ground to one side of the coil of the relay. The other side of the fuel relay coil is connected to a relay that is activated when the ignition switch is turned to the ON position. The engine control module monitors the control circuit between the fuel pump relay and the ECM. When the ignition switch is turned to the ON position, the ECM energizes the fuel pump relay, which in turn energizes the fuel pump.

If the fuel pump circuit is open, the ECM sets code P0230.

P0079 Exhaust valve control solenoid circuit (bank 1)

GENERAL DESCRIPTION P0079 Exhaust valve control solenoid circuit (bank 1) low voltage

Unlike existing systems with a fixed camshaft phase angle, the continuously variable valve timing system allows you to best adjust this phase angle to engine operating conditions. This system requires the operating pressure of the engine oil to function. The CVVT system consists of an oil regulator (OCV) and a camshaft rotation actuator. An oil regulator (OCV) mounted in the cylinder head controls the flow and direction of oil flow to the camshaft actuator via a solenoid valve. The actuator, under the influence of pressure and flow rate of the oil supplied by the regulator, forcibly turns the camshaft in the direction of its rotation (advance of intake/exhaust) or against it (retardation of intake/advance of exhaust), thereby changing the phase angle. The CVVT system allows you to increase engine power, reduce fuel consumption and improve the exhaust gas composition.

When a short to ground is detected in the oil regulator control (OCV) circuit, the ECM sets code P0079.

P2033 Exhaust gas temperature sensor voltage high circuit (bank 1, sensor 2) T5

GENERAL DESCRIPTION In EURO4 diesel engines equipped with a DPF filter, the injection is divided into two pre-injections, one main injection and two post-injections. Among them, pre- and main injections serve to control the engine, and post-injections serve to regenerate the CPF filter. Additional injections are carried out only while driving and subject to certain conditions necessary to start the CPF regeneration. The 1st post-injection takes place at the end of the combustion stroke (power stroke) to increase the exhaust gas temperature measured by the T3 sensor upstream of the turbocharger. The 2nd post-injection takes place at the end of the exhaust stroke also to increase the exhaust gas temperature measured by the T5 sensor between the catalytic converter and the DPF. An increase in the temperature of the exhaust gases is necessary to allow the DPF to regenerate, which is not possible at normal temperatures, which are too low for this process. The purpose of post-injection is to increase the temperature of the exhaust gases to the optimum range for DPF regeneration of 550~600°C. However, if the temperature is too high, damage to the turbocharger or DPF is likely. Therefore, in the event that the readings of any temperature sensor go beyond the normative range, the DPF filter regeneration process is stopped by the ECM.

Code P2033 is set if the readings of the exhaust gas temperature sensor on the back of the filter (EGTS-DPF) are above the maximum allowable temperature of 900 °C for more than 1 second. This indicates the need to check the operating mode (which may be too heavy) of the component being checked and the vehicle. Also check to see if HC gas is entering the catalytic converter through the front of the DPF due to low compression, faulty intake/exhaust valves, or injector backflow.* An increase in the actual temperature of the exhaust gases to 900 ° C can lead to damage to the exhaust tract (turbocharger) and the DPF filter.

How to Troubleshoot or Reset DTC P0707

Some suggested troubleshooting steps to fix error code P0707:

How to troubleshoot or reset DTC P0077

Some suggested steps to troubleshoot and fix error code P0077:

Diagnostics and problem solving

Always check the Technical Service Bulletins (TSB) for your specific vehicle first. Problem P0707 may already be known with a known fix released by the manufacturer. This can save you time and money during diagnosis.

The next step is to locate the Transmission Range Sensor (TRS). Once found, visually inspect the connector and wiring. Look for scratches, abrasions, exposed wires, burn marks, or melted plastic.

Disconnect the connector and carefully inspect the terminals inside the connector. See if they look burnt or have a green tint indicating corrosion. If the terminals need to be cleaned, use an electrical contact cleaner and a plastic bristled brush. Let dry and apply electrical grease where the terminals meet.

Using a scan tool, clear the trouble codes from memory and see if P0707 returns. If the code comes back, we will need to test the TR sensor and related circuits.

Wiring test

With the ignition key off, disconnect the electrical connector on the TR sensor. Connect a digital voltmeter. The black wire is to ground and the red wire is to the signal terminal on the transmission range sensor harness connector.

Turn on the ignition key. Depending on the manufacturer’s specifications, the voltmeter should read either 12 volts or 5. Pull the connection and see if the reading changes. If voltage is incorrect, replace faulty wires or connector.

Sensor test

Connect one lead of an ohmmeter to the signal terminal on the transmission range sensor and the other to ground. Check resistance according to manufacturer’s specification. Pull the connector on the TRS sensor while monitoring the resistance. If the ohmmeter reading is out of specification, replace the sensor.

If the wiring and sensor tests pass but you still get a code P0707. You need to pay attention to the PCM / TCM module, as well as internal transmission failures. But you need to do this after replacing the TRS sensor. More often than not, that is the problem.

If you are unsure of your abilities, seek the help of a qualified automotive diagnostician.

Starting the diagnosis of error P0077, it is necessary to check the engine oil level and adjust it to the desired mark. If the engine oil is at the correct level, of the correct type, perform an oil pressure test.

Low oil pressure is a common cause of this code, although not many people attach importance to this. If the oil pressure is out of specification, find and correct the cause before proceeding with further diagnosis.

Checking wires

With oil pressure within specification, carefully inspect all necessary wires and connectors. After that, eliminate all defects, but be sure to check the circuit for the presence of a reference voltage, continuity and ground contact.

If the wiring or connectors have been repaired, reset the code, start the engine, and rescan to see if the code persists. When the code is stored, there may be an intermittent malfunction, and for an accurate diagnosis it is necessary that it worsen.

Mechanical check

If no faults are found during inspection and testing of the electrical circuit, it is necessary to remove the actuators and control mechanisms. Inspect them for damage or sediment that could interfere with their operation. Clean all components as necessary and test their operation before reinstalling.

If the drive or control mechanism is operated manually, it is likely that the internal oil passages in the engine may be clogged. Reinstall all components and flush the engine with a suitable product. To dissolve possible sediment or blockage in the VVT ​​or VCS oil supply circuit.

If the problem persists despite all previous repair attempts, the PCM should be tested. PCM defects and failures are extremely rare, but you should not rule out the possibility of a P0077 error due to a non-working module.