Engine PDF

ENGINE
1. Epsilon Engine General

1.1 General
The Picanto comes with a choice of gasoline engines – a 1.0 and a 1.1 SOHC litre engine –
that offer an excellent blend of sporty
performance and outstanding fuel economy.
The 1.0 litre engine is mated to a five-speed

manual transmission only. The 1.1 litre
plant is available with either a five-speed
manual or a four speed automatic
transmission. The Picanto is also one of
the most efficient cars in its class in terms of
CO2 emissions. The 1.0 litre engine
produces 120 grams of carbon dioxide per
kilometre. The 1.1 version generates a
miserly 130 grams of carbon dioxide per
kilometre in the manual version and 153
g/km in the automatic version.
The 1.1 engine provides 64 ps at 5,500

rpm and 9.6 kg.m of torque at 3,000 rpm,
making the Picanto one of the most
powerful cars in its class. The 1.0
provides 62 ps @ 5,500 rpm and 8.8 kg.m
@ 4,500 rpm. Highly efficient and
lightweight, the engines promise dynamic performance and excellent fuel economy
This Epsilon engine is already used in VISTO, an small sized domestic model with 0.8
ℓNA or 0.8ℓwith turbocharged. The engine variation of Epsilon has 4 types by
displacement. 0.8ℓNA, 0.8ℓwith turbocharged, 1.0ℓ and 1.1ℓ. But for Export
Market, only 1.0ℓ and 1.1ℓ are supposed to be used by region.
The main feature of Epsilon engine is 3 valve type with

alloy cylinder head and .Bosch EMS M7.9.0 type which
utilities torque control system for all gasoline model. This
EMS system is quite advanced using torque control
concept and has been used already in Spectra 1.5 or 1.6ℓ
engine system. Knock sensor and returnless fuel system
are another advantages for both power increasing and
emission decreasing. CAN communication is used for ECM
and TCM.
A 1.1 liter CRDI(Common Rail Direct Injection) diesel version of the Picanto is planned
for release in 2005. Projected figures indicate that the engine will provide 70 ps and
will keep CO2 emissions down to 116 g/km.
1 Chonan Technical Service Training Center

ENGINE
Engine Application by Region
EU GEN AUS
Item
LX EX LX EX LX EX
1.1S 1.1S
Engine 1.1S
(1.1CRDI) (1.0:Brazil)
Seat 4 (5) 5 5
Package - Opt - Opt - Opt
※ Above Engine Application can be changeable without any prior notice
1.1 Specification
Item Unit 1.0S 1.1s
Type In-Line 4 Cylinder
Displacement cc 999 1085
Bore x Stroke mm 66 x 73 67x77
Compression Rate Kg/㎠ 15.5
Ignition Order 1-3-4-2
Idle rpm rpm 750±100
Ignition Timing ˚ BTDC 8±5 at 850rpm
Valve Type SOHC 12 Valve
Type Rocker Arm (Adjustable)
Valve
In mm 0.2
Clearance
Ex mm 0.25
In. Open 5
Valve In. Close 35
˚
Timing Ex. Open 43
Ex. Close 5
Ignition Type DLI
Spark Plug BKR5ES-11 RC10TC4
Max. Power Ps/rpm 62/5500 64/5500
Max. Torque Kg-m 8.8/4500 9.6/3000
Overall Length mm 3495
Overall Width mm 1595
Overall Height mm 2480
Wheelbase mm 2370
CO2 Emission g/Km 130
Tire Size 155R13 165R13 175R13
※ Above specification can be changeable without any prior notice

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1.2 Performance Curve
1.1S Performance Curve
SA 1.1 전부하 성능
Performance Curve
10.0 70.0
9.5 60.0
C. Torque (kgfm)
9.0 50.0
C. Power (Ps)
8.5 40.0
8.0 30.0
7.5 20.0
7.0 10.0
6.5 0.0
1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500
Engine Speed (rpm)
1.3 Section View

Engine Room

ENGINE
2. Main Moving Components

2.1 Tightening Torque
Item Nm Kg-cm Lb-ft
Cylinder Block
Front roll stopper bracket bolt (M10) 45 ~ 55 450 ~ 550 33 ~ 41
Front roll stopper bracket bolt (M8) 33 ~ 50 330 ~ 500 24 ~ 37
Rear roll stopper bracket bolt 45 ~ 55 450 ~ 550 33 ~ 41
Oil pressure switch 15 ~ 22 150 ~ 220 11 ~ 16
Cylinder Head
Cylinder head bolt (Cold) 60 ~ 70 600 ~ 700 44 ~ 52
(Hot) 70 ~ 75 700 ~ 750 52 ~ 56
Intake Manifold stay and bracket bolt 18~ 25 180 ~ 250 13 ~ 19
Exhaust manifold nut 15 ~ 20 150 ~ 200 11 ~ 15
Rocker cover bolt 8 ~ 10 60 ~ 100 6~7
Rocker arm shaft bolt 27 ~ 32 270 ~ 320 20 ~ 24
Main Moving
Connecting rod cap nut 20 ~ 23 200 ~ 230 15 ~ 17
Crankshaft bearing cap bolt 50 ~ 55 500 ~ 550 37 ~ 41
Flywheel M/T bolt 70 ~ 80 700 ~ 800 52 ~ 59
Drive plate A/T bolt 70 ~ 80 700 ~ 800 52 ~ 59
Main Moving
Connecting rod cap nut 20 ~ 23 200 ~ 230 15 ~ 17
Crankshaft bearing cap bolt 50 ~ 55 500 ` 550 37 ~ 41
Flywheel M/T bolt 70 ~ 80 700 ~ 800 52 ~ 59
Drive plate A/T bolt 70 ~ 80 700 ~ 800 52 ~ 59
Timing Belt
Crankshaft pulley bolt 140 ~ 150 1400 ~ 1500 103 ~ 111
Camshaft sprocket bolt 80 ~ 100 800 ~ 1000 59 ~ 74
Timing belt tensioner bolt 22 ~ 30 220 ~ 300 16 ~ 22
Timing belt cover bolt 10 ~ 12 100 ~ 120 7~9
Front case bolt 8 ~ 10 80 ~ 100 6~7
2.2 Tightening methods

There are three types of cylinder head bolts (in some case connecting rod cap bolts
included) tightening procedures in modern vehicle.
1) Traditional torque method
2) Torque-to-yield
3) Torque-to-angle

ENGINE
Traditional torque method fastens each bolt to its yield point calculated by its elasticity.
The one demerit of this method is not able to compensate for variations in each bolt’s
thread friction. Another demerit is each bolt is easy to retract to its original length when
the axial and torsional force is relieved by combined heating and cooling action of the
engine.
To reduce these disadvantages mentioned before, new modern vehicles require

torque-to-yield or torque-to-angle methods by need. The bolt which is tightened by both
these methods stretches beyond elasticity to what’s called the “yield point”. It won’t
come back to its original length when tightened. Once this point is reached, re-torque
won’t increase clamping force very much.
In any case using both torque-to-yield and torque-to-angle each bolt is recommended
not to reuse, since you don’t know how much or how often it has been tightened in the
past, regardless of the possibility of reusing a certain number of times.
For proper installation in the torque-to-angle methods, an indicator gauge is required

more than one tightening sequence. This results in more accurate installation than
using only a torque wrench and the ‘eyeball estimate’ method.
All moving parts for Picanto only traditional torque method is commonly used. To keep
proper installation, keep on eyes to follow mentioned tightening torque quite exactly.
2.3 Cylinder head tightening procedure

Install the cylinder head bolts. Starting at top center,
tighten all cylinder head bolts in sequence as
shown in the picture, using the cylinder head bolt
wrench. Repeat the procedure, retightening all
cylinder head bolt to the specified torque.
- When Cold : 60 ~ 70 Nm(600 ~ 700 kg-cm)

- When Hot : 70 ~ 75 Nm(700 ~ 750 kg-cm)
2.4. Rocker Arm

As we already know, Epsilon 1.0S or 1.1S has 3 valves. Two for Intake side and one for
Exhaust side. Each valves is connected to camshaft through rocker arm shaft and the
shape of rocker arm are as shown in the picture. Intake side rocker arm is named as
A and Exhaust side rocker arm is called as B. It is exchangeable when you re -

ENGINE
assemble these but it’s better install to the same position when contact surface is a little
worn. In case of badly worn or damaged from inspection, replace it with new one.
For rocker arm shaft tighten torque is 29 ~ 35 Nm(290 ~ 350kg-cm) When tighten this
keep in mind not forget to attach rocker arm shaft spring at the right position.
2.5 Valve Clearance Adjust

Epsilon engine utilizes rocker arm system for valve operation it doesn’t need any HLA
or MLA like other engine. But for proper valve operation, keep exact clearance between
rocker arm adjusting screw end to each valve end. To check this clearance,
- Warm up engine
- Remove air cleaner and breather air cleaner body as assembly
- Turn crankshaft to normal direction(clock wise
turn) and stop it at No. 1’s TDC position as
shown in the picture.
- Insert clearance gauge between rocker arm
adjusting screw and valve stem end Then fix
screw with lock nut after adjusting valve
clearance.
Available Valve and Specification at No.1’s TDC

Cylinder No. 1 2 3 4
Intake O O
Exhaust O O
Intake Exhaust
Standard Clearance
0.2 0.25
(Intake, mm)
Standard Clearance
0.1 0.17
(Exhaust, mm)

ENGINE
- If you finish above job, turn crankshaft just one

revolution to clock wise and stop it at No.4
Cylinder’s TDC.
- Checking clearance with specification and
adjusting methods are the same as mentioned
before.
Available Valve and Specification at No. 4’s TDC

Cylinder No. 1 2 3 4
Intake O O
Exhaust O O
2.6 Camshaft
The camshaft in Epsilon is SOHC type. It operates 12 valves. When you disassemble
the camshaft be sure to remove it from front side to rear side (fly wheel side)
2.7 Piston and Piston rings

To assemble or disassemble piston from connecting rod, the SST(09234-33001) is
needed. None of over size piston is not supplied. Make sure that the front mark of
piston and connecting rod are directed toward front of engine. To measure the piston
ring end gap, insert a piston ring into the cylinder bore. Position the ring at right angles
to the cylinder wall by gently pressing it down with a piston. Measure the gap with
feeler gauge. If the gap exceeds the service limit, replace the piston ring.
Item Standard (mm) Remarks

No. 1 0.15 ~ 0.3
Piston Ring end gap No. 2 0.25 ~ 0.4
Oil Ring 0.2 ~ 0.7

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Top ring and second ring has unique up side mark. Be sure to keep this mark always
up side. And for side rail do not use piston ring expander.
Each piston ring’s gap are poisoned as shown in the picture.
When connecting rod cap is installed, make sure that cylinder numbers put on rod and
cap at disassembly match each other. When new connecting rod is installed, be sure
that notches for holding bearing in place are on same side

ENGINE
3. Timing Belt
3.1 General
The Epsilon’s timing belt system is composed
with 3 parts. Crankshaft , Camshaft and Timing
belt Tensioner. Timing belt tension is supplied
from tensioner spring. For timing mark
alignment, it has two timing mark. One is
crankshaft side. The other one is cylinder side.
Fig. Tensioner and Spring
3.2 Alignment Procedure

1. Install the flange and crankshaft sprocket. Pay close attention to their mounting
directions.
2. Install the camshaft sprocket and tighten the bolt with specified torque.
(Tightening torque : 80 ~ 100Nm)
3. Align the timing marks of the camshaft
sprocket and crankshaft sprocket, with
the No.1 piston placed at top dead
center on its compression there.
4. Tentatively fasten timing belt tensioner
as such position as to place its pulley
nearest to water pump body.
5. Hang the tensioner spring on the
tensioner bracket and insert the other
spring side in the front case using the screw driver.
6. After installing crankshaft sprocket and camshaft sprocket match timing mark of
each sprocket as shown.

ENGINE
※ When installing camshaft sprocket,

make sure that camshaft sprocket
knock pin fits small hole in pulley.
7. Install timing belt so as not to give
slack to tension side. Make sure that
timing marks are at correct position
respectively.
8. Loosen the tensioner mounting bolt in
the order as shown to give the timing
belt spring tension.
9. Rotate crankshaft in regular direction (clock wise) through
angle equivalent to two teeth(about 15˚) of camshaft
sprocket. And fix tensioner tightly in this state.
※ Be causion do not give any more additional tension to
tensioner spring when tighten. teeth in perfect contact
with sprocket teeth without gap.
10. Rotate crankshaft to 2 revolution in clock wise to check
timing belt alignment.
20mm
11. Make sure that gap between back side of belt and timing belt
cover mounting hole center of cylinder block is about 20mm.
When holing the center of tension side with a thumb and a
forefinger.
12. If not, repeat the procedure No.4 to No.11 to confirm perfect
alignment.
3.3 Inspection
3.3.1 Timing Belt
1. Check the belt for oil or dust deposits. Replace, if necessary. Small deposits
should be wiped away with a dry cloth or paper. Do not clean with solvent.
2. When the engine is overhauled or belt tension adjusted, carefully check the belt.
If any case following flaws are evident, replace the belt.
- Hardened back surface
- Cracked back surface rubber
- Cracked or separating canvas
- Badly worn teeth, Cracked tooth bottom or Missing tooth
3.3.2 Tensioner
Inspect the tensioner pulley for easy and smooth pulley rotation and check for play or
noise. Replace if necessary.

ENGINE
4. Cooling System
4.1 General
Picanto’s cooling system is composed with
water pump, radiator, cooling fan and
thermostat. Centrifugal impeller type water
pump is used and it is driven by drive belt.
4.2 Inlet Cooling

Inlet cooling type control is utilized. Compared to outlet control system, Inlet control
cooling system is vastly superior to the conventional outlet control cooling system. This
is because it cools the cylinder head first, preventing detonation, allowing for a much
higher compression ratio and more spark advance meeting emissions standards with
significant gains in power, durability, and reliability.
The incoming coolant first encounters the thermostat, which now acts both on the inlet
and outlet sides of the system. Depending on the engine coolant temperature, cold
coolant from the radiator is carefully metered into the engine. This allows a more
controlled amount of cold coolant to enter, which immediately mixes with the bypass
coolant already flowing. This virtually eliminates the thermal shock present in the old
system.

ENGINE
After entering through thermostat (at the appropriate temperature), the cold coolant is
routed directly to the cylinder heads first, where the combustion chambers, spark plugs
and exhaust ports are cooled. Then the heated coolant returns to the engine block and
circulates around the cylinder barrels. The hot coolant from the block enters the water
pump and re-circulate back through the engine or directed to the radiator, depending
on temperature.
4.3 Thermostat
Thermostat is located inside of thermostat hosing.
It’s opening temperature is 82℃ and full opening
temperature becomes at 95℃. To check its
problems, warm up the engine first and then
analyses the current data using Hi-scan Pro such
as cooling fan on/off, ECT sensor value etc.
When ECT output value reaches more than
specific valve like 95℃ cooling fan should be on
condition and engine ECT output value should be
down gradually.
Another effective methods is immerse the thermostat in hot coolant to check proper
valve opening temperature. If you find any abnormal valve opening, replace it.
Whenever you install the thermostat be sure to put the giggle valve on top position as
shown in the picture.

ENGINE
4.4 Cooling fan Control

Cooling fans are controlled by the ECM depending on the engine coolant temperature
sensor, vehicle speed and air-conditioning switch. When cooling fan operation
condition is met, the ECM turns on the cooling fan relays to turn “on” cooling fans.
To check the cooling fan, warm up the engine until the engine temperature reaches to a
certain level. Or simulate the water temperature above 90°C. Then check the cooling
fan or relay to see if they operate normally. In addition, check the rotation speed of the
cooling fan, noise and vibration.
It is controlled with 2 speed(low, high) by ECM through 3 relays. ECM Pin No. 50
controls high cooling fan rotation and No. 68 controls low speed cooling fan. Fans run
with high speed if ECT sensor faulty or VSS faulty
4.5 Radiator Cap

To check the radiator cap for damage, cracks and deterioration, use the radiator tester.
Pump the tester until the pointer stabilizes. If the pointer in tester stays constant for 10
sec. with service limit pressure the radiator cap is good.
Vacuum valve opening pressure Main valve opening pressure

[4.90Kpa or less] [81.4 ~ 108Kpa]

ENGINE
5. Lubrication System
5.1 Oil Pump
The oil pump is the heart of the
lubricating system. Normally
mechanical type gear pump is used
and it is maintenance free. This
mechanical type pump is positive
displacement pumps which are
necessary to insure proper oil
pressure even at low engine speeds.
Epsilon oil pumps is driven by
crankshaft. There isn’t any gear or
pulley to drive this and it draws oil
from the oil pan, through the pickup tube, pressurizes the oil and sends it to all moving
parts through oil filter. At engine idle condition after warm up, normally oil pressure
reaches 147Kpa(1.5kg/㎠).
Pressure relief valve is an integral part of most oil pump. This valve will control high
pressure so the oil filter or other engine components would not be damaged. The
pressure is determined by the spring tension. Since any additional pressure would not
be beneficial and would result in parasitic losses because of the extra engine power
used to drive the pump.
5.2 Oil Pressure Switch

The function of oil pressure switch is
warning the shortage or poor pressure in
engine oil through engine oil warning lamp
in cluster. Without proper engine oil
pressure, every engine is easily damaged
especially in main moving parts such as
main bearing, connecting rod bearing and
camshaft etc. In Epsilon’s engine case
when the oil pressure goes down to 0.5kg/
㎠ or less, it turns on condition. This is
screwed in near engine oil filter. Whenever you replace it do not forget to use any
sealant.
To check oil pressure switch, check the continuity between the terminal and the body
with a switch. If not, replace the oil pressure switch.

ENGINE
6. Fuel Supply System

6.1 ReturnLess Fuel System(RLFS)
Fuel pump maintains fuel pressure approximately constant for right injection. Two types
of fuel pump are available: Return type system returns surplus fuel except for supplying
into engine, and returnless type system supplies fuel just as much as used for engine.
Fuel pressure is decided so as to enable enough quantity of fuel injected from injector
and simultaneously facilitate vaporization. In addition it is better to maintain the
pressure as high as possible to restrain generation of vaporized gas in fuel line system.
However the pressure will be limited by the reliability of the system for extended
operation at higher pressure, and the reliability of power supply for maintaining high
pressure for extended time of period.
Returnless type's advantage over return type is to constrain fuel temperature and
vaporized gas generation as possible (Specifically by 25%). When fuel is supplied to
engine and returns, the fuel will be heated by engine and become hot, and therefore it
is needed for fuel to supply only demanded quantity by engine. Minimizing the fuel
vapor is intended to respond to emission control regulation.
On the contrary, return type fuel system delivers always constant quantity of fuel, and
easy for pressure control.
Fuel pressure regulator which is assembled in fuel pump module inside of fuel tank
limits fuel pressure by 3.3kgf/㎠ constantly regardless of engine operation condition.
ReturnLess Fuel System

6.2 Injectors
Using RLFS fuel system, Picanto utilizes 4 hole type injectors. The standard resistance
for this injector is 15.9 ± 0.35Ω at 20℃.

ENGINE
As for the resistance check, measure the resistance directly after removing the injector
connector. Then, the inner coil condition of the injector can be checked. If the
resistance is not with in specifications replace the injector.
15.9
To check the injector operating sound, contact

the stethoscope or driver to the injector while
the engine is running. The operation sound of
the plunger or needle valve can be checked.
To check the injector operation with the test lamp, connect the end of the test lamp to
the positive terminal of the battery, and connect the other end to the terminal at the
ECM side of the injector. Then crank or idle the engine to check whether the lamp
blinks.
Through this test, we can check whether the ECM controls the injector or there is any
wiring trouble.

ENGINE
To check with the waveform, you can check the waveform at the ECM side wire. The
Injector waveform should be displayed as shown in the figure in cranking or idle state.
In injector waveforms, the voltage which is used before and after injection operation
(Point A) should be equal to the battery voltage. If not, there should be a problem in the
power supply system from the battery positive terminal to the injector. Besides, the
voltage should be close to 0 volt as shown in the figure (Point B) while the injector
operates. If not, there should be problem with the ECM and wirings from injector to
ECM ground.
Point A
Point B
6.3 Fuel Pump

In tank type fuel pump is usded in Picanto. It is assembled with fuel pump module
inside of the fuel tank. The capacity of fuel pump is 50ℓ/ h and regulating pressure is
350 ± 20Kpa and current consumption is 4.5A. It is accessible from the rear seat
taken out.
As for the fuel pump operation voltage,

measure the voltage at the fuel pump
check terminal in the engine cranking or
engine running condition.
In this case, measured voltage should be

the same as the battery voltage. If not,
check the fuse, fuel pump relay, ECM and
wiring condition of the fuel pump check
terminal.

ENGINE
The ECM operates fuel pump when crankshaft position sensor transmits the signal. If
the fuel pump, injector and ignition spark do not operate while cranking, check the
crankshaft position sensor. As for the crankshaft position sensor check, please
refer to the engine sensors section.
As for the fuel pressure check,

measure the fuel pressure at the fuel
line to check whether it meets
specification or not. Please refer to
the shop manual, because
measurement location and fuel
pressure varies with difference
models.
The normal current consumption

becomes averagely 4.5A. To check
this you can use current probe which
is an optional item to check current
consumption in Hi-scan Pro. You can
refer to Hi-scan Pro optional Manual
how to use this tool.
As for the fuel filter replacement

interval, it is very various by region.
Please refer to relevant workshop
manual for this. Average checking
interval is every 60,000Km

ENGINE
7. Ignition System
7.1 General
DLI ignition system is used. For No. 1 and No. 4 ECM No. 5 terminal is used to control.
ECM No. 2 terminal is assigned for No.2 and No.3 ignition control.
Item Specification Remarks

Type Mold Dual Coil
Ignition Coil Primary 0.87Ω±10%
Resistance
Secondary 13.0KΩ±10%
NGK BKR5ES-II
Type
Champion RC10TC4
Spark Plug Unleaded Gas
Resistance 5KΩ
Plug Gap 1.0 ~ 1.1mm
The checking method of the ignition system are as follows

- Spark test
- Checking the coil resistance
- Measuring the waveform of primary ignition coil in cranking or idle state.
To perform the spark test, remove the high-

tension cable from the spark plug, and check
the spark generation from the high-tension
cable.

ENGINE
For reference, when engine idle condition is

not good, remove the high-tension cable of
each cylinder one by one and perform power
balance test, which compares the engine
condition. Through this test, we can find the
trouble cylinder, and we can solve the
problem by inspecting the fuel system,
ignition system, combustion chamber
pressure, which may influence on the
combustion in the corresponding cylinder.
To check the coil resistance, remove the coil connector and measure the primary coil
resistance at the connector. As for the secondary coil resistance, remove the high-
tension cable and measure the resistance of the secondary coil. Please refer to the
table for the correct values.
To check the waveform, measure it at the primary coil. The waveform at the primary
coil on timing should looks like the waveform on the picture. If not, check the battery
voltage, ground condition, spark plug, high tention cable and power transistor.

ENGINE
8. Input and Output

8.1 System General
Item Contents Remarks

Bosch M7.9.0 80:Engine
ECM
(Torque Control with 121 pins) 41:A/T
Fuel Tank 45ℓ
Type Variable Resister type
Range 0.3 ~ 4.7V (5˚~98˚)
TPS Output
At Idle 0.3 ~ 0.8V (5˚~16˚)
Resistance 0.7 ~ 3.0KΩ
Type Piezo Resisttivity with IAT
0.3 ~ 4.7V 15.5KΩ
Range
T_MAP (20 ~ 110Kpa)
Output
At Idle 1.14 ± 0.4V 190 ~ 390mb
At Ig On 3.8 ~ 4.2V 800 ~ 1080mb
Thermistor Type
Type
(Assembled with MAP)
IAT
Range 0.3 ~ 4.7V
Output
At 20℃ 3.3 ~ 3.7V 2.0 ~3.0KΩ
Type Duty Control Type
PCSV
Resistance At 20℃ 26Ω

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Item Contents Remarks

Type Thermistor Type
Range 0.3 ~ 4.7V
ECT At 20℃ 3.44V ±0.3V 2.27KΩ
Output
0.298 ~0.322K
At 80℃ 1.25V ±0.3V
Ω
Type Piezo Electric Type
Resistance At 20℃ 4.9MΩ±20%
Tightening
Knock Sensor 160 ~ 250Kg-cm
Torque
Frequency
3 ~ 15KHz
Range
Type Hall IC
CKP&CMP
Output Range 0 ~ 5V Digital Wave
Type Zirconia Type(with Heater)
HO2 Sensor Output Range 0~1V
Resistance 9.5Ω
Fuel Pressure 350KPa RLFS Type
Type Electromagnetic 4 hole type
Injector
Resistance 15.9±0.35Ω
Type Double Coil
Control
100Hz
ISA Frequency
Open 15.5Ω
Resistance
Close 17.5Ω
Type Hall Effect
VSS
Output Range 0 ~ 12V
Type Piezo Ceramic
Accel. Sensor Range 0 ~ 5V
Output
At Idle 2.3 ~ 2.7V
8.2 ECM
Picanto utilizes Bosch M7 EMS which has already been used by Sephia II or Spectra
1.5 or 1.6 A engine. It is located near passenger side junction box. Instead of HFM5
type MAF sensor in Spectra, T_MAP sensor is used. ISA has two coil type and it is
controlled by 100Hz for quick response. CKP and CMP are hall IC type and especially
for CKP, it is attached to crankshaft near crankshaft pulley.

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Another major Characteristics of this system is :
1. the use of physical functions. That means, the variables within individual functions
(as for example, the reading of cylinder filling) as well as the interfaces between
functions and functional groups are defined as (in) physical variables. This
simplifies comparison of computed values with the physical reality and enables
definition of clear interfaces.
2. Another feature is the introduction of system guided by torque: Numerous part-

systems within the Motronic (e.g. idling regulation or the speed limiting) as well as
the systems to control transmission train or control of entire vehicle direct their
demands to the MOTRONIC-basic system. In the past, all these interventions were
defined, independent of each other, directly to the available levels of actuator
variables (in the basic system: cylinder filling, fuel mass and ignition angle). As all
these interventions can now be defined physically with reference to torque
demands, a system guided by torque is introduced with ME7, that all these
demands are co-ordinated and the resultant ‘desired’ or set torque is put into effect
making use of available actuator variables.
3. The architecture of new system is completed with Lambda co-ordination, which co-
ordinates in a similar manner the interventions at mixture side (rich or lean air/fuel
mixture through different functions).
The ECM controls the control relay and

supplies the power to the sensors and
actuators. Therefore, to check the control
relay, measure the voltage at the actuators
like injector, idle speed actuator, where the
control relay supplies the power. Measured
voltage should be the same as the battery
at the ignition key “on” position. If not, the
control relay, wiring or ECM is defective

ENGINE
8.3 T_MAP Sensor

8.3.1 General
Intake manifold is the route through that air and air/fuel mixture are inhaled to cylinder.
At that time engine works as a pump that draws air into intake manifold.
Intake System Outline Diagram
When engine is not operating, air will not flow, and then intake manifold pressure will be
same as atmospheric pressure. That’s why if you try to measure MAP voltage at IG on
which is not engine operating, with Hi-Scan Pro, it should show around 3.8 ~
4.2Voltage in current data.
When engine operates, throttle valve located in intake manifold will partly interrupt air
flow. Then pressure in intake manifold will decrease getting lower than atmospheric
pressure to generate partly vacuum in intake manifold. If engine were a perfect air pump
and throttle valve is close, then intake manifold pressure will be absolute zero pressure,
say perfect vacuum. However an actual engine cannot be a perfect pump, and perfect
vacuum is not available, intake manifold's absolute pressure is a little above zero.
On the contrary when throttle valve is wide open, intake manifold pressure will be
approx. atmospheric pressure. As described above, intake manifold's absolute pressure
will vary from relatively low value to just a little lower value than atmospheric pressure
during engine operation.
Like this, using this kind of pressure difference when throttling, is a method to measure
intake air flow by indirect pressure changing. This is very commonly used regardless of
both system and region these days because of the production cost and convenience
and it is called as manifold absolute pressure(MAP) sensor. For air density
compensation by different intake temperature, intake air temperature sensor is
attached together. We call this as T_MAP sensor in technical term.
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Picanto’s manifold absolute pressure(MAP)

sensor is installed on the surge tank. It
detects intake manifold pressure and sends it
to the ECM. The ECM calculates the air
intake quantity and controls fuel injection
amount.
This sensor consists of diaphragm, piezo-

resistive resistance. The piezo-resistive
resistance is located on the diaphragm. The
diaphragm is deflected depending on the air
intake pressure. Accordingly resistance is
changed and output voltage also changed.
The MAP sensor signal is sent to the ECM to
calculate the intake air amount and it can be
checked by the current data. If any fault code
is present or current data is wrong, check the sensor, wiring and ECM.
The sensor terminal consists of 5-volt

supply from ECM, ground, IAT sensor and
MAP sensor. To check the sensor power
wire and ground wire, measure the voltage
at each terminal.
To check the signal wire, measure the

waveform and voltage at the signal wire
depending on engine condition. In addition,
check the signal wire and the ECM, perform sensor simulation. And then, check the
current data to confirm whether correct current data outputs against the given voltage
or not.
8.3.2 Diagnosis
Digital volt-meter or Hi-scan pro’s multi meter function is commonly used to measure
sensor's supply voltage. With ignition switch on, measure output voltage at sensor
power supply and decide if there is specified input 5 V reference voltage from ECM. It
should be 5 Voltage regardless of any conditions. If not, check wire from ECM supply
line to MAP sensor side and decide whether this problem comes from ECM side(ECM
Pin No. 42) or wire problem. For confirming ECM reference supply voltage faulty, try to

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measure another reference voltage supply line like TPS’.
Sensor output signal can be measured at signal line (ECM Pin NO. 37). Then with
ignition switch on (not starting up) output voltage shall be approx. 3.8~4.2V, and during
idling output voltage shall be approx. 0.8~1.6V. In addition connector's connection, and
break and short at supply side and ground side.
In case engine goes off sometimes, crank engine and shake MAP sensor harness.
Then if engine goes off, it may be decided as connector's poor contact. If output value
goes outside specified value with ignition switch on (no cranking), MAP sensor or ECM
may be faulty.
If MAP sensor output voltage is outside specified value but engine still idles, the
following defects other than MAP sensor itself’s fault shall be checked such as poor
connection between surge tank and hose, imperfect combustion inside cylinder, air
leak at intake manifold, etc.
Another useful method to check sensor

problem is using vacuum pump. At ignition
switch on condition, supply some vacuum
through some hole which is directly
connected to diaphragm inside of MAP
sensor and check whether proportional
voltage increase happens or not. Of
course to check wire problem with sensor
itself’s you can use hi-scan pro’s simulation scan function.
8.3.3 waveform

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8.3.4 Error Detecting Condition

P Code Description Threshold Condition1 Condition2 Time Mil On
P0108 Signal High >4.88V

1Sec after Engine Start
P0107 Signal Low <0.25V 5Sec. Yes
P0106 Rationality (RPM,TPS) No Faulty in TPS
8.3.5 Rationality Check with engine speed and TPS

The measured output by MAP should be located between Max. threshold and Min.
threshold which are calculated by engine speed with TPS. If not, rationality check fault
code shows.
8.4 Intake Air Temperature(IAT) Sensor

8.4.1 General
The intake air temperature sensor is integrated with the MAP sensor. This sensor is a
Negative Temperature Coefficient (NTC) resistance, which means that the component's
resistance will reduce as the temperature increases.

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The intake air temperature sensor signal is sent to ECM for correction of the intake air
amount. By temperature changing in inhaled air the oxygen density is so variable that it
is needed to compensate this kind of difference correction especially in the EMS
system which is using MAP sensor.
Another main function of IAT sensor is retarding the ignition timing at high temperature.
Of course for ignition timing control considered by engine temperature, ECT sensor is
mainly used. But at high temperature range like hot summer season, event though the
engine temperature reaches more than 90℃, ECM can not make right correction for
ignition retarding without any IAT sensor. Because at high temperature range, inhaled
hot air accelerates combustion process and it is possibly to occur preignition resulting
in engine knocking.
8.4.2 Diagnosis
The intake air temperature sensor
signal can be checked with current
data. If fault code is present or
current data is wrong, check the
sensor, wiring and ECM. As for the
sensor check, Measure the
resistance at the tested temperature.
To check the wiring and ECM,
perform sensor simulation. And then,
check the current data for correct
current data outputs against the
given voltage. ECM Pin No. 42 is designated for IAT sensor signal. When IAT sensor
fault is detected, current data shows –40℃ as default value.
Checking Condition Temperature Current Data Remarks

0℃ 4.0 ~ 4.4V
20℃ 3.3 ~ 3.7V
IG On NTC type
40℃ 2.5 ~ 2.9V
80℃ 1.0 ~ 1.4V

P0113 Signal High >128.25℃

240Sec after engine start 10Sec
P0112 Signal Low <-38.25℃ Yes
P0111 Rationality With ECT 15Sec

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8.5 TPS
8.5.1 General
Throttle position sensor is installed at the throttle body and detects the throttle valve
position. In other words, it detects the driver’s intention. This sensor is using a
potentiometer which is a variable resistor made of resistance wire or resistance object
to detect the exact amount of throttle valve opening.
TPS provides engine load condition information which is determined by monitoring

throttle-valve angle and engine speed as an limp home function when MAP has a fault
and plays important roles for deciding fuel injection and ignition timing, idling speed
adjustment etc.
8.5.2 Diagnosis
The throttle position sensor signal
can be checked with current data. If
current data is wrong, check the
sensor, wiring and ECM. ECM Pin
No.32 is for 5V reference supply
voltage, Pin No. 16 is for sensor
Signal and Pin No. 17 is for TPS
ground.
To check the sensor itself,

disconnect the connector and
measure the resistance between each terminal. Connect the connector and measure
the output voltage and waveform at the signal wire (Resistance range : 0.7 ~ 3KΩ).
Besides, to check the signal wire and ECM, perform simulation. And then, check the
current data for the correct output values with the given voltages.

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8.5.3 Waveform
It is fruitful to check TPS waveform with MAP signal together. Because these two
signals are too relevant and signal trend is also very similar as shown in the picture.
TPS
MAP
8.5.4 Signal processing inside of ECM
As analogue input signal like TPS, MAP, ETS and IAT, itself cannot be processed by
CPU directly. Because microcomputer only can recognize 1 or O for processing. For
digital input signal processing in ECM, A/D(analogue/digital) converter is used to
convert analogue signal to digital signal.

P0123 Signal High >95.7%

Engine speed >600rpm 0.02Sec
P0122 Signal Low <3.17% Yes
P0121 Rationality Engine Load by MAP with TPS 5Sec

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8.6 ECT Sensor

8.6.1 General
The engine coolant temperature sensor is
located in the engine coolant passage of
the cylinder head. It monitors engine
temperature and sends this to the Engine
Control Module (ECM). This signal is used
to determine the warm up enrichment and
fast idle speed. Optimum fuel enrichment
when engine is cold is mainly decided by
output voltage. The sensor principles and
checking methods are same as intake air temperature.
This sensor has 4 terminals. 2 are for ECT

sensor. These two terminals are gold coated.
Another 2 are for engine temperature
indicator in cluster. ECM Pin No. 39 is used
for ECT signal and Pin No. 35 is for both ECT
and Down Stream O2 sensor ground.
When it comes to indicator logic for Picanto,

2 stage Engine coolant temperature lamp is
used instead of temperature level gauge.
When Ignition key ON

High lamp (Red color) turned on for 3 seconds then it turns off. When coolant
temperature reaches 117±3℃, it turns on again. Otherwise low lamp (Blue color) turns
on by ECT 60±3℃. When Temperature reaches between 60±3℃ and 117±3℃, there
is no lamp.
Lamp IG on 60±3℃<T 60 ±3℃<T<117±3℃ T>117±3℃

Red On for 3 Sec. On
Blue On
No Lamp No Lamp
8.6.2 Diagnosis
Basically the diagnosis method is exactly same like IAT sensor. Because both IAT and
ECT sensor are used NTC type thermistor. One distinctive difference symptom
compared to IAT failure is cooling fan turns on when ECT has some failure. In this case

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you can expect ECT sensor’s problems. To distinguish between cooling fan problems
and ECT failure you can use actuation test through Hi-scan Pro.
Measuring resistance is the most powerful checking method. The specific value of
output voltage is like on the table bellow.
Checking Condition Temperature Current Data Resistance(KΩ)
0℃ 4.27±0.3V 5.18 ~ 6.60
20℃ 3.44 ±0.3V 2.27 ~ 2.73
IG On
40℃ 2.72±0.3V 1.059 ~ 1.281
80℃ 1.25±0.3V 0.298 ~ 0.322
Using simu-scan function in Hi-scan

pro becomes another alternative.
When you increase or decrease the
output voltage over specific standard
value, cooling fan turns on condition.
It means ECM has finally recognized
ECT problem and make this kind of
limp-home mode. All wiring from
sensor to ECM side and ECM control
itself haven’t any problem. The
default set value for ECT failure in Hi-
scan pro current data is 80℃.
8.6.3 ECM Sample Map

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8.6.4 Rationality Check Logic by Temperature Modeling

P0118 Signal High >138.75℃
P0117 Signal Low <-38.25℃ 0.5Sec Yes
P0116 Rationality Model Temp ≒ Measured Temp. (-15℃)
8.7 CKP Sensor

8.7.1 General
The crankshaft position which uses Hall IC is
located near crankshaft pulley. This sensor
detects and counts the tooth on target
wheel(30-2) and provides ECM with the
information on the current position of crank
angle and cylinder, and also the duration of
each tooth and segment.
So injection and ignition could be activated

exactly in desired crank angle and current engine speed could be calculated. Also
misfiring detection is basically through this CKP Sensor. ECM calculates each crank
angular acceleration speed. When abnormal combustion happens, fluctuation or
occurring of interval difference between each angular speed is detected as an misfiring
by ECM.

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Unlike other general target wheel which is composed with 60 teeth including 2 missing
teeth, Picanto’s target wheel has 30 teeth with 2 missing teeth. Except this tooth unit all
logical processing in ECM is the same as before.
8.7.2 Hall Effect

Hall element is made of small, thin and
plain semiconductor substance. When
vertically installing conductor between
two permanent magnet, and supplying
power to the conductor, electrons in
the conductor will be vertically
deflected against supply current and
magnets, and then one side will have
surplus electrons and the other side
will be short of electrons generating
potential difference between two ends. It is called Hall effect. The generated voltage is
proportional to current and intensity of magnetic field, and then if the current is constant
the output will be proportional to magnetic field's intensity. However if the voltage is not
strong enough, it has to be boosted before being used.
8.7.3 Diagnosis
If abnormal shock is felt during running
or engine stops suddenly during idling,
shake CKP sensor harness. If engine
stops, check for poor contact in
connector. If engine rpm in current data
or tachometer in cluster indicates "0"
rpm during cranking, check CKP sensor
first and then go to ignition system for
defect. Starting or intermittent engine
stop problem normally results from this
sensor.
Digital circuit tester is used to check sensor for circuit-break and short, and connector
for contact condition. ECM Pin No. 15 used for CKP Sensor Signal. To check sensor’s
proper working, measure the power supply voltage of 12 and check for continuity of the
ground circuit.
Measuring waveform using oscilloscope is another way to check this sensor’s problem.

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8.7.4 Waveform
Reference Point Missing Tooth
8.7.5 Error Detecting Code

P0336 Signal Check 8 Times Cranking
P0335 Reference Mark 20 Times Idle Engine Speed
8.8 CMP
8.8.1 General
The camshaft position sensor monitors the camshaft position and sends the signals to
ECM. The ECM distinguishes the cylinder 1 and cylinder 4 by comparing the camshaft
position sensor signal with the crankshaft position sensor signal. Accordingly it
enhances the fuel injection at the right. Cylinder, ignition timing of each cylinder and so
on. Picanto’s CMP sensor is located near ignition coil.

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8.8.2 Diagnosis
Checking method for CMP sensor is the same as CKP. Because this two sensor are
using Hall IC type. For CMP signal input, ECM Pin No. 79 is used.
8.8.3 Waveform
CMP Sensor Waveform
CMP with CKP Sensor Waveform

Signal High
Signal Low
P0340 12 Times Yes
Signal Interruption
Rationality

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8.9 Oxygen Sensor

8.9.1 General
The heated oxygen sensor senses the oxygen concentration in the exhaust gas
and it is fitted on the exhaust pipe before the catalytic converter. In case of
using 2 oxygen sensor One is called as up stream O2 sensor which is located
just before MCC(Main Catalytic Converter). The other is called as down stream
O2 sensor which is located just before UCC(Underbody Catalytic Converter).
Using two oxygen sensor is very different by emission level. Even though
outside appearance is similar you cannot exchange both sensors together. Of
course the lead wire, connector color and parts No. are different.
Rear or Down Stream

Oxygen Sensor
Front or Up Stream
Oxygen Sensor
Zirconia type oxygen sensor is used for Picanto. This material reacts to the
oxygen content in the exhaust system. The Zirconia oxygen sensor generates a
small voltage depending on the exhaust gas condition. The normal voltage range is 0.2
~ 0.8 volts. 0.2 volts indicates a lean mixture and a voltage of 0.8v indicates a richer
mixture.
8.9.2 Diagnosis
The sensor can be checked by the fault code, current data, voltage measurement at
terminal, Waveform and sensor simulation.

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The sensor has 4 terminals, white 2 terminals

from sensor side are for sensor heaters and
gray line is for ground and white line is for
sensor signal.
ECM Pin No. 18 is for front O2 sensor signal.

No.48 is for front O2 sensor heater control
line. Pin No. 55 is for rear O2 sensor signal
and Pin No. 28 is for rear O2 sensor heater
control. The heater power is 12 volt from
control relay and heating duty is controlled by the ECM.
As for the current data measurement,

check whether the lean and rich ratio of
output values is about the 50 % range.
Also check the maximum and minimum
voltage. It should be oscillated between
0 volt and 1 volt.
Check if the engine becomes rich

condition at sudden acceleration. If it
becomes lean condition at sudden
deceleration, Check the lean and rich
ratio, maximum and minimum values at the idle state or constant speed.
If the signal from the signal wire is too

rich or lean, check for an air leak or
clogging of the intake system, clogging
of fuel system, fuel pressure, poor
ignition system, oxygen sensor heater
and so on.
To check oxygen sensor waveform it is

better to increase engine rpm to 1800 ~
2000 range. Because at this range
Lamda sets to 1 and you can get fast
signal.

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In particular ZrO2 oxygen, sensor's resistance shall not be checked directly. As the
oxygen sensor itself generates voltage, resistance measurement may damage the
sensor. In order to decide whether oxygen sensor is faulty or oxygen output voltage is
abnormal by faulty air/fuel ratio, approve 14V at oxygen sensor heater part terminal,
and wait approx. 1~2minutes and then read sensor output voltage that shall be
10~100mV. If output voltage is OK, oxygen sensor may be normal, and then proceed to
check other parts.
Fuel Trim values which is represent

like Long Fuel –Idle, Long Fuel –
P/Load are another powerful key to
diagnosis fuel system problems.
A/F Feedback compensation value

(A/F learning value and integral value
of A/F feedback) is monitored during
every cycle. Injection Time (T) is
conceptually defined as follows ;
T = TB * (KLRN + KI + 1.0)
- T : Total Injection
- TB : Base injection time through main input sensors and corrections
- KI (Integral Value) is determined to achieve A/F ratio stoichiometric for Short Term F/T
- KLRN (Learning Value) for Long Term F/T
After feedback from O2 sensor, next injection time is decided with considering of
KI(Short Term) and KLRN(Long Term). When short term in current data shows + 3% for
example, it means engine’s fuel condition is lean. When this value shows –3%, fuel
system needs to decrease fuel injection volume by this level because of the rich
condition. Long Term is adaptive value unlike Short Term which is correction value. It is
achived at engine’s load range like Idle or P/Load and it is also considered by engine
rpm range. And changing time through Hi-scan Pro current data is slower than Short
Term’s.
When Short Term reaches ±25%, you have to check fuel system problems such as
poor fuel pressure, sensors which are related with basic injection time failure and air
leakage etc.
If the waveform is normal but current data is abnormal, check the signal wire using the

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simulation function of hi-scan and check whether the ECM reads the sensor value
correctly.
8.9.3 Rear(Down Stream) Oxygen Sensor

Rear oxygen sensor is used for catalyst monitoring for EOBD or OBDII. Its
frequency(FR) is compared with the front O2 sensor’s frequency(FF). And the
frequency ratio of these sensors is compared to threshold. If the ratio (FR/FF) is close
to 1 which means FR has the same frequency with FF, catalyst problem is detected.
Good
Bad
Front
Rear
8.9.4 Control System
Closed loop means that the sensor monitors the oxygen content and the sensor signal
is used to control Air-fuel mixture according to exhaust gas condition.

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Like this there are several control systems used recently. But 4 common control
systems are commonly used in automobile area.
- Open Loop Control

- Close Loop Control
- Adaptive Control
- Learning Control
1) Open-loop control system
Open-loop control system means that the system output has no effect on the control
activity. Each step of control is performed in pre-determined order and therefore it is
called sequential control.
In an open-loop control system, output is neither measured nor compared with

reference input. Therefore error may occur and the occurred error cannot be corrected.
The system accuracy relies on calibration stability is not considered.
On the contrary in an open-loop control, the system configuration is simple and easy to
maintain. The price is also low, and it is actually used in many cases, i.e. when relation
between input and output is already known and outside effect does not exist. For
example traffic signal control is one. Traffic signal typically operates repeatedly in pre-
determined interval irrespective to traffic level(output)
Open-loop control system components may be defined as following. When reference

input is approved to controller, the controller output operates as operating signal for
controlled target(plant), and operate required controlling amount from the controlled
target.
Reference input Control input Output
Controller Plant
2) Close-loop control system
Closed-loop control system always compare system output with target value(reference
input), and send back the difference value to control system via feedback route for
correcting error.
As shown on the following picture system forms closed-loop for comparing output with
input, so it is called closed-loop control or feedback control system.

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Reference input Error Control input Output

Controller Plant
Command
Detector
Open-loop control system is used in cases where by definition there is no outside effect,
and system input/output characteristics are known. However actually for most systems
that may be found around us, we cannot know their features accurately, and
unexpected outside effect may exist in many cases. As those unexpected features
make open-loop control system hard to achieve the system purpose, most control
systems are configured in closed-loop control systems.
For example, there is a system that maintains constant motor speed. Then the motor
supply voltage will be output and the system target will be maintaining constant speed.
Maintaining constant speed may be achieved by applying constant voltage on the
motor.
If unexpected load is applied on the motor shaft an open-loop control system may
maintain constant motor speed no more. However if the system measures the motor
speed and send the result as an input so as to vary the voltage as per speed variation,
the motor speed may remain constant in spite of the outside effect.
Therefore a closed-loop control system has an advantage that system response may
provide accurate, reliable and adaptable control in response to outside effect and
system variable change using feedback signal. Stability is a key element to a closed-
loop control system.
If error is excessively compensated, vibration of the same amplitude may cause

vibration of higher amplitude. Typically a closed-loop control system includes higher
number of parts than an open-loop control system, and thus more expensive, and
requires higher power.
3) Adaptive control system
'Adaptive' means the ability that a system may adjust and correct for itself against
unexpected change of environment and organization. This system finds change of
plant parameters for itself and corrects the controller parameters so as to maintain
optimal performance, what is called an 'adaptive control system'.
The term was initially used in late 1950s referring to living creature's adaptation to
environmental change.

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A closed-loop system feeds output back to input and thus avoid effect form outside
variation to always reach target values. However when outside environment varies
greatly controlled target and control characteristics change and closed-loop control will
not be enough to achieve the goal.
Over time, parts may wear out and parameters and environment may change, then the
control system's dynamic characteristics will not be constant any more. To say typically
used feedback control systems may dampen lower dynamic characteristics change, but
adaptive ability against system parameters and environmental change is required to
make a satisfactory system.
An adaptive controller typically consists of 3 elements: plant's dynamic characteristics

estimation, decision based on plant estimation, and correction or action based on the
decision. The picture shows an exemplary adaptive control system.
Estimation or
Design
PI measurement
Correction
Input Output
Controller Plant
Environmental effect
In this system plant is estimated continuously and performance index(PI) is measured.

The measured PI is compared with optimal values and the system decides on how to
correct the operation signal. Plant estimation is performed within the system, so control
parameter adjustment will be closed-loop action. As well as accommodate
environmental change, this type of adaptive control system may dampen engineering
design error and uncertainty to certain extent and some parts damage, raising overall
system reliability.
4) Learning control system
This type of control system has learning ability. The basic concept of the system is to
introduce human learning ability on to control systems; then a control system is
provided with ability to change action by experience like human beings.
A human remembers experienced or learned facts from outside for him/herself under
certain conditions, and when face the same condition he/she decides and acts on the
basis of stored experience. Learning how to drive a car provides a good example.
If this learning feature is integrated on to a control system, the system will obtain

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information required for control activity even under such environment that the control
system's dynamic characteristics and outside effect nature are not fully known. For a
learning control system to improve learning effect, education is required. The education
typically involves installing an education model and correcting the model, and finally
refine and store the past experience. Following picture illustrates an exemplary learning
control system. The control system corrects the model parameters such that difference
between controlled target and original output makes zero. Whenever outside effect
changes, the mode will perform the correction to store new experience and raise the
control level.
Appearance
Control
Output
device
Model
Signal Correction
operation device
Optimizer Model

Item P Code Description Threshold Condition1 Time Mil On
P0172 Additive L/T Rich <-10% <920 rpm

30 Sec Yes
P0171 Additive L/T Lean >10% <24kg/h
Fuel Trim
P0172 Multiplicative LT Rich <0.77 30 ~ 55%
25 Sec Yes
P0171 Multiplicative LT Lean >1.23 40 ~ 80Kg/h
1600~2800rpm
P0133 Response Rate
Load : 30~70%
P0134 Signal interruption 0.4 ~ 0.6V(D/S>0.2V) 3 Sec
Up Stream 0.06~0.4V(D/S>0.5V) 8 Sec

P0130 Rationality with Down St.
0.6~1.5V(D/S<0.1) 10 Sec
P0132 Signal High S>1.5V 5 Sec
P0131 Signal Low S<0.04V D/S>0.5V 8 Sec
P0140 Signal Interruption 0.4~0.52V 600 Sec
P0136 Rationality Heater control on ↔ Off

Down Stream
P0138 Signal High S>1.5V 5 Sec
P0137 Signal Low S<0.04V 5 Sec
※Some P-Code can not be shown in your market because of the difference of
emission control.
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Item P Code Description Threshold Time Mil On
P0030 Current Check
Up Stream Heater P0032 Heater High
P0031 Heater Low Internal Modeling

Continuous Yes
P0030 Current Check Temp or Resistance
Down Stream Heater P0032 Heater High
P0031 Heater Low
8.10 Knock Sensor

8.10.1 General
For engine's efficiency, engine higher
compression ratio are desirable. Higher
compression ratio will raise engine
efficiency, on the other hand probability of
knocking will rise too. Normal combustion in
engine is effected by igniting air/fuel mixture
with spark and then even flame spreading.
However rapid combustion by self ignition

may locally occur before flame reaches normally. The abnormal combustion may
generate rapid pressure rise that will vibrates gas in cylinder to generate shocking
noise, that is called knocking. Knocking may be caused by combustion chamber's
shape and accumulated substances, mixture components, intake manifold's shape,
fuel quality, air density and engine temperature.
In addition ignition timing is closely related to knocking

and abnormal ignition timing control causes severe
engine knocking. Knocking will burn out spark plug,
and piston, and damage cylinder head gasket, and
bearing. So knocking must be avoided.
Engine knock control is used to constrain the

knocking. Knock sensor detects knocking
generated in engine and retard ignition timing.
Picanto’s knock sensor is installed at between
No2. and No.3 cylinder. Like other piezo type
sensors, this is made by piezo material.

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8.10.2 Knock Processing
MBT (minimum spark advance for the best torque) is the ignition timing to generate
maximum torque, and located just adjacent to the ignition timing to generate knocking.
So ignition timing shall be set a little away from knock generation range.
MBT
Ignition timing control
Without knock control, ignition timing will be set at retarded point from maximum torque
generating point in order to ensure required allowance, and then lower torque will be
generated. On the other hand, ignition point may be set close to knocking range
effectively raising engine output using knock sensor.

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Internal knock control process
Knocking generates high frequency (5-10khz) vibration in cylinder, which vibrates

knock sensor located on cylinder block outer wall at the same frequency. As knock
sensor output signal contains various frequency components, band pass filter filters the
signal, which in turn will be used to determine knocking.
Knocking occurs only during combustion period in the relevant cylinder, and therefore
decided only within knocking judgment period in order to avoid faulty detection due to
noise. ECU retards ignition timing when knock is detected and slowly advances the
timing after no knock has been generated for a certain period of time, in the form of
feedback control.
- Maximum Retard Limit : 12˚

- When knocking is detected : Initially retard 3˚and increase step by step with
0.75˚

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8.10.3 Waveform
Measuring knocking sensor signal is a little difficult with Hi-scan Pro because of the
high frequency. Special oscilloscope is needed to measure. Following waveform is an
example of knock sensor waveform. When knocking happens, the frequency reaches
12.5kHz.
8.10.4 Diagnosis
Knock sensor shall be checked
for connection contact condition
and circuit-break and short. As
piezo type sensor is installed on
cylinder block , it is needed to
keep tighten torque : 20±5Nm.
The sensor shall be checked if

installed with specified tightening
torque. In addition, resistance
value and electrostatic capacity
between terminals shall be measured and compared with specified values. ECM Pin
No. 19 is for knock sensor signal and No. 20 is for sensor ground.
8.10.5 Error Detecting Code

P Code Description Threshold Condition1 Time Mil On
Signal Check
>2800rpm
P0325 Circuit Pulse Test <3.7V Continuous Yes
Circuit Zero Test >0.234V 1200 ~ 5200rpm

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8.11 Acceleration Sensor (EOBD Only)

8.11.1 General
The main role of acceleration sensor is detecting the
rough load condition which allows misfire monitoring
inhibition. Mainly misfiring is detected by CKP angle
speed. But when the vehicle is running on rough load
condition, the CKP angular speed is affected from
this road condition. It can signal to ECM as a
misfiring. In this case acceleration sensor detects this
kind of rough load condition and order ECM not to
consider this situation as a misfiring. It is located on
the left side wheel housing, near main chassis frame.
8.11.2 Sensor Structure
Sensor Structure
G-Cell
Acceleration Sensor is made by MEMS(Micro electro Mechanical System) process.

Seismic mass is supported by static plate. Between seismic mass and silicon block

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two electrically charged stationary plates are attached.

When acceleration or vibration happens, seismic mass is
vibrating up and down. This movement results in
capacitive change in two electrically charged plates.
Acceleration sensor can detect this capacity change and
convert it as acceleration speed. This type of
acceleration sensor can detect Zero Hz and can have
self test mode in itself.
- Measurement Range : ± 5(gravity)
- Measurement Direction : Vertical
- Supply Voltage : 5±0.15(V)
- Current Consumption : 12mA
- Sensitivity : 400mV/g at 15.8Hz
- Output Voltage : 0.5V at –5g
2.5V at 0g
4.5V at +5g
- Operation Temperature Range : -40 ~ 125℃
Picanto’s acceleration sensor has 3 terminals. Output voltage at idle condition shows
2.3 ~ 2.7V. ECM Pin No. 60 is used for acceleration sensor signal. Sensor power and
ground are shared with TPS.

P1309 Signal High >3.5V
P1308 Signal Low <1.5V Yes
P1307 Rationality Signal at vehicle standstill is alternated 3 Times
8.12 Vehicle Speed Sensor

8.12.1 General
The function of the vehicle speed sensor
is to provide the vehicles speed to the
Engine Control Module (ECM). The ECM
controls the idle speed control valve,
ignition timing and fuel injection quantity
for the purpose of improving the
drivability and exhaust gas reduction
depending on vehicle speed. The sensor
generates 4 pulses with one rotation, the

ENGINE
ECM calculates the vehicle speed by counting the number of pulses per second. Hall
IC type sensor is used.
8.12.2 Diagnosis
If there is a circuit-break or short at speed

sensor wiring, engine may go off when
decelerating the car to stop. Therefore
connector connection and wiring's short
circuit or circuit break must be checked.
For waveform checking, it is required to

analyze signal using oscilloscope such as
checking frequency, interval, and
specified voltage value .
Check if frequency rises in proportion to vehicle speed variation. Check if input voltage
and grounding are maintained normally at on and off condition. Speed sensor input
voltage is 12V from I/P junction box. ECM Pin No. 59 receives vehicle speed sensor
digital signal and produces rpm signal to cluster through Pin No. 8.
Following picture illustrates analysis of speed sensor output waveform of digital pulse
type. Part A indicates reference voltage and represented as constant horizon. Part B
indicates voltage variation state, and represented as vertical line. Part C indicates
peak-to-peak voltage, same as reference voltage. And part D shows almost grounded
state, expressed as constant horizon. AS vehicle speed is increased, speed sensor
output frequency goes up. Voltage drop at ground shall be less than 400mV. If not
check vehicle speed sensor and ECM for defective grounding.

ENGINE
<3.75Kph Engine speed >3000rpm

P0501 Signal Check 20 Sec Yes
<10Kph Fuel cut at 1500 ~ 4000rpm
8.13 ISA
8.13.1 General
The function of the Idle Speed Control actuator is controlling the idle speed according
to engine conditions such as temperature, throttle position, engine speed and different
load factors.
The ECM compares the actual engine speed with the target speed. The ECM transmits
a signal to the idle speed actuator, which adjusts to the target speed by increasing the
bypass air when the idle speed is too low, and decreasing it when the idle is too high.
For example, When the engine is started in cold weather, the engine Control Module
(ECM) will give the engine cold start enrichment and will increase the engine's idle
speed to approximately 1000 rpm or more. The Idle speed control actuator is
responsible for this increase.
As the engine reaches operating temperature the enrichment will be eliminated and the
idle speed will be reduced to a predetermined speed; this speed will be maintained
regardless of electrical loads on the alternator and to a certain extent mechanical loads.

ENGINE
8.12.2 Sensor Principle and Structure

Picanto utilizes rotary type ISA. It has two
coils inside of sensor. This ISA is located in
the throttle body. The rotary valve on the
armature shaft opens the air-bypass
passage until the required idle speed is
reached, regardless of engine load. Voltage
is applied alternately to the rotary actuator’s
two winding coils and generates opposing
forces on the pivoting armature.
The rotary valve assumes the opening

angle, which corresponds to the pulse-
duty factor of the applied signal. This
means that the bypass opening can be
adjusted by varying the pulse-duty factor.
The Rotary type actuator has 2 winding
coils, which are called as opening coil and
closing coil respectively. The ECM
controls the two coils. The opening coil
opens the valve on the contrary the closing coil closes the valve. Its driving pulse is
controlled by 100Hz which is advanced from 250Hz for fast response.
8.12.2 Diagnosis
Following picture illustrates ISA circuit and terminals. It has 3 terminals from ISA side.
One is for open ISA signal, another is for close ISA signal, and the last is for 12V
supply. ECM Pin No. 29 is designated for open control and No. 26 pin for close control.
A circuit tester is used to check connectivity between terminal 2 & 1 and between
terminal 2 & 3. In addition measure voltage at terminal 2 and find if normal battery
voltage is applied.
ENGINE
To check the resistance, remove the idle

speed actuator connector and measure the
resistance of the opening coil and closing
coil directly. Through this, we can check the
internal coil condition of the idle speed
actuator.
- Opening Coil : 15.5Ω
- Closing Coil : 17.5 at 20℃
To check operation. remove the idle speed

actuator from the engine, and operate the
engine. Then check for valve operation as
given duty percentage and any noise while
operating.
Through this, we can check the mechanical
problem and noise of the idle speed
actuator
Another checking method is using the current data. The ISA duty in the current data is
a calculated figure by the ECM to control the ISA depending on the engine condition.
Use this value only as a reference value because actual opening may differ from the
current data in case of idle speed actuator is broken.

ENGINE
8.12.4 Waveform
When using oscilloscope, read output waveform from terminal 1 or 3, and find duty
rates for open and close rates. Thereafter decide whether the read values are within in
specified values or not.
In the idle speed actuator

waveform, pick voltage should be
the same as the battery voltage. If
not, there should be a trouble in
power supply system from battery Close
positive terminal to the idle speed
actuator. Besides this pick voltage,
the ground should be close to 0 Open
volt as shown while it is on. If not,
there should be trouble with the
ECM or wirings from the idle
speed actuator to ECM ground.
Each coil receives opposite signals form each other alternately. In other words, the
closing coil turns off when the opening coil is on. On the contrary, the closing coil turns
on when the opening coil is off.
ECM carries out these on and off motion 100 times per second, which corresponds to
100 Hz. ECM also controls the on and off time, which varies depending on the engine
condition. This type control is called duty control, in which on and off ratio is controlled.
Test condition Duty (%) Remarks

Idle 30 ~ 32 Without any Load
Tail Lamp On 32 ~ 33
A/Con. On 33 ~ 35 Could be differ from
Dash Pot Max. 55 Conditions.
Fast Idle (at 20℃) 45 ~ 47
Basic Idle Duty
The duty value of the idle speed actuator is displayed on the current data of the Hi-
scan. ISA duty 30% means that the ECM turns on the opening coil 30% to let the
opening be 30%. Though it will not be displayed in the current data, in case of the
closing coil, the closing coil turns on 70% to let the closing be 70% because it is the
reverse of the opening coil.

ENGINE
For example, in the case of 30% opening duty, the valve remains open for about 30%.
Likewise, in the case of 60% opening duty, valve remains open for 60%.

Coil P Code Description Condition1 Time Mil On
P1506 Short to Battery

Open
P1505 Short to GND
P1508 Short to Battery

Close Yes
P1507 Short to GND
P0506 Rationality(RPM-Target RPM) >150 8 Sec
P0507 Rationality(RPM-Target RPM) <-150 15 Sec
※ When circuit problem is detected, control duty sets to 50%
8.13 PCSV
8.13.1 General
PCSV is installed between the canister and the intake manifold, it delivers or shuts the
vapor gas to intake manifold, which is stored in the canister. The ECM controls the
purge control solenoid valve.
When vehicle is operating it generates evaporative gas from fuel system such as in fuel
tank, and HC is the main substance of the gas. Fuel tank requires venting system to
avoid pressure rising in the tank when raised temperature generates volume expansion,
and there after resulting vacuum pressure.
In addition, vapor gas control system is required to prevent fuel vapor from being
discharged into atmosphere. Vapor gas control types include crankcase capturing type
and activated charcoal capturing type. Activated charcoal capturing type is the most
widely used . Following picture illustrates vapor gas control system which is
represented as PCSV using activated charcoal.

ENGINE
Activated charcoal adsorbs fuel vapor very well, and thereafter when blowing air goes
in, it separates the fuel vapor again. During all engine operating term, charcoal canister
captures vaporized fuel gas in itself.
When operating condition is achieved, PCSV is working and outside air will be blown
into the canister separating adsorbed fuel out of the charcoal, and route and purge the
fuel gas into intake line by ECM’s duty control.
8.13.2 Diagnosis
There are several purge control solenoid valve check method, such as checking waveform
and checking valve operation.
To check the waveform, measure the waveform at the ECM connection line. ECM Pin No.
46 is used for PCSV duty control.
When the purge control solenoid valve turns on, check whether the circled voltage
becomes close to 0 volt. And check whether voltage becomes the same with the
battery voltage when it turns off. If not, check the wiring, fuse and ECM ground
condition.

ENGINE
To check the valve condition, check the

opening condition and closing condition of
the valve using a vacuum pump.
In case actuation is supported, make

actuation test and check operation sound.
The resistance between each terminals

becomes at 26Ω at 20℃
8.13.3 Output Control and Error Detecting

P Code Description Threshold Condition2 Time Mil On
P0445 Signal High Shot circuit to Battery
P0444 Signal Low Short circuit to Ground Yes
P0441 Rationality Air mass with ISA <0.8kg/h

ENGINE
9. Immobilizer System(Europe Only)

9.1 General
Picanto utilizes SMARTRA immobilizer system. which stands for SMARt TRansponder
Antenna. Main function of this system is active anti theft device.
This immobilizer system consists of the ECM, the SMARTRA, annteena coil,
immobilizer lamp and ignition keys with built-in transponder. The ECM carries out
checking of ignition key’s authentication by special encryption algorithm, which runs in
the transponder and in the ECM in parallel. Only if the results are accepted, the engine
can be started. The data of all transponder, which are valid for the vehicle, are stored in
the ECM with special inscription logic.
ECM Pin No. 52 is for immobilizer signal from SMARTRA unit, Pin No. 61 is for
immobilizer system ground and Pin No. 49 is for immobilizer indicator lamp control.

ENGINE
9.2 Components
9.2.1 Transponder
Transponder is the simple ignition key
which has unique memory bank inside of
this. During the key teaching procedure the
transponder will be programmed with
vehicle specific data.
The vehicle specific data are written into the transponder memory. The write procedure
is unique; therefore the content of transponder can never be modified or changed. It
means if you make any key teaching to ECM, you cannot erase the ROM memory data.
The data are a string of 9 bytes defined by vehicle manufacturer. The transponder
memory is split into two strings called authenticator and key password After this
programming the transponder memory is locked and the data(PIN code) cannot be
read or changed respectively.
The transponder status changes from "virgin" to "learnt". Additionally every

transponder includes a unique IDE (Identifier number) of 32 bit. Unique means that the
IDE of all transponder is different from each other. The IDE is programmed by the
transponder manufacturer and is a read-only value. The authenticator and the key
password are not transferred from ECM to transponder or vice versa. Only the results
from the encryption algorithm are transferred. It is almost impossible to calculate the
vehicle specific data from the encryption result. For teaching of keys and special
purposes the ECM has to be connected to the tester device.
The IDE information in ECM is erased by teaching procedure, if ECM is taught newly.
All used key have to be registered again through teaching method prohibiting with lost
key’s reusing. Registered Pin code in the key can not be changed. It means used key
can not be reused again, if the PIN code is changed.
9.2.2 SMARTRA
The SMARTRA unit contains an integrated inductive antenna and electronics around
the ignition lock assembly. The SMARTRA communicates with an engine control
module via a dedicated communications line. The SMARTRA carries out the
communication with the built-in transponder of the ignition key. This wireless
communication runs by RF (Radio frequency of 125 kHz). The SMARTRA is mounted
at the ignition lock close to the antenna coil for RF transmission and receiving.

ENGINE
The RF signal from the transponder which is received by the antenna coil is converted
into messages for serial communication by the SMARTRA device. And the received
messages from the ECM are converted into the RF signal, which is transmitted to the
transponder by antenna.
Communication Fail Waveform
The SMARTRA does not carry out the check of validity of transponder or the
calculation of encryption algorithm. This device is only an advanced interface, which
converts the RF data flow of transponder into serial communication to ECM and vice
versa. When transponder is insert within 24 degree(figure), it can be recognized by
antenna.

ENGINE
9.2.3 Immobilizer Lamp

The driver is informed about successful authentication
by immobilizer lamp on cluster.
The lamp is on after successful authentication until the
detection of minimum engine speed for ECM operation
(begin of engine cranking). The ECM informs the driver
about the limp home condition by 5 times blinking for 5
second
9.3 Hi-scan Pro Operation

9.3.1 Current Data
Trouble code is displayed on engine diagnostic trouble code function of Hi-scan Pro.
Following information is displayed on immobilizer menu of Hi-scan Pro.
1. current data for immobilizer
2. user password teaching, changing
3. teaching for PIN code
4. neutralize
5. limp home
The diagnosis monitors
- the communication between ECM and SMARTRA,
- the function of SMARTRA and transponder
- the data (stored at ECM) related to the immobilizer function.

ENGINE
9.3.2 Password Teaching / Changing

The user password is used only for limp home function. The user password for limp
home is taught at service station. The owner of the vehicle can define a number with
four digits.
The user password teaching is only accepted by "learnt" ECM. Before first teaching of
user password, the status of user password is "virgin". Limp home function is
impossible.
The teaching is started by ignition on with a valid key and sending the user password
by tester. Refer the user password teaching procedure. After successful teaching, the
status of user password changes from "virgin" to "learnt".
The learnt user password can also be changed. This can be done if the user password
status is "learnt" and the tester sends for authorization of access either the old user
password or the vehicle specific data. After correct authorization the ECM requests new
user password.
The status remains in "learnt" and the new user password will be valid for next limp
home mode. If wrong user passwords or wrong vehicle specific data have been sent to
ECM three times, the ECM will reject the request of password changing for one hour.
This time cannot be reduced by disconnecting the battery or other manipulation. After
connecting the battery the timer starts again for one hour. Only wait until 1 hour with
ignition on condition to erase this protection.

ENGINE
The user password can be in the following status
Learnt
The Password has been taught successfully to ECM.
Virgin
This is the status at the end of ECM production line before delivery to final customer. Of
course when you buy new ECM with A/S parts it also shows virgin condition. When you
try to input password with this condition, ECM requests ‘input new password” first
instead of asking old password. Because it hasn’t any information about password.
Locked by timer
After 3 times of wrong input password processing is done, ECM is locked for one hour
and anymore input procedure can not be accepted during this time.
It is necessary for ECM to leave it more than 1 hour with ignition on to be recovered
from this condition. Disconnecting battery’s negative terminal to erase any trouble code
is useless.
Teaching not accepted

This status is set if the ECM is in neutral or virgin status. It means any Pin code isn’t
stored inside of ECM. First make key teaching and try password teaching again .
The status of ECM defines the possibility of vehicle operation related to the immobilizer
and the teaching of keys. This status depends on the handling of ECM by tester
operation.

ENGINE
9.3.3 Teaching
PIN code is abbreviation of Product Identification Number code. PIN code is made by
special encryption algorithm through the VIN(vehicle identification number). PIN code is
a unique code for each vehicle. PIN code is registered in production line. Also, it can be
registered by Hi-scan Pro through the teaching procedure in the field. PIN code must
be needed when the teaching for ECM and key.
For example,
1. When replacing with new ECM or used ECM(neutralized ECM)
2. When a key is lost
3. When a key is added
PIN code is control by Overseas service team or specified dealer for field service. They
have a special program which can find out lost PIN code for each vehicle. Therefore,
simply sending a VIN(vehicle identification number) to above office, if dealer shop want
to know the PIN code.
Wrong PIN code can be registered to new ECM. But, it will make a big problem later
because nobody can find out registered wrong code.
The key teaching is done at the end of production line, after replacing defective ECM at
service station or for providing of additional keys to the vehicle owner. The procedure
starts with ECM request of vehicle specific data from tester. The "virgin" ECM stores
the vehicle specific data(PIN code), the key teaching can be started. The "learnt" ECM
compares the vehicle specific data from tester with the stored data. If the data are
correct, the key teaching can be started. If wrong vehicle specific data have been sent
to ECM three times, the ECM will reject the request of key teaching for one hour.

ENGINE
This time cannot be reduced by disconnecting the battery or other manipulation. After
connecting the battery the timer starts again for one hour
The key teaching is done by ignition on with key and additional tester command. The
ECM stores the relevant data(IDE->Identifier number) in the EEPROM and in the
transponder(PIN code). Then the ECM runs the authentication for confirmation of
teaching process. The successful programming is confirmed by message to tester. If
the key is already known to ECM from previous teaching the authentication will run and
the EEPROM data are updated. There is no change of transponder content (this is
impossible for learnt transponder).
The attempt of repeated teaching of a key, which has been taught already during the
same teaching cycle, is recognized by ECM. The ECM rejects this key and a message
is sent to the tester.
The ECM rejects invalid keys, which are presented for teaching. A message is sent to
the tester. The key can be invalid due to faults of transponder or other reasons, which
result into not successful programming of data. If the ECM detects different
authenticators of transponder and ECM, the key is considered to be invalid. The
maximum number of taught keys is 4.
If an error occurs during the immobilizer Service Menu, the ECM status remains
unchanged and a specific fault code is stored. If the ECM status and the key status do
not match for teaching of keys, the tester procedure will be stopped and a specific fault
code is stored at ECM.

ENGINE
Key Teaching Procedure
Learnt Key is inserted
9.3.4 Neutral Mode

This mode is used for erasing Pin code data in ECM side not in transponder. When you
operate this mode with inserting valid key, Hi-scan Pro ask you for correct Pin code. If
the pin code you insert is correct, you can make learnt ECM into neutral ECM.
When ECM is neutralized, it is possible to input all Pin code. But keep in mind only
correct Pin code should be used following the VIN. If not, authentication between
transponder and ECM can not be made. Furthermore when you buy new ECM with
spare parts, you must insert correct Pin code which has been used already.
Input wrong Pin code more than 3 times in this mode results in the same problem
which is mentioned before in teaching section.

ENGINE

ENGINE
9.3.5 Locking and Unlocking Condition

1.Locking of ECM
By engine shut off (ignition off by key) the ECM is locked after elapsing the timer 8 sec.
ECM accepts new start within this time without considering the result of new
authentication. In case of engine stalling the timing of ECM locking is as follows:
without ignition off there is no time limit for repeated engine start, after ignition off the
time for repeated engine start is limited to 8 sec. After elapsing this time new
authentication must be performed or in case of limp home the input of user password is
requested again.
2.Unlocking of ECM
This is the release of fuel injection and ignition by ECM for successful start of the
engine. The normal operation is with valid key. A key is valid after successful
programming of vehicle specific data to the transponder and storing of relevant data of
the transponder in the ECM.
After ignition on the authentication procedure starts. At first the unique IDE of
transponder is checked. If it is equal to one of the transponder known to ECM the
authentication procedure starts. The authenticator, the IDE and a random number are
converted into the encrypted lock password and transferred to the transponder via the
SMARTRA.
The transponder compares the data with its calculation result. If the results are equal,
the transponder sends back the encrypted key password to ECM. If this is equal to the
calculation result of ECM, the ECM will be unlocked until switching off ignition. The
unlocked ECM releases fuel injection and control of ignition.
9.3.6 Limp Home

Limp home function implemented to cover faults of transponder or SMARTRA. The
methods are as follows :
- Twice ignition
- Limp home by Hi-scan Pro
- Limp home by ignition key
1. Twice Ignition
For special purposes during the vehicle manufacturing process the function "twice
ignition on" is implemented. It is only possible when ECM status is virgin.

ENGINE
The unlocked status remains for the time 30 sec. After elapsing of timer the ECM is
locked again. By using a valid key a new authentication runs after begin of cranking.
In case of limp home and twice ignition new inputs are requested.
The engine can be started by following sequence :

- Ignition on with no cranking,
- Ignition off,
- Ignition on then cranking within a time interval between ig.on and cranking.
Timing conditions between each sequence has to be fulfilled for successful start. It is
like as follows :
- first ignition on less than 1.5 sec
- ignition off time is limited by minimum 0.2 sec and the maximum 1.5 sec
- ignition on and cranking within 30 sec
To achieve the limp home function with twice ignition, both ECM and transponder
should be in "virgin" status and the timing condition which is mentioned before should
be fulfilled.
2. Limp Home by Hi-scan Pro

If the ECM detects a fault of SMARTRA or transponder, the ECM will allow limp home
function with Hi-scan Pro. This kind of limp home is only possible if the user password
(4 digits) has been taught to the ECM before.
This password can be defined by vehicle owner and is programmed at the service
station (See user password teaching). The ECM informs the driver about the limp home
condition by blinking immobilizer lamp.
Then the user password can be sent to the ECM by Hi-scan Pro. Only if the ECM is in
status "learnt" and the user password status is "learnt" and the user password is the
correct one, the ECM is unlocked for the time 30sec.
The engine can only be started during this time. After elapsing of timer no engine start
is possible. Unlike the limp home function with Twice ignition, the number using Hi-scan
Pro is limited to 255.
If wrong user passwords have been sent to ECM three times, the ECM will reject the
request of limp home for one hour. Disconnecting the battery or other manipulation
cannot reduce this time. After ignition key “ON”, the timer starts again for one hour.

ENGINE
3. Limp home by Ignition Key

The limp home can be activated also by the ignition key. The ECM informs the driver by
blinking immobilizer lamp about the limp home condition. Then the input of user
password to ECM can be done by special sequence of ignition on/off. The timing is
described on following figure.

ENGINE
Only if the ECM is in status "learnt" and the user password status is "learnt" and the
user password is the correct one, the ECM is unlocked for the time 30sec. The engine
can be started during this time. After elapsing of timer no engine start is possible. After
new input of user password the timer 30sec starts again. After ignition off the ECM is
locked (if timer 30sec is elapsed). For next start the input of user password is
requested again.
9.4 DTC
The following table shows the assignment of immobilizer related faults:
P-Code Description
P1693 TP No response Error / TP Invalid response)
P1674 TP status Error
P1675 TP programming Error
P1690 SMARTRA no response
P1676 SMARTRA message error
P1696 Authentication Fail
P1695 EMS memory error
P1694 EMS message error
P1699 Twice Overtrial
P1697 Hi-scan Pro message error
P1692 Immobilizer lamp error
P1610 Non-immobilizer EMS connected to an immobilizer
9.4.1 P1693 TP no response error / TP invalid response

- Corrupted data from TP
- More than one TP in the magnetic field
- No TP in the magnetic field
9.4.2 P1674 TP status error

- TP not in the password mode
- TP transport data has been changed
9.4.3 P1696 Authentication fail

- Virgin TP at EMS status in Learnt
- Learnt TP at EMS status ‘Learnt’
9.4.4 P1695 EMS memory error

- EMS internal permanent memory

ENGINE
9.4.5 Diagnosis procedure

1) Inspect the power supply and grounding of the system
2) Inspect the circuit between the Coil and SMARTRA
3) Neutralize the ECM
4) Re-register the key under the teaching mode
※ If you are unable to register any key, Replace the Antenna coil
5) Register additional keys (max : 4 keys)
6) Registration completed
9.4.6 Case Study

1. Replacing both ECM and SMARTRA
In case of defective ECM it has to be replaced by "virgin" or "neutral" ECM. All keys
have to be taught to the new ECM. Keys, which are not taught to ECM, are invalid for
the new ECM. The vehicle specific data(PIN code) have to be unchanged due to the
unique programming of transponder. In case of defective SMARTRA there are no
special procedures required. A new SMARTRA device simply replaces the old one.
There are no transponder-related data stored in this device The ECM can be set to the
status "neutral" by tester.
A valid ignition key is inserted and after ignition on the ECM requests the vehicle
specific data from tester. Refer to the neutralizing procedure. After successful receiving
of data the ECM is neutralized. The ECM remains locked. Neither the limp home mode
nor the "twice ignition on" function is accepted by ECM. The teaching of keys follows
the procedure described for virgin ECM. The vehicle specific data have to be
unchanged due to the unique programming of transponder. If data(PIN code) should be
changed, new keys with virgin transponder are required.
2. When installing used ECM

1) When installing the ECM of car “A” on car “B”
2) Neutralize the ECM of car “A”
※ All non-virgin ECM’s need to be neutralized before installing on other vehicles
3) Install the ECM of car “A” on car “B”
4) Register the keys with the PIN code of car “B”
※ All phases of key registration should be completed within 10 seconds
3. When replacing keys

1) Replace keys and additional registration

ENGINE
2) Turn the key to the IG ON position

※ You must know the PIN code before executing this procedure
3) Insert the key you want to register and turn it to the IG ON position
4) Register the keys (under the teaching mode)
※ All phases of key registration should be completed within 10 seconds
9.5 Cautions
1. When there is only one master key registered and you wish to register another
master key, You need to re-register the master key which was already
registered.
2. When the master key #1 is registered and master key #2 is not registered, Put
the master key #1 in the IG/ON or the start position and remove it. The engine
can be started with the unregistered master key #2. (Note that master key #2
must be used within 10 seconds of removing master key #1)
3. When the master key #1 is registered and master key #2 is not registered, Put
the Unregistered master key #2 in the IG/ON or the start position. The engine
cannot be started even with the registered master key #1.
4. When you inspect the immobilizer system, refer to the above paragraphs 1, 2
and 3. Always remember the 10 seconds zone.
5. If the pin code & password are entered incorrectly on three consecutive inputs,
the system will be locked for one hour. Only elapsing time for one hour can
release this condition.
6. Be cautious not to overlap the

transponder areas.
- Problems can occur at key
registration or vehicle starting if
the transponders should overlap
as in the picture
- This can be caused by the
SMARTRA & TP conducting
radio communication

ENGINE
10. Throubleshooting
10.1 Current Data
10.2 Pin Assignment
48. HO2S heater control(upstream), 28. HO2S heater control(downstream)
It raises temp. in order for oxygen sensor to be activated after starting engine. Duty
control relying on ECM is performed(400-800℃). Heater resistance is approx. 8Ω for
Bosch type and approx 3.7Ω for others.

ENGINE
2. Ignition coil control(2 & 3), 5. Ignition coil control(1 & 4)
It has ignition type without distributor and called DLI(distributor less ignition). Ignition
timing is calculated by ECU. Power TR is built in ECU and consists of 2 coils. For item
inspection, first coil has resistance of approx. 0.5-0.6Ω and second coil has approx.
12KΩ.
3, 51, 53 & 80 Power ground
It grounds various actuators of ECU to engine block. It may have effect on all waveform,
operation, and reference signal of ECU, and therefore wire of enough size as specified
shall be used with out fail. Under poor contact, it may cause sporadic defects.
61: Immobilizer ground
It provides ground for immobilizer system
6. Fuel injection No 2. , 7. Fuel injection No 3. , 27. Fuel injection No 1, 47. Fuel

injection No 4
ECU calculates fuel rate(open period of time) and injection timing relying or engine
condition and injects fuel as required for each cylinder(However ECU decides open
period of time relying on coolant temp. and perform simultaneous injection upon
starting engine). For item inspection, the resistance shall be 13-17Ω.
8. Engine rpm signal output
It sends engine rpm calculated by CKP sensor, to cluster.
9. TPS signal output (A/T only)
It transmit engine ECM's TPS opening level to TCM in order to use for shifting stage
control.
10. Torque signal output (A/T only)
It transmits torque signal to TCM for decreasing shift shock and thus providing
comfortable shifting.
11. Injection Signal
This signal is used for trip computer to estimate fuel consumption.
12. Back-up(Memory) power
It is directly connected to battery always for storing learning values, DTS, etc of ECU. If
the power is cut off and connected again, then stored learning values and DTC's will be
erased.
13. Ignition S/W

ENGINE
It decides power input and key on/off.
14. Main relay control
Upon key-on, ECU operates this main relay(It operates approx. 102 seconds before
starting and operates again after receiving crank angle signal). At the same time CU
operates each actuator for a short period to perform self-diagnosis.
As shown on wiring diagram, when main relay operates ECU supplies power through
this contact to fuel pump, actuators and sensors. Therefore if problems occur to one of
the parts, engine will not start.
15. Crankshaft position sensor signal
The sensor is Hall IC type. It generates digital signal from crankwheel's 30 teeth and
sends the signal to ECU. As there are 30 pulses(long pulse=2) one pulse is around 12°.
Using this signal ECU decides ignition timing and injection time.
16. TPS signal input
It is an adjustable resistance, and detects throttle valve opening level as voltage figures
and provides it to ECU for idle decision, decision on engine acceleration condition, etc.
For item inspection, total resistance (terminal 1 & 2) shall be 1.6-2.4KΩ.
17 TPS ground
The sensor is not grounded out side (Inside ECU it is connected with all other
groundings. It is intended to allocate ground separately avoiding points of high current
flow(cause of noise)). It is shared with Acceleration Sensor ground
18. Front HO2S Signal
It decides oxygen concentration in exhaust gas, and feed back the result to ECU, which
uses it for regulating fuel rate always at stoichiometric air/fuel ratio. It is a zirconium
sensor and has range of approx. 100mV-900mV.
19. Knock sensor input
It is a piezo-electric element and installed at cylinder wall center. Upon abnormal

combustion(knocking), the sensor detects it and uses it for retarding ignition point of
time.
20. Knock sensor ground
The sensor is not grounded out side (Inside ECU it is connected with all other
flow(cause of noise))
22 TCU MIL signal input (A/T only)

ENGINE
24. Cooling Fan Signal input from middle Switch in Triple Switch
26. ISA opening., 29. ISA closing
It is of 2 coils, duty control type. It places throttle body at center and bypasses air
directly to surge tank, to regulate idle speed(800rpm). It opens approx. 30% under no-
load idling after warm-up. For item inspection, total resistance between terminal 1 & 3
shall be approx 34Ω(Open coil resistance + Close coil resistance).
31. MIL control
It light up upon failure of engine sensors or actuators (connect scanner and read it)
32. TPS 5V reference, Acceleration Sensor 5V reference
It provides reference voltage of 5V to throttle position sensor and Acceleration sensor.

5V is provided to intake temp. sensor and coolant temp. sensor via ECU inside
resistance.
33. T_MAP sensor 5V reference
It provides reference voltage of 5V to T_MAP sensor
35. HO2S(Down stream) ground, ECT Sensor ground
This sensor is not grounded out side. Inside ECU it is connected with all other
flow(cause of noise)
36. HO2S (Front or Up stream) Ground, T_MAP Sensor ground
This sensor is not grounded out side. Inside ECU it is connected with all other
flow(cause of noise)
37 MAP sensor signal
MAP sensor indirectly detects intake air rate depending on pressure variation inside
surge tank, and used to decide basic injection rate and ignition timing depending on
engine load(Upon abnormality, engine may stop. At the next cranking however ECU
will apply basic value on the basis of TPS for starting engine. Then engine may show
malfunction and poor acceleration during running)
39 ECT(engine coolant temperature) sensor
Using thermistor it measures coolant temp. for controlling fuel injection rate by engine
temp., and used as important reference condition for checking engine condition.
42. IAT sensor

ENGINE
It is NTC thermistor to check intake air temp. for compensating fuel injection rate. It is
assembled with T_MAP sensor.
44,. 45, 63, 73 & 74 Power input
It provides battery power to ECM when engine relay control becomes on.
46 PCSV control
Fuel vapor occurs by raised temp. in fuel tank, and fuel vapor is not emitted into air but
stored in canister. Depending on engine condition ECU operates solenoid valve to
route fuel vapor into intake manifold and burn it out.
49.Immobilizer indicator lamp control
It gives drivers the immobilizer condition information through indicator lamp working.
50, Cooling fan relay control(High)
It directly control cooling fan depending on coolant temp. variation.
52. Immobilizer signal
Transponder signal transmits through SMARTRA to ECM .
55 HO2S(downstream) input
It is for downstream oxygen sensor input and used for monitoring catalysis for OBDII or
EOBD. At normal condition it produces 0.65V.
57. Triple signal input (Pin sensor and DPS are connected in serial)
It detects air-conditioning temp. and pressure and sends them to ECU, which controls
compressor relay on/off using them
59 VSS
It is Hall IC type. ECU will use this signal to decide and calculate car condition as stop
or running and car speed, and then use the results for related status and condition.
60. Acceleration Sensor Signal
Acceleration Sensor signal is used for rough road detection. When vehicle goes rough
road it detect this vibration and prohibit ECM with misfiring control
68 Cooling fan relay control(Low)
It directly control cooling fan depending on coolant temp. variation.
69 A/C relay control
It is connected with blower fan switch in series, and operate condenser fan when both
switches are on.

ENGINE
70 Fuel pump relay control
It is used to drive fuel pump. ECU drives fuel pump relay only above minimum set
speed(typically 50 rpm) and also prevent fuel leak in emergency. For improving initial
start it may turn on relay for 3-5 seconds raise pressure inside fuel system relying on
coolant temp. upon ignition-on
71 K-line
It is connected with diagnostic connector, and used between ECU and scanner for data
communication. (diagnostic code, sensor value, etc)
72. Torque reduction control(A/T only)
TCM sends signal for requesting torque reduction to ECM for comfortable shifting.
74 Park/Neutral signal(A/T only)
It is used for A/T cars and also called inhibitor switch. The switch allows starting engine
at shifting lever position P or N.
75 A/C switch signal input
The signal is used for deciding A/C on/off status.
76. Electrical Load Compensation Switch
It is input signal to compensate for voltage drop.
77. Power steering switch input
It is input signal to compensate for increased load when power steering is operating.
79. CMP sensor
CMP sensor consists of Hall element, and synchronized with crank angle signal, and
used for ECU to recognize #1 cylinder. Though ECU already knows TDC using crank
angle signal, ECU requires CMP sensor signal to decide of which cylinder TDC is.
Pin assignment can be differ by region or emission control. Totally M7 ECU consists of
121 pins. Simply when you say about this EMS system you can say 121 pin is used.
Then everybody understands this is used from Bosch M7. Another 40 pins are for T/M
control but here these are not used. Different T/M controller is used for Picanto.
10.3 ECM Terminal Voltage

Pin.No. Signal Connected to Test condition Voltage
Key ON/ENG OFF B+
1 HO2S heater control HO2S up
Idle 68V(duty 48~52%)
Ignition coil (cylinder no 2 Key ON/ENG OFF B+
2 Ignition coil control
&3) Idle B+(pulse)

ENGINE
3 Ground Ground Constant <0.5V
Key ON/ENG OFF B+
4(2) HO2S down heater HO2S down
Idle 0~B+
Ignition coil (cylinder no.1 Key ON/ENG OFF B+
5 Ignition coil control
& 4) Idle B+ (pulse)
Key ON/ENG OFF B+
6 Fuel injection valve control Fuel injector No.2
Idle B+
Key ON/ENG OFF B+
Idle B+
Key ON/ENG OFF <0.5V
8 Engine RPM signal output Instrument cluster 6-7V(duty
Idle
45~50%)
Key ON(throttle valve
1-2V(duty 8~12%)
close)
9 TPS signal output Transaxle control module
9-12V(duty
Key ON(throttle valve open)
88~90%)
10 Troque signal output Transaxle control module Idle 1-2V(duty 8~12%)
12 Power Battery Constant B+
13 Ignition input Ignition switch Key ON B+
Key ON <1V
14 Main relay control Main relay
Key OFF B+
Crankshaft position sensor Crankshaft position
15 Constant <1V
ground sensor
Key ON(throttle valve
0.2~0.8V
16 TPS signal input TPS close)
Key ON(throttle valve open) 4.0~4.8V
17 TPS ground TPS Constant <1V
18 HO2S ground HO2S up Constant <1V
19 Knock sensor input Knock sensor Key ON 2-3V
20 Knock sensor ground Knock sensor Constant <0.5V
22 TCU MIL signal input Transaxle control module TCU fault code B+ (duty)
7-8V(duty
Key ON/ENG OFF
IAC valve output control 50~60%)
26 ISC valve
(opening) 4-6V(duty
Idle
30~40%)
Key ON/ENG OFF B+
Idle B+
6-7V(duty
Key ON//ENG OFF
IAC valve output control 42~52%)
29 ISC valve
(closing) 9-10V(duty
Idle
60~70%)
Key ON/ENG OFF <1V
31 MIL control MIL (instrument cluster) Idle (DTC non-present) B+
Idle (DTC present) <1V
32 TPS voltage TGPS Key ON 5V
(1)
33 MAP voltage MAP sensor Key ON 5V
Key ON/ENG OFF <0.5V
Crankshaft position sensor Crankshaft position
34 2-3V(duty
signal input sensor Idle
40~50%)
(2)
35 HO2SDD down ground HO2S down Constant B+
Key ON/ENG OFF 0.4V
36 HO2S input HO2S up
Idle 0~1V
Key ON 0.5V
37(1) MAP sensor input MAP sensor
Idle 0.5~1.5V
Key ON 0.5V
37(2) MAF sensor input MAF sensor
Idle 0.6~0.8V
Engine coolant temperature Engine coolant
39 Key ON/ENG OFF (at 80) 1~2V
signal input temperature
(1)
42 Air temperature signal input MAP sensor Key ON/ENG OFF (at 20) 1~4V
(2) Intake air temperature sensor
42 MAF sensor Key ON/ENG OFF (at 20) 1~4V
input

ENGINE
44 Power input Ignition switch Key ON B+
45 Power input Ignition switch Key ON B+
EVAP purge solenoid valve EVAP purge solenoid Key ON/ENG OFF B+
46
control valve Idle 10-12V (duty)
Key ON/ENG OFF B+
Idle B+
(2) Key ON/ENG OFF 0.4V
55 HO2S down input HO2S down
Idle 0~1V
A/C non-operation B+
57 DPS signal input DPS
A/C operation <1V
59 Vehicle speed input EC-AT module - -
Key ON/cooling fan non-
B+
operation
68 Cooling fan relay control Cooling fan relay
Key ON/Cooling fan
<1V
operation
A/C non-operation B+
69 A/C relay control A/C cut relay
A/C operation <1V
Key ON/ENG OFF B+
70 Fuel pump relay control Fuel pump
Idle <1V
71 Diagnosis K-line Data link connector - -
72 Torque reduction control Transaxle control module - 9-10V
Key ON (P/N range) B+
74 Park/Neutral signal input Transaxle control module
Key ON (other range B+
7 A/C switch ON B+
A/C switch signal input A/C switch

A/C switch OFF <1V
5
Key ON/switch HEAD B+
76 Headlight switch signal input Headlight switch
Key ON <1V
Key ON/switch operation <1V
77 Power steering switch input Power steering switch Key ON/switch non-
B+
operation
Key ON/ENG OFF 5V
Camshaft position sensor
79 Camshaft position sensor 2-3V(duty
signal input Idle
40~50%)
(1)
Except for Europe
(2)
Only Europe

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ENGINE

1. Epsilon Engine General

The 1.0 litre engine is mated to a five-speed

The 1.1 engine provides 64 ps at 5,500

The main feature of Epsilon engine is 3 valve type with

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1.2 Performance Curve

1.1S Performance Curve

1.3 Section View

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2. Main Moving Components

2.2 Tightening methods

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To reduce these disadvantages mentioned before, new modern vehicles require

For proper installation in the torque-to-angle methods, an indicator gauge is required

2.3 Cylinder head tightening procedure

- When Cold : 60 ~ 70 Nm(600 ~ 700 kg-cm)

2.4. Rocker Arm

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2.5 Valve Clearance Adjust

Available Valve and Specification at No.1’s TDC

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- If you finish above job, turn crankshaft just one

Available Valve and Specification at No. 4’s TDC

2.7 Piston and Piston rings

Item Standard (mm) Remarks

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Fig. Tensioner and Spring

3.2 Alignment Procedure

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※ When installing camshaft sprocket,

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4.2 Inlet Cooling

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4.4 Cooling fan Control

4.5 Radiator Cap

Vacuum valve opening pressure Main valve opening pressure

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5.2 Oil Pressure Switch

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6. Fuel Supply System

ReturnLess Fuel System

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To check the injector operating sound, contact

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6.3 Fuel Pump

As for the fuel pump operation voltage,

In this case, measured voltage should be

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As for the fuel pressure check,

The normal current consumption

As for the fuel filter replacement

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Item Specification Remarks

The checking method of the ignition system are as follows

To perform the spark test, remove the high-

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For reference, when engine idle condition is

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8. Input and Output