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    38 views90 pages

    Section 2.7a - Fuel Injection System (MPFI Non Turbo)

    Uploaded by

    Alberto Barraza

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
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    UEL INJECTION SYSTEM [MPFI Non-TURBO] - SUBARU. 1992 SERVICE MANUAL M_ MECHANISM AND FUNCTION 2 1. General 2 2. Air Line su 4 3. Fuel Line 6 4, Sensor and Switch .. 8 6. Control System 12 6. Self-diagnosis System snimnnennnnne, 23 ‘TROUBLESHOOTING 26 1. Precautions 26 2. Pre-inspection . 26 3. Troubleshooting Chart for Self-diagn System 4. Output Modes of Select Monitor 5. Control Unit /O Signal .. 6, Troubleshooting for Engine Starting Failure 7. Troubleshooting Chart with Trouble Code .. 8, Troubleshooting Chart with Select Monitor 9. General Troubleshooting Table wninsnun tfSEsupplies the optimum air-fuel mixture to the engine {for all the various operating conditions through the use 6f the latest electronic technology. With this system fuel, which is pressurized at a constant pressure, is injected into the intake air passage of the cylinder head. The injection quantity of fuel is con- trolled by an intermittent injection system where the electro- magnetic injection valve (fuel injector) opens only for a short period of time, depending on the quai tity of air required for one cycle of operation. In actual operation, the injection quantity is determined by the duration of an electric pulse applied to the fuel injector and this permits simple, yet highly precise metering of the fuel FUEL INJECTION SYSTEM [MPFI Non-TURBO] IECHANISM AND FUNCTION Further, ell the operating conditions of the engine are converted into electric signals, and this results in addi tional features of the system, such as large improved adaptability, easier addition of compensating element, etc. The MPFI system also has the following features: 1) Reduced emission of harmful exhaust gas 2) Reduced in fuel consumption. 3) Increased engine output. 4) Superior acceleration and deceleration. 5) Superior startability and warm-up performance in cold weather since compensation is made for coolant and intake air temperature. ASATWLYD {Mi00]_2-7a NowINot Ly ‘BAIA na! yOsNas® "MS SULLOWNL ‘BATVA TOWLNOD| uly ssveAa| FUEL INJECTION SYSTEM [MPFI Non-TURBO] [Non-TURBO] Fig. 7 BATA AWE, 'a_[M201] 2. Air Line 1, GENERAL Air which is drawn in and filtered by the air cleaner is metered and sent to the throttle body via the air intake boot. From the throttle body, the air is regulated by the ‘open-close operation of the throttle valve and is deliv- FUEL INJECTION SYSTEM [MPFI Non-TURBO] ered to the intake manifold. It is then distributed to the respective cylinders to mix with fuel injected by the fuel, injectors. Thus, the air-fuel mixture is delivered into the cylinder. Part of the air branched at the upstream of the throttle body is sent to the by-pass air control solenoid valve which regulates engine idle speek ‘Air cleaner (Ai). ————— >} +—> Air flow sensor Trateneey af re ma 2, AIR FLOW SENSOR ‘The MPFI system employs a hot-film type air flow sen- sor, ‘These air flow sensors convert the amount of ait into the engine into an electric signal by heat transfer phenomenon between the incoming air and a heating resistor (hot film) located in the air intake. ‘The features of these flow sensor types are as follows: 1) High-altitude compensation is made automatically. 2) Quick response. 3) There are no moving parts. 4) They are compact. Airflow <> 80mm (2.15 in) | Sint 3, THROTTLE BODY In response to the depressing stroke of the throttle pedal, the throttle body opens/closes its valve to regu- late the air volume to be taken in the combustion cham- ber. During idling, the throttle valve is almost fully closed and the air flow through the throttle body is less then that passing through the carburetor. More than half of the air necessary for idling is supplied to the intake manifold via the by-pass air control sole- noid valve, And the by-pass air control solenoid valve properly controls the number of revolutions in idling, so it does not need to be adjusted, FUEL INJECTION SYSTEM {MPF! Non-TURBO] [M205] 2-7a 4, THROTTLE SENSOR 5. BY-PASS AIR CONTROL SOLENOID VALVE [Athrottlo sensor is provided with a potentiometer and The by-pass air control solencid valve consiste of an air idle switch interlocked with the throttle valve shaft is cut valve, duty control valve, intake air passage and a utilized, coolant passage. This throttle sensor sends the MPF! control unit @ The air cut valve contains a bimetallic substance which potentiometer output signal corresponding to the responds to coolant temperature, and a duty contro! ‘opening of the throttle valve and an idle switch signal Voie which is 01 perated by a signal sent from the ECU. that turns ON only when the throttle is opened nearlyto Wien the coolant temperature is low, the alr cut valve the idle position. Using these signals, the MPFI control unit precisely con- is fully opened by the action of the bimetallic substance trols she alr-luel ratio during acceleration and decelera. 80 that the air flow required for low coolant temper tion as well as idling. tures is maintained. ‘The ECU controls the duty control valve to bring the ; PF DHO® operating engine speed as close to preset idle speed as ane T in Qo tH call bering =| rote roe cof [NMA | = Ee ea a py eae == ema cet dt vest sane-7{ 5} ie sui ctavansie—] | nat sosee ( . Sensor Throttle shat pezatl Fig. 3 3. Fuel Line pone 'a_(M301] FUEL INJECTION SYSTEM [MPFI No: 'URBO] 1. GENERAL ered to the respective cylinders. Fuel pressurized by the fuel pump built into the fuel tank Fuel injection ti injectors by way of the fuel pipe and _reguleted by the ECU. is delivered to ft fuel filter, Fuel is regulated to the optimum pressure level by the pressure regulator on the way to the injec- tors. Fusl pump Ful iter Fue injector (Fue)———>| io is Pressure regulator yiinder [Non-TURBO! Fuel injector Throttle body Twowey ta Lemertionte Ai vent pipe, LAS go fo Rewuen Filer uct nN Fuel fiter my Fact puma \ pump titer 2283 Fig. 5 jectors, fuel is injected into the intake man- ifold where it is mixed with intake air, and is then deliv- 1g and the amount of fuel injected is FUEL INJECTION SYSTEM [MPFI Non-TURBO] 2. PRESSURE REGULATOR The pressure regulator is divided into the fuel chamber and the spring chamber by the diaphragm as illustrated below. Fuel is fed to the fuel chamber through the fuel, inlet connected with the injector, A difference in pres- sure between the fuel chamber and the spring chamber connected with the intake manifold causes the dia- phragmito be pushed down, and fuel is fed back to the fuel tank through the return line, By returning fuel so as to balance the above pressure difference and the spring force, the fuel pressure is kept at a constant level 250.1 kPa (2.55 kg/cm, 36.3 psi) against the intake manifold pressure. Torna f Disohreom From Valve Secor ds 2-064] Fig. 6 M303] _2-7a 3, FUEL INJECTOR The MPFI system employs @ gallery type (side-feed type) fuel injector. The gallery type fuel injector is installed in the fuel pipe to allow cooling of the injector by the fuel. The features of this type of fuel injector are as follows: 41) High heat resistance 2) Low driving noise 8) Easy to service 4) Small ‘The fuel injector injects fuel according to the valve open signal received from the ECU. The nozzle is attached on the top of the fuel injector. ‘The needle valve is lifted by the solenoid coil through the plunger on arrival of the valve open signal. Since the injection opening, the lifted level of valve and the regulator-controlled fuel pressure are kept constant, the amount of fuel to be injected can be controlled only by the valve open signal from the ECU. coi Fier 2.423] Fig. 7 Sensor is used to sense oxygen concentration in ‘exhaust gas. If the fuel ratio is leaner than the st Ahlometric ratio in the mixture (ie. excessive amount of ir), the exhaust gas contains more oxygen. To the contrary, if the fuel ratio is richer than the stoichiomet- ric ratio, the exhaust gas contains hardly any oxygen, ‘Therefore, examination of the oxygen concentration in fuel ratio is leaner or richer than the stoichiometric ratio. The O, sensor has a zitconia tube (ceramic) which gen- erates voltage if there is a difference in oxygen concen- tration between the inside and outside of the tube. Plat- inum is coated on the inside and outside of the zirconia 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. 2.286) Fig. 8 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- erated 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 MPF control unit, the -fuel ratio of the supplied mixture can be determined ‘easily. The O, sensor does not generate much electro- ‘motive force when the temperature is low. The charac- teristics of the electromotive force stabilize at tempers. ture of approximately 300 to 400°C (572 to 752°F). 82.267 Fig. 9 FUEL INJECTION SYSTEM [MPFI Non-TURBO}] 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 i transmitted to the ECU to control the amount of fuel injection, ignition timing, purge control solenoid valve, ete. 25] 20°C (88°F) 2.5 Kn ‘00 = eae ee (4192), (108), (178) ara2, 108, 168) (140) Fig. 10 Connsctor ‘Thermistorslament [404] 2-7a 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-clectric element, weight, and case, if knocking occurs in the engine, the weight in the case moves causing the piezo-electric element to generate a voltage. Not Connector eight Reisior Housing iat element Fig. 12 4, CRANK ANGLE SENSOR The crank angle sensor is installed on the oil 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, pick-ups, coil, terminals, etc. sats | | Fi sprocket is provided with six protrusions. ation causes these protrusions to cross the gle sensor so that magnetic fluxes in the coll ‘haige with the change in air gap between the sensor Blgkup an the sprocket. The change in sir gap induces ‘Gi electromotive force which is transmitted to the ECU. 2.209] ‘Ceanishaft one rotat 82.203, Fig. 15 FUEL INJECTION SYSTEM [MPFI Non-TURBO] 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. {tis 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 two locations, two at one location and three at one loca- tion) are arranged in four equal parts of the sprocket, as shown below. ‘Cam angia ensor Projection ree (Camshaft aprockst Fig. 16 ‘Cylinder cesrrination signs! ‘camshaft one rotation (Crankshaft ewo rotation) FUEL INJECTION SYSTEM [MPFI Non-TURBO] 6, VEHICLE SPEED SENSOR 2 ‘The vehicle speed sensor 2 consists of a magnet rotor which is rotated by a speedometer cable and a reed switch. It is built into the combination meter. One rotation of the magnet rotor turns the reed 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. 8, A/C (Air Conditioning) SWITCH AND RELAY The AJC switch turns the A/C system on or off. The on-off operation of the switch is transmitted to the ECU. The A/C cut relay breaks the current flow to the ‘compressor, through the use of an output signal from the ECU, for a certain period of time when a “full- taog} 7, ECONOMY SWITCH (AT model only) With economy switch set to “ON”, the shift pattern is set in the ECONOMY mode to improve fuel economy. The air-fuel mixture is then controlled to a relatively lean ratio range. This does not, however, sacrifice driveability, and allows the vehicle to respond suitably to varying conditions, throttle” signal (emitted from the throttle sensor) enters the ECU while the compressor is operating. This pre- vents the degradation of acceleration performance and stabilizes driving performance. This cut relay is installed in the main fuse box located at the left side of the engine compartment. Fig. 18 " Oj fedalves signals sent from various sensors and SJ3 to judge the engine operating condition and Gite output signals to provide the optimum control atid/or functioning of various systems. Major items governed by the ECU are as follow: ‘© Fuel injection control 2. INPUT AND OUTPUT SIGNALS [MPFI Non-TURBO] Ignition system control © By-pess air control (Idle speed control) © Canister purge control © Radiator fan control © Fuel pump control © Air conditioner cut control © Self-diagnosis function © Fail-safo function Unit Function [a flow sensor Detects the amount of intake air Throtto soneor Detects the throtle postion. Talo switch Doteots# fully-closed tout. #05 sensor Detects the density of O3 in exhaust gasos, [Crank angle sensor Dotects engine speed. ‘Gam angle sensor ‘Detects the rolative cylinder positions. Water temperature sensor Detects the coolant temperature, knosk sensor Detects engine knocking. Input signal [Vehicle speed sensor 2 Datoate vohicle spond. Ignition switch ‘Detects Ignition switch operation. ‘Starter switch Detecta the condhion of engine cranking inhibitor ewitch (AT) Deiocts shift postions. ANG switch ‘Detects the ON-OFF operation of the AVC switch. Economy switch (AT) Detects the ON-OFF operation ofthe economy switch Neutral switch (MT) Detects gear shit lever novtral postion. sad tvaielcinese iti a egg to tov ‘tho CO content of Fuel injector Inject fuk ignition signal “Turns primary ignition current on or off Ful pump rolay ‘Tums the fuel pump relay on oF off [AIC corto relay Turns AIC control relay on oF oft ‘ourput signal [Radistor fan control reley Turns radiator fan control relay on or off By-paes alr control solenoid valve ‘Adjusts the amourt of by-P88s air flowing through the throt- to va Check engine ight Indicates troubla. — Purge control solenoid valve ‘Contos the canister purge control eolenoid valve. +: Catalyst model only +: 2200 ec model only 79: Norestalyat model only 12 FUEL INJECTION SYSTEM [MPFI Non-TURBO} 3, INPUT AND OUTPUT SIGNAL DIAGRAM Control power supply ssatery 1503} ‘Test made conneetor Triton rtey 2s Suarer sch Cylinder entiation Cam angle sentor jammed ie 4 Engine speed trom cok nl tr oF ‘Crank angie: er prt Knock sensor (22008 modell Vehicle speed sensor 2 Tin combination meter) re Inpuitor nth (AT model) FF Nae mare ter 3 isch sn te Ow Ll {Eeonomy sultch (AT modell ia s Snitehover of ‘rouble code —— (ECU) eadenanory Srnec 1 tntin sey sect monitor one © oat ijctes “ soar tr mone | stgnton seh sowcoun Ac. regret euteh Alecontral vale ‘Ar con. cut aly Fig. 19 13 CHECK ENGINE mp eerie 7a_ {M504} FUEL INJECTION SYSTEM [MPFI No! 4, FUEL INJECTION CONTROL ‘The ECU receives signals emitted from various sensors to control the amount of fuel injected and the fuel injec- tion timing. Sequential fuel injection control is utilized cover the entire engine operating range except during standing starts. The amount of fuel injected by the injector valve is dependent upon the length of time it remains open. The ‘optimum fuel injection timing is determined by trans- mitting @ signal to the injector from the ECU according to varying engine operations. Feedback control is also accomplished by means of a learning control. As a result, the fuel injection control system s highly respon- sive and accurate in design and structure. The sequential fuet injection system is designed so that fuel is injected at a specific tima to provide maximum air intake efficiency for each cylinder. In other words, fuel injection is completed just before the intake valve Batic amount of injected Engine speed | +— cS ‘Alrfuel ratio characteristic increment coefficient: Increases the amount of fuel injected only when cranking the engine, which improves starting ability begins to open, 1) Fuel injection characteristics Fuol injection timing is basically expressed as indicated below: (1) During engine starts: Duration of fuel injection = Duration of fuel injection during engine starts (2) During normal operation: Basic duration of fuel injection x correction factor + voltage correction time © Basic duration of fuel injection ..... The basic tneremant rate ON OFF Ignition swatch ‘Start increment cheraetarstic length of time fue! is injected. This is determined by two factors—the amount of intake air detected by the air flow sensor and the engine speed (rpm) monitored by the crank angle sen- sor. © Duration of fuel injection during engine starts sw Determined according to the engine coolant ‘temperature detected by a signal emitted from the water temperature sensor to improve start- ing ability. ® Voltage correction time ..... Compensates for the fuel injector’s time lag affected by the battery voltage. 2) Correction coefficients Correction coefficients are used to correct the basic duration of fuel 80 that the air-fuel ratio meets the requirements of varying engine operations, These correction coefficients are classified as follows: (1) Air-fuel ratio coefficient Alllotted to provide the optimum air-fual ratio in rela- Fig. 21 (3) Water temperature increment coefficient: Used to increase the amount of fuel injected in rela- tion to a signal emitted from the water temperature ‘sensor for easier starting of a cold engine. The lower the water temperature, the greater the increment rate, tion to engine spead and the basic amount of fuel Increment rate = 0 0 CCD 4) 2) a) 108) (140) (176) CF) Woter temperature ‘Water temperature increment characteratic 152.300] injected. 14 Fig. 22 FUEL INJECTION SYSTEM [MPFI Non-TURBO| [M604] (4) After-start increment coefficient: Increases the amount of fuel injected for a certain Period of time immediately after the engine starts to stabilize engine operation. (6) Acceleration increment coefficient: Compensates for time lags of air flow measurement and/or fuel injection during acceleration to provide quick response. Increment rate SS ‘lapse of time (after turning ignition witch OFF) Attarstart increment characteriatic 2001 Voriation n throttle valve postion ‘Acceleration inerement characteriic 82303. Fig. 23 (6) Full increment coefficient: Increases the amount of fuel injected by a si emitted from the throttle sensor in relation to a signal emitted from the air flow sensor. Increment rt ‘Amount of intake alr {Throttle valve position) inerrant eheractristle Fig. 24 Fig. 25 15 FUEL INJECTION SYSTEM [MPFI Not URBO} 7a_|M504) 3) Air-fuel ratio feedback coefficient “alphe” (Catalyst ‘model only} This feedback coefficient utiizes 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, it is judged as a rich mixture. In other words, when the 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 air-fuel ratio is compensated so thet 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 ratlo Is close to stoichiometric mixture ratio.) ecu Furl ineramant signet _Pastiolster Fuel injestion Fuel docramentslanat Combustion chamber FUEL INJECTION SYSTEM [MPFI Non-TURBO] 4) Learning control system (Catalyst model only) In a conventional air-fuel feedback control system, th basic amount of fuel injected (aecording 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 ‘Cam engle sensor 104] ‘a correction required in relation to the basic amount of fuel tobe injected (the basic amount of fuel injected is 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 variations in air-fuel ratio, sensors’ and actuators’ char- acteristics during operation, as well as in the air-fuel io with the time of engine operation, are achieved. In addition, accurate control contributes much to stability of exhaust gases and driving performance. a oo N a Ze Weter temporature sensor Injector ‘Throttlo sensor 7 2-7a_[MS05] FUEL INJECTION SYS 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 a primary current OFF signal to the igniter to control the ignition timing. While the ECU receives signals emitted from the knock sensor, it is controlled so that advanced ignition timing is maintained immediately before engine knock occurs. ‘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 » according to various engine operating ns, the actane rating of the fuel used, etc. STEM _[MPFI Non-TURBO] ‘Two ignition coils are used - one for the #1 and #2 cylinders, and one for the #3 and #4 cylinders, A simul- taneous ignition type is employed for #1 and #2 cylin. ders on one hand, and #3 and #4 cylinders on the other. This eliminates the distributor and achieves mainte- nance-free operation. ' Ignition control under normal engine conditions Between the 97° signal and the 65° signal, the ECU mea- sures the engine revolutions, and by using this data it decides the dwell set timing and ignition timing accord- ing to the engine condition. © Ignition control under starting conditions Engine revolutions fluctuate at the starting condition, so the ECU cannot control the ignition timing. When such a condition exists, ignition timing is fixed at 10° BTOC by using the 10° signal. 18 1M505]_2-7a FUEL INJECTION SYSTEM [MPFI Non-TURBO] 2.305 d Fig. 27 19 ‘a_JM506) FUEL INJECTION SYSTEM [MPFI Non-TURBO] 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 le speed specified for each engine load is The by-pass air control solenoid valve utilizes duty solenoid design so that the amount of valve “lift” is determined by a certain operating frequency. For this reason, the by-pass air flow is regulated by controlling Diagram ‘the duty ratio. The relationship between the duty ratio, valve lift and by-pass air flow is as follows: Duty ratio (high) > Increases vaive lift and by-pass air flow. Bypass air control features the following advantages: 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, A dashpot function during the time the throttle valve is quickly closed. 4, Prevention of engine speed variations over time. (Crank angle sensor (Cam angle sontor ‘Water temperature ventor Vehicle speed sontor 2 Ale onitch | ‘Neutral ewiteh Inhibitor switch (AT 1 ! ‘Throttle valve FUEL INJECTION SYSTEM [MPFi Non-TURBO] 7, CANISTER PURGE CONTROL ‘The ECU receives signals emitted from the water tem- perature sensor, vehicle speed sensor 2 and crank angle sensor to control the purge control solenoid. 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. Water temperature son Vehicle speed sensor 2 ‘AIC ewiteh 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 = oe —_______ [ecu UU 4 Faron [M508] Ja 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. air conditioning system, the ECU receives signals sent from the water temperature’ sensor, vehicle speed sen- sor 2 and A/C switch. These signals simultaneously tun ‘ON of OFF the main radiator fan and A/C subfan as well as setting them at “HI” or “LO” speed. |—»| Radiator tan relay control fuel pump operation. To improve safety, the fuel pump will stop if the engine stalls with the ignition switch ON. Tantion switch ON Fuel pump relay Fuel pump ‘A certain period of time (aftar ignition switch ts turned ON} ON Operates: While cranking the engine ON Operates: ‘While engine is operating ON ‘Operates: When engine stops ‘OFF Does not operate rank angle sensor = |_| ECU |—>| Fuct pump relay |—>| Fust pump 21 iT CONTROL, ceives a “fullopen” signal emitted Meanie throttle sensor while the ait conditioning sys- tems operating, the A/C cut relay turns off for a certain FUEL INJECTION SYSTEM [MPFi Non-TURBO, period of time to stop the compressor. This prevents degradation of output during acceleration and stabilizes driveability. BAT ecu ale compresior “Throne sensor Fully open af Fig. 29 11. POWER SUPPLY CONTROL When the ECU receives an ON signal emitted from the ignition switch, current flows through the ignition relay. ‘This tums the ignition relay ON so that power is sup- plied to the ignition coil, air flow sensor, by-pass air control solenoid valve, eto. 82-907 Power to the above parts except the fuel injectors is turned off five seconds after the ECU receives an OFF signal from the ignition switch. The fuel injectors stop fuel injection immediately after the ignition switch is lenition switch |—>| ecu tured OFF because the injection signal is cut off. ‘lr flow sensor [| tanition rolay [—r| tanttion coll By-pass alr control eal roid valve FUEL INJECTION SYSTEM [MPFI Non-TURBO] [M02] 2-7a 6. Self- 1. GENERAL ‘The self- nosis 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 @ fault or Further, against euch 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 Toad nanov | Tene Engine ‘connector connector Tateck |igaion ow oisconvecT [oscomieet feud mari [igen on eouneet ~osconiecr ton on oer [100028 Lowconnecr [comvecr ch manor [to O8 [connacr conser © U-check mode ‘The U-check is a user-oriented mode in which only the MPFI components necessary for start-up and drive are sgnosed. 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 disgnosis 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- of connectors, harnesses, etc. 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 de ler to clear the trouble sr the affected part is repaired. 2-Za_{M603} FUEL INJECTION SYSTEM [MPFI Non-TURBO]} 4- BASIC OPERATION OF SELF-DIAGNOSIS SYSTEM + NO TROUBLE Read memory connector | Test mode connector Condition (CHECK ENGINE ligt Tgniton wich ON a check x x (Engine OFF) Engine ON OFF ‘orition swiich ON Read memory ° x {Engine OFF) Blink Engine ON Tartion switch ON ON Dechack x ° (Engino OFF) Engine ON (OFF > Binks ‘anion ewitch ON ay Clear memory ° ° {Engine OFF) Engine ON (OFF = Blink © TROUBLE oe Mi Read memory connector | Test mode connector Condition (GHEGK ENGINE Hohe Uchock x x Taniion switch ON ow Tgniton switch ON Trouble code Read memory ° x {Engine OFF) (Memory) Engine ON ON Decheok x ° Engine ON Trouble coder tear memory ° © Enging ON Trouble coder Ls * When the engine operates at a speed greater than ** When the engine operates at @ speed greater than 2,000 rpm for more than 40 seconds, the check 2,000 rpm for more than 40 seconds, a trouble code engine light blinks. However, when all check items _is emitted. check out “O.K.", even before the 40 seconds is reached, the check engine light blinks. UEL INJECTION SYSTEM [MPFI Non-TURBO] TION SYSTEM PFO er | 4, FAIL-SAFE FUNCTION for the part which has been judged faulty in the self- ‘biagnosis, the ECU generates the associated pseudo signal (only when convertible to electric signal) and car- ries out the computational processing. In this fashion, the fail-safe function is performes 5, TROUBLE CODES AND FAIL-SAFE OPERATION M605] 2-7a “rouble ‘code tom Pee Contents of diagnos Failsafe oparation " [Crank angie sensor No signal ertered from erank angle sensor, but! signal (corresponding to at least one rotation of crank) entered from cam angle sonsor, 2 ‘Starter switch “Abnormal signal emitted from ignition switch. [Fume starter ewitch signal OFF. [Cam angle sensor ‘No algnal entered from cam angle sensor, but sig ‘al (corresponding to at least two rotations of cam) ‘entered from crank angle sensor, )e fs injector #1 amt 15 __ [Injector #2 uot injector inoperative = 76 |indector #3. (Abnormal signel emitted from monitor eiteult) = Injector #4 = |n Water temperature sen ‘Abnormal signal emitted from water temperature) sensor, ‘Adjvote water to a specie temperature. Maintains radiator fan “ON" to pravent overheat: ing. ‘Abnormal voltage produced in knock sensor mon-| ‘Sets in regular fuel map and retards ignition timing ‘**: Catalyst model only 28 ae eee ee neeeeee ior eruit bys. aula arse volags Fp samedi ow sr | Corl tw eve hl fa note 2 eel ged and ct rc ann. Teves sora ego ped wing nl i-pneav como! we | soot va rope vat stnoal ora sted ; “ (Abnormal signal produced in monitor circuit.) in selation to engine speed, vehicle speed and ei a an FT Trem Al tar ta Bao et ers at at 3 Yor seear sa opr = oo [wie spnaomora [ABIL \otGE out end For =| su oh gna aio had vate 8 Purge 1 s0lenold | sotenoid valve inoperative. eat Ec snnnit | [= aro core 7 2 [idee Fev wag oe Tom la ch [tes OF open [Ecc SORE TTA al entra rom eon eh = foarte vomer [Us of pega fw oor = ae a Se a Si Tier vac ia[ Abormal ial rd ro ABE oT = 52 Parking switch (AT) ‘Abnormal signel entered from parking switch. a 7200 co model oy 2-7a_{T100] T TROUBLESHOOTING 1. Precautions 1) Never connect the battery in reverse polarity, © The MPFI 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 as ECU (MPFI control unit), ete. 3) Before disconnecting the connectors of and the ECU, be sure the turn off th © Otherwise, the ECU may be damaged. 4) The connectors to each sensor in the engine com- Partment and the harness connectors on the engine side and body side are all designed to be waterproof. However, it is 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 MPFl-rolated part is @ precision part. Do not drop them. 8) Observe the following cautions when installing 2 radio in MPFI equipped models. a. The antenna must be kept as fer apart as possible from the control unit. {The ECU is located under the steering column, inside of the instrument panel lower trim panol.) b, The antenna feeder must be plecad as far apart Possible from the ECU end MPFI harness. . Carofully adjust the antenna for correct matching. d. When mounting a large power type radio, pay spo- Glal attention to items a. thru ¢. 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 than five seconds to release pressure in the fuel sys- tom. 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, ‘Standard voltage: 12 V ‘Specific gravity: Above 1.260 ee eee ee eee FUEL INJECTION SYSTEM [MPFI Non-TURBO] 2) Check the condition of the main and other fuses, and hamesses 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 clos 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, ‘Stendard vacuum pressure: Approx. ~ 66.7 kPa (—500 mmHg, ~ 19.69 inlg), gee eee eet 2) Unusual vacuum pressure occurs because of ai leaks, fuel or engine problems. In such a case, engin idles roughly. 4. FUEL PRESSURE 1) Fuel pressure elimination (1) Disconnect the fuel pump connector. (2) Start the engine. (3) Leave the engine until it stalls. (4) After it stalle, 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 allowing the engine to idle. Fuel pressure: 177 — 206 kPa (1.8 — 2.1 kg/em?, 26 — 30 psi) eee ee eee (2) Race the engine to ensure that fuel pressure increases, {3) Stop the engine and connect the D-check con- hector. Turn the ignition switch to “ON” (en, “OFF”) and measure fuel pressure, —_—_—__ errr rrr Fuel pressure: 235 — 265 kPa (2.4 — 2.7 kg/cm’, 34 — 38 psi) — 8. ENGINE GROUNDING Make sure the engine grounding terminal is properly connected to the engine, 26 FUEL INJECTION SYSTEM [MPFI Non-TURBO] [T3A0}_2-7a 3. Troubleshooting Chart for Self-diagnosis System ‘A: BASIC TROUBLESHOOTING PROCEDURE Troika occu ¥ TEAD MEMORY ose Enaine doo not au ee qa tater __ B Treaster Scngne Seng fara DieHEeK MODE {T6Aq).** ota co daira Toute cose dagntes + Y Trepeaion win Tou ‘hcl Charen Tronhootngin Teademnunbrowle Batt Monto Ad] ea operon wing Corea Panostoaty roy ¥ = 1 Thole code doors D-SneoK MODE [No trouble code designeted t CLEAR MEMORY NOGE When more than one trouble code is outputted, begin troubleshooting with the smallest trouble code number and proceed to the next higher code. After correcting each problem, conduct the D-check end ensure thet the corresponding trouble code no longer appears. When @ trouble code is displayed in the 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 host \d-memory mode, conduct troubleshooting measures which 27 FUEL INJECTION SYSTEM [MPFI Non-TURBO] ; ‘OF TROUBLE CODE TROUBLE CODE ‘Trouble code Item Content of diagnosis cot venaor No signal ertred from crank angle sensor, bit signal ertored a; Gidea rom cam angle sensor. i 12, Starter switch Abnormal signal emitted from ignition switch. - aa ta aagmti Ns anal oer om cr agi vere, tial ota fom 1 ‘riecior #1 : 18 ejector #2 Fa injoctorinoparatv 16. ejector #2 (abnormal egnal emited fom moniter ecu) 1" Iver #8 21 Water tomparature sensor “Abnormal signal emied from water temperature sensor. : 2°22, Knock sensor Abnormal voltags produced in knock sensor monitor circuit. " 23. Airflow sensor “Abnormal volage Input entered from ak flow sensor a cab sattnaeusest ai Soli ve rosa Abo alent mero a Troe sereor [Abnormal voltage input entered from thle sensor. 7. Or sensor (Oz sensor inoperative. a Vehicle speed sensor 2 [Abnormal volage inp entered om speed tensor, 35 Purge contol solenoid valve Solenoid valve iroparatve ot. TAF (iru owning contol Faulty fairing contol function 2 il tc ‘Abnormal vollage Input entered from lle switch a7 Ezonomy switch AT) [Abnormal signal entered frm economy switch. ® Airflow sensor Use of improper al flow sensor. Bi Nera awh (MT ‘Abnormal signa oniered from neutral switch, ot Uniti switch (AT) ‘Abnormal signal entered from inhibitor switch, 82, Parking ewtch (AT) [Abnormal sgnal entered from parking switch. +: Catalyst model only "17200 e2 model only 2. HOW TO READ TROUBLE CODE (FLASHING) ‘The CHECK ENGINE light flashes the code corresponding to the faulty part. ‘The long segment (1.2 sec on) indicates a “ten”, and the short segment (0.2 sec on} signifies “one”, Sao ‘When oly one oes os fee 20 Gee Gees ashing co {inne cond) o2{| || [a2 saghhtre oa! \oa tsmecrenmn nase BAD ee {unit seconcd [22 2 1.2 1 Bb12 oa Noa. pest Fig. 30 FUEL INJECTION SYSTEM [MPFI No! READ MEMORY MODE Vehicle returned to desler. ‘Tum ignition switch OFF. ‘Trouble code is indicated. x ‘Connect read memory connector. “Turn ignition switch ON (engine of). [T3co} up. (Chack if CHECK ENGINE light lights F No. Inspect contro! unit power supply any ‘ground lin, and CHECK ENGINE tight line. CHECK ENGINE light Binks. + ‘Confirm trouble code. + Disconnect read memory connector. Conduct D-check, Disconnect road memory connector, + ‘Sol-dlagnosis aystems are OK. Trou- ‘blo isin a systom thor then a setf- diagnosis system. yes Sottero YY NO. ‘Warm up engine. “Tum tgrition switch OFF. Connect test mode connecter. 4 ‘Depress accelerator pedal completely. Thon, return it to the half-throttle postion and hold i there for two sec~ ‘onde, Relaage pedal completely ¥ Push economy switch ON and seturn it to OFF. (AT) ‘Check if CHECK ENGINE light indicates trouble code, yo Drive at speed greater then 11 kar/h (7 mph) for at least ‘one minite, and shift up to Ath speed (MT modo), ‘Warm up engine above 2,000 spr. q “Turn ignition switch ON {engine off). ¥ ‘Chock ff CHECK ENGINE light tuns on, NO [inspect control unit power supply and ground line, and Te ‘CHECK ENGINE light ine. (Check f CHECK ENGINE tight blinks. Turn ignon switch OF. » yo +t __ rs ‘Chock if CHECK ENGINE light Indicates trouble code, Disconnect test mode connector. Zs Cortirm rouble code. v ‘Make sequertal checks of trouble codes, ‘Sol-diegnosis systome aro OK. Trouble isin a systern other than @ self-diagnosis system. CLEAR MEMORY MODE Wer up engine. ‘Turn ignition switch OFF, ‘connect test mode connector. aeeeeee ee Sree eee ‘Connect read memory connector. ‘CHECK ENGINE light turne ON. Depress accelerator pedal completely and then return it to hellthrotte postion and hold it there for two eeconds. Release accelerator pedal completely. ¥ Prose economy switch ON and return ito OFF. (AT) ¢ Start engine. ) Drive at epeed greater than 11 kan/h (7 mph) for atleast ‘one minutes, and shift up to 4th speed (MT model. Wer ‘up engine above 2,000 rpm. + FUEL INJECTION. SYSTEM [MPF Non: TURBO] ‘Check if CHECK ENGINE light bins. ‘Check if CHECK ENGINE fight indicates trouble code, a No! Wes es ‘Turn ignition switch OFF. CConiirm trouble code. ¥ Disconnect test mode connector and read memory connoc- to ‘Mako sequential checks of trouble codes. ! End “After sequential checks, go to D-check made again. 31 tlie. a a all 2% i FUEL INJECTION SYSTEM [MPFI Non-TURBO] 4, Output Modes of Select Monitor 1. FUNCTION MODE Applicable cartridge of select monitor: No. 498348800 MODE Contents Aber. Unt Contents of dopley 700 | PROM 10 Number YEAR = “Model yor of vehicle to which select monitor Is connected For | Batry Voltage ve Iv Batary voltage supplied to control unit Fo2 | Vehicle Speed Sensor 2 | VSP MPH Vehicle speed inputed trom vehicle spead sensor 2 Fos | veticle Speed Sensor2 | vse ker Vehicle speed inputed from vehicle speed sensor 2 Fos | Engine speed REV som Engine speed inpuated from crank angle sensor EEE aire geet nie Ae Coolant temperature inputtd from water tomparsture son- es Plast rob ere ne age Coolant temperature inputted from wate tomparsturesen- a or Side raat {antion timing determined by ECU In relation to ignale bids jongen ima ADvS: deo sent from various sensors: Fos | Air Flow Sensor on \v Votage inputed from airflow metor Fo |Loed Dota woata | Engine fond valuo determined by rlated sensor signala Throttle Sensor av Vv Votage inputed frm throttle sensor Injoctor Pulao With ™ ms Duration of pule flowing though Injectors control solenoid) gc % “Duty” ratio flowing through solenoid valve Oe v | Voltage outputted from O3 sensor lopmae |v Maximum volage outputted from Op eaneor Jogmin |v Minimum voltage outputted trom O, sensor AF correction ratio determined i relation to signal output ALPHA % ted from ©, sensor ‘Ignition timing correction determined in relation to signal baal a deg inputted from knock sensor JON + OFF Signal 7 ia pa JON « OFF signal 7 — Ee JON «+ OFF signal 7 ces ae Trouble Code pias — Trouble cada in U- oF Dscheck mode Trouble Code Diag — Trouble code in Read Memory inode Clear Memory s — (Used to clear memory) 32 FUEL INJECTION SYSTEM [MPFi Non-TURBO] ‘ON « OFF SIGNAL LIST ‘ 17402] 2-7a MODE, LED No, Contents Display LED “ON” requirement 1 Tgnition SW ro Tontion switch “ON” 2 ATIMT discrimination at AT models only i 3 Test Mode up “Test moda connector connected 4 Read Memory RM Read-memory connector connected 7 Noutral SW Nt Neutral switch “ON 8 Patking SW Pk Parking switch “ON” (AT 1 Tale SW 10 Tele ewhch “ON” 2 arc Sw ac ‘Atr conditioner switch “ON” 3 ‘NC Reley AR ‘Air conditioner rolay “ON” FAI 4 Radiator Fan. RF Radiator fan in operation, e Fuol Pump Relay cd Fuel pump relay in operation 7 Purge control solenoid valve on Solenoid valve in operation a Knock Sensor ks. Engine knocks occur Faz 4 Economy SW EC ‘Economy switch “ON’ Fag 0 (Oz Monitor o Misture ratio fe vch 33 2-7a [T500} FUEL INJECTION SYSTEM [MPFI Non-TURBO] 5, Control Unit I/O Signal E0U win : WEEP pls ThePPED PPePPh) ERPPEP ELE E ele eff febshelshabobete] belebeletela falalsehehslolebepehapa 1 G1) ™ 7 meso Fig. 31 ican ‘Signal (V) Content nector | minal Ig SW Note | ee Hae oma | Erne ON etna) Cenage Pomnereey [aver | _P = @ 3 Fraser wate Grork orale Tsignarty | pra | 2 | @ pcerrel= Shield en? | 3p @ oi Signate) | 6108 |e | — @ + err out wavetom Cam angle son: TSignal 3106 | 8 _ | ° 3 = ; Shisla Bis | 6 | = ° o 7 : Powersupply | 8126 | 8 = 10-13 pom [— fe Ait sensor [Signal eae |» [=| o=0a oa=ia |= a fen a 3 7 i 77 | Ray toa: 47 | Fay closed 7] : Signal ene - Fully opened: 0.9 | Fully opened: 0.9 if Throws sensor Teower supply B106 3 = s 5 - BS |GNO_ 8108. 1 - o o — a wor —o8 Teh minur 07 10 Opsensor [ant Bree eet eet (MT) 0.8 ‘Lean mixture: 0— 0.2 Sniie mae |p Q o - Sigel a a a= ae [Shialt Bi27 4 = o o — Wier tomporaae sereor [oes] 7] 0 | a7 18 OF = 18 [Pater warm aula a a wes | and 0" ar opetody a Voticie speed weneor 2 roe | 11 ors oes |e ani me opera di ie awash aay |e | — | _oneore | ovvons | — Economy sth AT) ovr] | — | germ eas | one [H Toor ich Bar || ° | eranking: 10— 14 ‘A condona ach ov [9 | — lonio— wore [owas — worF|— Tontn switch Fe a Boe [= IAT] N Ranga: 0 | [AT] N Range: 0 ter tote | Olen iets Noalentch ar | 10 | — | timnreeiion: | (nN Peston, |— ; : cater 0 ter: Posing witch eros | 0 | — | ptaree a | prangeso | | Tost mode connector of f= 7 7 [When conneaoas 0 *: For manufacture 35 FUEL INJECTION SYSTEM [MPFI Non-TURBO] [1500] 2-7a fz con | Tor Signal Content rector | minal ig SW 5 Note No. | No._| OFF T ON Engine OFA | Sane ON tino) ead memory connector Bey | 2 | — 7 7 When connected: 0 cat _ iano ano | ‘ATINT identitcation B18 | 20 a a Back-up power supply ae | 6 | | 1013 13-16 Bis | 2 | _o 13 ua eee eect B26 | 13 | 0 1013 Bo ae B28 | 10 | — ° = = teniion control HOHE ae £ = = 70— “ ais | 1s | 19> 10-13 woe |- Ec ais | 2 | OO 10-13 wow | Ful njctor 2 ” as | 1 | | toa wou fF ais | ze | Ao 10-18 wow fo ‘By-pase air con- | OPEN ond as | 2 | — a8 ei to solenoid vee jetose ona | ers | 1 | — e-7 e-7 Foal pump rl conte ow = | — | ose peered ; ‘ONO ‘Ono Aiccondtioner cut rley contol | 126 | 22 | — | QMO | ONO | Rada fan contol os | | — | oe as | oreo uy IH ‘Saitshitol control es | 5 | — 1 wo [= “Trouble code output 27 | 16 | — = = = Light "ON", max. ‘CHECK ENGINE tight sis | w | — 1, max. - inti sare ioe aa Engine tachometer output wae | = = = Tmontor™ ei5 | ie | — o— 8 = Purge control solenoid vave | aie} ¢ | — | 4 OW? — {GND (eorsore) ene [a | — ° = 3125 [24 | — © = GND (injectors) See Tae Te 3 = Taniton system 3125 | 16 | — © = ‘GND {power supply) 326 |__| — © 7 {GND (control systoms) ae | < = Bie [22 | — ° = Select Monitor Signal suf é | = = = = . 327 | 7 | — = 7 = FUEL INJECTION SYSTEM [MPF Non-TURBO] §, Troubleshooting for Engine Starting Failure '[a: BASIC TROUBLESHOOTING CHART ‘When engine cranks but does not stert, troubleshoot in accordance with the following chart. Inepection of ECU power supply and ground line, [NOt OK Repair power supply or ground line, OK + Inapection of ignition control system. Lika Repair ignition cortrol system. OK ¥ Inspection of fuel pump circuit, neeoe | Repair fu! pump circuit, OK ¥ Not OK. "[ inspection of fuel injector circuit Repair fuel injector circu. x Inepection using selact monitor or inspection using “Ganeral Troubleshooting Table". 2-7a_[T6B0}, FUEL INJECTION SYSTEM [MPFI Not B: CONTROL UNIT POWER SUPPLY AND GROUND LINE 2. | Check grounding cireuit. 1. ] Check voltage betwoon ECU and body. Bae [Repair power harness/connector. OK Not Ok Repair hernass/connector. i ‘Check ignition system. FUEL INJECTION SYSTEM [MPFI Non-TURBO] [T6B2} 4, CHECK VOLTAGE BETWEEN ECU AND 2. CHECK GROUNDING CIRCUI BODY. 4) Disconnect ECU connector. 1) Turn the ignition switch to “ON”, 2) Check continuity between ECU connector terminals: 2) Measure voltage between ECU connector terminals and body. and body. Connector & Terminal/Specified resistance: Connector & Terminel/Specified voltage: (8106) No. 12— Body/10 V, min. (8126) No. 15 — Body/10 V, min. {8126) No. 2— Body/10 V, min, {B126) No, 13 — Body/10 V, min. Beste wafers ve [v7 39 2-7a_[T6CO] FUEL INJECTION SYSTEM [MPFI Non-TURBO] IGNITION CONTROL SYSTEM 1. | Check lonition system for sparks. i ‘Check fuel pump system. OK 2, | Check voltage at ignition cols postive (+) termi- | Not OK Repel power hamess or connector. ral, OK + ', | Check condition of ignition colt peck Roplace ignition coi le 4. | Check input signet at igniter. pect ‘Poor igniter ground terminal contact. Replace igniter. OK x ®. | Check harness betwoon ECU and igniter. het: Repair harness/eonnector. OK ¥ Repair ECU terminal poor contact, (Replace ECU.) Ignition cot eB) @ frfats ta [efofrafafa) ehehel ENEEIESEZIESE ECU 128 wv. wpe » pow 2 fe a LL GEIsTs1s) $—F ee 2004 Fig. 36 1. CHECK IGNITION SYSTEM FOR SPARKS. 41) Remove plug cord cap from each spark plug. 2) Install new spark plug on plug cord cap. (Do not remove spark plug from engine.) 3) Contact spark plug’s thread portion on engine. 4) Crank engine to check that spark occurs at each cyl- inder. 2. CHECK VOLTAGE AT IGNITION COIL’S POSI- TIVE (+) TERMINAL. 1) Turn ignition switch to “ON”. 2) Measure voltage between positive terminal of igni- tion coil connector and body. Connector & Terminal/Specified voltage: {E31} No, 2— Body/10 V, min. FUEL INJECTION SYSTEM [MPFI Non-TURBO] Fig. 36 5 3, CHECK CONDITION OF IGNITION COIL. 1) Disconnect ignition coil connector. 2) Remove coil from engine. 3) Measure resistance of ignition coil’s primary and secondary windings. © Primary side 1/Specified resistance: To (E31) No. 2— No. 1/0.79 To (E31) No. 2— No. 3/0.7.9 *Secondary si Connector & Terminal/Specified resistance: #1 — #2/13.8 KO #3— #4/13.8 KO (T6c5]_2-7a 4. CHECK INPUT SIGNAL AT IGNITER. Check if voltage varies synchronously with engine rev- olution when cranking, while monitoring voltage between igniter connector and body. Connector & Terminal (B19) No, 1— Body/0 « "4v (B19) No.2— Body/0 «» *4V *: As the out put voltage is a pulse signal, this inspec- tion data varies between 1 and 4V according to the type of tester, Fig. 38 5. CHECK HARNESS BETWEEN ECU AND IGNITER. 1) Disconnect ECU connector and igniter connector. 2) Check discontinuity between ECU- and igniter- con- Connector & Terminal/Specified resistance: (B125) No. 9 — (B19) No. 2/02 ~@ © © (B125) No. 10 — (B19) No. 1/02 l+@ (B125) No. 15 — (B19) No. 3/09 Cr — : ll J {B19) No. 3— Body/0 e@ ow | ! 3) Measure resistance between connector terminals ae © HO and body to check shortcircuit. No.2 No.1 Connector & Terminal/Specified resistance: (B19) No, 1— Body/1 MQ min. z 82641] (B19) No. 2— Body/1 MQ min. Fig. 37 a 2. T6D0} FUEL INJECTION SYSTEM [MPFI Non-TURBO] D: FUEL PUMP CIRCUIT 1. | Check operation of fuel pump in D-check mode. ox jp| Check fus! injector system, Not ¥. 2. | Check fual pump relay. at Of .p>| Replace fusl pump relay. oR + 3, | Check voltage between fuel pump reley and Lindam Repair power herness or connector. ody. Pereeeeeeeeceee oR ¥ 4. | Check voltage between ECU and body. Not OK jp} Repair ECU terminal poor contacgrounding line. {Replace.) * 5, | Check terminal voitage of fuel pump. Not OK Repair hamess/connector between ful pump and = rely. ¥ 6, | Check fuel pump. on sp} Replace fust pump. I* Fouty fool pump grounding cicut 5 FUEL INJECTION SYSTEM [MPFI Non-TURBO] {T6D6]_2-7a 4, CHECK OPERATION OF FUEL PUMP IN 4, CHECK VOLTAGE BETWEEN ECU AND D-CHECK MODE. BODY. 4) Connect test-mode connector. 1) Turn ignition switch to “ON”. 2) Turn ignition switch to “ON”. 2} Measure voltage when ignition switch is in “ON”, 43) Check fuel pump for proper operation. ‘Also measure voltage when cranking the engine. 2, CHECK FUEL PUMP RELAY. Connector & Terminal/Specified voltage: 1) Disconnect fuel pump relay connector and remove (8125) No. 28 — Body/ relay from bracket. 10 V, min. (Ignition ON) 2) Measure resistance of relay coil. 0 V (when cranking the engine) Terminal/Specified resistance: No. 1 — No. 3/70 2 5, CHECK TERMINAL VOLTAGE OF FUEL Eee EEE Pee eee eRe 3) Connect battery (12 volts) to fuel pump relay coil 41) Remove access lid of fuel pump located in trunk terminals and check continuity between switching ter- compartment ‘and remove fuel pump connector. minals. (Relay must issue clicks.) 2) Measure voltage between connector and body while EE eet iking the . Terminal/ Specified resistance: edad bade No. 2— No. 4/09 Connector & Terminal/Specified voltage: (No. 1: ittery +) (R75) No. 1 — Body/10 V, min. (No. 3: 22516 2322) Fig, 41 roe 6. CHECK FUEL PUMP. 3. CHECK VOLTAGE BETWEEN FUEL PUMP 4) Disconnect fuel pump connector. RELAY AND BODY. 2} Connect 12-volt battery to proper fuel pump con 1) Turn ignition switch to “OFF”, ‘and remove fuel nector terminal and GND terminal to check fuel pump: pump relay. (Do not disconnect connector.) ‘operation. 5) Measure voltage between fuel pump relay comne¢e tor and body. Terminal: torandbody, No. 1 > Battory (+) Connector & Terminel/Specified voltage: No, 4 —» Battery (— ) {B94) No. 1 — Body/10 V, min. —— 43 Ja_[T6E0) FUEL INJECTION SYSTEM [MPFI Non-TURBO} E: FUEL INJECTOR CIRCUIT 1. | Ghock each fuel injector for operation, oe ‘Check fuel proseure, Not OK ¥ 2. | Check voltage at fuel injactor’s power terminal, |NOtOK p[ Repoir herneee/connector. OK x. 3. | Check fuel injectors. Not OK Replace fuel injector, E 4. | Check voltage at each ECU terminal. Not OK Repair harness/connector. i= 5. | Chack harness connector betwaen ECU and Not OK Fepeir harness/connectr. body. OK ¥ Repair ECU terminal poor contact. (Replace ECU.) T]292 [478 ]e 77 [els poe patia #t #2 #3 #4 aves [zzz 2a 2eoe ce A Ta ca Ecu G12) ws iu Ve ots | pen Jus 8 4 2 be ef y [or aL “tal go [ES tn un [em

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