FUEL SUPPLY SYSTEM

LEARNING OUTCOME /COMPETENCES

The learner describes the construction and operation of the fuel supply systems for the spark and
compression ignition engines, maintains the main components to their normal function and
ensures health, safety and security of vehicle and environment when handling fuel systems

CONTENTS:

DEFINITION OF FUEL INJECTION

This is a system in which the fuel is pumped out in an atomized state to mix with air supply
basing on parameters such as intake air volume, engine Rpm, coolant temperature, throttle angle
position, exhaust oxygen level etc as illustrated

1
LAYOUT OF S.I.FUEL INJECTION SYSTEM - COMPOSED OF THREE SYSTEMS IE
FUEL, AIR & ECU

THE AIR SPPLY SYSTEM

THE FUEL SUPPLY SYSTEM

2
THE ELECTRONIC CONTROL MODULE

WORKING PRINCIPLE OF EFI (S.I)

When the air enters the engine through the air induction system, it is measured by a sensor (MAP
or AIR FLOW METER ), then the ECU pulses the injector by switching its ground circuit on to
open for fuel and mix with the air entering. The basic injection quantity/duration is based on the
measured intake air volume and engine Rpm.

The ECU varies the injection quantity for different engine operating conditions by monitoring
other variables such as coolant temperature, engine speed , throttle angle & exhaust oxygen
content to make injection corrections.

The ECU signals the injector to deliver just enough fuel to achieve an ideal air-fuel ratio
(stoichiometric)

3
4
ADVANTAGES OF FUEL INJECTION OVER THE CARBURETTED FUEL SUPPLY
SYSTEM

1. There is a uniform air fuel mixture supplied to each cylinder unlike in the carburetor.
2. There is accurate air fuel ratio that can be obtained throughout all engine Rpm range.
3. There is good response in relation to changes in throttle angle.
4. There is excellent fuel economy with improved emissions control.
5. There is improved cold engine startability & operation.
6. Simpler mechanics, reduced adjustment & sensitivity.

7. High power output due to greater weight of air induced & complete burning of the
mixture

LAYOUT OF A CARBURETED PETROL FUEL SUPPLY SYSTEM

DISADVANTAGES OF THE CARBURETTOR

The carburetor got more & more complicated to handle all the operating requirements such
as cold starting ( full choke-4:1, cold running (half choke)-6.8:1, warm idling (choke fully
off)-10-13:1, economical cruising (part throttle opening) -15-17:1, acceleration (full throttle
opening)- 12:1.

So the efi system was developed to keep up with emissions and fuel efficiency laws as well
as operating requirements.

A vehicle engine must readily start from cold and to make this possible, 3 main difficulties
must be overcome.

5
 1. Inadequate depression due to low cranking speed which made it difficult to produce a
required delivery of fuel from main & compensating systems or their equivalent. This
was overcome by a choke valve , a separate starting carburetor or a device which
increases the size of the fuel jet for starting. In efi system, this is now detected by a MAP
sensor . This measures the pressure in the intake manifold to detect the amount of intake
air using the intake air density to provide the required delivery of fuel from the fuel
supply.
The map sensor or air flow meter sensor works in conjunction with the engine rpm
sensor to produce the required delivery of fuel required.
The injection quantity for different operating conditions is varied by ECU by monitoring
variables such as coolant temperature, throttle angle & exhaust oxygen content to make
injection corrections.
(a) Inability of fuel to vaporize all: This was made worse by cold walls of the
manifold. The fuel could also condense hence leading to a weak mixture passed
into the engine. This could fail to ignite or produce sufficient power to keep the
engine running. This was eliminated by introducing injectors & varying the
ignition timing.
(b) The air supply could be limited after the engine has started or fired due to rich
mixture required at that time.

THE AIR SUPPLY SYSTEM

FUNCTION
To supply clean and enough air required for complete combustion of the fuel in the engine
cylinders.

LAYOUT OF THE AIR SUPPLY SYSTEM

6
OPERATION

When the engine is cranked, the pistons draw air from the atmosphere through the air cleaner to
the engine through the intake system but the amount of air entering the engine depends on or
varies according to the position of the accelerator pedal, engine speed & load .

The change in the amount of air is also affected by the change in the manifold pressure between
the throttle valve and the intake port. When the piston draws air away from the manifold more
quickly than air can pass the throttle valve ,the pressure in the manifold falls. At idle speed this
pressure is low and a high depression exists. As the throttle valve opens, the depression falls in
value.

The air flow meter sends an electrical signal to the ECU as volume of air or manifold pressure.
This information is combined with the engine speed signal in most cases to calculate the correct
injector pulse width.

NOTE

 When air flow is high, the depression is low & vice versa .
 The intake system must be air tight with no leaks down system to avoid inaccurate
signals being sent to the ECU.

The amount of air entering is measured by the air flow meter so that a specific amount of fuel is
injected into it to form a suitable mixture to suit the engine operating condition at a given rpm.

The temperature of air influences how dense the air fuel mixture will be e.g. cold air is more
denser than hot air. The air intake entry is away from the engine heat to ensure entry of cool air
so as to increase its mass .

A large mass of air contains more oxygen and so its ability to burn more fuel. The air density in
atmosphere changes at temperatures and altitudes, this means that the air that enters the engine at
different locations could have different amounts of oxygen and this will directly affect how well
it will support combustion.

The design of the intake system determines how large the air mass can be drawn into the engine
cylinder at a given engine rpm. This is where most advantage of the EFI can be taken of since it
can achieve exactly uniform distribution of air fuel mixture to the engine cylinders.

AIR MEASUREMENT

The amount of air entering the engine is measured by the air sensor so that a specific amount of
fuel is injected into it . The air flow meter is classified into two types i.e. mass air flow meter and
volume air flow meters. These include hot wire type (mass flow meter), vane type (volume air
flow meter) & optical Karman vortex type.

7
Now let us look at sensors at length

SENSORS
FUNCTION
To gather information that relates to some particular mechanical action or thermal effect in a
system and feeds it to the ECU so that it can provide commands to actuators to do a particular
task.

NOTE:

 A sensor gives an output signal proportional to the physical quantity it is measuring and
converts it either into an analogue or digital electrical signal e.g. a change over switch
that close & open between hydro power & generator power.
 The number of sensors required to control a system efficiently depends on the factors that
affect the operation of that system e.g. the ignition system below has 3 sensors to
measure crankshaft position, engine speed & manifold depression. These provide signals
to the ECU to enable it to time the spark to occur at the correct instant. Each sensor
measures one item only
When greater accuracy of spark timing is required, other variables must be measured e.g.
engine temp & the process. Extra sensors maybe needed to signal the changes that take
place in there or other areas.

 A typical general purpose sensor used for a vehicle system has an accuracy of only about
2-5% & a moderate lifecycle. A more accurate sensor must be used in cases where this
error is unacceptable such as pollution control. Signal output to the ECU should relate
closely to the physical quantity it is intended to measure. The sensor used to perform a
specific task has to fulfill the requirements of cost, size, power consumption &
compatibility with other electronic circuits.

8
TYPES OR CATEGORIES OF SENSORS

1) PRESSURE SENSORS
2) POSITION SENSORS
3) FLOW SENSORS
4) TEMPERATURE SENSORS
Etc

THE IDLE SPEED CONTROL VALVE (ISCV)

FUNCTION

It controls the speed at which the engine idles by increasing or decreasing the amount of intake
air that is allowed to bypass the throttle valve basing upon signals from engine ECU.

CONSTRUCTION

The ISC valve is mounted on the air intake chamber or throttle body in order to control the speed
at which the engine idles by increasing or decreasing the amount of intake air that is allowed to
bypass the throttle valve basing upon signals from the engine ECU

The ISC valve above is a stepper motor built into the ISC valve. The meter rotates the motor
clock wise or counters clock wise moving the valve in or out. This increases or decreases he
clearance between the valve & valve seat regulating the amount of air that is allowed to pass
through the valve has 125 steps from the fully closed to the fully open position

Since the air flow capacity of the stepper motor type ISC valve is large, it is also used for
controlling fast idle.

9
IDLE SPEED CONTROL VALVE SERVICE

A) ON VEHICLE INSPECTION
1) INSPECT ISC VALVE OPERATION
a) initial conditions:
 engine at normal operating temperature
 idle speed set correctly
 Transmission in neutral.

b) Using SST, connect terminals TEI & EI of the check connector. SST 09843-18020

c) After engine speed is kept at 1000-1500 rpm for 5ses, check that they return to idle speed.

If the rpm operation is not as specified, check the ISC valve, wiring and ECU.

d) Remove the SST from the check connector. SST 09843-18020.

2) INSPECT ISC VALVE RESISTANCE

NOTE ‘COLD’ & HOT in the following sentences express the temperature of the coils
themselves. Cold is from -100c (140f) to 500c (1220f) and HOT is from 500c (1220f) to 1000c
(2120f).

a) Disconnect the isc valve connectors.

b) Using an ohmmeter, measure the resistance between terminal +B and other terminals (RSC,
RSO).

RESISTANCE

Cold: 17.0 - 24.5ohms

Hot: 21.5 - 28.5ohms

If resistance is not as specified, replace the ISC valve.

c) Reconnect the ISC valve connector.

B) ISC VALVE REMOVAL

1) Remove throttle body.

2) Remove ISC valve.

Remove the 4screws, ISC valve and gasket. Note, install a new gasket on the throttle body.

C) ISC VALVE INSPECTION

10
 1) Inspect ISC valve operation.
 Connect the positive (+) lead from the battery to terminal +B and negative (-) lead to
terminal SSC and check that the valve is closed.
 Connect terminal +B and negative (-) and check that the valve is open. If open, then is
set as specified. Replace the ISC valve.

D) ISC VALVE INSTALLATION.

Installation is in the reverse order of removal.

THE ECM/PLC / MODERN ENGINE MANAGEMENT SYSTEM

DEFINITION :
This is a digitally operating electronic system designed for use in automotive and in an industrial
environment which uses a programmable memory for the internal storage of user-oriented
instructions for implementing specific functions such as logic, sequencing, timing , counting &
arithmetic to control through digital or analog input & outputs to various types of machines or
processes.

INTRODUCTION

Electronic control modules (ECM) or programmable logic controllers (PLC) are in the computer
family. They are stand-alone microprocessor based control system which is used in commercial
& industrial applications.
An ECM or PLC monitors inputs (signals) from sensor, make decisions based on its program
(written software) and control outputs (commands or instructions) to automate a process or
machine (actuators). They are used for open loop control task and automatic control tasks.

APPLICATION OF ECM/PLC

 Simple Controlling applications like ABS modulators, camshafts for variable valve
timing, Automatic transmission shift controls, cooling fans, fuel pumps, idle speed
control valves, engine check light, ignition systems for spark timing, Advance & retard,
traffic lights, slide doors, garage doors etc.
 Controlling of extremely complex & powerful automated assemblies e.g. automobile
manufacturing, foods and beverages production plants eg wheat, drinks like sodas etc.
 Controlling of conveyor belts or production lines in industrial plants eg steel
manufacturing.
 Controlling packaging, machine, equipment, pump stations etc.

ADVANTAGES OF ECM / PLC’s OVER RELAY LOGIC.

11
  Smaller physical size than hard wired solutions.
Easier & faster to make changes.
PLC/ECM has integrated diagnostics & override functions.
 Applications can be immediately documented.
 Applications can be duplicated faster & less often.

NOTE:

HARD WIRED- CONTROL.

Prior To PLC’s , Many of these hard wired control tasks were solved with contactor or relay
controls. Circuit diagrams had to be designed & electricians would then wire the components
necessary to perform a specific task. If an error was made, the wires had to be reconnected
Correctly. A Change in function or system expansion required extensive Component changes &
rewiring. Relays are still in common use for controlling simple small machines.

LAYOUT OF ECM/PLC SYSTEM ( INPUTS & OUTPUTS )

12
13
THE ECM.
The ECM or PLC monitors inputs or signals from sensors, makes decisions based on its program
(programmed instructions or permanent data) and control outputs (commands or instructions) to
automate a process or machine (actuators).

INPUT ELEMENTS ( SENSORS )

A sensor is a device that converts a physical condition into an electrical signal for use by the
PLC. They are connected to the input of a PLC or ECM E.g pushbutton. An electrical signal is
sent from the pushbutton to the ECM or PC indicating the condition (open or closed) of the
pushbutton contacts.

OUTPUT ELEMENTS ( ACTUATORS )

An actuator is a device that is responsible for moving & controlling a system. By converting an
electrical signal from the controller into a physical condtion. Actuators are connected to the
output of the controller e.g a motor or a fuel pump is one example of an actuator that is
connected to the PLC output. Depending on the PLC output signal, the motor or fuel pump will
either start or stop

INPUTS AND OUTPUTS ( SIGNALS )

A Signal is an electrical Impulse or wave transmitted or received or

it refers to any time varying voltage, current or electromagnetic wave that carries information
from one device to another.

The inputs and outputs may be digital or analog.

DIGITAL INPUT
This is an input that is either in an on or off condition Eg pushbuttons, limit switches, proximity
switches, contact closures.

DIGITAL OUTPUT
A digital output is an output that is either in an on or off conditions E.g solenoids, contactor
coils, lamps are examples of actuator devices connected to discrete outputs. A lamp can be
turned on or off by the PLC output it is connected to.

ANALOG INPUT.
An analog input is a continuous variable signal e.g A level transmitter monitors the level of
liquid in a tank. The Signal from the Level transmitter to the PLC can either increase or decrease
as the level increases or decreases.

ANALOG OUTPUT.
An analog output is a continuous variable signal. The output may be as simple as a 0-10v DC
level that drives an analog meter E.g speed, weight, temperature, current-to-pneumatic
transducer that controls an air operated flow control valve.

14
LAYOUT OF THE ECM/PLC PARTS

THE PROCESSOR.
This is an electronic circuitry within a computer that carries out the instructions of a computer
program (system & application software’s) by performing the basic arithmetic, Logical, control
and input/output operations indicated by the instructions. The processor controls how the rest of
the computer operates. The instruction of a computer program (software) is stored in the
computer memory. The processor accesses this information stored in various memory chips such
as ROM, RAM & KAM. When a decision is required e.g injector pulse width, the processor
examines the incoming information from the input devices with that permanently stored in its
ROM memory to arrive at the final decision.

For example different car manufacturers have software related to their interests/car models. The
software could be calibrations, specifications and the engine control plan or strategy. The
following are the various types of OBD used to confirm diagnostic trouble codes (DTC) recorded
by the engine ECU/PLC and these are:

MOBD. TECHSTREAM
This is diagnosis system unique to Toyota used to check the DTC or data for Toyota cars.

CARB OBD 2
This is an emission diagnostic system used in the USA & Canada to check the DTC or data for
items required by USA and Canadian regulations.

EURO OBD/MERCEDESE ENTRY, PATH FINDER –RANGE ROVER,VACOM FOR

AUDI, VW, POSCHE ETC,
This is an emission diagnostic system used in Europe to check the DTC or data for items
required by European regulations.

15
ENHANCED OBD 2 /LAUNCH

This is a diagnostic system used in the USA and Canada to check items required by USA and
Canada regulations and checks the DTC or data for Toyota.

Each of the above systems displays a 5-digit DTC on the hand-held tester. The earlier type of
OBD used the MIL blinking pattern to check the DTC.

16
THE LAYOUT OF SOFTWARE

ORDINARY COMPUTER

EXAMPLES

APPLICATION SOFTWARE

Ms word, Ms excel, power point, ECT,EGR,ABS,ESA

EFI, TCS,VVTI,

Photoshop etc Cooling fans,

SYSTEM SOFTWARE

divers, operating system, servers, The same as in computer

windows, assembles, compilers,

file management tools etc

HARD WARE

monitor, key board , mouse, Ignition coils, fans, doors,

automatic ,

speakers, printers, etc g.box , EGR Valve and all other

actuators etc.

THE ALU.
This is a digital circuitry that performs integer arithmetic and logical operations by directing the
input and output of a computer system e.g in calculating the pulse width, the ECU through the
ALU first looks Up the base Pulse Width in a look up table and compare it with the incoming
data.

Now using the formula stored in the permanent memory (ROM) i.e. Base pulse width =RPM x
load, it is able to calculate the base pulse width. The crankshaft position or engine speed sensor
delivers the RPM signal and the MAP and throttle position sensors delivers the signal for engine
load. Finally after the calculations, the processer Okays the command to the actuator for action.

17
MEMORY

The memory stores data and allows it to be retrieved by the processor and ALU when required.
Some data is permanently stored in the ROM and it cannot be changed. In the RAM, data is
stored temporarily as long as the ignition key is on. it can be erased and new one written on it. It
stores data from sensors.

In KAM (keep alive memory), the information can be read , erased and new one written but it is
not erased by turning the ignition key off. Some of the data is the trouble codes. Information in
KAM can be lost if the battery voltage is lost or too low, It’s volatile. Information in KAM may
also make changes in how the vehicle is operating based on information from the look up table.
KAM is another type of RAM. The data stored and used by the processor is divided into two i.e.
permanent and temporarily.

PERMANENT

The data include all the various type of software e.g That which makes the computer works such
as system software, operating system, drivers, servers and windows systems. The other could be
application software such as specifications, formulae for making calculations e.g Base pulse
width = RPM X Load, calibrations & engine control plan. The engine control plan could have
data concerning emission requirements, fuel economy, protect engine against abuse, ignition
spark, and idle speed control, exhaust gas recirculation, Vacuum switching, variable valve timing
intelligent (VVTI), electronically controlled transmission(ECT), Antilock braking systems
(ABS), height control, Air conditioning pump , turbocharger and supercharge control.

TEMPORALLY
The temporally data includes all the information from the input devices ( sensors) such as Air
flow meter, crankshaft or camshaft position sensor, coolant temp sensor, oxygen sensor etc.

HOW THE CAR ECM WORKS ( CALCULATION OF PULSE WIDTH.)

THE LOCK UP TABLES

RPM LOAD FACTOR A FACTOR B

A B
1 2 3 4 5 0 1.2 0 1.0
1000 1 2 3 4 5 25 1.1 1 1.0
2000 2 4 6 8 10 50 1.0 2 1.0
3000 3 6 9 12 15 75 0.9 3 1.0
4000 4 8 12 16 20 100 0.8 4 0.75
TABLE 2 ; LOCKUP TABLE
TABLE 1 ; LOCKUP TABLE RPM & LOAD FACTOR A & FACTOR B

18
For example when calculating the fuel injector pulse width, the ECM uses the formula

pulse width = Base pulse width x factor A x factor B. Note: The equation is a series of many
factors e.g RPM, load, factor A e.g. coolant temp and factor B e.g. oxygen level. These factors
are all necessary to calculate the fuel injector pulse width as shown below.

In order to calculate the fuel injector pulse width, the ECM is the engine that goes into motion
when the engine is turned on. it continuously receives data from sensors (Temporally data) e.g
factor A which is coolant temp, factor B which is oxygen level, engine RPM and load and cross
checks it with the permanent data i.e. the calibrated values in the lockup tables 1 & 2.

In table 1, the values are the one at the point of intersection between load and RPM e.g when
load is 4 and the RPM is 2000, the value is 8 miliseconds. In table 2, the values are the one that
corresponds to the stated values e.g factor A, 0=1.2, 25=1.1, 50=1.0 etc and similarly for factor
B, 0=1.0, 1=1.0, 2=1.0 etc.

Now from the formula above

Pulse width = Base pulse width x factor A x factor B

If base pulse width between load of 4 and RPM of 2000 = 8ms.

If factor A is 100 i.e. 0.8ms from the table and factor B is 3 i.e. 1.0ms from the table, pulse width
will be 8 x 0.8 x 1.0 = 64milliseconds.

From the example, the control system will make adjustments may be from low to high or high to
low. The ECM will turn on the fuel injector for 64 milliseconds when the load is 4, RPM is
2000, factor A which is coolant sensor at 100 and factor B at 3.

From the example given above, parameter or factor B could be the level of oxygen in the
exhaust. with factor B at 3 could be a point at which there is too much oxygen in the exhaust
according to the designer of the engine , the ECU accordingly cuts back on the fuel. Suppose
more fuel is needed because the throttle has been opened for more acceleration and more air
entering, then the ECU increases the pulse width. This hold the injectors open longer each time
they open to provide additional fuel.

COMPUTER AND THE BRAIN

An animal processes information through a network of neurons & a computer through a network
of wires, relays, tubes and transistors. In either cases, the information is meaningful only within
the working rules of its own system i.e. programmed thoughts (in humans) or soft ware (in
computer).

Simple automatic systems such as supermarket & bank doors that open & close without the
touch of a human hand and street lights that come on at dark and go off at night etc posses three

19
essential properties in their communication circuits i.e. they receive information from the outside
world, processes this information in terms of their own operating characteristics or program and
they respond to the information by doing some specific work.

Computers such as PLC or ECM with a higher type of electronic systems are able to alter their
own behavior in relation to received information. Information received at any given moment
results in new information that modifies subsequent behavior of the mechanism. There is a time
element between a stimulus and response and between a response and the corrective action of the
mechanism.

SUMMARY OF THE AUTOMATION PROCESS.

The following are stages of production in an industrial process for the manufacture of ;

(1) AUTOMOTIVE SPARE PARTS

 Pick and place.
 Gaugling station
 Indexing.
 Sorting and queuing station
 Servo robotic assembly
 Torquing station
 Parts storage station
 Electro hydraulic

(2) WHEAT PRODUCTION PROCESS.

 CLEANING:
The sub steps are sizing, shape, specific gravity, color etc.
CONDITION:
This is controlled addition of water to assist in easy removing of brand.
MILLING:
This is done in a number of stages so that a very fine product is a achieved.
PACKAGING:
At the packing section, weight is measured; envelopes picked, opened, filed, closed,
sealed and moved to be packed as a carton and the process ends.
The process take place through a system of tanks and tubes with inspection glasses to
monitor wheat flow. The source of power for wheat flow is pneumatic and motors. The whole
system is controlled by one person using the control panel below and the rest monitor at some
stages.

20
(3). PRODUCTION OF SODA.

(A). Bottle washing.

(B). Scanning of bottles for defects. There’s a mechanism for rejecting bottles with defects.

(C). Filling of bottles with soda, gas and sealing bottles with tops.

(D). Packing of sodas in crates. There’s a counter to count bottles to be packed in a crate.

The above process takes place through a system of conveyor belts and controlled
electronically by a few individuals on human machine interface (HMI).

(4). Examples of scenarios to be designed.

(i) You are a technician at a news paper company, left unattended, the machine that prints news
papers will run out of paper but continue to run. You have taken on the task of creating a control
circuit that will shut the machine down automatically whenever the paper is out or finished, the
sensor should be in a distance of not more than 24cm.

SOLUTION.

The circuit involves a motor that runs the conveyor belt continuously to the paper but this motor
is triggered by the sensor to make the process automatic.

THE BLOCK DIAGRAM ILLUSTRATES THE CIRCUIT

A B C D E F G H

Where A-power source, B-start button, C-sensor (photo electric), D & E- control relays , F-
contactor , G-overload protection for motor & H-motor.

(ii) You are a plant engineer assigned to a project to design a station that automatically separate
metallic from plastics.

SOLUTION.

The system involves a motor that runs a conveyor belt continuously and a pneumatic cylinder
operated by a solenoid directional control valve (DCV) & triggered by a sensor (capacitive
sensor) upon detecting a metal.

After the sensor has detected the metallic material, it triggers the DCV which also activates the
pneumatic cylinder to knock the metallic material out of the moving materials on the conveyor
belt.

21
(5) .The other examples in automotives can be ABS, ECT, ESA, VVTi, EGR, EFI, Height
control etc. The ABS controls braking power by controlling the ABS modulator but based on
signals from Wheel Speed Sensor, The EFI adjusts fuel injector pulse width based on Air intake
and temp sensor together with engine load & others, VVTi adjusts timing of induction and
exhaust strokes when engine speed increases, ESA adjusts the spark timing, EGR recycles blow
by gases back into the engine for re-use, height control adjusts vehicles height when body roll
occurs especially when rounding corners etc. Other systems could be packing assist, traction
control, turbo charger , Air conditioning control, & safety control through alarms & sensors etc.

CONCLUSION.

From the examples given above, in each example there are steps and these can be written as a
computer program or software and programmed into the computer or ECM as in automotive or
PLC as in industrial application.

The steps themselves are a circuit such as electrical circuit that can be wired or installed. This
circuit can be designed on a computer using Autocard and simulated into the computer.

In a step, there may also be sub steps especially in the industrial set up . The conditions attached
to the steps are also included when writing the program or soft ware.

The sequence of operation follows the circuit of the components wired.

NOTE:

The knowledge of electrical, electronics, logic gates and mechanical is important in the process
of automatic control. Mechanical, electrical and electronics combine to form mechatronics.

So, define the task you want to do, develop the steps & their sub steps if any and write a
computer program using any programming language. Accompany the steps also with a design of
a circuit. Simulate the program or circuit into the computer. Check the physical circuit weather
everything is ok and then run the program

ENGINE ECU SERVICE

PRECAUTIONS

1. Before removing EFI wiring connectors, terminals etc, first disconnect the power by
either turning the ignition switch OFF or disconnecting the negative(-) terminal cable
from the battery.
2. When installing the battery, be especially careful not to incorrectly connect the
positive(+) and negative (-) cables.
3. Do not permit parts to receive a severe impact during removal or installation . Handle all
EFI parts carefully.

22
 4. Do not be careless during trouble shooting as there are numerous transistor circuits and
slight terminal contact can further troubles.
5. Do not open the ECU cover.
6. When inspecting during rainy weather, take care to prevent entry of water . Also, when
washing the engine compartment, prevent water from getting on the EFI parts and
wiring connectors.
7. Parts should be replaced as an assembly.
8. Care is required when pulling out and inserting connectors.
(a) Release the lock and pull out the connector,
(b) Fully insert the connector and check that it is locked.

9. When inspecting a connector with a volt / ohmmeter

(a) Carefully take out the water – proofing rubber if it is a water proof connector.
(b) Insert the test probe into the connector from the wiring side when checking
continuity, amperage and voltage.
(c) Do not apply unnecessary force on the terminal.
(d) After checking , install the water – proofing rubber on the connector securely.

A) ENGINE ECU INSPECTION

Hint: The EFI circuit can be checked by measuring the resistance and voltage at the wiring
connectors of the engine ECU.

1) PREPARATION
(a) Disconnect the connectors from the ECU.
(b) Remove the locks so that that the test probe(s) can easily come in.
(c) Reconnect the connectors to the ECU.
NOTE:
Do all voltage measurements with connectors connected.
Verify that the battery voltage is 11v or more when the ignition switch is in the on
position .
Using a voltmeter with high impedance (10kΩ minimum), measure the voltage at
each terminal of the wiring connectors.

2) INSPECT VOLTAGE OF ECU

 Turn the ignition switch on
 Measure the voltage between each terminal of the wiring connectors.
Hint:
 Perform all voltage measurements with the connectors connected
 Verify that the battery voltage is 11v or more when the ignition switch is ON.


23
 3) INSPECT RESISTANCE OF ECU
 Turn the ignition switch off,
 Disconnect the 3 connectors from the ECU,
And measure the resistance between each terminal of the wiring connector

FUEL SYSTEM
THE FUEL TANK

The function of the fuel tank is store fuel , house the fuel sender gauge & sometimes
accommodate the fuel pump in some vehicle designs.

SERVICE THE FUEL TANK FROM DIRT & LEAKAGES

 Ensure that the car is packed properly on a horizontal surface.

 Disconnect the electrical connections for the fuel pump & sender gauge.
 Remove the fuel tank from the vehicle.
 Invert the tank in different positions to identify the leaking points and mark them.
 Drain all the fuel out of the tank.
 Clean the tank with soap in and out.
 Grind off slightly the leaking points
 Take the tank for welding or soldering or brazing.
 Test the tank for leakage again and if leakage exists, remove the fuel and weld again.
 Clean the tank again and fit back on the vehicle

24
 THE FUEL PUMP

The function of the fuel pump is to supply fuel under pressure to the engine for combustion

TYPES

1. Electrical
2. Mechanical

THE ELECTRICAL FUEL PUMP

25
FUEL PUMP CONTROL

1 . BASIC OPERATION

IGNITION SWITCH ON

26
(1) IGNITION SWITCH START

(1) ENGINE CRANKING/RUNNING

27
(2) ENGINE STOPPED

SUMMARY OF OPERATION

1. IGN OFF – Everything off.

2. IGN ON – EFI relay on but the rest off. The rest depends on STA and NE signals to start.
3. IGN start – Everything on i.e. EFI relay, circuit opening relay and fuel pump because the
engine Ecu has got the start signal. It uses this to switch on the transistor.
4. Engine cranking / running.
Everything on. The NE signal now also comes and the transistor continues to make the
pump run.

5 . Engine stopped- everything off.

The fuel pump is off because the engine Ecu is no longer getting the NE and STA signals.
Therefore the transistor is switched off and so the circuit opening relay is also switched
off.

Symptoms of a faulty fuel pump

 Car jerks or sputters at high speeds.

 Loss of power when accelerating.
 Loss of power while driving uphill or towing a load.
 Engine surges. car suddenly accelerates for a few moments even when they haven’t
pressed the gas pedal.
 Engine fails to start.
 Rising temperature.
 Whining noise coming from the fuel tank but lack of enough & contaminated fuel can
also cause this problem.

28
  Poor fuel economy due to a faulty relief valve. Other causes of poor fuel economy could
be a failing thermostat, worn spark plugs, inaccurate coolant sensor, sluggish oxygen
sensor & leaking EGR valve.
 Difficulty in starting.

Causes of fuel pump failure

 Contamination due to rust, debris, dirt & moisture.

 Overheating.
 Wearing out of impellor vanes.
 Clogged strainers/ filters.
 Electrical issues i.e. Rusted connectors, loose connectors, too much resistance in the
armature, melted wiring & connectors, a bad fuel pump control module, blown fuses,
worn-out brushes. Use a meter to test for voltage drop & continuity.
 Low fuel levels.

Recommended action
 Electrical fault like loose connection in connectors & other parts, blown fuse & relays
etc Check by eyes or test with a meter & replace.
 Check Fuel levels & top up.
 clogged strainers, filter & contamination, clean/wash and replace.
 Worn out parts like brushes, vanes etc. inspect & adjust or replace.

TASKS & PROCEDURES

(1) FUEL PUMP REMOVAL

 Remove rear seat cushion If the tank is below it.
 Remove floor service cover if the tank is below seat cushion.
 Disconnect the fuel pump & sender gauge connector but remember to check for
fuel leakage during installation.
 Disconnect fuel pipe & hose from fuel pump bracket. Ensure that fuel is
prevented from blowing out & use an SST when disconnecting the outlet pipe
from the fuel pump bracket & use a torque wrench when installing the outlet pipe
back.
 Remove the eight bolts.
 Pull out the pump bracket assembly.
 Remove the gasket from the pump bracket. Install a new gasket to the pump
bracket during installation.
 FUEL PUMP DISASSEMBLY

29
 A) .Remove fuel pump from fuel pump bracket.
 Pull Off the lower side of the fuel pump from pump bracket.
 Disconnect the fuel pump connector.
 Disconnect the fuel hose from the fuel pump & remove the fuel pump.
 Remove the rubber cushion from the fuel pump.

b). Remove the fuel pump filter from fuel pump

 Using a small screw driver, remove the clip.

 Pull out the pump filter. When installing, put a new clip on the pump
filter.

(c) . Remove fuel sender gauge from fuel pump bracket

 Disconnect the fuel sender gauge connector.

 Remove the 2 screws & sender gauge.

(d). Remove connector

Remove the 2 screws, connector support connection & gasket. Install the
connector with a new gasket.

( 3 ) . FUEL PUMP ASSEMBLY

Note assembly is the reverse order of disassembly

30
FUEL LINES

The fuel lines acts as passages for the fuel from the tank to the injector nozzles

SERVICING THE FUEL LINES

Materials needed

 Fuel
 Cotton waste

PROCEDURE

 Clean the fuel lines as you inspect them for leakages and union threads for damages.
 Straighten the bent parts of the pipes.
 Use compressed air to blow out dirt in the pipes.
 Clean the pipes again with fuel and fix them back on the fuel system.

FUEL FILTER

SERVICE A DETACHABLE FUEL FILTER.

The fuel filter removes dirt and water from the fuel.

TOOLS

 Rope
 Spanner
 vice
 fuel

PROCEDURE

 Remove the filter from the fuel system.

 Clean the fuel filter.
 Open the filter and clean thoroughly part by part blowing out all the dirt.

31
  Check the prime pump for correct operation. .
 Fill the filter with fuel and attach the filter head
 Bleed the air out from the filter and fit it back on the fuel system.

Loosen the fuel union nuts at the injector pump and bleed the air out of the system. When the
air bubbles are out, tighten the fuel union nut

THE FUEL PRESSURE REGULATOR

CONSTRUCTION

OPERATION

When the fuel pressure goes beyond the return spring force, the diaphragm is deflected against
the return spring hence opening the return pipe to the tank. Fuel is allowed into it and back to the
tank. When the fuel pressure fall below the loading of the return spring, the diaphragm is
deflected back by the return spring force.

SYMPTOMS OF A FAULTY FUEL PRESSURE REGULATOR

 Black smoke. This indicates too much fuel delivered & un burnt.
 Fuel runs out of the tail or exhaust pipe.
 engine does not run smoothly.
 Engine stalls. This occurs when you accelerate.
 Issues when decelerate, There is difficulty due to too much fuel being supplied.
 Decreased fuel economy.
 Leaking fuel from the unit.
 Poor acceleration due to too much fuel injected but this can also be caused by the dirt &
debris building up on the Tip of the fuel injectors.
 Engine misfires due to a very rough idie, rough acceleration , slow acceleration &
vibrations from the engine.

32
  Engine wont start. Check for a bad battery before checking the fuel regulator.
 Spark plugs appear black.
 Loud noise in the fuel pump. If the regulator does not allow for normal flow of fuel
through the fuel rai, it can lead to a loud whining sound in the fuel pump during
acceleration.
 Presence of fuel in the cars vacuum horse.
Ref www.carbibles.com

THE FUEL INJECTOR

FUNCTION
To introduce fuel under pressure in an atomized state into air rushing into the engine.

CONSTRUCTION

OPERATION

When the signal from the engine ECU causes current to flow in the solenoid coil, the
plunger is pulled upwards opening the needle valve to inject the fuel. Because the plunger
stroke does not change, The amount of fuel injection is controlled by the length of time
(pulse width) the current is flowed to the solenoid.

33
SYMPTOMS OF A FAULTY FUEL INJECTOR NOZZLE

1. Engine won’t start or difficulty in starting.

2. Poor idle due to uneven supply of fuel to the engine.
3. Smell of fuel due to un burnt fuel & leaking injector.
4. Engine doesn’t reach its full Rpm or engine surges due to excess spray of fuel.
5. Engine vibrates due to one of the cylinders being affected.
6. Engine misfires. This could be due to a clogged injector that may stop the engine
from getting enough fuel.
7. Check engine light come on when the injector delivers less quantity of fuel than
required , the engine’s efficiency will be reduced & the engine check light will
indicate this.
8. Fuel leak due to worn out fuel injector seals which result into loss of pressure at
the injector.
9. Bad fuel economy .The engine will demand for additional fuel from engine
whenever the right quantity of fuel is not supplied to it.
10. Failed emission test. Increased emission will occur due to a leaking or broken fuel
injectors giving rise to incomplete fuel combustion.

INJECTOR INSPECTION

HANDLING THE O-RING

 The O- ring must not be re-used.

 When installing the oil ring ,first coat it with new gasoline.
 When installing the injector to the delivery pipe, be careful not to damage the oil ring .IF
its installed, turn it by hand & if it does not rotate smoothly , the O- ring is damaged.

INSPECT INJECTOR INJECTION

 Remove the union bolt & 2 gaskets & disconnect the fuel inlet hose from the fuel filter
out let.
 Connect SST (union & hose ) to the fuel filter outlet with the 2 gaskets & union bolt.
 Remove the pressure regulator from the delivery pipe.
 Install the O- ring to the fuel inlet of the pressure regulator.
 Connect SST (hose) to the fuel inlet of the pressure regulator with SST (union) & the 2
bolts.
 Connect the fuel return hose to the fuel outlet of the pressure regulator.
 Install the grommet & O-ring to the injector.
 Connect SST(union & hose) to the injector & hold the injector & union with SST
(clamp).

34
  Put the injector into the graduated cylinder . install a suitable vinyl hose on to the
injector to prevent gasoline from splashing out.
 Using SST connect terminals +B and FP of the check connector.
 Reconnect negative (-) terminal cable o the battery.
 Turn the ignition switch on . don’t start the engine.
 Connect SST (wire) to the injector and battery for 15 seconds and measure the injection
volume with a graduated cylinder. Test each injector 2 or 3 times. The volume should be
between 40-50cm3 or 2.4-3.1 cu-in per 15 seconds.
The difference between each injector should be 5cm3 (0.3 cu in) or less.
If the injection volume is not as specified replace the injector.

INSPECT LEAKAGE

 In the condition above , disconnect the test probes of SST (wire) from the battery and
check the fuel leakage from the injector. Fuel drops-one drop or less per minute.
 Turn the ignition switch off.
 Disconnect the negative (-) terminal cable from the battery.
 Remove the SST.
 Reinstall the fuel inlet hose to the fuel filter outlet with 2 new gaskets and the union bolt.

INSTALL INJECTORS AND DELIVERY PIPE

 Install a new grommet to the injectors.

 Apply a light coat of gasoline to a new O- ring and install it to the injector.
 While turning the injector left and right , install it to the delivery pipe. Install the 4
injectors.
 Position the injector connector upwards.
 Place 4 new insulators and the 2 spacers in position on the intake manifold.
 Place the 4 injectors and delivery assembly in position on the intake manifold.
 Temporarily install the 2 bolts holding the delivery pipe to the intake manifold.
 Check that the injector rotate smoothly. if the injectors do not rotate smoothly , the
probable cause is incorrect installation of the O- rings , replace the O- rings.
 Position the injector connector upward.
 Tighten the 2 bolts holding the delivery pipe to the intake manifold .
 Connect injector connectors.
 Connect fuel return hose to fuel pressure regulator.
 Connect fuel inlet hose to delivery pipe. Connect the inlet hose with 2 new gaskets and
the union bolt.
 Install pcv hoses. install the thinner pcv hose so that the white pink mark on it faces
upward and towards the cylinder head cover side.
 Connect vacuum sensing hose to fuel pressure regulator.

35
 BLEEDING AIR FROM THE FUEL SYSTEM

Bleeding is the expulsion of air from the fuel system. It allows a positive circulation of fuel in
the fuel system.

TOOLS

 Spanners (19mm fix)

 Battery
 Stick

PROCEDURE

 Prime the fuel lift pump so as to load the injector pump with fuel.
 Disconnect the high pressure pipes from the injector pump first.
 Crank the engine as one primes the fuel lift pump as well as observing fuel deliveries
at the disconnected injector pump unions
 Attach the fuel pipe to the injector pump were delivery is made.
 Repeat steps 3 and 4 for all he remaining pipes.
 Disconnect the high pressure pipes from the injector’s nozzle.
 Crank the engine as one primes the fuel lift pump as well as observing fuel deliveries at
the disconnected injector nozzle unions.
 Attach the fuel pipes to the injector nozzles were delivery is made.
 Repeat step 7 and 8 for the remaining fuel pipes.
 Tighten further all the fuel unions.
 Crank the engine as one primes the fuel lift pump until the engine fires.
 Once the engine fires, all the air is out of the system.

TEST FUEL PRESSURE.

TOOLS

 Fuel pressure gauge.

36
  Spanners ie 10, plug spanner.

PROCEDURE

 Park the vehicle and secure it.

 Open the bonnet.
 Disconnect the negative battery earth terminal.
 Attach the fuel pressure gauge on the bleed plug located on the fuel rail and suspend it.
 Pull the injectors out and place them on the piece of paper.
 Step on the clutch and start the engine as one observes the fuel pressure both on the fuel
gauge and on the injectors.
 Cross check the fuel pressure reading on the gauge and that in the manual.

EFI MAIN RELAY

A) EFI MAIN RELAY INSPECTION
1) Remove EFI main relay.
2) Inspect EFI main relay.
a) Inspect relay continuity.
 Using an ohmmeter, check that there’s continuity between terminal 1 & 2
 Check that there’s no continuity between terminals 3 & 6.
If continuity is not as specified, replace the relay.

b) INSPECT RELAY OPERATION

 apply battery voltage across terminals 1 & 2.
 using an ohmmeter , check that there’s continuity between terminals 3 & 5
If operation is not as specified, replace the relay.
3) Reinstall EFI main relay.

CIRCUIT OPENING RELAY

A)CIRCUIT OPENING RELAY INSPECTION

1)Remove RH cowl side trim.
2)Remove circuit opening relay.
3)Inspect circuit opening relay.
a) Inspect relay continuity.
 Using an ohmmeter, check that there is continuity between terminals 1
& 2.
 Check that there’s no continuity between terminals 3&5,

If continuity is not as specified, replace the relay.

37
 B) INSPECT RELAY OPERATION
 Apply battery voltage across terminals 1 & 2.
 Using an ohmmeter, check that there’s continuity between terminals 3&5

If operation is not as specified, replace relay.

4) Reinstall circuit opening relay.

5) Install RH cowl side trim.

ENGINE DIAGNOSIS
PRINCIPLE OF DIAGNOSIS

The engine ECU receives signals from the sensors in the form of voltage. It determines the
condition of the engine or the vehicle running by detecting the changes in the voltage of the
signals that are output by the sensors. The input signal voltages are compared with the reference
values stored in the ECU memory and determine any abnormal condition. For example

Normally the voltage of the water temp sensor (THW) should vary between 1.0v & 4.8v. When a
voltage within this range is input, the ECU determines that the condition is normal. If short i.e.
the input voltage is less than 0.1v or broken wire i.e input voltage is more than 4.8v occurs, it
determines that the condition is abnormal.

However, even if the range of 0.1v to 4.8v is normal for diagnostic purposes, it may indicate a
malfunction depending on the engine condition.

38
The engine ECU possesses an OBD (On board diagnostic) function which constantly monitors
each sensor and actuator; if it defects a malfunction, the malfunction is recorded as a DTC
(diagnostic trouble code) e.g. 14 (ignition signal), 21 for oxygen sensor, 22 for water temp sensor
etc. The MIL(malfunction indicator lamp or CHECK ENGINE LIGHT) on the dash board or
combination meter lights up to inform the driver by flashing a series of flashes of diagnostic
codes to assist the technician in trouble shooting these faults.

By connecting the SST in terminals TE1(TC) & E1(CG) of DLC1 (data link connector 1 ) or the
hand held tester to DLC3, you can confirm the DTC using the MIL or CHECK ENGINE
blinking pattern.

The self diagnosis system has 2 modes, a normal mode and a test mode.

If a malfunction is detected when in the normal mode, the ECU lights up the check engine
warning light or MIL to inform the driver of the occurrence of a malfunction (for some codes the
light does not come on such as 42, 43 & 51).

After the MIL has lightened up the driver, it goes off automatically when the malfunction has
been repaired. But the diagnostic code(s) remain stored in the ECU memory Until it is cleared by
removing the EF1 fuse with the ignition switch off or using the hand- held tester.

The diagnostic code can be read by a number of blinks of the check engine warning light when
TE1 & E1 terminals on the check engine connector of DLC1 OR DLC2 are connected. When 2
or more codes are indicated, the lowest number (code) will appear first. E.g. 12 will appear
before 13 and before 14 etc.

If a malfunction is detected when in test mode, the ECU lights up the check engine warning light
to inform the technician of the occurrence of a malfunction except code no 42,43 & 51.

In this case, TE2 AND E1 terminals on the check connector should be connected.

In the test mode, even if the malfunction is corrected, the malfunction code is stored in the ECU
memory even when the ignition switch is off. (Except code no. 42,43 & 51). This also applies in
the normal mode.

The diagnostic mode (normal or test) and the output of the check engine warning light can be
selected by connecting TE1( Normal mode), TE2(Test mode) & E1 terminals on the check
connector.

The test mode function is added to the functions of the self diagnosis system of the normal mode
for the purpose of detecting malfunctions such as poor contact, Which are difficult to detect in
the normal mode. This function fills the self diagnosis system.

CHECK ENGINE WARNING LIGHT CHECK

39
This will come on when the ignition switch is at ON & the engine is not running. If it remains
ON, the diagnosis system has detected a malfunction or abnormality in the system.

DIAGNOSTIC CODES OUTPUT

NORMAL MODE

To obtain an output of diagnostic codes, proceed as follows,

(1) Initial conditions;

(a) Battery voltage 11v or more.

(b) Throttle valve fully closed.

(c) Accessories switched off.

(2) Turn the ignition switch ON. Caution; do not start the engine

(3) Using SST, connect terminals TE1, & E1 of the check connector
(4) Read the diagnostic code as indicated by the number of flashes of the MIL.

DIAGNOSTIC CODES

a) NORMAL SYSTEM OPERATION (NO MALFUNCTION).

The light will alternately blink on and off at 0.26 sec intervals

b) MALFUNCTION CODE INDICATION

40
In the event of a malfunction, the light will blink every 0.25secs.

The 1st No. of blinks will equal to the 1st digit of a 2 digit diagnostic code. E.g. code 13, the MIL
will blink once and pause for 1.5secs and then blink 3 times consecutively.

If there are more than 2 codes e.g. 13 & 23, after the first code 13, the pause will be 2.5secs,
then blink twice and pause for 1.5sec and finally blinks thrice. If all the codes are finished, the
cycle is repeated after 4.5secs pause. This is indicated below

NOTE:

1. Within code i.e. one code, pause 1.5secs

2. Within codes i.e. more than one code, pause 2.5secs
3. After all codes, pause 4.5secs
4. The cycle is repeated following the above.

NOTE:

The codes will begin with a smaller value

C) 2 TRIP DETECTION LOGIC

Diagnostic code 21 use 2 strips detection logic. I.e. when a malfunction is first detected, the
malfunction is temporarily stored in the ECU memory. If the same case is detected again during
the 2nd drive test, this second detection causes the warning light to light up

The 2 trip repeats the same mode a 2nd time. However, the ignition switch must be turned off
between the 1st time and 2nd time.

(5) After the diagnostic check, remove the SST from the check connector.

TEST MODE

Compared to the normal mode, the test mode has an increased sensing ability to detect
malfunctions. It can also detect malfunctions in the starter signal circuit, air conditioning signal
and also those detected by the normal mode.

To obtain an output of diagnostic codes, proceed as follows;

1) Initial conditions
 Battery voltage 11v or more.
 Throttle valve fully closed.
 Accessories switched off.
2) Turn the ignition switch off.
3) First, using SST, connect terminals TE2 & E1 of the check connector.
4) Turn the ignition switch ON to begin the diagnosis in the test mode.

41
NOTE:

To confirm that the test mode is operating, check that the check engine light flashes
when the ignition switch is turned ON.
5) Start the engine and drive the vehicle to a speed of 10km/hr (6mph) or higher.
6) Simulate the conditions of the malfunctions described by the customer
7) Using SST, connect terminals TE1 & E1 of the check connector.
8) Read the diagnostic code as indicated by the number of flashes of the check engine
warning light.
9) After the diagnosis check, remove the SST from the check connector.

NOTE:

The test mode will not start if terminals TE2 & E1 are connected after the ignition switch is
turned on. The starter signal & vehicle speed signal will be diagnosed by the ECU as
malfunctions and code Nos 42 and 43 will be output, if the operation in step 5 is not done

When the air conditioning is on or when the accelerator pedal is depressed, code 51 (switch
condition signal) is output but this is not abnormal.

DIAGNOSTIC CODE CHECH USING HAND - HELD TESTER ( OBD)

1) Hook up the hand held tester to the check connector

2) Read the diagnostic codes by following the prompts on the tester screen.

NOTE:

please refer to the hand held tester operators manual for further details.

DIAGNOSTIC CODE CANCELLATION

1) After repair of the trouble area, the diagnostic code retained in memory by the ECU must
be cancelled out by removing the EFI fuse (15A) for 10secs or more, depending on
ambient temperature. ( the lower the temperature, the longer the fuse must be left out)
with the ignition switch off.

NOTE:

 Cancelation can also be done by removing the negative (-) terminal cable from the
battery, but in this case, other memory systems (clock etc) will also be cancelled out
 If the diagnostic code is not cancelled out, it will be retained by the ECU and appears
along with a new code in the event of future trouble

42
 2) After cancellation, road test the vehicle to check that a normal code is now read on the
MIL. If the same diagnosis code appears , It indicates that the trouble area has not been
repaired thoroughly.

DIAGNOSIS INDICATION

1. When 2 or more codes are indicated, the lowest number (code) will appear first.
2. All detected diagnostic codes, except code Nos 42, 43 & 51 under the test mode will be
retained in memory by the ECU from the time of detection until cancelled out.

Once malfunction is cleared, the check engine light in the combination meter will go off but the
diagnostic code(s) remain stored in ECU memory.

SYM TERMINA SY TERMINAL SYM TERMINAL SYM TERMINAL

BO L M BOL BOL
W BOL
E01 POWER TE2 CHECK ACT A/C
GROUND CONNECTO AMPLIFIER
R
E02 POWER TE1 CHECK ELSI TAIL LIGHT
GROUND CONNECTO RELAY
R
#10 INJECTOR OX XYGEN
SENSOR
#20 INJECTOR KNK KNOCK SPD SPEED
SENSOR SENSOR
NE 11A FC CIRCUIT
OPENING
RELAY
E1 ENGINE NE 11A ACI A/CAMPLIFIE
GROUND R
RSO SC VALVE IGF IGNITER TH WATER CLO EHAUST GAS
W TEMP TEMP
SENSOR SENSOR
BAT BATTERY
T
RSC ISC STA SARTER THA INTAKE AIR W WARNING
VALVE SWITCH TEMP LIGHT
SENSOR
IGT IGNTER NS NEUTRAL VC VACUUM ELS2 DEFFOGGER
W START SENSOR SWITCH
SWITCH THROTTE
POS
SENSOR

43
 OD2 O/D PIM VACUUM +B EFI MAIN
SOLENOID SENSOR RELAY
PRG EVAP VSV VTA THROTTLE
POSITION
SENSOR
CF COOLING VF CHECK
FAN CONNECTO
RELAY R
E2 SENSOR
GROUND

ENGINE ECU WIRING CONNECTORS VOLTAGE AND RESISTNCE

TERMINAL CONDITION STANDARD STANDARD

S (SRD) (SRD)
RESISTNCE( VOLANGE
) (V)
+B – E1 IG SW ON 9-14
BATT – E1 9-14
VTA – E1 IG SW OFF THROTTLE VALVE 0..3-0.8
FULLY CLOSED
THROTTLE VALVE 3.2-4.9
FULLY OPEN
PIM – E2 IG SW ON 3.3-3.9
VC – E2 4.4-5.5
#10 – E01 9-14
#20 – E02
THA – E2 IG SW ON INTAKE AIR TEMP 0.5-3.4
200C(630F)
THW – E2 ENGINE COOLANT TEMP 0.2-1.0
800C(1760F)
STA – E1 CRANKING 6 OR MORE
IGT – E1 IDLING PULSE
GENERATION
RSC & IG SW ON ENGINE ECU 9-14
RSO –E1 CONNECTORS
DISCONNECTED
W – E1 NO TROUBLE (CHECK ENGINE 9-14
WARNING LIGHT OFF) AND ENGINE
RUNNING
ACI – E1 IG SW ON AR CONDITIONING ON 1.5 OR LESS
ACT – E1 AIR CONDITIONING ON 4.5-5.5
TE1 –E1 CHECK CONNECTOR TE1- 9-14
E1 NOT CONNECTED
CHECK CONNECTOR TE1- 3 OR LESS

44
 E1 CONNECTED
TE2 – E1 CHECK CONNECTOR TE2- 9-4
E1 NOT CONNECTED
CHECK CONNECTOR TE2- 3 OR LESS
E1 CONNECTED
ELS1 – E1 LIGHT SWITCH OFF 3 OR LESS
LIGHT SWITCH ON 9-14
ELS2 – E1 DEFOGGER SWITCH OFF 3 OR LESS
DEFOGGER SWITCH ON 9-14
NE+ - NE- COLD(-100c/140f) to 500c(1040f) 370-550
HOT(500C/1040F) to 1000c(2120f) 475-650
RSC – E1 COLD(-100C/140F) to 500c(1040f) 177.0-24.5
RSO HOT (500C/1040F) to 1000c(2120f) 21.5-28.5

DIAGNOSTIC CODES TABLE

CO NO OF SYSTEM CHECK TROUBLE AREA MEMO

DE BLINK ENGINE RY
NO S WARNING
CHECK LIGHT
ENGIN NORM TES
E AL T
WARNI MODE MO
NG DE
LIGHT

- NORMAL - - - -
-
NO G OR - OPEN OR
RPM NE SIGNAL SHORT IN
12 SIGNAL NO IS NOT NE, G
NA INPUT CIRCUIT.
TO ECU - OPEN OR
FOR 2SECS SHORT IN
OR MORE STA
AFTER CIRCUIT.
STA TURNS - ECU
ON - IIA
13 RPM NO NE SIGNAL - OPEN OR
SIGNAL NA IS NOT SHORT IN
INPUT TO NE
ECU FOR CIRCUIT
0.3 SECS OR - ECU
MORE - IIA
WHEN

45
 ENGINE
SPEED IS
1500 rpm OR
MORE.
14 IGNITION IGF SIGNAL - OPEN OR
SIGNAL NO N.A FROM SHORT IN
IGNITER IS IGF OR
NOT IGT
INPUT TO CIRCUIT
ECU FOR 4- FROM
5 IGNITER
CONSECUTI TO ECU
VE - IGNITER
IGNITION - -ECU
21 OXYGEN AT - OPEN OR
SENSOR OFF ON NORMAL SHORT IN
CIRCUIT DRIVING OXYGEN
SPEED SENSOR
BELOW CIRCUIT
100KM/H - OXYGEN
AND SENNSOR
ENGINE - ECW
SPEED
ABOVE
1500rpm
AMPLITUD
E OF
OXYGEN
(OX) IS
REDUCED
TO
BETWEEN
0.35-0.7V
CONTINUO
USLY FOR
0.2 SEC OR
MORE.

22 WATER ON ON OPEN OR - OPEN OR

TEMP SHORT IN SHORT IN
SENSOR WATER WATER
SIGNAL TEMP TEMP
SENOSOR SENSOR
CIRCUIT CIRCUIT
FOR 0.5SEC - WATER
OR MORE TEMP

46
 (THW) SENSOR
- ECU
24 INTAKE OFF ON OPEN OR - OPEN OR
AIR TEMP SHORT SHORT
SENSOR INTAKE INTAKE
AIR TEMP AIR TEMP
SENSOR SENSOR
CIRCUIT CIRUIT
FOR 0.5SEC
OR MORE
(THA)
25 AIR FUEL OFF ON OXYGEN - ENGINE
RATIO SENSOR GROUND
LEAN OUTPUT IS BOLT
MALFUNC LESS THAN LOOSE
TION 0.45V FOR - OPEN IN
ATLEAST E1
90SEC OR CIRCUIT
MORE. - FRUEL
WHEN LINE
OXYGEN PRESSURE
SENSOR IS (INJECTO
WARMED R
UP RACING BLOCKED
AT ETC)
2000RPM - OPEN OR
SHORT IN
OXYGEN
SENSOR
CIRCUIT
- OXYGEN
SENSOR
- IGNITIN
SYSTEM
31 VACUUM ON ON OPEN OR - OPEN OR
SENSOR SHORT SHORT IN
SIGNAL DETECTED IDLE
CONTINUO SPEED
USLY FOR CONTROL
0.5SEC OR VALVE
MORE IN CIRCUIT
VACUUM - ISC
SENSOR VALVE
CIRCUIT
(PIM)
33 IDLE ON ON OPEN OR - OPEN OR

47
 SPEED SHORT IN SHORT IN
CONTROL IDLE SPEED IDLE
VL OR CONTRLOL SPEED
SYSTEM VALVE CONTROL
CIRCUIT VALVE
CIRCUIT
- ISC
VALVE
41 THROTTLE OFF ON OPEN OR - OPEN OR
POSITION SHORT SHRT IN
SENSOR DETECTED THROTTL
SIGNAL CONTINUO E
USLY FOR POSITION
0.5SEC OR SENSOR
MORE IN CIRCUIT
THROTTLE - THROTTL
POSITION E
SENSOR POSITION
(VTA) SENSOR
CIRCUIT. - ECU
42 VEHICLE ON OFF SPD - OPEN OR
SPEED SIGNAL IS SHORT IN
SENSOR NOT INPUT VEHCLE
SIGNAL TO ECU SPEE
FOR SENSOR
ATLEAST CIRCUIT
8SEC - VEHICLE
WNHEN SPEED
VEHICLE IS SENSOR
RUNNING - ECU
WITH
BELLOW
CONDITION
ENGINE
SPEED 250-
5000RPM
COOLAT
TEMP
MORE
THAN 800C
MANIFOLD
VACUUM
60KPA OR
MORE
43 STARTER N.A OFF STARTER - OPEN OR
SIGNAL SINAL IS SHORT IN

48
 NOT INPUT STARTER
TO ECU SIGNAL
WHEN CIRICUIT
CRANKING - OPEN OR
WITH TEST SHORT IN
MODE IGSW OR
MAIN
RELAY
CIRCUIT
- ECU
52 KNOCK ON N.A OPEN OR - OPEN OR
SENSOR SHORT SHORT IN
SIGNAL CIRCIT IN KNOCK
KNOCK SENSOR
SENSOR CIRCUIT
SIGNAL - KNOCK
SENSOR
(LOOSENE
SS ETC)
- ECU
51 SWITCH N.A OFF DISPLAYED - A/C
CONDITIO WHEN A/C SWITCH
N SGNAL IS ON OR SYSTEM
NSW IS OFF - THROTTL
AND STA IS E
OFF WITH POSITION
THE CHECK SENSOR
TERMINAL IDL
E1 AND TE1 CIRCUIT
CONNECTE - ACCELEA
D AT TET TOR
MODE PEDAL,
CABLE
- EC

49
50