Kia Sedona (2008 year). Instruction — part 20



If OK, Substitute with a known-good Yaw Rate & Lateral G sensor and check for proper operation.
If problem is corrected, replace sensor and then go to "VERIFICATION OF VEHICLE
REPAIR" procedure.

SELF TEST CIRCUIT INSPECTION

1. Measure waveform between terminal "2" of the Yaw Rate & Lateral G sensor harness connector and

chassis ground.

Specification: Approx. 0.2V < Voltage < 0.8V (during Ignition "ON")

Fig. 51: Measuring Waveform Between Terminal Yaw Rate Lateral Sensor Harness Connector
And Chassis Ground
Courtesy of KIA MOTORS AMERICA, INC.

2. Is the measured waveform within specifications?

YES



Go to "COMPONENT INSPECTION" procedure.

NO



Check for open or short to GND in the Yaw Rate & Lateral G sensor harness between terminal "2"
of the Yaw Rate & Lateral G sensor harness connector and terminal "37" of the chassis ground.
Repair as necessary and then go to "VERIFICATION OF VEHICLE REPAIR" procedure.



If OK, Substitute with a known-good Yaw Rate & Lateral G sensor and check for proper operation.
If problem is corrected, replace sensor and then go to "VERIFICATION OF VEHICLE
REPAIR" procedure.

COMPONENT INSPECTION

1. Ignition "OFF".

2. Engine "ON".

3. Does warning lamp remain On?

YES

2008 Kia Sedona

2008 BRAKES ABS (Anti-Lock Brake System) - Sedona

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

Substitute with a known-good HECU and check for proper operation. If problem is corrected,
replace HECU and then go to "VERIFICATION OF VEHICLE REPAIR" procedure.

NO



Fault is intermittent caused by poor connection in Yaw Rate & Lateral G sensor circuit and/or
inoperative Yaw Rate & Lateral G sensor or was repaired and HECU memory was not cleared. Go
to the applicable troubleshooting procedure.

VERIFICATION OF VEHICLE REPAIR

Refer to DTC C1101.

DTC C1283 YAW RATE AND LATERAL G SENSOR - SIGNAL

COMPONENT LOCATION

Refer to DTC C1282.

GENERAL DESCRIPTION

Refer to DTC C1282.

DTC DESCRIPTION

A lateral acceleration reference signal is calculated from the wheel speeds, the steering angle and the yaw rate
signals to observe the lateral acceleration sensor signal. The difference between the reference signal and the
sensor signal is evaluated for failure detection. A yaw rate reference signal is calculated from the wheel speeds,
the steering angle and the lateral acceleration signals to observe the yaw rate sensor signal. The difference
between the reference signal and the sensor signal, and the gradient of the measured sensor signal is evaluated
for the failure detection. If the difference between estimated value and measured value of the sensor is larger
than predefined value for predefined time, the failure is recognized. Plausibility faults (signals received which
fall outside of the sensor characteristics) are also recognized.

DTC DETECTING CONDITION

DTC DETECTING CONDITION CHART

Item

Detecting Condition

Possible cause

DTC strategy



Signal Monitoring

Monitoring Period



Continuous (during stable
driving)



By building a reference
lateral G from the yaw-rate
sensor, wheel speed sensor
and the SAS it is possible to
test the later G Signal on

2008 Kia Sedona

2008 BRAKES ABS (Anti-Lock Brake System) - Sedona

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Case 1

Enable Conditions

plausibility. If during stable
vehicle behavior an lateral G
Failure larger than
approximately 2.5 m/s2
occurs, the ESC controller
will disregard the lateral G
sensor information so that a
false ESC intervention is
prevented. A fault is
recognized after 1.6 s during
model validity.



The measured and offset
compensated yaw rate signal
is compared to the reference
yaw rate signal calculated
from yaw rate sensor, lateral
G sensor, SAS and wheel
speed sensor. If the measured
yaw rate deviates more than
2.5°/s plus a dynamic
threshold from the reference
yaw rate during model
validity, a failure is
recognized after 1.6 s. The
dynamic threshold is between
2.5°/s and more than 5°/s. A
typical value is 3°/s.



During the possibility
to observe the
recognition time
depends on the amount
of failure.

Case 2

Monitoring Period



Continuous (during driving)

Enable Conditions



During normal driving
conditions the long time
filtered driving direction is
straight ahead. The long time
filtered later G value is
equivalent to the offset. If the
offset value exceeds a
threshold of approximately
2.25 m/s

2

an later G fault is

determined. Failure detection
time depends on the driving
distance, vehicle speed and
on the amount of failed later

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G signal. Within 30 km of
symmetrical driving the
calculated offset corresponds
to the sensor offset.

Case 3

Monitoring Period



Continuous (If no under
voltage is detected)

Enable Conditions



A fault is detected If the
lateral G is higher than 15
m/s

2

for more than 800 ms.

Case 4

Monitoring Period



Continuous (during
standstill)

Enable Conditions



If the filtered value of |lateral
G| is larger than 7 m/s

2

for

more than 400 m/s a fault is
set.

Case 5

Monitoring Period



Continuous (dependent on
driving situation)

Enable Conditions



Standstill compensation:



The offset corresponds
to the measured and
filtered input value.
Failure threshold
5.25°/s.



Fast compensation (during
driving if no standstill
compensation could be
completed):



The offset corresponds
to the slightly filtered
deviation between
measured yaw rate and
the reference yaw rate
calculated from SAS,
lateral G sensor and
wheel speed sensor.
Failure threshold is 7.5
°/s.



Long-term ("normal")
compensation (during driving
after successful standstill or
fast offset compensation):



The offset corresponds
to the strong filtered

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