Troubleshooting Engines
Troubleshooting Engines
Troubleshooting Engines
GASOLINE ENGINE
GASOLINE ENGINE TROUBLESHOOTING ...........................................................
5
5
7
9
11
15
15
18
20
21
21
24
29
30
33
34
37
37
44
44
45
46
2
4
DIESEL ENGINE
DIESEL ENGINE TROUBLESHOOTING ................................................................
47
48
48
49
53
53
54
55
59
62
64
65
TROUBLESHOOTING
TROUBLESHOOTING PROCEDURES ..................................................................
71
INTERVIEW .............................................................................................................
73
75
75
SELF-DIAGNOSIS ...................................................................................................
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78
79
80
81
FOREWORD
This booklet is compiled for introducing the key points and service points of Engine troubleshooting on Mitsubishi vehicles. The purpose of this book is to provide information for
training and other service activities.
All information in this book is current as of time of publication. We, however, reserve the
right to make changes at any time without prior notice or obligation. For more detailed
service information, refer to the applicable Technical Information Manuals, Workshop
Manuals, Service Bulletins and other service publications.
November 2001
INTERNATIONAL AFTER-SALES DEPARTMENT
MITSUBISHI MOTORS CORPORATION
Gasoline Engine
Sufficient
compression
pressure
Strong spark
Appropriate
air-fuel ratio
Limit:
Model
Vacuum amount
'01 LANCER
4G1
'97 GALANT
4G6
Min 60 kPa
'96 LANCER
CARISMA
'01 PAJERO
4G9
Min 60 kPa
Min 60 kPa
6G7
4G6
'98 CARISMA
4G9
MPI
GDI
6G7
Min 60 kPa*
* Stoichiometric mode
After 4 minutes or more have passed in the idle running condition
Atmospheric pressure
101 kPa = 760 mmHg = 1.03 kg/cm2
Note: Meaning of the Min. 60 kPa
Atmospheric pressure
(101 kPa)
Item
Test procedure
01
No.1 injector
Engine: idling
02
No.2 injector
03
No.3 injector
04
No.4 injector
05
No.5 injector*
06
No.6 injector*
* 6-cylinder engine
<Reference>
Ignition test for diesel engine to specify the faulty cylinder
Flare nut
Ignition test
408
(300)
340
(250)
147
(200)
10
20
30
40
50
Engine speed (r/min) x102
Base circle
Inspection method:
Check the base circle portion of the cam lobe using a dial
gauge for out-of-roundness. The needle of the dial gauge
should not move.
(The shape of the cam lobe differs with the engine model.)
Crank angle
sensor
connector
NOTE
Doing this will prevent the engine-ECU from carrying out
ignition and fuel injection while cranking the engine.
9EN0872
Compression gauge
4) Cover the spark plug hole with a shop towel etc. and after
the engine has been cranked, check that no foreign material is adhering to the shop towel.
Caution
Keep away from the spark plug hole while cranking.
When cranking engine, if water, oil, fuel, etc., that
had entered into the cylinder, these materials will
become heated and will gush out from the spark
plug holes, which is dangerous.
9EN0759
Limit kPa
Model
1337
PAJERO PININ
1462
1334
SPACE STAR
2000MY CARISMA
98MY CARISMA
4G64
1210
6G74
980
SPACE RUNNER
SPACE WAGON
GALANT
PAJERO
Limit kPa
Model
1185
LANCER
4G6
GALANT
4G9
GALANT
6A12
GALANT
6G7
PAJERO
MPI engine
Engine Standard value kPa
model
4G1
1628 250 rpm
01U0100
(5) Move the rocker arms on the No. 1 and No. 4 cylinders up
and down by hand to determine which cylinder has its piston at the top dead center on the compression stroke. If
both intake and exhaust valve rocker arms have a valve
lash, the piston in the cylinder corresponding to these
rocker arms is at the top dead center on the compression
stroke.
(6) Valve clearance inspection and adjustment can be performed on rocker arms indicated by white arrows when
the No. 1 cylinder piston is at the top dead center on the
compression stroke, and on rocker arms indicated by solid
arrows when the No. 4 cylinder piston is at the top dead
center on the compression stroke.
(7) Measure the valve clearance.
If the valve clearance is not within the standard value,
loosen the rocker arm lock nut and adjust the clearance
using a thickness gauge while turning the adjusting screw.
W6015AL
10
11
12
Hold down the valve using the special tool (Valve lifter),
then remove the roller rocker arm.
Caution:
Before performing the above operation, be sure to
bring the piston in the relevant cylinder to a down
position by turning the crankshaft in order to prevent the held down valve from interfering with the
piston.
Any rocker arm can not be removed if it is lifted by a
cam. Before removing a rocker arm, rotate the camshaft to a position where the corresponding cam does
not lift the rocker arm.
ii. Pull the lash adjuster out of the cylinder head.
iii. Install in the cylinder head a new lash adjuster that
have been air-bled.
iv. Hold down the valve using the special tool (Valve lifter),
then install the roller rocker arm.
13
14
Front
7FU0259
(1) Check the engine oil. If necessary, add or change the oil.
(2) Idle the engine for 1 to 3 minutes to warm it up.
(3) With the engine under no load, repeat the operation cycle
shown in the diagram while listening to noise. (The noise
should generally disappear when the operation cycle is
repeated 10 to 30 times. If the noise does not disappear
even after more than 30 cycles of operation, it is attributable to a cause other than air in lash adjusters.
(4) After the noise has disappeared, repeat further 5 cycles
of air bleeding operation.
(5) Run the engine at idle for 1 to 3 minutes to make sure the
noise problem has been completely resolved.
15
IGNITION SYSTEM
1. Inspection of Ignition System
1) Key points for inspection
Until now, ignition system faults have taken forms of misfires and incomplete combustion which are attributable to insufficiently strong sparks. With recent high-performance ignition systems, however, it is almost usual
that normal systems always generate adequately strong sparks and abnormal systems do not generate sparks
at all. The ignition timing is also an important factor fault of which has direct consequence of improper combustion.
When the engine stalls, the cause can be often determined by performing the inspections (1) to (4) shown
below. It is important here to note that if a fault occurs in an electrical system like the ignition system, the
symptom appears not only as an invariable fault state but also as a transient fault state. Some problems do not
appear when the system is operating under stable conditions but appear when the system is subjected to
external vibration or temperature changes. If the engine stalls frequently, these inspections should be performed while giving necessary vibration. Power transistors and ignition coils should be inspected with changes
in the temperature taken into consideration.
It is also useful to remember that with MPI and GDI engines, the crank angle sensor (or TDC sensor) signal is
used both as engine speed signal and ignition timing signal. Problem involved in this signal, therefore, may
lead to engine stalls.
(1) Inspection of power transistor and ignition coil
A simple method of this inspection is to see whether a spark jumps to the secondary circuit.
(2) Inspection of terminal connections for poor contact and/or looseness
(3) Inspection of blown fuse in ignition switch IG circuit
When this fuse has blown, the engine can be cranked by the starter motor but it stalls when the ignition
switch is turned to the ON position.
(4) Inspection of high-tension cables and spark plugs
<Reference>
Spark tests using resistive (high tension) cable
i. Disconnect the resistive cable (center cable) from the distributor and keep its end a certain distance
(approx. 8 to 10 mm) away from the grounding earth. Then crank the engine to make sure a strong spark
jumps.
ii. Disconnect the resistive cable from a spark plug and keep its end away from the grounding earth in the
same manner as i. above. Then crank the engine to make sure a strong spark jumps.
iii. Remove a spark plug from the engine, connect it to the resistive cable and connect the ground electrode
to the ground. Then crank the engine to make sure a strong spark jumps.
Any of the above tests must be completed in a short time.
<Reference>
Points to note when installing spark plugs
In engines with a spark plug located in the top of each combustion chamber (DOHC engines, for example),
take special care to avoid letting any of the spark plugs hit the cylinder head or other engine parts and, as a
result, narrowing or reducing to zero the spark plug gap. If the spark plug gap is insufficient, the ignition
voltage becomes too low to generate adequately strong spark. Especially, this causes misfire when the mixture is lean.
16
Timing light
17
Constant-speed fuel
consumption km/dm3 (km/L)
20
15
i.
Normal
5 advance
5 retard
10
20
40
60
80 100
18
(Amount of
projection
changed)
19
Visually check the electrodes for burning damage, the insulator for cracks, and the plug tip for abnormal appearance.
ii. If the plugs is foulded, clean it using a spark plug cleaner or wire brush.
iii. Check the spark plug gap using a plug gap gauge. If the gap is not up to specification, correct the
electrode spacing.
(2) Platinum-tipped plugs (including spark plug for GDI engine)
i.
Visually check the electrodes for burning damage, the insulator for cracks, and the plug tip for abnormal appearance.
ii. If the plug is badly foulded, clean it with a plug cleaner. Complete it in a short time (less than 20
seconds) to avoid damaging the platinum-plated tip. NEVER use a wire brush.
Unlike other types, normal spark plug for GDI engine may be carbon foulded showing black appearance. Being of a special platinum-tipped type, however, any spark plug for GDI engine in such a condition requires no cleaning or replacement as long as its insulation resistance is sufficient.
Insulation resistance: 10 M or more
iii. Check the spark plug gap using a plug gap gauge. If the gap exceeds the limit, replace the plug.
20
2010064
Ignition timing
Vehicle model
CARISMA
Approx. 20 BTDC
SPACE WAGON
Approx. 13 BTDC
PAJERO
Approx. 20 BTDC
Automatic transmission
NOTE
*: The idle speed in vehicles with manual transmission varies as shown in the table above in accordance with
the transmission oil temperature. (4G93)
**: After 4 minutes or more have passed in the idle running condition, the idle speed will become 750 rpm.
(4G93), 700 rpm (4G64)
***: After 4 minutes or more have passed in the idle running condition, the idle speed will become 700 100 rpm
(6G74)
Ignition timing
Vehicle model
4G1
750 50
Approx. 10 BTDC
LANCER
4G6
4G9 (M/T)
4G9 (A/T)
750 100
750 50
800 50
6A1
650 100
Approx. 7 BTDC
6G7
700 100
GARANT
PAJERO
21
FUEL SYSTEM
1. Fuel System Inspection
1) General
The engine will become difficult to start if correct air-fuel mixture is not achieved due to faults in the fuel
system.
If a failure exists in the fuel system, the engine often exhibits apparent symptoms and their causes are often
easy to identify. Such causes include no or insufficient fuel supply, mixture not rich enough for the engine to
start, and mixture too rich for the engine to start. Therefore, it is important to correctly identify the types of
fault symptom.
(1) No or insufficient fuel supply
Fuel pump malfunction
Clogged fuel filter or fuel line
(2) Mixture not rich enough for the engine to start
i.
If the engine will not start in the morning, especially when the ambient temperature is low, this is often
caused by incorrect quantity fuel being injected.
Specifically, when the engine is cold and is difficult to start, some of the typical causes include the
following:
Only a small amount of gasoline can evaporate due to low engine temperature.
At a low engine temperature, increased viscosity of oil causes the engine to have higher internal
resistance. The engine then operates at a slower speed accompanied by slower flow of air, which
makes gasoline be atomized insufficiently.
On the other hand, excessively rich mixture causes wet plugs, resulting in poor engine starting.
ii. Percolation
iii. Icing
(3) Poor gasoline quality
Poor engine starting can also be caused by use of low quality gasoline or gasoline containing impurities.
This is especially true with the MPI/GDI engines. If this is the case, replacing the gasoline will solve the
problem. Before replacing the fuel, explain to the customer the reason and get his/her agreement.
22
23
<Reference>
Cloth
Air gun
<Reference>
As explained earlier, the first step in troubleshooting an MPI engine is to determine whether the mixture at the
time a problem occurs is too lean or too rich. The following two methods can be used to determine the
condition of mixture.
(1) Determining based on visual check result and tester indication
i. CO and HC meters
These meters can be used to determine whether the problem is caused by a misfire or excessively rich
mixture.
ii. MUT-II
Indication of O2 sensor output voltage on the MUT-II provides means of determining whether the
mixture is lean or rich.
iii. Oscilloscope
The injection time indicated on an oscilloscope provides means of determining whether the mixture is
lean or rich.
iv. Exhaust color
If the engine emits black smoke, the mixture is too rich.
v. Spark plug appearance
Burning or foulding condition of spark plugs gives a hint to determination of the mixture condition.
(2) Determining based on change in idling operation when fuel injection quantity is increased and decreased
i. Letting air into an air intake system portion downstream of the air flow sensor
If the idling condition improves, the mixture is too rich.
ii. Using water temperature sensor
Disconnect the water temperature sensor from its connector and connect in place another water temperature sensor. Changing the sensor output by submerging the sensor in water of different temperatures enables the injection quantity to vary.
24
OR
Difficult to start in
low temperatures
OR
Difficult to restart
after warmed-up
This problem occurs when fuel is not distributed to the injectors, or the fuel supply pressure is too low.
If the engine does not start, perform the following inspection.
Check the fuel pressure to make sure fuel is distributed to the injectors.
Is fuel distributed to injectors?
Check the injectors for operation by listening to their operation sound.
Is fuel injected?
Check the spark plugs whether they are wet.
Is the injection quantity too much, or too little?
25
The engine can not start at all if none of the injectors operates. The engine will start with difficulty if one
or more injectors fail to operate. If an injector drive circuit is shorted to ground before the engine-ECU,
the injector stays open and keeps injecting fuel, making it difficult for the engine to start.
Faulty resistor
Faulty injector
Faulty injector power supply circuit wiring
Faulty wiring between the injector and engine-ECU terminals
Faulty ground connection of the injector power transistor (incorporated in the engine-ECU)
Faulty engine-ECU
(2) Difficult to start in low temperatures
If a cold start difficulty problem occurs in a carburetor engine, everyone will almost naturally attribute it to
the choke mechanism and immediately begin checking it.
In MPI engines, what is done by the choke mechanism is performed by the following two functions.
Injector operations
Choke system
i.
26
Water temperature
signal
27
Fuel pump
Typical causes of inoperative fuel pump
Faulty fuel pump
Faulty engine control relay
Fault in wiring of fuel pump control circuit (open circuit, poor contact, etc.)
Battery
<Reference>
Ignition
switch
Dedicated
fuse
Engine
control
relay
Engine-ECU
Fuel pump
test terminal
Fuel
pump
Whether or not the fuel pump is receiving power supply voltage can be checked easily by using the fuel pump test terminal. If the voltage between the fuel pump terminal and body is
approximately 8 V or above when the engine is cranking and
after the engine has started, the engine control relay contacts
are closed and the pump is supplied with power of a correct
voltage.
In addition to the above, the wiring between the engine control relay and fuel pump and the fuel pump connectors should
be checked for open circuit, poor contact, and other failures.
28
Injector problems
If the fuel injection quantity (and thus the air-fuel ratio) is different between cylinders, the engine speed
can become unstable. Uneven fuel injection may results from both electrical causes and mechanical
causes (such as a sticky nozzle needle and leaky injector or after-injection fuel drips).
a. Idling operation of the engine will be unstable and irregular if any injector does not operate at all or
operates improperly due to an open injector or resistor circuit or other electrical problems. If such a
problems is present, the engine does not run normally even when the engine speed is increased.
b. Defective idling operation can also result from a significant difference in injection quantity between
cylinders due to a mechanical fault in an injector. If such a problem is present, the engine does not
run normally even when the engine speed is increased.
To check for uneven injection between cylinders, the injectors need to be removed from the intake
manifold. Therefore, this check should be undertaken after the other checks have been carried out.
Check also the direction and pattern of fuel splays.
c. If the needle valve does not seat properly and fuel leaks from the nozzle, the engine speed can
become unstable and also after-fire can occur during deceleration when supply of fuel is limited.
ii. Fuel pressure problems
If the pressure of the fuel fed to the injectors is not high enough for correct injection, the quantity of the
fuel injected will be insufficient even if the injection time is correctly regulated by the engine-ECU. As a
result, the mixture becomes too lean, causing the idle speed to be too low or unstable. A simple
method of checking the fuel pressure is to disconnect the vacuum hose from the pressure regulator or
pinch the return hose with fingers and check any change in the idle speed. For precise inspection, use
a fuel pressure gauge for the check.
Possible causes of fuel pressure problems include the following:
a. Faulty fuel pump
b. Faulty pressure regulator
With a fuel pressure gauge connected, pinch the return hose with fingers. If the needle of the gauge
indicates a higher pressure, the pressure regulator is faulty.
c. Clogged fuel filter or piping
29
1) Cause the fuel pump to operate using the MUT-II and make
sure it certainly operates.
2) If the fuel pump does not operate, perform the following
test. If the result is satisfactory, then inspect the fuel pump
drive circuit.
(1) Turn off the ignition switch.
(2) Apply battery voltage directly to the No. 2 terminal of
the fuel pump test connector (black) and check whether
the pump operates by listening to the sound it will generate.
NOTE
Remove the fuel filler cap and listen to the pump operating sound through the filler port since the pump is of an intank type and the sound would otherwise be difficult to
listen.
(3) Pinch the fuel hose lightly between fingers to check
presence of fuel pressure.
Pressure
regulator
Fuel delivery
Type
Engine
80 ,/h
MPI
GDI
4G92
MPI
GDI
100 ,/h
30
High-pressure
fuel hose
MB991637
Gasket
MD998709
MD998742
Delivery pipe
High-pressure
fuel hose
1FU1197
Fuel pressure
gauge
O-ring or gasket
MD998709
MD998742
Delivery pipe
1FU1198
i.
Install the fuel pressure measurement special tool between the delivery pipe and high-pressure fuel hose.
ii. Install the fuel pressure gauge set (special tool) on the
fuel pressure measurement special tool with a gasket
in between.
iii. Connect the leads of the fuel pressure gauge set to
the power supply (cigarette lighter socket) and the MUTII.
<When MUT-II is not used>
i.
Install a fuel pressure gauge on the fuel pressure measurement tool with an appropriate O-ring or gasket in
between.
ii. Install the gauge and special tool assembled in step i.
above between the delivery pipe and high-pressure
fuel hose.
31
6AF0324
(5) Connect with a jumper wire the battery positive (+) terminal to the No. 2 terminal (fuel pump drive terminal) of the
three-pin fuel pump test connector shown to the left to
operate the fuel pump. With the fuel system under pressure, make sure there is no leakage anywhere in the system.
(6) Disconnect the jumper wire from the fuel pump test connector to stop the fuel pump.
(7) Start the engine and let it run at idle.
(8) With the engine idling, measure the fuel pressure.
Standard value:
Non-turbocharged engine
Approx. 265 kPa {2.7 kgf/cm2}
Turbocharged engine (Lancer Evolution)
Approx. 230 kPa {2.35 kgf/cm2}
(9) Disconnect the vacuum hose from the fuel pressure regulator, then measure the fuel pressure while closing the
disconnected end of the hose with a finger.
Standard value:
Non-turbocharged engine
324 343 kPa {3.3 3.5 kgf/cm2}
Turbocharged engine
289 309 kPa {2.95 3.15 kgf/cm2}
6AF0289
(10)Race the engine a few times, then make sure a fuel pressure of the idling operation level is still maintained.
(11)While repeating engine racing, lightly pinch the fuel return hose between fingers to make sure the fuel flowing in
the hose is under pressure.
NOTE
If the fuel flow rate is insufficient, there is no pressure being felt in the return hose.
(12)If the measurement value is not as specified, determine the cause according to the following table and
take appropriate remedial actions.
Symptom
Probable cause
Remedy
32
(13)Stop the engine and check the change in the fuel pressure gauge reading. All the system components are
normal if the reading does not drop within two minutes. If it does, observe the gauge to see how fast the
pressure drops, then find the cause according to the following table and take appropriate remedial actions.
Symptom
Possible cause
Remedy
33
Main hose
MB991607
Return hose
MD998706
Clip
MB991608 or
(MB991692: Only for 6G7 SOHC)
Battery
Injector
7FU0145
(4) Apply battery voltage to the No. 2 terminal (fuel pump drive
terminal) of the fuel pump test connector to operate the
fuel pump.
Main hose
Return hose
(5) Energize the injector to check the fuel spray condition. The
spray condition may be judged good unless the spray pattern appears extremely improper.
Injector
Battery
(6) Stop energizing the injector and check it for leakage from
the end of the nozzle.
Standard value: 1 drop or less per minute
(7) Without operating the fuel pump, energize the injector to
keep it open until fuel spray stops, then disconnect the
special tools to restore the original state.
01R0546
34
Probable cause
Remedy
35
(6) Crank the engine, and then measure fuel pressure immediately after 20 seconds.
Limit: Minimum 1 MPa
Caution
If the fuel pressure is less than 1 MPa, there may be a
partial fuel leak in the high-pressure fuel system.
(7) Turn off the ignition switch.
(8) Reconnect the injector intermediate connector.
(9) Remove the MUT-II.
36
37
INTAKE SYSTEM
1. Intake System Service
1) Major intake system problems
The intake system consists of main air passage components (air cleaner, air flow sensor, throttle valve, surge
tank, intake manifold, etc.), bypass air passage components (idle adjusting screw, idle speed control valve
(ISC), etc.), and emission control devices (exhaust gas recirculation (EGR) valve etc.).
The problems that may occur with the intake system are the following three problems.
(1) Poor output characteristics of the air flow sensor
If this problem occurs, the engine-ECU issues injector drive signals based on erroneous air flow signals
that do not represent actual intake air flow conditions.
(2) Outside air into the system at a point downstream of the air flow sensor
Since air of an amount more than that detected by the air flow sensor enters the engine, the actual mixture
becomes leaner than the air-fuel ratio determined by the engine-ECU.
(3) Improper opening of the bypass air passage
If the opening of the bypass air passage is improper, such problems will occur as poor cold start performance and poor fast idling and unstable idling performance. Effects of this fault will decrease as the
throttle valve opens wider since the bypass air passage is much narrower than the main air passage.
38
39
Fuel
system
Idle speed
control system
Vacuum sensor
Output voltage rises momentarily
(then lowers)
Engine-ECU
40
41
42
43
Fusible link
ISC servo
ECU
44
Bypass passage
(4) Spray cleaning solvent over the valve through the throttle
body inlet port and leave it for 5 minutes.
Cleaning solvent
MZ100138 (Japan Bars Quick Engine Tuner)
MZ100139 (Threebond 6601)
(5) Start the engine, race it a few times, then run it at idle for
about 5 minutes.
NOTE
The engine may idle unstably or, in the worst case, it may
stall since the bypass passage is closed by the plug. If this
occurs, open the throttle valve slightly.
(6) Repeat steps (4) and (5) if necessary to remove deposits
on and around the throttle valve completely.
(7) Remove the plug from the bypass passage inlet port.
(8) Connect the air intake hose.
(9) Use the MUT-II to erase the diagnosis code.
(10)Adjust the basic idle speed.
NOTE
If the engine hunts during idling after the basic idle speed
adjustment, disconnect the battery negative cable and wait
more than 10 seconds before reconnecting it, then operate the engine at idle for about 10 minutes.
ISC servo
(stepper motor)
NOTE
If the coolant temperature is higher than 20C, you may
disconnect the water temperature sensor connector and
connect a water temperature sensor whose temperature
is lower than 20C to the harness side connector.
6AF0339
(2) Turn the ignition switch to the ON position (without starting the engine), then listen to the sound that indicates operation of the stepper motor in the ISC servo.
(3) If there is no sound generated, check the stepper motor
drive circuit. If the circuit is found normal, the stepper motor itself or the engine engine-ECU is probably faulty.
45
NOTE
This adjustment is usually unnecessary as the speed adjusting screw (SAS) has been set for the
correct basic idle speed at the factory.
Perform the basic idle speed adjustment in accordance with the following instructions if the SAS setting is inadvertently disturbed, the idle speed is far higher than the standard speed, or the idle speed
drops when the air conditioner or other loads are applied.
Perform the adjustment after making sure the spark plugs, injectors, ISC servo, and compression
pressure are all normal.
(1)
(2)
(3)
(4)
Vehicle model
SPACE WAGON
PAJERO
Automatic transmission
NOTE
*: The idle speed in vehicles with manual transmission varies as shown in the table above in accordance with
the transmission oil temperature. (4G93)
**: After 4 minutes or more have passed in the idle running condition, the idle speed will become 750 rpm.
(4G93), 700 rpm (4G64)
***: After 4 minutes or more have passed in the idle running condition, the idle speed will become 700 100 rpm
(6G74)
Vehicle model
4G1
750 50
LANCER
4G6
4G9 (M/T)
4G9 (A/T)
100
50
50
100
GARANT
6A1
750
750
800
650
6G7
700 100
PAJERO
NOTE
When the vehicle is new (up to about 500 km), the idle speed may be 20 to 100 r/min lower than the
standard. Deviation of this order does not require any adjustment.
If the engine stalls or the idle speed is too low with the engine on the vehicle that has traveled enough
distance (longer than about 500 km) for stabilized idle speed, the cause may be deposits on and
around the throttle valve. Perform the throttle valve cleaning procedure.
46
NOTE
If no clear key has been pressed, the forced activation will
last for 27 minutes.
(8) Turn the ignition switch to the OFF position.
(9) Restart the engine and let it run at idle for about 10 minutes to make sure all idling conditions are good.
Diesel Engine
47
The two factors that are essential for a diesel engine to operate properly are creating an appropriate compression pressure for which the engines basic mechanisms are responsible and achieving fuel injection in
correct spray condition and timing for which the fuel system is responsible.
Appropriate
compression
pressure
Correct
injection
timing
E1225
Correct
spray
E1226
48
01W532
Caution
Keep away from the glow plug holes when cranking.
If compression is measured while water, oil, fuel,
etc., that has come from cracks is inside the cylinder, these materials will become heated and will
gush out from the glow plug hole, which is dangerous.
5) Set the compression gauge to one of the glow plug holes.
6) Crank the engine and measure the compression pressure.
Standard value:
2650 kPa (27.0 kg/cm2, 384 psi.)
<Vehicles with oil cooled turbocharger>
3040 kPa (31.0 kg/cm2, 441 psi.)
<Vehicles with water cooled turbocharger>
Limit:
1880 kPa (19.2 kg/cm2, 273 psi.)
<Vehicles with oil cooled turbocharger>
2200 kPa (22.4 kg/cm2, 319 psi.)
<Vehicles with water cooled turbocharger>
7) Measure the compression for all the cylinders, and check
that the pressure differences of the cylinders are below
the limit.
Limit: 290 kPa (3.0 kg/cm2, 43 psi.)
8) If there is a cylinder with compression or a compression
difference that is outside the limit, pour a small amount of
engine oil through the glow plug hole, and repeat the operations in steps 6) and 7).
i. If the compression increases after oil is added, the
cause of the malfunction is a worn or damaged piston
ring and/or cylinder inner surface.
ii. If the compression does not rise after oil is added, the
cause is a burnt or defective valve or pressure is leaking from the gasket.
9) Connect the fuel cut solenoid valve connector.
10)Install the glow plugs.
49
(1) Turn the crankshaft clockwise and align the timing mark
on camshaft sprocket with its mating mark.
NOTE
If the elephant foot type adjusting screw is provided, insertion of a thickness gauge may be hindered by the
slanted pad when rechecking the clearance after adjustment. To avoid this, insert a thickness gauge in the direction from the center line of the cylinder head to outside.
50
2) 4M40 engine
(1)
(2)
(3)
(4)
Warm up the engine to 80 95C in the coolant temperature. Stop the engine.
Remove the rocker cover.
Remove all the glow plug plate and glow plugs.
Turn the crankshaft pulley until the notch on it is aligned with the timing mark 0 to bring the piston in the
No. 1 or No. 4 cylinder to the top dead center of its compression stroke.
Standard value:
Intake side
Exhaust side
0.25 mm
0.35 mm
51
NOTE
The valve clearance check and adjustment should be done
when the engine is cold.
(1) Remove the rocker cover.
(2) Remove all the glow plugs.
(3) Use the special tool to turn the crankshaft clockwise, and
align the notch on the crankshaft pulley with timing mark
0 to set the No. 1 cylinder or No. 4 cylinder to the top
dead center of its compression stroke.
Caution
Never turn the crankshaft anticlockwise, or the
tensioner for adjusting the timing chain tension at the
timing gear can be damaged.
If it is turned anticlockwise, once remove the tensioner
and reinstall.
NOTE
If the projection on the camshaft faces up, the No. 1 cylinder is on the top dead center of its compression stroke.
When the crankshaft is turned just one more turn, the No.
4 cylinder is at top dead center.
(4) When the No. 1 or No. 4 piston is on the top dead center of
its compression stroke, use a thickness gauge to measure the valve clearance indicated by the circle in the table
below.
When the No. 1 cylinder is at compression top dead
center:
Cylinder No.
Intake
Exhaust
Intake
Exhaust
Standard value:
Intake side
Exhaust side
0.1 mm
0.15 mm
NOTE
If the thickness gauge is inserted and pulled out with resistance, its reading will be accurate.
If the thickness gauge can be inserted and pulled out
smoothly without resistance, its reading will be inaccurate.
(5) If not at the standard value, adjust by the following procedure.
i. Loosen the lock nut, and tighten the adjusting screw
so that the thickness gauge can be passed with a slight
drag.
52
53
Cause
Improper injection
timing (too much
advance or retard)
Symptom
Difficult starting
Poor output
Frequent knocking
Unstable idling
High emission level
Improper injection
(spray condition,
pressure, quantity)
Difficult starting
Poor output
Frequent knocking
Unstable idling
High emission level
Remarks
Tends to occur due to too much retard in
injection timing.
Tends to occur due to too much retard in
injection timing.
Tends to occur due to too much advance in
injection timing.
Tends to occur due to too much advance in
injection timing.
Much black smoke if injection timing is too
advanced.
Much white smoke at start if injection timing
is too retarded.
54
Drain plug
Priming pump
Air plug
03E0083
Priming
pump
Air plug
03E0074
55
A. Excessively large
cone angle
B. Lopsided
C. Interrupted
(1) Pump the lever of the nozzle tester in short strokes quickly
(at a rate of 4 to 6 strokes per second) and maintain a
continuous spray. The spray must form a narrow and symmetrical cone (10 in angle) of mist. The spray patterns
shown to the left are not acceptable.
(2) Make sure there are no fuel drips from nozzle end after
injection.
(3) If the injector is found defective as a result of the test,
disassemble and clean it before performing the test again.
If the injector is still found defective, it must be replaced.
56
57
(4) Turn the crankshaft clockwise again till No. 1 piston is set
30 before TDC on the compression stroke.
(5) Zero the dial gauge.
Adjustment
(1) Loosen the injection pipe union nut K as well as the bolt L
and nut M holding the fuel injection pump in this order.
(2) Use the special tool to loosen the nut L on the crankcase
side.
(3) Adjust the fuel injection timing by tilting the fuel injection
pump assembly right or left till the dial gauge reads the
specified value.
58
Speedometer
01U0055
59
60
61
Glow plug
1.3 Nm
0.13 kgm
0.9 ft.lbs.
18 Nm
1.8 kgm
13 ft.lbs.
Standard value
Metal type 1.0 at 20C (68F)
Ceramic type 0.5 at 20C (68F)
(Distinction Mark: Blue paint on the
HEX. 12 mm)
Glow plug
Cylinder head
Caution
Removal
Use a wrench only to loose the glow plug. Once loose,
unscrew the plug with the fingers.
Installation
Insert with fingers before beginning to tighten with
the wrench. Use a 12 mm deep socket.
Tighten to 18 Nm (1.8 kgm, 13 ft.lbs.)
Handling
Do not reuse the glow plug if it is dropped on the floor
from 10 cm (4 in.) height or more.
Point of contact
62
63
(1) Remove, the EGR valve and check it for sticking, deposit
of carbon, etc.
If such condition exists, clean with adequate solvent to
ensure correct valve seat contact.
(2) Connect a hand vacuum pump to the EGR valve.
(3) Apply a vacuum of 500 mmHg (19.7 in.Hg) and check air
tightness.
(4) Blow in air from one passage of the EGR to check condition as follows.
Vacuum
Normal condition
(5) Replace the gasket with a new one and tighten the EGR
valve to specified torque.
Tightening torque: 18 Nm
64
6. Turbocharger
1) Inspection of waste gate actuator operation
After installation of the actuator, check that the rod moves approx. 1 mm when approx. 83 kPa (0.84 kg/cm2,
11.9 psi) <models without intercooler> or approx. 92 kPa (0.94 kg/cm2, 13.4 psi) <models with intercooler> is
applied to the waste gate actuator using a tester.
Caution
The diaphragm incorporated in the waste gate actuator
may break if a pressure exceeding 88 kPa (0.9 kg/cm2,
12.8 psi) <models without intercooler> or 108 kPa (1.1
kg/cm2, 15.6 psi) <models with intercooler> is applied.
2) Other inspection
65
Additional control
mechanisms on the vehicle
Engine-ECU
6
Correction ROM
23 45
7
8
No.
Part Name
Function
Engine-ECU
Compensation ROM
66
67
1. Starter switch
2. Accelerator pedal position sensors
(built-in idle switch)
3. Throttle solenoid valves (Main, Sub)
4. Vacuum pump
5. Throttle body assembly
6. Throttle valve
7. EGR valve
8.
9.
10.
11.
12.
13.
14.
In throttle valve control, the driving condition is detected by means of input signals from the various sensors, and the engine-ECU then controls the throttle solenoid valves in accordance with the driving condition to open and close the throttle valve.
68
69
Diagnosis item
11
12*
13
14
15
16
17
18
21
23
25*
26*
27
41*
43
46
48*
GE actuator (in the middle of control sleeve position sensor inoperative) system
49*
54
Immobilizer system
Caution
If the above-mentioned diagnosis code number with the asterisks can be displayed along with another code number in parentheses simultaneously, check the other code number before replacing the
engine-ECU.
12 (41, 49), 25 (43), 26 (48), 41 (12, 49), 48 (26), 49 (12, 41)
70
Idle switch
Engine speed sensor
Boost air temperature sensor
Vehicle speed sensor
Engine coolant temperature sensor
Control sleeve position sensor
Timer piston position sensor
Barometric pressure sensor (ECU
built-in)
Fuel temperature sensor
Boost pressure sensor
Injection correction ROM
GE actuator
Over boost
Timing control valve
Troubleshooting
71
Generally speaking, engine failures occur in two major areas: the first area includes mechanical components
such as intake/exhaust valves and pistons; the other area includes electric/electronic components that relate
to control of the ignition, fuel injection, and idle speed control (ISC) systems.
There are no ways to determine in a single step whether a trouble is mechanical or electric/electronic. For this
reason, it is common troubleshooting practice to first diagnose the trouble thoroughly to identify the suspect
system, and then locate faulty component(s) within that system.
1.
Trouble occured
2.
Interview the
customer and
reproduce the
trouble
3.
Read and analyze
service data
4.
Perform basic
inspection
A
Inspect suspect
system
(determine
trouble cause)
B
Perform
repair
C
Test repaired
system for
normal
operation
D
Perform
initialization
drive
(learning)
E
Explain
performed
service and
repair to
customer
5.
Perform actuator
tests
Diagnosis
Basic inspection
Service
Repair
Confirmation
Prevention of recurrence
Completion
1. Trouble occured
2. Interview the customer and reproduce the trouble
Understand the trouble clearly and accurately.
3. Read and analyze service data
Read diagnosis codes using the MUT-II and analyze relevant service data.
4. Perform basic inspection
Inspect the systems maintenance items and basic functions (adjustment items, oil level, spark condition,
fuel supply condition, etc.)
5. Perform actuator tests
Carry out the actuator test using MUT-II.
Carrying out steps 1 to 5 above will enable you to identify the suspect system.
72
Troubleshooting
Diagnosis
(locating suspect system)
73
TROUBLESHOOTING - Interview
Interview
The first step of troubleshooting a trouble is to correctly identify the trouble without prejudice in order to be
able to make appropriate decision of the troubleshooting steps that should be followed. The trouble can be
readily identified if its symptom is evident. However, the symptom of a trouble of which the customer complains is not always apparent. It may be unnoticeable when the vehicle is brought to the workshop. If this is the
case, you must try to reproduce the trouble using all methods practicable.
Even an experienced technician can miss important points or make wrong decisions if he/she goes ahead
with troubleshooting without first identifying the trouble.
Reproduction of a trouble is possible only when the selected method is appropriate for the trouble. For instance, a trouble that occurs only when the engine is cold cannot be reproduced when the engine is at an
operating temperature. Trying to reproduce a trouble resulting from road-input-caused vibration has no effect
if a test is performed with the vehicle stopped. To be effective for a trouble reproducing test, it is essential to
interview the customer, asking him/her for the specific conditions in which the trouble occurred.
Key Points for Interview
Listed below are the five key points you should bear in mind when interviewing a customer. During an interview, you should try to gather information as much as possible including, for example, information on troubles
that occurred in the past and service/repair history of the vehicle which may be helpful for troubleshooting
even if the data appear irrelevant to the trouble. Examine the data collected through the interview in search for
relationship with the trouble. Needless to say, questions should not be random but should be narrowed down
to the system that appears most responsible for the trouble according to estimates from symptoms. The use
of a customer interview form will help facilitate the interview.
Key points for interview
1. What ............................... Vehicle model, engine model
2. When .............................. Date, time, and frequency of occurrence of trouble
3. Where ............................. Road conditions
4. In what conditions ........... Driving conditions, maneuvering conditions, weather
5. How ................................ How the trouble was perceived by the customer.
* Refer to the example of customer interview form on the next page.
Reproducing the trouble
Veteran technicians often say Troubleshooting is almost over if you can reproduce and ascertain the trouble.
Learning the situation in which the trouble occurred from the customer through an interview and reproducing
the trouble in a similar situation is essential for successful troubleshooting.
* Refer to the Trouble Reproducing Methods section.
74
TROUBLESHOOTING - Interview
Customer name
Date of service
visit
Trouble
symptom
First registration
date
Chassis number
Traveled
mileage
Engine model
l Poor starting
l Poor idling
l Poor driveability
l Engine stall
l Engine stalls short time after start l Engine stalls, but can be restarted
l Engine stalls when accelerator is depressed
l Engine stalls when accelerator is released
l Engine stalls when air conditioner is turned on
Others ____________________________________________________________
km
Nonvehicle
conditions
Vehicle
conditions
Weather
l Clear
l Cloudy
l Rainy
l Snowy
Other
Ambient
temperature
Frequency of
occurrence
l Hot
l Warm
l Cool
l Cold
Approximately C
Road
Engine
Vehicle
l Continuously ON
l Occasionally ON
l Paved
l Unpaved
l Stays OFF
First occurrence
l No
l YES (
Recurrence
l No
l YES (
75
76
77
TROUBLESHOOTING - Self-Diagnosis
Self-Diagnosis
The first step you should perform in troubleshooting any electronically controlled system is to identify the
faulty system(s) using self-diagnosis results before trying to find faulty components.
With an electrical trouble, bypassing this step and starting with fault finding tests can end up in temporary
recovery of a normal condition, preventing you from identifying the real cause.
1. Diagnosis
Faulty systems can be identified using diagnosis codes stored in the engine-ECU memory.
When using diagnosis codes, it is necessary for you to determine whether the indicated diagnosis code is
active (the corresponding fault still exists) or non-active (the fault occurred in the past but no longer exists).
To determine whether the indicated diagnosis code is active or non-active, erase the code, reproduce the
trouble condition and make sure of it by the symptom that accompanies it, and then check whether the
diagnosis code reappears. If the code is non-active, it will not reappear. If the code is active, it will appear
again.
In addition to diagnosis codes, you can use for finding faulty system the service data which are also provided
from the engine-ECU as described below.
2. Service Data
Read engine-ECU input and output data while a fault condition is present. In most cases, these data include
more than one abnormalities. Record all of the data and use them together with the results of inspection of
other items to make a comprehensive determination of a faulty system. Do not rely on only the abnormal data
you find first.
Self-diagnosis code checking steps
Read diagnosis code
Reproduce trouble
Reproduction impossible
Reproduction possible
(Past fault)
78
79
While modern engines mechatronic systems use highly sophisticated control technology and means, their
output end components (actuators) that convert electric signals into mechanical motion have rather simple
constructions and functions.
These components use essentially either electromagnetic coils (motors and solenoids) or lamp bulbs. Each
system uses multiple actuators each making simple motion, and combination of simple motions creates actions necessary for the system to achieve its function. For example, the fuel pump uses the motors rotating
motion, the solenoid valve create intermittent open and close motions for injectors.
A fault occurs if any of these actuators fails to operate normally. In other words, a failure indicates that at least
one actuator is faulty.
Therefore, troubleshooting starts with checking every actuator for normal operation and isolating a one that is
in faulty condition.
Actuator test methods
Many of the actuators can be tested using the MUT-II. The others must be checked by operating them manually or using other means.
What is important is to determine whether the fault exists in the actuator and the components downstream of
it or in the electronic circuit components including the engine-ECU that control the actuator. For this purpose,
the output control signal voltage at the control terminal located between the engine-ECU and the actuator
must be checked.
For instance, let us assume a case in which you operate the MUT-II to drive the fuel pump but it does not run.
Since the engine-ECUs control does not cover beyond the control terminal at the fuel pump relay, if you tests
normal the voltage of the control signal from the terminal, the fault exists in a part downstream of the relay, not
in the control circuit.
In short, you need to check the actuator for normal operation and, if its operation is not normal, then you need
to determine whether the fault exists in the engine-ECU side or in the actuator side.
NOTE
If an input sensor of the control system is faulty, an actuator that operates according to the sensors signal
operates abnormally.
It is important to know that the engine-ECU has a built-in diagnostic function which monitors sensor inputs
and sets a fault code if it judges a sensor to be faulty, so you should be able to determine whether any sensor
is faulty or not before you start troubleshooting steps as long as you do not neglect checking diagnostic codes.
When encountering an actuator that operates abnormally, you should be able to tell if it is caused by an
actuator fault or by a sensor fault unless you fail to follow the diagnostic code checking steps faithfully.
Actuator test items
1. Engine control relay
Operate manually.
2. Fuel pump relay
Can be tested using the MUT-II.
3. Fuel pressure solenoid
Can be tested using the MUT-II.
4. Injector driver relay
Operate manually.
5. Injector
Can be tested using the MUT-II.
6. Ignition coil
Operate manually.
7. ISC servo system
Operate manually.
8. EGR solenoid
Can be tested using the MUT-II.
9. Variable air intake servo system
Can be tested using the MUT-II.
10. Other actuators
All must be inspected.
Actuator test: Determine on which side a fault exists, the engine-ECU side or actuator side.
Pub. No. PTEE0113
80
Compression
Valve
mechanism
Cylinders
Pistons and
connecting
rods
Drive and
timing
mechanism
Valves
Primary
Secondary
Ignition
Fuel
Pump
Line
Pressure
regulation
Injector
Quality
Line
Throttle valve
ISC
Emission
control and
mixture
control
Trouble
Air-fuel
mixture
Air
Control
Other
81
Inspection
General
Cylinder
Compression
Compression pressure
Ignition
Spark check
Timing light check
Ignition timing
Mixture
Air-fuel ratio
Fuel supply
Fuel pump
Fuel pressure (low, high)
Injection pattern and leakage
after injection
ISC valve
Operating sound
Operations
Key points
On GDI and MVV engines, take into account the conditions of
air-fuel mixture.
Check for change in engine speed.
Carry out the test both during idling and when the engine is
raced. Perform tests both under load and under no load.
Perform test at a cranking speed.
Check for difference in compression pressure between the
cylinders.
If the compression pressure is too low, pour small amount of oil
in the cylinder and check for any change in pressure.
Or, blow air through the spark plug hole.
Related inspection items: Valve clearance, valve timing
If strong sparks are not generated, perform a timing light test to
determine whether a fault exists in the primary circuit.
If the primary circuit is OK, check the secondary coil, cables,
and plug.
If the primary circuit is faulty, check the primary coil, power
transistor, and ECU.
Standard ignition timing should be established during cranking.
Check based on values
Oxygen sensor values:
Approx. 0 mV = Too lean
Approx. 900 mV = Too rich
Stoichiometric ratio = flashing
When compresse (fuel is injected at compression stroke)
lean mode = 0 100 mV
CO, HC meter reading
Check by changing air-fuel ratio
Supply secondary air or flammable gas.
Check whether or not fuel is supplied correctly by feeling the
pressure in the hose, listening to the operating sound of the
injector, and seeing the appearance of the spark plug.
Operating noise, pulsation (by touching), delivery rate
Different engine types have different measuring procedures
and standard values.
With GDI engines, it is not possible to check injector spray
patterns.
Replace injectors when all of the other related items have been
found normal.
Operating sound can be checked most easily when the ISC
servo is made to be initialized with the engine stopped (stepper
motor type).
If there is no operating sound, the valve is faulty. But existence
of operating sound does not always indicate normal condition
of the valve.
When conditions demand fast idling, does the stepper motor
turn through increased number of steps and the engine speed
increase?
After adjusting the SAS, does the ISC system successfully
stabilize the engine speed?
Perform inspection by taking into account the design of the
throttle body (bypass air passage).
Check for deposits in the passage.
82
Electronicallycontrolled
throttle valve
(ETV)
Inspection
Carbon deposits on throttle
shaft or in its holes
Motion during initialization
Operations
Emission control
systems,
Mixture
adjustment
Control
Sensor signals
Key points
With the ignition off, hold the throttle valve with a finger and
then release it to see whether the valve returns smoothly.
Clean the throttle body as required.
Check the throttle valve motion (from fully open position to fully
closed position) when the ignition switch is turned from ON to
OFF.
Carry out this check whenever the ETV servo or controller has
been replaced or removed/reinstalled.
With the ignition on, does the valve open and close in
accordance with the accelerator pedal position?
Do the TPS1 and TPS2 outputs change smoothly in inverse
proportion to each other?
(TPS1 + TPS2 6 5000 mV)
During TPS adjustments, be sure to hold the throttle valve in
the fully closed position with a finger.
During fast idling, does the TPS output change and the engine
speed increase?
(It can be checked most easily when the engine is operating in
the stoichiometric mode.)
When the combustion mode changes, does the TPS output
change and the engine speed is kept stable?
(Stability in the engine speed is also greatly affected by the fuel
injection quantity and ignition timing.)
Mechanically stop the flow of gas or air in each system while
observing for any change.
If there is any improvement, stop the flow of gas or air by
means of the electronic control means and check if the system
follows the closing signal.
Make sure the CHECK ENGINE LAMP can come on and go out
using the MUT-II.
If the MUT-II cannot communicate, the ECU may be suffering a
fault. With a vehicle equipped with a fan controller, the fan
remains running at a high speed when the ignition is turned on
if the ECU is faulty.
Set a sensor system in the fail-safe/backup mode.
If there is improvement in operation of the engine, the signal
from the sensor is erroneous.
* This method cannot be used for sensors without backup
feature such as the crank angle sensor.
After any of the following operations is carried out, disconnect
the battery and reset the ECU (restoring the default values).
Engine adjustments
Injector replacement
Throttle port or body cleaning
Knock sensor repair or replacement
83
Troubleshooting Note
Exercise section
1.
No.
Complaint
System complained
Date of service visit:
__________________________
2.
Written by:
__________________________
Vehicle model:
__________________________
3.
Memo:
4.
Basic inspection (suspect system narrowing down) - operation performed and results
5.
A.
Suspect system
Cause
B.
Repair performed
C.
Test run
D.
E.
Explanation to customer
Customer name
Date of service
visit
Trouble
symptom
First registration
date
Chassis number
Traveled
mileage
Engine model
l Poor starting
l Poor idling
l Poor driveability
l Engine stall
l Engine stalls short time after start l Engine stalls, but can be restarted
l Engine stalls when accelerator is depressed
l Engine stalls when accelerator is released
l Engine stalls when air conditioner is turned on
Others ____________________________________________________________
km
Nonvehicle
conditions
Vehicle
conditions
Weather
l Clear
l Cloudy
l Rainy
l Snowy
Other
Ambient
temperature
Frequency of
occurrence
l Hot
l Warm
l Cool
l Cold
Approximately C
Road
Engine
Vehicle
l During start
l Immediately after start l During idling
l During racing without load
l During driving {l During cruising
l During acceleration
l During slow down
l During coasting
l During turn to right / to left l During gear shifting}
* Vehicle speed at which problem occurred _____ km/h, in _____ gear
Other __________________________________________________________
l Continuously ON
l Occasionally ON
l Paved
l Unpaved
l Stays OFF
First occurrence
l No
l YES (
Recurrence
l No
l YES (
Troubleshooting Note
Exercise section
1.
No.
Complaint
System complained
Date of service visit:
__________________________
2.
Written by:
__________________________
Vehicle model:
__________________________
3.
Memo:
4.
Basic inspection (suspect system narrowing down) - operation performed and results
5.
A.
Suspect system
Cause
B.
Repair performed
C.
Test run
D.
E.
Explanation to customer