YD25

DIRECT INJECTION

DIESEL ENGINE
 CONTENTS

1. YD25 OUTLINE .................................................................... 1

2. ENGNE MECHANICAL SYSTEM......................................... 5

1) CYLINDER BLOCK ......................................................... 8
2) PISTON AND PISTON RING .......................................... 9
3) CONNECTING ROD ..................................................... 11
4) CRANKSHAFT .............................................................. 11
5) REAR OIL SEAL AND .................................................. 11
REAR OIL SEAL RETAINER
6) OIL PAN......................................................................... 12
7) CYLINDER HEAD AND HEAD BOLT............................ 12
8) CYLINDER HEAD GASKET .......................................... 13
9) CAMSHAFT ................................................................... 14
10) ROCKER COVER.......................................................... 14
11) TIMING CHAIN .............................................................. 15
12) FRONT AND REAR TIMING CHAIN CASE .................. 16
FRONT OIL SEAL
13) CRANK PULLY AND BOLT........................................... 17

3. LUBRICATION SYSTEM .................................................... 18

4. COOLING SYSTEM............................................................ 20

5. AIR INTAKE AND EXHAUST SYSTEM.............................. 21

1) INTAKE MANIFOLD AND GASKET .............................. 21
2) EXHAUST MANIFOLD, COVER AND GASKET ........... 21
3) CATALYST CONVERTER............................................. 22

6. OTHERS ............................................................................. 22
1) ACCESSORY BELT AND BELT TENSIONER.............. 22
2) FLYWHEEL ................................................................... 22
7. ENGINE CONTROL SYSTEM............................................ 23
1) CONTROL SYSTEM OUTLINE..................................... 23
2) ECCS-D COMPONENT PARTS.................................... 26
3) FUEL INJECTION CONTROL ....................................... 33
4) FUEL INJECTION TIMING CONTROL ......................... 36
5) AIR CONDITIONING CUT CONTROL .......................... 36
6) FUEL CUT CONTROL................................................... 36
7) EGR SYSTEM CONTROL............................................. 37
8) GLOW PLUG CONTROL .............................................. 38
9) ON BOARD DIAGNOSTIC SYSTEM ............................ 38
10) FAIL-SAFE SYSTEM..................................................... 39
 YD25 DIESEL ENGINE

1. OUTLINE
The new YD25 diesel engine is the compact high speed direct injection diesel engine
which has improved the power and the low noise operation, and reduced black smoke
and emission control performance including NOx while maintaining good fuel con-
sumption rate of the conventional direct injection diesel engine.

YD25
Cylinder arrangement In-line 4
Displacement cm3 (cu in) 2,488 (151.82)
Bore and stroke mm (in) 89 x 100 (3.504 x 3.937)
Valve arrangement DOHC
Firing order 1-3-4-2
Compression 2
Number of piston rings
Oil 1
Number of main bearings 5
Compression ratio 18.0

1
MAJOR TECHNOLOGIES USED IN THE YD ENGINE

Effect
Technology employed
Exhaust gas Noise and
Output Fuel economy
cleaning vibration
Direct injection system
4-valve system
Turbocharger with inter-cooler
Electronic control high pressure fuel injec-
tion pump
Multi-injection high pressure nozzle
2-stage opening pressure nozzle
Light-weight piston
Reentrant combustion chamber
Center nozzle
6 head bolts
Oxidation catalyst
Electronic control EGR valve
Aluminum oil pan integral with gusset
Aluminum front cover soft mount
Rocker cover soft mount

2
1) HIGH PRESSURE FUEL INJECTION PUMP
The adoption of a high-pressure fuel injection
pump improves atomization of the fuel spray
to make the fuel more readily combustible,
resulting in greater power output and com-
bustion characteristics that tend not to form
soot.

2) OPTIMIZING THE FUEL INJECTION TIMING

The fuel injection has conventionally been
started much before the top dead center
(TDC). Starting this fuel injection around the
TDC (delaying the injection timing) allows
combustion when the compressed pressure
goes down after compression stroke. In this
way, the combustion starting pressure can be
minimized. Injection at this timing does not
lead to immediate ignition. Sufficient time is
allowed for vaporization of fuel can achieve DEMRB02

premixed combustion.

3) LARGE EXHAUST GAS RECIRCULATION (EGR)

Premixed combustion which is performed at a time increases the combustion tem-
perature and the NOx concentration. It also increases the combustion noise. To
reduce the combustion noise and the NOx, large EGR slows down the combustion
and the temperature increase after ignition.

3
4) 4 VALVE SYSTEM
DOHC (Double OverHead Camshaft) design
is utilized to improve engine performance.
The intake port consists of independent dual
ports; the tangential port and the helical port
for each cylinder.

DEMRB03

4
2. ENGINE MECHANICAL SYSTEM

DEMRB04

5
 DEMRB05

6
 DEMRB06

7
1) CYLINDER BLOCK
• The cylinder block is made of cast
iron.
• To improve strength and stiffness,
use of the most appropriate ribs for
reinforcement and cone shaped
flanges for mounting of the transmis-
sion makes the rear plate obsolete.
This also improves the mounting stiff-
ness for the transaxle.

DEMRA06A

• The oil gallery for the oil jets is

mounted on the cylinder block. It sup-
plies oil to the oil jets at each cylinder
to cool the pistons directly.
• The oil relief valve is mounted at the
oil gallery outlet for the oil jets to cen-
trally control the oil pressure.
DEMRB07

DEMRB08

Relief valve opening pressure (MPa) {kg/cm2} 0.15 {1.5}

8
2) PISTON AND PISTON RING
• The reentrant type combustion chamber is
used at the piston crown to optimize the com-
bustion with improved swirl effect.
• The cooling channel is mounted on the piston
to reduce the piston temperature. The ther-
mal flow type piston is also used.
• Trager is cast-in at the top ring groove to
improve wear resistance of the piston DEMRB10

groove.
• The taper pin boss shortens the piston pin
length. The piston skirt shape and the thin
wall thickness reduces the weight of the pis-
ton for improvement of vibration and noise.
• The fitting between the piston pin and the
con-rod is the full floating type.

DEMRA11

YD25
Standard diameter (mm) ȭ 89.0
Overall height HD (mm) 80.0
Piston Compression heightHC (mm) 48.83
Pin hole diameter d (mm) ȭ28.0
Material Aluminum alloy
Outer diameter x
ȭ28 x 14 x 61
Piston pin Inner diameter x Length (mm)
Material Special carbon steel

9
Piston ring
• 3 piston rings are used.
• Full nitriding is performed on the top ring and
the oil ring to improve durability.
• The inner cut type second ring is used to
reduce oil consumption.
Top ring B x T (mm) 2.0 x 3.1
Second ring B x T (mm) 2.0 x 3.5
Oil ring B x T (mm) 3.0 x 2.0

DEMRB13

[Servicing]
Install piston rings using piston ring expander (Be extremely careful to avoid any
damage to the piston.)
- Install top ring and second ring with the punched surface facing
upward.
- Install rings so that three closed gap position 120 degree apart one
another.
- Closed gaps do not need to face in a specific directions, as long
as each are positioned 120 degree apart.

10
3) CONNECTING ROD
• The small end of the con-rod is cut to a
tapered shape to reduce the weight.
• Angle tightening (tightening in the plastic
region) is used to tighten the con-rod nut.
• The con-rod bearing is selected for assem-
bly to obtain appropriate clearance on the
con-rod.

YD25
Distance between centers L(mm) 154.5
Large end inner diameter x width D x B (mm) I55 x 26.8
Con-rod
Small end (bush) inner diameter x d x b (mm)
I28 x 26.8
width
Screw size M9 x 1.0
Con-rod bolt
Length under head (mm) 58.5
Con-rod bear- Inner diameter I 52
ing Width 23.0

4) CRANKSHAFT
• The forged crankshaft is supported with 8
counterweights and 5 bearings.
• Fillet roll machining is provided at both ends
of the journal and the pin to improve the
fatigue strength.

Main bearing cap and

main bearing
• 5 bearings are used for the support.
• Angle tightening (tightening in the plastic
region) is used to tighten the main bearing
cap.
• The main bearing is selected for assembly to
obtain appropriate clearance for the crank
journal.

5) REAR OIL SEAL AND REAR OIL SEAL

RETAINER
• The integrated type retainer which is directly mounted on the cylinder block is
used.
• Fluoro rubber is used at the oil seal lip to improve oil resistance and durability.
• Liquid gasket is used for sealing of the cylinder block.

11
6) OIL PAN
• The two piece oil pan with aluminum alloy and steel is used.
• The shallow part of the oil pan has a double bottom. A straightening vane is also
mounted (to ease oil flow into the deep part). This prevents entry of air into the
engine oil and reduces drop of oil pressure at a sharp turn.
• A bridge is mounted at the deep part opening of the oil pan to improve stiffness.
• The gusset is integrated into the oil pan to improve stiffness when jointed to the
transaxle. It also contributes to reduction of vibration and noise.

7) CYLINDER HEAD AND HEAD BOLT

• The material is aluminum alloy.

• The layout for intake/exhaust ports is
cross-flow type. The intake and
exhaust valves are translating type 4
valve DOHC with the small valve angle
around the injection nozzle. (Intake/
exhaust valves are laid out in parallel.)
The drive system of the camshaft is the
2-stage chain system.
• The intake port consists of independent
ports; the helical port and the tangential DEMRB03

port. The exhaust port is the Siamese

port with different sizes.
• The injection nozzle is installed at the center of the piston (combustion chamber)
to improve the combustion efficiency. The L shaped injection nozzle is used and
the injection nozzle tube is connected through the hole on the cylinder head (right
side).

12
 • The hole for the fuel pipe (fuel spill tube) is mounted on the cylinder head (right
side) to improve maintenance accessibility (removal/reassembly of rocker cover).
• The glow plug is directly mounted on the cylinder head. It is protruding from the
bottom of the cylinder head.
• The vacuum pump mounting flange is mounted at the rear of the cylinder head.

Cylinder head bolt

• 6 bolts are used per cylinder to improve stiffness.
• The bolt is the socket hexagonal type integrated with the washer and the size is
M11 x 1.25. The tightening method is 5 stages; 2 tightening and 3 angle tightening
(tightening in the plastic region). This makes the tightening axial force uniform and
constant.

8) CYLINDER HEAD GASKET

• Reliable 3-layer metal gasket is used to withstand the high power.
• Cylinder Head Gasket Selection
The cylinder head gasket selection is required to maintain engine performance.
When the following parts have been repaired/replaced:
- With cylinder block upper surface and/or crankshaft pin journal ground.
- With cylinder block, pistons, connecting rods, and/or crankshaft replaced.

[Servicing]
Gasket thickness can be identified at the location shown in the figure by the
numbers of cut-outs.

13
 9) CAMSHAFT
• Characteristics such as valve timing and cam
lift are optimized to improve the output perfor-
mance, idling stability and fuel consumption.
• Cams for operation of intake and exhaust
valves are alternatively mounted on a single
camshaft.

DEMRB13A

[Servicing]
When install the cam shaft, the knock pins are
positioned in the directions shown in the figure.

Camshaft bracket
• One camshaft is supported at 5 points to
improve stiffness.
• The left and right camshafts are installed as
one piece on each bracket to reduce the
weight.

Cam sprocket
• The sprocket is compact with the 2-stage chain system.
• The sprockets are common for the left and right camshafts. They have the dowel
pin key groove and the match mark for the valve timing.

10) ROCKER COVER

• Aluminum die cast single piece product is used.The mass damper is used on top
of the rocker cover surface. The full floating structure with the T-shaped rubber
gasket for the rocker cover and the rubber washers for mounting bolts is also used
to reduce noise of the valve system.
• The blowby connector is mounted on the rocker cover and the separator for air
and fuel installed in the rocker cover.

14
11) TIMING CHAIN
• The 2-stage chain system (primary and secondary stages) is used on the DOHC
mechanism to transmit the power from the crankshaft to the camshaft.
• The camshaft directly operates the intake and the exhaust valves.
• The high pressure fuel injection pump is driven together with the power steering
pump through the primary timing chain.
• Both the primary and the secondary chains use double chains with high stiffness
and durability for links and pins to improve reliability.

Crank sprocket Number of teeth 24

Injection pump sprocket (large end side) Number of teeth 48
Injection pump sprocket (small end side) Number of teeth 19
Cam sprocket Number of teeth 19
Primary timing chain Number of links 94
Secondary timing chain Number of links 92
Between crank sprocket and injection pump sprocket 18
Number of links between timing marks Between injection pump sprocket and cam sprocket (left side) 21
Between cam sprocket (left side) and cam sprocket (right side) 5

15
 Chain guide and chain slack guide
• The chain guide and the chain slack guide are installed on the primary and the
secondary timing chains.
• Each chain tensioner pushes the chain slack guide to give tension on the chain.

Chain tensioner
• The check ball type chain tensioners that push the slack guide with the engine
hydraulic pressure and the spring pressure are used on the primary and the sec-
ondary timing chains.
• The plunger of the chain tensioner at the secondary chain is mounted downward.
The O ring groove and the O ring are mounted so that oil pressure is maintained
when the engine is left standing for a long time.

Injection pump sprocket

• The sprocket has the match mark of the valve timing for both the primary and the
secondary chains. It is designed for installation on the injection pump shaft.

Crank sprocket and oil pump drive spacer

• The crank sprocket has the key groove and the match mark of the valve timing.
• The oil pump drive spacer has the key groove.

12) FRONT AND REAR TIMING CHAIN CASE,

FRONT OIL SEAL
• The timing chain case is made of aluminum
alloy for front and rear.
• The front oil seal uses fluoro rubber at the lip
to improve oil resistance and durability.
• Liquid gasket is used at the joint between the
cylinder block or the cylinder head and the DEMRB14

rear case.
• The floating structure with the T-shaped rubber gasket for assembly of the rear
case and the front case and the rubber washers for mounting bolts is used. The
mass damper that restricts membrane vibration is used in the front case to reduce
noise of the timing chain system.
• Mounting flanges for the injection pump, the oil pump and the power steering
pump are mounted on the timing chain case.

16
13) CRANK PULLEY AND BOLT
• The 2-stage pulley with the torsional damper
which reduces torsional vibration of the crank-
shaft is used.
• Window in the casting is provided at the hub to
reduce the pulley weight and the radiation
noise.

DEMRB15

[Servicing]
Angle tightening is used for the crank pulley
to maintain uniform tightening torque. To
improve accessibility, the angle marks are
provided every 60 degrees at the bolt head.

17
3. LUBRICATION SYSTEM
• The oil pump built into the front cover is operated with the crankshaft.
• The element replacement type oil filter that meets environment regulations is used.

LUBRICATION SYSTEM DIAGRAM

18
1) OIL PUMP
• The inner gear type oil pump built into the front cover which is operated together
with the crankshaft through the drive spacer is used.
• The AFC rotor type is used for the gear tooth shape to reduce the pump operation
loss and the noise.
Oil pump revolution (rpm) 600 2000 6000
Discharge pressure (MPa {kg/cm2}) 0.1 [approx. 1] 0.29 [3] 0.39 [approx. 4]
Discharge volume (l/min) 4.7 or more 16.5 or more 51.0 or more
Regulator valve opening pressure
0.59 [6.0]/2000rpm
(MPa {kg/cm2})/oil pump revolution
Note: Oil pump performance (oil: 10W-30, oil temperature: at 80ºC)

2) OIL STRAINER
• The microphone type strainer which is directly installed on the oil pump is used.
• The metal gasket is used at the mounting part for the oil strainer.

3) OIL COOLER
• The water cooling 7-stage oil cooler is directly installed on the cylinder block to
improve the oil temperature performance.
• The relief valve of the oil cooler is installed on the cylinder block. It maintains the
main gallery oil pressure if clogging occurs.
Relief valve opening pressure (MPa {kg/cm2}) 0.15 {1.5}

4) OIL FILTER BRACKET

• The oil filter bracket is installed on the cylinder block.
• The relief valve of the oil filter is installed on the oil filter bracket. It maintains the
main gallery oil pressure if clogging occurs.
Relief valve opening pressure (MPa {kg/cm2}) 0.10 {1.0}

5) OIL FILTER
• The element replacement type oil filter is
used. (The cartridge type has been used.)
• Items to be replaced in the oil filter are the oil
filter element and the O ring. (The oil filter
body is not replaced.)

DEMRB26

19
4. COOLING SYSTEM
• Coolant temperature is controlled at the inlet.
• The water pump gasket is a metal gasket.

20
5. AIR INTAKE AND EXHAUST SYSTEM
• The intake manifold is changed to the independent dual ports.
• The variable nozzle turbocharger with the air-cooled intercooler and the electronic
controlled EGR for large flow are used. Electronic control of these parts improves
the power and the torque of the direct injection diesel engine and reduces black
smoke.

1) INTAKE MANIFOLD AND GASKET

DEMRB27

• Independent dual ports, the tangential port and the helical port, are installed for
each cylinder to improve combustion.
• The metal gasket with rubber coating is used.

2) EXHAUST MANIFOLD, COVER AND GASKET

• The cast iron exhaust

manifold with the short
branch and the single port
is used.
• The anti-vibration type
cover with 2 different
thickness steels is used.
• The metal gasket using
stainless steel as the
base metal is used.
DEMRB28

21
 3) CATALYST CONVERTER
• Oxidation catalyst for the diesel engine is used.
• The mounting position is the turbine housing of the turbocharger.
• Diffuser is installed at the bottom of the catalyst converter.
Structure Monolith (ceramic)
Capacity (l) 1.3
Catalyst rare metal Platinum
Mounting position Outlet of turbocharger

6. OTHERS
1) VACUUM PUMPACCESSORY BELT AND
BELT TENSIONER
• 2 types of low edge V belt is used for driving
accessories.
• The belt tensioner is the adjusting bolt type.
• Visually inspect all belts for wear, damage, or
cracks on contacting surfaces and edge areas.

[Servicing] DEMRB19
Before inspecting the engine, make sure the
engine has cooled down; wait approximately 30 minutes after the engine has been
stopped.

2) FLYWHEEL
• The flywheel integrated with the signal plate for detection of the crank angle is
used. The crank angle is detected with the magnetic TDC sensor.

[Servicing]
To prevent magnetization of the signal plate, do not put a part or tool such as a
magnet that generates magnetic flux near the signal plate. Do not touch the signal
plate.

22
7. ENGINE CONTROL SYSTEM
1) CONTROL SYSTEM OUTLINE
The ECCS-D control module transmits signals such as the target fuel injection
amount, target fuel injection timing, engine speed, etc. to the injection pump control
unit, and receives signals such as the pump speed, fuel temperature, etc. from the
injection pump. Through these signal communications, the injection pump controls
the spill valve and timing control valve to achieve an optimized amount and timing of
the fuel injection

ECM function Description

Fuel injection control Engine control module controls the spill valve in the injection pump, and
changes the time when the valve is closed to control the injection
amount.
Fuel injection timing Engine control module adjusts the pressure in the timer piston high pres-
control sure chamber with the servo valve, and obtains a certain balance with
the timer spring force to control the injection timing.
Fuel cut control When the engine speed is above specified rpm with no load, fuel will be
cut off after some time.
Glow system control ECM controls the current to flow through the glow plug via the glow relay
according to the engine condition.
On board diagnostic In order to simplify trouble diagnosis, a self-diagnosis system is included
system and the diagnosis system has been made compatible with CONSULT-II.
EGR volume control The opening of the by-pass passage in the step motor type EGR volume
control valve changes to control the flow rate. The opening of the valve
varies for optimum engine control. The optimum value stored in the ECM
is determined by considering various engine conditions.
Cooling fan control Turns cooling fan relay ON-OFF according to vehicle speed, coolant tem-
perature and air conditioning signals.
Air conditioning cut Turn air conditioning relay OFF and reduces the load on the engine when
control accelerating.

23
ECCS-D SYSTEM DIAGRAM

SEC239D

24
ECCS-D CIRCUIT DIAGRAM

25
 2) ECCS-D COMPONENT PARTS
(1) Electronic control high pressure fuel injection pump
The electronic control high pressure fuel injection pump incorporates the control
unit and performs the fuel injection control by the real-time communication (signal
exchange) between the ECCS-D control module and the injection pump control
unit.

Major improvement in engine

Purpose Major new mechanism
performance
Higher pressure • Radial double plungers • Reduced smoke
• Improved output
Optimized injection • Injection control by communica- • Improved exhaust perfor-
control tion mance
• Injection amount control by time • Improved driveability
control
• Electronic control servo valve
timer
Reduced dispersion • Injection amount compensation • Reduced dispersion of per-
of injection amount map formance

DEMSB01

26
 DEMSB03

Fuel injection control

When the spill valve turns off, the needle is
pushed back by the return spring, the fuel pas-
sage is opened, and the fuel sent from the feed
pump flows into the high pressure passage.
At this time, because the pressure feed of the
fuel to the injection nozzle is prevented by the
cam which has not lifted, no fuel is injected.

When the spill valve turns on, the needle

pushes the return spring, and the fuel passage
is closed.
When the cam lifts under this condition, the
fuel is pressure-fed to the injection nozzle, and
the fuel is injected.

The higher pressure can be obtained by the adoption of the double plungers. The
plunger arrangement has been changed from the conventional axial arrangement
(axial plunger) to the radial arrangement (radial plunger).

27
As shown in the figure on the right, when the
cam lifts, and the spill valve turns on, the
needle lifts to inject fuel. Therefore when the
spill valve is turned off, no fuel is injected
even if the cam has lifted.
Because the injection amount is determined
by the pressure feed period, injection amount
is controlled by changing the time when the
spill valve turns on.

Fuel injection timing control

The timing control valve installed in the injection pump controls the timer piston to
change the fuel injection timing. For the timer piston, the servo valve timer has been
adopted to improve the response and stability.

When the timing control valve turns off (closed), the slider moves in accordance
with the rod movement to the position shown in the figure on the right, and the inlet
to the high pressure chamber is opened. Pressure in the high pressure chamber is
increased, and the timer piston moves in the direction to advance (figure on the
right) until the inlet of the high pressure chamber is closed by the slider.
When the timing control valve turns on (opened), the slider moves in accordance
with the rod movement to the position shown in the figure on the left, and the outlet
of the high pressure chamber is opened. Pressure in the high pressure chamber is
decreased, and the timer piston moves in the direction to retard (figure on the left)
until the outlet of the high pressure chamber is closed by the slider.
The control signals from the injection pump control unit are ON-OFF duty signals.
The longer the OFF time becomes, the larger the advance becomes, and the longer
the ON time becomes, the larger the retard becomes. Therefore by changing the
ON-OFF duty ratio, the desired advance can be obtained, and the fuel injection tim-
ing is controlled.

28
(2) Injection nozzle
The multi-hole injection nozzle with 2 stage opening
pressure is adopted. This 2 stage opening reduces
combustion noise particularly in the idle and part-
engine load ranges.
The conventional type of injection nozzle has only
one spring in it for only one single stage opening. The
injection nozzle for the new direct injection diesel
engines include two springs which are located one
behind the other.
The injection nozzle is installed with the injection noz-
zle support.

DEMSB11

Operation
At first, only one of these springs
has an influence on the nozzle nee-
dle and as such defines the primary
opening pressure. The second
spring is in contact with a stop
sleeve which limits the needle’s ini-
tial stroke.
When injection nozzle strokes take
place which are in excess of the ini- DEMSB12
tial stroke, the stop sleeve lifts and
both springs will have an effect upon the nozzle needle.
During the actual injection process, the nozzle needle only opens the initial amount.
This permits only a small amount of fuel to enter the combustion chamber.
Along with increasing injection pressure (secondary opening pressure) in the noz-
zle holder though, the nozzle needle opens completely and the main quantity is
injected.
This 2-stage rate-of-discharge curve leads to “softer” combustion and to a reduction
in combustion noise.

29
(3) EGR volume control valve
To obtain higher exhaust efficiency (reduction in Nox) and higher response, step-
ping-motor-driven EGR control valve controlled by ECCS-D control module is
adopted to control EGR flow rate to an optimum value in accordance with engine
speed, fuel injection, accelerator opening, intake air flow, and other operating con-
ditions.

When a signal from ECCS-D control module

is given to EGR control valve, stepping
motor inside EGR control valve rotates by
the steps equivalent to the signal to move
the valve axially, thus opening or closing the
bypass passage. EGR flow rate varies
depending on the number of steps.
(Rotation by a larger number of steps
results in a higher EGR flow rate.)

(4) Accelerator position sensor

The accelerator work unit is installed on the upper end of the accelerator pedal
assembly. The sensor detects the accelerator position and sends a signal to the
ECM. The ECM uses the signal to determine the amount of fuel to be injected.
The accelerator position switch detects Off-accelerator switch signal and Full-accel-
erator switch signal and send these signals to the ECM. The ECM will then deter-
mine engine idle conditions. These signals are also used for diagnosing the
accelerator position sensor.

30
(5) Crankshaft position sensor
The crankshaft position sensor (TDC) moni-
tors engine speed by means of signals from
the signal plate mounted on to the flywheel.

(6) Engine coolant temperature sensor

The engine coolant temperature sensor is
used to detect the engine coolant tempera-
ture. The sensor modifies a voltage signal
from the ECM. The modified signal returns to
the ECM as the engine coolant temperature
input. The sensor uses a thermistor which is
sensitive to the change in temperature. The
electrical resistance of the thermistor
decreases as temperature increases.

(7) Fuel temperature sensor

Detects the fuel temperature in the injection pump, and compensates the change of
the injection amount made by the fuel temperature.

(8) Cam position sensor

The injection pump control unit measures the injection pump revolution by the sig-
nal of the cam ring position sensor built into the injection pump.

31
(9) Charge air pressure sensor
The charge air pressure sensor detects
pressure of the turbocharger air. The sensor
output voltage to the ECM increases as
pressure increases. The charge air pressure
sensor is not used to control the engine sys-
tem under normal conditions.

(10) Glow Plug

The glow plug is provided with a ceramic
heating element to obtain a high-tempera-
ture resistance. It glows in response to a sig-
nal sent from the ECM, allowing current to
flow through the glow plug via the glow relay.

(11) Engine control module

The ECM receives information signals
detected by each sensors. Based on this
information, the control module then per-
forms comparative calculations using pro-
grammed set values, and then
instantaneously outputs optimum control sig-
nals to each actuators.

32
3) FUEL INJECTION CONTROL
Three types of fuel injection control are provided to accommodate engine operating
conditions; normal control, idle control and start control. The ECM determines the
appropriate fuel injection control. Under each control, the amount of fuel injected is
compensated to improve engine performance.
Pulse signals are exchanged between ECM and electronic control fuel injection
pump (control unit is built-in).The fuel injection pump control unit performs duty con-
trol on the spill valve (built into the fuel injection pump) according to the input signals
to compensate the amount of fuel injected to the preset value.

Start control
Engine coolant temperature
Engine coolant temperature sensor
Electronic
Engine speed control
Crankshaft position sensor (TDC) ECM
fuel injection
Start signal pump
Ignition switch

When the ECM receives a start signal from the

ignition switch, the ECM adapts the fuel injec-
tion system for the start control. The amount of
fuel injected at engine starting is a preset pro-
gram value in the ECM. The program is deter-
mined by the engine speed and engine coolant
temperature.
For better startability under cool engine condi-
tions, the lower the coolant temperature
becomes, the greater the amount of fuel
injected. The ECM ends the start control when the engine speed reaches the specific
value, and shifts the control to the normal or idle control.

33
Idle control
Engine coolant temperature
Engine coolant temperature sensor

Engine speed
Crankshaft position sensor (TDC)

Gear position
Neutral position switch

Battery voltage Electronic

Battery
control
ECM
Intake air temperature fuel injection
Intake air temperature sensor
pump
Idle position
Accelerator position switch

Vehicle speed
Vehicle speed sensor

Air conditioner signal

Air conditioner switch

When the ECM determines that the engine speed is at idle, the fuel injection system
is adapted for the idle control. The ECM regulates the amount of fuel injected corre-
sponding to changes in load applied to the engine to keep engine speed constant.
The ECM also provides the system with a fast idle control in response to the engine
coolant temperature and heat up switch signal.

Normal control
Engine speed
Crankshaft position sensor (TDC)
Electronic
Vehicle speed control
Vehicle speed sensor ECM fuel injection
Accelerator position pump
Accelerator position sensor

The amount of fuel injected under normal driv-

ing conditions is determined according to sen-
sor signals. The crankshaft position sensor
(TDC) detects engine speed and the accelera-
tor position sensor detects accelerator position.
These sensors send signals to the ECM.
The fuel injection data, predetermined by corre-
lation between various engine speeds and
accelerator positions, are stored in the ECM
memory, forming a map. The ECM determines
the optimal amount of fuel to be injected using
the sensor signals in comparison with the map.

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Fuel temperature compensation
Fuel temperature
Fuel temperature sensor Electronic
ECM control
Engine speed fuel injection
Crankshaft position sensor (TDC)
pump

The amount of fuel flowing at or around high-pressure parts inside fuel injection
pump varies with fuel temperature and engine speed. This will result in a difference
between the target amount of fuel injected and the actual amount. The ECM com-
pensates for the actual amount depending on the signal from the fuel temperature
sensor which detects fuel temperature.

Maximum amount control

Engine speed
Crankshaft position sensor (TDC)
Electronic
Engine coolant temperature control
Engine coolant temperature sensor ECM fuel injection
Accelerator position pump
Accelerator position sensor

The maximum injection amount is controlled to an optimum by the engine speed,

intake air amount, engine coolant temperature, and accelerator opening in accor-
dance with the driving conditions. This prevents the oversupply of the injection
amount caused by decreased air density at a high altitude or during a system failure.

Deceleration control
Accelerator position
Accelerator switch Electronic
control
Engine speed ECM
fuel injection
Camshaft position sensor (PUMP)
pump

The ECM sends a fuel cut signal to the electronic control fuel injection pump during
deceleration for better fuel efficiency. The ECM determines the time of deceleration
according to signals from the accelerator position switch and crankshaft position sen-
sor (TDC).

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4) FUEL INJECTION TIMING CONTROL
The fuel injection timing control system provides the optimal fuel injection timing for
the target amount of fuel injected according to engine speed. The timing is compen-
sated when the vehicle is being driven or when starting depending on the engine
coolant temperature.

5) AIR CONDITIONING CUT CONTROL

Air conditioner “ON” signal
Air conditioner switch

Accelerator valve opening angle

Accelerator position sensor
Air
ECM conditioner
Vehicle speed relay
Vehicle speed sensor

Engine coolant temperature

Engine coolant temperature sensor

This system improves acceleration when the air conditioner is used.

When the accelerator pedal is fully depressed, the air conditioner is turned off
for a few seconds.
When engine coolant temperature becomes excessively high, the air condi-
tioner is turned off. This continues until the coolant temperature returns to nor-
mal.

6) FUEL CUT CONTROL (AT NO LOAD & HIGH ENGINE SPEED)

Vehicle speed
Vehicle speed sensor

Neutral position
Neutral position switch
Electronic
Accelerator position control
Accelerator position sensor ECM
fuel injection
Engine coolant temperature pump
Engine coolant temperature sensor

Engine speed
Crankshaft position sensor (TDC)

If the engine speed is above 2,700 rpm with no load (for example, in neutral
and engine speed over 2,700 rpm) fuel will be cut off after some time. The
exact time when the fuel is cut off varies based on engine speed.
Fuel cut will operate until the engine speed reaches 1,500 rpm, then fuel cut is
cancelled.

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7) EGR SYSTEM CONTROL
Engine coolant temperature
Engine coolant temperature sensor

Engine speed
Crankshaft position sensor (TDC)

Fuel injection signal

Electronic controlled fuel injection pump

Start signal
Ignition switch

Control sleeve position EGR volume

Barometric pressure sensor (in ECM) ECM control valve
Idle position
Accelerator position switch

Vehicle speed
Vehicle speed sensor

Air conditioner signal

Air conditioner switch

Gear position
Neutral position switch

Battery voltage
Battery

This system controls flow rate of EGR led from exhaust manifold to intake manifold.
The opening of the EGR by-pass passage in the EGR volume control valve changes
to control the flow rate. A built-in step motor moves the valve in steps corresponding
to the ECM output pulses. The opening of the valve varies for optimum engine con-
trol. The optimum value stored in the ECM is determined by considering various
engine conditions.
The EGR volume control valve remains close under the following conditions.
- Engine stopped
- Engine starting
- Low engine coolant temperature
- Excessively high engine coolant temperature
- High engine speed
- Wide open throttle
- Low battery voltage
- Low barometric pressure

SEF908Y

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8) GLOW PLUG CONTROL
When engine coolant temperature is more than approximately 75°C (167°F), the
glow relay turns off, inactivating the quick-glow control until coolant temperature
drops below approximately 55°C (131°F).
When coolant temperature is lower than approximately 75°C (167°F):
- Ignition switch ON
After ignition switch has turned to ON, the glow relay turns ON for a certain
period of time in relation to engine coolant temperature, allowing current to flow
through glow plug.
- Cranking
The glow relay turns ON, allowing current to flow through glow plug.
- Starting
After engine has started, current continues to flow through glow plug (after-glow
mode) for a certain period in relation to engine coolant temperature.
When engine speed exceeds approximately 4,800 rpm, current flow through glow
plug is interrupted. The glow indicator lamp turns ON for a certain period of time in
relation to engine coolant temperature at the time glow relay is turned ON.

9) ON BOARD DIAGNOSTIC SYSTEM

The ECCS-D control module has the function of diagnosing weather or not the input
and output circuits are in good operating condition. If a problem is originating from
the ECCS-D signal system, the self-diagnosis function can be utilized to narrow
down the suspected system. The self-diagnosis system not only checks the sensor
of a system but also provides diagnosis of the harness and connectors included in
that system. Therefore, it is necessary to check connectors for poor contact, bend
and other defects before determining that the sensor is faulty and replacing it, if NG
is displayed in diagnosing system. The ECM detects malfunctioning sensors and
actuators only when all of the diagnostic conditions are satisfied.
For example:.
- During condition is within the evaluation range.
- Malfunction continues for a certain period.
- The error is over the allowance level.
If a malfunction satisfied only one or two of the conditions, the ECM will never
detect it and in this case.No malfunction. is displayed by the ECM.
The self-diagnosis system is very useful in diagnosing malfunctions in the major
sensors and actuators of the ECCS-D.

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 CONSULT- ϩ Function

DEMSB14

10) FAIL-SAFE SYSTEM

In the event of certain sensor or signal failures, the ECM switches into the Fail-Safe
system and substitutes the missing signal with fixed values from its memory.
Sensors that are covered by this mode include the engine coolant temperaturesen-
sor (ECTS), fuel temperature sensor (FTS) and mass air flow sensor (MAFS).
For certain missing signals, for example the Crankshaft Position Sensor CKPS
(TDC), the ECM switches into the Back-Up mode. This mode allows an alternative,
similar signal to be substituted. In the case of a missing CKPS (TDC) signal, the
ECM will use the signal from the pump mounted Camshaft Position Sensor (CMPS)
(PUMP).
If the accelerator position sensor signal is missing, the ECM will still allow the driver
to drive the vehicle, albeit with reduced performance and driveability. When the ECM
detects that the off accelerator switch contacts are closed and the full accelerator
switch contacts are open, the ECM assumes that the engine should be idle speed.
When both accelerator switch contacts are open, the ECM sets the engine speed to
an intermediate value and when the full accelerator switch contacts are closed and
the off accelerator switch contacts are open, the engine speed is increased further.
Depending upon the significance of the missing sensor signal, the ECM may also
switch on the Malfunction Indicator Lamp (MIL) to warm the driver of a failure.

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