EMISSION

CONTROL
SYSTEM
Return To Main Table of Contents
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
CRANKCASE EMISSION CONTROL SYSTEM. . . . . . . . . . . . . . . . . . 11
EVAPORATIVE EMISSION CONTROL SYSTEM . . . . . . . . . . . . . . . . 13
EXHAUST EMISSION CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . 20
 GENERAL

GENERAL
The emission control system has the following three major sysetms.,
1. Crankcase emission control system.
The crankcase emission control system is a system adopting a closed-type crankcase ventilation to prevent blow-by
gases from escaping into the atmosphere. The blow-by gases in the crankcase are routed back to the intake manifold
for combustion.
2. Evaporative emission control system.
The evaporative emission control system prevents the emission of fuel vapour from the fuel tank, carburetor into the
atmosphere. It consists of various components (a canister, purge control valve, 2-way valve.and so on) which collect
and lead fuel vapour to the combustion chamber for combustion.
3. Exhaust emission control system.
The exhaust emission control system consists of an air-fuel ratio control unit (FBC system), three way catalytic converter,
exhaust gas recirculation (EGR) system, secondary air-supply system to reduce emission of CO, HC and NOx.

EMISSION CONTROL COMPONENTS

Components Function Remarks

Crankcase Emission Control System

Positive crankcase ventilation (PCV) valve HC emission control Variable flow rate type

Evaporative Emission Control System

Canister
2-way valve (Overfill limiter)
Purge control valve (PCV) HC emission control Single diaphragm type
Bowl vent valve (BW) Vacuum type
Fuel filler cap With relief valve
Fuel check valve

Exhaust Emission Control System

Jet air system CO emission control Jet swirl type
FBC system (Air-fuel ratio control system) CO, HC, NOx emission control Oxygen sensor feedback type
Catalytic converter CO, HC, NOx emission control Three-way type
Secondary air supply system CO, HC emission control
Reed valve With air control valve
Secondary air control solenoid valve On-off solenoid valve
Exhaust gas recirculation system NOx emission control
EGR valve Single type
Vacuum regulator valve (VRV) With vacuum control
Thermo valve Wax pellet type
High altitude compensation system CO, HC emission control
High altitude compensator (HAC) Bellows type
Heated air intake system CO, HC emission control Vacuum control type
Mixture control valve (MCV) CO, HC emission control Differential pressure type valve

FBC : Feedback Carburetor

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TROUBLESHOOTING
Symptom Probable cause Remedy

Engine will not start Mixture control valve kept open Replace
or is hard to start Vacuum hose disconnected or damaged Repair or replace
(Cranking possible)
EGR valve kept open Repair or replace

Rough idle or engine EGR valve kept open Repair or replace

stalls High altitude compensation system faulty Troubleshoot the system and check
components under suspicion
Vacuum hose disconnected or damaged Repair or replace
Faulty purge control system Troubleshoot the system and check
components under suspicion
Faulty bowl vent valve Replace
Mixture control valve kept open Replace
Faulty PCV valve Replace

Engine hesitates or Exhaust gas recirculation system faulty Troubleshoot the system and check
poor acceleration each component under suspicion
High altitude compensation system faulty Troubleshoot the system and check
components under suspicion
Thermo valve faulty-cold engine Replace
Intake air temperature control system faulty Troubleshoot the system and check
components under suspicion

Excessive oil Positive crankcase ventilation line clogged Check positive crankcase ventilation
consumption system

Poor fuel mileage Intake air temperature control system faulty Troubleshoot the system and check
components under suspicion
Exhaust gas recirculation system faulty Troubleshoot the system and check
components under suspicion
High altitude compensation system faulty Troubleshoot the system and check
components under suspicion

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 GENERAL

EMISSION COMPONENTS LOCATION

29-4
 GENERAL

EMISSION CONTROL SYSTEMS

29-6
 GENERAL

VACUUM HOSE INSTALLING (FOR FEDERAL VEHICLES)

 GENERAL

SCHEMATIC DRAWING (FOR FEDERAL VEHICLES)

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 GENERAL

VACUUM HOSE INSTALLING (FOR CALIFORNIA VEHICLES)

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 GENERAL

SCHEMATIC DRAWING (FOR CALIFORNIA VEHICLES)

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 CRANKCASE EMISSION CONTROL SYSTEM

This closed-type crankcase emission control system is com-

posed of a positive crankcase ventilation (PCV)valve and related
hoses. This system prevents the blow-by gases from escaping
into the atmosphere. The blow-by gases, which are burned
gases past the piston rings during combustion.The exhaust
gases include HC, CO and NOx.
This system supplies fresh air to the crankcase through the air
cleaner. Inside the crankcase, the fresh air is mixed with blow-
by gases, which pass through the PCV valve into the induction
system.
The PCVvalve has a metered orifice through which the mixture
of fresh air and blow-by gases are drawn into the intake mani-
fold in response to the intake manifold vacuum. The valve
capacity is adequate for normal driving conditions.
Under heavy acceleration or high-speed driving, there is less
intake manifold vacuum available, and the blow-by gases are
back up into the air cleaner through the breather hose.

Flow Characteristics

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 CRANKCASE EMISSION CONTROL SYSTEM

PCV Valve Operating

INSPECTION
1. Remove PCV valve from the rocker cover.
2. Attach a clean hose to the PCV valve cylinder head side.
3. Check that the air passes through easily when you blow on the
PCV valve cylinder head side.

CAUTION
Do not suck air through the valve. Petroleum substances
inside the valve are harmful.

4. Next, attach a clean hose to the PCV valve intake manifold side.
5. Check that air passes through with difficulty when, you blow.
6. If the PCV valve fails either of the checks, replace it.

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 EVAPORATIVE EMISSION CONTROL SYSTEM

EVAPORATIVE EMISSION CONTROL

SYSTEM
GENERAL DESCRIPTION
This evaporative emission control system is employed to pre-
vent the emission of fuel vapours from the fuel tank and the
carburetor, from being discharged into the atmosphere. And
this system consists of charcoal canister, a bowl vent valve, a
purge control valve.

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 EVAPORATIVE EMISSION CONTROL SYSTEM

CANISTER
While the engine is inoperative, fuel vapours generated inside
the fuel tank and the carburetor float chamber are absorbed and
stored in canister.
When the engine is running, the fuel vapours absorbed in
canister are drawn into the intake manifold through the purge
control valve, and an orifice.
And the carburetor bowl vapours flow into the carburetor
through the bowl vent valve.
Aeration Resistance (When 35 lit/Min air flow of nipple a: b, c
are closed)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Max 20 mmAg
Carbon volume . . . . . . . . . . . . . . . . . . . . . . . . . More than 1000cc

Inspection
1. Look for loose connections, sharp bends or damage in the fuel
vapour lines.
2. Look for deformation, cracks or fuel leakage.

3. After removing charcoal canister, inspect for cracks or damage.

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 EVAPORATIVE EMISSION CONTROL SYSTEM

BOWL VENT VALVE

The bowl vent valve controls vapour in the carburetor bowl.
While the engine is running, the intake manifold vacuum acts
on the diaphragm to close the bowl vent valve so that the
carburetor bowl connects to the air vent.
When the engine stops, the bowl vent valve opens to connect
the carburetor bowl to the canister, causing fuel vapour to be
absorbed by the canister.

Operating Principle
1. When the engine is not running, fuel vapours flow to the canis-
ter through outer vent passage (To canister). In this condition,
the valve closes to disconnect inner vent passage (To air vent) by
spring force.

2. When the intake manifold vacuum reaches more than 1.2 in.Hg
(4 kPa, 0.6 psi)after the engine operating, diaphragm B is pulled
to right side and seat the valve as shown in illustration.

3. In case if more than 50 mmHg, Diaphragm A is pulled to left side

and inner vent passage is opened.
NOTE
Even if the intake manifold vacuum decreases when the
engine is operating, the check valve always remains more
than 2.0 in.Hg (6.7 kPa, 1.0 psi) vacuum to maintain atmos-
pheric pressure at float chamber.

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 EVAPORATIVE EMISSION CONTROL SYSTEM

4. If intake manifold vacuum is less than 0.4 in.Hg (1.3 kPa, 0.2 psi)
because of stopping the engine, diaphragm B gets out of seat
and diaphragm A is concurrently shifted to right side causing
inner vent passage to be disconnected.

Inspection
1. Remove the air cleaner.
2. Disconnect the bowl vapor hose from the bowl vent valve (BW)
nipple and connect a hand vacuum pump to the BW nipple.
3. Apply a vacuum of 20 kPa (3.0 psi) to the BVV to check the
condition as follows.

CAUTION
Check after the engine is cool. If the engine is not cold, fuel
may gush out from the BW nipple.

PURGE CONTROL VALVE

The purge control valve is closed during idle to prevent vapo-
rized fuel from entering into the intake manifold. This is a
particular problem under high ambient temperatures condition.
Once ported vacuum exceeds the pre-set value, the purge con-
trol valve is opened.

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 EVAPORATIVE EMISSION CONTROL SYSTEM

Inspection
1. Remove the purge control valve.
2. Connect a hand vacuum pump to the vacuum nipple of the PCV.
3. Blow in air lightly from the canister side nipple to check condi-
tions as follows.
PCV operating vacuum . . . . . . . . . . . . . . . . . More than 1.4 in.Hg
Flow quantity . . . . . . . . . . . . . . . . . . . . . . . . More than 35 lit/min
(At 3.3 in.Hg vacuum)

THERMO VALVE
The thermo valve, for sensing the engine coolant temperature
at the intake manifold, closes the purge control valve when the
engine coolant temperature is lower than the pre-set value.
This reduces CO and HC emissions under engine warm-up
conditions, and opens the purge control valve when the engine
coolant temperature is above the pre-set temperature.

Inspection
NOTE
This thermo valve also controls the choke breaker, EGR and
choke opener.
CAUTION
(a) When removing or installing the thermo valve, do not use
wrenches or other tools on the resin part.
(b) When installing, apply sealant to the threads and tighten
to 20 to 40 Nm (15 to 30 ft.lbs.)
(c) When disconnecting the vacuum hose, put a mark on the
hose so that it may be reconnected at original position.

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 EVAPORATIVE EMISSION CONTROL SYSTEM

1. Disconnect the vacuum hose connected to nipple (A) from the

thermo valve and connect a hand vacuum pump to the nipple
(A).
2. Apply vacuum to check thermo valve conditions as follows.

3. Disconnect all vacuum hoses from the thermo valve.

4. Connect a hand vacuum pump to nipple (B) or (C) or (D) and apply
vacuum to check thermo valve condition as follows.
NOTE
Plug nipples other than one to which the hand vacuum pump
is connected.

FUEL FILLER CAP

The fuel filler cap is equipped with a vacuum relief valve to
prevent the escape of fuel vapour into the atmosphere.

When pressure is in fuel When vacuum is in fuel

tank tank

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 EVAPORATIVE EMISSION CONTROL SYSTEM

FUEL CHECK VALVE

The fuel check valve is used to prevent fuel leaks, when the car
suddenly roll over. This valve is connected in the fuel vapor line
(between canister and overfill limiter) and is mounted on the
firewall.
The fuel check valve contains two balls as shown in the illustra-
tion. Under normal conditions, the gasoline vapour passage in
the valve is opened, but if roll-over occurs one of the balls closes
the fuel passage, thus preventing fuel leakage.

OVERFILL LIMITER (TWO-WAY VALVE)

The overfill limiter consists of a pressure valve and a vacuum
valve. The pressure valve is designed to open when the fuel tank
internal pressure has increased over the normal pressure and
the vacuum valve opens when a lower pressure exit in the tank.
Pressure valve . . . . . . . . . . . 350 - 750 cc/min. (at 7.9 in.Aq.)
800 cc or more (at 27.6 in.Aq.)
Vacuum valve . . . . . . . . . . . . . . . . . 300 cc/min [at (-3.9) in.Aq.]
Operating temperature . . . . . . . . . . . . . . . . . . . . . (-4°)°C - 60°C

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 EXHAUST EMISSION CONTROL SYSTEM

EXHAUST EMISSION CONTROL SYSTEM

GENERAL DESCRIPTION
Exhaust emissions (CO, HC, NO) are controlled by a combina-
tion of engine modifications and the addition of special control
components.
Modifications to the combustion chamber, intake manifold,
carburetor and ignition system form the basic control system.
Additional control devices include a jet air system, an exhaust
gas recirculation (EGR) system, catalytic converters, a secon-
dary air supply system, a dash pot, a heated air intake system
and high altitude compensation system.
These systems have been integrated into a highly effective
system which controls exhaust emissions while maintaining
good driveability and fuel economy.

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 EXHAUST EMISSION CONTROL SYSTEM

JET AIR SYSTEM

The combustion chamber is a cross-flow type hemi-
spherical combustion chamber. In addition to the intake valve
and exhaust valve, a jet valve which provides a super lean
mixture or air into the combustion chamber. The jet valve
assembly consists of the jet valve, jet body and spring and is
screwed into the jet piece which is press-fitted in the cylinder
head with its jet opening toward the spark plug.
A jet air passage is provided in the carburetor, intake manifold
and cylinder head. Air flows through the intake openings pro-
vided near the primary throttle valve of the carburetor then
through the passage in the intake manifold and cylinder head,
and finally through the jet valve and the jet opening into the
combustion chamber.
The jet valve is actuated by the same cam as the intake valve
and by a common rocker arm so that the jet valve and intake
valve open and close almost simultaneously.
On the intake stroke, the air-fuel mixture flows through the
intake valve port into the combustion chamber. At the same
time, jet air flows into the combustion chamber because of
the pressure difference produced between the two ends of the
jet air passage (between the jet air intake openings in the
carburetor throttle bore and the jet opening of the jet piece) as
the piston moves down.
When the throttle valve opening is small during idle or light
load, a large pressure difference is produced as the piston goes
down, causing jet air to flow into the combustion chamber
rapidly. The jet air flowing out of the jet opening scavenges the
residual gases around the spark plug and promotes a good
ignition. this strong swirl in the combustion chamber continues
throughout the compression stroke and improves flame propa-
gation after ignition, assuring high combustion efficiency.
When the throttle valve opening increases, more air-fuel mix-
ture is drawn in from the intake valve port so that the pressure
difference is reduced and less jet air is drawn in.
The jet air swirl dwindles with increased throttle valve opening.

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 EXHAUST EMISSION CONTROL SYSTEM

CATALYTIC CONVERTERS
A monolithic type three way catalytic converter is used to
reduce vehicle emissions. The converter working in combination
with the air-fuel ratio feedback control oxidizes CO and HC and
reduces NOx.

Function
The three way catalytic converter removes CO, HC and NOx
most effectively in the vicinity of the stoichiometric ratio.
The air-fuel ratio feedback from in the oxygen sensor, controls
the air-fuel mixture to the stoichiometric ratio. The catalytic
converter promotes both oxidation and reduction of resultant
exhaust gas to make it clean before it is released to atmosphere.
CAUTION
The catalytic converters require the use of unleaded gasoline
only. Leaded gasoline will destroy the effectiveness of the
catalysts as an emission control device.
Under normal operating conditions, the catalytic converters
will not require maintenance. However, it is important to
keep the engine properly tuned. If the engine is not kept
properly tuned, the catalytic converter may overheat. This
situation can also occur during diagnostic testing if any spark
plug cables are removed and the engine is allowed to run for a
prolonged period of time.

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 EXHAUST EMISSION CONTROL SYSTEM

Manifold Catalytic Converter (MCC)

This type catalytic converter is located in the exhaust manifold.
It reduces HC, CO and NOx emissions.
Catalyst
Coating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pd/Rh
Coating quantity.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.4 gr.

Underfloor Catalytic Converter (UCC)

This type catalytic converter looks like a muffler. It mainly pro-
motes the oxidation of HC, CO.
Catalyst
Coating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pd/Rh
Coating quantity.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 gr.

FEEDBACK CARBURETOR (FBC) SYSTEM

(AIR-FUEL RATIO CONTROL SYSTEM)
The FBC system is essentially an emission control system
which utilizes an electronic signal, generated by an exhaust gas
oxygen sensor to precisely control the air-fuel mixture ratio in
the carburetor. This in turn allows the engine to produce
exhaust gases of the porper composition to permit the use of a
three-way catalyst.
The three-way catalyst is designed to convert the three pollu-
tants (HC, CO and NOx) into harmless substances.
There are two operating modes in the FBC system:
(a) Open Loop
Air fuel ratio is controlled by information programmed into
the ECU.
(b) Closed Loop
Air fuel ratio is varied by the ECU based on information
supplied by the oxygen sensor.

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 EXHAUST EMISSION CONTROL SYSTEM

SECONDARY AIR SUPPLY SYSTEM (FOR FED-

ERAL VEHICLES)
The secondary air supply system consists of two reed valves, a
secondary air control valve, a secondary air control solenoid
valve, an ECU and sensors.
One reed valve, which is incorporated in the secondary air
control valve assembly, supplies additional air into the exhaust
manifold during the engine warm-up, deceleration and hot start
operation. The secondary air control valve is opened by the
intake manifold vacuum when the solenoid valve is energized
by the ECU based on information from the coolant temperature,
engine speed, time and idle position.
The second reed valve supplies additional air into the exhaust
pipe upstream of the rear catalyst while the engine is running.
This system utilizes exhaust vacuum being generated from
pulsation to induce the supplementary air, which is used to
facilitate oxidation of the exhaust emissions.

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 EXHAUST EMISSION CONTROL SYSTEM

SECONDARY AIR SUPPLY SYSTEM (FOR CALI-

FORNIA VEHICLES)
The secondary air supply system consists of a reed valve, a
secondary air control valve, a secondary air control solenoid
valve, an ECU and sensors.
The reed valve supplies secondary air into the exhaust manifold
for the purpose of promoting oxidation of exhaust emissions
during the engine warm-up, deceleration and hot start opera-
tion.
The reed valve is actuated by exhaust vacuum from pulsations
in the exhaust manifold. Additional air is supplied into the
exhaust manifold through the secondary air control valve.
The secondary air control valve is opened by the intake manifold
vacuum when the solenoid valve is energized by the ECU based
on information on coolant temperature, engine speed, time and
idle position.

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 EXHAUST EMISSION CONTROL SYSTEM

inspection
1. Disconnect the air supply hose from the air cleaner and check
for vacuum by placing your thumb over the end of the air supply
hose.

CAUTION
Note that if secondary air control valve is broken, emission
may blow back.

2. Remove the secondary air control valve.

3. Blow in air from the air cleaner side of the valve to check that air
does not flow.
4. Connect a hand vacuum pump to the secondary air control valve
nipple.
5. Apply a vacuum of 5.9 in.Hg (20 kPa, 3.0 psi) and blow in air to
check condition as follows.

Air blow direction Normal condition

6. If any fault is found in above checks, replace the secondary air

control valve.

Tightening torque
Secondary air control valve.. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
50-60 Nm (510-610 kg.cm, 37-44 ft.lbs.)

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 EXHAUST EMISSION CONTROL SYSTEM

EXHAUST GAS RECIRCULATION SYSTEM

Exhaust Gas Recirculation (EGR) system is designed to reduce
oxides of nitrogen in the vehicle exhaust.
In this system, the exhaust gas is partially recirculated from an
exhaust port in the cylinder head into a port located at the intake
manifold. The EGR flow is controlled by an EGR control valve, a
vacuum regulator valve (VRV), and a thermo valve.

EGR Valve
EGR valve is a venturi pressure type. It is controlled by a ported
vacuum signal from the carburetor by way of vacuum regulator
valve (VRV) in response to the throttle valve openings. The EGR
flow is suspended at idle and wide open throttle operations due
to a low ported vacuum.

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 EXHAUST EMISSION CONTROL SYSTEM

EGR Valve Inspection

1. Remove the EGR valve and check if for sticking, deposit of
carbon, etc.
If such condition exists, clean with adequate solvent to ensure
tight valve seat contact.
2. Connect a hand vacuum pump to the EGR valve.
3. Apply a vacuum of 19.8 in.Hg (67 kPa, 10 psi) and check air
tightness.
4. Blovv in air from one passage of the EGR to check condition.

Vacuum Normal condition

2.4 in.Hg (8 kPa, 1.2.psi) Air does not blow through

6.8 in.Hg (23 kPa, 3.3 psi) Air blows through

CAUTION
When installing the EGR valve, use a new gasket and tighten
to 7 to 11 Nm (5 to 8 ft.lbs.)

Thermo Valve
Thermo valve in the EGR vacuum supply line is a switch sensi-
tive to engine temperature. Thermo valve eliminates the
vacuum signal to the EGR valve during warm-up when less NOx
is generated.

Thermo Valve Inspection

1. Disconnect all vacuum hoses from the thermo valve.
2. Connect a hand vacuum pump to nipples (B) and apply vacuum
to check thermo valve condition as follows.
NOTE
Plug nipples other than one to which the hand vacuum pump
is connected.

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 EXHAUST EMISSION CONTROL SYSTEM

Vacuum Regulator Valve (VRV)

The vacuum signal to the EGR valve is modulated by a vacuum
regulator valve. The vacuum regulator valve reduces the EGR
vacuum signal by air bleed within the vacuum regulator valve
when the pressure applied to the regulator valve is lower than
the pre-set value (i.e. low engine load operation).
The pressure applied to the regulator valve is the total pressure
of exhaust pressure and venturi vacuum.
The air bleed is closed when the pressure applied to the vacuum
regulator valve is higher than the per-set value (i.e. high engine
load operation) and the EGR valve motion responds to an
unmodified vacuum signal.

Operating Principle
1. During Idle or Throttle Wide Open Operation
In this case, the E port vacuum is low and the EGR valve is
closed by spring force. As a result, EGR gas does not flow.
NOTE
The EGR is closed to ensure stable idle operation.

2. When Engine Coolant is cold

In this case, the thermo valve opens to allow the E port vacuum
to escape to atmosphere. As a result, the EGR valve does not
operate.
NOTE
The EGR is shut off to secure driveability when the engine is
cold.
 EXHAUST EMISSION CONTROL SYSTEM

3. During Light to Moderate Load Operation

(a) As the throttle valve is opened, the E port vacuum increases
to overcome the spring force of the EGR valve. As a result,
the EGR valve opens allowing exhaust gas to recirculate to
the intake manifold, causing a drop in venturi vacuum.

(b) When the venturi pressure drops to near the atmospheric

pressure, the VRV opens to allow the E port vacuum to
escape to atmosphere allowing the EGR valve closes.
By repeating this cycle (closed loop control), EGR flow rate
proportional to the intake air volume can be obtained.
NOTE
By controlling the EGR rate to optimum level, exhaust
emission (NOx) is minimized without loss of driveability.

4. During Heavy Load Operation

During heavy load acceleration or other conditions in which
much NOx is produced. Ported vacuum acts on the VRV to shut
off E vacuum’s escape passage to atmosphere and to stop EGR
exhaust pressure control action.
As a result, the EGR valve is controlled by E vacuum and the
EGR flow rate increases.

Vacuum Regulator Valve (VRV) Inspection

1. Disconnect the vacuum hose (white stripe) from the VRV and
connect a hand vacuum pump to the VRV.
2. Apply a vacuum of 53 kPa (7.7 psi) and checkVRV condition as
follows.

Engine state Normal condition

Stopped Vacuum leaks

3,500 rpm Vacuum holds

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 EXHAUST EMISSION CONTROL SYSTEM

HIGH-ALTITUDE COMPENSATION SYSTEM

(FOR FEDERAL VEHICLES)
In order to meet the Federal requirements at all altitudes, all
carburetor vehicles are equipped with high altitude compensa-
tion system in addition to feedback carburetor system. High
altitude compensation system consists of a high altitude com-
pensator (HAC), a vacuum switching valve and a distributor
equipped with high altitude advance system.
Air/fuel ratio at high altitude is controlled by the HAC to approx-
imately the same value as the one at sea level, by supplying
additional bleed air into the primary and secondary main wells
through HAC and vacuum switching valve controlled by the
HAC.
At low altitude, vacuum signal to a vacuum switching valve is
relieved to atmosphere via the HAC.
At high altitude, the HAC closes the air-leak line and a vacuum
signal is sent to the vacuum switching valve. The vacuum
switching valve opens and additional bleed air supplied to the
primary emission well.
At high altutude, the HAC also opens the additional air bleed
passage in the emission well.
The air/fuel ratio is precisely controlled by feedback carburetor
system to comply with the applicable emission standards at all
altitudes.
In order to reduce HC and CO emissions and to get better
driveabilityat high altitude ignition timing is advanced by speci-
fied degrees at high altitude.
Spark advance vacuum signal is sent to the sub-diaphragm
chamber of the distributor via the HAC.

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 EXHAUST EMISSION CONTROL SYSTEM

HIGH-ALTITUDE COMPENSATION SYSTEM

(FOR CALIFORNIA VEHICLES)
In order to meet the California high-altitude requirements, all
carburetor vehicles are equipped with high altitude compensa-
tion system in addition to feed back carburetor system. The high
altitude compensation system consists of a high altitude com-
pensator (HAC), a check valve and a distributor equipped with
high altitude advance system.
Air/fuel ratio at high altitude is controlled by the HAC to approx-
imately the same value as the one at sea level, by supplying
additional bleed air into the primary emission well through the
HAC.
The air/fuel ratio is precisely controlled by feed back carburetor
system to comply with the California high-altitude require-
ments.
In order to reduce HC and CO emissions and to get better
driveability at high altitude ignition timing is advanced by speci-
fied degrees at high altitude.
Spark advance vacuum signal is sent to the sub-diaphragm
chamber of the distributor via the HAC.

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 EXHAUST EMISSION CONTROL SYSTEM

Inspection
1. HAC Valve (For Federal Vehicles)
(a) Remove the HAC and look for deformation or cracks.
(b) Clean the air filter in the HAC valve.

(c) At altitude below 1,200 m (3,900 ft)

o Disconnect the vacuum hose from the HAC and connect a
hand vacuum pump to the HAC lower nipple.
o Apply vacuum and check that it leaks and does not hold.

o Disconnect the vacuum hose from the HAC lower nipple

and connect a hand vacuum pump to the HAC upper
nipple.
o Check that vacuum holds when applied.

(d) At altitude above 1,200 m (3,900 ft)

o Disconnect the vacuum hose from the HAC and connect a
hand vacuum pump to the HAC lower or upper nipple.
o Check that vacuum holds when applied.
 EXHAUST EMISSION CONTROL SYSTEM

2. HAC Valve (For California Vehicles)

(a) Remove the HAC and look for deformation or cracks.
(b) Clean the air filter in the HAC valve.

(c) At altitude below 1,200 m (3,900 ft)

o Disconnect the vacuum hose from the HAC and connect a
hand vacuum pump to the HAC lower nipple.
o Apply vacuum and check that it leaks and does not hold.

o Disconnect the vacuum hose from the HAC lower nipple

and connect a hand vacuum pump to the any one of the
HAC two upper nipples.
o Check that vacuum holds when applied.

(d) At altitude above 1,200 m (3,900 ft)

o Disconnect the vacuum hose from the HAC and connect a
hand vacuum pump to the any one of the HAC nipples.
o Check that vacuum holds when applied.

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 EXHAUST EMISSION CONTROL SYSTEM

HEATED AIR INTAKE (HAI) SYSTEM

All vehicles are equipped with a temperature regulated air
cleaner, as shown in illustration. This allows the carburetor to
be calibrated leaner to reduce CO and HC emissions and
improved engine warm-up characteristics and minimized car-
buretor icing. The air cleaner is provided with an air control
valve, inside the snorkel, to modulate temperature of carburetor
intake air which flows through two routes. The air control valve
is operated by a bimetal which responds to the temperature
valve combination system which responds to the intake mani-
fold vacuum and temperature inside the air cleaner.

Temperature in air cleaner Thermo valve Air control valve Intake air

Cold
Atmospheric port is CLOSED Heated air passage OPEN HOT
Below 30°C (86°F)

Hot
Atmospheric port is open Cooled air passage OPEN COOL
Above 45°C (113°F)

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Operating Principle
1. When the bimetal senses the temperature inside air cleaner of
below about 30°C (86°F) the air bleed valve of temperature
sensor remains closed.
Then, the intake manifold vacuum is applied to the diaphragm of
vacuum motor, which in turn, opens the air control valve so as
to let the pre-heated intake air flow through the heat cowl and
air duct into the air cleaner.

2. When the bimetal senses the temperature inside air cleaner of

above 45°C (113°F) the air bleed valve is fully opened. As a
result, the intake air to the carburetor comes directly through
the fresh air duct, since the air control valve is positioned as
shown in illustration regardless of the intake manifold vacuum.

3. At intermediate temperatures, the air entering the carburetor is

a blend of fresh air and pre-heated air as regulated by the
thermostatically actuated air control valve.

Inspection
1. HAI system
(a) Remove the air cleaner cover and air duct.
(b) Run the engine at idle and check air control valve condition.

Temperature in air cleaner Normal condition

Below 30° C (86°F) Cold air side inlet closed

Above 45° C (113°F) Cold air side inlet opens

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NOTE
if necessary, apply compressed air to cool or apply hot air
using a hair dryer, etc. to heat.

2. Air Control Valve

(a) Remove the air cleaner.
(b) Disconnect the vacuum hose from the air control valve and
connect a hand vacuum pump to the valve nipple.
(c) Apply a vacuum and check air control valve operation.

Applied vacuum Normal condition

Under 90 mmHg
Cold air side inlet fully opens
(9.3 kPa, 1.4 psi)
Over 190 mmHg
Cold air side inlet fully closed
(25 kPa, 3.7 psi)

(d) Connect the disconnected vacuum hose to the original

position.

3. Thermo Valve
(a) Connect a hand vacuum pump to the thermo valve nipple
and apply vacuum.
(b) Check the thermo valve operation.

Temperature in air cleaner Normal condition

Below 30°C (86°F) Vacuum holds

Above 45°C (113°F) I Vacuum leaks

 EXHAUST EMISSION CONTROL SYSTEM

MIXTURE CONTROL VALVE (MC\/)

When the throttle is closed suddenly during deceleration or
shifting, the fuel. remaining in the intake manifold causes an
over-rich mixture temporarily.
In order to prevent this, air is supplied temporarily from another
passage to correct air-fuel ratio and reduce HC emission.

Operating Principle
When the throttle is closed suddenly, the manifold vacuum
increases sharply. This increased manifold vacuum acts on the
chamber A of the MCV to open the valve so that air is supplied to
the intake manfild. The vacuum is also supplied to chamber B
but with some delay due to an orifice. When the vacuum is
supplied to both chambers B and A, the spring causes the valve
to close, stopping supply of air. The check valve located at the
diaphragm prevents high vacuum from remaining the chamber
B during acceleration or deceleration. (If a high vacuum
remains in chamber B, the valve may fail to operate when
vacuum acts on chamber A).

Inspection
Valve
1. Remove the air cleaner.
2. After warming up the engine, open and close the throttle valve
quickly to check MCV valve operation and air suction noise.

Normal condition
Engine condition
MCV valve Air suction noise
Throttle lever
Open Heard
open and close
Idling condition Closed Not heard

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IDLE-UP SYSTEM
This system consists of a dash pot assembly, a solenoid valve, a
blower motor, a tail switch and the oil pump switch of the power
steering.
When the blower motor or the tail switch or oil pump switch is
turned on at the idle speed, the solenoid valve is opened. The
intake manifold vacuum acting on the dash pot opens the
throttle valve via the idle up lever which is freely movable on the
throttle valve shaft. Consequently, engine speed is increased
whenever power steering or electrical loads are high. When the
above load is turned off, the idle-up system stops working, and
the engine return to the original idle speed.

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