3. MPI SYSTEM
(3) Continuous Variable Valve Timing & Lift MIVEC
This MIVEC has integrated a continuous variable valve lift system into the 4J1SOHC engine
equipped with the continuous variable valve timing system. The valve phase and valve lift
amounts are optimally controlled, as well as it can achieve excellent fuel economy by reduc-
ing pumping loss of piston, extending the expansion ratio and stabilizing the combustion.
- Continuous variable valve lift system -
The system controls continuously and variably the amount of valve lift, the valve opening
period and valve closing timing of the intake valve.
- Continuous valve timing system -
The system controls continuously and variably the cam phase. Both intake and exhaust
cam phases can be moved simultaneously in the same direction by the new SOHC configu-
ration.
<System Configuration Diagram>
VLC : Variable Lift Controller
VLA : Variable Lift Actuator
VLS : Valve Lift Sensor
VVT : Variable valve Timing
VLS
VLC CAN
VLA VLC Engine-ECU
VVT
Fig. 3-24
◇ VLA (Valve Lift Actuator) is controlled by Engine-ECU through VLC (Valve Lift Con-
troller).
◇ Dedicated CAN-bus line (VLC-CAN) has been adopted for communication between
Engine-ECU and VLC.
◇ The VLS (Valve Lift Sensor: hall sensor) detects VLA motor position.
◇ VVT (Variable Valve Timing) actuator is controlled by Engine-ECU.
3 - 19 MMMTC VER 1
3. MPI SYSTEM
1) System Diagram of VLC: Valve Lift Control
◇ The Engine-ECU selects an optimum VLC target control angle MAP based on some
information as APS, engine speed, brake vacuum pressure and vehicle speed, and cal-
culates a VLC target control angle.
◇ The VLC receives a VLC target control angle signal from Engine-ECU and actuates the
motor in VLA. The feedback control is performed through the observation of the target
control angle signal and the motor position signal obtained from the hall sensor.
◇ The Engine-ECU identifies the actual valve lift value by the output signal of VLS (Valve
Lift Sensor) as diagnosis function.
Engine-ECU VLC Engine
APS Motor
負圧 F/F control Drive duty
出力
Target control
Engine angle MAP calculation Hall
rev. sensor
Brake
vacuum Variable valve lift mechanism
press.
Target control F/B control
angle
Vehicle
speed
Virtual control Virtual control angle
angle calculation
Actual control VLS
angle
Fig. 3-25
2) System Diagram of Variable Valve Timing Control
◇ The Engine-ECU selects an optimum VVT target phase value MAP based on some
information as APS, engine speed, brake vacuum pressure and vehicle speed, and
calculates a VVT target phase value. Then Engine-ECU controls the VVT by actuat-
ing the oil feeder control valve with duty control signals calculated from the target
phase value.
◇ The feedback control is performed through the observation of the target phase value
signal and actual camshaft position signal obtained from camshaft position sensor.
Engine-ECU
Camshaft position sensor
負圧要求
出力要求
Target phase
APS valve MAP Target phase valve VVT OCV
モードマッ
モードマッ
プ
Engine プ
F/B control
Brake
vacuum Engine
press. Drive duty calculation
Vehicle
speed
Fig. 3-26
MMMTC VER 1 3 - 20
3. MPI SYSTEM
3) Operation Outline
- Variable valve lift - <When engine load is low>
Refer to the figure 3-27.
Valve lift
EX IN ① Intake valve closes earlier, so the pumping loss
caused of intake stroke can be reduced.
② Exhaust valve opens earlier, so the pumping
loss caused of exhaust stroke can be sup-
pressed.
③ By the effect of shortening the valve overlap
period, the amount of burned gas recirculation
Crank angle Ordinal valve
closing timing (Internal EGR) is suppressed and the combus-
zone tion can be stabilized.
Fig. 3-27 ④ According to the engine load, the valve lift
(intake valve) is varied.
- Variable cam phase - <When engine load is medium>
Refer to the figure 3-28.
Valve lift
EX IN
① Intake valve closes late, so the pumping loss
caused of the intake stroke can be reduced.
② Exhaust valve opens late, so the expansion
energy of the combustion gas can utilized ef-
fectively.
③ By the effect of extending the valve overlap pe-
Crank angle Ordinal valve riod and the delaying the cam phase, the
closing timing amount of burned gas recirculation is increased
zone
and the pumping loss caused of the intake
Fig. 3-28 stroke can be reduced.
④ The valve lift (intake valve) is set at maximum.
3 - 21 MMMTC VER 1
3. MPI SYSTEM
5. RELAY CONTROLS
(1) Engine Control Relay
When the ignition switch-IG is "ON" the Engine-ECU turns ON the power transistor that
makes the ground connection for the engine control relay. This causes current to flow
through the engine control relay’s coil, the magnetic field created causes the relay switch to
turn ON, and power is supplied to each sensor and actuator. When the ignition switch-IG
turned "OFF", the Engine-ECU turns OFF the power transistor to disconnect the engine
control relay.
Fig. 3-29
[Throttle valve initializing control]
After turning OFF the ignition switch the Engine-ECU drives the throttle valve from fully
closed position to fully open position to record the fully closed/open traveled value based on
the throttle position sensor (main and sub) output signals. The recorded values are used as
studied value compensation for basic target opening angle when the engine is started the
next time.
MMMTC VER 1 3 - 22
3. MPI SYSTEM
(2) Fuel Pump Control Relay
The fuel pump relay is built into the ETACS-ECU, but controlled by the Engine-ECU. The
Engine-ECU will turn ON the transistor for Fuel Pump Relay Control when the ignition
switch-ST is moved to the START position and the crank angle sensor pulses to crankshaft
rotation. The transistor makes the ground connection for the fuel pump relay. When current
flows through the fuel pump relay, the relay energizes and turns ON to drive the fuel pump.
If engine speed falls below a set value, the fuel pump relay is turned OFF. This is a safety
mechanism that stops the fuel pump in case there is a sudden engine stop like engine
stalling or vehicle crash.
Fig. 3-30
3 - 23 MMMTC VER 1
3. MPI SYSTEM
(3) Starter Relay
When the ignition switch-ST is moved to START, the Engine-ECU turns ON the power tran-
sistor that controls the starter relay.
Fig. 3-31
Fig. 3-32
MMMTC VER 1 3 - 24
3. MPI SYSTEM
(4) A/C Compressor Relay
The Engine-ECU turns ON the power transistor when the A/C switch ON signal is input by
the A/C-ECU through the CAN. This allows the A/C compressor relay to be ON and to be
operated. During high load operation, such as wide open throttle acceleration, the Engine-
ECU secures the acceleration capability by turning off the A/C compressor relay for the
specified period to produce no load on the engine from the A/C compressor.
Fig. 3-33
3 - 25 MMMTC VER 1
3. MPI SYSTEM
6. EMISSION CONTROL
(1) General
The emission control system broadly consists of the following four systems.
◆ Crankcase Ventilation System
To prevent the blow-by gases emission generated in the crankcase into the atmosphere,
the system uses a hermetically sealed crankcase and routes the generated gases into the
combustion chamber to burn the gases there.
◆ Evaporative Emission Control System
To prevent emission of fuel vapor generated in the fuel system into the atmosphere, the
system has various devices (canister, purge control solenoid valve, etc.) to collect and route
the generated gases into the combustion chamber to burn them there.
◆ Exhaust Gas Recirculation System
Some amount of the exhaust emission is forced back to the combustion chamber, depend-
ing on the engine operating condition, to reduce the combustion temperature and sup-
pressed NOx production.
◆ Exhaust Emission Control System
The system consists of air/fuel ratio feedback control system, three way catalyst and ex-
haust gas recirculation system to reduce harmful elements (CO, HC and NOx) contained in
the exhaust emission from the engine.
Fig. 3-34
MMMTC VER 1 3 - 26
3. MPI SYSTEM
<System Configuration Diagram>
Fig. 3-35
<Emission Gas Cleaning Devices List>
System Objective / Function Composition parts
Crankcase ventilation system - HC decrease Positive Crankcase
- Re-combustion of blow-by gas. Ventilation (PCV)
valve
Evaporative emission control system - HC decrease Canister
- Re-combustion of fuel vapor gas. Purge control sole-
noid valve
Exhaust gas recirculation system - NOx decrease Exhaust gas recircu-
<Vehicles for some destination> - Reduce NOx generation by controlling lation valve
EGR volume according to engine warm-
up and driving conditions.
Exhaust emission Air-fuel ratio - Decrease of CO, HC and NOx Engine-ECU, Air flow
control systems feedback control - Controls air-fuel ratio of air-fuel mixture sensor, Injector, Ox-
to become theoretical air-fuel ratio (about ygen sensor, Crank
14.7), which is when the 3-way catalytic angle sensor etc.
converter’s cleaning performance is best.
It also controls optimum fuel supply based
on coolant temperature, driving conditions
etc.
Catalytic convert- - Decrease of CO, HC and NOx Monolith catalyst
er - It facilitates oxidation of CO and HC and
reduction of NOx so that all 3 component
gases are cleaned simultaneously.
3 - 27 MMMTC VER 1
3. MPI SYSTEM
(2) Crankcase Ventilation System
A closed type blow-by gas reduction device prevents blow-by gas from being expelled into
the atmosphere. A positive crankcase ventilation (PCV) valve is provided in the ventilation
hose from the cylinder head cover to the intake manifold.
During low load driving, clean air is supplied to the crankcase by the air intake hose via the
breather hose and the cylinder head cover, and it mixes with the blow-by gas in the crank-
case. The blow-by gas in the crankcase is induced to the intake manifold through the cylin-
der head cover and PCV valve on the opposite side.
During high load driving, blow-by gas in the crankcase is induced to the inlet manifold
through both, the PCV valve, and via the air intake hose and throttle body due to negative
pressure in the air cleaner.
Fig. 3-36
<Positive Crankcase Ventilation (PCV) Valve>
PCV valve lifts the plunger according to negative
pressure at the intake manifold to create appropriate
ventilation for the crankcase.
Fig. 3-37
MMMTC VER 1 3 - 28
3. MPI SYSTEM
(3) Evaporative Emission Control System
HC (hydrocarbon) emissions are generated in the fuel tank, adsorbed by the active carbon
in the canister and stored. HC stored in the canister is introduced to the intake manifold
when the engine is in operation where it is mixed with intake air and combusted.
The Engine-ECU introduces an optimum HC amount according to driving conditions by per-
forming duty control on the purge control solenoid valve. The purge control solenoid valve
is also closed during deceleration or immediately after engine start up to restrict changes in
air-fuel ratio and prevent the engine from stalling.
Fig. 3-38
<Purge Control Solenoid Valve>
The purge control solenoid valve is a duty control
type solenoid valve, and it is installed in the intake
manifold to control the fuel vapor intake volume gas
from the canister.
Fig. 3-40
Fig. 3-39
<Canister>
While the engine is inoperative, fuel vapors
generated inside the fuel tank are absorbed
and stored in the canister.
When the engine is running, the fuel vapors in
the canister are drawn into the throttle body
through the purge control solenoid valve.
Fig. 3-41
3 - 29 MMMTC VER 1
3. MPI SYSTEM
(4) Exhaust Gas Recirculation System (for some destination models only)
When the temperature in the combustion chamber becomes high, the generation of the en-
vironment polluting NOx (nitrogen oxides) increases rapidly. The exhaust gas recirculation
system is used to decrease the volume of NOx generated by recirculating some exhaust
gas inside the intake manifold. The exhaust gas increases the specific heat of the combus-
tion gases and reduces the combustion speed to lower the combustion temperature and the
volume of NOx generated. The Engine-ECU calculates the volume of the exhaust gas that
needs to recirculate according to the engine operating conditions, and controls the exhaust
gas recirculation valve opening angle at optimum. Immediately after the ignition switch is
ON, the Engine-ECU drives the stepper motor fully closed and performs initialization.
Fig. 3-42
<Exhaust Gas Recirculation Valve>
A stepper motor type exhaust gas recirculation
valve is installed on the EGR valve support. The
exhaust gas recirculation valve controls exhaust
gas recirculation flow volume to reduce exhaust
gas (NOx) and fuel consumption.
The Engine-ECU drives the stepper motor that is
connected to the EGR valve. When the stepper
motor rotor turns in a clockwise or counter-
clockwise direction, it drives the shaft that spins the
screw which causes the valve to open and close
the inlet port. Thus, the exhaust gas recirculation
path gap is controlled minutely. The stepper motor
turns in 15° increments, forward or backward, and
only up to the angle dictated by the number of
pulse signals (number of steps) received from the
Engine-ECU.
Fig. 3-43
MMMTC VER 1 3 - 30
3. MPI SYSTEM
<Operating Principle of the Stepper Motor>
-Basic construction of the stepper motor-
The main components of the stepper motor are a
rotor and a stator as shown in figure 3-44. Two ro-
tor pieces having 8 teeth each are assembled to
the shaft where the permanent magnet is incorpo-
rated, to magnetize the rotors.
Fig. 3-44
The stator has 12 teeth, and three sets of the
phase coils (A, B and C) are assembled to each
teeth as shown in figure 3-45. By changing combi-
nations of the excited phase coils, the rotor rotates
step by step increments. One step motion is equiv-
alent to 15 degree rotation.
When the current supply is switched from A-phase
coils to B-phase coils, the stator’s excitation condi-
tion changes from NA-SA to NB-SB. An electro-
magnetic attraction force is created between the
stator tooth magnetized by the B-phase coils and
the nearest rotor tooth, making the rotor to turn 15
degree clockwise.
Fig. 3-45
-EGR valve servo circuit-
EGR valve The Engine-ECU turns ON the corresponding pow-
er transistor to energize the relevant phase coils.
Coil A1 Coil A2 Coil B1 Coil B2
The servo rotates clockwise when energizing the
phase coils in the following sequence; [A2 and B1]
→[A2 and B2]→[A1 and B2]→[A1 and B1]
The servo rotates backwards when energizing the
phase coils in the reverse sequence as follows: [A1
and B1]→[A1 and B2]→[A2 and B2]→[A2 and
B1].
Fig. 3-46
3 - 31 MMMTC VER 1
3. MPI SYSTEM
(5) Exhaust Emission Control System
The system is designed to decrease CO, HC and NOx emissions from the exhaust gases,
and consist of the air-fuel ratio feedback control and a catalytic converter.
<Air-Fuel Ratio Feedback Control>
Refer to Section 1 - Fuel Injection Control in this chapter.
<Three-way Catalytic Convertor>
The three-way catalytic converter uses a combina-
tion of catalyst materials (platinum plus rhodium or
platinum plus rhodium plus palladium) to convert
toxic substances (CO, HC and NOx) contained in
exhaust gas into harmless substances. It decreas-
es simultaneously the levels of CO and HC through
oxidizing, and reduces NOx.
Almost all recently produced three-way catalytic
converter are of the monolith design, and this type
contains a honeycomb-shaped monolith whose sur-
faces are coated with the catalyst materials.
Fig. 3-47
MMMTC VER 1 3 - 32
3. MPI SYSTEM
7. IMMOBILIZER FUNCTION
The immobilizer function prevents the engine from starting and immobilizes the vehicle if a
key other than the registered key for that vehicle is used in an attempt to start the engine
after a forced entry. The function is performed in collaboration with the WCM (Wireless Con-
trol Module, or the KOS-ECU (Keyless Operation System), here called WCM type or KOS
type respectively.
(1) Immobilizer in WCM
The wireless control module (WCM) is a system that integrates the keyless entry function
and the immobilizer function.
<Construction Diagram>
Fig. 3-48
<Operation>
1. With the ignition key turned to the ON position, the transponder (a small transmitter) inte-
grated into the ignition key transmits its own ID code (key ID) to the WCM via radio wave.
2. According to the sent key ID, the WCM may command the Engine-ECU to start the en-
gine, only when the sent ID code agrees with the pre-registered one.
3. The system is designed to be maintenance-free because the power source for the tran-
sponder is supplied by the WCM. Two ignition keys are provided, and up to eight ignition
keys can be registered to one vehicle as needed. More than one trillion of ID code combi-
nations are available for registration, and parts of these are irregularly changed whenever
the ignition key is turned ON. This feature prevents code copying, resulting in higher secu-
rity of the system.
3 - 33 MMMTC VER 1
3. MPI SYSTEM
(2) Immobilizer in KOS
When carrying the keyless operation key, a driver can start/stop the engine by operating the
IG knob. The immobilizer function prevents the engine from starting and immobilizes the
vehicle by prohibiting the fuel injection ignition of the engine if a key other than the keyless
operation key registered for that vehicle is used in an attempt to start the engine after a
forced entry.
<Construction Diagram>
Fig. 3-49
<Operation>
1. When the KOS key is identified as present in the cabin, the operator may press the IG
knob on the steering lock, and the push switch inside the steering lock is turned ON.
2. When the ON signal of the steering lock switch is sent to KOS-ECU, the ECU activates
the interior transmitter antenna assembly to send the transmitter signal to the keyless oper-
ation key.
3. On receiving the radio transmitter signal from KOS-ECU, the keyless operation key per-
forms the keyless operation key certification and the key ID calculation, and sends the key-
less operation key ID data to the KOS-ECU.
4. The KOS-ECU receives the response through the receiver antenna, and then the KOS-
ECU compares the keyless operation key ID data with the one registered in the KOS-ECU.
5. When this data coincides, the KOS-ECU sends the IG knob unlock signal to the steering
lock unit inside the steering lock.
6. Upon receiving the IG knob unlock signal, the steering lock unit performs processing
(verification of the KOS ID, etc.) based on the received data. When no problem is found dur-
ing the processing, the unit sends the OK status signal to KOS-ECU, and at the same time,
electrically disengages the steering lock mechanism to make the IG knob rotatable.
MMMTC VER 1 3 - 34
3. MPI SYSTEM
*1
7. When a keyless operation key certification agreement memory "exists" in KOS-ECU
when it received the OK status signal from the steering lock unit, the engine start permis-
sion communication (CAN communication) is performed between KOS-ECU and the engine
-ECU by turning the IG knob from the "ACC" position to the "ON"/"START" position, and the
engine starts. If the keyless operation key certification agreement memory "does not exist"
*2 , the engine does not start.
*1
: The keyless operation key certification agreement memory "exists" means that a
registered keyless operation key has been recognized during the keyless operation
key certification communication.
*2 : When the keyless operation key certification agreement memory "does not exist,"
Note
the "keyless operation key bringing-out monitoring function" and the "keyless opera-
tion key replacement monitoring function" (keyless operation key monitoring con-
trols) have judged that the keyless operation key has been carried out of the vehicle
with the IG knob in the LOCK "(OFF)" position while turning ON the push switch or
in the ACC, ON, or START position.
3 - 35 MMMTC VER 1
3. MPI SYSTEM
8. DIAGNOSIS SYSTEM
The Engine-ECU has the following functions for easier system inspection & diagnosis.
(1) Engine Warning Lamp
When an abnormal condition occurs with respect to
the items of the MPI system, the engine warning
lamp is illuminated. When the lamp remains illumi-
nated while the engine is running, check the diag-
nosis code output with the MUT-III.
It is a normal condition if the indicator lamp is illumi-
nated for few seconds when the ignition switch is in
the ON position, and the light then turns OFF. This
is an indication that a self-test is taking place.
Fig. 3-50
(2) Diagnosis Sensitivity-up Mode
When the diagnosis sensitivity-up mode is selected with the MUT-III, the Engine-ECU illumi-
nates the engine warning lamp and enters into the mode to store the corresponding diagno-
sis code upon detecting a failure. The time for judgment from occurrence of a malfunction to
storing of a diagnosis code is shortened from 4 seconds to 1 second. This function reduces
the work time for checking a malfunction, and helps to confirm that a repair has been suc-
cessful. To return to the standard sensitivity mode from the diagnosis sensitivity-up mode, it
is necessary either to turn the ignition key to "LOCK" (OFF) or to make the mode change
with the MUT-III. The diagnosis codes and freeze frame data stored in the sensitivity-up
mode are automatically erased when the mode is returned to the standard sensitivity mode.
If these are required for evidence, make sure you record them beforehand.
(3) MUT-III
<Overview>
The main body of the MUT-III system is a software that it is installed on a personal comput-
er. A Vehicle Communication Interface (V.C.I.) allows for the connection between the com-
puter with the MUT-III software, to the vehicle's vehicles electronic control systems. This
way you are able to inspect the electronic control systems thoroughly and efficiently.
The MUT-III has the following major functions.
◆ Workshop manual viewer
◆ Reading and deleting diagnostic trouble code
◆ Performing actuator test
◆ Viewing the service data
◆ Recording & reviewing the service data (Drive recorder function)
◆ Operating the SWS monitor
◆ Diagnosing the CAN bus lines
◆ Operating as measurement tool (voltage, resistance, fuel pressure)
◆ Operating as an oscilloscope
◆ Reprogramming ECU ROM
MMMTC VER 1 3 - 36
3. MPI SYSTEM
<Major Components>
Name Part No. Use
A communication interface between the ECU
V.C.I. MB991824
installed in the vehicle and the PC.
Note: MMC had terminated the sales of the V.C.I
by end of 2010. Then V.C.I. Lite has been intro-
duced as successor of it.
V.C.I Lite
Connecting the V.C.I. with CAN-BUS equipped
MUT-III Main MB991910 vehicles.
Harness A
(Blue color Note: A separate red colored connector is used
connector) for vehicles WITHOUT CAN-BUS.
Connecting the PC and V.C.I. (USB 1.1)
USB Cable MB991827
A harness with a trigger button used to set man-
Trigger MB991826
ual trigger in the drive recorder function.
Harness
An adapter used to connect the V.C.I. and
Measurement MB991825
Adapter measurement probe.
A probe used with the measurement adapter
Measurement MB991499
Probe
3 - 37 MMMTC VER 1
3. MPI SYSTEM
<Vehicle Communication Interface>
The names of the V.C.I parts are shown as follows.
1. I/F cartridge connection port
2. LCD screen
3. Indicator lamp
4. Operational buttons
5. PC memory card eject button
6. PC memory card slot
7. Power switch
8. Main harness connection port
9. USB cable connection port
10. Trigger cable connection port
Fig. 3-51
As for V.C.I. Lite the following harnesses are set to be connected with it.
● MB992745 MUT-III main harness A-L (Main harness A , 16 pins)
● MB992746 MUT-III main harness B-L (Main harness B, Use for K-line reprogramming)
● MB992748 Mini USB cable <S> (300 mm cable length)
● MB992748 Mini USB cable <L> (3000 mm cable length)
Note: One of USB cable types, <S> or <L> will be selected in use.
<Harness Connection Procedure>
The harness are connected and the diagnostic process is performed as described below.
1. Start the PC
2. Connect the USB cable to the V.C.I.
3. Connect the USB cable to the PC.
4. Connect the MUT-III main harness to the V.C.I.
5. Connect the MUT-III main harness to the vehicle diagnostic connector.
◆Disconnect the harness by performing the above steps in the reverse order.
6. Turn ON the V.C.I. power switch and verify that the indicator lamp has illuminated green.
◆At this time, the V.C.I. version upgrade process sometimes begins.
7. Start the PC MUT-III system, turn the IG switch in ON position and begin the diagnostic
process.
Fig. 3-52
MMMTC VER 1 3 - 38
3. MPI SYSTEM
(4) Diagnostic Trouble Code
The diagnosis items and engine warning lamp status are given in the table below.
Engine
Code No. Diagnosis item warning
lamp
- Engine-ECU ON
P0011 Intake variable valve timing system -
P0014 Exhaust variable valve timing system -
P0031 Oxygen sensor heater circuit low input <Vehicles with single oxygen sensor > ON
P0031 Oxygen sensor (front) heater circuit low input <Vehicles with dual oxygen sensors > ON
P0032 Oxygen sensor heater circuit high input <Vehicles with single oxygen sensor > ON
P0032 Oxygen sensor (front) heater circuit high input <Vehicles with dual oxygen sensors > ON
P0037 Oxygen sensor (rear) heater circuit low input <Vehicles with dual oxygen sensors> ON
P0038 Oxygen sensor (rear) heater circuit high input <Vehicles with dual oxygen sensors> ON
P0102*1 Air flow sensor circuit low input ON
P0103*1 Air flow sensor circuit high input ON
P0107 Manifold absolute pressure sensor circuit low input ON
P0108 Manifold absolute pressure sensor circuit high input ON
P0112*1 Intake air temperature sensor circuit low input ON
P0113*1 Intake air temperature sensor circuit high input ON
P0117*1 Engine coolant temperature sensor circuit low input ON
P0118*1 Engine coolant temperature sensor circuit high input ON
P0122*1 Throttle position sensor (main) circuit low input ON
P0123*1 Throttle position sensor (main) circuit high input ON
P0125*1 Insufficient coolant temperature for closed loop fuel control ON
P0131 Oxygen sensor circuit low voltage <Vehicles with single oxygen sensor > ON
P0131 Oxygen sensor (front) circuit low voltage <Vehicles with dual oxygen sensors > ON
P0132 Oxygen sensor circuit high voltage <Vehicles with single oxygen sensor > ON
P0132 Oxygen sensor (front) circuit high voltage <Vehicles with dual oxygen sensors > ON
P0133 Oxygen sensor (front) circuit slow response <Vehicles with dual oxygen sensors> ON
P0134*1 Oxygen sensor (front) circuit no activity detected <Vehicles with dual oxygen sensors> ON
P0137 Oxygen sensor (rear) circuit low voltage <Vehicles with dual oxygen sensors> ON
P0138 Oxygen sensor (rear) circuit high voltage <Vehicles with dual oxygen sensors> ON
P0171 Abnormal fuel system (lean) <Vehicles with dual oxygen sensors> ON
P0172 Abnormal fuel system (rich) <Vehicles with dual oxygen sensors> ON
P0201 No. 1 injector system ON
P0202 No. 2 injector system ON
P0203 No. 3 injector system ON
P0204 No. 4 injector system ON
P0222*1 Throttle position sensor (sub) circuit low input ON
P0223*1 Throttle position sensor (sub) circuit high input ON
P0300*2 Random/multiple cylinder misfire detected <Vehicles with dual oxygen sensors> ON
P0301*2 No. 1 cylinder misfire detected <Vehicles with dual oxygen sensors> ON
P0302*2 No. 2 cylinder misfire detected <Vehicles with dual oxygen sensors> ON
P0303*2 No. 3 cylinder misfire detected <Vehicles with dual oxygen sensors> ON
P0304*2 No. 4 cylinder misfire detected <Vehicles with dual oxygen sensors> ON
P0327 Detonation sensor circuit low input -
P0328 Detonation sensor circuit high input -
P0335*1 Crank angle sensor system ON
P0340*1 Inlet camshaft position sensor system ON
P0350 Ignition coil primary circuit malfunction <Vehicles with single oxygen sensors> ON
P0365*1 Exhaust camshaft position sensor system ON
P0420 Catalyst malfunction <Vehicles with dual oxygen sensors> ON
3 - 39 MMMTC VER 1
3. MPI SYSTEM
(Continues from previous page)
P0443 Purge control solenoid valve system ON
P0500*1 Vehicle speed sensor system <M/T> ON
P0513 Immobilizer malfunction -
P0603*1 EEPROM malfunction ON
P0606*1 Engine-ECU main processor malfunction ON
P0622 Alternator FR terminal system -
P0630*1 Chassis number not programmed ON
P0638*1 Throttle valve control servo circuit range/performance problem ON
P0642*1 Throttle position sensor power supply ON
P0657*1 Throttle valve control servo relay circuit malfunction ON
P1021 Inlet oil feeder control valve system ON
P1025 Exhaust oil feeder control valve system ON
P1231 Trustful check active stability control (ASC) -
P1232 Fail-safe control system -
P1233*1 Trustful check throttle position sensor (main) ON
P1234*1 Trustful check throttle position sensor (sub) ON
P1235*1 Trustful check air flow sensor ON
P1236*1 A/D converter ON
P1237*1 Trustful check accelerator pedal position sensor ON
P1238*1 Air flow sensor trustful for torque monitoring ON
P1239*1 Trustful check engine speed ON
P1240 Trustful check ignition angle -
P1241*1 Torque monitoring ON
P1242 Fail safe control monitoring -
P1243 Inquiry/response error -
P1244 RAM test for all area -
P1245 Cyclic RAM test (engine) -
P1247 Trustful check CVT -
P1590*1 CVT-ECU to Engine-ECU communication error in torque reduction request ON
P1603*1 Battery backup circuit malfunction ON
P1676*1 Variant coding system ON
P2100*1 Throttle valve control servo circuit (open) ON
P2101*1 Throttle valve control servo magneto malfunction ON
P2122*1 Accelerator pedal position sensor (main) circuit low input ON
P2123*1 Accelerator pedal position sensor (main) circuit high input ON
P2127*1 Accelerator pedal position sensor (sub) circuit low input ON
P2128*1 Accelerator pedal position sensor (sub) circuit high input ON
P2135*1 Throttle position sensor (main and sub) circuit range/performance problem ON
P2138*1 Accelerator pedal position sensor (main and sub) circuit range/performance problem ON
P2228*1 Barometric pressure sensor circuit low input ON
P2229*1 Barometric pressure sensor circuit high input ON
P2252 Oxygen sensor offset circuit low voltage <Vehicles with single oxygen sensor> ON
P2252 Oxygen sensor offset circuit low voltage <Vehicles with dual oxygen sensors> ON
P2253 Oxygen sensor offset circuit high voltage <Vehicles with single oxygen sensor> ON
P2253 Oxygen sensor offset circuit high voltage <Vehicles with dual oxygen sensors> ON
U0001*1 Bus off -
U0101 CVT-ECU time-out <CVT> ON
U0121 ABS-ECU or ASC-ECU time-out -
U0141*1 ETACS-ECU time-out ON
U0167 KOS-ECU or WCM-ECU communication error -
MMMTC VER 1 3 - 40
3. MPI SYSTEM
After the Engine-ECU has detected a malfunction, the engine warning lamp illumi-
nates when the engine is next turned on and the same malfunction is re-detected.
Note
However, for items marked with a "*1" in the diagnosis code number column, the en-
gine warning lamp illuminates only on the first detection of the malfunction.
The codes marked with a "*2" in the diagnosis code number column have the follow-
ing two conditions for illuminating the engine warning lamp.
In case that the misfire causing the damaged catalyst is detected, the engine warn-
Note ing lamp is illuminated at the time.
In case that the misfire deteriorating the exhaust gas is detected, the engine warning
lamp is illuminated when the same malfunction is redetected after the next engine
start.
(5) Data List Function
Service data can be checked through MUT-III, and check the reading data comparing with
the reference values listed on “Data List Reference Table” in the relevant workshop manual.
- For Your Reference -
<Drive Recorder Function>
A intermittent defect such as a open or a short circuit that may happen occasionally in a qui-
et short period may not be detected by the diagnostic function of the Engine-ECU. Even
when a trouble code can not be detected with the MUT-III, a trouble symptom can be recog-
nized during the normal operation.
The drive recorder function of the MUT-III is provided to help with the troubleshooting of a
symptom and no-DTC.
Technicians will first estimate the most probable cause through inspection, and then record
the relevant service data when the trouble happens. By analyzing the recorded and stored
service data in the MUT-III or the V.C.I., the abnormality of the service data can be checked
in order to identify the trouble cause.
(6) Actuator Test Function
The actuator test function is provided in order to insure the operation of the crucial actuators
used in the system. This is of much help for the technicians when working in the stages of
troubleshooting. The tests that the specific actuator is forcibly driven for a certain period can
be carried out through MUT-III, and the content of the actuator test can be referred to
“Actuator Test Reference Table” in the relevant workshop manual.
3 - 41 MMMTC VER 1
3. MPI SYSTEM
(7) Freeze-Frame Data
When the Engine-ECU detects a problem and stores the resulting diagnosis code, the en-
gine operational condition at the time that the code was set is also memorized in the ECU. A
technician can retrieve this data with the MUT-III in order to increase the effectiveness of
the troubleshooting. The freeze-frame data display items are given below.
Item No. Date Item Unit
1 Odometer km
2 Ignition cycle (Warm up cycle) -
4 Accumulated minute *1 min
AA *2 Air flow sensor g/s
AB *2 Throttle position sensor (main) %
BB *2 Barometric pressure sensor kPa
BC *2 Relative throttle position sensor %
BD *2 Throttle position sensor (sub) %
BE *2 Accelerator pedal position sensor (main) %
BF *2 Accelerator pedal position sensor (sub) %
C0 *2 Fuel system Closed loop *3 CL
status 1 OL (open loop) *4 OL
OL-DRV. (condition of open loop due to acceleration OL-DRV
and deceleration driving)
OL-SYS. (condition of open loop due to system fail- OL-SYS
ure)
CL-HO2S (condition of closed loop only using front CL-HO2S
oxygen sensor when rear oxygen sensor is failed)
C1 *2*5 Fuel system status 2 N/A
C2 *2 Calculated load valve %
C3 *2 Engine coolant temperature sensor °C
C4 *2 Short term fuel trim 1 %
C5 *2*5 Short term fuel trim 3 ****
C6 *2 Long term fuel trim 1 %
C7 *2*5 Long term fuel trim 3 ****
CC *2 Manifold absolute pressure sensor kPa
CD *2 Crank angle sensor r/min
CE *2 Vehicle speed km/h
CF *2 Advance ignition °CA
D0 *2 Intake air temperature sensor °C
D1 *2 Time since engine running *6 sec
D6 *2 Purge solenoid duty %
D8 *2 Power supply voltage V
D9 *2 Absolute load value %
DA *2 Target equivalence ratio -
DB *2 Intake air temperature sensor °C
DC *2 Commanded throttle actuator control %
*2
MMMTC VER 1 3 - 42 %
Relative accelerator pedal position sensor
DD
3. MPI SYSTEM
*1 : Accumulated time of current malfunction from time point when malfunction is de-
Note
tected.
*2 : The items of Freeze Frame Data can be seen by selecting "Freeze Frame Data
Note (OBD)" on "Self-diagnosis" screen of MUT-III. When system malfunctions are detect-
ed, the first detected malfunction data only is stored.
*3 : Condition in which oxygen sensor signals are fed back to the Engine-ECU for con-
Note
trolling fuel
*4 : Condition in which fuel is controlled without oxygen sensor signals being fed back
Note
to the Engine-ECU because the condition to shift to the closed loop is not met.
*5 : Data items are displayed on MUT-III display, but the in-line 4 engine is not applica-
Note
ble and its data is displayed as "N/A" or "****".
Note *6 : Time between engine start and malfunction detection
3 - 43 MMMTC VER 1
3. MPI SYSTEM
(8) Fail-Safe Function
This function exercises control, by predetermined control logic, to keep a condition in which
a vehicle can be safely driven when main sensor failures are detected by the diagnosis
function as shown in the following table.
Malfunction item Control content during malfunction
Air flow sensor ◆ Reads the injector basic drive time and basic ignition timing from the preset
map using throttle position sensor signals and engine speed signals (crank
angle sensor signals).
◆ Does not control idle speed.
MAP sensor Does not correct the injector drive time corresponding to inlet manifold vacuum
pressure.
Intake air temp. Controls as if the intake air temperature is 25°C.
sensor
Engine coolant Controls as if the engine coolant temperature is 80°C. (Continues this control until
temp. sensor the ignition switch is turned to the OFF position even if sensor signals return to
normal.)
TPS (main) ◆ Controls throttle valve position using throttle position sensor (sub) signals.
◆ Treats as if the accelerator pedal depressed amount is approximately half
opening.
◆ Prohibits engine speed feedback control.
◆ Cuts off fuel when the engine speed exceeds 3,000 r/min.
◆ Stops electronic control throttle valve system to control engine output if throt-
tle position sensor (sub) fails.
TPS (sub) ◆ Controls throttle valve position using throttle position sensor (main) signals.
◆ Treats as if the accelerator pedal depressed amount is approximately half
opening.
◆ Cuts off fuel when the engine speed exceeds 3,000 r/min.
◆ Stops electronic control throttle valve system to control engine output if throt-
tle position sensor (main) fails.
APS (main) ◆ Detects accelerator pedal depressed amount using accelerator pedal posi-
tion sensor (sub) signals. Treats as if it is approximately half of what it is
when normal.
◆ Cuts off fuel when the engine speed exceeds 3,000 r/min.
◆ Stops electronic control throttle valve system to control engine output if ac-
celerator pedal position sensor (sub) fails.
APS (sub) ◆ Detects accelerator pedal depressed amount using throttle position sensor
(main) signals. Treats as if it is approximately half of what it is when normal.
◆ Cuts off fuel when the engine speed exceeds 3,000 r/min.
◆ Stops electronic control throttle valve system to control engine output if ac-
celerator pedal position sensor (main) fails.
Throttle valve Stops electronic control throttle valve system to control engine output.
control servo
Throttle valve po- Stops electronic control throttle valve system to control engine output.
sition feedback
Throttle valve Stops electronic control throttle valve system to control engine output.
control circuit in
Engine-ECU
Ignition coil Shuts off fuel injection to misfiring cylinders.
(power transistor)
Inlet camshaft ◆ Engine runs in learned pattern until engine stops.
position sensor ◆ Does not control variable valve timing (V.V.T.).
MMMTC VER 1 3 - 44
3. MPI SYSTEM
(Continues from previous page)
Exhaust cam- Does not control variable valve timing (V.V.T.).
shaft position
sensor
Inlet oil feeder ◆ Does not control variable valve timing (V.V.T.).
control valve
◆ Cuts off fuel when the engine speed exceeds 5,000 r/min.
Exhaust oil feed- ◆ Does not control variable valve timing (V.V.T.).
er control valve
◆ Cuts off fuel when the engine speed exceeds 5,000 r/min.
Detonation sen- Fix the ignition timing with an allowance against detonation.
sor
Alternator FR Prohibits alternator output suppression control against current consumers.
terminal (Operates as a normal alternator.)
Oxygen sensor, Does not control air-fuel ratio closed loop.
Oxygen sensor
(front)
Communication ◆ Treats as if the accelerator pedal depressed amount is approximately half of
between throttle what it is when normal.
valve control
servo and En- ◆ Cuts off fuel when the engine speed exceeds 3,000 r/min.
gine-ECU
3 - 45 MMMTC VER 1
3. MPI SYSTEM
9. KNOWLEDGE CHECK
Review the following sentences about the 4B1 MPI system and determine whether they cor-
rect or incorrect. Make the required correction to the wrong portion of the incorrect sen-
tence.
(1) Fuel injection to each cylinder is done by driving the injector at optimum timing while it is
in intake process based on the crank angle sensor signal.
(2) Engine-ECU compares the crank angle sensor output, the inlet camshaft position sensor
output and the exhaust camshaft position sensor output to identify the cylinder.
(3) Injector basic drive time is decided based on the air flow sensor signal and the camshaft
position sensor signal.
(4) The Oxygen sensor signal is used for making the compensation to get air-fuel ratio with
best cleaning efficiency of the 3-way catalytic converter.
(5) In the engine coolant temperature compensation of the fuel injection, the lower engine
coolant temperature, the fewer fuel injection volume is injected.
(6) As the learning function, the compensation amount of the fuel injection is learned in the
process of the oxygen sensor feedback control.
(7) The battery voltage compensation is provided to compensate the injector operational lag
due to the ignition high voltage variation.
(8) In the ignition control, Engine-ECU decides the ignition cylinder, calculates the ignition
timing based on the crank angle sensor and camshaft position sensor signals.
(9) The electronically controlled throttle valve system electronically regulates degree of the
accelerator pedal depression.
(10) The Continuous Variable Valve Timing MIVEC is the system controls continuously and
variably the intake and exhaust valve timings, even the operating cam profiles are not
changed.
(11) This Valve Timing & Lift Switching MIVEC system has switched between the low-speed
intake cam and the high-speed intake cam according to the engine coolant temperature.
(12) Continuous Variable Valve Timing & Lift MIVEC is comprised of the continuous variable
valve lift system and the continuous valve timing system.
(13) Throttle valve initializing control is provided in order to study the DC motor position
which is used for compensating basic target throttle valve opening angle when the engine is
started next.
(14) The fuel pump relay is built into the ETACS-ECU. When current flows through the fuel
pump relay, the relay turns ON and the fuel pump is driven.
(15) The Engine-ECU turns on the power transistor when the power steering fluid pressure
switch ON signal is input by the A/C-ECU through the CAN. This allows the A/C compressor
relay to be ON and to be operated.
(16) Crankcase ventilation system is provided to prevent emission of the blow-by gases
generated in the crankcase into the atmosphere and routes the gases into the combustion
chamber.
(17) Evaporative emission control system is provided to emit fuel vapor generated in the
fuel system into atmosphere.
(18) Exhaust gas recirculation system forces back some amount of the exhaust emission to
the combustion chamber in order to reduce the combustion temperature and suppressed
NOx production.
MMMTC VER 1 3 - 46
3. MPI SYSTEM
(19) Exhaust emission control system consists of air/fuel ratio feedback control system,
three way catalyst and exhaust gas recirculation system to reduce the emission of evapora-
tive gas from fuel line into atmosphere.
(20) The immobilizer function prevents the engine from starting and immobilizes the vehicle
if a key other than the key registered for that vehicle is used in an attempt to start the en-
gine after forced entry.
(21) When the abnormal condition occurs with respect to the items of MPI system, the brake
warning lamp is illuminated.
(22) When the diagnosis sensitivity-up mode is selected in MUT-III, time for judgment from
occurrence of a malfunction to storing of a diagnosis code is shortened (from 4 seconds to 1
second).
(23) Service data can be checked while referring “Actuator Test Reference Table”.
(24) The actuator test function is provided in order to make sure the operation of some cru-
cial actuators used in the system.
(25) When the Engine-ECU detects a problem, the ECU stores the resulting diagnosis trou-
ble code and the freeze-frame data that showed the engine condition at the time just before
the failure occurrence.
(26) Fail-safe function is provided to keep a condition in which a vehicle can be safely driv-
en when main sensor failures are detected by the diagnosis function.
3 - 47 MMMTC VER 1
4. CAN (CONTROLLER AREA NETWORK)
1. CONFIGURATION
*1
CAN , an abbreviation for Controller Area Network, is an ISO-certified international stand-
ard used in the automobile industry to connect all the vehicles’ electronic controllers (ECU)
*1
in a serial multiplex communication protocol . This arrangement allows all ECUs to share
with each other input data from the sensors in order to reduce the wiring harness.
*1 : The regulations have been decided in detail, from software matters such as the
necessary transmission rate for communication, the system, data format, and com-
Note
munication timing control method to hardware matters such as the harness type and
length and the resistance values.
CAN offers the following advantages.
◇ Transmission rates are much faster than those in conventional communication protocols
(up to 1 Mbps), allowing for much more data to be exchange between ECUs.
◇ It is exceptionally immune to noise, and the data obtained from each error-free detection
device is more reliable.
◇ Each ECU connected via the CAN communicates independently, therefore if any of the
ECUs is damaged or enters Fail-Safe mode, other ECUs communication do not stop.
Structure
Fig. 4-1
4 - 1 MMMTC VER 1
4. CAN (CONTROLLER AREA NETWORK)
◇ A gateway function has been integrated into ETACS-ECU as the network central ECU.
◇ The CAN system consists of the following three networks: CAN-B (middle-speed body
network), CAN-C (high-speed power train network), and the diagnosis CAN-C (diagnosis
exclusive network). Each ECU is connected to one of the networks depending on its func-
tions.
◇ The CAN bus line consists of two lines, CAN_L and CAN_H (CAN Low and CAN High,
respectively). The lines are a twisted-pair cable, highly resistant to noise.
◇ Two terminal resistors are used to identify the beginning and the end of the communica-
tion lines. These resistors are located inside of two dominant ECUs. The resistors used for
the dominant ECU is approximately 120 Ω , and the secondary-dominant ECU is about 3.0
kΩ.
◇ All other ECUs are connected in parallel with sub-bus line to the main CAN bus line.
Dominant ECU: ETACS-ECU and Engine-ECU
Note Non-dominant ECU: ECU and sensor on CAN-C network, excluding ETACS-ECU
and Engine-ECU
The CAN Bus line and its speed of transmission, as well as ECU system (or any sensor)
pertaining to a network are describe as follows:
<CAN-B>: 83.3 kbps (kbps: kilo bit per second)
● WCM <vehicles with WCM> or KOS-ECU <vehicles with KOS>
● SRS-ECU <vehicles with SRS>
● A/C-ECU
● Radio and CD player <vehicles with radio and CD player>
● Combination meter
<CAN-C>: 500 kbps
● AFS-ECU <vehicles with AFS>
● Electric power steering-ECU <vehicles with Electric power steering>
● Steering wheel sensor <vehicles with AFS>
● ABS-ECU <vehicles with ABS>
● A/T-ECU <A/T> or CVT-ECU <CVT>
● Engine-ECU
<Diagnosis CAN-C>: 500 kbps
● Diagnosis connector
MMMTC VER 1 4 - 2
4. CAN (CONTROLLER AREA NETWORK)
2. VOLTAGE TRANSFORMATION
Fig. 4-2
Output signal information from each ECU is transmitted to other ECUs in the CAN-
Bus lines as a form of voltage fluctuation, and a distinctive profile, known as the data frame.
In CAN-C, the transmitting ECU sends 2.5 to 3.5 V signals to the CAN_H line, and 2.5 to
1.5 V signals to the CAN_L line. The receiving ECU reads the voltages from CAN_H and
CAN_L potential difference. The term "Recessive" in CAN-C refers to the state where both
CAN_H and CAN_L are at 2.5 V, and "Dominant" refers to the state where CAN_H is at 3.5
V and CAN_L is at 1.5 V.
The voltage fluctuations in CAN-B have a distinctive profile which is different to CAN-C. The
transmitting ECU sends 0 to 4 V signals through the CAN_H line, and 1 to 5 V signals
through the CAN_L line. The term "Recessive" in CAN-B refers to when CAN_H is at 0 V
and CAN_L is at 5 V, and "Dominant" is when CAN_H is at 4 V and CAN_L is at 1 V.
The use of voltage fluctuations through the CAN Bus has the advantage that even if one
line is grounded and remains at a constant 0 volts, communication can be continued unin-
terrupted.
Also employing dual communications lines improves reliability and prevents the presence of
noise in comparison to the conventional communication method.
3. KNOWLEDGE CHECK
Evaluate the following sentences about CAN and distinguish correct or incorrect. Make the
required correction to the wrong portion in the incorrect sentence.
(1) A gateway function has been integrated to the Engine-ECU as the network central ECU.
(2) The CAN system consists of the following three networks: CAN-B, CAN-C, and the diag-
nosis CAN-C.
(3) The CAN bus line consists of two lines, CAN_L and CAN_H, as well as two terminal re-
sistors. The CAN bus line connecting two dominant ECUs is the main bus line, and the CAN
bus line connecting each non-dominant ECUs is the sub-bus line.
4 - 3 MMMTC VER 1
5. ON-VEHICLE INSPECTION AND SERVICE
1. ELECTRICAL WIRING DIAGRAM
(1) General
For operation and functioning of all electrical devices, the electrical circuits are completed
by coupling components and a wide array of cables. It is important to understand circuit
configurations and have the ability to read and interpret electrical wiring diagrams in order to
conduct proper diagnosis of electrical problems. The major parts associated with wiring har-
ness include automotive low voltage cables, connectors, and fuses/fusible links.
(2) Automotive Low Voltage Cables
The automotive application of low voltage cables are basically classified by cable diameter.
To facilitate the identification of individual applications, the cables are colored on the sur-
face of the insulation, and abbreviated codes are printed near the lines of the wiring dia-
grams. This cable marking method is shown below.
<Symbols of Wiring Color>
Symbols used in circuit diagrams and connector illustrations to indicate cable colors and
associated circuits
Color symbol B W R G BR Y SI
Color Black White Red Green Brown Yellow Silver
Associated Starter and Charge Lighting Signal Instrument Others
circuit ground
Color symbol L LG O GR P SB V
Color Blue Light Orange Gray Pink Sky Blue Violet
Green
Associated
circuit Others
If a cable has two colors, the first label indicates the basic color (color of the cable coating)
and the second label indicates marking color.
Fig. 5-1
5 - 1 MMMTC VER1
5. ON-VEHICLE INSPECTION AND SERVICE
Nominal size Permissible current When designing circuits, cable thickness and length
Engine room Other areas is a major consideration for its ability to carry a cur-
rent load. The other consideration taken is loca-
0.3 mm 2 – 5A tion, as the heat of the engine compartment may
0.5 mm 2 7A 13A increase the natural resistance of the cable in com-
parison to less-heated areas like the cabin. For this
0.85 mm 2 9A 17A
reason, the relation between permissible current
1.25 mm 2 12A 22A and cable diameter is shown in this table.
2.0 mm 2 16A 30A
3.0 mm 2 21A 40A
5.0 mm 2 31A 54A
(3) Connectors
In a vehicle you may find various types of connectors suitable for different purposes or lo-
cations where they are used. They are available in different colors, shape, mounting and
security. Each of the terminals in a connector has a number and a position. It is therefore
necessary to check the numbers and positions against the wiring diagram to properly iden-
tify the correct terminal in the connector.
Male connector <Connector Identification>
Connectors differ in terminal shape (pin
type, flat type, etc.), number of terminals,
gender (male or female), available with
or without lock, etc. In the collection of
wiring diagrams, as a rule they are iden-
Male terminal
tified as described below.
Female connector
Female terminal
Fig. 5-2
◆ Terminal Shape Identification
The connector symbol with its corners of contour
cut diagonally (top) indicates that this is a connect-
or with pin terminals. The bottom one with the cor-
ners cut stepwise indicates a connector with flat
terminals.
An exceptions to the top one is shown in figure 5-4.
The symbol with corners cut diagonally and marked
with an “X” in one square indicates a connector with
small flat terminals. In this case, the “X” mark indi-
cates location of the guide for prevention of incor-
Fig. 5-3 rect insertion, and a solid square also indicates lo-
cation of such a guide.
MMMTC VER1 5 - 2
5. ON-VEHICLE INSPECTION AND SERVICE
◆ Number of Poles of Connector
The number of squares in the connector symbol
indicates the number of poles or pins. Squares with
the “X” mark or solid squares are excluded from the
count. In figure 5-4, the lower connector shows the
total number of squares is 18, but actual number of
poles is 16 since there are two solid squares.
Fig. 5-4
◆ Identification of Gender (male, female)
Double contour lines on the outside of the connect-
or symbol indicates it is a male connector, and a
single contour line indicates it is a female connect-
or.
Fig. 5-5
◆ Identification of Lock
In the case of a flat terminal connector, a protrusion
of the contour indicates a connector with lock.
However, pin terminal connectors, small flat termi-
nal connectors and shielded connectors all have
lock, and hence they are shown without lock sym-
bol.
A housing lance lock type connector is a connector
Water proof with a lance provided in the housing to ensure posi-
tive locking with the terminal for improved reliability.
Fig. 5-6
◆ Identification of Shielded Connector
Round shielded connectors are pin terminal & wa-
ter proof connectors used in radiator fan motor cir-
cuit, electronic controlled fuel injection circuit, etc.,
and are identified in a similar manner.
Fig. 5-7
5 - 3 MMMTC VER1
5. ON-VEHICLE INSPECTION AND SERVICE
◆ Connector Terminal Identification
The connector symbol is shown in the wiring dia-
gram in a way where a pair of connectors are
viewed from their mating surface.
Fig. 5-8
As an example of inspection connector C-25 shown
in figure 5-9, a wire goes through terminal No. 7.
● If the wiring on the male connector side is to be
located, terminal No. 7 is the fourth terminal
from the right on the upper side viewed from
the connector mating surface.
● If the wiring on the female connector side is
inspected, it is necessary to visualize a mirror
image of this connector symbol as shown in the
figure 5-10. In other words, terminal No. 7 is
the fourth terminal from the left on the upper
side viewed from the connector mating surface.
Note:
Fig. 5-9
The wire colors after male and female connectors
may differ.
Fig. 5-10
(4) Fuses and Fusible Links
When an over-current flows through a cable be-
cause of a short circuit or any other reason, it could
cause damage to the cables and the electrical de-
Fuse vices, and even may cause a fire in the vehicle.
Fuses and fusible links are provided as a safety
devices to protect against possible electrical dam-
ages. When an over-current flows in a circuit, a
fuse/fusible link provided in the circuit will burn out
to open the circuit. Before you replace the fuse, it
is necessary to locate and repair the problem. Nev-
er attempt to make an electrical repair by increas-
Fusible link
ing the capacity of a fuse/fusible link.
Fig. 5-11
MMMTC VER1 5 - 4
5. ON-VEHICLE INSPECTION AND SERVICE
(5) Symbolic Marks
Devices appearing in circuit diagrams are indicated by the following symbols.
Fig. 5-12
5 - 5 MMMTC VER1
5. ON-VEHICLE INSPECTION AND SERVICE
2. REQUIRED SERVICE PROCEDURE WHEN ENGINE-ECU IS REPLACED
When the Engine-ECU is replaced, the following service procedures are required.
◇ Engine key code & chassis number registration
◇ Variant coding
◇ Learning procedure for idling in MPI engine
(1) Engine Key Code & Chassis No. Registration
The vehicle’s Chassis No. is stored in the Engine-
ECU. If the Chassis No. is somehow erased, the
engine warning lamp or the keyless operation sys-
tem warning indicator illuminates, and diagnosis
codes are set.
When the Engine-ECU is replaced, follow the pro-
cedure shown in the figure 5-13 to write the Chas-
sis No. using the MUT-III.
Perform the variant coding of the Engine-
ECU when the chassis No. or the vehicle
Note
identification number is registered to the En-
gine-ECU.
Fig. 5-14
<Engine Key Code>
The engine key code is introduced into the security
system of the vehicle in order to improve the perfor-
mance. The code is a kind of a virtual engine start
key which is used during the code encryption pro-
cess in the immobilizer system operation. The loca-
tion where the engine key code is to be stored is
not allotted in a specific ECU, and it varies depend-
ing on the models. The registration of the engine
Engine key code & Chassis No. registra- key code should be completed following the proce-
tion steps
dures with the relevant workshop manual.
Fig. 5-13
MMMTC VER1 5 - 6
5. ON-VEHICLE INSPECTION AND SERVICE
(2) Variant Coding
With the development of the new GS Platform Model Outlander in 2007, a new kind of
ETACS-ECU & Engine-ECU were introduced. The new ECU is coded with data that indi-
cates the vehicle functionality and the equipment profile, and changes the behavior of the
ECU in accordance with the coded data. This is called variant coding function and it was
developed to greatly reduce the number of ECU hardware variants required in previous
models. The benefits of adoption variant coding ECU’s are;
◇ To lower the ECU production cost by reducing the variations of ECU.
◇ To minimize the quantity of ECU in stock for easier stock control.
◇ To reduce the waiting time for a spare part
◇ To prevent the installation of incorrect ECU
With the adoption of variant coding function, it is required for service personnel to code the
Variant coding
service part ECU with the specific vehicle data when the original ECU is replaced following
the “Variant Coding Procedure.”
1-4[1] What is the Variant coding?
Part no.: Part no.:
aaaaaaaa bbbbbbbb cccccccc dddddddd zzzzzzzz
ECU ECU ECU ECU ECU
Spec.A Spec.B Spec.C Spec.D Spec. ∞
Spec.A Spec.B Spec.C Spec.D Spec.A Spec.B Spec.C Spec.D
Minimize
ECU hardware variants
Fig. 5-15
Middle-East Technical Service Center
Middle-East Technical Service Center
E. Tanaka / ME-TSC
<Variant Coding Procedure>
-Copy Coding-
1. Connect the MUT-III to the vehicle..
2. Select "MPI/GDI/DIESEL" system.
3. Select "Coding."
4. Select "Coding Information & Copy."
5. Disconnect the MUT, and replace Engine-ECU
with new one.
6. Connect the MUT-III, and select "MPI/GDI/
DIESEL" system.
7. Select "Coding."
8. Select “On-vehicle Coding”
-In case copy coding is not possible due to the
Engine-ECU break down-
Inform MMC of the VIN, Vehicle Model Code and
Engine-ECU Hardware Part Number to obtain the
proper coding data file in advance.
Fig. 5-16
5 - 7 MMMTC VER1
5. ON-VEHICLE INSPECTION AND SERVICE
(3) Leaning Procedure for Idling in MPI Engine
<Purpose>
When the Engine-ECU is replaced, or when the learning value is initialized, engine idling is
unstable because the MPI engine learning value is not completed. In this case, carry out the
idling learning method following this procedure.
<Learning Procedure>
1. Start the engine and warm-up until the coolant temperature reaches 80°C or more.
2. When the engine coolant temperature is 80°C or more, the warm-up is not needed if the
ignition switch is once in the "ON" position.
3. Place the ignition switch in "LOCK" (OFF) position to stop the engine.
4. After 10 seconds or more, start the engine again.
5. Run the engine for 10 minutes, and carry out the idling learning under the condition
shown below. Then confirm that the engine has the normal idling.
◇ Transmission: Neutral <M/T> or "P" range <A/T or CVT>.
◇ Lamps, fan and any other accessories should be OFF.
◇ Engine coolant temperature: 80°C or more
◇ When the engine stalls during the idling learning procedure, check for carbon de-
posits on the throttle valve of the throttle body and then perform the above learn-
Note ing procedure from step 1 again.
◇ After completion of the learning procedure, make sure that the engine runs in sta-
ble idle while the A/C is operating.
MMMTC VER1 5 - 8
5. ON-VEHICLE INSPECTION AND SERVICE
3. INITIALIZATION PROCEDURE FOR LEARNING VALUE IN MPI ENGINE
Initialize learning values in the MPI engine when one of the following service operations is
performed.
◇ When replacing the engine assembly or completing an engine overhaul *1, *2
*2
◇ When replacing the injector or conducting injector cleaning
*2
◇ When replacing the throttle body or conducting throttle body cleaning
◇ When replacing the detonation sensor
1
Note * : Initialize A/T or CVT related learning value.
2
* : After initializing the learning value, the idling learning in MPI engine is re-
Note
quired (Refer to LEARNING PROCEDURE FOR IDLING IN MPI ENGINE ).
<Initialization Procedure>
1. After the ignition switch is in "LOCK" (OFF) position, connect the M.U.T.-III to the diagno-
sis connector.
2. Turn the ignition switch to the "ON" position.
3. Select "MPI/GDI/DIESEL" from System select Screen of the M.U.T.-III.
4. Select "Special Function" from MPI/GDI/DIESEL Screen.
5. Select "Learned value reset" from Special Function Screen.
6. Select "All learned value" from Learned value reset Screen.
7. Initialize the learning value by pressing the "OK" button.
8. Turn the ignition switch to the “OFF” position.
9. After initializing the learning value, the learning value of MPI engine idling is necessary.
(Refer to Learning Procedure for Idling in MPI Engine ).
4. INITIALIZATION PROCEDURE FOR THROTTLE VALVE CONTROL SERVO
Disconnecting and reconnecting the battery cables causes the learned throttle valve closed-
position value to be erased from the memory. This may prevent the idle speed control from
being executed properly. When the battery cables have been disconnected and reconnect-
ed, initialize the throttle valve control servo in the following manner.
1. Turn the ignition switch to "ON" and then to "LOCK" (OFF) position.
2. Keep the ignition switch in "LOCK" (OFF) for at least 10 seconds.
5 - 9 MMMTC VER1
5. ON-VEHICLE INSPECTION AND SERVICE
5. HOW TO REDUCE PRESSURIZED FUEL
Fuel pressure in the fuel line is high. Therefore, when removing the fuel pipes
Warning and fuel hoses, follow the below procedure to release the fuel pressure in the
line to prevent fuel related accidents.
1. Remove the rear seat cushion assembly.
2. Remove the floor inspection lid (LH).
Fig. 5-17
3. Disconnect the fuel tank pump and gauge as-
sembly connector.
4. Crank the engine for at least two seconds.
5. If the engine is not started, turn the ignition
switch to the "LOCK" (OFF) position.
6. If the engine is started, turn the ignition switch to
the "LOCK" (OFF) position after the engine
stopped.
7. Connect the fuel tank pump and gauge assembly
connector.
Fig. 5-18
8. Install the floor inspection lid (LH).
9. Install the rear seat cushion assembly.
MMMTC VER1 5 - 10
5. ON-VEHICLE INSPECTION AND SERVICE
6. CHECK THE INJECTOR SPRAY CONDITION
1. Remove residual fuel pressure in the fuel pipe.
2. Remove the fuel high-pressure hose at the deliv-
ery pipe side.
Do not make fuel splash by covering fuel
Caution with waste and so on because the residu-
al pressure is in the fuel pipeline.
3. Remove the injector.
4. Remove the installation hose from the special
tool Injector test set (MB992076).
a. Assemble the removed installation hose and the
special tool injector test nipple (MB992088) without
the installation adapter.
b. Fix the injector with injector test nipple and the
installation hose into the special tool injector holder
(MB992184).
Fig. 5-19
5. Install the special tool hose adapter (MB992001)
to the other end of the installation hose, and con-
nect them to the fuel high-pressure hose.
6. Connect the MUT-III to the diagnosis connector.
7. Turn the ignition switch to "ON" position (but do
not start the engine).
8. Select "Item No. 9" from MUT-III actuator test
and drive the fuel pump.
Fig. 5-20
9. Connect Injector Test Harness (MB991607) of
the special tool between the injector and battery,
and then actuate the injector.
10. Check the fuel spray condition. The condition
can be considered satisfactory unless it is extreme-
ly poor.
11. Stop actuating the injector. Check leakage from
the injector nozzle. Turn the ignition switch to
"LOCK" (OFF) position and then disconnect MUT-
III.
Fig. 5-21
12. Actuate the injector until the fuel cannot flow.
Draw the fuel out from the special tool.
13. Remove the special tool.
14. If the fuel spray condition is extremely poor or if
there is the fuel leakage from the injector nozzle,
replace the injector.
15. Install the injector and fuel high-pressure hose.
5 - 11 MMMTC VER1
5. ON-VEHICLE INSPECTION AND SERVICE
7. FUEL PRESSURE TEST
1. Remove residual fuel pressure in the fuel pipe.
2. Remove the fuel high-pressure hose at the deliv-
ery pipe side.
The residual pressure in the fuel pipeline
Caution is high and may splash if the pressure is
not properly released.
Fig. 5-22
3. Arrange the special tool Injector test set
(MB992076) as shown below.
a. Remove both the installation adapters from the
injector test set.
b. Install the special tool quick connector
(MB992049) and the special tool hose adapter
(MB992001) to each end of the hose.
Fig. 5-23
4. Assemble the fuel pressure measurement tools
as follows.
<When using the fuel pressure gauge set
(special tool) >
Using a new gasket, install the special tool fuel
pressure gauge set (MB991981) into the special
tool that has already assembled as described.
Fig. 5-24
<When using the fuel pressure gauge>
Using a new suitable O-ring or gasket, install the
fuel pressure gauge to the special tool that has al-
ready assembled as described.
5. Install the assembled fuel pressure measure-
Fig. 5-25
ment tools between the fuel rail and fuel high-
pressure hose.
MMMTC VER1 5 - 12
5. ON-VEHICLE INSPECTION AND SERVICE
6. Connect the M.U.T.-III to the diagnosis connector.
7. Turn the ignition switch to "ON" position (But do not start the engine).
8. Select "Item No. 9" from the M.U.T.-III Actuator test to drive the fuel pump. Check that
there are no fuel leaks from any parts.
9. Finish the actuator test or turn the ignition switch to "LOCK" (OFF) position.
10. Start the engine and run at idle.
11. Measure fuel pressure while the engine is running at idle.
Standard value: Approximately 324 kPa at curb idle
12. Check to see that fuel pressure at idle does not drop even after the engine has been
raced several times.
13. If any of fuel pressure measured in steps 10 to 11 is out of specification, troubleshoot
and repair according to the table below.
Symptom Probable cause Remedy
Clogged fuel filter Replace fuel filter
● Fuel pressure too low Fuel leaking to return side due Replace fuel pressure regula-
● Fuel pressure drops after to poor fuel regulator valve tor (replace fuel pump mod-
racing
seating or settled spring ule)
Low fuel pump delivery pres- Replace fuel pump (replace
sure fuel pump module)
Fuel pressure too high Binding valve in fuel pressure Replace fuel pressure regula-
regulator tor (replace fuel pump mod-
ule)
14. Stop the engine and check change of fuel pressure gauge reading. Normal if the read-
ing does not drop within 2 minutes. If it does, observe the rate of drop and troubleshoot and
repair according to the table below.
Symptom Probable cause Remedy
Fuel pressure drops gradually Leaky injector Replace injector
after engine is stopped Leaky fuel regulator valve seat Replace fuel pressure regula-
tor (replace fuel pump mod-
ule)
Fuel pressure drops sharply Check valve in fuel pump is Replace fuel pump (replace
immediately after engine is held open fuel pump module)
stopped
15. Release residual pressure from the fuel pipe line.
16. Remove the fuel pressure gauge and special tool from the delivery pipe.
17. Fit the fuel high pressure hose over the delivery pipe and tighten.
18. Check for any fuel leaks by following the procedure in step 7.
19. Disconnect the M.U.T.-III.
5 - 13 MMMTC VER1
5. ON-VEHICLE INSPECTION AND SERVICE
8. DATA LIST REFERENCE TABLE (For CY4A with 4B1MPI Engine)
Item
No. Inspection Item Inspection condition Normal condition
1 Battery voltage Ignition switch: ON System voltage
2 Crank angle sen- Engine: Cranking Compare the engine speed on the Matched
sor Tachometer: Connected tachometer with the value displayed
on M.U.T.-III
Engine: Idle operation (At Engine coolant temperature: -20°C 1,400 - 1,600 r/min
approximately 1 minute later
from when the engine starting Engine coolant temperature: 0°C 1,350 - 1,550 r/min
sequence is completed, the
engine is in the steady state.) Engine coolant temperature: 20°C 1,200 - 1,400 r/min
Transmission: Neutral <M/T>
or P range <CVT> Engine coolant temperature: 40°C 950 - 1,150 r/min
A/C switch: OFF
Engine coolant temperature: 80°C 600 - 800 r/min
3 Target idling Engine: Idle operation (At Engine coolant temperature: -20°C 1,400 - 1,600 r/min
speed approximately 1 minute later
from when the engine starting Engine coolant temperature: 0°C 1,350 - 1,550 r/min
sequence is completed, the
engine is in the steady state.) Engine coolant temperature: 20°C 1,200 - 1,400 r/min
Transmission: Neutral <M/T>
or P range <CVT> Engine coolant temperature: 40°C 950 - 1,150 r/min
A/C switch: OFF
Engine coolant temperature: 80°C 600 - 800 r/min
4 Vehicle speed Running at 40 km/h Approximately 40
signal km/h
5 Intake air temper- Ignition switch: ON or engine Intake air temperature: -20°C -20°C
ature sensor running Intake air temperature: 0°C 0°C
Intake air temperature: 20°C 20°C
Intake air temperature: 40°C 40°C
Intake air temperature: 80°C 80°C
6 Engine coolant Ignition switch: ON or engine Engine coolant temperature: -20°C -20°C
temperature sen- running Engine coolant temperature: 0°C 0°C
sor
Engine coolant temperature: 20°C 20°C
Engine coolant temperature: 40°C 40°C
Engine coolant temperature: 80°C 80°C
8 Manifold absolute Ignition switch: ON Altitude: 0 m 101 kPa
pressure sensor Altitude: 600 m 95 kPa
Altitude: 1,200 m 88 kPa
Altitude: 1,800 m 81 kPa
Set the vehicle to the pre- Engine: Idle operation 28.0 - 41.4 kPa
inspection condition Engine: Excessive acceleration Varies depending
on the negative
pressure at the inlet
manifold
10 Air flow sensor *1 Set the vehicle to the pre- Engine: Idle operation 1,350 - 1,670 mV
inspection condition Engine: 2,500 r/min 1,620 - 2,020 mV
Engine: Excessive acceleration Varies depending
on the acceleration
(Be continued to following page)
MMMTC VER1 5 - 14
5. ON-VEHICLE INSPECTION AND SERVICE
Item Inspection Item Inspection condition Normal condition
No.
11 Accelerator pedal Ignition switch: ON Release the accelerator pedal 900 - 1,100 mV
position sensor Depress the accelerator pedal Increases in re-
(main) sponse to the pedal
depression stroke
Depress the accelerator pedal fully 4,000 - 4,800 mV
12 Accelerator pedal Ignition switch: ON Release the accelerator pedal 400 - 600 mV
position sensor Depress the accelerator pedal Increases in re-
(sub) sponse to the pedal
depression stroke
Depress the accelerator pedal fully 2,000 - 2,500 mV
13 Throttle position Remove the intake air Fully close the throttle valve with 300 - 700 mV
sensor (main) hose at the throttle body your finger
Disconnect the connector
of the electronic-controlled
throttle valve
With the special tool test
harness (MB991658)
bridge only the mating
terminals of No. 3, No. 4,
No. 5, and No. 6 of the
disconnected connectors
Ignition switch: ON (engine
stopped)
Fully open the throttle valve with 4,000 - 4,800 mV
your finger
Set the vehicle to the pre- No load 500 - 660 mV
inspection condition
Engine: Idle operation
A/C switch:OFF → ON Voltage rises
Transmission: N → D range <CVT>
15 Throttle position Remove the intake air Fully close the throttle valve with 4,000 mV or more
sensor (sub) hose at the throttle body. your finger
Disconnect the connector
of the electronic-controlled
throttle valve
With the special tool test
harness (MB991658)
bridge only the mating
terminals of No. 3, No. 4,
No. 5, and No. 6 of the
disconnected connectors
Ignition switch: ON (engine
stopped)
Fully open the throttle valve with 1,000 mV or less
your finger
16 Ignition advance Set the vehicle to the pre- Engine: Idle operation 2 - 18 °CA (BTDC)
inspection condition (Approximately 1 minute passes
Install timing light (for use after the engine starting sequence
to measure actual ignition is completed, and then the engine
timing) is in the steady state)
Engine: 2,500 r/min 34 - 46 °CA (BTDC)
(Be continued to following page)
5 - 15 MMMTC VER1
5. ON-VEHICLE INSPECTION AND SERVICE
Item Inspection Item Inspection condition Normal condition
No.
17 Injector drive Set the vehicle to the pre- Engine: Idle operation 1.3 - 3.3 ms
time*2 inspection condition Engine: 2,500 r/min 1.0 - 3.0 ms
Engine: Excessive acceleration Increases
31 Exhaust gas recir- Idle operation with no load 1 - 7 STEP
culation valve Under the high load operation Increased
<Vehicles for
Hong Kong>
36 V.V.T.phase an- Engine: Idle operation -6 to 0 °CA (ATDC)
gle (intake) Engine: Middle speed and high load operation Decreases
(advances)
39 V.V.T.phase an- Engine: Idle operation 0 to 6 °CA (ATDC)
gle (exhaust) Engine: Middle speed and high load operation Increases (retards)
74 Stop lamp switch Ignition switch: ON Depressed the brake pedal ON
Released the brake pedal OFF
76 A/C switch Engine: Idle operation after A/C switch: OFF OFF
warm-up A/C switch: ON ON (Comp. clutch is
operated)
79 Cranking signal Ignition switch: ON OFF
(IG switch-ST) Engine: Cranking ON
83 Power steering Engine: Idle operation When steering wheel is stationary OFF
fluid pressure When steering wheel is operated ON
switch
84 Idling switch Ignition switch: ON Depress the accelerator pedal. OFF
Release the accelerator pedal. ON
85 Ignition switch-IG Ignition switch: ON ON
87 Neutral switch Ignition switch: ON Transmission: P, N ON
<CVT> Transmission: Other than P, N OFF
89 Normally closed Ignition switch: ON Depress the brake pedal. ON
brake switch Release the brake pedal. OFF
90 Oil pressure Ignition switch: ON ON
switch Engine: Idle operation after warm-up OFF
93 A/C compressor Engine: Idle operation after A/C switch: OFF OFF
relay warm-up A/C switch: ON ON (Comp. clutch is
operated)
95 Engine control Ignition switch: ON ON
relay
96 Throttle valve Ignition switch: ON ON
control servo relay
97 Fuel pump relay Ignition switch: ON OFF
Engine: Idle operation ON
AA Air flow sensor*1 Set the vehicle to the pre- Engine: Idle operation 1.3 - 5.3 g/s
inspection condition Engine: 2,500 r/min 5.0 - 13.0 g/s
Engine: Excessive acceleration Varies depending
on the acceleration
(Be continued to following page)
MMMTC VER1 5 - 16
5. ON-VEHICLE INSPECTION AND SERVICE
Item Inspection Item Inspection condition Normal condition
No.
AB Throttle position Remove the intake air Fully close the throttle valve with 6 - 14 %
sensor (main) hose at the throttle body your finger
Disconnect the connector
of the electronic-controlled
throttle valve
With the special tool test
harness (MB991658)
bridge only the mating
terminals of No. 3, No. 4,
No. 5, and No. 6 of the
disconnected connectors
Ignition switch: ON (engine
stopped)
Fully open the throttle valve with 80 - 96 %
your finger
AC Oxygen sensor Engine: After warm-up (leaner Engine: Excessive deceleration 0.2 V or less
<Vehicles with by deceleration, richer by from 4,000 r/min
single oxygen acceleration) Engine: At excessive acceleration 0.6 to 1.0 V
sensor>, Oxygen
sensor (front) Engine: After warm-up (use Engine: Idle operation 0.4 V or less <=>
<Vehicles with oxygen sensor signals, check Engine: 2,500 r/min 0.6 to 1.0 V (varies)
dual oxygen sen- the air-fuel ratio and the con-
sors> ditions under the control of
the engine-ECU)
AD Oxygen sensor Engine: After warm-up Transmission: 2nd 0.6 - 1.0 V
(rear) <Vehicles The engine speed is maintained
with dual oxygen to 3,500 r/min or more during an
sensors> accelerated driving with the
throttle full-open
BB Barometric pres- Ignition switch: ON Altitude: 0 m 101 kPa
sure Altitude: 600 m 95 kPa
Altitude: 1,200 m 88 kPa
Altitude: 1,800 m 81 kPa
BC Throttle position Remove the intake air Fully close the throttle valve with 0 - 5 %
sensor (relative hose at the throttle body your finger
value) Disconnect the connector
of the electronic-controlled
throttle valve
With the special tool test
harness (MB991658)
bridge only the mating
terminals of No. 3, No. 4,
No. 5, and No. 6 of the
disconnected connectors
Ignition switch: ON (engine
stopped)
Fully open the throttle valve with 88 - 100 %
your finger
(Be continued to following page)
5 - 17 MMMTC VER1
5. ON-VEHICLE INSPECTION AND SERVICE
Item Inspection Item Inspection condition Normal condition
No.
BD Throttle position Remove the intake air Fully close the throttle valve with 6 - 14 %
sensor (sub) hose at the throttle body your finger
Disconnect the connector
of the electronic-controlled
throttle valve
With the special tool test
harness (MB991658)
bridge only the mating
terminals of No. 3, No. 4,
No. 5, and No. 6 of the
disconnected connectors
Ignition switch: ON (engine
stopped)
Fully open the throttle valve with 87 - 96 %
your finger
BE Accelerator pedal Ignition switch: ON Release the accelerator pedal 16 - 24 %
position sensor Depress the accelerator pedal Increases in re-
(main) sponse to the pedal
depression stroke
Depress the accelerator pedal fully 80 - 96 %
BF Accelerator pedal Ignition switch: ON Release the accelerator pedal 6 - 14 %
position sensor Depress the accelerator pedal Increases in re-
(sub) sponse to the pedal
depression stroke
Depress the accelerator pedal fully 40 - 50 %
DD Accelerator pedal Ignition switch: ON Release the accelerator pedal 0 - 5 %
position sensor Depress the accelerator pedal Increases in re-
(relative value) sponse to the pedal
depression stroke
Depress the accelerator pedal fully 95 - 100 %
102 Starter relay Ignition switch: ON OFF
*1: On the new vehicle (mileage: 500 km or less), air flow sensor output value may
Note
be higher by approximately 10%.
*2 : On the new vehicle (mileage: 500 km or less), injector drive time may be longer by
Note
approximately 10 %.
MMMTC VER1 5 - 18
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