FUEL INJECTION SYSTEM [SPFl] 2-7b SUBARLI. M_ MECHANISM AND FUNCTION er 4.General .. 2. Throttle Body. 1992 3. Fuel Line 4, Sensor and Switch 5. Control System 6, Self-diagnosis System .. TROUBLESHOOTING SERVICE 41, Precautions 2. Pre-inspection MANUAL 3, Troubleshooting System ... 4, Output Modes of Select Monitor. 6. Control Unit I/O Signal 6. Troubleshooting for Engine Starting Failure .. 7, Troubleshooting Chart with Trouble Code 8. Troubleshooting Chart with Select Monitor 9. General Troubleshooting Table 42-7b_[M100} FUEL INJECTION SYSTEM [SPFI] M MECHANISM AND FUNCTION 1. General For conventional carburetors, the SPFI system substi- tutes a throttle body containing one fuel injector. It elec- tronically controls the amount of fuel injection from the fuel injector and supplies the optimum mixture to suit, all operating conditions of the engine. The features of this SPF! system are as follows: 1) An ECU, which has @ compact and high-perfor- ‘mance 8-bit microcomputer in it, is @ total fuel injection system, It processes signals sent from various sensors and accurately controls the amount of fuel injected to meet varying engine operating conditions. (1) Fuel injection control ‘The ECU's microcomputer processes data sent from various sensors to inject fuel into the injection body twice during every engine rotation (or once every 180° rotation of the crankshaft), (2) Air-uel ratio learning control A learning control system with a high level of accu- racy leans and compensates for “out-of-fuel injection’ resulting from changes in engine operation with the elapse of time. Learning control is achieved bby receiving a signal sent from the O, sensor, (3) Ignition timing contro! The ECU's microcomputer processes signals sent from the crank angle sensor, cam angle sensor and flow sensors to provide the optimum ignition tim- ing under varying engine load and speed. (4) Ignition timing learning control The ECU's microcomputer leas and compensates for “out-of-ignition timing” resulting from the octane rating of fuel and changes in engine operation with the elapse of time. A high level of ignition timing control is accomplished based on a signal sent from the knock sensor. (6) Idle speed control The by-pass air control solenoid valve is controlled by signals sent from the water temperature sensor and air conditioning switch to provide automatic con- trol of the target idle rpm. 2) A back-up function is provided in case of SPFI sys- tem failure. (1) A self-diegnostic function for quick location of faulty systems or parts. (2) A feil-safe function is also provided.M100] FUEL INJECTION SYSTEM [SPFI] ual pump rety ~ Vehicle speed sontor-2 L~ Srarer SW. TL. {anition timing| 2-7b_ [M201] FUEL INJECTION SYSTEM [SPF] 2. Throttle Body 4. GENERAL ‘The throttle body is located in the center of the intake manifold and is regulated by an electronic control to ‘supply the proper fuel (mixture) to the cylinders. It consists of an air flow sensor, injector, by-pass air control valve, pressure regulator, throttle valve, throttle sensor and a throttle valve opening mechanism (throt- tle opener). All these parts are associated with the throt- tle body. ic tow Trotte body ==> [Tivate [Fivatlo valve Rrfiow eoreor__}—>[ECU Byrpeee at control valve Mints} take manford Fost ftow ( njetor }-_—> [Traito } > [iat waive em Fool injector ‘Throttotever Intake manifold Fig. 2FUEL INJECTION SYSTEM [SPFI] [M203]_2-7b Hot wire yo ‘lr flow vento, Infector body Byoee Air control vane ‘Throttle body: ‘Coolant pasta? ‘Throttle valve 2.420 Fig. 3 2, AIR FLOW SENSOR ‘The air flow sensor is a hot wire type which features 2 high level of metering accuracy. Itis integrated with the upstream portion of the injection body. The hot wire sed as a heating conductor is made from platinum and located in the eir-flow section. When the hot wire is heated by a constant current flow ‘through it, the rise in the hot wire temperature is reduced as the amount of air flow increases. This is because air deprives the hot wire of any heat, For this reason, the hot wire temper- ature can be constantly maintained by increasing the current flow through the hot wire with increases in the amount of air flow. Since the resistance value of the hot wire varies with the air flowrate, @ circuit which pro- duces voltage in relation to the air flowrate used to. measure the voltage value to monitor the mass flowrate (1) The air density is automatically compensated for as the circuit meters the mass flowrate of (2) Excellent responsiveness (3) No mechanical parts are used to increase perfor- mance reliability. (4) Compact size {6) The air flow sensor is located in the by-pass line to Keep the platinum conductor clean at all times. 3, THROTTLE SENSOR A throttle position sensor is provided with a potentiom- ‘eter and idle switch interlocked with the throttte valve shaft is utilized. This throttle position sensor sends the SPFI control unit potentiometer output signal corresponding to the opening of the throttle valve and an idle switch signal that turns ON only when the throttle is opened nearly to the idle position. Using these signals, the SPFI control unit precisely con- trols the air-fuel ratio during acceleration and decelera- tion as well as idling.2-7b {M204} Trot shaft Fig. 4 FUEL INJECTION SYSTEM [SPF] 4, BY-PASS AIR CONTROL SOLENOID VALVE ‘The by-pass air control solenoid valve is unified with the injection body and regulates the amount of intake air which bypasses the throttle valve built into the injec- tion body. It is activated by a signal sent from the ECU to mainly maintain engine idle speed to the target rom. ‘The by-pass air control solenoid valve is @ “current. proportion” solencid type which consists of a coil, valve shaft, spring and housing. The housing is unified with the injection body and is provided with the air passage which is opened or closed by the valve. Intake manifold 2431 Fig. 5FUEL INJECTION SYSTEM [SPF] [M301] 2-7b 5, FUEL INJECTOR ‘The fuel injector is built into the upstream of the throt- ‘tle valve of the throttle body. it is a solenoid valve type ich injects fuel into the throttle body in response to i injec of fuel required for all cylinders is injected twice per engine rotation (or once for each. 180° rotation). 41) Construction ‘The fuel injector has a nozzle at the end, and the end of the needle is provided with a spring-loaded ball vaive, ‘The ball valve is held closed by a return spring via the needle and plunger. The fuel inlet is provided with a filter which prevents entry of foreign matter into the fuel injector. 2) Operation When the solenoid coil is energized, the plunger is pulled to fully open the needle ball valve (which is inte- ‘grated with the plunger) so thet fuel is injected through the nozzle, Since the movement of the ball valve, the diameter of the nozzle and fuel pressure are constant, the amount of fuel injected is controlled only for the duration that the solenoid coil is energized by a signal sent from the ECU. Fig. 6 3. Fuel 41, GENERAL Fuel pressurized by the fuel pump built into the fuel tank Is delivered to fuel injectors by way of the fuel pipe, fuel filter and fuel damper. Fuel is regulated to the optimum pressure level by the pressure regulator on the way to the injectors. fale} —> [rarer 1 ataeper —Je—[ rn Je [Por ano ntako manifold)2-7b {M302} FUEL INJECTION SYSTEM [SPF] Fuel damper Act Pressure regulator — Solenoid vate Fualnjstor oe Injector body ee A ee a ay valve i Tank evaporation ine t et donpar Ful rng fee —_ Fuel ler eop Fuel delivery i anlar Fuel teak Bare Fig. 7 2, FUEL DAMPER: ing from injector operation. ‘The fuel damper is located between the fuel filter and Injection body. Since fuel delivered from the fuel pump under high pressure is intermittently injected by the fuel injector, “pulsations” will occur in the fuel line. The fuel damper effectively absorbs such pulsations, dampen- ing variations in fuel presstire and reducing noise result- Fuel pulsation acts to displace the diaphragm in the fuel chamber, which in turn is absorbed by 8 spring. In this way, pulsating pressure is rectified so that stabilized fuel pressure is applied to the fuel injector. On 4WD model, the fuel damper is located on fuel return line, (rr Spring Disohraor, To fuel injector +E ae pe From fuel pumpFUEL INJECTION SYSTEM [SPFI] ) 3. PRESSURE REGULATOR ‘The pressure regulator is located on the left side of the injector body and integrated with the body. It is regu- fated to maintain a constant level of pressure differen- tial between fuel delivered under pressure from the fuel pump and the air pressure in the air passage at the injector, This occurs so that the amount of fuel injected to the fuel injector is constantly maintained only during of the fuel injector. Excess fuel returns to the fuel tank. 1) Construction ‘The pressure regulator has @ fuel chamber and spring chamber which is partitioned by a diaphragm. A valve and valve seat are provided in the fuel chamber while the spring chamber has an air passage which is linked with the throttle body. 2) Operation When fuel pressure is greater than 250.1kPa ( 2.55 ) kg/em?, 36.3psi ) {in relation to air passage pressure}, the diaphragm moves to the right so that the valve is unseated. Fuel will then return to the fuel tank. When fuel pressure is less than 250.1kPa ( 2.55 kg/cm’, 36.3 pst) the diaphragm moves to the left by spring force so that the valve is seated. This will shut off the fuel return passage, which in turn increases fuel pressure, The above operation is repeated to maintain fuel pressure at 250.1kPa ( 2.55 kg/em?, 36.3psi }. i Tosi passage rom In throttle body {el Injector 4 7 Sering Fuetenambsr | vane | Spring chombey Vaive seat ‘To fuel tank ee 2495) Fig. 9 [M4o1]_2-7b 4. Sensor and Switch 1. 0, SENSOR The O, sensor is used to sense oxygen concentration in the exhaust gas. If the fuel ratio is leaner than the stol- chiometric ratio in the mixture (.2, excessive amount of air), the exhaust gas contains more oxygen. To the contrary, if the fuel ratio is richer than the stoichiomet- tic ratio, the exhaust gas contains hardly any oxygen. Therefore, examination of the oxygen concentration in ‘exhaust gas makes it possible to show whether the air/ {uel ratio is leaner or richer than the stoichiometric ratio. The O, sensor has a zirconia tube (ceramic) which gen- erates voltage if there is a difference in oxygen concen- coated on the inside and outside of the zircon tube for the purpose of catalysis and electrode provi- sion. The hexagon screw on the outside is grounded to ‘the exhaust pipe, and the inside is connected to the ECU through the harness. A ceramic heater is employed to improve performance at low temperature. Fig. 10 When rich air-fuel mixture is burnt in the cylinder, the ‘oxygen in the exhaust gases reacts almost completely through the catalytic action of the platinum coating on the surface of the zirconia tube. This results is a very large difference in the oxygen concentration between the inside and outside, and the electromotive force gen- rated is large. When a lean air-fuel mixture is burnt in the cylinder, ‘oxygen remains in the exhaust gases even after the catalytic action, and this results in a small difference in the oxygen concentration, The electromotive force is very small. The difference in oxygen concentration changes greatly in the vicinity of the optimum air-fuel ratio, and hence the change in the electromotive force is also large. By inputting this information into the ECU, the air-fuel ratio, of the supplied mixture can be determined easily. The 0, sensor does not generate much electromotive force when the temperature is low. The characteristics of theb_{M402] electromotive force stabilize at temperature of approx- imately 300 to 400°C (572 to 752°F). Elactromotive ae berg @—jAurmosehe FUEL INJECTION SYSTEM [SPF] ‘Thermittorolement 82.289) aatlo. ratio 2287 Fig. 17 2. WATER TEMPERATURE SENSOR ‘The water temperature sensor is located on the water pipe which is made of aluminum alloy. its thermistor changes resistance with respect to temperature, A water temperature signal converted into resistance is transmitted to the ECU to control the amount of fuel injection, ignition timing, purge control solenoid valve, etc, 25, 20°c (68°F 25 Ks ‘esitance (k®2) tos ae Temp.°C CF) (04) tt anaes sro, ¢ (6a) (9400 Fig. 12 Fig. 13 3. KNOCK SENSOR ‘The knock sensor is installed on the cylinder block, and senses knocking signals from each cylinder. This knock sensor is a piezo-electric type which con- verts knocking vibrations into electric signals. It consists of a piezo-electric element, weight, and case. I knocking occurs in the engine, the weight in the case ‘moves causing the piezo-electric element to generate a voltage. Connector Weight Fig. 14 4. CRANK ANGLE SENSOR The crank angle sensor is installed on the oll pump, located in the front center portion of the cylinder block, to detect the crank angle position. itis designed so that the ECU accurately reads the number of pulses which ‘occur when protrusions provided at the perimeter of the crank sprocket (rotating together with the crank- shaft) cross the crank angle sensor. ‘The crank angle sensor is a molded type which consists of a magnet, cores, coil, terminals, etc. 10FUEL INJECTION SYSTEM [SPF] [M406]_2-7b 5. CAM ANGLE SENSOR ‘The cam angle sensor is located on the left-hand cam- shaft support to detect the combustion cylinder at any ‘one moment. It is designed so that the ECU accurately reads: ‘the num- ber of pulses which occur when protrusions provided ‘on the back of the LH camshaft-drive sprocket cross the sensor. Internal construction and the basic operating principle of the cam angle sensor are similar to those of the crank angle sensor. A total of seven protrusions (one each at wo locations, two at one location and three at one loca tion) are arranged in four equal parts of the sprocket, as fp SESE eee een Fig. 15 shown below. Function “Cam angle sensor ‘The crank sprocket is provided with six protrusions. Projection a Crank rotation causes these protrusions to cross the ‘crank angle sensor so that magnetic fluxes: in the coil ‘change with the change in air gap between the sensor pickup and the sprocket. The change in air gap induces Projection ‘an electromotive force which is transmitted to the ECU. pe20d! Fig. 18 + ovinderdeeriminstion signa! Camshaft on rotation {Grenkhett two rottion) s2.205| Fig. 19 ‘Crankshaft ona rotation Fig. 17 6. VEHICLE SPEED SENSOR 2 The vehicle speed sensor 2 consists of a magnet rotor which is rotated by a speedometer cable and a read ‘switch. It is built into the combination meter. (One rotation of the magnet rotor turns the read switch (on and off four times to produce a digital signal. The digital signal is used as a vehicle speed signal which is transmitted to the ECU. "b_{Mao7] FUEL INJECTION SYSTEM [SPF 7. A/C (AIR CONDITIONING) SWITCH AND. throttle” signal (emitted from the throttle sensor) enters, RELAY ‘the ECU while the compressor is operating. This pre- The NC switch turns the A/C system on or off. The Vents the degradation of acceleration performance and on-off operation of the switch is transmitted to the ECU. stabilizes driving performance. This cut relay is installed The A/C cut relay. breaks the current flow to the in the main fuse ‘box locted at the left side of the compressor, through the use of an output signal from engine compartment. the ECU, for a certain period of time when a “full- Fig. 20 12FUEL INJECTION ) 5, Control System 1, GENERAL ‘The ECU receives signals sent from various sensors and switches to judge the engine operating condition and ‘emits output signals to provide the optimum control and/or functioning of various systems. Major items governed by the ECU are as follows: © Fuel injection control 2, INPUT AND OUTPUT SIGNALS SYSTEM [SPFi] [Ms02]_2-7b © Ignition system control ‘© By-pass air control (Idle speed control) © Canister purge contro! © Radiator fan control Fuel pump control © Air conditioner cut control ‘© Solf-diagnosis function © Fail-safe function a om — torr Sanson anor ane = onc tw tone oto lan ach Soa tna anal oo aaa ssc of nu ai » |Crank angle sensor Detects engine speed. [cam angie sensor Detects the rolative cylinder postions. Water tamporature sonsor Detects the coolant temperature “ ———— — oes aoe SS — ES a os —— a — ST mn ea = a pee eae fone a ee ae Pee Radiator fan contvot relay Turns radiator fan control relay on or of ‘By-pass alr control solenoid valve ‘Adjusts the amount of by-pass air lowing through the thot. tle vat ‘Check engine light indicates trouble. Purge control solonoid valve [Controls the canister purge control _| 132-7b_{M503] 3, INPUT AND OUTPUT SIGNAL DIAGRAM FUEL INJECTION SYSTEM [SPF] ‘Test mode connector Tonition relay [Sairaiognone ion, i [Faitsafe function Storer motor [come | go ‘Starter ewiteh Cu angle sensor fp Engine spend (rom) Crank sat ent Cj —$————— (rank angle War ‘emperature sansor | ‘Knock sensor > ‘Throttle sensor hice rove enor combination a Inhibitor naltontar) Font injection fut eatio. fandbecke Tariion colt Fr pus ey Neus cht 4 eels ons P ‘By. pats ele ont, = ae sO LS eee (ECU) Alt con, cut relay a ® ‘CHECK ENGINE lightFUEL INJECTION SYSTEM [SPFI [M504] _2-7b 4, FUEL INJECTION CONTROL The amount of fuel to be injected is controlled by using the intake air flowrate monitored by the air flow ;nsor located in the upstream of the injector body as basic data. The fuel injection system is an SPI (single point injec- tion) type. Fuel is injected by a single injector (built into the injection body twice per engine rotation (or once ‘every 180° rotation of the crankshaft). ‘@ An air-fuel ratio learning control function, which fea~ tures @ high level of accuracy, is used in conjunetion with a feedback control function in order to monitor the ‘oxygen density contained in the exhaust gas using the ©, sensor. The result is that the air-fuel ratio control is highly stabilized and that varietions in air-fuel ratio that ‘occur during operation are automatically compensated for. BASIC INJECTION CHARACTERISTICS Output pulse width “Ti” is determined by the following ‘equation. Tim Kx ax GIN+ Ts K: Correction coefficient of fuel injection (njector coefficient) a: Correction coefficient of air-fuel ratio feed- back Gf: Amount of fuel injected N: Engine speed Ts: Voltage correction pulse width 1) Amount of fuel injected “Gr ‘The amount of fuel injected “Gt” is obtained by multi. plying the basic amount ‘of fuel injected (which is deter- frined by the amount of intake air and an engine speed signal) by a correction coefficient (which results from signals sent from various sensors) in order to provide ‘the optimum air-fuel ratio under varying engine operat- ing conditions. Gf = f (Qa, COEF, AIF, X,1) Qa: Intake air flowrate AIF: Target air-fuel ratio Fuel adhesion ratio t: Evaporation time constant COEF: Correction coefficient COEF = 1+ Kya + Kwor + Kru + Kyo. + Kacon + Kas (1) Air-fuel ratio “The target sir-fuel ratio is achieved by a signal sent from the water temperature sensor. A stoichiometric mixture ratio of 14.7 is the target ‘value after warming up the engine. When the engine is still cold, the air-fuel ratio will be set to decrease {that is, the mixture is enriched). Stoleniomerte 1 mixture rato B2.a37| Fig. 22 (2) Fuel adhesion rate “X” and evaporation time con- stant "c” Since the injector is located in the upstream portion of the throttle vaive, part of the fuel injected adheres to the throttle valve and the inner wall of the cylinder. When this occurs, the air-fuel ratio will change due to the re-evaporation of the fuel caused by engine heat. Fuel adhesion rate “X” is a predetermined coefficient ‘used to compensate such “fuel-variations” by com- puting fuel film on the cylinder wall which prevents Variations in the mixture (air-fuel ratio) to be drawn in the cylinder. Fuel adhesion rate “X” is computed based on the relationship of the throttle position and coolant tem- perature while evaporation time constant “t” is com puted by the amount of intake air, water temperature and engine speed. 15b_ 1504), FUEL INJECTION SYSTEM [SPF] ((Fusl adherens) (No evaporation occurs) Hoh st Hin rae lant z j | rman 4x af z | | ‘Ha sain rom terparature & Low rte Low rate ‘CLOSE = ——Throttiepostion-——> OPEN Smal = Amount ofintake a LT gasp Fig. 23 (3) fuel ratio correction (assignment) coeffi "Ren : Coofficient “Ky,” is assigned to each zone of the ee relationship between engine rpm and load (the amount of intake air) to provide the edequate air-fuel & (mixture) ratio. The amount of fuel injected is deter- a “| mined by the calculation previously outlined. However, a more accurate and prec control of fuel i injection is achieved by using coefficient “Ky,” in relation to the inherent characteristics of the injector —. and air flow sensor. Lift tO 2440 Bosic amount of fuel Injected Fig. 25 (6) Fullthrottle increment coefficient “Kru.” Fuel increment is accomplished by judging the full- throttle and power zones resulting from the charging in relation to a signal sent from the throttle sensor, It i efficiency which is determined by a signal sent from } y the throttle sensor or hot wire output and engine speed, As a result, zone output performance is achieved, 52.430] Fig. 26 (4) High-load correction (assignment) coefficient \ “Kwor” Coefficient “Ky,” is assigned to each throttle position | is used to compensate for variations resulting from inherent characteristics in relation to each throttle position, Amount of intake slr. —> Boat Fig. 26 (6) D range shift incrément “Ky” (AT model) ‘When transmission is shifted to “D” range, fuel incre- ment is accomplished. This prevents a decrease in engine speed when engine is still cold. 16ee FUEL INJECTION SYSTEM [SPFI} [M504] 2-7b ) (8) Start increment coefficient “t Increases the amount of fuel injected only when cranking the engine, which improves starting ability, tnerease | 20°C (22°F) | h mw i range “ON” —> Tine 26 sae Fig. 27 Engine start —> Tine {() Air con. ON increment ”Kycox”” Fuel increment is accomplished for a short period of 152-608, time immediately after A/C switch is turned “ON”. Fig. 29 ‘This prevents a decrease in engine speed caused by p tt variation. Increment ——» inerease ‘Ais con, sulteh “ON” —— Time Fig. 28'b_[M504) FUEL INJECTION SYSTEM [SPF] 2) Correction injection coefficient “kK” Correction injection coefficient “K” refers to the injec- tion characteristics of fuel injectors. tt Is “constant” used to determine the amount of fuel to be injected. 3) Air-fuel ratio feedback coefficient “alpha” This feedback coefficient utilizes the O, sensor's elec- ‘tromotive force (voltage) as a signal to be entered into the ECU. When low voltage is entered, the ECU judges it as a lean mixture, and when high voltage is entered, itis judged es a rich mixture. in other words, when the tir-fuel ratio is richer than the stoichiometric mixture ratio, the amount of fuel injected is decreased. When it is leaner, the amount of fuel injected is increased. In this. way, the alr-fuel ratio is compensated so that it comes as close to the stoichiometric mixture ratio as possible ‘on which the three-way catalyst acts most effectively, (CO, HC and NOx are also reduced when the air-fuel ratio is close to stoichiometric mixture ratio.) Fup injector jeetion eon signal Fuel injection denreacor carpeton hots SR: Fig. 30 4) Learning control system In a conventional air-fuel feedback control system, the basic amount of fuel injected (according to engine speed and various loads) is stored in the memory. After the ECU receives a signal emitted from the O, sensor, the basic amount of fuel injected is corrected so that it is close to the stoichiometric mixture ratio. This means that the greater the air-fuel ratio is corrected, the lesser the control accuracy. In SUBARU engines, however, an air-fuel ratio learning control system constantly memorizes the amount of correction required in relation to the ba fuel to be injected (the basic amount of fuel determined after several cycles of fuel injection), so that the correction affected by feedback control is. mini. mized. Thus, quick response and accurate control of sensors’ and actuators’ char- jon, as well as in the air-fuel ratio with the time of engine operation, are achieved. In addition, accurate control contributes much to stability of exhaust gases and driving performance. 8FUEL INJECTION SYSTEM [SPF] {M505} b 5, IGNITION SYSTEM CONTROL ‘The ECU receives signals emitted from the air flow sensor, water temperature sensor, crank angle sensor, ‘cam angle sensor, knock sensor, etc., to judge the oper- ating condition of the engine. It then selects the opti- mum ignition timing stored in the memory and imme- diately transmits @ primary current OFF signal to the iter to control the ignition timing. While the ECU receives signals emitted from the knock sensor, it is controlled so that advanced iit is maintained immediately before engine knock occurs. Crank angle sensor This system control type features a quick-to-response learning control method by which data stored in the: ECU memory is processed in comparison with informa- tion emitted from various sensors and switches. “Thus, the ECU constantly provides the optimum ignition timing in relation to output, fuel consumption, exhaust gas, etc., according to various engine operating conditions, the octane rating of the fuel used, etc. This eliminates the distributor and achieves mainte- nance-free operation. ECU Uaniter and Ignition colt — NN eee Tir onpoe wre 7 — if ‘Woutrel switch or Inhibitor ewitch 192-7b_ {M505} FUEL INJECTION SYSTEM [SPFI] 1) Normal advance angle ‘The upper and lower limits of advance angle for ignition timing are previously stored in the 16-grid map of the ECU's memory in response to the amount of intake air and engine speed, The ECU learns the status of fuel octane rating and changes in engine operation with ‘elapse of time from signals sent from air flow sensor, ‘cam-angle sensor, crank-angle sensor and knock sen- sor In order to determine an optimal ignition timing map. ‘Advance angles for spark ignition are as follows: 2) Idle advance angle {dle advance angle is controlled by ECU to| provide opti- ‘mal ignition, 3) Spark advance angle characteristics during low speeds Ignition advance angle during low engine speeds is controlled to 10° BTDC (before top dead center) by ECU. It will return to normal advance angle after engine speed exceeds a specifications.FUEL INJECTION 6. BY-PASS AIR CONTROL (IDLE SPEED CON- TROL) The ECU activates the by-pass air control solenoid valve in advance to control the amount of by-pass air flowing through the throttle valve in relation to signals ‘emitted from the crank angle sensor, cam angle sensor, water temperature sensor and A/C switch, so that the proper idle speed specified for each engine load is achieved. The by-pass air control solenoid valve utilizes a duty solenoid design so that the amount of valve “lft” is determined by @ certain operating frequency. For this treason, the by-pass air flow is regulated by controlling the duty ratio. The relationship between the duty ratio, valve lift and by-pass air flow is as follow: Diagram SYSTEM [SPF Duty ratio (high) ~ Increases valve lift and by-pa flow. Bypass air control features the following advantag 1. Compensation for engine speed under A/C (air con- ditioning) system and electrical loads. 2. Increase in idle speed during early stage of warm-up period. 3, Prevention of idle speed increases after engine warm-u 4, A dashpot function during the time the throttle valve is quickly closed. 8. Prevention of engine speed variations aver time. (Crank angle rentor ‘Carn angle santor “Throttle sensor Sa ‘Woter temperature sso" ‘Vehicle speed sensor 2 ecu > ‘AlCawiteh ‘Throte valve ‘Neutral switen ——— Inhibitor swith (AT) Fig. 32 7. CANISTER PURGE CONTROL ‘The ECU receives signals emitted from the water tem- perature sensor, vehicle speed sensor 2 and crank Engle sensor to control the purge control solenoid val Canister purge takes place during operation of the vehi cle except under certain conditions (during idle, etc. ‘The purge line is connected to the throttle chamber to purge fuel evaporation gas from the canister according to the amount of intake air. a'b_ [M508] FUEL INJECTION SYSTEM [SPFI] 8, RADIATOR FAN CONTROL ‘The ON-OFF control of the radiator fan {for models which are not equipped with an air conditioning sys- tem) is governed by the ECU which receives signals sent from the water temperature sensor and vehicle speed sensor 2. On models which are equipped with an Water temperature sensor Vehicle speed sensor 2 ‘AC auitch 9, FUEL PUMP CONTROL ‘The ECU receives a signal emitted from the crank angle sensor and turns the fuel pump relay ON or OFF to control fuel pump operation. To improve safety, the fuel air conditioning system, the ECU receives signals sent from the water temperature sensor, vehicle speed sen- sor 2 and AC switch. These signals simultaneously turn ON or OFF the main radiator fan and A/C subfan as well as setting them at “HI” or “LO” speed. Radiator fan relay ¥ edietor fan pump will stop if the engine stalls with the ignition switch ON. Tankion switch ON Fuol pump relay Fuel pump ‘A certain period of time (after ignition ewitch is turned ON) ON ‘Operates While eranking the engine ON Operates While engine is operating ON Operates When engine stops: OFF Boos not operate ‘crank angle sensor |p| ecu |_5[ "Fuel pump relay | _—p | Fuel pumpFUEL INJECTION SYSTEM [SPF] [M5011]_2-7b 40. A/C CUT CONTROL period of time to stop the compressor. This prevents, When the ECU receives a “full-open” signal emitted n of output during acceleration and stabilizes from the throttle sensor while the air conditioning sys- tem is operating, the A/C cut relay turns off for a certai ear ‘AlGeutrley f = oo fu | ecu od ‘compresor eas 82907 | aa 41. POWER SUPPLY CONTROL Power to the above parts except the fuel injectors is When the ECU receives an ON signal emitted from the | tumed off five seconds after the ECU receives an OFF ignition switch, current flows through the ignition relay. signal from the ignition ewitch. The fuel injectors stop This turns the ignition relay ON so that power is sup- {uel Injection immediately after the ignition switch is plied to the fuel injectors, air flow sensor, by-pass air tured OFF because the injection signal is cut off. control solenoid valve, etc. Al flow sensor Gitomer re e__erere By-pase sir control ‘tolenoid valve 232-7b_ [M601] FUEL INJECTION SYSTEM [SPFI] 6. Self-diagnosis System 1, GENERAL The self-diagnosis system detects and indicates a fault in various inputs and outputs of the complex electronic, control. The warning light (CHECK ENGINE light) on the instrument panel indicates occurrence of a fault or trouble, and also the light emitting diode (LED) in the ECU indicates a trouble code. Further, against such a failure or sensors as may disable the drive, the fail-safe function is provided to ensure the minimal driveability. 2. FUNCTION OF SELF-DIAGNOSIS The self-diagnosis function has four modes: U-check mode, Read memory mode, D-check mode and Clear memory mode. Two connectors (Read memory and Test mode) and a light (CHECK ENGINE light are used. The connectors are for mode selection and the light ‘monitors the type of problem. Relationship between modes and connectors ‘Reed memory | Test mode pee Engine |“ connector_| connector U-check | lantion ON_| DISCONNECT | DISCONNECT ‘Reed memory | Ignition ON | CONNECT | DISCONNECT Ignition ON Deneck | [Bree oy | DISCONNECT | | CONNECT lear memory | _tonition ON ot ry |} fontonon, | coNNEct | CONNECT @ U-check mode The U-check is a user-oriented mode in which only the, MPFI components necessary for start-up and drive are iagnosed. On occurrence of a fault, the warning light (CHECK ENGINE light) is lighted to indicate to the user that the dealer’s inspection is necessary. The diagno: ‘of other parts which do not give significant adverse effect to start-up and drive are excluded from this mode in order to avoid unnecessary uneasiness to be taken by the user. @ Read memory mode This mode is used by the dealer to read past problems (even when the vehicle's monitor lights are off). It is most effective in detecting poor contact or loose con- nections of connectors, harnesses, ete. © D-check mode This mode is used by the dealer to check the entire MPFI system and detect faulty parts. ® Clear memory mode This mode is used by the dealer to clear the trouble from the memory after the affected part is repaired. (UEL INJECTION SYSTEM. {SPFI) ELIE CTION SYSTEN 3. BASIC OPERATION OF ‘SELF-DIAGNOSIS SYSTEM jmeo4) @ No TROUBLE Toad memory connector | Test mode connector Condition CHECK ENGINE lott Tgniton switch ON x x {Engine OFF) heal Engine ON OFF Tanition swan ON ‘Read memory oO x {Engine OFF ‘Blink: Engine ON Tonton enlich ON oe Decheok x ° (Engine OFF) Engine ON OFF = Bie Torin switch ON a ‘Clear memory ° ° {Engine OFF) Engine ON ‘OFF > Bini @ TROUBLE Mode "hood momory connector |_Test mode connector ‘ona (EOK ENGINE Hah [7 Weteak x x grin eth ON oN ipnitn awich ON | yo Read memory ° x (Engine OFF) ‘Trouble sede Gnernory) Engine ON oN Decheck x ° Engine ON Clear memory oO ° Engine ON. + When the engine operates at @ speed greater than 2,000 rpm for more then 40 seconds, the check engine tight blinks. However, when all check items Shuck out “O.K.", even before the 40 seconds is reached, the check engine light blinks. * When the engine operates at a speed greater than 2,000 rpm for more than 40 seconds, a trouble code is emitted. 4, FAIL-SAFE FUNCTION For the part which has been judged faulty in the sel Giagnoele, the ECU generates the associated pseudo signal (only when convertible to electric signall and caf- sanut the computational processing. In this fashion, the fail-safe function is performed.2:7 6 5, TROUBLE CODES AND FAIL-SAFE OPERATION FUEL INJECTION SYSTEM [SPFI] Failsafe operation Trouble tem Contents of diagnosis ‘Si To tgp ered om wank ange see 1 [evans sere Sart eoranpndng To at as ne aan “ay ar rom eal ee [Sree Forel Gaal write rom ihtonovich [Sea ator ech orl OFF. Tol ered rom ear engl soa, bu 12 [comandiesonr _\nafesnaepondrgto inane tans fam) Fa aed or rn angen. Foo nar operative SE ee {Abnormal signal emitted from monitor circuit) + aes eitsicll eee a seta) ABs water to 8 specie tormperature. arts tena sr] aorrma soa ete tor water mews ier on ON” re noe ing. hr eonscr irre voto rodeo moet m2P yy ag ma ’ Teal Voge apa oad Fora fo ob | arose avert fo flo a onto eee sor. ‘engine speed and throttle sensor position, ; reves abnor! engine sped ting “ba i ty psa a aa wt | obi av opera, ; x [Prgms ; seveieony [Wrvouion tse weed vnce sped ad rigvake ea ert teetuce monte ekeuty |, famten none 7 Vrms Prana veanendtomvo an om ee wore alee ome «ed a |oreneor Sco = a2, [vaio pseu sonra ABR vote Ips ered HOM VCH a oi pnd ol af vata ag '|Purge contro! solenoid) solenoid valve inoperative, - valve a Ide switen ‘Abnormal voltage Input entered from idle switch, ‘Judges ON or OFF operation according to throtto. ‘sensor's signal. ot Neutral ewitch (MT) ‘Abnormal eignal entered from nauiral switch. 8 a Inhibitor switch (AT) ‘Abnormal signal entered from inhibitor switch. 26FUEL INJECTION SYSTEM [SPFI] T TROUBLESHOOTING 1. Precautions 1) Never connect the battery in reverse polarity. ‘¢ The SPFI control unit will be destroyed instantly. ‘© The fuel injector and other part will be damaged in Just a few minutes more. 2) Do not disconnect the battery terminals while the engine is running. * A large counter electromotive force will be gener- ated in the alternator, and this voltage may damage electronic parts such ae ECU (SPFI control unt), etc. 3) Before disconnecting the connectors of each sensor ‘and the ECU, be sure the turn off the ignition switch. © Otherwise, the ECU may be damaged. 4) The connectors to each sensor in the engine com- partment and the hamess connectors on the engine side and body side are all designed to be waterproof. However, itis still necessary to take care not to allow Water to’ get into the connectors when washing the vehicle, or when servicing the vehicle on a rainy day. 5) Every SPFl-related part is a precision pert. Do not drop them. 6) Observe the following cautions when installing @ radio in SPFI equipped models. . The ontenna must be kept as fer apart es possible from the control unit, (The ECU is located under the steering column, inside of the instrument panel lower trim panel.) ', The entenna feader must be placed as far apert as, possible from the ECU and SPF harness. ¢. Carefully adjust the antenna for correct matching. d. When mounting @ large power type radio, pay spe- cial attention to items e. through c. above. © Incorrect installation of the radio may affect the oper- ation of the ECU. 7) Before disconnecting the fuel hose, disconnect the fuel pump connector and crank the engine for more ‘then five seconds to release pressure in the fual sys tem. If engine starts during this operation, run it until it stops. 2. Pre-inspection Before troubleshooting, check the following items which might affect engine problems: 1. POWER SUPPLY 1) Measure battery voltage and specific gravity of elec- trolyte. Standerd voltage: 12 V Specific gravity: Above 1.26 2) Check the condition of the main and other fuses, and harnesses and connectors. Also. check for proper ‘grounding, 2. CAPS AND PLUGS 1) Check that the fuel cap is properly closed. 2) Check that the oil filler cap is properly closed. 3) Check that the oil level gauge is properly inserted, 3. INTAKE MANIFOLD VACUUM PRESSURE 1) After warming up the engine, measure intake mani- fold vacuum pressure while at idle. ‘Standard vacuum pressure ‘More than — 60.0 kPa (- 450 mmHg, — 17.72 ing) 2) Unusual vacuum pressure occurs because of air leaks, fuel or engine problems. In such s case, engine idles roughly. 4. FUEL PRESSURE 1) Fuel pressure elimination (1) Disconnect the fuel pump connector. (2) Start the engine. {8) Leave the engine until it stalls. {4) After it stalls, crank the starter for approximately 5 seconds and turn the ignition switch to “OFF”. 2) Fuel pressure gauge installation (1) Connect a fuel pressure gauge between the fuel strainer and the fuel hose. (2) Connect the fuel pump connector. 3) Fuel pressure measurement (1) Start the engine, Measure fuel pressure while Fuel pressure: ‘Approx, 255 kPa (2.6 kg/em*, 37 psi) (2) Race the engine to ensure that fuel pressure increases. (8) Stop the engine and connect the D-check con- nector. Turn the ignition switch to “ON” (engi “OFF”) and measure fuel pressure. EEE eee eae Fuel pressure: 235 — 255 kPa (2.4 — 2.6 kg/cm’, 34 — 37 psi) SSS 5. ENGINE GROUNDING Make sure the engine grounding terminal is properly ‘connected to the engine. a2-7b_[T3A0} FUEL INJECTION SYSTEM [SPFI] 3. Troubleshooting Chart for Self-diagnosis System ‘A: BASIC TROUBLESHOOTING PROCEDURE. Trouble occurs ¥ READ MEMORY MODE** Engine dogs not stat Engine sat open eet _| 6. Troubleshooting for “Engine Stating Faure” Sees rated + Inspection using rouble- shooting Chart wth Troubleshooting in accor. Select Monitor (TEAC) ot dance with rouble code.” inspection uing General Troubleshooting Teble 1TeA0) a ¥ Ropar t ‘Trouble cde degrated D-CHECK MODE Fe a sere ‘CLEAR MEMORY MODE. ‘*: When more than one trouble code |s outputted, begin troubleshooting with the smallest trouble code ‘number and proceed to the next higher code. After correcting each problem, conduct the D-check and ensure that the corresponding trouble code no longer appears. ‘**: When atrouble code is displayed in the read memory mode, conduct troubleshooting measures which correspond with the code. . Check the connector while it is connected unless specified otherwise. b. Be sure to check again from the beginning in order to prevent secondary trouble caused by repair work. ©. When checking with the vacuum hose disconnected from the vacuum switch at engine ON, be sure to plug the hose, 23FUEL INJECTION SYSTEM [SPFI] (7382) _2-7b B: LIST OF TROUBLE CODE 1, TROUBLE CODE Trouble code item Content of diagnosis a Fanrquerapann Ne lane ered om canals, ba dot red rom 7 Stan switch [Abnormal signal emited from ignition swith, 1” [cam angle seraor We inal teed rom cam ar ee oe om ck Fuel injector inoporetve, i ee (Abnormal signal emitad from monitor circu) a. Water temperature sensor ‘Abnormal signal emitted (rom water temperature sensor. 2. Knock sensor ‘Abnormal voltage produced in knock sensor monitor circu 23, Airflow sensor ‘Abnormal voltage input entered from airflow sensor. i py pee ak contol eclenold valve Sloot av operative, (real Sree om monte a Throte postion sensor ‘Abnormal vollage input entered from thre sansor. 22, [Oy sensor (Op sensor inoperaive, a Vehicle speed sensor 2 ‘Abnormal voltage input ertered from speed sensor. 35. Purge control solenoid valve ‘Solenoid valve inopertive, 2. ee switch ‘Abnormal voltage input erterd from icle witch. a. Nowtrel ewiteh 0) ‘Abnormal signal ertared from nautal swith, a inhibitor switch (AT) ‘Abnormal signal entered trom inhibitor switch. 2. HOW TO READ TROUBLE CODE (FLASHING) ‘The CHECK ENGINE light flashes the code corresponding to the faulty part. tes a “ten”, and the short segment (0.2 sec on) signifies “one”. mowecc traci BAB = Fig. 342-7b_{T300] FUEL INJECTION SYSTEM [SPF] C: READ MEMORY MODE ‘Trouble code is indicated. ‘Vehicle raturned to dealer I ‘Connect read memory connector. ‘Turn ignition switch ON (engine OFF). ir ‘Check if CHECK ENGINE light lights up. ad No, | !nspect control unit power supply any ‘ground line, end CHECK ENGINE light Ain. [CHECK ENGINE light blinks, EES SSS SLE EEE ‘Confirm trouble code. Disconnect read memory connector. ¥ ‘Conduct O-check. 30 Disconnect read memory connector. ‘eif-dagnosis syatem,FUEL INJECTION SYSTEM [SPEI] [T3D0]_2-7b ENO D-CHECK MODE ‘Start engine. ) ¥ Warm up engine. ¢ “Turn ignition awiteh OFF. ) ¥ 1 “Tur ignition switch ON (engine OFF). ‘Connect tést mode connector. [Bet reneocenan tn wre 19, raped carol unk power epi and oun, and Yes CHECK ENGINE light line, + Depress accelerator pedal completely. Then, return ito the hatfthottle postion and hold it there for two seconds. Release pedal completely. Start engine. i -__ ‘Check i CHECK ENGINE light indicstes trouble code. NO + ‘Drive at speed greeter than 11 krrvh (7 mph) for at least one minute, and shift up to 4th epeed (MT model) —___———>] > ‘Warm up engine above 2,000 rpm. ‘Check if CHECK ENGINE light blinks, “E Tansee OF > 7 so 4 Le cree cHEER ENGINE ae han vos coe Sires ne ome 8 d corn ol con Tekan yaar wo OF Tio an Sw the akangons nom ‘Make sequential chacks of trouble codes, 312-7b_{T3EO) FUEL INJECTION SYSTEM [SPFI) CLEAR MEMORY MODE (Cae Giart engine. 3) ¥ Warm up engine. ¢ “Turn ignition switch OFF. ) ¥ ‘Connect test mode connector. ¥ ‘Connect read memory connecter. (aa Tein eich ON rai OFFS) ( x ‘CHECK ENGINE light turne ON. 1 ‘Depress accelerator pedal completely and then ratum it 10 ‘olfsthrotle position and hold I there for two seconde. Release accelerator pedal completaly. Drive at epeed greater than 11 kevh (7 mph) for atleast ‘one minutos, and shift up to 4th speed (MT model) Presses) Tie ap gear 2080 1 Cheek CHECK ENGINE ght Bink, NOI check CHECK ENGINE noe ndetswouble code yes Ve (Tr tion swicn FF) cont ube 4 1 Disconnect test mode connector and read! memory connoc- ‘Make sequentie! checks of trouble codes. tor. 7 ¥ | END ‘Attar sequential checks, go to D-check mode again. 32FUEL INJECTION SYSTEM. [SPFI] [1401] 2-7 4, Output Modes of Select Monitor 4. FUNCTION MODE Applicable cartridge of select monitor: No. 498348800 en Serre | PRON IO Number YEAR [— Gfodel veer of waicet when select arial connected fanaryVokage == VB V unary vokage supped to corto unt : vite Sent Serer yap on | it one mtn tom vc ote rr erele Speed Sensor) ap Jim __| Vehicle peed inputted from vehicle speed sensor Erne spond crev [tem | Engine speed inputed fom crank anno sarsor Neate temp. Seraor {TW |dagF [Coolant trperatire inputs fom weer tmpaat enter ecrTenp Sereer [TW [da [Coolant temperate inputed from weer omens ently vemonteary \aowe jan (OER, Bi mine Hm eno signals sen rom various nvFiow sensor [OAV ote inoutad fom ar ow meter Load Data ware |— Engin oud vole dterinad by related sosor sons voto Sermo [THY V Votage inputted rom tot poston sensor Imoaor Pao wien [rim [ms [Dulonet puke fing vous ieee B.gae ai contol lig |e 0." sto towing tough soloold valve Oy Sensor Oz Ve | Voltage outputted from Oz sensor Jon Mex Jormac |v Maxum vag ouput fom Oy 8801 amin ormin |v Misimm votag outed from Op sneer AHA apna | RF coreton cto daarmined in relation to gna outputted from O, seneor vor {ammo [dno | identro rection eid inreaion to signaLnputed trom knock on = oFF sign! |— ie i lon + OFF sional |— - ie roubi Code ows |= rouble cde in U- or D-ceck mods rouble Code - rouble code in ead memory mode clear Memory - (ed oer memory) 332-7b_ [1402] FUEL INJECTION SYSTEM [SPF 2, ON « OFF SIGNAL LIST Contents LED "ON" requirements Ignition SW Tanition switch “ON” JATIMT discrimination Vehicle ie AT model, Tost Mode Test mode connector connoctod Read Memory Reed memory connector connected Neural sw ‘Noural ewitch “ON” Oz Monitor ‘Minaure ratio ts rich, idle SW Tale switch ON" arc sw Air conditioner ewhch “ON” AVC Relsy Ar conditioner reley "ON" Radiator Fan Radiator fan in operation Fuol Pump Relay | FP Fuel pump relay in operation Purge contol solenoid valve Knock Sensor Engine knocks occur (Oz Monitor ‘Mixture rato eich, ‘Solenoid valve in operation.FUEL INJECTION SYSTEM [SPFi} 17500] 2-7b 5. Control Unit I/O Signal TEEPE PEEEPED CheELPEE) re rPEErrrn papelmfafatabpalepyhehshe| bebsbebshalnbols) [labelehelmbelele [ala ~ ED GD wo70 Fig. 35 ‘Signal (V) Content Connecter | Terminal igsw trgine on Note i OFF_[_ON (Engine OFF) | _ {tling) ape Sears | are} . +o — senor apart Crank angle [signal (=) B27 @ = 0 o = sersor shia sia 8 | a eee cage [siraliey—[ se —| 2 [= a + aan oa tare Comanate FSigral(=)—| e126 [ 8 __[ 2 = shld sae . ett a irtow [Signal a a ea conor [ND safe ¢ oi Shi ape n ee ‘i Fully closed: ioral ous | wo | — | farcosson | Oe ray. |— Tree overt 2 | pened a2 Trecle tpowarapeig| Teas [a [=r — [Approx 8 [= iso sae | . ee Shad fs q te ch mre 07 = 18 (Og sensor Stare a a Ee Pi Lean mixture: 0— 0.2 shad ae Te a cana (sir a a a * [Shield B126 14 = oO 0 = Wa onparaere sensor aia? |_|} oa re om ean nd 7 a opty Glaved ‘Varicewpecd vemor2 | 8100 | 8 cordmin | ooravmn [Seni Ne poms : On a7 ie we |e | - | owoomn | Oba [- aa rh af z 5 ening ITE A ondtoner ech woe | we | — | a BSI ignore a kc Twe 1am we Rang: | Rong 12 — uaa awecn Mm ort] gang | ge | | 12a tect © | 14 ter | forewneh ta) INN oot. | WN Po Beefeater 0 [dont 34 ot ra aaa =a an soa 8 fest money somedor | 81a? [to [=| eo ion connate! © : ane Tsao ATIMT identification 8106 ® - aT] 0 eo al- jam je wrest [amtianv 352-7b_{T500} FUEL INJECTION SYSTEM [SPF] Connector | Terminal Stan Wh Heel] Content meron ig Sw Engine ON Note CHT ON engine OFF | (lina) Backup power supply Bie 2 | Sy 10-13 wow | wie) Jo. we Conot unt [POW Bie | 19 | 0 10= 19 = [eNO ee | 1 [8 = [gation cont Bie | 2 |= = Pulao signal ie Bie [12 | = =) B106—| 28 | — = Fut injector [Power or i ‘an, Bio8 | 26 = shield Bioe [22 = Bypass ae Bie | tt ECU output wavelorm corel ste 1D oidveve—[(C) pie |e — Fuel pump relay contrat pis | 1 i IC cut relay cortrot sie | 16 — Radiator fan conto! ae | 7 qomiets — Ssieshuiol contol B08 [7 o= 13 = Tight ON: 0 Light ON: © Trouble code output ore |. 19 | — | ucttore: 10— |uight OFF: 12) — 13 =" Tig ON 0 | Tight ON: 8 CCHECK ENGINE tight ere | 19 | — | ugttore: 1o— |uigne oFF: 13] — 13 = Ehgine wechometer ouput —[—Bi66 | 6 | “=| Approx. 118 _[Aporox. 13.6 [= Ti mentor" 510820 | = = |= Purge cortit solenoid valve | B08 | 3 | — G4 oD off: 10— 13 | oF: 13 —14 GND Yeansors) asa ° ° {GND {ignition syatomp a a © o> {GND (power supply) a a ° |= {GND (corto systems] a ° oS aces ge Bia7 [418 |= | Approx. 6 | Approx § |= Sec ieeret Bia7_| 18] — | Aprox. | “Approx. ¢_|— "For manufactureFUEL INJECTION SYSTEM [SPFI 9 6, Troubleshooting for Engine Starting Failure A: BASIC TROUBLESHOOTING CHART When engine cranks but does not start, troubleshoot in accordance with the following chert. Inspection of ECU power supply and ground fins: Poot OK Repair power supply or ground line. x Sree ¥ Inspection of Ignition contro! system Laced Repair ignition control system, = : Inspection of fuel pump circuit. Not OK ‘Repair fuel pump circult, = Inspection of fuel injector clroult Not OK Repsir fue! injector circuit. 9 = aaa : Tapes ng anni 9 anon oe ‘eran 372-7b_[T6B0) FUEL INJECTION SYSTEM [SPFI] ( B: CONTROL UNIT POWER SUPPLY AND GROUND LINE 1 | Check voltage betwoen ECU and body. em Repair power harness/connector, OK + 2| Check grounding circuit, [Not OK ‘Repair harness/connector, eK y ‘check gntioneyetom. Lg Diode _y_ im TT ECU a Ignition svei Bonen) et} =| ( eee 1 ot ao] PREG a ante avy oR 1 a fan be | bis LM bas | «G2 { pers Fig. 36 38FUEL INJECTION SYSTEM [SPFI] [T6B2]_2-7b 4. CHECK VOLTAGE BETWEEN ECU AND 1) Turn the Ignition switch to “ON.” 2) Measure voltage between ECU connector terminals and body. Connector & Terminal/Specified voltage: (8126) No. 2— Body/10 V, min. (8126) No. 13 — Body/10 V, min. (8126) No, 12 — Body/10 V, min. (B12) No, 18 — Body/10 V, min. Fig, 37 2. CHECK GROUNDING CIRCUIT. 1) Disconnect ECU connector. 2) Check continuity between ECU connector terminals and body. Connector & Terminel/Specified resistance: (8126) No. 1 — Body/0 {B126) No. 11 — Body/0.9 {8106) No. 14 — Body/0 2 (8106) No. 15 — Body/0 0 (B10) No. 28 — Body/0 2 TEPEEEP PPE aTs af fetobehe lela islae bese] ©D = REDE CHES COR atv [re ve [17 [vw [ve ]20 [2 22 Fig. 38 Be715| 39'b_[T6co] FUEL INJECTION SYSTEM [SPF] C: IGNITION CONTROL SYSTEM Repair ECU terminal poor contact. (Replace ECU.) 1. | Check ignition system for sparks. ee ‘Check fuel pump system. PRorox 2, Cheek ‘voltage at ignition coil’s positive (+) termi- Not OK Repair power harness or connector. og 2. | Check condition of ignition coil. Not OK _p| Replace ignition colt, Tex 4, | Check input signal at Igniter. peor >| Poor igniter ground terminel contact. yx Replace igniter. 6. | Check hamess between ECU and igniter. Lsabuis >| Repair harness/connector, Tx ecu Led relay p a “Po TREE ep Pls polnpap 2ofaifz2| 25] 225] 26] a FL : 82.732 Fig. 39 1. CHECK IGNITION SYSTEM FOR SPARKS. 1) Remove plug cord cap from each spark plug. 2) Install new spark plug on plug cord cap. remove spark plug from engine.) (Do not 3) Contact spark plug’s thread portion on engine. 4) Crank engine to check that spark occurs at each cyl- inder,FUEL INJECTION SYSTEM ISPFi] 2, CHECK VOLTAGE AT IGNITION COIL'S Posi- > TIVE (+) TERMINAL. 4) Disconnect igniter connector. 2) Turn ignition ewitch to “ON”. {T6c5]_2-7b ‘© Secondary si ‘Specified resistence: B—12kO 3} Measure voltage between terminal of Igniter con rector and body. 44) Connect igniter connector. 6) Disconnect connector from ignition coil. 6) Meagure voltage between postive terminal of igniter connector and body. Connector & Terminal/Specified voltage: {819) No, 3 — Body/10 V, min. {ignition coll connector) No. 1 — Body/10 V, min. Ignition coil connector , Fig, 42 4, CHECK INPUT SIGNAL AT IGNITER. Check if voltage varies synchronously with engine rev- olution when cranking, while monitoring between igniter connector and body. voltage 2.783) Connector & Terminal/Spocified vottage: (B19) No. 1 — Body/0 «> *4V Fig. 40 3, CHECK CONDITION OF IGNITION COIL. 41) Disconnect ignition coil connector. 2) Measure ‘secondary windings. © Primary side Specified resistance: 0.81 — 0.992 Fig. 41 resistance of ignition coil’s primary and #: As the output voltage is a pulse signal, this inspec tion data varies between 1 to 4V with the ability of tester. 5. CHECK HARNESS BETWEEN ECU AND IGNITER. 1} Disconnect ECU connector and igniter connector. 2) Check discontinuity between ECU and igniter con- hector terminals. Connector & Terminal/Specified resistence: {B106) No. 2 — (B19) No. 1/09 {B106) No. 14— Body/0 2 {B19) No, 4 — Body/0 2 3) Measure resistance between connector terminals and body to check short-circuit. Connector & Terminal/Specified resistance: (B19) No. 1 — Body/1 MQ min. a——g 7b_ {7800 FUEL INJECTION SYSTEM [SPF] D: FUEL PUMP CIRCUIT | j 7 ]eheck operation of fuel pump in D-chock mode, [OK ‘Check fel injoctor aystom. \ pRet OK ' 2, [check ul pump relay. Lota Replace fuel purnp relay. i Yor 3] eer ein tetparsany ans (MOK _T apr eer ror cr Yr | check voltage betwoon ECU and body. [NotOK _, | Repsir ECU terminal poor cortaclgrounding lin, Te (Foplace ECU) | check terminal votage of fusl pump. a Repair heroesa/connactor between fusl pump end Tx rely. @ | Check uel pump. [Not OK __, Replace ust pump. TK Fas ful pump grounding circuit, [ ws L | hs B2734R 42FUEL INJECTION SYSTEM [SPFI] (TeD6]_2-7b FUEL INJECTION SYSTEM [SER EO » 4. CHECK OPERATION OF FUEL PUMP IN D-CHECK MODE. 1) Connect test-mode connector. 2) Tum ignition switch to “ON”. 3) Check fuel pump for proper operation. 2. CHECK FUEL PUMP RELAY. 1) Disconnect fuel pump relay connector and remove relay from bracket. 2) Measure resistance of relay coil, Terminal/ Specified resistance: ‘No. 1— No. 3/700 ——_—_—— 3) Connect battery (12 volts) to fuel pump relay coil terminals and check continuity between switching ter- minals, (Relay must issue clicks). Torminal/Specified resistance: No. 2—No. 4/00 (No, 1: Battery ®) (No. 3: Battery ©) 4, CHECK VOLTAGE BETWEEN ECU AND BODY. 1) Turn ignition switch to “ON” 2) Measure voltage when ignition switch is in “ON”. ‘Also measure voltage when cranking the engine. Connector & Terminal/Specified voltage: {B106) No. 1 — Body/ 10 V, min. (Ignition ON) 0 V (when cranking the engine) ECE ere et 5. CHECK TERMINAL VOLTAGE OF FUEL PUMP. 4) Remove access lid of fuel pump located in trunk ‘compartment and remove fuel pump connector. 2} Measure voltage between connector and body while cranking the engine. Connector & Terminal/Specified voltage: {R75) No, 1-— Body/10 V, min. Besee 2.24] Fig. 44 3. CHECK VOLTAGE BETWEEN FUEL PUMP RELAY AND BODY. 41) Turn ignition switch to “ON”, and remove fuel pump relay. (Do not disconnect connector.) 2) Measure voltage between fuel pump relay connec- tor and body. Connector & Terminal/Specified voltage: (B94) No. 1 — Body/10 V, min. Fig. 45 6. CHECK FUEL PUMP. 1) Disconnect fuel pump connector. 2) Connect 12-volt battery to proper fuel pump con- hector terminal and GND terminal to check fuel pump operation. Terminal: ‘No, 1+ Battery © No. 4» Battery ©2-7b_[T6EO} FUEL INJECTION SYSTEM [SPFI] E: FUEL INJECTOR CIRCUIT Repair ECU terminal poor contact. (Replace ECU.) 1, | Check fuel injector for operation. ok Chock fuel pressure. PN OK tot OK 2. | Check voltage between ECU end body. eperhernose/connector. Yor 3, | Check fuel injector. Ladd Replace fuel injector. ig %. | Check harness connector between ECU and tual | Not OK Repair harness/connector. injector. TK Dy fu 72 [3 [ele] 7 [8 [9 popupaya +3] 15]16] +7] |19| 20[20]22 | 2|f24)25)25] Lg ems ECU ql a f t af, Ml [reer tre ee a ata, Ge @e 2.788’ FUEL INJECTION SYSTEM [SPFI] [T6E4} 2-7b 1. CHECK FUEL INJECTOR FOR OPERATION. Remove air cleaner. While cranking the engine, check that injectors inject fuel properly, Proper fuel injection can be checked by “pulsations” felt on your hand when fuel hose between fuel injector and fuel damper is touched. 2, CHECK VOLTAGE BETWEEN ECU. 1) Turn ignition switch “ON”. 2) Measure voltage between ECU connector terminal and body. Connector & Terminal/Specified vottag (B106) No. 13 — Body/10 V, min. 3, CHECK FUEL INJECTORS. 1) Disconnect connector from injector. 2) Measure resistance between injector terminals. Specified resistance: ‘Approx. 1.5.2 Fig. 47 4. CHECK HARNESS CONNECTOR BETWEEN ECU AND FUEL INJECTOR. 1) Disconniect ECU connector and fuel injector connec- tor. 2) Measure resistance between ECU connector and fuel injector connector. —_—$<—<—<—<$< — Connector & Terminal/Specified resistance: {B108) No. 12 — (E18) No. 2/09 (8108) No. 25 — (E18) No. 1/02. {B106) No, 12 — Body/1 MQ min. {8106) No. 25 — Body/1 MQ min. {B106) No, 26 — Body/0 2