491QEengine Service Manual

Preface
Based on the model GW491Q (4Y) carburetor petrol engine, the GW491QE petrol
engine produced by our company is of one petrol engine able to electrically inject fuel
at multiple points, and is developed from electrical control components made by Delphi
company, USA, and Shanghai United Electronic Company. This model shows a
predominant improvement in aspects of power and economical efficiency, and is in
compliance with GB18352.2-2001 “Limits and measurement methods for exhausts
of pollutants from light vehicles (II) ”(equivalent to European Class-II standard), and
conforms to stipulations at phase III for GB18352.3-2005 “Limits and measurement
methods for exhausts of pollutants from light vehicles (at phase III &IV in China)”
(equivalent to European Class-III standard).
To meet the needs from numerous maintenance /technical / management
personnel, we prepare this “GW491QE Petrol Engine Service Manual” based on the
latest technical materials.
All contents, specifications, and data stated in this manual are the latest information
before printing and this service manual will be subject to a supplemental, revision, and
completion from time to time.
This manual may be used for the reference by mechanics, drivers, and technical /
management personnel as the manual is complete in contents, definite in requirements,
and simple in maintenance.
Constrained by the level of the writer, it’s unavoidable to have some defects in
this manual, and your comments and suggestions are highly appreciated.
Model GW491QE petrol engine
Service Manual
Engine service &maintenance data...................................................................................... G1

United Electronic engine management system.................................................................. EF.1
Delphi engine management system...................................................................................... EF.2
Engine body.............................................................................................................................. EM.1
Cylinder head............................................................................................................................ EM.2
Valve mechanism...................................................................................................................... EM.3
Cooling system......................................................................................................................... CO
Lubrication system.................................................................................................................. LU
Ignition system......................................................................................................................... IG
Starting system........................................................................................................................ ST
Charge device.......................................................................................................................... CH
Clutch......................................................................................................................................... CL
GI-1
Engine service /Maintenance data

Page
Key technical parameters for model GW491QE petrol engine.......................
Specification &adjustment parameters for key components ...........................
Technical data for maintenance......................................................................
Tightening torque for fastening elements.........................................................
Troubleshooting............................................................................................
Engine service /maintenance data..................................................................

GI-2 Engine service /maintenance data-Key technical parameters for Model GW491QE petrol engine
Key technical parameters for Model GW491QE petrol engine
S.N. Item Specification and parameters

1 Model Model GW491QE
Four-cylinder, inline, water-cooled, overhead valve，4-stroke
2 Pattern
petrol engine
3 Fuel supply pattern Electronic controlled jet injection by group at multiple points
Measurement method for air intake
4 Velocity &density type
amount
5 Pattern of combustion chamber Wedge typed
6 Diameter of cylinder bore 91mm
7 Piston stroke 86mm
8 Displacement 2.237L
9 Compression ratio 8.8:1(European class-II)；9.1：1（European class-III）
78kw/4600 r/min(European class-II)
10 Rated power
78kw/4600 r/min(European class-III)
11 Max. torque 190·m/2400~2800 r/min
≤265g/kw·h(European class-II)；≤250g/kw·h(European
12 Min. fuel consumption rate
class-III)
13 Fuel spec（RON） Not lower than 93#（GB17930-1999）
14 Stable idle-speed （750±50）r/min
15 Idle-speed control pattern Electronically closed-loop control
16 Piston average velocity 13.18m/s
17 Average valid pressure 874kpa
18 Compression pressure of cylinder 1128kpa(European class-II); 1350kpa（European class-III）
（when at 250r/min）
19 Ignition sequence 1-3-4-2
Without ignition distributor, and direct ignition under an
20 Ignition control pattern
electronic control
21 Spark plug clearance 1.0~1.2mm
22 Model of spark plug F6RTC
23 Valve clearance 0mm（hydraulic tappet）
Valve timing:
Inlet-valve open lead angle; 12°before the top dead center,
24 Inlet-valve close lag angle; 48°before the bottom dead center;
Exhaust-valve open lead angle; 54°before the bottom dead center;
Exhaust-valve close lag angle; 10°before the top dead center;
25 Pattern of lubrication A combined pattern of pressure and splash.
SG grade machine oil API10W-40（GB11121-1995）for petrol
26 Oil spec
engine
Main passage oil pressure
27 When at idle-speed 750±50）r/min ≥ 49 kpa
or 3000r/min ≥(245-490) kpa
28 Oil capacity 4.2L
29 Oil temperature (85~90)℃
Engine service /maintenance data-key technical parameters for Model GW491QE petrol engine GI-3
S .N . I tem S pecification and parameters
30 M ax . oil temperature 110
31 C onsumpti on rate of oil 2 g/kw·h
32 F uel consumption ratio of machine oil
33 C ooling method U se forced water circulation for cooling purpose.
34 C omplete mass 150kg
35 P attern of startup E lectrical

E x terior dimension
36 (754.5×518×651)mm ( electronic fan)
length×width×height
37 D ual idle-speed emission G B 18285-2005
W ith a three-way catal ytic converter, and a closed
E mission control level when under loop control for air/fuel rati o, and the with light-duty
38
operating condition vehicl e satisfies requirements from G B 18352.2-2001
and G B 18352.3-2005 standards.
39 D ifference between cylinders 98 kpa
V acuum inside air intake pipe when at
40 53.3 kpa
idle-speed
41 T emperature of outlet cooling water (80~90)
T ension degree of fan belt
42 B elt deviation: 7~8 mm
P ressure 98N
Engine service /maintenance data- specification /adjustment parameters / maintenance technical data
GI-4 data for key componeats
Specification /adj ustment par ameter s

for k ey components
S .N . I tem Specification and parameters
1 S park plug F6R T C
D ecelerating type when under an electromagnetic
2 Starter motor
control U =12V P=1K W
3 G enerator and voltage regulator U =14V I =65A /90A
4 Petrol pump B lade-type electrical pump
5 Oil pump R otor typed
6 C ooling water pump C entrifugal type
7 T hermostat Wax type
Steel cover, with super high molecular weight, and
8 Petrol filter
filtration core
Full-flow & integral type, screw installed filtration
9 Oil filter
paper cores
10 I gnition coil U =12V
11 C lutch D iaphragm spring type
M aintenance technical data

1. E ngine mechanism
U nit mm
N ame Test items Standard value U se limit
Planeness on the contact surface of 0.05 0.15
body;
Planeness on the contact surface of 0.05 0.10
manifold pipe;
C ylinder head Slope angle of valve seat
A ir intake 30 ,45 ,60
A ir exhaust 30 ,45 ,60
C ontact angle 45
C ontact width 1.2~1.6
+0.030
Inner diameter 8 +0.010
E xterior diameter 13+0.050
+0.038
Valve guide I ncreased size 0.05 13.088~13.100
Temperature when changing on the H eat to 80~100
side of cylinder head
W hole length of valve
A ir intake 108.2 0.10 107.7
A ir exhaust 108.5 0.10 108.0
Valve A ngle of valve working surface
A ir intake and exhaust 44.5
D iameter of valve rod
-0.015
A ir intake 8 -0.030
A ir exhaust 8 -0.020
-0.035
G ap of valve rod A ir intake 0.025~0.060 0.10
A ir exhaust 0.030~0.065 0.12
Valve
E dge thickness of valve plate
A ir intake 0.5
A ir exhaust 0.8
Free length 47 0.5
I nstallation height 40.6
Valve spring
I nstallation tension (282~345)N 282
N onperpendicularity 2.0
Engine service /maintenance data- specification/adjustment parameters /maintenance technical
data for key components GI-5
Name Test items Standard value Use limit

Inner diameter of rocker hole 18.5 +0.013
R ocker and axis 0
-0.018
Diameter of rocker shaft 18.5 -0.033
for valve
Gap between rocker and rocker shaft 0.018~0.046 0.08
Intake manifold
Planeness 0.05 0.4
pipe
W hen the sagging of chain is 98N, 13.5
Diameter of rear chain wheel (with chain)
0
Crankshaft 58.2 -0.2
0
Timing gear / chain C amshaft 113.23 -0.23
gear
L ength of chain warp after use 291.4
T hickness of chain tensioner 12.5
T hickness of shock absorber 5
Max. circumferential radial beat 0.05
eccentricity
Height of cam Min. convex value
A ir intake 38.6791
A ir exhaust 38.6869
-0.025
Camshaft and A xial diameter of camshaft No.1 46.5 -0.041
-0.025
bearing No.2 46.25 -0.041
-0.025
No.3 46 -0.041
-0.025
No.4 45.75 -0.041
-0.025
No.5 45.5 -0.041
C learance of axial diameter 0.025~0.081 0.10
A xial clearance 0.07~0.22 0.30
Planeness 0.05
Diameter of bore hole 910+0.030 91.24
Cylinder block increased size 0.50 91.74
increased size 0.75 91.99
increased size 1.00 92.24
Piston diameter 90.938~90.968
increased size0.50 91.425~91.455
Piston and piston C learance of piston 0.042~0.062 0.065~0.085
ring Side play of annular groove 0.03~0.075
Opening gap of piston ring
First gas ring 0.20~0.40 1.11
Second gas ring 0.35~0.55 1.07
Oil ring 0.20~0.80 1.10
A xial clearance of main body for 0.16~0.31 0.18~0.32
connection rod on big head end
A xial clearance of connection-rod 0.021~0.051
cover
B end of connection rod every 100mm 0.03 0.05
Piston pin and Distort of connection rod every
connection rod 100mm 0.03 0.15
Inner diameter of connection rod on
small head 22.010~22.016
E xterior diameter of piston pin
Gap of inner hole on small head side 22.003~22.006
of piston pin and connection rod 0.004~0.013
GI-6 Engine service /maintenance data-maintenance technical data
Unit mm
A xial clearance 0.02~0.22 0.30
T hickness of thrust washer 2.450~2.490
Increased by 0.125 2.575~2.615
Increased by 0.250 2.700~2.740
Main journal diameter 58 0-0.015
Clearance of main journal diameter 0.021~0.053 0.10
C rankshaft and
journal diameter of connection rod 48 0-0.015
bearing
journal clearance of connection rod 0.021~0.053 0.10
Circumferential play of main axial
diameter 0.03 0.06
R oundness /diameter of column,
for main axial diameter and 0.01 0.02
connection rod diameter
2. Cooling system

C apacity of
cooling fluid in 7.9L
engine
Min. value
Pressure when the pressure relief
R adiator (73.6~103)kpa not less than
valve of cover is opened.
58.9kpa
Temperature when valve is opened. (80 84) <76
T hermostat
L ift distance of valve 95 8mm <8mm
B ending deflection of transmission
belt when a 98N force is applied.
Transmission belt
New belt (5~7) mm
Used belt (7~8) mm
3. L ubrication system

Total capacity of oil dry injection 4.2L
R e-injection after the removal
Capacity of oil
Without oil filter 3.0L
With oil filter 3.5L
Clearance between rotor and pump (0.10~0.15)mm >0.20mm
Clearance between mastery rotor (0.07~0.12)mm 0.20mm
Oil pump
and slavery rotor
E nd clearance of rotor (0.03~0.07)mm 0.15mm
(750 50)r/min at idle-speed 49kpa
(2000 50)r/min 170kpa
Pressure of oil
(3000 50)r/min (245.2~490.3) kpa <245.2kpa
Max. temperature of oil 110
Engine service /maintenance data-tighteningtorque for fastening elements GI-7
4.Ignition system
Model F6RT C
Spark plug
Clearance 1.0~1.2 mm
High-tension
wiring R esistance 16k /m
5.Starting system
R ated voltage 12V
Output power 1kw
Zero-load characteristics size of 90A >90A
current specified when it’s 11.5V
Starter R ectifier E xterior diameter 30mm <29mm
Depth of T channel (0.50~0.80)mm <0.20mm
Circumferential radial play 0.05mm >0.05mm
L ength of electric brush 13mm <8.5mm
Work load of spring (17.5~23.7)N <17.56N
6. Charge device
Density of electrolyte for battery
B attery 1.25~1.27
When full charge of battery at 20
R esistance of rotor coils 4.0
A C generator Diameter of slip ring (32.3~32.5)mm <32.1mm
E xposed length of electric brush 12.5mm 5.5mm
R egulator A djustment voltage at20 (13.95~14.4)V
A 98N bending-deflection force is
applied to driving belt between AC
Driving belt generator and water pump.
New belt (5~7)mm
Used belt (7~8)mm
T ightening torque for fastening elements

1. Tightening torque for special components
Frequently tightened spare parts N m
Valve rocker arm shaft cylinder head M8 24
Cylinder head bolt 10-M12 1.25 90
3-M8 20
A ir intake/exhaust manifold pipe cylinder head 50
Spark plug cylinder head 18
Camshaft timing chain gear camshaft 90
Camshaft flange cylinder body 18
Water pump box of timing chain chamber 18
GI-8 Engine service /maintenance data-Tightening torque for fastening elements
Frequently tightened spare parts N m

Water pump cylinder body 40
B ox of timing chain chamber cylinder block B olt 18
Nut 18
B earing cover of connection rod connection rod 50
B earing cover of crankshaft cylinder block 80
Crankshaft belt pulley crankshaft 160
Flywheel crankshaft 85
Oil bottom oil pan cylinder block 13
Generator adjustment support cylinder block 40
R ear oil-seal seat cylinder block 12
Drain plug of oil pan 20~25
2. Standard bolt tightening torque
Tightening torque
screw pitch
Grade diameter mm hexagonal-headed hexagonal flange bolt
mm
bolt N m N m
6 1 5 6
8 1.25 12.5 14
10 1.25 26 29
4T
12 1.25 47 53
14 1.5 74 84
16 1.5 115
6 1 6.5 7.5
8 1.25 15.5 17.5
10 1.25 32 36
5T
12 1.25 59 65
14 1.5 91 100
16 1.5 140
6 1 8 9
8 1.25 19 21
10 1.25 39 44
6T
12 1.25 71 80
14 1.5 110 125
16 1.5 170
6 1 10.5 12
8 1.25 25 28
10 1.25 52 58
7T
12 1.25 95 105
14 1.5 145 165
16 1.5 230
8 1.25 29 33
8T 10 1.25 61 68
12 1.25 110 120
8 1.25 34 37
9T 10 1.25 70 78
12 1.25 125 140
Engine service /maintenance data-Troubleshooting GI-9
Tightening torque
screw pitch Hexagonal
Grade diameter mm Hexagonal-headed
mm flange bolt
bolt N m
N m
8 1.25 38 42
10T 10 1.25 78 88
12 1.25 140 155
8 1.25 42 47
11T 10 1.25 87 97
12 1.25 155 175
Common failures and troubleshooting

1.E ngine not start or start with difficulty
C ause of failure Methods of elimination
1. Failure in starting system 1.
1 B attery has insufficient voltage (1) Charge with power.
2 B attery not connected well (2) Clean wiring terminals and tighten battery line.
3 Fuse broken (3) Change the fuse
4 Failure in starter (4) R epair or change starter
5 Failure in ignition switch (5) R epair or change ignition switch
2.Failure in ignition system 2.
1 High-tension damping wiring damaged or 1 Change the high-tension resistance line
not connected well.
2 Ignition coil damaged 2 Change the ignition coil
3 Inappropriate clearance between 3 A djust the clearance between both electrodes.
both electrodes of spark plug.
4 Spark plug is damped or the 4 Have it baked or clear away the carbon deposit.
electrode has carbon deposit.
5 Insulator on spark plug is ruptured. 5 Change the spark plug
3. Failure in the fuel supply system 3.
1 Petrol pipeline is blocked or with air 1 Wash the petrol-oil pipeline or clear away the air
resistance. resistance.
4. E ngine under a bad condition 4.
1 Valve is leaking air or damaged by 1 R epair or change valve
burning.
2 Pad of cylinder is damaged. 2 Change it.
3 Piston, piston ring, and cylinder are 3 R epair or change it.
much abraded.
4 Intake manifold is leaking air, or 4 Check the intake manifold pipe and gasket, tighten
vacuum plug is lost. the nut, and block well the vacuum tube.
5 Pipeline from the vent valve of 5 Fix the connection pipe tightly.
crankshaft box to the thermal baffle
of solenoid valve is leaking air.
2.E ngine can not be accelerated or is slack accelerated.

1.Failure in the ignition system 1.
1 Spark plug not working well 1 C heck or change the spark plug
2 T he high-tension damping wiring is 2 C hange the high-tension damping wiring
damaged.
3 T he ignition coils are damaged. ( 3) Change the ignition coil
2. Failure in engine
1 Valve is leaking air or damaged by 2.
burning. 1 R epair or change valve
2 C ylinder is under a bad compression 2 R epair or change relevant spare parts
condition.
3 Pad of cylinder is leaking air. 3 C hange the cylinder pad
4 Intake manifold pipe is leaking air. 4 C heck the intake manifold pipe and gasket , and
tighten the nut.
GI-10 Engine service /maintenance data-Troubleshooting
3.engine is slack.

1 E ngine is under a bad compression condition. 1
1 Valve is leaking air. 1 A brade the valve.
2 Hydraulic retaining column not 2 Check or change or wash the hydraulic tappet
working well. .
3 Valve spring is with an insufficient 3 Change the valve spring.
force or even broken.
4 Pad of cylinder is leaking air. 4 Change the cylinder pad.
5 Piston ring is stuck or broken. 5 Change the piston ring.
6 Piston or cylinder is much abraded. 6 R epair or change relevant spare parts.
2 Failure in ignition system 2 Clean, adjust or change the spark plug.
Spark plug not working well.
3 Petrol supply is blocked. 3
1 Petrol tank has contaminant deposits. 1 Clean or change the oil tank.
2 Petrol pipe is blocked. 2 Clean the oil pipe or make it through.
3 Petrol filter is blocked. 3 Change the petrol filter.
4 Petrol pump not working well. 4 R epair or change petrol pump
5 A ir exists in the fuel system. 5 Check and tighten each joint.
4 Petrol not conforming to the specification. 4 Make it subject to technical specifications.
5 Intake manifold pipe is leaking air. 5 Check the intake manifold pipe and gasket.
6 A ir entering the air pipe is insufficient. 6
1 A ir filter is blocked. 1 Wash the cover, and clean the filtration core by
2 C hoke valve has not been opened purging.
completely. 2 R epair and adjust its control mechanism.
7. E ngine too hot. 7 R efer to the “ methods of elimination” in case
of failure “ engine too hot” .
4.E ngine is backfired or deflagrated.

1 Failure in ignition system 1
1 Joint on the ignition line is loose. 1 Check and tighten each joint.
2 Spark plug not working well. 2 Wash, adjust or change the spark plug.
3 T he heat characteristics of spark plug 3 R eplace with spark plug having appropriate heat
are inappropriate. characteristics.
2 Inappropriate content of mixed gas 2
1 Petrol supply is blocked. 1 R efer to article 3 in the “ engine slack”.
3 Failure in the valve mechanism 3
1 Valve is stuck or leaking air. 1 A brade or change the valve.
2 T he valve hydraulic retaining column 2 Change or wash the hydraulic retaining
not working well. column.
3 Valve spring is with insufficient 3 Change the valve spring.
strength. 4
4 T he cover of cylinder under a bad condition
1 C ombustion chamber has carbon 1 Clear away the carbon deposit.
deposit.
2 T he cover of cylinder is over hot or the 2 Clear air away from the cooling water sleeve.
cooling is insufficient.
3 T he cover of cylinder is damaged. 3 Change the cylinder head
5. T he high-tension resistance line is 5 Correct or change it.
misconnected or damaged.
Engine service /maintenance data-Troubleshooting GI-11
5.Unstable idle-speed for engine

1 With air leakage 1
1 T he intake manifold pipe is leaking air. 1 Check the intake manifold pipe and gasket.
2 Failure in ignition system 2 A rticle 2 of “ engine not start or start with difficulty ”.
3 Failure in valve mechanism 3
1 B ad sealing of valve; 1 A brade the valve.
2 Hydraulic tappet is not working well; 2 C hange the hydraulic retaining column.
3 Clearance between the valve rod and 3 C hange the valve or the guiding rod of valve
the valve guiding rod is much big.
4 The pad of cylinder is leaking air. 4 Change the cylinder pad
5 The supply of petrol is not smooth. 5 R efer to article 3 of “engine slack”.
6.A bnormal sound occurred in engine

1 Clearance produced due to the failure in 1 Check and change the hydraulic retaining column.
hydraulic retaining column
2 Piston pin too much loose. 2 Change the piston pin or piston.
3 Piston, piston ring, and cylinder abraded 3 Check, repair, and change the rank.
too much.
4 The bushing of connection rod abraded too 4 Change it.
much.
5 Main bushing abraded too much. 5 Change it.
6 T hrust piece of crankshaft abraded too much. 6 Change it.
7 Much clearance between camshaft and the 7 Change the thrust plate of camshaft.
thrust plate of camshaft.
8 Timing chain and timing chainwheel abraded 8 Change it.
too much.
9 Chain tensioner null and void. 9 Change it.
10 Too much carbon deposit in the combustion 10. C lear away the carbon deposit.
chamber of cylinder.
11 Petrol is not consistent to the specification. 11 Follow the technical specifications.
7.L arge consumption of petrol

1 Pipeline has leakage of petrol oil. 1 Tighten connectors and clamps at each point.
2 A ir filter is blocked. 2 Check and clean the air filter.
3 Failure in ignition system 3
1 E rror timing of ignition. 1 A djust the timing.
2 Failure in spark plug. 2 C heck or change the spark plug
4 B ad compression of engine. 4 R efer to article 1 of “engine slack “
5 Slippery of clutch. 5 Check and adjust the clutch.
GI-12 Engine service /maintenance data-Troubleshooting
E ngine service /maintenance data-T roubleshooting L arge consumption of machine oil
Cause of failure M ethods of elimination

1 L eakage of machine oil 1
1 T he oil-discharge bolt on bottom oil pan 1 T ighten the oil-discharge bolt.
is loose.
2 T he fixing bolt on bottom oil pan is 2 T ighten the fixing bolt.
loose.
3 Gasket of bottom oil pan is damaged. 3 C hange the gasket.
4 Fixing bolt for the cover of chainwheel 4 T ighten the fixing bolt or change the gasket.
chamber is loose.
5 Sealing ring of shield cover for valve 5 C hange the sealing ring
chamber is damaged.
6 Front /back oil seal for crankshaft is 6 C hange the oil seal
damaged.
7 Fixing bolt for oil pump is loose, or 7 T ighten the fixing bolt or change the gasket.
gasket is damaged.
8 Fixing bolt for oil filter is loose, or 8 T ighten the fixing bolt or change the gasket.
gasket is damaged.
2 Combined piston oil rings are abraded too 2 Change the combined piston oil rings.
much or even damaged.
3 Piston and cylinder are abraded too much. 3 Sent it on service.
4 Oil seal on valve rod is damaged. 4 Change the valve oil seal
5 Valve rod and guiding rod are abraded too 5 Change the valve and guiding rod.
much.
6 T he ventilation system of crankshaft box is 6 Check, clean and make it through.
blocked.
7 E ngine is running with small load at high 7 Avoid the engine running with small load and at
speed for a long-term period. high speed when possible.
9.E ngine not flame our after the ignition switch is closed.
C ause of failure M ethods of elimination

1 E ngine too hot. 1 Have engine running at idle speed, decrease the water
2 Spark plug too hot. temperature below 80 , and close the ignition switch.
3 Too much carbon deposit in combustion 2 Select the specified model of spark plug.
chamber. 3 C lear away the carbon deposit.
10.E ngine too hot
C ause of failure M ethods of elimination

1.Insufficient amount of cooling fluid 1.A dd cooling fluid
2.Fan belt loose or damaged 2.A djust the tension degree of belt or change the belt.
3.Failure in water pump 3.R epair or change the water pump.
4.Failure in thermostat 4.C hange the thermostat.
5.R adiator, cylinder block, cover / pipeline/ 5.C lean, repair or change relevant spare parts.
passage of cylinder blocked or leaked
6.Failure in silicon-oil clutch 6.C heck or change.
7.M achine oil insufficient or the density is low; 7.A dd or change the machine oil.
8.Too much carbon deposit in cylinder head or 8.C lear carbon deposit away.
combustion chamber;
9.E xhaust system not through 9.C lean or change spare parts for the exhaust system.
Engine service /maintenance data- engine service /maintenance data GI-13
11.Pressure of machine oil is too low

1 The leakage of machine oil 1 R efer to article 1 in “Too much machine oil
2 Much insufficient machine oil or the density consumption”;
is too low; 2 A dd machine oil, or change the machine oil;
3 T he temperature of machine oil is beyond the 3 Check the cooling system when the engine cools
limit. down.
4 Failure caused by the pressure relief valve on 4 Send the pressure relief valve on service.
oil pump.
5 Failure caused by oil pump 5 R epair or change the oil pump.
6 Oil filter is blocked, or connection 6 Wash, clean, and tighten the connector.
pipe is leaking oil.
7 Oil filter is blocked. 7 Change the oil filter
8 Failure caused by the oil pressure sensor 8 Change the oil pressure sensor
9 Main bushing, the bushing or camshaft for 9 Change the bushing or bearing.
connection rod abraded too much.
10 Failure of oil manometer. 10 C hange the machine oil manometer
11 Too much oil leakage at rocker shaft or 11 Check, repair, and fix it.
where chain is tensioned.
E ngine service /maintenance data

1.SST special maintenance tools
Note sort
A =used in the routine repair during the inspection of vehicles, or used as general tools;
B = used in the overhauling as to dismantle components;
C= used in the rare and special works which are not similar to A and B .
Outlined Sor Chapter R em

Part No. Part name
diagram t IV V V I V II V II I IX X X I X II ark
09032-00 Tools used to cut oil
A
100 seal on bottom oil pan
09043-88 8mm hexagonal nut
A
010 spanner
09201-41 Tools used to change
B
020 the oil seal on valve rod
09201-60 Tools used to dismantle
011 and repair guiding rod A
on valve
09202-43 Spring presser for valve
A
013
09213-31 R emover for belt pulley
A
021 on crankshaft
09213-70 Tools used to fix the
010 belt pulley onto A
crankshaft
09215-00 Tools used to dismantle
100 and repair the camshaft C
bearing
09216-00 B elt tension-gauge
020 A
09216-00 B elt tension cable

030
GI-14 Engine service /maintenance data- engine service /maintenance data
Tools used to dismantle

and change the piston
pins
Main body
Spring
sleeve A
guiding rod A
guiding rod B
Tools used to change
the oil seal before the
crankshaft
Tools used to change
the oil seal after the
co-axis.
Spanner for oil filter
Tools used to repair
radiator
Spanner used to adjust
idle-speed screws
Rocker support tools
Valve pushrod tools

Cone-shaped tools used
for the crankshaft
bearing on injection
pump
Tools used to dismantle
the splined shaft from
injection pump
Oil-seal remover
Tools used to fix Belt pulley

flanges in pairs for
crankshaft
Universal remover
Engine service /maintenance data- engine service /maintenance data GI-15
Clutch
guiding tools
Tools used to
dismantle
guide bearing
from
crankshaft
Tools used to
dismantle
guide bearing
from
crankshaft
Tools used to
align with
clutch film
spring
2.SSM special repair data
Name of material Product No. Usage, etc.

1282B sealant Cooling-water bypass flange
08823-00100
1282B T hree bond or similar products R ear-end cover plate for cylinder
T hermostat for manifold pipe
1324 bond
08833-00070 B olts for flywheel or driving plate
1324 T hree bond or similar products
Fixing screws for induction coil
1324 bond Cooling-fluid discharge valve for engine
1324 T hree bond 08833-00080
242 L etai or similar products Oil pressure switch
EF.1-1
United Electronic engine management system

Page
Description of system.................................................................................................
Precautions to the maintenance of electric-injection system..........................................
Analysis of the function /principal /failure for system parts &components .....................
General troubleshooting and steps to engine ...............................................................
Criterion to flashing code /mounting torque of components within M1.5.4 system........
Description of the diagnosis function on M7.9.7 system failure....................................
M7.9.7 system service &diagnosis flow process based on fault code..........................

EF.1-2 UASE Electronic Control Engine Management System -System Introduction
Description of system
Model GW491QE petrol engine adopts BOSCH Motronic1.5.4 and Motronic7.9.7 engine management system
for electric-injection: As for the exhaust, the former is in compliance with European Class-II standard, and the
latter is in compliance with European Class-III standard.
BOSCH Motronic1.5.4 engine management system for electric-injection
As one set of advanced engine management system, M1.5.4 system has one engine electronic control unit
abbreviated to ECU used as the control center, and is able to measure various working parameters of
engine using appropriate sensors installed at different position of engine, to precisely control the oil injection
amount and the ignition lead-angle as per control programs set in engine electronic control unit, and to have
engine working with best performance under various conditions, ie. optimum dynamic output, most cost-
effective oil consumption, and best tail gas exhaust.
M1.5.4 system is subject to a multi-point oil injection control as per some sequence, and its control strategy
covers: starting control, closed-loop control of idle-speed, closed-loop control of air /fuel ratio, carbon-canister
control, transition working condition control, ignition angle control, knock control, air-conditioner control, slide
oil cut control, over-speed oil cut control, heating &protection control by three-way catalytic converter, and
system self-diagnosis, etc. The system has provided ABS, automatic gear box, air bag, etc, with applicable
communication interfaces, and is with theft-prevention function. The system is composed of three parts: sensor
air inlet pressure /temperature sensor, throttle position sensor, cooling-fluid temperature sensor, knock sensor,
oxygen sensor LSH25, rotating speed sensor, phase sensor , actuator idle-speed adjustor EWD3, oil injector
EV6, electrical fuel pump, fuel pressure adjustor DR, carbon-canister control valve TEV, and ignition coil
ZSK , and ECU electronic controller.
BOSCH Motronic7.9.7 engine management system for electric-injection
The key feature of M7.9.7 engine electronic control management system is the application of a control
strategy based on torque aimed at linking a number of various controlled objects together. And this is the only
fixed method to have various functions integrated on ECU flexibly in accordance with the model of engine and
vehicle.
Basic components within the M7.9.7 engine electronic control system include: electronic controller ,
air inlet pressure /temperature sensor, air mass flowmeter, cooling-fluid temperature sensor, throttle position
sensor, phase sensor, rotating speed sensor, knock sensor, oxygen sensor, idle-speed adjustor, oil injector,
electronic fuel pump, fuel pressure adjustor, oil pump support, fuel distributing pipe, carbon-canister control
valve, and ignition coil.
M7.9.7 engine management system, namely a petrol engine electronic control system, is available with many
control characteristics fit for operator, vehicle, and device, and is the combination of open-looped control and
closed loop control feedback to provide various control signals while engine is running. Key function of
system includes:
1. An application physical model of basic engine management function
(a) System structure based on torque
(b) The cylinder loading capacity to be determined by the air inlet pressure sensor /air-flow sensor
(c) Improve the function as to control the gas mixture under a static or dynamic status;
(d) typed closed-loop control
(e) Fuel injection by cylinder as per some sequence
(f) Ignition timing, inclusive of knock control by cylinder
UASE Electronic Control Engine Management System -System Introduction EF.1-3
(g) Exhaust control function

(h) Heating function of catalytic converter
(i) Carbon-canister control
(j) Idle-speed control
(k) Limped back home
(l) Speed sensing through an incremental system
2. Additional function
(a) Theft-detector function
(b) Connection between torque and exterior system eg. transmission mechanism, or vehicle dynamic control
(c) Control over several types of engine parts and components
(d) Provide a matching interface across EOL-programming tool and maintenance tools.
3. Online diagnosis OBD
(a) Fulfill a series of OBD function
(b) A management system used for diagnosis function
UAES Electronic Control Engine Management System-Notes for Electronic Injection
EF.1-4 System Service
Precautions to the maintenance of electric-injection system
cases)
UAES Electronic Control Engine Management System-Notes for Electronic Injection
System Service EF.1-5
6. Precautions to the replacement with new ECU:

(a)Prior to the change of ECU, remove the negative electrode line from accumulator jar.
(b)Check whether the power supply and the overlapped steel on ECU wiring harness are under a normal condition.
(c)As for the first engine starting process after new ECU has been installed, do not start the engine immediately,
instead, open the ignition switch before wait for ten seconds to restart the engine, Following a successful
starting process, perform a ECU self-learning as per following sequence:
Have the engine running at idle-speed for at least ten minutes;
Flameout for at least ten minutes;
Open the ignition switch rather than an immediate starting process, and wait for at least ten seconds;
United Electronic engine management system-Analysis of function /principal /
EF.1-6 failure for system parts &components
Analysis of function /principal /failure for system parts &components

1. System circuit diagram and the definition of ECU Pins
(a)United Electronic M1.5.4 system circuit diagram
failure for system parts &components EF.1-7
(b)Definition of ECU pins within Motronic 1.5.4 system
S.N. Description of function Type S.N. Description of function Type

1 Ignition coil(pin 2) Output 28 Signal of oxygen sensor(pin 4) Input
Pin A on step motor, or
2 Power ground Ground 29 Output
at EWD3.1 case: idle pin
Holding coil of oil pump relay (pin
3 Output 30 Sensor ground Ground
86)
Pin B on step motor or Holding coil of
4 pin 1 on EWD3 Output 31 cooling-fan relay, or Output
when without fan relay：idle pin
Control valve of
5 Output 32 Idle pin
carbon-canister(pin 2)
6 Function reserved 33 Idle pin
Signal of inlet-air pressure
7 Input 34 Injector (pin 2) for cylinder 4 Output
sensor(pin 4)
8 Signal of phase sensor Input 35 Injector (pin 2) for cylinder 3 Output
9 Signal of vehicle speed 36 Function reserved
Power
10 Ground of oxygen sensor(pin 3) Ground 37 Power supply of main relay(pin 87)
supply
11 Signal of knock sensor(pin 1) Input 38 Idle pin
Power Signal of air-conditioner temperature
12 Internal power supply(5V) 39 Input
supply sensor
Connect to the electromagnetic clutch
relay output for air-conditioner
13 Function reserved 40 compressor(pin 87), or short-circuit Input
connected to Pin 1 of cylinder 4
depending on the type of vehicle
Ground of driving stages for oil
14 injector and carbon-canister control Ground 41 Signal o A/C switch Input
valve
15 Function reserved 42 Idle pin
16 Oil injector (pin 2) for cylinder 2 Output 43 Idle pin
Oil injector (pin 2) for cylinder 1 Signal of air-inlet temperature sensor(pin
17 Output 44 Input
2)
Power
18 8A fuse-accumulator voltage 45 Engine water-temperature signal(pin 1) Input
supply
19 Electronic ground Ground 46 Signal of main relay Output
Second ground of idle pin, and
20 Output 47 Idle pin
dual-spark ignition coil(pin 1)
Pin D on step motor, or at EWD3.1 Ground of Hall sensor(pin 1)，or
21 Output 48 Ground
case; idle pin Ground of rotating speed sensor (pin B)
Electromagnetic clutch relay for
holding coil of air-conditioner Ground of Hall sensor(pin 1)，or
22 Output 49 Input
compressor ground of rotating speed sensor (Pin A)
(pin 86)
Fault indicator lamp, or at a case
23 without fault indicator lamp; idle Output 50 Pre-set
pin
Power ground for other driving Correction of basic ignition timing, or at
24 stages(air-conditioner compressor, Ground 51 a case without ignition distributor: idle Input
motorized fuel pump) pin
Ground enhanced, or at a case without
25 Function reserved 52 Input
ignition distributor: idle pin
Pin C on step motor,
26 Output 53 Signal of throttle position sensor(pin 3) Input
or Pin 2 on EWD3
27 Key switch Input 54 Engine tachometer output Output
Fault diagnosis interface
55 Input/Output
(line K)
c Definition of E CU pins within Motronic 7.9.7 system
Pin C onnection point Type Pin C onnection point Type

Heating point A ir-conditioner
1 Output 42 I nput
of oxygen sensor temperature sensor
2 Ignition coil 2 Output 43
3 Ignition ground Ground 44 Intermittent power supply I nput
4 45 Intermittent power supply I nput
Solenoid valve of
5 Ignition coil 1 Output 46 Output
carbon-canister
Oil injection nozzle 4 (cylinder Oil injection nozzle 3 (cylinder
6 Output 47 Output
No.2) No.4)
Oil injection nozzle 2 (cylinder
7 Output 48
No.3)
8 I N output Output 49
9 50 Fan control 1 Output
10 51 E lectronic ground 2 Ground
11 52
12 Uninterrupted power supply I nput 53 E lectronic ground 1 Ground
13 I gnition switch I nput 54
14 M ain relay Output 55
E ngine
15 I nput 56
rotating-speed sensor A
T hrottle position sensor A ir-conditioner
16 I nput 57 I nput
compressor switch
17 Sensor ground 1 Ground 58
18 Oxygen sensor I nput 59 Vehicle speed signal I nput
19 K nock sensor A I nput 60
20 K nock sensor B I nput 61 Power ground 1 Ground
21 62
22 63 Intermittent power supply I nput
23 64 Phase D on step motor Output
24 65 Phase A on step motor Output
25 66 Phase B on step motor Output
26 67 Phase C on step motor Output
Oil injection nozzle 1 (cylinder
27 Output 68
No.1)
28 69 Oil pump relay Output
A ir-conditioner
29 Detector lamp Output 70 Output
compressor relay
Output,
30 71 Diagnosis line K
input
31 72
32 A 5V power supply 2 Output 73
33 A 5V power supply1 Output 74
E ngine
34 I nput 75 Air-conditioner switch I nput
rotating-speed sensor B
35 Sensor ground 3 Ground 76
Pole changer
36 Sensor ground 2 Ground 77 I nput
for booster pump
37 Inlet-air pressure sensor I nput 78
38 79 Phase sensor I nput
E ngine cooling-fluid temperature
39 I nput 80 Power ground 2 Ground
sensor
40 A ir-inlet temperature sensor I nput 81
41
2. Air inlet pressure /temperature sensor DS-S-TF

(a) Function: this sensor is used to measure the absolute-pressure /
temperature of inlet manifold, and to provide information concerning engine
load and air-inlet temperature.
(b) Principal: The part measuring the inlet-air pressure is of a piezoelectric
sensor, which is able to provide the controller with “load signal” depending
on the difference of atmospheric pressure and the pressure of inlet manifold;
And the controller will produce a 5V voltage, and a 0-5V voltage will be
feedback to the controller depending on the different inlet-air pressure.
The part measuring the inlet-air temperature is one NTC typed negative
temperature coefficient sensor, whose resistance will be changed by the
change of air-inlet temperature. And the sensor will transmit a voltage
reflecting the change of air-inlet temperature to the controller.
(c) Installation position on the inlet manifold.
(d) Symptom flameout, inferior idle-speed, etc.
(e) Cause of general failures
There’s abnormal high voltage or reversedly large current during operation;
Vacuum elements are damaged during maintenance.
(f) Precautions to maintenance during maintenance, it’s prohibited to
use highly pressurized air to impact vacuum elements; Whereby the sensor
needs to be changed in case of failure, check whether the output voltage and
current from generator is under a normal condition.
(g) Simple measurement method
Temperature sensor part: after disconnection of joint Have digital
multimeter adjusted to the ohm position, and connect two pens with
characteristic curve of temperature sensor Pin 1 and Pin 2 of sensor respectively; And the rated resistance when at 20
shall be 2.5k 5%, Other corresponding resistances may be measured
from the characteristic curve shown above. A simulation method may be
applied during measurement, details as shown below: send air to the sensor
using an electric blower Keep some distance when blowing , and observe
the change of sensor resistance, and the resistance shall be decreased.
Pressure sensor part: after connection of joint Have digital multimeter
adjusted to the DC voltage position, and connect the black pen to ground,
the red pen to Pin 3 &4 successively. When under an idle-speed status, a 5V
resistance reference voltage will be produced on Pin 3, and an approx. 1.3V voltage
temperature
will be produced on Pin 4; When under a zero load status, slowly open the
throttle valve, and the voltage on Pin 4 will be with slight changes; Quickly
open the throttle valve, the voltage on Pin 4 will reach approx. 4V
instantaneously before being decreased to 1.5V gradually.
1.sealing ring
2. stainless liner
3. PCB plate
4. sensing element
5. shell body
6. stress support
7. welded connection
8. bonded connection
(h)Technical &characteristic parameter

Limit data
Measurement Value
Unit
Min. Typical Max.
Tolerable supply voltage 16 V
Tolerable pressure 500 kPa
Tolerable storage
-40 +130 ℃
temperature
Performance data
Measurement Value
Unit
Min. Typical Max.
Scope of testing pressure 20 115 kPa
Operation temperature -10 125 ℃
Operation supply voltage 4.5 5.0 5.5 V
Current when US=5.0V 6.0 9.0 12.5 mA
Load current in output loop -0.1 0.1 mA
Load resistance to ground or to accumulator 50 kΩ
Response time 0.2 ms
Weight 27 g
3. Throttle position sensor DKG

(a)Function: this sensor is used to provide ECU with information concerning
the rotation angle of throttle valve. Based on such information, ECU may
obtain relevant information concerning engine load, working condition, (eg.
starting, idle-speed, reverse, partial load, full load), acceleration and
deceleration.
(d)Symptom bad acceleration, etc.

(e)Cause of general failures artifical failure.
(f)Precautions to maintenance take note of the installation position.
(g)Simple measurement method
(after disconnection of joint Have digital multimeter adjusted to the ohm position, connect two pens with Pin 1 and Pin 2 of
sensor respectively; And the resistance value at room temperatrure shall be 2k 20%; Connect two pens with Pin 1 and Pin 3 of
sensor respectively, rotate the throttle valve, and the resistance value will be subject to a linear change with the opening of throttle
valve; When connected with Pin 2 and Pin 3, an opposite situation will be produced.
Remark: When observing the change of resistance value, the main focus is to observe whether the resistance value has a larger leap.
(after connection of joint Open the ignition switch rather than to start the engine, have digital multimeter adjusted to the DC
voltage position, and connect the black pen to ground, the red pen to Pin 2, and a 5V reference voltage shall be produced; Connect the
red pen to Pin 3, and the voltage shall be at about 0.3V when throttle valve is at a full closed position, or about 3V when throttle valve
is at a full open position.
(h) Technical &characteristic parameter

Limit data
M easurement Value U nit
M echanic rotation angle between two extreme positions D egree
Available electrical rotating angle between two extreme positions D egree
A llowable current on sliding contact arm
Storage temperature
A llowable vibration acceleration
Performance data
M easurement V alue
U nit
M in. T y pical M ax .
T otal resistance P in 1-2
P rotection resistance on sliding contac t arm ( w hen
sliding c ontac t arm
is at zero position P in 2-3)
O peration tem perature
S upply voltage
V oltage ratio on right ex treme position
V oltage ratio on lef t ex trem e position
I ncrement rate of U p/U s
degree
f or the rotation angle of throttle valv e
W eight
4. Knock sensor KS
(a)Function:this sensor is used to provide the electronic controller ECU
with engine knock information for a knock control purpose.
(b)Principal Being one type of vibration acceleration sensor, the knock
sensor is installed on the engine body; Its sensing element is of one
piezoelectric crystal, to which the vibration on engine body may be transmited
via mass block inside the sensor. Under the vibration stress of mass block, a
voltage will be produced on two pole faces of piezoelectric crystal to converse
European Class-II European Class-III the vibration signal into voltage signal
(d)Mounting torque
(e)Symptom Bad acceleration, etc.
(f)Cause of general failur The sensor might be corroded when contacting
with various liquids for long term period, such as machine-oil, cooling-fluid,
braking-fluid, water, etc.
Precautions to maintenance The sensor must have its metal surface closely
contacted with the engine body, and any type of washer is unallowable for
use during installation. During the signal cable pavement for sensor, it’s
noted that do not allow any syntony produced on signal cable to avoid
rupture. Always avoid the connection of high-voltage current between Pin 1
1.shock block
and Pin 2 of sensor, otherwise, piezoelectric elements will be damaged.
2.exterior cover Simple measurement method after disconnection of joint£©Have digital
3.piezoelectric multimeter adjusted with Pin 1 and Pin3 respectively. And the resistance
ceramic body value at roomtemperatureshall be greaterthan1M¦ ¸ Have digital multimeter
4.contact head adjusted to the millivolt position, and use a small hammer to gently knock
5.electrical plug on the area nearby the knock sensor, and a voltage signal output will be
produced.
( i ) Technical &characteristic parameter

Limit data
Measurement Value
Unit
Min. Typical Max.
Working temperature
Performance data
M easur em ent V al ue U ni t
S ensi ti v i ty o f new sens or agai nst a
26 8 m V /g
5 k H z si gnal
1 5% of
L i neari ty w hen w i thin 3 -5 kH z
5 k H z v al ue
L inear ity under a sy nto ny 1 5 -3 9 m V /g
C hange w i thi n w ho l e li f e ti m e per i od -1 7 %
M ai n sy nto ny f requenc y >20 K Hz
R esi stanc e >1 M
C apac i tanc e 1200 400 PF
I m pedanc e
C apac i tanc e o f
280 60 P F /m
c abl e
L eak age res is tanc e
r esi stanc e betw een tw o output pi ns of 4.8 15% M
s ens or
F l uc tuatio n o f sens iti v i ty af f ec ted by
-0 .0 6 % m V /g k
tem per atur e
5. Cooling-fluid temperature sensor TF-W

(a)Function: this sensor is used to provide engine cooling-fluid
Measuremen temperature information so that a modifcation to oil injection and
ignition may be performed by controller.
R ated voltage
(b)Principal：This sensor is materially a thermal resistor having
R ated resistance when at 20 negativetemperature coefficient（NTC）, its resistance value will
Scope of operation temperature be decreased.
ured M ax. current passing the sensor while the temperature is rising, but does not show a linear correlation.
llowable vibration acceleration Thethermal resistor is installed in one copper heat condution sleeve.
(c)Installation position：on the water oulet mouth of engine.
(d)Mounting torque: 20 N·M（Max）
(e)Symptom: start with difficulty, etc.
(f)Cause of general failures artifical failure.
Structure diagram
(g)Simple measurement method after disconnection of joint Have
digital multimeter adjusted to the ohm position, connect two
Connector penswith Pin 1 &2 of sensor respectively; And the rated resistance when
2.Shell at 2 shall be 2.5k 5%, others may be measured from the
3.NTC resistor characteristiccurve shown above. A simulation method may be applied
during measurement, details as shown below: have the working zone
of sensor submerged into boiled water ensure the submerge is with
sufficient time , then observe the change of sensor resistance, and
the resistance shall be decreased to an extent within 300 -400
Specific value depends on the temperature of boiled water .
(h) Technical &characteristic parameter:
Limit data
Performance data
R esistance value k
Temperature
S.N. Tolerance of temperature 1 Tolerance of temperature 0
Min. Max. Min. Max.
6. Oxygen sensor LSH

(a)Function£ºto measure the oxygen content in exhausted gas from engine, and to determine a sufficient or insufficient combustion
of petrol and air. Based on such information, the electronic controller may perform a closed-loop control to reach an excessive air
coefficient equal to 1, and to assure Max. conversion efficiency of three contaminants (HC, CO and NOx) in exhausted gas by the
three-way catalytic converter.
1.cables 6.heating stick

2.disk ring 7.contact washer
3.insulated bush 8.sensor seat
9.ceramic probe
4.protective jacket
5.heating element 10.protective tube
clamp connector
(b)Principal The sensing element is one ceramic pipe, whoseinner side

European Class-II links the exhausted gas, and outer side links the atmosphere.
When at a temperature of 350 , the sensing ceramic pipe will have the
characteristic of solid electrolyte, through which the density difference of
oxygen may be conversed into a difference of potential to produce a current
signal output. And a relatively dense gas mixture results in a large difference
of density for oxygen ion inside and outside the ceramic pipe, and a larg e
difference of potential as well that a large number of oxygen ions will move
from the inside to the outside, and the output voltage will be high close
to 900mV ; And a relatively thin gas mixture results in a smaller difference
of density for oxygen ion inside and outside the ceramic pipe, and a smaller
difference of potential as well that a small number of oxygen ions will move
from the inside to the outside, and the output voltage will be low close to
European Class-III 100mV .
(c)Installation position on the front end of exhaust pipe.
(d)Mounting torque (40 60)N m
(e)Symptom inferior idle-speed, bad acceleration, tail gas out of limit,
large oil consumption, etc.
(f)Cause of general failures
Damp moisture content inside sensor, sharp change of temperature, rupture
of probe. Oxygen sensor pisoning . Pb S ,
Br Si
(g)Precautions to maintenance During maintenance, it’s prohibited to
apply any cleaning liquid, oily liquid, or volatile solid onto oxygen sensor.
(h)Simple measurement method
after disconnection of joint Have digital multimeter adjusted to the ohm position, and connect two pens with Pin 1
white and Pin 2 white of sensor respectively; And the resistance value at normal temperature shall be 1 6 .
after connection of joint When the working temperature of oxygen sensor reaches 350 while engine is running at idle-speed,
have digital multimeter adjusted to the DC voltage position, and connect two pens with Pin 3 grey and Pin 4 black of
sensor respectively. And the voltage is subject to a quick fluctuation within 0.1-0.9V.
Value
Measurement Unit
Min. Typical Max.
Storage temperature -40 +100 ℃
End of ceramic pipe 200 850 ℃
Hexagonal headed shell ≤570 ℃
Working temperature Cable grommet and
≤250 ℃
connection cable
Connection plug ≤230 ℃
Allowable Max. Exhausted gas
temperature when heating on the end of ceramic pipe 930 ℃
element is connected（the
Hexagonal headed shell 630 ℃
longest connection time
each time is 10 minutes, Cable grommet and
and Max. accumulation 280 ℃
connection cable
time is 40 hours.）
Allowable temperature
≤100 K/s
variation rate on the end of ceramic pipe
Allowable temperature on ceramic elements when
≤350 ℃
condensed water is produced on the exhausted side.
random vibration（peak
≤800 m/s2
value）
Allowable simple harmonic vibration
≤0.3 mm
vibration on shell （vibration displacement）
simple harmonic vibration
≤300 m/s2
（vibration acceleration）
Absolute
Uninterrupted DC current at 350℃ μA
value≤10
Interrupted Max. AC current when the exhausted gas is
at a temperature≥350℃, 20 μA
and a frequency f≥1Hz
Lead-free petrol, or petrol
Allowable fuel additive
with allowable lead content up to 0.15g/L
Allowable values and data to be determined by
Consumption &combustion of machine-oil client as per appropriate tests. Guiding value：
≤0.7L/1000km
Performance data
After a
Measurement New
250-hour bench test
Temperature of
350℃ 850℃ 350℃ 850℃
exhausted gas based on performance data
Voltage （mV）of
840±70 710±70 840±80 710±70
sensing element whenλ=0.91(co=1%)
Voltage （mV）of
20±50 50±30 20±50 40±40
sensing element whenλ=1.10
Inner resistance of sensing element（kΩ） ≤1.0 ≤1.0 ≤1.5 ≤0.3
Response time（ms）(600mV-300mV) ＜200 ＜200 ＜400 ＜400
Response time（ms）(300mV-600mV) ＜200 ＜200 ＜400 ＜400
Electrical data of sensor
Measurement Value Unit
The resistance between At room temperature,
≥30 MΩ
the heating element of and under a power cut to heating element
new sensor and the When exhausted gas is at temperature 350℃ ≥10 MΩ
connector When exhausted gas is at temperature 850℃ ≥100 KΩ
Rated voltage 12 V
Continue working voltage 12-14 V
Uninterrupted working voltage
Working voltage
15 V
sustaining 1% whole life at most
Power of the connector
（exhausted gas temperature≤850℃）
Working voltage
sustaining for 75 seconds at most 24 V
（exhausted gas temperature≤350℃）
Testing voltage 13 V
Heating power under a heat balance at working voltage 13V
（When the exhausted gas is at 12 W
a temperature of 350℃, and a flow rate of approx. 0.7m/s）
Heating current under a heat balance at working voltage 13V
（When the exhausted gas is at 5 A
a temperature of 350℃, and a flow rate of approx. 0.7m/s）
Fuse in heating circuit 8 A
Service life
The service life of oxygen sensor depends on the lead content in petrol, refer to the list below:
Lead content in petrol Life duration（km）

≤0.6 20000
≤0.4 30000
≤0.15 60000
≤0.005(lead-free petrol) 160000
7. Rotating speed sensor DG

(a)Function: When the induction type of rotating speed sensor is
working with pulse disc, relevant information concerning engine
rotating-speed and the upper stop point of crankshaft will be provided
to the ignition system (without ignition distributor).
(b)Principal:The sensor shall work with pulse disc, which is one
fluted disc having 60 teeth (the respective place for two other teeth is
empty), installed on crankshaft, and rotate simultaneously with
crankshaft.
When the disc passes by in a degree that its tooth tip just touches
the endof sensor, the pulse disk made from ferromagnetic
materialwillcutthemagnetic force line of permanent magnet
insidesensorto produce an induced voltage on coil used for
arotating-speedsignaloutput.
(c)Installation position: above the cover of chainwheel chamber(M1.
5.4)and on the same plane of rear flywheel of engine .
(d) Mounting torque
(e) Symptom:unable to start, etc.
(f) Cause of general failures:artifical failure.
(g) Precautions to maintenance:Check whether the clearance
betweensensor and the signal tooth on belt pulley is within
mm, it may be adjusted using spacer when necessary.
(h) Simple measurement method
after disconnection of joint Have digital multimeter adjusted to
the ohm position connect two pens with Pin 2 &3 Pin 1 &2
1 shielded wire 2 permanent magne for M7.9.7) systemof sensor respectively The rated resistance when
3 cover of sensor 4 installation support at 20 shall be .
5 soft magnet core 6 coil (after connection of joint)Have digital multimeter adjusted to the A C
7 Air clearance 8 60-2 gear voltage position, connect two pens with Pin 2 &3 Pin 1 &2 for M7.
9.7 system)of sensor respectively, and start the engine, and
itsupposed to have voltage output.
(i) Technical &characteristic parameter

Performance data
Measurement Value
Unit
Min. Typical Max.
R esistance at room temperature20
Inductance m
Output voltage when crankshaft
m
is rotating at a speed of 416 revolutions per minute.
Limit data
Value Unit
Measurement
M in. Typical Max Min.
Coil zone -40 +150
Transition zone B lended blended
Tolerable L ead-wire zone -40 +120
temperature Storage temperature -20 +50
for PUR A mbient temperature when not starting -40 +120
lead-wire L ong-term ambient temperature when

-40 +120
induced starting
type of Short-term ambient 150 hours +150
rotating temperature when
380 hours +140
speed starting
sensor L ead-wire zone within 150 hours +150
the whole service life 380 hours +140

period 1130 hours +130
Coil zone -40 +150
Transition zone B lended blended

Tolerable
L ead-wire zone -40 +130
temperature
Storage temperature -20 +50
for H& S
A mbient temperature when not starting -40 +130
lead-wire
L ong-term ambient temperature when
induced -40 +130
starting
type of
Short-term ambient temperature when
rotating +150
starting
speed
L ead-wire zone within 500 hours +150
sensor
the whole service life
200 hours +160
period
The 168-hour anti-vibration 20 70Hz Acceleration 40 m/s2
capability on each plane 71 220Hz V ibration amplitude 0.2 mm
Allowable strength
2 kA /m
of external magnetic field in a reversed direction
New form 1 M
Insulation resistance (10s,
Termination
test voltage 100V ) 100 k
of use period
Voltage-withstand 1 3 second, 1200VA C No puncture allowed

8. Phase sensor PG
a)Function:The sensor is applicable to the case that the ignition system (without
ignition distributor) is working with rotating speed sensor, and may provide
ECU with information concerning the phase of crankshaft, which is usable to
identify the upper compression stop point inside cyinder 1 from the the upper
exhaust stop point.
(b)Principal:The sensor is composed of one Hall sensor, and one rotor made
from steel plate: the former shall be fixed, and the latter is of steel blade with
180 columned surface,shall be installed on camshaft.
(c)Installation position:on the end cover of camshaft.
(d)Symptom: exhaust beyond the limit, increment of oil consumption, etc.
(e)Cause of general failures artifical failure.
(f)Precautions to maintenance:Avoid the dismantle of end cover during maintenance to prevent foreign materials from entering,
otherwise, the magnetic door will be abnormal or damaged;
(g)Simple measurement method:
M1.5.4:(connect with lead-wire)Open the ignition switch rather than to start the engine, have digital multimeter adjusted to the DC
voltage position, connect two pens with the red /black lead-wire of sensor respectively, and ensure a 5V reference voltage is provided.
And a voltage output shall be available between green lead-wire and black lead-wire while the engine is running. It’s recommended to
apply a vehicle oscillograph to the test. M7.9.7:connect with lead-wire)Open the ignition switch rather than to start the engine, have
digital multimeter adjusted to the DC voltage position, connect two pens with Pin 1 &3 of sensor, and ensure a 12V reference voltage
is provided. While the engine is starting, the signal of Pin 2 may be checked using a vehicle oscillograph.
rotating direction
phase signal wheel
output signal

Limit data
Value
Measurement Unit
Min. Typical Max.
Ambient temperature
Ambient temperature 130-5 for 50
Space vibration hours
acceleration Ambient temperature 130-5 for 50
hours
9. Idle-speed adjustor EWD3 M 1.5.4

(a)Function: to provide a bypass air duct for idle-speed, control the bypass
air capacity by changing the cross-section area of channel, and effect a closed-
loop control over the rotating-speed while engine is running at idle-speed.
(b)Principal:One piece of permanent magnet, which may rotate freely on
shaft inside the idle-speed adjustor, is rigidly connected with one piece of
rotating slide block; And the permanent magnet is able to rotate when
driven by the magnetic field of coil, and the slide block will rotate
simultaneously; The size of bypass air capacity could be adjusted as the
opening degree of bypass air duct depends on the angle position of slide
block, which is controllable by the electrical-pulse occupation rate output
from the electronic controller.
(c)Installation position: on the throttle valve unit.
(d)Symptom: too much high idle-speed, idle-speed flameout, etc.
(e)Simple measurement method:
(after disconnection of joint Have digital multimeter adjusted to
the’ohm’position, connect two pens with Pin 1 &2 of adjustor respectively;
The rated resistance when at 20 shall be 17.5 after connection of
joint Start the engine and have it running at idle-speed; Put your hand
gently on EWD3, you will feel a slight trembling.
10. Idle-speed actuator-step motor M7.9.7

(a)Function: to provide a bypass air duct for idle-speed, control the bypass
air capacity by changing the cross-section area of channel, and effect a closed-
loop control over the rotating-speed while engine is running at idle-speed.
cover cup shaped component

stator assembly touch plate
spring washer bobbin
o ring lead-wire of electromagnet
compressive spring
rotor sleeve
front bearing
connector
dust cap
pin
shaft pin rear bearing

ball bearing
rotor assembly sleeve bearing
o ring
straight line axis
steel core of rotor
(b)Principal:Being one mini-typed unit, the step motor is composed of one roll of steel stators and rotors (as shown in the fig ure
above): each steel stator has been wrapped with one coil; and the rotor is of one permanent magnet materially, at the center of which
is one nut. All coils on stator are always energized, and the change of current direction on any coil will have the rotor passing one
rotating angle. If the direction of current on each stator coil is changed as per some sequence, a rotating magnetic field will be produced
to drive the rotor made from permanent magnet to rotate in some direction; if the direction of current is changed in a reversed direction,
the rotating direction of rotor will be reversed as well. The nut at the center of rotor is able to have one piece of threaded rod moving
simultaneously, and could only move along the direction of axis as constrained by the design of screw rod, that why the so called name
traignt line axis’ comes into being. On the end of the threaded rod is one choke plug, which is able to extend out or retract so as to
increase or decrease the cross-section area of bypass air inlet channel for idle-speed actuator until itblocked completely. The so-called
step length refers to a fixed rotating angle of rotor once the direction of current on coil is changed, and its value is equal to the number
of stator or coil divided by 360 , and the step length of rotor for the said step motor is 15 . Therefore, the moving distance of screw
rod on eact step is fixed accordingly. The number of moving steps for step motor may be controlled by ECU through a control over
the change times of current on coil so as to adjust the cross-section area of bypass channel plus the flowed air capacity. The air flow
capacity VS. step length shows a linear correlation. And there one spring behind choke plug on the end of screw rod, as shown in the
figure above. The size of utilizable force along the extension direction of choke plug is equal to the force of step motor plus the spring
force; while the size of utilizable force along the retracted direction of choke plug is equal to the spring force reduced bythe force of
step motor.
(c)Installation position:on the throttle valve unit.
(d)Symptom: too much high idle-speed, idle-speed flameout, etc.
(e)Cause of general failures: The accumulation of dusts and oil gas, etc causes partial blockage inside the bypass air duct, and leads
to an abnormality when adjusting the idle-speed of step motor.
(f)Precautions to maintenance:
1. Do not apply any force in axial direction to pull out the shaft or press it into place;
2. Prior to the installation of idle-speed adjustor (installed with step motor) into the throttle valve unit, its shaft shall be at a place
able to be retracted completely;
3. Remember to clean and service the bypass air duct;
4. Following the removal of accumulator jar or ECU, an immediate self-learning shall be performed on step motor.
M7.9.7 system self-learning method:
Open the ignition switch and start the engine five minutes later If any abnormality with engine idle speed is found, settle it by
peatingabove steps.
(g)Simple measurement method (after disconnection of joint)Have digital multimeter adjusted to the ohm position,
andconnect two pens with Pin AD and BC of adjustor respectively; The rated resistance when at shall be
(h) Technical &characteristic parameter£º

Limit data
M easurement V alue
U nit
M in. T ypical M ax .
W ork ing temperature
M ax . contacting times of
T imes
chok e plug on step motor w ith the seat
Characteristic data
M easurement V alue
U nit
R esistance of each coil w hen at 25
R esistance of each coil when
w ithin a scope of w ork ing temperature
I nductance of each coil w hen at 25 , 1000H z
N ormal w ork ing voltage V
P ossible work ing v oltage V
S tep length of rotor for step motor D egree
P ressure drop on two ends
k pa
w hen the bypass passage is opened
M ax . ax ial force
N
caused by air pressure difference
11. injector E V 6
(a)Function:Based on specfic command given by ECU, the injector
may inject fuel within a specified time limit to provide engine with
evaporated fuel.
(b)Principal:When the coil of injector is energized by ECU, a magnetic
field force will be produced; When the magnetic field force is increased
to a degree that it sufficient to overcome an resultant force of stress
from release spring, gravity force of needle valve, and force friction, the
needle valve will lift up to activate the oil injection process. The Max.
lift of needle valve shall not exceed 0.1mm; When the pulse injection is
ended, needle valve will be re-closed by the stress from release spring;
(c)Installation position:on inlet manifold at one end close to air inlet
1 O-ring door.
2. filter screen (d)Symptom: Inferior idle-speed, bad acceleration, unable to start
3. injector with electrical plug start with difficulty, etc):
4. coil (e)Precautions to maintenance:
5. spring - The injector may have various types; During maintenance, Part No.
6. valve needle with coil anchorcore of injector to be re-installed shall be consistent to the original one as
7. valve seat with an injection-hole injectors looking alike and able to be installed might be inappropriate;
plate -For an easy installation, it recommended to apply clean silicon-free
machine-oil to the surface of oring at the upper position where the fuel
distributing pipe will be installed. Do not apply machine-oil to the inner part or injection hole of injector;
- O ring needs to be changed during the dismantle or re-installation of injector, and be careful not to damage the sealing surface of
injector;
-If the injector has two installation slots, the clamping piece shall be installed to the correct slot; Y ou may refer to the installation
position for original component;
-It strictly prohibited to dismantle, wash or change the filter screen;
-After a dismantle of injector, keep its seat clean, and prevent foreign materials from entering cylinder.
(f)Simple testing method:(recommended to use a special wash instrument applicable to injector for a regular washing purpose
after disconnection of joint)Have the digital multimeter adjusted to the ohm position, and connect two pens with two pins of
injector respectively; And the rated resistance when at 20 shall be : (11-17) after connection of joint)Start the engine and have it
running at idle-speed; Put your hand gently on the injector, you will feel the pulsation of injector .
(g)Technical &characteristic parameter

Limit data
V alue
M easurement U nit
S torage temperature w hen w ith original pack age -40 +70
A llow able temperature of injector inside vehicle
+140
w hen not w ork ing
C ontinuous -40 +110
W ork ing
W ithi n a short-ti me period
temperature of
about 3minutes after heat +130
injector
starting process
A llow able fuel C ontinuous +70
temperature at the
inlet mouth of S hort time ( A bout three minutes) +100
injector
T he dev iation of fuel f low at
-40 +45
may result in a 5% temperature
F uel moisture content rather than
A llow able leak age of O ring w hen w ithin -35~-40
dripping w ithi n O ring area is allow ed.
M ax allow able vibration acceleration peak v alue 400 m/s 2
S upply voltage 6 16 V
I nsulation resistance 1 M
B earable internal f uel pressure 1100 kP a
B earable bending stress 6 N ·m
B earable ax ial stress 600 N
Characteristic data Value
Quantity Unit
Min. T ypical Max.
Working pressure Pressure difference 300 kPa
Injector resistance at 20 11.4 12.6
12. Electrical fuel pump EKP

(a)Function to transfer the fuel from fuel tank to engine, and to produce
a sufficient fuel pressure, and excessive fuel.
(b) Principal Being one type of vane pumps driven by DC motor, the
fuel pump is installed inside fuel tank, and submerged under fuel, and its
lubrication and heat elimination may be effected using fuel; The accumulator
will provide a power supply to electrical fuel pump via pump relay,
which will connect the loop of electrical fuel pump only when the engine
is running or during a starting process; Whereby the engine stops running
due to accident, the fuel pump will auto. stop working.
(c)Installation position: inside fuel tank.
(d)Symptom Large running noises, bad acceleration,
unableto start(start with difficulty), etc.
1. end cover of oil pump
(e)Cause of general failures The use of inferior fuel might
2. armature
result in:
3. oil passage -An insulation layer formed by accumulative colloid;
4. impeller -A dead hug of bearing bush with armature of oil pump;
-Corrosion of oil-level sensor components.
(f)Precautions to maintenance
-Based on the demand of engine, the electrical fuel pump may have various flow capacities;
During maintenance, Part No. of fuel pump to be re-installed shall be consistent to the original one as fuel pumps looking
alike and able to be installed might be inappropriate;
- To avoid any damage, do not have the fuel pump running under a dry state;
-In cases that fuel pump needs to be changed, always remember to wash the fuel tank andits pipeline, and to change the
fuel filter;
after disconnection of joint Have the digital multimeter adjusted to the ‘ohm’ position, and connect two pens with
two pins of fuel pump respectively; The measured internal resistance shall be an infinite value namely a state other
than short circuit or broken loop , or a value other than zero.
after connection of joint As for the unit installed with oil-return system, connect the oil inlet pipe with fuel
manometer, and observe whether the fuel pump is able to work while engine is running; If not work, check the Pin +
for its supply voltage; If work, check whether the fuel pressure is within 250-300Kpa; When the oil return pipe is being
clamped tightly using oil-return barrier, check whether an oil pressure may be produced rapidly.
(h)Technical &characteristic parameter
M easurement V alue
U nit
M in. T ypical M ax.
W orking voltage V (D C )
S ystem pressure kPa
Pressure at exhaust point kPa
A mbient temperature
(applicable to storage and transport)
A llowable fuel temperature
A llowable vibration acceleration m/s 2
13. Fuel pressure adjustor DR

Principal: The pressure adjustor is of a membrane typed overflow valve: Once the system fuel pressure is increased
to a degree that the fuel pressure inside oil inlet mouth is greater than a resultant force of the pre-tensioned spring force
and the air pressure force inside spring chamber, the membrane will be supported to open the valve so that the fuel could
overflow via an fuel return mouth at the center of pressure adjustor, and return to the fuel tank, which will result in a
decrement of fuel pressure until the valve is closed.
(b)Installation position: The unit installed with oil-return system
shall be installed onto the fuel distributing pipe assembly.
(c)Symptom The fuel pressure is too low or too high, or hard to
start, etc.
(d)Cause of general failures Along-term use without service
results in
- A blockage on filter screen;
- A major leakage caused by grained foreign materials;
-An artifical mechanical damage, etc.
(e)Precautions to maintenance
During maintenance:
During maintenance:
-It’s prohibited to use highly pressurized gas to impact themembrane
elements;
-It’s prohibited to use strong corrosive liquid for washing purpose;
-It’s prohibited to apply any force causing possible deformation.
(f)Simple measurement method
Connect the fuel inlet pipe with fuel manometer before engine is
started; Have the engine running at idle-speed, and check whether
the fuel pressure is at about 260Kpa; Have the engine running at
speed 2000r/min, pull out the fuel pressure adjustor, and check
whether the fuel pressure is at 300Kpa.
(g)Technical &characteristic parameter

Limit data
M easurement V alue
U nit
L eak age of flow at pressure diff erenc e 80k pa 9 c m 3 /min
A llow able c onstant-w ork ing temperature -40 +80
A llow able M ax . fuel temperature +80
A llow able M ax . pressure
-2% +5%
drift rev ersible w hen at -30?
A llow able M ax . pressure
-5% +2%
drift rev ersible w hen at +80?
P eak value of allow able M ax . acceleration 100 m/s 2
A llow able M ax . pulse value
100 kPa
of pressure at air inlet mouth
Performance data
M easuremen Value Unit
Min. Typical Max.
R ated pressure difference at flow capacity Q =80 1/h 300 kPa
V ariable value of working pressure when the flow is
17.5 kPa
changed within 15~140 1/h
S cope of flow 10 220 L/h
S lope of characteristic curve 0.14 kPa/L/h
14. Carbon-canister control valve TEV

(a)Principal：The carbon-canister within the fuel evaporation control
system is used to absorb the evaporated gas coming from fuel tank
until it saturated; And the electronic controller is usedto control the
opening of carbon-canister control valve so that a regenerated air flow,
formed by fresh air and saturated &evaporated gas inside
carbon-canisteruel, could be induced to the air inlet pipe of engine;
Depeneding on various working conditions of engine, the electronic
controller may change the occupation rate of pulse signal transmitted
to the electromagnetic coils inside carbon-canister control valve, and
perform a control over the flow capacity of regenerated air flow. Besides,
such flow capacity will also be affected by the difference of pressure on
two ends.
(b)Installation position:On the vacuum pipeline of inlet manifold for carbon-
canister.
(c)Cause of general failures:Rust, corrosion, or bad sealing performance
caused by foreign materials inside the valve;
(d)Symptom:inferior idle-speed, failure of function, etc.
(e)Precautions to maintenance:
-The direction of air flow shall conform to relevant stipulations during
installation;
-Check the condition of carbon-canister whereby its control valve needs to
P denotes the difference between atmospheric
be changed due to its failure caused by the blockage of black grains inside
valve body;
pressure Pu and the inlet-air pressure Ps.
1. fuel gas coming from oil tank
-Prevent liquid (eg. water or oil) from entering the valve during maintenance;
2. carbon-canister
- To avoid the transmission of solid borne sound, it’s recommended to have
3. ambient atmospheric pressure
the carbon-canister control valve handged &installed onto hose.
4. TEV valve
(f)Simple measurement method:
5. Pipeline of regenerated air flow
(after disconnection of joint) Have the digital multimeter adjusted to th
ohm position, and connect two pens with two pins of carbon-canister
6. throttle valve of inlet manifold
control valve respectively; And the rated resistance when at 20 shall be
( )
(g) Technical &characteristic parameter

Limit data
M easurement V alue
U nit
W ork ing voltage
O ne-minute over voltage
M in. starting voltage
A llowable working temperature
A llowable working temperature within short ti me
A llowable storage temperature
B earable pressure difference
between air inlet mouth and ex haust hole
A llowable open /close times
A llowable vibration acceleration on product
L eak age amount when the pressure difference is 400m
bar
15. Ignition coil ZSK
(a)Function: To transform the low voltage DC current from accumulator
into high voltage current, and to ignite the gas mixture inside cylinder via
spark plug by producing sparks during discharge process.
(b)Principal The primary windings will be charged up when its ground
connection channel is connected; and the charging process will be stopped
once the circuit of primary windings is broken by ECU, but high voltage
current will be induced simultaneously on secondary windings to provide
spark plug with energy for discharge process. Different from ignition coils
installed with ignition distributor, the ignition coil ZSK2 2 has both ends
of its secondary windings connected with one spark plug respectively to
perform two ignitions simultaneously.
(c)Installation position: on engine.
(d)Symptom: unable to start, etc.
(e)Cause of general failures: burning &damage caused by strong current,
damage by exterior force, etc.
(f)Precautions to maintenance: During maintenance, it’s prohibited to test
the function of ignition using a short-circuit fire test method to avoid any
damage on electronic controller.
After disconnection of joint Adjust the digital multimeter to the ohm
position, and connect two pens with two pins of primary windings
respectively. And the resistance when at 20 shall be (0.42-0.58) ; The
resistance for secondary windings shall be (11.2-14.8)k .

Limit data
Performance data
Value
Measurement Unit
Min. Typical Max.
Nominal voltage
R esistance Value Primary windings
20 25 Secondary windings
Inductance value Primary windings
20 25 Secondary windings
L oad 50pF
Formed voltage
L oad 50pF//1M
16. Electronic controller ECU(M1.5.4)
(a)Function
- Control the fuel injection
- Control the ignition
- Control the idle-speed
- Provide the sensor with power supply 5V/120mA
- Integrated knock control by cylinder, with self-adaptability;
- E closed-loop control, with self-adaptability;
- Control the carbon-canister valve
- Air-conditioner switch
- Engine fault indicator lamp
- Software switch to increase the density of injected oil
- Modification to the fix quantify of fuel
- Output of engine rotating-speed signal TN signal
- Input of vehicle speed signal
- Diagnosis of the failure on driving stage and sensor
- Receive signal from the engine rotating-speed sensor
- Receive the engine load signal, etc.
(b)Power supply Refer to the circuit diagram for UAES M1.5.4 system
-Uninterrupted power supply by accumulator via Pin 18;
-Power supply via Pin 37 when main relay has been connected;
-Power supply via Pin 27 when ignition switch has been connected;
(c) Ground:
Pin 2, 10, 14, 19, 24, 30, 48.
Failure diagnosis interface
Includes Pin 55 and engine data line K. Using line K, the record of failure information inside ECU may be called out, or some
commands may be manually input, such as: elimination of the record of failure information, self-learning of idle-speed actuator,etc.
(d) Increased density of gas mixture at after-sale stage:
Pin 8 and 52 are mainly applicable to some cases whereby the degradation of engine starting performance is caused by the aging of
internal parts &components or the individual difference.
(e) Symptom
Unstable idle-speed, bad acceleration, unable to start, much high idle-speed, tail gas out of limit, start with difficulty, air-conditioner
failed, the oil injector control failed, flameout, etc.
(f) Cause of general failures
-The electrical overload on peripheral device results in a burning and failure of parts and components inside ECU;
-The rust and corrosion on circuit board are caused by water inside ECU.
Precautions to maintenance
-Do not dismantle the ECU casually during maintenance.
-Prior to dismantle of ECU, have the head of accumulator jar being removed for at least five minutes.
-Store the ECU securely after it is dismantled;
-It’s prohibited to install extra loops on the ECU connection line.
(h) Simple measurement method Refer to the circuit diagram for UAES M1.5.4 system
- after connection of joint , read the record of engine failures via engine data line K;
- after disconnection of joint , check whether ECU connection line is intact, and the main focus is to check whether the loop
of power supply /ground for ECU is normal;
- Check whether peripheral sensor is working normally, whether the output signal is reliable, and whether the loop is intact.
17. Electronic controller ECU M 7.9.7

(a)Function
- Oil injection at multi-points as per the sequence
- Control the ignition
- Control the idle-speed
- Provide the sensor with power supply 5V/100mA
- Knock control
- Etyped closed-loop control, with self-adaptability;
- Air-conditioner switch
- Engine fault indicator lamp
- Modification to the fixed quantity of fuel
- Output of engine rotating-speed signal TN signal
- Input of vehicle speed signal
- Failure self-diagnosis
- Receive signal from the engine rotating-speed sensor
- Receive the engine load signal, etc.
(b)Symptom
Unstable idle-speed, bad acceleration, unable to start, too much high idle-speed, tail gas out of limit, start with
difficulty, air-conditioner failed, the oil injector control failed, flameout, etc.
(c)Cause of general failures
-The electrical overload on peripheral units results in a burning, damage or failure of parts and components inside ECU;
- Water inside ECU causes rust and corrosion on circuit board.
(d) Precautions to maintenance
-Do not dismantle the ECU casually during maintenance.
-Prior to dismantle of ECU, have the head of accumulator jar being removed for at least one minute.
-Store the ECU securely after it is dismantled;
-It’s prohibited to install extra loops on the ECU connection line.
(e)Simple measurement method
- after connection of joint , read the record of engine failures via engine data line K;
- after disconnection of joint , check whether ECU connection line is intact, and the main focus is to check whether the loop
of power supply /ground for ECU is normal;
-Check whether the peripheral sensor is working normally, whether the output signal is reliable, and whether its loops are intact;
-Check whether the actuator is working normally, and whether its loops are intact;
-Finally, perform a test after ECU is changed.
(f)Technical &characteristic parameter

Limit data
V alue
M easurement U nit
M in. T y pic al M ax .
U nder a normal operation
A cc umulator v oltage
W ith li mi ted f unction
L i mit value & ti me to
R etain partial func tions,
W ithstandthe
and able to perform
over-v oltage of
failure diagnosis.
ac cum ulator
W ork ing temperature
S torage temperature
18. Fuel distributing pipe assembly

European (a)Principal The fuel distributing pipe assembly is composed of fuel
distributing pipe K V S , oil injector E V , and fuel pressure adjustor
D R , and may be used to store and distribute the fuel.
(b)Installation position: on the inlet manifold.
(c)Precautions to installation:
- The place where the fuel inlet pipe is connected with rubber hose shall be
clamped tightly using clips, whose model needs to match with the rubber
hose to assure the tightness of connection between fuel inlet pipe and
rubber hose;
- It shall be free from any crack, damaged trace, groove, burr, or rust on the wall
of fuel inlet pipe;
- Prior to the installation of fuel distributing pipe assembly, clean lubricating oil
shall be applied to lubricate the lower O-ring of oil injector;
(d)Inspection on the sealing performance:
The sealability of fuel distributing pipe may be tested using pressure drop method
: perform a test on the O-ring inside injector on the fuel distributing pipe; and the
tested limit value of leakage shall be≤1.5cm3/min when at a pressure of 4.5bar.
(e) Technical &characteristic parameter：

Limit data
Measurement Value
Unit
Min. Typical Max.
Working temperature when fuel
-40 +120 ℃
Distributing pipe is correctly connected with the O ring.
15-minute Max. working temperature when being soaked +130 ℃
Peak value of Max. allowable vibration acceleration 300 m/s2
- Regarding the system pressure, refer to the characteristic parameter for pressure adjustment valve; Regarding the requirement for
fuel, refer to the characteristic parameter for injector; Regarding the sealability, it’s required to have no fuel leakage under working
pressure.
- The inner diameter of fuel rubber hose shall be ( 7.9 0.3)mm2.
United Electronic engine management system-Genaral troubes hooting and steps
EF.1-30 to engine
General troubleshooting and steps to engine

General troubleshooting and steps to M1.5.4 system
1. When starting, the engine is not rotating or rotating slowly.
Check
S.N. Operation steps Follow-up steps
result
Yes Next step.
A multimeter may be used to check whether the voltage between two binding
1 Repair or change the
posts of accumulator is within 10 and 12.5V. No
accumulator
Place ignition switch to the“ON”position, and a multimeter may be used to Yes Next step.
2 check whether its respective binding post connecting the positive electrode of Repair the binding posts
No
accumulator has a voltage between 10 and 12.5V. or change the lead-wire.
Keep the ignition switch on the“starting”position, and a multimeter may be Yes Next step.
3 used to check whether its respective binding post connecting the positive Repair or change the
No
electrode of starter has a voltage greater than 8V.. ignition switch
Keep the ignition switch on the“starting”position, and a multimeter may be Yes Next step.
4 used to check whether the binding post on the positive electrode of starter has a Repair the binding posts
No
voltage greater than 8V. or change the lead-wire.
Yes Next step.
A multimeter may be used to check whether the starter is in a broken loop or
has short circuit. No
starting motor
Yes Clear the failure away.
6 Check whether the engine has got stuck due to bad lubrication.
No Next step.
Next step. And change
Yes
If in Winter, check whether the large resistance inside starter is caused by the with appropriate oil.
7
selection of inappropriate engine lubricating oil and gear box oil. Repair or change the
No
timing belt.
2. The hot vehicle is starting with difficulty.
Check
result
Clear the displayed
Place ignition switch to the“ON”position. A fault diagnosis instrument may be Yes
1 failure away.
used to check whether there’s any record of failure information.
No Next step.
Connect the fuel manometer valve. And have the Pin 30 of fuel pump relay Yes Next step.
2 short-circuit connected with the Pin 87, and check whether the fuel pressure is
within 250kpa and 300kpa while the fuel pump is working. No 9
Yes Next step.

Disconnect the oil pipe and close the ignition switch; One hour later, observe
3 Repair the fuel pressure
whether the pressure of fuel system is able to retain within 150kpa and 200kpa. No
system.
Connect the oil pipe, and use an oil-return barrier to prevent oil from returning; Change the fuel
Yes
And close both fuel manometer valve and ignition switch; One hour later, pressure adjustor
4
observe whether the pressure of fuel system is able to retain within 150kpa and
No Next step.
200kpa.
Change the oil pipe
Check the oil pipe &injector for fuel leakage. Yes
5 &injector.
No Next step.
Check and repair the
Pull out the plug of water-temperature sensor, and start the engine to see cooling-fluid
Yes
6 whether it proves to be a success. temperature sensor and
relevant loops.
No Next step.
Connect a connector between ECU and wiring harness, and check whether the
Pin 18 /27 /37 of ECU has voltage, and whether the positive supply line
7 Yes Next step.
connecting the foresaid Pins of ECU plus the ground connection line
connecting the Pin 2 /14 /24 /19 of ECU is under a normal condition.
to engine EF.1-31
Check
result
Change the fuel, and perform a hot starting process again to see whether the Yes Ended.
8
starting is successful. No Change the ECU
Check whether the fuel pipe has been bent or blocked, and whether the Yes Next step.
9
pressure-adjustment valve of oil pump is able to work in a normal way. No Repair or change fuel pipe
Yes Next step.
A multimeter may be used to check whether there’s any accumulator voltage
on two ends of socket connector for fuel pump. No
lead-wire for fuel relay.
A multimeter may be used to check whether the resistance value of fuel Yes Next step.
11
pump is correct. No Change the fuel pump
Yes Change the fuel pump
12 Check whether the fuel pump has got stuck.
No Change the ECU
3．Despite of a normal rotating-speed, the starting is always with difficulty
Check
result
Clear the displayed failure
Place ignition switch to the“ON”position. A fault diagnosis instrument may Yes
1 away.
be used to check whether there’s any record of failure information.
No Next step.
Yes Next step.
2 Check whether the passage of air filter is free.
No Change it.
Yes Next step.
Following a successful starting process, check whether the pressure of inlet
3 Settle the air leakage within
manifold when at idle-speed is within 35-65kpa. No
air inlet system.
Check the throttle valve,
Yes
4 Observe whether it’s easy to start by gently stepping on the throttle valve. and idle-speed passage.
No Next step.
5 short-circuit connected with the Pin 87, and check whether the fuel pressure
is within 250kpa and 300kpa while the fuel pump is working. No 9
Check whether the oil injector is working after it has been provided with a Yes 8
6
12V voltage by accumulator via special connector. No Next step.
Check whether the oil injector is able to work normally after it has been Yes Next step.
7
washed. No Change the oil injector
Yes Change the fuel
8 Check whether fuel contains water or has deteriorated.
No 14
Yes Next step.
9 Check whether the fuel pressure is below 250kpa.
No 12
Close the fuel manometer valve, and re-connect the electric spark switch to Yes Next step.
10 have oil pump working for three seconds, then check whether an oil pressure
will be produced. No 12
Change the fuel pressure
Open the fuel manometer valve, and clamp the oil return pipe using oil-return Yes
adjustor
11 barrier to prevent oil from returning, then check whether an oil pressure will
Repair or change the oil
be produced. No
injector or oil pipe.
Repair or change oil inlet
Yes
12 Check whether the oil inlet pipe has leakage or has been blocked. pipe
No Change the oil pump
Repair or change oil return
Yes
pipe
13 Check whether the oil return pipe has been bent or blocked.
No
adjustor
EF.1-32 to engine
Check
S.N Operation steps Follow-up steps
result
Pull out the plug of idle-speed actuator from wiring harness before the engine Yes Next step.
14 cooling temperature reaches 35 ℃ , then observe whether the engine Repair or change the
No
rotating-speed has been decreased. idle-speed adjustor
Place ignition switch on the “ON”position, and check whether respective Yes Next step.
15 voltage on following pins of ECU is normal: Whether the accumulator voltage Check the wiring harness,
No
on Pin 27 is at about 12V, and whether respective voltage on Pin 14 &19 is 0. and socket connector.
Yes Next step.
16 Check whether the compressive pressure inside engine cylinder is normal.
No Clear the failure away.
Check whether the absolute pressure /temperature sensor of inlet manifold has Yes Repair or change it.
17
been blocked. No Next step.
Yes Change ECU
18 Check whether the cooling-fluid temperature sensor is normal.
No Repair or change it
4.The cold vehicle is starting with difficulty.
Check
result
1 away.
No Next step.
A multimeter may be used to check whether the cooling-fluid temperature Yes Next step.
sensor is normal. (Or a 1.5KΩ resistor may be serially connected between Pin
2 45 and Pin 30 of ECU to take the place of cooling-fluid temperature sensor to
start the engine; That it’s able to be started indicates an abnormality of No Change the sensor
cooling-fluid temperature sensor).
After the connection of ignition switch, connect a commutator between ECU Yes Next step.
and wiring harness, and check whether respective voltage on following pins of
3 Check the wiring harness,
ECU is normal: Whether the accumulator voltage on Pin 27 is at about 12V, No
and socket connector.
and whether respective voltage on Pin 14 &19 is 0V.
Yes Next step.
No Change it.
Yes Next step.
Following a successful starting process, check whether the pressure of inlet
5 Settle the air leakage
manifold when at idle-speed is within 35kpa and 65kpa. No
within air inlet system.
Check the throttle valve
Yes
6 Observe whether it’s easy to start by gently stepping on the throttle valve. and idle-speed actuator.
No Next step.
Pull out the plug of idle-speed actuator from wiring harness before the engine Yes Next step.
7 cooling-fluid temperature reaches 35℃, then observe whether the engine Repair and change the
rotating-speed has been decreased. No
idle-speed actuator.
Following the connection of fuel manometer valve, have the Pin 86 of fuel
Yes Next step.
pump relay directly connected to ground, and connect the ignition switch;
8
Check whether the fuel pressure is within （250~300）kpa while the fuel pump
No 12
and its relay are working.
Check whether the oil injector is able to work in a normal way after it has been Yes 11
9
provided with a 12V voltage by accumulator via special connector. No Next step.
Yes Next step.
10 Re-check whether the oil injector is working after it has been washed.
No Change the oil injector.
Yes Change the fuel
No Next step.
to engine EF.1-33
Check
result
Yes Next step.
No 16
Close the fuel manometer valve, and re-connect the ignition switch to have oil Yes Next step.
13 pump working for three seconds, then check whether an oil pressure will be
No 15
produced.
adjustor
14 barrier to prevent oil from returning, then check whether an oil pressure will be
produced. No
pipe or injector.
Yes
15 Check whether the oil inlet pipe has leakage or has been blocked. pipe
Repair or change oil
Yes
return pipe
16 Check whether the oil inlet pipe has leakage or has been bent.
No
adjustor
Yes Next step.
17 Check whether the pressure of engine cylinder is normal.
Yes Repair it.
18 Check whether the engine air-inlet system has leakage.
No Next step.
Check whether the absolute pressure /temperature sensor of inlet manifold has Yes Repair or change it
19
been blocked. No Change the ECU
5．The idle-speed at any time is unstable.
Check
result
Place ignition switch to the“ ON”position. A fault diagnosis instrument may be Yes
1 away.
No Next step.
Repair or change the
Yes
2 Check whether the idle-speed actuator has got stuck. idle-speed actuator
No Next step.
After the connection of ignition switch, connect a commutator between ECU Check the wiring harness
and wiring harness, and check whether respective voltage on Pin 14 &45(the Yes
and socket connector.
3 signal output end for air-inlet temperature sensor and cooling-fluid temperature
sensor respectively) of ECU is normal, and whether respective voltage on Pin 4 No Next step.
&26 (used as one signal output end for idle-speed actuator) of ECU is normal.
Have the engine running at idle-speed, and have the cylinder flameout one by Yes 8
4 one to observe whether the engine rotating-speed has been decreased or has
No Next step.
fluctuation.
Yes Next step.
5 Check whether the oil injector for each cylinder is under a normal condition. Check the oil injector and
No
wiring harness.
Yes Next step.
Check whether the resistance value （exact value to be found in the chapter for
6 Check the oil injector and
ignition system）of high-voltage line inside each cylinder is normal. No
wiring harness.
Yes Next step.
7 Check whether the spark plug is normal.
No Change the spark plug
Connect the fuel manometer valve. And have the Pin 30 of fuel pump relay
Yes Next step.
within 250kpa and 300kpa while the fuel pump is working. No 13
9
EF.1-34 to engine
Check
result
Yes Next step.
10 Check whether the oil injector is able to inject oil after it has been washed.
No Change the oil injector
Yes Change the fuel
No 18
Yes Next step.
No 17
Close the fuel manometer valve, and re-connect the ignition switch to have oil Yes Next step.
13 pump working for three seconds, then check whether an oil pressure will be
No 16
produced.
adjustor
produced. No
Yes
15 Check whether the oil inlet pipe has any leakage or has been blocked. pipe
Yes
return pipe
No
adjustor
Yes Clean it.

Check whether sensing holes on the inlet-manifold pressure sensor and the
17
air-inlet temperature sensor have been blocked.
No Next step.
Have the engine running at idle-speed, and observe whether the oxygen sensor Yes Next step.
18 is able to work in a normal way when the cooling-fluid temperature reaches the Check the oxygen sensor
No
activated temperature under a closed-loop control. and wiring harness.
Yes Settle the leakage.
19 Check whether the engine air-inlet system has leakage.
No Next step.
Yes Next step.
20 Check whether the pressure of engine cylinder is normal.
6．The idle-speed during vehicle heating process is unstable.
Check
result
Clear the displayed
1 failure away.
No Next step.
Yes Next step.
No Change it.
Yes Next step.
Have the engine running at idle-speed, check whether the pressure of inlet
manifold is within 35kpa and 65kpa during the vehicle heating process. No
Following a closure of engine and a connection of ignition switch, connect a Yes Next step.
commutator between ECU and wiring harness, and check whether respective
4
voltage on Pin 44 &45 (the signal output end for air-inlet temperature sensor No Check and repair it.
and cooling-fluid temperature sensor respectively) of ECU is normal.
Yes Next step.
Pull out the plug of idle-speed actuator before the vehicle heating process is
5 Change the idle-speed
ended, and observe whether the engine rotating-speed could be changed. No
actuator.
Check whether the cooling-fluid temperature sensor is working in a normal Yes Next step.
6
way. No Change it.
to engine EF.1-35
7．The idle-speed is unstable after the vehicle heating process is ended.

Check
result
Clear the displayed
Place ignition switch to the“ ON”position. A fault diagnosis instrument may be Yes
1 failure away.
No Next step.
Place ignition switch on the“ON”position, connect a commutator between Yes Next step.
ECU and wiring harness, and check whether respective voltage on the Pin 7
（output of absolute-pressure sensor for inlet manifold）, Pin 44（output of
air-inlet temperature sensor）, Pin 45（output of cooling-fluid temperature No
wiring harness
sensor）, Pin 28（output of oxygen sensor）, and Pin 4 &26 （output to the
idle-speed actuator）of ECU is normal.
Yes Next step.
3 Check whether the passage of air filter is free when engine is closed.
No Change it.
Yes Next step.
Check whether the pressure of inlet manifold is within 35kpa and 65kpa when
at idle-speed. No
No 9
within 250kpa and 300kpa while the fuel pump is working.
6
Check whether the oil injector is able to work normally after it has been Yes Next step.
7
Yes Change the fuel
No 14
Yes Next step.
No 13
Close the fuel manometer valve, and re-connect the electric spark switch to Yes Next step.
10 have oil pump working for three seconds, then check whether an oil pressure
No 12
will be produced.
adjustor
produced. No
Yes
12 Check whether the oil inlet pipe has any leakage or has been blocked. inlet pipe
Yes
return pipe
No
adjustor
Change the cooling-fluid
Observe whether the engine is working normally after the cooling-fluid Yes
14 temperature sensor
temperature sensor has been pulled out.
No Next step.
Yes Next step.
15 Check whether the compressive pressure inside the engine cylinder is normal.
Check whether the resistance value （about 16kΩ/m, exact data to be found in Yes Next step.
16 the chapter for ignition system）of high-voltage line inside each cylinder is
No Change it.
normal.
Yes Change the ECU
EF.1-36 to engine
8．Unstable idle-speed or even flameout when under load（eg. air-conditioner, etc.）

Check
result
Place ignition switch to the“ON”position. A fault diagnosis instrument may be Clear the displayed failure
Yes
1 used to check whether there’s any record of failure information. away.
No Next step.
After a connection of air-conditioner switch, connect a commutator between Yes Next step.
2 ECU and wiring harness, and measure whether there’s a signal input“*” Check and repair the
between the Pin 40 and Pin 41（air-conditioner switch）of ECU. No
air-conditioner loop.
Check whether the pressure of air-conditioner system, the electromagnetic Yes Next step.
3 clutch of compressor, and the air-conditioner pump are under a normal Repair or change it
condition. No
Place ignition switch on the“ON” position, and check whether respective Yes Next step.
4 voltage on the Pin 4 No Check the control loop.
Check whether the idle-speed actuator has got stuck or is able to run flexibly Repair or change the
Yes
5 after it has been removed. idle-speed actuator
No Next step.
Start the engine, and activate the air-conditioner function, and check for some Yes Change the ECU
6 time whether the idle-speed actuator is working in a normal way. Change the idle-speed
No
actuator
*The signal of low /high electrical level from Pin 41 may be regarded as an air-conditioner request signal by ECU: ECU is able
to recognize the signal of low electrical level from Pin 41 as an air-conditioner signal requested by vehicle, and the signal from
Pin 41 shall be of high electrical level when A/C switch is OFF. And vice versa.
9．Periodically unstable（Another self-learning is needed after a power cut to ECU
Check
result
1 away.
No Next step.
Yes Next step.
No Change it.
Yes Next step.
Check whether the pressure of inlet manifold is within 35kpa and 65kpa while Check and repair air inlet
3
engine is running at idle-speed. No components or
components leaking air.
Perform a flameout process for each cylinder while engine is running at Yes 7
4 idle-speed, and observe whether the rotating-speed of engine has some
No Next step.
fluctuation or has been decreased.
（output of absolute-pressure sensor for inlet manifold）, Pin 44（output of
5 air-inlet temperature sensor）, Pin 45（output of cooling-fluid temperature Repair or change the
sensor）, Pin 28（output of oxygen sensor）, Pin 19 （electronic ground）, Pin No
wiring harness
27（ignition switch）, and Pin 4 &26 （output to the idle-speed actuator）of
ECU is normal.
Check whether sensing holes on the inlet-manifold pressure sensor and the Yes Clean it.
6
air-inlet temperature sensor have been blocked. No Next step.
Yes Change the fuel
No Next step.
Yes Next step.
Check whether the oil injector is able to work in a normal way after it has been Check and repair the oil
8
provided with a 12V voltage by accumulator via special connector. No injector and its relevant
wiring harness.
to engine EF.1-37
Check
result
Check whether the resistance value of high-voltage line for each cylinder is Yes Next step.
9 under a normal condition (about 16KΩ/m, specific data as given in the chapter
No Change it.
for “ignition system” ).
Yes Change the ECU
10．The idle-speed is too high（a self-learning is needed again after a power cut to ECU）.
Check
result
Clear the displayed
1 failure away.
No Next step.
Check whether the slider fastener connecting the gas pedal is too tight or has Yes Adjust or change it
2
got stuck. No Next step.
Check whether the carbon-canister control valve, the fuel pressure adjustor, the Yes Adjust or change it.
3 forced-ventilation vacuum pipe of crankshaft box, and the vacuum booster
No Next step.
hose within system are securely installed or have any damage.
When engine is running at idle-speed, put shift to a neutral position, and step Yes Next step.
4 on the braking pedal, and observe whether the rotating-speed at idle speed is
No 6
too much high.
Repair or change the
Observe whether the running at idle-speed is normal when vacuum hose is Yes
5 vacuum booster.
being clamped.
No Next step.
Observe whether the running at idle-speed is normal when the forced Yes Change the PVC valve.
6
ventilation vacuum pipe on crankshaft box is being clamped. No Next step.
Change the
Observe whether the running at idle-speed is normal when the hose of control Yes carbon-canister control
7
valve on carbon-canister is being clamped. valve
No Next step.
Yes Repair or change it.
8 Observe whether the idle-speed actuator is able to act flexibly or has got stuck.
No Next step.
Yes Repair or change it.
9 Check whether there’s any leakage at other places on air inlet pipe.
No Next step.
Yes Next step.
10 Check whether the sealing ring of oil injector is intact.
No Change the sealing ring.
Check whether the absolute pressure sensor and the air-inlet temperature Yes Change the ECU
11
sensor of inlet manifold are intact. No Change the sensor
11．The rotating-speed is unable to go up or even flameout when accelerating
Check
result
1 Yes Clear the displayed failure
Place ignition switch to the“ON”position. A fault diagnosis instrument may be
away.
No Next step.
2 Yes Next step.
Check whether the passage of air filter is free.
No Change it.
3 Yes Next step.
Check whether the engine rotating-speed is normal while it’s running at No Check and repair it as per
idle-speed. the list of idle-speed
failures.
EF.1-38 to engine
Check whether the inlet-air pressure is within 35kpa and 65kpa while engine is Yes Next step.
4
running at idle-speed. No Check and repair it.
Have the engine running at idle-speed, and do not connect the Pin 51 of ECU Yes Next step.
to ground via short connection wire before the cooling-fluid temperature
5 Adjust the ignition
reaches its normal value; Check whether the ignition lead-angle is of a 6.75o No
lead-angle.
rotating angle of crankshaft.
No 11
Check whether the oil injector is working in a normal way after it’s been Yes 10
7
Re-check whether the oil injector is working in a normal way after it’s been Yes Next step.
8
Yes Change the fuel
No 15
Yes Next step.
No 14
When the valve on fuel meter is closed before a re-connection with ignition Yes Next step.
11 switch to drive the fuel pump working for another three seconds, check
No 13
whether it’s able to produce an oil pressure.
When the valve on fuel meter is opened before oil return pipe is being clamped Yes
adjustor
12 by oil-return barrier to stop oil return, check whether it’s able to produce oil
pressure rapidly. No
Yes
Yes
return pipe
No
adjustor
（signal output end of throttle position sensor）, Pin 30（ground end）, and Pin No
wiring harness
12 （used as one 4.5V~5V power supply to sensor）of ECU is normal.
Yes Change the ECU
Check whether ignition coil, high-voltage line, and spark plug are under a
16 Repair or change relevant
normal condition. No
parts and components.
12．Slow response to acceleration
Check
result
Place ignition switch to the“ON”position. A fault diagnosis instrument may Yes
1 away.
be used to check whether there’s any record of failure information.
No Next step.
Yes Next step.
No Change it.
Yes Next step.
Check whether the engine rotating-speed is normal while it’s running at
3 Provide service as per the
idle-speed. No
list of idle-speed failures.
Check whether the inlet-air pressure is within 35kpa and 65kpa while engine Yes Next step.
4
is running at idle-speed. No Check and repair it.
to engine EF.1-39
Check
result
After the connection of ignition switch, connect a commutator between ECU Yes Next step.
and wiring harness, and check whether respective voltage on Pin 53 (the signal
output end for throttle position sensor), Pin 30 (ground end), and Pin 12 (used No
wiring harness
as one 4.5V-5V power supply to sensor) of ECU is normal.
Have the engine running at idle-speed, and do not connect the Pin 51 of ECU Yes Next step.
to ground via short connection wire before the cooling-fluid temperature
6 Adjust the ignition
reaches its normal value; Check whether the ignition lead-angle is of a 6.75o No
lead-angle.
rotating angle of crankshaft.
Connect the fuel manometer valve (the connection point may vary depending Yes Next step.
on the type of vehicle). And have the Pin 30 of fuel pump relay short-circuit
7
connected with the Pin 87, and check whether the fuel pressure is within No 11
250kpa and 300kpa while the fuel pump is working.
8
9
Yes Change the fuel
No 16
Yes Next step.
No 15
No 14
When the valve on fuel meter is opened before oil return pipe is being clamped Yes
adjustor
13 by oil-return barrier to stop oil return, check whether it’s able to produce oil
pressure rapidly. No
Yes
14 Check whether the oil inlet pipe has leakage or has been blocked. inlet pipe
15 Check whether the oil return pipe has been bent or blocked. Yes
return pipe
13．The acceleration is slack and with inferior performance.
Check
result
Yes Repair it.
1 Failure like inappropriate positioning of four wheels, etc.
No Next step.
Yes Next step.
2 Check whether the throttle valve is able to be full opened. Repair or change the
No
throttle valve
A fault diagnosis instrument may be used to check whether there’s any record Yes
3 away.
of failure information after ignition switch is placed to the “ON”position.
No Next step.
Place ignition switch on the“ON”position, and check whether respective Yes Next step.
voltage on the Pin 7（output of absolute-pressure sensor for inlet manifold）,
Pin 53（throttle position sensor）, Pin 44（output of air-inlet temperature
4 sensor）, Pin 45（output of cooling-fluid temperature sensor）, Pin 10 &28（used Repair or change the
No
as ground end and signal output end of oxygen sensor respectively）, Pin 30 wiring harness
（signal ground end of oxygen sensor）, and Pin 12 （used as one 4.5V~5V
power supply to sensor）of ECU is normal.
Check whether the inlet-air pressure is within 35kpa and 65kpa while engine is Yes Next step.
5
running at idle-speed. No Check and repair it.
EF.1-40 to engine
Check
result
No 11
7
8
Yes Change the fuel
No 16
Yes Next step.
No 15
No 14
When the valve to fuel meter is opened, clamp the oil return pipe tightly using Yes
adjustor
12 pliers to prevent oil return, and check whether it’s able to produce oil pressure
rapidly. No
Yes
Repair or change oil return
Yes pipe
No
adjustor
Check whether data read from the absolute-pressure sensor the air-inlet Yes Next step.
15
temperature sensor of inlet manifold are normal. No Change the sensor
Check whether spark plug, high-voltage line, and ignition coil are under a Yes Next step.
16
normal condition. No Change or adjust it.
Check air-conditioner
Yes
17 Check whether the failure is caused by air-conditioner system. system
No Change ECU
14．Failure with the air-conditioner system
Check
result
Check whether system has been provided with sufficient refrigerant, and Yes Repair it.
1 whether the air-conditioner, air-conditioner clutch, and pressure switch are
under a normal condition. No Next step.
Have the engine running at idle-speed, and connect the air-conditioner switch; Yes Next step.
2 And a fault diagnosis instrument may be used to check whether there’s any Repair or change the
failure with the air-conditioner thermal resistor. No
throttle valve
Clear away the displayed
After the connection of air-conditioner switch, measure whether the Pin 40 and Yes
3 failure.
41（air-conditioner switch）of ECU has any signal input.
No Next step.
Yes Next step.

If the vehicle is under a control of low electrical level, check whether the
air-conditioner unit is still working after it is closed. No
wiring harness
Check whether the Pin 22 (connecting the ground end of holding coil of Yes Next step.
5
air-conditioner relay) of ECU has a low electrical level output. No Check and repair it.
*The signal of low /high electrical level from Pin 41 may be regarded as an air-conditioner request signal by ECU: ECU is able to
recognize the signal of low electrical level from Pin 41 as an air-conditioner signal requested by vehicle, and the signal from Pin 41
shall be of high electrical level when A/C switch is OFF. And vice versa.
to engine EF.1-41
General troubleshooting and steps to engine within M7.9.7 system

1．During startup process, the engine is not rotating or rotating slowly.
Check
result
A multimeter may be used to check and measure whether the voltage between Yes Next step.
1
two binding posts of accumulator is within （8-12）V while engine is starting. No Change the accumulator.
Keep the ignition switch at the “starting” position. And a multimeter may be Yes Next step.
2 used to check whether the positive binding post of starter has a voltage above Repair or change the
No
8V.。 wiring harness
Check the action of starter after it is dismantled. The main focus is to check for Yes Repair or change starter
3
broken loops or whether the starter has got stuck due to bad lubrication. No Next step.
If the failure only occurs in Winter, check whether the large resistance inside Change with appropriate
Yes
4 starter is caused by an inappropriate selection of engine lubricating oil and gear grade of lubricating oil
box oil. No Next step.
Check and repair the
failure resulting from the
Check whether the mechanical resistance inside engine is too large, or leads to Yes
5 internal resistance of
a slow or even no rotating of starter.
engine.
No Diagnosis help.
2．During a starting process, engine may be driven to rotate yet the starting is unsuccessful.
Check
result
After the connection with fuel manometer (the connection point is on the front
Yes Next step.
end of oil inlet pipe included in the fuel distributing pipe assembly), check
1 whether the fuel pressure keeps about 260 kpa while engine is running at
Check and repair the oil
idle-speed; and whether the fuel pressure keeps at about 300kpa after vacuum No
supply system.
pipe has been pulled away from the fuel pressure adjustor.
Yes Next step.
After a connection with diagnosis instrument within the electronic injection
Check and repair the loop
2 system, observe the data entry “engine rotating-speed”; and observe whether
No with rotating-speed
there’s any rotating-speed signal output while engine is starting.
sensor.
Pull out the division line from one of cylinders before it’s connected with spark Yes Next step.
plug, and keep the electrode of spark plug about 5mm away from engine body,
3 Check and repair the
and check whether blue &white high-voltage fire is produced while the engine No
ignition system.
is running.
Settle the mechanical
Check and observe whether the pressure inside each engine cylinder is Yes
4 failure on engine.
insufficient.
No Next step.
After a connection with commutator within the electronic injection system, Yes Diagnosis help.
open the ignition switch to check whether respective power supply to Pin 12,
5. 13, 44, 45, 63 is under a normal condition; and whether respective metal part
No Follow-up steps
overlapped on Pin 3, 51, 53, 61, 80 is under a normal condition.
Operation steps
3. The hot vehicle is starting with difficulty.
Check
result
After the connection with fuel manometer (the connection point is on the front Yes Next step.
1 whether the fuel pressure keeps at about 260 kpa while engine is running at Check and repair the oil
No
idle-speed; and whether the fuel pressure keeps at about 300kpa after vacuum supply system.
ignition system.
is running.
Pull out the plug of cooling-fluid temperature sensor, and start the engine. Check and repair relevant
Observe for some time whether the engine may be started successfully.（Or a Yes loops or change the
3 300 ohm resistor may be serially connected at the joint of cooling-fluid sensor.
temperature sensor to substitute the sensor, then observe whether engine may
No Next step.
be started successfully.）。
Check, repair, or change
Check whether the vacuum pipe of fuel pressure adjustor has been loosened or Yes
4 it.
is leaking air.
No Next step.
EF.1-42 to engine
Check
result
Check the fuel condition, and observe whether the symptom is caused by the Yes Change the fuel
1
filling with petrol. No Next step.
Open the ignition switch to check whether respective power supply to Pin 12, Yes Next step.
2 13, 44, 45, 63 is under a normal condition; and whether respective metal part
No Diagnosis help.
4．The cold vehicle is starting with difficulty.

Check
result
No
plug, and keep the electrode of spark plug about 5mm away from engine body, Check the ignition
2
and check whether blue &white high-voltage fire is produced while the engine No system.
is running.
Pull out the plug from the cooling-fluid temperature sensor, and start the Check and repair
engine; Observe whether the starting of engine proves to be a success.（Or a Yes relevant loops or change
3 2500 ohm resistor may be serially connected at the joint of cooling-fluid the sensor.
temperature sensor to substitute the sensor, then observe whether engine may
No Next step.
be started successfully.）
Wash the throttle valve
Yes and the idle-speed air
4 Observe whether it’s easy to start by gently stepping on the throttle valve.
duct.
No Next step.
Change the failed
Remove the oil injector, and check whether it has any leakage or has been Yes
5 components.
blocked using a special washing analyzer instrument.
No Next step.
6 filling with petrol.
No Next step.

insufficient.
No Next step.
Open the ignition switch to check whether respective power supply to Pin 12, Yes Diagnosis help.
8 13, 44, 45, 63 is under a normal condition; and whether respective metal part Check and repair
No
overlapped on Pin 3, 51, 53, 61, 80 is under a normal condition. relevant loops.
5．Despite of a normal rotating-speed, the starting at any time is with difficulty.
Check
result
Check and repair the air
Yes
1 Check the air filter for blockage, and the air inlet passage for air leakage. inlet system.
No Next step.
After the connection with fuel manometer (the connection point is on the front
Yes Next step.
2 whether the fuel pressure keeps at about 260 kpa while engine is running at
Check and repair the oil
idle-speed; and whether the fuel pressure keeps at about 300kpa after vacuum No
supply system.
ignition system.
is running.
Check and observe whether the model and clearance of spark plug on each Yes Next step.
4
cylinder is in compliance with the specification. No Adjust or change it.
to engine EF.1-43
Check
result
Check and repair relevant
Pull out the plug from the cooling-fluid temperature sensor, and start the Yes loops or change the
5
engine; Observe whether the starting of engine proves to be a success. sensor.
No Next step.
Wash the throttle valve
Yes
6 Observe whether it’s easy to start by gently stepping on the throttle valve. and the idle-speed air duct.
No Next step.
Change the failed
7 components.
No Next step.
8
Check and observe whether the pressure inside each engine cylinder is Yes Eliminate engine failures.
9
insufficient. No Next step.
Yes Next step.
Check whether the engine ignition sequence &timing conform to relevant
specifications. No
ignition timing.
11 13, 44, 45, 63 is under a normal condition; and whether respective metal part Check and repair relevant
No
overlapped on Pin 3, 51, 53, 61, 80 is under a normal condition. loops.
6．Despite of a normal starting process, the idle-speed is unstable at any time.
Check
result
Yes
No Next step.
Yes Wash or change it.
2 Check whether the idle-speed adjustor has got stuck.
No Next step.
3
Check whether any carbon deposit is produced on the throttle valve unit, or Yes Wash it
4
inside the idle-speed bypass air duct. No Next step.
Change the failed
5 components.
No Next step.
No Next step.
insufficient.
No Next step.
Yes Next step.
specifications. No
ignition timing.
No
EF.1-44 to engine
7．Despite of a normal starting, the idle-speed during vehicle heating process is unstable.
Check
result
Yes
No Next step.
2
After a removal of idle-speed adjustor, check whether any carbon deposit is Wash relevant parts and
Yes
3 produced on the throttle valve unit and the idle-speed adjustor, or inside the components.
idle-speed bypass air duct. No Next step.
After a removal of the plug for cooling-fluid temperature sensor, start the Check and repair relevant
Yes
4 engine and observe whether it has a stable idle-speed during vehicle heating loops or change the sensor.
process. No Next step.
Change the failed
5 components.
No Next step.
No Next step.
Check the pressure inside each cylinder, and observe whether there’s any large Yes
difference in pressure across cylinders.
No Next step.
No
8．Despite of a normal starting process, the idle-speed is unstable after the vehicle heating process
is ended.
Check
result
Yes
No Next step.
2
cylinder is in compliance with the specification. No Adjust or change it
Yes
idle-speed bypass air duct.。 No Next step.
After a removal of the plug for cooling-fluid temperature sensor, start the
Yes loops or change the
4 engine and observe whether it has a stable idle-speed during vehicle heating
sensor.
process.
No Next step.
Change the failed
5 components.
No Next step.
No Next step.
Check the pressure inside each cylinder, and observe whether there’s any large Yes
difference in pressure across cylinders.
No Next step.
No
to engine EF.1-45
9. Despite of a normal starting process, the idle-speed when under partial load （ eg ：
air-conditioner）is unstable or even flameout.
Check
result
Yes
Observe whether the engine output power has been increased when the Continue to proceed until
Yes
air-conditioner is activated, in another word, that's to observe the change of step 4.
2
ignition lead-angle, oil-injection pulse width, and air inlet capacity using a
No Next step.
diagnosis instrument applicable to the electronic injection system.
After a line disconnection of Pin 75 on electronic control unit, check whether Yes Next step.
3 the signal for accumulator jar is high on wire-harness end while the Check and repair the
No
air-conditioner is running. air-conditioner system.
Check whether the pressure within air-conditioner system, the electromagnetic Yes Next step.
4 clutch of compressor, and the air-conditioner compressor are under a normal Check and repair the
No
condition. air-conditioner system.
Following a removal of oil injector, use a special washing analyzer instrument Change the failed
Yes
5 to check whether the oil injector has any leakage, has been blocked, or its flow components.
is out of tolerance. No Next step.
No
10．The starting is normal yet the idle-speed is too high.
Check
result
Yes Adjust it.
1 Check whether the pulling line to gas is too tight or has got stuck.
No Next step.
Check whether there’s any air leakage with air inlet system, and its connected Yes
2 inlet system.
vacuum pipes.
No Next step.
Yes
After pulling out the plug of cooling-fluid temperature sensor, start the engine Yes loops or change the
4
and observe whether its idle-speed is too high. sensor.
No Next step.
Yes Next step.
Check whether the timing of engine ignition conforms to relevant
specifications. No
ignition system.
No
11．The rotating-speed is unable to go up or even flameout when accelerating.
Check
result
Yes
1 Check whether the air filter has been blocked. inlet system.
No Next step.
No
3
cylinder is in compliance with the specification. No Adjust or change it
Yes
EF.1-46 to engine
Check
result
Yes Next step.
Check whether the inlet-air pressure sensor, throttle position sensor, and its
5 Check and repair relevant
loops are under a normal condition. No
loops or change the sensor.
Change the failed
6 components.
No Next step.
No Next step.
Yes Next step.

specifications. No
ignition timing.
Yes Next step.
9 Check whether the exhaust pipe is free. Repair or change the
No
exhaust pipe.
No
12．Slow response to acceleration
Check
result
Yes
No Next step.
No
3
Yes
Yes Next step.
Check whether the inlet-air pressure sensor, throttle position sensor, and its
loops are under a normal condition. No
loops or change the sensor.
Change the failed
6 components.
No Next step.
No Next step.
Yes Next step.

specifications. No
ignition timing.
Yes Next step.
No
exhaust pipe.
No
to engine EF.1-47
13. The acceleration is slack and with inferior performance.

Check
result
Check for following failures: slide of clutch, low pressure inside tire, dragging Yes
1 inlet system.
brake, inappropriate size of tires, inappropriate positioning of four wheels, etc.
No Next step.
Yes
No Next step.
No
4
and check whether a normal high-voltage fire is produced while the engine is No Adjust or change it.
running.
5
Yes
Yes Next step.
Check whether the inlet-air pressure sensor, throttle position sensor, and its Check and repair relevant
7
loops are under a normal condition. No loops or change the
sensor.
Change the failed
8 components.
No Next step.
9
Yes Next step.
specifications. No
ignition timing.
Yes Next step.
No
exhaust pipe.
After a connection with the commutator within the electronic injection system, Yes Diagnosis help.
open the ignition switch to check whether respective power supply to Pin 12,
13, 44, 45, 63 is under a normal condition; and whether respective metal part No
loops.
Criterion to flashing codes and the mounting torque of parts &components within
EF.1-48 M1.5.4 system
M1.5.4 system
1．List of flashing codes within M1.5.4 system
Fault
Type of
S.N. Name of failure information Flashing code indicator
failure
lamp
1 Failure with knock sensor （zero test status） 1 1 1
2 No failure. 11 - -
The temperature of air-conditioner evaporator is
3 13 1 0
unreliable.
4 The signal of throttle position sensor is unreliable. 14 1 1
5 The signal of knock sensor is unreliable. 15 2 1
6 The signal of inlet-air pressure sensor is unreliable. 16 1 1
7 The signal of oxygen sensor is unreliable. 17 1 1
8 The signal of inlet-air temperature sensor is unreliable. 18 1 1
The signal of cooling-fluid temperature sensor is
9 19 1 1
unreliable.
10 Injector -failure with the driving stage of cylinder 4 21 1 1
Failure with the driving stage of carbon-canister control
14 25 1 1
valve
The air /fuel ratio, and the control &repair coefficient
15 31 2 0
are unreliable.
16 The engine is running out of Max. rotating-speed. 33 2 0
17 Failure with the electronic control unit. 34 2 1
The air /fuel ratio to control the addition modification
18 35 2 0
coefficient（The scope of idle-speed plays a role）
The air /fuel ratio to control the multiplication
19 modification coefficient（The scope of idle-speed plays a 36 2 0
role）
A self-learning of addition modification (for air leakage
20 37 2 0
amount) controlled by the air /fuel ratio
21 The accumulator voltage is unreliable. 38 2 0
22 The signal of vehicle speed is unreliable. 41 2 0
23 Failure with the cooling-fan relay. 42 1 1
24 The signal to determine cylinder is unreliable. 43 2 0
25 Failure with the driving stage of fault indicator lamp. 45 1 0
Failure with the driving stage 1
26 61 1 1
of step motor-EWD coil 1
Failure with the driving stage 2
27 62 1 1
of step motor –EWD coil 2
Type of failure：“1”denotes an open circuit, or a short circuit to ground, or a short circuit to power supply; and“2”
denotes the signal out of limit.
Fault indicator lamp：“1”denotes lighting, and“0” denotes off.
M1.5.4 system EF.1-49
2 Steps to read flashing fault codes:

(a)Connect the engine ignition switch rather than to start the engine.
(b)Connect the diagnosis plug-7# on line K ECU-55# or OBD to ground, and the connection time is longer than 2.5
seconds.
(c)And failures stored in the failure memory will be output by a flashing fault indicator lamp.
(d)Each flashing code is composed of two digits, and each is made up of one number within 0 and 9.
(e)The digit 0 will flash for ten times, and any digit within 1-9 will flash as per its literal meaning; The flashing will be stopped
instantaneously for one second between two digits forming a flashing code, and will be stopped for a long-term period between
(f) An identical fault code will be flashing continuously for three times, and all fault codes will be uninterruptedly flashing until
(g)If no any failure has been stored in the failure memory, the fault indicator lamp will have the “No failure” (ie. “11”) flashed.
(h)To clear any fault code away from the failure memory, simply connect the K line to ground for two continuous times, and each time
shall be longer than 2.5 seconds.
3. List of criterion to the mounting torque of parts &components
Name of parts Mounting torque Name of parts Mounting torque

S.N. S.N.
&components （N·m） &components （N·m）
Air inlet pressure
1 3.3 6 Rotating speed sensor 8±2
/temperature sensor
Cooling-fluid
2 20(Max) 7 Phase sensor 8±0.5
temperature sensor
3 Knock sensor 20±5 8 Oil injector 6
4 Oxygen sensor 50±10 9 Idle-speed actuator 4±0.4
5 Throttle position sensor 2±0.5
EF.1-50 Description of the diagnosis function on M7.9.7 system failure
Description of the diagnosis function on M7.9.7 system failure

1. Record of failure information
The electronic control unit is uninterruptedly checking the sensor, actuator, relevant loops, fault indicator lamp, accumulator voltage,
or even itself; and also verifying the reliability of output signal from sensor, driving /internal signal from actuator eg.
closed-loop control, cooling-fluid temperature, knock control, rotating-speed control when at idle-speed, accumulator voltage control,
etc. . Once any failure occurs at some step, or if some signal value is unreliable, the electronic control unit will immediately set a
record of failure information in RAM failure memory. Such record is stored in a form of fault code, and displayed as per the priority
of failure display.
Depending on the frequency of display, failures may be divided into “stable failure” and “chance failure” eg. failure caused by a
short broken circuit of wiring harness, or by bad contact between connectors.
2. Three grades of failure
(a)CLASS 5
-Actions to be taken when setting the diagnosis fault code:
Once some failure displays, its corresponding fault code and relevant failure information will enter a fault codememory.
The failure will be verified after being displayed in three continuous driving cycles, but ECU will not light up the fault i n d i c a t o r
lamp.
-Condition as to eliminate the fault indicator lamp/fault code.
Upon a verification of failure, have vehicle running without failure for three continuous driving cyclestosettlethefailure.
As for verified failure, the fault code will be cleared away after 40 continuous trouble-free preheating cycles from the time of failure
settlement.
As for chance failure, the fault code will be cleared away after 40 continuous trouble-free preheating cycles.
(b)CLASS 31
Once some failure displays, its corresponding fault code and relevant failure information will enter a fault codememory.The failure
will be verified after being displayed in three continuous driving cycles, and ECU will light up the fault indicator lamp.
-Condition as to eliminate the fault indicator lamp/fault code
When the fault indicator lamp is lighting, have vehicle running without failure for one driving cycle to settle the failure, and the fault
indicator lamp will be closed.
As for verified failure, the fault code will be cleared away after 40 continuous trouble-free preheating cycles from the time of
failure settlement.
(c)CLASS 33
Once some failure displays, its corresponding fault code and relevant failure information will enter a fault code memory.
The failure will be verified in two mintues from the display moment, but ECU will not light up the fault indicator lamp.
-Condition as to eliminate the fault indicator lamp/fault code
Upon a verification of failure, have vehicle running without failure for one driving cycle to settle the failure.
As for verified failure, the fault code will be cleared away after 40 continuous trouble-free preheating cycles from the time of failure
settlement.
3. Strategy for the control of fault indicator lamp
When no failure,
-After the ignition switch is ON, the fault indicator lamp will be lighting, then off in four seconds;
-It will be started within four seconds; and the fault indicator lamp will be off after the signal to rotating-speed is found;
-When the ground connection time of line K is longer than 2.5 seconds, the fault indicator lamp will be flashing at a frequency of 2 Hz.
When with failure,
-After the ignition switch is ON, the fault indicator lamp will be always lighting;
-It will be started, and the fault indicator lamp will be off after the signal to rotating-speed is found; If the fault indicator lamp is
defined to a ‘lighting’ mode, it will be always lighting when relevant conditions are satisified;
-When the ground connection time of line K is longer than 2.5 seconds, a flashing code (ie. P-CODE value) will be output. For
instance: P0203 will be flashing in the way below: ten continuous times- intermittance- two continuous times - intermittance- ten
continuous times - intermittance- three continuous times.
Description of the diagnosis function on M7.9.7 system failure EF.1-51
4. Four types of failure

Failure B_mxdfpMax. indicates the signal goes beyond the upper limit of normal scope;
Failure B_mndfpMin. indicates the signal goes beyond the lower limit of normal scope;
Failure B_sidfpsignal indicates some failure without signal.
Failure caused by an inappropriate B_npdf, indicates some inappropriate signal.
5. Connection with diagnosis instrument
The system adopts ISO 9141-2 standard diagnosis plug (as shown in the figure below) to be securely connected with engine wiring
harness, and is supported by line “K” communication protocol. And Pin 4, 7, 16 on diagnosis plug shall be connected respectively
with following parts under the engine management system (EMS): Pin 4 connected to the ground wire on vehicle; Pin 7 connected to
Pin 71 of ECU, namely the engine data line K ; and Pin 16 connected to the positive electrode of accumulator.
ECU may communicate with peripheral diagnosis instruments via line K , and perform following operations:
(a)Display of engine parameters
-Rotating-speed, cooling-fluid temperature, opening degree of throttle valve, ignition lead-angle, oil-injection pulse width, inlet
airpressure, inlet-air temperature, vehicle speed, system voltage, modification to oil injection, scour rate of carbon-canister, idlespeedair
control, waveform of oxygen sensor;
-Desired rotating-speed, relative load of engine, ambient temperature, ignition closure time, temperature of evaporator, inlet air
capacity, and oil consumption.
-Signal voltage of throttle position sensor, signal voltage of cooling-fluid temperature sensor, signal voltage of inlet-air temperature
sensor, signal voltage of inlet-air pressure sensor, signal voltage for Pin 1 of knock sensor, and signal voltage for Pin 2 of knock sensor.
(b)The displayed status for electronic injection system covers:
Status of theft-prevention system, safety status, editing status, status of cooling system, status of stable working condition, status
of dynamic working condition, exhaust control status, status of oxygen sensor, idle-speed status, status of fault indicator lamp,
status under emergency, status of air-conditioner system, auto. speed changer /torque request status.
(c) Actuator test function
Fault indicator lamp, fuel pump, air-conditioner relay, fan, ignition, and oil injection single-cylinder oil cut .
(d)Display of milemeter
Mileages &time traveled.
(e)Display of version information
No. of vehicle frame VIN , No. of ECU hardware, No. of ECU software.
(f)Display of failures
Inlet-air pressure sensor, inlet-air temperature sensor, engine cooling-fluid temperature sensor, throttle position sensor, oxygen
sensor, the heating loop of oxygen sensor, modification to air /fuel ratio, oil injector inside each cylinder, fuel pump, knock sensor,
rotating speed sensor, phase sensor, carbon-canister control valve, cooling-fan relay, vehicle speed signal, rotating- speed when at
idle-speed, idle-speed adjustor, system voltage, ECU, air-conditioner compressor relay, temperature sensor of evaporator, fault
indicator lamp.
6. Read failure information via flashing code
Open the ignition switch, and have the engine data line K i e. Standard diagnosis plug No. 7 being connected to ground for at
least 2.5 seconds; The availability of fault code stored in ECU failure memory will be indicated by a flashing code (i e. P- CODE
value) output from an engine fault indicator lamp. For instance, P0203 will be flashing in the way below: ten continuous times-
intermittance- two continuous times - intermittance- ten continuous times - intermittance- three continuoustimes.
EF.1-52 M7.9.7 system service &diagnosis flow process based on fault code
M7.9.7 system service &diagnosis flow process based on fault code

1.List of fault codes within M7.9.7 system
S.N. Fault code Description Grade of failure
1 P0107 The signal voltage in the loop of inlet-air pressure sensor is too low. Class31
2 P0108 The signal voltage in the loop of inlet-air pressure sensor is too high. Class31
3 P0112 The temperature indicated by inlet-air temperature sensor is too low. Class31
4 P0113 The temperature indicated by inlet-air temperature sensor is too low. Class31
5 P0117 The temperature indicated by engine cooling-fluid temperature sensor is too low. Class31
6 P0118 The temperature indicated by engine cooling-fluid temperature sensor is too low. Class31
7 P0122 The signal voltage in the loop of throttle position sensor is too low. Class31
8 P0123 The signal voltage in the loop of throttle position sensor is too low. Class31
9 P0130 The failure is caused by an inappropriate signal of upstream oxygen sensor. Class31
10 P0132 The signal voltage in the loop of upstream oxygen sensor is too high. Class31
11 P0134 Failure with the signal of upstream oxygen sensor. Class31
12 P0135 Failure with the heating loop of upstream oxygen sensor. Class31
13 P0171 The self-adaptive value for a closed-loop control of air /fuel ratio is beyond the upper limit. Class5
14 P0172 The self-adaptive value for a closed-loop control of air /fuel ratio is beyond the upper limit. Class5
15 P0201 Failure with the loop of oil injector inside cylinder 1 Class31
19 P0230 Failure with the control loop of oil pump Class31
20 P0324 Failure with the processing chip of knock signal, and its loops. Class5
21 P0325 Failure with the loop of knock sensor. Class31
22 P0335 Failure with the signal of crankshaft position sensor. Class33
23 P0336 The failure is caused by an inappropriate signal of crankshaft position sensor. Class33
24 P0340 Failure with the signal of phase sensor. Class31
25 P0443 Failure with the control loop of driving stage for carbon-canister control valve. Class31
26 P0444 The voltage in the control loop of driving stage for carbon-canister control valve is too low. Class31
27 P0445 The voltage in the control loop of driving stage for carbon-canister control valve is too high. Class31
28 P0550 The failure is caused by an inappropriate signal of vehicle speed. Class31
29 P0506 The rotating-speed under an idle-speed control is lower than the desired idle-speed value. Class31
30 P0507 The rotating-speed under an idle-speed control is higher than the desired idle-speed value. Class31
31 P0508 The voltage in the control loop of idle-speed adjustor is too low. Class31
32 P0509 The voltage in the control loop of idle-speed adjustor is too high. Class31
33 P0511 Failure with the control loop of idle-speed adjustor. Class31
34 P0560 Inappropriate signal of system voltage. Class31
35 P0562 The signal of system voltage is too low. Class31
36 P0563 The signal of system voltage is too high. Class31
37 P0601 The verification code of electronic controller has not been programmed yet. Class31
38 P0602 The diagnosis data ID code of electronic controller has not been programmed yet. Class31
39 P0645 Failure with the control loop of air-conditioner compressor relay. Class31
40 P0646 The voltage in the control loop of air-conditioner compressor relay is too low. Class31
41 P0647 The voltage in the control loop of air-conditioner compressor relay is too high. Class31
42 P1651 Failure with the control loop of engine fault indicator lamp（SVS）. Class5
M7.9.7 system service &diagnosis flow process based on fault code EF.1-53
2.M7.9.7 system service &diagnosis flow process based on fault code

Fault code：P0107“the signal voltage in the loop of inlet-air pressure sensor is too low”
Check
result
1 Connect with the diagnosis instrument, and place the ignition switch to the“ON”position. Next step.
Observe whether the item “inlet air pressure” in data stream is about 101kpa (specific data Yes Continue to proceed until step 5.
2
depends on the existing pressure). No Next step.
Pull out the plug of inlet-air pressure sensor from wiring harness, and a multimeter may be Yes Continue to proceed until step 5.
3
used to check whether the voltage between Pin 3 and Pin 1 of plug is about 5V. No Next step.
Repair or change the wiring
Check whether respective loops between Pin 17/33/37 of ECU and the connection Pin 1/3/4 of Yes
4 harness.
sensor are short circuit to ground.
No Next step.
Start the engine and have it running at idle-speed; Step on the gas slowly until it’s full opened
and observe the change of value at item“inlet-air pressure”on diagnosis instrument, the Yes Diagnosis help.
5
displayed value shall be with slight changes; Step on the gas quickly until it’s close to a full
No Change the sensor.
open degree, the displayed value shall reach a value greater than 90kpa instantaneously.
Fault code：P0108 “the signal voltage in the loop of inlet-air pressure sensor is too high”
Check
result
Observe whether the item “inlet-air pressure” within data stream is about 101kpa (exact data is Yes Continue to proceed until step 5.
2
subject to the existing pressure). No Next step.
Pull out the plug of inlet-air pressure sensor from wiring harness, and a multimeter may be Yes Continue to proceed until step 5.
3
used to check whether the voltage between Pin 3 and Pin 1 of plug is about 5V. No Next step.
Check whether respective loops between Pin 17/33/37 of ECU and the connection Pin 1/3/4 of Yes
4 harness.
sensor are short circuit to power supply.
No Next step.
Start the engine and have it running at idle-speed; Step on the gas slowly until it’s full opened
and observe the change of value at item“inlet-air pressure”on diagnosis instrument, the Yes Diagnosis help.
5
displayed value shall be with slight changes; Step on the gas quickly until it’s close to a full
open degree, the displayed value shall reach a value greater than 90kpa instantaneously. No Change the sensor.
Fault code：P0112“The temperature indicated by the inlet-air temperature sensor is too low”
Check
result
Observe whether the value of item“inlet-air temperature”in data stream is fit for the Yes Continue to proceed until step 5.
2 temperature inside the air-inlet pipe (specific value depends on the existing pressure). Note: If
the displayed value is always -40℃, it indicates a possible failure caused by a broken loop. No Next step.
Pull out the plug of inlet-air temperature sensor from wiring harness, and a multimeter may be Yes Next step.
3 used to check whether the resistance between Pin 1 and Pin 2 of sensor is fit for the
temperature.
Pull out the plug of inlet-air temperature sensor from wiring harness, and a multimeter may be Yes Continue to proceed until step 5.
4
used to check whether the voltage between Pin 1 and Pin 2 of sensor is about 5V. No Next step.
Check whether respective loops between Pin 17 &40 of ECU and the connection Pin 1 &2 of Yes
5 harness.
sensor are broken loops, or short circuit to power supply.
No Next step.
“inlet-air
Start the engine and have it running at idle-speed. Observe the change of value at item Yes Diagnosis help.
6 temperature”displayed on diagnosis instrument, and whether the value is increased accordingly
when the engine inlet-air temperature is being increased. No Change the sensor.
Fault code：P0113“The temperature indicated by inlet-air temperature sensor is too high”

Check
result
Observe whether the value of item “inlet-air temperature”in data stream is fit for the
Yes Continue to proceed until step 5.
2 temperature inside the air-inlet pipe (specific value depends on the existing pressure). Note: If
the displayed value is always -40℃, it indicates a possible failure caused by a broken loop. No Next step.
Pull out the plug of inlet-air temperature sensor from wiring harness, and a multimeter may be Yes Next step.
3 used to check whether the resistance between Pin 1 and Pin 2 of sensor is fit for the
temperature.
4
Check whether respective loops between Pin 17 &40 of ECU and Pin 1 &2 of sensor are Yes
5 harness.
broken loops or short circuit to ground.
No Next step.
“inlet-air
Start the engine and have it running at idle-speed. Observe the change of value at item Yes Diagnosis help.
6 temperature”displayed on diagnosis instrument, and whether the value is increased accordingly
when the engine inlet-air temperature is being increased. No Change the sensor.
Fault code：P0117“The temperature indicated by engine cooling-fluid temperature sensor is too
low.”
S.N. Operation steps Check Follow-up steps
result
Observe whether the value at item “cooling-fluid temperature ” in data stream is fit for engine
2 temperature (specific data depends on the existing pressure). Note: If the displayed value is
always -40℃, it indicates a possible failure caused by the broken loop. No Next step.
Pull out the plug of cooling-fluid temperature sensor from wiring harness, and a multimeter Yes Next step.
3 may be used to check whether the resistance between Pin 1 and Pin 2 of sensor is fit for the
temperature. .
4
5 harness.
No Next step.
Start the engine and have it running at idle-speed. Observe whether the value of item Yes Diagnosis help.
6 “cooling-fluid temperature” displayed on diagnosis instrument is increased accordingly
when the temperature of engine cooling-fluid is being increased. No Change the sensor.
Fault code：P0118“The temperature indicated by the engine cooling-fluid temperature sensor
is too high”
Check
result
Observe whether the value at item “cooling-fluid temperature ” in data stream is fit for engine
2 temperature (specific data depends on the existing pressure). Note: If the displayed value is
always -40℃, it indicates a possible failure caused by the broken loop. No Next step.
Pull out the plug of cooling-fluid temperature sensor from wiring harness, and a multimeter Yes Next step.
3 may be used to check whether the resistance between Pin 1 and Pin 2 of sensor is fit for the
temperature. .
4
5 harness.
No Next step.
Start the engine and have it running at idle-speed. Observe whether the value of item Yes Diagnosis help.
6 “cooling-fluid temperature” displayed on diagnosis instrument is increased accordingly
when the temperature of engine cooling-fluid is being increased. No Change the sensor.
Fault code：P0122“The signal voltage in the loop of throttle position sensor is too low.”
Check
result
Observe whether the value of item “absolute opening degree of throttle valve”in data stream Yes Next step.
2
is within 4%-10%. No Continue to proceed until step 5.
Step on the gas slowly until it’s full opened, and observe whether the value of item“absolute Yes Next step.
3 opening degree of throttle valve”in data stream is increased to a degree of 85%-95% when the
No Continue to proceed until step 5.
opening degree of throttle valve is being increased.
Repeat step 3 to observe the item “absolute opening degree of throttle valve”in data stream, Yes Change the sensor.
4
and whether any abrupt change exists during the change of value. No Next step.
Pull out the plug of throttle valve sensor from wiring harness, and check whether respective Repair or change the wiring
Yes
5 loops between Pin 32/17/16 of ECU and the connection Pin 1/2/3 of sensor are broken loops, harness.
or short circuit to ground. No Next step.
A multimeter may be used to check whether the voltage between Pin 1 and Pin 2 of the plug is Yes Diagnosis help.
6
about 5V. No Continue to proceed until step 5.
Fault code：P0123“The signal voltage in the loop of throttle position sensor is too high”
Check
result
Observe whether the value of item“absolute opening degree of throttle valve”in data stream is Yes Next step.
2
within 4%-10%. No Continue to proceed until step 5.
Step on the gas slowly until it’s full opened, and observe whether the value of item “absolute Yes Next step.
3 opening degree of throttle valve”in data stream is increased to a degree of 85%-95% when the
opening degree of throttle valve is being increased.
Repeat step 3 to observe the item “absolute opening degree of throttle valve”in data stream, Yes Change the sensor.
4
and whether any abrupt change exists during the change of value. No Next step.
Pull out the plug of throttle valve sensor from wiring harness, and check whether respective Repair or change the wiring
Yes
5 loops between Pin 32/17/16 of ECU and the connection Pin 1/2/3 of sensor are broken loops, harness.
or short circuit to ground. No Next step.
A multimeter may be used to check whether the voltage between Pin 1 and Pin 2 of the plug is Yes Diagnosis help.
6
about 5V. No Continue to proceed until step 5.
Fault code：P0130“Failure caused by inappropriate signal for upstream sensor”
（Note: The diagnosis flow process below is applicable to cases excluding that P0135 is not produced simultaneously; if P0135 is
produced simultaneously, you need to settle the failure with P0135 first before performing a check and repair as per the flow process
below.）
Check
result
Start the engine and have it running at idle-speed until the cooling-fluid temperature reaches its
Yes Diagnosis help.
2 normal value. Observe the change of value at the item“oxygen sensor voltage”on diagnosis
instrument, and whether the displayed value makes a rapid change within 100mV~900mV. No Next step.
Check whether respective loops between Pin 36 &18 of ECU and the connection Pin A Repair or change the wiring
Yes
3 (corresponding to the grey connection line of oxygen sensor) and B(corresponding to the black harness.
connection line of oxygen sensor) of sensor are broken loops. No Change the sensor.
Fault code：P0132“the signal voltage in the loop of upstream sensor is too high”
produced simultaneously, you need to settle the failure with P0135 first before performing a check and repair as per the flow process
below.）
Check
result
Yes Diagnosis help.
Yes
3 (corresponding to the grey connection line of oxygen sensor) and B (corresponding to the harness.
black connection line of oxygen sensor) of sensor are broken loops. No Change the sensor.
A、Whether the exhaust system is leaking air or has been blocked;
Check and repair it based on
B、Whether the oil injector has any leakage; Yes
diagnosis.
4 C、Whether the fuel pressure is too big;；
D、Whether the clearance of air valve is too small；
So on and so forth.
Fault code：P0134“Failure with the signal of upstream sensor”
produced simultaneously, you need to settle the failure with P0135 first before performing a check and repair as per the flow
process below.）
Check
result
1 Connect with the diagnosis instrument, and place the ignition switch to the“ON”position. Yes Next step.
Yes Diagnosis help.
Yes
3 (corresponding to the grey connection line of oxygen sensor) and B (corresponding to the harness.
black connection line of oxygen sensor) of sensor are broken loops. No Change the sensor.
Fault code：P0135“Failure with heating loop of upstream oxygen sensor.”
Check
result
Pull out the plug of oxygen sensor from wiring harness, and a multimeter may be used to check
Yes Next step.
whether the voltage between Pin C（corresponding to the white connection line of oxygen
2
sensor） and Pin D （corresponding to the white connection line of oxygen sensor）of the plug
is about 12V.
A multimeter may be used to check whether the resistance between Pin C (white) and Pin Yes Next step.
3
D(white) of oxygen sensor is within （1-6）Ω when at 20℃. No Change the sensor.
Yes Change the fuse
4 Check whether the 8A fuse in the heating loop of oxygen sensor has been blown and broken.
No Next step.
Check whether respective loops between Pin 1 of ECU / Pin 87 of main relay and the Repair or change the wiring
Yes
connection Pin C (corresponding to the while connection line of oxygen sensor) and Pin D harness.
5
(corresponding to the while connection line of oxygen sensor) of sensor are broken loops, or
No Diagnosis help.
short circuit to ground or power supply.
Fault code：P0171“The self-adaptive value for a closed-loop control of air /fuel ratio is beyond the upper limit. ”
（Note: The diagnosis flow process below is applicable to cases excluding that fault codes are produced simultaneously on
inlet-air pressure sensor, carbon-canister control valve, oxygen sensor, etc. If fault codes are produced simultaneously, settle
other failures first before performing a check and repair as per the flow process below.）
Check
result
Connect with the diagnosis instrument, and place the ignition switch to the
1 Next step.
“ON”position.
Start the engine and have it running at idle-speed until the cooling-fluid
Yes Next step.
temperature reaches its normal value. When under a full working condition,
observe the change of value at the item“oxygen sensor voltage”on diagnosis
2
instrument, and whether the displayed value remains at about 100mV(yet
No Diagnosis help.
with less changes) for a long-term period when under some working
conditions.
end of fuel inlet pipe included in the fuel distributing pipe assembly), check
3 whether the fuel pressure keeps at about 260 kpa while engine is running at Check and repair the fuel
No
idle-speed; and whether the fuel pressure keeps at about 300kpa after vacuum system.
Check whether respective loops between Pin 36 &18 of ECU and the Repair or change the wiring
Yes
connection pin A (corresponding to the grey connection line of oxygen sensor) harness.
4
&B (corresponding to the black connection line of oxygen sensor) of sensor
No Next step.
are short circuit to ground.
A、 Check whether severe air leakage exists in the air inlet system;
B、 Whether fuel injector has been blocked; Check and repair it based
Yes
C、 Whether the clearance of spark plug is too big; on diagnosis.
5
D、 Whether the resistance of fire division line is too big;
E、 Whether the clearance of air valve is too big;
No Diagnosis help.
So on and so forth.
Fault code: P0172 “The self-adaptive value for a closed-loop control of air /fuel ratio is beyond
the lower limit”
（Note: The diagnosis flow process below is applicable to cases excluding that fault codes are produced simultaneously on
inlet-air pressure sensor, carbon-canister control valve, oxygen sensor, etc. If fault codes are produced simultaneously, settle other
failures first before performing a check and repair as per the flow process below.）
Check
result
1 Next step.
“ON”position.
Start the engine and have it running at idle-speed until the cooling-fluid
Yes Next step.
temperature reaches its normal value. When under a full working condition,
observe the change of value at the item“oxygen sensor voltage”on diagnosis
2
instrument, and whether the displayed value remains at about 900mV(yet
No Diagnosis help.
with less changes) for a long-term period when under some working
conditions.
end of fuel inlet pipe included in the fuel distributing pipe assembly), check
3 whether the fuel pressure keeps at about 260 kpa while engine is running at Check and repair the fuel
No
idle-speed; and whether the fuel pressure keeps at about 300kpa after vacuum system.
Check whether respective loops between Pin 36 &18 of ECU and the Repair or change the wiring
Yes
connection pin A (corresponding to the grey connection line of oxygen sensor) harness.
4
&B (corresponding to the black connection line of oxygen sensor) of sensor
No Next step.
are short circuit to power supply.
A、 Whether the injector is leaking; Check and repair it based
Yes
B、 Whether the exhaust pipe has been blocked; on diagnosis.
C、 Whether the clearance of air valve is too small;
No Diagnosis help.
So on and so forth.
Fault code：P0201“Failure with the loop of fuel injector inside cylinder 1”

Check
result
1 Next step.
“ON”position.
Pull out the plug of fuel injector for cylinder 1 from wiring harness, and a Continue to proceed until
Yes
2 multimeter may be used to verify whether the voltage between the connection step 4.
Pin 1 and the negative electrode of power supply is about 12V. No Next step.
Check whether the loop between the connection Pin 1 of fuel injector for Yes
3 harness.
cylinder 1 and main relay is a broken loop, or short circuit to ground.
No Next step.
A multimeter may be used to check whether the resistance between Pin 1 and Yes Next step.
4
Pin 2 of fuel injector for cylinder 1 is within （11-17）Ω when at 20℃. No Change the fuel injector
A multimeter may be used to check whether the voltage between Pin 2 of fuel Yes Diagnosis help.
5 injector for cylinder 1 and the negative electrode of power supply is about
3.7V. No Next step.
Check
result
1 Next step.
“ON”position.
Yes
3 harness.
No Next step.
4
3.7V. No Next step.
Check whether the loop between Pin 2 of fuel injector for cylinder 2 and the Yes
6 harness.
Pin 6 of ECU is a broken loop, or short circuit to ground or power supply.
No Diagnosis help.
Check
result
1 Next step.
“ON”position.
Yes
3 harness.
No Next step.
4
3.7V. No Next step.
6 harness.
No Diagnosis help.

Check
result
1 Next step.
“ON”position.
Yes
3 harness.
No Next step.
4
3.7V. No Next step.
6 harness.
No Diagnosis help.
Fault code：P0230“Failure with the control loop of fuel pump”
Check
result
1 Next step.
“ON”position.
Pull out the fuel pump relay, place the ignition switch to the “ON” position, Continue to proceed until
Yes
and check whether respective voltage between the negative electrode of power step 4.
2
supply and the power supply end (ie. Pin 30 &86) of fuel pump relay is about
No Next step.
12V.
Check whether the loop on the power supply end of relay is a broken loop or Yes
3 harness.
short circuit to ground.
No Next step.
Change the fuel pump
A multimeter may be used to check whether the resistance between Pin 1 and Yes
4 relay.
Pin 2 of fuel injector for cylinder 1 is within （11-17）Ω when at 20℃.
No Next step.
A multimeter may be used to check whether the voltage between the control Yes Diagnosis help.
5 end (ie.Pin 85) of fuel pump relay and the negative electrode of power supply
is about 3.7V. No Next step.
Fault code；P0324“Failure with the processing chip of knock signal, and its loops.”
Check
result
1 Next step.
“ON”position.
Yes Next step.
2 Eliminate any fault code, and re-check whether the failure is a stable failure.
No System is normal.
3 Change the ECU.
Fault code：P0325“Failure with the loop of knock sensor.”
Check
result
1 Next step.
“ON”position.
Pull out the plug of knock sensor from wiring harness, and a multimeter may Yes Next step.
2 be used to verify whether resistance between Pin 1 and Pin 2 of knock sensor is
greater than 1MΩ. No Change the sensor.
Check whether respective loops between the connection pin 1 &2 of knock Repair or change the wiring
Yes
3 sensor and Pin 19 &20 of ECU are broken loops, or short circuit to ground or harness.
power supply. No Next step.
Change the knock sensor as per installation specification. Have a loop test and Yes Diagnosis help.
4 make the rotating-speed of engine greater than 2200 revolutions per minute. Continue to proceed until
No
And re-check whether the fault code P0325 will be shown. step 3.
Fault code：P0335“Failure with the signal of crankshaft position sensor.”

Check
result
1 Next step.
“ON”position.
Pull out the plug of rotating speed sensor from wiring harness, and a Yes Next step.
2 multimeter may be used to verify whether the resistance between Pin 1 and Pin
2 of rotating speed sensor is within （770-950）Ω when at 20℃. No Change the sensor.
Check whether respective loops between the connection Pin 1 &2 of rotating Repair or change the wiring
Yes
3 speed sensor and Pin 15 &34 of ECU are broken loops, or short circuit to harness.
ground or power supply. No Next step.
Yes Change the sensor.
Check whether the installation position of sensor satisfies relevant
4 Check and repair it based
requirements, and whether the signal panel of flywheel is intact. No
on diagnosis.
Fault code：P0336“The failure is caused by an inappropriate signal of crankshaft position sensor.”
Check
result
1 Next step.
“ON”position.
Pull out the plug of rotating speed sensor from wiring harness, and a Yes Next step.
2 multimeter may be used to verify whether the resistance between Pin 1 and Pin
2 of rotating speed sensor is within （770-950）Ω when at 20℃. No Change the sensor.
Check whether respective loops between the connection Pin 1 &2 of rotating Repair or change the wiring
Yes
3 speed sensor and Pin 15 &34 of ECU are broken loops, or short circuit to harness.
ground or power supply. No Next step.
Check whether the installation position of sensor satisfies relevant
4 Check and repair it based
requirements, and whether the signal panel of flywheel is intact. No
on diagnosis.
Fault code：P0340“Failure with the signal of phase sensor.”
Check
result
1 Next step.
“ON”position.
Pull out the plug of phase sensor from wiring harness, and a multimeter may be Continue to proceed until
Yes
2 used to verify whether the voltage between Pin 1 and Pin 3 of phase sensor is step 4.
about 12V. No Next step.
Check whether the loop between the connection pin 1 of phase sensor and Pin Repair or change the wiring
Yes
3 87 of main relay is a broken loop, or short circuit to ground. And check harness.
whether the pin 3 of phase sensor has been well grounded. No Next step.
Continue to proceed until
Check whether the voltage between the connection Pin 2 of phase sensor and Yes
4 step 6.
the negative electrode of power supply is about 9.9V.
No Next step.
Check whether the loop between the connection pin 2 of phase sensor and Pin Yes
5 harness.
79 of ECU is a broken loop, or short circuit to power supply or ground.
No Next step.
6 Check whether the signal panel of camshaft is intact.
No Change the signal panel
Fault code：P0443“Failure with the control loop of driving stage for carbon-canister control valve.”
Check
result
1 Next step.
“ON”position.
Pull out the plug of carbon-canister control valve from wiring harness, and a Continue to proceed until
Yes
2 multimeter may be used to verify the voltage between Pin 1 of the plug and the step 4.
negative electrode of power supply is about 12V. No Next step.
Yes
Check whether the loop (on power supply end) of carbon-canister control valve harness.
3
is a broken circuit or short circuit to ground. Continue to proceed until
No
step 2.
Check
result
A multimeter may be used to verify whether the resistance between Pin 1 and Yes Next step.
4
Pin 2 of carbon-canister control valve is within （22-30）Ω when at 20℃. No Change the control valve.
A multimeter may be used to verify whether the voltage between the Yes Diagnosis help.
5 connection Pin 1 of carbon-canister control valve and the negative electrode of
power supply is about 3.7V. No Next step.
Check whether the loop between the connection Pin 2 of carbon-canister Yes
6 harness.
control valve and Pin 46 of ECU is a broken loop.
No Diagnosis help.
Fault code：P0444“The voltage in the control loop of driving stage for carbon-canister control
valve is too low.”
Check
result
1 Next step.
“ON”position.
Yes
Yes
3
is in a broken circuit or is short circuit to ground. Continue to proceed until
No
step 2.
4
6 harness.
control valve and the Pin 46 of ECU is short circuit to ground.
No Diagnosis help.
Fault code：P0445“The voltage in the control loop of driving stage for carbon-canister control
valve is too high.”
Check
result
1 Next step.
“ON”position.
Yes
Yes
3
is in a broken circuit or is short circuit to ground. Continue to proceed until
No
step 2.
4
6 harness.
control valve and Pin 46 of ECU is a broken loop.
No Diagnosis help.
Fault code：P0480“failure with the control loop of cooling-fan relay”
Check
result
Connect with a diagnosis instrument, and place the ignition switch to the
1 Next step.
“OFF”position.
Pull out the relay from the cooling-fan, place the ignition switch to the“ON” Continue to proceed until
Yes
2 position, and verify the voltage between the power supply end (ie. Pin 30 &85) step 4.
of relay and the negative electrode of power supply is about 12V. No Next step.
Check
result
Yes
Check whether the loop on the power supply end of cooling-fan relay is a harness.
3
broken loop or short circuit to ground. Continue to proceed until
No
step 2.
A multimeter may be used to check whether the voltage between the control Yes Change the relay.
4 end (i.e. Pin 86) of cooling-fan relay and the negative electrode of power
No Next step.
supply is about 3.7V.
Check whether the loop between the control end (i.e. Pin 86) of relay and Pin Yes
5 harness.
No Next step.
Yes Diagnosis help.
6 Check whether the cooling-fan is working under a normal condition.
No Change the fan.
Fault code： P0500“ The failure is caused by an inappropriate signal of vehicle speed.”
Check
result
1 Next step.
“ OFF” position.
Check and repair ABS
For vehicles having been equipped with ABS system, check ABS system for Yes
2 system.
any fault code.
No Next step.
Yes Next step.
3 Check whether the needle of tachometer is working under a normal condition. Check and repair the
No
instrumentation loop.
Yes Next step.
4 Check whether the vehicle speed sensor is working under a normal condition. Change the vehicle speed
No
sensor.
Check whether the loop between the signal line of vehicle speed sensor and Pin Yes
5 harness.
No Diagnosis help.
Fault code； P0506“ The rotating-speed under an idle-speed control is lower than the desired
idle-speed value.”
Check
result
1 Next step.
Yes Next step.
Check whether adjusting screws of throttle valve, pulling line of gas pedal, and
2 Perform necessary
throttle valve are working under a good condition. No
maintenance and service.
Yes Next step.
3 Check whether the idle-speed adjustor is working under a good condition. Perform necessary
No
A、 Check whether the pressure of fuel supply system is too low; Perform necessary
B、 Check whether the fuel injector has been blocked； Yes
4 maintenance.
C、 Check whether the inlet /exhaust gas within the system is free；
So on and so forth. No Diagnosis help.
Fault code： P0507“ The rotating-speed under an idle-speed control is higher than the desired
idle-speed value.”
Check
result
1 Next step.
Yes Next step.
Check whether adjusting screws of throttle valve, the pulling line of gas pedal,
2 Perform necessary
and throttle valve are working under a good condition. No
Yes Next step.
3 Check whether the idle-speed adjustor is working under a good condition. Perform necessary
No
D、 Check the fuel supply system for air leakage; Perform necessary
E、 Check the fuel injector for fuel leakage; Yes
4 maintenance.
F. Check whether the inlet /exhaust gas within the system is too high, so on
and so forth. No Diagnosis help.
Fault code：P0508“The voltage in the control loop of idle-speed adjustor is too low.”
Check
result
1 Next step.
“ON”position.
Pull out the plug from idle-speed adjustor, and a multimeter may be used to Yes Next step.
2 verify whether the resistance values between Pin A and D, and between Pin B
and C are about （53±5.3）Ω when at 20℃. No Change the step motor.
Check whether respective loops between the connection Pin A /B /C /D of Repair or change the wiring
Yes
3 idle-speed adjustor and the Pin 65 /66 /67/ 64 of ECU are short circuit to harness.
ground. No Diagnosis help.
Fault code：P0509“The voltage in the control loop of idle-speed adjustor is too high.”
Check
result
1 Next step.
“ON”position.
Check whether respective loops between the connection Pin A /B /C /D of Repair or change the wiring
Yes
3 idle-speed adjustor and the Pin 65 /66 /67/ 64 of ECU are short circuit to harness.
ground. No Diagnosis help.
Fault code：P0511“Failure with the control loop of idle-speed adjustor.”
Check
result
1 Next step.
“ON”position.
Check whether respective loops between the connection Pin A /B /C /D of Yes
3 harness.
idle-speed adjustor and the Pin 65 /66 /67/ 64 of ECU are a broken loop
No Diagnosis help.
Fault code：P0560“ Inappropriate signal of system voltage.”
Check
result
1 Next step.
“OFF”position.
A multimeter may be used to verify whether the voltage of accumulator jar is Yes Next step.
2
about 12V.
No Change the accumulator jar.
Check whether the respective loop between Pin 87 of main relay and Pin 44 Yes
3 harness.
/45 /63 of ECU is a broken loop or short circuit to ground.
No Next step.
Check whether the charge voltage of generator is always within a scope of Yes Next step.
4
（9-16）V while engine is starting at various rotating-speed. No Change the generator
Yes Diagnosis help.
Check whether the ground point of engine wiring harness is under a good
5 Repair or change the wiring
condition. No
harness.
Fault code：P0562“The signal of system voltage is too low.”
Check
result
1 Next step.
“OFF”position.
2
about 12V.
Check
result
Check whether the resistance in the respective loop between Pin 87 of main Yes
3 harness.
relay and Pin 44 /45 /63 of ECU is too large.
No Next step.
4
Yes Diagnosis help.
5
condition. Repair or change the wiring
No
harness.
Fault code：P0563“ The voltage signal of system is too high.”
Check
result
1 Next step.
“OFF”position.
2
about 12V.
3
Yes Diagnosis help.
4
condition. Repair or change the wiring
No
harness.
Fault code：P0601 “The verification code for electronic controller has not been programmed yet”
Check
result
1 Next step.
“ON”position.
Clear away any fault code, and re-verify whether the failure is of a stable Yes Next step.
2
failure. No System is normal.
3 Change ECU. END
Fault code：P0602“ The diagnosis data ID code of electronic controller has not been programmed
yet.”
Check
result
Connect with the diagnosis instrument, and place the ignition switch to the Next step.
1
“ON”position.
Clear away any fault code, and re-verify whether the failure is of a stable Yes Next step.
2
failure. No System is normal.
3 Change ECU. END
Fault code：P0645“Failure with the control loop of air-conditioner compressor relay.”
Check
result
1 Next step.
“OFF”position.
Pull out the relay from the air-conditioner compressor, place the ignition Continue to proceed until
Yes
switch to the“ON”position, and verify the voltage between the power supply step 4.
2
end (i.e. Pin 30 &85) of relay and the negative electrode of power supply is
No Next step.
about 12V.
Yes
Check whether the loop on the power supply end of relay is a broken loop or harness.
3
short circuit to ground. Continue to proceed until
No
step 2.
A multimeter may be used to verify the voltage between the control end (i.e. Yes Change the relay.
4 Pin 86 of relay) of air-conditioner compressor relay and the negative electrode
of power supply is about 3.7V. No Next step.
Check
result
Check whether the loop between the control end (i.e. Pin 86 ) of Yes
5 harness.
air-conditioner compressor relay and Pin 70 of ECU is a broken loop.
No Next step.
Yes Diagnosis help.
Check whether the electromagnetic clutch for air-conditioner compressor is
working in a normal way. No
electromagnetic clutch.
Fault code：P0646“The voltage in the control loop of air-conditioner compressor relay is too low.”
Check
result
1 Next step.
“OFF”position.
Yes
2
end (ie. Pin 30 &85 ) of relay and the negative electrode of power supply is
No Next step.
about 12V.
Yes
3
No
step 2.
No Next step.
of power supply is about 3.7V.
Check whether the loop between the control end (ie. Pin 86) of air-conditioner Yes
5 harness.
compressor relay and Pin 70 of ECU is a broken loop.
No Next step.
Yes Diagnosis help.
Fault code：P0647“The voltage in the control loop of air-conditioner compressor relay is too high.”
Check
result
1 Next step.
“OFF”position.
Yes
2
end (ie. Pin 30 &85 ) of relay and the negative electrode of power supply is
No Next step.
about 12V.
Yes
3
No
step 2.
No Next step.
of power supply is about 3.7V.
Check whether the loop between the control end (i.e. Pin 86 of relay) of Repair or change the wiring
Yes
5 air-conditioner compressor relay and Pin 70 of ECU is short circuit to power harness.
supply. No Next step.
Yes Diagnosis help.
Fault code：P1530 “Failure with the loop of temperature sensor for air-conditioner evaporator”
Check
result
1 Next step.
Observe whether the item“ temperature of evaporator”in data stream is suitable Yes Continue to proceed until
2 6
to the existing temperature of evaporator. No Next step.
Pull out the plug to the temperature sensor of air-conditioner evaporator, use a Yes Next step.
3 multimeter to verify the resistance value between Pin 1 and Pin 2 of the sensor
is corresponding to its temperature value.
Pull out the plug to the temperature sensor of air-conditioner evaporator from Continue to proceed until
Yes
4 the wiring harness, use a multimeter to verify the voltage value between Pin 1 step 6.
and Pin 2 is about 5V. No Next step.
Check whether the loop between pin 35 &42 of ECU and Pin 1 &2 of sensor is Yes
5 harness.
a broken loop, or short circuit to power supply or ground.
No Next step.
When the engine is running at idle-speed and the air-conditioner is opened,
Yes Diagnosis help.
observe the change of value corresponding to the item "temperature of
6
evaporator" on a diagnosis instrument, and the displayed value shall be
decreased accordingly when the temperature of evaporator is reduced.
Fault code：P1651“ Failure with the control loop of engine fault indicator lamp（ SVS）.”
Check
result
1 Next step.
The item “actuator action test” displayed on diagnosis instrument may be used Continue to proceed until
Yes
2 to test the action of engine fault indicator lamp to observe it’s within a step 6.
flameout status or a lighting status. No Next step.
Check whether the loop (on power supply end) of engine fault indicator lamp Yes Next step.
3
is a broken circuit or short circuit to ground. No Change the sensor
Check whether the loop between the connector pin (on control end) of engine Continue to proceed until
Yes
4 fault indicator lamp and Pin 29 of ECU is a broken loop, or short circuit to step 6.
power supply or ground. No Next step.
Check whether the bulb of engine fault indicator lamp is able to work under a Yes
5 harness.
normal condition.
No Next step.
EF.2-1
Delphi engine management system

Page
Description of system......................................................................................EF.2-2
MT20U system control...................................................................................EF.2-4
Determination on the principal /utility /failure of key system parts......................EF.2-9
Methods for failure diagnosis /fault codetospareparts......................................EF.2-23
Precautions to the use /service /troubleshooting of electrical injection system...EF.2-26
Troubleshooting.............................................................................................EF.2-27
EF.2-2 Delphi engine management system-Description of system
Description of system
Model GW491QE petrol engine has been installed with Delphi ITMS-6 and MT20U engine management
system for electric-injection: the exhaust from ITMS-6 is in compliance with European Class-II standard, and
the exhaust from MT20U is in compliance with European Class- standard; The engine management system
for electric-injection adopts a multi-point fuel injection controllable by a closed-loop of electronic control module
(ECU), and is subject to a direct ignition (without ignition distributor), and a post-processing technique by a
three-way catalytic converter. Generally speaking, each function of engine, eg. oil injection, ignition, idle speed,
etc. may be effected by a control over respective actuating mechanism, such as fuel injector ignition coil,
etc., as supported by an electronic control module (ECU) which receives appropriate signals from each sensor
(eg. intake pressure &temperature sensor, crankshaft position sensor, throttle position sensor, etc.) and by an
ECU internal control program which calculates the best
The engine management system for electric-injection is mainly composed of three parts: sensor, electronic
control module (ECU), and actuator.
The basic structure of ITMS-6 system is as shown in the figure below:
Signal input Control output System control
absolute-pressure sensor for inlet

manifold fuel pump relay
IT M S-6
crankshaft position sensor
injector
throttle position sensor
E ngine ignition timing
coolant temperature sensor

control carbon-canister evaporator
inlet air temperature sensor

module air conditioner
compressor
fuel pressure
oxygen sensor
air conditioner fan fuel filter
system voltage signal
E CU engine fault indicator ignition energy
air conditioner request switch light
signal conversion of
system communication waste gas by
air conditioner pressure switch
interface three-way
l
vehicle speed sensor idle-speed & starting air-control valve
Delphi engine management system-Description of system EF.2-3
The basic structure of MT20U system is as shown in the figure below:

12V accumulator jar power supply
12V ignition-switch power supply

system ignition coil A ignition
system power-supply ground wire
power-supply ignition coil B systemcontrol
ignition &oil-injection ground
management
5V reference voltage MT20U fuel pump relay
fuel injector A
5V reference voltage feedback fuel supply
fuel injector B
speed & crankshaft position sensor system
fuel injector C
engine cylinder No. identification signal control
absolute-pressure sensor for inlet manifold Engine fuel injector D
idle-speed control valve A/Hi

system throttle position sensor idle-speed
power-supply coolant temperature sensor control idle-speed control valve A/Lo
idle-speed control valve B/Hi

system
input inlet air temperature sensor control
oxygen sensor module idle-speed control valve B/Lo
carbon-canister wash solenoid valve

evaporating
vehicle speed sensor &exhausting

electrical cooling (high-speed)fan relay
dynamic steering signal cooling-system
electrical cooling (low-speed)fan relay
air conditioner air conditioner request signal control
system signal air conditioner load signal ECU air conditioner clutch relay
air conditioner
air conditioner fan relay
st
temperature signal for 1 evaporator system control
Diagnostic & theft- engine rotating-speed signal
nd
temperature signal for 2 evaporator
prevention signal engine fault indicator light communication
diagnosis request signal
Serial communication K W2000 &theft-prevention
theft-detector control signal
theft-detector control system control
standby EGR feedback signal
linear EGR control valve
European-III signal for 2nd oxygen sensor standby
signal signal for fuel level sensor European-III
system control
System characteristics:
I ts fuel supply to engine and the idle-speed is subject to a closed-loop control system, which may eliminate the manufacturing
difference between the system and other relevant mechanical parts &components, increase the integrity of whole vehicle, and
reduce the possibility of tolerance produced on vehicle due to abrasion in practical use; The system has divided four engine
cylinders into two groups: group1-4, and group 2-3, usable for a control over fuel supply and ignition respectively, which may have
the structure of system best optimized and simplified, reducing the cost of parts &components in manufacturing and fabrication;
The system has been provided with a three-way catalytic converter, usable for a post-processing on gas having combusted inside
the engine, which will be conversed into nonharmful gas and exhausted to the atmosphere.
Function of ITMS-6 system:
-Measure the position reference of crankshaft and the rotating speed;
-Air velocity &density computation;
-Multi-point fuel injection by group when under a closed-loop control, a simplified system structure, and a decreased processing
cost.
-A direct high-capacity ignition (without ignition distributor), assures an accurate and valid ignition, with less interference , and
without adjustment required.
-Self-learning function is provided for the closed-loop control to effectively eliminate the tolerance resulting from the manufacturing
and abrasion of mechanical parts, and to enhance the integrity &consistency of whole vehicle.
-Step motor is with a closed-loop control over idle-speed;
-Play &plug control applied to the air conditioner system and the cooling system.
-Fuel cut /overflow control: when a ‘flooded engine’ is produced, step on the gas to a Max. extent to stop fuel injection based on
a computer control.
-The fuel-cut control when decelerating saves fuel and decreases the exhaust.
EF.2-4 Delphi engine management system-MT20U system control
-Evaporating /exhaust /pollution control.

- Waste-gas exhaust control; post-processing by a three-way catalytic converter; and closed-loop fuel control by signal from
oxygen sensor.
-Protection function offered by three-way catalytic converter;
-When the electronic theft-prevention system has not received a correct password from the key, the computer control system will
not make fuel-injection or ignition, which prevents the engine from starting.
- Waste-gas exhaust control; post-processing by a three-way catalytic converter; and closed-loop fuel control by signal from oxygen
sensor.
-Protection function offered by three-way catalytic converter;
-Evaporating /exhaust /pollution control.
-Whereby the computer self-diagnosis function works abnormally on system parts &components, a fault indicator light may remind
user of inspection and repair, meanwhile, a bypass control program under emergency will be used to control the working of engine.
-Fault indication /communication function may be used for a two-way communication after the connection with the Fault Diagnosis
Instrument, and with PC computer.
Function of MT20U system:
-Starting control logic
-Ignition control logic
-Idle-speed control logic
-Knock control logic
-Accelerating / decelerating / fuel cut &overflow control logic
-Play &plug air conditioner control logic
- Carbon-canister solenoid valve control logic
- Temperature control logic for three-way catalytic converter
-Cooling fan control logic
-Mileage accumulation control logic
-Theft-detector control logic
-Whole-vehicle exhaust control logic
MT20U system control
1. Starting control
After the ignition switch is opened, fuel pump will run for 1.5 seconds, then stop.
Following the rotation of engine, the fuel pump will start to run when ECU detects tw o
valid 58X signals
If the rotating-speed signal has been off for 0.8 second, or when fuel pump needs to be closed as required by the theft detector, the
fuel pump will stop running.
Start pre-injection the start pre-injection only acts once during a normal starting process.
Initial stage of starting process The inner pressure of inlet manifold is shown as ambient atmospheric pressure. When throttle
is closed, the idle-speed adjustor will have a fixed parameter changeable by the starting temperature.
During the starting: The fuel injection amount will vary depending on the change of engine temperature, and the ignition anglewill
be adjusted respectively, and will vary depending on the change of engine temperature / inlet temperature /engine rotating speed.
Completion of starting The starting status will be ended when the engine rotating speed exceeds 600r/min.
2. Ignition control logic
Coil magnetization control The magnetization time of ignition coil determines the ignition energy of spark plug. A much longer
magnetization will damage the coil or coil driver, while a much shorter magnetization will cause a fire.
Main ignition lead-angle When the engine water temperature is normal, the main ignition angle when throttle is open is usually
Min. ignition angle at best torque point (MBT), or knock critical point (KBL) When throttle is closed, the ignition angle shall be
less than MBT point to acquire a stable idle speed.
Modification to ignition lead-angle Modification to water temperature, modification to inlet temperature, modification to
altitude compensation, idle-speed modification, accelerating modification, modification to dense dynamical force, modification to oil-
cut when decelerating, modification to air conditioner control, and modification to waste gas re-circulation.
I dle-speed contr ol logic
Idle-speed control refers to a closed-loop control of system over the engine rotating speed when throttle valve is closed. T he idle
speed may be controlled by system through the adjustment of following parameters so that the actual rotating speed is consistent to
the desired idle speed
-I dle-speed air amount control
-Fuel-injection amount control
-Ignition timing control.
Delphi engine management system-MT20U system control EF.2-5
The desired idle speed is determined by various elements:

When the engine water temperature is lower, system will give a greater desired idle speed 1200r/min to accelerate the warming
of vehicle; For engine using mechanical fan£¬when the temperature of engine coolant is much higher, system will give a greater
idle speed 1300r/min as well to increase air inflow amount inside the cooling water tank.
Applied load:If the air conditioner changes, system will increase the idle speed 150r/min.
To compensate the electrical power consumption when the dipped headlight is opened, the desired idle speed will increase by
50 r/min.
System voltage compensation:When system voltage<12V, system will auto. increase the desired idle speed 150r/min.
Vehicle speed compensation: The desired idle speed while vehicle is traveling will be increase by 50r/min when compared to
that while vehicle is parking.
Decelerating adjustment: when the vehicle is decelerating or being stopped, the speed will decreased gradually and degressively
to the desired idle speed for vehicle parking.
4. Oil-injection pulse width contro
air /fuel ratio
absolute-pressure of inlet manifold Oil-injection pulse width
modification to closed-loop
constant of injector
modification to supply voltage

A mathematic model for
air-inflation temperature
velocity-density is used to
air flow determine the basic
Fuel
oil-injection amount
air-inflation efficiency
self-learning modification
thicker when accelerating
thinner when decelerating
oil-cut when decelerating
waste-gas circulation
5 K nock contr ol logic

K nock control function is applied to eliminate possible knock which may happen when engine is under a combustion condition,
and to optimize the dynamic performance of engine, and the cost-effectiveness of fuel.
MT 20U system is competent to provide a separate knock control over various cylinders inside engine.
Work condition for knock control
-E ngine shall be running, and the running time must exceed two seconds;
-E ngine rotating speed >800r/min
-A bsolute-pressure of inlet manifold40 kPa
K nock control mode
-Stable knock control Once a knock occurs, the system will quickly delay the ignition lead-angle to remove the knock.
-Instantaneous knock control A knock is easy to occur when making a sharp acceleration. When a knock is predicted to occur,
the system will auto. delay the ignition lead-angle to avoid the occurrence of any out-of-limit (strong) knock.
-Adaptive knock control If an abraded engine is running, the system will auto. make an adaptive adjustment over the ignition lead-
angle to prevent the occurrence of strong knock.
EF.2-6 Delphi engine management systm-MT20U system control
6. Accelerating /decelerating /fuel cut &overflow control

Whenever the engine rotating speed is greater than the set highest rotating speed, system will cut off fuel suppy, protect the engine
by stopping its rotating speed from rising unlimitedly, and prevent vehicle from flying And system will immediately resume
the fuel supply when the rotating speed returns to a level lower than Max. rotating speed specified by the system.
During the normal running of engine, driver may release the gas pedal to make vehicle enter a sliding mode, and counter-pull the engine
and vehicle does not need any dynamic force provided by the engine; And as a smaller air inlet amount after throttle valve has been
completely closed will cause an insufficient combustion inside engine, which results in an increment of exhausted harmful matters,
therefore, system will cut off fuel supply accordingly to dramatically decrease the generation of harmful matters exhausted, from engine,
and improve the cost-effectiveness of fuel.
After repeatedly unsuccessful startings of engine, petrol residuals without sufficient combustion will remain inside the cylind er, that
is the so-called flooded engine . In such case, driver may step on the gas to the end to start the engine and system will auto. adopt
a very lean air /fuel ratio to have excessive petrol inside cylinder to be exhausted while the engine is rotating.
7. Play &plug air conditioner control
ECU will monitor A/C request input and A/C evaporator temperature sensor input and control the clutch for air conditioner
compressor via an air conditioner relay. And system may auto. identify the air conditioner system based on a play &plug basis.
Working conditions of air conditioner
The engine has been starting longer than five seconds.
The air conditioner may be started when the engine rotating speed is higher than 600r/min and less than 6200r/min.
After the air conditioner and evaporator are started, the desired engine idle-speed will increase by 150 revolutions.
The air inlet temperature is greater than 3.75 .
he cooling-water temperature is greater than 3.75 .
The compressor will be started when the cooling-water temperature is less than 105 .
The air conditioner compressor will be stopped when the cooling-water temperature is greater than 108 .
The air conditioner compressor will be stopped when the temperature for front air conditioner evaporator is less than 1. 5 .
The compressor will be started when the temperature for front air conditioner evaporator is greater than 3.75 .
To ensure the dynamic performance, air conditioner will be cut off when TPS is greater than 90%, or the engine is with heavy load.
C ar bon-canister solenoid valve contr ol logic
Fuel tank is with exterior heat radiation and fuel-return heat transfer; fuel inside fuel tank shall be heated to form a fuel evaporation,
which will be collected into an activated carbon canister. A nd the carbon-canister solenoid valve may be used to control the time as
to open or close the passage between the activated carbon canister and the inlet manifold.
Working condition for carbon-canister solenoid valve
System voltage less than 17V .
65.25 < engine water temperature < 110.25 .
T he opening degree of throttle shall be greater than 1.2% and less than 100%.
T he engine has been in a closed-loop work mode, or the oil-cut time has been longer than two seconds.
Work mode of carbon-canister solenoid valve; Its opening degree may be determined by E CU in accordance with the occupation
ratio (PWM) signal based on the engine status. When under a non-idle-speed condition, Max. opening degree of carbon-canister
solenoid valve will be determined by closed-loop air flow amount, and Max. value is 100%.
9. Temper atur e contr ol logic for three-way catalytic conver ter
A t the initial stage of starting, the three-way catalytic converter needs a rapid heating process to start work and decrease the
exhaust of waste gas. Normally, the heating progress may be quickened by appropriately delaying the ignition lead-angle.
Protection control for three-way catalytic converter: System will predict the working temperature of three-way catalytic converter
while the engine is running: when the predicted temperature is higher than the protection temperature, the time starts to count; If the
working temperature of catalytic converter is always higher than the protection temperature within a specific time system will
decrease the working temperature by controlling the fuel supply amount and increasing the air /fuel ratio A fter some time that the
predicted temperature for catalytic converter has been decreased, resume the original air /fuel ratio, and continue to predicate the
working temperature of catalytic converter to prepare for an actual protection.
10. C ooling fan contr ol
Whether to open each cooling fan provided for system control engine and air conditioner may be determined by E CU depending
on the temperature value of engine coolant, and whether it’ s in compliance with appropriate requirements for opening the air
conditioner.
-When water temperature is greater than 92.25 the low-speed fan will run.
-W hen water temperature is less than 87 the low-speed fan will stop running.
-When water temperature is greater than 98.25 the high-speed fan will run.
-W hen water temperature is less than 93 the low-speed fan will stop running.
Delphi engine management systm-MT20U system control EF.2-7
accumulator
high-speed fan for engine
dual-speed fan for

engine
low-speed fan for engine
11. Mileage accumulation function control

The mileage accumulation function of MT20U is specially designed for mileage statistics within after-sale warranty period, an d
will not supercede the existing vehicle speed meter or odometer.
System will receive vehicle speed signal from the vehicle speed sensor, accumulate the mileages, and stop accumulating the mileage
when it reaches 80,000km.
System will have the mileage accumulation function applied to two aspects:
-During running in period, system will limit the speed of vehicle.
-During quality warranty period, system will activate the accumulative mileage protection logic. No matter for goodness or badness,
when there’s any failure with vehicle speed sensor or its connection loop,system
will cut fuel supply to protect the engine, and the engine rotating speed is unallowable to exceed 2500 r/min to limit thevehicle driving
speed, and vehicle users will be urged to clear the failure away.
-The speed limiting function will fail when the overall accumulative mileage is greater than 70,000km.
12. Theft-detector control
System offers an electronic theft detector for selection or installation: ECU will control the engine management system not tomake
fuel-injection or ignition and not to start the engine before the electronic theft-detector receives correct identification password.
Password repeater It’s installed inside the start key, with password to be updated on real-time basis with the change of electric-
control system plus the theft-prevention system.
theft-prevention
indicator light
ignition fuse 2
theft
rrequest line accumulator fuse 4
Data line
detector
key having installed
password repeater
EF.2-8 Delphi engine management systm-MT20U system control
13. Whole-vehicle exhaust control

¡¤Whole-vehicle exhaust control means to precisely adjust the initial rating data of open-loop fuel within the vehicle traveling scope
allowed by exhaust laws and regulations, using a closed-loop control. In such way, the exhaust characteristics of vehicle may be
optimized.
¡¤ The closed-loop control system will play its role when oxygen sensor has been installed between the exhaust manifold and the
three-way catalytic converter to monitor the oxygen content in waste gas; The exhausted gas mixture containing thin oxygen content
may produce about 100mV sensor voltage, while that containing thick oxygen content may produce about 800mV sensor voltage.
When the air /fuel ratio is (14.6£º1), the sensor voltage may have an abrupt change. And the computer closed-loop control will
respond to the oxygen sensor signal to modify and control the variant so that the voltage of oxygen sensor could change within(100-
800) mV. In such way, an optimum air /fuel ratio may be controlled.
14. EOBD failure diagnosis &control
¡¤EOBD is one much complicated self-diagnosis system used to check and test the failure on parts &components and systems which
will influence the vehicle exhaust. The OBD system does not take the place of regular exhaust test, and act as a monitor monitoring
the exhaust from vehicle on real time basis.
¡¤ Classification of EOBD diagnosis &test£º
- Parts &components test£ºapplicable to parts &components having input or output function on diagnosis instrument and controller;
The test is mainly performed in the electrical loop of parts &components, and it also includes determination on the reasonableness
of sensor input value
- System test£ºapplicable to diagnosis on system failures, eg. misfire, deterioration of catalytic converter, failure with EGR control
system /cooling system, etc. The failure might result from mechanical parts or electrical loop.
- Controller (ECU) test£ºapplicable to communication failure, hardware failure, RAM memory change, which correlates the
controller and the diagnosis instrument.
- Failure detection£ºFlash code function isn’t provided on the vehicle¡£ The EOBD failure detection must pass a decoder and a
universal diagnosis interface. Any diagnosis instrument having EOBD function may be applied to any EOBD vehicle model.
¡¤ Missed fire diagnosis£ºEOBD will detect any missed fire (on single cylinder or multiple cylinders) causing the abrupt change of
HC.
-Diagnostic method by the speed change of crankshaft£ºAny missed fire may be diagnosed by the speed change of crankshaft.
-Ionic-current diagnostic method£ºAny missed fire may be diagnosed by observing the ionic current inside cylinder.
¡¤ Deterioration diagnosis on catalytic converter£ºAs required by EOBD, the indicator light shall be lighted and the faul t
code must be recorded when the deterioration of catalytic converter makes HC exceed the exhaust limit value
¡¤ Deterioration diagnosis on oxygen sensor£ºThe diagnosis on deterioration is only for upstream oxygen sensors. When oxygen
sensor becomes poisonous or is degraded in performance, the output will become slow. If so, the fault indicator light shall be lighted
and the fault code must be recorded.
¡¤ Deterioration diagnosis on waste-gas recycling system£ºThe waste-gas recycling system, when blocked by the carbide in waste
gas, loses its recycling function, which will result in an increment of Nox content. And the fault indicator light will be lighted, and the
fault code needs to be recorded accordingly.
¡¤ Failure diagnosis on idle-speed control system£ºThe failure on idle-speed control system will affect the performance and exhaust
of engine; The diagnosis may be performed by testing the actual rotating speed, and controlling its difference from the desired rotating
speed.
¡¤ Deterioration diagnosis on fuel supply system£ºThe fuel supply system will gradually deviate from its original status due to the
aging and deterioration of hardware: A slight amount of deviation may be compensated by EMS control system; But when the extent
of deterioration is out of the self-adjustment limit by control system, the exhaust will be influenced. When the exhaust exceed s the
EOBD limit value, fault indicator light shall be lighted, and fault code must be recorded.
¡¤ Failure diagnosis on cooling-system£ºOwing to the failure with water temperature sensor or temperature-saving valve, the
cooling system might make control system unable to enter the closed-loop control or have it postponed, which will affect the exhaust.
The diagnostic method is to forecast the change of water temperature by simulating the course of engine as to heat devices.
¡¤ Controller test£ºCommunication failure; RAM memory test; hardware failure, etc.
15. Program update function
ECU is available with such function as to online update the programs rapidly, and is able to update system control software directly
on vehicle yet without change of program chips. This function may be effected via serial input /output interface, and is easy to
operate.
The online updating of programs needs special software and shall be operated by Delphi specialist.
Delphi engine management systm-Determination on the
principal /utility /failure of key system parts EF.2-9
Determination on the
principal /utility /failure of key system parts
. System power supply and wire-harness
FUSE 4 B AT T FUSE4 B AT T
ignition FUSE 3
IGN FUSE3 B AT T
switch
FUSE 2 IGN FUSE2 IG N
FUSE 1 IGN FUSE1 CD GND

CD GND
PWR GND
Battery
PWR GND
PWR GND
PWR GND
(a)Function &principal System adopts a 12V DC power supply one current loop coming from accumulator jar and going into
system and E CU via ignition-key switch, is used as main power supply for system working, and transmits the system voltage signal
to E CU, which will modify the actuation from actuating mechanism; T he other current loop goes directly into E CU via fuse, the
uninterrupted power supply makes E CU retain the parameters after a system self-learning, and prepare for the next starting process
at the moment for switching off the device.
(b)F ailur e deter mination I mportant note E ither of following determinations may be concluded based on that the whole
vehicle and other system parts & components are normal in function: Permanent electric wire & loop have been connected to ignition
switch by mistake E rror No. matching between wire-harness and terminal Steel part overlapping on E CU exterior cover might
cause signal deviation T he connection line of engine rotating-speed sensor /crankshaft position sensor / knock sensor is not
shielded wire
2. E ngine contr ol module (E C U)
IT MS-6 engine control module (E CU)
(a) F unction & pr incipal E ngine control module is one microprocessor based on a single-chip device. A nd its function is to
process sensor data coming from different positions of vehicle, to determine the working status of engine, and to exactly
control the engine via an actuator. A uxiliary system control function theft-prevention system; fan cooling system air
conditioner system, etc.
Installation It shall be installed inside the driving cab; and better not have steel part overlapping on exterior cover.
(b) Per for mance par ameter E CU has passed vibration test drop test impact test high /low temperature test, etc., and
may work in a normal way under various circumstances.
Storage temperature (-40 90)
Moisture sensitivity T he design of E CU is able to ensure the normal working of unit when moisture content condenses on internal
components.
(c)W or k humidity T he unit is able to work normally when a power connection is made at ambient temperature 65 ,and
relative humidity 95%.
(d) Characteristics of product

8-bit single-chip microprocessor with high performance
10-bit module converter
R ewritable 128K b memory
8K b R A M memory
Installation in driving cab
Working temperature (-40 85)
Normal working voltage (9 16)V
A bnormal working voltage (6.3 9)V
(16 24)V
Over-voltage protection (-12V 24)V
EF.2-10 principal /utility /failure of key system parts
(e)Engine control-module fail mode:The failure of generator voltage-adjustor will burn and damage the computer.
When the computer is changed, measure first the supply voltage at idle speed and ensure it’s less than 15 volts.
When the engine rotating speed has been increased to a value greater than 2,000 revolutions,the supply
voltage shall be less than 15 volts.
(f)Function &principal The function of signal collecting system is to tell ECU the working status of engine and whole vehicle, and
to meet relevant requirements on dynamic &auxiliary function imposed by the driver. Sofar, signals from following articles has been
covered in system configuration:
- Engine rotating-speed sensor /crankshaft position sensor
- Oxygen sensor
- Throttle position sensor
- Pressure sensor for inlet manifold
- Inlet temperature sensor
- Temperature sensor for engine coolant
- Vehicle speed sensor
- Air conditioner /evaporating temperature sensor
- Electrical load signal
MT20U engine control module (ECU)

(a)Function &principal
Engine control module is one microprocessor based on a single-chip
device. And its function is to process sensor data coming from different
positions of vehicle, to determine the working status of engine, and to
exactly control the engine via an actuator.
Auxiliary system control function theft-prevention system; fan
cooling system air conditioner system, etc. Installation It shall
be installed inside the engine chamber; and better not have steel part
overlapping on exterior cover.
(b)Failure determination
Important note Either of following determinations may be
concluded based on that the whole vehicle, its wire-harness, and other
system parts &components are normal in function
ECU fault System is unable to communicate with the outside world;
-Theft-prevention locked It has been connected with the theft detector, and may be used again after a decoding process.
-Failure with the signal input system Unable to receive the signal from sensor.
-Failure with the generator adjustor might cause a much higher output voltage, and damage the ECU.
-Failure with the output control system When the driver inside ECU is damaged, the driving &actuating mechanism will not
work any more.
(c)Characteristics of product
16-bit single-chip processor with high performance
10-bit module converter
Rewritable 128Kb memory
8Kb RAM memory
working temperature (-40 85)
normal working voltage (9 16)V
abnormal working voltage (6.3 9)V (16 24)V
over-voltage protection (-12 V 24)V
3. Absolute-pressure sensor for inlet manifold (MAP

(ITMS-6)
The absolute-pressure sensor for inlet manifold (MAP) is used to measure the
pressue of inlet manifold, and ECU may use this signal to determined the air
amount inside engine and the load of engine. MAPsensor is composed of one
sealed flexible silicon chip, and relevant bridge-type electrical loops, with one
typical 5V voltage applied to one end of electrical bridge; Whereby the change
of pressure results in a deformation of silicon chip, the resistance value will
change accordingly; On the other end of electrical bridge is 0 5 V output
signal, making direct proportion with input pressure.
Wiring terminal A--signalground,B--pressuresignal,C--+5V.
Installation: It’s usually installed on the pressure stabilization cavity of
inlet manifold.
I mpor tant note E ither of following determinations may be concluded
based on that the whole vehicle, its wire-harness, and other system parts
& components are normal in function.
(c)Characteristics of product -Pressure value read from a Diagnosis Instrument shall be consistent to the
Pressure range (15 102) kPa actual value.
Working temperature (-40 105) -When exterior cover is damaged or there’ s air leakage, the pressure will be
Working voltage (5.0 0.1) V a fixed value
Working current 12 mA (M ax.)
Output impedance < 10
DC load 30 k (Min.) 51 k (recommended)
Output function E o=E r (0.01059P - 0.10941)
(whereby T he unit of P is kPa)
4. Inlet temperature sensor ( M AT ) ( I T M S - 6 )

T he inlet temperature sensor is used to test and measure the temperature of
air inside the engine cylinder; As any change of air temperature will directly
influence the density, it’ s regarded as one of significant parameters usable
to calculate the actual air amount inside the cylinder
(b)F ailur e deter mination
Important note T he temperature value read from a Diagnosis Instrument
shall be consistent to the actual value. T he temperature value has a large
deviation. When at normal temperature (20 30) , its resistance value
will be (3510 2240) .
(c)C har acter istics of pr oduct
working voltage 5V DC
working temperature (-40 135)
T he schematic diagram of electric circuit: refer to the left figure
Sensor
Converter
GND
5. Manifold pressure /temperature sensor M A P/M AT

T he pressure sensor for inlet manifold shall be installed together with the
inlet temperature sensor for an easy use and installation. And the function
of the integrated unit is thesame as that of each separated unit.
-W iring terminal A -pressure signal, B -+5V , C- temperature signal,
D-signal ground
-I nstallation T hey shall be installed on the gas duct of four cylinders
for inlet manifold, and may be used to determine specific cylinder by
manifold pressure.
-Technique “cylinder determination by pressure” W hen the engine
cylinder is working on an inlet stroke, a sudden opening of inlet door
(c)Characteristics of product: will make the manifold pressurenearby air valve decreased sharply by
Characteristics of pressure sensor approx 1kPa, whichwill be detected by the inlet pressure sensor;and
Pressure (kPa) Output voltage (V) this signal(highpass filtering) shall be separated and processed by
E CUthrough software. In such way, the determination on cylindermay
be effected.
I mpor tant note E ither of following determinations may be concluded
Characteristics of temperature sensor based on that the whole vehicle, its wire harness, and other system
Working voltage 5 V DC parts & components are normal in function.
Working temperature (-40 135) -T he pressure /temperature value may be read out using a Diagnosis
Instrument, and shall be consistent to the actual value
-Damageoncomponentswithregardtoitsinternalperformance;
6. Engine rotating-speedsensorcrankshaftpositionsensor
B eing one type of magnetoelectric sensor, the engine rotating-speed
sensor /crankshaft position sensor shall be installed nearby the
crankshaft, and shall work with 58x gear ring on crankshaft. W hen
crankshaft is rotating, 58X gear top /groove will pass the sensor
successively yet with different distance to sensor, and the sensor may
feel the A C changes of magnetic reluctance, which results in an A C
changed output signal. Using this signal, E CU is able to determine the
rotati ng posi ti on & speed of crank shaf t. W i ri ng termi nal :
A - signal +, B -signal -, C-shielded layer. I nstallation T hey shall be
installed nearby the crankshaft.
I mpor tant note E ither of following determinations may be concluded based on that the whole vehicle, its wire-harness, and
other system parts & components are normal in function.
-Failures having been diagnosed by system will be read out through a Diagnosis Instrument.
-Shielded wire has not been applied to the signal in wire-harness, or the shielding layer of shielded wire has not been well
connected to ground
-T he magnetic core has absorbed a larger quantity of metal dusts;
-T he distance between sensor and gear ring is beyond limit;
-T he relative position of gear ring to the crankshaft is incorrect or a displacement is produced
- Working temperature (-40 165)
- Working clearance (0.25 1.75)mm
- Output 400 mV @ 60 r/min
- Coil resistance - Coil inductance
7. Coolant temperature sensor (CTS)

-The coolant temperature sensor is used to check the working temperature
of engine Depending on various temperatures, ECM will provide the
engine with an optimum control scheme. And the coolant temperature
sensor adopts thermal resistor with negative temperature coefficient as
induction component
-Wiring terminal A-signal ground, B- temperature signal
-Installation The coolant temperature sensor shall be installed on a
coolant minor cycle passage of engine.
Important note Either of following determinations may be concluded
&components are normal in function.
-The temperature value read from a Diagnosis Instrument shall be consistent
to the actual value
- The temperature value has a large deviation
-At normal temperature (20 ~ 30) its resistance value is (3510 ~
2240) .
Sensor (c)Characteristics of product
- Working voltage 5 V DC
-Working temperature (-40 135)
8. Oxygen sensor (O )
2
-The oxygen sensor is regarded as a significant component within the
closed-loop fuel control system, usable to adjust or retain an ideal air /fuel
ratio, so that the three-way catalytic converter could reach an optimum
conversion efficiency. When the air /fuel ratio involved in engine combustion
becomes thin, the accumulative oxygen content in exhaust gas will be
increased, while the output voltage of oxygen sensor will be decreased;
On the contrary, the output voltage value will be increased. In such way,
information concerning the air /fuel ratio may be feedbacked to ECM. The
main sensitive material of oxygen sensor is zirconia. When zirconia is
activated by the heat exhaust gas (300 ), the oxygen ion will pass through
the zirconia component, and reach its outside electrode. The zirconia
component will induce the oxygen content in exhausted gas from engine,
and change its output voltage value. The oxygen sensor is made from
shaped stainless-steel component and Teflon insulation lead wire; And
the reference air is input from lead wire;
-Wiring terminal A-signal low, B-signal high C and D- connect to a
heat power supply
-Installation The oxygen sensor shall be installed between the exhaust
valve and the three-way catalytic converter.
Important note E ither of following determinations may be concluded
& components are normal in function.
-T he voltage value of oxygen sensor may be read out from a Diagnosis
I nstrument; when not on ground, non-heat type
-T he voltage is 450mV ; Heat-type the voltage is less than 450mV
-T he thick-thin abrupt change time is too small; Heavy metal (eg. lead,
manganese, etc.), phosphorus and sulphur poison, or damaged due to high
temperature.
(c) Characteristics of product
-Working temperature (260 850)
-Max. over-heat temperature 930
-Heating resistance(23 ) 13
Delphi engine management systm Determination on the
9. Camshaft position sensor (CAM)(MT20U)

-Tnearby the camshaft, and works with signal wheel on camshaft. The
may measure the digital voltage signal via its sensor so as to determine the
cylinder on which engine is working, and to perform an one-to-one control;
-Wiring terminal A--signal, B--signal ground, C--+5V
- Installation: It’s installed nearby the camshaft.
(b) Failure determination (c)Characteristics of product

Important note Either of following determinations may Working temperature (-40 150)
be concluded based on that the whole vehicle, its wire- Working voltage (4.3 13)V
harness, and other system parts &components are normal Working clearance (0.3 2)mm
in function.
- Failure diagnosed by the system may be read out from a
Diagnosis Instrument
-Damage when over-voltage; the distance between sensor
and signal wheel is out of limit;
-The relative position of signal wheel to camshaft is incorrect,
or a displacement is produced.
10. Vehicle speed sensor ( V S S )
Driving performance.
Important note Either of following determinations may be concluded based on that the whole vehicle, its wire-harness, and
other systemparts&componentsarenormalinfunction.
-Failure diagnosed by the system may be read out from a Diagnosis Instrument;
-The form of fault signal includes: sensor damaged, looseness &disconnection of plug connectors, normal or artifical failure with wire-
harness
-The system will limit the driving performance of vehicle in an appropriate way, ie: worse Vehicle speed signal is provided by
instrumentations on vehicle; And ECU is able to receive digital square wave, whose amplitude value is within 5 14 volt; The number
of square wave per kilometer for vehicle may be determined when developing the system. And system has been designated to
improve the driving performance of whole vehicle via the signal. Besides, the driving mileage needs to be recorded.
Accumulative mileage 80,000 kilometers;
Limitation of engine rotating speed when sensor fails 2500r/min
Expiration for engine rotating-speed limit When exceeding 70,000 kilometer
11. Knock sensor (KS)(MT20U)

-The knock sensor is a piezoelectric type of vibrating sensor installed at a
sensitive position on engine unit, and is used to induce the knock produced by
engine. ECM will detect the intensity of knock via knock sensor so as to
modify the ignition lead-angle, effectively control the knock, and optimize the
dynamical performance of engine, the cost-effectivenss of fuel, and the exhaust
level. The system adopts a frequency-response typed knock sensor, and
ECM will filter its received signal; Due to a relatively weak sensor signal, the
leadin shall be of shielded wire
-Wiring terminal A-signal, B-ground via shielded layer
-Installation The knock sensor is installed at a position sensitive to the
engine knock.
Delphi engine management systm Determination on the
(b)Failure determination (c)Characteristics of product Output signal

Frequency Output signal
Importantnote:Either of following determinations may beconcluded
5kHz (17~37)mV/g
based on that the whole vehicle, its wire-harness, and other system
8kHz +15 5kHz
parts &components are normal in function.Failure diagnosed by the
13kHz +30 when at 5kHz
system may be read out from a Diagnosis Instrument
18kHz Two times of that when at 13kHz
The signal in wire-harness has not adopted shielded wire, or its
It’s always >17mV/g under no circumstance.
shielded layer has not been well grounded.
Range of frequency response (3~18)kHz
Capacitor 1480~2220pf when at25 1000Hz
Resistance >1M when at 25
Working temperature ~
12. A i r inlet system

Function &principal
T he function of air inlet control system is to supply an appropriate amount of air based on the requirement for engine dynamical
output. T he air inlet control is divided into active control and system auto. control: the former means to control the enginedynamical
output by actively adjusting the opening degree of throttle valve in accordance with various demands of driver on engine dynamic
force; A nd the latter means to stabilize the work of engine (eg closed-loop control for engine idle-speed) by systemauto. adjusting
the air inlet amount in accordance with information feedbacked from the closed-loop control monitor.
air inlet control system

throttle valve unit
valve unit throttle sensor idle-speed control valve
13. Throttle valve assembly

(a)Function &principal:
-The function of throttle valve is to control the air inlet amount while
engine is working, and may be regarded as the most fundamental channel for
a “talk” across the electrical-injection system and the driver;
-Throttle valve is composed of valve unit, valve, acceleratorrod
mechanism, throttle position sensor, idle-speed control valve, etc.
- Some throttle valves have one coolant pipeline installed on the bottom,
which may be used to prevent icing within valve plate area when engine is
working at a cold temperature as hot coolant heat by engine will pass
through this pipeline;
-Installation Throttle valve is installed in front of the inlet manifold.
(b)Failure determination:
Important note E ither of following determinations may be concluded
& component are normal in function. A regular wash is needed as the valve
and its idle-speed hole might be blocked by oil sludge.
-Diameter of throat opening 38 mm
-Diameter of idle-speed valve hole 10 mm
14. Idle speed control valve

The function of idle-speed control valve is to control theflow area of
bypass air duct on throttle valve, adjust the air inlet amount inside engine,
and control the engine idle speed. The main body of idle-speed control
valve is one step motor; The head forward /backward movement and its
extent of idle-speed control valve may be controlled by ECM via digital
square-wavesignal;
-Wiring terminal :A -- coilB-, B -- coil B+, C -- coil A-, D --coil A+;
-Installation: Two Delphi designated screws shall be used to fix the idle-
speed control valve onto a throttle valve unit.
Important note: Either of following determinations may be concluded
idle control valve
based on that the whole vehicle,its wire-harness, and other system parts
& compnentsare normal in function;
-The action of idle-speed valve maybe controlled by a Diagnosis Instrument;
Observe the response of idle-speed control valve , and the status of engine;
-Read out the failure diagnosed by system;
throttle body -A regular wash is needed as the idlespeed valve hole might be blocked by
fuel sludge;
-An error connection between the wiring terminal of idlespeed valve and
ECM wiring terminal via wire-harness.
-Coil resistance 53 10
-Coil inductance: 33mH 20
-Working voltage (7.5 12)V
-L imit voltage (3.5 14)V
15. Throttle position sensor (TPS)(MT20U)

T hrottle position sensor has the same structure as linearly variable resistor,
and its sliding terminals are driven by throttle shaft; A different opening degree
of throttle will result in a different response of resistance signal from its sensor
to E CU. Depending on the output signal value and its change rate, system may
determine the real load on engine, and the dynamical change status: wiring
terminal: A -+5V, B -signal ground, C- throttle position signal. I nstallation
T hrottle position sensor is installed on the throttle valve assembly, and shares
one same shaft with accelerator rod and throttle valve.
T he opening degree of throttle valve read from a Diagnosis Instrument shall
vary within 0%-99.6%; A nd the impedance between terminal A and C shall be
within (3-12)k ; Measure the change of resistance for A - C or C -B , and it
shall be smooth andfree from stagnancy.
-R ange A n opening degree within 7% 93%
5V - Working voltage (5 0.1)V
-T hrottle valve close 12% of reference voltage 5%
-T hrottle full opened 83% 93%
ECU -A B impedance 12k
-Working temperature (-40 150)
16. Ignition coil
Ground (a)Function &principal:
The ignition coil assembly includes two groups of coil, each is able to
provide ignition energy to two cylinder spark plugs which have 360 degree
difference in rotating angle on crankshaft. When piston moves to the upper
compression /exhaust stop point, the ignition will be made simultaneously;
Cylinder nearby the upper exhaust stop point has a lower internal air
pressure yet a higher temperature, a small amount of energy could make the
electrode of spark plug through an ignition, that’s so called excessive ignition;
Cylinder nearby the upper compression stop point has gas mixture which
is with higher density and pressure, and a greater amount of energy is
needed for the ignition of cylinder spark plug, and the gas mixture will be
rapidly ignited to do work, the ignition for this cylinder is called valid
ignition
-Wiring terminal(ITMS6 drive the cylinder A-2-3;B+12V drive the cylinder
C-1-4.
wiring terminal(MT20U drive the cylinder A-2-3;B+12V drive the cylinder
C-1-4.
- Installation, It’s installed inside the engine chamber and remember to make
shielding against radio interference.
Important note Either of following determinations may beconcluded
based on that the whole vehicle, its wire-harness, andother system parts
&components are normal in function.
-Any failure on ingnition coil and loops maybo determined by cheking the
ITMS-6 MT20U
Primary resistance
Secondary resistance
Range of voltage use
(c)Characteristics of product Primary charge time ms mS
Peak value of primary power-cut current
Secondary output voltage
Min. zener energy mJ mJ
Min. ignition lasting time mS mS
Tightening moment
17. Spark plug and high-tension wiring

(a)Spark plug
-The function of spark plug is to ignite inflammable gas inside engine cyliner;
-The spark plug used shall be of resistor type so as to protect the driver of ignition coil, and to reduce radio interference wave released
during ignition;
To assure energy release on ignition coil, the clearance between spark plugs shall be adjusted within (1.0 1.2)mm;
- To assure consistent ignition energy for each cylinder, the clearance between electrodes of spark plug on each cylinder shall be
consistent as we
(b)High-tension wiring
As system will be supported by a high energy /voltage ignition, and the high-tension wiring shall have appropriate impedance, able
to withstand sufficient voltage and constrain the radio interference wave released by ignition system during a high-energy igni tion
process.
18 I gnition system
Function &principal
The function of ignition system is to ignite the gas mixture of air and fuel
inside engine at appropriate time in accordance with ignition command
given by the engine control module. Using magnetize &ignite technique,
the ignition system decreases energy loss in the whole system, increases
the output for energy /secondary voltage of ignition coil, and makes the
engine combusting and working more stably.
ignition system
ignition coil spark plug leading spark plug
connection via engine
19. Fuel supply system

Composition and principal of fuel supply system
fuel supply
system
fuel pump fuel rail as-

line
assembly sembly
fuel fuel level fuel fuel pressure injec

fuel inlet fuel filter fuel trail
pump sensor returnpipe adjustor -tor
Fuel pump assembly

-The fuel pump assembly, whose main function is to provide system
with appropriate fuel amount to produce sufficient pressure, is composed
of fuel pump, support, fuel level sensor, and oil storage tank. And a
flexible installation method may be adopted to reduce direct influence on
fuel pump due to vibration; The fuel pump is a turbine single-step electrical
fuel pump, whose work will be controlled by ECM via fuel pump relay.
And an one-way valve design provided at the outlet of fuel pump is used
to ensure the re-starting performance by preventing oil residue inside
pipe from returning to oil tank while the engine is not working. And the
fuel level sensor is of a sliding-blade variable resistor;
- Wiring terminal (MT20U) A-fuel pump positive, B-sensor positive,
C-sensor negative, D-fuel pump negative.
Wiring terminal (ITMS-6) A-fuel pump positive, B-fuel pump negative.
-Installation: It shall be installed inside the fuel tank.
- Any failure on fuel pump and its related loops may be determined by driving the fuel pump relay to act with a Diagnosis Instrument
(when not driving);
-Failure diagnosed by the system may be read out from a Diagnosis Instrument;
-The primary filter screen has been blocked
-Fuel pump damaged;
-The sensing piece on fuel level sensor is broken, or the armed rod is deformed.
Items
Fuel level sensor
Resistance value
Maximum Operating current
Fuel pump:
Output flow
Output pressure
Safe decompression
Operating voltage
over voltage protection
Operating without fue

work schematic diagram for fuel-rail assembly 21. Fuel-rail assembly

fuel return Function &principal
fuel inlet - Fuel-rail is composed of fuel guide pipe, pressure stabilization
fuel-pressure adjustor chamber, pressure adjustor, injector, and some components used
fuel-rail for fixing purpose;
- Fuel-rail has provided a pressure-adjustment capacity for high-
injection
pressure fuel, a pipeline for flowing to each injection nozzle, and
nozzle
a fixed support for each injection nozzle;
-Installation It shall be installed on the inlet manifold.
inlet manifold pressure balance pipe
22. Oil pressure adjustor

-The function of fuel pressure adjustor is to adjust the pressure
of fuel inside fuel-rail, and
to reduce the fuel-injection interference from following aspects:
change of fuel supply velocity, change of fuel supply from fuel
pump, change of vacuum degree inside engine inlet manifold.
And the fuel pressure adjustor will be controlled by an interaction
of internal adjustment spring against the vacuum degree of exterior
inlet manifold; and will always keep a constant oil-pressure
difference across fuel-rail and inlet manifold. Excessive fuel having
been adjusted by adjustor will return to oil tank via fuel return
pipe;
-Installation: the fuel-pressure adjustor is installed on oneend
pressure-adjustment hole on manifold connect with inlet
manifold offuel-rail.
Important note Either of following determinations may be
pressure-adjustment spring
pressure-adjustment membrane concluded based on that the whole vehicle, its wire-harness, and
other system parts &components are normal in function.
- Vacuum-pressure adjustment pipe loosened;
pressure fuel
-Sealing ring damaged;
-Adjustor damaged.
Setting of pressure: 300 kPa
fuel return
23. I nj ector
-The injection nozzle structure is an electromagnetic switch unit. The
coil pulled out from two electrodes will connect with ECM and power
supply respectively via engine wire-harness; And the coil is controlled by
ECM, and after connection with system ground, will produce magnetic
force against spring force, fuel pressure, and vacuum suction force of
manifold. When steel core is lift up by suction force, fuel will spray from
guiding hole into (in a form of fog) air inlet gate after passing through the
valve-hole sealing surface on a same structure as steel core; After a power
cut, the magnetic force will disappear, and the injection nozzle will be
closed. Rubber sealing ring installed on the top of fuel injector will work
with fuel-rail interface to form a secure pressure oiltightness; And
rubbersealing ring installed on the bottom will work with engine inlet
manifold for an airtightness
-Wiring terminal A - +12V, B - ECM -Installation: It is fixed on
the inlet manifold via fuel-rail.
-Any failure on injector and its related loops may be determined by
driving the injector to act via Diagnosis Instrument (when not driving);
-Failure diagnosed by the system may be read out from aDiagnosis
Instrument
-Blocked by foreign materials;
- A glue film is formed after fuel evaporation;
-Damaged sealing ring cause an air or oil leakage;
-Connectors loosened, and wire-harness damaged;
-Broken coil loop leads to a non oil-injection.
-Working temperature -30 125
-Min. working voltage <6 V
-Coil resistance (12.0 0.6)
24. Fuel filter and pipe

Fuel filter
- The function of fuel filter is to separate foreign solid materials from
fuel;
- To keep a better filtration effect, and prevent the injection nozzle from
blocking by foreign materials while working, A special fuel filter for
electrical-injection shall installed in the system;
- The cover of filter must be with sufficient strength, and will not
rupture due to fuel pressure;
Fuel pipe:
As the fuel working pressure within system is about (250 350) kPa,
for safety purpose, the selected fuel pipe must be corrosion proof against
fuel, and have sufficient pressure-withstand safe coefficient;
Installation
The fuel filter is serially connected to an oil loop between the electrical
fuel pump and the fuel-rail via fuel pipe
T he filter has been blocked, or it has insufficient fuel pressure
25. Carbon-canister wash solenoid valve

-The petrol evaporation amount from carbon-canister into inlet
manifold may be controlled by ECM via carbon-canister wash
&control solenoid valve; The occupation ratio between ECM output
pulse square wave and air amount shows a linear correlation.
Depending on the load and the engine rotating speed, ECM may
change the washing time and velocity of carbon-canister;
-Wiringterminal A - E C M B-+12V;
-Installation: it’s installed on engine, and between fuel evaporation
carbon-canister and inlet manifold;
-Any failure on carbon-canister solenoid valve and its related loopsmaybe
determined by driving the carbon-canister solenoid valve to act via Diagnosis
Instrument (when not driving)
-Failure diagnosed by the system may be read out from a
DiagnosisInstrument
- Working voltage (8 16) V
-Limit voltage 25 V (<60S)
- Working temperature (-40 120)
-Impedance (19 22)
-Inductance: (12 15) mH
26. Three-way catalytic converter

-The function of three-way catalytic converter is to converse harmful gas
exhaust having combusted in engine into nonharmful gas discharge to
atmosphere;
- The internal structure of three-way catalytic converter is of honeycomb
pipe design, whose pipe wall is with noble metal elements like Pt, rhodium,
Pd coated layer used as catalytic reaction medium;
- The power loss of three-way catalytic converter is about (3 4)%;
- Installation: three-way catalytic converter is serially connected between
and exhaust manifold and muffler, and behind the oxygen sensor;
-The catalyzer inside three-way catalytic converter is able to facilitate the
oxidation reaction between hydrocarbon (HC) and carbon monoxide (CO)
by conversing them into water steam (H O) and carbon dioxide (CO )
2 2
respectively, and deoxidizing the nitrogen oxides (NO ) into nitrogen gas
x
(N );
2
-Three-way catalytic function:
three-way catalytic converter HC, CO and NO three-way catalytic converter H O, CO

X 2 2
and N2
- Oxidation reaction
efficiency - Deoxidization reaction
air /fuel ratio

The oxidation reaction of HC and CO made by catalytic converter will

keep an optimum status when the air /fuel ratio is greater than 14.5, while
the deoxidation reaction of Nox will keep an optimum status when the air
/fuel ratio is less than 14.8. Under the consideration of above two aspects,
the general conversion efficiency of three-way catalytic converter shall be
within the air /fuel ratio as 14.6 14.7; Based on appropriate signal feeback
from oxygen sensor, ECU will have the engine combustion air /fuel ratio
controlled beyond the optimum air /fuel ratio of three-way catalytic
converter.
-Heavy metal (eg. lead, manganese, etc. ), phosphorus or sulphur
poison &failure;
-Burning-out failure (eg. engine single-cylinder causes fire) at high
temperature;
-The carrier is broken due to exterior impact or shock chilling impact;
-Blockage by foreign materials (eg. machine-oil burning inside engine);
-Blockage of three-way catalytic converter, which makes engine unable to
drive vehicle; slack acceleration; and an abnormally high pressure value for
inlet manifold.
B est working temperature: (375 800) (instantaneous withstanded
temperature 950 )
Optimum work air /fuel ratio: 14.6 14.7
Methods for failure diagnosis /fault code to spare parts

1. Common repair devices applicable to electrical-injection system
(a)Installation &dismantle of parts &components within electrical-control system-Common tools used to dismantle mechanical
parts &components from vehicle;
(b)Electrical-control system loop / system current signal -digital multimeter (with buzzer);
(c)System square-wave /pulse-wave signal – oscillograph;
(d)Fuel pressue-pressure meter whose measuring range is (0 1)Mpa;
(e)Exhaust test meter; used to diagnose the quality of oxygen sensor and three-way catalytic converter;
(f)Ultrasonic washing machine for injector; used to wash injector;
(g)Electrical-control system failure diagnosis plus engine work status detection- Fault Diagnosis Instrument applicable to vehicle
electrical-control system, or Delphi PCHUD computer test &control software.
2. Engine fault indicator light
(a)If there’s any failure with system or parts &components while engine is running, engine fault indicator light will auto. light up to
remind vehicle driver of check and maintenance in time.
(b)When under an emergency, some special operations may be performed to activate the stroboflash of engine fault indicator light so
as to read engine fault code. And this is most cost-effective way to acquire fault code.
3. Code reading method by the stroboflash of engine fault indicator light
(a)That the fault indicator light is on while engine is running indicatesan availability
Definition of diagnosis plugs &interfaces of fault code;
null (b)Diagnosis request terminal 1 among fault diagnosis plugs shallbe short-circuit
connected
Communication null with ground wire terminal 4 or 5 via lead wire;
null null (c)If there’s any failure (or any history fault code not having been cleared after
ground wire null fault is solved) with system when engine is not started, engine fault indicator
light will be flashing as per some rule, and the output system will detect the fault
ground wire null code; (when fault code is being read, the idle-speed control valve will make
null null action for return to original position).
null null (d) Any failure will be reported in accordance with the sequence memorized by
fault code; It will stop for 3.2 seconds between fault codes, and the digits will be
diagnosis request null flashing as per the frequency “lighting for 0.4 second, then stop for 0.4 second”
; and it will stop for 1.2 seconds between numeric positions;
EF.2-24 Methods for failure diagnosis /fault code to spare parts
Digit 0 will flash for ten times, other digits will correspond to their literal flashing times accordingly;
(e)After failure is cleared away, a Fault Diagnosis Instrument shall be used to clear away fault code to avoid any influence on the
determination of next maintenance.
4. Code reading card (fault code reader)
(a) The code reading card may provide a fast way to read fault codes.
(b) The code reading card shall be inserted to a fault diagnosis plug;
(c) The code reading card will have fault code cycling as per the sequence remembered by fault code£»
(d) Whereby any abnormality is found by vehicle owner, or when the fault indicator light is lighting, contact by phone with the
franchised service station to tell the displayed fault code, and the service station will determine the failure degree based on fault code
reported by user, and provide with relevant services. If the failure does not do harm to the driving safety and other parts
&components, user may be suggested to drive the vehicle to service station for repair; If the failure might cause a more severe
consequence, user may be suggested to wait for a field rescue from service station, so as to avoid any safety accident, or any loss
resulting from other parts &components.
5. Fault Diagnosis Instrument
The main function of Diagnosis Instrument is to read system information and system work data stream, to temporarily
control, check and test system parts &components, and read or clear away fault code. Being easy to operate, it is used as key tool
at present to determine any failure on vehicle, and to test and check the system status.
6. Fault code checklist for fault code reader
(a) Fault code checklist for ITMS-6 fault code reader
F ault code check list for fault code reader
F ault F ault
D escription of f ailure D escription of failure
code code
F ailure wi th the loop of inlet manif ol d F ailure w ith the loop of carbon-canister
0105 0443
pressure sensor solenoid valve
F ailure w ith the loop of inlet temperature F ailure w ith the loop of f an in water tank
0110 0481
sensor only f or electrical f an
F ailure w ith the loop of w ater F ailure w ith the loop of idle-speed
0115 0505
temperature sensor control v alv e
F ailure with the loop of throttle position M uch high system v oltage
0120 0560
sensor
0130 F ailure wi th the loop of ox ygen sensor 1362 F ailure wi th the theft detector
A n abnormal read v alue of ox ygen sensor F ailure w ith the loop of air conditioner
0170 1530
clutch
0200 F ailure wi th the loop of injector 1532 A n abnormal read value of temperature
0230 F ailure wi th the loop of fuel pump 1533 sensor on air conditioner evaporator
F ailure w ith the loop of crank shaf t F ailure wi th control computer
0335 1604
position sensor
F ailure w ith the loop of ignition coil1 on
0351 1605
f our cylinders
F ailure w ith the loop of ignition coil1 on
0352 1640
f our cylinders
1 A s code reader is able to read out any history fault code stored yet not being cleared inside the
computer.,
C odes read out by code reader shall be v alid onl y w hen any failure is indicated by f ault indicator
light.
N ote
2 T he display of -------- on code reader indicates the system is work ing normally ; and the
display of E indicates the k ey sw itch has not been opened yet.
3 I t’ s recommended to clear aw ay any f ault code at serv ice station af ter f ailure has been solv ed
each time.
Methods for failure diagnosis /fault code to spare parts EF.2-25
(b) Fault code checklist for MT20U fault code reader

Fault Fault Fault
Description of failure Description of failure Description of failure
code code code
The pressure of inlet manifold too K nock sensor has no
The voltage of accumulator is too high.
high signal.
The pressure of inlet manifold too 58x crankshaft sensor
The knock control system has an error.
low has no signal.
The temperature of inlet manifold 58x crankshaft sensor The fault indicator light is short circuit to
too high signal has an error. accumulator.
The temperature of inlet manifold Camshaft sensor signal The fault indicator light is short circuit to ground or
too low is long and low. in an open circuit.
Coolant temperature too low short Camshaft sensor signal The air conditioner relay is short circuit to
/broken circuit with accumulator is long and high. accumulator.
Coolant temperature too high short Line diagram 1-4 is
The air conditioner relay is short circuit to ground or
circuit to ground short circuit to
in an open circuit..
accumulator.
Throttle position too high short Line diagram 1-4 is
/broken circuit with accumulator short circuit to ground EEPR OM memory has an error.
or in an open circuit.
Throttle position too low short Line diagram 2-3 is
circuit to ground short circuit to FL ASH memory has an error.
accumulator.
Oxygen sensor has no signal Line diagram 2-3 is
The theft-prevention controller memory has an
short circuit to ground
error.
or in an open circuit.
The ‘ thick’ time of oxygen sensor is The carbon-canister
The communication between ECM and theft
too long. solenoid valve is short
detector has an error.
circuit to accumulator.
The ‘thin’ time of oxygen sensor is The carbon-canister
too long. solenoid valve is short
The temperature of front evaporator is too high.
circuit to ground or in
an open circuit.
The loop of fuel injector A cylinder Fan 1 is short circuit to
1 has accumulator. The temperature of front evaporator is too low.
an error.
The loop of fuel injector B cylinder Fan 1 is short circuit to
3 has ground or in an open The temperature of rear evaporator is too high.
an error. circuit.
The loop of fuel injector C cylinder Fan 2 is short circuit to
4 has accumulator. The temperature of rear evaporator is too low.
an error.
The loop of fuel injector D cylinder Fan 2 is short circuit to
The air conditioner after-cycle trip valve
2 has an error. ground or in an open
is short circuit to accumulator.
circuit.
The fuel pump relay is short circuit The vehicle speed The air conditioner after-cycle trip valve
to accumulator. sensor has no signal. is short circuit to ground or in an open circuit.
The fuel pump relay is short circuit Error idle-speed
to ground or in an open circuit. control
Explanatory note
1. As code reader is able to read out any history fault code stored yet not being cleared inside the
computer, codes read out by code reader shall be valid only when any failure is indicated by fault
indicator light.
2. The display of ———— on code reader indicates the system is working normally; and the
display of E indicates the key switch has not been opened yet.
3. It’s recommended to clear away any fault code at service station after failure has been solved each
time.
EF.2-26 Precautions to the use /service /troubleshooting of electrical injection system
9. Key points to failure elimination when fault indicator light is lighting

(a)A Fault Diagnosis Instrument may be used to read out fault code and to find out its appropriate content ;
(b)Most failures displayed and indicated by fault code are caused by loop failure or bad connection of plug connectors;
(c)Check at top priority the sensor or actuator or its relevant loops as indicated by fault code;
(d)Relevant loops may be checked by measuring the resistance or voltage;
(e)Results of failure elimination may be determined using a Fault Diagnosis Instrument to observe whether the read value of sensor
satisfies requirements;
(f)Results of failure elimination may also be determined using a Fault Diagnosis Instrument to operate and control the action of
actuator;
(g)Drive vehicle once for verification on failure elimination.
Precautions to the use /service /troubleshooting of electrical injection system
1. Routine use and service
(a)The petrol to be used shall be quality lead-free vehicle petrol which is 93# (GB17930-1999). It’s specially noted here that filling
oil tank with petrol containing lead for one time will make three-way catalytic converter lose its function completely;
(b)Any abnormal oil consumption shall be settled timely, as phosphorus content in machine-oil will make the oxygen sensor and
three-way catalytic converter lose their function;
(c)An immediate troubleshooting shall be performed if the fault indicator light is lighting while engine is running;
(d)Do not operate any mechanism on engine (including gas pedal) when starting engine; and the clutch shall be disconnected when it’s
cold;
(e)Vehicle shall be running at high speed from time to time to clear away any possible carbon deposit remained in engine and air
exhaust system, and to prevent three-way catalytic converter from damage due to temporary poison;
(f)If fire occurs on some cylinder, stop the vehicle immediately to check and settle it, as gas mixture without sufficient com bustion
will continue to re-combust inside exhaust manifold, which results in a fast damage on oxygen sensor and three-way catalytic
converter; If ignition failure can not be eliminated at one time, It’s required to remove the plug to fuel supply injection nozzle on the
cylinder having a fire on a temporary basis, and to drive the vehicle at low or medium speed to service station for repair.
(g)During a long-term storage period, the vehicle or engine needs a running once every one month to prevent glue film from forming
on injection nozzle or fuel pump.
(h)Petrol filter shall be changed once every (7,000 10,000) km; When under a normal use condition, throttle valve and injection
nozzle shall be washed annually or every 20,000 kilometers; When a dismantle-free method is applied to wash injector, ensure that
additive to be used contains no materials harmful to oxygen sensor and three-way catalytic converter;
(i) When performing an inspection on dual idle-speed exhaust, remember to sufficiently preheat the engine and three-way
catalytic converter, and to measure the high idle-speed first before the low idle-speed;
2. Precautions during installation of accessories for electrical-injection system
(a)When air conditionerer is installed on vehicle not having been equipped with air conditionerer in the plant, (The interface for air
conditioner signal control has already been provided for system wire-harness in most cases), be familiar with the working principal
of loops, and do not have the installed air conditionerer out of control by computer, otherwise, auxiliary functions under the control
of system air conditionerer may not be effected, which will influence the normal working of engine;
(b)In cold areas, increase or enlarge auxiliary water tank (s) for warming purpose; Excessive use of engine for warming purpose might
lead to a much lower coolant temperature, thus, it will worsen the engine abrasion, increase fuel consumption, and produce carbon
deposits inside the engine and air exhaust system;
(c)When theft detector out of control by computer is increased to original device, do not cut off ECU permanent power supply, or
the normal working of electrical-injection system will be influenced; The increment of ECU theft detector to original device shall be
subject to an approval by Delphi company.
(d)The carbon-canister solenoid valve is subject to ECU control and adjustment; The function of fuel evaporation fromcarbon-
canister into engine is to ensure the normal working of engine when carbon-canister is with desorption. The evaporation/exhaust
control effect of fuel tank will be directly affected by the size of capacity for activated carbon canister: if the capacityis too small, fuel
evaporated gas might get out of the canister when at high temperature or at idle speed for long time. If there’sany smell like fuel
evaporated gas nearby the carbon-canister, replace with a carbon-canister having a large capacity to settle it.
3. Precautions when clearing failure
(a)As parts &components within the electrical-injection system are with high reliability, relevant mechanical parts &components ,
system plug connectors, and wire-harness shall be checked at top priority whereby any abnormality is found on vehicle or engine ;
Prior to a determination on the damage of some part &component, an alternative test must be made repeatedly for inspection
purpose;
(b)When fuel system parts &components are dismantled (eg. change of filter, dismantle of fuel pump, dismantle of oil inlet /return
pipeline on fuel-rail), duster cloth may be used to cover the connection point on oil pipe before connector is loosened to relieve oil
pressure in pipeline. During operation, always prevent fuel from splashing onto engine or its high-temperature exhaust pipeline;
Precautions to the use /service /troubleshooting of electrical injection system EF.2-27
(c)The leadin of spark plug shall not be pulled out when checking whether the ignition system is working, as the injection nozzle is
still working, and some petrol spraying out yet not being used will be combusting rapidly inside three-way catalytic converter and
cause damages;
(d)Do not dismantle system electrical parts &components when ignition switch is connected to avoid damages;
(e)When checking the replacement of ECU, please be noted that the vehicle shall be equipped with computer-based theft detector; If
so, ECU may be replaced after a power cut made to theft detector, otherwise, new ECU will be locked by theft-prevention function,
and can not work on other vehicles;
(f)Anti-interference spark plug plus high-tension wiring shall be used within system, if not, negative effect may be brought to the
ignition-coil drive mode inside ECU, and ECU may even be damaged.
(g)When changing fuel inlet /return pipe, use petrol pipe which can withstand a bursting pressure greater than 2Mpa;
(h)Method like ‘use needle to punch wire-harness’ shall not be used to check the system current signal;
(i)Always remember to disconnect accumulator jar from ECU connector when exterior electrical system tools are applied for welding
purpose
(j)During installation or dismantling of components within the electrical-injection system, severe knocks or strikes against components
are prohibited;
(k)Any check or test shall not proceed when ECU cover is opened to avoid greater damage.
Any loss produced after ECU is opened will not be compensated;
(l)When changing or dismantling the oxygen sensor, it’s unallowable to apply any sealant to the threaded part of oxygen sensor to
avoid burning and damage;
(m)It’s unallowable for fuel pump to run for a long term period when it contains no petrol, neither to run in air even when its contains
petrol;
(n)If any breakage is found in loop, quality insulation tape shall be used for wrapping purpose during maintenance to avoid greater
loss.
(o)Upon the confirmation on damage on electrical-injection components, they shall be changed accordingly in normal case as most of
them are unable to be restored.
T r oubleshooting
1. Solutions to failure
(a)Query diagnostic method
-When query, you shall be earnest, conscientious, amiable, and attentive in listening.
-The query shall be made from an integral view and focus on key points; and you need to further understand the history and the
frequency of symptom.
-Based on the symptom known from vehicle owner when some failure is produced, an analysis, judge, and initial determination may
be concluded.
(b)Observe diagnostic method
-The observation shall be based on the symptom, and consider the whole system and some focus, and proceed as per a certain
sequence
-An exterior inspection is needed to check the water / air/fuel/ electrical loop of vehicle which has failure
- To find the cause of failure, some instruments or instrumentations applicable to vehicle may be used during the inspection.
- A judge shall also be made based on a careful observation on the symptom, fault code, sound, etc. when some failure is produced.
(c) Component displacement method
-New component will be used to take the place of original component which may have possible failures;
-The original component which may have possible failures will be installed on another good vehicle for a further verification;
-The displacement of some component shall be supported by appropriate reasons, and can not be made on blindness.
(d) Case application method
-Based on results concluded from typical cases, direct search the cause, remove the failure, and reduce unnecessary inspections
-This method is only applicable to the same failure produced on the same model of vehicle or the same type of system
-This method is not applicable to common failures, which have a similar symptom yet caused by various causes.
(e) Experience method
-Based on previous results gained from the settlement of various failures, experiences may be accumulated gradually, and the
capability to solve the trouble may be increased as well
-Depending on the similarity and difference of symptoms, a determination may be concluded accordingly by applying previous
experiences in a flexible way
-Existing experiences may be optimized by make a conclusion from the settlement of special or typical failures, and recording the
successes and mistakes in the course of settlement.
(f) Logic thinking method
-A logic thinking method may be adopted to analyze the failure and find out the failure points in accordance with the working
principal of testing data and system
-It’ s required to be familiar with the working principal and function of engine, the electrical-injection system, and system components
-For some failures, a logic thinking & analysis is much compulsory.
EF.2-28 Precautions to the use /service /troubleshooting of electrical injection system
(g)Reversed logic thinking method

-Think in a reversed way what symptom might be against a certain failure with component;
-Accumulate and make a conclusion from symptoms which are produced when components are damaged or fail to help quickly
find out the failure point.
(h)Flow diagram analysis method
-Applicable to complicated failures
-Perform operations as per the given flow diagram to find out the failure point;
-Other methods may be applicable during operation to assist in the analysis and determination.
2. Module-like solutions to failure
Module-like solutions to failure is one kind of method to check the failures by optimum priority, which is divided into: whole vehicle
inspection module, fuel supply system module, ignition system module, air inlet system module air exhaust system module, and
component diagnostic module. And the inspection on these modules may help to basically fix the failure point caused by the
electrical-injection system.
(a)Whole vehicle inspection module
Step I cooling vehicle
The engine keeps still (for about 30 seconds) when the key switch is turned to a position ON ;
Test item System status and Limit value
1) Display of fault code None
2) Engine fault indicator light On
3) Accumulator jar voltage (11.5 ~ 13)V
4) Coolant temperature sensor normal temperature
5) Inlet temperature sensor ambient temperature
6) Absolute-pressure sensor for inlet manifold ambient atmosphere (For plain area: about 100kPa)
7) Work range of throttle position sensor (0 ~ 99.6)%
8) Oxygen sensor < 200 mV (heating type) ( 450 10) mV(non-heating type)
9) Idle-speed control valve (40 ~ 159) steps (step)
Step II Idle-speed check (Preheat the engine to a normal water temperature after it’s starting )—at low idle speed
1) Engine fault indicator light Off
3) Coolant temperature (80 ~ 94)
4) Accumulator jar voltage (13.5 ~ 14.5) V
5) Rotating speed Typical idle speed 30 r/min
(when fan, headlight, and air blow unit are starting) Typical idle speed+50 30 r/min
6) Ignition lead-angle (5 ~ 13)
7) Pressure of inlet manifold (35 ~ 55 )kPa
8) Actual position of idle-speed motor (15 ~ 30) steps
9) Oil-injection pulse width (2 ~ 4) mS
10) Jump of oxygen sensor/ten seconds 6 times
Step III Idle-speed check (Preheat the engine to a normal water temperature after it’s starting ) —at high idle speed
Test item System status and Limit valu e
5) Rotating speed actual value
[controlled within (2000 50) r/min]
6) Ignition lead-angle (20 ~ 30)
7) Oil-injection pulse width (2 ~ 4) mS
8) Jumps of oxygen sensor /10 seconds 10 times
Step IV: Driving inspection
Driving inspection includes: an inspection on the failure of oxygen sensor when the opening degree of throttle is above 10 and
lasting for at least 15 seconds; and an inspection on the failure of the vehicle speed sensor when the vehicle speed reaches 80 km/
h at a direct gear shift, and when it slides for at least 5 seconds after the throttle valve is closed.
Precautions to the use /service /troubleshooting of electrical injection system EF.2-29

5) Absolute-pressure sensor for inlet manifold 20 kPa ~ atmospheric pressure
6) Work range of throttle position sensor (0 ~ 99.6)%
7) Oxygen sensor (50 ~ 950) mV
(b) Fuel supply system module
- A Diagnosis Instrument may be used to drive the fuel pump—observe the status of fuel pump relay and fuel pump.
- Disconnection of hose from the oil entrance of fuel-rail — drive the fuel pump—observe the oil going out of pump.
- Connection with the fuel manometer—drive the fuel pump—observe whether the pressure value is 300KPa—The pressure
adjustor shall be changed when the pressure is higher than 300KPa—And the fuel pump or pressure adjustor shall be changed
when the pressure is lower than 300KP.
- Observe whether the pressure value on vehicle is 250kPa (idle speed)— when it’s higher than 250KP, check the injector.Subject to
above inspections, a basic determination may be made to judge whether each relevant component within the fuel system is working
in a normal way.
(c) Ignition system module
- Subject to above inspections, a basic determination may be made to judge whether each relevant component within the fuel system
is working in a normal way. Remove the high-tension wiring on cylinder 1 or 4—
- Install a spark plug at the same time—drive the ignition-coil for ignition—observe the status of spark—Remove the high- tension
wiring on cylinder 2 or 3—operate in the same way above—
- Make a determination on ignition-coil and relevant loops
is working in a normal way. Take out four spark plugs—observe the status of spark-plug electrode—determine the working status
of each cylinder.
is working in a normal way. Place a group of new spark plugs—After starting, observe the engine running at an idle speed—Take out
spark plug again and determine the working status of each cylinder. Subject to above inspections, a basic determination may be made
to judge whether each relevant component within the ignition system is working in a normal way.
(d) Air inlet system module
Removal of air filter on the front side of throttle valve—to ensure the smooth going of inlet air—observe the change of engine.
(e) Air exhaust system module
Removal of three-way catalytic converter —to ensure a smooth going of air exhaust system— observe the change ofengine
Based on above inspection, a basic determination may be made to judge whether the air exhaust system is working in a normal way.
(f) Parts &components diagnosis module
- Signal input components determination on each sensor may be made based on whether the reading data is in compliance with the
status of such sensor(refer to “Delphi engine management system- Delphi Determination on the principal /utility /failure of key
system parts” PEF.2-09).
- Signal actuator component—a Fault Diagnosis Instrument may be used to control the action of actuator— observe the action of
actuator.
Subject to above inspections, a basic determination may be made to judge whether the parts &components are working in a normal
way.
3. Solutions to common failures
(a) Flame-out when decelerating
- Check whether ECU permanent power supply will be cut off when the ignition switch is closed (Special care shall be given to
vehicles which have been installed with theft detector by users themselves.); and this terminal is supposed to maintain a permanent
power supply
- Wash the throttle valve, and the step motor
- Check valve mechanism system on engineAttached figure I and II are Electric-Control Schematic Diagram for
ITMS- 6 System.
EF.2-30 Delphi engine management system-troubleshooting and common failure
Attached figure III and IV are Electric-Control Schematic diagram for MT20U SystemAttached figure V, V I , VII, and VIII are Typical
Failure Diagnosis Flow Diagram.
(b) Slack accelerating
- Check oil amount and the fuel filter inside oil tank
- Check the air exhaust system for blockage eg. whether three-way catalytic converter has been blocked due to breakage or the
burning of machine-oil; when at a normal idle speed, the pressure value of inlet manifold shall be greater than 60KPa
- Verify whether the pressure within fuel supply loop is 300kPa, and clean the oil nuzzle .
(c) Oil consumption is abnormally high
- After a verification that the mechanical components of engine and the oxygen sensor are under a normal condition, start the engine
and observe the read value of oxygen sensor: the read value shall be always greater than 500mV when at a normal water temperature.
And check whether the injector is leaking oil, and whether the water temperature sensor, and the manifold pressure sensor are
working in a normal way.
(d) Indicating a failure with the air conditioner system is produced on vehicles without air conditioner.
- Check whether the pre-installed air conditioner plug has been contaminated, if so, clean it and provide it with a dustproof
protection, then ECU power supply will be disconnected, and resumed in ten minutes.
- Fault code must be cleared away from MT20 system using a Fault Diagnosis Instrument
(e) Removal of common failures on theft-prevention controller
- The theft-prevention indicator light is not on Check the power supply and the ground wire for theft-prevention controller; As
the failure of control computer results from a current impact which is produced at the time when inductive load on accumulator jar
line is cut off, the electrical-injection system and the theft detector fuse shall be pulled out, and re-inserted after ten seconds.
- Subject to a mating between electrical-injection control and theft detector, the engine fault indicator light, after an ignition, will be
flashing (at 2Hz) for 30 seconds, and then be off; The electrical-injection unable to start (the electrical-injection indicator light will
be flashing at 1H) the theft-prevention indicator light will be on for 2 seconds after a normal ignition, and then be off; Try to
replace the password key; when PCHUB is used to measure the electrical-injection controller, the unselected <no key>may be
seen, which indicates that the password key does not have a valid password repeater That the selected < theft detector no
response> is seen indicates that the communication between the electrical-injection controller and the theft detector has not been
connected.
- When the electrical-injection control has mated with the theft detector, it will be flashing at 2Hz for 30 seconds after an ignition,
then be off, and the electrical-injection is starting (the electrical-injection indicator light is permanently on or off), the theft prevention
indicator light will be on for 2 seconds after a normal ignition, and then be off; Such failure is caused by coils having notbe fastened
onto the ignition lock nut, or ignition nuts having troubles with the raw material; Watch and see if it returns to a normal condition after
coils have been re-fastened onto the ignition lock nut (unscrewing the nuts may be needed before coils arere-fastened) ; A large hole
in supporting bracket for ignition lock might make coils unable to be installed onto the ignition lock nut; if it is still unable back to a
normal condition, the ignition lock nut or coils may be changed.
(f) The key to the theft-prevention controller is lost or damaged:
Normally, the theft detector within electrical-injection system has been provided with two types of key: one in red, others in black.
And only black keys are for routine use.
- Black key lost Provide with one new black key, and a code operation study for black key is needed.
- Red key lost Provide with new red &black keys
Change the original theft-detection computer, as the theft-detector computer provided for original vehicle only accepts original
red key, which is a mark to start the key study flow process. And computer ECU for engine needs to be posted to Delphi company
for a decoding process, as computer ECU for engine only accepts an original mark provided for original vehicle to start the theft-
detector computer flow process.
A study on red key and black key is needed, and shall be performed successively in accordance with the code operation study steps
corresponding to theft-detector key.
(The code operation study steps corresponding to theft-detector key may be claimed from Delphi Company).
Figure 1 and 2 are the Electronic Principle Diagram for ITMS-6 system.
Figure 3 and 4 are the Electronic Principle Diagram for MT20U system.
Figure 5,6,7 and 8 are the Diagnosis Process of Typical Failures.
Delphi engine management system-troubleshooting and common failure EF.2-31
A ttached figure I
electronic ignition timing 3
Note: J1-Cxx and J1-Dxx are white plug terminals

electronic ignition timing A J2-Axx and J2-Bxx are red plug terminals
high-voltage
electronic ignition timing B coil driver
idle valve drive A(high) spark plug
idle-speed &air
idle valve drive A(low)
control valve
injection nozzle
idle valve drive B(high)
idle valve drive B(low)
injection nozzle drive A
injection nozzle drive B
1ignition fuse1 fuel pump relay
fuel pump relay
carbon-canister wash
solenoid valve
ignitionfuse2
fault diagnosis socket
serial data battery fuse4
diagnosis request
engine fault indicator light

engine fault
indicator light ignition fuse checklist
fuel pump injection nozzle

fuse1(15A)
ECU ignition
carbon-canister wash solenoid valve
fuse2(10A)
theft detector ignition
fuse3(10A) electronic ignition control module -4
ECU power supply
engine rotating-speed signal fuse4(10A) theft-detector power supply
diagnosis-instrument power supply
A ttached figure II
fuse4 battery fuse4 battery
fuse3 ignitionfuse3 battery
ignition switch fuse2 ignition fuse2 ignition switch
fuse1 ignition fuse1

power ground
engine fault power ground
battery
indicator light injection nozzle (low)A
injection nozzle (low)B
58gear signal (high)

58-gear ring
58-gear signal (low)
air conditioner request switch air conditioner

air-blow motor switch request signal
battery air conditioner
airconditioner load signal
high temperature switch for air clutchrelay
air conditioner air conditioner
compressor
pressure switch clutch
oxygen sensor high
oxygen sensor oxygen sensor(low)
5V reference voltage
throttle position
throttle position signal
sensor 5 V ground A
5V ground B
manifold
absolute-
pressure sensor manifold absolute-pressure signal
coolant temperature signal

coolant
temperature
sensor
manifold air-temperature signal

manifold air-tem-
perature sensor
vehicle speed signal
vehicle speed sensor

A ttached figure III
fuel pump accumulator

yellow
purple &black
front oxygen sensor
red
green &yellow
pink &brown
red &yellow
main relay
green &red
black &blue
red &yellow
red
black &yellow
connected to ignition switch

fuel pump relay
black& yellow
black &green
black &green
fuel injector1
red &blue
crankshaft position sensor
fuel injector2 fuel injector3 fuel injector4
black& yellow
brown &blue
blue &grey
purple &red
coolant temperature sensor
green &red blue &red

sensor ground1
spark plug
green &yellow
green &red
green &yellow blue &white
green &yellow
knock sensor
green
electromagnetic switch for carbon-canister wash control
red
green
red red &green
power supply/ generator excitation
connected to instrumentation
white &black
grey
throttle-valve position sensor
red &yellow black &white

blue &red fault indicator light
blue &white
blue &yellow black &yellow

red
connected to the center-control door &lock and the motorized seat
grey &black
electromagnetic clutch
connected to the center-control door &lock
connected to the sensor for vehicle speed odometer
for compressor idle-speed control valve

green &purple
connected to the sensor for speed indicator
sensore ground2
switch (permanently closed)

connected to the three-air conditioner-status
black &yellow blue &white
yellow
green
green &white
black &red
black &white
brown &red
grey&white
air conditioner
connected to
grey&white
red red
Delphi engine management system-troubleshooting and common failure
connected to the wire-harness inside engine chamber

connected to the water temperature sensor
connected to connected to connected to the sensor for connected to the front
connected to connected to the ignition coil
injection nozzle injection nozzle connected to water temperature gauge
injection nozzle oxygen sensor
No.1 No.2 injection nozzle
No.4
No.3
shielding ground
A ttached figure IV
connected to the
machine-oil pressure
switch connected to the
knock sensor connected to the idle-speed connected to the connected to the
EF.2-34
control valve throttle position carbon-canister control
connected to the air inlet connected to the air crankshaft position sensor
sensor valve
temperature /pressure sensor conditioner clutch
attached figure V
Attached figure VI
A ttached figure VII

A ttached figure VIII

EM.1-1
Engine body
Page
Disassembly figure of engine body .................................. .....................................EM.1-2
Preparations before and key points to the disassembly of engine body...................EM.1-3
Disassembly of engine body ................................................................................EM.1-4
Inspection on engine body ...................................................................................EM.1-9
Inspection on camshaft components ............................... ...................................EM.1-10
Disassembly of piston and connection-rod components .. ...................................EM.1-12
Inspection on piston and connection-rod components ..... ...................................EM.1-13
Assembly of piston and connection-rod components...........................................EM.1-18
Installation of engine body..................................................................................EM.1-20
Assembly of engine body...................................................................................EM.1-22

EM.1-2 Disassembly figure of engine body
Disassembly figure of engine body
piston ring
piston
timing chainwheel
chamber cover connection-rod
timing chain and chainwheel connection-rod
bearing bush
timing chainwheel
chamber
sealing gasket
rear oil-seal cover

sealing gasket sealing gasket
crankshaft pulley crankshaft

crankshaft main bearing
crankshaft thrust washer
main bearing cover

oil pump
crankcase oil tray

Preparations before and key points to the disassembly of engine body EM.1-3
Preparations before and key points to the

disassembly of engine body
1. Preparations before the disassembly of engine body
(a)
-Removal of flywheel.
-The flywheel may be removed by unscrewing six bolts.
(b)Removal of rear end cover plate

The rear end cover plate may be removed by unscrewing two bolts.
(c)Installation of engine support for an easy disassembly.
(d)Remove the cylinder cover.
(e)Removal of brackets connecting the oil filter
Bolts &nuts, and brackets connecting the oil filter shall be dismantled.
(f)The engine installation bracket on the left &right side shall be
removed.
(g)Remove the cooling-fluid release valve namely water drain
switch from engine.
(h)Dismantle the oil pressure switch
(i)Removal of cooling-water bypass pipe.

The cooling-water bypass pipe may be removed by unscrewing bolts.
(j)Dismantle the AC generator bracket.
(k)Remove the sealing ring from oil seat on the rear end.
The sealing ring may be removed from oil seat on the rear end by unscrewing
five bolts.
EM.1-4 Preparations before and key points to the disassembly of engine body
2. Key points to the disassembly of engine body

(a)As oil dish is sealed by joint strip and sealing gum, S S T shall be inserted
to a place between the engine body and the crankcase oil tray to thoroughly
cut off the sealing material after the fixing bolts have been unscrewed.
(b)During the disassembly of bearing cover from the connection-rod, match
marks must be made to assure a correct re-assembly at a later stage. During
the removal of the piston connection-rod assembly from the engine body,
steps on cylinder shall be scraped away at top priority£¬and the threaded
part of connection-rod bolt must be installed with plastic pipe to avoid any
strike or damage on the crankshaft.
(c)The removed components, particularly main bearing cover of crankshaft,
bearing, thrust washer, shall be placed in order as per the sequence for a
correct &easy re-assembly& restoration to place.
front
Disassembly of the cylinder unit

1. Measure the axial clearance of connection-rod
(a)The axial clearance of connection-rod may be measured using a micrometer
while the connection-rod is moving back and forth.
Standard clearance (0.16 0.31)mm
M ax. clear ance 0.35 mm
(b)If the actual clearance is greater than Max. value, the connection-rod and
/or crankshaft shall be changed.
2. Measure the oil clearance of connection-rod

(a)A punch head or number punch head may be used to make match
marks on the connection-rod and its cover to assure acorrectreassembly.
(b)A twelve-edge socket spanner may be used to unscrew the fixing nuts on
the connection-rod cover.
(c) A plastic hammer may be used to remove the connection-rod cover by gently
striking against the connection-rod bolt.
Remark Have the lower bearing bush retained inside the connection-rod
cover.
(d)To prevent crankshaft from damage, the connection-rod bolt shall be installed
with short hose sleeve.
(e)Clean the connection-rod bush, and the connection-rod neck-journal.
(f)Check whether each bearing bush has any exfoliation or scratch. If the
connection-rod neck-journal, or the main-bearing bush of crankshaft has some
damages, the crankshaft, and the main-bearing bush shall be changed.
(g)Remove the short hose.
(h)Put one piece of plastic feeler gaugeonto the connection-rod neck-journal.
(i) The installation of connection-rod cover shall be subject to marks made on

the connection-rod and its cover. Nuts on the connection-rod cover shall be
tightened as per specified tightening moment and steps.
Remark Do not rotate the crankshaft.
Prior to the installation, a thin layer of oil must be applied to the threaded part
of nut, and to the lower part of nuts as well.
(j) Removal of the connection-rod cover

(k)A measurement shall proceed at the widest point of plastic feelergage.
(l)Thoroughly clear away plastic feeler gauge strips and pieces.

Remark When a standard bearing bush is used, it shall have the same No. as
that on the bearing cover. Standard bearing bush is available with three sizes,
which may be indicated respectively by relevant marks including: 6, 7, 8.
491QE connection-rod bearing bush hole and connection-rod neck-journal mm

H ole diameter
D iameter of
of M ax . abrasion
S .N connection-rod C learance
connection-rod cl earance
neck -journal
bearing bush
+ 0 . 037 0
+ 0 . 022 − 0 . 015
+ 0 . 036 0
+ 0 . 0211 − 0 . 015
+ 0 . 035 0
+ 0 . 0201 − 0 . 015
3. Remove piston and the connection-rod component

(a) All carbon deposits shall be cleared away from the top of the cylinder.
(b)To prevent the crankshaft neck-journal from damage, the connection-rod

bolt shall be installed with a short hose sleeve.
(c)Remove piston, the connection-rod, and the upper bearing bush from the
top of the engine body by pushing.
Remark
front - Always keep the connection-rod bush and the connection-rod cover as an
integral part.
- Piston and the connection-rod cover shall be put in order as per a correct
sequence.
4. Measure the axial clearance of crankshaft

Its axial clearance may be measured by a micrometer when prizing the crankshaft
with a screwdriver on front and back side.
Standard axial clearance (0.02 0.22)mm
M ax. axial clear ance 0.30 mm
I f the actual axial clearance is greater than M ax value a whole seto fthrus
twashers hallbe changed.
T he increased size applicable to the repair of thrust washer shall be0.125 and
0.250mm.
5. Measure the oil clearance of main neck-journa r adial

cl ear ance
(a) A twelve-edge socket spanner may be used to unscrew and remove bolts on
main bearing cover progressively in three steps in accordance with numeric
sequence indicated in the figure.
(b)Theremovedboltmaybeusedtoprizethebearingcoverbackandforthtoremove
the bearing cover which has connected with the lower bearing bush and the
thrust washer only for No. 3 main neck-journal at the same time.
Remark
-Keep the lower bearing bush and the bearing cover as an integral part, and do
not keep them apart.
-Place the lower thrust washer of bearing cover in order as per a correct
sequence.
(c)Dismantle of crankshaft
Remark Keep the upper bearing bush, and the upper thrust washer only
for No.3 main neck-journal with the engine body as an integral part. Do not
keep them apart.
(d)Clean the main neck-journal and the bearing bush.
(e)Check whether the main neck-journal and the main-bearing bush has any
scratch or exfoliation.
If the main neck-journal and the main-bearing bush has some damages, the
crankshaft shall be abraded, repaired, or changed, and the main-bearing bush
shall be changed.
(f)Place the crankshaft onto the engine body.
(g)Place a piece of plastic feeler gauge horizontally onto each main neck
journal.
(h)Install the crankshaft main bearing cover which connects with the lower
bearing bush and the lower thrust washer; And install and tighten bolts on
the main bearing cover do not rotate crankshaft then
(i)Remove main bearing cover from the crankshaft.

(j)A measurement shall proceed at the widest point of plastic feeler gage.
If the actual clearance is greater than Max. value, the main-bearing bush shall be
changed, or /and the main neck-journal shall be abraded and repaired.
B ear ing bush with a r educed size 0.25 mm
(k)Plastic feeler gauge shall be scraped thoroughly away from the main-bearing
bush and the main neck-journal.
Remark If a standard bearing bush is to be used replace with a bearing
bush having the same mark as that made on the engine body at a place close
to cylinder hole and on the contacting surface between the cylinder and the
cylinder cover . And standard bearing bush is available with three size which
may be indicated by relevant marks including: 1, 2, or 3.
Main bearing hole and main neck-journal mm on crankshaft
front D iameter of
D iameter
main M ax .
of main
S .N -journal abrasion
6. Dismantle of main-bearing bush bearing on C learance
on clearance
(a) Remove the crankshaft. crank shaf t
crank shaf t
(b)The upper bearing bush and the upper thrust
0.022
washeroncrankshaft may be removed from the engine 1 58 ++ 00..03 6
0 22 58 0− 0 . 01 5
0.053
body.
(c) Put the main bearing cover, the main-bearing bush + 0 . 03 7 0 0.022
2 58 + 0 . 0 22 58 − 0 . 01 5 0.10
and thethrust washer in order as per a correct 0.052
sequence. 0.021
3 58 ++ 00..03 6
0 21 58 0− 0 . 01 5
0.051
7. Removal of camshaft
(a) Take out the hydraulic tappet.
As shown in the figure, a thin steel wire may be used to take outthe
hydraulic tappet.
(b)Remove the chain shock-absorber.
(c)Remove the thrust collar from camshaft.

(d)Remove the camshaft.
Inspection on engine body

1. W ash the engine body.
A spacer scraper may be used to clear all spacer materials away from the surface of
the engine body.
2. W ash the engine body
The engine body may be washed using soft brush and solvent.
3. Check the cylinder

(a) Verify by visual check whether any longitudinal scratched traceremains on the
wall of the cylinder.
(b)If there’s any deep scratched trace, four cylinders must be re-bored.
4. Check the flexural deflection of the engine body

(a)Precise ruler and feeler gauge may be used to check whether anyflexural
deflection exists on the surface where the spacer of cylindercoveris installed.
Max. flexural deflection 0.05 mm
(b)If the actual flexural deflection is greater than Max. value, the enginebodyshall
be changed.
5. Measure the diameter of cylinder

1.pushing direction (a) A bore gauge may be used to measure the diameter of cylinder at axial point A ,
front
2.axial direction B and C of push force.
Standard diameter (91 91.03)mm
M ax. diameter 91.24 mm
If the actual diameter is greater than Max. value, four cylinders must be re bored;
A nd the engine body shall be changed when necessary.
middle (b)T he difference of values measured at point A , B and C respectively shall
be less than the limit of cylindricity.
limit of cylindr icity 0.01 mm
EM.1-10
(c) The difference of values measured from pushing direction and axial direction
respectively shall be less than the limit of roundness.
Limit of roundness 0.02 mm
Inspection on camshaft components

1. Check the tension degree of timing chain
When a 98N force is applied to pull the timing chain at a position as indicated
in the figure, a spring balance may be used to measure Max. clearance between
the plunger piston and the support seat of chain tensioner, which shall not
exceed 13.5mm. If the actual clearance exceeds Max. clearance, the timing
chain or chainwheel shall be changed.
2. Check the length of timing chain

Using measurement methods given in the figure, a spring balance may be used
to verify the Max. length of chain (291.4mm) when a 49N pulling force is
applied. And two or three points may be selected anddeterminedasmeasure
ment point. If Max. length of chain exceeds the limit value, the chainshall be
changed.
C heck the diameter of timing chainwheel

(a)Using measurement methods given in the figure, a vernier caliper may
be used to measure the diameter of timing chainwheel (with chain).
Min. diameter of timing chainwheel with chain
T iming chainwheel on cr ank shaft 580-0.2 mm
T iming chainwheel on camshaft 1130-0.23 mm
I f the actual di ameter of chai nwheel i s l ess than M i n. val ue,
twochainwheelsand chainsshall be changed.
(b) Check the abrasion situation of plunger piston on chain tensioner. If a

vernier caliper is used to measure Min. thickness on the head of plunger
piston, it shall not be less than 12.5mm. If the actual of thickness is less than
Min. value, the plunger piston shall be changed, otherwise, the tension of
timing chain may be affected adversely.
(c) Check the chain tensioner

Callipers may be used to measure the thickness of chain tensioner.
Standard thickness 15.0 mm
M in. thick ness 12.5 mm
If the actual thickness is less than Min. value, the chain tensioner shall be
changed.
4. Check the bending of camshaft

Place the front &back neck-journal of camshaft onto a V-shaped steel; And a
dial gauge dial indicator may be used to measure the bending on the
middle neck-journal. If the actual bending exceeds the limit value, which is 0
06mm, the camshaft shall be changed.
5. Check the height of convexity on camshaft

(a) Check if there’s any pockmark, damaged mark, or abnormal abrasion
on the whole surface of cam, and the camshaft shall be changed when necessary.
If there’s slight amount of pockmark or damaged mark, which will not affect
the work of camshaft, the surface shall be abraded and repaired using oilstone.
And a micrometer shall be used to measure the height of convexity on camshaft,
and Min. height of convexity may be measured at the big end on the slope of
cam. If the height of convexity is less than Min. value, the camshaft
shall be changed.
+ 0 . 720
A ir inlet cam: 38 mm
+ 0 . 620
+ 0 . 729
A ir ex haust cam:38 mm
+ 0 . 629
(b) Check the mating clearance between the camshaft neck-journal and the
camshaft bearing. The standard value shall be (0.025 0.081)mm, and the limit
value shall be 0.1mm. If the actual clearance value exceeds the limit value, the
bearing or camshaft shall be changed.
6. Check the axial clearance of camshaft

The thrust collar, and the timing chainwheel shall be installed onto the
camshaft; and fixing bolts shall be tightened to the specified tightening
moment. And a thickness gauge may be used to measure the axial clearan
as shown in figure on thrust surface between the thrust collar and the
front neck-journal of camshaft; The standard value shall be (0.07 0.22)
mm, and the limit value shall be 0.3mm. If the actual clearance exceeds the
limit value, the thrust collar or camshaft shall be changed.
Disassembly of piston and connection-rod

components
1. Check the mating situation between the piston and the
piston pin
Pull the piston installed on piston pin back and forth; If it feelsloose, the
piston and the
piston pin shall be changed.
2. Removal of piston ring

(a) The first and second piston ring may be removed using a expander.
(b)Manually remove the retaining ring and the oil piston ring on
two sides of oil ring.
Remark The piston ring shall be placed in order as per acorrect
sequence.
R emove the connection-r od fr om the piston

A special tool SST may be used to take out the piston pin.
SST 09221-00020 09221-00030 09221-00040
09221-00071 09221-00081
piston pin
Remark
Piston and piston pin are mating members; And the installation of piston,
piston pin, piston ring, connection-rod, and bearing bush shall be subject
to a correct sequence.
Inspection on piston and connection-rod

components
1. Clean the piston
(a) Gasket scraper may be used to clear carbon deposit away from the top
of piston.
(b)Cleaning tools applicable to piston ring-groove, or broken piston ring

may be used to clear all contaminants away from the ring-groove.
(c) Piston may be thoroughly washed using solvent and soft brush.
Note: Do not use steel-wire brush.
2. Measure the clearance of piston

(a) A micrometer may be used to measure the diameter of long piston
shaft at a place 24mm away from the top of piston.
Standard piston diameter (90.938 90.968)mm
(b) T he diameter of cylinder may be measured from a pushing direction.
(c)The measured value of diameter for piston shall be reduced by that for
the engine body.
Standard piston clearance (0.065 0.085)mm
Oper ation limit: 0.085 mm
If the actual piston clearance is greater than Max. value, all pistons for four
cylinders must be changed, and /or four cylinders must be re-bored.
3. Measure the clearance between the piston ring-groove and

the piston ring
(a)Aclearancegaugemaybeusedtomeasuretheclearancebetweennew piston ring and
ring-groove.
Standard ring-groove clea(0.03~0.075)mm
Max ring grooveclearance0.2mm
(b)The piston shall be changed if the actual clearance is greater than Max. value.
4. Check the clearance of opening for piston ring

(a) Install the piston ring into cylinder.
(b) The piston =ring may be pushed to the end of stroke by piston,
then a measurement may proceed using chock gauge.
(c) A feeler gauge may be used to measure the clearance ofopening.
-If the actual opening clearance is greater than Max. value, thepiston ring shall
be changed.
-If the actual opening clearance is still greater than Max. valueafter a replacement
with new piston ring, the cylinder shall be rebored, and piston ring with an
increased size shall be used. It’sstrictly prohibited to file the end of pistonring.
The opening clearance of piston ring mm

R ing
1st ring 2nd ring Oil ring
value
Standard
value
Max.
value
5. Inspection on connection-rod
(a)A straightener may be used to check the linearity of connection-rod in follo
wing aspects:
- Check the bending deformation.
Max. bending deformation 0.05 mm/100 mm
T he connection-rod component shall be changed if the actual bending
deformation is greater than Max. value.
-Check the torsional deformation

Max. torsional deformation 0.15 mm/100 mm
T he connection-rod component shall be changed if the actual torsional
deformation is greater than Max. value.
R emark I f the connection-rod needs to be changed, the No. for
connection-rod bearing bush shall be the same that fornewconnection-rod
bearing cover
(b)Check the connection-rod bolt using following method:

-One nut may be screwed into each connection-rod bolt, and check whether
nut may be manually screwed to the end of thread.
-If nut can not be dismantled after being screwed to the lower part of
thread, a measuring tool shall be used to measure the diameter of small
excircle.
-If the position of small excircle can not be determined visually, the
diameter of small excircle may be measured at the position as indicated in
the figure.
Standard diameter (7.4 7.6)mm
M in. diameter 7.2 mm
If the measured value is less than Min. value, nuts on bearing cover for
connection-rod and connection-rod bolt shall be changed.
(c)Measure the oil clearance between the lining on small end of connection-
rod and the piston pin.
-A caliper gauge shall be used to measure the inner diameter of lining on
small end of the connection-rod.
-A micrometer is used to measure the external diameter of piston pin.
Standar d diameter (24.000 24.009)mm
-T he diameter of piston pin will be reduced by the measured value of
diameter for small end lining on the connection-rod.
Standar d oil clear ance (0.005 0.011)mm
M ax. oil clear ance 0.015 mm
If the actual oil clearance is greater that Max. value, the lining on small end
shall be changed.
Piston pin and piston pin hole(mm)

S Diameter Diameter
Mating
. of piston of R emark
clearance
N pin hole piston pin
+0. 016 0
+ 0. 012 − 0. 003
Match-
+0. 012 −0. 003 making
+ 0. 009 − 0. 006
by three
groups
+0. 009 −0. 006
+ 0. 006 − 0. 010
6. Change of lining on small end of the connection-rod

(a)Remove lining from small end of the connection-rod Using SST, lining
may be removed from the small end of connection-rod.
SST 09207-76010
(b)Installation of new lining

Using SST, lining may be re-installed into the small end of connectionrod.
Remark Make the oil hole of lining facing exactly the oil hole on the
small end of connection-rod.
oil hole
SST
(c)New lining will be honed, and check the mating of piston pin with the
lining on small end of the connection-rod.
-New lining will be honed, and check whether the oil clearance is within
a standard scope.
Standard oil clearance (0.005 0.011)mm
-Check the mating of piston pin under a normal room temperature.Piston
pin will be applied with appropriate amount of oil, and be pushed by
thumb into lining on small end of the connection-rod.
7. Inspection on crankshaft
(a)Measure the radial runout of crankshaft
-Place the crankshaft on a V-shaped piece.
-A micrometer may be used to measure the circumferential radial runout
atthe center of the neck-journal.
Max. circumferential radial runout 0.06 mm
If the actual runout is greater than Max. value, the crankshaft shall be
changed.
R emark A long mandrel shall be applied to the micrometer.
(b)Inspection on main neck-journal and the connection-rod neck-journal

A micrometer may be used to measure the diameter of main neck-journal
and that of the connection-rod neck-journal.
Diameter of main neck-journal (57.985 58.000)mm

Diameter of the connection-r od neck -j our nal (47.985 48.000)
mm
Measure the roundness and cylindrictiy of neck-journal as indicated in

the figure.
Max. cylindrictiy 0.02 mm
M ax. r oundness 0.02 mm
T he crankshaft may be abraded, repaired and /or changed if the actual
roundness and cylindrictiy is greater than Max. value.
(c)Main neck-journal or /and the connection-rod neck-journal may be
abraded and repaired when necessary.
-Main neck-journal or /and the connection-rod neck-journal may be abraded
and repaired to a reduced diameter.
R educed size of the bear ing bush hole U/S 0.25 mm
F inal diameter of main neck -j our nal (57.485 57.500)mm
F inal diameter of connection-r od neck -j our nal (47.485 47.500)
mm
-New bearing bush with a reduced size may be installed onto main neck-
journal or /and the connection-rod neck-journal.
8. Change of oil-seal
(a)Oil-seal shall be removed using screwdriver and hammer.
(b)MP multi-purpose grease may be applied to the lip of new oil-seal.

(c)New oil-seal will be installed using SST.
SST 09223-56010
Remark The oil-seal shall not be installed to an inclined shape.
9. Bored cylinder
Remark
Four cylinders will be bored depending on the external diameter of piston with
an increased size.
Respective piston ring shall be replaced to place as per the matching pistons.
(a)Selection of piston with an increased size
Diameter of piston with an increased size 0.50 mm
(b)Calculation of size for cylinder to be bored
-A micrometer may be used to measure the diameter of piston at a position
which form a right angle with the center line of piston pin, and is 24mm away
from the top of piston.
-The size of each cylinder to be re-bored may be calculated as per the formula
given below:
Size to be re-bored =P+C-H
Whereby: P= diameter of piston; C= Clearance of piston 0.03-005mm
H=the surplus of honing less than 0.02mm
(c)The cylinder shall be bored and honed to the calculated size.
Max. honing amount: 0.02 mm
Note: Excessive honing will damage the precisely-made roundness.
Assembly of piston and connection-rod

components
1. Assembly of piston and connection-rod component
(a)Pre-matching between piston and cylinder Four pistons having the same
No. as cylinder holes must be kept into a special work place tool chest in
accordance with the sequence for cylinder.
(b)Selection and match-making of piston pin Piston pins having been installed
into respective installation holes shall rotate in a flexible way without any
loose, and will then be pushed down to be kept together with respective
pistons into a work place tool chest.
(c)Heating the connection-rod, and freezing the piston pin
- After the heating temperature for oven has been set to 140¡æ, the connection-
rod component may be put by group into the oven,and the heating lasts for
(20~30)min.
- After piston pins have been put sequentially into a special piston pin
container, have them freezing inside a liquid nitrogen bottle for (20~30)min.
Note: The sequence shall not be wrong during the operation as the
selected piston and piston pin are matching with each other.
(d)Pressed installation of piston pin

- Set the pressure of a hydraulic machine to 6Mpa. When the piston is placed
to the clamping fixture (used for pressed installation) on a universal single-
column hydraulic machine, take out the connection-rod components sequentially
from oven, and the piston pin from the liquid nitrogen pot; The small head of
piston pin connection-rod will be inserted into the inner chamber of piston, with the
small-head hole facing exactly the installation hole of piston pin; Hold the bid
head of the connection-rod by left hand to keep the rod level, and insert the
piston pin into the installation hole of piston pin by right hand, then the
piston pin may be pressed and installed into place using hydraulic machine
to be effected by a clamping fixture used for pressed installation .
-Check whether the piston pin has been pressed and installed to place; Hold the piston by left hand, and pull the connection-rod by
right hand, and rotate the connection-rod, and the rotation of piston pin shall be made in a flexible way.
SST 09221-00020 09221-00030 09221-00040
09221-00071 09221-00081
Remark
The mark “forward” of piston shall be consistent to that of the connection- rod component.
Groups of the connection-rod divided by weight shall consistent to each other.
2. Installation of piston ring
(a)Manually install the oil-ring gasket spring into the ring-groove of combined
oil rings at the apron of piston; And do not overlay at the opening point.
(b)Special piston-ring installation pliers may be used to install the scrapin g
blades of oil ring two blades , the second gas ring, and the first gas ring
first into place sequentially.
Remark Two gas rings vary from each other: The first gas ring has a mark
AT G on end surface, the second one has a mark A 2 on end surface.
And the side of gas ring having marks shall face upward.
second
(c)The adjustment of the opening position of piston ring is as shown in the
symbol mark
figure:
Note:
1.On the top of European- piston, two gr ooves have been installed to
second compression ring pr event air-valve fr om striking, and an anodic oxidation may be performed
upper ring on the top of piston as well.
2.E ur opean- piston and piston r ing may be installed onto E ur opean-
device, but these two par ts must be inter changed simultaneously;
front E ur opean- piston and piston r ing may not be installed onto E ur opean-
device, or air valve will str ike against the piston; E ur opean- piston
r ing may not be installed onto E ur opean- piston, or it will lead to a
lower ring ser ies of tr ouble, eg. bur ning of oil, abnor mal sound pr oduced on engine,
first compression etc.
ring and piston ring
3.Assembly of the connection-rod bush
(a) After the installation of piston ring, the piston &connection-rod
component may be transferred by group to a position where the connection-
rod bush will be installed.
(b)The connection-rod bushes may be selected in accordance with the group
No.(group No. for big-head hole to be:6, 7, 8)marked on the big-
head hole side of the connection-rod.
(c) After nuts on connection-rod have been removed, a special bench vice
may be used to dismantle bush cover from the connection-rod.
oil control
(d) Clean up the inner surface of the hole of connecting rod big end,then
mount the connecting rod bearing to the connecting rod and cover of the
connecting rod bearing respectively,the convex key of the connecting rod
bearing should be inserted into the locating notch of connecting rod.
(e)To avoid confusion, one end of bush covers (having been installed with connection-rod bush) , plus relevant nuts, shall be
installed onto the connection-rod unit.
General precautions during the assembly
(a)A ll parts to be installed must be washed thoroughly; Prior to installation, clean oil shall be applied to all sliding or rotating
surfaces.
(b)Pistons within the same group shall be included in the same group divided by mass.
(c)Connection-rod components within the same group shall be included in the same group divided by mass.
(d)T he mark “forward” on the top of piston shall be consistent to that on the connection-rod.
(e)A lways keep clean during the assembly.
Installation of engine body

1. Installation of bearing bush onto crankshaft
In accordance with size No. for main bearing hole as printed on the lower plane
of engine body, main bearing bush and the upper /lower bushes may be selected,
and installed onto the bush cover on engine body, after which appropriate
amount of clean oil may be applied to the inner surface of main-bearing bush.
oil hole
2. Installation of thrust washer

Appropriate amount of oil may be applied to the surface where the thrust
washer is connected on two sides of main bearing hole in the middle of engine
body, followed by an installation of two upper thrust washers onto the engine
body. During installation, the oil-groove surface shall face outward.
3. Put the crankshaft into engine body
Note: During the installation, the crankshaft shall be handled with care
to avoid strike or damage on bearing bush, or prevent the thrust
washer from escape due to strike.
4. Installation of main bearing cover

(a)No. 1 2 4 5 main bearing cover, which have been installed with
bush, may be installed onto each main neck-journal sequentially.
(b)Two lower thrust washers, whose friction surfaces have been applied with
slight amount of clean oil, may be installed onto the main bearing cover in the
middle, which will be installed onto main neck-journal in the middle while two
thrust washers are being pinched by hand.
(c)Appropriate bolts must be manually screwed into each main bearing cover
by 3 4 threads, and a steel hammer may be used to gently strike the top of
each main bearing cover so that it will be well connected with the main neck
journal, and the engine body.
5. Tighten bolts on crankshaft

Bolts on the main bearing cover shall be tightened progressively in three steps as
indicated in the figure.
Tightening moment ( 80 3) N m
6. C heck whether the r otation of cr ankshaft is under a balance.
A ppropriate amount of clean oil will be applied into oil hole of each connection-
rod neck-journal on crankshaft, and to the surface where two lower thrust
washers are connected with the crankshaft, and crank handle may be used to
drive the crankshaft rotating by 3 4 rounds back and forth, and the rotation
shall be easy, fast and smooth.
7. Check the axial clearance of crankshaft

A dial indicator may be used to check the axial clearance of crankshaft, and the
clearance should be within 0.02-0.22mm.
Note:
(a)The size group of mainbearingbushtobeinstalledshallbeconsistentto
No. marked on the lower plane of air cylinder.
(b)The surface of main-bearing bush shall be clean and without
any struck,scratched or damaged trace.
(c)During installation, always keep each part clean, particularly it’s
unallowable to have any foreign material used as gasket material
between bush back and bush seat.
(d)Each main bearing cover shall be subject to a correct installation
sequenceand direction.
8. Installation of piston and connection-rod
(a)To prevent crankshaft from damage, the connection-rod bolt shall be installed
with a short hose sleeve.
(b)Clean oil may be used to lubricate the inner wall of cylinder, and the neck
journal of connection-rod.
(c)Appropriate amount of clean oil shall be applied to the piston ring, and to the
connection-rod bush.
front sign (d)After the piston compressor has been tightened stably (rather than striking
closely against the piston), the wood handle of hammer or similar tools may be
used to gently strike the piston and connection-rod having correct number into
front respective cylinder.
Remark:Die hole on the piston, and the convexity on the connection-rod shall
face the front side of engine.
9. Installation of connection-rod
front (a)Make the numbered bearing cover matching with the numbered connection-
rod, and have them included in the group.
front mark (b) During the installation of bearing cover, its front mark shall face frontward.
10. Screw up nuts on the bearing cover of connection-rod.

Nuts shall be tightened progressively in two or three steps using a torque
spanner.
11. C heck whether the r otation of cr ank shaft is level and
stable.
Manually rotate the crankshaft, and its rotation shall be flexible and without
any jamming.
Assembly of engine body

1. Installation of rear oil-seal guard ring
(a)Apply sealant to the oil-seal guard ring
Sealant Pr oduct No. 08826-00080 or similar type.
(b)Using a small fur brush, a layer of varnish may be applied evenly to
two sides of rear oil-seal seat gasket, which will be adhered to a place where
rear oil-seal seat is installed on rear end surface of the engine body; After oil-
seal has been pressed into rear oil-seal seat, a layer of albany grease may be
applied evenly to the oil-seal lip, which will be installed onto rear oil-seal
seat gasket. During installation, the pushing shall be made on a parallel basis
to prevent the rear-end surface of crankshaft from striking and damaging the
oil-seal lip. A nd it may be fixed onto the rear end of engine body using five
M8 22 bolts with flat washer and standard spring washer , and
bolts shall be tightened to a specified moment using a fixed-torque wrench.
T ightening moment ( 12 2) N m
SST 09223-61010
2. I nstallation of A C gener ator br ack et

T he generator bracket may be fixed onto the cylinder using two
M10 1.2 35 bolts.
T ightening moment (25 2) N m
3. Installation of oil filter bracket

(a)A layer of varnish may be applied evenly to two sides of oil filter gasket,
which will be adhered to the surface where the oil filter seat is connected
with the engine body.
(b)The oil filter seat may be fixed on the engine body using three M8 35
bolts with flat washer and standard spring washer .
4. Installation of rear partition plate

(a)Installation of gland strip onto rear oil-seal seat
Note T he jut of gland str ip shall be embedded into the pit of r ear
oil-seal seat.
(b)R ear partition plate for clutch cover shall be installed onto two M10
22 positioning pins behind the engine body, and be fixed
using two M 8 14 bolts with standard spring washer .
T ightening moment: (18 3)N m
5. Installation of flywheel
When flywheel has been installed to a place behind the crankshaft, manually
rotate the flywheel to make it facing exactly the assembly mark made on the
rear end surface of crankshaft, then six flywheel bolts will be used to fix the
flywheel onto the rear end of crankshaft: the bolts shall be subject to a pre-
tightening made by a pneumatic wrench, and a re-tightening diagonally to the
specified moment made by a stud bolt tightener.
6. Installation of camshaft component

(a)Installation of camshaft
-Appropriate amount of clean oil shall be applied to five main neck-journal s
on camshaft, and to gears which connects with the transmission shaft of oil
pump.
-Hold the front side of camshaft by right hand, and hold the middle position
of camshaft by left hand, and slowly install camshaft into its installation hole.
During installation, the camshaft may be drawn manually via original installation
hole for petrol pump on the engine body, and will be pushed to the end afte r
each neck-journal is installed onto respective camshaft lining.
-The thrust collar of camshaft shall be fixed onto engine body at the
camshaft hole using two M8 16 bolts with flat washer and
standardspring washer .
R emark T he thrust collar of camshaft shall make the side having ‘ pit’ mark
face outward.
(b)Manually rotate the camshaft, and its rotation shall be flexible. T henthe
woodruff key of camshaft must be turned to an upward position.
(c)Assembly of chain shock-absorber Using brush, a layer of clean oil may

be applied to the rubber surface of chain shock-absorber, which will be fixed to
an appropriate position inside chainwheel chamber using two M8 16 bolt
with standard spring washer and be tightened to the specified moment
using a fixed-torque wrench.
(d)Installation of tappet component Prior to the assembly, tappet

component shall be soaked in clean oil to provide a preliminary lubrication
between tappet and tappet hole or between tappet and the cam of camshaft,
followed by an manual installation of eight hydraulic tappets successively
into tappet holes.
Precautions
-A lways keep it clean and avoid pollution dur ing the whole cour se of
assembly.
-Pr event camshaft fr om touching or str iking its lining dur ing the
installation.
-W oodr uff key shall be installed to place to have its upper plane par allel
to the neck-jour nal of camshaft.
EM.1-24 Assembly of engine body
7. Installation of oil dish component oil dish, namely the

cr ank case oil tr ay
The oil-seal is 3mm wide (a)Check the oil dish to assure its internal cleanness: E xisting sealing materials
must be cleared away from the oil dish, and it’ s unallowable for oil to drop
onto the installation interconnection surface.
(b)Sealing material will be filled into the oil dish as indicated in the figure.
W hen oil sump on the oil dish is facing downward, and when eighteen
installation holes on the oil dish are facing exactly the installation holes of
dish gasket, and the installation holes on the lower surface of the engine
body, the oil dish may be fixed using eighteen M8 16 bolts with flat
washer and standard spring washer .
T ightening tor que (7 2) N m
EM.2-1
Cylinder head
page
Disassembly figures for cylinder head...........................................EM.2-2
Dismantle of cylinder head...........................................................EM.2-3
Disassembly of cylinder head ......................................... .............EM.2-4
Clean up /inspection on each spare part ......................... .............EM.2-5
Assembly of cylinder head.........................................................EM.2-12
Installation of cylinder head........................................................EM.2-15

EM.2-2 Disassembly figures for cylinder head
To prevent the cylinder gasket from leaking air or water, the tightening torque of bolts on cylinder head shall
be checked using a torque wrench before new vehicles travel for 500 or1000 kilometers, and will be 90N.m for
ten M12 bolts, or 20N.m for three M8 bolts. And a tightening may not proceed until the engine cools down. To
perform a correct maintenance and adjustment, a general description is provided as below for dismantle /
inspection /maintenance of cylinder head.
Disassembly figures for cylinder head
valve locker
clamp
valve spring
valve chamber cover valve spring upper seat (air
seat air exhaust inlet)
valve spring
rocker shaft and spring
valve oil seal
rocker shaft valve spring
lower seat
valve
spark plug
push rod
engine
spark plug sleeve
valve guide
engine rear fender
cylinder head
water outlet pipe
front warm-air cylinder gasket

water pipe
hydraulic tappet
engine front
engine hook fender
Dismantle of cylinder head EM.2-3
Dismantle of cylinder head

1. Dismantle of high-tension damping wiring andignition
coil components
(a)High-tension damping wiring shall be removed.
(b)Ignition coil components shall be removed.
2. Dismantle of wiring harness and the fuel distributor
assembly
(a)Wiring harness must be removed.
(b)Unscrew the contact nut.
(c)Take out the fuel distributor assembly.
3. Piston for cylinder No. 1 will be placed to thetopdead

center of compression stroke.
Rotate the crankshaft pulley to have its groove facing exactly to mark
0 made on the timing chaincover.
4. Dismantle of inlet &outlet manifold

(a)Have the cooling-water bypass hose removed from theinlet manifold.
(b)A torque wrench will be used to unscrew eight fixing nutson inlet
&outlet manifold, based on which the inlet &outlet manifold plus the
sealing ring may be taken out.
EM.2-4 Disassembly of cylinder head
5. Dismantle of cylinder head

The cylinder head may be removed by unscrewing the bolts and nuts on
cylinder head.
6. Dismantle of rocker-shaft
Subject to the numbering sequence indicated in the figure, bolts and nuts
on rocker-shaft may be removed progressively in three steps.
7. Dismantle of cylinder head

(a)Based on the bolt numbering sequence indicated inthe figure, a 12-edge
socket spanner shall be used tounscrew bolts on cylinder head
progressively in threesteps. Any dismantle in nonconformance with
theindicated sequence might cause a deformation or bendon cylinder
head.
(b)The cylinder head may be lift up from the connection surface of
device unit, and put onto a wood block onsaddle piece which has been
provided in advance.
Note Do not damage cylinder head, and the sur face of
device unit on one side having cylinder-cover spacer.
R emark If the cylinder head is hard to be lifted up, a screwdriver may
be used to prize the middle of convexity on cylinder head.
(c) Sealing ring will be removed from the cylinder head.
Disassembly of cylinder head

1. Dismantle of rear fender from cylinder head
Rear fender and sealing ring may be removed from the cylinderhead by
unscrewing four bolts.
engine rear fender
2. Dismantle of cooling-water outlet pipe

Cooling-water outlet pipe and sealing ring may be removed by unscrewing
two bolts.
Cleanup /inspection on each spare part EM.2-5
3. Dismantle of the rocker-shaft assembly

Based on the numbering sequence indicated in the figure, bolts and nuts
on rocker shaft maybe unscrewed progressively in two or three steps to
prevent the rocker-shaft from bending or prevent bolts from damage.
4. Dismantle of valve
(a)Valve spring seat will be compressed using SST until two valve locker
clamps have been removed.
SST 09202-43013
(b)SST and two valve locker clamps shall be removed.
(c) Take out valve spring seat, valve spring, and spring shim successively.
(d) Remove the oil-seal.
(e) Disassembly the valve.
(f) Disassembly other valves in a similar way.

(g) Place all removed parts in a good order.
IN
EX
Cleanup /inspection on each spare part

1. Clean the top of piston and device unit
(a)Carbon deposits on the top of piston may be scraped awaywhen the
piston inside each cylinder has been lifted respectively to the upper stop
point while the crankshaft isrotating.
(b)All spacer materials must be cleared away from the top of device unit,
and carbon deposits and oil contaminants shall beblown off as well from
bolt holes.
Note Tak e car e of your eyes when compr essiveair is
applied.
2. C lear away sealing r ing mater ials
When a scraper is used to remove cylinder gasket materials adhered to
cylinder head, device unit, and the contact surface of cylinder gasket,
avoid any damage on the contact surface when scraping, and prevent
cylinder gasket materials from entering tappet holes, cooling-water sleeves,
and bolt holes.
Note Do not damage each sur face when scr aping.
3. C lean the combustion chamber
A steel wire brush will be used to clear all carbon deposits away from the
combustion chamber.
EM.2-6 Cleanup /inspection on each spare part
4. Clean the valve guide

All valve guides may be cleaned using brush and solvent.
5. Clean the cylinder head

The cylinder head maybe cleaned using soft brush and solvent.
Note Do not wash the cylinder head with br ush inside
a hot container , or it will be ser iously damaged.
6. Check the planeness of cylinder head

(a)Using precise ruler and feeler gage, measure the planeness on the
bottom surface of cylinder head, and check for flexuralde flection on the
contact surface between cylinder head and inlet /outlet manifold.
(b)The planeness on the bottom surface of cylinder head shall be
0.05mm.
(c)The planeness on the contact surface between cylinder head and inlet
/outlet manifold shall be 0.10mm.
(d)The cylinder head shall be changed if the measured planeness is greater
than the foresaid value.
7. Check for cracks on the cylinder head

(a)Using color penetrating fluid, check whether there’s anycrack on
combustion chamber, at air inlet/outlet hole, and atthe surface or on the
top of the cylinder head.
(b)The cylinder head needs to be changed if any crack isfound.
8. Clean the valve

(a)A spacer scraper may be used to clear away all carbondeposits from
the valve.
(b)A steel wire brush may be used to thoroughly clean thevalve.
Note B e car eful enough to avoid any damage on
the sur face of valve seat.
9. Inspection on the abrasion degree of valve rod and

guide.
(a)An amesdial may be used to measure the inner diameter of guide.
Standard inner diameter (8.01-8.03) mm
(b)A micrometer may be used to measure the external diameter of valve

rod.
External diameter of valve rod, and standard clearance(mm)
External diameter of
Standard clearance Max. clearance
standard valve rod
Engine
Air Air Air
model Air inlet Air inlet
exhaust inlet exhaust
valve valve
valve valve valve
10. The valve guide shall be changed when necessary.

(a)Heat the cylinder head to approx. 90 .
(b)The valve guide may be struck out using SST and hammer.
SST 09201-60011
(c)A caliper gauge may be used to measure the diameter of installation

hole for valve guide on cylinder head.
Diameter of installation hole for standard valve guide
(13.000 13.018) mm
(d)Selection of new valve guide

If the diameter of installation hole for valve guide on cylinder head is
greater than 13.027mm, the installation hole needs a re-boring to ensure
the diameter is within (13.050 13.077) mm, and the external diameter
for 0.05mm valve guide (an increased size for repair purpose) will be
applicable. the external diameter for standard valve guide shall be within
(13.045 13.060mm .
(e)Using copper rod and hand hammer, the valve guide shall be struck to
a degree that the opening snap ring is able to contact cylinder head.
(f)To make the clearance between valve guide and new valve rod meet
relevant standard &requirement, a 8mm sharp reamer shall be used to
ream the inner diameter of valve guide.
Standard clearance:
Air inlet valve (0.025 0.060)mm
A ir exhaust valve (0.030 0.065)mm
11. Check and abrade the valve

(a)An abrading method will be applied to clear away any indent
or carbon deposit from the valve.
(b)Check whether the cone angle on valve surface has been
abraded to a correct angle.
Cone angle on valve surface 44.5
Note: The abraded amount shall be decreased to a Min.
degreewhen possible yet sufficient to remove any damage
remainedon the surface.
(c)Inspection on edge thickness for valve

Min. edge thickness specified as below
A ir inlet valve 0.5mm
A ir exhaust valve 0.8mm
T he valve shall be changed whereby edge thickness on the head of valve
is less than Min. value.
edge thickness
(d)Inspection on the whole length of valve

Standard whole length of valve mm
Standard whole length
M in. length
of valve
E ngine
A ir
model A ir inlet A ir exhaust A ir inlet
whole length inlet
valve valve valve
valve
The valve shall be changed whereby the whole length of valve is less than
Min. value.
(e)Check whether the valve rod has been abraded too much on endsurface.
If it does occur, a grinding machine may be used to repair the end surface,
or the valve shall be changed.
Note Do not mak e an over-abr asion to avoid thewhole
length of valve is less than M in. value.
12. Check and clean the valve seat

(a)A 45 carbide tool will be used to repair or modify the valve seat.
Extra metals need to be cut off when cleaning the valve seat.
(b)The valve may be installed after a thin layer of or white lead
film has been applied to the sealing surface of valve. When the valve seat
is being pressed naturally, make the valve rotating against the valve seat.
(c)The valve surface and the valve seat shall be checked as per the following:
-If the valve surface shows blue on the 360 circumference, it indicates
that the valve is homocentric, if not, the valve needs to be changed.
-If the valve seat shows blue on the 360 circumference, it indicates that
width the valve guide and the valve seat are homocentric, if not, the valve seat
needs to be abraded and repaired.
-Check whether the contacting width between valve seat and the middle
of valve surface is within (1.2 1.6) mm; If not, a modification to the
valve seat shall be made as per methods stated below:
-If the valve seat is much higher than the valve surface, 30 and 45
carbide tools shall be used to modify the valve seat.
- If the valve seat is much lower than the valvesurface, 60 and 45

carbide tools shall be used to modify the valve seat.
(d)The valve and the valve seat may be manually abraded using
carborundum.
(e)Following a manual abrasion, the valve and the valve seat shall be
cleaned.
13. Check the valve spring

(a)A steel square will be used to check theperpendicularity of valve
spring.
Max. allowable value 2.0 mm
T he spring needs to be changed if the perpendicularity is greater than
Max. allowable value.
(b)A vernier caliper will be used to check the freelength of valvespring.

Free length 47 0.5 mm
T he valve springshallbechangedifitcannotsatisfyspecifiedrequirements.
(c)A spring tester will be used to check the tensile force for each spring
having specified installation length.
Installation length:40.6 mm
Standard installation tensile force 345 N
M in. installation tensile for ce 282 N
T he spring shall be changed if the installation tensile force is less than
Min. installation tensile force.
14. Inspection on rocker and rocker-shaft

(a)Inspection on rocker-shaft
Verify by visual check the contact surface betweenrocker-shaft and the
push rod. If the contacting ballsurface or circular arc surface between
rocker-shaftand the push rod has been abraded much or even damaged,
the two contacting surfaces must be repaired, or the rocker-shaft shall be
changed.
(b)Measure the clearance between rocker and rocker-shaft

Standard value (0.018 0.046)mm
M ax. value 0.08 mm
R ocker and rocker-shaft shall be changed if the clearance is greater than
Max. value.
(c) Check whether the direction on the rear end of air valve rocker-shaft
is correct. And the valve spring and the rocker-shaft may be assembled as
indicated in the figure. During assembly, special maintenance tools may
be used for an installation of clamps. If the contact surface between valve
and.rocker shaft as been much abraded oil stone provided for valve
refacer may be used for abrading, or they may be changed.
SST 09207-71010
upward
front
convexity
convexity position
15 I nspection on hydr aulic tappet and push r od

(a)Inspection on hydraulic tappet
-A micrometer will be used to measure the external diameter of hydraulic
tappet, then an inner-diameter amesdial will be used to measure the
diameter of installation hole for hydraulic tappet on device unit.
Standar d clear ance value (0.012 0.056)mm
M ax. value 0.100 mm
Hydraulic tappet shall be changed if the actual clearance exceeds Max.
value.
EM.2-12 Assembly of cylinder head
-When hydraulic tappet is submerged in light oil, push the plunger piston
for several times to discharge air insidethe hydraulic tappet.
SST 09276-71010
-During a settlement test aimed at an inspection on the hydraulic tappet,

a sealing settlement tester may be used to apply a 196N force onto the
plunger piston. And measure the time it takes to drop for 1mm after it
has dropped for about 2mm.
-Sealing &settlement time when at 20 if the timeto drop for
1mm can not reach (7 50)seconds, the hydraulic tappet shall be changed.
(b)Inspection on push rod
-Max. radial runout at the middle of push rod shall be checked as
indicated in the figure, and the push rod shall be changed if the actual
runout is greater than 030mm.
-Check whether the oil hole on push rod has been blocked,if so,
compressive air may be applied to blow off any blocked material.
16. Inspection on inlet /outlet manifold

(a) Precise ruler and feeler gage may be used to check whether the surface
contacting cylinder head has any flexual deformation.
Max. flexure 0.2 mm for inlet manifold; 0.7mm for outlet manifoldThe
manifold shall be changed if the flexure is greater than Max. value.
(b) The planeness on the surface where the inlet &outletmanifold are
connected with cylinder head shall not be greater than 0.4mm. If the
actual planeness is greater than 04mm,inlet &outlet manifold shall be
changed, or the connection surface shall be cut by milling machine to a
smooth degree,with Max milling amount as 0.5mm.
Assembly of cylinder head

1. Check After a washing, the cylinder head, air inlet /outlet duct
and the combustion chamber shall be clean, and without any scratched,
knocked, or damaged trace on fabricated surface; and without any casting
defect on the surface of cylinder head.
Note:
1. The thickness of cylinder head conforming to Class E ur opean
standar d shall be 0.5mm smaller than that confor ming to C lass
E ur opean standar d; A nd there’ s a mar k E 3 made on the r ight
side of cylinder head confor ming to C lass E ur opean standar d,
and the other one does not have this mar k.
2. A ny mis-installation across the E uropean- cylinder head and
the E ur opean- cylinder head is unallowable. I f E ur opean-
cylinder head was installed onto E ur opean-I I device by mistake, it
might make the valve touch the piston I f E ur opean- cylinder
head was installed onto E ur opean- device by mistak e, the
per for mance of engine might be degr aded, and other failur es might
occur accor dingly.
Assembly of cylinder head EM.2-13
2. Matching air inlet valve with air exhaust valve

After the bottom surface of cylinder head has been put level on work
bench and is facing upward, air inlet &exhaust valves will be installed
onto the cylinder head as per the sequence “exhaust-inlet-inlet-exhaust-
exhaust-inlet-inlet-exhaust”, and could be inserted into the valve guides
IN smoothly after installation without any loose.
Note Pr ior to the matching, check the valve guide r od,
and ensure ther e’ s no any knocked , scratched or damaged
EX tr ace on the coned sealing sur face of valve.
3. L eakage test on sealed parts of valve and its seat hole
T he cylinder head having been installed with air inlet /exhaust valve will
be put to a position for leakage test, and the side of cylinder head having
air inlet /exhaust duct must face upward. When the tail end of valve rod
is being pulled by hand, fill relevant air inlet /exhaust ducts with clean
kerosene and wait for (5~6) seconds, if kerosene from the sealing band of
valve does not flow into the combustion chamber, it indicates that cylinder
head has no any leakage; In case of leakage, the valve and its seat hole
shall be abraded accordingly.
4. A br ading on valve and valve seat hole
(a)A fter air inlet (exhaust) valve is removed, appropriate amount of
abrasive sands must be applied evenly to the coned sealing surface of air
valve and to the valve seat hole, then be installed into valve guide for an
abrasion by special abrading tool for (7~10) minutes.
(b)A fter air inlet (exhaust) valve is removed, kerosene will be used to
wash residual abrasive sands on valve, in the valve seat hole, inside the
combustion chamber, or inside the air inlet /exhaust duct.
R emark:Valves after an abrasion are not interchangeablewhen washing the
removed valves, they shall be placed in order by sequence to avoid any
mis-installation and misdetermination at a later stage.
marked with green color 5. Pressed installation of air inlet /exhaust valve
upward (a)A ppropriate amount of clean machine oil shall be taken out from
machine oil pot and be applied to the rod of eight air inlet / exhaust
valves respectively, then, have the cylinder head fixed onto a clamping
fixture applicable to the pressed installation of valves.
(b)I nstall eight valve spring seat gaskets successively into place.A nd
the number of gaskets must be correct.
(c)A special press tool shall be used during the pressed installation of
eight valve oil-seals.
Note F or ce applied to the oil-seal could not be too big,if the pr essed oil seal deviates fr om the
installation position, it shall be taken out and discar ded accor dingly,and may not be r e-
used any longer .
(d)Put the valve spring and the valve spring seat into place successively.
R emark
-T he smaller pitch end (viz colored end )of valve spring must be put to the downside.
-Different from air inlet valve, the spring seat on air exhaust valve has a rotatable mechanism, which can not be mis-installed.
SST 09202-43013
(e)Using a special press tool applicable to valve, each locker clamp of valve may be pressed into the cone hole on the cap of air inlet
/exhaust valve.
EM.2-14 Assembly of cylinder head
(f)To have the locker clamp of valve well connected with the spring seat
and the valve rod, a copper hammer may be used to strike gently against
the tail end of each valve rod.
6. Installation of spark plug component
(a)R espective sealing gasket shall be installed onto the spark plug sheath,
and the level end of sealing ring must be connected with the flanged
surface of socket.
(b)Insert the spark plug into the sleeve of spark plug.
(c)Four sets of spark plug and sleeve component shall be manually installed
into (by 3 4 threads) the installation hole on the right side of cylinder
head, and be tightened with a spark plug wrench.
T ightening tor que (20 3)N m
7. Installation of front water-tight cover plate

(a)A layer of varnish shall be applied evenly onto both sides of
spacers used for the front water-tight cover plate of cylinder head,
which will be adhered to the inner surface of front water-tightcover plate.
A nd make it facing the bolt hole exactly.
( b)T wo M 8 20 bolts with standard spring washer may be
used to fix the front water tight cover plate as well as spacer component
onto the front side of cylinder head.
T ightening tor que (12 2)N m
8. Installation of rear fender onto cylinder head

(a)A layer of varnish shall be applied evenly onto both sides of sealing
spacer for rear fender, which will be adhered to the surface where the rear
fender is linked with cylinder head. And make them facing four installation
holes exactly.
(b) F our M 8 14 bolts with standard spring washer may be
used to fix the rear fender onto the rear end surface of cylinder head.
T ightening tor que ( 12 2)N m
9. I nstallation of cooling liquid temper atur e sensor
(a)A fter an appropriate amount of L e tai branded anaerobicglue 243
has been applied to the threaded part of cooling liquid tempe raturesensor,
manual screw it into the installation hole in front of cylinder head by
3 4 thread.
(b)T ighten it with a wrench.
10. I nstallation of connector component onto water outlet

pi p
(a)R ubber plug shall be installed onto the connector.
(b)A layer of varnish shall be applied evenly onto both sides of connector
spacers, which will be adhered to the =surface where the connector is
linked with cylinder head.Make it facing the installation hole exactly.
( c) T wo M 8 25 bolts with flat washer and standard spring
washer may be used to fix the connector at water discharge hole.
Reinstallation /restoration of cylinder head EM.2-15
Reinstallation /restoration of cylinder head

1. Installation of cylinder gasket
Cylinder gasket will be installed onto the device plane, and be fixed
using positioning pin.
2. Installation of cylinder head
The cylinder head component may be installed onto the cylinder gasket
on device unit, be positioned by two positioning pin sleeves, and befixed
using ten M12 cylinder-cover bolts plus three M8 cylinder-cover bolt
with cylinder-cover bolts &washers . Based on the sequence indicated
in the figure, a wrench will be used to screw ten M12 bolts to an extent
as 90N m, followed by a complete unscrewing, then a re-screwing to
90N m The tightening torque for three M8 bolts shall be 20 N.m.
Finally, an 100% verification needs to be performed using a fixed torque
wrench.
3. Rocker-shaft assembly
upward (a)Two rocker-shafts inside each cylinder may be fixed together via one
special clamping plate.
(b)The rocker-shaft assembly shall be installed onto two studbolts on
front
convexity the cylinder head in such a way that one endofrocker-shaft having dummy
club (its surface facing upward) will be backward.
SST 09207-71010
convexity position (c)Two M8 nut with flat washer may be manually screwed onto
stud bolt; Screw the short threaded end ofthree bolts (fixing the rocker-
shaft ) into the fixed seat for rocker-shaft, followed by a tightening made
push rod progressively in two steps as from the middle to two sides as shown
in the figure .
push rod Tightening torque ( 18 3)N m
(d)A fter a layer of clean machine oil has been applied to the ball surface
on two ends of the push rod, the lower end will be installed into a ball
socket on the tappet cap, while the upper end will be pressed by a special
press rod into the ball socket of rocker-shaft while the crankshaft is
rotating.
4. Installation of valve chamber cover

Cotton cloth may be used to clean sealing band on the plane of cylinder
head, after which valve chamber cover will be installed onto three bolts
used to fix rocker-shaft for cylinder head; when the rubber sealing ring on
the bottom of valve chamber cover is facing exactly to sealing band on
theplane of cylinder head,components like bolt&washer used to fix three
valve chamber covers will be installed onto the fixing bolt of rocker-shaft,
followed by a fixing with three cap nuts, plus a tightening made from the
middletotwoends.
Tightening torque ( 5 1) N m
EM.2-16 Reinstallation /restoration of cylinder head
5. Installation of inlet &outlet manifold

(a)Install air-inlet manifold components onto eight stud boltson the left side
of cylinder head, and have the positioning pinfacing exactly to its installation
hole.
(b)Install the lower part of air inlet /exhaust manifold onto eight stud
bolts on the left side of cylinder head, followed by a fixing using relevant
components like nut, washer, etc. plus a tightening made from the middle
to two sides.
Tightening torque ( 50 5)N m
(c)I nstall dust-cover provided for the lower part of air-inlet manifold
onto the surface where the lower part and the upper part of air-inlet
manifold are connected, so as to prevent any foreign material from entering
air inlet duct prior to the assembly of upper part.
(d)Installation of thermal baffle for wiring harness.
(e)Two M6 18 bolts with flat washer and light-typespring washer
will be used to have
the thermal baffle for wiring harness fixed onto the lowerpart of air-inlet
manifold.
T ightening tor que ( 7 2) N m
(f)Installation of the upper part of air-inlet manifold
-Following a dismantle of dust-cover from the lower-part of air-inlet manifold,
connection spacers shall be installed onto a plane where the lower part and
the upper part of air-inlet manifold are connected, and shall face to six
installation holes exactly.
-T he upper part of air-inlet manifold shall be installed onto gaskets where the
lower part and the upper part of air-inlet manifold are connected, and have six installation holes facing exactly to relevant spacers, and
to six holes on the low part.
-Six M8 30 hexagonal socket head bolts with flat washer and standard spring washer will be used for fixing purpose, and
shall be tightened as per the sequence “from the middle to two ends”: a pre-tightening may be made using a pneumatic wrench before
a re-tightening to specified torque using a fixed-torque wrench.
(g)Installation of dead plate and the manifold supporting frame
-Using two M8 16 bolts with flat washer and standard spring washer , dead plate may be installed onto front end surface at
the lower /upper part of inlet manifold to link the lower part with the upper part. T ightening torque (16 3)N m
-One M8 16 bolt with flat washer and standard spring washer will be used to have the upper part of manifold supporting
frame on the rear side of cylinder head fixed onto the upper part of inlet manifold. And two bolts on manifold supporting frame may
be tightened using a fixed-torque wrench.
6. Installation of the fuel distributor assembly

(a)A layer of clean machine oil shall be applied evenly to the external edge of
sealing ringwhere four fuel injectors of the fuel distributor assemblywill be
linked with the air inlet manifold.
(b)When four fuel injectors are facing exactly to respective installation hole at
the lower part of air-inlet manifold, and when one side having fuel pressure
adjustor is towards the front side of engine, press and install four fuel injectors
to the lower part of inlet manifold.
(c)The fuel distributor assembly will be fixed using two M8 25 bolts
with flat washer and standard spring washer applied to the lower part
of inlet manifold.
Reinstallation /restoration of cylinder head EM.2-17
7. Installation of wiring harness on engine

(a)Using fixing clips, the rear end of wiring harness may be fixed to the
rear end surface of cylinder head, and one M8 20 bolt with flat
washer and standard spring washer is usable to fix a manifold
supporting frame. And the tightening shall be performed at a later stage.
(b)At the place adjacent to fuel guide rail, wiring harness needs to be fixed
onto fuel guide rail using two nylon strips,and extra part on the tip of
nylon strip shall be cut off using scissors.
(c)Four plugs provided for four fuel injectors on the wiring harness will
be inserted into relevant sockets provided for four fuel injectors.
8. Installation of ignition coil components

Using three M 6 35 bolts with flat washer and light type spring
washer , ignition coil may be fixed on relevant supporting frame: flat
washer shall be applied to one side close to the ignition coil, and light-
type spring washer shallbe applied to one side close to the supporting
frame provided for ignition coil, followed by a tightening of M6nuts.
T ightening tor que ( 7 2) N m
9. I nstallation of high-tension damping wir ing
Two ends of high-tension damping wiring shall be connected to ignition
coil and spark plug respectively as indicated by relevant marks made on
high-voltage line and ignition coil.
EM.3-1
Valve mechanism
Page
Disassembly diagram for valve mechanism...................................EM.3-2
Disassembly of timing chain/camshaft...........................................EM.3-3
Inspection &repair for timing chain/camshaft components.............EM.3-5
Replacement of front oil seal on crankshaft..................................EM.3-8
Installation of timing chain/camshaft..............................................EM.3-9

EM.3-2 Valve mechanism Disassembly figure for valve mechanism
Disassembly figure for valve mechanism
sealing ring
valve-box cover
rocker shaft
assembly
push rod
tappet
camshaft
thrust disk
vibration absorber
tensioner
cam chainwheel
timing chain cover
cam chainwheel
bolt
timing chain
crankshaft
chainwheel
crankshaft
sealing ring
pulley bolt
front oil seal of crankshaft

crankshaft pulley
Those with mark * refer to spare parts which have been used and can not be re-used.
Valve mechanism Disassembly of timing chain/camshaft EM.3-3
Disassembly of timing chain/camshaft

Preparation for disassembly
(a)Dismantle of driving belt.
(b)Dismantle of fan &water pump pulley.
(c)Dismantle of rocker arm shaft assembly and push rod.
1. Removal of valve tappet

Eight tappets will be removed using a steel wire or magnet.
Note A lways k eep tappets in an upr ight ar r ay as

per a cor r ect sequence.
2. Removal of crankshaft pulley

(a)Removal of pulley bolt using SST
SST 09213-70010 and 09330-00021
(b)Even removal of crankshaft pulleys using SST

EM.3-4 Valve mechanism Disassembly of timing chain/camshaft
3. Removal the cover of timing chainwheel chamber

The cover of chain wheel cham ber may be removed by unscrewing
eleven bolts on the cover of chainwheel chamber using a torque
spanner.
4. Inspection on the tension degree of timing chain

Subject to a removal of crankshaft front belt /timing chain cover, the
tension degree of timing chain may be checked in accordance with Max.
allowable tension degree 13.5mm when applied with a 98N pulling force.
If it exceeds Max. allowable value, the timing chainwheel shall be changed.
5. Removal of chair tensioner
6. Removal of timing chainwheel

(a)To loosen the fixing bolts on camshaft chainwheel, crankshaft pulley
needs to be installed.
(b)After unscrewing the fixing bolt, SST may be used to have camshaft
chainwheel, crankshaft chainwheel and chain dismantled evenly.
SST 09950-20017
Valve mechanism Inspection &repair for timing chain/camshaft components EM.3-5
7. Removal of shock absorber

Two bolts plus the shock absorber may be dismantled.
8. Removal of thrust disk and camshaft

(a)Two bolts plus the thrust disk may be dismantled.
(b)Take out the camshaft carefully.
Note Do not damage the camshaft bear ing.
I nspection and r epair of timing chain and camshaft

components
1. Check the camshaft
(a)When the camshaft is placed on a V-shape steel, measure the radial
runout at neck journal on the center of camshaft.
T he camshaft needs to be changed if the runout exceeds Max.value.
(b)Measure the height of convexity of camshaft using amicrometer

Standard height of convexity
A ir inlet por t (38.620 38.720)mm
A ir exhaust por t (38.629 38.729)mm
M in height of convexity
A ir inlet por t 38.26 mm
A ir exhaust por t 38.27 mm
T he camshaft needs to be changed if the height of convexity is less than
Min. value.
(c)Measure the diameter of neck journal using a micrometer.

Standard diameter from front side
No. 1 (46.459 46.475)mm
No. 2 (46.209 46.225)mm
No. 3 (45.959 45.975)mm
No. 4 (45.709 45.725)mm
No. 5 (45.459 45.475)mm
EM.3-6 Valve mechanism Inspection &repair for timing chain/camshaft components
(d)Have the thrust disk and the camshaft chainwheel installed on

camshaft.
(e)The fixing bolts for camshaft chainwheel need to be installed and
tightened.
Tightening torque 90 N M
(f)Axial clearance between the thrust disk and the camshaft may be
measured using a feeler gage.
Standard axial clearance (0.07 0.22)mm
M ax. axial clear ance 0.30 mm
T he thrust disk needs to be changed when the clearance exceeds Max.
value, and the camshaft needs to be changed as well when necessary.
2. Inspection on chain and chainwheel

(a)When chain is thoroughly stretched, measure its length.
(b)A similar measurement may be performed on three pointsormore having
been random selected.
Max. stretched length of chain 291.4mm when a49N str etching
for ce is applied.
T he chain needs to be changed if the read value of stretched length exceeds
Max. value.
(c)Measure the diameter of chainwheel installed with chain using callipers.

Min. diameter of chainwheel with chain
Crankshaft 59 mm
Camshaft 114 mm
The chain needs to be changed if the actual diameter is less than Min.
value.
3. Inspection on chain tensioner

Measure the thickness of chain tensioner using callipers.
Standard thickness 15.0 mm
M in. thick ness 12.5 mm
T he chain tensioner needs to be changed if the actual thickness is less
than Min. value.
Valve mechanism Inspection &repair for timing chain/camshaft components EM.3-7
4. Change the chain tensioner column when necessary.

(a)Side plate may be removed using gasket scraper and hammer.
Note: do not bend the plate.
(b)Dismantle the chain tensioner column and spring.
(c) Machine oil for engine may be filled to the chain tensioner unit, or to
the sliding surface of column.
(d)Have the spring and chain tensioner column installed on the chain
tensioner unit.
(e)Install the side plate to place.
Note I nstallation direction.
(f)Strike the plate into place using hammer and socket spanner.
socket spanner
5. Inspection on the chain shock absorber

Measure the thickness of shock absorber using callipers: Standard
thickness 6.6 mm
M in. thick ness 5 mm
If the thickness is less than Min. value, the shock absorber needs to be
changed.
EM.3-8 Valve mechanism Replacement of front oil seal on crankshaft
6. Inspection on valve tappet

Measure the diameter of tappet using a micrometer.
Diameter of tappet (21.387 21.404)mm
If actual diameter does not conform to relevant stipulations, oil clearance
needs to be checked.
7. Take out the tappet when necessary.

Have the valve tappet submerged in diesel.
The disassembly and assembly of tappet may proceed when soaking in

diesel, and snap ring and push-rod seat may be installed using a presser
applicable to sealing test.
SST 09276-71010
8. Sealing drop test check

Using a presser applicable to sealing test (with stress set to196.2N) ,
measure the time it takes to drop for 1mm after it has dropped for about
2mm.
Sealing drop time: (7-50)s/mm when at 20
Replacement of front oil seal on crankshaft

Method I Provided that the timing chain cover has been removed
from the timing chain box
(a)Strike the oil seal out using screw tap and hammer.
Valve mechanism Installation of timing chain/camshaft EM.3-9
(b)Strike new oil seal into place using SST and hammer until the surface
of oil seal reaches
The same height as the edge of timing chain cover.
SST 09223-22010
(c)MP multi-purpose grease shall be applied to the jaw of oil seal.
Method II
(a)Dismantle the oil seal using SST.
SST 09308-10010
(b)MP multi-purpose grease shall be applied to the jaw of new oil seal.
(c)Strike new oil seal into place using SST and hammer until the surface
of oil seal reaches
the same height as the edge of timing chain box.
SST 09223-22010
Installation of timing chain/camshaft

1. Installation of camshaft
(a)Have the camshaft inserted carefully into the air cylinder box.
Note Do not damage the camshaft bearing.
(b)Thrust disk will be fixed using two bolts.

Tightening torque 18.5N m
Note I nstallation direction
front
EM.3-10 Valve mechanism Installation of timing chain/camshaft
2. Installation of shock absorber

The shock absorber may be fixed using two bolts.
Tightening torque 18.5 N m
3. Installation of timing chain and chainwheel

setting of camshaft (a)The set key of crankshaft chainwheel must be installedupward.
(b)Have the set key on camshaft chainwheel matching well with the mark
made on the thrust disk.
mark
set key of crankshaft
(c)Have the chainwheel installed on the timing chain.

Note H ave the timing chain matching well with
the mar k made on the chainwheel.
(d)T he installation of timing chain and chainwheel may proceed on an
even basis.
Valve mechanism Installation of timing chain/camshaft EM.3-11
(e)Have the crankshaft pulley installed on crankshaft.

(f)A thin layer of engine oil will be applied to the top /screwed parts of
camshaft chainwheel bolts.
(g)The camshaft chainwheel bolts may be installed using SST and
tightened as well
SST 09213-70010 and 09330-00021
Tightening torque 90N m
Dismantle the crankshaft pulley.
4. Installation of chain tensioner

The chain tensioner will be fixed using two bolts.
Tightening torque: 18.5N m
5. Installation of timing chain cover

Using eleven bolts, the installation of new sealing ring and timing chain
cover may proceed.
6. Installation of crankshaft pulley

(a)A plastic hammer may be used to gently strike the crankshaft pulley
into place.
Plastic hammer
(b)A layer of engine machine oil will be applied to the top/screwed parts
of pulley bolt.
(c)The pulley bolt will be installed using SST and tightened as well.
SST 09213-70010 and 09330-00021
EM.3-12 Valve mechanism Installation of timing chain/camshaft
7. Installation of valve tappet

One small part of steel wire or magnet may be used to insert the valve
tappet into the tappet hole carefully.
Installation at a later stage

(a)Installation of the assembly for push rod and rocker shaft;
(b)Installation of water-pump pulley and fan;
(c)Installation and adjustment of driving belt;
(d)Start the engine and check for leakage.
(e)Check the engine oil.
CO-1
Cooling system
Composition &characteristics of cooling system............................CO-2
Inspection /change of coolant for engine........................................CO-2
Cooling water pump.....................................................................CO-3
Thermostat...................................................................................CO-5
Radiator.......................................................................................CO-6
Cooling system-Composition &characteristics of cooling system, Inspection /change of
CO-2 coolant for engine
Composition &characteristics of cooling system

The cooling system provided for engine is used to emit an appropriate amount of heat produced by each
part and component of engine in a timely and forcible manner, so that engine may work continuously under a
best temperature condition. For vehicles having air condition, the cooling system may provide heat supply to the
warm-air device as well.
To improve the cooling effect and reduce the dissipation of coolant, Model 491QE petrol engine has been
installed with one closed water cooling system having one automatic valve on the radiator cap: when engine is
under a normal heat condition, the valve will be closed, making the pressure inside the cooling system slightly
higher than atmospheric pressure so as to raise the boiling point of coolant; when the pressure inside the cooling
system is too high or too low, the valve will be opened, making the cooling system ventilated with the atmosphere.
Structure schematic diagram for cooling system as shown below:
water outlet pipe
to the front warm-air device
from the front

water inlet pipe warm-air device
thermostat installed inside
Inspection /change of coolant inside engine

1. Check the level of coolant inside the standbycoolant
box.
2. Check the quality of engine coolant

(a)Ensure that there’s no any rusted deposit or piece around the cap or
the filling hole of radiator.
And it’s unallowable to have machine oil mixed with coolant.
Cooling system Cooling water pump CO-3
(b)The coolant must be changed if it’s too dirty.

(c)The coolant used shall be of quality ethylene glycolbase coolant
antifreeze liquid .
(d)Capacity 7.9L
3. Change of engine coolant

(a)Dismantle the radiator, or the outlet cover of water tank.
(b)Have the coolant discharged from the radiator and the exhaust valve
of engine. the exhaust valve is onthe left front side ofengine
(c)Screw down the exhaust valve
(d)Fill the system with coolant.
Cooling water pump Part drawing
fan cooling water pump
sealing ring
cooling water pump pulley

silicone-oil clutch
without silicone-oil clutch
fan
fan transmission shaft
The one with mark refer to spare part which has been used and can not be re-used.
CO-4 Cooling system Cooling water pump
Disassembly of Cooling water pump

1. Discharge the coolant.
2. Dismantle the transmission-belt.
3. Dismantle the fan, and the cooling water-pump pulley.
After removing four nuts on the belt pulley seat used to fix the silicone-
oil clutch, dismantle the fan, the assemblyof silicone-oil clutch, and the
water pump pulley respectively.
4. Dismantle the cooling water pump.

(a)Dismantle the adjustment rod of transmission belt from water pump
after the belt has been dismantled.
(b)Dismantle the nuts, four bolts, water pump, and sealing ring.
Inspection on components for cooling water pump

1. Inspection on cooling water pump
(a)Rotate the belt pulley seat, and check whether the bearingof water
pump is rotating smoothly and free from noise.
(b)Water pump may be changed when necessary.
2. Inspection on silicone-oil clutch

(a)Check whether the silicone-oil clutch has been damaged,or is leakingoil.
(b)Silicone-oil clutch may be changed when necessary.
Installation of cooling water pump

1. Installation of cooling water pump
Using nuts and five bolts, new sealing ring, water pump and the
adjustment rod for transmission-belt may be installed between the water
pump and the timing chain box.
Tightening torquet Cooling water pump 16.5 N m
Adjusting rod 40 N m
Cooling system Thermostat CO-5
2. Installation of cooling water pump pulley and fan

Using four nuts, the water pump pulley, and the assembly of silicone-oil
clutch and fan may be installed.
3. Check if there’s any leakage after starting the engine.
Thermostat
Dismantle of thermostat
1.Discharge the coolant.
2.Dismantle the outlet hose of radiator from the inlet of water tank.
3.Dismantle the thermostat, and the inlet of water tankTwo nuts, the
inlet of water tank, sealing ring, and the thermostat shall bedismantled
from the timing chain box.
Inspection on thermostat
Note A constant temperature refers to the starting
temperature of thermostat valve.
1. After the thermostat is submerged in water, add hot
water gradually.
2. Check the starting temperature and the lift range

of thermostat valve.
The thermostat shall be changed if the starting temperature and the lift
range of thermostat valve are not within the limit specified below:
Starting temperature of thermostat valve 80-84 Lifting range of
thermostat valve Equal to or above 8mm when at 95
3. Check whether the spring of valve has been pressed

tightly when thermostat is full closed.
4. If relevant adjustments do not make sense whereby
the starting temperature of thermostat valve is less than
76 or the moving distance of thermostat valve is less
than 8mm when at 95 , the thermostat shall be changed.
Installation of thermostat
1. Installation of thermostat and the inlet of water tank
clamp valve
(a)New sealing ring shall be applied during the installation of thermostat,
and clamp valve shall be placed on the thermostat as indicated in the
figure.
CO-6 Cooling system radiator
(b)Using two nuts, the inlet of water tank may be installed.

Tightening torque 12 N m
2. Connect the outlet hose of radiator to the inlet of water

tank.
3. Refill with coolant.
4. Check whether there’s any leakage after starting
engine.
Radiator
Clean &wash of radiator
Dirts and dusts inside the radiation fin may be cleared away using a
steam purger.
Note: Do not damage the radiation fin if a high-
pressure purger is used. When the pressure at the
nozzle of purger is (2.944-3.434) Mpa, keep a Min.
distance as (40-50) cm between the nozzle and the
radiation fin.
Inspection on radiator
1. Check the cap or outlet cover for radiator or water
radiator cap tester tank respectively.
(a)Push one radiator cover tester into place until safety valve is opened.
And check whether the valve may beopened when the pressure is between
73.6kPa and103kPa.
(b)Check and ensure the pressure on cover will not go down sharply
when it’s lower than 58.9 kPa.
(c)The cover shall be changed if any failure has been found in either of
above articles.
2. Check the leakage of coolant system

(a)Fill the radiator with coolant, and press the manometer.
(b)Increase the temperature of engine.
(c)After an increment of pressure to 117.72kPa, observe
whether the pressure is going down. If it does occur, check if there’s any
leakage with hose, radiator, or water pump. If no any external leakage is
found, check the radiation fincylinder block, and the cover.
radiator cap tester

LU-1
Lubrication system
Page
Composition /function of lubrication system..................................LU-2
Inspection on machine-oil pressure.............................................,.LU-2
Change of engine oil /oil filter .......................................................LU-3
Oil pump.....................................................................................LU-4
LU
ST
CH
Lubrilation system-Composition /function of lubrication system¡¢Inspection on machine-oil
LU-2 pressure
Composition /function of lubrication system

Model 491QE petrol engine adopts a compound lubrication (the combination of pressure lubrication and
splash lubrication ); And the lubrication system mainly consists of oil filter, oil pump, oil cooler, pressure-
limiting valve, etc.
Lubrication system has key functions as described below: lubrication, sealing, cooling, cleaning, shock
absorption, hydraulic pressure, buffer action, and anti-rust function.
Structure of lubrication system as shown in the figure below:
push rod
valve
tappet
camshaft
recommended viscosity(SAE) : Inspection on machine-oil pressure

1. Inspection on the quality of oil of engine
Check whether machine-oil has deteriorated, has water content,changes
color, or becomes thin.
Machine-oil shall be changed if the quality is too bad.
It’s allowed to use machine-oil stated below: SG grade petrol machine-
oil, with viscosity coefficient API 10W-40
(GB11121-1995 ); or better than SG grade; or machine-oil with
recommended viscosity.
temperature ranges before oil change
2. Inspection on the level of engine oil

The level of liquid shall be between the mark “L” and the mark
“F” made on oil gauge If the level of liquid is too low, check whether
there’ sany leakage, and whether machine-oil has been filled to the mark
“F”
Lubrilation system-Change of engine oil / filter LU-3
manometer 3. dismantle he machine-oil pressure switch or sensor;

4. Install the oil manometer.
5. Start the engine.
Start the engine, and increase the temperature to a
normal working temperature.
6. Check the oil pressure
Machine-oil pressure : >49 kPa when at idle speed
(750± 50) revolutions/minute
245.2-490.3 kPa when at speed 3000 revolutions/ minute
Note£ºF ollowing a r e-installation of oil pr essur e
switch or sensor , check whether machine-oil is
leak ing.
Change of engine oil /filter
1. Discharge of engine machine-oil
SST (a)Dismantle the cover from the machine-oil filter.
(b)Machine-oil shall be discharged to a container after aremoval of oil
drain plug
2. Change of oil filter

(a)Using SST, oil filter may be dismantled.
SST 09228-22020
(b)Check and wash the installation ring for machine-oil filter.
(c)Clean engine oil shall be applied to the seal gasketof new
machine-oil filter.
(d)Screw up the oil filter gently until someresistances are met.

(e)Screw it up by 3/4 round using SST.
SST 09228-22020
3. Fill engine with machine-oil
(a)After a washing, the oil drain plug shall be installed with a new sealing
ring.
(b)Fill with SG or better oil, or new oil having recommended viscosity.
Capacity
Refill after discharge
Machine-oil (when having machine-oil filter) to be =changed :3.5 L
Dry injection amount : 4.2 L
(c)Sealing ring needs to install the cover of machine-oil filter.
4. Check whether there’s any leakage after starting the
engine.
5. Check the level of engine machine-oil.
LU-4 Oil pump
Oil pump
Part drawing for oil pump
oil pump body

oil pump cover
safety valve bolt

driving rotor * o ring
machine-oil filter screen
spring
safety valve plug driven rotor use by two driving vehicles
oil pump cover
machine-oil filter screen
use by four driving vehicles
The one with mark * refer to spare part which has been used and can not be re-used
Disassembly of oil pump

1. Provide a support to the vehicle.
Note: the supporting to the vehicle shall be secure and
stable.
2. Discharge the engine machine-oil.
3. Dismantle the reinforcement plate on left &right side.
4. Removal of bottom oil pan.
(a)Unscrew eighteen bolts.
(b)Subject to an insertion of SST scraper between the device unit and the
SST bottom oil cover, materials used for filling &sealing purpose shall be
removed, followed by a removal of bottom oil cover.
SST
SST 09032-00100
Note:
-Do not use SST when on the side of timing-chain cover ,
or scr ewdr iver may be used when necessar y.
-Do not damage the flange of the oil pan dur ing the
dismantle of oil pan.
5. Dismantle of oil filter screen

Four bolts, O ring, and screen shall be dismantled successively.
6. Dismantle of oil pump
Oil pump may be pulled out after bolts have been dismantled
Oil pump LU-5
Disassembly of oil pump

1. Check whether oil pump is working normally.
(a)Have the filter screen submerged in oil using a screwdriver,and rotate
the shaft of oil pump in a clockwise direction, and machine-oil is supposed
to discharge from the oil outlet.
(b)Rotate the shaft of oil pump in a similar way stated above when the
machine-oil outlet has been blocked by finger, and the shaft of oil pump
shall be difficult to rotate.
2. Removal of safety valve

Remove the safety valve, plug, and spring.
3. Removal of the oil pump cover
safety valve
Three bolts and the oil pump cover shall be dismantled succe
spring
ssively.
4. Take out the driving &driven rotor
safety valve plug
Inspection on oil pump

1. Check whether the operation on safety valve is normal
After applying one layer of engine oil to the valve,check whether machine
oil is able to flow into valve hole naturally.
Valve and/or the pump assembly may be changed whennecessary.
2. Inspection on the driving &driven rotor

(a)Check the clearance of rotor unit.The clearance between rotor and
pump unit may be measured using a gauge.
Standard clearance :(0.10-0.15)mm
M ax. clear ance : 0.20 mm
0.10-0.15mm
R otor must be changed if the actual clearance exceeds Max. value. And
the oil-pump assembly may be changed when necessary.
LU-6 Oil pump
(b)Check the end clearance of rotor unit

( 0 . 0 3 - 0 . 0 7 )mm A gauge may be used to measure the clearance as indicated in the drawing.
Standard clearance :(0.03-0.07) mm
T he rotor shall be changed if the actual clearance exceeds Max. value.
A nd the oil pump assembly may be changed when necessary .
(c)A gauge may be used to check the clearance between two inner rotors,
or the clearance between the drivin grotor and the driven rotor.
(0.07-0.12)mm
Standard clearance : (0.07-0.12) mm
R otor shall be changed when the actual clearance exceeds Max value .
A nd the oil pump assembly maybe changed when necessary.
Assembly of oil pump

1. Installation of driving &driven rotor
Having the side of rotor with punctured mark facing upward, the
installation of pump unit may proceed.
punctured mark 2. Installation of oil-pump cover

Using three bolts, the oil-pump cover may be installed, followed by a
tightening of bolts.
Tightening torque : 8N .m
3. Installation of safety valve, spring, and safety valve

plug
safety valve Following an insertion of safety valve and spring, the safety valve plug
will be installed.
spring
Tightening moment : 37.5N .m
safety valve plug 4. I nspection on the assembly of oil pump
Installation of oil pump

1. Installation of oil pump
(a)Align the convex of propeller shaft on oil pump with thelocating
slot on the driving rotor of oil-pump.
(b)Oil-pump may be installed using bolts.
And bolt shall be tightened.
Tightening torquet : 18.5N .m

Oil pump LU-7
2. Installation of machine-oil filter screen

(a)New O ring must be installed on the position where the machine-oil
filter screen is located.
(b)The pump cover may be fixed with filter screen securely by an
installation and tightening of two bolts.
Tightening torque : 17.5N . m
(c)Filter screen may be fixed with the device unit securely by an
installation and tightening of two bolts.
T ightening moment : 12.0N ¡¤ m
3. Installation of bottom oil cover

(a)Oil seal materials shall be cleared away, and it’s notedthat machin e
oil shall not drop on the installation surface of oil pan and the device
unit.
Using razor and scraper all existing materials on the sealing surface
and groove shall be cleared away.
-All loose parts must be cleared away thoroughly.
The oil-seal is about 3mm wide
-Wash the sealing surface using non-residual solvent.
Note: Do not splash solvent onto the painting surface.
A B
(b)Fill the bottom oil cover with sealing materials as indicated in the
figure.
Sealing material :Product &part No. 08826-00080 or counterparty
A B
product
-Nuzzle whose opening section area is 3mm must beapplied during the
installation.
Note£ºAvoid filling in too much sealing mater ials
on the sur face, par ticular ly at r ear oil hole.
-T he assembly of spare parts must be completed within fifteen minutes,
or filled materials shall be cleared away, and a refilling is needed as well.
-Directly remove the nuzzle from pipe, and reinstall the installation
cover.
(c)T he oil pan may be installed using eighteen bolts.
T ightening tor que ( 7±2)N . m
4. I nstall r einfor cement plates on left & r ight side.
5. Put down the vehicle.
6. F ill in engine oil.
7. C heck whether ther e’ s any leak age after star ting the
engine.
8. C heck the level of engine machine-oil.
IG-1
Ignition system
IG-2 Ignition system-preventive measures, Circuit diagram /vehicle inspection of ignition system
Preventive measures
Great Wall automotives are driven by petrol engine, which works after the mixture of petrol and air has been
ignited by the high-voltage electric spark produced by one set of ignition system installed inside the engine. And
the ignition system has such function as to transform the low-voltage provided by battery into a high-voltage
current able to ignite the inflammable gas mixture inside engine cylinder; and to distribute the high-voltage
current on time to the spark plug at each engine cylinder as per engine working procedure. And electric sparks
produced between electrodes of spark plug will ignite the inflammable gas mixture to push the piston for actions,
and to drive the connection rod of crankshaft, and to make the engine working.
The preventive measures are given below
1.If the engine can not be started, do not have the ignition key being connected for over ten minutes;
2.During the connection between system and the tachometer, the test line of tachometer shall be connected to
the negative terminal of ignition coil;
3.To prevent any damage on igniter or ignition coil, do not have the terminal of tachometer contacted withground
4.Do not dismantle the battery while engine is running;
5.Always verify whether the igniter has been connected well with the cover.
Ignition system-Circuit diagram /vehicle inspection of ignition system

Circuit diagram of ignition system as shown in the figure below
ignition fuse
electronic ignition timing A

high-tension coil
electronic ignition timing B
ignition coil
spark plug
fuse
1-3-4-2 ignition sequence
battery
Ignition system- Circuit diagram /vehicle inspection of ignition system IG-3
Vehicle inspection
Spark plug test check the form of spark plug
1. Remove the high-tension wiring from spark plug
2. Remove the spark plug
3. Spark plug needs to be installed on each high-tension wiring
4. Spark plug will be grounded
5. Check whether the ignition works when engine starts running.
Note Following test may be performed when the
ignition does not work.
Spark test
you can
Check the resistance of high-voltage Change the high voltage resistance line
damping wiring You can’t
you can
Check the power supply to ignition coil

1. Place the ignition switch to position “ON” Check the line between spark
plug and ignition coil
2. check whether an battery voltage exists on You can’t
the positive connection line of ignition coil
you can
Check the resistance of ignition coil

Delphi
Model ITMS-6 primary grade
secondary grade Change the ignition coil
you can’t
Model MT20U primary grade
secondary grade
United Electronic model 2 2
primary grade
secondary grade
you can
Perform other ignition inspections

IG-4 Ignition system- Inspection on high-tension wiring, inspection on spark plug
Inspection on high-tension wiring

1. Remove the high-tension wiring. Hold the rubber cover with
hand, removing the high tension wiring from the spark plug
carefully.
Note Dragging, pulling or bending the hightension wiring might
cause some damages on internal conductors.
2. Check the resistance of high-tension wiring

Resistance may be measured with an ohmmeter when
the cover is not opened. Unit K
United
Position Delphi
electronic
Cylinder 1 3.80—5.50 2.96—4.72
Cylinder 2 4.00—5.70 2.96—4.72
Cylinder 3 4.50—6.50 2.96—4.72
Cylinder 4 5.30—7.70 5.08—8.30
Specification of high-voltage resistance line:(16 3.2)K /m
Inspection on spark plug

1. Remove the spark plug.
2. Clean the spark plug.
Clean the spark plug with cleaner or steel wire brush.
3. Check the spark plug visually

Check whether the electrode of spark plug has been abraded, whether
screw thread or insulator has been damaged. Spark plug needs to be
changed whenever there’s any abnormality.
Recommended spark plug F6RTC
4. Adjust the clearance of electrodes.

Following a careful bending of bypass electrode, correct electrode
clearance may be acquired by adjustment.
Correct electrode clearance (1.0 1.2)mm
5. Install the spark plug

ST-1
Starting system
Structure /circuit diagram of starter .................................... ST-2
Disassembly of starter ....................................................... ST-3
Inspection on starter ......................................................... ST-4
Assembly of starter ........................................................... ST-7
Testing on starter.................................................................ST-9
ST-2 Starting system-Structure /circuit diagram of starter
The exterior force of petrol engine comes from one starter, which receives power supply from the battery,
and drives the engine to rotate. The starter is of one special DC electrical motor, which has following features
during operation: with a large starting torque, a large staring current, and subject to an intermittent operation.
Structure /circuit diagram of starter

The structure of starter as shown in the figure below:
felt sealing-gasket
armature
excitation winding(excitation frame)
brush bracket
end cover
rear bearing
front bearing
brush spring bearing
solenoid switch
idler wheel
steel ball
release spring
starting pinion
starter shell
clutch assembly
The one with mark

Starting system-Disassembly of starter ST-3
Circuit diagram of starter as shown in the figure below:
ignition switch
fuse
terminal 30 terminal 50
battery
starter
Disassembly of starter
1. Dismantle thearmature assembly inside the excitation
frame.
(a)Remove nuts from the terminal of solenoid switch, and remove
the lead-wire as well.
(b)Two through-bolts need to be taken out.
(c)Take out the excitation frame together with the armature.
(d)Remove the felt sealing-gasket.
2. Removal of starter shell, clutch assembly, and gear

(a)Remove two screws.
(b)Following spare parts shall be removed from the solenoid switch:

a Starter shell
b Idler wheel and bearing
c Clutch assembly
d Release spring
ST-4 Starting system-Inspection on starter
3. Removal of steel ball

A magnetic rod may be used to take steel ball out from the axle hole of
clutch.
magnetic rod
4. Removal of brush frame

Two screws and end cover will be removed from the excitation frame.
Using screwdriver, spring could be taken out from the brush holder, and
the brush holer could be removed, followed by a removal of four brushes
and brush holders.
Inspection on starter
Armature winding
1. Check whether the rectifier is in an opened loop.
Use an ohmmeter to check whether conduction exists on the
discofrectifier. The armature needs to be changed if the conduction
fails.
conduction
2. Check whether the rectifier has been grounded.

Use an ohmmeter to check whether noncon duction exists between rectifier
and the core of armature windings.
The armature needs to be changed if the conduction works.
non-conduction
Starting system-Inspection on starter ST-5
Rectifier
1. Check whether the surface of rectifier has been
contaminated or damaged by burning.
If it does occur, sand paper (No.400) or lathe may be used for a repair or
correction purpose.
2. Check the circumferential radial runout of rectifier
Lathe may be used for a repair or correction purpose if the radial runout
exceeds Max. value.
3. Check the diameter of rectifier

Standard diameter 30 mm
Min. diameter 29 mm
The rectifier needs to be changed if the actual diameter is less than Min.
value.
4. Check the depth of cutting groove

Check whether it’s clean or has foreign materials on the bottom of groove,
and whether the edge of groove is round and smooth.
Standard depth of groove (0.5 0.8)mm
Min. depth of groove 0.2 mm
If the depth of groove is less than Min. value, saw blades may be used
for a repair or correction purpose.
Excitation winding (excitation frame)

1. Check whether the excitation winding is in an opened loop.Use
an ohmmeter to check whethe rconduction exis tsbetween the lead-
wire and the lead-wire of brush on excitation winding.
The excitation frame needs to be changed if the conduction fails.
conduction
2. Check whether the excitation winding has been

grounded.
Use an ohmmeter to check whether non conduction exists between
excitation winding and the excitation frame.
The excitation frame needs to be repaired or changed if the conduction
works.
non-conduction
ST-6 Starting system-Inspection on starter
Brush
Check the length of brush
Standard length 13.5 mm
Min. length 8.50 mm
The brush frame, and the excitation frame must be changed if the length
is less than Min. Value.
Brush spring
Check the load of brush spring using a Pull up balance.
Standard spring load (17.56-23.64) N
Note Read the load produced at the moment when the spring isleaving
the brush while the brushs pring is being pulled up by a Pull-up balance;
If the read value is not within the specified scope, the brush spring shall
be changed.
Brush holder
Check the insulation of brush holder.
An ohmmeter may be used to check whether nonconduction exists
between positive brush and negative brush.
The brush holder must be repaired or changed if conduction works.
Clutch and gear

rotating 1. Check the gear teeth.
Check whether the teeth of small gear &idler wheel, andthe clutch assembly
have been abraded or damaged.
locked They may be changed if any damage is found. In case of any damage,
check whether the gear ring of flywheel has been abraded or damaged.
2. Check the small gear on clutch
Have the small gear rotating in clockwise direction to check
Bearing
1. Check bearing
Manually push each bearing inward, and have it rotating at the same
time.
The bearing may be changed if any resistance has beenmet, or the rotation
is not flexible.
Starting system-Assembly of starter ST-7
2. The bearing may be changed if necessary.

(a)Use SST to remove the bearing
(b)Use SST and press tool to press new front bearing.

SST 09285-76010
(c)Use a press tool to press into rear bearing
Solenoid switch
terminal 50 1. Perform a pull-in winding test in an open circuit
An ohmmeter may be used to check whether conduction exists between
terminal 50 and terminal C.The solenoid switch needs to be changed
if non-conduction exists.
terminal C
2. Perform a holding-power winding test in an open circuit

switch unit An ohmmeter may be used to check whether conduction exists between
terminal 50 terminal 50 and the switch unit.
The solenoid switch needs to be changed if non-conduction exists.
Assembly of starter
Note During the assembly of starter, bearings
and gears may be lubricated using high temperature
grease.
1. Installation of armature into the excitation frame
After the armature bearing is applied with greasete ar mature may be
inserted into the excitation frame.
ST-8 Starting system-Assembly of starter
2. Installation of brush holder

(a)Put the brush holder on armature.
(b)To connect armature with the holder, screw tap may be used to press
the brush spring on the back. Beside, four brushes must be connected.
Note: Check and verify that the positive lead-wire
has not been connected with ground.
End cover may be installed using two screws.
3. Installation of steel ball into the axle hole of clutch

(a)Grease needs to be applied to steel ball.
(b)Steel ball shall be installed into the axle hole of clutch.
4. Installation of clutch assembly

(a)Grease needs to be applied to the release spring.
(b)Release spring shall be installed into the hole of solenoid switch.
(c)Following spare parts shall be installed into the starter shell.

a Clutch assembly
b Idler wheel and bearing
Starting system-Testing on starter ST-9
(d)Using two screws, the starter shell and solenoid switch may be
assembled together.
5. Installation of the excitation frame and the armature

assembly
(a)A new felt sealing-gasket needs to be installed on the armature.
(b)Have the convexity of excitation frame aligned with the tangent

plane of solenoid switch.
(c)Two through-bolts will be installed.
(d)Install the lead-wire with the terminal of solenoid switch,followed
by an installation of nut.
Testing on starter
Note: to avoid any damage on winding due to burning,
terminal C the test must be completed within (3-5s).
1. Perform a pull-in test
(a)Remove the lead-wire of excitation winding from terminal C.
(b)Connect the battery onto solenoid switch as shown in the figure, and
check while small gear is moving outward.
The solenoid switch assembly needs to be changed if small gear does not
terminal 50 move.
2. Perform a holding-power test

Subject to above wire connection, remove the negative leadwire from
terminal C when small gear is going out, and check whether small gear is
able to keep its status when going out.
The solenoid switch assembly needs to be changed if small gear goes back
to the inside.
ST-10 Starting system-Testing on starter
3. Check the return status of plunger piston

After a removal of negative lead-wire from the switch unit, check whether
small gear is able to go back to the inside.
The solenoid switch assembly needs to be changed if small gear does not
return to the inside.
4. Perform a zero-load performance test

(a)As indicated in the figure, have the battery and armature connected
terminal 50 respectively with the starter
(b)Check whether the rotation of starter is smooth or flexible when small
gear goes out, and whether the current value is within the limit of
specification.
Specified current 90A when at 11.5V
terminal 30
CH-1
Charging device
Page
Structure drawing /electrical schematic diagram of generator.....................CH-2
Inspection on vehicle .......................................................... .....................CH-5
Disassembly of AC generator...................................................................CH-7
Inspection on AC generator......................................................................CH-9
Assembly of AC generator.....................................................................CH-12
CH-2 Structure drawing /electrical schematic diagram of generator
Structure drawing /electrical schematic diagram of generator

1. Brief description of working principle for generator
That the stator coil of generator goes across the rotating magnetic field produced by the rotor makes the
statorproduce a 3-phase AC current, which will be transformed into DC current by rectifier bridge for a
power supply to electrical devices on vehicle.
2. Structure drawing of generator
Name of spare parts indicated in the drawing is given below:

1.nut 2.spring washer 3.belt pulley 4.through bolt 5.limiter ring 6.driving end cover 7. bearing
8. bearing cove 9.limiter ring 10.rotor 11.stator 12.adjustor 13.insulation bush 14.nut 15.compensation
bush 16.brush end cover 17. rectifier bridge 18.screw 19.screw 20.screw
Structure drawing /electrical schematic diagram of generator CH-3
3. Electrical schematic diagram of generator

(a) Circuit schematic diagram for 90A internally-adjusted generator
Electrical schematic diagram
stator coil
excitation coil
I·C adjustor
(b) Circuit schematic diagram for 90A externally-adjusted generator
stator coil
excitation coil
I·C adjustor
CH-4 Structure drawing /electrical schematic diagram of generator
(c) circuit schematic diagram for 65A internally-adjusted generator
stator coil
excitation coil
I·C adjustor
(d) circuit schematic diagram for 65A externally-adjusted generator
stator coil
excitation coil
Charge device-Inspection on vehicle CH-5
Inspection on vehicle
1. Check the specific gravity of accumulator
(a)Check the specific gravity for each accumulator unit. Standard
upper liquid specific gravity when charged with full power at 20 (1.25~1.27)g/cm2
(b)Check the electrolyte amount for each accumulator unit.
level
In case of an insufficient electrolyte amount, fill with distilled or pure
water.
lower liquid level
2. Check the fuse and wiring terminal for accumulator

(a)Check whether the wiring terminal of accumulatorhas been tightened
or corroded;
(b)Check whether the fuse is switched into conduction.
3. Check the driving belt

(a)Verify by avisual check whether the bonding positionbetween upper/
lower interlayer has any crack or damage; whether any crack, broken
core, rupture, scratch, or abrasion is produced on the edge of belt;or whe
ther any damage is produced on the internal convexity side of reinforced
rib.
(b)Check the bending deflection of belt by applying a 98N stress to the

position indicated in “Stressdiagram”.
Bending deflection of driving belt
New belt (5 7) mm
U s ed bel t 7 8 mm
T he bending deflection of belt may be adjusted when necessary.
(c)The tension of driving belt may also be checked using SST.

SST 09216-00020 and 09216-00030
T ension of driving belt
N ew belt (686 786)N
U sed belt (294 441)N
T he tension of belt may be adjusted when necessary.
CH-6 Charge device-Inspection on vehicle
Note
-The so called new belt r efer s to belt having wor k ed for less
than five minutes on the r otating engine.
-T he so called used belt r efer s to belt having wor ked for five
minutes or above on the r otating engine.
-F ollowing the installation of belt, check whether the belt is
correct incorrect matching with wheel gr oove appr opr iately.
4 . Verify by visual check the connection line of A C

generator, and whether there’s any abnormal noise.
(a)Check whether the connection line is under a normal condition.
(b)Check whether there’s any abnormal noise on AC generator while the
engine is running.
5. Check the loop for charging alarm indicator lamp.

(a)Heat the engine, then stop it.
(b)Stop all auxiliary devices.
(c)After opening the ignition switch, check whether the charging indictor
lamp has been lighted up.
(d)When the engine is starting, check whether the charging indictor lamp
is off.
(e)If the alarm lamp is not working well, try to eliminate any failure in the
Charge device.
6. Check the charging loop when under zero load

remove electrical wire
ammeter Note
from terminal
If accumulator/AC generator test meter is applicable, the meter shall be
connected into the charging loop in accordance with the description
provided by the manufacturing plant.
(a)If the meter is not applicable, the voltmeter and ammeter shall be
voltmeter connected into the charging loop as per methods below:
battery AC generator -Remove electrical wire from the terminal B on AC generator, and connect
the negative test head of ammeter.
-Connect the positive test head of ammeter to the terminal B on A C
generator.
-Connect the positive test head of voltmeter to the terminal B on A C
generator.
-Connect the negative test head of voltmeter to ground.
Charge device-Inspection on vehicle CH-7
(b)Check the charging loop using following method

When the engine is increased from idle speed to 2000r/min, check the read
value on ammeter and voltmeter.
standard current 10A
standar d voltage (13.9-15.1)V when at 25
(13.4-14.4)V when at 11.5
If the voltage value is greater than standard value IC adjustor needs to
be changed.
If the voltage value is less thanstand ardvalue IC adjustor and AC generat

or must be checked using followin gmethod:
- Check the voltage value of terminal B when terminal F is grounded and
the engine is started.
-If the voltage value is greater than standard value IC adjustor needs to be
changed.
-If the voltage value is less than standard value AC generator needs to be
changed.
7. Check the charging loop when under load.

(a)Open the front headlight when engine is at a rotatingspeed as 2000
revolutions /minute, and place the control switch of heater fan to shift
position H I .
(b)Check the read value on ammeter.
Standard current >30 A
AC generator needs to be repaired if current value is less than 30A.

Note: Read value might be less than 30A when the
accumulator is charged with full power.
CH-8 Disassembly of AC generator
Disassembly of AC generator
1. Dismantle the assembly of driving end shell and rotor
from the stator.
(a)Remove three through-screws.
(b)When the end shell is prized up by a screwdriver, have it removed

simultaneously with the rotor.
Note: Don’t pry the wire of the coil.
2. Removal of belt pulley and fan

(a)Fix the rotor onto a soft-jaw vice.
(b)Remove nuts and spring washers.
(c)Remove the belt pulley, fan, and spacer bush.
3. Removal of rotor
Use a press tool to press out the rotor.
4. Removal of rectifier shell

(a)Remove four nuts, capacitor, and two terminal insulators.
(b)Remove the rectifier shell.
(c)Remove two insulation washers from the stud bolt on rectifier support.
(d)Remove the insulation washer from the electrical-brush frame.
lead-wire grip
Inspection on AC generator CH-9
5. Removal of IC adjustor
When the terminal of IC adjustor is gripped using nipper pliers,remove it by
welding.
6. Removal of rectifier support

When the terminal of IC adjustor is gripped using nipper pliers remove th e
lead wireby welding.
Note M easur es shall be taken to pr event the r ectifier fr om
damage r esulting fr om bur ning.
Inspection on AC generator R otor

1. C heck whether the r otor is in an open cir cuit.
Use an ohmmeter to check the conduction between slip rings.
Standard resistance 4
T he rotor needs to be changed if non-conduction exists.
conduction
2. Check whether the rotor has been grounded.

Use an ohmmeter to check the non-conduction between slip ring and the
rotor.
The rotor needs to be changed if conduction exists.
non-conduction
3. Check the slip ring

(a)Check whether the surface of slip ring is rough, or has been scratched or
damaged.
If it does occur, the rotor needs to be changed.
(b)The diameter of slip ring shall be measured using calipers.
Min. diameter 32.1 mm
If the diameter is less than Min. value, the rotor needs to be changed.
CH-10 Inspection on AC generator
Stator
1. Check whether the stator is in an open circuit.
Use an ohmmeter to check conduction between leading of the coil.
Note I nter sectant lines must be welded well.
T he stator needs to be changed if non-conduction exists.
conduction
2. Check whether the stator has been grounded.

Use an ohmmeter to check whether noncon duction exists between the coil
leadin and the stator.
If conduction exists, the stator may be changed.
non-conduction
Electrical-brush
1. Check the exposed length of electrical-brush.
Use a ruler to measure the exposed length of electrical brush.
Standard exposed length 12.5 mm
M in. exposed length 5.5 mm
T he electrical-brush needs to be changed if the exposed length is less than
Min. value.
2. The electrical-brush may be changed when necessary.

(a)Remove the electrical-brush and spring by welding.
(b)Have the electrical-brush line inserted via spring.

(c)Connect the electrical-brush onto the electrical-brush frame.
(d)Weld the electrical-brush line to the electrical-brush frame as per the exposed
length specified below:
Exposed length 12.5 mm
(e)Check whether the electrical-brush may act smoothly inside the electrical-
brush frame.
(f)Cut off excessive electrical wire.
Inspection on AC generator CH-11
Rectifier
1. Check the positive rectifier
rectifier terminal (a)Using ohmmeter, connect one end of the test head with the rectifier
terminal, and connect the other end with the positive terminal.
(b)Exchange the test joint, and repeat the above step.
ohmmeter (c)Check its conduction or non-conduction covered in above two steps.
(d)The rectifier support shall be changed when its conduction or non-conduction
does not conform to relevant stipulations.
positive terminal (stud bolt cap)
2. Check the negative rectifier

(a)Using ohmmeter, connect one end of the test head with the rectifier terminal,
rectifier terminal and connect the other end with the negative terminal.
(b)Exchange the test joint, and repeat the above step.
(c)Check its conduction or non-conduction covered in above two steps.
(d)The rectifier support shall be changed when its conduction or non-conduction
ohmmeter
does not conform to relevant stipulations.
negative terminal stud bolt cap
Bearing
1. Check the front bearing
Check whether the bearing is smooth or has been abraded.
2. Change the front bearing when necessary.

Change the bearing by removing three screws.
3. Check the rear bearing.

Check whether the bearing is smooth or has been abraded.
CH-12 Assembly of AC generator
4. Change the bearing when necessary.

(a)Remove the bearing using SST.
SST 09286-46011
(b)Use a press tool to press the new bearing.
Assembly of AC generator
1. Install the rectifier support onto the stator.
Clamp the rectifier terminal using nipper pliers, and weld the wiring terminal.
Note: the heat shall be prevented from transmission to
rectifier.
2. Installation of IC adjustor
Clamp the rectifier terminal using nipper pliers, and weld the wiring terminal.
Note: the heat shall be prevented from transmission to
rectifier.
3. Installation of the rectifier end shell onto rectifier support

insulation washer (a)Put the insulation washer on the positive stud bolt of the rectifier frames
(b)Put two soft cushions on the electrical-brush frame and AC generator
terminal respectively.
(c)Put the rectifier shell onto the rectifier frame.
soft cushion
Assembly of AC generator CH-13
(d)Put two terminal insulators onto the positive stud bolt of the rectifier
frame.
(e)Install the capacitor and the lead-wire grip.
(f)Install four nuts.
(g)Confirm that electrical wire has not been overlapped with the rectifier
shell.
lead-wire grip
4. Installation of rotor
(a)Insert spacer ring into the rotor shaft.
(b)Use press tool to press rotor into the shaft.
5. Installation of fan and belt pulley

(a) Fix the rotor onto soft-jaw vice.
(b) Insert spacer ring into the rotor shaft.
(c)Insert the fan, belt pulley, and spring washer successively into the rotor
shaft.
(d)Install and tighten the nut.
Tightening moment 62.5N m
CH-14 Assembly of AC generator
6. Assembly of the driving end shell and rectifier end shell

(a)Have the rotor exposed by bending the wiring head of rectifier.
(b)Bending tools may be used to push the electrical-brush to the end, then
one hard steel wire shall go through the manhole of rectifier end shell, and the
electrical-brush will be put to place.
(c) Following the insertion of the rear bearing for rotorshaft into the rectifier
end shell, the rectifier shell for driving end shell may be assembled.
(d)Three through-screws may be installed.

(e)Remove the hard steel wire from manhole.
(f)Check whether the rotor is able to rotate flexibly.

(g)Seal the manhole.
CL-1
Clutch
CL-2 Clutch-Dismantle of clutch components, and inspection on clutch components
Dismantle of clutch components

Dismantle of clutch cover
(a)Remove bearing, bearing sleeve, and release shifting fork from the
transmission.
(b)Bearing and bearing sleeve, will be pulled out at the same time after
removing the stop clamp.
(c)Remove the release shifting fork, and the protective cover.
(d)Remove the clutch pressure plate and the clutch friction disk.
Inspection on clutch components

1. Check whether the clutch friction disk has been
abraded or damaged.
Measure the depth of rivet head using a vernier caliper.
Min. depth of rivet head 0.3 mm
The clutch friction disk needs to be changed if any failure occurs.
2. Check the radial run-out tolerance on end surface of

the clutch driven disk.
Check the radial run-out tolerance on end surface of the clutch
driven disk using an amesdial.
Max. radial run-out tolerance 0.8 mm
The clutch driven disk needs to be changed whereby the radialrun-out
tolerance exceeds Max. value.
3. Check the guide bearing

Manually rotate the bearing, and an action force may be applied along the
direction of axis line.
The guide bearing needs to be changed if it can’t be rotated, or is rotating
with great resistance.
4. Change of guide bearing

(a) Use SST to remove the guide bearing.
SST 09303-35011
Clutch- assembly of clutch components CL-3
(b)Use SST to install a new guide bearing.

SST 09304-30012
5. Check whether the diaphragm spring has been abraded.

Check the abraded depth and width of diaphragm spring using a vernier
caliper.
Limit value depth 0.6 mm
width 5.0 mm
The clutch pressure plate shall be changed when necessary.
6. Check the release bearing

Manually rotate the bearing, and an action force may be applied along the
direction of axis line.
The release bearing needs to be changed if it can’t be rotated,or is rotating
with great resistance.
Note T his bear ing needs no lubr ication or cleanup
as it’ s subj ect to a per manent lubr ication.
Installation of clutch components

1. Install the clutch driven disk onto flywheel.
flywheel
The clutch driven disk may be installed onto flywheel using SST.
side SST 09301-20020
2. Installation of clutch pressure plate

(a)Have the clutch pressure plate pointed to the assembly mark made on
flywheel.
(b)Tighten the bolts evenly at different stage as per the sequence shown in
the figure below.
Tightening moment 30N m
Note B olt 1 & 2 will be tightened tempor ar ily.
CL-4 Clutch- assembly of clutch components
3. Check the alignment on the top of diaphragm spring.

The alignment on the top of diaphragm spring may be measured using an
match mark amesdial containing ball bearing.The alignment on the top of diaphragm
spring may be adjusted using SST if the deviation is greater than the
specified value.
SST 09333-00013
MAX planteress tourance 0.5mm
4. Supramoly lithium base grease shall be applied

MP multi-purpose lubricant
tofollowing parts:
(a)Contact point between the release shifting fork and the bearing bush;
(b)Contact point between the release shifting fork and the pushrod;
(c)Supporting point of the release shifting fork;
(d)Spline of clutch disk;
(e)Internal groove of the release bearing shell;
(f)MP multi-purpose lubricant shall be applied to the front part of the
release bearing.

491QEengine Service Manual

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491QEengine Service Manual

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Preface

Engine service &maintenance data...................................................................................... G1

Engine service /Maintenance data

Key technical parameters for model GW491QE petrol engine.......................

Specification &adjustment parameters for key components ...........................

Technical data for maintenance......................................................................

Tightening torque for fastening elements.........................................................

Engine service /maintenance data..................................................................

Key technical parameters for Model GW491QE petrol engine

S.N. Item Specification and parameters

S .N . I tem S pecification and parameters

30 M ax . oil temperature 110

31 C onsumpti on rate of oil 2 g/kw·h

32 F uel consumption ratio of machine oil

33 C ooling method U se forced water circulation for cooling purpose.

34 C omplete mass 150kg

35 P attern of startup E lectrical

Specification /adj ustment par ameter s

M aintenance technical data

Name Test items Standard value Use limit

Name Test items Standard value Use limit

Name Test items Standard value Use limit

T ightening torque for fastening elements

Frequently tightened spare parts N m

2. Standard bolt tightening torque

Common failures and troubleshooting

2.E ngine can not be accelerated or is slack accelerated.

C ause of failure Methods of elimination

4.E ngine is backfired or deflagrated.

C ause of failure Methods of elimination

5.Unstable idle-speed for engine

C ause of failure Methods of elimination

6.A bnormal sound occurred in engine

C ause of failure Methods of elimination

7.L arge consumption of petrol

C ause of failure Methods of elimination

E ngine service /maintenance data-T roubleshooting L arge consumption of machine oil

Cause of failure M ethods of elimination

C ause of failure M ethods of elimination

10.E ngine too hot

C ause of failure M ethods of elimination

11.Pressure of machine oil is too low

C ause of failure Methods of elimination

E ngine service /maintenance data

Outlined Sor Chapter R em

09216-00 B elt tension cable

Tools used to dismantle

Valve pushrod tools

Tools used to fix Belt pulley

2.SSM special repair data

Name of material Product No. Usage, etc.

United Electronic engine management system

Precautions to the maintenance of electric-injection system..........................................

General troubleshooting and steps to engine ...............................................................

Criterion to flashing code /mounting torque of components within M1.5.4 system........

Description of the diagnosis function on M7.9.7 system failure....................................

M7.9.7 system service &diagnosis flow process based on fault code..........................

(g) Exhaust control function

Precautions to the maintenance of electric-injection system

6. Precautions to the replacement with new ECU:

Analysis of function /principal /failure for system parts &components

(b)Definition of ECU pins within Motronic 1.5.4 system

S.N. Description of function Type S.N. Description of function Type

c Definition of E CU pins within Motronic 7.9.7 system