Actuators and Troubleshooting: Actuator

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Actuators and
Troubleshooting
1 Chonan Technical Service Training Center

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Chapter 1 Fuel Pump

1. Fuel Pump Outline
Upon starting, fuel pump is driven by battery power and controlled by ECM, thereafter. Tube types of fuel pumps
are used: Pumps of in-tank type are installed in fuel tank and pumps of in-line type are installed outside fuel tank.
In-line type pumps are generally preferred and used due to their superior anti-noise and anti-vapor-lock
characteristics. The pump consists of a DC motor, a check valve, and a relief valve, and has relatively high
current that is controlled by control relay, etc.
In accordance with installation methods, the pumps are divided into "External fuel pump" or "In-tank fuel pump".
2. External Fuel Pump

An external fuel pump is a fuel pump installed in line outside fuel tank, that sucks fuel by means of centrifugal
force generated by the rotating rotor of a ferrite-type motor, and provides the fuel to fuel supply line. Fuel pump
consists of rotor plate that is driven by motor, pump casing eccentrically located against rotor plate, and roller that
seals pump spacer between pump casing and rotor plate, as illustrated on fig. 1
Operation of fuel pump relies on the centrifugal force generated by rotor, that will push outer wall of pump spacer
moving along the wall, in order to generate vacuum space between rollers and pump spacer at inlet side, and
then the vacuum space will be filled with fuel. Roller's rotation will increase the space and deliver the fuel to outlet
side. Then the space will be decrease at outlet side increasing pressure to discharge the fuel. Discharged fuel
from the pump will then pass around motor's armature to open check valve and there after pass through silencer
to reach fuel line. Suction/discharge will be completed by one revolution of rotor during pump operation.
Fuel pump has operation speed of 1,700～2,500rpm, and discharge rate of about 1.5～2.5 l/min and pressure of
3.0～6.0kg/㎠.
Fuel line has supply pressure of 2.75～3.40kg/㎠ regulated by fuel pressure regulator and includes silencer at
outlet side to prevent pulsation of pump.

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1) Relief Valve (Pressure Limiter)
When fuel supply line is clogged during the pump operation, relief valve will ensure safety and avoid risk of
damaging fuel supply system and fuel leak. The valve will open, if fuel pressure reaches specified value, in order
to route the high pressure to the pump’s inlet side and then through the inside of pump and motor for preventing
cumulative pressure.
2) Check Valve (Non-Return Valve)
Upon stopping engine, check valve located in fuel pump will close using spring force, and maintain pressure
inside fuel line to ensure easier re-start of engine, and to prevent possible vapor lock by high temperature in fuel
system.
3) Silencer
Silencer decreases the pressure change (pulsation) and noise generated by fuel flow from fuel pump, relying on
diaphragm and orifice.
Roller-cell pump Motor armature
Non-return valve
Suction side
Pressure side
Relief valve
Rotor race plate Pump casing
Suction side
Pressure side
Roller
Pump spacer Rotor plate
Fig. 1 External of Fuel Pump and Basic Configuration, Operation Principle

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3. In-tank Fuel Pump

Fig. 1-2 illustrates typical configuration of an in-tank fuel pump. Most of in-tank fuel pumps are from impeller type.
The pump is installed in fuel tank, and therefore superior to external fuel pumps in the following characteristics:
- low operation noise and to less discharge pulsation of fuel

- low torque and high rev. type motor enables compact and light design
- have great characteristics to prevent fuel leak and vapor Lock.
Fuel pump consists of DC motor part and turbine pump, which are integrated using motor driven impeller and
pump chamber that includes pump casing, pump cover, relief valve and check valve. Fig. 1-2 illustrates operation
mechanism of fuel pump. When the rotation force is delivered to impeller, pressure gap will be generated by
friction between grooves around impeller and fluid. Motor operation will continue to repeat the operation, and then
fuel fluid that will generate spiral flow will pass through motor raising pressure. Then the raised pressure will open
check valve delivering fuel to outlet. Fuel pump has speed of 1,700～2,500rpm, discharge pressure of approx.
3.0～6.0kg/㎠. Fuel line pressure ranges between 2.75～3.45kg/㎠.

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1) Relief Valve
Fuel pump operates by DC motor at constant speed, and therefore generates constant pressure of discharged
fuel, irrespective to engine speed. The discharge pressure, however is set based on high-speed operation of
engine, and then will rise too high when engine operates at low speed and consumes less oil. The abnormally
high pressure will then open relief valve, in order to lower the pressure and maintain constant fuel pressure in fuel
line that will otherwise go up abnormally higher than specified pressure value.
2) Check Valve
As soon as fuel pump stops check valve spring will automatically close outlet, in order to maintain fuel pressure in
fuel line, and consequently prevent otherwise possible vapor lock in fuel line by high temperature during
summer-time or after stopping engine, and ensure easier start-up of engine next time. In addition the valve
prevents reverse flow of fuel due to excessive pressure in fuel line upon engine start-up.

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Motor armature Impeller

Pump cover
Outlet
Inlet
Check valve
Relief valve Pump casing
Outlet
Inlet
Impeller
Casing
Fig. 1-2 Basic Configuration and Operation Principle of In-Tank Fuel Pump
Fig. 1-2-1 In-Tank Type Fuel Pump Module(Ruturnless Fuel System)

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4. Operation Checking of Fuel Pump

1) Turn off ignition switch.
2) Directly connect battery power to fuel pump drive connectors (See fuel pump test outlets in the figure). Listen
to the pump operation noise.
As the pump is located inside fuel tank, you may be hard to hear the noise. Then open fuel tank cap and listen
to the noise through filler port.
3) Install a pressure gauge at service valve or fitting surface of pressure gauge, and watch, rising fuel pressure.
(See below for more details)
4) Use an ammeter and measure current consumption of fuel pump.
5) Hold fuel hose with hand check to feel the fuel pressure.
Fig. 1-3 Checking at Fuel Pump Drive Terminal
Fig. 1-3-1 Fuel Pump Circuit

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As for the fuel pump operation voltage, measure the

voltage at the fuel pump check terminal in the engine
cranking or engine running condition.
In this case, measured voltage should be the same as
the battery voltage. If not, check the fuse, fuel pump
relay, ECM and wiring condition of the fuel pump check
terminal.
The ECM operates fuel pump when crankshaft position

sensor transmits the signal. If the fuel pump, injector
and ignition spark do not operate while cranking, check
the crankshaft position sensor. As for the
crankshaft position sensor check, please refer to the
engine sensors section.
As for the fuel pressure check, measure the fuel

pressure at the fuel line to check whether it meets
specification or not. Please refer to the shop manual,
because measurement location and fuel pressure
varies with difference models.

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5. Symptoms of Fuel Pump Failure

- Stop the engine during idling.
- In driving, acceleration is poor and bumpy or engine goes out.
- Noise of fuel pump motor is high.
- Poor or non start-up of engine.
6. Fuel Pressure Test

1) Fuel Pressure Regulator
Fuel amount injected by an electronically controlled engine relies on fuel pressure and length of fuel injection time.
Therefore the fuel quantity is controlled by length of fuel injection time under constant fuel injection pressure.
Then pressure gap between fuel pressure and inside of intake manifold shall be constant in order to control fuel
injection rate by the time of fuel injection of injector. For this purpose, fuel pressure regulator is installed in fuel
delivery pipe (In case of returnles fuel system it is located with fuel pump inside of fuel tank). Fuel pressure
regulator has spring seal, which is connected to intake manifold via vacuum hose effecting pressure variation in
intake pipe in order to maintain the injection pressure constantly.
2) Returnless Fuel System
Fuel pump maintains fuel pressure approximately constant for right injection.
Two types of fuel pump are available: Return type system returns surplus fuel except for supplying into engine,
and returnless type system supplies fuel just as much as used for engine.
Fuel pressure is decided so as to enable enough quantity of fuel injected from injector and simultaneously
facilitate vaporization. In addition it is better to maintain the pressure as high as possible to restrain generation of
vaporized gas in fuel line system. However the pressure will be limited by the reliability of the system for extended
operation at higher pressure, and reliability of power supply for maintaining high pressure for extended time of
period. Returnless type's advantage over return type is to constrain fuel temperature and vaporized gas
generation as possible. When fuel is supplied to engine and returns, the fuel will be heated by engine and
become hot, and therefore it is needed for fuel to supply only at quantity used for engine. Minimizing the fuel
vapor is intended to respond to emission control regulation. Return type pumps deliver always constant quantity
of fuel, and easy for pressure control. On the contrary Returnless type pumps would require an fuel pressure
regulation mechanism. Pressure check valve is designed inside the pump to constrain the pressure at certain
level when the pressure goes beyond the level. Besides length of injector opening time is used of
micro-adjustment of fuel supply.

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Fig. 1-4 Return Type Fuel System
Fig. 1-5 Returnless Type Fuel System
3) Fuel Pressure Test Procedure(Return Type Fuel System)
In order to release residual fuel pressure in fuel pipe line and prevent fuel from flowing out:
(1) Disconnect fuel pump harness connector at fuel tank side.

(2) Start engine, and leave it idling until stops for itself, and then turn ignition off.
(3) Disconnect battery negative(-) terminal.
(4) Connect fuel pump harness connector.
- Disconnect high pressure fuel hose at delivery side.
- Using a fuel pressure gauge adapter, install a fuel pressure gauge on fuel filter. Tighten it to the specified
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value.(tightening torque for fuel pressure gauge and fuel filter: 2.5～3.5kgm)
- Connect battery(-) terminal.
- Connect battery terminal/to drive terminal and operate fuel pump, and then check matching face with
pressure gauge and special tools for leak.
- Remove vacuum hose from pressure regulator, and close the end of the hose, and then measure fuel
pressure with engine idling. (specified value for fuel pressure: 3.26～3.45kg/㎠)
- Connect vacuum hose to pressure regulator, and measure fuel pressure again. (specified valve for fuel
pressure: approx. 2.75kg/㎠)
- If the measurements are outside the specified values, refer to <table 1>, in order to find the possible cause
and correct it.
Stop engine and watch movement of the pressure gauge's pointer. Then the shall not move. If the pointer moves
down, check the moving range and consult with <table 2> so as to find the possible and fix it.
< Table 1 >
Condition Possible Cause Maintenance

Fuel pressure, low Clogged fuel filter • Replace fuel filter
• Valve seating in fuel pressure regulator is • Replace fuel pressure
poor and therefore fuel leaks at return port regulator
side.
Fuel pressure, too • Valve stuck in fuel pressure regulator • Repair or replace hose or
high • Clogged or bent fuel return hose or pipe pipe
• Replace fuel pressure
regulator
Fuel pressure does • Vacuum hose or nipple is clogged or • Repair or replace vacuum
not change whether damaged. hose or nipple
vacuum hose is • Valve stuck in fuel pressure regulator or • Repair or Replace, Replace
connected or not. valve seating is damaged. fuel pressure regulator
< Table 2 >
Condition Possible cause Maintenance

Upon stoping engine, fuel • Fuel leaks at injection • Replace injector
pressure drops slowly.
Upon stoping engine, fuel • Check whether valve closes or • Replace fuel pump
pressure drops rapidly. not in fuel pump.

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Chapter 2 Injector
1. Injector Overview
Injector is a injection nozzle with solenoid that is controlled by ECM.
Using intake air quantity and engine rpm, ECM calculates basic fuel injection time, and calculates corrective fuel
injection period time on the basis of engine coolant temp, feed back signal from oxygen sensor during
close-loop-control, driving conditions including acceleration, and deceleration, and battery charging status, in
order to control injector by means of pulse signal is constant, and injecting pressure is controlled to be constant.
Then fuel injection quantity will rely on the length of time-injecting cycle in which solenoid will be magnetized and
hold needle valve open, say pulse width modulation(PWM) transmitted from ECM. The longer the injection cycle
(longer the pulse width) the more the injected fuel from injector.
As said above electronic fuel injection system operates: Injection is effected by injector. Injection quantity is
decided in accordance with injector operating time as calculated by ECM on the basis of intake air quantity, and
general driving condition.
Basically two types of system are used as follows:
- MPI(Multi-Point Injection)
- SPI(Single-Point Injection)
Both system types require electric fuel pumps that continuously deliver fuel to engine through fuel filter from fuel
tank. The fuel pump may be installed inside or outside fuel tank.
Injector injects fuel at intake manifold, and system pressure is regulated by pressure regulator so as to be
constant against intake manifold's negative pressure.
As to SPI system, gas fuel is injected by one injector located at top center of throttle valve. Distribution of air/fuel
mixture that will be delivered to each cylinder, will be achieved by intake manifold. It is not commonly used for
these days’ system because of the bad distribution.
As to MPI system, each cylinder requires one injector, that is installed intake-manifold and injects toward the
intake valve of each cylinder. Fuel supply to each injector relies on fuel rail.

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1) MPI system
Fig. 2-1(a) illustrates typical configuration of MPI system fuel supply.
Using a number of sensors, MPI system continuously measures engine operating condition, and calculates
proper fuel quantity relying on pre-set method by ECM, so as to provide optimal fuel quantity. Therefore engine
output, engine torque, emission, fuel mileage and drivability may be provided as per engine designer's
requirement.
The calculated fuel quantity will be directly injected toward engine's intake valve, and then only air will pass intake
manifold, increasing design flexibility.
MPI System has advantages over carburetor that had been widely used until end of 1980's, as follows;
(1) Precise fuel quantity calculation under any stable conditions and temporary condition (acceleration
enrichment, warm-up enrichment, etc)
(2) No fuel stuck on inner wall of intake manifold during the fuel transfer intake manifold.
(3) Precise fuel distribution at pre-load
(4) Design flexibility for intake manifold
(5) Simple and effective use of Lambda closed loop control
(6) Low emission
(7). Easier diagnosis and repair
The above advantages may provide improved variables of engine and subsequently high output. However poor
micro-measurement in idling may be a disadvantage.
Fuel Injector
Fuel Injector
(a) MPI System (b) SPI System
Fig. 2-1 Fuel Supply for MPI and SPI System

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Fig. 2-1-1 MPI System Overview
Fig. 2-1-2 Injector Operation Waveform

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2) SPI System
SPI system was first introduced in 1979 by GM and Ford, and become successful by Chrysler in USA and by
Mitsubishi in Japan. Besides Bendix, Bosch, Holley and Hitachi also announced their own specific systems.
SPI system uses one injector (in case of two barrel intake manifold for V6 or V8 engines, two injectors) to inject
fuel through top of throttle plate. This type of injection requires to inject fuel through the gap between throttle plate
and intake manifold wall, and consequently cone type configuration.
Fig. 2-1(b) illustrates typical configuration of SPI system fuel supply.

SPI has many of the same advantages as MPI. To say, SPI system measures fuel quantity on the basis of
injector opening time or injection frequency, to allow easier computer-control and to provide precise fuel
measurement. In addition, the system provides advantageous installation, closed loop control, easier diagnosis &
repair, and good micro-measurement characteristics in idling with one point injection type.
SPI system however has some disadvantages as carburetor. To say, there are uneven fuel distribution among
cylinders, and fuel supply may be delayed in response to air supply. Those systems with increased active range
of injector and low fuel pressure during engine warming-up, may provide low performance. SPI system is
superior to a carburetor in performance and emission control.
Control relay
Injector
Injector side connector
Harness side connector
ECM
Fig. 2-2 Injector Circuit and Terminal
Fig. 2-2 illustrates the circuit and terminals of injector. No. 1 is the terminal that receivers injecting signal from
ECM and is controlled by power TR operation in ECM. No. 2 is the terminal receiving power from control relay.

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2. Configuration and Operation Principle

1) Configuration
As illustrated on fig. 2-3, injector consists of numerous parts. However the parts may be classified into three
groups: Coil assembly generates force using supplied power. Magnetic Circuit acting as path of generated
magnetism and valve group controls fuel quantity.
Coil assembly includes coil wire, Bobbin and terminals, magnetic circuit includes inlet tube, shell, armature and
seat carrier. Valve group that controls fuel quantity, includes needle assembly (Bail, Needle Shaft and Armature)
and valve seat complete (Valve Seat and Spray Hole Plate).
Valve Seat Seat Needle Shell Coil Inlet Tube Polyamid O-Ring Filter
Complete Carrier Assembly Assembly
Fig. 2-3 Inner Structure of EV 6 Fuel Injector
2) Operating Principle
MPI systems may be classified into two types by fuel intake line into injector. Bottom feed types take in fuel at
bottom or side and top feed types take in fuel at top. Both types use spray hole to inject measured fuel.
Fig. 2-3 illustrates the inner structure of injector. Fuel flows through filter part located at inlet to fuel measuring part.
Fuel measurement will be performed at valve seat part located to spray hole. When pulse is not adjacent
delivered to coil assembly, say power is not supplied, spring force and system pressure will press needle toward
valve seat part, in order to prevent fuel injection by injector and leakage.
When pulse is provided to coil assembly and create magnetic field, the magnetic force will pull needle from valve
seat making space for fuel passage between valve seat and needle. Fuel then will pass through the space and
thereafter spray hole to be injected outside. When coil does not receive pulse, then needle will return to close
position by spring tension.

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3. Injector's Basic Requirements and Spray Characteristics.

1) Basic Requirement
Injector has basic requirement that shall be ensured under all operating conditions such as short and long
injection times, cold start, hot start, etc, in the sense of flow characteristics as well as endurance characteristics.
Among the six items listed below, first five items are basic characteristics and item 6 is endurance characteristics.
(1) Precise fuel flow-rate
(2) Good linearity at low flow rate and wide active range
(3) Good spray characteristic
(4) No leakage
(5) Low noise
(6) Endurance performance
2) Spray Characteristics
Spray characteristics may be analyzed by sprayed particulate formation, spraying pattern, and spray distribution
characteristics. Each is described below:
(1) Pencil Beam
Pencil Beam is the fuel particulate pattern injected by a single hole type injector. Basically this particulate pattern
is used at limited conditions that require particularly decided fuel particulate and spraying pattern,
Pencil Beam Conical(Pintle) Conical(4H) 2-Stream Multi-Hole
Frig. 2-4 Different of Spray pattern

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(2) Conical Spray (Pintle Type Injector)
Precisely machined conical shape at end of needle valve located at fuel outlet, can respond to different spraying
angles required by engine. In addition sharp outlet edge at tip of the cone ensures better fuel particulate.
(3) Conical Spray (Four-Hole Injector)
A four-hole injector has advantages over a pintle type injector in relation with fuel particulate and spraying angle.
Each thin spray will be formed by the four holes installed on orifice plate at specific angle against injector's axial
direction. Each spray will form specific spray angle and provide better particulate effect, used together with
protective sleeve.
(4) Two-Spray Injector
Engines with two inlets per cylinder, use this injector. The center lines of sprays shall orient toward intake valves.
Then the engine requires injectors that generate two separate sprays with different spraying angles.
(5) Multi-Hole Injector
Fine holes at orifice plate enable to generate better particulate effect of sprayed fuel, and different angles of holes
prevent spray particles from confinement that may occur by reduced momentum of fuel spray.
3. Checking of injector
Injector shall be checked for operation noise, injector's resistance, fuel injection rate, fuel spray pattern (spray
angle, rear trace, etc). However it's not easy to directly check fuel injecting rate or fuel spray pattern on a actual
car. Check connectors for connected status, and wires for disconnection and short. Check if correct injectors are
installed. Injector operation noise may be checked using a stethoscope in general, if hot engine is hard to start up,
then check fuel pressure and injector leakage. If engine cranking fails to operate injectors, check ECM power
supply circuit and grounding circuit, control relay, crank angle sensor or No1 cylinder TDC sensor for defects.
When shutting down fuel injection of injectors one by one during idling, if a cylinder is not proved to change its
idling status, check the cylinder for injector harness, ignition plugs, high voltage cable, compression pressure, etc.
In addition if injector harness and each part are checked to be normal and how ever injector operation time, say
fuel injecting time is outside the specified value, then check whether there are imperfect combustion in cylinder
(defective ignition plugs ignition coils, compression pressure, etc) and whether EGR valves operate normally.
Let’s look at the each checking methods one by one

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As for the resistance check, measure the resistance

directly after removing the injector connector. Then,
the inner coil condition of the injector can be checked.
To check the injector operating sound, contact the

stethoscope or driver to the injector while the engine is
running. The operation sound of the plunger or needle
valve can be checked.
To check the injector operation with the test lamp, connect the end of the test lamp to the positive terminal of the
battery, and connect the other end to the terminal at the ECM side of the injector. Then crank or idle the engine to
check whether the lamp blinks.
Through this test, we can check whether the ECM controls the injector or there is any wiring trouble.

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To check with the waveform, we can check the waveform at the ECM side wire. The Injector waveform should
be displayed as shown in the figure in cranking or idle state.
In injector waveforms, voltage before and after injection operation should be equal to the battery voltage. If not,
there should be a problem in the power supply system from the battery positive terminal to the injector. Besides,
voltage should be close to 0 volt as shown in the figure while the injector operates. If not, there should be problem
with the ECM and wirings from injector to ECM ground.

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4. Fuel injection Pattern Analysis

1) Drive Circuit of Injector
Injector drives are divided into pick and hold type injector and voltage drive type injector. In addition injectors may
be classified into low resistance injectors and high resistance injectors depending on injectors' resistance level.
Voltage drive injectors include low resistance injectors and high resistance injectors, and especially low
resistance type has coil resistance of approx. 0.6～3Ω , and uses an external resistance together. It is intended to
increase response and endurance of injectors, and achieved by decreasing number of winding times of
solenoids.
By reducing number of windings of solenoid coils, current is increased and injectors have better operation
characteristics. Then excessive current may flow through solenoids to damage coil or decrease endurance.
Therefore an external resistance is used together so as to avoid mentioned damages. High resistance injectors
have resistance of 12～17Ω to increase solenoid coil resistance for limiting current. This type of voltage drive
has simpler circuit configuration, but increase impedance, so that current at injector may be reduced to lower
sucking force of injector, and resultantly provide relatively inferior dynamic range characteristics. Fig. 2-5
illustrates example of circuit configuration of a voltage drive type injector.
Power supply
External resistance
Injector
Injection signal
Short circuit
Fig. 2-5 Voltage Drive Type Injector Circuit
Zener diode
Soho circuit
Power supply
Injector
Injection signal
Current detection resistance
Control circuit
Fig. 2-6 Peak and Hold Type Injector Circuit

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Peak and hold injectors have peak and hold circuit by ECM, and when injecting signal is on, current delivered to
injector will change. At initial stage of injector operation it flows high current to increase magnetic force and
decrease inertia of solenoid to enable initial operation, and use low current after needle valve opens. Peak and
hold type has complicated circuit configuration, but has low circuit impedance for superior dynamic range
characteristics of injector. Fig. 2-6 illustrates example peak and hold type injector drive circuit. In addition Soho
circuit in injector drive circuit protects power transistor from reverse-electromotive force generated at solenoid coil
when injection signal is off, and eliminates arc in order to reduce valve close time of injector.
2) Measuring Fuel Injection Waveform
Use hi-scan pro oscilloscope to observe the waveform, so that you can visually check injector drive signal status
actually output from engine ECM.
Relay Injector
ECM
External
resistance
Battery
Oscilloscope
Fig. 2-7 Fuel Injection Waveform Measurement Example Using Oscilloscope Feature
injection TR : OFF
period
Supply
voltage
TR : ON
Fig. 2-8 Output Waveform Characteristics at Injector(+) Terminal

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Fig. 2-7 illustrates example measurement of fuel injection waveform for a voltage drive type low resistance
injection. Fig. 2-8 illustrates measurement of normal injector's waveform in idling. On fig. 2-8, the signal shows
battery voltage when ECM transistor is at off state, but waveform on the figure will be observed by effect of
external resistance when transistor is on. When transistor shifts to 'on', injector voltage would drop vertically if
injector is affected only by resistance. However reverse-electromotive force from injector coil make the voltage
drop along a curve as B. In addition when transistor moves to 'off ' injector will return to battery voltage and shut
off. Then current will rapidly shut off at coil, and consequently voltage will temporarily rise beyond battery voltage
and again become stable at battery voltage. Rising at part A represents voltage change by plunger's changed
moving speed through the magnetic field to which is generated by solenoid coil. To say it indicates, plunger
contacted at stopper or stopped. If the rising does not appear, it therefore indicates that plunger is not moving
actually-stuck and remain open or close.
Fig. 2-9 Voltage (-) Terminal Output Waveform of Drive Type Injector
Fig. 2-9, Oscilloscope B illustrates output wave form at injector grounding side (-) terminal. Injector's fuel injection
waveform is typically measured at (-) terminal. Then resulting waveform will differ by injector drive circuit. Fig. 2-9
represents output waveform at voltage drive type injector (-) terminal. Fig. 2-9 part A shows voltage supply to
injector. Part B illustrates that ECM's injector drive transistor shifts to 'on', and then injector plunger will be pulled
to stopper and fuel injection will begin. Part C represents injector's fuel injection time. Part D illustrates that current
from injector is suddenly interrupted and reverse-electromotive force is generated. Part E shows that ECM's
injector drive transistor shifts to 'off ' and fuel injection stops.

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Fig. 2-10 Output Waveform of PWM Drive Type Injector
Fig. 2-10 shows PWM(Pulse Width Modulated) injector's output waveform. A PWM injector will have high current
when injector opens initially, and during injecting period of time after opened, current applied to injector will be
on/off-pulse-controlled by means of grounding. Fig. 2-10 part A represents supply voltage from injector, part B
indicates that ECM's injector drive transistor shifts to 'on', and pulling injector plunger toward stopper, injector
starts fuel injection. Part C indicates injector's fuel injection time. Part D means the period where current flowing
through injector's solenoid coil is limited. To say initially at the time of opening, high current will flow to provide
better operation characteristics, and after opened the current will be limited within minimized level to maintain
'open' state. Part E shows magnitude of reverse-electromotive force generated at solenoid coil when injector
current is suddenly interrupted. Part F indicates that it returns to supply voltage.
Fig. 2-11 Peak and Hold Injector's Output Waveform.
Fig. 2-11 illustrates peak and hold injector's output waveform. One of typical injectors of this type is TBI(Throttle
Body Injection) fuel injection system. In fig. 2-11, part A shows supply voltage delivered to injector, part B

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indicates that ECM's injector drive transistor is on and fuel injection starts. Part C represents that high current
flows initially at opening of injector, and then the current decreases and injector solenoid coil generate
reverse-electromotive force. Part D means that after injector valve opens, minimum, level of current flows in
order
to maintain open status. Part E implies fuel injection time. Part F represents that ECM's injector drive
transistor is off and fuel injection stops, returning to supply voltage.
B. Analysis of Fuel Injection Waveform
Fig. 2-12 Analysis of Fuel Injection Waveform
Injection waveform checking at injection will be required in case of engine malfunction, lower engine output,
engine start-up being impossible or poor, sporadic vibration, etc. Injector's fuel injection waveform normally
indicates supply current as described above.
However as soon as ECM's injector drive transistor is on and transmit injection signal, the waveform will be
'on'(grounded) and almost continuously remain 'on'. In addition when ECM turns off the transistor, solenoid coil's
reverse-electromotive force will generate voltage peak and it returns to supply voltage. Therefore injector's fuel
injection waveform checking shall be focused on fig. 2-12, part A & B. part A indicates magnitude of
reverse-electromotive force. You shall check if maximum values of the force obtained from injectors of all
cylinders are constant. Typically maximum values of electromotive force are approx. above 80V. If those
maximum values differ more than 5V, then ensure that correct injectors are installed for the engine, and check
injector's power supply side and grounding side. Part B represents magnitude of voltage drop by the wiring it self
between injector(-) terminal and ECM grounding during injector driving time, say fuel injection time. Then value of
dV shall be approx. 1V or less. If the value is higher, there are some resistance element to generate voltage drop
between injector(-) terminal and ECM grounding. You shall check it. If the lower slope is rough or looks like
staircases, you shall also check injector's grounding side.
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Chapter 3 Fuel Pressure Regulator
1. Function
Injection rate through injector depends on injection pressure, injection time and orifice size. Therefore in order to
control fuel injection rate by means of current connecting time for an injector with spray hole size fixed, injection
pressure shall remain constant for any varied pressure at intake manifold.
Fuel injection rate required by engine is controlled by injector’s power supply time from ECM. At a given power
supply time as fuel pressure is not controlled, even if injector’s power time is same, if fuel pressure is high fuel
injection rate will be high and if the pressure is low the rate will be low.
That is, Injection occurs at intake manifold. At a given fuel pressure against atmospheric pressure, when intake
manifold's absolute pressure is low, fuel injection rate will be high, and when the pressure is high the rate will be
low. Therefore fuel pressure regulator maintains fuel pressure always higher than intake manifold pressure base
of the injection pressure, by a certain level as pre-set, so as to enable to control injection rate only by injector
power supply time.
To fuel tank
Adjustment screw
Counter spring
Seal
Return line
Inlet
Valve body
Diaphragm
Control spring
Fig. 3-1 Fuel Pressure Regulator Configuration
Therefore fuel pressure regulator regulates injector's injection pressure at a certain level against intake manifold's
negative pressure.
2. Configuration and Operating Principle

Pressure regulator consists of outer metal housing, valve diaphragm and diaphragm chamber, and fuel chamber.
Diaphragm chamber is connected with surge tank via vacuum hose and therefore has negative pressure from
intake manifold. When fuel pressure is over specified value, diaphragm will be raised by vacuum from surge tank,

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and surplus fuel will return through return pipe to fuel tank. For example, at diaphragm pressure is set at
3.35kg/㎠, when intake manifold negative pressure is 0 and fuel pressure is above 3.35kg/㎠, the pressure will
disable the spring tension and push diaphragm up to return surplus fuel to fuel tank.
Gauge Pressure kg/㎠

Atmospheric Pressure
Pressure
Vacuum
Manifold Vacuum
Fig. 3-2 Control Principle of Fuel Pressure Regulator
3. Auto Fuel Cut System

Auto fuel cut system is a safety device to prevent the fire when the vehicle is crashed. It cuts the electrical power
of the fuel pump if the sensor detects the crash.
The sensor location is on the left hand side strut housing in the engine room.
Operation range:
over 15mile/hour front crash: must be switched off
14 mile/hour～9mile/hour : gray zone
under 8mile/hour front crash: must not be switched off
Boot Ball
Magnet housing
Magnet
Button
Indicator terminal
Top
Spring terminal
Spring
Body
Moving contact
Fig. 3-3 Operation

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Normal 1 Normal 2
Fig. 3-4 Circuit Diagram
If the vehicle is crashed, steel ball is moved up. The steel ball push the
“moving contact”. The switch is turned off.
- Service point
Reset the sensor by pushing of reset switch when the sensor is
replaced. Reset the sensor to start the engine after crash. Engine
does not start if the sensor was not reset.
- Component inspection
Two terminal should be continued after reset.

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Chapter 4 Idle Speed Actuator
1. General
ISA(Idle Speed Actuator) is installed at throttle body of engine and control air intake rate into engine depending
on ECU signal in order to control idle rpm.
Idling speed is controlled relying on a number of parameters including actual engine rpm, coolant temperature,
air-conditioning system and headlamp operation status, etc. ECM transforms the information into ISA control
signal for optimal idling control.
2. Function
1) Optimal Fuel Consumption and Quietness in Idling
In idling lowest engine rpm will be best in the sense of fuel mileage and noise and vibration. However, engine
output is low at too low rpm, and then engine speed will be unstable when engine load increases, and resultantly
engine may generate vibration or stop. On the contrary high idling rpm will result to poor mileage in idling and
worse emission. Therefore idling sped shall be controlled in response to changing drive conditions.
2) Cranking Idle Control
Air intake rate is controlled depending on coolant temperature.
3) Fast Idle Control
Decrease Warm-up time of Engine.
4) Idle Up Control
Idling speed will be raised to preset target rpm relying on electrical load by, for example, air-conditioning system,
and load status signal from Auto-transmission if provided.
5) Dash Pot Control
The function will prevent sudden closing of throttle valve, and consequently relieve engine shock and improve
emission control, during rapid deceleration.

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6) Limp Home Function
Upon uncontrollable emergency condition, as wiring harness for power supply and control is disconnected, the
function will ensure minimum air intake required for driving to a service center. The function is available for rotary
slide type configuration.
3. System Configuration
1) By-pass Air Control Type
Fig. 4-1 illustrates a by-pass air control type system configuration. Depending on kinds of typically used actuators,
it may be classified into Rotary solenoid type, Linear solenoid type, and Step motor type.
to engine Air flow

Air
sensor
Rotary idle actuator
Engine RPM
ECU Engine temperature
Idle contact from throttle valve switch
Fig. 4-1 By-pass Air Control Type
(1) Rotary Solenoid Type
Fig 4-2 illustrates an actuator with rotary solenoid. The actuator consists of drive part including coil and
permanent magnet, and flow control part including rotating type rotary valve. Rotary solenoid is a proportional
electronic valve that regulates air flow route area using different valve positions by turning valve on the basis of
current level flowing through coil. Using rotary type valve has advantage of stable control, not affected by
pressure gap between up-stream and down-stream of valve.

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Bobbin
Core
Drive unit Flange housing
Air flow
Press ring
Axis
Washer
Yoke Slide element
Fig. 4-2 Rotary type
Each coil receives opposite signals form each other alternately. In other words, the closing coil turns off when the
opening coil is on. On the contrary, the closing coil turns on when the opening coil is off.
The ECM carries out these on and off motion 100 times per second, which corresponds to 100 Hz.
The ECM also controls the on and off time, which varies depending on the engine condition.
This type control is called duty control, in which on and off ratio is controlled.
(2) Linear Solenoid Type
Linear solenoid type controls lower air rate, and therefore used with an air valve. Fig 4-3 illustrates example
actuator of linear solenoid type. This type moves the valve position where electromagnetic force generated by
magnitude of current flowing through solenoid makes equilibrium with spring force, in order to regulates air flow
route area this type valve is a proportional electronic valve.

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Spring
Vacuum pressure
cancelling bellows
Coil
Valve shaft
Valve
Air
Valve
Inlet
Housing
Fig. 4-3 Actuator of Liner Solenoid Type
(3) Step Motor Type
Ignition switch(IG)
ISC Servo Temp. sensor

FIAV
TPS
CAS
Coolant
Car speed sensor
A/C switch
Atmospheric sensor
from air cleaner
to surge tank Powersteeringoilpressureswitch
Inhibitor switch(A/T)
Power Supply
Intake air temp sensor

Speed adjustor screw
Idle switch
Ignition timing/ SAS
Self-diagnosis/data
transmission switching terminal
Fig. 4-4 Step Motor Type
Fig. 4-4 illustrates a step motor type actuator. The actuator consists of rotor made of permanent magnet, step
motor made of stator coil, feed screw that converts rotating motion to back-and-force motion, and valve part. Step
motor converts current in stator coil step-by-step and control in order to rotate rotor either in forward or reverse
direction. Then feed screw moves valve up-and-down to regulate air route area.

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The Step motor type Idle Speed Actuator is installed on the throttle body, and controls the engine speed by
controlling the airflow bypassing air.
The Step motor has 6 terminals. Battery power is supplied to 2 terminals through the control relay. The others are
connected to the ECM and 4 coils are controlled sequentially. The motor rotates by the on and off of the terminals
in sequence. In reverse rotation, it is controlled in the reverse order. As for the motor rotation, 1 rotation consists of
24 steps, and 5 rotations can be made because it has 120 steps.

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2) Throttle Valve Direct Drive Type
Throttle valve direct drive type indicates controlling full close position of throttle valve. The actuator controls
against force of return spring applied at throttle valve closing direction generally. The actuator uses a step motor
or a DC motor. As the actuator uses relatively high force, it has a disadvantage to make a big body of actuator.
Engine speed sensor

Motor drive signal
Motor drive signal Contact temperature sensor
Extension side
Sensor power supply Inhibitor switch
Retraction side
Sensor power supply (Vehicles with an automatic
MPS Motor position sensor transaxle only)
ISC servo
Idle switch
Retraction Air conditioner switch
Extension
Idle Vehicle speed sensor

switch
Ignition switch-ST terminal

Throttle position sensor
TPS
Sensor ground
Fig. 4-5 Throttle Valve Direct Drive Type

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4. ISA Checking
1) Checking of Idling Speed
(1) Checking Items
① Coolant temperature : 85-95℃

② Lamp, cooling fan, other accessories : off
③ Power steering wheel : Orient straight for ward
(2) Checking Order
① Ensure that there are no trouble at MPI device before checking.

② Check ignition timing. If it is outside specified value, check sensors that may affect ignition timing.
③ Connect tachometer to engine speed detection terminal.
④ Operate engine at 2,000～3,000rpm at least 5 seconds.
⑤ Idle engine for two minutes.
⑥ Read idling speed and compare it with specified value provided at the relevant service manual.
(example specified value: 800 ± 100rpm)
2) Adjusting Idling Speed
This type uses a Micro-computer to automatically control idling condition, and requires no external adjustment. If
idling condition is unstable, then therefore you are required to check spark plugs, ignition timing and ignition coil,
ISA, leak of intake air, fuel pressure, etc, and consequently decide the cause.
3) ISA Checking
Fig. 4-6 illustrates ISA circuit and terminals. Terminal 1 is for open ISA signal, terminal 3 is for close ISA signal,
and terminal 2 is for power supply. A circuit tester is used to check connectivity between terminal 2 & 1 and
between terminal 2 & 3. Then terminal 2 & 3 will be disconnected with ignition switch off and connected with
ignition switch on. In addition measure voltage at terminal 2 and find if normal battery voltage is applied. When
using oscilloscope, read output waveform at terminal 1 or 3, and find duty rates for open signal and close rates.
Thereafter decide whether the read values are within in specified values. Fig. 4-7 illustrates the waveform of open
signal, with duty rate of approx. 32% in idling. Fig. 4-7 indicates example duty rates of ISA by engine condition.

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ISA side connector
Main relay

Open Close
ECM
Fig. 4-6 ISA Circuit & Terminal Configuration
Engine condition Duty rate Remarks

Idle 30 ~ 32 % * under no load
Tail lamp on 32 ~ 33 %
A/C on 33 ~ 35 %
Dashpot Max. 55 %
Fast idle(Coolant temp. 20) 45 ~ 47 %
Table : Basic Idle duty
For example, in the case of 30% opening duty, the

valve remains open for about 30%. Likewise, in the
case of 60% opening duty, valve remains open for
60%.

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The duty value of the idle speed actuator is displayed

on the current data of the Hi-scan. ISA duty 30%
means that the ECM turns on the opening coil 30%
to let the opening be 30%. Though it will not be
displayed in the current data, in case of the closing
coil, the closing coil turns on 70% to let the closing be
70% because it is the reverse of the opening coil.
Linear solenoid
(+)
Linear solenoid
(-)
Fig. 4-7 Example of ISA Operation Waveform
To check the resistance, remove the idle speed

actuator connector and measure the resistance of the
opening coil and closing coil directly. Through this, we
can check the internal coil condition of the idle speed
actuator.

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To check the waveform, measure the waveform at

one of the ECM side wires. Idle speed actuator
waveform should be displayed as shown in the figure
in cranking or idle condition.
In the idle speed actuator waveform, voltage at the off
state should be the same as the battery voltage. If not,
there should be a trouble in power supply system
from battery positive terminal to the idle speed
actuator. Besides, voltage should be close to 0 volt as
shown in the figure while it is on. If not, there should
be trouble with the ECM or wirings from the idle speed actuator to ECM earth.
To check operation. remove the idle speed actuator

from the engine, and operate the engine. Then check
for valve operation as given duty percentage and any
noise while operating.
Through this, we can check the mechanical problem
and noise of the idle speed actuator
The Next one is checking the current data.

The ISA duty in the current data is a calculated figure by the ECM to control the ISA depending on the engine
condition. Use this value only as a reference value because actual opening may differ from the current data in
case of idle speed actuator breakdown.

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Chapter 5 Check & Adjustment of Step Motor
1. Idling Speed checking

1) Checking Condition
(1) Coolant temperature : 85～95℃

(2) Lamp, cooling fan, other accessories : off
(3) Power steering wheel: Orient straight forward.
(4) Transmission: Neutral (Position N or P for auto gear box.)
2) Checking Order
(1) Connect hi-scan or super pat to timing light or self-diagnosis terminal.

Otherwise, Connect tachometer to engine speed detection terminal and ground self-diagnosis terminal.
(2) Ground ignition timing adjustor terminal. (see section 'Ignition Timing Adjustment')
(3) Idle engine.
(4) Check initial ignition timing and adjust if required. (see 'relevant Engine Service Manual ')
(5) Disconnect ground of ignition timing adjustor terminal.
(6) Operate engine at 2,000～3,000rpm at least five seconds.
(7) Idle engine for two minutes.
(8) Read idling speed. (refer to specified values at relevant engine service manual ex) 750±50rpm)
2. Idle Speed Adjustment

Prior to idle speed adjustment, ensure spark plug, injector, ISC servo, and compression pressure are normal,
and in addition don't fail to check initial ignition timing and correct it if required. The adjustment condition is same
as idle speed check condition.
1) Idle Speed Adjustment
(1) Loosen acceleration cable.

(2) Install hi-scan at self-diagnosis terminal. In case they are not available, you can alternatively connect
tachometer to engine speed detection terminal, and consecutively ground self-diagnosis terminal.
(3) Ground ignition timing adjustment terminal. Then step No, will be fixed at step 9.
(4) Run engine at 2000～3000rpm at least five seconds.
(5) Idle engine for two minutes.

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(6) Check if engine revolution within specified value. Refer to relevant service manual. (ex: 750±50rpm)
A newly manufactured car(less than approx. 500km of mileage) may provide values, less than
specified value by 20～100rpm, but you need not adjust it. If engine suddenly stops or engine rpm is
low even after running at least 500km, it indicates that throttle valve is contaminated with foreign
material. Then you are recommended to clean around throttle valve.
(7) If basic idle speed is outside specified value, use SAS(Speed Adjust Screw) to adjust the speed.
(8) Turn ignition switch to off position.
(9) Disconnect self-diagnosis terminal.
(10) Disconnect lead line from ignition timing adjust terminal.
(11) Idle engine for ten minutes, and check if engine idling condition is normal.
SAS
Fig. 5-1 Idle Speed Adjustment
3. Step Motor Checking

Fig. 5-2 illustrates example for ISC servo motor installation. The motor is installed on throttle body, and controls
the route area by passing throttle valve.
ISC step motor
Fig. 5-2 Example of ISC Step Motor Installation

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Fig. 5-3 illustrates circuit and terminal of step motor. Terminal 2 & 5 are for power supply and terminal 3, 1, 4 & 6
are used to provide pulse signal to step motor coil based on ECM signal. The pulse signal is used to turn step
motor and control spindle operation.
Control relay
ISC servo side connector
ISC servo
Fig. 5-3 Circuit and Terminal Configuration of ISC Servo Motor
If step motor is raised to step 100 or 120 or lowered to step 0, check for step motor defect or harness failure. In
addition, if step motor's step is outside specified value, even though idling speed adjust servo harness and each
part are checked and found normal, check for poor idling speed, accumulated carbon at throttle valve, air leak to
intake manifold through defective gasket, loose EGR valve seat, imperfect combustion of air/fuel mixture(spark
plug, ignition coil, injector, low compression pressure, etc), etc.
As for step motor checking, listen to step motor operating noise upon turning on ignition switch (do not start
engine). If you cannot hear any operation noise, check step motor operating circuit. In case the circuit is normal,
check step motor and ECM for failure. Fig. 5-4 illustrates checking step motor operation. Prepare a power supply
of approx. 6V. Connect the (+) terminal of the Power supply at terminal 2 & 5, and (-) terminal of the power supply
at terminal 1& 4, terminal 3 & 4, terminal 3 & 6, and terminal 1 & 6, and then try to feel vibration. If there is
vibration, it indicates normally operating step motor. In addition use oscilloscope at step motor's output terminal to
check waveform.

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Fig. 5-4 Step Motor Operation Checking
Coil's reverse Induced electromotive

electromotive force force by motor rotation
Fig. 5-5 Step Motor Output Waveform
Fig. 5-5 illustrates example waveform of step motor output. If step motor output waveform indicates coils
reverse-electromotive forces of approx. 30V or more, it is normal. <Table 3> shows step number variation by
engine load condition.
<Table 3 Step No. by Engine Load Condition>
Specified value(No. of
Requirement condition Load condition
step)
All electrical system off after engine 2-20 steps(normally 9
A/C switch off
warming-up steps)
Engine idling A/C switch on 8-50 steps increase
Engine idling, A/C switch off N-D shift for /A/T 5-30 steps increase
A/C switch on N-D shift for /A/T 5-40 steps increase

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Chapter 6 Spark Plug
1. Spark Plug Basic

The spark plug has two primary functions:
(1) To ignite the air/fuel mixture
(2) To remove heat from the combustion chamber
Spark plugs transmit electrical energy that turns fuel into working energy. A sufficient amount of voltage must be
supplied by the ignition system to cause it to spark across the spark plug's gap. This is called "Electrical
Performance."
The temperature of the spark plug's firing end must be kept low enough to prevent pre-ignition, but high enough
to prevent fouling. This is called "Thermal Performance", and is determined by the heat range selected.
It is important to remember that spark plugs do not create heat, they can only emit heat. The spark plug works as
a heat exchanger by pulling unwanted thermal energy away from the combustion chamber, and transferring the
heat to the engine's cooling system. The heat range is defined as a plug's ability to dissipate heat.
The rate of heat transfer is determined by:
(1) The insulator nose length
(2) Gas volume around the insulator nose
(3) The materials/construction of the center electrode and porcelain insulator
A spark plug's heat range has no relationship to the actual voltage transferred though the spark plug. Rather, the
heat range is a measure of the spark plug's ability to remove heat from the combustion chamber. The heat range
measurement is determined by several factors; the length of the ceramic center insulator nose and it’s ability to
absorb and transfer combustion heat, the material composition of the insulator and center electrode material.

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1) Heat rating and heat flow path of Spark Plugs
The insulator nose length is the distance from the firing tip of the insulator to the point where insulator meets the
metal shell. Since the insulator tip is the hottest part of the spark plug, the tip temperature is a primary factor in
pre-ignition and fouling. Whether the spark plugs are fitted in a lawnmower, boat, or a race car, the spark plug tip
temperature must remain between 500C～850°C. If the tip temperature is lower than 500°C, the insulator area
surrounding the center electrode will not be hot enough to burn off carbon and combustion chamber deposits.
These accumulated deposits can result in spark plug fouling leading to misfire. If the tip temperature is higher
than 850°C the spark plug will overheat which may cause the ceramic around the center electrode to blister and
the electrodes to melt. This may lead to pre-ignition/detonation and expensive engine damage. In identical spark
plug types, the difference from one heat range to the next is the ability to remove approximately 70°C to 100°C
from the combustion chamber. A projected style spark plug firing tip temperature is increased by 10°C to 20°C.

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2) Tip Temperature and Firing End Appearance
The firing end appearance also depends on the spark plug tip temperature. There are three basic diagnostic
criteria for spark plugs: good, fouled and overheated. The borderline between the fouling and optimum operating
regions (500&def;C) is called the spark plug self-cleaning temperature. The temperature at this point is where the
accumulated carbon and combustion deposits are burned off.
Bearing in mind that the insulator nose length is a determining factor in the heat range of a spark plug, the longer
the insulator nose, the less heat is absorbed, and the further the heat must travel into the cylinder head water
journals. This means the plug has a higher internal temperature, and is said to be a hot plug. A hot spark plug
maintains a higher internal operating temperature to burn off oil and carbon deposits, and has no relationship to
spark quality or intensity.
Conversely, a cold spark plug has a shorter insulator nose and absorbs more combustion chamber heat. This
heat travels a shorter distance, and allows the plug to operate at a lower internal temperature. A colder heat
range is necessary when the engine is modified for performance, subjected to heavy loads, or is run at high rpm
for a significant period of time. The colder type removes heat more quickly, and will reduce the chance of
pre-ignition/detonation and melting or damage to the firing end. (Engine temperature can affect the spark plug's
operating temperature, but not the spark plugs heat range).
Below is a list of some of the possible external influences on a spark plug's operating temperatures. The following
symptoms or conditions may have an effect on the actual temperature of the spark plug. The spark plug cannot
create these conditions, but it must be able to cope with the levels of heat, if not, the performance will suffer and
engine damage can occur.

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3) Air/Fuel Mixtures seriously affect engine performance and spark plug operating
temperatures.
(1) Rich air/fuel mixtures cause tip temperature to drop, causing fouling and poor drivability.
(2) Lean air/fuel mixtures cause plug tip and cylinder temperature to increase, resulting in pre-ignition,
detonation, and possibly serious spark plug and engine damage.
(3) It is important to read spark plugs many times during the tuning process to achieve the optimum air/ fuel
mixture.
4) Higher Compression Ratios/Forced Induction will elevate spark plug tip and in-cylinder
temperatures
(1) Compression can be increased by performing any one of the following modifications:
① reducing combustion chamber volume (i.e.: domed pistons, smaller chamber heads, milling heads, etc.)
② adding forced induction (Nitrous, Turbocharging or Supercharging)
③ camshaft change
(2) As compression increases, a colder heat range plug, higher fuel octane, and careful attention to ignition
timing and air/fuel ratios are necessary. Failure to select a colder spark plug can lead to spark plug/engine
damage.
5) Advancing Ignition Timing
(1) Advancing ignition timing by 10° causes tip temperature to increase by approx. 70°-100° C.
6) Engine Speed and Load
(1) Increases in firing-end temperature are proportional to engine speed and load. When traveling at a
consistent high rate of speed, or carrying/pushing very heavy loads, a colder heat range spark plug should
be installed.

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7) Ambient Air Temperature
(1) As air temperature falls, air density/air volume becomes greater, resulting in leaner air/fuel mixtures.
(2) This creates higher cylinder pressures/temperatures and causes an increase in the spark plug's tip
temperature. So, fuel delivery should be increased.
(3) As temperature increases, air density decreases, as does intake volume, and fuel delivery should be
decreased.
8) Humidity
(1) As humidity increases, air intake volume decreases.
(2) Result is lower combustion pressures and temperatures, causing a decrease in the spark plug's temperature
and a reduction in available power.
(3) Air/fuel mixture should be leaner, depending upon ambient temperature.
9) Barometric Pressure/Altitude
(1) Also affects the spark plug's tip temperature.
(2) The higher the altitude, the lower cylinder pressure becomes. As the cylinder temperature de-creases, so
does the plug tip temperature.
(3) Many mechanics attempt to "chase" tuning by changing spark plug heat ranges.
(4) The real answer is to adjust jetting or air/fuel mixtures in an effort to put more air back into the engine.

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2. Types of Abnormal Combustion

1) Pre-ignition
(1) Defined as: ignition of the air/fuel mixture before the pre-set ignition timing mark.
(2) Caused by hot spots in the combustion chamber can be caused(or amplified) by over advanced timing, too
hot a spark plug, low octane fuel, lean air/fuel mixture, too high compression, or insufficient engine cooling.
(3) A change to a higher octane fuel, a colder plug, richer fuel mixture, or lower compression may be in order.
(4) You may also need to retard ignition timing, and check vehicle's cooling system.
(5) Pre-ignition usually leads to detonation; pre-ignition an detonation are two separate events.
2) Detonation
(1) The spark plug's worst enemy! (Besides fouling)
(2) Can break insulators or break off ground electrodes.
(3) Pre-ignition most often leads to detonation.
(4) Plug tip temperatures can spike to over 3000°F during the combustion process (in a racing engine).
(5) Most frequently caused by hot spots in the combustion chamber.

Hot spots will allow the air/fuel mixture to pre-ignite. As the piston is being forced upward by mechanical
action of the connecting rod, the pre-ignited explosion will try to force the piston downward. If the piston can't
go up (because of the force of the premature explosion) and it can't go down (because of the upward motion
of the connecting rod), the piston will rattle from side to side. The resulting shock wave causes an audible
pinging sound. This is detonation.
(6) Most of the damage than an engine sustains when "detonating" is from excessive heat.
(7) The spark plug is damaged by both the elevated temperatures and the accompanying shock wave, or
concussion.
3) Misfires
(1) A spark plug is said to have misfired when enough voltage has not been delivered to light off all fuel present
in the combustion chamber at the proper moment of the power stroke (a few degrees before top dead
center).

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(2) A spark plug can deliver a weak spark (or no spark at all) for a variety of reasons, defective coil, too much
compression with incorrect, plug gap, dry fouled or wet fouled spark plugs, insufficient ignition timing, etc.
(3) Slight misfires can cause a loss of performance for obvious reasons (if fuel is not lit, no energy is be-ing
created)
(4) Severe misfires will cause poor fuel economy, poor drive ability, and can lead to engine damage.
4) Fouling
(1) Will occur when spark plug tip temperature is insufficient to burn off carbon, fuel, oil or other deposits.
(2) Will cause spark to leach to metal shell...no spark across plug gap will cause a misfire.
(3) Wet-fouled spark plugs must be changed...spark plugs will not fire.
(4) Dry-fouled spark plugs can sometimes be cleaned by bringing engine up to operating temperature.
(5) Before changing fouled spark plugs, be sure to eliminate root cause of fouling.
5) How to read Spark Pulg
Ex) BPR5EY
-B : Bolt diameter (14mm)
-P : insulator shape
-R : Resistor spark plug (Using 5KΩ ceramic resistor),
- 5 : Heat range
-E : Bolt length (19mm), - Y: tip type(V-Power plug)
(BK type is 2.5mm shorter than BP type in total length)
Resistance spark plug

The spark plug named “xxRxxxx” has ceramic resistance to reduce noise from ignition system.

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Plug without
Resistance
Noise 5KΩ Ceramic
(dB) Resistance
Resi. plug
Frequency MHz
Installation
No Good Good
Carbon deposit No Good
Spark plug hit by
Carbon deposit
piston

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7) Installation
(1) Tighten the spark plug with hand by when the gasket (washer) is contact to cylinder block.
(2) In case of brand new spark plug, turn 180˚ more.
(3) In case of used spark plug, turn 30˚ more.
(4) If torque wrench is used, keep the tightening torque(2.5~3.0kg-m).
Brand new Used

180˚ turn 30˚ turn

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Chapter 7 Ignition Coil
1.General
The Ignition coil functions as an energy-storage device and transformer. It is supplied with DC voltage from the
alternator, and provides the high tension ignition pulses for the spark plugs.
The MFI engine adopts a computerized ignition system.
The ECM calculates ignition timing, timing advance,
and knocking control by the sensor signals.
There are distributor type and distributorless types in the

ignition system.

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2. Distributor Type
In the distributor type, high voltage is generated at the ignition coil. It is distributed to 4 cylinders using the
distributor. In general, the primary coil is controlled by the power transistor.
Therefore, energy is charged in the primary coil while the transistor is on. High voltage generates at the
secondary coil when the transistor turns off. Then high voltage is distributed to the spark plugs by the distributor.
3. Distributorless Type
2 or more of the ignition coils are installed in the distributorless type. The ECM directly controls the primary coil.
High voltage is distributed to each cylinder without a distributor.

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In the distributorless type, sometimes the primary coil is controlled by the power transistor.
In that case, the power transistor is installed inside the ignition coil. The operations of the ignition coil and power
transistor are the same as that of distributor type.
4. Checking
The checking method of the ignition system are as follows
- Spark test
- Checking the coil resistance
- Measuring the waveform of primary ignition coil in cranking or idle state.
To perform the spark test, remove the high-tension

cable from the spark plug, and check the spark
generation from the high-tension cable.

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For reference, when engine idle condition is not good,

remove the high-tension cable of each cylinder one by
one and perform power balance test, which compares
the engine condition. Through this test, we can find the
trouble cylinder, and we can solve the problem by
inspecting the fuel system, ignition system,
combustion chamber pressure, which may influence
on the combustion in the corresponding cylinder.
To check the coil resistance, remove the coil connector and measure the primary coil resistance at the connector.
As for the secondary coil resistance, remove the high-tension cable and measure the resistance of the
secondary coil. Since each coil resistance value differs depending on the engines, please refer to the shop
manual for the correct values.
To check the waveform, measure it at the primary coil.
The waveform at the primary coil on timing should looks like the waveform on the screen. If not, check the battery
voltage, ground condition, spark plug, high tention cable and power transistor.
To check the power transistor, measure the waveform.

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5. Ignition waveform Analysis

1) Second Ignition Waveform
(1) Ignition Second Waveform Measurement
Typically tune-up devices or scope-meter such as oscilloscope may be used to read ignition waveform. Using
oscilloscope for ignition system diagnosis involves comparison between read waveform on oscilloscope display
and normal waveform. In particular, you shall find whether the oscilloscope may be used to read ignition second
high voltage. As measuring procedure may differ by measuring devices and engine's ignition system
configuration, you must refer to relevant service manuals, and operating manuals for the engine and the
scope-meter. For Hi-scan pro to measure the second ignition waveform, you need to use optional device.
2) Ignition Second Waveform's Implication
Fig. 7-4 illustrates typical example second waveform. Fig. 7-4 part A corresponds to the moment when the
controller contact opens in case of mechanical ignition system or transistor turns off in case of electronic ignition
system. Then first current will be cut off in ignition coil and second voltage starts to go up. It is because the coil's
self induction and mutual induction generates high voltage at second coil. Part B represents ignition voltage at
which spark plug discharges the voltage. A～B part is called 'firing line'. Height of firing line represents ignition
coil's output voltage required for generating spark against spark plug gap and distributor cap-rotor gap. Once
spark is generated against spark plug gap, the voltage will be decreased to level only required to maintain the
spark. To say, the voltage decreases to level 'C'. C～D period is called 'spark duration' or 'spark line'. The period
of spark duration typically lasts 1.0～2.0ms. At part D remaining energy at ignition coil is not enough to maintain
spark, and spark disappears. However remaining energy in the coil at low level will be extinguished attenuating
and oscillating. At part E contact will close or transistor on. E～F period represents current flowing time in ignition
first coil, and called dwell period. At part F contact will be open or transistor off, and then repeat the said
procedure again. For most electronically controlled ignition system, dwell period varies. To say, increased engine
rpm will increase dwell period, in order to obtain ignition energy.
Fig. 7-4 Example of Ignition Second Waveform

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At fig. 7-4 part D, discharge will end and the remaining part of accumulated electrical energy in ignition coil
(residue energy) will be discharged to the circuit. Then fig. 7-4, D～E period represents state of open contact, the
coil's inductance L and condenser's capacitance C will affect the waveform resulting to L～C's oscillating and
attenuating waveform. It will be typically 3～6 cycles. Though ignition coil and condenser are normal, when coil's
residue energy is excessive, then there will be more cycles. When the residue energy is too low, the cycles will
be less. Second circuit's resistance will decide the magnitude of residue energy. If second side's resistance is too
high, ignition power supply will rise to high and generate excessive residue energy.
(3) Second Ignition Waveform Analysis
Ignition voltage is required to generate spark against the resistance of spark plug gaps and of distributor
rotor-distributor cap gaps. Therefore higher ignition voltage than others implies larger spark plug gap and lower
voltage implies smaller gap. Unevenly distributed mixture gas or clogged injectors may cause to change ignition
voltage. Required ignition voltage relies on a number of parameters such as spark plug gap, compression
pressure in cylinder, electrode temperature, air/fuel mixture ratio, ignition timing, EGR rate, etc. Higher spark plug
gap requires higher voltage. Therefore when spark plug is used for extended period and its center electrode is
worn out, then the plug will require higher voltage than a new plug. Higher compression pressure will raise
mixture's density with in spark plug gap, and therefore will require higher voltage. Higher temperature at spark
plug center electrode will stimulate emitting electrons from the electrode, and then required voltage will be
lowered. Lower mixture ratio will require higher ignition voltage. Earlier ignition timing will provide spark at
relatively low compression pressure, and then require lower voltage. Higher EGR rate will decrease combustion
temperature and consequently electrode temperature, raising required voltage. Besides central electrode's
thickness, electrode's shape, humidity, and polarity have effect on required voltage, as well. In case of abnormal
ignition waveform, you shall find whether a particular cylinder or all cylinders generate abnormal waveform. If all
cylinders generate abnormal voltage, then check common parts(ex: spark plug cord, relevant cylinder's
compression ratio or mixture condition, spark plug gap, etc). Representing each waveform consecutively as fig.
7-5 would allow you easier checking. Ignition voltage shall be within specified value evenly for each cylinder. The
voltage variation between different cylinders, shall be within 3kv.
In case of higher Spark plug gap

In case of lower Spark plug gap
Fig. 7-5 Example of Consequently Represented Ignition Second Waveform

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Fig. 7-6 Example of Ignition Waveform When Spark does Not Occur Due To Damaged Ignition Cable
Fig. 7-6 represents the case that spark does no exist. The symptom may occur in one or more cylinder(s). If all
cylinders have this symptom, it indicates that ignition coil does not generate high enough voltage. If spark plug
gap is normal, then it would imply defective ignition coil or coil's deteriorated protection device. Broken or worn
out distributor rotor or cracked distributor cap may generate the same symptom by increasing rotor-distributor cap
gap.
Speak line shall be straight or horizontal as illustrated at fig. 7-8, part A. Part B represents normal starting point
but with upward slope. It indicates higher spark plug gap. Thin mixture, high compression ratio, or worn-out spark
plug electrode may generate the same symptom.
Fig. 7-7 Ignition Waveform Spark Line Analysis (in Case of Higher Spark Plug Gap)

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Second resistance causes downward slope. Fig. 7-8 illustrates effect of excessive resistance. Fig. 7-8, part A
represents that ignition voltage rises with ignition cable's high resistance, and part B indicates spark line that
starts at higher than normal value and then incline down ward. If this symptom was found at a particular cylinder,
it indicates defective ignition cable or corroded protective measure of ignition cable located in distributor cap. If the
symptom occurs for all cylinders, it may be caused by defects at coil-distributor cap wiring, coil protective
measure, protective measure of center cord inside distributor cap. Those waveform may be related with
excessive resistance outside cylinder.
Fig. 7-8 Spark Line Waveform by High Resistance of Ignition Cable
Fig. 7-9 illustrates long and low spark line indicating too low spark plug gap. Part A represents low ignition voltage.
And part B represents the case of spark duration longer than normal, which may be due to wet or shorted spark
plugs, shorted ignition cable, or built-up carbon inside distributor cap.
Fig. 7-9 Spark Line Waveform when Spark Plug Gap is Low

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Fig. 7-10 illustrates the case that spark line is ambiguously collapsed due to changed condition in cylinder during
ignition time. The change is related to distribution of air/fuel mixture. For example, air may leak in combustion
chamber, intermittently extinguishing spark and thereafter firing again.
Fig. 7-10 Spark Line Wave form in Case of Air Leak in Combustion Chamber
2) Ignition First Waveform
(1) Ignition First Waveform Measurement
Ignition First Waveform represents voltage change at ignition device's first side. Upon interruption of current at
first coil, reverse-electromotive force will be generated at first coil by self-induction and then the force will induce
high voltage at second coil. Therefore voltage generated at first coil will have for less value than the high voltage
at second coil. Typically reverse-electromotive force at first side will be approx. 200～300V for contact type and
approx. 300～400V for transistor type. So general purpose oscilloscopes may be used for this purpose by setting
test rod's attenuation ratio and oscilloscope's scale at maximum range. Ignition first waveform can be measured
by connecting test rod to ignition coil (-) terminal.
(2) Ignition First Waveform Analysis
Fig. 7-11 illustrates typical ignition first waveform. Fig. 7-11 part a is the position where current flow is interrupted
at ignition first coil, and then approx. 300V of reverse-electromotive force is generated at first coil by self-induction
and high voltage at second coil.

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Fig. 7-11 Ignition First Waveform Pattern
Then a～b part represent magnitude of self-induction voltage generated at first coil, that corresponds to first coil
inductance by two current variation rate of ignition first coil(V=-L*time di/dt). Therefore Ignition first coil's too low
output may be caused by first coil inductance that is lower than specified value(defective ignition coil) or by too
low current variation rate. The current variation rate may be decreased if first current at the time of contact
opening is too low(too high resistance of first circuit, two low battery voltage) or if first current is not be interrupted
instantly at the time of contact opening(arc at contact point, defective condenser, too low contact gap). In addition
it may be affected by ignition second side.
b～d part is the period of spark duration at spark plug(or spark plug's discharge time). If a particular cylinder has
spark plug with gap higher than specified value, say higher resistance then voltage will be higher and duration be
lower at discharging part than other cylinders. Then the waveform will show pattern which rises toward
upper-right. Therefore discharging part shows lower voltage and longer discharging time with pattern decreasing
toward lower right. If spark plug cord is cut off, and then ignition second side is literally interrupted and no
discharge occurs, the discharging part will be eliminated, and directly followed by attenuating oscillation at the
next medium part(d～e part).
d～e(f) part is called 'medium part', and just as seen at ignition second waveform, ignition first coil's remaining
energy will be drained as oscillation current. As soon as oscillation disappears, voltage change will also disappear.
Then as contact point is open, battery voltage will be applied to ignition coil(-) terminal.
(e)～f～a(g) period is where contact point is closed and current flows at ignition first coil, and typical called 'dwell
period'. For typical mechanical ignition system engines, dwell period is always fixed (depending on controller cam
shape) During idling or at low rpm, distributor rotation is slow providing relatively long enough dwell period.

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However at high rpm the dwell period will be shorter decreasing the energy charging period of ignition coil. To say
energy amount will be reduced. Some engines have less first winding of ignition coil to obtain sufficient ignition
energy even at high rpm. Then too high current will flow at ignition first circuit at low speed, generating much heat
that may give adverse effect on ignition coil, transistor, etc. Therefore some ignition devices are designed to
obtain a certain amount of energy at low rpm, and then constrain first current to avoid overheating ignition coil,
and at high rpm rapidly increase current to obtain enough ignition energy. This type of device is called current
limiting. Fig. 7-12 illustrates example of current limiting type's ignition first waveform. Fig. 7-12 part A(dwell period)
will vary depending on engine rpm: Short at low rpm and long at high rpm. Part B represents current limiting
period. Part C represents spark duration.
Fig. 7-12 Example of Current Limiting Type's Ignition First Waveform.
Recently developed electronically-controlled ignition systems rely on microprocessor that controls dwell period so
as to obtain sufficient energy on the basis of engine rpm.

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Chapter 8 Exhaust Gas Recirculation
1. Function
Exhaust gas contains NOx that is hazardous to human central nervous system and mucous membrane, as well
as is globally principal cause for photochemical smog, and therefore globally subject to increasingly strong
regulation together with HC and CO. As CO and HC are resulting from imperfect combustion, improved
combustion will improve engine performance, too. However NOx increases as combustion maximum
temperature and in particular rapidly increases typically above 2000℃ of combustion temperature, combustion
maximum temperature shall be lowered in order to decrease NOx.
As lowering combustion maximum temperature is an effective way to actually reducing NOx, they partly
recirculates exhaust gas(approx. 15% of intake mixture) to take initial gas(CO2) into combustion chamber. Then
recirculated exhaust gas will not burn and therefore combustion temperature at explosion will be decreased to
reduce NOx significantly(max. 60%). However EGR will degrade mixture's ignition characteristics and
consequently reduce engine output, though EGR is effective for NOx reduction. In addition HC and CO in
emission gas may increase, if EGR rate is not appropriate. Therefore it is important to take operation range in
which much NOx is generated, and recirculate proper quantity of exhaust gas in the range.
We = 0.24 kJ/dm3
λ be/min
HC, NOX concentration in exhaust gas
HC, NOX concentration in exhaust gas
De
De
NOx
Fuel consumption rate(be)
Fuel consumption rate(be)
HC
HC
EGRO
NOx
Air ratio λ EGR rate
Fig. 8-1 Emission Gas Components and Fuel Mileage Variation by EGR Rate
Fig. 8-1 represents relation between emission gas components and fuel mileage by EGR rate. EGR control rate
indication, say EGR rate may be represented as follows:
EGR gas rate

EGR rate (%) = × 100
Intake air rate + EGR gas rate

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When vacuum pressure occurs at vacuum port located near to throttle valve, the pressure will be delivered
through vacuum hose, and nipple to vacuum chamber. Then the pressure will operate on vacuum pressure
chamber diaphragm and consequently push up needle valve that is combined with the diaphragm, from valve
seat, making gap. The gap will then provide route for exhaust gas going into intake manifold. Depending on the
vacuum pressure applied to EGR valve's vacuum pressure chamber, needle valve lift and consequently exhaust
gas route area varies. Proper control of vacuum pressure applied to vacuum pressure chamber of EGR valve
depending on engine operation condition, will provide optimal EGR.
Spring
Nipple
Vacuum chamber
Diaphragm
Needle valve
Housing
Valve seat
Fig. 8-2 EGR Valve Configuration

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3. EGR System Control Types

Depending on EGR valve vacuum chamber's vacuum pressure control type, vacuum pressure controlled type
may be classified into mechanical type that typically use low EGR of EGR rate, 5～15%, and electronic control
type use high EGR of EGR rate, above 15%.
1) Vacuum Pressure Controlled Type
It is the most basic control type that controls EGR valve using vacuum pressure generated near to throttle valve.
In idling or with throttle valve wide open, port's vacuum will be low enough to be defeated by EGR diaphragm's
spring force, and then EGR valve will close and quit EGR. Otherwise EGR rate that is recirculated through EGR
valve to intake manifold will be decided depending on magnitude of port vacuum.
Port
EGR valve
Throttle valve
Intake manifold Exhaust
Fig. 8-3 Vacuum Pressure Controlled Type EGR System Configuration
2) Back Pressure Controlled Type
This type controls EGR valve depending on the finding that there is almost typical finding that there is almost
typical relation between exhaust gas back pressure and air intake rate. BPT(Back Pressure Transducer) valve
controls EGR vacuum pressure to maintain and orifice downstream vacuum always constant. Then EGR
quantity will be proportional to air intake rate, and EGR rate will be decided depending on orifice section area.

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B.P.T(Back Pressure Transducer)
EGR Valve
Ventury
P
Thermo valve
Fig. 8-4 Back Pressure Controlled Type EGR System Configuration>
Fig. 8-4 illustrates the system configuration. When throttle valve opens, port "E"s vacuum will rise and then defeat
EGR valve vacuum chamber's spring force consequently resulting to EGR valve opening. Therefore exhaust gas
will be recirculated to intake manifold making ventury part's pressure decrease. When ventury part's pressure
decreases to atmospheric pressure, BPT will open connecting between port "E"s vacuum and port
"A"(atmospheric pressure), and then EGR valve will close. Upon EGR valve closing, back pressure will rise to
close. Therefore port "E"s vacuum will be applied to EGR valve's vacuum pressure chamber, and then EGR
valve will open recirculating exhaust gas to intake manifold. Repeating this operation, EGR rate will be controlled
properly responding to air intake rate.
3) Electronic Controlled Type
This type uses engine operating condition data detected by various sensors and signals provided by
microprocessor, in order to operate actuator and then control EGR valve opening.

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4) Solenoid Valve
EGR SOL/VLV relies on electromagnet principle, and consists of coil, core, and yoke which generate magnetic
field, plunger and valve seat which open/close air flow, and orifice which controls flow rate. The operating
principle is: When ECU manages to approve power supply at EGR, electromagnetic force will be generated
around coil making core a electromagnet, that will pull plunger closing flow route, then power supply will be cut off,
and spring force will re-open the flow route.
Plunger
Coil
Air Out Vacuum
Air Out
pressure
Air In
Atmospheric
pressure Valve Seat
Core
Plate
Yoke
Spring
Fig. 8-5 EGR Solenoid Valve Structure

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Chapter 9 Purge Control Solenoid Valve
1. Function
A vehicle generates evaporated gas at fuel system such as fuel tank, and HC is the main substance of the gas.
Fuel tank requires venting system to avoid pressure rising in the tank when raised temperature generates volume
expansion, and there after resulting vacuum pressure. In addition, vapor gas control system is required to prevent
fuel vapor from being discharged into atmosphere. Vapor gas control types include crankcase capturing type and
activated charcoal capturing type. Activated charcoal capturing type is the most widely used type. Fig. 9-1
illustrates vapor gas control system using activated charcoal.
Activated charcoal adsorbs fuel vapor very well, and thereafter when blowing air, separates the fuel vapor again.
Upon stopping engine, charcoal canister captures vaporized fuel. During engine running, outside air will blown
into the canister separating adsorbed fuel out of the charcoal, and route and purge the fuel into intake line.
Purge control solenoid valve controls vaporized gas captured in the canister. Depending on ECU's control signal,
the valve deliver the gas into intake line or interrupt it.
1) Line from fuel tank to carbon canister
2) Carbon canister
3) Fresh air
4) Purge control valve
5) Line to intake manifold
6) Throttle valve
△ P: Difference between manifold pressure Ps and atmospheric pressure Pu
Fig. 9-1 Vapor Gas Control System(Charcoal Capturing Type)

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Fig. 9-2 illustrates purge control solenoid valve's configuration. Purge control solenoid valve's valve consists of
canister, hose connectors at both ends connected with intake line, ECU terminal. and solenoid and spring
located inside.
Fig. 9-2 Purge Control Solenoid Valve Configuration

Purge Control Solenoid Valve may be controlled either in duty controlled type depending on ECU, or in on-off
only control type using intake manifold's vacuum pressure and ECU. The valve will close when coolant
temperature is low or engine is idling, and open when engine reaches normal operating temperature to deliver
vapor gas caught in canister toward intake manifold.
The valve type that is duty controlled by ECU is particularly called PCSV(purge control solenoid valve), Which is
controlled by microprocessor using intake manifold's vacuum pressure, coolant temperature sensor's signal, etc.
Typically the valve closes at 9% duty and wide open at 100% duty.
3. Vaporized Gas Control System Operation

Typically purge control solenoid valve operates at the following condition:
- Coolant temperature at approx. 80℃ or above

- Operating status other than idling
- Not learning idle mileage
Purge control is not a continuous operation. Purge control operates for a certain period (ex. 3 minutes), and stop
for a certain period in order to capture vapor gas. Purge control duty rate is decided principally by engine rpm,
and load.
There are purge control solenoid valve check method, Checking waveform and checking valve condition.
To check the waveform, measure the waveform at the ECM connection line.
When the purge control solenoid valve turns on, check whether the voltage becomes close to 0 volt. And check
whether voltage becomes the same with the battery voltage when it turns off.
If not, check the wiring, fuse and ECM ground condition.
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To check the valve condition, check the opening condition and closing condition of the valve using a vacuum
pump.
4. Flow Rate Characteristics Curve

Fig. 9-3 illustrates air rate variation by duty as characteristics curve.
The curve has some non-linear period at low duty range, but overall curve represents linear characteristics.
Air flow rate [L/min]
Air flow rate

[L/min]
Detail of low flow

late
DUTY[%] DUTY[%]
Fig. 9-3 Flow Rate Characteristics Curve by Duty Change
Fig. 9-4 PCSV Circuit

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Chapter 10 ETS SYSTEM
1. General
ETS(Electronic Throttle System) which is also referred as dirve-by-wire system was firstly introduced by BMW on
their 7 series range back in 1988. The mechanical linkage between the accelerator pedal and the throttle butterfly
is replaced by sophisticated electronic control modules, sensors and actuators.
There are several reasons why electronic throttle actuation is preferable to a conventional throttle cable.
The vehicle's on board electronic systems are able to control all of the engine's operation with the exception of
the amount of incoming air. The use of ETS ensures that the engine only receives the correct amount of throttle
opening for any give situation. The optimization of the air supply will also ensure that harmful exhaust emissions
are kept to an absolute minimum and derivability is maintained, regardless of the circumstances.
Using ETS, cruise control, traction control and idle speed control system are archived through ETS without any
additional system modules.
Advantages
- Eliminating the mechanical element

- Improving the drivability through accuracy of inhaled air control
- Meeting strict exhaust emissions regulation
- Additional subsystems are not necessary such as cruise control, traction control and idle speed control
- Increasing serviceability and system creditability

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2. System Overview
Fig. 10-1 ETS System Diagram
ECM sends throttle valve target opening value to ETS unit after calculation from received signal such
as APS2 and other input values.
ETS unit controls throttle motor to meet ECM’s throttle valve target opening value.
TPS1 and TPS2 are used to monitor throttle valve target opening value’s activation between ECM and
ETS unit.
If the difference between target opening value and real TPS value arise or system fault is detected,
ECM activates Limp Home Valve.

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Chapter 11 Variable Intake Control
1. Variable Intake System Outline

Variable intake system varies length of intake manifold in order to improve engine output over all engine
operation range, and in particular increase engine output by approx. 10% at low-medium speed range.
For frequent crowded downtown driving, engine shall provide high power at low-medium speed range. Highway
driving and high speed running requires engine with high power at high speed range.
As to natural aspiration engine(N/A), if the engine is designed to generate high torque at low-medium speed,
torque will decrease at high speed range. If on the contrary designed generated high torque at high speed range,
torque will decrease at low-medium speed range. Therefore an engine that may generate high output over all
operation range is desirable. Variable intake system corresponds to driver's various requirement, and enables
engine to generate high power from low through high speed range. The system controls air intake route
depending on engine rev. and load condition in order to improve engine output over all engine operation range.
Variable intake system's basic principle is: In low speed range the system closes intake control valve, and then
the intake route will be extended to increase intake efficiency using air's initial property, raising low speed torque.
As engine rpm rises, more air will be taken into engine. Then, if extended intake route is still used, intake air
resistance will increase, and resultantly decrease engine output. Therefore the system opens the valve at high
rpm to take shorter air intake route. Then higher flow velocity enables sufficient intake of air. As described above,
the system increases low speed torque using extended intake route at low speed, and increase high speed
torque using shorter intake route at high speed.
VIS valve
At low speed
S/Tank
At high speed
Athighspeed
Atlowspeed
Fig. 11-1 Example of Variable Intake System Configuration

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2. Variable Intake System Operation

As for variable intake system control, engine computer drives VIS valve motor based on engine rpm and engine
load in order to control air intake route direction. At low speed or low load, the computer closes VIS valve to
extend intake route longer than that of conventional engines, and at high speed or high load the computer opens
VIS valve to shorten air intake route less than that of conventional engines, and then generate higher engine
output over all speed range.
As illustrated fig. 11-3, the computer closes VIS valve at low speed or low load. When the valve closes, intake
route will decreases as compared to conventional engines, increasing intake inertial force and consequently
intake efficiency. Therefore intake efficiency will increase at low-medium speed range improving engine output
and consequently engine output.
* Low speed and low load condition

- Engine rpm: 4500rpm or less
- Throttle valve opening: 70% or less
Intake manifold Intake manifold

length long length short
Engine torque
Intake manifold
Intake manifold length long
length short
Engine RPM
Fig. 11-2 Example of Torque Variation by Intake Manifold Length Change
VIS VALVE
TPS RPM
ON
ECU
OFF
Fig. 11-3 Example at Low Speed and Low Load

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TPS RPM
ON
ECU
OFF
Fig. 9-4 Example at High Speed and High Load
When engine rpm and load increases, high amount of air comes into engine and then intake resistance occurs to
decrease intake efficiency.
Computer opens VIS valve at high rpm and high load as illustrated on fig. 11-4 in order to make shorter intake
route than conventional engines, and consequently reduce intake resistance. Then the reduced intake resistance
will make intake efficiency relatively higher and result to increased engine output.
* High rpm and high load operation condition

- Engine revolution: 4500rpm or less
- Throttle valve opening: 70% or less
For controlling variable intake system as described above, valve position sensor located at motor axis detects
VIS valve position (fig. 11-5)
Valve position sensor is installed on valve axis in order to detect accurate valve position when opening/closing
valve. Valve position sensor is made of semiconductor, and operates with the same principle as HALL sensor.
When engine is switched on, ECU will drive servo to sufficiently close valve. Then valve will contact stopper. This
status is initial setting. Thereafter, valve opening will be calculated depending on number of pulse signals. From
full close status through full open status of valve, the sensor will receive total twelve pulse signals.

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Chapter 12 Others
1. Cooling Fan Control

1) Cooling Fan Control Outline
In order to maximize cooling efficiency and minimize cooling fan motor drive current, radiator fan and condenser
fan speeds are controlled using three speed modes such as low, medium, and high speed, on the basis of
coolant temp, car speed, air conditioning switch signal, and conditioning compressor operation signal.
Engine ECU
Coolant temp
Radiator fan &
Speed condenser fan Radiator fan
A/C position controlled by 3
A/C compressor speed of low and
medium, high Condenser fan
Middle switch
Fig. 12-1 Cooling Fan Control Diagram

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Engine ECU
LOW S/W HIGH S/W

A/CON COMP. S/W
THRIPPLE S/W
MIDDLE S/W
FAN LO
FAN HI
BLOSER MTR
CON. FAN MOTOR
A/CON SW
RAD. FAN MOTOR
TO COND.
FAN RELAU(LO)
Tripple S/W operation characteristics
- Low & High (unit: kg-㎠)
ON
OFF
ON
-MIDDLE
OFF
Fig. 12-2 Example of Circuit Diagram of Cooling Fan Control>
Cooling fan speed is controlled using three speeds as low, medium, and high speed by ECU that grounds LO
terminal, HI terminal or both terminals to control the speed.
<Table 4 Fan Control Table>
Fan relay control

Fan speed mode
Engine ECU LO terminal Engine ECU HI terminal
OFF OFF OFF
Low speed (LO) ON OFF
High speed (HI) ON ON
Medium speed (MID) OFF ON

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Relays are controlled depending on engine logic table using coolant temp. and car speed as important variables.
Conventional cooling fan control relies on coolant temperature. On the contrary car speed is also used for this
type of advanced control.
<Table 5 Example of Cooling Fan Control Speed Depending on A/C Switch, Coolant Temp. and Car Speed>
Items Fan Control speed
Speed
A/C switch off -
A/C pressure
Speed
switch off
A/C switch on
A/C pressure
Speed
switch on

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2. Generator Current Control

1) Generator Current Control Outline
When turning on headlamp or heating wire in idling, engine rpm will instantly fall down and then recovered due to
increased generator load. At that time increasing electrical load will generate rapid engine rpm change, resulting
to vibration and poor comfortableness.
Generator current control system depends on engine ECU that controls current output from generator in order to
prevent drop of engine rpm when inputting electrical load.
Engine ECU
Generator
Read lamp on
terminal G
Tail lamp on
Heating wire on
FR terminal
Fig. 12-3 Generator Current Control Diagram
2) Generator Current Control Operation
Battery
TR2
Rectifier system
Stator
coil TR3 ECU
TR1
Zener B3 G
diode
B11FR
Rotor coil
Generation on= 0V
Generation off= 12V
* Terminal G low : TRI off - TR2 on - TR3 off → no generation
Terminal G high : TRI on - TR2 off - TR3 on → generation
Fig. 12-4 Example of Circuit of Generator Current Control
As for generator current control, Engine ECU duty-controls G terminal and consequently the current provided to
rotor coil as illustrated on fig. 12-4. When G terminal's duty level is high, TR1 will be on and current at S terminal
flow to ground, and zener diode be off. Then TR2 will be off and then TR3 on. Therefore current will flow through
rotor coil, and then generator operate to output current.

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On the other hand when G terminal duty level is low, supply current at L terminal flows to engine ECU, turning
TR1 off. Then if voltage between L and S terminal is 14.7V or higher, current will flow through zener diode,
turning TR 2 on. Then, TR3 will be off and no current will flow through rotor coil, disabling power generation.
G terminal duty-control varies depending on target generating rate. Generated current will be calculated using FR
terminal's time 'on' and engine rpm together. When FR terminal's time 'on' and engine rpm rise, G terminal's duty
rate will increase to raise current generation.
Repeated control of G terminal performed by high rate duty operation as said above, will realize optimum current
generation.
FR signal on Generating current

period
Engine rpm
Fig. 12-5 Generated Current Rate
CPS
Terminal G
Control Output
Normal voltage setting(generating period)
Fig. 12-6 G terminal Control Signal
In order to measure FR signal, engine ECU provides 12V power supply at terminal B11, and connected with TR3
via wiring. When TR3 is on, say current flows through generator rotor coil to generator, voltage at FR terminal will
drop to 0V(low level). On the contrary, if TR3 turns off, the terminal voltage will remain at 12V (high level). FR
signal measurement will be decided by comparing and analyzing between generating period by generator, say
period of FR terminal remaining at low level, and crank angle sensor.

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CPS signal
FR signal
FR on period
accumulated calculation
* Calculate per CPS one cycle
Fig. 12-7 Example of FR Signal Measurement
3. A/C Compressor Control

1) A/C Compressor Control Outline
A/C Compressor Control is used when accelerating or engine load is instantly increased greatly, in order to
improve engine acceleration by temporarily turning off A/C compressor.
2) A/C Compressor On/Off Control
A/C Compressor On/Off Control is performed by engine ECU depending on A/C switch signal and blower fan
switch input signal. When driver turns on A/C switch and blower fan switch, battery voltage will be delivered
through fin thermo switch and triple switch's inside low & high switches to engine ECU terminal C13.
Then engine ECU drives A/C compressor relay, to operate A/C compressor. In addition when throttle valve
position sensor output voltage rises above 4.1V during A/C compressor control, say during passing or rapid
acceleration, ECU will turn off A/C compressor for approx. five seconds for improving running performance of the
car. Thereafter A/C compressor will be on again.
A/C compressor
relay
Fig. 12-8 A/C Compressor Control Circuit Diagram

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Throttle position
sensor output voltage
A/C on
compressor off
5 seconds
Fig. 12-9 A/C Compressor Control by Throttle Position Sensor
A/C compressor control can also perform the below functions:
- A/C compressor off at engine start-up for eight seconds.

- A/C compressor off for protecting engine when coolant temp. is above 115℃.
- A/C compressor off when idle speed control system is failed.
4. Control Relay Control

Control relay consists of main relay that provides supply power to engine ECU and various actuators and fuel
pump relay that drives fuel pump.
Fig. 12-10 Example of Control Relay Control Circuit Diagram
Main relay control will operate as soon as ignition switch turns on.
Turning ignition switch on, IG supply power will be, input through control relay terminal 8, and then the power
supply will flow through magnetizer coil (L2) and then control relay terminal to engine ECU terminal B09.
As current flows through magnetizer coil (L2), main relay operates.
When main relay operates, IG supply power at control relay terminal 4 will go through main relay contact to
control relay terminal 2 and terminal 3, and then the current will supply power to engine ECU and various
Actuator
actuators.
As to fuel pump relay control, when turning on ignition switch current will flow through control relay terminal 7, and
then magnetizer coil(L1) to engine ECU terminal A20.
Then engine ECU's fuel pump relay control function will control fuel pump operation turning on/off engine ECU
terminal A20, depending on engine rpm.
Fuel pump relay will not operate at engine speed of 50rpm or less and operate only at engine speed of 50rpm or
above when ignition switch is on.
<Table 6 Control Relay Control Logic Table>
Decision Condition
Fuel pump relay control
Ignition switch Engine rpm
At on 50 rpm or less OFF

On
50 rpm or above ON
At cranking - ON
Without the logic, fuel pump will continue to operate though car accident occurs with IG key on, and then may
generate fire by fuel leak. Therefore the logic is newly added to prevent possible fire under car accident.

Actuators and Troubleshooting: Actuator

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Actuator

1 Chonan Technical Service Training Center

Chapter 1 Fuel Pump

2. External Fuel Pump

2 Chonan Technical Service Training Center

1) Relief Valve (Pressure Limiter)

2) Check Valve (Non-Return Valve)

Roller-cell pump Motor armature

Rotor race plate Pump casing

Fig. 1 External of Fuel Pump and Basic Configuration, Operation Principle

3 Chonan Technical Service Training Center

3. In-tank Fuel Pump

- low operation noise and to less discharge pulsation of fuel

4 Chonan Technical Service Training Center

5 Chonan Technical Service Training Center

Motor armature Impeller

Relief valve Pump casing

Fig. 1-2-1 In-Tank Type Fuel Pump Module(Ruturnless Fuel System)

6 Chonan Technical Service Training Center

4. Operation Checking of Fuel Pump

4) Use an ammeter and measure current consumption of fuel pump.

Fig. 1-3 Checking at Fuel Pump Drive Terminal

Fig. 1-3-1 Fuel Pump Circuit

7 Chonan Technical Service Training Center

As for the fuel pump operation voltage, measure the

The ECM operates fuel pump when crankshaft position

As for the fuel pressure check, measure the fuel

8 Chonan Technical Service Training Center

5. Symptoms of Fuel Pump Failure

6. Fuel Pressure Test

2) Returnless Fuel System

9 Chonan Technical Service Training Center

Fig. 1-4 Return Type Fuel System

Fig. 1-5 Returnless Type Fuel System

3) Fuel Pressure Test Procedure(Return Type Fuel System)

(1) Disconnect fuel pump harness connector at fuel tank side.

< Table 1 >

Condition Possible Cause Maintenance

< Table 2 >

Condition Possible cause Maintenance

11 Chonan Technical Service Training Center

12 Chonan Technical Service Training Center

Fig. 2-1(a) illustrates typical configuration of MPI system fuel supply.

(3) Precise fuel distribution at pre-load

(4) Design flexibility for intake manifold

(5) Simple and effective use of Lambda closed loop control

(6) Low emission

(7). Easier diagnosis and repair

(a) MPI System (b) SPI System

Fig. 2-1 Fuel Supply for MPI and SPI System

13 Chonan Technical Service Training Center

Fig. 2-1-1 MPI System Overview

Fig. 2-1-2 Injector Operation Waveform

14 Chonan Technical Service Training Center

Fig. 2-1(b) illustrates typical configuration of SPI system fuel supply.

Injector side connector

Harness side connector

Fig. 2-2 Injector Circuit and Terminal

15 Chonan Technical Service Training Center

2. Configuration and Operation Principle

Fig. 2-3 Inner Structure of EV 6 Fuel Injector

16 Chonan Technical Service Training Center