4 G 18 PWaja MMC

TECHNICAL TRAINING
4G18P
EOBD ENGINE
MANAGEMENT
Prepared by
Tim DUNN
PROTON CARS AUSTRALIA PTY LTD
CONTENTS
Introduction................................................................................................................. 1
System Information..................................................................................................... 2
Component locations (engine).................................................................................... 3
Component locations (interior).................................................................................... 4
Component locations (under vehicle) ......................................................................... 4
Fuel System................................................................................................................ 5
General Description ................................................................................................ 5
Fuel Pump............................................................................................................... 6
Fuel Pressure Regulator ......................................................................................... 7
Fuel Injector ............................................................................................................ 8
Components & Input Signals ...................................................................................... 9

Crank Angle Sensor ................................................................................................ 9
Cam Angle Sensor .................................................................................................. 9
Boost & Intake Air Temperature Sensor................................................................ 10
Boost Sensor..................................................................................................... 10
Intake Air Temperature Sensor ......................................................................... 10
Coolant Temperature Sensor................................................................................ 11
Throttle Position Sensor (TPS) ............................................................................. 12
Crank Signal ......................................................................................................... 12
Vehicle Speed Sensor .......................................................................................... 13
Detonation Sensor ................................................................................................ 14
A/C System & Engine Cooling .............................................................................. 15
A/C System ....................................................................................................... 15
Engine cooling system....................................................................................... 15
Alternator Control.................................................................................................. 16
Power Steering Pressure Switch........................................................................... 17
Immobiliser Control Unit........................................................................................ 17
EGR System ......................................................................................................... 17
EGR System ......................................................................................................... 18
Evaporative Emissions System............................................................................. 19
Oxygen Sensors & fuel control.............................................................................. 20
Oxygen Sensor Monitoring method....................................................................... 22
Catalyst Monitoring ............................................................................................... 23
Fuel System Monitoring ........................................................................................ 25
Ignition System ......................................................................................................... 27
Ignition Fail Sensor............................................................................................ 27
Intake Air Control...................................................................................................... 28
Flow limit valve...................................................................................................... 28
ISCM Valve ........................................................................................................... 28
Control Relays .......................................................................................................... 30
Engine Control Unit .................................................................................................. 31
ECU Self-diagnosis and system monitoring .......................................................... 33
Engine warning lamp operation............................................................................. 34
Diagnostic trouble code (DTC).............................................................................. 35
Freeze frame data................................................................................................. 36
System monitoring ................................................................................................ 37
Misfire Monitoring.................................................................................................. 38
Diagnosis Code table ............................................................................................ 40
PDT 2000 Communication........................................................................................ 45

Diagnostic Menu ................................................................................................... 45
Special Functions.................................................................................................. 45
Dynamic Display Values ....................................................................................... 46
Wiring Diagrams ....................................................................................................... 47

Control Unit Voltages (Manual) ............................................................................. 49
Control Unit Voltages (Automatic)......................................................................... 52
Standard Waveforms ............................................................................................ 56
Diagnosis Procedures .............................................................................................. 60

Drive Cycles ............................................................................................................. 61
For oxygen Sensor & Catalytic converter.............................................................. 61
For the fuel trim monitor ........................................................................................ 61
Feedback monitor ................................................................................................. 62
Component Monitors............................................................................................. 62
Introduction
The 4G18P engine in the Waja model is controlled by a Mitsubishi engine management
system that incorporates sequential multi-point fuel injection. It uses a direct fire ignition
system with the ignition coils being directly controlled by the ECU.
Exhaust emissions are controlled by two catalytic converters, and two oxygen sensors
up-stream and down-stream of the front catalytic converter.
This vehicle complies with the European step 3 emission standard. As such the engine
management systems uses E OBD, which stands for European On Board Diagnostics in
order to ensure compliance with the emission standard.
This training manual sets out to provide servicing technicians with the following
information.
• System information.
• Component locations.
• Component operation information.
• Testing procedures using the PDT 2000.
• E OBD information and monitoring methods.
• Control unit pin out information and waveforms.
• General diagnostic procedures.
4G18P E OBD engine management 02/02 1

System Information
• Power supply • Engine control relay

• Ignition switch IG • Fuel pump relay
• Ignition switch ST • Injectors
• Crank angle sensor • Ignition coils
• Cam angle sensor • Idle speed control servo
• Boost sensor • EGR solenoid valve
• Intake air temperature sensor • Purge solenoid valve
• Throttle position sensor Engine • A/C relay
• Coolant temperature sensor ECU • Cooling fan relays
• Front oxygen sensor • Engine warning lamp
• Rear oxygen sensor • Diagnosis output
• Vehicle speed sensor • Alternator G terminal
• A/C switch
• Alternator FR terminal
• Power steering pressure switch
• Immobiliser control unit

EGR & Purge control Boost & intake air
Detonation sensor temp. sensor Throttle position
solenoid valves sensor
Idle Control Servo
Crank angle sensor

Cam angle sensor
4G18P E OBD engine management 02/02

Component locations (engine)
3
Ignition fail sensor
Front oxygen
sensor
Warm-up
catalyst
Power steering Fuel injectors Engine coolant
pressure switch
temperature sensor
Component locations (interior)
Combined engine/transmission
control unit. Located on the
floor under the dash.
Fuel pump relay

Engine Control relay
Diagnosis connector,
under the carpet.
Component locations (under vehicle)
Rear oxygen sensor
Main Catalyst

Fuel System
General Description
The fuel system comprises a fuel tank, a motor driven pump, fuel filter, delivery pipes,
solenoid type injectors, fuel pressure regulator and return pipe.
Pressure from the

intake manifold
Fuel Rail
Fuel Pressure Fuel Filter

Regulator Under the
rear floor
Fuel Return
Fuel Injector
Plastic fuel lines with quick

release couplings.
Fuel Tank
(60 litre plastic tank with
no internal baffles) Fuel Pump and
gauge sender
assembly
Fuel Cell
(part of the fuel
pump assy)
Fuel Pump Strainer
Fuel is first filtered by an in tank filter, then drawn into the pump and delivered under
pressure to the fuel rail and injectors after first being filtered by an in-line filter to remove
any impurities and moisture. Excess fuel flow is returned via the fuel pressure regulator
and return line to the fuel tank.
The engine control unit and the main control relay control the operation of the fuel pump
and injectors.

Fuel Pump
The fuel pump is an impeller type pump

with an integral DC motor. Fuel is
drawn from the tank by the impeller and
then flows through the pump to the
outlet.
The fuel pump assembly is located in

the centre of the fuel tank and is
accessible via an inspection cover
under the rear seat cushion.
The fuel level sender is integrated into

the fuel pump assembly.
A relief valve is incorporated into the

delivery side of the fuel pump. It opens
when the delivery pressure exceeds
450-600 kPa. This prevents fuel system
damage from a kinked hose or blocked
filter.
The check valve in the outlet of the pump closes off when the engine is stopped and the
fuel pump stops operation. This maintains fuel line pressure and prevents vapour locks
for rapid restarting of the engine.
The fuel pump delivery rate is approximately 1.5 litres per minute at 270kPa.
The fuel pump current draw is approximately 4.6 Amps.
Note:
1. The fuel tank dry capacity is 60 litres.
2. With the vehicle on a level surface there has to be 7 litres of fuel in the tank to cover
the fuel pump inlet strainer.
3. The fuel pump inlet strainer is impervious to water. A large quantity of water in the
fuel tank can cause the fuel pump to cavitate, resulting in erratic pressure output and
reduced fuel flow rate from the fuel pump.

Fuel Pressure Regulator
Mounted on the fuel rail the fuel pressure

regulator maintains the fuel rail pressure
at a constant level above intake manifold
pressure.
Fuel entering the regulator from the fuel

rail applies force against the diaphragm
that is holding the valve on its seat by
spring pressure. When the fuel pressure
overcomes spring pressure the valve is
lifted off it’s seat and fuel flows out of the
regulator through the return pipe to the
fuel tank.
In addition to spring force the spring chamber of the regulator is connected via a pipe to
the intake manifold. In this way changing manifold vacuum changes the force on the
diaphragm which in turn regulates the fuel pressure in the range of 270 kPa at 50 cm hg
and 350 kPa at 0 cm hg.
In this way the fuel pressure is regulated at a constant pressure above manifold
pressure, regardless of changes to manifold pressure.
Fuel pressure specifications:
Engine Idle Wide open throttle

4G18P 265kPa 324 – 343 kPa

Fuel Injector
The CDH210 injector is a new design. It doesn’t use a

pintle to control and shape the injection of fuel; instead it
uses a ball valve and a 4 hole diffuser plate. The ball
valve is less likely to become restricted or blocked by
engine deposits while the 4 hole diffuser plate produces
a finely atomised mist of fuel.
Fuel is supplied from the fuel rail and is filtered by a fine

gauze in-line filter in the end of the injector, (which
prevents foreign matter jamming the injector), but is
prevented from exiting by the ball valve on its seat.
Operation
When current flows through the solenoid winding, a
magnetic field is created which pulls the armature up Ball valve
against spring force allowing the ball valve to open
allowing fuel to pass through the diffuser plate. Diffuser plate
Electrical connection
Engine control relay
The injectors are supplied with constant
ECU battery voltage from the engine control
relay to terminal 1 of each injector. The
injectors are energised (inject fuel) when
the engine control unit earths terminal 2 of
1 (MT) 14 (MT) 2 (MT) 15 (MT) the injector.
1 (AT) 9 (AT) 24 (AT) 2 (AT)
Y-L Y-L L-G Y-L
Fuel flow control

A combination of the fuel pressure and the
duration of the ground signal from the
engine control unit determine the quantity
of fuel that flows from the injector.
No1 No2 No3 No4
There are four injector fault codes, PO201, PO202, PO203 & PO204 one for each
injector. An injector fault code will be set if the engine speed is less than 4000 RPM and
an injector doesn’t operate for a continuous 4-second period.
Testing
• Use the dynamic display of the PDT 2000 to view the injection opening time.
• Use the actuator function of the PDT 2000 to test the operation of each injector.
Check:
• The power supply to the injector.
• The resistance of the injector coil.
• Continuity from the injector to the ECU.
• Loose or dirty electrical connections.
Injector solenoid resistance is 13 - 16Ω at 20°C.

Components & Input Signals
Crank Angle Sensor
The crank angle sensor is a magnetic Hall effect ECU

type sensor located on the engine block adjacent to 5V
the crankshaft timing belt sprocket.
The ECU supplies a 5 volt signal to the sensor

69 (MT)
which is switched to ground as the interrupter plate Control relay 45 (AT)
rotates through the crank angle sensor producing a
BR-G
R-Y
5 volt square wave which the ECU uses to
determine the engine RPM and when each piston is 3 2 1
Crank
at TDC. angle
B
Sensor
This signal is used in conjunction with the engine
load signal to determine:
• When to fire the spark plugs.
• Basic injection duration.
If the crank angle sensor fails the engine will not run. Fault code PO335 will be set if the
ECU receives a signal from the starter motor that the engine is being cranked and the 5
volt signal applied to the crank angle sensor doesn’t change voltage for a 4 second
period.
Cam Angle Sensor

The crank angle sensor is a magnetic Hall effect
type sensor located in a housing on the end of the ECU
cylinder head. 5V
The ECU supplies a 5 volt signal to the sensor

which is switched to ground as the camshaft shutter
68 (MT)
rotates past the cam angle sensor producing a 5 volt Control relay 56 (AT)
square wave which the ECU uses to determine
R-Y
L-Y
when No1 piston is at TDC of its compression

stroke. 3 2 1
Cam
Angle
B
This signal is used in conjunction with the crank Sensor

angle signal for control of the direct fire ignition
system and as a reference for the correct timing of
the sequential injection.
If the cam angle sensor fails while the engine is running it will continue to run, if however
the engine is turned OFF the engine will crank and run for approx 4 seconds before
stalling. Fault code PO340 will be set if the ECU is receiving a signal from the crank
angle sensor but the 5-volt signal applied to the cam angle sensor doesn’t change
voltage for a 4-second period.
Testing: the crank angle sensor output can be read as an RPM value using the dynamic
display of the PDT 2000. All other testing should be done with an oscilloscope.

Boost & Intake Air Temperature Sensor
The Boost sensor and the Intake Air Temperature sensor are combined into a single
sensor that is bolted directly to the intake manifold.
Boost Sensor
The Boost sensor measures Manifold Absolute
ECU
Pressure and produces a voltage signal that is
5V 5V
proportional to the intake manifold pressure 5V
and is used by the ECU to determine engine

load. The ECU uses this signal in conjunction
with the crank angle sensor signal to 61 (MT) 72 52 65
determine base injection duration and base 46 (AT) 57 64 55
ignition timing.
R-Y
Y-R
G-L
B
5 Volts is applied to the boost sensor at 2 3 1 4
Temp
terminal 2. The boost sensor is earthed at the sensor
ECU via terminal 3. As the manifold pressure
Pressure
changes the resistance across the sensor sensor
changes. The ECU also applies 5 volts via a
resistor to terminal 4 of the boost sensor;
depending on the resistance of the pressure
sensor the voltage at terminal 4 will vary from:
0.9 V when the pressure is low to
4.3 V when the pressure is high
Fault code PO105 will be set if the voltage at terminal 4 of the boost sensor is less than
0.2 V or more than 4.6 V for more than 4 seconds.
Intake Air Temperature Sensor

The Intake Air Temperature Sensor is a thermistor sensor that produces a voltage signal
that is inversely proportional to the air temperature. The ECU uses this signal to modify
the base injection duration to compensate for changes in air density at different
temperatures.
The ECU applies 5 V to terminal 1 of the sensor, which passes through the thermistor
and returns to ground in the ECU via terminal 3 of the sensor. Depending on the
resistance of the thermistor the voltage at terminal 1 of the sensor will vary from:
0.4 V when the temperature is high (80°C) to
3.8 V when the temperature is low (0°C)
Fault code PO110 will be set if the voltage at terminal 1 of the sensor is less than 0.2 V
or more than 4.5 V for more than 4 seconds.
Testing
The signals of both of these sensors can be tested using the dynamic display of the PDT
2000.

Coolant Temperature Sensor
This thermistor type sensor produces a voltage

signal that is inversely proportional to the engine ECU
coolant temperature. 5V
When the engine is cold the engine control unit uses

this signal to:
• Increase the injection duration when the engine 72 (MT) 63
57 (AT) 44
is cold to improve driveability.
• Increase engine RPM during engine warm-up.
Y-G
B
• Stops operation of EGR below 60°C. 2 1
Coolant
When the engine is at normal operating temoerature Sensor
this signal is also used to control the operation of
the engine cooling fan.
The ECU applies 5-volts to terminal 1 of the coolant sensor, which passes through the
thermistor and returns to earth in the ECU via terminal 2 of the sensor. Depending on
the resistance of the thermistor the voltage at terminal 1 of the sensor will vary as
follows:
Sensor Voltage Sensor Resistance Coolant Temperature

0.3 - 0.9 V 0.3 kΩ 80°C
3.2 - 3.8 V 5.8 kΩ 0°C
Code PO115 will be set:

• If the voltage at terminal 1 of the sensor is less than 0.2V or higher than 4.6V for 4
seconds. or
• After the coolant temperature reaches 40°C the sensor shows a drop in coolant
temperature below 40°C which lasts for over 5 minutes.
Failsafe operation (when the check engine light is on)

The engine control unit controls the engine operation as if the temperature is 80°C.
Testing
The coolant temperature can be tested using the dynamic display of the PDT 2000.

Throttle Position Sensor (TPS)
Located on the side of the throttle valve assy, the

throttle position sensor consists of a rotary type ECU
variable resistor that produces a voltage signal that 5V
is proportional to the amount of throttle opening.
The engine control unit uses this signal for:

• Acceleration enrichment. 72 (MT) 64 61
57 (AT) 78 46
• Ignition timing control.
G-W
• Gearshift timing (automatic only).
G-L
B
The ECU applies 5 V to terminal 1 of the TPS, which 4 2 1
Throttle
passes through the carbon track resistor and returns Position
to earth in the ECU via terminal 4 of the sensor. As Sensor
the throttle is opened the sensor arm moves on the
carbon track supplying a varying voltage to terminal
2 of the sensor.
The voltage signal at terminal 2 should range:

from 0.6 - 1 V at idle
slowly open the throttle, the voltage should smoothly increase
to 4.5 – 4.8 V at full throttle.
Code PO120 will be set if the voltage at terminal 2 of the sensor is less than 0.2V or
more than 4.85V for more than 4 seconds.

The engine control unit cannot perform acceleration enrichment.
Testing
The throttle position sensor output voltage can be tested using the dynamic display of
the PDT 2000.
Crank Signal
When the starter motor is cranking the engine, the starter solenoid signals the engine
control unit that the engine is cranking.
The engine control unit uses the crank ON signal to control the injection opening time,
the base ignition timing & the idle control motor during engine start up.
The crank ON signal is also used as a reference by the engine control unit to determine
if the crank angle sensor is malfunctioning to set the crank angle sensor code, it does
not in itself have a fault code.
Testing
Use the dynamic display of the PDT 2000 to check that the signal is ON when the
engine is being cranked.

Vehicle Speed Sensor
The Waja model uses an electronic speedo that is driven by:

• The vehicle speed sensor in Manual models, gear driven by the final drive carrier.
• Pulse Generator B in Automatic models, which picks up off the teeth of the final
drive.
Regardless of the model both of these sensors produce the same type of electrical
signal in the same way.
Power from the ignition switch is applied to

Manual models
terminal 1 of the sensor. As the transmission
output carrier rotates the transistor in the sensor From IGN Sw
turns ON and OFF to produce a 12 V waveform.
B-W
The higher the vehicle speed the higher the
frequency of the waveform. 1
Km/h Vehicle
Speed
Sensor
In manual models terminal 3 of the vehicle 3 2
Y (MT)
speed sensor connects to both the speedo and
B
terminal 66 of the ECU. Its signal both drives the
O
speedo and supplies vehicle speed information
to the ECU. 66
ECU
Automatic models In automatic models terminal 3 of pulse generator

From IGN Sw
B connects directly to terminal 104 of the ECU to
B-W supply the output shaft speed to the ECU. The
1
ECU then outputs the vehicle speed signal from
Km/h
Pulse terminal 80 to drive the speedo.
Generator B
3 2 The engine control unit uses the vehicle speed

Y (MT) B signal for control of the idle speed control servo
and for control of air/fuel ratio during acceleration
and deceleration. In automatic models the pulse
O
80 104
generator B signal is also used for control of the
gearshift timing.
ECU
Code PO500 will be set when the engine speed is above 2500RPM during high engine
load and the signal voltage at terminal 3 doesn’t change for 4 seconds.
Testing
The vehicle speed sensor signal can be tested using the Dynamic Display of the PDT
2000.

Detonation Sensor
Located in the cylinder block the detonation sensor is

a pizo-crystal device that produces a small AC voltage ECU
signal. When the cylinder block vibrates (caused by
knocking or ‘pinging’ in the engine) the voltage signal
at terminal 1 of the sensor is amplified.
58 (MT)
The engine control unit uses this signal to retard the 90 (AT)
ignition timing to a point where engine pinging cannot
occur.
W
1
Detonation
Sensor
12 5
Code PO325 will be set if the sensor peak voltage per ½ crankshaft revolution is less
than 0.06V in 200 consecutive cycles.
Note: Poor quality fuel can cause the detonation sensor code to be set.

The engine control unit retards the ignition timing so that knocking cannot occur.
Testing
• Testing should be carried out using an oscilloscope.
• Because the sensor output voltage is so low each electrical connection including
both of the earth connections and the earth cables from the battery negative to the
body and the engine must be perfect. High resistance connections particularly those
associated with the detonation sensor can easily cause this code.
• The tension of the sensor in the engine is also critical, too tight can distort the sensor
damaging it. Too loose will not allow correct transmission of vibrations from the
engine to the sensor.
Tightening Tension: 20 – 25 Nm
No Knock Knock
Cylinder Cylinder
Pressure Pressure
Detonation Detonation
Sensor Sensor
Time Time

A/C System & Engine Cooling
A/C System
When the A/C switch is turned ON its completes the earth circuit for the thermo amplifier
via the fan switch which must also be turned ON. When the temperature sensor in the
evaporator core senses high temperature the thermo amplifier sends the A/C ON signal
to the engine ECU, via the dual pressure switch. Based on this signal the engine ECU
will:
• Increase the number of steps of the idle speed control servo to maintain the
correct idle speed.
• Turn ON the A/C compressor relay.
• Turn ON both cooling fan relays by grounding pin 21 in manual models or pin 18
in automatic models.
ECU A/C system Cooling system

fan driver fan driver
63 (MT) 45 (MT) 8 (MT) 21 (MT) 20 (MT)

FL5
G-W
44 (AT) 83 (AT) 20 (AT) 18 (AT) 17 (AT)
L-B
G-B
L
FL2
Y-G
B-W
Dual
Engine pressure 5 3 5 3 5 3
coolant switch
sensor
IGN2 OFF ON OFF ON OFF ON
4 1 4 1 4 1
L-R
L-B
G-W 2 1
L-G
L-G
B-Y
Condenser Radiator
Thermo fan fan
Amplifier
3 M M
Y-R
0 1 2 3 4 Temp A/C
sensor compressor B
Fan
A/C
switch
switch
G-B
Engine cooling system

Based on the signal from the engine coolant sensor the engine cooling fans cut in when
the coolant sensor signals 104°C and cut out when the coolant sensor signals approx
97°C. The fan relays are driven from pin 20 for manual models or pin 17 for automatic
models.
Testing
• The engine coolant temperature sensor, the A/C switch & A/C relay signals can be
tested using the Dynamic Display of the PDT 2000.
• The cooling fans can be driven by using the PDT 2000 actuator test function.

Alternator Control
The alternator output can be controlled by the ECU in response to changes in the
electrical load on the system.
Alternator
B
Charge
L
L
L
T
Zener
S S
R
Diode
Stator
F
Tr1
33 (MT) ECU
L-W 8 (AT)
Tr2
Field Tr3 G G
coil E
FR FR
41 (MT)
W 54 (AT)
Normal Operation
• When the ignition is turned ON the charge light is ON since the L terminal can go to
ground via the regulator.
• When the engine is running the voltage at L from the charge light supplies power to
the field coils and turns ON transistor Tr1 to allow power to flow through the field
windings. This in turn induces current in the stator to charge the battery and supply
system power at terminal B. Power is also supplied to the regulator via terminal T,
which turns OFF the charge light and takes over the supply of power to the field coil.
• The regulator functions when the voltage at terminal S increases to 14.4 V at which
point it passes through the Zener diode to turn ON transistor Tr2. When Tr2 is ON it
grounds the voltage being applied to the base terminal of Tr1, turning OFF Tr1 and
stopping power flow through the field coils to cease power generation. As the voltage
at the S terminal changes Tr2 turns ON & OFF to control the field coil transistor Tr1
and therefore the alternator output.
ECU Control
When the engine is running the ECU controls and monitors the alternator output via the
G and the FR terminals of the alternator.
• The ECU repeatedly switches the G terminal ON & OFF to ground. This turns Tr3
ON & OFF to control the amount of S terminal voltage that is applied to Tr2 to
regulate the alternator. To increase alternator output the ECU increases the ON time
of the G terminal thereby decreasing the S terminal voltage that reaches the Zener
diode.
• The ECU monitors the alternator by applying system voltage to the alternator FR
terminal. This voltage is switched to ground as the power transistor controls the field
current flow resulting in a 12-volt waveform at the FR terminal. As the electrical load
increases the duty cycle of this waveform decreases.
Code PO1500 will be set if the input from the FR terminal is system voltage for 20
seconds.

Power Steering Pressure Switch
ECU
When the steering wheel is turned and the power
steering oil pressure increases the pressure switch is
turned ON and earths the signal wire from the engine
control unit. 37 (MT)
On receiving this signal the engine control unit 52 (AT)
operates the idle speed control servo to increase the
Y-B
base idle speed to approximately 1000RPM for Power
increased power assistance when parking. Steering
Pressure OFF ON
Switch
Immobiliser Control Unit
The engine immobiliser consists of the following major components:

• Engine ECU
• Immobiliser ECU
• Key Ring Antenna
• Transponder Keys
Operation
• When the ignition switch is turned ON the engine ECU turns ON the engine control
relay, which in turn turns ON the immobiliser ECU.
• The Immobiliser ECU powers up the key ring antenna to read the ignition key
transponder ID number.
• If the transponder ID number is registered to the immobiliser ECU the immobiliser
ECU will transmit the start permission code to the engine ECU via the
communication wire.
• On receiving the start permission code the engine ECU will enable the injectors and
ignition systems so that the engine can be started, and transmits the permission
confirmation code back to the immobiliser ECU.
Code PO1610 will be set if there is a communication error between the engine ECU and
the immobiliser ECU. For all other immobiliser related faults use the PDT 2000 to
communicate with the Immobiliser ECU.
FL 2 IG 1
Communication wire
(start permission & Engine
permission confirmation) Control
Relay
81(MT) 38(MT) 62(MT)

7 5 111(AT) 49(AT) 98(AT)
Immobiliser ECU
Engine ECU
10 11 3
Ignition
Key
Key ring Diagnosis connector

antenna

EGR System
The exhaust gas re-circulation (EGR) system is designed to reduce the emissions of
oxides of nitrogen in the exhaust gas. Oxides of nitrogen are formed during high
combustion temperatures, when the nitrogen in the air combines with the oxygen during
the combustion process.
In order to reduce the formation of oxides of nitrogen the combustion temperature must
be reduced to a point where the nitrogen can’t burn.
How it works.
• When the throttle is closed
there is no vacuum is applied Engine control relay
to port E and the EGR valve E A
does not operate.
• When the throttle is opened
vacuum is applied to port E,
6 (MT)
the EGR valve and the EGR 6 (AT)
solenoid. Because the EGR
EGR Valve
solenoid is normally open
when it is OFF the vacuum EGR Solenoid
passes through the solenoid
to port A, the EGR valve does ECU
not open.
• When the engine RPM, the Crank angle sensor
coolant temperature and the Coolant sensor
Engine load
engine load are in the correct
range the ECU turns ON the
EGR solenoid using a duty cycle signal. This partially closes the solenoid allowing
the vacuum from port E to open the EGR valve, introducing exhaust gas into the
intake air stream when the vehicle is under load.
• This exhaust gas is drawn into the combustion chambers consequently taking up
some of the volume of the cylinder.
• Because there is less air fuel mixture in the combustion chamber the heat from the
combustion is lower.
• This effectively reduces the formation of oxides of nitrogen.
Code PO403 will be set if OFF surge voltage is not detected during EGR solenoid
operation.
Testing
• Use the actuator function of the PDT 2000 to turn the solenoid ON, checking that no
vacuum can pass through the solenoid when the solenoid is energised.
• Apply vacuum to the EGR valve when the engine is running, the engine RPM should
drop as the mixture becomes leaner.

Evaporative Emissions System
The evaporative emission Engine control relay

system consists of the following
components: P
• Fuel Cut off Valve located in

Charcoal
the fuel tank. Canister
• Charcoal Canister located in 9 (MT)
From fuel tank
the engine bay. 34 (AT)
• Purge control solenoid located Purge Solenoid
on the intake manifold.
ECU
Intake air temp sensor

Coolant sensor
Boost sensor
Fuel cut off valve
Located on top of the fuel tank this valve performs two functions:
• Allows vapour from the fuel tank to flow up the vapour line to the charcoal canister.
• When the fuel tank is full the fuel lifts the float in the valve to close of the outlet to
the vapour line.
If the float valve sticks, fuel may flow up the vapour line when the tank is full which
would saturate the charcoal canister with fuel causing the engine to run rich when the
purge system is operative.
The Charcoal Canister
Hydrocarbon vapours from the fuel tank are stored in the charcoal granules; the
stored vapour is then drawn off into the engine and burnt.
Purge Solenoid Valve

The purge solenoid is a normally closed type solenoid. It has manifold vacuum from
port P applied to the solenoid at all times. This solenoid is turned on by the engine
control unit to allow the stored vapour in the charcoal canister to be drawn into the
engine and burnt.
Code PO443 will be set if OFF surge voltage is not detected when the purge solenoid
is turned from ON to OFF.
Testing
• Apply vacuum to the purge solenoid, there should be no flow through the valve.
• Use the actuator function of the PDT 2000 to turn ON the purge solenoid, check
that there is now flow through the solenoid valve.

Oxygen Sensors & fuel control
The 4G18P engine uses 2 oxygen sensors to monitor and control the exhaust
emissions.
The front oxygen sensor is mounted in the exhaust system between the engine and the
catalytic converter. Its output signal is used for mixture correction of the Air/Fuel ratio.
The rear oxygen sensor is mounted in the exhaust system after the first Catalytic
Converter. Its output signal is used in conjunction with the front oxygen sensor signal to
monitor catalytic converter efficiency.
The oxygen sensors and their internal heaters are continuously monitored by the ECU
using the EOBD protocol, which can identify sensor problems before they can cause
major pollution problems.
General Operation
Oxygen sensors do not work when they are cold.

Theoretical A/F ratio
The sensor will start to work at approx. 300°C and
its operating temperature is approx. 400°C. 1
At its operating temperature the sensor produces a

voltage inversely proportional to the amount of
oxygen in the exhaust gas. The engine ECU uses Volts Rich Lean
this information to calculate the fuel injector pulse
width necessary to achieve a 14.7 to 1 air/fuel ratio
(stoichiometric).
Rich mixture high voltage 0

Stoichiometric 0.5 volts 14 15 16
Lean mixture low voltage A/F ratio
When the engine ECU uses the oxygen sensor signal for correction of the A/F ratio it is
called closed loop operation.
When the engine ECU does not use the oxygen sensor signal for correction of the A/F
ratio it is called open loop operation.
A properly operating oxygen sensor must be able to:

• Generate a signal between 0 to 1 volt as the oxygen level in the exhaust changes.
• Change voltage quickly, or in other words have a fast response to changes in the
exhaust oxygen level.
High switching frequency
Low switching frequency
(Fast response)
1.0V 1.0V (Slow response)
0.5V 0.5V
0V 0V

An oxygen sensor that has a slow response rate or a reduced voltage output is no
longer operating efficiently. This can lead to higher exhaust emissions due to richer
mixtures being burnt.
Heater Elements
The heat that is required for

Engine Control Relay
the oxygen sensors to work
efficiently comes from 2
sources. ECU
• The exhaust gas 5V
5V
• Internal heating elements.
The internal heating elements
ensure fast warm up and
maintains the sensor at the 40 (MT) 56 (MT) 84 (MT) 55 (MT) 72 (MT)
optimum operating 3 (AT) 71 (AT) 26 (AT) 73 (AT) 57 (AT)
temperature.
R-Y
B-Y
W
R
B
Power is supplied to the
heater elements from the
engine control relay.
The ECU controls the current
flow through the heaters to
maintain the sensor operating
temperature. At high engine
speed there is sufficient
temperature in the exhaust
gas to maintain the sensor at
the optimum operating Front O2 Rear O2
Sensor Sensor
temperature so the ECU will
turn off the heaters.
Code PO135 will be set if the current flow through the front oxygen sensor heater is too
high or too low for 6 seconds.
Code PO141 will be set if the current flow through the rear oxygen sensor heater is too
high or too low for 6 seconds.

Oxygen Sensor monitoring method
Oxygen sensor monitoring is carried out 7 times during each drive cycle as soon as the
oxygen sensor has passed its threshold voltage (0.5V) and it has been judged that the
oxygen sensor has been activated.
Monitoring occurs under the following conditions:
• Engine coolant temperature Above 60°C

• Engine load 25 to 60%
• Engine speed 1250 to 3000 RPM
The monitoring frequency is two drive cycles.

That is to say that the E OBD monitor must judge the sensor faulty in two consecutive
drive cycles before a DTC will be recorded.
The E OBD monitor measures the rich-lean switching frequency of the oxygen sensor
output during a 10-second period (see diagram below). The monitoring is carried out 7
times during each drive cycle and the switching frequency is the average of these
measurements.
• If the switching frequency is more that 15 times in the first sampling, the sensor is
judged good and no further monitoring is performed during the current drive cycle.
Switching frequency = 18 times
0.5V 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 1 2 3 4 5 6 7
Sampling time = 10 seconds 10 seconds
Code PO125 will be set for the oxygen sensor feedback under the following conditions:
• If during closed loop operation the sensor output voltage has been higher or lower
than 0.5V for a 30 second period.
Code PO130 will be set for the front oxygen sensor under the following 2 conditions:
• If during closed loop operation the sensor output voltage doesn’t cross 0.6V during a
30 second period.
• If the switching frequency is less than 5 per 10 seconds, averaged over a single drive
cycle.
Code PO136 will be set for the rear oxygen sensor under the following 2 conditions:
• If during closed loop operation the sensor output voltage is high or low for an
extended period of time.
• When the front sensor is 0.5V or more and the rear sensor is less than 0.1V and
fluctuating within 0.078V.

Catalyst Monitoring
General
The 4G18P engine uses 2 catalytic converters.

The front catalytic converter is located in the exhaust manifold, its close proximity to the
engine ensures that it reaches operating temperature and starts working quickly.
The main catalytic converter is located under the floor.
The front catalytic converter operation is monitored using the front and rear oxygen
sensors.
For a catalytic converter to work efficiently it needs to store oxygen so that it can be
used to oxidise the hydrocarbons (unburnt fuel).
By checking the oxygen content of the exhaust gas before and after the catalytic
converter its efficiency can be indirectly calculated.
Operation
During normal closed loop operation the front oxygen sensor switching frequency is
high, as the exhaust gas enter the catalytic converter the oxygen is absorbed and stored
in the catalyst. This results in a relatively low switching frequency from the rear oxygen
sensor (see diagram below).
As the converter deteriorates it loses its ability to store oxygen, therefore the switching
frequency of the rear oxygen sensor will increase to the point where it is the same as the
front oxygen sensor. This would result in exhaust emissions over the legal limit.
CHECK
ENGINE ECU
Front O2 sensor
Warm-up
Catalyst
Rear O2 sensor
Main Catalyst

Monitoring method
The switching frequencies of both oxygen sensors are measured then a formula is
applied to determine the frequency ratio Rf.
(See oxygen sensor monitoring for method of calculating switching frequency).
Switching frequency of rear O2 sensor

Rf = --------------------------------------------------------
Switching frequency of front O2 sensor
Monitoring is carried out over a 10-second period a maximum of 7 times during each
drive cycle. The frequency ratio used is the average of these measurements.
Catalytic converter monitoring is performed under the following operating conditions:
• Oxygen sensor Closed loop operation

• Vehicle speed Above 1.5km/h
• Engine speed Off idle to 3000RPM
• Catalytic converter temp Approx. 450°C or more
• AFS output 50 to 300 HZ

That is to say that the E OBD monitor must judge the catalyst faulty in two consecutive
drive cycles before a DTC will be recorded.
• Monitoring is not carried out consecutively.

• If Rf exceeds 9.75 the catalyst is judged faulty.
• If Rf of the first sample is less than 2 the catalyst is judged good and terminates
monitoring for the rest of the current drive cycle.
Front O2 sensor Stoichiometric A/F
Rear O2 sensor High oxygen storage.

High catalyst efficiency
(Good)
Rear O2 sensor Low oxygen storage.

Low catalyst efficiency
(Bad)

Fuel System Monitoring
General, (closed loop feedback control)
Maximum power and minimum

pollutants occur when the
air/fuel ratio is 14.7 to 1, also ECU
called the stoichiometric ratio.
Fuel
This is also the air/fuel ratio Injector
that will allow the catalytic Front O2
converter to work to maximum sensor
CHECK
efficiency to further reduce ENGINE
exhaust emissions.
The engine ECU examines all
of the input signals and
controls the outputs to produce
a constant stoichiometric ratio.
Main Catalyst
Short term & long term correction
Short term and long term correction are used by the engine ECU during the closed loop
operation to alter the programmed fuel injection pulse width.
Closed loop operation is entered under the following conditions:

• Engine coolant temperature exceeds 50°C.
• Oxygen sensor is operating.
• Sensors are in feedback operating zone.
Short term correction

represents changes in the Lean
fuel injection pulse width to Air/fuel ratio
maintain a stoichiometric Rich
A/F ratio. The correction
characteristics are shown
High
on the right. O2 sensor
voltage Low
Long term correction also
Increase
has control over the fuel
injection pulse width. It can
Fuel injection
increase the pulse width amount
stored in the ECU memory Decrease
by up to 10%. Long term
correction is retained by
the battery in the engine ECU adaptive memory, while short term correction is lost
whenever the ignition is OFF.

The aim of long term correction is to bring short term correction to the point where the
average pulse width compensation is 0%. The long term correction returns to the
learned value whenever the vehicle is operated under the same operating conditions. In
this way the ECU is constantly relearning the best level of control, even as the vehicle
ages and the operating conditions change.
Monitoring method
The fuel system is constantly monitored during each drive cycle once the following
conditions have been met:
• Engine coolant at operating temperature 77° or more
• Engine speed All ranges

That is to say that the E OBD monitor must judge the fuel system faulty in two
consecutive drive cycles before a DTC will be recorded.
The fuel control system is

judged to be faulty if :
KI Short-term correction
1. KI & KLRN are both of A/F ratio
reduced by 10% each to
correct a rich A/F ratio.
or
KLRN Long-term correction
2. KI & KLRN are both of A/F ratio
increased by 10% each to
correct a lean A/F ratio.
Code PO170 will be set during closed loop operation if the fuel injection compensation
value is too high or too low for 10 seconds or more.

Ignition System
The 4G18P engine uses a direct fire ignition system. The main components are:
• The ignition coils, A & B.
• The engine ECU.
• The ignition fail sensor.
Each ignition coil contains a built-in power transistor. The ECU turns the transistors ON
& OFF by sending an 8V signal to terminal 3 of the coil to fire the spark plugs.
IG1
L
B-W
4 3
12V 14V
RPM Km/h Ignition
fail
sensor
42 2 1
W
Ignition
1 1 Coil B
8V Ignition
R-Y Coil A
W 3 3
88 (MT) 23 (MT) 10 (MT) 2 2
43 (AT) 12 (AT) 11 (AT)
ECU
4 1 2 3
Crank Angle Sensor
Cam Angle Sensor
Crank Signal
Boost Sensor
Intake Air Temperature Sensor
Coolant Temperature Sensor
Vehicle Speed Sensor
Ignition Fail Sensor

The ignition fail sensor actually has 2 functions. The output signal from terminal 2 is:
• Used to drive the Tacho on the instrument cluster.
• Used by the ECU to identify an ignition failure.
Operation
The back EMF from each of the ignition coils feeds back from terminal 1 of each coil
to terminal 3 of the ignition fail sensor.
These pulses feed into an operational amplifier which amplifies the signal which then
turns the transistor ON & OFF to produce a regular waveform at terminal 2, the
frequency of which increases with engine speed.
Code PO300 will be set when the engine is running and the ignition fail sensor does not
send a signal about a particular cylinder for 4 seconds.
Testing
Test the signals using an oscilloscope.

Intake Air Control
FLICS (Flow Limited Idle Control System)
The intake air control system consists of Idle Speed Control Motor
the following components:

• Throttle body. Coolant passage
• Throttle plate.
• Base idle speed adjusting screw.
• Idle Speed Control Motor ISCM. Flow limit valve
• Flow limit valve.

• ECU.
Air flow
Flow limit valve
The flow limit valve is a small butterfly
valve located in the outlet port of the
ISCM valve. It is operated by bi-metallic
spring coil that is heated by engine Throttle plate
Base idle speed
coolant that flows through an adjacent adjusting screw
passage.
When the engine coolant is cold the
butterfly valve is open allowing a greater volume of air through the bypass passage.
When the engine warms up the butterfly valve closes restricting the amount of air that
can pass through the bypass passage.
ISCM Valve
Engine Control Relay
Power is supplied to both of the ISCM
motor coils via terminals 2 & 5.
R-Y
The engine control unit completes the
ground circuit on either terminals 1 & 3 or
2 5 4 & 6 to either open or close the idle
servo valve. The ECU determines the
ISCM current position of the ISCM by counting
the number of time it switches the drive
circuits to ground.
1 3 4 6 Code PO505 will be set when the ECU

L-Y Y W G operates the ISCM valve and the voltage
at one of the motor drive terminals of the
4 (MT) 17 (MT) 5 (MT) 18 (MT) ISCM valve is higher or lower than
14 (AT) 28 (AT) 15 (AT) 29 (AT)
expected.
Note:
When the battery is first connected and
ECU the ignition is turned ON for the first time
the following sequence takes place to
establish a reference point for all future
calculations of the ISCM valve position:
♦ The ECU grounds the ISCM drive terminals to fully open the valve.
♦ Once the ECU is satisfied that the valve is fully open it uses this as a starting point
for all future calculations of the ISCM valve’s position.
♦ If the motor fails to move, or if the wiring plug to the ISCM is disconnected while the
ignition is ON, the ECU will lose track of where the motor really is and may be
unable to correctly control the idle speed.
♦ In this situation the idle speed control motor must be replaced and/or the battery
must be disconnected for 1 minute to allow the ECU to re-learn the idle speed
control motors position.
Testing
• Use the dynamic display function of the PDT 2000 and observe the number of idle
steps in relation to the engine RPM.
• Check the resistance of the ISCM motor coils between the following terminals:
Terminals No’s Resistance at 20°C

1&2 28 - 33Ω
2&3 28 - 33Ω 123
1&3 56 - 66Ω 456
4&5 28 - 33Ω
5&6 28 - 33Ω
4&6 56 - 66Ω

Control Relays
There are two separate relays, side by side in the 4G18P engine.
Engine Control Unit Power
When the ignition is turned on, power from the ignition switch is supplied to the engine
control unit, terminal 62(MT) or 98(AT). The engine control unit then turns ON the engine
control relay, by earthing terminal 2 of the relay. The relay then supplies power to:
• The engine control unit.
• The fuel injectors.
• EGR & Purge solenoids.
• Idle speed control actuator.
• Crank angle & TDC sensors.
• The oxygen sensor heaters.
IGNITION
Dedicated fuse 7 SWITCH (IG1)
B-Y B-W
12 12
34 34 B-L
3 4 4 3
Engine Fuel Fuel

Control Pump M Pump
Relay Relay
1 2 2 1
R-Y R B-L
12(MT) 25(MT) 38(MT) 22(MT) 62(MT)

Injectors 41(AT) 47(AT) 49(AT) 21(AT) 98(AT)
Crank angle sensor
Cam angle sensor Engine
O2 sensor heaters Power Control
Idle motor Source Unit
EGR solenoid
Purge solenoid
Fuel Pump Power Supply
When the ignition is in the ON position and the engine control unit receives a signal from
either the crank angle sensor or the crank signal, the engine control unit will turn ON the
fuel pump relay by earthing terminal 2 of the relay.
The fuel pump will only run when the engine is running or being cranked.

Engine Control Unit
General description
The engine control unit consists of a microcomputer, a random access memory, a read
only memory and an input/output interface.
Actuators
Computer
Interface Actuators
Actuators
Sensors
Random Read
Sensors Interface Access Only
Memory Memory
Sensors
Operation
Engine operation information from the sensors passes through an analog to digital
interface and is stored in the random access memory.
The computer looks at the sensor information in the random access memory and
compares the information to the data stored in the read only memory.
Based on this information the computer activates and controls the following: -
- Fuel pump relay
- Fuel injectors (injection duration and timing)
- Ignition timing (by controlling the power transistors)
- Idle speed control servo (to control the idle speed)
- Purge control solenoid
- EGR control solenoid
- Air conditioner relay
Testing
The single most important thing to remember when you suspect that an ECU is faulty is
that an ECU just processes information and controls the engine based on that
information.
If the information that the ECU is processing is incorrect you will get an incorrect result,
ie. The engine will not run correctly.
For an ECU to function correctly you need:

• Good power supply with no voltage drops.
• Good earth connections with no voltage drops.
• No voltage drops in any of the wiring that leads to or from the ECU.

Fuel Injection & Ignition Timing
For an engine to run it needs three things:

• Compression. (Mechanical)
• Spark. Controlled by the ECU based on
• Fuel. engine speed and load signals
Cam Angle Sensor

Spark Timing
Injection Timing
Engine Speed Crank Angle Sensor
Spark Advance
Mixture Formation
Engine Load Boost Sensor
Air Temp Sensor
No1 TDC No3 TDC No4 TDC No2 TDC
Cam Angle Sensor

85° 45°
Crank Angle Sensor

75° 5°
Spark plug firing No1 C Ign Ex In C
No3 In C Ign Ex In
Fuel injected
No4 Ex In C Ign Ex
No2 Ign Ex In C Ign
Cranking
When the engine is being cranked ignition and injection do not commence until the Cam
angle sensor identifies either No 1 or No 4 cylinder. If the Cam angle sensor signal is not
present the engine will not start.
Engine running
Fuel Injection
• Using the Cam angle sensor signal as a reference, fuel is injected into the intake port
of each cylinder during its exhaust stroke in the order of No 4, No 2, No 1 and No 3.
• The commencement of injection occurs at 75° BTDC on each cylinder in time with
the crank angle sensor.
Ignition
• Using the Cam angle sensor signal as a reference each ignition coil fires 2 spark
plugs, eg No1on its compression stroke No4 on its exhaust stroke.
• If the Cam angle sensor fails while the engine is running it will keep running, but if the
engine is stopped it will not restart.

ECU Self-diagnosis and system monitoring
The 4G18P engine uses European On-Board Diagnostics or E OBD for short, which is a
system of standardised communication protocols, component and system monitors
designed to identify potential problems that can increase vehicle emissions. It has
considerably more diagnostic capacity than previous models.
E OBD not only checks for open and short circuits it can determine sensor and engine
operating efficiency by conducting performance tests during each drive cycle. The table
below sets out the fault conditions and the monitored items on an E OBD equipped
vehicle.
Conditions detected Monitored item

Exhaust emission level Catalyst
Engine misfire
Oxygen sensor
Fuel (injection) system
System fault ISC (idle speed control)
Immobiliser
Open or short circuit Intake air temperature sensor
Boost sensor
Engine coolant temperature sensor
TPS (throttle position sensor)
Camshaft position sensor
Crank angle sensor
Oxygen sensor (s)
Oxygen sensor heater (s)
Detonation sensor
Injector
EGR valve
Purge Solenoid

Engine warning lamp operation
Under E OBD the operation of the warning lamp and the memorising of diagnostic codes
is different to previous models.
The check engine light can flicker, come ON or flash depending on a number of factors.
Even when a fault is detected, the warning lamp and the storing of a DTC* will only
occur under the following conditions.
• If the same fault is detected in two consecutive drive cycles** the warning lamp is
illuminated and a DTC is stored.
• If a fault occurs which triggers limp home mode the warning lamp will be illuminated
and a DTC will be memorised even if the fault only occurs in one drive cycle.
• The warning lamp may flicker, but not fully illuminate as a fault is detected even
though a DTC is not set.
The engine warning lamp will go out if no faults are detected in three consecutive drive
cycles, the DTC will however remain in computer memory.
To erase DTC’s use the MUT II or disconnect the battery negative terminal.
Warnings
• Because the ECU can learn and adapt to the engine, disconnecting the battery will
erase the ‘learned’ memory from the ECU as well as the DTC. This may result in
poor performance or unstable idle until the ECU ‘learns’ the engine again.
• Similarly if the engine is not running efficiently, when the battery is reconnected the E
OBD monitor may give false results because its initial base line tests will be
conducted on the engine when it is not running efficiently.
*DTC Diagnostic Trouble Code
**Drive cycle A drive cycle is defined as the time from when the ignition is turned
ON and the engine is started to the time when the ignition is turned
OFF.

Diagnostic trouble code (DTC)
The diagnostic trouble codes for vehicles equipped with E OBD have a set format that
has been adopted internationally. Any E OBD scan tool is capable of reading these
international codes however only the Proton scan tools are capable of accessing the
manufacturer specific codes and data.
Because of the standardised self-diagnosis function the previous manual method of

checking for DTC (blink pattern of the check engine lamp) is no longer a function of the
ECU.
The format of the DTC under E OBD is as follows:
P 0 4 4 0
Position 1 Major system

P Power train
B Body
C Chassis
U Network Communication
Position 2 Determination
0 Standardised code
1 Manufacturer specific
Position 3 System
0 Total system
1 Fuel/air control
2 Fuel/air control
3 Ignition system/misfires
4 Auxiliary emission control
5 Idle speed control
6 Input/output signals, control units
7 Transmission
8 Non ECU power train
Positions 4/5
Serial numbering of individual components
or systems (AFS, TPS etc.)

Freeze frame data
When the engine ECU detects a problem and stores a diagnosis code a snapshot of the
engine data is recorded at the same time.
• The freeze frame data is recorded when the system fails the second consecutive
time and a provisional DTC is matured to a fault code.
• Freeze frame data will only be overwritten by a different fault with higher priority.
• The PDT2000 can be used to view the freeze frame data for more effective
diagnosis.
• Erasing diagnosis codes also clears all freeze frame data.
• Take note of the freeze frame data before erasing the fault codes, as it is useful
information for recreating the same conditions under which the fault occurred.
The order of priority of freeze frame data is as follows:

1st : Fuel and misfire related diagnosis codes.
2nd : Non-fuel and non-misfire related diagnosis codes.
rd
3 : Non-emission related diagnosis codes.
Table of data recorded during freeze frame
Data Unit
Diagnosis code during data recording -
Engine coolant temperature °C
Engine speed RPM
Vehicle speed Km/h
Boost sensor kPa
System status B1 • Open loop
• Closed loop
• Open loop, drive condition
• Open loop, diagnosis code set
• Closed loop, O2 sensor (rear) failed
System status B2 N/A
Short term fuel trim %
Long term fuel trim %
Engine load %

System monitoring
The main purpose of E OBD is to ensure that the exhaust emissions are maintained
within the original factory specification at all times.
If the exhaust emissions deviate from their factory specification the E OBD monitor can
respond by bringing on the check engine light and recording freeze frame data. The E
OBD monitor can detect problems that the driver is unaware of and that do not initially
cause a drive-ability problem.
In operation the E OBD system monitors the input signals and the performance of the
output responses that can effect exhaust emissions. There are five main monitors that
review the results of system operation and their effect on exhaust emissions. Each
monitor is performed a number of times during each drive cycle, the main monitors are
as follows.
• Oxygen sensor
• Catalyst
• Fuel system
• Misfire
• Component monitor
Except for the misfire and component monitors these monitors do not operate under the
following circumstances
• Coolant temperature below 30°C
• Outside air temperature below -10°C
• Barometric pressure below 570mmHg
The oxygen sensor monitors, catalyst monitor, fuel system monitors and all of the
individual component monitors have been dealt with in the component section of this
manual, the misfire monitor is solely a function of the ECU based on its interpretation of
the crank angle sensor signal and is dealt with on the next pages.

Misfire Monitoring
General
A misfire is defined as a lack of combustion. Poor spark, poor fuelling, poor
compression, or any other cause can cause it. When a misfire occurs raw fuel and
excess oxygen enter the exhaust, adversely affecting the oxygen sensor signal and can
cause permanent damage to the catalytic converter.
The E OBD misfire monitor detects

fluctuations in the crank angular Crank angle sensor signal
acceleration.
It uses the 5° falling edge of the crank No.1TDC No.3TDC No.4TDC No.2 TDC
angle sensor signals to calculate
engine revolution and to detect slight
variances due to engine misfire.
75° 5° 75° 5° 75° 5° 75° 5°
The threshold for determining what 2 Crankshaft revolutions

amount of revolution change indicates
a misfire varies with engine speed and
load.
For the misfire monitor to work, the engine-ECU must first take note of the revolution
variance between cylinders during normal vehicle operation. The ECU can then
calculate the threshold at which revolution variance can be considered to indicate a
misfire.
The misfire monitor also contains an adaptive feature to take into account component
wear, sensor fatigue and machining tolerances.
Note: If an ECU is installed into a vehicle that is misfiring, incorrect misfire monitoring
will result. Because the ECU has not yet carried out a reference check for ‘normal
operation’ it will consider the misfiring engine to be ‘normal’.
Monitoring method
Misfire monitoring is conducted under the following operating conditions:
• Engine speed Idling to 4,500RPM

• Engine load Positive torque applied
• TPS output Any time except acceleration or deceleration
• Engine start up After 5 seconds
• Air conditioning Up to 1 second after A/C compressor On to Off and
visa versa
• Road condition Except driving on rough roads
• Shifting Any time except during shifting
Misfire is continually monitored in 200 revolution segments once the enabling conditions
have been met. There are two fault conditions that will trigger a DTC.

1,000 Rev Misfire
• If the monitor detects a misfire in more than 2% of the engine cycles in a 1,000
revolution period, a temporary fault is set.
• If the same misfire occurs during the next consecutive drive cycle a DTC will be
stored and the engine-warning lamp will be illuminated. Freeze frame data from the
last 200 revolutions of the 1,000 revolution period are stored.
• Continued misfiring during the initial drive cycle will not illuminate the engine-warning
lamp.
200 Rev Misfire
• If the monitor detects a misfire in more than 15% of cylinder firing opportunities
during any of the monitored 200 revolution segments, the engine-warning lamp is
illuminated immediately and freeze frame data is stored.
• This DTC indicates that the misfire has reached the point where damage to the
catalytic converter can occur.
• The ECU defaults to open loop operation to prevent the adaptive fuel control from
dumping in additional fuel and accelerating the damage to the catalyst.
Caution
Some misfire (fluctuation of crank angular acceleration) is common in a number of
driving conditions.
It is possible that the engine-warning lamp may be illuminated even though there is
nothing wrong.
Use the freeze frame data to try and identify the conditions that could trigger the misfire
monitor that are not related to component failure. Examples of these conditions include
• Shift change
• Running on rough road (TPS fluctuates due to body vibration)
• Rapid throttle valve operation
• High engine speed
• A/C compressor OFF/ON cycling
• Low fuel level
• Poor quality fuel
The following codes will be set if a misfire is detected by the misfire monitor.
• PO301 misfire on cylinder No1

Diagnosis Code table
Code No Diagnosis criteria Probable cause

/System
P0105 Range of Check • Malfunction of the Boost
Boost • 60 seconds have passed since the ignition was sensor.
sensor turned ON and the engine starting process is • Open or short circuit in the
complete. Boost sensor wiring or loose
Set Conditions connection.
• The sensor output voltage is 4.5V or more for 4 • Malfunction of the engine
seconds. ECU
• The sensor output voltage is 0.2V or less for 4
seconds.
P0110 Range of Check • Malfunction of the air
Intake air • 60 seconds have passed since the ignition was temperature sensor.
temperature turned ON and the engine starting process is • Open or short circuit in the
sensor complete. air temperature sensor
Set Conditions wiring or loose connection.
• The sensor output voltage is 4.6V or more for 4 • Malfunction of the engine
seconds. ECU
• The sensor output voltage is 0.2V or less for 4
seconds.
P0115 Range of Check • Malfunction of the coolant
Engine • Engine: 60 seconds after the engine has been temperature sensor.
coolant started. • Open or short circuit in the
temperature Set Conditions coolant temperature sensor
sensor • The sensor output voltage is 4.6V or more for 4 wiring or loose connection.
seconds. • Malfunction of the engine
• The sensor output voltage is 0.2V or less for 4 ECU
seconds. • Faulty cooling system
• The coolant temperature has reduced from over thermostat
40°C to less than 40°C and that condition has
lasted for over 5 minutes.
P0120 Range of Check • Malfunction of the throttle
Throttle • Ignition switch ON position sensor.
position Set Conditions • Open or short circuit in the
sensor • The sensor output voltage is 4.85V or more for throttle position temperature
4 seconds. sensor wiring or loose
• The sensor output voltage is 0.2V or less for 4 connection.
seconds.. • Malfunction of the engine
ECU
P0125 Range of Check • Malfunction of the oxygen
Feedback • The engine coolant temperature is approx. sensor.
89°C or more. • Open or short circuit in the
• During stoichiometric feedback control. oxygen sensor wiring or
• The vehicle is not being decelerated. loose connection.
Set Conditions • Malfunction of the engine
• The front oxygen sensor output voltage has ECU
been higher or lower the 0.5V for at least 30
seconds.

/System
P0130 Range of Check • Malfunction of the front
Front • Three minutes have passed since the engine oxygen sensor.
oxygen has been started. • Open or short circuit in the
sensor • The engine coolant temperature is approx. front oxygen sensor wiring
80°C or more. or loose connection.
• Intake air temperature is 20° - 50°C • Malfunction of the engine
• Engine speed is 1200 RPM or more. ECU
• Driving on a level surface at constant speed.
Set Conditions
• The oxygen sensor output voltage is above 0.6
for 30 seconds or doesn’t cross 0.6 for 30
seconds.
Range of Check
• Engine speed is 3000 RPM or less.
• During driving.
• During air/fuel ratio feedback control.
Set Conditions
• The sensor output frequency is 5 or less per 10
second average.
Front • The engine cooloant temperature is approx. sensor heater.
oxygen 20°C or more. • Open or short circuit in the
sensor • The oxygen sensor heater remains ON. oxygen sensor heater wiring
heater • The engine speed is 500RPM or more. or loose connection.
• Battery voltage is 11 – 16V • Malfunction of the engine
Set Conditions ECU
• The current flow through the heater is 0.2A or
less or 3.5A or more for 6 seconds.
P0136 Range of Check • Malfunction of the rear
Rear oxygen • Three minutes have passed since the engine oxygen sensor.
sensor has been started. • Open or short circuit in the
• The engine coolant temperature is approx. rear oxygen sensor wiring
80°C or more. or loose connection.
• Intake air temperature is 20° - 50°C • Malfunction of the engine
• Engine speed is 1200 RPM or more. ECU
• Driving on a level surface at constant speed.
Set Conditions
• The oxygen sensor output voltage is high or low
for an extended period of time.
Range of Check
• Two seconds have passed after the ECU
detected an open circuit.
• When the front oxygen sensor is in good
condition.
Set Conditions
• When the air/fuel ratio is rich, and the front
oxygen sensor output voltage is 0.5V or more
and the rear oxygen sensor output voltage is
less than 0.1V and fluctuates within 0.078V.

/System
Rear oxygen • The engine cooloant temperature is approx. sensor heater.
sensor 20°C or more. • Open or short circuit in the
heater • The oxygen sensor heater remains ON. oxygen sensor heater wiring
• The engine speed is 500RPM or more. or loose connection.
• Battery voltage is 11 – 16V • Malfunction of the engine
Set Conditions ECU
• The current flow through the heater is 0.2A or
less or 3.5A or more for 6 seconds.
P0170 Range of Check Malfunction of:
Abnormal • Engine: during closed loop operation • The fuel supply system.
fuel control Set Conditions • The front oxygen sensor.
• 10 seconds or more have passed while the fuel • The intake air temperature
injection compensation value is too low. sensor.
• 10 seconds or more have passed while the fuel • The pressure sensor
injection compensation value is too high. • The engine ECU
P0201 Range of Check • Malfunction of injector.
P0202 • The engine speed is 4000 RPM or less. • Open or short circuit in the
P0203 • The battery voltage is 10V or more. injector wiring or loose
P0204 Set Conditions connection.
Injector • The injector (described by the last number of • Malfunction of the engine
the code) does not operate for a continous 4 ECU
second period.
P0300 Range of check • Open or short circuit in the
Ignition coil • Engine speed between 500 – 6250 RPM primary ignition circuit or
power • Engine is not cranking loose connection.
transistor Set conditions Malfunction of:
• The ignition fail sensor does not send a signal • The ignition coil
about a certain cylinder for 4 seconds. • The ignition failure sensor.
• A spark plug.
• The engine ECU
P0301 (No1) Range of Check • Malfunction of the ignition
P0302 (No2) • The engine speed is between 500 – 4500 RPM system.
P0303 (No3) • Except during deceleration or sudden • Abnormal compression.
P0304 (No4) acceleration. • Malfunction of an injector.
Cylinder Set Conditions • Malfunction of the engine
misfire • The number of misfires exceeds 15% per 200 ECU.
detected engine revolutions for a particular cylinder.
or
• The number of misfires exceeds 2% per 1000
engine revolutions for a particular cylinder.
P0325 Range of Check • Malfunction of the
Detonation • Engine: 60 seconds after the engine has been detonation sensor.
sensor started. • Open or short circuit in the
Set Conditions detonator sensor wiring or
• Change in sensor output voltage (detonation loose connection.
sensor peak voltage per 1/2 crankshaft • Malfunction of the engine
revolution) is less than 0.06V in 200 ECU
consecutive cycles.

/System
P0335 Range of Check • Malfunction of the crank
Crank angle • Engine is cranking angle sensor.
sensor Set Conditions • Open or short circuit in the
• Sensor output voltage doesn’t change for 4 crank angle sensor wiring or
seconds. loose connection.
• Malfunction of the engine
ECU
P0340 Range of Check • Malfunction of the cam
Cam angle • Engine is speed is above 500 RPM. angle sensor.
sensor Set Conditions • Open or short circuit in the
• Sensor output voltage doesn’t change for 4 cam angle sensor wiring or
seconds. loose connection.
• Malfunction of the engine
ECU
P0403 Range of Check • Malfunction of the EGR
EGR valve • Engine running valve.
• EGR valve is in operation • Open or short circuit in the
Set Conditions EGR valve wiring or loose
• Off-surge voltage is not generated from the connection.
solenoid coil. • Malfunction of the engine
ECU
P0420 Range of Check • Malfunction of the catalyst.
Catalyst • The engine speed is 3000RPM or less. • Malfunction of the front
malfunction • During driving in closed loop operation. oxygen sensor.
Set Conditions • Malfunction of the rear
• The ratio between the rear oxygen sensor and oxygen sensor.
the front oxygen sensor output frequencies • Malfunction of the engine
reaches 9.8 per 12 seconds on average. ECU.
P0443 Range of Check • Malfunction of the Purge
Purge • Ignition switch: ON valve.
control • Battery voltage: above 10V • Open or short circuit in the
solenoid Set Conditions Purge valve wiring or loose
valve • The solenoid coil surge voltage (battery voltage connection.
+ 2V) is not detected when the purge control • Malfunction of the engine
solenoid valve is turned from ON to OFF. ECU
P0500 Range of Check • Malfunction of the vehicle
Vehicle • Engine speed above 2500 RPM. speed sensor.
speed • During high engine load. • Open or short circuit in the
sensor Set Conditions vehicle speed sensor wiring
• The sensor output voltage doesn’t change for 4 or loose connection.
seconds. • Malfunction of the engine
ECU
P0505 Range of check • Incorrect base idle
Idle control • Engine is running adjustment.
system • ISCM steps 2 – 80 • Malfunction of the idle
malfunction Set conditions speed control motor.
• When the ECU send an ON signal to a coil of • Open or short circuit in the
the ISCM and the voltage is higher than idle speed control motor
expected. wiring or loose connection.
• When the ECU send an ON signal to a coil of • Malfunction of the engine
the ISCM and the voltage is lower than ECU
expected.

/System
P1500 Range of Check • Open circuit in alternator FR
Alternator • Engine speed is 500 RPM or more. circuit.
FR terminal Set Conditions • Malfunction of the engine-
• Input voltage from the alternator FR terminal is ECU
system voltage for 20 seconds.
P1610 Range of Check • Open or short circuit, or
Immobiliser • Ignition switch ON. loose connection.
Set Conditions • Malfunction of the
• Improper communication between the engine- immobiliser-ECU
ECU and the immobiliser-ECU. • Malfunction of the engine-
ECU.

PDT 2000 Communication
All diagnosis, testing and service adjustments must be made using the PDT 2000. There
is no provision within the system for manually checking for fault codes, or manually
carrying out service adjustment
procedures.
For full details on how to use the PDT

2000 consult the manual contained on
the CD that is supplied with the PDT
2000.
To communicate with the Engine

management ECU make the following
selections:
• Connect the PDT 2000 to the
diagnostic connector.
• Turn the ignition switch and the PDT 2000 ON.
• Adjust or accept the screen contrast using the function keys.
• Press any function key to accept the battery status check.
• Select Proton from the USM menu.
• From the Main Menu select Diagnostic Menu
• From the System Selection Menu select EMS
• From the System Selection Menu select EMS – MMC
• From the System Selection Menu select Step 3
After pressing the F5 key to pass the connection screen & the ECU identification screen
the Diagnostic Menu will be displayed:
Diagnostic Menu
1. Dynamic Display Displays sensor signal values (6 items per page)
2. Fault codes Displays any codes, codes can be stored or erased
3. Actuators Menu for actuator testing
4. Special functions See notes below
Special Functions
1. Readiness Testing Displays status of current monitor tests
2. Monitor Systems Displays the available monitors
3. HO2S location Displays O2 sensor location information
4. Freeze Frame Data Data is recorded when an emission related fault occurs
5. Actuator Test Actuator test menu with dynamic display
6. EOBD test mode HO2S & On-board test results, Provisional DTC’S
Notes:
• Base idle speed is best carried out from the actuator menu of the Special Functions
menu. From this menu select SAS mode, Crank A sensor and ISCM. When SAS
mode is selected the ISCM should display 9 steps, adjust the base idle speed while
viewing the crank A sensor RPM.
• Remember to check Provisional DTC’S and freeze frame data as well as fault codes.

Dynamic Display Values
Page Circuit Average Reading
1 O2 Sensor Engine idling after warm-up 0 - 400mV ⇔ 600 -
1000mV
Rapidly open the throttle 600 – 1000mV
Release the throttle from 4000RPM 200mV or less
1 Air Temp Snsr Reads Intake Air Temp in °C
1 TPS Idle 650 to 700 mV
Full Throttle 4200 to 4800 mV
1 Battery Voltage Displays current battery voltage
1 Crank Signal On when cranking
1 CLT Temp Snsr Displays coolant temp in °C
2 Crank A Snsr Displays engine RPM. Check when idling at:
- 20°C 1475 – 1675 RPM
0°C 1345 – 1545 RPM
20°C 1300 – 1500 RPM
40°C 1160 – 1360 RPM
80°C 650 – 850 RPM
2 PWR Steering Sw On when steering loaded
2 A/C Sw On when AC ON signal is sent from thermo amplifier
2 Inhibitor Sw N/P or D2LR
2 Boost Snsr Key on engine off 102 kPa
At idle 30 - 32 kPa
2 Injector Cranking at 0° C 19 to 29ms
at 20°C 39 to 59ms
at 80°C 8.8 to 13.2ms
Idling at 80°C 1.7 to 2.9 ms
2,500 at 80°C 1.4 to 2.6 ms
3 Adv Ignition Reads ign adv BTDC in degrees
At 750 RPM 2 to 18° BTDC
2000 RPM 2 to 45° BTDC
3 ISCM At idle app Hot 2 - 25 steps
D selected increase by 10 – 50
A/C ON increase by 10 - 70
3 A/C Relay On when the A/C ON signal is received and the TPS is below
4000 mV
3 Rear O2 Snsr Refer to notes on pages 23 - 24
3 TP Sensor 0% at closed throttle. 99% at full throttle
3 Sys. Status B1 OL: open loop. CL: closed loop. DRV: driving condition.
4 Sys. Status B2 N/A
4 Engine load Key on engine off 100%
At idle 28 - 32 %
4 Short term trim B1 Should be less than 10%
4 Long term trim B1 Should be less than 20% difference to Short term trim
4 Adv Ign Same as Adv Ign above
4 Boost Sensor Same as Boost Snsr above
5 CLT Temp Sensor Same as CLT Temp Snsr above
5 Engine Speed Same as Crank A sensor above
5 HO2S Bank 1 S1 Same as O2 Snsr above
5 HO2S Bank 1 S2 Same as rear O2 sensor above
5 Speed sensor Displays vehicle speed in Km/h

4G18P (M/T)
L B-W
Ignition 4 3
Ignition fail
Sw B-W sensor
St IG1 1 1 1 2 3 4
2 1
B-Y
Reverse
R-B Starter Sw
VSS 1
B-W
RPM Km/h Coil B
Coil A
3 4 4 1 Fuel
Wiring Diagrams
Engine 3 2 3 2
Pump
control M Idle control motor 3 2
relay Y B
relay A/C
1 2 2 3 Sw Alternator Diagnosis connectors
5
R-Y 521 3 4 6 4 7 1
G
W
W
W
W
L-W
B-L
LG-B
G-B
B-Y
LG
L-Y
R-Y
R
Y
Y

12 25 38 60 62 22 51 4 17 5 18 45 88 36 66 10 23 33 41 59 92 86
1 2 3 4 5 6 7 8 9 10 11 12 13 31 32 33 34 35 36 37 38 81 82 83 84 85 86 51 52 53 54 55 56 57 58 59 60 61
14 15 16 17 18 19 20 21 22 23 24 25 26 39 40 41 42 43 44 45 46 87 88 89 90 91 92 62 63 64 65 66 67 68 69 79 71 72
47
40 56 84 55 69 8 81 68 72 63 64 61 20 21 52 65 6 9 58 37 1 14 2 15 13 26
B
B
B
R
W
W
W
BR
L-Y
L-B
L-G
G-L
B-Y
Y-B
Y-B
R-Y
Y-R
Y-R
Y-R
Y-G
Y-G
G-W
G-W
BR-G
LG-W
A/C Immobiliser Radiator

Comp ECU Fan relays
relay
R-Y 5
B
13 2 4 13 2 4 3 2 1 1 3 2 4 2 1 2 3 1 4
Front O2 Rear O2 Crank angle Cam angle Coolant Throttle EGR Purge Inj 1 Inj 2 Inj 3 Inj 4
sensor sensor sensor sensor sensor position valve valve
P.S.P.S.
sensor Manifold pressure &
12 temperature sensors 12 5
Detonation
sensor
4G18P (A/T)
R-L
B-Y
B-W
L B-W
Ignition
Ignition 4 3
Sw St IG1 fail
B-Y sensor
2 1 1 1 1 2 3 4 4 3
R-B ELC4
B-W relay
RPM Km/h
3 4 4 1 Fuel B-L 2 1 Transmission
Engine Pump Coil A Coil B 8 10
control Inhibitor Sw 9 10 Valve body
relay M Idle control motor 3 2 3 2
relay
A/C
1 2 2 3 Sw Alternator B Diagnosis
R-Y 5 21 3 4 6 4 7 1 9 5 4 3 7 6 2 1
5 6 2 5 1 4 7 3
Starter
L
Y
W
L
Y
B-O
LG
B-L
L
R-L
R
W
L-W
R-Y
R-Y
LG-B
B-R
R
W
Y
G-B
Y
B-Y
Y-R
R
B-W
L-R
L-Y
Y
R
Y-R

41 47 49 66 98 21 14 28 15 29 20 43 22 80 8 54 11 12 113 85 84 110 122109 102 121108 101 58 50 77 89 130 106 120 107 129 124
1 2 3 4 5 6 7 8 41 42 43 44 45 46 71 72 73 74 75 76 77 101 102 103 104 105 106 107

9 10 1112 13 14 15 16 17 18 19 20 21 22 23 47 48 49 50 51 52 53 54 55 56 57 78 79 80 81 82 83 84 85 86 87 88 89 108 109 110 111 112 113 114 115 116 117 118 119 120
48
24 25 26 27 28 29 30 31 32 33 34 35 58 59 60 61 62 63 64 65 66 90 91 92 93 94 95 96 97 98 121 122 123 124 125 126 127 128 129 130
3 71 26 73 45 20 111 56 57 44 78 46 17 18 64 55 6 34 90 52 1 9 24 2 42 48 76 88 97 103 104 115
L
B
B
B
B
B
B
B
R
W
W
W
W
L-Y
L-B
Y-L
L-G
G-L
B-Y
R-Y
B-R
Y-B
Y-B
Y-R
Y-R
Y-G
Y-G
G-W
G-W
BR-G
LG-W
BR-W
A/C Immobiliser To radiator

Comp ECU fan relays
relay
R-Y 5
B
B
13 2 4 13 2 4 3 2 1 1 3 2 4 2 1 2 3 1 4 2 1 3 2 1 3
Front O2 Rear O2 Crank angle Cam angle Coolant Throttle EGR Purge Inj 1 Inj 2 Inj 3 Inj 4 Pulse Pulse
sensor sensor sensor sensor sensor position valve valve Generator Generator
sensor Manifold pressure & P.S.P.S. Kickdown
12 A B
temperature sensors 12 5 Sw
Detonation
sensor
Control Unit Voltages (Manual)
1 2 3 4 5 6 7 8 9 10 11 12 13 31 32 33 34 35 36 37 38 81 82 83 84 85 86 51 52 53 54 55 56 57 58 59 60 61
14 15 16 17 18 19 20 21 22 23 24 25 26 39 40 41 42 43 44 45 46 87 88 89 90 91 92 62 63 64 65 66 67 68 69 79 71 72
B-42 B-43 B-45 B-44

Pin No Wire code Circuit Check condition Standard Value
1 Y-L Injector 1 While engine is idling after having From 11 – 14 V drops
warmed up, suddenly depress the momentarily
accelerator pedal. (wave form 1)
2 L-G Injector 3 While engine is idling after having From 11 – 14 V drops
4 L-Y Step motor coil After the engine has started Battery V
during warm-up. ↓↑
0 – 6V (Wave form 2)
5 W Step motor coil After the engine has started Battery V
6 BR EGR solenoid Ignition switch: ON Battery voltage
While engine is idling suddenly From battery voltage
depress the accelerator. momentarily drops
(wave form 3)
8 G-W A/C • Engine: Idle speed Battery voltage or
compressor momentarily 6 V or more
relay • A/C switch: OFF → ON (A/C 0–3V
compressor runs)
9 Y-G Purge solenoid Ignition switch: ON Battery voltage
Running at 3000 RPM while 0–3V
engine is warming up
10 W Ignition coil 1 Engine: 3000 RPM 0.3 – 3.0 V
(wave forms 4 & 9)
12 R-Y B+ from relay Ignition OFF 0V
Ignition ON Battery voltage
13 B Earth (No 5) At all times 0V
14 Y-B Injector 2 While engine is idling after having From 11 – 14 V drops
15 LG-W Injector 4 While engine is idling after having From 11 – 14 V drops
17 Y Step motor coil After the engine has started Battery V
18 G Step motor coil After the engine has started Battery V
20 L Condenser fan Condenser fan not operating: Battery voltage
relay Coolant temp 90°C or less
Condenser fan operating: 0–3V
Coolant temp105°C or more
21 L-B Radiator fan Radiator fan not operating: Battery voltage
Radiator fan operating: 0–3V
22 B-L Fuel relay Ignition ON engine OFF Battery voltage
Engine cranking or running 0 –3 V

23 R-Y Ignition coil 2 Engine: 3000 RPM 0.3 – 3.0 V
(wave forms 4 & 9)
25 R-Y B+ via relay Ignition OFF 0V
33 L-W Alternator G • Engine: warm (radiator fan 2–3V
terminal OFF) to
• Headlamps: OFF → ON 3.5 – 4 V
• Rear defogger switch: OFF → (wave form 5)
ON ‘ON’ time increases
36 LG-B Check engine Ignition switch: OFF → ON 0 – 3 V to 9 – 13V after
lamp several seconds have
elapsed.
37 Y-B PSPS Engine idling, steering wheel Battery voltage
stationary.
Engine idling, steering wheel is 0–3V
turned.
38 R Control relay Ignition switch OFF Battery voltage
Ignition switch ON 0–3V
41 W Alternator FR • Engine: warm (radiator fan 7.5 – 8.2 V
terminal OFF) to
• Headlamps: OFF → ON 5–6V
ON Duty decreases
45 G-B A/C switch Engine idling A/C Switch OFF 0–3V
Engine idling A/C Switch ON Battery voltage
(A/C compressor is operating)
51 B-Y Starter Engine cranking 8 V or more
solenoid
52 R-W Air temp Ignition switch Air temp 0°C 3.2 – 3.8 V
sensor ON Air temp 20°C 2.3 – 2.9 V
Air temp 40°C 1.5 – 2.1 V
Air temp 80°C 0.4 – 1.0 V
56 W Rear O2 Engine: Running at 2,500 RPM. 0-0.8V
sensor after having warmed up. (Check (Changes repeatedly)
using a digital type voltmeter)
56 W Front O2 Engine: Running at 2,500 RPM. 0-0.8V
58 W Detonation Engine running At idle 0.03 V
sensor On snap 0.05 V
acceleration (wave form 7)
59 Y To 12 pin diagnosis plug
60 R-B Back-up power Ignition switch ON or OFF Battery voltage
61 G-L 5 V sensor Ignition switch ON 4.5 – 5.5 V
supply
62 B-W IG1 Ignition switch ON Battery voltage
63 Y-G Coolant Ignition ON Coolant 0°C 3.2 – 3.8 V
sensor Coolant 20°C 2.3 – 2.9 V
Coolant 40°C 0.3 – 1.9 V
Coolant 80°C 0.3 – 0.9 V
64 G-W TPS sensor Ignition switch Idle position 0.3 – 1.0 V
ON (ideal 0.7 V)
Full throttle 4.6 – 4.8 V

65 Y-R Boost sensor Ignition ON (altitude 0m) 3.7 – 4.3 V
Ignition ON (altitude 1200m) 3.2 – 3.8 V
Engine at idle speed 0.9 – 1.5 V
From idle speed, open the throttle From 0.9 – 1.5 V
Momentarily increases
66 O VSS • Ignition switch ON • 0 V or 12 V
(Vehicle speed • Move the vehicle • changes repeatedly
sensor) (wave form 8) frequency
increase with speed.
68 L-Y Cam angle Engine cranking 0.4 – 3.0 V
sensor Engine idling 0.5 – 2.0 V
(wave form 9)
69 BR-G Crank angle Engine cranking 0.4 – 4.0 V
(wave form 9)
70 5V
71 Battery voltage
72 B Sensor earth At all times 0V
81 Y-R Immobiliser
84 B-Y Rear O2 Engine: Idling after warming up 0-3V
heater Engine speed. 5,000 RPM Battery V
86 LG Diagnosis
control line
88 W Ignition Fail Engine running Wave form 10
sensor &
Tacho signal
90 R Front O2 Engine: Idling after warming up 0-3V
92 Y Diagnosis
Data line

Control Unit Voltages (Automatic)
1 2 3 4 5 6 7 8 41 42 43 44 45 46 71 72 73 74 75 76 77 101102 103104 105106107

9 10 1112 13 14 15 16 17 18 19 20 21 22 23 47 48 49 50 51 52 53 54 55 56 57 78 79 80 81 82 83 84 85 86 87 88 89 108109110111112113114115116117118119120
24 25 26 27 28 29 30 31 32 33 34 35 58 59 60 61 62 63 64 65 66 90 91 92 93 94 95 96 97 98 121122123 124125 126127128 129130
B-42 B-43 B-44 B-45
Pin No Wire code Circuit Check condition Standard Value

1 Y-L Injector 1 While engine is idling after having From 11 – 14 V drops
2 LG-W Injector 4 While engine is idling after having From 11 – 14 V drops
3 R Front O2 Engine: Idling after warming up 0-3V
6 BR EGR solenoid Ignition switch: ON Battery voltage
While engine is idling suddenly From battery voltage
depress the accelerator. momentarily drops
(waveform 3)
8 L-W Alternator G • Engine: warm (radiator fan 2–3V
terminal OFF) to
• Headlamps: OFF → ON 3.5 – 4 V
ON ‘ON’ time increases
9 Y-B Injector 2 While engine is idling after having From 11 – 14 V drops
11 W Ignition coil 1 Engine: 3000 RPM 0.3 – 3.0 V
(wave forms 4 & 9)
12 R-Y Ignition coil 2 Engine: 3000 RPM 0.3 – 3.0 V
(wave forms 4 & 9)
14 L-Y Step motor coil After the engine has started during Battery V
warm-up. ↓↑
15 W Step motor coil After the engine has started during Battery V
warm-up. ↓↑
17 L Condenser fan Condenser fan not operating: Battery voltage
18 L-B Radiator fan Condenser fan not operating: Battery voltage
20 G-W A/C • Engine: Idle speed Battery voltage or
compressor momentarily 6 V or more
relay • A/C switch: OFF → ON (A/C 0–3V
compressor runs)
21 B-L Fuel pump Ignition ON engine OFF Battery voltage
relay Engine cranking or running 0–3V
22 LG-B Check engine Ignition switch: OFF → ON 0 – 3 V to 9 – 13V after
lamp several seconds have
elapsed.
24 L-G Injector 3 While engine is idling after having From 11 – 14 V drops
26 B-Y Rear O2 Engine: Idling after warming up 0-3V
heater Engine speed 5,000 RPM Battery V

28 Y Step motor coil After the engine has started during Battery V
warm-up. ↓↑
29 G Step motor coil After the engine has started during Battery V
warm-up. ↓↑
34 Y-G Purge solenoid Ignition switch: ON Battery voltage
Running at 3000 RPM while engine 0–3V
is warming up
43 W Ignition fail Engine running Waveform 10
sensor &
Tacho signal
44 Y-G Coolant Ignition ON Coolant 0°C 3.2 – 3.8 V
sensor Coolant 20°C 2.3 – 2.9 V
Coolant 40°C 0.3 – 1.9 V
Coolant 80°C 0.3 – 0.9 V
45 BR-G Crank angle Engine cranking 0.4 – 4.0 V
(waveform 9)
46 G-L 5 V sensor Ignition switch ON 4.5 – 5.5 V
supply
49 R Engine control Ignition switch OFF 12 – 13 V
relay (a) Ignition switch ON 0–3V
50 L-R ELC4 relay Ignition switch ON (no trans codes) 0–3V
control Ignition switch ON (trans codes) 12 – 13 V
52 Y-B PSPS Engine idling, steering wheel Battery voltage
stationary.
Engine idling, steering wheel is 0–3V
turned.
54 W Alternator FR • Engine: warm (radiator fan 7.5 – 8.2 V
terminal OFF) to
• Headlamps: OFF → ON 5–6V
ON Duty decreases
55 Y-R Boost sensor Ignition ON (altitude 0m) 3.7 – 4.3 V
Ignition ON (altitude 1200m) 3.2 – 3.8 V
Engine at idle speed 0.9 – 1.5 V
From idle speed, open the throttle From 0.9 – 1.5 V
Momentarily increases
56 L-Y Cam angle Engine cranking 0.4 – 3.0 V
(waveform 9)
57 B Sensor earth At all times 0V
58 B-R Starter Engine cranking 8 V or more
solenoid
64 R-W Air temp Ignition switch Air temp 0°C 3.2 – 3.8 V
sensor ON Air temp 20°C 2.3 – 2.9 V
Air temp 40°C 1.5 – 2.1 V
Air temp 80°C 0.4 – 1.0 V
66 R-B Back-up power Ignition switch ON or OFF Battery voltage

71 W Front O2 Engine: Running at 2,500 RPM. 0-0.8V
77 R-L Power from Ignition switch OFF 0V

ELC 4 relay
Ignition switch ON (no trans codes) Battery voltage
78 G-W TPS sensor Ignition switch Idle position 0.3 – 1.0 V

ON (ideal 0.7 V)
Full throttle 4.6 – 4.8 V
80 O VSS • Ignition switch ON • 0 V or 12 V
(To Speedo) • Move the vehicle • changes repeatedly
(waveform 8)
83 G-B A/C switch Engine idling A/C Switch OFF 0–3V
Engine idling A/C Switch ON Battery voltage
(A/C compressor is operating)
84 LG Diagnosis
control line
85 Y Diagnosis data
line
89 R B+ from ELC4 Ignition switch OFF 0V
relay Ignition switch ON Battery voltage
90 W
98 B-W Power supply Ignition switch OFF 0V
Ignition switch ON 0V
101 B-Y P signal Selector lever position: P Battery voltage
Selector lever position: other than 0V
above
102 Y-R D signal Selector lever position: D Battery voltage
above
103 W PGA Measure between terminal 103 and Wave form 8
earth.
Engine: 2000RPM
Selector lever position: 3
104 B PGB Measure between terminal 104 and Wave form 8
earth.
Engine: 2000RPM
Selector lever position: 3
106 R-Y 2nd solenoid Selector lever position: 2 (2nd gear) Battery voltage
Selector lever position: P Approx. 7-9 V
107 Y DCCSV Selector lever position: L (1st gear) Battery voltage
Selector lever position: 3 (50km/h in Other than battery
3rd gear) voltage
108 R-L R signal Selector lever position: R Battery voltage
above
109 L D3 signal Selector lever position: 3 Battery voltage
above

110 B-W DL signal Selector lever position: L Battery voltage
above
111 Y-R Immobiliser
113 Y To spare diagnosis connector
115 BR-W K/D switch Full throttle 0V
Less than full throttle 12 V
120 R U/D solenoid Selector lever position: D (1st gear) Battery voltage
121 B N signal Selector lever position: N Battery voltage
above
122 R D2 signal Selector lever position: 2 Battery voltage
above
123 G
124 Y Trans oil temp ATF temperature: 25°C 3.8 – 4.0 V
ATF temperature: 80°C 2.3 – 2.5 V
129 Y-L L/R solenoid Selector lever position: D (1st gear) Battery voltage
Selector lever position: D (2nd gear) Approx. 7-9 V
130 L O/D solenoid Selector lever position: D (3rd gear) Battery voltage

Standard Waveforms
The following waveforms are realtime screen captures from the 4G18P engine family.
The explanation alongside each waveform will assist the technician in understanding
each waveform.
Waveform 1
Injector drive signal
The injector opening time will increase as the

engine throttle is raced. The pattern will disappear Solenoid back EMF
briefly during deceleration when the throttle is
closed and the engine RPM is high.
Power supply
Injector opening time
Waveform 2
Stepper motor coil

Back EMF Supply voltage
Engine idling during warm-up, or when load is
applied to the engine when idling.
Motor operating

Back EMF
Waveform 3 Supply voltage
EGR solenoid
Coolant temperature above 60°C

Engine speed above 2000RPM
Duty cycle signal
Transistor ON
Solenoid ON
Waveform 4
Power transistors
Transistor ON
Each ignition coil has its own power transistor,
viewed on a dual trace scope the two waveforms
should appear identical but offset from each other.
Waveform 5 Waveform 6
Alternator G terminal Alternator FR terminal
As electrical load increases the As the electrical load increases the

ON time increases duty cycle decreases.

Waveform 7
Detonation sensor
Spike
Engine running: at idle Engine running: snap acceleration.

Shows the normal voltage Vibrations in the engine amplify the
produced by the detonation detonation sensor signal. The
sensor. spikes indicate to the ECU the
need to retard the ignition timing.
Waveform 8
Vehicle speed sensor
When the vehicle is stationary this signal will

not appear, the scope will either show a 0 V or
12 V flat line.
As the vehicle moves this waveform will appear
The duty cycle is fixed at 50%.
The frequency will increase with road speed.

Waveform 9
Crank & Cam angle signals Crank, Cam & power transistor signals
1 3 4 2
1 3 4 2
1 4 1
Crank Angle sensor

Pin 69 (M/T) Ign coil 2 Ign coil 2
Pin 45 (A/T)
1 4 1 Ign coil 1 Ign coil 1
Cam Angle sensor

Pin 68 (M/T)
Pin 56 (A/T)
For both of these signals 5V is The screen capture above shows the
supplied by the ECU to the sensor, relationship between the crank and cam
which switches the signal to ground to angle sensors and the ignition coil
create the waveform. power transistors.
Both signals must be present for the
engine to run.
Waveform 10
Ignition fail sensor & tacho signal
Pin 2 of Ignition fail sensor,

Output to ECU & Tacho
Pin 3 of Ignition fail sensor,

power supply to ignition coils

Diagnosis Procedures
1. Gather information from the driver of the vehicle.
2. Connect the PDT 2000 to the vehicles diagnostic connector.
Check the following:

• Readiness Test for completion of monitor functions. This is to ensure that prior to
your diagnosis the ON-Board monitors functions have been completed and
therefore logged a DTC if a malfunction was detected.
• Fault codes, warning lamp was illuminated. This will tell you if a fault was
detected in 2 consecutive drive cycles or in the case of a major fault 1 drive cycle.
• Provisional DTC, warning lamp not illuminated. This will tell you if a fault has been
detected in a single drive cycle and has not yet set a fault code.
• Freeze frame Data. To view the sensor information for the drive conditions when
the fault occurred.
• After recording all information for future reference, erase all codes.
3. Check the dynamic display of the PDT 2000 to check for correct input and output
response.
4. When a system, component or circuit has been identified as incorrect, check the
wiring and connectors for loose pin fit and voltage drop as well as the component.
5. After repairs have been completed carry out the required drive cycle to recreate the
same conditions under which the fault occurred, as indicated by the freeze frame
data.
6. After returning from the final road test, even if the warning lamp did not illuminate you
must check for provisional DTC. This is because most fault codes must be detected
in 2 consecutive drive cycles before the warning lamp will be illuminated.
Note:
If during the course of working on the vehicle the battery has been disconnected, a
component was replaced/adjusted or the wiring to components have been disconnected
whilst the ignition switch was in the ON position the ECU will need to relearn the sensors
and its programming via the following procedure prior to roadtesting.
• Disconnect the battery negative for at least 5 minutes, to erase the keep alive
memory.
• With the ignition switch in the OFF position reconnect the battery negative terminal.
• With the throttle in the closed position, turn the ignition switch to the ON position and
leave it ON for 60 seconds.
• Start the engine and allow the engine RPM to stabilise before taking the vehicle out
on its road test.

Drive Cycles
For oxygen Sensor & Catalytic converter
5 minutes or more
Vehicle 100 km/h or more
Speed 5 minutes or more
60 - 80 km/h
Stopping &
braking
permitted
Time
Engine Ignition
start OFF
For the fuel trim monitor
15 minutes or more
Vehicle 80 - 110km/h
Speed
Stopping & braking

permitted
Time
Engine Ignition
start OFF

Feedback monitor
5 minutes or more
Vehicle 100 - 120km/h
Speed
Stopping & braking

permitted
Time
Engine Ignition
start OFF
Component Monitors
5 minutes or more
Vehicle 60 km/h or more
Speed
Stopping & braking 30 seconds or

permitted more engine
idling in N.
Time
Engine Ignition
start OFF

4 G 18 PWaja MMC

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TECHNICAL TRAINING

Components & Input Signals ...................................................................................... 9

PDT 2000 Communication........................................................................................ 45

Wiring Diagrams ....................................................................................................... 47

Diagnosis Procedures .............................................................................................. 60

• Component operation information.

• Testing procedures using the PDT 2000.

• E OBD information and monitoring methods.

• Control unit pin out information and waveforms.

• General diagnostic procedures.

4G18P E OBD engine management 02/02 1

• Power supply • Engine control relay

4G18P E OBD engine management 02/02 2

Idle Control Servo

Crank angle sensor

4G18P E OBD engine management 02/02

Fuel pump relay

Component locations (under vehicle)

Rear oxygen sensor

4G18P E OBD engine management 02/02 4

Pressure from the

Fuel Pressure Fuel Filter

Plastic fuel lines with quick

4G18P E OBD engine management 02/02 5

The fuel pump is an impeller type pump

The fuel pump assembly is located in

The fuel level sender is integrated into

A relief valve is incorporated into the

4G18P E OBD engine management 02/02 6

Mounted on the fuel rail the fuel pressure

Fuel entering the regulator from the fuel

Fuel pressure specifications:

Engine Idle Wide open throttle

4G18P E OBD engine management 02/02 7

The CDH210 injector is a new design. It doesn’t use a

Fuel is supplied from the fuel rail and is filtered by a fine

Fuel flow control

Injector solenoid resistance is 13 - 16Ω at 20°C.

4G18P E OBD engine management 02/02 8

Crank Angle Sensor

The crank angle sensor is a magnetic Hall effect ECU

the crankshaft timing belt sprocket.

The ECU supplies a 5 volt signal to the sensor

Cam Angle Sensor

The ECU supplies a 5 volt signal to the sensor

when No1 piston is at TDC of its compression

This signal is used in conjunction with the crank Sensor

4G18P E OBD engine management 02/02 9

and is used by the ECU to determine engine

Intake Air Temperature Sensor

4G18P E OBD engine management 02/02 10

This thermistor type sensor produces a voltage

When the engine is cold the engine control unit uses

Sensor Voltage Sensor Resistance Coolant Temperature

Code PO115 will be set:

Failsafe operation (when the check engine light is on)

4G18P E OBD engine management 02/02 11

Located on the side of the throttle valve assy, the

The engine control unit uses this signal for:

The voltage signal at terminal 2 should range:

Failsafe operation (when the check engine light is on)

4G18P E OBD engine management 02/02 12

The Waja model uses an electronic speedo that is driven by: