4　ENGINE

4.1　General

The engine is in-line 4-cylinders, water-cooled, 4-stroke cycle MPI gasoline unit
with valve mechanism arranged for “V”-type valve configuration and overhead camshaft,
which is installed in cylinder head and driven by crankshaft with timing chain. With
compare to general model, no valve lifter is available in the model, so that valves is driven
in more directive method and open or close more promptly (See Fig.4-1).
 Fig.4-1

The engine adopts BOSCH M1.5.4 EMS or DELPHI EFI system. Comparing
with carburetor engine, a great improvement has made in power, economic
and low temperature starting performances.

The engine that has functions of sequential ignition, sequential injection, knock
closed-loop control, idle closed-loop control, canister control, A/C control etc, with
distributor, is a closed-loop control engine manage system. Sensors available for the
system include TPS(throttle position sensor), MAT/MAP(manifold air temperature &
pressure sensor), knock sensor, coolant temperature sensor, oxygen sensor, rotation speed
sensor ( in distributor，also called Hall sensor). The actuators include fuel pump (inside
fuel tank), injectors, ignition coils, idle adjustor(also as stepper motor), purge valve.

·ENGINE CHARACTERISTICS
· Valves in the head is arrayed in V type with inlet pipe and exhaust pipe in
configuration of orthogonal flowing pattern, so that efficiency of charge and exhaust is
high.
·Combustion chamber shape is multi-sphere, with low burning consumption and high
power performance.
·The camshaft and the rocker arm shaft are installed in the head for more solid
construction, which reduce noise from inlet system and quantity of parts in induction
system. These make engine more compact.
·The timing chain driving camshaft has characteristics of light weight and small
operating noise.
·The engine block uses material of high quality iron-casting and has a construction of
gantry for high rigidity.
· The crankshaft are constructed of one-piece forged alloy steel , which supports with five
bearings and have an advantage of low vibration.
· The exhaust manifold and pipe adopt double pipe type, for no interference with each
other. One pipe is connected to 1st and 4th cylinders, the other to 2nd and 3rd cylinders.
·Electronic fuel injection system has a central unite of ECU(electronic control unit), which
control accurately quantity of injecting fuel, ignition advance, so that engine works well
under varies operation conditions.
·Use three-way catalytic converter to reduce CO, HC and NOx, emissions in exhaust, in
order to make the vehicle become GREEN MOTOR.
·Crankcase emission controls
Leakage pipeline is located in the block. The leakage flows to the
head through crankcase, and fuel is separated from the air with
separation plate in the head before it is taken out.
 4.2 PRINCIPLE AND CONSTRUCTION OF EMS
1. Parts
As general electronic control system, there are three portions that
construct electronic control fuel injection system: sensors, control
unit, actuators.
(1) Sensors
Sensor is a device that responds to a physical stimulus (heat, light,
sound, pressure, motion, flow, and so on), and produces a corresponding
electrical signal, which can be used by ECU. General sensors in EFI
include load sensor which responds to air volume every cycle directly or
indirectly, rotation speed sensor which responds to engine speed,
crankshaft position sensor which responds 1st cylinder TDC; TPS, coolant
temperature sensor, air charge temperature, barometric pressure sensor,
oxygen sensor which responds to oxygen volume in exhaust and is used by
closed control, manifold inlet pressure sensor.
(2) Electronic Control Unit (ECU)
The device is applied to receive and handle signals from sensors,
instruct actuators to control engine.
(3) Actuators
Actuators are applied to do instructions of ECU and control fuel
quantity. Main parts include power fuel pump and magnetic injectors.
·Variables
Control variables are applied to decide instructions for actuators
by ECM, such as gasoline load, engine speed, coolant temperature, air
temperature, air pressure etc. features. In general, one sensor
informs one piece of information.
Tow more important variables in varies variables of engine (known
as main control variables) are engine speed and engine load.
For engine, the load can be informed with air volume each cycle.
When knowing engine speed, it is easy to know air volume every cycle
according air volume every time unit. So generally use air charge as
load.
ECU decides basic injecting quality and basic ignition BTDC by main
control variables value and modify those values by other sub
information such as coolant temperature, air temperature, so that accept
last values about injecting quantity and ignition advance.
·INFORMATION FLOW OF EMS
Information flow of EMS is shown in Fig.4-2.
 Opened-loop control

Load sensor Fuel-metering actuator

ECU
Engine

Rotation speed sensor Ignition timing actuator

Other sensors Other actuators

Closed-loop control for λ Oxygen sensors

Closed-loop control for knock
Knock sensors
Closed-loop control for idle speed
Rotation speed sensor

Fig.4-2
ECU receives various information about engine responded by sensors to
calculate and product instructions to actuators to make engine operate
in perfect condition, which the power fuel pump and the injectors carry
out fuel-metering injection, and the ignition coil and the distributor
carry out ignition control.
Results of control is unknown by the way of the foregoing statement.
Sometimes it is necessary to keep a feature in a range, for example, to
make air/fuel close to theory air/fuel ratio 14.7 for satisfying
emissions requirements or keep idle speed near 850r/minn or prevent
knock on high-load condition. Closed-loop control is a way that forms
close circuit in EMS. On the other hand, opened-loop control system is a
control system that doesn’t form close circuit. The portion of short-
line is closed-loop control, the portion of solid-line is opened-loop
control (Fig 4-2).
It is necessary to indicate that it is impossible for electronic
control system to change engine operating condition. Only external
conditions, like man or engine operating environment, can change engine
operating condition by changing engine main control variables. For
example, engine operating condition is changed because throttle open
degree is changed, which air volume charged is changed, or a vehicle is
driven on upright from flat ground, engine speed will reduces though
other conditions aren’t changed.
2. Principle
Electronic fuel injection system is a system that the central part is
engine electronic control unit.
Sensors installed on positions of engine respond to various operating
features and inform ECU.
According these information, engine–ECU controls injecting quantity,
ignition advance accurately, based on preparing control program to make
engine operate perfectly in various conditions.
When ignition switch ON, ECU or ECM is powered. As soon as the first
crank rotation signal is checked, the fuel pump is powered and fuel
press out with the pump. The fuel flows to fuel distribution pipe on
engine through fuel filter and then the injectors installed on inlet
manifold near intake ports, which inject fuel into cylinders. The fuel
pressure, which is controlled with the pressure regulator on end of fuel
rail, is 300kPa for both systems. Because pressure difference is
constant with pressure regulator and section area of injector is
constant too, so ECU can control injecting quantity every cycle by means
of controlling the injector on-time. When injector opens, fogging fuel
is injected into manifold which mixes with air and is inducted cylinder
on inlet stroke to fire.
Driver can control throttle open degree with acceleration pedal to
control air volume. ECU receives information such as air temperature,
coolant temperature, air pressure, engine speed etc. and calculate out
air volume and basic injecting period.
In a real run, after the basic injecting period is calculated, a
modified value is prepared by information of feedback signal of oxygen
sensor on exhaust system, instant load, battery voltage etc. ECU
corrects the injecting quantity to actual injecting quality. ECU decides
accurate injecting phase by preprogramming data, engine speed or crank
position signals.
BOSCH M1.5.4 EMS adopts a pattern of sequential ignition with
distributor.
DELPHI adopts a pattern of directive ignition without distributor.
Drive circuit in ECU open or close ignition coil primary circuit, and
supply ignition signals to 1-4 cylinders and 2-3 cylinders.
Both systems have self-diagnosis function. The service light in meter
is lighted when troubles occurs.
Vehicle will operate in hirple pattern while parts in the system have
trouble. There is a connector for tester.
BOSCH M1.5.4 is shown in Fig.4-3 a).
DELFHI system is shown in Fig 4-3 b).
Knock sensor

Fig.4-3a)
 Fig 4-3b)

·SENSORS
1) Throttle position sensor
A sensor which is installed on throttle assembly coaxially (throttle assembly
install on the front end of intake pipe) ，provide load, load range and acceleration
information.
Throttle position sensor monitors open degree of the throttle. The sensor is resistance type,
which is powered with 5V by ECU and products voltage signal to ECU. The circuit diagram sees Fig.
4-4a).

a)(DELPHI)
节气门位置传感器－Throttle position sensor(TPS)
爆震传感器- Knock sensor
水温传感器-Coolant temperature sensor
参考电压-Ref. Voltage
传感器输入信号-Sensor input signal
传感器接地-Sensor earth
发动机控制单元-Engine-ECU

b)(BOSCH) c)(DELPHI)
FIG.4-4
Item BOSCH(Fig.4-4b)
Resistance(1-3) 1.95～2.10KΩ
Resistance(2-3) 1.10～2.80KΩ
Full close
-full open
Item BOSCH(Fig.4-4a) DELPHI(Fig.4-4c)
Full close 0.1V～0.9V 0～0.25V
Full open 3.0V～4.8V 0～5V
2) Intake temperature/pressure sensor（Fig4-5a）,Fig.4-5b））
A sensor is installed on the intake manifold stable pressure chamber
to offer engine load and temperature information, which is used to
decided injecting quantity and ignition timing.
For BOSCH M1.5.4 , the voltage of 5V, which is supplied by ECU powers the sensor.
Voltage between terminal 4 and ground is in a range of 3.8 – 4.2V. Voltage responded to
pressure is 0.8 - 1.3V while idling,1.521 - 1.683V for 40kpa and 4.859 ～ 5.043V for
102kpa。Using ohmmeter to measure resistance between terminals 1,2, the value should be
2.2～2.7KΩ for 20℃ and 1.1～1.4KΩ for 30℃. If faulty, replace the sensor, see fig.4-5) .

Fig.4-5a)
·Intake pressure sensor for DELPHI system
Be installed on the intake manifold stable pressure chamber to provide engine load
information. ECU provide 5V voltage to the sensor, the sensor responds to manifold pressure of
different lode and rotate speed which is changed to voltage single and transmitted to ECU,FIG. 4-
5b)，FIG.4-5c)。
Operation voltage：0.122～0.382V/15kPa
1.521～1.683V/40kPa
4.438～4.600V/94kPa
4.859～5.043V/102kPa

进气压力传感器: Intake pressure sensor

进气温度传感器: Intake temperature sensor
节气门位置传感器: Throttle position sensor(TPS)
传感器接地: Sensor earth
传感器输入信号: Sensor input signal

参考电压: Ref. Voltage

发动机控制单元: Engine-ECU

篮/白-LW
绿/白-GW
绿/紫-GV
FIG.4-5b)　
 FIG.4-5c)

·Intake temperature sensor for DELPHI system

Installing in air fillter and provice air temperature information which is used to confirm
amount of injection and ignition timing. The end voltage is direct ratio change with resistance .
Its resistance decreases with temperature increasing.
Intake temperature sensor responds to temperature and product voltage signal which is
transmitted to ECU or ECM to control injecting quantity and ignition timing.FIG.4-5d) ， FIG.4-
5e)，MT20 see 4-5f)。
Resistance value：
178±2.3Ω/100℃ 333.8±2Ω/80℃ 3511±2.6Ω/20℃

进气压力传感器: Intake pressure sensor

进气温度传感器: Intake temperature sensor
传感器接地: Sensor earth
传感器输入信号: Sensor input signal
发动机控制单元: Engine-ECU
绿/白-GW
黑/黄-BY

FIG.4-5d)

FIG.4-5e) FIG.4-5f)

3)Knock sensor（Fig.4-6）
A sensor which is installed on inlet side of
upper middle of 4 th cylinder ， supplies
information about knock to achieve closed-loop
control of knock.
Using ohmmeter, measure resistance between
terminals 1 and 2, which should be more than 10MΩ. Resistance between
terminal 2 or terminal 3 and ground should be 0Ω.
Fig.4-6
4） Coolant temperature sensor
A device is installed on cycling water route of inlet manifol ， offer
coolant temperature information to correct the
amount of fuel injection and ignition timing,see
fig.4-7a).
The sensor responds to engine coolant temperature
and product voltage signal which is transmitted to
ECU to control injecting quantity and ignition
timing.

Fig.4-7a)
The sensor is thermo-resistance type. Its resistance decreases with
temperature increasing.
For BOSCH M1.5.4, resistance between terminals 1, 2, sees Table 4-1a).
Table 4-1a)
Coolant temperature Resistance（ Coolant temperature Resistance（
（℃） Ω） （℃） Ω）
50 740～900 80 290～360
60 540～650 90 210～270
70 390～480 100 160～200
For DELPHI system, the principle diagram sees Fig.4-7b, resistance sees
Table 4-1b)
Table 4-1b)
Coolant temperature Resistance（Ω
（℃） ）
20 3555±3.6
80 337.9±2.6
100 180.3±2.3

Fig.4-7b)
5)Rotation speed sensor
For BOSCH M1.5.4 system(fig.4-8), the sensor is a Hall sensor, which
is installed in distributor to supply information about engine speed
and crankshaft phase which is used as reference to timing for
injection and ignition. When adjusting TDP of 1st
cylinder, scale on fly wheel should be on 0 degree,
distributor should be located as shown in Fig.4-8, which
 low end of gas before hole in rotor should be along with the middle of HALL sensor.
At this time, the ignition advance angle should be 6°- 7°.

Fig.4-8
6) Oxygen sensor

Fig.4-9a)

A sensor (fig.4-9a) is installed on exhaust manifold to offer signals

about mixture concentration to correct injecting quantity, which
achieves closed-loop control of air/fuel ratio.
The sensor responds to oxygen concentration in exhaust and product
voltage signal that is transmitted to ECU. With low air/fuel ratio,
oxygen concentration in exhaust is high, which high voltage signal
occurs,see fig.4-9b).
For BOSCH M1.5.4 system, ECU power the sensor
with voltage of 12-14V.
Inside resistance: ignition switch OFF.
Disconnect oxygen sensor connector. Measure
resistance between tow white leads, which the
value should be 0.2Ω ～ 20Ω （ change with
temperature）。
For DELPHI system, output voltage is 750mV（rich）
- 150mV（lean）/400℃。

Fig 4-9b)
7) Crankshaft position sensor
A sensor which is used by DELPH system is
installed on the backside of cylinder head （ Fig4-10a ） ） ， offer
information of engine speed and crank phase signal which is used as
reference for timing of injection and ignition.
The sensor responds to crank angle. A speed signal pan is fixed on fly
wheel, with 60-2 teeth. When the pan rotates, pulse signals is provided
on crankshaft position sensor and is transmitted to ECU to indicate
crank angle and engine speed as shown in Fig 4-10b).
Output voltage range: ≥400V/60r/min
Coil resistance: 540Ω±50Ω/25℃±5℃
Gap between the sensor and signal pan:
0.5 ～
1.75mm.
 Fig.4-10a) Fig.4-10b)
 Actuators
1） Electronic fuel pump：Be installed in fuel tank, ECU controls fuel
pump work with fuel pump relay, once engine stop working, electronic
fuel pump stop automatically. The pump keeps fuel pressure on 300kPa

NOTICE
Not disassembly fuel pump to prevent from explosion for damaging seal part.
2） Fuel injectors ： Be installed on the fuel rail assembly （ Fig4-
11a ） ， it inject fuel toward air passage by ECU control. The open
period of needle in injector is controlled by means of magnetic field
which is signaled by ECU , which decides injecting quantity. Fuel
pressure keeps constant by pressure regulator when vacuum
in inlet manifold changes.
Injector operation voltage: 12V
Coil resistance: 15.9Ω±0.35Ω(BOSCH M1.5.4 system)
12Ω±2Ω (DEHPHI system)
Fig 4-11a)
 Fig. 4-11b)

蓄电池电压－Battery 黑/绿-BG
点火开关-IG. 红-R
燃油泵继电器-F/pump relay 红/蓝-RL
燃油泵继电器控制-F/pump 绿/黄-GY
点火开关电源-IG 蓝/红-LR
碳罐控制阀控制-Purge 紫/红-VR
喷油器控制-INJ. 黑/红-BR
喷油器-Injector 燃油泵-Fuel pump

3） Ignition coil
For BOSCH M1.5.4 system,
ignition coil (Fig.4-12a)
primary circuit opens or closes,
which is controlled by ECU. The
bracket of ignition coil should
ground reliably.

Fig.4-12a) Fig 4-12b)

For DELPHI MT20 system(fig.4-12b),
ignition mechanism without
distributor is used. Ignition
 signals to the dual ignition coils is driven by drive circuit in ECM.
Four posts on the ignition is connected to sparks respectively, which
one coil controls sparks of 1-4 cylinders and the other controls
sparks on 2-3 cylinders. A voltage of 5V which ECU offers powers the
primary circuit. When ECU cut off the power,(cut current of the
primary circuit), high voltage is inducted on the secondary circuit ,
which is transmitted to sparks to fire as shown in Fig. 4-12c).
Primary windings resistance: 0.5Ω±0.05Ω
Inductive voltage in primary windings: 414V
Secondary windings resistance: 5100Ω±300Ω
Inductive voltage in secondary windings: 37.1kV.

Fig. 4-12c)

4） Idle adjuster（stepper motor）：Be installed on the throttle body

assembly. ECU controls its action and change section of by-pass path,
and change the amount of by-pass air to control idle speed.
For BOSCH M1.5.4 system ( Fig.4-13a), resistance of coil is 17.7 ～
20.0Ω
For DELPHI MT20 system (Fig.4-13b, Fig. 4-13c),steps of step motor
change in a range of 0～255 Steps.

Fig.4-
13a) Fig.4-13b)

Fig.4-13c)
发动机控制单元－Engine-ECU
怠速控制阀-Idle adjustor
灰/红-GrR
黑/白-BW
绿-G
黑/红-BR
5） Canister purge valve （ BOSCH system sees Fig4-14a, DELPHI system
sees Fig4-14b）：Be installed on coupling portion of transmission and
block.ECU control its opening degree to control the amount of clean
air flow from canister to inlet manifold.
 Fig.4-14a) Fig.4-14b)
For DELPHI system, Coil resistance
(Fig.4-14c): 21.8Ω～28.5Ω/20℃
Operation voltage: 8～16V

Fig.4-14c)

Electronic control unit（ECU）
ECU (BOSCH system sees Fig4-15a,
DELPHI system sees Fig.4-15b) sends
order to actuators after analyzes the input signals of sensors.
ECU should be installed in rainproof and hypothermal position.

Fig14-5a)
Fig14-15b)

4.3 Engine’s inspection

The following parts or components do not require engine removal to
receive services (replacement, inspection or adjustment),see table 4-2:
Table 4-2
Part or Component correction
Spark Plug Replace or inspect

Distributor Replace or inspect

Exhaust Manifold Replace
Oil Filter Replace or inspect
 Oil Pressure Sensor Replace

Valve Chamber Cover Replace

Rocker Arm Shaft Replace or inspect
Rocker Arm Replace or inspect
⑨ Rocker Arm Spring Replace or inspect
⑩ Camshaft Replace or inspect

Cylinder Head Replace or inspect

Radiator Replace or inspect

Camshaft driven synchronization Replace
gear
Crankshaft drive synchronization Replace or inspection
gear
Crankshaft drive timing gear Replace or inspection
Timing chain Replace
Oil pump Replace

Throttle body Replace or inspect

Inlet manifold Replace
Alternator Replace or inspect

21 Starter Replace or inspect

22 Triangle belt for radiation Replace, inspect or adjust
fan.
23 Water pump Replace or inspect
24 Chain pulley （ crankshaft, Replace
generator, water pump ）
25 Synchronization chain cover Replace
26 Cooling hose Replace or inspect

27 Oil pump、piston、piston ring and Replace or inspect

connecting rod
28 Fuel rail, injectors Replace or inspect
29 Fuel hose Replace
30 PCV Replace or inspect

31 Sensors Replace

4.4 Engine Removal

· Remove service panel on floor panel
 · Remove the guard stone under the engine;
· Unscrew the water drain plug of the radiator and cylinder , drain
off coolant.
· Disconnect the negative wire from battery；
· Disconnect the positive wire from battery;
· Disconnect the connector of backup lamp switch；
· Remove flexible shaft of odometer from transmission.
· Remove water inlet and outlet hose of the heater.
· Disconnect the high tension cable from ignition coil.
·Disconnect lead from water temperature gauge.
· Disconnect sensors and actuators, the sensors and actuators see
Table 4-2：

Table 4-2
No
Item Location Mark
.
Intake temperature/ pressure Inlet manifold stable
1
sensor pressure chamber
2 Throttle position sensor Throttle assembly
Intake side of cylinder
3 Knock sensor block
4 Oxygen sensor Exhaust manifold
Water route on inlet
5 Water temperature gauge
manifold
6 Oil pressure switch Outside of block
7 Rotation speed sensor Distributor
8 Coolant temperature sensor Inlet manifold
9 Injectors Fuel rail
10 Idle adjuster(step motor) Throttle assembly
· Disconnect positive wire of alternator；
· Remove A/C pipes from compressor according to A/C removal procedure
·Disconnect acceleration cable from throttle body assembly；
· Disconnect injectors.
· Disconnect crankcase bleed pipe from air filter；
· Disconnect intake hose from throttle body assembly；
· Disconnect inlet and return fuel hoses from fuel rail assembly;

Caution
Because pressure in the fuel pipes is very high whenever the engine stops, disconnect
fuel hose after draining fuel, in order to avoid fuel from ejecting and danger
happening.
Remove on a place which is far from fire source.

· Disconnect water inlet and outlet hose from radiator.

· Disconnect cable of clutch from engine and clutch lever..
 · Remove muffler from exhaust manifold and body frame.
· Remove drive shaft；
· Disconnect gear shift control cables from selector and shift arm
on the transmission
· Disconnect leads (YB and +) from startor
· Disconnect battery negative lead from transmission case
· Remove the cover of radiator；
· Support engine and transmission；
· Remove connecting bracket of transmission from vehicle frame；
· Remove engine member assy. from vehicle frame；

Caution
Inspect all connectors around the engine again; be sure all
parts are removed before removing the engine.

4.5 DISASSEMBLY OF ENGINES

The content refers to 《HFJ6351B service manual》.

4.6 Service on engine

4.6.1 TROUBLESHOOTING FOR ENGINE OF EFI

Gasoline electronic control system is very complexity. Every trouble, such that part
faulty, lead cut off, terminal separated or connect poor, lead to whole system malfunction.
It is impossible for conventional tools to service. So a system, which is known as built-in
self-diagnosis system is equipped in gasoline electronic control system. Tester specified
for gasoline electronic control system is used for troubleshooting.
In principle, when a trouble related to engine electronic control fuel injection system is
been inspecting, first you should act just like for conventional engine( without EFI ),
which check for mechanism trouble. Especially when service light in meter doesn’t light.,
engine should be inspected , just like the engine without ECU, on basic procedures.
CAUTION
Be sure that there are no trouble on mechanism portion before inspecting
EFI, or in case of a single trouble which isn’t related to EFI, you inspect
sensors, actuators and ECU, so that you spend a lot of time but cannot
leave out the trouble.

 Without the tester

1. Basic tools
multimeter, rotation speed meter, fuel pressure meter,
vacuum meter.
 Fig.4-16
2. Read DTC (diagnosis trouble code)（FIG.4-16）
1) Connect the connector within vehicle to diagnosis connector as shown in left figure
(BOSCH).
2) Service light in meter should flash.
3) Repair according to DTC.
4) There are several seconds between digits. If there are more than tow DTCs, the
light flash for three times before next DTC is shown, see table4-3.

Table 4-3

DTC Flashing number

10
1 1
2 2
3 3
4 4
5 5
6 6
7 7
8 8
9 9

 With the tester

The tester is able to show input/output signals, test actuator to offer convenience for
diagnosis. When ECU receives abnormal signals or referential voltage, it will
remember DTC of the fault after judging, and transmit to the tester that is connected to
diagnosis connector, which reads the DTC.
Memory of DTCs is powered with battery, so DTCs continue to be kept even when
ignition switch OFF. The memory will be eliminated when lead of battery or ECU
connector is disconnected.
Model of the tester used for M1.5.4 system is S.W.G99-02. Read User Manual of the
tester carefully before using.
·Points for Diagnosis
The tester is used mainly to inspect faults of engine electronic control system. The
time which is spent on troubleshooting will reduce greatly if the tester is used
properly.
It is convenient to inspect most faults by means of the tester, but it is impossible to
solve any trouble with the tester.
In general, it is not a single program to find causes of trouble symptoms. So a lot of
knowledge is needed about engine electricity and mechanism. Diagnosis
troubleshooting should be done from simple reasons to difficult reasons, such that
connectors connect poorly, fuse of EFI is blown, leakage occurs in inlet system. If the
trouble continues after inspecting single reasons, use the tester.
The method will reduce diagnosis period of single troubles.
·Conditions when using the tester
(1) Battery voltage: >8V
(2) Fuse is normal.
(3) Ground lead of engine is connected properly.
(4) Ignition switch: ON
(5) Must drive for more than 4 min before reading DTCs for any trouble related regulation
of air/fuel ratio.
·Remove general troubles
Basic tools: tester, multimeter.
Which is inspected below should be the trouble which symptoms continue after
removing mechanism faults, which is related with EFI system.

Inspection for trouble symptoms

1) No starting
Means
(1) Does service light in meter light or not when Ignition switch ON ?
A. Not
·check fuse and ground lead;
·Check ECU connector;
·Test service light and its circuit with the tester;
·Inspect and repair the bulb and its circuit;
·Replace ECU.
B. light
·Connect the tester to diagnosis connector
(2) Can the tester communicates with the system or not?
A. Can’t
· Check fuses and ground leads;
·Check ECU connector;
·Check the tester condition when it is used in a vehicle in normal condition;
·Replace ECU.
B. Can
·Remove troubles according to indications of the tester.
(3) Can sparks fire normally or not? –Ignition system check
A. Can’t
·Check tension cables and sparks for coupling condition, such as damage or
unproper;
·Check after replacing ignition coil;
·Check after replacing ECU
B. Can.
·Check connection of ignition coil and cylinders for order with tension cables;
(4) Fuel supply system check
1) Check order of inlet and outlet fuel pipelines;
2) Does fuel pump operate or not? – Listen to sound near fuel tank when engine
operates
A. not
·Check fuel pump relay and its circuit;
·Check Hall sensor and its connection;
·Replace ECU
·Check fuel pump circuit.
B. operate
·Check whether fuel pressure is more than 0.25Mpa;
 poor pressure：
·Check fuel filter, replace if necessary.
·Check inlet and outlet fuel pipeline;
·Check fuel pressure;
normal pressure:
·Check control circuit of injectors;
·Clean injectors if necessary ( once every 15000km).
2) Poor idling
No idling
Methods
· Check idling adjuster
· Check circuit and connectors of idling adjuster;
Engine racing during idling
Methods
1) idle control system check
· Check connector of idle control solenoids.
·Check that steps(50 – 159) of idling adjuster is in range and change in small level;
·Raise the steps for more 50 steps using the tester test actuator function of the tester.
Check whether engine speed rises .
 If rises, stop engine, disconnect battery lead for 3 min, restart the engine.
 If no rise, replace throttle assembly.
2) Supply system check
·Check vacuum hoses for fuel regulator on fuel rail for connection and damage;
·Clean injectors if necessary.
Speed is too high in idling
Methods
It is normal condition if coolant temperature is lower than 68℃ or higher than
98℃. ECM raises idling speed to warm engine when coolant temperature
is lower than 68℃. ECM raises idling speed to increase radiator
capability when the temperature is higher than 98℃. Any trouble that
is other than the tow conditions should be checked in following steps:
· Check that steps(40 – 159) of idling adjuster is in range and change in small level;
 If steps change in too small level, check vacuum hoses on inlet manifold for
connection and plug.
·Reduce the adjuster for 30 steps with actuator test function of the tester. Check whether
engine speed reduces too.
 If engine speed doesn’t reduce, replace throttle assembly.
3) Poor acceleration
 Check fuel filter for jam;
 Check fuel pressure and injectors;
 Reads on the tester is in normal range in idling or idling in high speed;
 Gas of crankshaft position sensor (DELPHI) is too big.
Inspection for intermittent malfunction
(1) Inspection for parts not related to electrical circuit
 Must perform general service before doing the inspection. You can find trouble
places usually with eyes, with shortened time. Inspection follows steps below:
 Check ground places for ECU and be sure these places cleanly and steadily..
 Check vacuum hoses and its coupling places to avoid leakage because of crack or
 disconnection;
 Check port places of throttle assembly and air inlet to avoid leakage;
 Check connection of tension cables for steady. Be sure that no cables have cracks
or cut. Remove carbon on sparks
 Be sure that all connectors and terminals is connected steadily and properly.

(2) Poor connection

Most interment malfunction is results of poor connection. Check following places in
detail:
 Be sure that harnesses connect and ground properly and steadily.
 Be sure that terminals of sensors are contacted properly and steadily;
 Be sure that connectors of sensors are not damage;
 Be sure that sensors is connected to harness properly and steadily.
(3) Service light lights intermittently
 If no DTC occurs, check following items:
 ECU ground poorly
 Relays operate poorly. Solenoids in ECU are driven or switched to lead interfere of
electronic system;
 Low voltage circuit in ECU and ignition system grounds poorly;
 Circuit of service light or diagnosis connector short intermittently.
(4) Fuel system
Some intermittent malfunctions is results of poor fuel. If engine stops suddenly or
other malfunctions occur, ask users for fill:
Is the vehicle filled at same station? Is the vehicle fill with cheap fuel? If the answer
is YES, may there is problem of fuel quality. Check fuel tank to look for deposit,
water and other impurity.

DTCs for UAES system

Table 4-4
DTC Description DTC Description
61 1st step motor solenoid 33 Over limit of engine speed
62 2nd step motor solenoid 34 ECM faulty
14 Throttle position sensor 35 Self-learn of air/fuel ratio-dtv
22 1st injector 36 Self-learn of air/fuel ratio-fra
23 2nd injector 37 Self-learn of air/fuel ratio-tra
24 3rd injector 17 Oxygen sensor
21 4th injector 18 Air temperature sensor
31 Correct value of air/fuel ratio 19 Coolant temperature sensor
15 Knock sensor 25 Purge valve
16 Air pressure sensor 38 Battery voltage
45 Service light
11 No trouble

4.6.2.GENERAL SERVICE FLOW FOR EFI SYSTEM

General Troubleshooting diagnosis Flow
General troubleshooting diagnosis can follow steps blow
a. Ask user for trouble symptoms, on which conditions the trouble occurs, if the trouble has been removed
 before etc.
b. Check and judge if the trouble is related to mechanical parts. If it is , repair it.
c. Inspect whether the trouble symptom disappears. If it is, end service. If not, the trouble may be related with
EFI system, which should be removed.
d. Read DTCs and locate troubles with DTCs.
e. Be sure that all troubles have been removed. If not, do again. If it is , end.
CAUTION
Information of troubles which self-diagnosis system offers only suggests which portions
have trouble, but these can not indicate which trouble occurs clearly. For example, when
ECU records one trouble that the sensor value is out of limits, it is not to say that the
sensor has damaged, it is possible that it results of open or short circuit.

4.6.3 POINTS FOR SERVICE OF EFI SYSTEM

 POINTS TO PAY ATTENTION TO WHEN SERVICING EFI SYSTEM
At a time of use
（1）ECU is a précis device. Even if many malfunctions is related to ECU , the device
by itself has very low malfunction ratio. So don’t deal with it or open its connector
before you are sure that circuits and parts that is related to trouble isn’t problem.
（2）It often occurs that circuits open or connect poorly for electronic system. Besides
some open /disconnected circuit, loosened connectors which can be found directly, poor
circuits can be inspected with high-resistance multimeter to measure voltage and
resistance. Forbid to check circuit for continuity by means of firing between spark plug
and block. Because when spark occurs between spark plug and block instantly, a self-
induction voltage may occur in solenoid to electronic elements.
（3）Don’t disconnect any electric device to prevent electronic elements from damage
by inductive voltage when ignition switch ON.
（4）Must pay attention to following items when disconnecting battery:
①Must turn off ignition switch. If battery is disconnected while ignition switch ON, the
dangerous degree for striking electronics elements is greater than condition 2, 3.
Because in conditions 2, 3, battery is used as a big capacity to absorb self-inductive
voltage in order to protect. There are no protection when battery is disconnected.
②Inspect DTC. If there are DTCs. Write the DTCs before disconnecting battery,
because unsolidified information in ECU will disappear when battery is disconnected.
③Know the number of audio with thief-proof before battery is disconnected. Or it is
difficult to unlock audio system self-lock and make effect to use.
（ 5 ） If engine operates poorly after battery is disconnected, comparing to engine
operation before, not replace any part promptly. Because memory of learn-correction
will disappear when battery is disconnected. ECU control by data stored in ROM, which
is different from actual learn-correction control. In this case, engine operates for a while
to build in learn-correction memory by itself, poor drive operation disappear
automatically.
（6）Distinguish positive and negative poles when battery is connected. Fix coupling
part properly and steadily. Otherwise, bad effect to electronic device will product.
（ 7 ） Keep elements and connectors of electrical system from water when washing,
especially ECU to prevent from short circuit, leakage current, rusty,
（8）Disconnect ECU from battery while repairing with arc welding, Must disconnect
 ECU while operation of welding is close to it.
（9）Pay attention to learn-correction when ECU is serviced. For instance, while you
remove or install PROM., test inside features using multimeter, a metal strap wrap hand
on one end and ground on other end to shield learn-correction.
（ 10 ） Don’t connect or disconnect any device in case that circuit construction isn’t
known clearly, to avoid malfunction by man.
 Points for use and service of EFI system
1. Leakage in inlet system have more effect to engine with EFI than that with
carburetion. Because leakage air isn’t measured for EFI engine, a great effect will
generate to air/fuel ratio. So at any time that engine operates poorly, check throttle
assembly, canister air valve, idling adjuster and exhaust gas recycling for looseness,
and air hoses and its ports for leakage. Besides these, check oil scale and oil-filled lid
for seal.
2. Because fuel pressure continues after engine stops, so prevent fuel from spraying
when you remove fuel lines to lead to danger. Put a pan below before fuel couplings
is removed, and lead fuel to the pan with a towel.
3. Seal-washer on fuel lines can only be used for one time. Don’t use seal-washer on
fuel lines repeatedly..
4. Don’t damage new o-rings to make effect to injector seal while installing injectors.
Lubricate o-rings with gasoline and it is forbidden to lubricate with oil or gear oil.
5. In general condition, Do not operate the adjusting screw on throttle assembly.
Because power performance of engine will decrease and fuel consumption will
increase if the screw is adjusted improperly.
6. The performance of coolant temperature sensor may change after the sensor have
been used for long period. The coolant temperature signal will be inaccurate, which
infect fuel injection, ignition timing and fuel pump. The change of the feature isn’t
distinguished with self-diagnosis system. So when engine operates poorly, such as no
starting, idling poor, high fuel consumption, and no DTC of coolant temperature
occurs with self-diagnosis system, check coolant temperature sensor.
7. Do not drop oxygen sensor or collide it with other things when the sensor is checked.
Do not cool the sensor with water. Apply specified adhibition-proof glue to the sensor
on case of replacing it to prevent removal from the difficulty next.
 Points for use and service
1. Do not touch the ignition coil and the tension cables with hand when the engine is
started and operates to prevent from being injured with high voltage.
2. It is best to use insulation rubber to clip tension cables when you do high-voltage
firing. It is easy to produce electric strike if tension cables is touched with hand
directly. Person will feel uncomfortable even though it do not injure person. The person
of operation often throw away the tension cables as soon as electric strike generates to
make the high-voltage circuit opened, which the highest voltage generates when the
secondary circuit opens. The highest voltage is 3-4 times higher than ignition voltage,
which damages ignition high voltage circuit.
Method which avoid electric strike is that the tension cable is inserted to an assistance
spark plug, and then the spark plug is grounded , last observe spark condition between
the electric poles when high voltage firing is done.
3. When each cylinder operation is checked with cutting off fire in order, ground the
tension cables of which cylinder is cut off, with same cause as 2.
4. Ignition timing has great effect on the engine operation. So do not forget to check
 ignition timing when the engine operates badly, or after engine overhaul.

 Referent data for engine diagnosis

Purpose: supply standard data during engine troubleshooting（Table4-5）。
Conditions: after engine warms and controlled with closed-loop pattern,, engine operates
without any load such as air condition, lights.
BOSCH M1.5.4 system
Table 4-5
Items Operation condition
Standard value at idling
or unit
Real engine speed r/min 850±50
Projected speed r/min 850
Battery voltage V 12~14
Fuel pump relay Work or not Work
TPS signal Open degree % 0
MAP hPa 350～650
Inlet air volum kg/h 6~12
Coolant temperature sensor ℃ 80~90
Load ms 1.8~3.0
MAT ℃ 20~70
Air/fuel ratio control integrator -5% ~ 5%
xfr
Air/fuel ratio control self-adapted 0.95~1.05
value xfru
Air/fuel ratio control self- 120~140
adapted value xtru
Air/fuel ratio control self- 128
adapted value zdtv
Injector on-time ms 4~7
Spark advance angle degree 5～10
Oxygen sensor V 0.2~0.8
Closed-loop mode Opened/closed closed
Idling control Work or not Work
Idling adjustment Steps 60~100
Duty ratio of purging 0

4.7 Engine Reassembly

The content refers to 《HFJ6351B service manual》.

4.8 Engine inspection and adjustment

The content refers to 《HFJ6351B service manual》.

4.9 Engine lubrication

The content refers to 《HFJ6350B service manual》.

 4.10 Maintenance of PCV valve of crankshaft case
PCV valve is composed of valve body, valve, valve cap and spring. It can not be disassembled. Its
main function is to direct the air in crankshaft case to intake manifold and there is little quantity of air
passing through air cleaner and PVC valve into intake manifold, thus avoiding poor combustion and
worsening exhaust etc. Remove and clean it with unleaded gasoline, then dry with compressed air
every 5000 km. Push the valve with a fine steel wire and it should move freely. Replace PCV valve if
the valve is seized or there is blockage.

4.11 Reassembly of engine

1. Lift engine assembly (including gearbox assembly) and put them on the vehicle. Tighten the nuts for
LH and RH suspension of engine, the bolts for rear suspension and the holdering bolts for engine bracket.
2. Reassemble other parts in the reverse order as for disassembly:
1) Adjust accelerator cable and clutch control cable.
2) Adjust gearshifting cable so that gear shift is smooth and free. Refer to associated sections in chapter
12.
3) Tighten the bolts and nuts to the specified torque. Refer to associated chapters.
3. Refer to associated chapters for accelerator and gearbox’s gear oil, engine oil and coolant.
4. Check again that all removed and disassembled parts are reassembled to their original positions prior to
engine start.
5. Start the engine and check the timing of ignition. If the requirement is not satisfied, adjust as specified
in chapter 8 of this manual.
6. After starting the engine, check if there is any oil leakage, unusual noise and other defect. Also check
the work of each part.