General Information - Westward Industries

General Information GENERAL .....................................................................................................GI 2

GI-2 GENERAL INFORMATION

GENERAL FUNDAMENTAL PROCEDURES

NOTICES, CAUTIONS AND WARNINGS

As you read through the various procedures, you will en counter Notices, Cautions and Warnings. Each one is there for a specific purpose. Notices give you added infor mation that will assist you in completing a particular proce dure.Cautions prevent you from making an error that could damage the vehicle. Warnings remind you to be especially careful in specific areas where carelessness can cause personal injury.

The following items contain general procedures you should always follow when working on a vehicle:

PROTECTION OF VEHICLE

Always cover fenders, seats, and floor areas before starting work. Operate the engine only in a well-ventilated area to avoid carbon monoxide poisoning.

A WORD ABOUT SAFETY

The following precautions must be followed when jacking up the vehicle:

1.Block the wheels.

2.Use only the specified jacking positions.

3.Support the vehicle with safety stands.

The engine compartment must be clear of tools and people before starting the engine.

PREPARATION OF TOOLS AND MEASURING EQUIPMENT

All necessary tools and measuring equipment should be available before starting any work.


SPECIAL SERVICE TOOLS (SST’S)

Use special service tools when they are required. SST’s can be found under "preparation" prior to any procedure requiring them.

REMOVAL OF PARTS

Begin work only after first learning which parts and subassemblies must be removed and disassembled for replacement or repair.

DISASSEMBLY

If the disassembly procedure is complex, requiring many parts to be disassembled, all parts should be disassembled in a way that will not affect their performance or external appearance. Additionally, these parts should be identified so that reassembly can be done easily and efficiently.

INSPECTION OF PARTS

When removed, each part should be carefully inspected for malfunction, deformations, damage, or other problems.


ARRANGEMENT OF PARTS

All disassembled parts should be carefully arranged for reassembly. Separate or otherwise identify the parts to be replaced from those that will be reused.

CLEANING PARTS FOR REUSE

All parts that will be reused should be carefully and thoroughly cleaned using appropriate methods.

REASSEMBLY

Standard values, such as torques and certain adjust ments, must be strictly observed in the reassembly of all parts. If removed, the following parts should be replaced with new ones:

1.Oil seals

2.O-rings

3.Cotter pins

4.Gaskets

5.Lock washers

6.Nylon nuts

DEPENDING ON LOCATION:

1.Sealant should be applied or new gaskets installed.

2.Oil should be applied to the moving components of parts.

3.Specified oil or grease should be applied at the appropriate locations (such as oil seals) before reassembly.

GI-5 GENERAL INFORMATION ADJUSTMENTS

Use appropriate gauges and/or testers when making adjustments.

RUBBER PARTS AND TUBING

Prevent gasoline or oil from contacting rubber parts or tubing.

ELECTRICAL TROUBLESHOOTING TOOLS (TEST LIGHT)

The test light, as shown in figure, uses a 12V bulb. The two lead wires should be connected to probes.

The test light is used for simple voltage checks and in checking for short circuits.

CAUTION

When checking the engine control module (ECM), never use a bulb exceeding 3.4W.

ELECTRICAL TROUBLESHOOTING TOOLS (JUMPER WIRE)

The jumper wire is used for testing by shorting across switch terminals ground connections.

CAUTION

Do not connect a jumper wire from the power source line to a body ground. Such a connection may cause damage to harnesses or electronic components.


VOLTMETER

The DC voltmeter measures circuit voltage. A voltmeter with a range of 15V or more is used by connecting the positive (+) probe (red lead wire) to the point where voltage is be measured, and the negative (-) probe (black lead wire)to a bodyground.

OHMMETER

The ohmmeter is used to measure the resistance between two points in circuit and also to check for continuity and the diagnosis of short circuits.

CAUTION

Do not attempt to connect the ohmmeter to any circuit in which voltage is applied. Such a con nection may damage the ohmmeter.

ELECTRICAL PARTS

BATTERY CABLE

Before disconnecting connectors or replacing electrical parts, disconnect the negative battery cable.

CONNECTORS(REMOVAL OF CONNECTOR)

1.Never pull on the wiring harness when disconnecting connectors.

2.Connectors can be removed by pressing or pulling lock lever.

GI-7 GENERAL INFORMATION CONNECTORS (LOCKING A CONNECTOR) Listen for a click when locking connectors. This sound indicates that they are securely locked.

CONNECTORS (INSPECTION)

1.When a tester is used to check for continuity or to measure voltage, insert tester probe from wire harness side.

2.Check terminals of waterproof connectors from connector side because they cannot be accessed from harness side.

NOTE • Use a fine wire to prevent damage to the terminal. • Do not damage the terminal when inserting the tester lead. TERMINALS (INSPECTION)

Pull lightly on individual wires to ensure that they are secured in the terminal.


REPLACEMENT OF TERMINALS

Use appropriate tools to remove terminal as shown. When installing the terminal, insert it until it locks securely.

FEMALE

Insert a thin piece of metal from the terminal side of the connector, and then, with the terminal locking tab pressed down, pull the terminal out of the connector.

MALE

Follow the same procedure as female-type terminal.

SENSORS, SWITCHES, AND RELAYS

Always handle sensors, switches and relays carefully.

Do not drop them or accidentally strike them against other parts.

WIRING COLOR CODES

Two-color wires are indicated by a two-color code symbol. The first color indicates the base color of the wire; the second color indicates the color of the stripe.

CODE COLOR CODE COLOR

B BLACK P PINK BR BROWN R RED

G GREEN S SILVER (LIGHT BLUE)

GY GRAY T TAWNY L BLUE V VIOLET

LG LIGHT GREEN W WHITE

O ORANGE Y YELLOW

GI-9 GENERAL INFORMATION VEHICLE IDENTIFICATION NUMBER LOCATION

VIN

GI-10 GENERAL INFORMATION VEHICLE IDENTIFICATION NUMBER DESCRIPTION Sample VIN: 2W9 M P H 55 7 2 P 044 XXX (1) (2) (3) (4) (5) (6) (7) (8) (9) (10)

1- “2W9” - as assigned by the Motor Vehicle Manufacturer’s Association 2- “M” - Type of cycle: (M) for motorcycle 3- “P” - Type of GO-4: (P) for police 4- “H” - Type of engine: (H) for Hyundai 5- “55” - Net brake horse power: 55hp 6- “7” - Check digit 7- “2” - Vehicle model year: (2) for 2002 as per tables 8- “P” - Plant of manufacture: (P) for Portage la Prairie 9- “044” - (044) as assigned by the Motor Vehicle Manufacturers Association

10- “XXX” - The numbers sequentially assigned by the manufacturer in the production process

Table – Vehicle Model Year

Year Code Year Code1991 M 2001 1 1992 N 2002 2 1993 P 2003 3 1994 R 2004 4 1995 S 2005 5 1996 T 2006 6 1997 V 2007 7 1998 W 2008 8 1999 X 2009 9 2000 Y 2010 A

GI-11 GENERAL INFORMATION ENGINE IDENTIFICATION NUMBER LOCATION (GASOLINE)

ENGINE IDENTIFICATION NUMBER DESCRIPTION

MODEL 1 2 3 4 5 6 7 8 9 10 11 EPSILON ENGINE

(1.1) G 4 H G 4 0 0 0 0 0 1 1: Engine fuel 6- 11 = Engine production sequence number -G = Gasoline -000001~ 999999 2: Engine range -4= 4 Cycle 4 cylinder 3: Engine development order -H = Epsilone Engine 4: Engine capacity -G = 1,086cc 5: Production year -6 = 2006, 7 = 2007

GI-12 GENERAL INFORMATION AUTOMATIC TRANSAXLE IDENTIFICATION NUMBER LOCATION

AUTOMATIC TRANSAXLE IDENTIFICATION NUMBER DESCRIPTION

3. Production sequence number

1. Production year -6 = 2006 -7 = 2007 -8 = 2008 2. Production month -1~ 9 = 1 month ~ 9 month -X = 10 month -Y = 11 month -X = 12 month

GI-13 GENERAL INFORMATION LIFT SUPPORT POINT 3. Raise the hoist to full height to inspect the lift points

for secure support. 1. Place the lift blocks under the support points as shown in the illustration.

2. Raise the hoist a few inches and rock the vehicle to be sure it is firmly supported.

Place Jack In The Center Of Front Cross Tube Or On Either Side Of

The Rear Subframe


TOWING

If the vehicle needs to be towed, a flat-bed method is recommended.

CAUTION

Never tow the vehicle by the method of a suspension (front or rear) lift.

GI-15 GENERAL INFORMATION ENGLISH/METRIC CONVERSION TABLE

Multiply by to get equivalent number or : Multiply by to get equivalent

number or :

Length Acceleration Inch (in) 25.4 millimeters (mm) Foot/sec2 0.3048 meter/sec2 (m/s2) Foot (ft) 0.3048 meters (m) Inch/sec2 0.0254 meter/sec2 (m/s2)

Yard 0.9144 meters (m) Torque

Mile 1.609 kilometers (km) Inch-pound 0.11298 newton-meters

(N·m)

Foot-pound 1.3558 newton-meters

(N·m) Area Power

Inch2 (in2) 645.2 millimeters2 (mm2) Horsepower

(HP) 0.746 kilowatts (kw) 6.45 centimeters2 (cm2) Pressure

Foot (ft2) 0.0929 meters2 (m2) Pounds/inch2

(psi) 6.895 kilopascals (kPa) Yard 0.8361 meters2 (m2)

Volume Energy Inch3 (in3) 16387 mm3 Foot-pound 1.3558 joules (J)

16.387 cm3 Kilowatt-hour 3,600,000 joules (J) 0.0164 liters (l)

Quart (qt) 0.9464 liters (l) Gallon 3.7854 liters (l) Yard 0.7646 meters3 (m3)

Mass Fuel performance Pound (lb) 0.4536 Kilograms (kg) Miles/gal (mpg) 0.4251 kilometers/liter (km/l)

Ton 907.18 Kilograms (kg) Force Velocity

Kilogram 9.807 newtons (N) Miles/hour

(mph) 1.6093 kilometers/hour

(km/h) Ounce (oz) 0.278 newtons (N) Pound (lb) 4.448 newtons (N)

Temperature

To convert fahrenheit temperature to celsius

temperature, use formula :

To convert celsius temperature to fahrenheit temperature, use formula :

C = 5/9 (F-32) F = 9/5 C + 32

GI-16 GENERAL INFORMATION UNITS

ft-lb or in-lb (N-m) Torque rpm Rotational speed A Amperes V Volts Resistance (OHMS) psi (kPa) Pressure

inHg (mmHg) Pressure (usually negative vacuum)

W Watts (electrical power)

US qt (liters) Volume in (mm) Length

ABBREVIATIONS ABDC After bottom dead center ABS Anti-locking brake system A/C Air conditioner ACC Accessories A/T Automatic transaxle ATDC After top dead center ATF Automatic transmission fluid BBDC Before bottom dead center BTDC Before top dead center CMP Camshaft position center CKP Crankshaft position center DIS Distributorless ignition system DLC Data link connector DOHC Dual overhead Camshaft EBD Electronic brake-force

distribution ECM Engine control module ECT Engine coolant temperature E/L Electrical load EX Exhaust GND Ground HLA Hydraulic lash adjuster HO2S Heated oxygen sensor IAT Intake air temperature IGN Ignition IN Intake INT Intermittent

IAC Idle air control LH Left hand M Motor MAF Mas air flow MIL Malfunction indicator light M/S Manual steering M/T Manual transaxle OBD On-board diagnosis OFF Switch off ON Switch on PCV Positive crankcase ventilation P/S Power steering PRC Pressure regulator control P/W Power window RH Right hand SFI Sequential fuel injection

system SST Special service tool SW Switch TCM Transaxle control module TCS Traction control unit TDC Top dead center TNS Tail number side TPS Throttle position sensor TWC Three way catalyst WU-TWC

Warm-up three-way catalyst

GI-17 GENERAL INFORMATION MAINTENANCE SCHEDULE

SCHEDULE 1 - NORMAL MAINTENANCE

The Regular Maintenance Schedule should be followed if the vehicle is generally driven on a daily basis for more than 10 miles (16 km) and NONE OF THE CONDITIONS SHOWN IN THE SEVERE MAINTENANCE SCHEDULE APPLY TO DRIVING HABITS.

Items marked with a (*) are for emission control service.

First 5,000 miles (160 hours) • Change oil in front fork assembly and inspect seals.

Every 5,000 miles (160 hours) • Change engine oil and replace oil filter. * Every 10,000 miles (320 hours) • Rotate tires and adjust air pressure. • Inspect air cleaner element. * Every 15,000 miles (500 hours) • Change oil in front fork assembly and inspect seals. Every 30,000 miles (1000 hours) • Replace spark plugs and spark plug wires. * • Replace fuel filter. * • Replace air cleaner element. * • Change automatic transmission fluid. • Change engine coolant at above interval or every 36 months, whichever comes first. • Change brake fluid. • Inspect valve clearance. * • Inspect cooling system, hoses and clamps. • Inspect alternator and A/C compressor belts. * • Inspect engine timing belt. * • Inspect fuel lines and hoses. * • Inspect rear wheel drive shafts, CV joints and boots. • Inspect front and rear disc brake pads and disc rotors as well as lines and hoses. • Inspect front fork assembly. • Inspect steering operation and linkage. • Inspect bolts and nuts on chassis and body. Every 60,000 miles (2000 hours) • Replace engine timing belt. Failure to replace timing belt may result in damage to engine. * • Repack front wheel bearings. • Inspect rear wheel bearings.


SCHEDULE 2 - SEVERE MAINTENANCE

The Severe Maintenance Schedule should be followed if the vehicle owner’s driving habits include one or more of the following:

1. Short trips of less than 10 miles (16 km).

2. Operating when outside temperatures remain below freezing.

3. Operating during hot weather in stop-and-go “rush hour” traffic.

4. Extensive idling, such as police or door-to-door service.

5. Operating in extremely humid climates.

6. Driving in severe dust conditions.

7. Driving in areas where road salt or other corrosives are used.

8. Driving on rough and/or muddy roads.

9. Operating in hilly areas or under high loads.

Items marked with a (*) are for emission control service.

Every 2,500 miles (80 hours) • Change engine oil and replace oil filter.*

First 5,000 miles (160 hours) • Change oil in front fork assembly and inspect seals.

Every 5,000 miles (160 hours) • Rotate tires and adjust air pressure. • Inspect air cleaner element. *

Every 15,000 miles (500 hours) • Replace air cleaner element. * • Change automatic transmission fluid. • Change brake fluid. • Change oil in front fork assembly and inspect seals. • Inspect valve clearance. * • Inspect cooling system, hoses and clamps. • Inspect alternator and A/C compressor belts. * • Inspect engine timing belt. * • Inspect fuel lines and hoses. * • Inspect rear wheel drive shafts, CV joints and boots. • Inspect front and rear disc brake pads and disc rotors as well as lines and hoses. • Inspect front fork assembly. • Inspect steering operation and linkage. • Inspect bolts and nuts on chassis and body.


Every 30,000 miles (1000 hours) • Replace spark plugs and spark plug wires. * • Replace fuel filter. * • Change engine coolant at above interval, or every 36 months, whichever comes first. • Repack front wheel bearings. • Inspect rear wheel bearings.

Every 60,000 miles (2000 hours) • Replace engine timing belt. Failure to replace timing belt may result in damage to engine. *

Engine (1-1 SOHC)

GENERAL.................................................................................................................. EM - 2 TIMING SYSTEM..................................................................................................... EM - 20 CYLINDER HEAD ASSEMBLY ..............................................................................EM – 29 ENGINE AND TRANSAXLE ASSEMBLY .............................................................. EM - 50 ENGINE BLOCK...................................................................................................... EM - 57 COOLING SYSTEM................................................................................................. EM - 74 LUBRICATION SYSTEM ........................................................................................ EM - 82 INTAKE AND EXHAUST SYSTEM......................................................................... EM - 92

EM - 2 ENGINE (1.1 SOHC)

GENERAL SPECIFICATION

DESCRIPTION SPECIFICATION (EPSILON 1.1) LIMIT General Type In-line, SOHC Number of cylinders 4 Bore 67mm (2.6378in) Stroke 73mm (2.8740in) Total displacement 1,086cc (66.3 cu.in) Compression ratio 10.0 : 1 Firing order 1-3-4-2 Valve Timing

Opens (BTDC) 5° Intake Valve

Closes (ABDC) 35° Opens (BBDC) 43°

Exhaust Valve Closes (ATDC) 5°

Cylinder head Flatness of gasket surface Less than 0.03mm (0.0012in) 0.10mm (0.0039in)

Intake Less than 0.15mm (0.0059in) 0.30mm (0.0118in)Flatness of manifold mounting surface Exhaust Less than 0.15mm (0.0059in) 0.30mm (0.0118in)

STD 10.000~ 10.015mm (0.3937 ~ 0.3943in) 0.05 OS 10.050~ 10.068mm (0.3957 ~ 0.3964in) 0.25 OS 10.250~ 10.268mm (0.4035 ~ 0.4043in)

Valve guide hole diameter

0.50 OS 10.500~ 10.518mm (0.4134 ~ 0.4141in) STD 24.000~ 24.021mm (0.9449 ~ 0.9457in) 0.3 OS 24.300~ 24.321mm (0.9567 ~ 0.9575in) Intake valve seat ring hole diameter 0.6 OS 24.600~ 24.621mm (0.9685 ~ 0.9693in) STD 29.000~ 29.021mm (1.1417 ~ 1.1426in) 0.3OS 29.300~ 29.321mm (1.1535 ~ 1.1544in) Exhaust valve seat ring hole

diameter 0.6OS 29.600~ 29.621mm (1.1654 ~ 1.1662in)

Camshaft Intake 33.941~ 34.141mm (1.3363 ~ 1.3441in)

Cam height Exhaust 34.055~ 34.255mm (1.3407 ~ 1.3486in)

Journal outer Diameter 40.940~ 40.955mm (1.6118 ~ 1.6124in) Bearing oil clearance 0.045~ 0.085mm (0.0018 ~ 0.0033in) End play 0.07~ 0.19mm (0.0028 ~ 0.0075in)

GENERAL EM - 3

DESCRIPTION SPECIFICATION (EPSILON 1.1) LIMIT

Rocker Arm Rocker arm inner diameter 17.010~ 17.028mm (0.6697 ~ 0.6704in) Rocker arm outer diameter 16.985~ 16.998mm (0.6687 ~ 0.6692in) Valve

Intake 99.55mm (3.9193in) Valve Length

Exhaust 99.05mm (3.8996in) Intake 5.465~ 5.480mm (0.2152 ~ 0.2157in)

Stem outer diameter Exhaust 5.430~ 5.450mm (0.2138 ~ 0.2146in)

Face angle 45° ~ 45°30’

Intake 0.8mm (0.0315in) 0.50mm (0.019in) Thickness of valve head

(margin) Exhaust 1.2mm (0.0472in) 0.90mm (0.035in)

Intake 0.020~ 0.047mm (0.0008 ~ 0.0019in) Valve stem to valve guide clearance Exhaust 0.050~ 0.082mm (0.0020 ~ 0.0032in) Valve guide

Intake 46.0mm (1.8110in) Length

Exhaust 48.0mm (1.8898in) Valve seat

Intake 0.9~ 1.3mm (0.0354 ~ 0.0512in) Width of seat contact

Exhaust 0.9~ 1.3mm (0.0354 ~ 0.0512in) Intake 43°30’ ~ 44°

Seat angle Exhaust 43°30’ ~ 44°

Valve spring Free length 40.50mm (1.5945in)

15.6±0.9kg/32.0mm (34.4±2.0lb/1.2598in) Load 33.3±1.8kg/24.5mm (73.4±4.0

lb/0.9646in)

Out of squareness Less than 1.5° Valve clearance

Intake 0.15~ 0.21mm (0.0059 ~ 0.0083in) Cold (20°C) [68°F] Only for reference Exhaust 0.19~ 0.25mm (0.0075 ~ 0.0098in)

Intake 0.22~ 0.28mm (0.0087 ~ 0.0110in) Hot (80 ~ 95°C) [176 ~ 203°F] Exhaust 0.27~ 0.33mm (0.0106 ~ 0.0130in) Cylinder block Cylinder bore 67.000~ 67.030mm (2.6378 ~ 2.6390in) Flatness of gasket surface Less than 0.05mm (0.002in) Piston Piston outer diameter 66.970~ 67.000mm (2.6366 ~ 2.6378in) Piston to cylinder clearance 0.020~ 0.040mm (0.0008-0.0016in)

No. 1 ring groove 1.22~ 1.24mm (0.0480 ~ 0.0488in) No. 2 ring groove 1.21~ 1.23mm (0.0476 ~ 0.0484in) Ring groove width Oil ring groove 2.01~ 2.03mm (0.0791 ~ 0.0799in)



Piston Ring No. 1 ring 0.03~ 0.07mm (0.0012 ~ 0.0028in) 0.10mm (0.0039in) No. 2 ring 0.02~ 0.06mm (0.0008 ~ 0.0024in) 0.10mm (0.0039in) Side clearance Oil ring 0.06~ 0.15mm (0.0024 ~ 0.0059in) No. 1 ring 0.15~ 0.30mm (0.0059 ~ 0.0118in) No. 2 ring 0.30~ 0.50mm (0.0098 ~ 0.0157in) End gap Oil ring 0.20~ 0.70mm (0.0079 ~ 0.0276in)

Piston pin Piston pin outer diameter 17.000 ~ 17.003mm (0.6693 ~ 0.6694in) Piston pin hole inner diameter 17.011 ~ 17.015mm (0.6697 ~ 0.6699in) Piston pin hole clearance 0.008 ~ 0.014mm (0.0003 ~ 0.0006in) Connecting rod small end hole inner diameter 16.974 ~ 16.985mm (0.6683 ~ 0.6687in)

Connecting rod small end hole clearance -0.029 ~ -0.015mm (-0.0006 ~ -0.0003in)

Piston pin press-in load 500 ~ 1100kg (1102.3 ~ 2425.1lb) Connecting rod Connecting rod big end inner diameter 41.000 ~ 41.015mm (1.6142 ~ 1.6148in) Connecting rod bearing oil clearance 0.012 ~ 0.041mm (0.0005 ~ 0.0016in) Side clearance 0.10 ~ 0.25mm (0.0039 ~ 0.0098in) 0.40mm (0.0157in) Crankshaft Main journal outer diameter 41.982 ~ 42.000mm (1.6528 ~ 1.6535in) Pin journal outer diameter 37.980~ 38.000mm (1.4953 ~ 1.4961in) Main bearing oil clearance 0.020 ~ 0.038mm (0.0008 ~ 0.0015in) End play 0.05 ~ 0.25mm (0.0020 ~ 0.0098in) Flywheel Run out 0.13mm (0.0051in) Oil pump

Inner rotor 0.040~ 0.095mm (0.0016 ~ 0.0037in) Side clearance

Outer rotor 0.040~ 0.095mm (0.0016 ~ 0.0037in) Body clearance 0.100~ 0.181mm (0.0039 ~ 0.0071in) Relief valve opening pressure 490.33±49.03kpa (5±0.5kg/cm², 71.12±7.11psi)

Free length 38.6mm (1.5197in) Relief spring

Load 3.65±0.4kg/33mm (8.0±0.85 lb/1.2992in) Engine oil Oil quantity (Total) 3.3L (3.49 US qt, 2.90 lmp qt) Oil quantity (Oil pan) 3.0L (3.17 US qt, 2.64 lmp qt) Oil quantity (Oil filter) 0.3L (0.32 US qt, 0.26 lmp qt) Oil quality Above SG Oil pressure (Idle) 78.45kpa (0.8kg/cm², 11.38psi)

GENERAL EM - 5


Cooling method

Cooling system Forced circulation with cooling fan

Type Wax pellet type

Opening temperature 82 ± 1.5°C (177 ± 2.7°F) Thermostat

Full opening temperature 95°C (203°F)

Main valve opening pressure 93.16 ~ 122.58kpa (0.95 ~ 1.25kg/cm², 13.51 ~ 17.78psi)

Radiator cap Vacuum valve opening pressure 0.98 ~ 4.90 kpa

(0.01~ 0.05kg/cm², 0.14 ~ 0.71 psi)

Water temperature sensor

Type Thermistor type

20C (68 F) 2.45 ± 0.14 kΩ Resistance

80C 176 F) 0.3222 kΩ


TIGHTENING TORQUE

Tightening torque Item Quantity

N-m kg-m lb-ft Cylinder block Engine support bracket bolt 3 44.1 ~ 53.9 4.5 ~ 5.5 32.5 ~ 39.8 Engine mounting Engine mounting bracket and body fixing blot 2 44.1 ~ 58.8 4.5 ~ 6.0 32.5 ~ 43.4 Engine mounting bracket and body fixing nut 1 44.1 ~ 58.8 4.5 ~ 6.0 32.5 ~ 43.4 Engine mounting bracket and engine support bracket fixing bolt 1 44.1 ~ 58.8 4.5 ~ 6.0 32.5 ~ 43.4

Engine mounting bracket and engine support bracket fixing nut 2 44.1 ~ 58.8 4.5 ~ 6.0 32.5 ~ 43.4

Transaxle mounting bracket and body fixing bolt 3 44.1 ~ 58.8 4.5 ~ 6.0 32.5 ~ 43.4 Transaxle mounting insulator and transaxle support bracket fixing bolt 2 44.1 ~ 58.8 4.5 ~ 6.0 32.5 ~ 43.4

Rear roll stopper bracket and sub frame fixing bolt 1 44.1 ~ 58.8 4.5 ~ 6.0 32.5 ~ 43.4 Rear roll stopper bracket and rear roll stopper support bracket bolt 1 44.1 ~ 58.8 4.5 ~ 6.0 32.5 ~ 43.4

Main moving system Connecting rod bearing cap nut 8 19.6 ~ 22.6 2.0 ~ 2.3 14.5 ~ 16.6 Crankshaft main bearing cap bolt 10 49.0 ~ 53.9 5.0 ~ 5.5 36.2 ~ 39.8 Fly wheel bolt (M/T) 5 68.6 ~ 78.5 7.0 ~ 8.0 50.6 ~ 57.9 Drive plate bolt (A/T) 5 68.6 ~ 78.5 7.0 ~ 8.0 50.6 ~ 57.9 Timing belt Timing belt upper cover bolt (6×18) 3 9.8~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7 Timing belt upper cover bolt (6×10) 1 9.8~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7 Timing belt lower cover bolt (6×18) 3 9.8~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7 Crankshaft pulley bolt 1 122.6~ 142.2 12.5 ~ 14.5 90.4~ 104.9 Camshaft sprocket bolt 1 78.5~ 98.1 8.0~ 10.0 57.9~ 72.3 Timing belt tensioner bolt 1 21.6~ 29.4 2.2~ 3.0 15.9~ 21.7 Cylinder head Rocker cover bolt 6 7.8~ 9.8 0.8~ 1.0 5.8~ 7.2 Rocker arm shaft bolt 5 26.5~ 31.4 2.7~ 3.2 19.5~ 23.1 Camshaft thrust cap bolt 2 7.8~ 9.8 0.8~ 1.0 5.8~ 7.2 Cylinder head bolt 10 55.8~ 68.6 6.0~ 7.0 43.4~ 50.6 Cooling system Water pump pulley bolt 4 7.8~ 9.8 0.8~ 1.0 5.8~ 7.2 Water pump bolt (6×18) 3 7.8~ 9.8 0.8~ 1.0 5.8~ 7.2 Water pump bolt (6×35) 1 7.8~ 9.8 0.8~ 1.0 5.8~ 7.2 Water pump and alternator brace fixing bolt (6×55) 1 9.8~ 11.8 1.0~ 1.2 7.2~ 8.7 Water pump and alternator brace fixing bolt (8×22) 1 19.6~ 26.5 2.0~ 2.7 14.5~ 19.5

GENERAL EM - 7

Tightening torque

Item Quantity N-m kg-m lb-ft

Water inlet pipe fixing bolt (8×25) 2 16.7 ~ 19.6 1.7 ~ 2.0 12.3 ~ 14.5 Water inlet pipe fixing bolt (6×22) 2 7.8 ~ 9.8 0.8 ~ 1.0 5.8 ~ 7.2 Thermostat housing bolt (Water inlt fitting) 3 7.8 ~ 9.8 0.8 ~ 1.0 5.8 ~ 7.2 Water outlet fitting assembly bolt (8X25) 3 16.7 ~ 19.6 1.7 ~ 2.0 12.3 ~ 14.5 Lubrication system Oil filter 1 11.8 ~ 15.7 1.2 ~ 1.6 8.7 ~ 11.6 Front case bolt (6×30) 2 7.8 ~ 9.8 0.8 ~ 1.0 5.8 ~ 7.2 Front case bolt (6×18) 5 7.8 ~ 9.8 0.8 ~ 1.0 5.8 ~ 7.2 Oil pan bolt 16 5.9 ~ 7.8 0.6 ~ 0.8 4.3 ~ 5.8 Oil pan drain plug 1 34.3 ~ 44.1 3.5 ~ 4.5 25.3 ~ 32.5 Oil screen bolt 2 14.7 ~ 21.6 1.5 ~ 2.2 10.8 ~ 15.9 Oil pressure switch 1 14.7 ~ 21.6 1.5 ~ 2.2 10.8 ~ 15.9 Intake and exhaust system Intake manifold and cylinder head fixing nut 2 14.7 ~ 19.6 1.5 ~ 2.0 10.8 ~ 14.5 Intake manifold and cylinder head fixing bolt 2 14.7 ~ 19.6 1.5 ~ 2.0 10.8 ~ 14.5 Intake manifold stay bolt 2 17.7 ~ 24.5 1.8 ~ 2.5 14.5 ~ 19.5 Intake manifold bracket bolt and nut 2 14.7 ~ 19.6 1.5 ~ 2.0 10.8 ~ 14.5 Exhaust manifold and cylinder head fixing nut 9 29.4 ~ 34.3 3.0 ~ 3.5 21.7 ~ 25.3 Oxygen sensor to exhaust manifold (FR) 1 39.2 ~ 49.0 4.0 ~ 5.0 28.9 ~ 36.2 Oxygen sensor to exhaust manifold (RR) 1 39.2 ~ 49.0 4.0 ~ 5.0 28.9 ~ 36.2 Exhaust manifold heat protector and exhaust manifold fixing bolt 3 7.8 ~ 9.8 0.8 ~ 1.0 5.8 ~ 7.2

Throttle body and surge tank fixing bolt and nut 4 14.7 ~ 21.6 1.5 ~ 2.2 10.8 ~ 15.9 Exhaust manifold and front muffler fixing nut 2 29.4 ~ 39.2 3.0 ~ 4.0 21.7 ~ 28.9 Front muffler pipe and main muffler pipe clamp nut 1 17.7 ~ 27.5 1.8 ~ 2.8 13.0 ~ 20.3


COMPRESSION PRESSURE INSPECTION

NOTE

If the there is lack of power, excessive oil consumption or poor fuel economy, measure the compression pressure.

1. Start the engine and allow to warm up to operating temperature (about five minutes). Stop the engine.

2. Disconnect the ignition coil connectors and the sparkplug cables (A).

3. Remove the four spark plugs using a 16mm spark plug wrench.

4. Check the cylinder compression pressure.

1) Insert a compression gauge into the spark plug hole.

2) Full open throttle.

3) While cranking the engine, measure the compression pressure.

NOTE Always use a fully charged battery to obtain

engine speed of 250rpm or more.

4) Repeat step (1) through (3) for each cylinder.

NOTE This measurement must be done in as short a

time as possible. Compression pressure: 1,520kPa (15.5kg/cm2, 220psi) / 370 rpm Minimum pressure: 1,373kPa (14.0kg/cm2, 199psi) Difference between each cylinder: 98kPa (1.0kg/cm2, 14psi) or less

5) If the cylinder compression in 1 or more cylinders is low, pour a small amount of engine oil into the cylinder through the spark plug hole and repeat step (1) through (3) for cylinders with low compression.

• If adding oil helps the compression, it is likely that the piston rings and/or cylinder bore are worn or damaged.

• If pressure stays low, a valve may be sticking or seating is improper, or there may be leakage past the gasket.

5. Reinstall the spark plugs.

6. Connect the ignition coil connectors and the spark plug cables.

GENERAL EM - 9

TIMING BELT TESION ADJUSTMENT

1. Remove upper trunk.

2. Remove the RH wheel.

3. Remove inner splash guard.

4. Temporarily loosen the water pump pulley (A) bolts.

5. Remove the alternator drive belt. (See EE group – alternator)

6. Remove the air conditioner compressor drive belt. (See HA group – air conditioner compressor)

7. Remove the water pump pulley.

8. Remove the bolts (B) and timing belt upper cover (A).

9. Turn the crankshaft pulley and align its groove with

timing mark “T” of the timing belt cover.

10. Remove the drive belt pulley (B) and washer (A).

EM - 10 ENGINE (1.1 SOHC) 11. After loosen the crankshaft pulley bolt (A), remove

the crankshaft pulley (C) and washer (B).

12. Remove the bolts (B) and the timing belt lower cover (A).

13. Apply spring tension to the timing belt by temporarily loosening the bolt (A) of the tensioner pulley.

14. Adjust the timing belt tension.

1) Rotate crankshaft clock wise (view from the front) through angle equivalent to two teeth (15°) of camshaft sprocket (A).

NOTE It is procedure to give uniformly tension in the

tension side of timing belt by setting exhaust rocker arm of the No. 2 cylinder on the cam.

2) Push the timing belt in the arrow direction and check the installation condition, and then apply spring tension to the timing belt.

3) Tightening the tensioner bolt.

Tightening tourque: 21.6 ~ 29.4Nm (2.2 ~ 3.0kg-m, 15.9 ~ 21.7lb-ft)

GENERAL EM - 11

4) Recheck the belt tension. Grasp the timing belt and the cylinder block as shown in the illustration, and then check that the interval between the timing belt and the mounting bolt hole is about 20mm (0.79 in).

15. Turn the crankshaft two turns in the operating direction (clockwise) and realign the crankshaft sprocket and camshaft sprocket timing marks.

16. Install the timing belt lower cover (A) with bolts (B). Tightening torque: 9.8 ~ 11.8Nm (1.0 ~ 1.2kg-m, 7.2 ~ 8.7lb-ft)

17. Install the crankshaft pulley (C) and washer (B) with the bolt (A).

Tightening torque: 122.6 ~ 142.2Nm (12.5 ~ 14.5kg-m, 90.4 ~ 104.9lb-ft)

18. Install the drive belt pulley (B) and washer (A) with bolts.


EM - 12 ENGINE (1.1 SOHC) 19. Install the timing belt upper cover (A) with bolts (B). Tightening torque: 9.8 ~ 11.8Nm (1.0 ~ 1.2kg-m, 7.2 ~ 8.7lb-ft)

20. Install the water pump pulley.

21. Install the power steering pump drive belt (See ST group – power steering pump).

22. Install the air conditioner compressor drive belt (See HA group – air conditioner compressor).

23. Install the alternator drive belt (See EE group – alternator).

24. Tighten the water pump pulley bolts.

25. Install inner splash guard.

26. Install the RH front wheel.

Tightening torque: 88.3 ~ 107.9Nm (9.0) ~ 11.0kg-m, 65.1 ~ 79.6lb-ft)

VALVE CLEARANCE INSPECTION AND ADJUSTMENT NOTE Warm up the engine (80 ~ 95°C [176 ~ 203°F]),

and then inspect and adjust the valve clearance with the cylinder head installed on the cylinder block.

1. Remove the bolts (B) and timing belt upper cover (A).

2. Remove the cylinder head cover.

1) Disconnect the spark plug cables (A) and do not pull on the cable by force.

NOTE Pulling or bending the cables may damage the

conductor inside.

GENERAL EM - 13

2) Remove the P.C.V (Positive Crankcase Ventilation) hose (A) and the breather hose (B) from the cylinder head cover.

3) Remove the cylinder head cover bolts (B), and then remove the cover (A) and gasket.

3. Set No. 1 cylinder to TDC/compression.

1) Turn the crankshaft pulley and align its groove with the timing mark "T" of the lower timing belt cover.

2) Check that timing mark of the camshaft sprocket (A) is aligned with the timing mark of the cylinder head.

If not, turn the crankshaft one revolution (360°).

4. Inspect the valve clearance.

1) Check only the valve indicator as shown. [No. 1 cylinder: TDC/Compression]. Measure the valve clearance.


4) If the adjustment is completed, tighten the lock nut.

2) Using a thickness gauge, measure the clearance between the adjusting screw and the valve stem end.

Valve clearance [Specification] Engine coolant temperature: 80 ~ 95°C [176 ~ 203°F] Intake: 0.22 ~ 0.28 mm (0.0087 ~ 0.0110in) Exhaust: 0.27 ~ 0.33mm (0.0106 ~ 0.0130in) [Reference data] Engine coolant temperature: 20°C [68°F] Intake: 0.15 ~ 21mm (0.0059 ~ 0.0083in) Exhaust: 0.19 ~ 0.25mm (0.0075 ~ 0.0098in)

5) Turn the crankshaft pulley one revolution (360°)

and align the groove with timing mark “T" of the lower timing belt cover.

6) Check only valves indicator as shown. [No. 4 cylinder: TDC/compression]. Measure the valve clearance. (Refer to procedure step (1)).

3) Using the adjusting screw, adjust valve clearance by the specification value after loosen lock nut.

TIMING SYSTEM EM - 15

TROUBLESHOOTING

Symptom Suspect area Remedy Loose or improperly installed engine flywheel. Repair or replace the flywheel as

required. Worn piston rings. (Oil consumption may or may not cause the engine to misfire.)

Inspection the cylinder for a loss of compression. Repair or replace as required.

Engine misfire with abnormal internal lower engine noises.

Worn crankshaft thrust bearings. Replace the crankshaft and bearings as required.

Stuck valves. (Carbon buildup on the valve stem can cause the valve not to close properly.)

Repair or replace as required.

Excessive worn or mis-aligned timing belt. Replace the timing belt and sprocket as required.

Engine misfire with abnormal valve train noise.

Worn camshaft lobes. Replace the camshaft and valve lifers.

Engine misfire with coolant consumption.

• Faulty cylinder head gasket and/or cranking or other damage to the cylinder head and engine block cooling system.

• Coolant consumption may or may not cause the engine to overheat.

• Inspect the cylinder head and engine block for damage to the coolant passages and/or a faulty head gasket.

• Repair or replace as required. Worn valves, valve guides and/or valve stem oil seals. Repair or replace as required. Engine misfire with

excessive oil consumption.

Worn piston rings. (Oil consumption may or may not cause the engine to misfire)

Inspection the cylinder for a loss of compression. Repair or replace as required.

Incorrect oil viscosity. Drain the oil. Refill with the correct viscosity oil.

Engine noise on start-up, but only lasting a few seconds.

Worn crankshaft thrust bearing. Inspect the thrust bearing and crankshaft. Repair or replace as required.

Low oil pressure. Repair or replace as required. Broken valve spring. Replace the valve spring. Worn or dirty valve lifters. Replace the valve lifters. Stretched or broken timing belt and/or damage sprocket teeth.

Replace the timing belt and sprockets.

Worn timing belt tensioner, if applicable. Replace the timing belt tensioner as required.

Worn camshaft lobes. Inspect the camshaft lobes. Replace the camshaft and valve lifters as required.

Worn valve guides or valve stems. Inspect the valves and valve guides, then repair as required.

Upper engine noise, regardless of engine speed.

Stuck valves. (Carbon on the valve stem or valve seat may cause the valve to stay open.)

Inspect the valves and valve guides, and then repair as required.


Symptom Suspect area Remedy Low oil pressure. Repair or replace damaged

components as required. Loose or damaged flywheel. Repair or replace the flywheel.

Damaged oil pan, contacting the oil pump screen. Inspect the oil pan.

Inspect the oil pump screen. Repair or replace as required.

Oil pump screen loose, damaged or restricted. Inspect the oil pump screen. Repair or replace as required.

Excessive piston-to-cylinder bore clearance. Inspect the piston and cylinder bore. Repair as required.

Excessive piston pin-to bore clearance. Inspect the piston, piston pin and the connecting rod. Repair or replace as required.

Excessive connecting rod bearing clearance. Inspect the following components and repair as required. • The connecting rod bearings. • The connecting rods. • The crankshaft. • The crankshaft journal.

Excessive crankshaft bearing clearance. Inspect the following components and repair as required. • The crankshaft bearings. • The crankshaft journals.

Lower engine noise, regardless of engine speed.

Incorrect piston, piston pin and connecting rod installation.

Verify the piston pins and connecting rods are installed correctly. Repair as required.

Low oil pressure. Repair or replace as required. Excessive connecting rod bearing clearance. Inspect the following components

and repair as required. • The connecting rod bearings. • The connecting rods. • The crankshaft.

Engine noise under load.

Excessive crankshaft bearing clearance. Inspect the following components and repair as required. • The crankshaft bearings. • The crankshaft journal. • The cylinder block crankshaft bearing bore.

CYLINDER HEAD ASSEMBLY EM - 17

Symptom Suspect area Remedy

Hydraulically locked cylinder. • Coolant/antifreeze in cylinder. • Oil in cylinder. • Fuel in cylinder.

Remove spark plugs and check for fluid. Inspect for broken head gasket. Inspect for cracked engine block or cylinder head. Inspect for a sticking fuel injector and/or leaking fuel regulator.

Broken timing belt and/or timing belt sprockets. Inspect timing belt and sprockets. Repair as required.

Foreign material in cylinder. • Broken valve. • Piston material. • Foreign material.

Inspect cylinder for damaged components and/or foreign materials. Repair or replace as required.

Seized crankshaft or connecting rod bearings. Inspect crankshaft and connecting rod bearing. Repair or replace as required.

Bent or broken connecting rod. Inspect connecting rods. Repair or replace as required.

Engine will not crank (crankshaft will not rotate)

Broken crankshaft. Inspect crankshaft. Repair or replace as required.

EM - 18 ENGINE (1.1 SOHC) SPECIAL SERVICE TOOLS

Tool (Number and name) Illustration Use Crankshaft front oil seal installer (09231-22000)

Installation of the front oil seal (With 09231-22100)

Crankshaft front oil seal guide (09231-22100)

Installation of the front oil seal (With 09231-22000)

Camshaft oil seal installer (09221-21000)

Installation of the camshaft oil seal (With 09221-21100)

Camshaft oil seal guide (09221-21100)

Installation of the camshaft oil seal (With 09221-21000)

Valve guide remover and installer (09222-02100)

Removal and installation of the valve guide

Valve stem oil seal installer (09222-02000)

Installation of the valve stem oil seal


Tool (Number and name) Illustration Use

Valve spring lifer arm (0K993 120 001)

Removal and installation of the intake or exhaust valve

Valve spring lifter pivot (0K993 120 004)

Removal and installation of the intake or exhaust valve

Crankshaft rear oil seal installer (09231-21000)

Installation of the crankshaft rear oil seal


TIMING SYSTEM TIMING BELT COMPONENT

GENERAL EM - 15

REMOVAL

Engine removal is not required for this procedure.

1. Remove upper trunk.

2. Remove inner splash guard.

3. Remove the RH front wheel.

4. Remove the engine mounting bracket

1) Install the engine hanger.

2) Remove the bold (B, D), nuts (C) and engine mounting bracket (A).

5. Temporarily loosen the water pump pulley (A) bolts.

6. Remove alternator drive belt (See EE group – alternator)

7. Remove air conditioner compressor drive belt. (See HA group – air conditioner compressor)

8. Remove the bolts (B) and the timing belt upper cover (A).

9. Turn the crankshaft pulley, and align its groove with timing mark “T” of the timing belt cover.

10. Remove the drive belt pulley (B) and washer (A).

EM - 22 ENGINE (1.1 SOHC) 11. Loosen the crankshaft pulley bolt (A) and then

remove the crankshaft pulley (C) and washer (B).

12. Remove the bolts (B) and the timing belt lower cover (A).

13. Remove the crankshaft position sensor target wheel (A).

14. Temporarily loosen the tensioner bolt (A). Release tension from the timing belt by pulling the tensioner (B) in the arrow direction, and then temporarily tighten the tensioner bolt (A).

15. Remove the timing belt (A).

NOTE If the timing belt is going reused, make an arrow indicating the turning direction to make sure that the belt is reinstalled in the same direction as before.

16. Remove the crankshaft sprocket (A).


17. Remove the crankshaft position sensor (A), tensioner spring (B) and tensioner (C).

EM - 24 ENGINE (1.1 SOHC) INSPECTION

SPROCKET, TENSIONER

1. Check the camshaft sprocket, crankshaft sprocket and tensioner pulley for abnormal wear, cracks, or damage. Replace as necessary.

2. Inspect the tensioner pulley for easy and smooth rotation and check for play or noise. Replace as necessary.

3. Replace the pulley if there is grease leak from its bearing.

TIMING BELT

1. Check the belt for oil or dust deposits. Replace, if necessary. Small deposits should be wiped away with a dry cloth or paper. Do not clean with solvent.

2. When the engine is overhauled or belt tension adjusted, check the carefully. If any damage is found, replace the belt.

NOTE Do not bend, twist or turn the timing belt inside out. Do not allow timing belt to come into contact with oil, water and steam.

INSTALLATION

1. Install the crankshaft sprocket (A).

2. Align the timing marks of the camshaft sprocket (A) and crankshaft sprocket (B) with the No. 1 piston placed at top dead center and its compression stroke.


3. Install the crankshaft position sensor (A), tensioner spring (B) and tensioner (C).

1) Pull the timing belt tensioner (A) in the arrow direction (to the water pump) until it stops, and then temporarily tighten the tensioner bolt.

2) Hang one side of the tensioner spring (B) on the tensioner bracket first and using a driver, install other side to the front case.

4. Install the belt so as not give slack at each center of shaft. Do as following procedures when installing timing belt. Crankshaft sprocket (A) →camshaft sprocket (B) →timing belt tensioner (C).

5. Apply the spring tension to the timing belt by loosening the tensioner bolt (A).

EM - 26 ENGINE (1.1 SOHC) 6. Adjust the timing belt tension.

1) Rotate crankshaft clock wise (view from the front) through angle equivalent to two teeth (15°) of camshaft sprocket (A).

NOTE It is procedure to give uniformly tension in the tension side of timing belt by setting exhaust rocker arm of the No. 2 cylinder on the cam.

2) Push the timing belt in the arrow direction and check the installation condition, and then apply spring tension to the timing belt.

3) Tightening the tensioner bolt.

Tightening torque 21.6 ~ 29.4Nm (2.2 ~ 3.0kg-m, 15.9 ~ 21.7lb-ft)

4) Recheck the belt tension. Grasp the timing belt and the cylinder block as shown in the illustration, and then check that the interval between the timing belt and the mounting bolt hole is about 20mm (0.79 in).

7. Turn the crankshaft two turns in the operating direction (clockwise) and realign the crankshaft sprocket and camshaft sprocket timing marks.

8. Install the crankshaft position sensor target wheel (A).

9. Install the timing belt lower cover (A) with bolts (B).

Tightening torque: 9.8 ~ 11.8 Nm (1.0 ~ 1.2kg-m, 7.2 ~ 8.7lb-ft)


10. Install the crankshaft pulley (C) and washer (B) with bolt (A).

Tightening torque: 122.6 ~ 142.2Nm (12.5 ~ 14.5kg-m, 90.4 ~ 104.9lb -ft)

11. Install the drive belt pulley (B) and washer (A). Tightening torque: 9.8 ~ 11.8 Nm (1.0 ~ 1.2kg-m, 7.2 ~ 8.7lb-ft)

12. Install the timing belt upper cover (A) with bolts (B).

Tightening torque: 9.8 ~ 11.8 Nm (1.0 ~ 1.2kg-m, 7.2 ~ 8.7lb-ft)

13. Install the water pump pulley.

14. Install power steering pump drive belt. (See ST group- power steering pump)

15. Install air conditioner compressor drive belt. (See HA group - air conditioner compressor)

16. Install alternator drive belt. (See EE group - alternator)

17. Tighten the water pump pulley bolts.

18. Install the engine mounting bracket.

1) Install the engine mounting bracket (A) with bolts (B, D) and nut (C).

Tightening torque: Nut and bolt (B, C, D): 44.1 ~ 58.8Nm (4.5 ~ 6.0kg-m, 32.5 ~ 43.4lb-ft)


2) Remove the engine hanger.

19. Install inner splash shield.

20. Install the RH front wheel.



CYLINDER HEAD ASSEMBLY COMPONENT


REMOVAL Engine removal is not required for this procedure.

CAUTION • Use Fender cover to avoid damaging painted

surfaces. • To avoid damaging the cylinder head, wait

until the engine coolant temperature drops below normal temperature before removing it.

• When handing a metal gasket, take care not to fold the gasket or damage the contact surface of the gasket.

• To avoid damage, unplug the wiring connectors carefully while holding the connector portion.

NOTE

• Mark all wiring and hoses to avoid misconnection.

• Inspect the timing belt before removing the cylinder head.

• Turn the crankshaft pulley so that the No. 1 piston is at top dead center.

1. Disconnect the terminals (A) from battery.

2. Drain the engine coolant. (Refer to section cooling system - engine coolant refilling and bleeding) Remove the radiator cap to speed draining.

3. Remove the cowl grill and the wiper motor. (See BE group - wiper motor)

4. Remove the intake air hose and air cleaner assembly.

1) Remove the air hose clamp (A) and the vacuum hose (B).

2) Remove the air cleaner bolts (2ea), nut (1ea) and air duct fasteners (2ea).

3) Remove the air cleaner assembly (A).

EM - 32 ENGINE (1.1 SOHC) 5. Remove the upper radiator hose (A) and lower

radiator hose (B).

6. Remove the heater hoses (A).

7. Remove the accelerator cable (A).

8. Remove the engine wire harness connectors and wire harness clamp from cylinder head and the intake manifold.

1) Disconnect the rear oxygen sensor connector (A).

2) Disconnect the ignition coil connector (B).

3) Disconnect the CMP (Camshaft position sensor) connector (C).

4) Disconnect the ECT (Engine Coolant Temperature) sensor connector (D).

5) Disconnect the ISA (Idle Speed Actuator) connector (A).


6) Disconnect the TPS (Throttle Position Sensor) connector (B).

7) Disconnect the MAP (Manifold Absolute Pressure) sensor connector (A).

8) Disconnect the brake oil level switch connector (B).

9) Disconnect the injector combination connector (A).

10) Disconnect the CKP (Crankshaft position sensor) connector (B).

11) Disconnect the knock sensor connector (C).

12) Disconnect the front oxygen sensor connector (D).

13) Disconnect the combined power steering pump switch and oil pressure switch connector (E).

9. Remove the fuel inlet hose (A) from the delivery pipe.

10. Remove the PCSV (Purge Control Solenoid Valve) hose (B).

11. Disconnect the PCSV (Purge Control Solenoid Valve) connector (C).

12. Remove the brake booster vacuum hose (A).

EM - 34 ENGINE (1.1 SOHC) 13. Remove the spark plug cables (A).

14. Remove the ignition coil assembly (A).

15. Remove the exhaust manifold. (Refer to section intake and exhaust system - exhaust manifold removal)

16. Remove the intake manifold. (Refer to section intake and exhaust system - intake manifold removal)

17. Remove the timing belt. (Refer to section timing system - timing belt removal)

18. Remove the bolts (B) and the cylinder head cover (A).

19. Remove the rocker arm shaft assembly (A).

20. Remove the camshaft sprocket (A).


21. Remove the CMP (Camshaft position sensor)(A) and the thrust cap (B).

22. Remove the camshaft (A).

23. Remove the cylinder head bolts, and then remove the cylinder head.

1) Using hexagon wrench, uniformly loosen and remove the 10 cylinder head bolts, in several passes, in the sequence shown.

CAUTION Head warpage or cracking could result from removing bolts in an incorrect order.

2) Lift the cylinder head from the cylinder block, and then place the cylinder head on wooden blocks on a bench.

CAUTION Be careful not to damage the contact surfaces of the cylinder head and cylinder block.

EM - 36 ENGINE (1.1 SOHC) DISSASSEMBLY

NOTE Identify rocker arm, valves, valve springs as they are removed so that each item can be reinstalled in its original position.

1. Remove the valves.

1) Using the SST (0K993 120 001, 0K993 120 004), compress the valve spring and remove the retainer lock.

2) Remove the spring retainer.

3) Remove the valve spring.

4) Remove the valve.

5) Using needle-nose pliers, remove the oil seal.

6) Using a magnetic finger, remove the spring seat.

INSPECTION

CYLINDER HEAD

1. Inspect for flatness. Using a precision straight edge and feeler gauge, measure flatness in contacting surface of the cylinder block and the manifolds.

Flatness of cylinder head gasket surface Standard: Less than 0.03mm (0.0012in) Limit: 0.10mm (0.0039in) Flatness of manifold mating surface Standard: Less than 0.15mm (0.0059in) Limit: 0.30mm (0.0118in)

2. Inspect for cracks.

Check the combustion chamber, intake ports, exhaust ports and cylinder block surface for cracks. If cracked, replace the cylinder head.


VALVE AND VALVE SPRING

1. Inspect the valve stems and valve guides.

1) Using the caliper gauge, measure the inner diameter of the valve guide.

Valve guide inner diameter: 5.500 ~ 5.512mm (0.2165 ~ 0.2170in)

2) Using a micrometer, measure the outer diameter of valve stem.

Valve stem outer diameter Intake: 5.465 ~ 5.480mm (0.2152 ~ 0.2157in) Exhaust: 5.430 ~ 5.450mm (0.2138 ~ 0.2146in)

3) Subtract the valve stem outer diameter measurement from the valve guide inner diameter measurement.

Valve stem- to-guide clearance Standard : Intake: 0.020 ~ 0.047mm (0.0008 ~ 0.0019in) Exhaust: 0.050 ~ 0.082mm (0.0014 ~ 0.0026in)

If the clearance is greater than maximum, replace the valve and valve guide.

2. Inspect the valves.

1) Check the valve is ground to the correct valve face angle.

2) Check the surface of the valve face for damage or wear. If the valve face is damaged or worn, replace the valve.

3) Check the valve head margin thickness. If the margin thickness is less then minimum, replace the valve.

Margin Standard Intake: 0.8mm (0.0315in) Exhaust: 1.2mm (0.0472in) Limit Intake: 0.5mm (0.0197in) Exhaust: 0.9mm (0.0354in)

4) Check the surface of the valve stem tip for wear.

If the valve stem tip is worn, replace the valve.

3. Inspect the valve seats.

1) Check the valve seat for evidence of overheating and improper contact with the valve face. Replace the seat if necessary.

2) Before reconditioning the seat, check the valve guide for wear. If the valve guide is worn, replace it, and then recondition the seat.


3) Recondition the valve seat with a valve seat grinder or cutter. The valve seat contact width should be within specifications and centered on the valve face.

4. Inspect the valve springs.

1) Using a steel square, measure the out-of-square of the valve spring.

2) Using a vernier calipers, measure the free length of the valve spring.

Valve spring Standard Free height: 40.50mm (1.5945in) Load : 15.6±0.9kg/32.0mm (34.4±2.0lb/1.2598in) 33.3±1.8kg/24.5mm (73.4±4.0lb/0.9646in) Out of square : Less than 1.5 ˚ Limit Out of square : 3˚

If the load is not as specified, replace the valve spring.


CAMSHAFT

1. Inspect the cam lobes. Using a micrometer, measure the cam lobe height.

Cam height Intake: 33.941 ~ 34.141mm (1.3363 ~ 1.3441in) Exhaust: 34.055 ~ 34.255mm (1.3407 ~ 1.3486in)

If the cam lobe height is less than minimum, replace the camshaft.

2. Inspect the camshaft journal. Using a micrometer, measure outer diameter of the camshaft journal.

Camshaft journal outer diameter Standard: 40.940 ~ 40.955mm (1.6118 ~ 1.6124in)

3. Inspect the camshaft end play.

1) Install the camshaft.

2) Using a dial indicator, measure the end play while moving the camshaft back and forth.

Camshaft end play Standard: 0.07 ~ 0.19mm (0.0028 ~ 0.0075in)

If the end play is greater than maximum, replace the camshaft. If necessary, replace the cylinder head.

ROCKER ARM AND ROCKER ARM SHAFT

1. Inspect the rocker arm.

1) Check the rocker arm face. Replace it if damaged or pressed.

2) Check the contacting surface on the cam and valve stem. If badly worn or damaged, replace it.

2. Inspect the rocker arm shaft.

1) Check the rocker arm shafts for damaged. Replace as necessary.

2) Check the oil hole (A) whether clogged or not.

EM - 40 ENGINE (1.1 SOHC) 3. Measure the rocker arm-to-rocker arm shaft

clearance.

1) Measure the rocker arm inner diameter.

Rocker arm inner diameter: 17.010 ~ 17.028mm (0.6697 ~ 0.6704in)

2) Measure the rocker arm shaft outer diameter.

Rocker arm shaft outer diameter: 16.985 ~ 16.998mm (0.6687 ~ 0.6692in)

3) Calculate the difference between the rocker arm inner diameter and the rocker arm shaft outer diameter.

Oil clearance: 0.12 ~ 0.43mm (0.0047 ~ 0.0169in)


REPLACEMENT

VALVE GUIDE

1. Using the SST (09222 - 02100), withdraw the old valve guide toward the bottom of cylinder head.

2. Recondition the valve guide hole of cylinder head so that it can match the newly press-fitted oversize valve guide.

3. Using SST (09222 - 02100), press-fit the valve guide.

4. The valve guide must be press-fitted from the upper side of the cylinder head. Keep in mind that the intake and exhaust valve guides are different in length.

Valve guide length Intake: 46.0mm (1.8110 in) Exhaust: 48.0mm (1.8898 in)

5. After the valve guide is press-fitted, insert a new valve and check for proper stem-to-guide clearance.

6. After the valve guide is replaced, check that the valve is seated properly. Recondition the valve seats as necessary.

EM - 42 ENGINE (1.1 SOHC) VALVE SEAT RING

1. Cut away the inner face of the valve seat to reduce the wall thickness.

2. Enlarge the seat ring hole of cylinder head so that matches the specified cylinder head hole inner diameter of new valve seat ring.

3. Heat the cylinder head to about 250C (480F) and press-fit an oversize seat ring for the bore in the cylinder head.

4. Using lapping compound, lap the valve to the new seat.


REASSEMBLY

NOTE • Thoroughly clean all parts to be assembled. • Before installing the parts, apply fresh engine oil

to all sliding and rotating surface. • Replace the oil seals with new ones.

1. Install the valves.

1) Install the spring seats.

2) Using the SST (09222 - 02000), push in a new oil seal.

NOTE Do not reuse old valve stem seals. Incorrect installation of the seal could result in oil leakage past the valve guides.

3) Install the valve, valve spring and spring retainer.

NOTE Place valve springs so that the side coated with enamel faces toward the valve spring retainer and then installs the retainer.

4) Using SST (0K993 120 001, 0K993 120 004), compress the spring and install the retainer locks. After installing the valves, ensure that the retainer locks are correctly in place before releasing the valve spring compressor.

5) Lightly tap the end of each valve stem two or three times the wooden handle of a hammer to ensure proper seating of the valve and retainer lock.

EM - 44 ENGINE (1.1 SOHC) INSTALLATION

NOTE • Thoroughly clean all parts to be assembled. • Always use a new head and manifold gasket. • The cylinder head gasket is a metal gasket.

Take care not to bend it. • Rotate the crankshaft, set No. 1 piston at TDC.

1. Install the cylinder head gasket (A) on the cylinder block.

NOTE Be careful of the installation direction.

2. Place the cylinder head onto the block carefully in order to prevent damaging the gasket. If the gasket is damaged, fluid leakage could occur.

3. Install the cylinder head bolts.

12. Apply a light coat if engine oil on the threads and under the heads of the cylinder head bolts.

13. Using hexagon wrench, install and tighten the 10 cylinder head bolts, in several passes, in the sequence shown.


4. Install the camshaft (A).

5. Install the thrust cap (B) and CMP (Camshaft position sensor) (A).


6. Using the SST (09221 - 21000), install the camshaft bearing oil seal.


7. Install the camshaft sprocket (A).


8. Install the rocker arm shaft assembly (A).


NOTE • When installing the rocker arm shaft, set the

chamfer side of shaft in front of engine (timing belt side).

• At this time, the oil hole of shaft should face downward (cylinder head side).

9. Inspect and adjust the valve clearance. (Refer to section general - valve clearance inspection and adjustment.)

10. Install the cylinder head cover.

1) Install the cylinder head cover gasket (A) in the groove of the cylinder head cover (B).

NOTE • Before installing the cylinder head cover gasket,

thoroughly clean the cylinder head cover and the groove.

• When installing, make sure the cylinder head cover gasket is seated securely in the corners of the recesses with no gap.

2) Install the cylinder head cover (A) with the bolts (B). Uniformly tighten the bolts in several passes.


EM - 46 ENGINE (1.1 SOHC) 11. Install the timing belt. (Refer to section timing system

- timing belt installation)

12. Install the intake manifold. (Refer to section intake and exhaust system - intake manifold removal)

13. Install the exhaust manifold. (Refer to section intake and exhaust system - exhaust manifold removal)

14. Install the ignition coil assembly (A).


15. Install the spark plug cables (A).

16. Install the brake booster hose (A).

17. Connect the PCSV (Purge Control Solenoid Valve) connector (C).

18. Connect the PCSV (Purge Control Solenoid Valve) hose (B).

19. Install the inlet fuel hose (A) to delivery pipe.

20. Install the engine wire harness connectors and wire harness clamps to the cylinder head and the intake manifold.

1) Connect the combined power steering pump switch and oil pressure switch connector (E).

2) Connect the front heat oxygen sensor connector (D).

3) Connect the knock sensor connector (C)

4) Connect the CKP (Crankshaft position sensor) connector (B).


5) Connect the injector combination connector (A).

6) Connect the brake oil level switch connector (B).

7) Connect the MAP (Manifold Absolute Pressure) sensor connector (A).

8) Connect the TPS (Throttle Position Sensor) connector (B).

9) Connect the ISA (Idle Speed Actuator) connector (A).

10) Connect the ECT (Engine Coolant Temperature) sensor connector (D).

11) Connect the CMP (Camshaft position sensor) connector (C).

12) Connect the ignition coil connector (B).

13) Connect the rear oxygen sensor connector (A).

EM - 48 ENGINE (1.1 SOHC) 21. Install the accelerator cable (A)

22. Install the heater hose (A).

23. Install the upper radiator hose (A) and lower radiator hose (B).

24. Install the intake air hose and air cleaner assembly.

1) Install the air cleaner assembly (A).

2) Install the air cleaner bolts (2ea), nut (1ea) and air duct fastener (2ea).

3) Install the air intake hose clamp (A) and vacuum hose (B).


25. Connect the battery terminals (A).

26. Fill with engine coolant.

NOTE Bleed cooling system. Failure to bleed system can result in incorrect coolant temp sensor operation.

27. Start the engine and check for leaks.

28. Recheck the engine coolant level and oil level.

ENGINE AND TRANSAXLE ASSEMBLY REMOVAL

CAUTION • Use fender covers to avoid damaging painted

surfaces. • To avoid damage, unplug the wiring

connectors carefully while holding the connector portion.

NOTE • Mark all wiring and hoses to avoid misconnection.

1. Disconnect the battery terminals (A).

2. Remove the battery (A) and battery tray (B).

3. Drain the engine coolant. (Refer to section cooling system - engine coolant refilling and bleeding). Remove the radiator cap to speed draining.

4. Drain the engine oil. (Refer to section lubrication system - engine oil and filter replacement)

5. Remove the intake air hose and air cleaner assembly.

1) Remove the air hose clamp (A) and the vacuum hose (B).

2) Remove the air cleaner bolts (2ea), nut (1ea) and air duct fasteners (2ea).


3) Remove the air cleaner assembly (A).

ENGINE BLOCK EM - 51

6. Remove the upper radiator hose (A).

7. Remove the lower radiator hose (B).

8. Remove the heater hoses (A).

EM - 52 ENGINE (1.1 SOHC) 9. Remove the accelerator cable (A).

10. Remove the engine wire harness connectors and wire harness clamp from cylinder head and the intake manifold.

1) Disconnect the rear oxygen sensor connector (A).

2) Disconnect the ignition coil connector (B)

3) Disconnect the CMP (Camshaft position sensor) connector (C).

4) Disconnect the ECT (Engine Coolant Temperature) sensor connector (D).

5) Disconnect the ISA (Idle Speed Actuator) connector (A).

6) Disconnect the TPS (Throttle Position Sensor) connector (B).

7) Disconnect the MAP (Manifold Absolute Pressure) sensor connector (A).

8) Disconnect the brake oil level switch connector (B).

9) Disconnect the injector combination connector (A).

10) Disconnect the CKP (Crankshaft position sensor) connector (B).

11) Disconnect the knock sensor connector (C).


12) Disconnect the front oxygen sensor connector (D).

13) Disconnect the combined power steering pump switch and oil pressure switch connector (E).

11. Remove the transaxle wire harness connectors and

control cable from the transaxle (A/T).

1) Remove the solenoid valve connector (A).

2) Remove the ATF (Automatic Transaxle Fluid) cooler hoses (A).

3) Remove the air cleaner assembly bracket

(A).


4) Remove the control cable (A).

5) Remove the combined transaxle range switch and vehicle speed sensor connector (B).

6) Remove the ground cable (A) from the transaxle.

7) Disconnect the input speed sensor connector (B).

12. Remove the fuel inlet hose (A) from the delivery pipe.

13. Remove the PCSV (Purge Control Solenoid Valve) hose (B).

14. Disconnect the PCSV (Purge Control Solenoid Valve) connector (C).

15. Remove the brake booster vacuum hose (A) at engine.

16. Remove the front wheel. (LH, RH)

17. Remove the air conditioner compressor drive belt.

18. Hang the air conditioner compressor to vehicle body after remove the air conditioner compressor. (See HA group - air conditioner compressor)

19. Remove the exhaust.

20. Remove the ground cable (A).

21. Disconnect the starter connector (B) and "B" terminal (C).


22. Remove the alternator connector (A) and "B" terminal (B).

23. Remove the drive shafts. (See DS group - drive shaft)

24. Remove the front roll stopper (A). Tightening torque: 44.1 ~ 58.8Nm (4.5 ~ 6.0kg-m. 32.5 ~ 43.4lb-ft) 25. Using a floor jack, support the engine and transaxle

assembly.

NOTE After removing the mounting bolt (engine and transaxle), the engine and transaxle assembly may fall downward, and so support them securely with floor jack. Verify that the hoses and connectors are disconnected before removing the engine and transaxle assembly.

26. Remove the bolts (B, D), nut (C) and the engine mounting bracket (A).

Tightening torque: 44.1 ~ 58.8Nm (4.5 ~ 6.0kg-m. 32.5 ~ 43.4lb-ft)

27. Remove the transaxle-mounting bracket.

Tightening torque: 44.1 ~ 58.8Nm (4.5 ~ 6.0kg-m. 32.5 ~ 43.4lb-ft)

28. Remove the engine and transaxle assembly by lifting vehicle.

CAUTION When remove the engine and transaxle assembly, be careful not to damage any surrounding parts or body components.

EM - 56 ENGINE (1.1 SOHC) INSTALLATION

Installation is in the reverse order of removal.

Perform the following: • Adjust the shift cable. • Adjust the throttle cable. • Refill the engine with engine oil. • Refill the transaxle with fluid. • Refill the radiator and reserve tank with engine

coolant. • Place the heater control knob on "HOT" position • Bleed air from the cooling system.

- Start engine and let it run until it warms up. (Until the radiator fan operates 3 or 4 times.)

- Turn Off the engine. Check the level in the radiator, add coolant if needed. This will Allow trapped air to be removed from the cooling system.

- Put the radiator cap on tightly, then run the engine again and check for leaks.

• Clean the battery posts and cable terminals with sandpaper assemble them, and then apply grease to prevent corrosion.

• Inspect for fuel leakage. - After assemble the fuel line, turn on the

ignition switch (do not operator starter) so that the fuel pump runs for approximately two seconds and fuel line pressurizes.

- Repeat this operation two or three times, then check for fuel leakage at any point in the fuel line.


ENGINE BLOCK COMPONENT

EM - 58 ENGINE (1.1 SOHC) EM - 58 ENGINE (1.1 SOHC)


DISASSEMBLY

1. M/T: Remove the fly wheel.

2. A/T: Remove the drive plate.

3. Install the engine block onto an engine stand for disassembly.

4. Remove the exhaust manifold. (Refer to section intake and exhaust system - exhaust manifold removal)

5. Remove the intake manifold. (Refer to section intake and exhaust system - intake manifold removal)

6. Remove the timing belt. (Refer to section timing system timing belt removal)

7. Remove the cylinder head. (Refer to section cylinder head assembly - cylinder head removal)

8. Remove the oil pressure switch (A).

9. Remove the water pump. (Refer to section cooling system - water pump removal)

10. Remove the oil filter assembly (A).

11. Remove the oil fan (A).

12. Remove the oil screen. Remove the 2bolts(C), oil screen (A) and gasket

(B).

13. Check the connecting rod end play. (Refer to section cylinder block - connecting rod and crankshaft inspection step 1)

14. Remove the connecting rod caps and check oil clearance. (Refer to section cylinder block - connecting rod and crankshaft inspection step 2)

15. Remove the piston and connecting rod assemblies.

1) Using a ridge reamer, remove all the carbon from the top of the cylinder.

2) Push the piston, connecting rod assembly and upper bearing through the top of the cylinder block.

NOTE • Keep the bearings, connecting rod and cap

together. • Arrange the piston and connecting rod

assemblies in the correct order.

EM - 60 ENGINE (1.1 SOHC) 16. Remove the front case. (Refer to section lubrication

system - oil pump removal)

17. Remove the rear oil seal case. Remove the 4 bolts (B) and rear oil seal case (A).

18. Remove the crankshaft bearing cap and check oil clearance. (Refer to section cylinder block – connecting rod and crankshaft inspection step 4)

19. Check the crankshaft end play. (Refer to section cylinder block - connecting rod and crankshaft inspection step 5)

20. Lift the crankshaft (A) out of the engine, being careful not to damage journals.

NOTE Arrange the main bearings and thrust bearings in the correct order. 21. Check fit between piston and piston pin.

Try to move the piston back and forth on the piston pin. If any movement is felt, replace the piston and pin as a set.

22. Remove the piston rings.

1) Using a piston ring expender, remove the 2 compression rings.

2) Remove the 2 side rails and oil ring by hand.

NOTE Arrange the piston rings in the correct order only.

23. Remove the connecting rod from the piston. Using a press, remove the piston pin from the piston. [Press-in load: 500 ~ 1100kg (1102 ~ 2425lb)]

INSPECTION CONNECTING ROD AND CRANKSHAFT

1. Check the connecting rod end play. Using feeler gauge, measure the end play while moving the connecting rod back and forth.

End play Standard : 0.1 ~ 0.25mm (0.004 ~ 0.010in) Maximum : 0.4mm (0.016in)

• If out-of-tolerance, install a new connecting rod.

• If still out of tolerance, replace the crankshaft.

2. Check the connecting rod bearing oil clearance.

1) Check the match marks on the connecting rod and cap are aligned to ensure correct reassembly.

2) Remove the 2 connecting rod cap nuts.

3) Remove the connecting rod cap and lower bearing.

4) Clean the crank pin journal and bearing.

5) Place a plastigage across the crankshaft pin journal.

6) Reinstall the lower bearing and cap, and tighten the nuts.

Tightening torque: 19.6 ~ 22.6Nm (2.0 ~ 2.3kg-cm, 14.5 ~ 16.6lb-ft)

NOTE Do not turn the crankshaft.


7) Remove the 2 nuts, connecting rod cap and lower bearing.

8) Measure the plastigage at its widest point.

Standard oil clearance 0.012~ 0.041mm (0.0005 ~ 0.0016in)

9) If the plastigage measures too wide or too narrow,

remove the upper and lower bearing and then install a new bearings with the same color mark Refer to connecting rod bearing selection table) Recheck the oil clearance.

CAUTION

Do not file, shim, of scrape the bearings or the caps to adjust clearance.

10) If the plastigage shows the clearance is still in

correct, try the next lager or smaller bearing. (Refer to connecting rod bearing selection table) Recheck the oil clearance.

NOTE

If the proper clearance cannot be obtained by using the appropriate lager or smaller bearings, replace the crankshaft and start over.

CAUTION If the alignment marks are unreadable because of an accumulation of grease or grime, don’t clean with a wire or abrasive cleaner. Clean only with correct cleaning solvent or detergent.

DISCRIMINATION OF CONNECTING ROD

Mark Connecting rod big-end Inner diameter

NONE 41.000~ 41.015mm (1.6142~ 1.6148in)

CRANKSHAFT PIN JOURNAL MARK LOCATION

DISCRIMINATION OF CRANKSHAFT PIN JOURNAL

Mark Color Crankshaft pin journal

Outer diameter

I Yellow 37.994~ 38.000mm (1.4958~ 1.4961in)

II None 37.986~ 37.994mm (1.4955~ 1.4958in)

III White 37.980~ 37.986mm (1.4953~ 1.4955in)

EM - 62 ENGINE (1.1 SOHC) CONNECTING ROD BEARING MARK LOCATION

DISCRIMINATION OF CONNECTING ROD BEARING Mark Color Connecting rod bearing

thickness

A Black 1.498~ 1.501mm

(0.0590~ 0.0591in)

B None 1.494~ 1.497mm

(0.0588~ 0.0589in)

C Green 1.490~ 1.493mm

(0.0587~ 0.0588in)

11) Select the bearing by using the selection table.

CONNECTING ROD BEARING SELECTION TABLE Crankshaft pin journal

mark

Connecting rod bearing

mark Oil clearance

I (Yellow) C (Yellow) 0.014~ 0.041mm (0.0006~ 0.0016in)

II (None) B (None) 0.012~ 0.041mm (0.0005~ 0.0016in)

III (White) A (Blue) 0.012~ 0.039mm (0.0005~ 0.0015in)

3. Check the connecting rods.

1) When reinstalling, make sure that cylinder numbers put on the connecting rod and cap at disassembly match. When a new connecting rod is installed, make sure that the notches for holding the bearing in place are on the same side.

2) Replace the connecting rod if it is damaged on the thrust faces at either end. Also if step wear or a severely rough surface of the inside diameter of the small end is apparent, the rod must be replaced as well.

3) Using a connecting rod aligning tool, check the rod for bend and twist. If the measured value is close to the repair limit, correct the rod by a press. Any connecting rod that has been severely bent or distorted should be replaced.

Allowable bend of connecting rod: 0.05mm / 100mm (0.0020in / 3.94in) or less Allowable twist of connecting rod: 0.1mm / 100mm (0.0039in / 3.94in) or less

4. Check the crankshaft bearing oil clearance.

1) To check main bearing-to-journal oil clearance, remove the main bearing caps and lower bearings.

2) Clean each main journal and lower bearing with a clean shop towel.

3) Place one strip of plastigage across each main journal.

4) Reinstall the lower bearings and caps, then tighten the bolts.

Tightening torque: 49.0~ 53.9Nm (5.0 ~ 5.5kg-m, 36.2 ~ 39.8lb-ft)

NOTE Do not turn the crankshaft.

5) Remove the cap and bearing again, and measure the widest part of the plastigage.

Standard oil clearance: 0.020~ 0.038mm (0.0008 ~ 0.0015in)


6) If the plastigage measures too wide or too narrow, remove the upper and lower bearing and then install a new bearings with the same color mark. (Refer to crankshaft main bearing selection table) Recheck the oil clearance.

CAUTION

Do not file, shim, or scrape the bearings or the cap to adjust clearance.

7) If the plastigage shows the clearance is still incorrect, try the next lager or smaller bearing. (Refer to crankshaft main bearing selection table) Recheck the oil clearance.

NOTE

If the proper clearance cannot be obtained by using the appropriate lager or smaller bearings, replace the crankshaft and start over.

CAUTION

If the alignment marks are unreadable because of accumulation of grease or grime, don’t clean with a wire or abrasive cleaner. Clean only with correct cleaning solvent or detergent.

Cylinder block crankshaft journal bore mark location Letters have been stamped on the end of the block as a mark for the size of each the 5 main journal bores.

Use them, and the numbers or letters stamped on the crank (marks for main journal size), to choose the correct bearings.

DISCRIMINATION OF CYLINDER BLOCK CRANKSHAFT JOURNAL BORE

Mark Cylinder block crankshaft journal bore inner diameter

A 46.000~ 46.006mm (1.8110~ 1.8113in)

B 46.006~ 46.012mm (1.8113~ 1.8115in)

C 46.012~ 46.018mm (1.8115~ 1.8117in)

CRANKSHAFT MAIN JOURNAL MARK LOCATION

EM - 64 ENGINE (1.1 SOHC) DISCRIMINATION OF CRANKSHAFT MAIN JOURNAL

Mark Color Crankshaft main journal outer diameter

I YELLOW 41.994~ 42.000mm (1.6533~ 1.6535in)

II NONE 41.998~ 41.994mm (1.6531~ 1.6533in)

III WHITE 41.982~ 41.988mm (1.6528~ 1.6531in)

CRANKSHAFT MAIN BEARING MARK LOCATION

DISCRIMINATION OF CRANKSHAFT MAIN BEARING

Mark Color Crankshaft main bearing thickness

A Blue 1.999~ 2.002mm

(0.0787~ 0.0788in)

B None 1.996~ 1.999mm

(0.0786~ 0.0787in)

C Yellow 1.993~ 1.996mm

(0.0785~ 0.0786in)

D Green 1.990~ 1.993mm

(0.0783~ 0.0785in)

E Pink 1.987~ 1.990mm

(0.0782~ 0.0783in)

8) Select the bearing by using selection table.

CRANKSHAFT MAIN BEARING SELECTION TABLE

Cylinder block crankshaft journal bore mark

A B C

I (Yellow) E (Pink)

D (Green)

C (Yellow)

II (None) D (Green)

C (Yellow)

B (None)

Crankshaft main

journal mark III (White) C

(Yellow) B

(None) A

(Blue)

5. Check the crankshaft end play. Using a dial indicator, measure the thrust clearance while prying the crankshaft back and forth with a screwdriver.

Crankshaft end play: 0.05~ 0.25mm (0.0020 ~ 0.0098in)

If the end play is greater than maximum, replace the thrust bearings as a set.

Thrust bearing thickness: 2.470~ 2.475mm (0.0972 ~ 0.0974in) Inspect the crankshaft main journals and pin journals. Using a micrometer, measure the diameter of each main journal and pin journal. Main journal diameter: cylinder block. 41.982~ 42.000mm (1.6528 ~ 1.6535in) Pin journal diameter: 37.980~ 38.000mm (1.4953 ~ 1.4961in)


Inspect the crankshaft main journals and pin journals. Using a micrometer, measure the diameter of each main journal and pin journal. Main journal diameter: 41.982 ~ 42.000mm (1.6528 ~ 1.6535in) Pin journal diameter: 37.980 ~ 38.000mm (1.4953 ~ 1.4961in)

CYLINDER BLOCK

1. Remove the gasket material. Using a gasket scraper, remove all the gasket material from the top surface of the cylinder block.

2. Clean the cylinder block. Using a soft brush and solvent, thoroughly clean the cylinder block.

3. Inspect the top surface of cylinder block for flatness. Using a precision straight edge and feeler gauge, measure the surface contacting the cylinder head gasket for warpage.

Flatness of cylinder block gasket surface: Standard: Less than 0.05mm (0.002in)

4. Inspect the cylinder bore. Visually check the cylinder for vertical scratches. If deep scratches are present, replace the cylinder block.

EM - 66 ENGINE (1.1 SOHC) 5. Inspect the cylinder bore diameter. Using a cylinder bore gauge, measure the cylinder bore diameter at position in the thrust and axial direction. Standard diameter: 67.000 ~ 67.030mm (2.6378 ~ 2.6390in)

6. Check the cylinder bore size code on the cylinder block bottom face.

DISCRIMINATION OF CYLINDER BORE SIZE

Mark Cylinder bore inner diameter

A 67.00 ~ 67.01mm

(2.6378 ~ 2.6457in)

B 67.01 ~ 67.02mm

(2.6382 ~ 2.6457in)

C C 67.02 ~ 67.03mm (2.6457 ~ 2.6390in)

7. Check the piston size mark (A) on the piston top face.

DISCRIMINATION OF PISTON OUTER DIAMETER

Mark Piston outer diameter

A 66.97 ~ 66.98mm

(2.6366 ~ 2.6370in)

None 66.98 ~ 66.99mm

(2.6370 ~ 2.6374in)

C 66.99 ~ 67.00mm

(2.6374 ~ 2.6378in) 8. Select the piston related to cylinder bore class.

Clearance: 0.02 ~ 0.04mm (0.00078 ~ 0.00157in)


BORING CYLINDER 1. Oversize pistons should be selected according to the largest bore cylinder. NOTE The size of piston is stamped on top of the piston. 2. Measure the outside diameter of the piston to be used. 3. According to the measured O.D (Outer Diameter) calculate the new bore size. New bore size = piston O.D + 0.02 to 0.04mm (0.0008 to 0.0016in) (clearance between piston and cylinder) - 0.01mm (0.0004in) (honing margin.) 4. Bore each of the cylinders to the calculated size. CAUTION To prevent distortion that result from temperature rise during honing, bore the cylinder holes in the firing order. 5. Hone the cylinders, finishing them to the proper dimension (piston outside diameter + gap with cylinder). 6. Check the clearance between the piston and cylinder. Standard: 0.02 ~ 0.04mm (0.0008 ~ 0.0016in) NOTE When boring the cylinders, finish all of the cylinders to the same oversize. Do not bore only one cylinder to the oversize.

PISTON AND PISTON RINGS

1. Clean the piston

1) Using a gasket scraper, remove the carbon from the piston top.

2) Using a groove cleaning tool or broken ring, clean the piston ring grooves.

3) Using solvent and a brush, thoroughly clean the piston.

NOTE Do not use a wire brush. 2. The standard measurement of the piston outside diameter is taken 37.6mm (1.48in) from top land of the piston.

Standard diameter: 66.97~ 67.00mm (2.6366 ~ 2.6378in)

3. Calculate the difference between the cylinder bore inner diameter and the piston outer diameter.

Piston -to-cylinder clearance: 0.02~ 0.04mm (0.0008 ~ 0.0016in)

4. Inspect the piston ring side clearance. Using a feeler gauge, measure the clearance between new piston ring and the wall of ring groove.

Piston ring side clearance: No.1 : 0.03 ~ 0.07mm (0.0012 ~ 0.0028in) No. 2 : 0.02 ~ 0.06mm (0.0008 ~ 0.0024in) Oil ring : 0.06 ~ 0.15mm (0.0024 ~ 0.0059)


If the clearance is greater than maximum, replace the piston. 5. Inspect the piston ring end gap. To measure the piston ring end gap, insert a piston ring into the cylinder bore. Position the ring at right angles to the cylinder wall by gently pressing it down with a piston. Measure the gap with a feeler gauge. If the gap exceeds the service limit, replace the piston rings. If the gap is too large, recheck the cylinder bore inner diameter. If the bore is over the service limit, the cylinder block must be rebored. (Refer to section cylinder block - boring cylinder) Piston ring end gap No.1 : 0.15 ~ 0.30mm (0.0059 ~ 0.0118in) No.2 : 0.30 ~ 0.50mm (0.0118 ~ 0.0197in) Oil ring : 0.20 ~ 0.70mm (0.0079 ~ 0.0276in)

PISTON PINS

1. Measure the outer diameter of piston pin. Piston pin diameter: 17.000~ 17.003mm (0.6693 ~ 0.6694in)

2. Measure the piston pin-to-piston clearance. Piston pin-to-piston clearance: 0.008~ 0.014mm (0.0003 ~ 0.0006in) 3. Check the difference between the piston pin outer diameter and the connecting rod small end inner diameter. Piston pin-to-connecting rod interference: -0.029~ -0.015mm (-0.0011 ~ -0.0006in)


OIL PRESSURE SWITCH 1. Check the continuity between the terminal and the body with an ohmmeter. If there is no continuity, place the oil pressure switch.

2. Check the continuity between the terminal and the body when the fine wire is pushed. If there is continuity even when the fine wire is pushed, replace the switch.

3. If there is no continuity when a 49.0kpa (0.5kg/cm², 7.1psi) vacuum is applied through the oil hole, the switch is operating properly. Check for air leakage. If air leaks, the diaphragm is broken. Replace it.

REASSEMBLY NOTE • Thoroughly clean all parts to assemble. • Before installing the parts, apply fresh engine oil to all sliding and rotating surfaces. • Replace all gaskets, O-rings and oil seals with new parts.

1. Assemble the piston and connecting rod.

1) Use a hydraulic press for installation.

2) The piston front mark and the connecting rod front mark must face the timing belt side of the engine.

2. Install the piston rings. 1) Install the oil ring expender and 2 side rails by hand. 2) Using a piston ring expender, install the 2 compression rings with the code mark facing upward. 3) Position the piston rings so that the ring ends are as shown.

EM - 70 ENGINE (1.1 SOHC) 3. Install the connecting rod bearings.

1) Align the bearing claw with the groove of the connecting rod or connecting rod cap. 2) Install the bearings (A) in the connecting rod and connecting rod cap (B).

4. Install the crankshaft main bearings. NOTE Upper bearings have an oil groove of oil holes; Lower bearings do not.

1) Align the bearing claw with the claw groove of the cylinder block, push in the 5 upper bearings (A).

2) Align the bearing claw with the claw groove of the main bearing cap, and push in the 5 lower bearings.

5. Install the thrust bearings.

6. Place the crankshaft on the cylinder block. 7. Place the main bearing caps on the cylinder block. 8. Install the main bearing cap bolts. NOTE The main bearing cap bolts are tightened in 2 progressive steps. If any of the bearing cap bolts in broken or deformed, replace it.

1) Apply a light coat of engine oil on the threads and under the bearing cap bolts. 2) Install and uniformly tighten the 10 bearing cap bolts, in several passes, in the sequence shown.


Install the 2 thrust bearings (A) under the No.3 journal position of the cylinder block with the oil grooves facing outward.


3) Check that the crankshaft turn smoothly. 9. Check the crankshaft end play. (Refer to section cylinder block - connecting rod and crankshaft inspection step 5) 10. Install the piston and connecting rod assemblies. NOTE Before installing the piston, apply a coat of engine oil to the ring grooves and cylinder bores. 1) Remove the connecting rod caps, and slip short sections of rubber hose over the threaded ends of the connecting rod bolts. 2) Install the ring compressor, check that the rings are securely in place, then position the piston in the cylinder, and tap it in using the wooden handle of a hammer. 3) Stop after the ring compressor pops free, and check the connecting rod-to-crank journal alignment before pushing the piston into place. 4) Apply engine oil to the bolt threads. Install the rod caps with bearings, and tighten the nuts. Tightening torque: 19.6~ 22.6Nm (2.0 ~ 2.3kg-m, 14.5 ~ 16.6lb-ft) NOTE Maintain downward force on the ring compressor to prevent the rings from expending before entering the cylinder bore.

11. Install a new gasket and rear oil seal case (A) with 4 bolts (B). Tightening torque: 9.8~ 11.8Nm (1.0 ~ 1.2kg-m, 7.2 ~ 8.7lb-ft)

NOTE Check that the mating surfaces are clean and dry. 12. Install the rear oil seal.

1) Apply engine oil to a new oil seal lip. 2) Using SST (09231-21000) and a hammer, tap in the oil seal until its surface is flush with the rear oil seal retainer edge.

13. Install the front case. (Refer to section lubrication system - oil pump installation)

EM - 72 ENGINE (1.1 SOHC) 14. Install the oil screen. Install a new gasket (B) and oil screen (A) with 2 bolts (C). Tightening torque: 14.7~ 21.6Nm (1.5 ~ 2.2kg-m, 10.8 ~ 15.9lb-ft)

15. Install the oil pan.

1) Using a razor blade and gasket scraper, remove all the old packing material from the gasket surfaces.

NOTE Check that the mating surfaces are clean and dry before applying liquid gasket.

2) Apply liquid gasket as an even bead, centered between the edges of the mating surface.

Liquid gasket: MS 721-40A or equivalent NOTE • To prevent leakage of oil, apply liquid gasket to the inner threads of the bolt holes. • Do not install the parts if five minutes of more have elapsed since applying the liquid gasket. Instead, reapply liquid gasket after removing the residue. • After assembly, wait at least 30 minutes before filling the engine with oil.

3) Install the oil pan (A) with the bolts. Uniformly tighten the bolts in several passes.


16. Install the oil filter assembly (A). Tightening torque: 14.7~ 21.6Nm (1.5 ~ 2.2kg-m, 10.8 ~ 15.9lb-ft)

17. Install the water pump. (Refer to section cooling system - water pump installation)

18. Install the oil pressure switch.

1) Apply adhesive to 2 or 3 threads.

Adhesive: MS 721-39(B) or equivalent.

2) Install the oil pressure switch.



19. Install the cylinder head. (Refer to section cylinder head assembly - cylinder head installation) 20. Install the timing belt. (Refer to section timing system -timing belt installation) 21. Install the intake manifold. (Refer to section intake and exhaust system - intake manifold installation) 22. Install the exhaust manifold. (Refer to section intake and exhaust system - exhaust manifold installation) 23. Remove the engine stand. 24. A/T: install the drive plate (A) and adaptor (B) with bolts (C).

Tightening torque: 68.6~ 78.5Nm (7.0 ~ 8.0kg-m, 50.6 ~ 57.9lb-ft) 25. M/T: install the flywheel (A) with bolts (B). Tightening torque: 68.6~ 78.5Nm (7.0 ~ 8.0kg-m, 50.6 ~ 57.9lb-ft)


COOLING SYSTEM COMPONENT

COOLING SYSTEM EM - 75

EM - 76 ENGINE (1.1 SOHC) ENGINE COOLANT REFILLING AND BLEEDING CAUTION When pouring engine coolant, be sure to shut the relay box lid and not to let coolant spill on the electrical parts of the paint. If any coolant spills, rinse it off immediately. 1. Slide the heater temperature control lever to maximum heat. Make sure engine and radiator are cool to the touch. 2. Remove the radiator cap (A).

3. Loosen the drain plug (A), and drain the coolant. 4. Tighten the radiator drain plug (A) securely.

5. Remove the coolant reservoir tank. Drain the coolant and reinstall the coolant reservoir tank. Fill the coolant reservoir tank to the MAX mark with the coolant. 6. Mix the recommended antifreeze with an equal amount of water in a clean container. NOTE • Use only genuine antifreeze/coolant. • For best corrosion protection, the coolant concentration must be maintained year-round at 50% minimum. Coolant concentrations less than 50% may not provide sufficient protection against corrosion of freezing. • Coolant concentrations greater then 60% will impair cooling efficiency and are not recommended.

CAUTION • Do not mix different brands of antifreeze/coolants. • Do not use additional rust inhibitors or antirust products; they may not be compatible with the coolant.

7. Pour the coolant into the radiator to the base of the filler neck, and install the radiator cap loosely.

8. Start the engine and let it run until it warms up. (until the radiator fan operates 3 or 4 times.)

9. Turn off the engine. Check the level in the radiator, add coolant if needed. This will allow trapped air to be removed from the cooling system.

10. Put the radiator cap on tightly, then run the engine again and check for leaks.


RADIATOR CAP TESTING 1. Remove the radiator cap, wet its seal with engine coolant, then install it on the pressure tester.

2. Apply a pressure of 93.16 ~ 122.58kpa (0.95 ~ 1.25kg/cm², 13.51 ~ 17.78psi) 3. Check for a drop in pressure. 4. If the pressure drops, replace the cap.

RADIATOR LEAKAGE TEST 1. Wait until engine is cool, then carefully remove the radiator cap and fill the radiator with engine the install it on the pressure tester. 2. Apply a pressure tester to the radiator and apply a pressure of 93.16 ~ 122.58kpa (0.95 ~ 1.25kg/cm², 13.51~ 17.78psi).

3. Inspect for engine coolant leaks and a drop in pressure. 4. Remove the tester and reinstall the radiator cap. NOTE Check for engine oil in the coolant and/or coolant in the engine oil.

EM - 78 ENGINE (1.1 SOHC) REMOVAL WATER PUMP 1. Drain the engine coolant. Disassembly of the thermostat would have an adverse effect, causing a lowering of cooling efficiency. WARNING System is under high pressure when the engine is hot. To avoid danger of releasing scalding engine coolant, remove the cap only when the engine is cool. 2. Remove the drive belts. 3. Remove the timing belt. (Refer to section timing system - timing belt removal) 4. Remove the alternator (See EE group - alternator) 5. Remove the water pump.

1) Remove the bolts (D, E), and alternator brace (A). 2) Remove the bolts (C), and remove the water pump (B) and gasket.

THERMOSTAT NOTE Disassembly of the thermostat would have an adverse effect, causing a lowering of cooling efficiency. 1. Drain the engine coolant so its level is below thermostat 2. Remove the water inlet fitting (A), O-ring (C) and the thermostat (B)


RADIATOR 1. Drain the engine coolant. 2. Remove the battery terminals (A).

3. Remove the upper radiator hose (A) and lower radiator hose (B).

4. Remove the ATF (Automatic Transaxle Fluid) level gauge tube.

5. Disconnect the fan motor connector (A).

6. Remove the radiator upper bracket (A), and then pull up the radiator.

7. Remove the cooling fan (B) from the radiator (A).

EM - 80 ENGINE (1.1 SOHC) INSPECTION WATER PUMPS 1. Check each part for cracks, damage or wear, and replace the coolant pump assembly if necessary. 2. Check the bearing for damage, abnormal noise and sluggish rotation, and replace the coolant pump assembly if necessary.

3. Check for coolant leakage. If coolant leaks from hole, the seal is defective. Replace the coolant pump assembly. NOTE A small amount of "weeping" from the bleed hole is normal.

THERMOSTAT 1. Immerse the thermostat in water and gradually heat the water.

2. Check the valve opening temperature. Valve opening temperature: 82±1.5 C (179.6±2.7 F) Full opening temperature: 95 C (203 F) If the valve opening temperature is not as specified, replace the thermostat. 3. Check the valve lift. Valve lift: 8mm (0.3in) or more at 95 C (203 F) If the valve lift is not as specified, replace the thermostat.


THERMOSTAT INSTALLATION 1. Place the thermostat in the thermostat housing. WATER PUMP

1) Install the thermostat (B) with the jiggle valve upward. 1. Install the water pump.

1) Install the water pump (B) and a new gasket with the 3 bolts (C).

2) Install a new O-ring (C) to the thermostat (B).


2. Install the water inlet fitting (A). Tightening torque: 7.8~ 9.8Nm (0.8 ~ 1.0kg-m, 5.8 ~ 7.2lb-ft) 3. Fill with engine coolant.

4. Start the engine and check for leaks. 2) Install the alternator brace (A) with the 2 bolts (D, E).

RADIATOR

Tightening torque: 1. Install the cooling fan onto radiator. Bolt (E): 19.6 ~ 26.5Nm (2.0 ~ 2.7kg-m, 14.5 ~ 19.5lb-ft) Bolt (D): 9.8 ~ 11.8Nm (1.0 ~ 1.2kg-m, 7.2 ~ 8.7lb-ft) 2. Install the radiator onto the air conditioner condenser. The next installation procedures are in the reverse order

of radiator removal. 2. Install the alternator. (See EE group - alternator) 3. Install the timing belt. (Refer to section timing system -timing belt installation)

3. Connect the fan motor connector.

4. Install the upper and lower radiator hoses and ATF cooler hoses. 4. Install the water pump pulley.

5. Install the drive belts. 5. Fill with engine coolant. 6. Tighten the water pump pulley bolts. 6. Start the engine and check for leaks. Tightening torque: 7.8~ 9.8Nm (0.8 ~ 1.0kg-m, 5.8 ~ 7.2lb-ft)

7. Fill with engine coolant. 8. Start the engine and check for leaks. 9. Recheck the engine coolant level.


LUBRICATION SYSTEM COMPONENT

LUBRICATION SYSTEM EM - 83


3. Refill with engine oil OIL AND FILTER REPLACEMENT

1) Clean and install the oil drain plug with a new gasket.

CAUTION • Prolonged and repeated contact with mineral oil will result in the removal of natural fats from the skin, leading to dryness, irritation and dermatitis. In addition, used engine oil contains potentially harmful contaminants which may cause skin cancer.


2) Fill with fresh engine oil. • Exercise caution in order to minimize the length and frequency of contact of your skin to used oil. Wear protective clothing and gloves. Wash your skin thoroughly with soap and water, or use waterless hand cleaner, to remove any used engine oil. Do not use gasoline, thinners, or solvents.

Oil capacity Total: 3.3 L (3.49 U.S. qt, 2.90 lmp qt) Oil pan: 3.0 L (3.17 U.S. qt, 2.64 lmp qt) Oil filter: 0.3L (0.32 U.S. qt, 0.26 lmp qt) • In order to preserve the environment, used oil and

used oil filter must be disposed of only at designated disposal sites.

3) Install the oil filler cap.

4. Start engine and check for oil leaks. 1. Drain the engine oil. 5. Recheck the engine oil level.

1) Remove the oil filler cap. INSPECTION 2) Remove the oil drain plug (A), and drain the oil into a container.

1. Check the engine oil quality. Check for oil deterioration, entry of water, discoloring of thinning.

If the quality is visibly poor, replace the oil. 2. Check the engine oil level. After warming up the engine for five minutes, stop the engine and check the oil level. The level should be between the "L" and "F" marks on the dipstick. If low, check for oil leakage and add oil up to the "F" mark on the dipstick. NOTE Do not fill with engine oil above the "F" mark. 2. Replace the oil filter.

1) Remove the oil filter. 2) Check and clean the oil filter installation surface. 3) Check the part number of the new oil filter is as same as old one. 4) Apply clean engine oil to the gasket of a new oil filter. 5) Lightly screw the oil filter into place, and tighten it until the gasket contacts the seat. 6) Tighten it an additional 3/4 turn.


SELECTION OF ENGINE OIL Recommended API classification: SG OR ABOVE (For Europe)

SE OR ABOVE (Except Europe) Recommended SAE viscosity grades:

NOTE For best performance and maximum protection of all types of operation, select only those lubricants which: 1. Satisfy the requirement of the API classification. 2. Have proper SAE grade number for expected ambient temperature range. 3. Lubricants that do not have both an SAE grade number and API service classification on the container should not be used.

EM - 86 ENGINE (1.1 SOHC) REMOVAL OIL PAN 1. Remove the drain plug (A) and drain engine oil.

2. Remove the exhaust (A).

3. Remove the oil pan.

OIL PUMP 1. Drain the engine oil. 2. Remove the drive belts. 3. Turn the crankshaft pulley, and align its groove with timing mark "T" of the timing belt cover. 4. Remove the timing belt. (Refer to section timing system - timing belt removal) 5. Remove the timing belt tensioner. (Refer to section timing system - timing belt removal) 6. Remove the oil pan and oil screen. 7. Remove the alternator. (See EE group - alternator) 8. Remove the air conditioner compressor. (See HA group - air conditioner compressor) 9. Remove the air conditioner compressor bracket (A).

10. Remove the bolts (A, B) and front case (C).


1) Remove the screws (B) from the pump housing, then separate the housing and cover (A).

2) Remove the inner rotor (A) and outer rotor (B)

DISASSEMBLY RELIEF PLUNGER 1. Remove the relief plunger. Remove the snap ring (A), spring (B) and relief plunger2)

EM - 88 ENGINE (1.1 SOHC) INSPECTION OIL PUMP 1. Inspect the relief plunger. Coat the plunger with engine oil and check that it falls smoothly into the plunger hole by its own weight. If it does not, replace the relief plunger. If necessary, replace the front case. 2. Inspect the relief valve spring. Inspect for distorted or broken relief valve spring. Standard value Free height: 38.6mm (1.5197in) Load: 3.65±0.4kg/33mm (8.00±0.9 lb /1.2992in) 3. Inspect the rotor side clearance. Using a feeler gauge and precision straight edge, measure the clearance between the rotors and precision straight edge.

Outer rotor 0.040 ~ 0.095mm (0.0016 ~ 0.0037in)

Side clearance Inner rotor

0.040~ 0.095mm (0.0016~ 0.0037in)

If the side clearance is greater than maximum, replace the rotors as a set. If necessary, replace the front case. 4. Inspect the rotor tip clearance. Using a feeler gauge, measure the tip clearance between the inner and outer rotor tips.

Tip clearance 0.06~ 0.18mm (0.0024 ~ 0.0071in) If the tip clearance is greater than maximum, replace the rotors as a set.

5. Inspect the rotor body clearance. Using a feeler gauge, measure the clearance between the outer rotor and body. Body clearance 0.100~ 0.181mm (0.0039 ~ 0.0071in)

If the body clearance is greater than maximum, replace the rotors as a set. If necessary, replace the front case.


REASSEMBLY RELIEF PLUNGER 1. Install the relief plunger. Install the relief plunger (C) and spring (B) into the front case hole, and install the snap ring (A).

INSTALLATION OIL PUMP 1. Install the oil pump.

1) Place the inner and outer rotors into front case with the marks facing the oil pump cover side. 2) Install the oil pump cover (A) to front case with the screws (B).


2. Check that the oil pump turns freely. 3. Install the oil pump on the cylinder block 1) Place a new front case gasket on the cylinder block 2) Apply engine oil to the lip of the oil pump seal. Then, install the oil pump onto the crankshaft.

EM - 90 ENGINE (1.1 SOHC) 3) When the pump is in place, clean any excess grease off the crankshaft and check that the oil seal lip is not distorted.

Bolt length (A): 18mm (0.7087in), (B): 30mm (1.1811in) Tightening torque: 7.8 ~ 9.8Nm (0.8 ~ 1.0kg-m, 5.8 ~ 7.2lb-ft) 4. Apply a light coat of oil to the front case oil seal lip. 5. Using the SST (09231-22000), install the front case oil seal. 6. Install the air conditioner compressor bracket (A).

7. Install the air conditioner compressor (See HA group -air conditioner compressor) 8. Install the alternator. (See EE group - alternator)

9. Install the oil screen. Tightening torque: 14.7~ 21.6Nm (1.5 ~ 2.2kg-m, 10.8 ~ 15.9lb-ft) 10. Install the oil pan. Tightening torque: 5.9~ 7.8Nm (0.6 ~ 0.8kg-m, 4.3 ~ 5.8lb-ft) NOTE Clean the oil pan gasket mating surfaces. 11. Install the timing belt tensioner. (Refer to section timing system - timing belt installation) 12. Install the timing belt (Refer to section timing system - timing belt installation) 13. Install the drive belts. 14. Fill with engine oil.


2. Install exhaust (A). OIL PAN

1. Install the oil pan.

1) Using a razor blade and gasket scraper, remove all the old packing material from the gasket surfaces.

NOTE Check that the mating surfaces are clean and dry before applying liquid gasket.

2) Apply liquid gasket as an even bead, centered between the edges of the mating surface.

Liquid gasket: MS 721 - 40A or equivalent NOTE • To prevent leakage of oil, apply liquid gasket to the inner threads of the bolt holes. • Do not install the parts if five minutes of more have elapsed since applying the liquid gasket. Instead, reapply liquid gasket after removing the residue. • After assembly, wait at least 30 minutes before filling the engine with oil.

3) Install the oil pan (A) with the bolts. Uniformly tighten the bolts in several passes.


3. Fill with engine oil.


INTAKE AND EXHAUST SYSTEM INTAKE MANIFOLD COMPONENT

INTAKE AND EXHAUST SYSTEM EM - 93

REMOVAL 1. Remove the battery terminals (A).

2. Disconnect ISA (Idle Speed Actuator) connector (A) and TPS (Throttle Position Sensor) connector (B).

3. Disconnect the MAP (Manifold Absolute Pressure sensor connector (A). 4. Disconnect the brake oil level switch connector (B).

5. Remove the inlet fuel hose (A) from the delivery pipe. 6. Remove the hose (B) from the PCSV (Purge Control Solenoid Valve). 7. Disconnect the PCSV (Purge Control Solenoid Valve) connector (C).

8. Remove the PCV (Positive Crankcase Ventilation) hose (A), PCSV (Purge Control Solenoid Valve) vacuum hose (B), brake booster vacuum hose (C) and heater hose (D).

EM - 94 ENGINE (1.1 SOHC) 9. Remove the accelerator cable (A).

12. Remove the intake manifold stay (A). 10. Remove the surge tank stay (A) and surge tank assembly B).

Tightening torque:

17.7~ 24.5Nm (1.8 ~ 2.5kg-m, 14.5 ~ 19.5lb-ft) Tightening torque Bolt (C), nut (D):

17.7~ 24.5Nm (1.8 ~ 2.5kg-m, 14.5 ~ 19.5lb-ft) Bolt (E), nut (F): 14.7~ 19.6Nm (1.5 ~ 2.0kg-m, 10.8 ~ 14.5lb-ft)

13. Remove the intake manifold (A). Tightening torque: 14.7~ 19.6Nm (1.5 ~ 2.0kg-m, 10.8 ~ 14.5lb-ft)

11. Remove the delivery pipe assembly (A). Tightening torque: 14.7~ 21.6Nm (1.5 ~ 2.2kg-m, 10.8 ~ 15.9lb-ft)

14. Installation is in the reverse order of removal with new gasket.


EXHAUST MANIFOLD COMPONENT

EM - 96 ENGINE (1.1 SOHC) REMOVAL

1. Disconnect the front and rear oxygen sensor connector. 2. Remove the front muffler (A). Tightening torque: 29.4~ 39.2Nm (3.0 ~ 4.0kg-m, 21.7 ~ 28.9lb-ft)

5. Remove the exhaust manifold and catalytic converter assembly (A). Tightening torque: 29.4~ 34.3Nm (3.0 ~ 3.5kg-m, 21.7 ~ 25.3lb-ft)

3. Remove the catalytic converter stay (A). Tightening torque: 42.2~ 53.9Nm (4.3 ~ 5.5kg-m, 31.1 ~ 39.8lb-ft)

6. Remove the exhaust manifold gasket (A).

4. Remove the heat protector (A). Tightening torque: 7.8~ 9.8Nm (0.8 ~ 1.0kg-m, 5.8 ~ 7.2lb-ft)


EXHAUST PIPE COMPONENT

EM - 98 ENGINE (1.1 SOHC) INSTALLATION 1. Install the muffler. Tightening torque: 29.4~ 39.2Nm (3.0 ~ 4.0kg-m, 21.7 ~ 28.9lb-ft)

1) Install muffler on exhaust pipe. 2) Hang muffler on rubber hangers 3) Adjust muffler to clear frame. 4) Tighten pipe to muffler with muffler clamp.

Engine Electrical System (1.1 SOHC) GENERAL............................................................................................................EE - 2 IGNITION SYSTEM ............................................................................................EE - 11 CHARGING SYSTEM.........................................................................................EE - 16 STARTING SYSTEM..........................................................................................EE - 30

EE-2 ENGINE ELECTRICAL SYSTEM

GENERAL SPECIFICATIONL

IGNITION SYSTEM

STAR

Items Specification Primary resistance 0.87 10%(Ω) Ignition coil

Secondary resistance 13.0 15% (kΩ) NGK BKR5ES-11

CHAMPION RC10YC4 Spark Plugs Gap 1.0 ~ 1.1 mm (0.0394 ~ 0.0433 in.)

STARTING SYSTEM

Items Specification Rated Voltage 12V, 0.9kW

No. of pinion teeth 8

Voltage 11.5V

Ampere 60A No-load characteristics

Speed 5,500 rpm

Standard 33.0 mm (1.2992 in.) Commutator diameter Limit 32.4 mm (1.2756 in.)

Standard 0.5 mm (0.0197 in.)

Starter

Under cut depth Limit 0.2 mm (0.0079 in.)


CHARGING SYSTEM

Items Specification Type Battery voltage sensing

Rate voltage 13.5V, 70A Speed in use 1,000 ~ 18,000 rpm

Voltage regulator Electronic built-in type

Regulator setting voltage 14.7 ± 0.3V

Alternator

Temperature compensation -7 ± 3mV / °C

Type MF 40AH

Cold cranking amperage [at -18°C (-0.4°F] 354A

Reserve capacity 55 min Battery

Specific gravity [at 20°C (68°F)] 1.280 ± 0.01

CAUTION

• COLD CRANKING AMPERAGE is the amper age a battery can deliver for 30 seconds and maintain a terminal voltage of 7.2V or greater

at a specified temperature. • RESERVE CAPACITY RATING is amount of time a battery can deliver 25A and main tain a minimum terminal voltage of 10.5V at

26.7°C(80.1 °F).


TROUBLE SHOOTING

IGNITION SYSTEM

CHARGING SYSTEM

EE-5 ENGINE ELECTRICAL SYSTEM STARTING SYSTEM


BATTERY TEST PROCEDURE

1.Connect the tester to the battery. Red clamp to battery positive (+) terminal. Black clamp to battery negative (-) terminal.

CAUTION

Connect clamps securely. If "CHECK CONNEC TION" message is displayed on the screen, recon nect clamps securely.

2.The tester will ask if the battery is connected "IN A VEHICLE" or "OUT OF A VEHICLE". Make your se lection by pressing the arrow buttons; then press ENTER.

3.Choose either CCA or CCP and press the ENTER button.

NOTE

• CCA : Cold cranking amps, is an SAE specifica tion for cranking batteried at -0.4 F (-18 C).

• CCP : Cold cranking amps, is an SAE specifica tion for korean manufacturer’s for cranking bat teried at -0.4 F (-18 C).

4.Set the CCA value displayed on the screen to the CCA value marked on the battery label by pressing up and down buttons and press ENTER.

NOTE

The battery ratings(CCA) displayed on the tester must be identical to the ratings marked on battery label.


5.The tester (Micro570) displays battery test results

including voltage and battery ratings. A relevant action must be given according to the test results by referring to the battery test results as shown in the table below.

NOTE

The battery ratings (CCA) displayed on the tester must be identical to the ratings marked on battery label.

6.To conduct starter test, continuously, press ENTER.

BATTERY TEST RESULTS


STARTER TEST PROCEDURE

1.After the battery test, press ENTER immediately for the starter test.

2.After pressing ENTER key, start the engine.

3.Cranking voltage and starter test results will be displayed on the screen. Take a relevant action according to the test results by referring to the starter test results as given below.

4.To continue charging system test, press ENTER.


STARTER TEST RESULTS

NOTE When testing the vehicle with old diesel engines, the test result will not be favorable if the glow plug is not heated. Conduct the test after warming up the engine for 5 minutes.

CHARGING SYSTEM TEST PROCEDURE

1. Press ENTER to begin charging system test.

2. If ENTER button is pressed, the tester displays the actual voltage of alternator. Press ENTER to test the charging system.

3. Turn off all electrical load and rev engine for 5 seconds with pressing the accelerator pedal.

EE-10 ENGINE ELECTRICAL SYSTEM 4. Press ENTER.

5. The MICRO 570 analyzer charging system output

at idle for comparison to other readings.

6. Take a relevant action according to the test results by

referring to the table below after shutting off the engine and disconnect the tester clamps from the battery.

CHARGING SYSTEM TEST RESULTS


IGNITION SYSTEM DESCRITION

Ignition timing is controlled by the electronic control ignition timing system. The standard reference ignition timing data for the engine operating conditions are pre-programmed in the memory of the ECM (Engine Control Module).

The engine operating conditions (speed, load, warm-up condition, etc.) are detected by the various sensors. Based on these sensor signals and the ignition timing data, signals to interrupt the primary current are sent to the ECM. The ignition coil is activated, and timing is controlled.

ON-VEHICLE INSPECTION

SPARK TEST

1.Disconnect the spark plug cable(A) from the spark

plug.

2.Using a spark plug socket, remove the spark plug.

3.Install the spark plug to the spark plug cable.

4.Ground the spark plug to the engine.

5.Check is spark occurs while engine is being cranked.

NOTE

To prevent fuel being injected from injectors while the engine is being cranked, remove the fuel pump relay (A) from the fuse box. Crank the engine for no more than 5 ~ 10 seconds.

6.Inspect all the spark plugs.

7.Using a spark plug socket, install the spark plugs.

8.Install the spark plug cables.

EE-13 ENGINE ELECTRICAL SYSTEM INSPECT SPARK PLUG

1.Remove the spark plug cables (A).

NOTE

When removing the spark plug cable, pull on the sparkplug cable boot (not the cable), as it may be damaged.

2.Using a spark plug socket, remove the spark plug.

CAUTION

Be careful that no contaminates enter through the spark plug holes.

3.Inspect the electrodes (A) and ceramic insulator (B).

INSPECTION OF ELECTRODES

Condition Dark deposits White deposits

- Fuel mixture too rich

- Fuel mixture too lean

- Low air intake - Advanced ignition timing Description

- Insufficient plug tightening torque

4.Check the electrode gap (A). Standard (New): 1.0 ~ 1.1 mm (0.0394 ~ 0.0433 in.)


INSPECT SPARK PLUG CABLE

1.Carefully remove the spark plug cable by pulling on the rubber boots (A). Check the condition of the spark plug cable terminals (B), if any terminal has surface corrosion, clean it off, and if it broken or distorted, replace the spark plug cable.

2.Connect the ohmmeter probes and measure resis tance. Resistance: 5.6k Ω /m ± 20 %

3.Resistance should not be higher than 10 §Ú/m. If resistance is higher, replace the cable.

INSPECT IGNITION COIL

1.Measure the primary coil resistance between termi nals 1, 2 and 1, 3

Standard value: 0.58 Ω ± 10%

2.Measure the secondary coil resistance between the high-voltage terminals for the No.1 and No. 4cylin ders, and between the high voltage terminals for the No. 2 and No. 3 cylinders.

Standard value: 8.8 Ω / m ± 15%

CAUTION

Be sure, when measuring the resistance of the secondary coil, to disconnect the connector of the ignition coil.


REPLACEMENT

IGNITION COIL

1.Disconnect the spark plug cables (A) and ignition coil connector (B).

2.Remove the ignition coil (A).

3.Installation is the reverse of removal.


CHARGING SYSTEM DESCRIPTION

The charging system consists a battery, an alternator with a built-in regulator, and the charging indicator light and wire. The Alternator has built-in diodes, each rectifying AC current to DC current. Therefore, DC current is present at the alternator "B" terminal. Additionally, the alternator and charging voltage is regulated by the battery voltage detection system. The alternators is regulated by the battery voltage detection system. The main components of the alternator are the rotor, stator, rectifier, capacitor, brushes, bearings and V-ribbed belt pulley. The brush holder contains a built-in electronic voltage regulator.

ON-VEHICLE INSPECTION

CAUTION

• Check that the battery cables are connected to the correct terminals.

• Disconnect the battery cables when the bat tery is given a quick charge.

• Never disconnect the battery while the engine is running.

CHECK BATTERY VOLTAGE

1.If 20 minutes have not passed since the engine was stopped, turn the ignition switch ON and turn on the electrical system (headlamp, blower motor, rear de fogger etc.) for 60 seconds to remove the surface charge.

2.Turn the ignition switch OFF and turn off the electrical systems.

3.Measure the battery voltage between the negative (-) and positive (+) terminals of the battery.

Standard voltage: 12.5 ~ 12.9V at 20°C(68°F)

If the voltage is less than specification, charge the battery.

CHECK THE BATTERY TERMINALS AND FUSES

1.Check that the battery terminals are not loose or cor roded.

2.Check the fuses for continuity.


INSPECT DRIVE BELT

1. Visually check the belt for excessive wear, frayed cords etc. If any defect has been found, replace the drive belt.

NOTE

Cracks on the rib side of a belt are considered accept able. If the belt has chunks missing from the ribs, it should be replaced.

2. Measure the drive belt tension and adjust it. Apply a force of 98N (10kg, 22lb), and measure the deflection between the alternator and water pump pul ley.

DEFLECTION

8.5 ~ 9.5 mm New belt (0.3346 ~ 0.3740

in.) 9.5 ~ 11.0 mm

Used belt (0.3740 ~ 0.4331 in.)

If the belt tension is not as specified, adjust it.

NOTE

• "New belt" refers to a belt which has been used less than 5 minutes on a running engine.

• "Used belt" refers to a belt which has been used on a running engine for 5 minutes or more.

• After installing a belt, check that it fits properly in the ribbed grooves.

• Check with your hand to confirm that the belt has not slipped out of the groove on the bottom of the pulley.

• After installing a new belt, run the engine for about 5 minutes and recheck the belt tension.

VISUALLY CHECK ALTERNATOR WIRING AND LISTEN FOR ABNORMAL NOISES

1.Check that the wiring is in good condition.

2.Check that there is no abnormal noise from the alter nator while the engine is running.

CHECK DISCHARGE WARNING LIGHT CIRCUIT

1.Warm up the engine, and then turn it off.

2.Turn off all accessories.

3.Turn the ignition switch "ON". Check that the discharge warning light is lit.

4.Start the engine. Check that the light is lit. If the light does not go off as specified, troubleshoot the discharge light circuit.


INSPECT CHARGING SYSTEM

VOLTAGE DROP TEST OF ALTERNATOR OUTPUT WIRE

This test determines whether or not the wiring between the alternator "B" terminal and the battery (+) terminal is good by the voltage drop method.

PREPARATION

1.Turn the ignition switch to "OFF".

2.Disconnect the output wire from the alternator "B" ter minal. Connect the (+) lead wire of ammeter to the "B" terminal of alternator and the (-) lead wire of am meter to the output wire. Connect the (+) lead wire of voltmeter to the "B" terminal of alternator and the (-) lead wire of voltmeter to the (+) terminal of battery.

TEST

1.Start the engine.

2.Turn on the headlamps and blower motor, and set the engine speed until the ammeter indicates 20A. And then, read the voltmeter at this time.

RESULT

1.The voltmeter may indicate the standard value.

Standard value: 0.2V max

2.If the value of the voltmeter is higher than expected (above 0.2V max.), poor wiring is suspected. In this case check the wiring from the alternator "B" terminal to the battery (+) terminal. Check for loose connec tions, color change due to an over-heated harness, etc. Correct them before testing again.

3.Upon completion of the test, set the engine speed at idle. Turn off the headlamps, blower motor and the ignition switch.


OUTPUT CURRENT TEST

This test determines whether or not the alternator gives an output current that is equivalent to the normal output.

PREPARATION

1. Prior to the test, check the following items and correct as necessary. Check the battery installed in the vehicle to ensure that it is good condition. The battery checking method is described in the section "Battery". The battery that is used to test the output current should be one that has been partially discharged. With a fully charged battery, the test may not be con- ducted correctly due to an insufficient load. Check the tension of the alternator drive belt. The belt tension check method is described in the section "Inspect drive belt".

2. Turn off the ignition switch.

3. Disconnect the battery ground cable.

4. Disconnect the alternator output wire from the alternator "B" terminal.

5. Connect a DC ammeter (0 to 150A) in series between the "B" terminal and the disconnected output wire. Be sure to connect the (-) lead wire of the ammeter to the disconnected output wire.

NOTE

Tighten each connection securely, as a heavy current will flow. Do not rely on clips.

6. Connect a voltmeter (0 to 20V) between the "B" terminal and ground. Connect the (+) lead wire to the alternator "B" terminal and (-) lead wire to a good ground.

7. Attach an engine tachometer and connect the battery ground cable.

8. Leave the engine hood open.

TEST

1.Check to see that the voltmeter reads as the same value as the battery voltage. If the voltmeter reads 0V, and the open circuit in the wire between alternator "B" terminal and battery (-) terminal or poor grounding is suspected.

2.Start the engine and turn on the headlamps.

3.Set the headlamps to high beam and the heater blower switch to HIGH, quickly increase the engine speed to 2,500 rpm and read the maximum output current value indicated by the ammeter.

NOTE

After the engine start up, the charging current quickly drops. Therefore, the above operation must be done quickly to read the maximum current value correctly.

RESULT

1.The ammeter reading must be higher than the limit value. If it is lower but the alternator output wire is in good condition, remove the alternator from the vehicle and test it.

Limit value (70A alternator): 49A min.

NOTE

• The nominal output current value is shown on the nameplate affixed to the alternator body.

• The output current value changes with the electrical load and the temperature of the alternator itself. Therefore, the nominal output current may not be obtained. If such is the case, keep the headlamps on the cause discharge of the battery, or use the lights of another vehicle to increase the electrical load. The nominal output current may not be obtained if the temperature of the alternator itself or ambient temperature is too high. In such a case, reduce the temperature before testing again.

2. Upon completion of the output current test, lower the engine speed to idle and turn off the ignition switch.


4. Remove the ammeter and voltmeter and the engine tachometer.

5. Connect the alternator output wire to the alternator "B" terminal.

6. Connect the battery ground cable.


REGULATED VOLTAGE TEST

The purpose of this test is to check that the electronic voltage regulator controls voltage correctly.

PREPARATION

1. Prior to the test, check the following items and correct if necessary. Check that the battery installed on the vehicle is fully charged. The battery checking method is described in the section "Battery". Check the alternator drive belt tension. The belt ten sion check method is described in the section "Inspect drive belt".

2. Turn ignition switch to "OFF".


4. Connect a digital voltmeter between the "B" terminal of the alternator and ground. Connect the (+) lead of the voltmeter to the "B" terminal of the alternator. Connect the (-) lead to good ground or the battery (-) terminal.

5. Disconnect the alternator output wire from the alter nator "B" terminal.

6. Connect a DC ammeter (0 to 150A) in series between the "B" terminal and the disconnected output wire. Connect the (-) lead wire of the ammeter to the dis connected output wire.

7. Attach the engine tachometer and connect the battery ground cable.

TEST

1.Turn on the ignition switch and check to see that the voltmeter indicates the following value.

Voltage: Battery voltage

If it reads 0V, there is an open circuit in the wire be tween the alternator "B" terminal and the battery and the battery (-) terminal.

2.Start the engine. Keep all lights and accessories off.

3.Run the engine at a speed of about 2,500 rpm and read the voltmeter when the alternator output current drops to 10A or less.

RESULT

1.If the voltmeter reading agrees with the value listed in the regulating voltage table below, the voltage regulator is functioning correctly. If the reading is other than the standard value, the voltage regulator or the alternator is faulty.

REGULATING VOLTAGE TABLE

Voltage regulator ambient

temperature °C (°F) Regulating voltage (V)

-20 (-4) 14.2 ~ 15.4

20 (68) 14.0 ~ 15.0

60 (140) 13.7 ~ 14.9

80 (176) 13.5 ~ 14.7

2.Upon completion of the test, reduce the engine speed to idle, and turn off the ignition switch.

3.Disconnect the battery ground cable.

4.Remove the voltmeter and ammeter and the engine tachometer.

5.Connect the alternator output wire to the alternator "B" terminal.

6.Connect the battery ground cable.


GENERATOR REPLACEMENT

1. Disconnect the battery negative terminal first, then the positive terminal.

2. Disconnect the alternator connector (A), and remove the cable (B) from the alternator "B" terminal.

3. Remove the adjusting bolt (A) and mounting bolt (B), then remove the alternator drive belt.

4. Pull out the through bolt (C) and then remove the alternator (D).

5. Installation is the reverse order of removal.

6. Adjust the alternator belt tension after installation.

EE-22 ENGINE ELECTRICAL SYSTEM COMPONENT

1. Nut 8. Rotor 2. Spacer 9. Stator 3. Pulley 10. Rear bracket 4. Front bracket 11. Through bolts 5. Front bearing 12. Regulator 6. Bearing cover 13. Slip ring guide 7. Bearing cover bolt 14. Rear cover

EE-23 ENGINE ELECTRICAL SYSTEM DISASSEMBLY

1.Remove the 2 bolts (B) and rear cover (A).

2.Remove the slip ring guide (A) from the regulator. NOTE

When removing the slip ring guide, be careful that other parts are not damaged.

3.Remove the 3 bolts (A) and regulator. NOTE

When removing the regulator, be careful that slip ring is not damaged.

4.Remove the 4 through bolts (A).

5.Insert a flat screwdriver between the front bracket and stator core, and pry downward.

NOTE

Do not insert the screwdriver too deeply, as there is a danger of damaging the stator coil.


6.Remove the nut and pulley (A).

7.Remove the rotor (A) and front bracket (B).

8.Reassembly is the reverse order of disassembly.

INSPECTION

INSPECT ROTOR

1.Check that there is continuity between the slip rings (A).

2.Check that there is no continuity between the slip rings and the rotor (B) or rotor shaft (C).

3.If the rotor fails either continuity check, replace the alternator.

INSPECT STATOR

1.Check that there is continuity between each pair of leads (A).

2.Check that there is no continuity between each lead and the coil core.

3.If the coil fails either continuity check, replace the alternator.


ALTERNATOR BELT INSPECTION AND ADJUSTMENT

NOTE

When using a new belt, first adjust the deflection or tension to the values for the new belt, then readjust the deflection or tension to the value for the used belt after running engine for five minutes.

DEFLECTION METHOD:

Apply a force of 98N (10kg, 22lb), and measure the deflection between the alternator and water pump pulley.

Deflection Used belt: 9.5 ~ 11.0mm (0.3740 ~ 0.4331) New belt: 8.5 ~ 9.5mm (0.3346 ~ 0.3740)

NOTE

If the belt is worn or damaged, replace it.

IF ADJUSTMENT IS NECESSARY:

1. Loosen the adjusting bolt (A) and the lock bolt (B, C).

2. Move the alternator to obtain the proper belt tension, then retighten the nuts.

3. Recheck the deflection or tension of the belt.

NOTE

For the power steering pump belt and A/C compressor belt adjustments, refer to ST group - power steering pump and HA group - air conditioner compressor.


BATTERY DESCRIPTION

Battery water level should be checked regularly.

The water level should be checked frequently if the battery is under heavier loads (i.e. being discharged and recharged more often).

EE-27 ENGINE ELECTRICAL SYSTEM INSPECTION

BATTERY DIAGNOSTIC TEST (1)

CHECKING FLOW


LOAD TEST

1. Perform the following steps to complete the load test procedure for maintenance free batteries.

2. Connect the load tester clamps to the terminals and proceed with the test as follow:

1) If the battery has been on charge, remove the surface charge by connect a 300ampere load for 15seconds.

2) Connect the voltmeter and apply the specified load.

3) Read the voltage after the load has been applied for 15 seconds.

4) Disconnect the load.

5) Compare the voltage reading with the minimum and replace the battery if battery test voltage is below that shown in the voltage table. Voltage Temperature

9.6V 20°C (68.0 °F) and above

9.5V 16°C (60.8°F)

9.4V 10°C (50.0°F)

9.3V 4°C (39.2°F)

9.1V -1°C (30.2°F)

8.9V -7°C (19.4°F)

8.7V -12°C (10.4°F)

8.5V -18°C (-0.4°F)

NOTE

If the voltage is greater shown in the table, the battery is good. If the voltage is less than shown in the table, replace the battery.

BATTERY DIAGNOSTIC TEST (2)

1. Make sure the ignition switch and all accessories are in the OFF position.

2. Disconnect the battery cables (negative first).

3. Remove the battery from the vehicle.

CAUTION Care should be taken in the event the battery case is cracked or leaking, to protect your skin from the electrolyte. Heavy rubber gloves (not the house hold type) should be wore when removing the battery.

4. Inspect the battery tray for damage caused by the loss of electrolyte. If acid damage is present, it will be necessary to clean the area with a solution of clean warm water and baking soda. Scrub the area with a stiff brush and wipe off with a cloth moistened with baking soda and water.

5. Clean the top of the battery with the same solution as described above.

6. Inspect the battery case and cover for cracks. If cracks are present, the battery must be replaced.

7. Clean the battery posts with a suitable battery post tool.

8. Clean the inside surface of the terminal clamps with a suitable battery cleaning tool. Replace damaged or frayed cables and broken terminal clamps.

EE-29 ENGINE ELECTRICAL SYSTEM 9.Install the battery in the vehicle.

10.Connect the cable terminals to the battery post, making sure tops of the terminals are flush with the tops of the posts.

11.Tighten the terminal nuts securely.

12.Coat all connections with light mineral grease after tightening.

CAUTION

When batteries are being charged, an explosive gas form beneath the cover of each cell. Do not smoke near batteries being charged or which have recently been charged. Do not break live circuit at the terminals of batteries being charged. A spark will occur when the circuit is broken. Keep open flames away from battery.


STARTING SYSTEM DESCRIPTION

The starting system includes the battery, starter, solenoid switch, ignition switch, inhibitor switch (A/T), ignition lock switch , connection wires and the battery cable. When the ignition key is turned to the start position, current flows and energizes the starter motor’s solenoid coil. The solenoid plunger and clutch shift lever are activated, and the clutch pinion engages the ring gear. The contacts close and the starter motor cranks. In order to prevent damage caused by excessive rotation of the starter armature when the engine starts, the clutch pinion gear overruns.

STARTER CIRCUIT TROUBLESHOOTING

NOTE

The battery must be in good condition and fully charged.

1.Remove the fuel pump relay (A) from the fuse box.

A

2.With the shift lever in N or P (A/T) or cpressed (M/T), turn the ignition switch If the starter cranks the engine normaltem is OK. If the starter will not crank tall, go to next step. If it won’t disengage from the ring gearlease key, check for the following untilcause.

• Solenoid plunger and switch ma• Dirty pinion gear or damaged ov

3.Check the battery condition. Check eleat the battery, battery negative cable cto the body, engine ground cables, andlooseness and corrosion. Then try staragain. If the starter cranks the engine normalloose connection repaired the problemsystem is now OK. If the starter still does not crank the enginstep.

lutch pedal to START.

ly, starting sys he engine at

when you re you find the

lfunction. errunning clutch.

ctrical connections onnected the starter for

ting the engine

ly, repairing the . The starting

e, go to next


4.Disconnect the connector from the S-terminal of

solenoid. Connect a jump wire from the B-terminal of solenoid to the S-terminal of solenoid. If the starter cranks the engine, go to next step. If the starter still does not crank the engine, remove the starter, and repair or replace as necessary.

5.Check the following items in the order listed until you find the open circuit.

• Check the wire and connectors between the driver’s under-dash fuse/relay box and the igni tion switch, and between the driver’s under-dash fuse/relay box and the starter.

• Check the ignition switch (Refer to BE group ignition system)

• Check the transaxle range switch connector or ignition lock switch connector.

• Inspect the starter relay.

STATER SOLENOID TEST

1.Disconnect the field coil wire from the M-terminal of solenoid switch.

2.Connect a 12V battery between S-terminal and the starter body.

3.Connect the field coil wire to the M-terminal.

CAUTION

This test must be performed quickly (in less than 10 seconds) to prevent the coil from burning.

4.If the pinion moves out, the pull-in coil of solenoid is working properly. If the pinion does not move, replace the solenoid.

5.Disconnect the field coil wire from the M-terminal.

6.If the pinion has moved out, the hold-in coil of the solenoid is working properly. If the pinion moves in, replace the solenoid.


FREE RUNNING TEST

1.Place the starter motor in a vise equipped with soft jaws and connect a fully-charged 12-volt battery to starter motor as follows:

2.Connect a test ammeter (100-ampere scale) and carbon pile rheostats shown is the illustration.

3.Connect a voltmeter (15-volt scale) across starter motor.

4.Rotate carbon pile to the off position.

5.Connect the battery cable from battery’s negative post to the starter motor body.

6.Adjust until battery voltage shown on the voltmeter reads 11volts.

7.Confirm that the maximum amperage is within the specifications and that the starter motor turns smoothly and freely.

Current: 60A MAX

Speed: 5500 RPM

STARTER

REPLACEMENT

1.Disconnect the battery negative cable.

2.Disconnect the connector (A) from the S terminal ,and remove the cable (B) from the B terminal.

3.Remove the 2 bolts holding the starter, and then remove the starter.

4.Installation is the reverse of removal.

5.Connect the battery negative cable to the battery.

EE-33 ENGINE ELECTRICAL SYSTEM COMPONENT

1. Screw 10. Armature assembly

2. Front bracket assembly 11. Yoke assembly

3. Stop ring 12. Brush ( - )

4. Stopper 13. Brush holder assembly

5. Overrunning clutch 14. Brush ( + )

6. Lever 15. Rear bracket

7. Plate 16. Through bolt

8. Lever packing 17. Screw

9. Magnet switch assembly

EE-34 ENGINE ELECTRICAL SYSTEM DISASSEMBLY 1.Disconnect the M-terminal (A) on the magnet switch assembly (B).

2.After loosening the 2 screws (A), detach the magnet

switch assembly (B).

3.Loosen the brush holder mounting screw (A) and through bolts (B).

4.Remove the rear bracket (A) and brush holder

assembly (B).

5.Remove the yoke (A) and armature (B).

6.Remove the lever plate (A) and packing (B).


7. Remove the overrunning clutch (A) and lever (B).

8. Press the stop ring (A) using a socket (B).

9. After removing the stopper (A) using stopper pliers (B).

10. Remove the stopper (A), stop ring (B), overrunning clutch (C) and armature (D).

11. Reassembly is the reverse of disassembly.

NOTE

Using a suitable pulling tool (A), pull the overrunning clutch stop ring (B) over the stopper (C).


INSPECTION

ARMATURE INSPECTION AND TEST

1. Remove the starter.

2. Disassemble the starter as shown at the beginning of this procedure.

3. Inspect the armature for wear or damage from contact with the permanent magnet. If there is wear or damage, replace the armature.

4. Check the commutator (A) surface. If the surface is dirty or burnt, resurface with emery cloth or a lathe within the following specifications, or recondition with #500 or #600 sandpaper (B).

5.Check the commutator diameter. If the diameter is below the service limit, replace the armature.

Commutator diameter

Standard (New) : 33.0mm (1.2992in.)

n.) Service limit : 32.4mm (1.2756i

6.Measure the commutator (A) runout. - If the commutator runout is within the service

limit, check the commutator for carbon dust or brass chips between the segments.

- If the commutator run out is not within the service limit, replace the armature.

Commutator runout

Standard (New): 0.02mm (0.0008in.), max

.) Service limit: 0.05mm (0.002in


7. Check the mica depth (A). If the mica is too high (B),

undercut the mica with a hacksaw blade to the proper depth. Cut away all the mica (C) between the commutator segments. The undercut should not be too shallow, too narrow, or v-shaped (D).

Commutator mica depth

Standard (New) : 0.5mm (0.0197in.)

Limit : 0.2mm (0.0079in.)

8. Check for continuity between the segments of the commutator. If an open circuit exists between any segments, replace the armature.

9. Check with an ohmmeter that no continuity exists between the commutator (A) and armature coil core (B), and between the commutator and armature shaft (C). If continuity exists, replace the armature.


INSPECT STARTER BRUSH

Brushes that are worn out, or oil-soaked, should be replaced.

NOTE

The seat new brushes, slip a strip of #500 or #600 sandpaper, with the grit side up, between the commutator and each brush, and smoothly rotate the armature. The contact surface of the brushes will be sanded to the same contour as the commutator.

STARTER BRUSH HOLDER TEST

1. Check that there is no continuity between the (+) brush holder (A) and (-) brush holder (B). If there is no continuity, replace the brush holder assembly.

NOTE

Use a pipe (C) of suitable size for the brushes not to get removed from the brush holder.

INSPECT OVERRUNNING CLUTCH

1. Slide the overrunning clutch along the shaft. Replace it if does not slide smoothly.

2. Rotate the overrunning clutch both ways. Does it lock in one direction and rotate smoothly in reverse? If it does not lock in either direction of it locks in both directions, replace it.

3. If the starter drive gear is worn or damage, replace the overrunning clutch assembly. (the gear is not available separately) Check the condition of the flywheel or torque converter ring gear if the starter drive gear teeth are damaged.

CLEANING

1. Do not immerse parts in cleaning solvent. Immersing the yoke assembly and/or armature will damage the insulation. Wipe these parts with a cloth only.

2. Do not immerse the drive unit in cleaning solvent. The over running clutch is pre-lubricated at the factory and solvent will wash lubrication from the clutch.

3. The drive unit may be cleaned with a brush moistened with cleaning solvent and wiped dry with a cloth.


STARTER RELAY INSPECTION

1. Remove the fuse box cover.

2. Remove the starter relay (A).

3. Using an ohmmeter, check that there is continuity between each terminal. Terminal Continuity

30 - 87 NO

85 - 86 YES

4. Apply 12V to terminal 85 and ground to terminal 86. Check for continuity between terminal 30 and 87.

5. If there is no continuity, replace the starter relay.

6. Install the starter relay.

7. Install the fuse box cover.

Emissions Control System (1.1 SOHC) GENERAL....................................................................................................................EC - 2

CRANKCASE EMISSION CONTROL SYSTEM .........................................................EC - 7

EVAPORATIVE EMISSION CONTROL SYSTEM .....................................................EC - 10

EXHAUST EMISSION CONTROL SYSTEM..............................................................EC - 15

EC-2 EMISSIONS CONTROL SYSTEM

G

ENERAL SPECIFICATIONS

Item Specification

Type Duty Control type Purge Control Solenoid Valve (PCSV)

Resistance ( Ω ) 32.0 at 20°C (68°F) TIGHTENING TORQUE

Item N•m kg•cm lb•ft

Positive Crankcase Ventilation Valve 8 ~ 12 80 ~ 120 6 ~ 8 TROUBLESHOOTING

Symptom Suspect area Remedy (See page)

Vacuum hose disconnected or damaged Repair or replace

Engine will not start or hard to start Malfunction of the EVAP. Canister

Purge Solenoid Valve Repair or replace

Vacuum hose disconnected or damaged Repair or replace

Malfunction of the PCV valve Replace Rough idle or engine stalls

Malfunction of the evaporative emission canister purge system

Check the system; if there is a problem, check related components parts

Excessive oil consumption Positive crankcase ventilation line clogged

Check positive crankcase ventilation system

COMPONENTS

Components Function Remarks

Crankcase Emission System Positive Crankcase Ventilation (PCV) valve HC reduction Variable flow rate type

Evaporative Emission System

Evaporative emission canister HC reduction

Purge Control Solenoid Valve (PCSV) HC reduction Duty control solenoid valve

Exhaust Emission System MFI system (air-fuel mixture control device) CO, HC, Nox reduction Heated oxygen sensor feedback

type Three-way catalytic converter CO, HC, Nox reduction Monolithic type

MFI : Multiport Fuel Injection EVAP : Evaporative Emission


COMPONENTS LOCATION


1. Purge Control Solenoid Valve (PCSV)

2. PCV Valve

3. Canister

4. Catalytic Converter

5. Two-Way Valve


SCHEMATIC DIAGRAM

[1.1 SOHC, EOBD]

EC-6 EMISSIONS CONTROL SYSTEM [1.1 SOHC, UNLEADED]


CRANKCASE EMISSION ONTROL SYSTEM C

COMPONENTS


POSITIVE CRANKCASE VENTILATION (PCV) VALVE OPERATION

EC-9 EMISSIONS CONTROL SYSTEM REMOVAL 1. Disconnect the ventilation hose from the positive

crankcase ventilation (PCV) valve. Remove the PCV valve from the rocker cover and reconnect it to the ventilation hose.

2. Run the engine at idle and put a finger on the open end

of the PCV valve and make sure that intake manifold vacuum can be felt.

NOTE

The plunger inside the PCV valve will move back and forth.

3. If vacuum is not felt, clean the PCV valve and ventilation hose in cleaning solvent, or replace if necessary.

INSPECTION

1. Remove the PCV valve.

2. Insert a thin stick(A) into the PCV valve(B) from the threaded side to check that the plunger moves. 3. If the plunger does not move, the PCV valve is clogged. Clean it or replace.

INSTALLATION

Install the PCV valve and tighten to the specified torque.

PCV valve tightening torque:

8 ~ 12 Nm (80 ~ 120 kg•cm, 5.8 ~ 8.7 lb•ft)


EVAPORATIVE EMISSION ONTROL SYSTEM C

COMPONENTS


INSPECTION

1.Disconnect the vacuum hose from the throttle body, and connect a vacuum pump to the vacuum hose.

2.Check the following points when the engine is cold [engine coolant temperature 60 C(140 F) or below] and when it is warm [engine coolant temperature 80C(176 F) or higher].

WHEN ENGINE IS COLD

Engine operating condition Applied vacuum Result

Idling

3,000 rpm 50 kPa (7.3 psi) Vacuum is held

WHEN ENGINE IS WARM

Engine operating

condition Applied vacuum Result

Idling 50 kPa (7.3 psi) Vacuum is held Within 3 minutes after engine start at 3,000

rpm

Try to apply vacuum

Vacuum is released

After 3 minutes have passed after engine start at 3,000 rpm

50 kPa (7.3 psi)

Vacuum will be held

momentarily, after which, it

will be released


EVAPORATIVE (EVAP) CANISTER INSPECTION

1. Look for loose connections, sharp bends or damage to the fuel vapor lines.

2. Look for distortion, cracks or fuel leakage.

3. After removing the EVAP canister, inspect for cracks or damage.


EVAPORATIVE (EVAP) CANISTER PURGE SOLENOID VALVE INSPECTION

NOTE

When disconnecting the vacuum hose, make an iden tification mark on it so that it can be reconnected to its original position.

1. Disconnect the vacuum hose from the solenoid valve.

2. Detach the harness connector.

3. Connect a vacuum pump to the nipple to which the red-striped vacuum hose was connected.

4. Apply vacuum and check when voltage is applied to the PCSV and when the voltage is discontinued.

Battery voltage Normal condition

When applied Vacuum is released

When discontinued Vacuum is maintained

5. Measure the resistance between the terminals of the solenoid valve.

PCSV coil resistance ( Ω ):

32.0 Ω at 20°C (68°F)


FUEL FILLER CAP DESCRIPTION A ratchet tightening device on the threaded fuel filler cap reduces the chances of incorrect installation, which would seal the fuel filler. After the gasket on the fuel filler cap and the filler neck flange contact each other, the ratchet produces a loud clicking noise indicating the seal has been set.


EXHAUST EMISSION ONTROL SYSTEM C

DESCRIPTION

Exhaust emissions (CO, HC, NOx) are controlled by a combination of engine modifications and the addition of special control components.

Modifications to the combustion chamber, intake manifold, camshaft and ignition system form the basic control system. These items have been integrated into a highly effective system which controls exhaust emissions while maintain- ing good driveability and fuel economy.

AIR/FUEL MIXTURE CONTROL SYSTEM [MULTIPORT FUEL INJECTION (MFI) SYSTEM]

The MFI system is a system which uses the signals from the heated oxygen sensor to activate and control the injector installed in the manifold for each cylinder, thus pre- cisely regulating the air/fuel mixture ratio and reducing emissions.

This in turn allows the engine to produce exhaust gases of the proper composition to permit the use of a three way catalyst. The three way catalyst is designed to convert the three pollutants (1) hydrocarbons (HC), (2) carbon monoxide (CO), and (3) oxides of nitrogen (NOx) into harmless substances. There are two operating modes in the MFI system.

1. Open Loop air/fuel ratio is controlled by information programmed into the ECM.

2. Closed Loop air/fuel ratio is adjusted by the ECM based on information supplied by the oxygen sensor.

Fuel System (1.1 SOHC) GENERAL ....................................................................................................FL -2

GASOLINE ENGINE CONTROL SYSTEM .................................................FL -14

DIAGNOSIS..................................................................................................FL -28

FUEL DELIVERY SYSTEM .........................................................................FL -232

FL-2 FUEL SYSTEM

GENERAL SPECIFICATIONS

Items Specification

Fuel Tank Capacity 35L

Fuel Return System Type Returnless

Fuel Filter Type High pressure type (built in Fuel Pump assembly)

Fuel Pressure Regulator Type Built in Fuel Pump assembly

Regulated Fuel Pressure 350 kpa (3.5 kg/cm2, 49.8

psi) Fuel Pump Type Electrical, in tank type

Manifold Absolute Pressure Sensor (MAPS)

Type Piezo-resistivity type

Type Thermister type (built in MAPS)

Resistance - 40°C 40.93 ~ 48.35 kΩ

- 20°C 13.89 ~ 16.03 kΩ

0°C 5.38 ~ 6.09 kΩ

20°C 2.31 ~ 2.57 kΩ

40°C 1.08 ~ 1.21 kΩ

60°C 0.54 ~ 0.62 kΩ

Intake Air Temperature Sensor (IATS)

80°C 0.29 ~ 0.34 kΩ

Type Thermister type

Resistance - 40°C 48.14 kΩ

- 20°C 14.13 ~ 16.83 kΩ

0°C 5.79 kΩ

20°C 2.31 ~ 2.59 kΩ

40°C 1.15 kΩ

60°C 0.59 kΩ

Engine Coolant Temperature Sensor

(ECTS)

80°C 0.32 kΩ

Type Variable Resistor Type

Resistance 1.6 ~ 2.4

C.T 0.3 ~ 0.9V

Sensors

Throttle Position Sensor (TPS)

Output Voltage W.O.T 4.0 ~ 4.8V

FL-3 FUEL SYSTEM

Items Specification

Type Zirconia Sensor (including Heater)

Output Voltage 0 ~ 1V Heated Oxygen Sensor (HO2S)

Heater Resistance 9.0 Ω (at 20°C)

Type Piezo-electric type Knock Sensor

Impedance 800 ~ 1,600 pF

Vehicle Speed Sensor (VSS) Type Hall IC type Camshaft Position Sensor

(CMPS) Type Hall Effect Sensor

Sensors

Crankshaft Position Sensor (CKPS) Type Hall Effect Sensor

Type Electromagnetic Type

Number 4 Injector

Coil Resistance 13.8 ~ 15.2 Ω (at 20°C)

Type Duty Control Type Purge Control Solenoid Valve (PCSV) Coil Resistance 32.0 Ω ~ (at 20°C)

Type Double Coil Type

Close 16.6 ~ 18.6 Ω (at 20°C)

Actuators

Idle Speed Control Actuator (ISCA) Coil Resistance

Open 14.5 ~ 16.5 Ω (at 20°C)

SEALANT

Engine Coolant Temperature Sensor (ECTS) assembly LOCTITE 962T or equivalent

SERVICE STANDARD

N,P 750 ± 100 rpm A/C OFF

D 750 ± 100 rpm

N,P 800 ± 100 rpm Basic Idle rpm (After warm up)

A/C ON D 800 ± 100 rpm

Ignition Timing (After warm up, at idle) BTDC 7° ± 5°

FL-4 FUEL SYSTEM

TIGHTENING TORQUES

Items kg·m N·m lb·ft

ECM bracket installation bolts and nuts 0.4 ~ 0.6 3.92~ 5.88 2.89~ 4.34

ECM installation bolts 0.8 ~ 1.0 7.85~ 9.81 5.79~ 7.23

Knock sensor installation bolt 1.7 ~ 2.6 16.67~ 25.50 12.30~18.81

Knock sensor connector bracket installation bolt 0.8 ~ 1.2 7.85~ 11.77 5.79~ 8.68

Heated Oxygen Sensor (Sensor 1) installation 4.0 ~ 5.0 39.23~ 49.03 28.93~36.16

Heated Oxygen Sensor (Sensor 2) installation 4.0 ~ 5.0 39.23~49.03 28.93~36.16

Oil pressure switch installation 1.5 ~ 2.2 14.71~ 21.57 10.85~ 15.91

Manifold absolute pressure sensor installation bolts 0.8 ~ 1.2 7.85~ 11.77 5.79~ 8.68

Crankshaft position sensor installation bolt 0.9 ~ 1.0 8.83~ 9.81 6.51~ 7.23

Camshaft position sensor installation bolt 0.8 ~ 1.0 7.85~ 9.81 5.79~ 7.23

Purge control solenoid valve bracket installation bolts 1.2 ~ 1.5 11.77~ 14.71 8.68~ 10.85

Purge control solenoid valve installation bolts 1.0 ~ 1.2 9.81~ 11.77 7.23~ 8.68

Vehicle speed sensor installation 0.3 ~ 0.8 2.94~ 7.85 2.17~ 5.79

Idle speed control actuator installation bolts 0.6 ~ 0.8 5.88~ 7.85 4.34~ 5.79

Throttle position sensor installation bolts 0.15 ~ 0.25 1.47~ 2.45 1.08~ 1.81

Engine Control System

Acceleration sensor bracket installation nuts 1.0 ~ 1.2 9.81~ 11.77 7.23~ 8.68

Delivery pipe installation bolts 1.5 ~ 2.2 14.71~ 21.57 10.85~15.91

Throttle body installation bolts 1.5 ~ 2.2 14.71~21.57 10.85~15.91

Throttle body installation nuts 1.5 ~ 2.2 14.71~ 21.57 10.85~ 15.91

Accelerator pedal installation bolts 0.8 ~ 1.2 7.85~ 11.77 5.79~ 8.68

Fuel Delivery System

Fuel tank installation nuts 4.0 ~ 5.5 39.23~ 53.94 28.93~ 39.78

FL-5 FUEL SYSTEM

SPECIAL SERVICE TOOLS

FL-6 FUEL SYSTEM

BASIC TROUBLESHOOTING

BASIC TROUBLESHOOTING GUIDE

1 Bring Vehicle to Workshop 2 Analyze Customer’s Problem

• Ask the customer about the conditions and environment relative to the issue (Use CUSTOMER PROBLEM ANALYSIS SHEET).

3 Verify Symptom, and then Check DTC and Freeze Frame Data

• Connect Hi-Scan (Pro) to Diagnostic Link Connector (DLC).

• Record the DTC and freeze frame data. NOTE To erase DTC and freeze frame data, refer to Step 5.

4 Confirm the Inspection Procedure for the System or Part

• Using the SYMPTOM TROUBLESHOOTING GUIDE CHART, choose the correct inspection procedure for the system or part to be checked.

5 Erase the DTC and Freeze Frame Data (WARNING) NEVER erase DTC and freeze frame data before completing Step 2 MIL/DTC in "CUSTOMER PROBLEM ANALYSIS SHEET".

6 Inspect Vehicle Visually • Go to Step 11, if you recognize the problem. 7 Recreate (Simulate) Symptoms the DTC

• Try to recreate or simulate the symptoms and conditions of the malfunction as described by customer. • If DTC(s) is/are displayed, simulate the condition according to troubleshooting procedure for the DTC.

8 Confirm Symptoms of Problem • If DTC(s) is/are not displayed, go to Step 9. • If DTC(s) is/are displayed, go to Step 11. 9 Recreate (Simulate) Symptom • Try to recreate or simulate the condition of the malfunction as described by the customer. 10 Check the DTC • If DTC(s) does(do) not occur, refer to BASIC INSPECTION in INTERMITTENT PROBLEM PROCEDURE. • If DTC(s) occur(s), go to Step 11. 11 Perform troubleshooting procedure for DTC 12 Adjust or repair the vehicle 13 Confirmation test

14 END

FL-7 FUEL SYSTEM

CUSTOMER PROBLEM ANALYSIS SHEET

FL-8 FUEL SYSTEM

BASIC INSPECTION PROCEDURE

MEASURING CONDITION OF ELECTRONIC PARTS’ RESISTANCE

The measured resistance at high temperature after vehicle running may be high or low. So all resistance must be measured at ambient temperature (20°C, 68°F), unless there is any notice.

NOTE

The measured resistance in except for ambient temperature (20°C, 68°F ) is reference value.

INTERMITTENT PROBLEM INSPECTION PROCEDURE

Sometimes the most difficult case in troubleshooting is when a problem symptom occurs but does not occur again during testing. An example would be if a problem appears only when the vehicle is cold but has not appeared when warm. In this case, technician should thoroughly make out a "CUSTOMER PROBLEM ANALYSIS SHEET" and recreate (simulate) the environment and condition which occurred when the vehicle was having the issue.

1. Clear Diagnostic Trouble Code (DTC).

2. Inspect connector connection, and check terminal for poor connections, loose wires, bent, broken or corroded pins, and then verify that the connectors are always securely fastened.

3. Slightly shake the connector and wiring harness vertically and horizontally.

4. Repair or replace the component that has a problem.

5. Verify that the problem has disappeared with the road test.

• SIMULATING VIBRATION a. Sensors and Actuators

: Slightly vibrate sensors, actuators or relays with finger.

WARNING

Strong vibration may break sensors, actuators or relays

b. Connectors and Harness : Lightly shake the connector and wiring harness

vertically and then horizontally.

• SIMULATING HEAT a. Heat components suspected of causing the malfunction

with a hair dryer or other heat source.

WARNING

• DO NOT heat components to the point where they may be damaged.

• DO NOT heat the ECM directly.

• SIMULATING WATER SPRINKLING a. Sprinkle water onto vehicle to simulate a rainy day or

a high humidity condition.

WARNING

DO NOT sprinkle water directly into the engine compartment or electronic components.

• SIMULATING ELECTRICAL LOAD a. Turn on all electrical systems to simulate excessive

electrical loads (Radios, fans, lights, etc.).

FL-9 FUEL SYSTEM

CONNECTOR INSPECTION PROCEDURE

1. Handling of Connector a. Never pull on the wiring harness when

disconnecting connectors.

b. When removing the connector with a lock, press or pull locking lever.

c. Listen for a click when locking connectors. This sound indicates that they are securely locked.

d. When a tester is used to check for continuity, or to measure voltage, always insert tester probe from wire harness side.

e. Check waterproof connector terminals from the connector side. Waterproof connectors cannot be accessed from harness side.

NOTE

• Use a fine wire to prevent damage to the terminal. • Do not damage the terminal when inserting the tester lead.

2. Checking Point for Connector a. While the connector is connected:

Hold the connector, check connecting condition and locking efficiency.

b. When the connector is disconnected: Check missed terminal, crimped terminal or broken core wire by slightly pulling the wire harness. Visually check for rust, contamination, deformation and bend.

c. Check terminal tightening condition: Insert a spare male terminal into a female terminal, and then check terminal tightening conditions

FL-10 FUEL SYSTEM

d. Pull lightly on individual wires to ensure that each wire is secured in the terminal.

3. Repair Method of Connector Terminal a. Clean the contact points using air gun and / or

shop rag.

NOTE

Never use sand paper when polishing the contact points, otherwise the contact point may be damaged.

b. In case of abnormal contact pressure, replace

the female terminal.

WIRE HARNESS INSPECTION PROCEDURE 1. Before removing the wire harness, check the wire

harness position and crimping in order to restore it correctly.

2. Check whether the wire harness is twisted, pulled or

loosened. 3. Check whether the temperature of the wire harness is

abnormally high. 4. Check whether the wire harness is rotating, moving

or vibrating against the sharp edge of a part. 5. Check the connection between the wire harness and

any installed part. 6. If the covering of wire harness is damaged; secure,

repair or replace the harness.

ELECTRICAL CIRCUIT INSPECTION PROCEDURE

• CHECK OPEN CIRCUIT 1. Procedures for Open Circuit

• Continuity Check • Voltage Check

If an open circuit occurs (as seen in [FIG. 1]), it can be found by performing Step 2 (Continuity Check Method) or Step 3 (Voltage Check Method) as shown below.

2. Continuity Check Method

NOTE

When measuring for resistance, lightly shake the wire harness above and below or from side to side.

Specification (Resistance)

1Ω or less → Normal Circuit

uit 1MΩ or Higher → Open Circ

a. Disconnect connectors (A), (C) and measure resistance between connector (A) and (C) as shown in [FIG. 2].

In [FIG.2.] the measured resistance of line 1 and 2 is higher than 1MΩ and below 1 Ω respectively. Specifically the open circuit is line 1 (Line 2 is normal). To find exact break point, check sub line of line 1 as described in next step.

FL-11 FUEL SYSTEM

b. Disconnect connector (B), and measure for resistance between connector (C) and (B1) and between (B2) and (A) as shown in [FIG. 3].

In this case the measured resistance between connector (C) and (B1) is higher than 1MΩ and the open circuit is between terminal 1 of connector (C) and terminal 1 of connector (B1).

3. Voltage Check Method a. With each connector still connected, measure the

voltage between the chassis ground and terminal 1of each connectors (A), (B) and (C) as shown in [FIG. 4].

The measured voltage of each connector is 5V, 5V and 0V respectively. So the open circuit is between connector (C) and (B).

• CHECK SHORT CIRCUIT 1. Test Method for Short to Ground Circuit

• Continuity Check with Chassis Ground

If short to ground circuit occurs as shown in [FIG. 5], the broken point can be found by performing below Step 2 (Continuity Check Method with Chassis Ground) as shown below.

2. Continuity Check Method (with Chassis Ground)

NOTE

Lightly shake the wire harness above and below, or from side to side when measuring the resistance.

Specification (Resistance)

1Ω or less → Short to Ground Circuit

1MΩ or Higher → Normal Circuit

a. Disconnect connectors (A), (C) and measure for resistance between connector (A) and Chassis Ground as shown in [FIG. 6].

The measured resistance of line 1 and 2 in this example is below 1 Ω and higher than 1M Ω respectively. Specifically the short to ground circuit is line 1 (Line 2 is normal). To find exact broken point, check the sub line of line 1 as described in the following step.

FL-12 FUEL SYSTEM

b. Disconnect connector (B), and measure the resistance between connector (A) and chassis ground, and between (B1) and chassis ground as shown in [FIG. 7].

The measured resistance between connector (B1) and chassis ground is 1 Ω or less. The short to ground circuit is between terminal 1 of connector (C) and terminal 1 of connector (B1).

ECM PROBLEM INSPECTION PROCEDURE

1. TEST ECM GROUND CIRCUIT: Measure resistance between ECM and chassis ground using the backside of ECM harness connector as ECM side check point. If the problem is found, repair it.

Specification (Resistance): 1§Ùr less

2. TEST ECM CONNECTOR: Disconnect the ECM connector and visually check the ground terminals on ECM side and harness side for bent pins or poor contact pressure. If the problem is found, repair it.

3. If problem is not found in Step 1 and 2, the ECM could be faulty. If so, replace the ECM with a new one, and then check the vehicle again. If the vehicle operates normally then the problem was likely with the ECM.

4. RE-TEST THE ORIGINAL ECM : Install the original ECM (may be broken) into a known-good vehicle and check the vehicle. If the problem occurs again, replace the original ECM with a new one. If problem does not occur, this is intermittent problem (Refer to INTERMITTENT PROBLEM PROCEDURE in BASIC INSPECTION PROCEDURE).

FL-13 FUEL SYSTEM

SYMPTOM TROUBLESHOOTING GUIDE CHART

FL-14 FUEL SYSTEM

GASOLINE ENGINE C ONTROL SYSTEM DESCRIPTION

If the Gasoline Engine Control system components (sensors, ECM, injector, etc.) fail, interruption to the fuel supply or failure to supply the proper amount of fuel for various engine operating conditions will result. The following situations may be encountered.

1. Engine is hard to start or does not start at all.

2. Unstable idle.

3. Poor drivability.

If any of the above conditions are noted, first perform a routine diagnosis that includes basic engine checks (ignition system malfunction, incorrect engine adjustment, etc.). Then, inspect the Gasoline Engine Control system components with the HI-SCAN (Pro).

NOTE

• Before removing or installing any part, read the diagnostic trouble codes and then disconnect the battery negative (-) terminal. • Before disconnecting the cable from battery terminal, turn the ignition switch to OFF. Removal or connection of the battery cable during engine operation or while the ignition switch is ON could cause damage to the ECM. • The control harnesses between the ECM and heated oxygen sensor are shielded with the shielded ground wires to the body in order to prevent the influence of ignition noises and radio interference. When the shielded wire is faulty, the control harness must be replaced. • When checking the generator for the charging state, do not disconnect the battery ’+’ terminal to prevent the ECM from damage due to the voltage. • When charging the battery with the external charger, disconnect the vehicle side battery terminals to prevent damage to the ECM.

MALFUNCTION INDICATOR LAMP (MIL) [EOBD]

A malfunction indicator lamp illuminates to notify the driver that there is a problem with the vehicle. However, the MIL will go off automatically after 3 subsequent sequential driving cycles without the same malfunction. Immediately after the ignition switch is turned on (ON position - do not start), the MIL will illuminate continuously to indicate that the MIL operates normally.

Faults with the following items will illuminate the MIL. • Catalyst • Fuel system • Mass Air Flow Sensor (MAFS) • Intake Air Temperature Sensor (IATS) • Engine Coolant Temperature Sensor (ECTS) • Throttle Position Sensor (TPS) • Upstream Oxygen Sensor • Upstream Oxygen Sensor Heater • Downstream Oxygen Sensor • Downstream Oxygen Sensor Heater • Injector • Misfire • Crankshaft Position Sensor (CKPS) • Camshaft Position Sensor (CMPS) • Evaporative Emission Control System • Vehicle Speed Sensor (VSS) • Idle Speed Control Actuator (ISCA) • Power Supply • ECM • MT/AT Encoding • Acceleration Sensor • MIL-on Request Signal • Power Stage

NOTE

Refer to "INSPECTION CHART FOR DIAGNOSTIC TROUBLE CODES (DTC)" for more information.

FL-15 FUEL SYSTEM

[NON-EOBD]

A malfunction indicator lamp illuminates to notify the driver that there is a problem with the vehicle. However, the MIL will go off automatically after 3 subsequent sequential driving cycles without the same malfunction. Immediately after the ignition switch is turned on (ON position - do not start), the MIL will illuminate continuously to indicate that the MIL operates normally.

Faults with the following items will illuminate the MIL • Heated oxygen sensor (HO2S)

• Mass Air Flow sensor (MAFS) • Throttle position sensor (TPS) • Engine coolant temperature sensor (ECTS) • Idle

speed control actuator (ISCA) • Injectors • ECM

NOTE

Refer to "INSPECTION CHART FOR DIAGNOSTIC TROUBLE CODES (DTC)" for more information.

[INSPECTION]

1. After turning ON the ignition key, ensure that the light illuminates for about 5 seconds and then goes out.

2. If the light does not illuminate, check for an open circuit in the harness, a blown fuse or a blown bulb.

SELF-DIAGNOSIS

The ECM monitors the input/output signals (some signals at all times and the others under specified conditions). When the ECM detects an irregularity, it records the diagnostic trouble code, and outputs the signal to the Data Link connector. The diagnosis results can be read with the MIL or HI-SCAN (Pro). Diagnostic Trouble Codes (DTC) will remain in the ECM as long as battery power is maintained. The diagnostic trouble codes will, however, be erased when the battery terminal or ECM connector is disconnected, or by the HI-SCAN (Pro).

NOTE

If a sensor connector is disconnected with the ignition switch turned on, the diagnostic trouble code (DTC) is recorded. In this case, disconnect the battery negative terminal (-) for 15 seconds or more, and the diagnosis memory will be erased.

FL-16 FUEL SYSTEM

THE RELATION BETWEEN DTC AND DRIVING PATTERN IN EOBD SYSTEM

1. When the same malfunction is detected and maintained during two sequential driving cycles, the MIL will automatically illuminate.

2. The MIL will go off automatically if no fault is detected after 3 sequential driving cycles.

3. A Diagnostic Trouble Code(DTC) is recorded in ECM memory when a malfunction is detected after two sequential driving cycles. The MIL will illuminate when the malfunction is detected on the second driving cycle. If a misfire is detected, a DTC will be recorded, and the MIL will illuminate, immediately after a fault is first detected.

4. A Diagnostic Trouble Code (DTC) will automatically erase from ECM memory if the same malfunction is not detected for 40 driving cycles.

NOTE

• A "warm-up cycle" means sufficient vehicle operation such that the coolant temperature has risen by at least 40 degrees Fahrenheit from engine starting and reaches a minimum temperature of 160 degrees Fahrenheit. • A "driving cycle" consists of engine startup, vehicle operation beyond the beginning of closed loop operation.

FL-17 FUEL SYSTEM

COMPONENTS LOCATION

10 16 5 3 14 4 9 8 7&18 1&2 11 6 19 13&15

1. Manifold Absolute Pressure Sensor (MAPS) 11. Knock Sensor 2. Intake Air Temperature Sensor (IATS) 12. Ignition Switch (on steering column) 3. Engine Coolant Temperature Sensor (ECTS) 13. Engine Control Module (ECM) 4. Throttle Position Sensor (TPS) 14. Purge Control Solenoid Valve (PCSV) 5. Camshaft Position Sensor (CMPS) 15. Main Relay 6. Crankshaft Position Sensor (CKPS) 16. Ignition Coils 7. Heated Oxygen Sensor (HO2S, Sensor 1) 17. Diagnostic Link Connector (under dash right side) 8. Injectors 18. Heated Oxygen Sensor (HO2S, Sensor 2)

10. Vehicle Speed Sensor (VSS)

Electrical Box Components Location

9. Idle Speed Control Actuator (ISCA) 19. Acceleration Sensor (Lower trunk wall)

TCM Transmission Control Module 13 15 Governor & relays

FL-18 FUEL SYSTEM

FL-19 FUEL SYSTEM

FL-20 FUEL SYSTEM

Located on the front, trunk wall in the engine compartment.

FL-21 FUEL SYSTEM

1. ECM HARNESS CONNECTOR

2. ECM TERMINAL FUNCTION Pin No. Description Connected to Remark

1 Not connected 2 Ignition coil output 2,3 Ignition Coil #2, 3 3 Ignition shield ground Chassis ground 4 Not connected 5 Ignition coil output 1,4 Ignition Coil #1, 4 6 Injector output (cyl.2) Injector (cyl.2) 7 Injector output (cyl.3) Injector (cyl.3) 8 Engine Speed signal output Tachometer 9 Not connected

10 Not connected 11 Fuel Consumption signal output Trip Computer 12 Battery Voltage Supply Battery 13 Ignition switch signal input Ignition Switch 14 Main Relay control output Main Relay 15 Crankshaft Position Sensor input Crankshaft Position Sensor (CKPS) 16 Throttle Position Sensor input Throttle Position Sensor (TPS)

17 Sensor ground TPS, Acceleration Sensor Except for LEAD

18 HO2S (B1/S1) input HO2S (B1/S1) 19 Knock Sensor Input Knock Sensor 20 Knock Sensor ground Knock Sensor 21 Not connected 22 Not connected 23 Not connected

24 Air Conditioner Compressor Switch (MIDDLE) input Triple Switch

25 Not connected

26 Idle Speed Control Actuator PWM output 2 (CLOSE) Idle Speed Control Actuator

FL-22 FUEL SYSTEM

Pin No. Description Connected to Remark

27 Injector output (cyl.1) Injector (cyl.1)

28 HO2S Heater (B1/S2) HO2S (B1/S2) E-OBD only

29 Idle Speed Control Actuator PWM output 1 (OPEN) Idle Speed Control Actuator (ISCA)

30 Not connected 31 Malfunction Indicating Lamp (MIL) output Malfunction Indicating Lamp (MIL) 32 Sensor supply (+5V) TPS, Acceleration Sensor 33 Sensor supply (+5V) MAPS, IATS 34 Not connected 35 Sensor ground HO2S (Sensor 2), ECTS 36 Sensor ground HO2S (Sensor 1), MAPS, IATS 37 Manifold Absolute Pressure Sensor signal input Manifold Absolute Pressure Sensor (MAPS) 38 Not connected 39 Engine Coolant Temperature Sensor input Engine Coolant Temperature Sensor (ECTS) 40 Not connected 41 Not connected 42 Intake Air Temperature Sensor input Intake Air Temperature Sensor (IATS)

43 Electrical Load 3 (Head Lamp) Active: Low

44 Battery Voltage Supply after Main Relay Main Relay 45 Battery Voltage Supply after Main Relay Main Relay

46 Purge Control Solenoid Valve (PCSV) PWM output Purge Control Solenoid Valve (PCSV)

47 Injector output (cyl.4) Injector (cyl.4)

48 HO2S Heater (B1/S1) HO2S (B1/S1) Except for LEAD

49 Not connected 50 Cooling Fan Relay - High control output Cooling Fan Relay 51 Ground of electronic Chassis ground 52 Not connected 53 Ground of electronic Chassis ground 54 Not connected

55 HO2S (B1/S2) input HO2S (B1/S2) E-OBD only

56 Not connected

57 Air Conditioner Compressor Switch (LOW/HIGH) input Triple Switch

58 Not connected 59 Vehicle Speed Sensor input Vehicle Speed Sensor

FL-23 FUEL SYSTEM

Pin No. Description Connected to Remark

60 Acceleration sensor input Acceleration Sensor E-OBD only

61 Immobilizer ground Immobilizer

62 CAN - HIGH TCM A/T only

63 Battery Voltage Supply after Main Relay Main Relay

64 Not connected

65 Not connected

66 Not connected

67 Not connected

68 Cooling Fan Relay - Low control output Cooling Fan Relay

69 Air Conditioner Compressor Relay control output Air Conditioner Compressor Relay

70 Electric Fuel Pump Relay control output Electric Fuel Pump Relay

71 Diagnostic Data Line (k-Line) Data Link Connector (DLC)

72 Not connected

73 Not connected

74 Not connected

75 Air Conditioner Pressure switch input Triple Switch

76 Electrical Load 1 (Defroster) Active: High

77 Electrical Load 2 (Power Steering Pump) Active: Low

78 MT/AT Encoding line MT: Open, AT: Ground

79 Camshaft Position Sensor input Camshaft Position Sensor (CMPS)

80 Power stage ground Chassis ground

81 CAN - LOW TCM A/T only

FL-24 FUEL SYSTEM

3. ECM TERMINAL INPUT/OUTPUT SIGNAL

Input/Output Value Pin No. Description State

Type Level Test

Result Remark

1 Not connected

1st voltage:

300~400V 370.69V 2 Ignition coil output 2,3 Idle Pulse

ON: Max. 2V 1.82V

3 Ignition shield ground Idle DC Max. 50 mV 0.133mV

4 Not connected

1st voltage:

300~400V 382.55V 5 Ignition coil output 1,4 Idle Pulse

ON: Max. 2V 1.24V

High: Vbatt 13.57V 6 Injector output (cyl.2) Idle Pulse

Low: Max. 2V 0.41V

High: Vbatt 13.81V 7 Injector output (cyl.3) Idle Pulse

Low: Max. 2V 0.37V

High: Vbatt 13.9V Idle: 20 ~ 26 Hz 8 Engine Speed signal output Idle Pulse

Low: Max. 0.5 V 0.037V

9 Not connected

10 Not connected High: Vbatt or

Vcc 4.23V 11 Fuel Consumption signal output Idle Pulse

Low: Max. 0.5V 1.0mV

Current Max. 1.0 mA 0.40mA 12 Battery Voltage Supply Always

DC Vbatt 13.65V

IG OFF Max. 0.5 V 0.01V 13 Ignition switch signal input

IG ON DC

Vbatt 12.85V

Relay ON Max. 1.0 V 0.03V 14 Main Relay control output Relay

OFF DC

Vbatt 12.5V

High: Vcc or Vbatt 8.91V

15 Crankshaft Position Sensor input Idle Pulse Low: Max. 0.5V 0.13V

C.T 0.3~ 0.9 V 0.502V 16 Throttle Position Sensor input

W.O.T Analog

4.0~ 4.8 V 4.604V

17 Sensor ground Idle DC Max. 50 mV 1.045mV

RICH : 0.6 ¡1.0V 0.703V 18 HO2S (B1/S1) input 1500rpm Analog

LEAN : 0 ~ 0.4V 0.111V

Knocking 19 Knock Sensor Input

Normal Frequency

20 Knock Sensor ground Idle DC Max. 50 mV 1.57mV

21 Not connected

FL-25 FUEL SYSTEM


Type Level Test

Result Remark

22 Not connected

23 Not connected MID OFF Max. 0.5 V 0.01 V

24 Air Conditioner Compressor Switch (MIDDLE) input MID

ON

DC Vbatt 12.29 V

25 Not connected

High: Vbatt 14.97 V 26 Idle Speed Control Actuator PWM output

2 (CLOSE) Idle Pulse Low: Max. 1.0 V 0.25 V

100 Hz

High: Vbatt 13.49 V 27 Injector output (cyl. 1) Idle Pulse Low: Max. 1.0

V 0.33 V

High: Vbatt 14.02 V 28 HO2S Heater (B1/S2) Engine

Run Pulse Low: Max. 1.0 V 0.31 V

High: Vbatt 14.82 V 29 Idle Speed Control Actuator PWM output

1 (OPEN) Idle Pulse Low: Max. 1.0 V 0.16 V

100 Hz

30 Not connected MIL OFF Vbatt 13.12 V

31 Malfunction Indicating Lamp (MIL) output MIL ON

DC Max. 1.0 V 0.93 V

IG OFF Max. 0.5 V 0.06 V

32 Sensor supply (+5V) IG ON

DC 4.9 ~ 5.1 V 4.97 V

IG OFF Max 0.5 V 0.063 V

33 Sensor supply (+5V) IG ON

DC 4.9 ~ 5.1 V 4.943 V

34 Not connected

35 Sensor ground Idle DC Max. 50 mV 1.84 mV

36 Sensor ground Idle DC Max. 50 mV 2.06 mV

IG ON 3.9 ~ 4.1 V 4.012 V 37 Manifold Absolute Pressure Sensor

signal input Idle Analog

0.8 ~ 1.6 V 1.253 V

38 Not connected

39 Engine Coolant Temperature Sensor input Idle Analog 0.5 ~ 4.5 V 0.988 V 89.3°C

40 Not connected

41 Not connected

42 Intake Air Temperature Sensor input Idle Analog 0 ~ 5 V 1.68 V 67.5°C

Idle Vbatt 43 Electrical Load 3 (Head Lamp)

DC

Max. 0.5 V IG

OFF Max. 0.5 V 0.09 V 44 Battery Voltage Supply after Main Relay

IG ON DC

Vbatt 12.85 V IG

OFF Max. 0.5 V 0.061 V 45 Battery Voltage Supply after Main Relay

IG ON DC

Vbatt 12.90 V

FL-26 FUEL SYSTEM


Type Level Test

Result Remark

Inactive High: Vbatt 13.49 V 46 Purge Control Solenoid Valve

(PCSV) PWM output Active Pulse

Low: Max. 1.0 V 0.33 V 47 Injector output (cyl. 4) Idle Pulse High: Vbatt 13.93 V

High: Vbatt 14.04 V 48 HO2S Heater (B1/S1) Engine

Run Pulse Low: Max. 0.5 V 0 V

49 Not connected Relay OFF Vbatt 14.3 V

50 Cooling Fan Relay - High control output Relay ON

DC Max 1.0 V 0 V

51 Ground of electronic Idle DC Max. 50 mV 0.041 mV

52 Not connected

53 Ground of electronic Idle DC Max. 50 mV 0.86 mV

54 Not connected RICH: 0.6 ~ 1.0

V 0.87 V 55 HO2S (B1/S2) input Engine

Run AnalogLEAN: 0 ~ 0.4V 0.1 V

56 Not connected A/C ON

OFF Max. 0.5 V 0.225 V 57 Air Conditioner Compressor

Switch (LOW/HIGH) input A/C ON ON

DC Vbatt 13.9 V

58 Not connected High: Min. 5.0 V 10.63 V

59 Vehicle Speed Sensor input Vehicle Run Pulse

Low: Max. 1.0 V 0 V 60 Acceleration sensor input Idle Analog 2.4 ~ 2.6 V 61 Not connected

Recessive 2.7 ~ 3.0 V 2.47 V 62 CAN - HIGH

Dominant Pulse

2.75 ~ 4.5 V 3.59 V IG OFF Max. 0.5 V 0.095 V

63 Battery Voltage Supply after Main Relay IG ON

DC Vbatt 12.73 V

64 Not connected 65 Not connected 66 Not connected 67 Not connected

FL-27 FUEL SYSTEM


Type Level Test

Result Remark

Relay OFF Vbatt 14.21 V 68 Cooling Fan Relay - Low control output

Relay ON DC

Max. 1.0 V 0.012 V

A/C ON OFF Vbatt 14.15 V 69 Air Conditioner Compressor Relay

control output A/C ON ON

DC Max. 1.0 V 0.022 V

Relay OFF Vbatt 13.032 V

70 Electric Fuel Pump Relay control output Relay ON

DC Max. 1.0 V 0 V

[Transmitting]

Hi:Min. Vbatt *80%

Lo:Max. Vbatt *20%

[Receiving]

Hi:Min. Vbatt *70%

71 Diagnostic Data Line (k-Line) During communication Pulse

Lo:Max. Vbatt *30%

High: 11.27 V

Low: 0.074 V

72 Not connected

73 Not connected

74 Not connected A/C ON S/W

OFF Max. 1.0 V 0 V 75 Air Conditioner Pressure switch input

A/C ON S/W ON

DC Vbatt 14.22 V

Vbatt 14.01 V 76 Electrical Load 1 (Defroster) Idle DC

Max. 0.5 V 0V

Min. 4 V 12.02 V 77 Electrical Load 2 (Power Steering

Pump) IG ON DC Max. 0.5 V -0.347

V

A/T: Max 0.5 V 1.5 mV 78 MT/AT Encoding Line IG ON DC

M/T: Min. 4 V

High: Vcc or Vbatt 12.91 V 79 Camshaft Position Sensor input Idle Pulse

Low: Max. 0.5 V 0.078 V

80 Power stage ground Idle DC Max. 50 mV 1.5 mV

Recessive 2.0 ~ 3.0 V 2.58 V 81 CAN - LOW

Dominant Pulse

0.5 ~ 2.25 V 1.45 V

FL-28 FUEL SYSTEM

DIAGNOSIS INSPECTION CHART FOR DIAGNOSTIC TROUBLE CODES (DTC)

OBD-1 DTC DESCRIPTION E-OBD

UNLEADED

P0030 O2 Sensor Heater - Heater Control Circuit (Bank 1 / Sensor 1) - P0031 O2 Sensor Heater Circuit Low (Bank 1 / Sensor 1)

P0032 O2 Sensor Heater Circuit High (Bank 1 / Sensor 1)

P0036 O2 Sensor Heater - Heater Control Circuit (Bank 1 / Sensor 2) - P0037 O2 Sensor Heater Circuit Low (Bank 1 / Sensor 2) - P0038 O2 Sensor Heater Circuit High (Bank 1 / Sensor 2) - P0106 Manifold Absolute Pressure Circuit - Rationality

P0107 Manifold Absolute Pressure Circuit - Range Check Low

P0108 Manifold Absolute Pressure Circuit - Range Check High

P0112 Intake Air Temperature Circuit Low Input

P0113 Intake Air Temperature Circuit High Input

P0117 Engine Coolant Temperature Circuit Low Input

P0118 Engine Coolant Temperature Circuit High Input

P0121 Throttle / Pedal Position Circuit Range/Performance Problem

P0122 Throttle / Pedal Position Circuit Low Input

P0123 Throttle / Pedal Position Circuit High Input

P0130 O2 Sensor Circuit (Bank 1/ Sensor 1)

P0131 O2 Sensor Circuit Low Input (Bank 1 / Sensor 1)

P0132 O2 Sensor Circuit High Input (Bank 1 / Sensor 1)

P0133 O2-Sensor Circuit Slow Response (Bank 1 / Sensor 1)

P0134 O2 Sensor Circuit No Activity Detected (Bank 1 / Sensor 1) - P0136 O2 Sensor Circuit Malfunction (Bank 1 / Sensor 2) - P0137 O2 Sensor Circuit Low Input (Bank 1 / Sensor 2) - P0138 O2 Sensor Circuit High Input (Bank 1 / Sensor 2) - P0140 O2 Sensor Circuit No Activity Detected (Bank 1 / Sensor 2) - P0230 Fuel Pump Circuit Malfunction

P0261 Cylinder 1 - Injector Circuit Low

P0262 Cylinder 1 - Injector Circuit High

FL-29 FUEL SYSTEM

OBD-1

DTC DESCRIPTION E-OBD UNLEADED







P0300 Multiple Cylinder Misfire Detected - P0301 Cylinder 1 - Misfire detected - P0302 Cylinder 2 - Misfire detected - P0303 Cylinder 3 - Misfire detected - P0304 Cylinder 4 - Misfire detected - P0325 Knock Sensor 1 Circuit Malfunction

P0335 Crankshaft Position Sensor Circuit Malfunction

P0336 Crankshaft Position Sensor Circuit Range/Performance

P0340 Camshaft Position Sensor Circuit Malfunction(Bank1 or Single Sensor)

P0420 Catalyst System Efficiency below Threshold (Bank 1) - P0444 Evap. Emission Ctrl. System - Purge Ctrl. Valve Circuit Open - P0445 Evap. Emission Ctrl. System - Purge Ctrl. Valve Circuit Shorted - P0501 Vehicle Speed Sensor Range / Performance

P0506 Idle Control System - RPM lower than expected

P0507 Idle Control System - RPM higher than expected

P0562 System Voltage Low

P0563 System Voltage High

P0600 CAN Communication BUS

P0605 Internal Control Module Read Only Memory (ROM) Error

P0646 A/C Clutch Relay Control Circuit Low

P0647 A/C Clutch Relay Control Circuit High

P0650 Malfunction Indicator Lamp (MIL) Control Circuit Malfunction

P1307 Acceleration Sensor Circuit - Rationality - P1308 Acceleration Sensor Circuit - Signal Check Low - P1309 Acceleration Sensor Circuit - Signal Check High - P1505 Idle Charge Actuator Signal Low of Coil #1

FL-30 FUEL SYSTEM

OBD-1

DTC DESCRIPTION E-OBD UNLEADED

P1506 Idle Charge Actuator Signal High of Coil #1

P1507 Idle Charge Actuator Signal Low of Coil #2

P1508 Idle Charge Actuator Signal High of Coil #2

P1529 TCM Request for MIL ON / Freeze Frame to ECM via - P1586 MT/AT Encoding Error

P1602 CAN Communication BUS with TCM (Timeout)

P1674 Transponder Status Error

P1675 Transponder Programming Error

P1676 SMARTRA Message Error

P1690 SMARTRA No Response

P1691 Antenna Coil Error

P1692 Immobilizer Lamp Error

P1693 Transponder No Response Error / Invalid Response

P1694 EMS MESSAGE Error

P1695 EMS MEMORY Error

P1696 Authentication Fail

P1697 HI-SCAN Message Error

P1699 Twice Overtrial

P2096 Fuel Trim Malfunction - System Too Lean (Downstream) - P2097 Fuel Trim Malfunction - System Too Rich (Downstream) - P2187 Fuel Trim Malfunction - System Too Lean at Idle (Upstream)

P2188 Fuel Trim Malfunction - System Too Rich at Idle (Upstream)

P2191 Fuel Trim Malfunction - System Too Lean at Higher Load (Upstream)

P2192 Fuel Trim Malfunction - System Too Rich at Higher Load (Upstream)

NOTE

:MIL ON & FAULT CODE MEMORY :MIL OFF & FAULT CODE MEMORY

NOTE

Refer to the group "BE" for the troubleshooting Proce- dures of DTC P1674, P1675, P1676, P1690, P1691, P1692, P1693, P1694, P1695, P1696, P1697 and P1699.

FL-31 FUEL SYSTEM

TROUBLESHOOTING FOR DTC

DTC P0030 O2 Sensor Heater - Heater Control Circuit (Bank1/Sensor1)

COMPONENT LOCATION

DESCRIPTION

In order to control the emission of the CO, HC and NOx components of the exhaust gas, a heated oxygen sensor (HO2S), mounted on the front side and rear side of the catalytic converter, detects the oxygen content in the exhaust gas. The front HO2S signal is used to control air/fuel ratio (closed loop fuel control) and the rear HO2S signal is used to monitor front HO2S and catalyst for proper operation. The HO2S requires a minimum temperature to operate properly and provide a closed loop fuel control system. So the HO2S contains a heater element to reduce warm-up time and ensure proper performance during all driving conditions, which allows for closed loop fuel control or catalyst monitoring immediately upon engine start-up. The ECM controls this heater element by duty cycle. The main relay supplies voltage to the heater and the ECM provides a ground circuit for activating the heater.

FL-32 FUEL SYSTEM

DTC DETECTING CONDITION

1. DTC Description The ECM determines front HO2S heater fault and sets DTC P0030 if the front HO2S heater control driver inside the ECM fails or HO2S is not operational after an elapse of predetermined time since engine start or front HO2S tip temperature is out of normal working range. The ECM illuminates the MIL on the second consecutive driving cycle that the diagnostic runs and fails. 2. Conditions for Setting the DTC

DTC Detecting Condition Possible Cause

Detecting Condition

• DTC Strategy

- Signal check, Low

- Signal check, High

- Signal interruption

- Rationality check

• Enable condition • Open or short in front HO2S

heater circuit - Dew point end detected

- Exhaust temperature : 450 ~ 510°C

- Battery voltage : 10.7~ 15.6 V

• Threshold Value

P0030

- Internal resistance > 260Ω ~ 4.5 k Ω (exhaust temperature, heating power)

• Front HO2S heater

SPECIFICATION

Temperature Front HO2S Heater Resistance

20°C 9.0 Ω

FL-33 FUEL SYSTEM

SCHEMATIC DIAGRAM

SIGNAL WAVEFORM

FL-34 FUEL SYSTEM

INSPECTION PROCEDURE

FL-35 FUEL SYSTEM

FL-36 FUEL SYSTEM


DTC P0031 O2 Sensor Heater - Heater Circuit Low (Bank1/Sensor1)

DESCRIPTION

Refer to DTC P0030


1. DTC Description

ECM sets DTC P0031 if the ECM detects that the front HO2S heater control is open 2.Conditions for Setting the DTC


Detecting Condition

• DTC Strategy

- Signal check, Low

- Signal interruption • Open in front HO2S heater

circuit

- Rationality check

• Short to ground in front

HO2S heater circuit

• Threshold Value • Front HO2S heater

- Short circuit to ground • ECM

P0031

- Wire disconnection

SPECIFICATION

Refer to DTC P0030

SCHEMATIC DIAGRAM

Refer to DTC P0030

SIGNAL WAVEFORM

Refer to DTC P0030

FL-37 FUEL SYSTEM


FL-38 FUEL SYSTEM

FL-39 FUEL SYSTEM


DTC P0032 O2 Sensor Heater Circuit High (Bank1/Sensor1)

DESCRIPTION

Refer to DTC P0030


1. DTC Description ECM sets DTC P0032 if the ECM detects that the front HO2S heater control is short to battery. 2. Conditions for Setting the DTC


Detecting Condition

• DTC Strategy


- Signal interruption • Short to battery in front

HO2S heater circuit


• Threshold Value • ECM

P0032

- Short circuit to battery

SPECIFICATION

Refer to DTC P0030

SCHEMATIC DIAGRAM

Refer to DTC P0030

SIGNAL WAVEFORM

Refer to DTC P0030

FL-40 FUEL SYSTEM


FL-41 FUEL SYSTEM

FL-42 FUEL SYSTEM


DTC P0036 O2 Sensor Heater - Heater Control Circuit (Bank1/Sensor 2)

COMPONENT LOCATION

DESCRIPTION

Refer to DTC P0030


1. DTC Description The ECM determines rear HO2S heater fault and sets DTC P0036 if measured rear HO2S resistance is lower than the predetermined threshold. The ECM illuminates the MIL on the second consecutive driving cycle that the diagnostic runs and fails. 2. Conditions for Setting the DTC


Detecting Condition

• DTC Strategy

- Signal check, Low



- Rationality check

• Enable condition • Rear HO2S heater - Dew point end detected

- 450°C < Exhaust temp. < 640°C

- 10.7 V < Battery voltage < 15.6 V

• Threshold Value

P0036

- Internal resistance > (2.7 kΩ ~ 16 kΩ)


FL-43 FUEL SYSTEM

SPECIFICATION

Temperature HO2S Heater Resistance

20°C 9.0 Ω

SCHEMATIC DIAGRAM

SIGNAL WAVEFORM

FL-44 FUEL SYSTEM


FL-45 FUEL SYSTEM

FL-46 FUEL SYSTEM


DTC P0037 O2 Sensor Heater Circuit Low (Bank1/Sensor 2)

DESCRIPTION

Refer to DTC P0030


1. DTC Description ECM sets DTC P0037 if the ECM detects that the rear HO2S heater is open or short to ground. 2. Conditions for Setting the DTC


Detecting Condition

• DTC Strategy

- Signal check, Low

- Signal interruption • Open or short to ground in

rear HO2S heater circuit

- Rationality check • Front HO2S heater

• ECM

• Threshold Value

- Short circuit to ground

P0037


SPECIFICATION

Refer to DTC P0036

SCHEMATIC DIAGRAM

Refer to DTC P0036

SIGNAL WAVEFORM

Refer to DTC P0036

FL-47 FUEL SYSTEM


FL-48 FUEL SYSTEM

FL-49 FUEL SYSTEM


DTC P0038 O2 Sensor Heater Circuit Low (Bank1/Sensor 2)

DESCRIPTION

Refer to DTC P0030


1. DTC Description ECM sets DTC P0038 if the ECM detects that the rear HO2S heater control is short to battery. 2. Conditions for Setting the DTC


Detecting Condition

• DTC Strategy


• Short to battery in front

HO2S heater circuit

• Rear HO2S heater


P0038


SPECIFICATION

Refer to DTC P0036

SCHEMATIC DIAGRAM

Refer to DTC P0036

SIGNAL WAVEFORM

Refer to DTC P0036

FL-50 FUEL SYSTEM


FL-51 FUEL SYSTEM

FL-52 FUEL SYSTEM


DTC P0106 Manifold Absolute Pressure Circuit - Rationality

COMPONENT LOCATION


The Manifold Absolute Pressure (MAP) sensor measures the change of pressure in the intake manifold. The pressure of intake manifold is changed as variable engine running condition and converted into voltage and then it is monitored by the ECM.

FL-53 FUEL SYSTEM


1. DTC Description The ECM sets the DTC P0106 When the intake manifold pressure is not of threshold of the possible range of properly operating. The ECM illuminates the MIL on the second consecutive driving cycle that the diagnostic runs and fails. 2. Conditions for Setting the DTC


Detecting Condition

• DTC Strategy - Rationality check

• Enable condition • MAPS

- No TPS error • TPS

- Time elapse after start > 5.0 s • Air cleaner

• ECM

• Threshold Value - Intake manifold pressure > maximum threshold :

(engine speed, throttle opening degree)

P0106

- Intake manifold pressure < minimum threshold : (engine speed, throttle opening degree)

SPECIFICATION

TPS MAPS

Resistance Output voltage Output voltage

1.6 ~ 2.4 k (20°C) 0.2 ~ 4.8 V 1.2 ~ 4.1 V

FL-54 FUEL SYSTEM

SCHEMATIC DIAGRAM

SIGNAL WAVEFORM

FL-55 FUEL SYSTEM


FL-56 FUEL SYSTEM

FL-57 FUEL SYSTEM


DTC P0107 Manifold Absolute Pressure Circuit - Range Check Low

DESCRIPTION

Refer to DTC P0106


1. DTC Description ECM sets DTC P0107 if the ECM detects signal voltage lower than threshold of the possible range of a properly operating MAP sensor. 2. Conditions for Setting the DTC


Detecting Condition

• DTC Strategy - Signal check, Low

• Open or short in MAPS

circuit

• Enable condition • ECM

- Engine speed < 75 rpm or time elapse after start > 5.0 s • MAPS

• Threshold Value

P0107

- Sensor output voltage < 0.195 V

SPECIFICATION

Refer to DTC P0106

SCHEMATIC DIAGRAM

Refer to DTC P0106

SIGNAL WAVEFORM

Refer to DTC P0106

FL-58 FUEL SYSTEM


FL-59 FUEL SYSTEM

FL-60 FUEL SYSTEM


DTC P0108 Manifold Absolute Pressure Circuit - Range Check High

DESCRIPTION

Refer to DTC P0106


1. DTC Description ECM sets DTC P0108 if the ECM detects signal voltage higher than threshold of the possible range of a properly operating MAP sensor.

2. Conditions for Setting the DTC


Detecting Condition

• DTC Strategy - Signal check, High

• Short to battery in MAPS

circuit


- Engine speed < 75 rpm or time elapse after start > 5.0 s • MAPS

• Threshold Value

P0108

- Sensor output voltage > 4.88

SPECIFICATION

Refer to DTC P0106

SCHEMATIC DIAGRAM

Refer to DTC P0106

SIGNAL WAVEFORM

Refer to DTC P0106

FL-61 FUEL SYSTEM


FL-62 FUEL SYSTEM


DTC P0112 Intake Air Temperature Circuit Low Input

COMPONENT LOCATION

DESCRIPTION

The Intake Air Temperature Sensor (IATS) is installed into the Manifold Absolute Pressure (MAP) sensor. The IATS uses a thermistor whose resistance changes with the temperature. The electrical resistance of the IATS decreases as the temperature increases, and increases as the temperature decreases. The 5 V power source in the ECM is supplied to the IATS via a resistor in the ECM. That is, the resistor in the ECM and the thermistor in the IATS are connected in series. When the resistance value of the thermistor in IATS changes according to the intake air temperature, the signal voltage also changes. Using this signal, the information of the intake air temperature, the ECM corrects basic fuel injection duration and ignition timing.

FL-63 FUEL SYSTEM


1. DTC Description

ECM sets DTC P0112 if the ECM detects signal voltage higher than the possible range of a properly operating IATS.



Detecting Condition


• Enable condition

• Short to battery or open in IATS circuit

- Idle • IATS

- No fuel cut • ECM

- Time elapse after start > 240 s

• Threshold Value

P0112

- Intake air temperature < -38.5°C

SPECIFICATION

Temperature IATS Resistance Temperature IATS Resistance

-40°C 40.93 ~ 48.35 kΩ 40°C 1.08 ~ 1.21 kΩ

-20°C 13.89 ~ 16.03 kΩ 60°C 0.54 ~ 0.62 kΩ

0°C 5.38 ~ 6.09 kΩ 80°C 0.29 ~ 0.34 kΩ

20°C 2.31 ~ 2.57 kΩ

FL-64 FUEL SYSTEM

SCHEMATIC DIAGRAM

SIGNAL WAVEFORM

FL-65 FUEL SYSTEM


FL-66 FUEL SYSTEM

FL-67 FUEL SYSTEM


DTC P0113 Intake Air Temperature Circuit High Input

DESCRIPTION

Refer to DTC P0112


1. DTC Description

ECM sets DTC P0113 if the ECM detects signal voltage lower than the possible range of a properly operating IATS.



Detecting Condition

• DTC Strategy

- Signal check, High • Short to ground in IATS

circuit

• IATS


P0113

- Intake air temperature > 128.25°C

SPECIFICATION

Refer to DTC P0112

SCHEMATIC DIAGRAM

Refer to DTC P0112

SIGNAL WAVEFORM

Refer to DTC P0112

FL-68 FUEL SYSTEM


FL-69 FUEL SYSTEM


DTC P0117 Engine Coolant Temperature Circuit Low Input

COMPONENT LOCATION

DESCRIPTION

The Engine Coolant Temperature Sensor (ECTS) is located in the engine coolant passage near the cylinder head for detecting the engine coolant temperature. The ECTS uses a thermistor whose resistance changes with the temperature. The electrical resistance of the ECTS decreases as the temperature increases, and increases as the temperature decreases. The reference 5 V in the ECM is supplied to the ECTS via a resistor in the ECM. That is, the resistor in the ECM and the thermistor in the ECTS are connected in series. When the resistance value of the thermistor in the ECTS changes according to the engine coolant temperature, the output voltage also changes. During cold engine operation the ECM increases the fuel injection duration and controls the ignition timing using the information of engine coolant temperature to avoid engine stalling and improve drivability.

FL-70 FUEL SYSTEM


1. DTC Description The ECM sets DTC P0117 if ECM detects that signal voltage is lower than threshold of the possible range of a properly operating ECTS. 2. Conditions for Setting the DTC


Detecting Condition

• DTC Strategy

- Signal check, Low • Open or short to battery in

ECTS circuit

• ECTS


P0117

- Engine coolant temperature < -38.25°C

SPECIFICATION

Temperature Resistance Temperature Resistance

-40°C 48.14 kΩ 40°C 1.15 kΩ

-20°C 14.13 ~ 16.82 kΩ 60°C 0.59 kΩ

0°C 5.79 kΩ 80°C 0.32 kΩ

20°C 2.31 ~ 2.59 kΩ

FL-71 FUEL SYSTEM

SCHEMATIC DIAGRAM

SIGNAL WAVEFORM

FL-72 FUEL SYSTEM


FL-73 FUEL SYSTEM

FL-74 FUEL SYSTEM


DTC P0118 Engine Coolant Temperature Circuit High Input

DESCRIPTION

Refer to DTC P0117


1. DTC Description

ECM sets DTC P0118 if the ECM detects signal voltage higher than threshold of the possible range of a properly operating ECTS. 2. Conditions for Setting the DTC


Detecting Condition

• DTC Strategy

- Signal check, High • Short to ground in ECTS

circuit

• ECTS


P0118

- Engine coolant temperature > 138.75°C

SPECIFICATION

Refer to DTC P0117

SCHEMATIC DIAGRAM

Refer to DTC P0117

SIGNAL WAVE FORM

Refer to DTC P0117

FL-75 FUEL SYSTEM


FL-76 FUEL SYSTEM

FL-77 FUEL SYSTEM


DTC P0121 Throttle/Pedal Position Circuit Range / Performance Problem

COMPONENT LOCATION

DESCRIPTION

The Throttle Position Sensor (TPS) is mounted on the throttle body and detects the opening angle of the throttle plate. The TPS has a variable resistor (potentiometer) who’s characteristic is the resistance changing according to the throttle angle. During acceleration, the TPS resistance between the reference 5V and the signal terminal decreases and output voltage increases; during deceleration, the TPS resistance increases and TPS output voltage decreases. The ECM supplies a reference 5V to the TPS and the output voltage increases directly with the opening of the throttle valve. The TPS output voltage will vary from 0.2~0.8V at closed throttle to 4.3~4.8V at wide-open throttle. The ECM determines operating conditions such as idle (closed throttle), part load, acceleration/deceleration, and wide-open throttle from the TPS. Also The ECM uses the Mass Air Flow Sensor (MAFS) or Manifold Absolute Pressure Sensor (MAPS) signal along with the TPS signal to adjust fuel injection duration and ignition timing.

FL-78 FUEL SYSTEM


1. DTC Description The ECM compares the actual measured Manifold Absolute Pressure signal with the modeled Manifold Absolute Pressure value to detect implausible TPS signal. Because throttle position is one of key parameters in determining the modeled MAP. The DTC P0121 is set when the difference between these two values is too high or too low with lambda deviation in same direction for a certain time. 2. Conditions for Setting the DTC


Detecting Condition




- Rationality check • TPS

• Intake system


- Engine speed ≥ target engine speed

- Time elapse after start > 20 s or time elapse after ambient pressure adaptation active (in case after power fail) > 120 s

• Threshold Value

- (modeled relative load / real relative load) > 1.25 or < 0.75

P0121

SPECIFICATION

TPS MAPS

Resistance Output voltage Output voltage

1.6 ~ 2.4 k (20°C) 0.2 ~ 4.8 V 1.2 ~ 4.1 V

FL-79 FUEL SYSTEM

SCHEMATIC DIAGRAM

SIGNAL WAVEFORM

FL-80 FUEL SYSTEM


FL-81 FUEL SYSTEM


DTC P0122 Throttle/Pedal Position Sensor Circuit Low Input

DESCRIPTION

Refer to DTC P0121


1. DTC Description

ECM sets DTC P0122 if the ECM detects signal voltage lower than the possible range of a properly operating TPS.



Detecting Condition


• Enable condition • Short to ground in TPS

circuit

- Engine speed > 600 rpm • TPS

• ECM

• Threshold Value

P0122

- Throttle opening degree < 3.14% (0.157 V)

SPECIFICATION

Refer to DTC P0121

SCHEMATIC DIAGRAM

Refer to DTC P0121

SIGNAL WAVEFORM

Refer to DTC P0121

FL-82 FUEL SYSTEM


FL-83 FUEL SYSTEM

FL-84 FUEL SYSTEM


DTC P0123 Throttle/Pedal Position Sensor Circuit High Input

DESCRIPTION

Refer to DTC P0121


1. DTC Description

ECM sets DTC P0123 if the ECM detects signal voltage higher than threshold of the possible range of a properly operating TPS. 2. Conditions for Setting the DTC


Detecting Condition


• Enable condition • Open or short to battery in

TPS circuit

- Engine speed > 600 rpm • TPS

• ECM

• Threshold Value

P0123

- Throttle opening degree > 95.7% (4.78 V) SPECIFICATION

Refer to DTC P0121

SCHEMATIC DIAGRAM

Refer to DTC P0121

SIGNAL WAVEFORM

Refer to DTC P0121

FL-85 FUEL SYSTEM


FL-86 FUEL SYSTEM FL-86 FUEL SYSTEM

FL-87 FUEL SYSTEM


DTC P0130 O2 Sensor Circuit (Bank 1 / Sensor 1)

COMPONENT LOCATION

DESCRIPTION

The heated oxygen sensor is mounted or the front side of Catalytic Converter (warm-up catalytic converter) or in the front exhaust pipe, which detects the oxygen concentration in the exhaust gas. The heated oxygen sensor (HO2S) produces a voltage that varies between 0V and 1V. When the air/fuel ratio is lean, the oxygen concentration in the exhaust gas increases and the front HO2S outputs a low voltage (approximately 0 ~ 0.1 V). When the air/fuel ratio is rich, the oxygen concentration in the exhaust gas decreases and the front HO2S output a high voltage (approximately 0.8 ~ 1 V). The ECM constantly monitors the HO2S and increases or decreases the fuel injection duration by using the HO2S signal, which is called closed-loop fuel control operation.

FL-88 FUEL SYSTEM


1. DTC Description

The ECM sets DTC P0130 if ECM detects HO2S (B1/S1) circuit malfunction.



Detecting Condition


• Enable condition • Short to battery or ground

in HO2S circuit

- Battery voltage > 10.7 V • HO2S (Bank 1 / Sensor 1)

- Target lambda = 1.0 (600°C < exhaust gas temp. < 800°C) or target lambda > 0.8 (heating power dew point end detected downstream O2 sensor readiness)

• ECM

- Time after dew - point end > 10 s

• Threshold Value

P0130

- (heater coupling > 5 times) or (0.06 V < signal output upstream O2 sensor < 0.4V, signal output downstream O2 sensor > 0.5V) or (signal output downstream O2 sensor < 0.099V, 0.6V < signal output upstream O2 sensor < 1.5V)

SPECIFICATION

Temperature Heater Resistance

0 ~ 1.0 V 9.0 Ω (20°C)

FL-89 FUEL SYSTEM

SCHEMATIC DIAGRAM

SIGNAL WAVEFORM

FL-90 FUEL SYSTEM


FL-91 FUEL SYSTEM

FL-92 FUEL SYSTEM


DTC P0131 O2 Sensor Circuit Low Input (Bank 1 / Sensor 1)

DESCRIPTION

Refer to DTC P0130


1. DTC Description

The ECM sets DTC P0131 if ECM detects open or short to ground in HO2S circuit.



Detecting Condition


• Enable condition • Short to ground or open in

HO2S circuit

- Battery voltage > 10.7 V • Front HO2S


• ECM

- Engine coolant temperature < 40°C - Engine coolant temperature after 1 driving cycle > 60°C - Time after dew - point end > 0.1 s

• Threshold Value

P0131

- Signal output upstream O2 sensor < 0.04V SPECIFICATION

Refer to DTC P0130

SCHEMATIC DIAGRAM

Refer to DTC P0130

SIGNAL WAVEFORM

Refer to DTC P0130

FL-93 FUEL SYSTEM


FL-94 FUEL SYSTEM


DTC P0132 O2 Sensor Circuit High Input (Bank 1 / Sensor 1)

DESCRIPTION

Refer to DTC P0130


1. DTC Description

The ECM sets DTC P0132 if ECM detects signal voltage is higher than threshold.



Detecting Condition


• Enable condition • Short to battery in HO2S

circuit

- Battery voltage > 10.7 V • Front HO2S


• ECM

- Time elapse > 80 s

• Threshold Value

P0132

- Signal output upstream O2 sensor > 1.5 V

SPECIFICATION

Refer to DTC P0130

SCHEMATIC DIAGRAM

Refer to DTC P0130

SIGNAL WAVEFORM

Refer to DTC P0130

FL-95 FUEL SYSTEM


FL-96 FUEL SYSTEM


DTC P0133 O2 Sensor Circuit Slow Response (Bank 1 / Sensor 1)

DESCRIPTION

Refer to DTC P0130


1. DTC Description The ECM monitors front oxygen sensor amplitude level and compares it to predetermined minimum amplitude value which could increase emission or disturb lambda control by the effect of ageing on the oxygen sensor. The ECM sets DTC P0133 when the signal of oxygen sensor is out of threshold. If same error code is set in the next driving cycle, the ECM illuminates the MIL. 2. Conditions for Setting the DTC


Detecting Condition




- Rationality check

• Enable condition • Exhaust system

- 1420 rpm < Engine speed < 3000 rpm • Front HO2S - 20% < Engine load < 50% - Exhaust temperature > 450C

- Lambda control active

• Threshold Value

- Signal check, High : Average of 20 period > 2.9 s

P0133

- Signal check, Low : Average of 20 period < 0 s

SCHEMATIC DIAGRAM

Refer to DTC P0130

SIGNAL WAVEFORM

Refer to DTC P0130

FL-97 FUEL SYSTEM


FL-98 FUEL SYSTEM

FL-99 FUEL SYSTEM


DTC P0134 O2 Sensor Circuit No Activity Detected (Bank 1 / Sensor 1)

DESCRIPTION

Refer to DTC P0130



Detecting Condition


• Injector

• Enable condition • Front HO2S

- Battery voltage > 10.7 V • Vacuum leakage


• Open or short in front HO2S circuit

- Time elapse after fuel cut-off > 3 s • Improper fuel pressure

• ECM

• Threshold Value

P0134

- (Signal output upstream O2 sensor > 0.2V, Signal output downstream O2 sensor > 0.2V) or (0.4V < Signal output upstream O2 sensor < 0.6V) or (internal resistance > 20,000 Ω, exhaust gas temp. > 600C)

SCHEMATIC DIAGRAM

Refer to DTC P0130

SIGNAL WAVEFORM

Refer to DTC P0130

FL-100 FUEL SYSTEM


FL-101 FUEL SYSTEM

FL-102 FUEL SYSTEM


DTC P0136 O2 Sensor Circuit Malfunction (Bank 1 / Sensor 2)

COMPONENT LOCATION

DESCRIPTION The rear heated oxygen sensor is mounted on the rear side of the Catalytic Converter (warm-up catalytic converter) or in the rear exhaust pipe, which detects the catalyst efficiency. The rear heated oxygen sensor (HO2S) produces a voltage between 0V and 1V. This rear heated oxygen sensor is used to estimate the oxygen storage capability. If a catalyst has good conversion properties, the oxygen fluctuations are smoothed by the oxygen storage capacity of the catalyst. If the conversion provided by the catalyst is low due to aging, poisoning or misfiring, then the oxygen fluctuations are similar to signals from the front oxygen sensor.


1. DTC Description ECM sets DTC P0136 if the ECM detects that the rear HO2S signal is short to battery. 2. Conditions for Setting the DTC


Detecting Condition



- Battery voltage > 10.7V • Short to battery in HO2S

circuit

- Target lambda = 1.0 • Rear HO2S - 370C < catalyst temp. < 900C • ECM

- Enough heated

- Time after dew - point end > 10 s

• Threshold Value

P0136

- Heater coupling > 5 times

FL-103 FUEL SYSTEM

SCHEMATIC DIAGRAM

SIGNAL WAVEFORM

FL-104 FUEL SYSTEM


FL-105 FUEL SYSTEM


DTC P0137 O2 Sensor Circuit Low Input (Bank 1 / Sensor 2)

DESCRIPTION

Refer to DTC P0136


1. DTC Description

ECM sets DTC P0137 if the ECM detects signal voltage lower than the possible range of a properly operating rear heated oxygen sensor (HO2S). 2. Conditions for Setting the DTC


Detecting Condition



- Battery voltage > 10.7V • Short to ground in HO2S

circuit

- Target lambda = 1.0 • Rear HO2S - 370°C < catalyst temp. < 900°C • ECM

- Enough heated


• Threshold Value

P0137

- Signal output downstream O2 sensor < 0.04V SPECIFICATION

Refer to DTC P0136

SCHEMATIC DIAGRAM

Refer to DTC P0136

SIGNAL WAVEFORM

Refer to DTC P0136

FL-106 FUEL SYSTEM


FL-107 FUEL SYSTEM


DTC P0138 O2 Sensor Circuit High Input (Bank 1 / Sensor 2)

DESCRIPTION

Refer to DTC P0136


1. DTC Description

ECM sets DTC P0138 if the ECM detects signal voltage higher than the possible range of a properly operating rear heated oxygen sensor (HO2S). 2. Conditions for Setting the DTC


Detecting Condition



- Battery voltage > 10.7V • Short to battery in HO2S

circuit

- Target lambda = 1.0 • Rear HO2S - 370°C < catalyst temp. < 900°C • ECM

- Enough heated


• Threshold Value

P0138

- Signal output downstream O2 sensor > 1.5V SPECIFICATION

Refer to DTC P0136

SCHEMATIC DIAGRAM

Refer to DTC P0136

SIGNAL WAVEFORM

Refer to DTC P0136

FL-108 FUEL SYSTEM


FL-109 FUEL SYSTEM


DTC P0140 O2 Sensor Circuit No Activity Detected (Bank 1 / Sensor 2)

DESCRIPTION

Refer to DTC P0136


1. DTC Description If there is no signal or activity, the ECM judges this as a fault and DTC is set. 2. Conditions for Setting the DTC


Detecting Condition

• DTC Strategy - Signal interruption

• Enable condition • Leakage

- Battery voltage > 10.7V • Injector - Target lambda = 1.0 • Rear HO2S - 370°C < catalyst temp. < 900°C • ECM

- Enough heated


• Threshold Value

P0140

- 0.4V < Signal output downstream O2 sensor < 0.519V or internal resistance > 40,000 Ω (catalyst temp. > 600°C)

SCHEMATIC DIAGRAM

Refer to DTC P0136

SIGNAL WAVEFORM

Refer to DTC P0136

FL-110 FUEL SYSTEM


FL-111 FUEL SYSTEM


DTC P0230 Fuel Pump Circuit Malfunction

DESCRIPTION

The ECM provides ground to one side of the coil in the fuel pump relay to control the fuel pump relay. The other side of the fuel pump relay coil is connected to fuel pump relay, which activates when the ignition switch is ON. The ECM monitors the control circuit between the fuel pump relay and the ECM. When the ignition switch is turned ON, the ECM energizes the fuel pump relay, which sends power to the fuel pump.


1. DTC Description ECM sets DTC P0230 if the ECM detects that fuel pump relay control circuit is open or short to ground or battery. 2. Conditions for Setting the DTC


Detecting Condition




- Rationality check

• Open or short in fuel pump

relay circuit

• Enable condition • Fuel pump relay

- Engine speed > 40 rpm • ECM - 6.34V < Battery voltage < 15.49V - Counter test pulse trigger > 0

• Threshold Value

- Signal check to Battery

- Signal check to Ground

P0230


FL-112 FUEL SYSTEM

SCHEMATIC DIAGRAM

FL-113 FUEL SYSTEM


FL-114 FUEL SYSTEM

FL-115 FUEL SYSTEM




P0267 Cylinder 3 - Injector Circuit Low DTC

P0270 Cylinder 4 - Injector Circuit Low COMPONENT LOCATION

DESCRIPTION Based on information from various sensors, the ECM measures the fuel injection amount. The fuel injector is a solenoid-operated valve and the fuel injection amount is controlled by length of time the fuel injector is held open. The ECM controls each injector by grounding the control circuit. When the ECM energizes the injector by grounding the control circuit, the circuit voltage should be low (theoretically 0V) and the fuel is injected. When the ECM de-energizes the injector by opening control circuit, the fuel injector is closed and circuit voltage should be peak for a moment.


1. DTC Description ECM sets DTC P0261, P0264, P0267 or P0270 respectively if the ECM detects that injector (Cylinder #1, 2, 3 or 4) control circuit is open or short to ground. 2. Conditions for Setting the DTC


Detecting Condition


- Signal interruption • Short to ground or open in

injector circuit

- Rationality check • Injector

• ECM

• Threshold Value

- Signal check to Ground

P0261 P0264 P0267 P0270


FL-116 FUEL SYSTEM

SPECIFICATION

INJECTOR

Temperature Injector Resistance

20°C 13.8 ~ 15.2 Ω

SCHEMATIC DIAGRAM

FL-117 FUEL SYSTEM

SIGNAL WAVEFROM

FL-118 FUEL SYSTEM


FL-119 FUEL SYSTEM

FL-120 FUEL SYSTEM




P0268 Cylinder 3 - Injector Circuit High DTC


DESCRIPTION

Refer to DTC P0261


1. DTC Description ECM sets DTC P0262, P0265, P0268 or P0271 respectively if the ECM detects that injector (Cylinder #1, 2, 3 or 4) control line is short to battery. 2. Conditions for Setting the DTC


Detecting Condition


• Short to battery in injector

circuit

• Injector

• ECM

• Threshold Value

P0262 P0265 P0268 P0271

- Short circuit to Battery

SPECIFICATION

Refer to DTC P0261

SCHEMATIC DIAGRAM

Refer to DTC P0261

SIGNAL WAVEFORM

Refer to DTC P0261

FL-121 FUEL SYSTEM


FL-122 FUEL SYSTEM

FL-123 FUEL SYSTEM


P0300 Multiple Cylinder Misfire Detected

P0301 Cylinder 1 - Misfire Detected



DTC


DESCRIPTION

Misfires can be caused by lack of combustion in a cylinder due to absence of spark, poor fuel metering, poor compression, or many other causes. Even a small number of misfires may result in excessive exhaust emissions due to the unburned mixture. Increased misfire rates cause damage to the catalytic converter. The ECM monitors the crankshaft speed variation to determine if any misfiring generated. The ECM identifies the specific cylinder in which the misfire has occurred and counts individual misfire events by monitoring changes in the crankshaft rotation for each cylinder. A random misfire indicates two or more cylinders are misfiring.


1. DTC Description The ECM must monitor the engine for misfiring possibly caused by ignition coil defects or injector fails. If misfiring is detected, the ECM identify the cylinder(s) that has (have) misfired and calculate misfiring rate for a given duration. The DTC for Misfire (P0301 to 0304) is set as soon as misfiring rate exceed the limit which result in damage to the catalyst or increase emissions. The ECM stores individual DTC for the cylinder which has more than 4% of total misfire rate. With more than two cylinders misfire detection, the ECM sets P0300. If the misfire rate is not extremely high, the MIL will be illuminated in the next driving cycle that diagnostic runs and fails. With extremely high misfire rate which has a danger of burning up the catalyst, the MIL blinks immediately. 2. Conditions for Setting the DTC


Detecting Condition


- Signal check, High • Open or short in engine wire

- Signal interruption • Connector connection

- Rationality check • Vacuum hose connection

• Ignition system

• Enable condition • Injector

- Engine speed < 4500 rpm • Fuel pressure - Engine load > zero torq. • Compression pressure - Engine load change < (60 ~ 380 % / seg • Valve clearance and timing

- Engine speed change < (2800 ~ 5200 rpm/s) • PCV hose

- Wheel acceleration < 0.2 g • PCV hose connection

- Time after engine start > 4.5 s • CKPS

- Intake air temperature > -7C • ECM

• Threshold Value

- Misfire rate > catalyst damage misfire rate

P0300 P0301 P0302 P0303 P0304

- Misfire rate > 4%

FL-124 FUEL SYSTEM

SPECIFICATION

Ignition Coil Resistance

Primary Coil Secondary Coil

0.87 ± 10% Ω 13.0 ± 15% kΩ

SCHEMATIC DIAGRAM

FL-125 FUEL SYSTEM


FL-126 FUEL SYSTEM

FL-127 FUEL SYSTEM

FL-128 FUEL SYSTEM


DTC P0325 Knock Sensor 1 Circuit Malfunction

COMPONENT LOCATION

DESCRIPTION

Knocking is a phenomenon characterized by undesirable vibration and noise and can cause engine damage. The knock sensor (KS) is attached to the cylinder block and senses engine knocking. A knocking vibration from the cylinder block is applied as pressure to the piezoelectric element. The knock sensor (KS) detects vibration upon increase and decrease in engine RPM and generates a voltage based on this vibration. The ECM controls the ignition timing based on the amplitude and frequency of the knock sensor signal. For example, if engine knocking occurs, the ignition timing is retarded to suppress it. This DTC is set when the frequency goes outside a calibrated level.

FL-129 FUEL SYSTEM


1. DTC Description The ECM monitors the range of the analog input signal from knock sensor to check sensor failure that is short circuit or open circuit. In case the normalized reference level of knock control is out of the threshold value, the DTC P0325 is set. If same error code is set in the next driving cycle, the ECM illuminates the MIL. 2. Conditions for Setting the DTC


Detecting Condition

• DTC Strategy - Signal check


- Rationality check

• Enable condition • Knock sensor - Signal check : Engine speed > 2600 rpm, No dynamic

condition, Knock control active • Open or Short in knock

sensor circuit - Rationality check : function active, engine speed > 1200

rpm or ≤ 5200 rpm • ECM

• Threshold Value - Signal check : the normalized reference level of knock

control is out of the threshold valve

P0325

- Rationality check : integrator gradient ≤ f(measuring window length) or integrated difference between integrator value at start of measuring window and 715 > 0.2344V, (integrator value at the end of measuring window - integrator value at start of measuring window) < 3.7V

FL-130 FUEL SYSTEM

SCHEMATIC DIAGRAM

SIGNAL WAVEFORM

FL-131 FUEL SYSTEM


FL-132 FUEL SYSTEM

FL-133 FUEL SYSTEM


DTC P0335 Crankshaft Position Sensor Circuit Malfunction

COMPONENT LOCATION

DESCRIPTION

The Crankshaft Position Sensor (CKPS) is a hall effect type sensor that generates voltage using a sensor and a target wheel mounted on the crankshaft; there are 28 slots in the target wheel where one is longer than the others. When the slot in the wheel aligns with the sensor, the sensor voltage outputs low. When the metal (tooth) in the wheel aligns with the sensor, the sensor voltage output is high. During one crankshaft rotation there are 28 rectangular signals and one longer signal. The ECM calculates engine RPM by using the sensor’s signal and controls the injection duration and the ignition timing. Using the signal differences caused by the longer slot, the ECM identifies which cylinder is at top dead center.

FL-134 FUEL SYSTEM


1. DTC Description The ECM sets DTC P0335 When the signal is out of threshold value or the counter of level change of phase sensor output signal is over 8 times. If same error code is set in the next driving cycle, the ECM illuminates the MIL. 2. Conditions for Setting the DTC


Detecting Condition • Short to ground • DTC Strategy

- Signal check, Low • Open or short to battery in

CKPS


- Signal interruption • Poor connection of CKPS

connector

• Air gap out of specification

• Enable condition - Signal interruption : no engine speed signal

• CKPS interfered with electrical noise at cranking

• CKPS


P0335

- Counter of level of phase sensor output signal > 8 times

SCHEMATIC DIAGRAM

FL-135 FUEL SYSTEM

SIGNAL WAVEFORM

FL-136 FUEL SYSTEM


FL-137 FUEL SYSTEM

FL-138 FUEL SYSTEM

FL-139 FUEL SYSTEM


DTC P0336 Crankshaft Position Sensor Circuit Range / Performance

COMPONENT LOCATION DESCRIPTION

Refer to DTC P0335 Refer to DTC P0335


1. DTC Description

The ECM sets DTC P0336 if ECM detects the number of tooth on crank shaft is not correct or can not detect missing tooth. 2. Conditions for Setting the DTC


Detecting Condition • DTC Strategy

- Rationality check

• Enable condition • Air gap - No vehicle speed sensor error • CKPS - 1.0 km/h < Engine speed < 25 km/h • Tone wheel - Engine speed + 50 < stationary reference speed • ECM

• Threshold Value

P0336

- Counter of failure in searching reference gap or + / - 1 tooth

SCHEMATIC DIAGRAM

Refer to DTC P0335

SIGNAL WAVEFORM

Refer to DTC P0335

FL-140 FUEL SYSTEM


FL-141 FUEL SYSTEM


DTC P0340 Camshaft Position Sensor Circuit Malfunction (Bank1 or Single Sensor)

COMPONENT LOCATION

DESCRIPTION

The Camshaft Position Sensor (CMPS) is a sensor that detects the compression TDC of the NO. 1 cylinder. The CMPS consists of a hall type sensor and a target on the end of the intake camshaft. When the target triggers the sensor, the sensor voltage is approximately 12V. If not, the sensor voltage is 0V. These CMPS signal is sent to the ECM and the ECM uses the CMPS signal for synchronizing the firing of sequential fuel injectors.

FL-142 FUEL SYSTEM


1. DTC Description

The ECM monitors the camshaft sensor signal transition position which must change only once per crankshaft revolution. If no camshaft signal is detected while crankshaft signal is detected, the ECM sets DTC P0340. If same error code is set in the next driving cycle, the ECM illuminates the MIL. 2. Conditions for Setting the DTC



- Signal check, Low

- Signal check, High • Short to ground

- Signal interruption • Open or short to battery

- Rationality check

• Poor connection of CMPS

connector

• Threshold Value • CMPS - Slope of phase signal (=255) > 12 times • ECM - Slope of phase signal (=0) > 12 times

- Slope of phase signal (=255) > 12 times or Slope of phase signal (=0) > 12 times and Edge detected

P0340

- (Slope of phase signal < 255 & slope of phase signal > 0 & Slope of phase signal ≠ 85 & Slope of phase signal ≠ 170) > 12 times

SCHEMATIC DIAGRAM

FL-143 FUEL SYSTEM

SIGNAL WAVEFORM

FL-144 FUEL SYSTEM


FL-145 FUEL SYSTEM

FL-146 FUEL SYSTEM

FL-147 FUEL SYSTEM


DTC P0420 Catalyst System Efficiency Below Threshold (Bank 1)

DESCRIPTION

The ECM uses dual oxygen sensors to monitor the efficiency of the manifold catalytic converter (warm-up catalytic converter). By monitoring the oxygen storage capacity of a catalyst, its efficiency can be indirectly calculated. The upstream (front) HO2S is used to detect the amount of oxygen in the exhaust gas before it enters the catalytic converter. A low voltage indicates high oxygen contents (lean air mixture). A high voltage indicates low oxygen contents (rich air mixture). When the catalyst efficiency drops, no chemical reaction takes place. This means the concentration of oxygen will be the same at the rear as it is at the front. The output voltage of the rear HO2S copies the voltage of the front HO2S.To monitor the system, the lean-to-rich switches of the front HO2S to the rear HO2S is counted. The ratio of rear switches to front switches is used to determine whether the catalyst is operating properly. An effective catalyst will have fewer rear switches than front switches, that is, a ratio closer to zero.


1. DTC Description The ECM calculates oscillation size of rear HO2S signal which represents catalyst conversion properties. This oscillation size will determine if catalyst conversion is low due to aging or poisoning from leaded fuel or misfiring. The ECM sets P0420 if the average of calculated oscillation size of rear HO2S signal during predetermined duration is higher than the predetermined threshold. If same error code is set in the next driving cycle, the ECM illuminates the MIL. 2. Conditions for Setting the DTC


Detecting Condition




- Rationality check

• Gas leakage in exhaust

system

• Enable condition • HO2S - 1760 rpm < Engine speed < 2840 rpm • Catalytic converter - 22% < Engine load < 51% • ECM - 540°C < Catalyst temp. (model) < 800°C - Canister load factor < 10 - Closed loop control : Active

• Threshold Value

P0420

- Canister aging factor > 0.65

FL-148 FUEL SYSTEM


FL-149 FUEL SYSTEM


DTC P0444 EVAP Emission Control System Purge Control Valve Circuit Open

COMPONENT LOCATION

DESCRIPTION

The evaporative emission control system prevents hydrocarbon (HC) vapors from the fuel tank from escaping into the atmosphere where they could form photochemical smog. Gasoline vapors are collected in the charcoal canister. The ECM controls the Purge Control Solenoid Valve (PCSV) to purge any collected vapors from the canister back to the engine for combustion. This valve is actuated by the purge control signal from the ECM and controls fuel vapor from the canister to the intake manifold.

DTC DETECTING CONDITION 1. DTC Description ECM sets DTC P0444 if the ECM detects that the PCSV control line is open or short to ground. 2. Conditions for Setting the DTC



- Signal check, Low


- Rationality check

• Open or short to ground in

PCSV circuit

• Threshold Value • PCSV

- Short circuit to ground • ECM

P0444


SPECIFICATION

Temperature PCSV Resistance

20°C 32 Ω

FL-150 FUEL SYSTEM

SCHEMATIC DIAGRAM

SIGNAL WAVEFROM

FL-151 FUEL SYSTEM


FL-152 FUEL SYSTEM

FL-153 FUEL SYSTEM


DTC P0445 EVAP Emission Control System Purge Control Valve Circuit Shorted

DESCRIPTION

Refer to DTC P0444


1. DTC Description

ECM sets DTC P0445 if the ECM detects that the PCSV control is short battery.




- Signal check, High • Short to battery in PCSV

circuit

• PCSV


P0445

- Short circuit to ground

SPECIFICATION

Refer to DTC P0444

SCHEMATIC DIAGRAM

Refer to DTC P0444

SIGNAL WAVEFORM

Refer to DTC P0444

FL-154 FUEL SYSTEM


FL-155 FUEL SYSTEM

FL-156 FUEL SYSTEM


DTC P0501 Vehicle Speed Sensor Range / Performance

DESCRIPTION

The Vehicle Speed Sensor (VSS) generates a waveform with a frequency according to the speed of the vehicle. The signal generated by the VSS informs the ECM not only if the vehicle speed is low or high but also is stopped the vehicle or not. The ECM uses this signal to control the fuel injection, ignition timing, transmission/transaxle shift scheduling and torque converter clutch scheduling.

FL-157 FUEL SYSTEM


1. DTC Description The ECM evaluates engine speed and mass air flow if there is no vehicle speed signal. This evaluation of both values will detect open circuit or short circuit error on wheel speed sensor. The ECM sets DTC P0501 if there is no vehicle speed signal from wheel speed sensor while both engine speed and mass air flow are higher than predetermined threshold during predetermined time. If the same error code is set in the next driving cycle, the ECM illuminates the MIL. 2. Conditions for Setting the DTC


Detecting Condition




- Rationality check

• Open or short in VSS circuit

• Enable condition • VSS

- Signal interruption • ECM - Engine coolant temperature > 64.5°C - 3000 rpm < Engine speed < 4000 rpm - Fuel cut - off

- Rationality check - Relative charge of cylinder > 49.5% - Engine speed > 3000 rpm

• Threshold Value

- Signal interruption : Vehicle speed < 5.0 km/h

P0501

- Rationality check : Vehicle speed < 3.75 km/h

FL-158 FUEL SYSTEM

SCHEMATIC DIAGRAM

FL-159 FUEL SYSTEM


FL-160 FUEL SYSTEM

FL-161 FUEL SYSTEM


DTC P0506 Idle Control System - RPM Lower Than Expected

COMPONENT LOCATION

DESCRIPTION

The Idle Speed Control Actuator (ISCA) is installed on the intake manifold and controls the intake airflow that is bypassed around the throttle plate to keep constant engine speed when the throttle valve is closed. The function of the ISCA is to maintain idle speed according to various engine loads and conditions, and also to provide additional air during starting. The ISCA consists of an opening coil, a closing coil, and a permanent magnet. Based on information from various sensors, the ECM controls both coils by grounding their control circuits. According to the control signals from the ECM, the valve rotor rotates to control the by pass airflow into the engine.

FL-162 FUEL SYSTEM


1. DTC Description The ECM monitors engine speed deviation from the target idle engine speed when the vehicle is stopped and the idle speed valve opening is stable. The ECM sets DTC P0506 if the difference to the target idle engine speed is lower than the predetermined threshold. If the same error code is set in the next driving cycle, the ECM illuminates the MIL. 2. Conditions for Setting the DTC


Detecting Condition


- Signal interruption • ISCA

- Rationality check • TPS

• Intake hose

• Enable condition • Carbon fouled throttle plate - Vehicle speed = 0 - Engine coolant temperature > 75°C

• Accelerator cable adjusted properly

- Intake air temperature > 9.75°C • ECM - Altitude adaptation factor > 0.7 - Idle ON - No error in vehicle speed sensor, engine coolant

temperature sensor, intake air temperature sensor, purge valve drive stage, purge system, ISA drive stage

• Threshold Value

- Relative engine load < 50%

P0506

- (Target engine speed - real engine speed) > 150 rpm

SPECIFICATION

Throttle Position Output Voltage

C.T (IDLE) 0.2 ~ 0.8 V

W.O.T. 4.3 ~ 4.8 V

ISCA COIL

Temperature ISCA COIL Resistance

CLOSE COIL 16.6 ~ 18.6 Ω 20°C

OPEN COIL 14.5 ~ 16.5 Ω

FL-163 FUEL SYSTEM

SCHEMATIC DIAGRAM

SIGNAL WAVEFORM

FL-164 FUEL SYSTEM


FL-165 FUEL SYSTEM

FL-166 FUEL SYSTEM


DTC P0507 Idle Control System - RPM Higher Than Expected

DESCRIPTION

Refer to DTC P0506


1. DTC Description The ECM monitors engine speed deviation from the target idle engine speed when the vehicle is stopped and the idle speed valve opening is stable. The ECM sets DTC P0507 if the difference to the target idle engine speed is higher than the predetermined threshold. If same error code is set in the next driving cycle, the ECM illuminates the MIL. 2. Conditions for Setting the DTC


Detecting Condition


• ISCA

• Enable condition • TPS - Engine speed > 40 rpm • Air leakage intake system - Vehicle speed = 0 • Vacuum hose and PCV - Engine coolant temperature > 75°C • PCSV - Intake air temperature > 9.75°C - Altitude adaptation factor > 0.7

• Accelerator cable adjusted improperly

- Idle ON • ECM - No error in vehicle speed sensor, engine coolant

temperature sensor, intake air temperature sensor, purge valve drive stage, purge system, ISA drive stage

• Threshold Value

- Fuel cut - off occurrence > 3 times

P0507

- Or (Target engine speed - real engine speed) < -150 rpm

SPECIFICATION

Refer to DTC P0506

SCHEMATIC DIAGRAM

Refer to DTC P0506

SIGNAL WAVEFORM

Refer to DTC P0506

FL-167 FUEL SYSTEM


FL-168 FUEL SYSTEM

FL-169 FUEL SYSTEM

FL-170 FUEL SYSTEM


DTC P0562 System Voltage Low

DESCRIPTION

The system voltage has to be high enough to guarantee in order to perform diagnosis functions. The ECM monitors battery voltage.

DTC DETECTING CONDITION 1. DTC Description

ECM sets DTC P0562 if the ECM detects system voltage is out of the threshold value.



Detecting Condition


• Enable condition • Charging system - Time elapse after start > 120 s • ECM

• Threshold Value

- 2.5V < Battery voltage < 10V

P0562

- Battery < 2.5V

SCHEMATIC DIAGRAM

FL-171 FUEL SYSTEM


FL-172 FUEL SYSTEM


DTC P0563 System Voltage High

DESCRIPTION

Refer to DTC P0562


1. DTC Description

ECM sets DTC P0563 if the ECM detects system voltage higher than the possible range of battery voltage.



Detecting Condition


• Enable condition • Charging system - No engine RPM failure • ECM - Vehicle speed > 25 km/h - Time elapse after start > 120 s

• Threshold Value

P0563

- Battery voltage > 17 V SCHEMATIC DIAGRAM

Refer to DTC P0562


FL-173 FUEL SYSTEM


DTC P0600 CAN Communication BUS

DESCRIPTION A communication line exists between the ECM and the other control module(s). The purpose of this DTC is for the ECM to activate the Malfunction Indicator Lamp (MIL) when a communication failure has occurred.

DTC DETECTING CONDITION 1. DTC Description The ECM determines CAN communication error and sets DTC P0600 if communication with other engine control devices (e.g. TCM, ABS) via CAN is impossible. If same error code is set in the next driving cycle, the ECM will illuminate the MIL. 2. Conditions for Setting the DTC


Detecting Condition

• DTC Strategy - Signal check, Low - Signal check, High • CAN communication disabled

- Signal interruption • CAN line disconnected

- Rationality check • TCM

• ECM

• Threshold Value

- Short circuit to Ground

P0600


SCHEMATIC DIAGRAM

FL-174 FUEL SYSTEM

SIGNAL WAVEFORM


• This is internal fault. There is no troubleshooting procedure for it. • Temporarily install a good TCM/ECM Control Unit and check for proper operation. If problem is corrected, replace TCM/ ECM Control Unit.

FL-175 FUEL SYSTEM


DTC P0605 Internal Control Module Read Only Memory (ROM) Error

COMPONENT LOCATION

DESCRIPTION

A malfunction is detected by using a checksum technique for verifying data. The digital data is composed of zeros and ones. A checksum is the total of all ones in a string of data. By comparing the checksum value with a stored value, a malfunction can be detected.


1. DTC Description The ECM monitors RAM areas and communication connections between microcontroller and output drivers and sets DTC P0605 if failure is detected. If same error code is set in the next driving cycle, the ECM will illuminate the MIL. 2. Conditions for Setting the DTC


Detecting Condition


• Enable condition • ECM internal fault - None

• ECM hardware or software error

• Threshold Value

- Each check sum of several blocks

P0605

(Actual check sum check sum data)

FL-176 FUEL SYSTEM


FL-177 FUEL SYSTEM


DTC P0646 A/C Clutch Relay Control Circuit Low

DESCRIPTION

The A/C relay is activated if the A/C switch is ON while the blower is running and system operation is enabled the ECM. Power is then supplied to the A/C compressor electromagnetic clutch and A/C system is operated. The A/C compressor is switched out to prevent it running when full engine output is required or there is a risk of overheating. The ECM also inhibits compressor operation on starting to permit running conditions to stabilize.


1. DTC Description ECM sets DTC P0646 if the ECM detects that Air conditioner switch is open or short to ground. 2. Conditions for Setting the DTC


Detecting Condition

• DTC Strategy - Signal check, Low - Signal check, High • Open or short to ground circuit

- Rationality check • A/C clutch Relay

• ECM

• Threshold Value


P0646


SCHEMATIC DIAGRAM

FL-178 FUEL SYSTEM


FL-179 FUEL SYSTEM

FL-180 FUEL SYSTEM


DTC P0647 A/C Clutch Relay Control Circuit High

DESCRIPTION

Refer to DTC P0646


1. DTC Description

ECM sets DTC P0647 if the ECM detects that Air conditioner switch is short to battery.



Detecting Condition

• DTC Strategy • Short to battery circuit

- Signal check, High • A/C Clutch Relay

• ECM

• Threshold Value

P0647


SCHEMATIC DIAGRAM

Refer to DTC P0646

FL-181 FUEL SYSTEM


FL-182 FUEL SYSTEM

FL-183 FUEL SYSTEM


DTC P0650 Malfunction Indicator Lamp (MIL) Control Circuit Malfunction

DESCRIPTION

The Malfunction Indicator Lamp (MIL), which is located in the instrument cluster, comes on to notify the driver that there may be a problem with the vehicle and that service is needed. Immediately after the ignition switch turns on, the malfunction indicator lamp is lit for 5 seconds to indicate that the MIL operates normally.


1. DTC Description ECM sets DTC P0650 if the ECM detects that the MIL control line is open or short circuit to ground or battery line. 2. Conditions for Setting the DTC


Detecting Condition

• DTC Strategy - Signal check, Low - Signal check, High • Open circuit in MIL circuit


- Rationality check • Short to ground or battery in

MIL circuit

• MIL




P0650


FL-184 FUEL SYSTEM

SCHEMATIC DIAGRAM

FL-185 FUEL SYSTEM


FL-186 FUEL SYSTEM

FL-187 FUEL SYSTEM


DTC P1307 Acceleration Sensor Circuit Rationality

DESCRIPTION The Chassis Acceleration Sensor (CAS) consists of a piezoelectric vibration pick up which detects vertical acceleration of the vehicle. The sensor signal is used by the ECM to determine the degree of vertical movement of the car, for example, on a bumpy road. Since this may also cause uneven engine running, the ECM uses the signal to distinguish the phenomenon from actual misfiring.

DTC DETECTING CONDITION 1. DTC Description If the value exceeds threshold value, the ECM judges this as a fault and DTC P1307 is set. 2. Conditions for Setting the DTC


Detecting Condition


• Enable condition • CAS - No vehicle speed sensor error • ECM - Vehicle speed = 0.0 km/h

• Threshold Value

P1307

- Storage value of acceleration sensor signal > f(vehicle speed)

SPECIFICATION

Acceleration Sensor

IG ON Approx. 2.5V

FL-188 FUEL SYSTEM

SCHEMATIC DIAGRAM

FL-189 FUEL SYSTEM


FL-190 FUEL SYSTEM

FL-191 FUEL SYSTEM


DTC P1308 Acceleration Sensor Circuit Signal Check Low

DESCRIPTION

Refer to DTC P1307


1. DTC Description

ECM sets DTC P1308 if the ECM detects signal voltage lower than the possible range of a properly operating CAS.



Detecting Condition

• DTC Strategy - Signal check, Low • Short to ground in CAS circuit - Signal interruption • CAS • ECM

• Threshold Value

P1308

- Filtered acceleration sensor signal < 1.5V SPECIFICATION

Refer to DTC P1307

SCHEMATIC DIAGRAM

Refer to DTC P1307

FL-192 FUEL SYSTEM


FL-193 FUEL SYSTEM

FL-194 FUEL SYSTEM


DTC P1309 Acceleration Sensor Circuit Signal Check High

DESCRIPTION

Refer to DTC P1307


1. DTC Description

ECM sets DTC P1309 if the ECM detects signal voltage higher than the possible range of a properly operating CAS.



Detecting Condition


• Open or short to battery in

CAS circuit

• Enable condition • CAS - No plausibility fault • ECM

• Threshold Value

P1309

- CAS signal > 3.5V

SPECIFICATION

Refer to DTC P1307

SCHEMATIC DIAGRAM

Refer to DTC P1307

FL-195 FUEL SYSTEM


FL-196 FUEL SYSTEM

FL-197 FUEL SYSTEM


DTC P1505 Idle Charge Actuator Signal Low of Coil #1

COMPONENT LOCATION

DESCRIPTION

The Idle Speed Control Actuator (ISCA) is installed on the intake manifold and controls the intake airflow that is bypassed around the throttle plate to keep constant engine speed when the throttle valve is closed. The function of the ISCA is to maintain idle speed according to various engine loads and conditions, and also to provide additional air during starting. The ISCA consists of an opening coil, a closing coil, and a permanent magnet. Based on information from various sensors, the ECM controls both coils by grounding their control circuits. According to the control signals from the ECM, the valve rotor rotates to control the by pass airflow into the engine.


1. DTC Description ECM sets DTC P1505 if the ECM detects that the ISCA (CLOSE) control is open or short to ground. 2. Conditions for Setting the DTC


Detecting Condition

• DTC Strategy - Signal check, Low - Signal interruption

- Rationality check • Open or short to ground in

ISCA circuit

• ISCA



P1505


FL-198 FUEL SYSTEM

SPECIFICATION

Temperature ISCA COIL Resistance

CLOSE COIL 16.6 ~ 18.6 Ω 20°C

OPEN COIL 14.5 ~ 16.5 Ω

SCHEMATIC DIAGRAM

FL-199 FUEL SYSTEM

SIGNAL WAVEFORM

FL-200 FUEL SYSTEM


FL-201 FUEL SYSTEM

FL-202 FUEL SYSTEM


DTC P1506 Idle Charge Actuator Signal High of Coil #1

DESCRIPTION

Refer to DTC P1505


1. DTC Description

ECM sets DTC P1506 if the ECM detects that the ISCA (CLOSE) control is short to battery.



Detecting Condition

• DTC Strategy • Short to battery in ISCA circuit - Signal check, High • ISCA • ECM

• Threshold Value

P1506


SPECIFICATION

Refer to DTC P1505

SCHEMATIC DIAGRAM

Refer to DTC P1505

SIGNAL WAVEFORM

Refer to DTC P1505

FL-203 FUEL SYSTEM


FL-204 FUEL SYSTEM

FL-205 FUEL SYSTEM


DTC P1506 Idle Charge Actuator Signal Low of Coil #2

DESCRIPTION

Refer to DTC P1505


1. DTC Description

ECM sets DTC P1507 if the ECM detects that the ISCA (OPEN) control line is open or short to ground.



Detecting Condition

• DTC Strategy - Signal check, Low - Signal interruption

- Rationality check • Open or short to ground in

ISCA circuit

• ISCA



P1507


SPECIFICATION

Refer to DTC P1505

SCHEMATIC DIAGRAM

Refer to DTC P1505

SIGNAL WAVEFORM

Refer to DTC P1505

FL-206 FUEL SYSTEM


FL-207 FUEL SYSTEM

FL-208 FUEL SYSTEM


DTC P1508 Idle Charge Actuator Signal High of Coil #2

DESCRIPTION

Refer to DTC P1505


1. DTC Description

ECM sets DTC P1506 if the ECM detects that the ISCA (OPEN) control is short to battery line.



Detecting Condition

• DTC Strategy • Short to battery in ISCA circuit - Signal check, High • ISCA • ECM

• Threshold Value

P1508


SPECIFICATION

Refer to DTC P1505

SCHEMATIC DIAGRAM

Refer to DTC P1505

SIGNAL WAVEFORM

Refer to DTC P1505

FL-209 FUEL SYSTEM


FL-210 FUEL SYSTEM

FL-211 FUEL SYSTEM


DTC P1529 TCM Request for MIL ON / Freeze to ECM via CAN

DESCRIPTION

A communication line exists between the Engine Control Module (ECM) and the Transaxle Control Module (TCM). The sole purpose of this communication line is for the TCM to notify the ECM to activate the Malfunction Indicator Lamp (MIL) when a serious transaxle failure has occurred.


1. DTC Description The ECM illuminates the MIL and sets DTC P1529 if TCM requests "MIL ON" via CAN. This error code determines diagnostic failure at TCM side. 2. Conditions for Setting the DTC



- Signal check, Low



- Rationality check • Transaxle system

• Enable condition - Time after start : 4 s

• Threshold Value

P1529

- Request from TCU via CAN communication


• This is only a request from the TCM to turn the MIL ON. The fault code is stored in the TCM.

• Check the transaxle system.

FL-212 FUEL SYSTEM


DTC P1586 MT / AT Encoding Error


1. DTC Description

The ECM sets DTC P1586 if ECM detects that the circuit related AT-MT encoding is open circuit.




- Signal check, Low



- Rationality check • Open in circuit

• ECM

• Enable condition - 2000 rpm < Engine speed < 5000 rpm - Relative engine load > 40.5% - Exhaust coolant temperature > 60°C

• Threshold Value

P1586

- Condition of driving position is detected at MT vehicle or condition of driving position is not detected at AT vehicle.

SCHEMATIC DIAGRAM

FL-213 FUEL SYSTEM


FL-214 FUEL SYSTEM


DTC P1602 CAN Communication Problem with TCM (Time out)

DESCRIPTION

A communication line exists between the Engine Control Module (ECM) and the Transmission Control Module (TCM). The communication is through a Control Area Network (CAN).


1. DTC Description The ECM monitors CAN message transferred from TCM and sets DTC P1602 if ECM does not get any message during predetermined period. If the same error code is set in the next driving cycle, the ECM illuminates the MIL. 2. Conditions for Setting the DTC



- Signal check, Low



- Rationality check

• TCM

• Enable condition • ECM - Battery voltage > 10.8 V - After start : 500 ms

• Threshold Value

- No message from TCM > 500 ms

P1602


FL-215 FUEL SYSTEM


FL-216 FUEL SYSTEM


DTC P2096 Fuel Trim Malfunction - System Too Lean (Downstream)

COMPONENT LOCATION

DESCRIPTION

In order to provide the best possible combination of drivability, fuel economy, and emission control, the ECM uses a closed loop air/fuel metering system. The ECM monitors the HO2S signal voltage and adjusts the fuel delivery based on the HO2S signal voltage in closed loop fuel control. Changes in fuel delivery will be indicated by the short-term and the long-term fuel trim values. The ideal fuel trim value is around 0%. The ECM will add fuel when the HO2S signal is indicating a lean condition. Additional fuel is indicated by fuel trim values that are above 0%. The ECM will reduce fuel when the HO2S signal is indicating a rich condition. Reduction in fuel is indicated by fuel trim values that are below 0%. The DTC relevant to fuel trim will be set when the value reaches excessive levels because of a lean or rich condition.

DTC DETECTING CONDITION 1. DTC Description The ECM monitors the trim of lambda control by the rear HO2S signal in addition to the HO2S monitoring. The trim value calculation is based on the difference of rear HO2S signal from desired value. The ECM sets DTC P2096 if either trim value or the difference of rear HO2S from desired value is reached to the maximum threshold. If the same error code is set in the next driving cycle, the ECM illuminates the MIL. 2. Conditions for Setting the DTC




• Catalytic converter

• Enable condition • Rear HO2S - 1800 rpm < Engine speed < 3400 rpm • ECM - Engine load > 25% - Catalyst temp. < 60°C or > 300°C

• Threshold Value

P2096

- Second lambda controller from downstream lambda control> 1.2 s

FL-217 FUEL SYSTEM


FL-218 FUEL SYSTEM


DTC P2097 Fuel Trim Malfunction - System Too Rich (Downstream)

COMPONENT LOCATION

DESCRIPTION

Refer to DTC P2096


1. DTC Description The ECM monitors the trim of lambda control by the rear HO2S signal in addition to the HO2S monitoring. The trim value calculation is based on the difference of rear HO2S signal from desired value. The ECM sets DTC P2096 if either trim value or the difference of rear HO2S from desired value is reached to the maximum threshold. If the same error code is set in the next driving cycle, the ECM illuminates the MIL. 2. Conditions for Setting the DTC



- Signal check, Low

• Catalytic converter

• Enable condition • Rear HO2S - 1800 rpm < Engine speed < 3400 rpm • ECM - 25% < Engine load < 60% - Catalyst temp. > 300°C

• Threshold Value

P2097

- Second lambda controller from downstream lambda control < -1.2 s

FL-219 FUEL SYSTEM


FL-220 FUEL SYSTEM


DTC P2187 Fuel Trim Malfunction - System Too Lean at Idle (Upstream)

DESCRIPTION

In order to provide the best possible combination of drivability, fuel economy and emission control, the ECM uses a closed loop air/fuel metering system. The ECM monitors the HO2S signal voltage and adjusts fuel delivery based it in closed loop fuel control. Changes in fuel delivery will be indicated by the long-term and the short-term fuel trim values. The ideal fuel trim value is around 0%. The ECM will add fuel when the HO2S signal is indicating a lean condition. Additional fuel is indicated by fuel trim values that are above 0%. The ECM will reduce fuel when the HO2S signal is indicating a rich condition. Reduction in fuel is indicated by fuel trim values that are below 0%. The DTC relevant to fuel trim will be set when the amount reaches excessive levels because of a lean or rich condition.


1. DTC Description Breaking the lambda adaptation and lambda controller limits for a long time, which may have been caused by failures in the fuel or intake system will involve emission rise and therefore shall be diagnosed by fuel system monitoring. The lambda controller deviations, including adaptive terms, are used for fuel system monitoring. The time counter is increased if lambda controller exceeds the threshold and the ECM sets DTC P2187 or P2188 respectively depending on direction of lambda controller deviation. P2187 is set with positive deviation and P2188 is set with negative deviation. If same error code is set in the next driving cycle, the ECM illuminates the MIL. 2. Conditions for Setting the DTC




• Enable condition - Engine coolant temperature > 70C • PCSV - Intake air temperature < 80C • Intake system - Throttle angle not full load • Exhaust system - Integrated air mass > 10 grams • Fuel delivery system - No transient control phase • MAPS - Purge control : inactive • Front HO2S - Lambda control : active • TPS - Lambda adaptation : active • ECM - Low air mass : 1120 rpm < Engine rpm < 4000 rpm, 22 kg/h

< air mass < 90 kg/h, 30% < relative load < 70% High air mass : Relative load > 60%, air mass > 170 kg/h

• Threshold Value

P2187

- Additive lambda adaptation factor > 7.5%

FL-221 FUEL SYSTEM


FL-222 FUEL SYSTEM

FL-223 FUEL SYSTEM


DTC P2188 Fuel Trim Malfunction - System Too Rich at Idle (Upstream)

DESCRIPTION

Refer to DTC P2187


1. DTC Description Breaking the lambda adaptation and lambda controller limits for a long time, which may have been caused by failures in the fuel or intake system will involve emission rise and therefore shall be diagnosed by fuel system monitoring. The lambda controller deviations, including adaptive terms, are used for fuel system monitoring. The time counter is increased if lambda controller exceeds the threshold and the ECM sets DTC P2187 or P2188 respectively depending on direction of lambda controller deviation. P2187 is set with positive deviation and P2188 is set with negative deviation. If same error code is set in the next driving cycle, the ECM illuminates the MIL. 2. Conditions for Setting the DTC



- Signal check, Low


- Rationality check



• Threshold Value

P2188

- Additive lambda adaptation factor > 7.5%

FL-224 FUEL SYSTEM


FL-225 FUEL SYSTEM

FL-226 FUEL SYSTEM


DTC P2191 Fuel Trim Malfunction - System Too Lean at Higher Load (Upstream)

DESCRIPTION

In order to provide the best possible combination of drivability, fuel economy and emission control, the ECM uses a closed loop air/fuel metering system. The ECM monitors the HO2S signal voltage and adjusts fuel delivery based it in closed loop fuel control. Changes in fuel delivery will be indicated by the long-term and the short-term fuel trim values. The ideal fuel trim value is around 0%. The ECM will add fuel when the HO2S signal is indicating a lean condition. Additional fuel is indicated by fuel trim values that are above 0%. The ECM will reduce fuel when the HO2S signal is indicating a rich condition. Reduction in fuel is indicated by fuel trim values that are below 0%. The DTC relevant to fuel trim will be set when the amount reaches excessive levels because of a lean or rich condition.


1. DTC Description Breaking the lambda adaptation and lambda controller limits for a long time, which may have been caused by failures in the fuel or intake system will involve emission rise and therefore shall be diagnosed by fuel system monitoring. The lambda controller deviations including adaptive terms are used for fuel system monitoring. The time counter is increased if lambda controller exceeds the threshold and the ECM sets DTC P2191or P2192 respectively depending on direction of lambda controller deviation. P2191 is set with positive deviation and P2192 is set with negative deviation. If same error code is set in the next driving cycle, the ECM illuminates the MIL. 2. Conditions for Setting the DTC






• Threshold Value

P2191

- Multiplicative lambda adaptation factor (low air mass) > 1.25

FL-227 FUEL SYSTEM


FL-228 FUEL SYSTEM

FL-229 FUEL SYSTEM


DTC P2192 Fuel Trim Malfunction - System Too Rich at Higher Load (Upstream)

DESCRIPTION

Refer to DTC P2191


1. DTC Description Breaking the lambda adaptation and lambda controller limits for a long time, which may have been caused by failures in the fuel or intake system will involve emission rise and therefore shall be diagnosed by fuel system monitoring. The lambda controller deviations including adaptive terms are used for fuel system monitoring. The time counter is increased if lambda controller exceeds the threshold and the ECM sets DTC P2191 or P2192 respectively depending on direction of lambda controller deviation. P2191 is set with positive deviation and P2192 is set with negative deviation. If same error code is set in the next driving cycle, the ECM illuminates the MIL. 2. Conditions for Setting the DTC



- Signal check, Low


- Rationality check



• Threshold Value

P2192

- Multiplicative lambda adaptation factor (low air mass) < 0.75

FL-230 FUEL SYSTEM


FL-231 FUEL SYSTEM

FL-232 FUEL SYSTEM

FUEL DELIVERY SYSTEM COMPONENTS

FL-233 FUEL SYSTEM

FUEL PRESSURE TEST

1. Disconnect the fuel pump electrical connection.

FL-234 FUEL SYSTEM

FL-235 FUEL SYSTEM

FL-236 FUEL SYSTEM

FUEL INJECTOR INSPECTION

1. Measure resistance between the terminal 1 and 2 of the injector.

Specification (resistance): 13.8 ~ 15.2 Ω (at 20°C)

2. If the resistance is not within specification, replace the injector.

FL-237 FUEL SYSTEM

FUEL PUMP (FP)

REMOVAL (INCLUDING FUEL FILTER AND FUEL PRESSURE REGULATOR)

1. Refer to "BODY" group in this WORKSHOP MANUAL.

2. Release the internal pressure of the fuel lines and hoses as following:

a. Disconnect the fuel pump assembly harness connector (A). b. Start the engine and wait until fuel in fuel line is exhausted. After the engine stalls, turn the ignition switch to OFF position. c. Disconnect the negative (-) terminal from the battery.

3. Disconnect the fuel feed line (B) and canister purge line quick-connector (C).

CAUTION Cover the hose connection with a shop towel to prevent splashing of fuel caused by residual pressure in the fuel line.

4. Unfasten the fuel pump opening nut (D) with SST (Refer to “SPECIAL SERVICE TOOLS” section in this SERVICE MANUAL.)

5. Remove the fuel pump assembly.

FL-238 FUEL SYSTEM

FUEL TANK REMOVAL

1. Refer to “BODY” group in this WORKSHOP MANUAL.

2. Release the internal pressure of the fuel lines and hoses as following:

a. Disconnect the fuel pump assembly harness connector (A). b. Start the engine and wait until fuel in fuel line is exhausted. After the engine stalls, turn the ignition switch to OFF position. c. Disconnect the negative (-) terminal from the battery.

3. Disconnect the fuel feed line (B).

CAUTION

Cover the hose connection with a shop towel to prevent splashing of fuel caused by residual pressure in the fuel line

5. Lift the vehicle.

6. Remove the front muffler; center muffler and main muffler (Refer to "ENGINE MANUAL" group in this WORKSHOP MANUAL).

7. Disconnect the fuel filler hose (A), the breather hose (B) and the canister purge line quick-connector (C).

8. Unfasten the two fuel tank band mounting bolts, and then remove the fuel tank from the vehicle.

AutomaticTransaxle System

GENERAL

AUTOMATIC TRANSAXLE SYSTEMAUTOMATIC TRANSAXLELOW REVERSE BRAKEOIL PUMP (A/T)VALVE BODYUPPER CONTROL VALVE BODY

LOWER CONTROL VALVE BODYREVERSE CLUTCHHIGH CLUTCHLOW CLUTCH

AUTOMATIC TRANSAXLE CONTROL SYS-TEM

SHIFT LEVER

AT -2 AUTOMATIC TRANSAXLE SYSTEM

GENERALSPECIFICATIONS (AT) E61FDC94

Item Data RemarksClassification 1.1MPI

A/T type 4-forward speeds and 1 reverse speed,with planetary gears(FRA)

Type Φ 186 three-point boss, with lock-upcontrol(3-element, 1-step 2 phase)

ts 1.82

s(Nm/rpm2) 11.7Torque

converter

Lock-up engagementshift position

4th gear only (3rd gear lock-up is operationalonly during O/D-OFF)

Type Trochoid oil pumpOil pump

Driving system Engine drive

LOW/C 7

Hi/C 3

REV/C 2

L&R/B 7Number of

clutches

Servo size 56-35

Control elementWet,multiple-diskclutch: 3 sets

Band brake: 1 setWet,multi-disctypebrake: 1 setOne-way clutch: 1 set

OPG teeth 42

IDL teeth 46

RDCN teeth 19

FINAL teeth 69

Primary reduction ratio 1.095 IDL/OPG

Four-point gear

Final reduction ratio 3.977 FINAL/RDCN

1st (L) 2.9143

2nd(2) 1.5255

3rd 1.00

4th 0.7255

Gear ratio

Reverse 2.6429

Fr-Sun teeth=28Rr-Sun teeth=35Fr-PIN teeth=23Rr-PIN teeth=16Fr-INT teeth=74Rr-INT teeth=67

Lubricating system Forced oil delivery from oil pump

Cooling system AT case built-in oil cooler: water cooling

ATF Matic D+ESSO JWS3314 Mixture Mixing ratio=2:1

ATF Capacity 5.2L(5.5 US qt, 4.6 lmp qt)

GENERAL AT -3

TIGHTENING TORQUE E9F98AAB

Tightening torqueItem

N·m kgf·cm lbf·ft1 Case - Converter housing 30 310 22

2 Case - Side cover 21 210 15.5

3 Case - Oil pan 13 130 9.6

4 Case - Air breather cover 12 122 8.8

5 Case - Oil pump 13 130 9.6

6 Case - Control valve assembly 8 80 5.9

7 Oil pump cover - Oil pump housing 9 90 6.6

8 Oil strainer - Control valve body 8 80 5.9

9 Control valve upper - Control valve lower 8 80 5.9

10 Control valve nut 8 80 5.9

11 Solenoid - Control valve body 8 80 5.9

12 Output gear bearing support - Case 7 70 5.2

13 Output gear outer - Case 7 70 5.2

14 Shift lever switch - Case 3.2 33 2.4

15 Support actuator - Case 27 270 19.9

16 Stopper bolt - Case 5 50 3.7

17 Output gear nut 113 1152 83.3

18 Manual plate nut 13 130 9.6

19 Manual shaft lock bolt - Case 7 70 5.2

20 Oil filler tube and bracket - Case 7 70 5.2

21 Band servo stem 3 31 2.2

22 Band servo anchor end nut 32.5 331 24

23 Vehicle speed sensor - Converter housing 7 70 5.2

24 Turbine sensor - Side cover 6 61 4.4

25 Drainage plug - Case 40 408 29.5

26 Oil cooler - Case 35 350 25.8

27 Mount bracket - Case (A) 33 336 24.3

28 Mount bracket - Side cover (B) 16 163 11.8

29 Select cable bracket - Case 19 190 14

30 Harness bracket(front center) - Case 44 449 32.4

31 Roll bracket - Converter housing 35 357 25.8

32 Bracket (Upper ) - Case 7 70 5.2


SPECIAL SERVICE TOOL (AT) E3143CDA

Tool(Number and name) Illustration Use

09222-21001Valve spring compressor

AKHE001A

Removal and Installation of band servopiston snap ring.

09452-21500Oil pressure gauge

AKHE001B

Measurement of the oil pressure.

09452-21001Oil pressure gauge adapter

AKHE001C


09452-21002Oil pressure gauge adapter

AKHE001D


09455-02000Spring compressor

AKHE001E

Removal and installation of reverseclutch snap ring.

GENERAL AT -5



AKHE001F

Removal and installation of low & reversebrake spring retainer.


AKHE001G

Removal and installation of high clutch.


AKHE001H

Removal and installation of low clutchsnap ring.

09455-33200Bearing installer

AKHE001I

Removal of output gear bearing.



09200-38001Engine support

AKHE001J

Removal and installation of transaxle.

09414-11000Lock pin extractor

AKHE001K

Drive in and out the spring pin of the shift fork.

AUTOMATIC TRANSAXLE SYSTEM AT -7

AUTOMATIC TRANSAXLESYSTEMDESCRIPTION E1D0AF9D

This newly developed automatic transaxle is a light andcompact transaxle for FF type small vehicles and providessmooth operation, swift driving, and improved fuel con-sumption. Its electronically-controlled shift point and shiftoil pressure have resulted in delicate gear change controlfor various driving factors such as throttle position and ve-hicle speed. Thus, smooth driving at all speeds has beenrealized.A symmetrical three-element, single-stage, two-phasetorque converter is employed. The transaxle consists of2 single planetary gears, 3 sets of disc clutches, 1 setof disc brakes, 1 set of band brakes, 1 set of one-wayclutches, etc.The number of planetary gears, one-way clutches, anddisc brakes is 1 set fewer than the conventional transaxle,which improves efficiency.


COMPONENT

LKHE002A


AUTOMATIC TRANSAXLE IDENTIFICATIONMARKING SERIAL NO. (MANUFACTURERNUMBER)

When a transaxle malfunction occurs, please check andbe sure to report the transaxle serial number.

LKHE017A


BEARING AND RACE LOCATIONS

LKHE017B


POWERFLOW MECHANISM

Planetary gear unit

Planetary gear unit shifts the gear position to forward, re-verse, or neutral while driving.

The unit consists of a sun gear, a planetary carrier, and aninternal gear.The different engagement patterns of this unit installed inthe front and rear operate when driving forward, backward,and shifting.

LKHE002B


Clutches and brakes

To shift gears via the planetary gear unit, clutches andbrakes are used to engage and lock the components ofthe front and the rear.

Clutches and brakes, except the one-way clutch, are op-erated by oil pressure switched by the valve body, the shiftvalve, and the solenoid valve.

[OPERATING CONDITIONS]

LKHE002C

Low clutch

The low clutch causes an engagement between the rearinternal gear and the front planetary carrier.

Low & reverse brake

The low & reverse brake locks the front planetary carrierwhen the vehicle is moving backward. In other cases, thebrake operates in 1st gear in the "L" range with the lowclutch in order to lock the rear internal gear. It operates toobtain engine brake in the "L" range.

High clutch

The high clutch causes an engagement between the frontplanetary carrier and the input shaft. It operates in 3rd and4th gears.

Reverse clutch

The reverse clutch causes an engagement between thefront sun gear and the input shaft. It operates with the low& reverse brake when the vehicle is moving backward.

Low one-way clutch

The low one-way clutch prevents reverse rotation of thefront carrier and the rear internal gear with low clutch.It operates mechanically without being operated by oilpressure.When the front carrier and the rear internal gear with lowclutch rotate clockwise, even if engine brake is desirable,engine brake does not occur.


2-4 brake and brake servo

The 2-4 brake and brake servo lock the front sun gear.They operate in 2nd and 4th gears.Operation is via the 2-4 brake servo. Line pressure is ap-plied to the engagement and release sides.The brake operates when line pressure is applied to theengagement side only.

The 2-4 brake does not operate when line pressure is ap-plied to both the engagement and release sides.

Lock-up clutch

The lock-up clutch is employed inside the torque converterto lock up when creation conditions are met in 3rd and 4thgears.

LKHE002D


POWERFLOW FUNCTIONS EDC7292B

1ST GEAR ("L" RANGE)

Operational clutch1. Low clutch : engages the rear internal gear with the

front carrier2. Low & reverse brake : locks the front carrier

Input and output1. Input : Rear sun gear2. Output : Rear carrier

Rotating conditions of the gear and carrier1. Input rotation : ns rpm2. Output rotation : ncrpm3. ns > nc

ns > nc indicates that output rotation has been re-duced compared to input rotation.Engine brake occurs because the low clutch and thelow & reverse brake are engaged.

LKHE002E


1ST GEAR ("D" AND "2" RANGES)

The operational clutch, input and output, and rotating con-ditions of each gear and carrier are almost the same asthose in the "L" range. However, since the low & reversebrake is not operating, the rear internal gear is locked only

against counterclockwise rotation by the one-way clutch,and can rotate clockwise.Even if engine brake is desirable, the rear internal gear isallowed to rotate clockwise. Therefore, engine brake doesnot occur.

LKHE002F


2ND GEAR

ns > nc indicates that output rotation has been reducedcompared to input rotation.In 1st gear operation, the front carrier is locked and thefront sun gear rotates counterclockwise. However, in 2nd

gear operation, the front sun gear is locked and the frontcarrier rotates clockwise. Therefore, the front internal gearrotates faster than in 1st gear, and output rotation in 2ndgear becomes faster than the rotation in 1st gear.

LKHE002G


3RD GEAR

In 3rd gear, the rotations of the rear sun gear and the rearinternal gear are the same, which means the rear plane-tary unit rotates as a unit and ns=ni=nc. Therefore, theinput and output axes are linked directly.

LKHE002H


4TH GEAR

In 4th gear, the front sun gear is locked and the front car-rier rotates. The front internal gear rotates faster than thefront carrier. Therefore, output rotation is faster than inputrotation.

LKHE002I


REVERSE

In the "R" range, the front carrier is locked and the frontsun gear rotates clockwise. The front internal gear rotatescounterclockwise. Therefore, the output axis rotates coun-terclockwise, and the vehicle moves backward.

LKHE002J


OIL PRESSURE MECHANISM

VALVE BODY

The valve body delivers oil pump discharge pressure tothe clutches and brakes.

The valve body consists of a manual valve which deliversbasic oil pressure, shift valves which switch the oil pres-sure circuit to the clutches and brakes, a pressure regula-tor valve which regulates line pressure, and accumulatorswhich practice smooth shift shock.In the valve body, there are oil circuits. Shift valves areoperated by the shift solenoid valves.

Valve name FunctionPressure regulator valve Regulates oil pump discharge pressure to the set pressure.

Manual valve Delivers line pressure directory by select lever.

Pilot valve Holds oil pressure steady which fluctuates accordingto driving conditions.

Pressure modifier valve Regulates pilot pressure applied to pressure regulator valve.

Line pressure solenoid valve Regulates pilot pressure applied to pressure modifier valve.

Line pressure relief valve Prevents line pressure applied to manual valve fromincreasing above the allowable value.

Shift valve A Switches line pressure applied to shift valve B and theengagement side of 2-4 brake servo.

Shift valve B Switches line pressure applied to each of the clutch and brake.

Shift solenoid valve A Operates shift valve A.

Shift solenoid valve B Operates shift valve B.

Servo release timing valve Adjusts timing to switch the release side of 2-4 brakeservo to low clutch or high clutch.

Accumulator control valve Regulates line pressure applied to each accumulator.

Lock-up control valve Regulates oil pressure applied to both engagement andrelease sides of lock-up clutch.

Lock-up solenoid Regulates pilot pressure applied to lock-up control valve.

VALVES AND SOLENOIDS

Pressure regulator valve

The pressure regulator valve regulates the oil pump dis-charge pressure to the set pressure.AT fluid for which oil pressure has been regulated lubri-cates the rotating parts, the torque converter and the in-side of the valve.The oil pressure changes in response to the driving rangeand throttle position.

Manual valve

The manual valve delivers the line pressure directly via theselect lever. LKHE002L


Pilot valve

The pilot valve holds the oil pressure steady which fluctu-ates according to driving conditions.The oil pressure which has passed through this valve iscalled the pilot pressure. It is delivered through each ofthe solenoid valves to the operation side of the shift valvesand the pressure modifier valve.

Pressure modifier valve

The pressure modifier valve is operated via pilot pressurewhich is itself regulated by the line pressure solenoid valve.The oil pressure which has passed through this valve iscalled the modifier pressure. The modifier pressure op-erates the pressure regulator valve and the accumulatorcontrol valve. Thus, the line pressure changes in responseto driving conditions.

LKHE002M

Shift valve A

Shift valve A switches the line pressure applied to shiftvalve B and the line pressure applied to the engagementside of the 2-4 brake servo. This valve is operated byswitching the pilot pressure.Switching the pilot pressure is controlled by shift solenoidvalve A.

Shift valve B

Shift valve B switches the line pressure applied to eachclutch and brake, and the pilot pressure applied to the neu-tral shift valve and the lock-up control valve. This valve isoperated by switching the pilot pressure.Switching the pilot pressure is controlled by the shift sole-noid valve B.

LKHE002N


Shift solenoid valve A

Shift solenoid valve A controls the pilot pressure whichoperates shift valve A.ON opens the valve for the pilot pressure; OFF closes it.

Shift solenoid valve B

Shift solenoid valve B controls the pilot pressure whichoperates shift valve B.ON opens the valve for the pilot pressure; OFF closes it.

LKHE002O

Servo release timing valve

The servo release timing valve adjusts the timing for ap-plying the line pressure to the release side of the 2-4 brakeservo to the same as that of the timing for applying the linepressure to the low clutch and the high clutch when shift-ing from 2nd gear to 3rd or from 4th gear to 3rd gear.When oil pressure is applied to only 1, 2-3 are open and 1is closed.2When oil pressure is applied to only 2, 1-3 are open and2 is closed.When oil pressure is applied to 1 and 2, 1-3 are open andoil pressure is applied to the release side of the 2-4 brakeservo.

LKHE002P

Line pressure solenoid valve

The line pressure solenoid valve regulates the pilot pres-sure applied to the pressure modifier valve in response tothe throttle position.Operation of the valve is duty-controlled.

LKHE002Q


Accumulator

This valve prevents an abnormal line pressure rise frombeing applied to each brake and clutch.The oil pressure rise is controlled by the line pressure(back pressure) applied by the accumulator control valve.

LKHE002R

Accumulator control valve

The accumulator control valve regulates the line pressure(back pressure) applied to each accumulator.This valve is operated via the pilot pressure regulated bythe pressure modifier valve.

LKHE002S


Lock-up solenoid valve

The lock-up solenoid valve regulates the pilot pressurewhich operates the lock-up control valve during lock-up.Operation of the valve is duty-controlled.

Lock-up control valve

The lock-up control valve controls oil pressure applied tothe lock-up clutch in the torque converter by means of pilotpressure regulated by the lock-up solenoid.

LKHE002T

Neutral control valve

The neutral control valve absorbs fluctuation of line pres-sure applied to the low clutch.

LKHE002U


OIL PRESSURE CIRCUIT EB620C4E

To shift gears, two types of oil pressure, line pressure andpilot pressure, are used.Line pressure which operates clutches and brakes is con-trolled by the manual valve and shift valves A and B.Pilot pressure which is line pressure regulated by the pilotvalve operates shift valves A and B and the lock-up control

valve. It is controlled by shift solenoid valves A and B andthe lock-up solenoid.Line pressure is regulated by the pressure regulator valvein response to the pressure modifier valve (throttle posi-tion) and the manual valve (selector lever position). Forcontrol details, refer to the sections on the pressure reg-ulator valve, pressure modifier valve and manual valve in"Valves and solenoids".

LKHE002V



LKHE002W

Since shift solenoid valves A and B are ON, pilot pressureoperates the shift valves A and B.Since the manual valve is positioned for the "L" range, oilpressure which has passed through shift valves A and Bis applied to the low & reverse brake.Therefore, line pressure passes through the manual valveand shift valves A and B, and then operates the low clutchand the low & reverse brake. Since the low & reversebrake is operated, engine brake occurs when the accel-erator pedal is released.



LKHE002X



LKHE002Y

Since shift solenoid valves A and B are ON, pilot pressureoperates shift valves A and B.Therefore, line pressure passes through the manual valveand shift valves A and B, and then operates the low clutch.Unlike in the case of "L" range, the low & reverse brakedoes not operate and the rear internal gear engaged byto the front carrier the low clutch is locked only againstcounter clockwise rotation by the low one-way clutch ; how-ever, it can rotate clockwise. Therefore, engine brake doesnot occur when the accelerator pedal is released.



LKHE003A


2ND GEAR

LKHE003B

Since shift solenoid valve A is OFF, pilot pressure isblocked and the shift valve A does not operate.Since the shift solenoid valve B is ON, the shift valve Boperates.Line pressure passes through the manual valve to shiftvalves A and B, and operates the 2-4 brake servo engage-ment side and the low clutch in succession.


2ND GEAR

LKHE003C


3RD GEAR

LKHE003D

Line pressure passes through the manual valve to shiftvalves A and B.Line pressure which has passed through shift valve A isapplied to the 2-4 brake servo engagement side and shiftvalve B.Line pressure which has passed through shift valve B isapplied to the low clutch and the servo release timing valveoperational side.Line pressure which has passed through the manual valveto shift valve B is applied to the high clutch and the servorelease timing valve.Line pressure which has passed through the servo releasetiming valve is applied to the 2-4 brake servo release sideand releases the 2-4 brake. Therefore, the low clutch andthe high clutch operate.


3RD GEAR

LKHE003E


4TH GEAR

LKHE003F

Line pressure passes through the manual valve to shiftvalves A and B.Line pressure which has sent through the manual valve tothe shift valve A stops there.Line pressure which has passed through shift valve B issent to the high clutch and shift valve A.Line pressure which has passed through shift valve A issent to the 2-4 brake servo engagement side.Therefore, the 2-4 brake and the high clutch operate.


4TH GEAR

LKHE003G


REVERSE

LKHE003H

Line pressure which is not applied to the shift valves A andB operates the low & reverse brake and the reverse clutchdirectly.Therefore, pilot pressure and shift solenoid valves A andB are not related to gear change.Line pressure is applied to the pressure regulator valveas well, and line pressure is kept higher than the valve ofdriving forward.


REVERSE

LKHE003I


LOCK-UP CONTROL

When the lock-up control execution conditions are met, thelock-up solenoid applies pilot pressure to shift valve B.Pilot pressure passed through shift valve B operates thelock-up control valve to drain oil pressure from the lock-up

clutch release side of the torque converter and to raise oilpressure at the engagement side.The lock-up solenoid is duty-controlled. For control details,refer to the "Control mechanism" section.

LKHE003J


3RD GEAR (LOCK-UP)

LKHE003K


4TH GEAR (LOCK-UP)

LKHE003L


CONTROL MECHANISM E8F824CF

Gear change control

Gears are changed by solenoid valves A and B which arecontrolled by the AT controller(TCM), and the manual valvewhich is operated by the select lever.When the select lever is in the "P", "N" or "R" position, gearchange is operated mechanically by the manual valve andline pressure.

In the other positions, shifting up and down to 1st, 2nd,3rd, and 4th gears is controlled by shift solenoid valves Aand B.

NOTEIf the AT fluid temperature is less than 20 C(68 F),shifting-up to 4th gear is not possible. This, however,is not a problem. Refer to the sections above for thepowerflow mechanism and the oil pressure circuit foreach gear position.

LKHE003M


Lock-up control

When conditions are met when driving at higher than acertain speed in 3rd (overdrive OFF) or 4th (overdrive ON)gears, the AT controller outputs a signal to the lock-up so-lenoid and locks up the lock-up clutch in the torque con-verter. This is the lock-up control.Lock-up control is operated by the lock-up solenoid andthe lock-up control valve.

Lock-up control execution conditions1. The shift position must be 3rd or 4th gear.2. The throttle opening angle and vehicle speed must be

within the lock-up control range.3. The AT fluid temperature must be within the control

execution range. [20 C(68 F) or more]4. The shift switch is in the "D" position.

Conditions when lock-up control is not executed1. The execution conditions are not met

LKHE003N


ELECTRONIC CONTROL ITEM AND CONTENTS

Control item Contents

Shift control Detects engine load and vehicle speed, and switches to optimum gearin accordance with preset shift program.

Line pressure control The optimum LINE pressure for engine load and vehicle speedis made by duty solenoid valve.

Learning control Corrects clutch engagement pressure and timing on drain side to compensatefor changes in engine performance and changes in transmission.

Torque reduction control Optimally controls engine output torque when shifting operates optimal clutchengagement pressure corresponding to engine output torque.

lock-up clutch control Controls lock-up clutch smoothly by duty cycle lock-up clutch solenoid,in accordance with designated lock-up clutch points.

Mountain mode control Changes the shift point to prevent frequent shifting up/down when climbing hills.

O/D OFF control Inhibits up shifting to 4GR when O/D OFF switch is turned on.Enables slight engine braking and acceleration when driving at high speeds.

Diagnosis system

Parts essential for electronically-AT-control have a self-diagnosis function that, in the event of a malfunction, and stores the error code in the TCM.If it is determined by self-diagnosis that a malfunction has occurred, thesystem performs controls to maintain drivability.

COMPONENT DESCRIPTION (ELECTRONIC CONTROL)

Part name FunctionVehicle speed sensor Detects the differential gear revolution speed

Turbine sensor Detects the input shaft revolution speed

Shift switch Detects selector lever positions

ATF temperature sensor Detects ATF temperature

Brake switch Detects the brake pedal depressed

O/D OFF switch Detects O/D OFF switch operation

Throttle signal Input throttle opening angle from ECU

Engine revolution signal Input engine revolution signal from ECU

Engine torque signal Input engine torque signal from ECU

A/C cut signal A/C clutch relay signal is taken in to ATCU via ECU

Inputsystem

CANcommunication

Engine coolanttemperature signal Input engine coolant temperature signal from ECU

Shift solenoid A Operates shift valve AON/OFF type

Shift solenoid B Operates shift valve B

Pressure control solenoid Regulates pilot pressure applied to pres-sure modifier valveDuty type

Lock-up solenoid Controls lock-up clutch engagement and disengagement

Reduce torque signal Sends signals to the ECU during shifting

MIL request IF the TCM detects an error, sends signals to the ECU

Lock-up condition output Sends signal to the ECU during Lock-up operation

Outputsystem

CANcommunication

Turbine speed signal Output turbine speed signal to ECU


TCM

The TCM is at the right side of the passenger’s footing. Itsends an output signal to shift solenoids A and B, the linepressure solenoid and the lock-up solenoid in response tothe input signal from each sensor to operate shift changein 1st, 2nd, 3rd, and 4th gears and lock-up control.The TCM is equipped with a diagnostic function to detecterrors in the controller itself and the input signal.If an error occurs, the fail-safe function works to secure aminimum driving performance.

Input signals

The signals shown in the diagram specify the input signalsfor the TCM terminal.

Vehicle speed signal

The frequency fluctuation output from the vehicle speedsensor is monitored and is input as vehicle speed.The vehicle speed and throttle signals are used as data forshifting gear.

LKHE003O

AT fluid temperature signal

Resistance variation of the fluid temperature sensor ismonitored via the variation of voltage and is input as ATfluid temperature.The fluid temperature signal is used to determine the shiftpoint.

LKHE003P

Overdrive signal

The overdrive signal is switched by the overdrive switch.Shifting to overdrive is not possible when the switch is ON,and it is possible when the switch is OFF.

LKHE003Q


Brake switch signal

The brake switch signal is taken in to TCM.It is the condition to determine the actuation of the moun-tain mode control.

LKHE003R

Input shaft speed signal

The input shaft speed signal is detected by the turbinesensor.It is input as input shaft rotation.It is used as data for lock-up control.

LKHE003S

Shift position signal

The present positions of the selector lever and the manualvalve are detected by the output signal from the shift leverswitch.The shift position signal is used to determine the appropri-ate driving gear for the vehicle speed.

LKHE003T

Engine speed signal

The engine speed signal is input from the engine con-troller.It is used as data for lock-up control.

The throttle position signal

Throttle position signal is taken in from ECM and is usedfor the control data of shift schedul and line pressure.

Air conditioner signal

Air conditioner clutch relay signal is taken in to TCM viaECU, and is used for the data of control of line pressure.

Output signals

Output signals from the TCM are examined by each inputsignal and then they are output.


Shift solenoid A, B signal

These signals operate shift solenoids A and B respectively.

1st gear 2nd gear 3rd gear 4th gear

Shift solenoid A ON OFF OFF ON

Shift solenoid B ON ON OFF OFF

For functions of the shift solenoids, refer to the "Oil pres-sure mechanism" section.

LKHE003X

Line pressure solenoid signal

This signal is the duty signal that operates the line pres-sure solenoid to regulate the line pressure in response tothe driving conditions.It regulates throttle pressure applied to the pressure mod-ifier valve.

LKHE003Y

Lock-up solenoid signal

This signal operates the lock-up solenoid to executelock-up control.The duty signal is output when lock-up is applied.

Lock-up signal

When gear position, throttle opening angle, and vehiclespeed are in the lock-up range and the lock-up control isexecuted, the engine controller (by the TCM) detect thatlock-up control is being executed.

MIL lighting request signal

If the TCM detects an error, a lighting request of the MILlamp on the instrument panel is output to the engine con-troller.

SENSORS AND SWITCHES EDA08D47

Throttle sensor

A throttle sensor is installed on the throttle shaft. It detectsthe throttle position. The throttle position is converted tothe throttle signal by the engine controller, and is output tothe TCM.

Shift switch

A shift switch is installed on the manual shift shaft. Theshift switch applies the battery voltage to the TCM in re-sponse to the select lever position. The TCM detects thepositions of the select lever and the manual valve usingtheoutput voltage from the shift switch.It also works as a starter inhibitor switch.

LKHE004K


Vehicle speed sensor

A vehicle speed sensor is installed in the AT case. It de-tects the number of signal rotor teeth in the differentialgear.

LKHE004B

O/D switch

An O/D switch is installed on the select lever. It determineswhether shifting to overdrive (4th gear) is possible or not.Shifting to 4th gear is not possible when the switch is ON.When the vehicle is driving in 4th gear, the gear is shifteddown to 3rd gear.Also, the O/D OFF indicator in the speedometer is lit toindicate that shifting up to 4th gear is not permitted.

AKHE004C

Fluid temperature sensor

The fluid temperature sensor detects the AT fluid temper-ature. It is installed in the valve body.

AKHE004D

Turbine sensor

The turbine sensor detects the input shaft rotation speed.It is installed on the mounting (side cover) at the side ofthe transmission case.

LKHE004G


OTHER MECHANISMS

Oil pump

The trochoid oil pump is installed at input shaft side of theAT case.Oil pump is operated by the torque converter sleeve case.Therefore, lubrication inside the AT is not carried out whenthe engine stops.

AKHE004J

Oil cooler

The built-in (case-combined) water-cooled oil cooler is in-stalled on the AT case.

LKHE004I

Select lever

The select lever is a floor type."N" "D" can be selected freely; "P"↔ "R", "N"→ "R", "D"→"2", and "2"→ "L" are selected by pressing the button.

LKHE004V

NOTEBe sure to observe the following points when operat-ing the shift lever. Otherwise, it may cause the interiorof the automatic transmission to be damaged or thevehicle to start suddenly.1. "P" should be selected when the vehicle has

been brought to a complete stop.2. Shifting from forward ranges ("D", "2", or "L") to

reverse ("R") and vice versa should only happenwhen the vehicle has been brought to a completestandstill.

3. If the engine is turning over at high speed when"N" or "P" is selected, do not select anotherrange.

4. While driving the vehicle, do not drive continu-ously with the "N" range is selected or do not re-peat the shift operation to the "N" range.


TROUBLESHOOTING ECB43DF8

When carrying out troubleshooting of the automatic trans-mission, check the transmission in the vehicle first to findtheroot of the problem, and then determine whether thetransmission should be disassembled or not.Disassembling the transmission without finding the root ofthe problem will result in wasted time and may cause sec-ondary problems.Automatic transmission problems are categorized as fol-lows.

1. Improper inspection or adjustment

2. Poor engine performance

3. Failure of hydraulic control mechanism

4. Failure of electric control unit

5. Mechanical failure in transmission

In order to properly diagnose the problem in the vehicle, tryto determine as accurately as possible from the customerthe nature of the problem. Try to reproduce the problem ifpossible.

DIAGNOSTICS TROUBLESHOOTING

The AT system is equipped with a diagnostic function,which is an important key in electrical troubleshooting. Asfor mechanical problems, if no error codes are detectedby this function, check and troubleshooting should becarried out referring to the "Troubleshooting according totrouble symptoms".

LKHE004M


Technical interview

The first step in the troubleshooting procedure is to as-sess the conditions which prevailed at the time the prob-lem occurred and to decide on a course of action on thebasis of these factors. It is easy to assess the conditionswhen it continues at the acceptance. However, when theproblem disappears, it is difficult. If the problem can bereproduced, actioncan be taken immediately. If not, everyeffort should be taken to reproduce the problem as closelyas possible before proceeding. Even experience servicepersonnel may make errors or come to a standstill if trou-bleshooting is carried out without first trying to accuratelyreproduce the problem. For example, a problem which oc-curs only in cold weather or because of vibrations from theroad surface can not be accurately reproduced when theengine is warm or when the vehicle isat a stop. Therefore,to reproduce the problem, it is important that the customershould be asked for detailed circumstances which lead tothe problem: this is the "technical interview".As the information gathered in the course of this interviewis discussed in troubleshooting, it is necessary not onlytoask a series of questions but also to suggest what fac-tors may have had a bearing on the problem. It may behelpful to create a check-list which could be used in suchinterviews.

Primary check

It is necessary to check whether or not the basic automatictransmission maintenance has been carried out.The maintenance details are outlined in the "Primarycheck" and "Maintenance".

1. Power supply and voltage checkThe battery voltage must be 10 - 14V when the engineis stopped.

2. AT fluid checkCheck level and AT fluid condition.

3. Stall testCheck the engine speed at stall in each range, andcheck the overall performance of the automatic trans-mission and the engine.

4. Oil pressure testMeasure the line pressure when idling and when theengine has stalled, and check the functions of eachcomponent.

5. Ignition timing and idling engine speed checkAdjust these if they are not within the specified ranges.If a problem occurs such as a "fluctuating enginespeed", troubleshoot the engine first.

6. Select linkage check and adjustment

7. Throttle sensor check and adjustment

8. Road testA road test is carried out to assess the problem prop-erly and as a post maintenance check.

9. Electrical wiring checkCheck that the connectors fit securely, that the con-nector has neither become rusty nor accumulatedgrime, that the terminals are secure and have notbecome distorted and that no parts have come intocontact with rotating, shaking or hot parts and havenot become loose or damaged.

Factors relating to the problem

When troubleshooting, the service technician mustendeavor to reproduce the problem. It is important,therefore, to try,on the basis of the technical interview,to reproduce the set of circumstances which lead to theproblem (road, climateand driving conditions) initially.A patient approach to achieving this end, reproducingfactors such as vibration (by manually moving the wireharness or relay), by creating heat (applying hot air) andby using water, is necessary.Therefore, presuming that the assembly/parts may be thecause of the problem and using a tester to check the vari-ous contributory factors will make it possible to determinethe behavior of the assembly/parts at the time the problemoccurred.


PRIMARY CHECK

Be sure to carry out this check before carrying out anyother.Do not replace, add to or adjust the level of the AT fluidbefore carrying out the reproducing test of the problem.

AT FLUID LEVEL AND CONDITION

1. Drive the vehicle until the ATF reaches normal tem-perature [70-80 C(158-176 F)]. This temperature willbe reached after approximately 5 km of urban driving.

2. Park the vehicle on level ground and apply the parkingbrake while the engine is idling. Move the select leverslowly from "P" to "L" and then move it back to "P".

3. While the engine is running, pull out the oil levelgauge, wipe it clean with a paper towel and insert it tocheck the AT fluid level. The level of the fluid shouldbe within the range specified on the level gauge. Ifthe level is too low, add the recommended AT fluid.Check the AT fluid for abnormal smell, foreign matter,or discoloration.

NOTE- The fluid level changes before and after the en-

gine is warmed up. Be sure to follow the proce-dure above when carrying out this check.

- Before carrying out the check, be sure to wipeaway dirt and grime from around the level gaugeto prevent anything from entering the transmis-sion.

Recommended AT fluid : ESSO JWS3314

[Criteria]

1) AT fluid level

The AT fluid level should be within the specifiedrange. If the level is low, visually check the trans-mission for leakage.

2) AT fluid conditionNormal AT fluid is red and has moderate viscos-ity. If the fluid has become dark, very viscous, orsmells abnormally (a burnt smell), carry out theroad, stall, and oil pressure tests. If the vehicleoperates normally, change the fluid and carry outthe road test again.If the fluid has become light in color, the oil coolermay be damaged.

TIME LAG

CAUTION• In this test, be sure to wait for at least one

minute after moving the select lever back to"N" range before starting the next measure-ment.

• Be sure to take the measurement when theengine is fully warmed up.

1. After checking the AT fluid level, position scotches atthe front and rear wheels securely and depress thefoot brake.

2. Start the engine and move the select lever from "N"to "D". Using a stop watch, measure the time it takesfrom this point until shift shock is felt.

3. Similarly, measure the time lag from "N" to "R" range.Time lag standard (S):

1) "N" range→” D" range : 0.8

2) "N" range→” R" range : 0.7

CRITERIA

Result Probable cause

Time lag in shifting from "N" to"D" exceeds the specified level.

• Low clutch slip• One-way clutch slip• Damage of the clutch piston oil seal

Time lag in shifting from "N" to"R" exceeds the specified level.

• Low & reverse brake slip• Reverse clutch slip• Damage of the brake or clutch piston oil seal

• Low line pressure


STALL SPEED

CAUTION• Do not hold the stall condition for longer than

5 seconds at a time.• Be sure to cool the transmission, idling for at

least 30 seconds before starting the next test.

1. Check the AT fluid level and condition.

2. Position scotches at the front and rear wheels andapply the parking brake fully.

3. Attach an engine tachometer.

4. Start the engine. Move the select lever to "D" anddepress the accelerator pedal while monitoring theengine speed. Quickly read the engine speed (stallspeed) at the point that the engine speed becomesconstant (stall point).

5. Carry out this test in "D" and "L" also.

Stall speed (rpm) : 2800(1.1MPI)

CRITERIA

Result Probable cause

Lower than the specified level in all ranges. • Insufficient engine output• Faulty torque converter

Higher than the specified level in "D" and "2". • One-way clutch slip• Low clutch slip

Higher than the specified level in "D", "2", and "L". • Low clutch slip

Higher than the specified level in "R". • Reverse clutch slip• Low & reverse brake slip

Higher than the specified level in "R" and "L". • Low & reverse brake slip

Higher than the specified level in all ranges.• Low line pressure• Faulty oil pump• Faulty pressure regulator


OIL PRESSURE


2. Attach special tool A to the oil pressure inspectionhole in the transmission case.

Special tool A (ATM oil pressure gauge set)

3. Position scotches at the front and rear wheels andapply the parking brake fully.

4. Start the engine and depress the foot brake. Measureoil pressure in "D" and "R" ranges when idling andwhen the engine has stalled.

CAUTION• Ensure that the AT fluid does not leak after

installing the oil pressure gauge.• Do not hold the stall condition for longer than

5 seconds at a time. Be sure to cool the trans-mission, idling for at least 30 seconds beforestarting the next test.

OIL PRESSURE STANDARD

[kPa(kgf/cm²)]

Engine operation "D" range "R" rangeIdling 340(3.5) 440(4.5)

Stall 1225(12.5) 1560(15.9)

CRITERIA

Result Probable causeRange "D" range "R" range

Higher than the specified oilpressure when idling.Higher than the specified oil pressurewhen the engine has stalled.

• Faulty valve body

Lower than the specified oilpressure when idling.Lower than the specified oil pressurewhen the engine has stalled.

• Faulty oil pump• Damaged low clutch piston

oil seal

• Damaged reverse clutchpiston oil seal

• Damaged low & reverse brakepiston oil seal


ROAD TEST

A road test is carried out to assess the problem accuratelyand as a post-maintenance check.


2. Drive the vehicle to check that the shift points concurwith the shift diagram.Check that neither shift shock nor noise occur.

CAUTION• When carrying out the road test, pay atten-

tion to the traffic situation and keep safety inmind.

• The shift diagram shows the speeds at whichshifting starts. The vehicle speed at whichshifting has been completed when accelerat-ing differs 2-8 km/h(1.24-4.97 mph) from thatof the diagram.

NORMAL D RANGE

LKHE004U


"P" RANGE TEST

CHECK

1. Park the vehicle on an upward slope. (with more than5( gradient) and select "P" range. Release the parkingbrake to check that the vehicle does not move.

2. Under the same conditions, check that the vehiclemoves when the selector lever is moved from "P"range to the other ranges.

3. Similarly, carry out the test on a downward slope.

MAINTENANCE

AUTOMATIC TRANSMISSION FLUID REPLACEMENT

1. Remove the drainage plug and drain the AT fluid whilethe engine is stopped.

NOTEThe fluid can not be drained completely.

2. Replace the drainage plug and tighten it with the spec-ified torque.

Tightening torque: 40 N·m (408 kgf·cm, 29.5 lbf·ft)

3. Replace the same quantity of specified fluid as wasdrained from the filler tube.

Specified AT fluid: ESSO JWS3314Reference: Total quantity of fluid 5.2ℓ (5.5US qt, 4.6 lmp qt)

NOTE- Do not mix different kinds of oil.- Using a different type of ATF may cause problems

with the clutch and brake.

4. Start the engine and allow it to idle for at least fiveminutes.

5. Lift up the vehicle. Drive the engine gradually until theengine speed reaches approximately 50 km/h(31.07mph) in the "D" range; then depress the brake pedalto allow the engine to idle. Release the brake forabout 10 seconds in the "R" range, and depress thebrake again to allow the engine to idle. Repeat thissequence of steps two or three times.

6. Repeat steps 1-5 above twice.

7. Now check the AT fluid level.

NOTE- The fluid level check must be carried out while

the engine idles and after the transmission haswarmed up.


SHIFT SWITCH

Removal (Dismount the automatic transmission fromthe vehicle and disassemble it with the manual shaftattached.)1. Punch the spring pin and remove the lever assembly.2. Remove the shift switch fixing bolt and the shift switch.

Installation should be carried out following the stepsfor removing the assembly in reverse order.Adjustment will be necessary after installation.

Adjustment1. Position the select lever assembly to "N".

2. Loosen the shift switch fixing bolt.3. Fix the select lever assembly by inserting a 4

mm(0.157 in.) pin (drill) into the location holes of theassembly and the shift switch.

4. Tighten the fixing bolt.

Tightening torque: 3.2 N·m (33 kgf·cm, 2.4lbf·ft)

CheckCheck the shift switch and intermediate connector to en-sure that the continuity in each position corresponds to thefollowing table.

LKHE004L


VEHICLE SPEED SENSOR

Check1. Move the select lever to the "N" range and release the

parking brake.2. Lift up the vehicle until the wheels leave the ground.

3. Connect the resistance (1-10 kΩ ) between the powerterminal(1) and the SPD terminal(3) of the speed sen-sor connector or the intermediate harness connector.Then connect the circuit tester.

4. Turn the ignition switch to ON to turn the wheels.The circuit tester should output 0V and 12V alter-nately. If it does not, replace the speed sensor.

LKHE004X

TURBINE SENSOR

Check1. Remove the turbine sensor connector or the interme-

diate connector.2. Check the resistance between terminals of the turbine

sensor. If the resistance is too low or too high, replacethe turbine sensor.

Resistance: 540Ω [20 C(68 F)]

LKHE004H

THROTTLE POSITION SENSOR

Check

Remove the throttle sensor connector and connect the cir-cuit tester.Check that the resistance falls when the throttle valve isopened.

SHIFT SOLENOID

Check1. Remove the solenoid connector or the intermediate

harness connector.2. Apply battery voltage to the terminals of shift

solenoids A and B.Ensure that you hear an operation click from insidethe transmission case.

3. Check the resistance between the terminal of shiftsolenoids A, B and the transmission case. If the resis-tance is too low or too high, replace the shift solenoidin question.For replacement details, refer to the "Valve body" sec-tion.

Resistance: approx. 25Ω [20 C(68 F)]

LINE PRESSURE SOLENOID


harness connector.


2. Check the resistance between the terminal of the linepressure solenoid and the transmission case. If theresistance is too low or too high, replace the line pres-sure solenoid.For replacement details, refer to the "Valve body" sec-tion.

Resistance: 2.9Ω [20 C(68 F)]

LOCK-UP SOLENOID


harness connector.2. Check the resistance between the terminal of the

lock-up solenoid and the transmission case. If theresistance is too low or too high, replace the lock-upsolenoid.For replacement details, refer to the "Valve body" sec-tion.

Resistance: 13Ω [20 C(68 F)]

ATF TEMPERATURE SENSOR


harness connector.2. Check the resistance between the terminals of the

ATF temperature sensor, the ATF temperature sensorearth, and the earth. If the resistance is too low or toohigh, replace the ATF temperature sensor.For replacement details, refer to the "Valve body" sec-tion.

Resistance:20 C(68 F) : approx. 2.5kΩ50 C(122 F) : approx. 0.33kΩ80 C(176 F) : approx. 0.17kΩ

LKHE004E


VALVE BODY

LKHE004Y

Removal1. Remove the MINUS terminal of the battery.2. Remove the drainage plug to drain the AT fluid.3. Remove the oil pan.4. Remove the connector from the solenoid.5. Remove the ATF temperature sensor installation bolt.6. Remove the strainer.7. Remove the valve body assembly and the shift sole-

noid.

NOTE- Since AT fluid remains inside the assembly, place

a receptacle under the transmission when remov-ing the oil pan.

Installation

Installation should be carried out following the ateps forremoving the pan in reverse order, tightening according tothe torque below.Replace the AT fluid and then check the level of the fluid.

Tightening torque:Shift solenoid bolt : 8N·m (80kgf·cm, 5.9lbf·ft)Valve body installation bolt : 8N·m (80kgf·cm, 5.9lbf·ft)Strainer installation bolt : 8N·m (80kgf·cm, 5.9lbf·ft)Drainage plug : 40N·m (408kgf·cm, 29.5lbf·ft)


DIAGNOSIS (OF THE FAIL-SAFE FUNCTION)

The TCM has a diagnostic function which detects errors inthe input and output signals and in the controller itself anddisplays error codes via the GST (General Scan Tool).

If a system error occurs, the fail-safe function works to en-sure safe driving. For the procedure to output the codesanddetails of the codes, refer to the "Troubleshooting" sec-tion.

LIST OF DIAGNOSIS CODES

Errorcode Diagnosed item Conditions Fail-safe control

No input signal Considers the previous range asthe current one.

P0705 Shift switchMultiple signals input fromthe shift switch

Determines shift position accordingto the following priority:"D">"N">"P">"R">"2">"L"Prohibits lock-up.

P0710 Fluid temperature sensor Over/under the range Considers fluid temperature as80 C(176 F).

P0715 Turbine speed sensor No input signal Line pressure control→full throttle.

P0720 Vehicle speed sensor No input signal or signal inputproblem occurred when driving

"D" range→goes into 3rd gear"2" range→goes into 2nd gear"L" range→goes into 1st gear

P0731 Gear 1incorrect ratio Malfunction of 1st gearengagement elements -

P0732 Gear 2 incorrect ratio Malfunction of 2nd gearengagement elements -

P0733 Gear 3incorrect ratio Malfunction of 3rd gearengagement elements -

P0734 Gear 4incorrect ratio Malfunction of 4th gearengagement elements -

P0741 Lock-up clutch(TCC) Malfunction of lock-up clutch Prohibits lock-up.

P0743 Lock-up(TCC) solenoid Open/short circuit Sets the lock-up solenoid to OFF.

P0748 Line pressuresolenoid(PCSV) Open/short circuit Sets the line pressure solenoid to OFF.

P0753 Shift solenoid A(SCSV A) Open/short circuit Goes into 3rd gear.Prohibits lock-up.

P0758 Shift solenoid B(SCSV B) Open/short circuit Goes into 3rd gear.Prohibits lock-up.

P1710 GND return circuit Open circuit Sets the line pressure solenoid to OFF.

P1603 CAN communication CAN BUS OFF Line pressure control→Full throttleProhibits lock-up.

P1604 CAN communication NO reception ID from ECM Torque Down control is inhibited.Mountain Mode is inhibited.


CAN SYSTEM INSPECTION

SYSTEM DIAGRAM

LKHE100R

Narrowing down of malfunction TCM

1. Error codes P1603 and P1604 are checked by usingscan tool.

2. MALFUNCTION LOCATION• CAN wiring harness• ECM

• TCM

3. Error codes TABLE [CAN SYSTEM]

DTC Malfunction condition Reference

P1603 Communication error CAN communication bus is off.

P1604 Communication error with ECM No ID from ECM.


TERMINAL LAYOUT

LKHE004W

LIST OF TERMINAL NAMES

Pin-no Signal-name Pin-no Signal-name1 PL duty solenoid 25 GND for system

2 GND for solenoid 26 P range SW

3 LU duty solenoid 27 2 range SW

4 28

5 CAN-LOW 29

6 CAN-HI 30

7 31

8 GND for sensor 32 Vehicle speed sensor

9 Turbine rev. sensor 33 K-LINE

10 Power supply 34 L range SW

11 Power supply 35 D range SW

12 36 R range SW

13 37

14 38 N range SW

15 39

16 40

17 41

18 OD OFF SW 42

19 Battery back up 43 GND for system

20 Shift solenoid B 44

21 Shift solenoid A 45

22 46

23 47 Brake SW

24 48 ATF temperature sensor


LIST OF TERMINAL VOLTAGES

(engine stopped, ignition switch ON)

Termi-nal-no Terminal name Terminal voltage

1 PL duty solenoid Battery voltage

2 GND for solenoid 0V

3 LU duty solenoid Approx. 0V

5 CAN-LOW

6 CAN-HI

This terminal is for serial communication, good/no goodjudgment by terminal voltage is not posible. Carryout inspection according to error code.

8 GND for sensor 0V

9 Turbine rev. sensor 0V

10, 11 Power supply Battery voltage

18 OD OFF SW Battery voltage when switch ON, 0V when switch OFF

19 Battery back up Battery voltage

20 Shift solenoid B Battery voltage

21 Shift solenoid A Battery voltage

25 GND for system 0V

26 P range SW Battery voltage in "P" range

27 2 range SW Battery voltage in "2" range

32 Vehicle speed sensor 0 or 12V

33 K-LINE Battery voltage

34 L range SW Battery voltage in "L" range

35 D range SW Battery voltage in "D" range

36 R range SW Battery voltage in "R" range

38 N range SW Battery voltage in "N" range

43 GND for system 0V

48 ATF temperature sensor Approx. 2.5V at the terminal with the shiftsolenoid connector removed


TROUBLESHOOTING MATRIX ACCORDING TO TROUBLE SYMPTOMS

LKHE004T


INSPECTION PROCEDURE FOR TROUBLESYMPTOMS

NO.1 VEHICLE WILL NOT MOVE IN ANY RANGE

1 Vehicle will not move in any rangeProbable cause • Low line pressure

• Incorrect ATF level adjustment• Incorrect select linkage adjustment• Broken or damaged oil pump• Malfunction of torque converter• Error in control valve spool sliding• Damage to gear(s)• Faulty parking release• Faulty engine system

INSPECTION PROCEDURES

LKHE200A


LKHE200B


NO.2 VEHICLE WILL NOT MOVE IN "D" OR "2"

2 Vehicle will not move in "D" or "2"Probable cause • Low clutch slip

• Low one-way clutch slip


LKHE200G


LKHE200C


NO.3 VEHICLE WILL NOT MOVE IN "D", "2", OR "L"

3 Vehicle will not move in "D", "2", or "L"Probable cause • Low clutch slip

• Low & reverse brake slip


LKHE200G


LKHE200D


NO.4 VEHICLE WILL NOT MOVE IN "R"

4 Vehicle will not move in "R"Probable cause • Reverse clutch slip

• Low & reverse brake slip


LKHE200G


LKHE200E


NO.5 VEHICLE WILL NOT MOVE IN "N"

5 Vehicle will not move in "N"Probable cause • Sticking of the low clutch resulting form burning or malfunction


LKHE200G


LKHE200F


NO.6 LOWER THAN NORMAL MAXIMUM SPEED AND/OR POOR ACCELERATION

6 Lower than normal maximum speed and/or poor accelerationProbable cause • Faulty TCM

• Faulty O/D switch• Faulty ATF temperature sensor• Faulty line pressure solenoid• Faulty shift solenoid• Damage to or wear of oil pump• Malfunction of torque converter• Error in control valve spool sliding• Slip or malfunction of high clutch• Slip or malfunction of 2-4 brake band


LKHE201A


LKHE201B


NO.7 NO SHIFT IN ANY RANGE. NO 1-2 SHIFT-UP

7 No shift in any range. No 1-2 shift-upProbable cause • Improper positioning of inhibitor switch

• Fault in inhibitor switch itself• Malfunction of shift solenoid A• Malfunction of shift solenoid B• Faulty vehicle speed sensor• Faulty TCM• Malfunction of 2-4 brake band• Malfunction of control valve spool


LKHE202A


LKHE202B


NO.8 NO 2-3 SHIFT-UP

8 No 2-3 shift-upProbable cause • Improper positioning of inhibitor switch

• Fault in inhibitor switch itself• Malfunction of shift solenoid B• Malfunction of high clutch• Malfunction of control valve spool


LKHE203A


NO.9 NO 3-4 SHIFT-UP

9 No 3-4 shift-upProbable cause • Fault in inhibitor switch itself

• Malfunction of shift solenoid A• Malfunction of shift solenoid B• Faulty O/D switch• Faulty ATF temperature sensor• Faulty TCM• Malfunction of control valve spool


LKHE204A


NO.10 SHIFT POINT IS HIGH OR LOW

10 Shift point is high or lowProbable cause • Error in throttle position sensor

• Faulty vehicle speed sensor• Malfunction of control valve spool


LKHE205A


NO.11 LOCK-UP DOES NOT OPERATE

11 Lock-up does not operateProbable cause • Faulty TCM

• Fault in inhibitor switch itself• Engine speed sensor• Faulty turbine sensor• Malfunction of lock-up solenoid• Faulty speed sensor• Faulty ATF temperature sensor• Malfunction of control valve spool• Malfunction of torque converter


LKHE206A


NO.12 CLUTCH SLIPS WHEN VEHICLE STARTS (IN FORWARD RANGES)

12 Clutch slips when vehicle starts (in forward ranges)Probable cause • Low line pressure

• Incorrect adjustment of select linkage• Error in throttle position sensor• ATF level out of specification• Malfunction of line pressure solenoid• Malfunction of low clutch• Malfunction of low one-way clutch• Malfunction of control valve spool


LKHE207A


LKHE207B


NO.13 CLUTCH SLIPS WHEN VEHICLE STARTS (IN THE REVERSE RANGE)

13 Clutch slips when vehicle starts (in the reverse range)Probable cause • Low line pressure

• Incorrect adjustment of select linkage• Error in throttle position sensor• ATF level out of specification• Malfunction of line pressure solenoid• Malfunction of low & reverse brake• Malfunction of reverse clutch• Malfunction of control valve spool


LKHE207A


LKHE207C


NO.14 CLUTCH SLIPS IN 2-3 SHIFT-UP

14 Clutch slips in 2-3 shift-upProbable cause • Low line pressure

• Incorrect adjustment of select linkage• Error in throttle position sensor• ATF level out of specification• Malfunction of line pressure solenoid• Malfunction of low clutch• Malfunction of high clutch• Malfunction of control valve spool


LKHE207A


LKHE207D


NO.15 CLUTCH SLIPS IN 3-4 SHIFT-UP

15 Clutch slips in 3-4 shift-upProbable cause • Low line pressure

• Incorrect adjustment of select linkage• Error in throttle position sensor• ATF level out of specification• Malfunction of line pressure solenoid• Malfunction of high clutch• Malfunction of 2-4 brake band• Malfunction of control valve spool


LKHE207A


LKHE207E


NO.16 NO ENGINE BRAKING IN "L"

16 No engine braking in "L"Probable cause • Low line pressure

• ATF level out of specification• Incorrect adjustment of select linkage• Incorrect positioning of inhibitor switch• Faulty TCM• Malfunction of shift solenoid A• Malfunction of shift solenoid B• Malfunction of low clutch• Malfunction of low & reverse brake• Malfunction of control valve spool


LKHE207F


LKHE207G


NO.17 HARSH SHOCK IN 1-2 SHIFT-UP

17 Harsh shock in 1-2 shift-upProbable cause • Low or high line pressure (shifting out of specification)

• Error in throttle position sensor• Incorrect adjustment of 2-4 brake band• Breakage of or damage to oil pump• Faulty ATF temperature sensor• Malfunction of line pressure solenoid• Error in control valve spool sliding• Malfunction of 1-2 accumulator• Faulty TCM


LKHE207H


LKHE207I




• Error in throttle position sensor• Malfunction of high clutch• Breakage of or damage to oil pump• Faulty ATF temperature sensor• Malfunction of line pressure solenoid• Error in control valve spool sliding• Malfunction of servo release accumulator• Faulty TCM• No steel ball in control valve


LKHE207H


LKHE207J




• Error in throttle position sensor• Malfunction of 2-4 brake band• Breakage of or damage to oil pump• Faulty ATF temperature sensor• Malfunction of line pressure solenoid• Error in control valve spool sliding• Malfunction of servo release accumulator• Faulty TCM


LKHE207H


LKHE207K


NO.20 HARSH SHOCK DURING DRIVING WHEN SELECTOR IS MOVED FROM "N" TO "D" RANGE

20 Harsh shock during driving when selector is moved from "N" to "D" rangeProbable cause • Low or high line pressure (shifting out of specification)

• Improper positioning of inhibitor switch• Malfunction of low clutch• Breakage of or damage to oil pump• Faulty ATF temperature sensor• Malfunction of line pressure solenoid• Error in control valve spool sliding• Malfunction of low clutch accumulator• Faulty TCM• Faulty engine system


LKHE208A


LKHE208B


NO.21 HARSH SHOCK DURING DRIVING WHEN SELECTOR IS MOVED FROM "N" TO "R" RANGE

21 Harsh shock during driving when selector is moved from "N" to "R" rangeProbable cause • High line pressure

• Incorrect positioning of inhibitor switch• Malfunction of reverse clutch• Breakage of or damage to oil pump• Faulty ATF temperature sensor• Malfunction of line pressure solenoid• No steel ball in control valve• Malfunction of low & reverse brake• Faulty TCM• Faulty engine system


LKHE208A


LKHE208C


NO.22 NOISE WHEN IDLING

22 Noise when idlingProbable cause • Pump noise caused by trouble in oil circuit or oil control system

• Noise from engine auxiliaries


LKHE209A

NO.23 NOISE WHEN SELECTOR IS MOVED

23 Noise when selector is movedProbable cause • Faulty low clutch (N→D)

• Faulty reverse clutch (N→R)• Faulty low & reverse brake (N→R)


LKHE209B


NO.24 NOISE WHEN VEHICLE IS MOVING

24 Noise when vehicle is movingProbable cause • Planetary gear noise

• Output gear noise• Final gear noise• Low one-way clutch sliding noise• Bearing noise• Oil pump noise• Torque converter noise• Noise from engine auxiliary• Noise from vehicle drive shaft• Noise from vehicle wheel bearing


LKHE210A


NO.25 NOISE WHEN SHIFTING

25 Noise when shiftingProbable cause • Clutch slip or error when shifting

• Planetary gear noise when shifting• C/V(Control Valve) operation noise when shifting


LKHE211A


NO.26 ENGINE STALLS

26 Engine stallsProbable cause • Incorrect ATF level adjustment

• Line pressure out of specification• Malfunction of line pressure solenoid• Malfunction of lock-up solenoid• Error in control valve spool sliding• Malfunction of torque converter• Faulty engine system


LKHE212A

LKHE212B


NO.27 OIL BLOWS OUT FROM AIR BREATHER

27 Oil blows out from air breatherProbable cause • Too much ATF


LKHE213A

NO.28 STARTER WILL NOT ROTATE IN "P" AND/OR "N"

28 Starter will not rotate in "P" and/or "N"Probable cause • Improper adjustment of select linkage

• Faulty engine system• Improper positioning of inhibitor switch• Faulty TCM


LKHE214A


INSPECTION PROCEDURES FORDIAGNOSTIC TROUBLE CODES EB1CF1AF

TRANSAXLE RANGE SWITCH CIRCUITMALFUNCTION (OPEN CIRCUIT)

DTC P0705 Transaxle range switch circuit malfunction (open circuit)

DETECTIONCONDITION

• No range signal is input from the TR switch for the 100s or more.• The following condition occurs even once : Multiple range signals from the TR

switch are input continuously to the TCM for 12s or more.

[Diagnostic support note]• This is a continuous monitor• DTC is stored in TCM memory

POSSIBLE CAUSE

• TR switch malfunction• TR switch maladjustment• Open circuit in wiring harness between TR terminal 2 and TCM terminal 26• Open circuit in wiring harness between TR terminal 1and TCM terminal 36• Open circuit in wiring harness between TR terminal 3 and TCM terminal 38• Open circuit in wiring harness between TR terminal 7 and TCM terminal 35• Open circuit in wiring harness between TR terminal 4 and TCM terminal 27• Open circuit in wiring harness between TR terminal 8 and TCM terminal 34• Open circuit in wiring harness between TR terminal 5 and Ignition switch(IG1)• Damaged connector between TR switch and TCM• TCM malfunction


LKHE250A


SCHEMATIC DIAGRAM

LKHE250B

DIAGNOSTIC PROCEDURE

LKHE250C


LKHE250D


LKHE250E


LKHE250F


LKHE250G


TRANSAXLE FLUID TEMPERATURE (TFT)SENSOR CIRCUIT MALFUNCTION (OPEN/SHORT CIRCUIT) EC3CC406

DTC P0710 Transaxle fluid temperature (TFT) sensor circuit malfunction (open/ short circuit)

DETECTIONCONDITION

• Vehicle speed is 20km/h12.4mph or more, and signal from TFT sensoris 2.4V or more for 150s or more.Signal from TFT sensor is 0.1V or less for 150s or more.


POSSIBLE CAUSE

• TFT sensor malfunction• Open circuit in wiring harness between TFT sensor terminal 7 and TCM terminal 48• Open circuit in wiring harness between TFT sensor terminal 6 and TCM terminal 8• Damaged connectors between TFT sensor and TCM• TCM malfunction

LKHE251A


SCHEMATIC DIAGRAM

LKHE251B


LKHE251C


LKHE251D


LKHE251E


TURBINE SENSOR(INPUT SHAFT) CIRCUITMALFUNCTION E048A5E4

DTC P0715 Turbine sensor(input shaft) circuit malfunction

DETECTIONCONDITION

• The following condition is detected :Turbine sensor signal is 600rpm or less while engine speed is 1,500rpm or more andvehicle speed is 40km/h25mph or more is D range for 2s or more.


POSSIBLE CAUSE

• Turbine sensor malfunction• Short to ground in wiring harness circuit harness between turbine sensor

terminal 1 and TCM terminal 9• Open circuit in wiring harness between turbine sensor terminal 1 and TCM terminal 9• Open circuit in wiring harness between turbine sensor terminal 2 and TCM terminal 8• Open to ground in wiring harness between turbine sensor terminal 2 and TCM terminal 8• Damaged connectors between turbine sensor and TCM• TCM malfunction

LKHE252A


SCHEMATIC DIAGRAM

LKHE252B



LKHE252C


LKHE252D


VEHICLE SPEED SENSOR (VSS)MALFUNCTION(OPEN CIRCUIT/SHORT TOGROUND) E6AE1A0A

DTC P0720 Vehicle speed sensor (VSS) malfunction(open circuit/short to ground)

DETECTIONCONDITION

• While driving in D range at turbine speed of 1,000 rpm or more (25.5s or more aftershifting to D range), vehicle speed signal is 5km/h3mph or less for 5s or more.


POSSIBLE CAUSE

• VSS malfunction• Short to ground in wiring harness circuit harness between VSS ter-

minal 3 and TCM terminal 32• Open circuit in wiring harness between VSS terminal 3 and TCM terminal 32• Open circuit in wiring harness between VSS terminal 1 and ignition switch(IG1)• Open circuit in wiring harness between VSS terminal 2 and body ground• Damaged connectors between VSS and TCM• TCM malfunction

LKHE253A


SCHEMATIC DIAGRAM

LKHE253B


LKHE253C


LKHE253D


LKHE253E


GEAR 1 INCORRECT (INCORRECT GEARRATIO DETECTED) E73B24FE

DTC P0731 Gear 1 incorrect (incorrect gear ratio detected)

DETECTIONCONDITION

TCM monitors rotation ratio of the turbine speed compared to input shaft rotationwhen the following monitoring conditions are met for 5s or more. If the rotation ratiois 500rpm or more, the TCM determines that there is malfunction.Monitoring condition :- 2s or more after shifting to D range- Vehicle speed 10km/h6mph or more- Engine speed 1,000 rpm or more- Turbine speed 1,000 rpm or more- Throttle opening angle 12.5% or more- Engine torque 100 N·m1,020kgf·cm, 73.7ft·lbf or more- ATF temperature within : 20 ~ 150 C68 ~ 302 F


POSSIBLE CAUSE

• ATF level low• Deteriorated ATF• Shift solenoid-A or B malfunction• Low line pressure• Low clutch slipping• Low one-way clutch slipping• Control valve malfunction• Oil pump malfunction• TCM malfunction

LKHE254A



LKHE254B


LKHE254C


LKHE254D


GEAR 2 INCORRECT (INCORRECT GEARRATIO DETECTED) EF3CED08


DETECTIONCONDITION

TCM monitors rotation ratio of the turbine speed compared to input shaft rotationwhen the following monitoring conditions are met for 5s or more. If the rotation ratiois 500rpm or more, the TCM determines that there is malfunction.Monitoring condition :- 2s or more after shifting to D range- Vehicle speed 20km/h12mph or more- Engine speed 1,000 rpm or more- Turbine speed 1,000 rpm or more- Throttle opening angle 12.5% or more- Engine torque 100 N·m1,020kgf·cm, 73.7ft·lbf or more- ATF temperature within 20 ~ 150 C68 ~ 302 F


POSSIBLE CAUSE

• ATF level low• Deteriorated ATF• Shift solenoid-A or B malfunction• Pressure control solenoid malfunction• Low line pressure• Low one- way clutch slipping• 2-4 brake slipping• Control valve malfunction• Oil pump malfunction• TCM malfunction

LKHE254A



LKHE255A


LKHE255B


LKHE255C


GEAR 3 INCORRECT (INCORRECT GEARRATIO DETECTED) E8BAF9CB


DETECTIONCONDITION



POSSIBLE CAUSE

• ATF level low• Deteriorated ATF• Shift solenoid-A or B malfunction• Pressure control solenoid malfunction• Low line pressure• Low clutch slipping• High clutch slipping• Control valve malfunction• Oil pump malfunction• TCM malfunction

LKHE254A



LKHE256A


LKHE256B


LKHE256C


GEAR 4 INCORRECT (INCORRECT GEARRATIO DETECTED) E9B1BE2E


DETECTIONCONDITION



POSSIBLE CAUSE

• ATF level low• Deteriorated ATF• Shift solenoid-A or B malfunction• Pressure control solenoid malfunction• Low line pressure• Low clutch slipping• High clutch slipping• 2-4 brake slipping• Control valve malfunction• Oil pump malfunction• TCM malfunction

LKHE254A



LKHE257A


LKHE257B


LKHE257C


LOCK-UP CLUTCH(TCC)MALFUNCTION EBE0AAC5

DTC P0741 Lock-up clutch(TCC) malfunction

DETECTIONCONDITION

TCM monitors the turbine speed compared to engine speed.Monitoring condition :- 2s or more after shifting to D range- Vehicle speed 42km/h19mph or more- Engine speed 1,000 rpm or more- Turbine speed 1,000 rpm or more- Throttle opening angle 12.5% or more- Engine torque 100 N·m1,020kgf·cm, 73.7ft·lbf or more- ATF temperature within 20 ~ 150 C68 ~ 302 F


POSSIBLE CAUSE

• ATF level low• Deteriorated ATF• Low line pressure• Lock-up clutch malfunction• Oil pump malfunction• TCM malfunction

LKHE254A



LKHE258A


LKHE258B


LKHE258C


LOCK-UP SOLENOID VALVE(TCC) CIRCUITMALFUNCTION EDB278BC

DTC P0743 Lock-up solenoid valve(TCC) circuit malfunction (open circuit/short to ground)

DETECTIONCONDITION

Open or short circuit in pressure control solenoid signal system(when theTCM monitors solenoid output voltage, voltage the differs from the ON/OFFsignal output by CPU in TCM is detected).[Diagnostic support note]

• This is a continuous monitor• DTC is stored in TCM memory

POSSIBLE CAUSE

• Lock-up solenoid valve malfunction• Open circuit in wiring harness between lock-up solenoid valve ter-

minal 1 and TCM terminal 3• Short to ground in wiring harness between lock-up solenoid valve

terminal 1 and TCM terminal 3• Short to power supply in wiring harness between lock-up solenoid

valve terminal 1 and TCM terminal 3• Open circuit in wiring harness between lock-up solenoid valve ter-

minal 4 and TCM terminal 2• Short to ground in wiring harness between lock-up solenoid valve

terminal 4 and TCM terminal 2• Short to power supply in wiring harness between lock-up solenoid

valve terminal 4 and TCM terminal 2• Damaged connector between lock-up solenoid valve and TCM• TCM malfunction

LKHE259A


SCHEMATIC DIAGRAM

LKHE259B


LKHE259C


LKHE259D


LKHE259E


LKHE259F


LINE PRESSURE CONTROL SOLENOIDVALVE CIRCUIT MALFUNCTION EB5A4BF6

DTC P0748 Line pressure control solenoid valve circuit malfunction (open circuit/short to ground)

DETECTIONCONDITION

Open or short circuit in pressure control solenoid signal system(when theTCM monitors solenoid output voltage, voltage the differs from the ON/OFFsignal output by CPU in TCM is detected).[Diagnostic support note]


POSSIBLE CAUSE

• Line pressure control solenoid valve malfunction• Open circuit in wiring harness between line pressure control solenoid

valve terminal 2 and TCM terminal 1• Short to ground in wiring harness between line pressure control solenoid

valve terminal 2 and TCM terminal 1• Short to power supply in wiring harness between line pressure control

solenoid valve terminal 2 and TCM terminal 1• Open circuit in wiring harness between line pressure control solenoid

valve terminal 4 and TCM terminal 2• Short to ground in wiring harness between line pressure control solenoid

valve terminal 4 and TCM terminal 2• Short to power supply in wiring harness between line pressure control

solenoid valve terminal 4 and TCM terminal 2• Damaged connector between line pressure control solenoid valve and TCM• TCM malfunction

LKHE260A


SCHEMATIC DIAGRAM

LKHE260B


LKHE260C


LKHE260D


LKHE260E


LKHE260F


GND RETURN CIRCUITMALFUNCTION EBCB87F0

DTC P1710 GND return circuit malfunction

DETECTIONCONDITION

TCM detects an open circuit in GND return signal line from the solenoid valve.[Diagnostic support note]


POSSIBLE CAUSE

• Open circuit in wiring harness between duty type solenoid valve ter-minal 2 and TCM terminal 2

• Damaged connector between solenoid valve and TCM• TCM malfunction

LKHE261A


SCHEMATIC DIAGRAM

LKHE261B



LKHE261C


LKHE261D


SHIFT SOLENOID A CIRCUITMALFUNCTION (OPEN CIRCUIT/SHORT TOGROUND OR POWER SUPPLY) E8DBD2D1

DTC P0753 Shift solenoid A circuit malfunction (open circuit/short to ground or power supply)

DETECTIONCONDITION

Open or short circuit in shift solenoid A signal system(when the TCM monitors solenoid outputvoltage, voltage that differs from the ON/OFF signal output by CPU in TCM is detected).[Diagnostic support note]


POSSIBLE CAUSE

• Shift solenoid A malfunction• Open circuit in wiring harness between shift solenoid A terminal 3 and TCM terminal 20• Short to ground in wiring harness between shift solenoid A terminal 3 and TCM terminal 20• Short to power supply in wiring harness between shift solenoid A

terminal 3 and TCM terminal 20• Open circuit in wiring harness between shift solenoid A terminal 4 and TCM terminal 21• Short to ground in wiring harness between shift solenoid A terminal 4 and TCM terminal 21• Short to power supply in wiring harness between shift solenoid A

terminal 4 and TCM terminal 21• Damaged connector between shift solenoid A and TCM• TCM malfunction

LKHE262A


SCHEMATIC DIAGRAM

LKHE262B


LKHE262C


LKHE262D


LKHE262E


SHIFT SOLENOID B CIRCUITMALFUNCTION (OPEN CIRCUIT/SHORT TOGROUND OR POWER SUPPLY) ED9BCE6A

DTC P0758 Shift solenoid B circuit malfunction (open circuit/short to ground or power supply)

DETECTIONCONDITION

Open or short circuit in shift solenoid B signal system(when the TCM monitors solenoid outputvoltage, voltage that differs from the ON/OFF signal output by CPU in TCM is detected).[Diagnostic support note]


POSSIBLE CAUSE

• Shift solenoid B malfunction• Open circuit in wiring harness between shift solenoid B terminal 8 and TCM terminal 21• Short to ground in wiring harness between shift solenoid B terminal 8 and TCM terminal 21• Short to power supply in wiring harness between shift solenoid B

terminal 8 and TCM terminal 21• Open circuit in wiring harness between shift solenoid B terminal 4 and TCM terminal 2• Short to ground in wiring harness between shift solenoid B terminal 4 and TCM terminal 2• Short to power supply in wiring harness between shift solenoid B

terminal 4 and TCM terminal 2• Damaged connector between shift solenoid B and TCM• TCM malfunction

LKHE262A


SCHEMATIC DIAGRAM

LKHE263A


LKHE263B


LKHE263C


LKHE263D


CAN BUS OFF MALFUNCTION EC89CCF8

DTC P1603 CAN BUS OFF malfunction

DETECTIONCONDITION

WARNING• Detection conditions are for understanding the DTC outline before performing

the inspection. Performing the inspection by referring only to the detection con-ditions may cause injury due to operating error or damage the system, Whenperforming the inspection, always follow the inspection procedure.

• CAN system related wiring harness malfunction• Communication error in signal from ECM• TCM internal CAN circuit malfunction

POSSIBLE CAUSE

• Open or short circuit in wiring harness• Malfunction in connector between CAN system related modules• ECM malfunction• TCM malfunction

SCHEMATIC DIAGRAM

LKHE264A



LKHE264B


NO ID FROM ECM MALFUNCTION EEFAAF61

DTC P1604 No ID from ECM malfunction

DETECTIONCONDITION

WARNING• Detection conditions are for understanding the DTC outline before performing

the inspection. Performing the inspection by referring only to the detection con-ditions may cause injury due to operating error or damage the system, Whenperforming the inspection, always follow the inspection procedure.

• CAN system related wiring harness malfunction• Communication error in signal from ECM• TCM internal CAN circuit malfunction

POSSIBLE CAUSE

• Open or short circuit in wiring harness• Malfunction in connector between CAN system related modules• ECM malfunction• TCM malfunction

SCHEMATIC DIAGRAM

LKHE264A



LKHE265A


LKHE265B


LKHE265C


AUTOMATIC TRANSAXLE

COMPONENTS ECAADCD2

LKHE004R


LKHE004S


REMOVAL EE16090F

CAUTIONUse the fender cover to prevent damage of bodysurface.Be careful not damage the connecter during re-moval.

1. Remove the battery terminal (A).

AKHE150I

2. Remove the battery (A) and the battery tray (B).

AKHE150J

3. Removal of air cleaner and air intake hose.

1) Remove the air intake hose clamp (A) and thevaccum hose (B).

AKHE150K

2) Remove the bolts (2EA), nut (1EA) and air ductmounting fasteners (2EA) of the air cleaner.

3) Remove the air cleaner assembly.

AKHE150L

4. Remove the radiator upper hose (A).

AKHE150M


5. Remove the radiator lower hose (B).

AKHE150N

6. Remove the wire harness mounting bracket bolt (A)from transaxle.

AKHE150A

7. Remove the solenoid valve connector (A).

AKHE150O

8. Remove the ATF cooler hose (A).

AKHE150P

9. Remove the air cleaner mounting bracket (A).

AKHE150Q

10. Remove the control cable (A).

11. Remove the transaxle range switch and the vehiclespeed sensor.

AKHE150R


12. Remove the ground cable (A) from the transaxle.

13. Remove the input shaft speed sensor connector (B).

AKHE150S

14. Remove the wire mounting clip and bolt of the ATFlevel gauge mounting bracket.

AKHE150B

15. Install the special tool (09200-38001), the engine sup-port fixture and adapter on the engine assembly.

AKHE150C

16. Remove the transaxle mounting bracket.

AKHE150T

17. Remove the transaxle housing bolts (3EA) and thestart motor bolt.

AKHE150D

18. Lift up the vehicle.

19. Remove the front tire.

20. Remove the side under cover (A).

AKHE150U


21. Remove the drain plug and the drain the AT fluid.

AKHE150E

22. Remove the drive shaft. (Refer to DS Group)

23. Remove the rear roll stopper (A).

AKHE150V

24. Install the jack for supporting transaxle.

25. Remove the torque converter guide and then removethe torque converter bolts (3EA).

AKHE150F

26. Remove the transaxle housing bolts (5EA) and thestart motor ground bolt (1EA).

AKHE150G


27. Remove the bracket(A) installed in the cross member.

AKHE150W

28. Remove the transaxle assembly.

CAUTIONBe careful not damage the other parts during re-moval.

AKHE150H

DISASSEMBLY E4F88A33

PRECAUTIONS WHEN DISASSEMBLING ANDRE-ASSEMBLING TRANSMISSIONS

Because automatic transmissions consist of precisionparts, pay attention to the following during assembly anddisassembly.

• Carry out disassembly in a clean, dust-free location.• Place a rubber mat on the bench; be careful not to

scratch the parts.• Do not use gloves or wastes. (Use nylon cloth or

paper towels.)• When disassembling the case connecting section,

do not force anything with a screwdriver or similartool; gently knock the parts of the case with a rub-ber-headed hammer to remove them.

• Before disassembling, clean the external of the trans-mission. (To prevent any contamination from enteringthe transmission)

• Clean the disassembled parts with AT fluid orkerosene, and check the oil passages by blowing air.(Be careful not to allow the AT fluid or kerosene tosplash or spill.) Clean the disk, brake band, resinwasher and rubber parts using the AT fluid.

• Replace the gasket, oil seal, and the "O" and "D" ringswith new ones.

• Apply the AT fluid to the sliding and rotating sectionsbefore re-assembly.

• Use new disc and brake band after soaking them inAT fluid for more than two hours.

• Do not use the oils other than those specified.


INSPECTIONS AND MEASURES

Item Points to be inspected Measure

Inspections of casting partsand machining parts

Scratches and burrsClogged oil passages

Remainings of gasketCracked parts

Replace partsPut wire through or blowair to cleanRemove the gasketReplace parts

Inspection of bearings Those that do not turn smoothlyStreaks, pitching, scratches, cracks

ReplaceReplace

Inspection of bush andthrust washer Scratches, burrs, wears, scorch Replace

Inspection of oil sealand gasket

Scratches and hardened material on seal ringPeripheral and lateral wear of seal ringPiston seal ring, oil seal, gasket

ReplaceReplaceReplace

Inspection of gear Scratches or burrsTeeth worn considerably

ReplaceReplace

Inspection of spline Burrs, scratches, deformation Replace

Inspection of snap ring Wear, scratches, deformationParts with no interference Replace

Inspection of screws Burrs, damaged parts Replace

Inspection of spring Settling, scorching Replace

Inspection of clutch diskand brake disk

Wear, scorching, plate warp, crack, distortion,damaged claw Replace

Inspection of clutch plateand brake plate Wear, scorch, distortion, damaged claw Replace

Inspection of seal face(Face where the lip touches)

Scratches, dry spots, wearClogged with foreign matter

ReplaceRepair



When carrying out maintenance of the automatic trans-mission, check the transmission in the vehicle first to findthe root of the problem, and then determine whether thetransmission should be disassembled or not.Disassembling the transmission without finding the root ofthe problem will result in wasted time and may cause sec-ondary problems.Automatic transmission problems are categorized as fol-lows:

1. Improper inspection or adjustment

2. Poor engine performance

3. Failure of hydraulic control mechanism

4. Failure of electric control unit

5. Mechanical failure in transmission

In order to properly diagnose the problem in the vehicle, tryto determine as accurately as possible from the customerthe nature of the problem. Try to reproduce the problem ifpossible.

LKHE004N


NUTS AND BOLTS

METRIC THREAD

Vehicle dimensions are generally specified in metric units.Metric threads are used for most of the parts. These arealmost the same size as inch threads. Therefore, whenreplacing screws, be sure to use screws of proper nominaldiameter, pitch and strength.

Identification of screw strength

Generally, the strength of metric threads is categorized as"4T" and "7T". This can be identified by the mark curvedon the bolt head. "T" indicates the tensile strength.When replacing metric threads, use the screws of thespecified strength or stronger (that is, with the samestrength number or larger). It is also important to use theproper size screws.The general sizes and pitches (not including exceptions)are as shown in the table.

Metric coarse screw threadNominaldiameter Pitch [mm(in.)] Nominal

diameter Pitch [mm(in.)]

M1.6 0.35(0.0138) M12 1.75(0.0689)

M2 0.4(0.0157) M14 2(0.0787)

M2.2 0.45(0.0177) M16 2(0.0787)

M2.5 0.45(0.0177) M18 2.5(0.0984)

M3X0.5 0.5(0.0197) M20 2.5(0.0984)

M3.5 0.6(0.0236) M22 2.5(0.0984)

M4X0.7 0.7(0.0276) M24 3(0.1181)

M4.5 0.75(0.0295) M27 3(0.1181)

M5X0.8 0.8(0.0314) M30 3.5(0.1378)

M6 1(0.0394) M33 3.5(0.1378)

M7 1(0.0394) M36 4(0.1574)

M8 1.25(0.0492) M39 4(0.1574)

M10 1.5(0.0591)

Metric coarse screw threadNominaldiameter Pitch [mm(in.)] Nominal

diameter Pitch [mm(in.)]

M8X1 1(0.0394) M22X1.5 1.5(0.0590)

M10X1.25 1.25(0.0492) M24X2 2(0.0787)

M12X1.25 1.25(0.0492) M27X2 2(0.0787)

M14X1.5 1.5(0.0590) M30X2 2(0.0787)

M16X1.5 1.5(0.0590) M33X2 2(0.0787)

M18X1.5 1.5(0.0590) M36X2 2(0.0787)

M20X1.5 1.5(0.0590) M39X2 2(0.0787)

CAUTION• In the standard screws used here: Screws of

up to nominal size M8 have coarse threads;screws of M10 or more have fine threads.

• As shown in the table, the relationship be-tween the nominal size and pitch is differ-ent depending on the thread (coarse or fine).

When replacing the screws, even if the newscrew is a metric thread of the same nominalsize, be sure to check the pitch.


LKHE004O


Standard tightening torque

Tighten the nuts and bolts with the specified torque (tol-erance: ±10%). When the torque is not specified, referto the table below. When the bolts and nuts are replacedwith new ones of higher strength than original, the tighten-ing torque should be the same as that of the original nutsand bolts.

CAUTION• For nuts and the bolts with a flange, tighten

them with a 10% higher torque than that spec-ified in the table below.

• The table below is for metal or light metal nutsand bolts.

LKHE004P


Unit system

SI units (International units) are generally used in this man-ual.

SI units are indicated in the table below without brackets . Conventional units are indicated in brackets.

Quantity Unit Quantity Unit Quantity UnitLength m Temperature C( F) Torque N·mkgf·m, lbf·ft

Mass(weight) kg Plane angle ,’," Force N kgf

Time s Area m² Pressure Pa kgf/cm²

Negativepressure Pa mmhg Current A Volume cm³ cc, L

Voltage V Speed km/h(mph) Quantity ofelectricity A·h

Resistance Ω Revolution rpm Spring constant N/mm kgf/mm

NOTE• Reference:

"SI" is the abbreviation for the international unitsystem, and stands for the French, Systeme In-ternational d’Unites.

• The tightening torque is indicated in SI units (1)and is followed in brackets by the conventionalunits (2).However, only conventional units are used in thedocumentation to be submitted for approval, forexample engine dimensions, etc.Example: Tightening torque : 23N·m①235kgf·m②, 17lbf·ft

CAUTION• The mid-range tolerance value is indicated for

the tightening torque, therefore, ±10% of theindicated value is the tolerance.


Symbol

The symbols shown below are used in the manual.

LKHE004Q

TERMS

Term DescriptionStandard values Indicates the inspection and adjustment tolerance values.

Limit values Indicates the maximum and minimum inspection and adjustment values.

Caution Indicates operations which require special caution, and prohibited operations.

Special tools Indicates the part numbers of special tools to be used for operation.

Tightening torque Indicates the center value of the specified tightening torque. Carry outtightening within ±10% of the specified value.


DISASSEMBLY E896ACBB

1. Remove the torque converter.

2. Remove the bolts, the oil filler tube and bracket.

3. Remove the bolts, the mounting bracket, the selectcable bracket and the harness bracket.

LKHE005A

4. Remove the intermediate harness and bracket.Remove the roll bracket.

LKHE005B

5. Remove the bolts and the oil cooler.

CAUTION• Remove the O-ring.• Do not reuse the O-ring.

LKHE005C

6. With the special tool, remove the spring pin and theselect lever assembly.

Special tool A (Spring pin remover)

LKHE005E

7. Remove the bolt and the shift lever switch.

LKHE005F


8. Remove the bolt and the turbine sensor.

LKHE005G

9. Remove the bolt and the vehicle speed sensor.

LKHE005H

10. With the converter housing upward, remove the in-stallation bolts. Then remove the housing, tapping itlightly with a plastic hammer.

CAUTION• Remove any residual sealant from the hous-

ing and case surfaces.• Ensure that all sealant has been removed.

LKHE005I

11. Remove the differential assembly.

LKHE005J


12. Remove the O-ring of the input shaft, and then removethe bolts and the oil pump.

CAUTION• When removing the oil pump, be careful not

to drop the input shaft.• For a transmission with lock-up function, be

careful not to damage the O-ring between theinput shaft and the torque converter.

LKHE005K

13. Remove the reduction gear.

LKHE005L

14. Remove the stopper bolt, the parking pawl, pawlspring, the pawl shaft, and the pawl collar.

15. Remove the bolts and the support actuator.

LKHE005M

16. Remove the oil pan installation bolts with the pan fac-ing upward. Then, remove the stiffener and the pan,tapping lightly with a plastic hammer.

CAUTION• Do not separate the stiffener from the pan

with a screwdriver.• Remove any residual sealant from the pan

and case surfaces.• Ensure that all sealant has been removed.

17. Remove the magnets from the oil pan.

LKHE005N

18. Remove the connector from each solenoid.


19. Remove the bolts which fix the oil temperature sensorto the earth, and remove the control valve installationbolts. Then, remove the valve itself.

LKHE005O

20. While pushing the pawl, pull the solenoid terminal outfrom the case.

CAUTIONDo not pull the harness when pulling the terminalout.

LKHE005P

21. Remove the nut while holding the width across flats ofthe manual shaft, then remove the manual plate.

LKHE005Q

22. Remove the manual shaft lock bolt, and pull out theshaft.

LKHE005R

23. Remove the E-ring; then remove the parking lever andthe parking rod as a unit.

LKHE005S


24. Remove the side cover installation bolts with coverfacing upward, and then remove the covers.

CAUTION• Remove the three O-rings from the end face

of the case.• Do not separate the side cover from the case

with a screwdriver.• Remove any residual sealant from the sur-

faces of the side cover and case completely.• Ensure that all sealant has been removed.

LKHE005T

25. Remove the snap ring with a flathead screwdriver, andpull the band servo cover out with a pliers.

CAUTIONTo prevent the case from being scratched whenremoving the snap ring with a screwdriver,smooth the surface of the case with sandpa-per. (This also prevents the O-ring from beingscrathced when re-assembling.)

LKHE005U

26. Hold the piston stem, and loosen the lock nut.

27. Loosen the piston stem.

CAUTIONTemporarily tighten the lock nut to prevent the airvent pin from coming out.

LKHE005V

28. Remove the reverse clutch drum.

LKHE005W


29. Remove the brake band.

CAUTIONTo prevent cracking when expanding the brakeband, bind it with wire.

LKHE005X

30. Remove the anchor end pin.

31. Remove the high clutch assembly.

CAUTIONBe careful not to drop the bearings from the bothsides of the high clutch assembly.

LKHE005Y

32. Remove the high clutch hub.

LKHE005Z

33. Remove the front sun gear assembly.

CAUTIONBe careful not to drop bearings from the sidecover side and the bearing race on the torqueconverter side of the front sun gear assembly.

LKHE006A


34. Using the special tool, remove the snap ring from theband servo piston.

Special tool A (Valve lifter)Special tool B (Valve lifter attachment)Special tool C (Snap-ring pliers)

LKHE006B

35. Lightly tap the piston stem with a plastic hammer, andremove the band servo piston with the reaction forceof the piston spring.

CAUTIONThe band servo piston may spring out because ofthe piston spring force. Be careful not to drop thepiston.

LKHE006C

36. Remove the snap ring; then remove the front carrierand the low one-way clutch as a unit.

CAUTIONBe careful not to drop the bearing from the sidecover side and the race-combined bearing fromthe torque converter side of the front carrier.

LKHE006D

37. Remove the rear sun gear.

LKHE006E

38. Remove the rear carrier assembly.

CAUTIONBe careful not to drop the bearing from the sidecover side and the race-combined bearing fromthe torque converter side of the rear carrier as-sembly.

LKHE006F


39. Remove the rear internal gear.

CAUTIONBe careful not to drop the bearing from the sidecover side and the race-combined bearing fromthe torque converter of the rear internal gear.

LKHE006G

40. Remove the low clutch assembly as a unit.

CAUTIONBe careful not to drop the race-combined bear-ings from the torque converter side of the lowclutch assembly.

LKHE006H

41. With the converter housing surface upward, loosenand remove the output gear assembly installationbolts using a hexagon wrench.

CAUTION• Do not separate with a flathead screwdriver.• Loosen the installation bolts evenly.• If the low & reverse brake is to be disassem-

bled, check the operation and remove it at thispoint.

• For inspection and disassembly, refer to"Disassembly, inspection, and re-assemblyof subassembly".

LKHE006I


42. With the side cover installation upward, remove theseal ring. Remove the output gear bearing supportinstallation bolts with a hexagon wrench. Then, usingthe special tool, pull the output gear bearing supportout via the press.

Special tool A (Bearing installer)

CAUTION• Remove the seal ring before pulling the sup-

port out.• Do not reuse the seal ring.

LKHE006J

43. Using the special tool, punch the converter housingand the differential side oil seal of the case.

Special tool A (Bearing installer)

LKHE006K

44. Remove the input shaft oil seal from the converterhousing.

REASSEMBLY EF29DFF9

1. Using the special tool, punch the input shaft oil sealof the converter housing.

Special tool (Bearing installer)

CAUTION• Do not reuse the oil seal.• Apply grease to the lip of the oil seal.• The oil seal must be flush with the converter

housing surface when installed.

LKHE007A

2. Using the special tool, punch the differential side oilseal of the converter housing case.

Special tool (Bearing installer)

CAUTION• Do not reuse the oil seal.• Apply grease to the lip of the seal.• Push the oil seal to the end.

LKHE007B


3. Install the output gear bearing support with converterhousing facing upward.

CAUTIONAlign the two oil inlets out of three oil inlets on theoil pan side of the case with the oil inlet cut-out ofthe output gear bearing support.

LKHE007C

4. With the side cover installation facing upward, tightenthe output gear bearing support installation bolts withthe specified torque.

Tightening torque: 7N·m 70kgf·cm, 5.2lbf·ft

CAUTIONTighten the installation bolts diagonally andevenly.

LKHE007D

5. With the converter housing facing upward, install theoutput gear and tighten with the specified torque.


CAUTION• Tighten the installation bolts diagonally and

evenly.• The shaft of output gear and output gear bear-

ing are tightened with a nut.


LKHE007E

6. Attach the race-combined bearings to the bottom ofthe low clutch with petroleum jelly, and install the lowclutch drum so that it is engaged with the low & re-verse brake plates.

CAUTIONBe careful not to drop the bearing.

LKHE007F


7. Attach the bearing to the side cover side and the race-combined bearing to the torque converter side of therear internal gear with petroleum jelly, and install therear internal gear so that it is engaged with the lowclutch plates.

CAUTION• When installing the internal gear, be careful

not to catch the Teflon ring of the case sideinner race.

• Be sure to install at the bottom of the lowclutch.

• Be careful not to drop the bearing.

LKHE007G

8. Attach the bearing to the side cover side and the raceto the engine side of the rear carrier assembly withpetroleum jelly, and install the rear carrier assemblyso that it is engaged with the internal gear.

CAUTIONBe careful not to drop the bearing race.

LKHE007H

9. Install the rear sun gear to the rear carrier assemblywith the polished face downward.

CAUTIONNote the direction of the rear sun gear.

LKHE007I

10. Install the low one-way clutch in the front carrier sothat the flange side of the clutch faces the torque con-verter side.

CAUTIONAfter installation, ensure that the clutch ro-tates clockwise smoothly and locks in thecounter-clockwise direction.

LKHE007J


11. Attach the bearings to the side cover side and therace-combined bearing to the torque converter sideof the front carrier with petroleum jelly; then installthe front carrier and the low one-way clutch as a unit,following the guide of the case.

CAUTIONEnsure that the front carrier periphery spline isengaged with that of the low clutch. Ensure thatthe low one-way clutch is flush with the top of thefront carrier.

LKHE007K

12. Install the snap ring.

CAUTIONBe careful not to scratch the one-way clutch witha screwdriver.

13. Attach the bearing to the side cover side and the raceto the torque converter side of the front sun gear as-sembly with petroleum jelly, and install the assemblyin the front carrier.

LKHE007L

14. Attach the bearing to the side cover side of the highclutch hub with petroleum jelly, and install the hub inthe front sun gear assembly.

CAUTIONThe bearing to be installed in the hub is small indiameter. Be sure to position in the center.

LKHE007M

15. Install the brake band anchor end pin in the case.

LKHE007N

16. Apply AT fluid to the new O-ring; then install it in theband servo piston.

LKHE007O


17. Before installing the band servo cover, remove anyscratches from the case surface with sandpaper.

CAUTIONBe sure to take this step to prevent O-ring break-age.

LKHE007P

18. Insert the band servo piston into the case and push itinto the snap ring groove using the special tools; thenfasten the snap ring.

Special tool A (Valve lifter)Special tool B (Valve lifter attachment)Special tool C (Snap ring pliers)

CAUTION• Gently tighten the anchor end nut of the band

servo stem shaft so that the air vent pin doesnot drop.

• Fix the spring to the center of the piston withpetroleum jelly.

LKHE007Q

19. Attach the bearing to the side cover side of the highclutch assembly with petroleum jelly, and install thehigh clutch assembly so that it is engaged to the highclutch hub.

LKHE007R

20. Install the reverse clutch so that it is engaged to thehigh clutch hub.

LKHE007S

21. Through the anchor end pin and the piston, install thebrake band level with the reverse clutch; then gentlytighten the piston.

LKHE007T


22. Loosen the anchor end nut as much as possible.Tighten the band servo stem with the specifiedtorque; then loosen it back by 2.5 turns from thatposition. Then tighten the anchor end nut with thespecified torque while holding the piston stem.

Band servo stem torque: 3N·m 31kgf·cm, 2.2lbf·ftAnchor end nut torque: 32.5N·m 331kgf·cm, 24lbf·ft

LKHE007U

23. Insert the band servo cover horizontally.

CAUTIONBefore installation, apply AT fluid to the O-ring.

LKHE007V

24. Install the snap ring.

CAUTIONBe sure that the snap ring is entirely in the groove.

25. Measure the side cover end play and select a suitablethrust washer.

1) Measure dimension A from the case installationsurface of the side cover to the seating surface ofthe race bearing.

AKHE007W

2) Measure dimension B from the side cover instal-lation surface of the case to the top of the highclutch bearing.

AKHE007X


3) Calculate the clearance by the formula "Dimen-sion B·Dimension A", and select a suitable raceso that Dimension T1 will be the specified clear-ance.

T₁specified clearance:0.25-0.55 mm(0.0098-0.0217 in.)

CAUTIONIf Dimension T₁ is not within the specifled clear-ance, replace the selected high clutch bearingwith another one and calculate the clearanceagain. Then, select a race.

AKHE007Y

4) Measure Dimensions A₁ and A₂ of the sidecover.

Calculate Dimension A by the formula "A₂-A₁".

AKHE007Z

5) Measure Dimension B from the side cover instal-lation surface of the case to the washer seatingsurface of the reverse clutch.

AKHE008A

6) Calculate the clearance by the formula "Dimen-sion B·Dimension A", and select a suitable thrustwasher so that Dimension T₂ will be the speci-fied clearance.

T₂specified clearance :0.55-0.90 mm(0.0217-0.0354 in.)

AKHE008B


26. Apply sealant to the side cover as shown in the figureon the left.

Sealant (Threebond 1216B)

CAUTION• The coat of sealant should be wide and thick,

approximately 2 mm(0.0787 in.) in width and1 mm(0.0394 in.) thick.

• The sealant should be applied thoroughly andevenly.

LKHE008C

27. Position the three O-rings in the case.

CAUTIONDo not reuse the O-rings. Apply AT fluid to thenew O-rings before installation.

LKHE008D

28. Install the side cover in the case, and tighten the boltswith the specified torque.


CAUTION• Be careful not to damage the Teflon rings at-

tached to the high clutch and the side cover.• One of the bolts fixing the side cover is a bolt

with sealant.Be sure to replace the bolt with a new one andinstall it in the correct position.

LKHE008E

29. Install the parking rod and the parking lever as a unitin the case, and install the E-ring.

LKHE008F


30. Install the O-ring in the manual shaft, and insert themanual shaft from inside the case.

CAUTION• Be sure to insert from inside the case; dam-

age may occur if installed from the outside.• Before installing, apply AT fluid to the O-ring.

AKHE008G

31. Tighten the manual shaft lock bolt.


CAUTIONDo not reuse the lock bolt as sealant may be at-tached to it.

LKHE008H

32. Install the manual plate in the manual shaft. Fixthe manual shaft outside the transmission case andtighten the manual plate nut.


LKHE008I

33. Install the solenoid terminal in the case.

LKHE008J


34. While hanging the detent spring on the manual plate,engage the manual valve with the manual plate pin,and install the control valve.

CAUTION• Ensure that the valve is fixed to the location

pin.• After installing the valve, ensure again with

your fingers that the manual valve is engagedwith the manual plate pin.

LKHE008K

35. Tighten the control valve installation bolts with thespecified torque.

LKHE008L

36. Tighten the oil temperature sensor and the earth ter-minal together.


37. Install the same colored terminal in each solenoid.

38. Install the magnet in the oil pan.

39. Apply sealant to the oil pan as shown in the figure onthe left.



approximately 3mm(0.118in.) in width and1.5mm(0.0591in.) thick.


LKHE008M

40. While fixing the stiffener to the four oil pan bolts,tighten the oil pan installation bolts with the specifiedtorque.


LKHE008N


41. Install the parking lock support, and tighten with thespecified torque.


LKHE008O

42. Position the parking pawl and the parking spring in thehole, and fix them by inserting the shaft.

43. Tighten the stopper bolt of the parking pawl shaft.


44. Install the reduction gear with the converter housingfacing upward.

LKHE008P

45. Insert the input shaft in the center of the output gear.Install the oil pump and tighten the bolts with the spec-ified torque.Then, install the O-ring in the input shaft.


CAUTION• Do not reuse the input shaft seal ring. Apply

AT fluid to a new seal ring before installation.• Do not reuse the O-ring. Apply AT fluid to the

new O-ring before installation.

LKHE008Q

46. Install the differential assembly so that it is engagedwith the reduction gear.

CAUTIONEnsure that the differential assembly is flush withthe reduction gear.

LKHE008R


47. Select a differential assembly shim.

1) Measure dimension L₁ from the case installa-tion surface of the converter housing to the seat-ing surface of the shim bearing.

AKHE008S

2) Measure dimension L₂from the converter hous-ing installation surface of the case to the top ofthe differential assembly side bearing.

LKHE008T

3) Calculate the clearance by the formula Dimen-sion L₁Dimension L₂, and select a suitableshim so that Dimension A will be the specifiedclearance.

Specified clearance A: 0~0.1mm (0~0.0039in.)

AKHE008U

48. Apply sealant to the converter housing as shown inthe figure on the left.



approximately 2mm(0.0788in.) in width and1mm(0.0394in.) thick.


LKHE008V


49. Install the converter housing aligning with the caseknock-pin.

LKHE008W

50. Tighten the converter housing installation bolts withthe specified torque.

Tightening torque: 30N·m 310kgf·cm, 22lbf·ft

CAUTIONOne of the bolts fixing the converter housing is abolt with sealant.Be sure to replace the bolt with a new one andinstall it in the correct position.

LKHE008X

51. Install the vehicle speed sensor, and tighten the boltwith the specified torque.


LKHE008Y

52. Install the turbine sensor, and tighten the bolt with thespecified torque.


LKHE008Z

53. Install the shift lever switch through the manual shaft,and temporarily tighten the bolt.


54. Embed the select lever assembly in the manual shaft,and punch the spring pin using the special tool.

Special tool A (Spring pin remover)

LKHE009A

55. Move the select lever assembly to shift into the "N"range. Insert the pin (about φ 4) in the location holesof the shift lever switch and the select lever assembly;then tighten the bolts of the shift lever switch.

Shift lever switch tightening torque:3.2N·m 33kgf·cm, 2.4lbf·ft

LKHE009B

56. Align the convex section of the oil cooler with the casecut-out, and tighten the oil cooler installation bolt withthe specified torque.


CAUTION• Before installation, attach the O-ring to the oil

cooler with petroleum jelly.• Do not reuse the O-ring.

LKHE009C

57. Apply sealant to the air breather cover as shown inthe figure on the left.

Sealant (threebond 1216B)

CAUTION• Don’t remove an air breather cover when usu-

ally inside AT is disassembled.• An air breather cover can be applied a

sealant, and bolting of a bolt in this pro-cedure, only in case of that is requiredreplacement by any damaged.

• The coat of sealant should be approx-imately 1.6mm(0.0630in.) in width and1mm(0.0394in.) thick.


LKHE009D


58. Install the air breather cover in the case, and tightenthe bolt with the specified torque.


LKHE009E

59. Install the intermediate harness and bracket.Install the roll bracket.

Bracket tightening torque: 7N·m 70kgf·cm, 5.2lbf·ftRoll bracket tightening torque: 35N·m357kgf·cm, 25.8lbf·ft

LKHE009F

60. Install the select cable bracket, the engine mountingbracket and the harness bracket and tighten the boltswith the specified torque.

Tightening torque Select cable bracket : 19N·m 190kgf·cm, 14lbf·ft Mount bracket :2 bolt (A) 33N·m 336kgf·cm, 24.3lbf·ft2 bolt (B) 16N·m 163kgf·cm, 11.8lbf·ftHarness bracket : 44N·m 449kgf·cm, 32.4lbf·ft

LKHE009G

61. Insert the oil filler tube and the bracket with a bolt.



62. Install the torque converter.

1) Pour AT fluid to the extent that the AT fluid doesnot spill when setting up the converter.

2) Install the converter, turning it until the convertersleeve cut-out is aligned with the input shaft.

3) Measure dimension A from the edge of the con-verter to the edge of the case to ensure that theconverter is installed properly.(The oil pump may be damaged if the transmis-sion case is mounted on a vehicle with the torqueconverter attached incorrectly.)

Dimension A: 23.7mm(0.933in.) or more

CAUTION• Be sure to apply the AT fluid to the O-ring of

the input shaft. (To prevent the O-ring frombeing damaged)

• Before installing the converter, Apply AT fluidto the oil seal lip. (To prevent lip breakage)

• Be careful not to scratch or damage the lip ofthe oil seal with the sleeve during installation.

• Do not use force during installation.• Remove all AT fluid which has fallen to the

bottom of the housing when applying the ATfluid to the oil seal.

• If AT fluid drops when installing the converter,remove it completely.(Do not overleap oil leakage.)

• When installing the AT with the engine, at-tach the torque converter to the AT, then in-stall them with the engine. (If they are con-nected in a wrong order, the oil seal O-ring oroil pump may be damaged.)

LKHE009H

INSTALLATION E2A10401

- Installation is the reverse of removal.- After installation is completed, perform the following

procedure.• Adjust the shift cable.• Add the transaxle fluid.• Clean the terminals of the battery and cable with

sandpaper.And then apply grease to the terminal to preventthe corrosion of terminals.

• Check the wiring and connector related totransaxle.

- Test-drive thedrive for several monutes and check thetrouble symptoms.


LOW REVERSE BRAKE

COMPONENTS E35B3AAD

LKHE010I


DISASSEMBLY EC8DC2EF

1. Using a thickness gauge, measure the clearance be-tween the snap ring and the retaining plate.

ClearanceStandard : 0.8~1.1mm (0.0315~0.0433in.)Application limit 1.3mm (0.0512in.)

CAUTION• If the application limit is exceeded, replace

the friction and separator plates with newones, and select a suitable retaining plate sothat the specified clearance will be obtained.

• If clearance is less than the application limit,select a suitable retaining plate so that theclearance will fall within the desired range.

LKHE010J

2. Blow air into the oil inlet of the control valve installationface, and check the functioning of the piston.

CAUTIONClose the other holes when blowing air using anair gun.

LKHE010K

3. Remove the snap ring; then remove each plate.

AKHE010L


4. Using the special tool, depress the spring retainer andremove the snap ring, then remove the spring retainerand the return spring.

Special tool A (Spring compressor set)Special tool B (Bearing inner race remover)Special tool C (Spring compressor attachment)

CAUTION• While holding the bearing inner race remover

shaft, tighten the nut.• Do not apply undue stress to the spring re-

tainer.• Use the special tools so that force will be ap-

plied evenly to the spring retainer.

LKHE010M

5. Blow air into the oil inlet of the control valve installationface to remove the low & reverse brake piston.

CAUTION• Air must be blown gradually at low pressure

so as not to tilt the piston.• If the piston is hard to remove by blowing air,

pull it out using pliers.

LKHE010K

INSPECTION EB3559C1

1. Check the plates for burns, damage, or distortion.

2. Check the O-ring for breakage or damage.

3. Check the other components for damage or distortion.

AKHE010L

REASSEMBLY EFCAFA42

Reassembly should be carried out following the steps fordisassembly in reverse order. Caution the following duringreassembly:

1. Replace the O-ring with a new one. Apply AT fluidto the new O-ring, and then install it in the low clutchpiston.

2. Be careful not to twist or come out the O-ring wheninserting the low & reverse clutch piston.

AKHE010P

3. Assemble with the cushion plate periphery touchingthe low & reverse clutch.

CAUTIONNote the direction of the cusion plate.


4. Be sure to assemble the low & reverse brake plate setcomponents in the right order.

LKHE010Q

LKHE010M

5. Be careful not to distort the spring retainer when usingthe special tools.

6. Ensure that the snap ring fits snugly in the drumgroove.

7. Ensure that the snap ring opening is not aligned withthe stopper.

8. Ensure that the snap ring opening is aligned with theconcave aperture.

9. Before using a new low & reverse brake plate set,soak it in AT fluid for more than two hours.

SECOND BRAKE

SECOND BRAKE BAND

1. Check second brake band for damage, wear, or dis-coloration. If the result is not satisfactory, replace theband with a new one.

CAUTIONBefore putting the new band into position, soak itin AT fluid for more than two hours.

AKHE010S

SECOND BRAKE PISTON

1. Check the piston seal ring for damage.

2. Check the piston bore of the mission case for damageor abnormal wear.

AKHE010T


INPUT SHAFT

1. Check the spline for damage or wear.

2. Check the seal ring for breakage or wear.

AKHE010U

PLANETARY GEAR

1. Check each gear for damage or discoloration.

2. Ensure that each gear rotates smoothly and withoutabnormal noise.

AKHE010V

ONE-WAY CLUTCH

1. Check the one-way clutch for damage or wear.

AKHE010W

PARKING LOCK PAWL, RETURN SPRING

1. Check the parking lock pawl for damage or wear.

2. Check the return spring for distortion or damage.

AKHE010X

INTERNAL GEAR, SUN GEAR

1. Check the gear teeth for abnormal wear or damage.

AKHE010Y


OIL PUMP (A/T)

COMPONENTS E8A7AD55

LKHE010A


DISASSEMBLY E10FEC1F

1. Remove the bolts and the oil pump cover.

LKHE010C

2. Pull the inner and outer rotors out from the oil pumphousing.

LKHE010B

INSPECTION E1AC8E80

1. Using a thickness gauge, measure the side clear-ances of the inner and outer rotors.

Clearance Standard : 0.02~0.04mm(0.00079~0.00157in.)

LKHE010D

2. Measure the tip clearances of the inner and outer ro-tors.

Clearance Standard : 0.02~0.15mm(0.00079~0.00591in.)

LKHE010E


3. Check the other components for damage or abnormalwear.

AKHE010F

REASSEMBLY E2A8BE9B

Reassembly should be carried out following the steps fordisassembly in reverse order. Take heed of the followingduring reassembly:

1. Install the inner and outer rotors in the oil pump hous-ing with the punch marks visible.

LKHE010G

2. Install the oil pump cover in the oil pump body, andtighten the bolts with the specified torque.


LKHE010H


VALVE BODY

COMPONENTS E70A9DA7

LKHE014A


DISASSEMBLY EEDD0A44

1. Remove the shift solenoid A, the shift solenoid B, theline pressure solenoid and the lock-up solenoid fromthe lower control valve body.

LKHE015A

2. Remove the oil strainer from the lower control valvebody.

LKHE015B

3. Remove the bolt from the side of the lower controlvalve body (shown in the figure on the left).

AKHE015C

4. With the upper control valve body upward, remove thebolt and the nut.

AKHE015D


5. Remove the upper control valve body and the sepa-rator plate as a unit.

CAUTIONSince there is a steel ball inside the body of eachvalve, remove each body and the separator plateas a unit with the lower control valve body facingdownward.

AKHE015E

6. With the upper control valve body downward, removethe separator plate and the steel ball.

CAUTIONBe careful not to drop or lose the steel ball.

LKHE015F

7. With the upper side of the intermediate control valvebody upward, remove it as a unit with the separatorplate B.

AKHE015G

8. With the upper side of the intermediate control valvebody downward, remove the separator plate B and thesteel ball.

CAUTIONBe careful not to drop or lose the steel ball.

LKHE015H


9. Remove the oil filter from the lower control valve body.

CAUTIONBe careful not to drop or lose the oil filter.

LKHE015I


REASSEMBLY E4CF2F02

LKHE015Q

CAUTION• Before reassembly, ensure that all the com-

ponents have been washed thoroughly.• Apply AT fluid to all of the components.


1. Apply AT fluid to the oil filter and install it in the lowercontrol valve body.

LKHE015R

2. Apply AT fluid to the steel ball and the new separatorplate B; then install these items in the lower side ofthe intermediate control valve body.

LKHE015S

3. Install the intermediate control valve body and theseparator plate B as a unit in the lower control valvebody.

AKHE015T

4. Apply AT fluid to the steel ball and the new separa-tor plate; then install these items in the upper controlvalve body.

LKHE015U

5. Install the upper control valve body and the separatorplate as a unit in the upper side of the intermediatecontrol valve body.

AKHE015V


6. With the upper control valve body upward, tighten thebolt and the nut.(Reference: Bolt installation position 45-148)

Tightening torque: 8 N·m 80 kgf·cm, 5.9lbf·ft

AKHE015W

7. Tighten the bolts on the side of the lower control valvebody (shown in the figure on the left) equally.


AKHE015X

8. Install the oil strainer in the lower control valve body.


LKHE015Y

9. Install the shift solenoid A, the shift solenoid B, theline pressure solenoid and the lock-up solenoid in thelower control valve body.


LKHE015Z


UPPER CONTROL VALVE BODY

COMPONENTS EDFAC276

LKHE014B


DISASSEMBLY E6F6ABC7

1. Remove the retainer plate pin, the spring and the neu-tral shift valve.

2. Remove the retainer plate pin, the spring and thethrottle pressure accumulator.

3. Remove the retainer plate pin, the spring and the shiftvalve A.

4. Remove the parallel pin, the plug, the spring and thepressure modifier valve.

5. Remove the manual valve.

6. Remove the retainer plate pin, the spring and the linepressure relief valve.

CAUTION• Each valve can be removed by being slid with

the weight of the valve itself.• If the valve will not slide in this manner, push

it out with a wire or face the valve insertingside downward and tap the valve lightly witha rubber-headed hammer. Do not scratch thevalve and damage its surface or hole.

• Do not use a magnet. It may cause residualmagnetism.

• Be careful not to drop or lose the valve andinternal components.

CHECK

SPRING

1. Take the following spring measurements.

2. If the measured value is too low or too high, replacethe spring.

LKHE015J


STANDARD

LKHE017C

LKHE015K


REASSEMBLY (SHOULD BE CARRIEDOUT FOLLOWING THE STEPSFOR DISASSEMBLY IN REVERSEORDER.) EFF5E5E5

1. Install the line pressure relief valve.

2. Install the manual valve.

3. Install the pressure modifier valve.

4. Install the shift valve A.

5. Install the throttle pressure accumulator.

6. Install the neutral shift valve.

CAUTION• Before assembly, wash all the components

thoroughly.• Apply AT fluid to all of the components and

holes.• Do not use components which may have been

dropped.• With plastic tape, tape the screwdrivers and

rods to be used for inserting the valve.• Note the orientation of valves and plugs.


INTERMEDIATE CONTROL VALVE BODY

COMPONENTS

LKHE014C


DISASSEMBLY

1. Remove the retainer plate pin, the plug, the spring andthe 1-2 modulator valve.

2. Remove the retainer plate pin, the plug, the spring andthe neutral control valve.

3. Remove the retainer plate pin, the valve sleeve, thevalve plug, the spring and the lock-up control valve.

4. Remove the retainer plate pin, the plug, the spring andthe servo release timing valve.

5. Remove the retainer plate pin, the spring and the shiftvalve B.

6. Remove the retainer plate pin, the plug, the spring andthe accumulator control valve.

7. Remove the retainer plate pin, the valve sleeve, thevalve plug, the spring seat, the spring and the pres-sure regulator valve.

8. Remove the retainer plate pin, the spring and the pilotvalve.



it out with a wire or face the valve inserting

side downward and tap the valve lightly witha rubber-headed hammer. Do not scratch thevalve and damage its surface or hole.



CHECK

SPRING



LKHE015L

STANDARD

LKHE017D


LKHE015M

REASSEMBLY (SHOULD BE CARRIED OUTFOLLOWING THE STEPS FOR DISASSEMBLY INREVERSE ORDER.)

1. Install the pilot valve.

2. Install the pressure regulator valve.

3. Install the accumulator control valve.

4. Install the shift valve B.

5. Install the servo release timing valve.

6. Install the lock-up control valve.

7. Install the neutral control valve.

8. Install the 1-2 modulator valve.







LOWER CONTROL VALVE BODY

COMPONENTS E4CFA304

LKHE014D


DISASSEMBLY EB0EC9E3

1. Remove the retainer plate pin, the spring and thetorque converter relief valve.

2. Remove the retainer plate pin, the plug, the spring andthe 1-2 accumulator.

3. Remove the retainer plate pin, the plug, the OUTspring, the IN spring and the throttle pressure accu-mulator.

4. Remove the retainer plate pin, the plug, the OUTspring, the IN spring and the low clutch accumulator.



it out with a wire or face the valve insertingside downward and tap the valve lightly witha rubber-headed hammer. Do not scratch thevalve and damage its surface or hole.



CHECK

SPRING



LKHE015L

STANDARD

LKHE017E


LKHE015P

REASSEMBLY (SHOULD BE CARRIEDOUT FOLLOWING THE STEPSFOR DISASSEMBLY IN REVERSEORDER.) EDA35E18

1. Install the low clutch accumulator.

2. Install the servo release accumulator.

3. Install the 1-2 accumulator.

4. Install the torque converter relief valve.







REVERSE CLUTCH

COMPONENTS E15E6C95

LKHE011A


DISASSEMBLY E70D0C28




the friction plate and the separator plate withnew ones, and select a suitable retainingplate so that the specified clearance will beobtained.

• If the clearance is less than the applicationlimit, select a suitable retaining plate sothat the clearance will fall within the desiredrange.

LKHE011B

2. Blow air into the oil inlet of the reverse clutch drum,and check the functioning of the piston.


LKHE011C

3. Remove the snap ring, then remove each plate.

AKHE011D


4. Using the special tool(09455-02000) and the press,depress the spring retainer and remove the snap ring;then remove the return spring.

Special tool A (Spring compressor)

CAUTIONDo not apply undue stress to the retainer.

LKHE011E

5. Blow air into the oil inlet of the reverse clutch drum todrive out the reverse clutch piston.


so as not to tilt the reverse clutch piston.• If the reverse clutch piston is hard to remove

by blowing air, pull it out using a pliers.

LKHE011C

INSPECTION E8CBBA0C

1. Ensure that the check valve moves freely by shakingthe reverse clutch piston.

2. Ensure that air does not escape when blown into thefunctioning side of the reverse clutch piston, nor whenblown into the release side.

3. Check the seal ring for breakage or damage.

LKHE011G


5. Check the reverse clutch drum for burns or damage.


AKHE011D


REASSEMBLY E65AABFA


1. Replace the O-ring with a new one. Apply AT fluid tothe new O-ring, and then install in to the reverse clutchpiston.

2. Be careful not to twist or come out the O-ring wheninserting the piston.

AKHE011I

3. Be sure to assemble the components of the clutchplate in the right order.

LKHE011J

4. Be careful not to distort the reverse clutch returnspring plate when pressing into position.

5. Ensure that the snap ring fits snugly into the drumgroove.



8. Before using a new reverse clutch plate set, soak it inAT fluid for more than two hours.

LKHE011E


HIGH CLUTCH

COMPONENTS E7614131

LKHE012A


DISASSEMBLY EAEDDFE9




the friction and separator plates with newones, and select a suitable retaining plate sothat specified clearance will be obtained.


LKHE012B

2. Blow air into the oil inlet of the high clutch drum, andcheck the functioning of the piston.


LKHE012C

3. Remove the snap ring, then remove each plate.

AKHE012D


4. Using the special tool(09344-02100) and the press,depress the spring retainer and remove the snap ring;then remove the return spring.



LKHE012E

5. Blow air into the oil inlet of the high clutch drum todrive out the high clutch piston.


so as not to tilt the high clutch piston.• If the piston is hard to remove by blowing air,

pull it out using a pliers.

LKHE012C

INSPECTION E8CDFEF8

1. Ensure that the check valve moves freely by shakingthe reverse clutch piston.

2. Ensure that air does not escape when blown into thefunctioning side of the reverse clutch piston, whenblown into the release side.

LKHE012G


4. Check the seal ring and O-ring for breakage or dam-age.


AKHE012D


REASSEMBLY EB67BC49

Reassembly should be carried out following the steps fordisassembly in reverse order. Caution the following duringreassembly.

1. Replace the O-ring and the seal ring with new ones.Apply AT fluid to the new O-ring and seal ring; theninstall these in the high clutch piston.

2. Be careful not to twist or come out the O-ring wheninserting the piston.

AKHE012I

3. Be sure to assemble the high clutch plate set compo-nents in the right order.

LKHE012J

4. Be careful not to distort the high clutch return springplate when pressing into position.




8. Before using a new high clutch plate set, soak it in ATfluid for more than two hours.

LKHE012E


LOW CLUTCH

COMPONENTS EC9031DB

LKHE013A


DISASSEMBLY E4DF2B03




the friction plate and the separator plate withnew ones, and select a suitable retainingplate so that specified clearance will be ob-tained.


LKHE013B

2. Blow air into the oil inlet of the low clutch drum, andcheck the functioning of the piston.


LKHE013C

3. Remove the snap ring; then remove each plate.

AKHE013D


4. Using the special tool(09455-02200) and the press,depress the cancel cover and remove the snap ring;then remove the cancel cover and the return spring.



LKHE013E

5. Blow air into the oil inlet of the low clutch drum to driveout the low clutch piston.


so as not to tilt the low clutch piston.• If the low clutch piston is hard to remove by

blowing air, pull it out by using a pliers.

LKHE013C

INSPECTION E22149D7


2. Check the O-ring for breakage or damage.

AKHE013D

3. Check the sealing surface of the cancel cover forbreakage or damage.


LKHE013H


REASSEMBLY EB73C5DC


1. Replace the O-ring with a new one. Apply AT fluidto the new O-ring and then install it in the low clutchpiston.

2. Be careful not to twist or come out the O-ring wheninserting the low clutch piston.

AKHE013I

3. Assemble with the cushion plate periphery touchingthe low clutch.

CAUTIONNote the direction of the cusion plate.

LKHE013J

4. Be sure to assemble the low clutch plate set compo-nents in the right order.

5. Be careful not to distort the cancel cover when press-ing it into position.




9. Before using a new low clutch plate set, soak it in ATfluid for more than two hours.

LKHE013E


AUTOMATIC TRANSAXLECONTROL SYSTEM

SHIFT LEVER

COMPONENTS EF9CA620

LKHE016A

AUTOMATIC TRANSAXLE CONTROL SYSTEM AT -251

REMOVAL E89CBD77

1. Move the shift lever to "P" position.

AKHE016B

2. Remove the battery.

3. Remove the air intake hose and the air cleaner.

4. Loosen the transaxle range switch mounting nut.

5. Remove the control cable holder and the control ca-ble.

6. Remove the ashtray of the center console and thenloosen the bolt (A) (1EA).

AKHE016C

7. Disconnect the connectors (3EA) installed in the cen-ter console.

AKHE016D

8. Move the shift lever to "L" position and then removethe center console.

AKHE016E

9. Remove the shift lever connector.

AKHE016F


10. Remove the control cable cotter pin (A).

AKHE016G

11. Remove control cable hold (lever side).

AKHE016H

12. Remove the shift lock cable P-LOCK cam.

AKHE016I

13. Remove the crash panel (bolts:2EA).

AKHE016J

14. Remove the shift lock cable bracket (A).

AKHE016K

15. Remove the socket of shift lock cable pedal side.

16. Remove the shift lock cable cotter pin (A).

AKHE016L

AUTOMATIC TRANSAXLE CONTROL SYSTEM AT -253

17. Loosen the mounting bolts (4EA) of shift lever and theremove the shift lever.

AKHE016M

Body Electrical System

GENERAL. .....................................................................................................BE -2

MULTI FUNCTION SWITCH..........................................................................BE -8

HORN .............................................................................................................BE -11

FUSES AND RELAYS ...................................................................................BE -12

INDICATORS AND GAUGES........................................................................BE -19

LIGHTING SYSTEM.......................................................................................BE -24

DAYTIME RUNNING LIGHTS .......................................................................BE -30

BE-2 BODY ELECTRICAL SYSTEM

GENERAL GENERAL TROUBLESHOOTING INFORMATION

BEFORE TROUBLESHOOTING 1.Check applicable fuses in the appropriate fuse/relay

box. 2.Check the battery for damage, state of charge, and

clean and tight connections.

NOTE

• Do not quick-charge a battery unless the battery ground cable has been disconnected; otherwise you will damage the alternator diodes.

• Do not attempt to crank the engine with the bat tery ground cable loosely connected or you will severely damage the wiring.

3.Check the alternator belt tension.

HANDLING CONNECTORS 1.Make sure the connectors are clean and have no

loose wire terminals. 2.Make sure multiple cavity connectors are packed with

grease (except watertight connectors). 3.All connectors have push-down release type locks

(A).

4.Some connectors have a clip on their side used to attach them to a mount bracket on the body or on another component. This clip has a pull type lock.

5. Some mounted connectors cannot be disconnected unless you first release the lock and remove the connector from its mount bracket.

6.Never try to disconnect connectors by pulling on their wires; pull on the connector halves instead.

7.Always reinstall plastic covers.

8.Before connecting connectors, make sure the terminals (A) are in place and not bent.


9.Check for loose retainer (A) and rubber seals (B). HANDLING WIRES AND HARNESSES

1.Secure wires and wire harnesses to the frame with their respective wire ties at the designated locations.

2.Remove clips carefully; don’t damage their locks (A).

10.The backs of some connectors are packed with grease. Add grease if necessary. If the grease (A) is contaminated, replace it.

3.Slip pliers (A) under the clip base and through the hole at an angle, then squeeze the expansion tabs to release the clip.

11.Insert the connector all the way and make sure it is securely locked.

12.Position wires so that the open end of the cover faces I

down. 4.After installing harness clips, make sure the harness doesn’t interfere with any moving parts.

5.Keep wire harnesses away from exhaust pipes and other hot parts, from sharp edges of brackets and holes, and from exposed screws and bolts.

BE-4 BODY ELECTRICAL SYSTEM 6.Seat grommets in their grooves properly (A). Do not

leave grommets distorted (B).

TESTING AND REPAIRS

1. Do not use wires or harnesses with broken insulation. Replace them or repair them by wrapping the break with electrical tape.

2. After installing parts, make sure that no wires are pinched under them.

3. When using electrical test equipment, follow the man ufacturer’s instructions and those described in this manual.

4. If possible, insert the probe of the tester from the wire side (except waterproof connector).

5.Use a probe with a tapered tip.

FIVE-STEP TROUBLESHOOTING

1. Verify the complaint Turn on all the components in the problem circuit to verify the customer complaint. Note the symptoms. Do not begin disassembly or testing until you have narrowed down the problem area.

2. Analyze the schematic Look up the schematic for the problem circuit. Determine how the circuit is supposed to work by tracing the current paths from the power feed through the circuit components to ground. If several circuits fail at the same time, the fuse or ground is a likely cause. Based on the symptoms and your understanding of the circuit operation, identify one or more possible causes of the problem.

3. Isolate the problem by testing the circuit Make circuit tests to check the diagnosis you made in Step 2. Keep in mind that a logical, simple procedure is the key to efficient troubleshooting. Test for the most likely cause of failure first. Try to make tests at points that are easily accessible.

4. Fix the problem Once the specific problem is identified, make the repair. Be sure to use proper tools and safe procedures.

5. Make sure the circuit works Turn on all components in the repaired circuit in all modes to make sure you’ve fixed the entire problem. If the problem was a blown fuse, be sure to test all of the circuits on the fuse. Make sure no new problems turn up and the original problem does not recur.


TROUBLESHOOTING

INSTRUMENTS AND WARNING SYSTEM

Symptom Possible Cause Remedy

Cluster fuse (10A) blown Check for short and replace fuse Speedometer faulty Check speedometer Vehicle speed sensor faulty Check vehicle speed sensor

Speedometer does not work

Wiring or ground faulty Repair if necessary Cluster fuse (10A) blown Check for short and replace fuse Tachometer faulty Check tachometer Tachometer does not operate Wiring or ground faulty Repair if necessary Cluster fuse (10A) blown Check for short and replace fuse Fuel gauge faulty Check gauge Fuel gauge does not operate Wiring or ground faulty Repair if necessary Cluster fuse (10A) blown Check for short and replace fuse Bulb burned out Replace bulb Fuel sender faulty Check fuel sender

Low fuel warning lamp does not light up

Wiring or ground faulty Repair if necessary Cluster fuse (10A) blown Check for short and replace fuse Bulb burned out Replace bulb Water temperature sender faulty Check sender

Water temperature (high/low) lamp does not light up

Wiring or ground faulty Repair if necessary Cluster fuse (10A) blown Check for short and replace fuse Bulb burned out Replace bulb Oil pressure switch faulty Check switch

Oil pressure warning lamp does not light up

Wiring or ground faulty Repair if necessary Cluster fuse (10A) blown Check for short and replace fuse Bulb burned out Replace bulb Brake fluid level warning switch faulty Check switch

Parking brake switch faulty Check switch

Parking brake warning lamp does not light up

Wiring or ground faulty Repair if necessary

BE-6 BODY ELECTRICAL SYSTEM LIGHTING SYSTEM

Symptom Possible Cause Remedy Bulb burned out Replace bulb One lamp does not light (all exterior) Socket, wiring or ground faulty Repair if necessary Bulb burned out Replace bulb Ignition fuse (30A) blown Check for short and replace fuse Head lamp fuse (10A) blown Check for short and replace fuse Lighting switch faulty Check switch

Head lamps do not light

Wiring or ground faulty Repair if necessary Bulb burned out Replace bulb Tail lamp fuse (10A) blown Check for short and replace fuse Battery fuse (30A) blown Replace the fuse Tail lamp relay faulty Check relay Lighting switch faulty Check switch

Tail lamps and license plate lamps do not light

Wiring or ground faulty Repair if necessary Bulb burned out Replace bulb Stop lamp fuse (10A) blown Check for short and replace fuse Stop lamp switch faulty Adjust or replace switch

Stop lamps do not light

Wiring or ground faulty Repair if necessary Stop lamps do not turn off Stop lamp switch faulty Repair or replace switch

Rheostat faulty Check rheostat Instrument lamps do not light (Tail lamps light) Wiring or ground faulty Repair if necessary

Bulb burned out Replace bulb Turn signal switch faulty Check switch Turn signal lamp does not flash on

one side Wiring or ground faulty Repair if necessary Bulb burned out Replace bulb Turn signal fuse (10A) blown Check for short and replace fuse Flasher unit faulty Check flasher unit Turn signal switch faulty Check switch

Turn signal lamp does not light

Wiring or ground faulty Repair if necessary Bulb burned out Replace bulb Hazard warning lamp fuse (15A) blown Check for short and replace fuse

Flasher unit faulty Check flasher unit Hazard switch faulty Check switch

Hazard warning lamps do not light

Wiring or ground faulty Repair if necessary Lamp's wattages are smaller or larger than specified Replace lamps Flasher rate too slow or too fast Flasher unit faulty Check flasher unit


Symptom Possible cause Remedy Bulb burned out Replace bulb Turn signal lamp fuse (10A) blown Check for short and replace fuse Back up lamps do not light Transaxle range switch (A/T) faulty Check switch Bulb burned out Replace bulb Room lamp fuse (15A) blown Check for short and replace fuse Room lamp switch faulty Check switch Room lamp does not light

Wiring or ground faulty Repair if necessary


M

ULTI FUNCTION SWITCH SPECIFICATIONS

Items Specifications Rated voltage DC 12V Operating temperature range -30°C ~ +80°C (-22 ~ +176°F) Rated load Dimmer & passing switch High: 230W (Lamp load) Low: 110W (Lamp load) Passing: 230W (Lamp load) Lighting switch Lighting: 21W (Lamp load) Turn signal & lane change switch 69W (Lamp load) Wiper & mist switch Low, High: 5.0A (Motor load) Intermittent: 7mA (Intermittent circuit load) Lock: Max. 25A (Motor load) Mist: 5.0A (Motor load) Washer switch 5.0A (Motor load)

BE-9 BODY ELECTRICAL SYSTEM COMPONENTS

Wiper Control

Light Switch / Turn Signal Lamp Switch

BE-10 BODY ELECTRICAL SYSTEM INSPECTION

LIGHTING SWITCH INSPECTION

With the multi function switch in each position, make sure that continuity exists between the terminals below. If conti nuity is not as specified, replace the multi-function switch.

LIGHTING SWITCH

Terminal Posi-tion

1 2 3 4 5

OFF

I

II

DIMMER AND PASSING SWITCH

Terminal Position 3 4 5

HU

HL

Position

HU: Head lamp high beam HL: Head lamp low beam P : Head lamp passing switch

TURN SIGNAL SWITCH

Terminal Hazard Switch

Turn Signal Switch 16 17 18

L

N OFF

R WIPER AND WASHER SWITCH INSPECTION

6 5 4 3 2 1

14 13 12 11 10 9 8 7

5 6 7 8 9 10 With the multi function switch in each position, make sure that continuity exists between the terminals below. If continuity is not as specified, replace the multi-function switch. WIPER SWITCH

Terminal Position 5 6 7 8 9 10

WASH

OFF

INT

LOW

HI


HORN REPLACEMENT

1. Remove the windshield washer bottle mounting bracket after opening the hood.

2. Remove the bolt and disconnect the horn connector, then remove the horn.

3. Installation is the reverse of removal.

INSPECTION

Test the horn by connecting battery voltage to the 1 terminal and ground the 2 terminal. The horn should make a sound. If the horn fails to make a sound, replace it.

HORN RELAY INSPECTION

1. Remove the horn relay from the relay box under the dash.

2. Check for continuity between the terminals.

3. There should be continuity between the No.87 and No.30 terminals when power and ground are connected to the No.86 and No.85 terminals.

4. There should be no continuity between the No.87 and No.30 terminals when power is disconnected.

ADJUSTMENT

Operate the horn, and adjust the tone to a suitable level by turning the adjusting screw.

NOTE

After adjustment, apply a small amount of paint around the screw head to keep it from loosening.


FUSES AND RELAYS RELAY BOX (ENGINE COMPARTMENT) COMPONENTS

1. Radiator fan 1 relay 5. Tail lamp relay 2. Not Used 6. Not Used 3. Air conditioner relay 7. Horn relay 4. Start relay 8. Not Used


RELAY TYPE AND FUSE CAPACITY

Description Title Type & Capacity

Radiator fan 1 B TYPE Air conditioner B TYPE

Start B TYPE Tail lamp B TYPE

Relays

Horn B TYPE ECU 1 20A ECU 2 10A

Radiator 30A IG 1 30A IG 2 30A

Battery 1 30A Battery 2 30A

Tail lamp - left 10A Tail lamp - right 10A

Stop lamp 10A Horn 10A DRL 10A

Hazard lamp 15A Blower motor 30A Air conditioner 10A

Fuses

Battery 100A

BE-14 BODY ELECTRICAL SYSTEM INSPECTION REPLACEMENT

POWER RELAY TEST (TYPE B) 1.Remove the relay box cover.

Check for continuity between the terminals. 2.Remove the positive (+) battery terminal.

1. There should be continuity between the No.30 and 3.Loosen the mounting bolts of relay box (A). No.87 terminals when power and ground are con nected to the No.85 and No.86 terminals.

2. There should be no continuity between the No.30 and No.87 terminals when power is disconnected.

4. Remove the relay box after disconnecting connectors (A).


FUSE INSPECTION

1.Be sure there is no play in the fuse holders, and that the fuses are held securely.

2.Are the fuse capacities for each circuit correct?

3.Are there any blown fuses? If a fuse is to be replaced, be sure to use a new fuse of the same capacity. Always determine why the fuse blew first and completely eliminate the problem before installing a new fuse.


RELAY BOX COMPONENTS

1. Not Used 4. N

2. Blower Relay 5. F

3. Flasher Unit

1
2
3

4
5
ot Used

uel Pump Relay


RELAY TYPE AND FUSE CAPACITY

Description Title Type & Capacity Fuel pump B TYPE Relays

Blower A TYPE Cigar lighter 15A

Start 10A Air conditioner 10A

Front wiper 20A Fuel pump 10A

Cluster 10A Turn signal lamp 10A Head lamp (Left) 10A

Head lamp (Right) 10A TCU 15A

Ignition coil 15A Sensor 10A

Fuses

Injector 15A

BE-17 BODY ELECTRICAL SYSTEM INSPECTION POWER RELAY TEST (TYPE B)

POWER RELAY TEST (TYPE A) Check for continuity between the terminals.

Check for continuity between the terminals. 1.There should be continuity between the No.30 and No.87 terminals when power and ground are con

1.There should be continuity between the No.30 and nected to the No.85 and No.86 terminals. No.87 terminals when power and ground are con

nected to the No.85 and No.86 terminals. 2.There should be no continuity between the No.30 and No.87 terminals when power is disconnected.

2.There should be no continuity between the No.30 and Fuel Pump Relay

No.87 terminals when power is disconnected.

Blower Relay

FUSE INSPECTION

1. Be sure there is no play in the fuse holders, and that the fuses are held securely.

2. Are the fuse capacities for each circuit correct?

3. Are there any blown fuses? If a fuse is to be replaced, be sure to use a new fuse of the same capacity. Always determine why the fuse blew first and completely eliminate the problem before installing a new fuse.

BE-18 BODY ELECTRICAL SYSTEM MAIN RELAY TEST 1.Relay located in electrical box in engine compartment.

2.There should be continuity between the No.30, No.87 and No.87A terminals of main relay (A) when power and ground are connected to the No.85 and No.86 terminals.

3.There should be no continuity between the No.30, No.87 and No.87A terminals when power is discon nected.


INDICATORS AND GAUGES INSTRUMENT CLUSTER REPLACEMENT

1. Disconnect the (-) battery terminal.

2. Remove the complete dash cover to access cluster

mounting hardware.


INSPECTION

SPEEDOMETER

1. Adjust the pressure of the tires to the specified level.

2. Drive the vehicle onto a speedometer tester. Use wheel

blocks as appropriate.

3. Check if the speedometer indicator range is within the

standard values (shown below).

Velocity (km/h) 20 40 60 80

+ 4.0 + 5.0 + 6.0 + 7.0 Tolerance (km/h) + 0.5 + 1.0 + 2.0 + 3.0 Velocity (MPH) 10 20 40 60

+ 3.0 + 3.0 + 3.6 + 4.4 Tolerance (MPH) + 0.5 + 0.5 + 0.7 + 1.0


CAUTION

Do not operate the clutch suddenly or increase/ decrease speed rapidly while testing.

NOTE

Tire wears and tire over or under inflation will increase the indication error.

VEHICLE SPEED SENSOR

1. Connect the positive (+) lead from battery to terminal 2and negative (-) lead to terminal 1.

2. Connect the positive (+) lead from tester to terminal 3 and the negative (-) lead to terminal 1.

3. Rotate the shaft.

4. Check that there is voltage change from approx. 0V to 11V or more between terminals 1 and 3.

5. The voltage change should be 4 times for every revolution of the speed sensor shaft. If operation is not as specified, replace the sensor.

TACHOMETER

1.Connect the scan tool to the diagnostic link connector or install a tachometer.

2.With the engine started, compare the readings of the tester with that of the tachometer. Replace the tachometer if the tolerance is exceeded.

Revolution (RPM) 1,000 2,000 3,000 4,000

Tolerance (RPM) ± 100 ± 125 ± 150 ± 150

Revolution (RPM) 5,000 6,000 7,000 -

Tolerance (RPM) ± 150 ± 150 ± 150 -

CAUTION

• Reversing the connections of the tachometer will damage the transistor and diodes inside.

• When removing or installing the tachometer, be careful not to drop it or subject it to severe shock.

FUEL GAUGE

1. Disconnect the fuel sender connector from the fuel sender.

2. Connect a 3.4 wattages, 12V test bulb to terminals 1 and 3 on the wire harness side connector.

3. Turn the ignition switch to the ON, and then check that the bulb lights up and the fuel gauge needle moves to full.

BE-21 BODY ELECTRICAL SYSTEM FUEL SENDER ENGINE COOLANT TEMPERATURE GAUGE

1. Using an ohmmeter, measure the resistance between 1. Disconnect the wiring connector from the engine terminals 1 and 3 at each float level. coolant temperature sender in the engine compart

ment.

2. Turn the ignition switch ON. Check that the gauge needle indicates cool. Turn the ignition switch OFF

3. Connect a 12V, 3.4 wattages test bulb between the harness side connector and ground.

4. Turn the ignition switch ON.

5. Verify that the test bulb flashes and that the temperature high lamp turns on. If operation is not as specified, replace the engine coolant temperature gauge. Then recheck the system.

2. Also check that the resistance changes smoothly when the float is moved from "E" to "F".

Position Resistance (Ω)

Empty 200.0 ± 2%

Warning lamp 175.0 ± 2%

½ 99.0 ± 2%

Full 8.0 ± 2%

3. If the height resistance is unsatisfied, replace the fuel sender as an assembly.

CAUTION

After completing this test, wipe the sender dry and reinstall it in the fuel tank.


ENGINE COOLANT TEMPERATURE SENDER 1.Using an ohmmeter, measure the resistance between the terminal 2 and ground.

2.If the resistance value is not as shown in the table, replace the temperature sender.

Temp.

[°F (°C)] Resistance

(Ω) Tolerance [°F (°C)] Lamp

140 (60) 128 ± 37.4 (3) Turn the temp. low lamp off

243 (117) 21 ± 37.4 (3)

Turn the temp.

high lamp on

OIL PRESSURE SWITCH 1. Check that there is continuity between the oil pressure switch terminal (A) and ground with the engine off. 2. Check that there is no continuity between the terminal and ground with the engine running. 3. If operation is not as specified, replace the switch. OIL PRESSURE WARNING LAMP

1.Disconnect the connector (A) from the warning switch and ground the terminal on the wire harness side connector.

2.Turn the ignition switch ON. Check that the warning lamp lights up. If the warning lamp doesn’t light, test the bulb or inspect the wire harness.

BE-23 BODY ELECTRICAL SYSTEM BRAKE FLUID LEVEL WARNING SWITCH 1. Remove the connector (A) from the switch located at the brake fluid reservoir. 2. Verify that continuity exists between the switch terminals 1 and 2 while pressing the switch (float) down with a rod. BRAKE FLUID LEVEL WARNING LAMP 1. Start the engine. 2. Release the parking brake. 3. Remove the connector from the brake fluid level warning switch (A). 4. Ground the connector at the harness side. 5. Verify that the warning lamp lights.

PARKING BRAKE SWITCH The parking brake switch (A) is a push type located under the parking brake lever. To adjust, move the switch mount up and down with the parking brake lever released all the way. 1. Check that there is continuity between the terminal and switch body with the switch ON (Lever is pulled). 2. Check that there is no continuity between the terminal and switch body with the switch OFF (Lever is released). If continuity is not as specified, replace the switch or inspect its ground connection.


LIGHTING SYSTEM SPECIFICATION

Items Bulb Wattage (W) Head lamp (High/Low) 60/55 Front turn signal lamp 21/5 Front position lamp 27/5 Rear combination lamps Tail lamp 21/5 Stop lamp 27/8

Back up lamp 21 (Europe), 27

(General)

Turn signal lamp 21 (Europe), 27

(General) License plate lamp 5 Side repeater lamp 5 Rear fog lamp 21 Room lamp 10 High mounted stop lamp 17 Luggage lamp 5

HEAD LAMPS

REPLACEMENT

1. Disconnect the negative (-) battery terminal.

2. Remove the headlamp assembly after loosening the mounting bolts (A) and disconnecting the lamp con nector.


NOTE

Head lamp bulb is replaceable. Unplug wbulb from rear of head lamp assembly.

HEAD LAMP AIMING INSTRUCTIONS

The headlamps should be aimed with the proper beamsetting equipment, and in accordance with the equipment manufacturer’s instructions.

NOTE

If there are any regulations pertinent to the aiming of headlamps in the area where the vehicle is to be used, adjust so as to meet those requirements.

Alternately turn the adjusting gear to adjust the headlamp aiming. If beam-setting equipment is not available, proceed as follows :

1. Inflate the tires to the specified pressure and remove any loads from the vehicle except the driver, spare tire, and tools.

2. The vehicle should be placed on a flat floor.

3. Draw vertical lines (Vertical lines passing through respective head lamp centers) and a horizontal line (Horizontal line passing through center of head lamps) on the screen.

4. With the head lamp and battery in normal condition, aim the headlamps so the brightest portion falls on the horizontal and vertical lines. Make vertical and horizontal adjustments to the lower beam using the adjusting wheel.
A
ire connector & remove


TURN SIGNAL LAMP REPLACEMENT


2. Remove the nuts holding the rear combination lamp then disconnect the 6P connector.

3. Remove the rear combination lamp and replace the bulbs; stop & tail lamp, turn signal lamp, back up lamp.



TURN / HAZARD LAMPS INSPECTION

HAZARD LAMP SWITCH


2. Loosen dash top and raise to gain access to hazard switch.

Hazard Switch

3. Operate the switch and check for continuity between terminals with an ohmmeter.


FLASHER UNIT INSPECTION

1.Disconnect the negative (-) battery terminal.

2.Remove the flasher unit from the passenger compart ment relay box.

3.Connect the positive (+) lead from the battery to ter minal 2 and the negative (-) lead to terminal 3.

4.Connect the two turn signal lamps in parallel to termi nals 1 and 3. Check that the bulbs turn on and off.

Flasher

Unit

NOTE

The turn signal lamps should flash 60 to 120 times per minute. If one of the front or rear turn signal lamps has an open circuit, the number of flashes will be more than 120 per minute. If operation is not as specified, replace the flasher unit.


LICENSE LAMPS REPLACEMENT


2. Disconnect the connectors and then replace the bulb.



STOP LAMPS

REPLACEMENT

HIGH MOUNTED STOP LAMP


2. Remove light cover lens and replace bulb.



DAYTIME RUNNING LIGHTS

DRL CONTROL MODULE INSPECTION

1.Daytime running unit is installed at the below of battery.

2.Check that the light operate according to the following timing chart.

3. Remove the left headlamp and then disconnect the connector from the daytime running lights control unit.

4. Inspect the connector and terminals to be sure they are all making good contact. If the terminals are bent, loose or corroded, repair them as necessary, and recheck the system. If the terminals look OK, go to step 5.

5.Make these input tests at the connector If any test indicates a problem, find and correct the cause, then recheck the system. If all the input tests prove OK, the control unit must be faulty; replace it.

Wire Clr Term Test

Condition Test: Desired result

Br 1 Headlamp ON

Check for voltage to ground: There should be battery voltage.

- 2 Blank -

Ylw 3 Engine running


- 4 Blank - - 5 Blank -

Blk 6 Under all conditions

Check for voltage to ground: There should be continuity.

Br/O 7 Under all conditions

Check for voltage to ground: There should be voltage.

- 8 Blank -

R/O 9 Tail lamp ON


- 10 Blank -

G/O 11 Under all conditions


- 12 Blank -

General Information - Westward Industries

Documents

Transcript of General Information - Westward Industries