Engine

1. 2. 3. Power train application Epsilon 1.1L Engine Common Rail U-1.1L Engine

Copyright by Hyundai Motor Company. All rights reserved.

Engine
To know the applied engine systems of PA Objectives To know the changed items between U-1.6L and U-1.1L engine Understand the control function and operation condition. Understand the troubleshooting method.

PA has 3 types of engine. 2 for gasoline (Epsilon 1.1L, Kappa 1.2L). 1 for Diesel (U-1.1L CRDI). Epsilon engine is already applied for ATOZ (Santro). Kappa engine, which is designed newly will be applied in 2008. Also, U-engine is already applied for several models. But 1.1L (3 cylinders) is first time in HMC. Almost things are same as 4 cylinders U-engine. Several items are changed.

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1. Power train application

PA has 3 types of engine. 2 for gasoline (Epsilon 1.1, Kappa 1.2). 1 for Diesel CRDI (U-1.1). Epsilon gasoline engine is used for MX ATOZ (Santro). Kappa 1.2L engine, which is designed newly, will be applied. U engine is applied for MC Accent, HD Elantra, FD i30 but 1.1L is 3 cylinders. This is first time in HMC. U-1.1 is only for EU Market.

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2. Epsilon Engine

In PA 1.1L epsilon is applied. It is already used for MX(ATOZ), MXI (Santro). Main features are below:

(1) SOHC In-line 4 cylinders (12 valves) - 2 intake valves and 1 exhaust valve for each cylinder (2) One Timing Belt - Spring type tensioner is applied (3) DLI (4) BOSCH PCM (5) Return-less fuel system (6) ROSA type ISA

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There are three types of cylinder head bolts (in some case connecting rod cap bolts included) tightening procedures in modern vehicle. 1) Traditional torque method 2) Torque-to-yield 3) Torque-to-angle Traditional torque method fastens each bolt to its yield point calculated by its elasticity. The one demerit of this method is not able to compensate for variations in each bolts thread friction. Another demerit is each bolt is easy to retract to its original length when the axial and torsion force is relieved by combined heating and cooling action of the engine. To reduce these disadvantages mentioned before, new modern vehicles require torque-to-yield or torque-to-angle methods by need. The bolt which is tightened by both these methods stretches beyond elasticity to whats called the yield point. It wont come back to its original length when tightened. Once this point is reached, re-torque wont increase clamping force very much. In any case using both torque-to-yield and torque-to-angle each bolt is recommended not to reuse, since you dont know how much or how often it has been tightened in the past, regardless of the possibility of reusing a certain number of times. For proper installation in the torque-to-angle methods, an indicator gauge is required more than one tightening sequence. This results in more accurate installation than using only a torque wrench and the eyeball estimate method. All moving parts for Epsilon engine only traditional torque method is commonly used. To keep proper installation, keep on eyes to follow mentioned tightening torque quite exactly. Install the cylinder head bolts. Starting at top center, tighten all cylinder head bolts in sequence as shown in the picture, using the cylinder head bolt wrench. Repeat the procedure, retightening all cylinder head bolt to the specified torque. Cold condition : 60 ~ 70 Nm(600 ~ 700 kg-cm) Hot condition : 70 ~ 75 Nm(700 ~ 750 kg-cm)
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Epsilon 1.1S has 3 valves. Two for Intake side and one for Exhaust side. Each valves is connected to camshaft through rocker arm shaft . Intake side rocker arm is named as A and Exhaust side rocker arm is called as B. It is exchangeable when you re -assemble these but its better install to the same position when contact surface is a little worn. In case of badly worn or damaged from inspection, replace it with new one. For rocker arm shaft tighten torque is 29 ~ 35 Nm(290 ~ 350kg-cm) When tighten this keep in mind not forget to attach rocker arm shaft spring at the right position. Epsilon engine utilizes rocker arm system for valve operation it does not need any HLA or MLA like other engine. But for proper valve operation, keep exact clearance between rocker arm adjusting screw end to each valve end. To check this clearance, - Warm up engine - Remove air cleaner and breather air cleaner body as assembly - Turn crankshaft to clock wise and stop it at No. 1s TDC position - Insert clearance gauge between rocker arm adjusting screw and valve stem end - Fix screw with lock nut after adjusting valve clearance. - If you finish above job, turn crankshaft just one revolution to clock wise and stop it at No.4 Cylinders TDC. Checking clearance with specification and adjusting methods are the same as mentioned before.

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Available Valve and Specification at No.1s TDC Cylinder No. Intake Exhaust 1 O O 2 O O 3 4

Available Valve and Specification at No.4s TDC Cylinder No. Intake Exhaust O 1 2 3 O 4 O O

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The camshaft in Epsilon is SOHC type. It operates 12 valves. When you disassemble the camshaft be sure to remove it from front side to rear side (flywheel side)

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To assemble or disassemble piston from connecting rod, the SST(09234-33001) is needed. Over size piston is not supplied. Make sure that the front mark of piston and the connecting rod face the front of engine. Measure the piston ring end gap with a filler gauge after inserting a piston into the cylinder bore. If the gap exceeds the service limit, replace the piston ring. Item No. 1 Piston Ring end gap No. 2 Oil Ring Standard (mm) 0.15 ~ 0.3 0.25 ~ 0.4 0.2 ~ 0.7

The top ring and second ring have a mark on the upside. Be sure to keep this mark always up.

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

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The timing belt system is composed with 3 parts. Crankshaft , Camshaft and Tensioner. Timing belt tension is supplied from tensioner spring. For timing mark alignment, it has two timing mark. One is crankshaft side. The other one is cylinder side. Inspection - Check the belt for oil or dust deposits. Replace, if necessary. Small deposits should be wiped away with a dry cloth or paper. Do not clean with solvent. - When the engine is overhauled or belt tension adjusted, carefully check the belt. If any case following flaws are evident, replace the belt. Hardened back surface Cracked back surface rubber Cracked or separating canvas Badly worn teeth, Cracked tooth bottom or Missing tooth

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The cooling system is composed with water pump, radiator, cooling fan and thermostat. Centrifugal impeller type water pump is used and it is driven by drive belt. The Inlet cooling type control is utilized. Compared to outlet control system, Inlet control cooling system is vastly superior to the conventional outlet control cooling system. This is because it cools the cylinder head first, preventing detonation, allowing for a much higher compression ratio and more spark advance meeting emissions standards with significant gains in power, durability, and reliability. The incoming coolant first encounters the thermostat, which now acts both on the inlet and outlet sides of the system. Depending on the engine coolant temperature, cold coolant from the radiator is carefully metered into the engine. This allows a more controlled amount of cold coolant to enter, which immediately mixes with the bypass coolant already flowing. This virtually eliminates the thermal shock present in the old system. After entering through thermostat (at the appropriate temperature), the cold coolant is routed directly to the cylinder heads first, where the combustion chambers, spark plugs and exhaust ports are cooled. Then the heated coolant returns to the engine block and circulates around the cylinder barrels. The hot coolant from the block enters the water pump and re-circulate back through the engine or directed to the radiator, depending on temperature. Thermostat is located inside of thermostat hosing. Its opening temperature is 82 and full opening temperature becomes at 95 . To check its problems, warm up the engine first and then analyses the current data using Hi-scan Pro such as cooling fan on/off, ECT sensor value etc. When ECT output value reaches more than specific valve like 95 value should be down gradually. Another effective methods is immerse the thermostat in hot coolant to check proper valve opening temperature. If you find any abnormal valve opening, replace it. Whenever install the thermostat be sure to put the giggle valve on top position as shown in the picture. cooling fan should be on condition and engine ECT output

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Oil Pump The oil pumps of Epsilon is driven by crankshaft.. There is no any gear or pulley to drive this. The oil from the oil pan through the pickup tube, sends it to all moving parts through oil filter. The oil pressure in idle after engine warm-up reaches about 147Kpa(1.5kg/ ). Pressure relief valve is an integral part of the oil pump. This valve will be switched open in the high pressure so the oil filter or other engine components would not be damaged. The pressure is determined by the spring tension. Since any additional pressure would not be beneficial and would result in power losses because of the extra engine power used to drive the pump. Oil Pressure Switch The function of the oil pressure switch is to indicate the engine oil shortage or low oil pressure through engine oil warning lamp in cluster. Without the proper engine oil pressure, every engine is easily damaged especially in main moving parts such as main bearing, connecting rod bearing and camshaft etc. In Epsilons engine case when the oil pressure goes down to 0.5kg/ forget to apply the sealant on the switch. To check oil pressure switch, check the continuity between the terminal and the body with a switch. If not, replace the oil pressure switch. or less, the engine oil warning lamp turns on. The oil pressure switch is placed in near engine oil filter. Whenever you replace it do not

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The return-less type fuel system is applied on Epsilon engine. The advantage of the return-less type is to constrain fuel temperature and vaporized gas (Specifically by 25%). When the fuel is supplied to engine and returns, the fuel will be heated by engine and become hot, and therefore it is needed for fuel to supply only demanded quantity by engine. Minimizing the fuel vapor is intended to respond to emission control regulation. A fuel pressure regulator which is assembled in fuel pump module inside of fuel tank limits fuel pressure by 3.3kgf/ Injectors 4 hole injector is used and the standard resistance for the injector is 15.90.35 at 20 . As for the resistance check, measure the resistance directly after removing the injector connector. If the resistance is not with in specifications replace the injector. To check the injector operating sound, contact the stethoscope or driver to the injector while the engine is running. The operation sound of the plunger or needle valve can be checked. To check the injector operation with the test lamp, connect the end of the test lamp to the positive terminal of the battery, and connect the other end to the terminal at the ECM side of the injector. Then crank or idle the engine to check whether the lamp blinks. constantly regardless of engine operation condition.

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In tank type fuel pump is used. It is assembled with fuel pump module inside of the fuel tank. The capacity of fuel pump is 50/ h and regulating pressure is 35020Kpa and current consumption is 4.5A. It is accessible from the rear seat taken out. As for the fuel pump operation voltage, measure the voltage at the fuel pump check terminal in the engine cranking or engine running condition. In this case, measured voltage should be the same as the battery voltage. If not, check the fuse, fuel pump relay, ECM and wiring condition of the fuel pump check terminal. The ECM operates fuel pump when crankshaft position sensor transmits the signal. If the fuel pump, injector and ignition spark do not operate while cranking, check the crankshaft position sensor. As for the fuel pressure check, measure the fuel pressure at the fuel line to check whether it meets specification or not. Please refer to the shop manual for the specification. The normal current consumption becomes averagely 4.5A. To check this you can use current probe which is an optional item to check current consumption in Hi-scan Pro. You can refer to Hi-scan Pro optional Manual how to use this tool.

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DLI ignition system is used. For No. 1 and No. 4 ECM No. 5 terminal is used to control. ECM No. 2 terminal is assigned for No.2 and No.3 ignition control. The checking method of the ignition system are as follows - Spark test - Checking the coil resistance - Measuring the waveform of primary ignition coil in cranking or idle state. To perform the spark test, remove the high-tension cable from the spark plug, and check the spark generation from the high-tension cable. For reference, when engine idle condition is not good, remove the high-tension cable of each cylinder one by one and perform power balance test, which compares the engine condition. Through this test, we can find the trouble cylinder, and we can solve the problem by inspecting the fuel system, ignition system, combustion chamber pressure, which may influence on the combustion in the corresponding cylinder. To check the coil resistance, remove the coil connector and measure the primary coil resistance at the connector. As for the secondary coil resistance, remove the high-tension cable and measure the resistance of the secondary coil. Please refer to the table for the correct values. To check the waveform, measure it at the primary coil. The waveform at the primary coil on timing should looks like the waveform on the picture. If not, check the battery voltage, ground condition, spark plug, high tension cable and power transistor.

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There are some difference between European area and General area. The down stream oxygen sensor and FR wheel speed sensor are incorporated for European market. First lets have a look at the purpose of the individual signals briefly. The MAP signal is used to detect the precise amount of air sucked in. The oxygen sensors front and rear detect the content of oxygen and enable a check of the functionality of the catalyzer. The engine coolant temperature sensor is used to detect the engine coolant temperature in order to adjust ignition and injection quantity. The crank angle sensor is used to detect the position and speed of the crankshaft. This signal is one of the main signals to determine injection quantity and injection timing. Ignition switch on is used to supply power to the MPI system, the crank signal is used to detect that the engine is cranked (used for the initial injection). The knock sensor is used to detect engine knocking. This signal is used to optimize the ignition timing. The wheel speed signal is used for the same purpose and in addition some times is used for rough road detection. The input signals will be described in detail later on in the section sensors and actuators.

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ECM is located behind the glove box of passenger side. T_MAP sensor is used. ISA has two coil type. CKP and CMP are hall IC type and especially for CKP, it is attached to crankshaft near crankshaft pulley. Major Characteristics of this system is The use of physical functions. That means, the variables within individual functions (as for example, the reading of cylinder filling) as well as the interfaces between functions and functional groups are defined as (in) physical variables. This simplifies comparison of computed values with the physical reality and enables definition of clear interfaces. Another feature is the introduction of system guided by torque: Numerous part-systems within the Motronic (e.g. idling regulation or the speed limiting) as well as the systems to control transmission train or control of entire vehicle direct their demands to the MOTRONIC-basic system. In the past, all these interventions were defined, independent of each other, directly to the available levels of actuator variables (in the basic system: cylinder filling, fuel mass and ignition angle). As all these interventions can now be defined physically with reference to torque demands, a system guided by torque is introduced with ME7, that all these demands are coordinated and the resultant desired or set torque is put into effect making use of available actuator variables. The architecture of new system is completed with Lambda co-ordination, which co-ordinates in a similar manner the interventions at mixture side (rich or lean air/fuel mixture through different functions).

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When engine operates, throttle valve located in intake manifold will partly interrupt air flow. Then pressure in intake manifold will decrease getting lower than atmospheric pressure to generate partly vacuum in intake manifold. On the contrary when throttle valve is wide open, intake manifold pressure will be approx. atmospheric pressure. Like this, using this kind of pressure difference when throttling, is a method to measure intake air flow by indirect pressure changing. This is very commonly used and called as manifold absolute pressure(MAP) sensor. For air density compensation by different intake temperature, intake air temperature sensor is attached together. We call this as T_MAP sensor in technical term. The manifold absolute pressure (MAP) sensor is installed on the surge tank. It detects intake manifold pressure and sends it to the ECM. The ECM calculates the air intake quantity and controls fuel injection amount. This sensor consists of diaphragm, piezo-resistive resistance. The piezo-resistive resistance is located on the diaphragm. The diaphragm is deflected depending on the air intake pressure. Accordingly resistance is changed and output voltage also changed. The MAP sensor signal is sent to the ECM to calculate the intake air amount and it can be checked by the current data. The sensor terminal consists of 5-volt supply from ECM, ground, IAT sensor and MAP sensor. To check the sensor power wire and ground wire, measure the voltage at each terminal. To check the signal wire, measure the waveform and voltage at the signal wire depending on engine condition. In addition, check the signal wire and the ECM, perform sensor simulation. And then, check the current data to confirm whether correct current data outputs against the given voltage or not. The intake air temperature sensor is integrated with the MAP sensor. This sensor is a Negative Temperature Coefficient (NTC) resistance, which means that the component's resistance will reduce as the temperature increases. P Code P0108 P0107 P0106 Description Signal High Signal Low Rationality Threshold > 4.88V < 0.25V (RPM,TPS) Condition 1 Condition 2 Time 5sec MIL On Yes

1 sec after Engine Start No Faulty in TPS

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The intake air temperature sensor signal is sent to ECM for correction of the intake air amount. By temperature changing in inhaled air the oxygen density is so variable that it is needed to compensate this kind of difference correction especially in the EMS system which is using MAP sensor. Another main function of IAT sensor is retarding the ignition timing at high temperature. Of course for ignition timing control considered by engine temperature, ECT sensor is mainly used. But at high temperature range like hot summer season, event though the engine temperature reaches more than 90 , ECM can not make right correction for ignition retarding without any IAT sensor. Because at high temperature range, inhaled hot air accelerates combustion process and it is possibly to occur pre-ignition resulting in engine knocking. The intake air temperature sensor signal can be checked with current data. If fault code is present or current data is wrong, check the sensor, wiring and ECM. As for the sensor check, Measure the resistance at the tested temperature. To check the wiring and ECM, perform sensor simulation. And then, check the current data for correct current data outputs against the given voltage. When IAT sensor fault is detected, current data shows 40 P Code P0113 P0112 P0111 Description Signal High Signal Low Rationality as default value. Condition 1 Condition 2 Time 10 sec 15 sec

Threshold > 128.25 < -38.25

240 sec after engine start With ECT

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Throttle position sensor is installed at the throttle body and detects the throttle valve position. In other words, it detects the drivers intention. This sensor is using a potentiometer which is a variable resistor made of resistance wire or resistance object to detect the exact amount of throttle valve opening. TPS provides engine load condition information which is determined by monitoring throttle-valve angle and engine speed as an limp home function when MAP has a fault and plays important roles for deciding fuel injection and ignition timing, idling speed adjustment etc. It is fruitful to check TPS waveform with MAP signal together. Because these two signals are too relevant and signal trend is also very similar as shown in the picture. As analogue input signal like TPS, MAP, ETS and IAT, itself cannot be processed by CPU directly. Because microcomputer only can recognize 1 or O for processing. For digital input signal processing in ECM, A/D(analogue/digital) converter is used to convert analogue signal to digital signal. P Code P0123 P0122 P0121 Description Signal High Signal Low Rationality Threshold > 95.7% < 3.17% Condition 1 Condition 2 Time 0.02 sec 5 sec MIL On Yes

Engine speed > 600rpm

Engine Load by MAP with TPS

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The engine coolant temperature sensor is located in the engine coolant passage of the cylinder head. It monitors engine temperature and sends this to the Engine Control Module (ECM). This signal is used to determine the warm up enrichment and fast idle speed. Optimum fuel enrichment when engine is cold is mainly decided by output voltage. The sensor principles and checking methods are same as intake air temperature. This sensor has 4 terminals. 2 are for ECT sensor. These two terminals are gold coated. Another 2 are for engine temperature indicator in cluster. Basically the diagnosis method is exactly same like IAT sensor. Because both IAT and ECT sensor are used NTC type thermistor. One distinctive difference symptom compared to IAT failure is cooling fan turns on when ECT has some failure. To distinguish between cooling fan problems and ECT failure you can use actuation test through Hi-scan Pro. Measuring resistance is the most powerful checking method. The specific value of output voltage is like on the table bellow. Checking Condition Temperature 0 IG On 20 40 80 Current Data 4.270.3V 3.44 0.3V 2.720.3V 1.250.3V Resistance(K) 5.18 ~ 6.60 2.27 ~ 2.73 1.059 ~ 1.281 0.298 ~ 0.322

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Using simu-scan function in Hi-scan pro becomes another alternative. When you increase or decrease the output voltage over specific standard value, cooling fan turns on condition. It means ECM has finally recognized ECT problem and make this kind of limp-home mode. All wiring from sensor to ECM side and ECM control itself havent any problem. The default set value for ECT failure in Hi-scan pro current data is 80 .

P Code P0118 P0117 P0116

Description Signal High Signal Low Rationality Model Temp

Threshold >138.75 <-38.25 Measured Temp. (-15 )

Time 0.5 sec

MIL On Yes

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The crankshaft position which uses Hall IC is located near crankshaft pulley. This sensor detects and counts the tooth on target wheel(30-2) and provides ECM with the information on the current position of crank angle and cylinder, and also the duration of each tooth and segment. So injection and ignition could be activated exactly in desired crank angle and current engine speed could be calculated. Also misfiring detection is basically through this CKP Sensor. ECM calculates each crank angular acceleration speed. When abnormal combustion happens, fluctuation or occurring of interval difference between each angular speed is detected as an misfiring by ECM. Unlike other general target wheel which is composed with 60 teeth including 2 missing teeth, the CKP sensor target wheel of PA has 30 teeth with 2 missing teeth. P Code P0336 P0335 Description Signal Check Reference Mark 20 Times Threshold Condition 1 8 Times Idle Engine Speed Condition 2 Time Cranking

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The camshaft position sensor monitors the camshaft position and sends the signals to ECM. The ECM distinguishes the cylinder 1 and cylinder 4 by comparing the camshaft position sensor signal with the crankshaft position sensor signal. Accordingly it enhances the fuel injection at the right. Cylinder, ignition timing of each cylinder and so on. The CMP sensor is located near ignition coil. Checking method for CMP sensor is the same as CKP. Because this two sensor are using Hall IC type. P Code Description Signal High P0340 Signal Low Signal Interruption Rationality 12 Times Yes Threshold Condition Time MIL On

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The Zirconia type oxygen sensor (heated type) is used. The Zirconia oxygen sensor generates a small voltage depending on the exhaust gas condition. The normal voltage range is 0.2 ~ 0.8 volts. 0.2 volts indicates a lean mixture and a voltage of 0.8v indicates a richer mixture. European market : 2 oxygen sensors (Up stream + Down stream) Indian, General market : Up stream O2 sensor only

The sensor can be checked by the fault code, current data, voltage measurement at terminal, Waveform and sensor simulation. The sensor has 4 terminals, 2 terminals are for sensor heaters, one for ground and the other is a sensor signal. As for the current data measurement, check whether the lean and rich ratio of output values is about the 50 % range. Also check the maximum and minimum voltage. It should be oscillated between 0 volt and 1 volt. Check if the engine becomes rich condition at sudden acceleration or it becomes lean condition at sudden deceleration. If the signal from the signal wire is too rich or lean, check for an air leak or clogging of the intake system, clogging of fuel system, fuel pressure, poor ignition system, oxygen sensor heater and so on. To check oxygen sensor waveform it is better to increase engine rpm to 1800 ~ 2000 range. Because at this range Lambda sets to 1 and you can get fast signal. In order to decide whether oxygen sensor is faulty or oxygen output voltage is abnormal by faulty air/fuel ratio, approve 14V at oxygen sensor heater part terminal, and wait approx. 1~2minutes and then read sensor output voltage that shall be 10~100mV. If output voltage is OK, oxygen sensor may be normal, and then proceed to check other parts. After feedback from O2 sensor, next injection time is decided with considering of KI(Short Term) and KLRN(Long Term). When short term in current data shows + 3% for example, it means engines fuel condition is lean. When this value shows 3%, fuel system needs to decrease fuel injection volume by this level because of the rich condition. Long Term is adaptive value unlike Short Term which is correction value. It is achieved at engines load range like Idle or P/Load and it is also considered by engine rpm range. When Short Term reaches 25%, you have to check fuel system problems such as poor fuel pressure, sensors which are related with basic injection time failure and air leakage etc. If the waveform is normal but current data is abnormal, check the signal wire using the simulation function of hi-scan and check whether the ECM reads the sensor value correctly.

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For engine's efficiency, higher compression ratio is desirable. Higher compression ratio will raise engine efficiency, on the other hand probability of knocking will rise too. Normal combustion in engine is effected by igniting air/fuel mixture with spark and then even flame spreading. However rapid combustion by self ignition may locally occur before flame reaches normally. The abnormal combustion may generate rapid pressure rise that will vibrates gas in cylinder to generate shocking noise, that is called knocking. Knocking may be caused by combustion chamber's shape and accumulated substances, mixture components, intake manifold's shape, fuel quality, air density and engine temperature. In addition ignition timing is closely related to knocking and abnormal ignition timing control causes severe engine knocking. Knocking will burn out spark plug, and piston, and damage cylinder head gasket, and bearing. So knocking must be avoided. Engine knock control is used to constrain the knocking. Knock sensor detects knocking generated in engine and retard ignition timing. The knock sensor is installed at between No2. and No.3 cylinder. Like other piezo type sensors, this is made by piezo material. MBT (minimum spark advance for the best torque) is the ignition timing to generate maximum torque, and located just adjacent to the ignition timing to generate knocking. So ignition point may be set close to knocking range effectively raising engine output using knock sensor. Knocking generates high frequency (5-10khz) vibration in cylinder, which vibrates knock sensor located on cylinder block outer wall at the same frequency. As knock sensor output signal contains various frequency components, band pass filter filters the signal, which in turn will be used to determine knocking. Knocking occurs only during combustion period in the relevant cylinder, and therefore decided only within knocking judgment period in order to avoid faulty detection due to noise.

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ECM retards ignition timing when knock is detected and slowly advances the timing after no knock has been generated for a certain period of time, in the form of feedback control. Maximum Retard Limit : 12 When knocking is detected : Initially retard 3and increase step by step with 0.75

Measuring knocking sensor signal is a little difficult with Hi-scan Pro because of the high frequency. Special oscilloscope is needed to measure. P Code P0325 Description Signal Check Circuit Pulse Test Circuit Zero Test < 3.7V > 0.234V Threshold Condition 1 > 2,800rpm 1200 ~ 5200rpm Time Continuous MIL On Yes

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The main role of wheel speed sensor is detecting the rough load condition which allows misfire monitoring inhibition. When the vehicle is running on rough load condition, the CKP angular speed is affected from this road condition. It can signal to ECM as a misfiring. In this case wheel speed sensor detects this kind of rough load condition and order ECM not to consider this situation as a misfiring.

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The Vehicle speed sensor is applied on MT only. Even so in the case of EOBD area, the vehicle speed signal comes from ABS unit or wheel speed sensor (none ABS equipped vehicle). In the case of AT, the vehicle speed sensor is eliminated. Instead, ECM receives a corresponding vehicle speed from others. For the AT with EOBD area, the vehicle speed signal comes from ABS unit or wheel speed sensor (none ABS equipped vehicle). However AT without EOBD area, the vehicle speed signal comes from the TCM side.

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The function of the Idle Speed Control actuator is controlling the idle speed according to engine conditions such as temperature, throttle position, engine speed and different load factors. The ECM compares the actual engine speed with the target speed. The ECM transmits a signal to the idle speed actuator, which adjusts to the target speed by increasing the bypass air when the idle speed is too low, and decreasing it when the idle is too high. For example, When the engine is started in cold weather, the engine Control Module (ECM) will give the engine cold start enrichment and will increase the engine's idle speed to approximately 1000 rpm or more. As the engine reaches operating temperature the enrichment will be eliminated and the idle speed will be reduced to a predetermined speed; this speed will be maintained regardless of electrical loads on the alternator and to a certain extent mechanical loads. PA utilizes rotary type ISA. It has two coils inside of sensor. This ISA is located in the throttle body. The rotary valve on the armature shaft opens the air-bypass passage until the required idle speed is reached, regardless of engine load. Voltage is applied alternately to the rotary actuators two winding coils and generates opposing forces on the pivoting armature. The rotary valve assumes the opening angle, which corresponds to the pulse-duty factor of the applied signal. This means that the bypass opening can be adjusted by varying the pulse-duty factor. The Rotary type actuator has 2 winding coils, which are called as opening coil and closing coil respectively. The ECM controls the two coils. The opening coil opens the valve on the contrary the closing coil closes the valve. Following picture illustrates ISA circuit and terminals. It has 3 terminals from ISA side. One is for open ISA signal, another is for close ISA signal, and the last is for 12V supply. To check operation. remove the idle speed actuator from the engine, and operate the engine. Then check for valve operation as given duty percentage and any noise while operating. Through this, we can check the mechanical problem and noise of the idle speed actuator. Another checking method is using the current data. The ISA duty in the current data is a calculated figure by the ECM to control the ISA depending on the engine condition. Use this value only as a reference value because actual opening may differ from the current data in case of idle speed actuator is broken.

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PCSV is installed between the canister and the intake manifold, it delivers or shuts the vapor gas to intake manifold, which is stored in the canister. The ECM controls the purge control solenoid valve. When vehicle is operating it generates evaporative gas from fuel system such as in fuel tank, and HC is the main substance of the gas. Fuel tank requires venting system to avoid pressure rising in the tank when raised temperature generates volume expansion, and there after resulting vacuum pressure. In addition, vapor gas control system is required to prevent fuel vapor from being discharged into atmosphere. Vapor gas control types include crankcase capturing type and activated charcoal capturing type. Activated charcoal capturing type is the most widely used . Following picture illustrates vapor gas control system which is represented as PCSV using activated charcoal. Activated charcoal adsorbs fuel vapor very well, and thereafter when blowing air goes in, it separates the fuel vapor again. During all engine operating term, charcoal canister captures vaporized fuel gas in itself. When operating condition is achieved, PCSV is working and outside air will be blown into the canister separating adsorbed fuel out of the charcoal, and route and purge the fuel gas into intake line by ECMs duty control. When the purge control solenoid valve turns on, check whether the circled voltage becomes close to 0 volt. And check whether voltage becomes the same with the battery voltage when it turns off. If not, check the wiring, fuse and ECM ground condition. To check the valve condition, check the opening condition and closing condition of the valve using a vacuum pump. In case actuation is supported, make actuation test and check operation sound.

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3. Common Rail U-1.1L Engine

In PA euro IV emission engine is applied. Compare with euro III emission engine to meet the more restrict emission regulation added some components like as VGT, lambda sensor, IQA (Injection Quantity Adaptation) injectors and so on. Main features are below: (1) DOHC I type 4valve Cylinder Turbo intercooler (2) CRDi system (1,600bar) (3) Electrical EGR & EGR cooler (4) VGT (Variable Geometry Turbocharger) (5) Timing chain (6) Serpentine belt (7) Bed plate (8) In-line 3 cylinders (9) Throttle flap (10) Lambda sensor

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Memo

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- Installation of Timing chain : 1. Set the key of crankshaft sprocket to be aligned with the timing mark of the timing chain case. As a result of this, place the piston of No.1 cylinder at the top dead center on compression stroke. 2. After installing the timing chain(A) with the high pressure pump sprocket(B) and the crankshaft sprocket(C), insert the high pressure pump shaft in the sprocket.

3. Install the timing chain lever and the timing chain guide 4. Install the timing chain auto tensioner and then remove the set pin. 5. Install the timing chain(A) as following procedure. High pressure pump sprocket LH camshaft sprocket RH camshaft sprocket. [NOTE] The timing mark of each sprockets should be matched with the timing mark (color link) of the timing chain.

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6. Install the timing chain lever and the two timing chain guides. 7. Install the timing chain auto tensioner and then remove the set pin. 8. Tighten the high pressure pump sprocket nut.

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(1) VGT : Variable Geometry Turbo-charger (VGT) is used to charge additional air into combustion chamber for improvement of combustion efficiency. ECM controls the VGT with controlling duty of the VGT control solenoid valve according to engine load. SPECIFICATION Coil Resistance () : 14.7 ~ 16.1 [20 (68 )] (2) Electrical EGR VALVE : The Exhaust Gas Recirculation (EGR) system is used to add the exhaust gas to intake air in order to reduce an excess of air and the temperature in the combustion chamber. The Electric EGR valve is controlled by ECMs duty control signal depending on engine load and the need of intake air and is operated by solenoid valve not vacuum valve. SPECIFICATION Coil Resistance () : 7.3 ~ 8.3 [20 (68 )] (3) WCC (Warm-up Catalytic Converter) (4) EGR COOLER (5) Lambda sensor

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Specifications Items Fuel injection system Fuel return system Fuel pressure Fuel tank Fuel filter High pressure fuel pump Low pressure fuel pump Type Type Max. Pressure Capacity Type Type Driven by Type Driven by Return type 1,600 bar 35 liter High pressure type (Built in engine room) Mechanical, Plunger pumping type Timing chain Mechanical, Gear pumping type Combined in High pressure fuel pump Specification Common Rail Direct Injection (CRDi)

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1. FPV (Fuel Pressure regulator Valve) and RPV (Rail Pressure regulator Valve) The Fuel Pressure Regulator Valve and the Rail Pressure Regulator Valve are installed on high pressure pump and common rail respectively. These valves control fuel inlet (feed) from fuel tank via fuel filter and outlet (return) to fuel tank of high pressure fuel circuit. This system is called "Dual Fuel Pressure Control System" and can precisely and quickly control the fuel pressure in accordance with various engine conditions by controlling the fuel inlet and outlet simultaneously. Items FPV Coil Resistance () RPV Coil Resistance () 2. Rail Pressure Sensor Rail Pressure Sensor (RPS) is installed at the end of the common rail and measures the instantaneous fuel pressure in the common rail by using its diaphragm. Its sensing element (semiconductor device) mounted on the diaphragm converts the fuel pressure to an electric signal. Test Condition Idle Fully depressed Rail pressure (bar) 220 ~ 320 1,800 Output Voltage (V) Below 1.7 Approx. 4.5 Specification 2.6 ~ 3.15 [20 (68 )] 3.42 ~ 3.78 [20 (68 )]

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1. Injector The start of injection and the injected fuel quantity are adjusted by electrically triggered injectors. These injectors supersede the nozzle-and-holder assembly (nozzle and nozzle-holder). Similar to the already existing nozzle-holder assemblies in direct-injection (DI) diesel engines, clamps are preferably used for installing the injectors in the cylinder head. This means that the Common Rail injectors can be installed in already existing DI diesel engines without major modifications to the cylinder head Items Coil Resistance () [CAUTION] Common Rail Fuel Injection System operates with extremely high pressure (approximately 1,600bar), so never perform any work on injection system with engine running or within 30 seconds after the engine stops. Keep cleanly the parts and the working area. Pay attention to a foreign substance. Just before installing injector, tube or hose, remove the protect-cap attached on them. Do not remove injector except for special case. When installing Injector, - Wash the contact area of the injector and replace the O-ring with a new one. - Spread oil on the injector O-ring. - To protect damage caused by shock, vertically insert the injector into the cylinder head. When installing High Pressure Fuel Pipe, 9- Do not use again the used high pressure fuel pipe and install the flange nut correctly. Specification 0.215 ~ 0.295 [20 (68 )]

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Conditions No Electrical Load Neutral (Manual Transaxle) No DTC

Idle condition

1500 rpm

3000 rpm

Idle condition

1500 rpm

3000 rpm

Idle condition

1500 rpm

3000 rpm

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Idle condition

1500 rpm

3000 rpm

Idle condition

1500 rpm

3000 rpm

Idle condition

1500 rpm

3000 rpm

Idle condition

1500 rpm

3000 rpm

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1. Select "INJECTOR CORRECTION". 2. Press "ENTER" key. 3. Input the injector data (7 digit) written on the top of each injector with function keys ([F1] ~ [F6]) and number keys. [NOTE] When "WRITING FAIL" is displayed on the scan tool, input injector data (7 digits) of each cylinder into a new ECM again as prior procedure.

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Using Hi-Scan (PRO) COMPRESSION TEST IDLE SPEED COMPARISON INJECT QUANTITY COMPARISON Test Procedure 1. Connect Scan tool to the DLC and select "Vehicle" and "Engine Test Function". 2. Information for ECM version is displayed as below.

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