1. OUTLINE
1.1 Model Line-up
Table of vehicle types (General export models)
Table of vehicle types (European models)
Electronically controlled 4A/T (A4B-D)
(M5H)
1.2 Model Code
Designation details
Designation indicating the series
1
2
3
M4: MATERIA
Designation indicating the drive and steering methods
0: 2WD
1: 4WD
Designation indicating the engine type
1: K3-VE
2: 3SZ-VE
Designation indicating the steering wheel position
4
R: Right-hand drive
L: Left-hand drive
Designation indicating the body form
5
6
7
S: Box form
Number of doors indication
G: 5 doors
Designation indicating the gearbox
Q: 4-speed automatic transmission
M: 5-speed manual transmission
8
9
10
Designation indicating the grade N: CL
G: CX
Designation indicating the engine specifications
E: DOHC, 16-valve, electronically controlled fuel injection (EFI), variable valve timing mechanism (K3-VE, 3SZ-VE)
Designation indicating the destination
None: General export models
W: European models
K1300006S
1.3 Exterior Appearance
Note: The illustration shows a typical example vehicle.
K1300009S
1.4 Specifications
List of Items (M401LS)
Destination
European models
Gearbox 5M/T
Total lengthmm3800
Total widthmm1690
Total heightmm1635
Length inside passenger compartmentmm
>Fixed seats*11935 >Sliding seats (maker option)*11950
Width inside passenger compartmentmm1420
Height inside passenger compartmentmm1330
Distance between axlesmm2540
Distance between wheels Front wheels mm1470 Rear wheels mm1465
Minimum road clearancemm150
Min Turning Radiusm4.9 (Tire), 5.3 (Body)
Kerb weightkg1025
Gross vehicle weightkg1600
Passenger capacityPeopleFront: 2, Rear: 3
Engine type
K3-VE
Total displacementcc1298
Bore × strokemm72.0 × 79.7
Maximum outputkW/rpm67 [6,000]
Maximum torqueN*m/rpm120 [4,400]
Compression ratio10 +/- 0.3
Fuel systemEFI (Electronic fuel injection)
Fuel tank capacityLitres40
ClutchDry single plate with diaphragm spring and hydraulic actuation
TransmissionForward 5-speed, manual, all syncromesh
Transmission gear ratio1st: 3.182 2nd: 1.842 3rd: 1.250 4th: 0.865 5th: 0.750 Rev: 3.143
Final reduction gear ratio4.643
Steering type
Main brakes
Rack & Pinion
FrontDisk brakes with booster
RearDrum brakes,leading trading with coil springs
Parking brakeMechanically operating on rear wheels
Suspension
FrontMacpherson struts with coil springs
RearSemi-independent Torsion axle beam
Tires 14” tire175/65R14 15” tire185/55R15
Trailer towing with brakekg1000 without brakekg550
[REFERENCE]
*1:With headrests
List of Items (M402RS)
Total lengthmm3800
Total widthmm1690
Total heightmm1635
>Fixed seats*11885
>Fixed seats*21935
Length inside passenger compartmentmm
>Fixed seats*21935
>Sliding seats (maker option)*21950
>Sliding seats (maker option)*21950
Width inside passenger compartmentmm1420
Height inside passenger compartmentmm1330
Distance between axlesmm2540
Item M402RS GMGE GMGEW GQGEW Engine 3SZ-VE
Destination General export models European models
Front wheels mm1470
Distance between wheels
Rear wheels mm1465
Minimum road clearancemm150
Min Turning Radiusm4.9 (Tire), 5.3 (Body)
Kerb weightkg102510351050
Gross vehicle weightkg1600
Passenger capacityPeopleFront: 2, Rear: 3
Engine type 3SZ-VE
Total displacementcc1495
Bore × strokemm72.0 × 91.8
Maximum outputkW/rpm76 [6,000]
Maximum torqueN*m/rpm132 [4,400]138 [4,400]
Compression ratio10 +/- 0.3
Fuel systemEFI (Electronic fuel injection)
Fuel tank capacityLitres40
Clutch
Dry single plate with diaphragm spring and hydraulic actuation -
TransmissionForward 5-speed, manual, all syncromesh
Forward 4-speed full automatic 3-element, 1-stage, 2phase
Transmission gear ratio 1st: 3.091 2nd: 1.842 3rd: 1.250 4th: 0.865 5th: 0.750 Rev: 3.143 1st: 2.730 2nd: 1.526 3rd: 1.000 4th: 0.696 Rev: 2.290
Final reduction gear ratio4.6434.032
Steering typeRack & Pinion
Main brakes
FrontDisk brakes with booster RearDrum brakes,leading trading with coil springs
Parking brakeMechanically operating on rear wheels
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Suspension
FrontMacpherson struts with coil springs
RearSemi-independent Torsion axle beam
Tires 14” tire175/65R14 15” tire185/55R15
Trailer towing with brakekg1000 without brakekg550
[REFERENCE]
*1:Without headrests
*2:With headrests
List of Items (M402LS)
Total lengthmm3800
Total widthmm1690
Total heightmm1635
Length inside passenger compartmentmm
>Fixed seats*11885
>Fixed seats*21935
>Sliding seats (maker option)*21950
Width inside passenger compartmentmm1420
Height inside passenger compartmentmm1330
Distance between axlesmm2540
Distance between wheels Front wheels mm1470 Rear wheels mm1465
Minimum road clearancemm150
>Fixed seats*21935
>Sliding seats (maker option)*21950
Min Turning Radiusm4.9 (Tire), 5.3 (Body)
Kerb weightkg1025104010351050
Gross vehicle weightkg1600
Item M402LS
GMGE GQGE GMGEW GQGEW
Engine 3SZ-VE
Destination General export models European models
Gearbox 5M/T E4A/T 5M/T E4A/T
Passenger capacityPeopleFront: 2, Rear: 3
Engine type 3SZ-VE
Total displacementcc1495
Bore × strokemm72.0 × 91.8
Maximum outputkW/rpm76 [6,000]
Maximum torqueN*m/rpm132[4,400]138[4,400]132[4,400]138[4,400]
Compression ratio10 +/- 0.3
Fuel systemEFI(Electronic fuel injection)
Fuel tank capacityLitres40
Clutch
Transmission
Transmission gear ratio
Dry single plate with diaphragm spring and hydraulic actuationDry single plate with diaphragm spring and hydraulic actuation -
Forward 5speed, manual, all syncromesh
1st: 3.091
2nd: 1.842
3rd: 1.250
4th: 0.865
5th: 0.750
Rev: 3.143
Forward 4-speed full automatic
Forward 4-speed full automatic 3-element, 1stage, 2-phase
1st: 2.730
2nd: 1.526
3rd: 1.000
4th: 0.696
Rev: 2.290
Forward 5speed, manual, all syncromesh
1st: 3.091
2nd: 1.842
3rd: 1.250
4th: 0.865
5th: 0.750
Rev: 3.143
3-element, 1stage, 2-phase
1st: 2.730
2nd: 1.526
3rd: 1.000
4th: 0.696
Rev: 2.290
Final reduction gear ratio4.6434.0324.6434.032
Steering typeRack & Pinion
Main brakes
FrontDisk brakes with booster
RearDrum brakes,leading trading with coil springs
Parking brakeMechanically operating on rear wheels
Suspension
Tires
FrontMacpherson struts with coil springs
RearSemi-independent Torsion axle beam
14” tire175/65R14
15” tire185/55R15
Trailer towing with brakekg1000 without brakekg550
[REFERENCE]
*1:Without headrests
*2:With headrests
List of Items (M412LS)
Total lengthmm3800
Total widthmm1690
Total heightmm1635
Length inside passenger compartmentmm
>Fixed seats*11935
>Sliding seats (maker option)*11950
Width inside passenger compartmentmm1420
Height inside passenger compartmentmm1330
Distance between axlesmm2540
Distance between wheels Front wheels mm1470 Rear wheels mm1435
Minimum road clearancemm150
Min Turning Radiusm4.9 (Tire), 5.3 (Body)
Kerb weightkg1100
Gross vehicle weightkg1630
Passenger capacityPeopleFront: 2, Rear: 3
Engine type 3SZ-VE
Total displacementcc1495
Bore × strokemm72.0 × 91.8
Maximum outputkW/rpm76[6,000]
Item
Engine
Destination European models
Gearbox 5M/T
Maximum torque N*m/ rpm
132[4,400]
Compression ratio10 +/- 0.3
Fuel systemEFI(Electronic fuel injection)
Fuel tank capacityLitres38
ClutchDry single plate with diaphragm spring and hydraulic actuation
TransmissionForward 5-speed, manual, all syncromesh
Transmission
Final reduction gear ratio4.643
Steering typeRack & Pinion
Main brakes
FrontDisk brakes with booster
RearDrum brakes,leading trading with coil springs
Parking brakeMechanically operating on rear wheels
Suspension
FrontMacpherson struts with coil springs
RearSemi-independent Torsion axle beam
Tires 14” tire175/65R14 15” tire185/55R15
Trailer towing with brakekg1000 without brakekg550
[REFERENCE]
*1:With headrests
1.5 Views of Vehicle
Vehicle with side stone-guards
Vehicle with back door garnish
K1300008S
2. VEHICLE IDENTIFICATION
2.1 Vehicle Identification Number & Manufacturer’s Plate Position
Position of chassis number
Chassis number (GCC, UK & SOUTH AFRICA)
Chassis number
Position of nameplate
Nameplate
2.2 Engine Number & Transmission Number
Position of engine number for K3-VE/3SZ-VE
Position of transaxle number for M5H-C1/M5H-C4
Position of transaxle number for A4B-D
K1300024K
1.ENGINE IN GENERAL
1.1Outline of Engine....................................................2-5
1.2Features of Engine [K3-VE]...................................2-5
1.3Engine Specifications [K3-VE]..............................2-6
1.4Sectional View of Engine [K3-VE]........................2-8
1.5Features of Engine [3SZ-VE].................................2-9
1.6Engine Specifications [3SZ-VE]..........................2-11
1.7Section View of Engine [3SZ-VE].......................2-12
2.ENGINE CONTROL SYSTEM (K3VE)
2.1Engine Control System in General.......................2-14
2.2Electronically Controlled Fuel Injection Control (EFI) 2-19
2.3Electronically Controlled Spark Advance Control (ESA).........................................................2-23
2.4Idle
2.5DVVT
2.6Cooling
2.7Fuel
2.8Canister
2.9Engine
2.10Diagnosis
2.11Vacuum
2.12Intake
2.16R-ISCV.................................................................2-35
3.FUEL SYSTEM (K3-VE)
4.INTAKE SYSTEM (K3-VE)
5.ENGINE MECHANICAL COMPONENTS (K3-VE)
5.1Cylinder Head-related Components.....................2-55
5.2Cylinder Head.......................................................2-56
5.3Cylinder Block-related Components....................2-56
5.4Cylinder Block......................................................2-57
5.5Timing System-related Components....................2-58
5.6Valve-related Components...................................2-59
5.7DVVT Controller..................................................2-60
5.8OCV for DVVT...... ...2-62
5.9Piston Crank-related Components........................2-64
5.10Pistons...................................................................2-66
5.11Layout of Auxiliary Devices................................2-67
5.12Blow-by Gas Reduction System...........................2-68
5.13Engine Mounting..................................................2-69
6.EXHAUST SYSTEM (K3-VE)
6.1Exhaust System in General...................................2-71
6.2Exhaust Manifold..................................................2-71
6.3Exhaust Pipe.........................................................2-72
7.COOLING
SYSTEM (K3-VE)
7.1Cooling System in General...................................2-74
7.2Radiator.................................................................2-74
7.3Cooling Fan and Fan Shroud................................2-75
7.4Water Pump..........................................................2-76
7.5Thermostat............................................................2-76
8.LUBRICATION SYSTEM (K3-VE)
8.1Lubrication System in General.............................2-77
8.2Oil
8.3Oil
9.IGNITION SYSTEM (K3-VE)
10.STARTING AND CHARGING SYSTEM (K3-VE)
CONTROL SYSTEM
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11.23Igniter-integrated
11.24VSV
12.FUEL SYSTEM (3SZ-VE)
12.1Fuel
15.EXHAUST SYSTEM (3SZ-VE)
16.COOLING SYSTEM (3SZ-VE)
13.INTAKE SYSTEM (3SZ-VE)
13.1Intake
SYSTEM
18.IGNITION SYSTEM (3SZ-VE)
18.2Igniter-Integrated Ignition Coil...........................2-158
18.3Spark Plugs.........................................................2-160
18.4Cam Position Sensor (G2 Signal).......................2-161
18.5Crank Position Sensor (Ne Signal).....................2-162
19.STARTING AND CHARGING SYSTEM (3SZ-VE)
19.1Starter..................................................................2-164
19.2Alternator............................................................2-164
1. ENGINE IN GENERAL
1.1 Outline of Engine
>>The K3-VE (1.3 L gasoline) engine or 3SZ-VE (1.5 L gasoline) engine, mounted transversely, is used for European models.
>>The 3SZ-VE (1.5 L gasoline) engine, mounted transversely, is used for general export models.
>>The K3-VE and 3SZ-VE engines for European models conform to 1999/102/EC (emission control, Step IV) requirements.
>>The 3SZ-VE engines for models for general export models conform to 1999/102/EC (emission control, Step II)
1.2 Features of Engine [K3-VE]
>>The K3-VE engine was developed as a new-generation basic engine that emphasizes torque in the low and medium speed ranges and is easy to use in its range of practical application, and with the objectives of being unprecedentedly compact, high-performance, low fuel consumption, and low emissions.
>>The adoption of DVVT (Dynamic Variable Valve Timing), an offset crankshaft, compact design of engine parts, a fuel non-return system, an exhaust manifold integral with the three-way catalytic converter, iridium spark plugs, and a diagnosis function compatible with the diagnosis tester (DS-II) or the OBD II generic scan tool allow this engine to perfectly balance "high performance", "low fuel consumption", "low emissions", "lightness and compactness", "low vibration and low noise" and "servicing convenience".
>>Optimizing the construction of the parts associated with the intake system and those of the cylinder head, and optimizing the specifications of the ignition and fuel systems, has improved “high performance“, “low fuel consumption”, and “low emissions” further.
List of Features of the K3-VE Engine
DVVT (Dynamic Variable Valve Timing)
Valve lifters without shims
High-efficiency intake ports
Offset crankshaft
Highly-rigid cast iron cylinder block
Oil pan made of aluminum alloy
Oil filter with replaceable element
Engine mount bracket integrated with the chain cover
Brackets for auxiliary devices integrated with the body of the engine
Timing chain drive (silent chain with 6.35 mm pitch)
Serpentine belt to drive auxiliary devices
Compact design of water pump turbulence chamber
Crank shaft pulley with damper
Resin intake manifold
Exhaust manifold integral with three-way catalytic converter
Stainless steel exhaust manifold
Fuel non-return system
Compact fine-particle type fuel injector
Segment conductor alternator
DLI (Distributor-Less Ignition)
Ion current combustion control system
Overall control by an engine control computer
Diagnosis function (compatible with the diagnosis tester (DS-II) or the OBD II generic scan tool)
1.3 Engine Specifications [K3-VE]
K3-VE engine performance curve
Specifications of the K3-VE Engine
Number and arrangement of
Combustion chamber shapePent roof shape
Valve mechanismDOHC, 4 valves, chain drive
Dynamic valve mechanismIntake DVVT
Intake and exhaust pipe layoutCross flow type
Bore diameter × stroke (mm)72 × 79.7
Compression ratio 10.0
Fuel feed systemElectronically controlled fuel injection system (EFI)
Maximum output <net> [kW{PS}] (r/min)67 {91} (6000)
Maximum torque <net> [N∗m{kgf∗m}](r/min)1120 {12.2} (4400)
Intake valve timing
Exhaust valve timing
Opening30° to -12° BTDC
Closing10° to 52° ABDC
Opening30° BBDC
Closing2°ATDC
Firing sequence 1 - 3 - 4 - 2
Fuel used Unleaded regular gasoline
1.4 Sectional View of Engine [K3-VE]
Longitudinal section of the K3-VE engine
K1300008P
Transverse section of the K3-VE engine
1.5 Features of Engine [3SZ-VE]
>>The K3-VE engine was developed as a long-stroke, new-generation basic engine that, while compact, ensures sufficient torque in the low and medium speed ranges, and with the objectives of being unprecedentedly compact, high-performance and economical on fuel, as well as having low emissions.
>>The adoption of DVVT (Dynamic Variable Valve Timing: continuously valve timing mechanism), an offset crankshaft, compact design of engine parts, a fuel non-return system, an exhaust manifold integral with the three-way catalytic converter, iridium spark plugs, and a diagnosis function compatible with the diagnosis tester (DS-II) or the OBD II generic scan tool allow this engine to perfectly balance "high performance", "low fuel consumption", "low emissions", "lightness and compactness", "low vibration and low noise" and "servicing con-
K1300009P
venience".
>>Adopting the highly-reliable construction that had already been proven with the K3-VE engine and making modifications like optimizing the elements associated with the piston and crankshaft in accordance with the change to the long-stroke format has produced a compact, high-efficiency, long-stroke engine with improved performance, fuel economy and emissions.
List of features of the 3SZ-VE engine
DVVT (Dynamic Variable Valve Timing)
Valve lifters without shims
High-efficiency intake ports
Use of resin-coated material for the piston skirts
Offset crankshaft
Highly-rigid cast iron cylinder block
Oil pan made of aluminum alloy
Oil filter with replaceable element
Engine mount bracket integrated with the chain cover
Brackets for auxiliary devices integrated with the body of the engine
Timing chain drive (roller chain with 8 mm pitch)
Serpentine belt to drive auxiliary devices
Compact design of water pump turbulence chamber
Crank shaft pulley with damper
Resin intake manifold
Exhaust manifold integral with three-way catalytic converter
Stainless steel exhaust manifold
Fuel non-return system
Compact fine-particle type fuel injector
Segment conductor alternator
DLI (Distributor-Less Ignition)
Ion current combustion control system (European models only)
Overall control by an engine control computer
Diagnosis function (compatible with the diagnosis tester (DS-II) or the OBD II generic scan tool)
2. ENGINE CONTROL SYSTEM (K3-VE)
2.1 Engine Control System in General
>>The engine control system for the K3-VE engine uses an engine control computer to perform centralized and highly-accurate EFI control (electronically controlled fuel injection control), ESA control (electronically controlled spark advance control), DVVT control, etc, thus realizes “high performance”, “low fuel consumption”, and “low emissions” further.
>>DVVT is used to switch the phase of the intake camshaft in accordance with the driving conditions. This has brought about a general improvement in performance, including fuel economy, output, torque characteristics and emission performance.
>>A diagnosis function (compatible with the diagnosis tester (DS-II) or the OBD II generic scan tool) and fail-safe function are provided in consideration of convenience of servicing and safety.
Igniter-integrated ignition coil
Fuel sender gauge Engine control computer Water temperature sensor Crank position sensor
Engine Control System (European Models)
Air cleaner
Intake air tamperature sensor
Throttle position sensor
VSV for canister purge Throttle valve
Injector
Vacuum sensor
Engine control computer
Charcoal canister
Knock sensor
Oil control valve
Ignition coil
Cam position sensor DVVT
Water temperature sensor
Crank position sensor
Rear O2 sensor (with heater)
Front O2 sensor (with heater)
Three-way catalytic converter
K1300186P
Engine Control Block Diagram (European Models)
Engine control computer
Intake pipe pressure
Vacuum sensor
Intake air temperature sensor
Front O2 sensor (with heater)
Rear O2 sensor (with heater)
Water temperature sensor
Throttle position sensor
Crank position sensor
Cam position sensor
Knock sensor
Starter relay
Stop lamp switch
Air conditioner switch
Air conditioner pressure switch*1
Heater relay
Sensor after the air conditioner evaporator*1
Center airbag sensor assembly
Electric power steering computer
Rear window defogger signal
Windshield deicer signal*2
Battery
Ignition switch
EFI-T terminal
Intake air temperature
O2 concentration
Heater control
O2 concentration
Heater control
Cooling water temperature
Throttle opening
Ignition control
Combustion ion current
Electronically controlled fuel injection control
OCV control
Idle speed control
Igniter #1 to #4
(With ion current detection circuit)
Injector #1 to #4
OCV for DVVT
R-ISCV
Canister purge control
Camshaft timing
Knocking detection
Starter signal Engine speed
Brakes
Cooling mediumpressure*1
Blower motor operation
Evaporator temperature*1
Fuel pump OFF request
Raising idle request
Electric load
Electric load
Battery voltage
Ignition switch detection
EFI-T terminal
Relay ON/OFF
Relay ON/OFF
Relay ON/OFF
Relay ON/OFF
Control to stop the alternator charging the battery when the engine is being started
Engine speed
Continuously lit / blinking control
Engine immobilizer communication
Diagnosis communication
VSV for canister purge
Main relay
Fuel pump relay
A/C magnetic clutch relay*1
Cooling fan relay No. 1
Alternator
Electric power steering computer, etc.
Grounding
Check engine warning lamp
Immobilizer ECU*3
DLC (compatible with DS-II)
CAN communications
· Diagnosis signal·
· Vehicle speed signal· Throttle opening signal
· Cooling water temperature signal
· Stop lamp switch signal
Engine torque signal
*1: Models equipped with an air conditioner
*2: Models equipped with a windshield deicer
*3: Models equipped with an immobilizer
List of controls
Name of control
Electronically controlled fuel injection control (EFI)
Electronically controlled spark advance control (ESA)
Function
The correction factors determined by the signals from the various sensors are applied to the base injection time calculated in accordance with the operating condition of the engine in order to inject the correct quantity of fuel.
The correction factors determined by the signals from the various sensors are applied to the basic timing calculated in accordance with the operating condition of the engine in order to achieve the correct spark timing.
Knock judgment control
Idle speed control (ISC)
DVVT
Cooling fan control
Fuel pump control
Canister purge control
Air conditioner cutoff control*1
Air conditioner idle speed control*1
Magnetic clutch control*1
Judges when knocking has occurred based on the signal from the knock sensor.
The fast idle speed based on the cooling water temperature, and the idle speed after engine warm-up, are controlled by the R-ISCV.
The phase of the intake camshaft is adjusted in accordance with the operating condition of the engine to achieve improved engine output, low emissions and improved fuel economy.
The ON/OFF status of the radiator fan is controlled in accordance with the cooling water temperature and the status of the air conditioner*1.
The fuel pump is turned ON and OFF by the starter signal, the engine revolution signal, and other signals. The operation of the fuel pump is stopped by a signal from the center air bag sensor assembly.
The canister purge flow is controlled in accordance with the cooling water temperature and driving conditions.
This control reduces the load imposed by the air conditioner compressor during acceleration or other situations to ensure drivability.
This control raises the idle speed when the air conditioner operates.
Controls the ON/OFF status of the air conditioner's magnetic clutch.
Alternator charge controlStops the alternator charging the battery when the engine is being started.
Engine immobilizer control*2
O2 sensor heater control
CAN communications
Diagnosis function*3
Fail-safe function
[REFERENCE]
The ID code of the key is checked by communications with the immobilizer ECU and, if there is a mismatch, fuel injection and ignition are prohibited.
The O2 sensor heater is turned ON and OFF in accordance with the cooling water temperature and the driving conditions.
A communications IC that allows the two-way exchange of a large amount of information through a single communications wire is used and serves for communications with other control computers.
This function allows accurate and detailed fault diagnoses using the diagnosis tool DS-II and the calling up of DTCs and data conforming to SAE standards.
If any error occurs in the signals from the sensors, either control is continued using the standard values stored in the engine control computer, or the engine is stopped.
*1:Models equipped with an air conditioner
*2:Models with an engine immobilizer
*3:Since the engine control computer uses CAN communications for data communications, it is not possible to call up DTCs and data or perform fault diagnoses using diagnosis tools that are not compatible with CAN communications.
List of sensors
Vacuum sensorDetects the air pressure in the intake pipe.
Intake air temperature sensorDetects the temperature of the intake air.
Cam position sensorIdentifies the cylinders and detects the camshaft angle.
Crank position sensorDetects the engine speed and the crank angle.
Throttle position sensorDetects the degree of opening of the throttle valve.
Water temperature sensorDetects the cooling water temperature
O2 sensorDetects the concentration of oxygen in the emissions.
Knock sensorDetects knocking of the engine.
Ion current detection circuit (incorporated in the igniter-integrated ignition coil) Detects the ion current generated upon combustion
List of actuators
Main relaySupplies electric power to the system.
Fuel pump relaySupplies electric power to the fuel pump circuit.
Fuel injectorInjects the optimum quantity of fuel at the optimum timing.
O2 sensor heaterHeats the O2 sensor to facilitate air-fuel mixture feedback control when it is cold.
IgniterTurns the current in the ignition coil ON and OFF at the optimum timing.
OCV for DVVTControls the phase of the intake camshaft to achieve optimum valve timing.
R-ISCV
Adjusts the quantity of air that bypasses the throttle valve in accordance with the operating condition of the engine.
VSV for canister purgeAdjusts the canister purge volume.
List of fail-safe controls
Location of Fault
Vacuum sensor
Igniter (ignition circuit)
Details of Control
If the signal becomes abnormal, the pressure estimated from the degree of opening of the throttle and the engine speed is set as the intake pipe pressure. If the throttle position sensor signal is also abnormal, the signal from the vacuum sensor is clamped at a fixed value. If either the degree of opening of the throttle or the engine speed exceeds the set value, the fuel supply is cut off.
If the signal becomes abnormal, fuel injection to the cylinder where the error occurred is stopped.
Water temperature sensorThe signal is clamped at a fixed value. (Driving with the theoretical air-fuel ratio)
Throttle position sensorThe signal is clamped at a fixed value.
Sensor after the conditioner evaporator
*1 Switches the air conditioner off.
Location of Fault
Knock sensorDelays the ignition timing.
Details of Control
Intake air temperature sensorThe signal is clamped at a fixed value.
OCV for DVVTProhibits OCV actuation control.
Cam position sensorThe signal is clamped at a fixed value.
Rear O2 sensorThe feedback control is set as open control.
Engine immobilizer communications circuit*2 Stops fuel injection and ignition.
[REFERENCE]
*1:Models equipped with an air conditioner
*2:Models with an engine immobilizer
2.2 Electronically Controlled Fuel Injection Control (EFI)
>>The electronically controlled fuel injection system determines the driving conditions from the signals from each sensor and regulates the quantity of fuel to be injected (injector energizing time) according to the quantity of intake air, which is determined from the intake pipe pressure and engine speed.
>>The type of fuel injection used is intermittent injection synchronized with the engine speed, with independent injection to all cylinders.
>>There are two types of fuel injection: synchronous injection in which offsets are applied in accordance with the signals received from each sensor and injection always occurs at the same position, and asynchronous injection in which injection occurs when an injection request is detected in response to signals from each of the sensors, irrespective of the crank angle. Fuel injection can be temporarily stopped in accordance with the driving conditions to protect the engine and improve fuel economy (protect the catalytic converter).
Electronically Controlled Fuel Injection Control (EFI) Block Diagram
Vacuum sensor
Intake air temperature sensor
Front O2 sensor (with heater)
Rear O2 sensor (with heater)
Water temperature sensor
Throttle position sensor
Crank position sensor
Cam position sensor
Knock sensor
Intake pipe pressure
Intake air temperature
O2 Concentration
O2 Concentration
Battery voltage Battery Engine control computer
Air conditioner switch
Air conditioner pressure switch*
Cooling water temperature
Throttle opening
Engine speed
Camshaft timing
Knocking detection
Cooling medium pressure (A/C operation)
Electronically controlled fuel injection control
Electronically controlled fuel injection control
Electronically controlled fuel injection control
Electronically controlled fuel injection control
Injector #1
Injector #2
Injector #3
Injector #4
CAN communications
· Vehicle speed signal
*: Cars equipped with an air conditioner
(1)Synchronous injection
At-start injection
>Cylinders are identified by signals (cylinder identifying signals) from the crank position sensor and fuel is injected independently into each of the cylinders based on these identifications.
>The at-start synchronous injection time is determined by the at-start base injection time, which is determined by the temperature of the cooling water, various correction factors and the invalid injection time * (at-start synchronous injection time = at-start base injection time × correction factors + invalid injection time). When the cooling water temperature is lower than the specified limit, fuel is injected on several occasions
Synchronous injection (At-start synchronous injection)
[REFERENCE]
*:Invalid injection time refers to the time that elapses before an injector opens its valve to inject fuel after it is turned on. The invalid injection time varies
K1300188P
K1300133P
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according to the battery voltage: the higher the battery voltage, the shorter the injection time is, and vice versa. For this reason, the actual injection time is determined by adding the invalid injection time that varies according to the battery voltage to the at-start base injection time.
At-start synchronous injection time = A. at-start base injection time × B. various correction factors + C. invalid injection time
A. At-start base injection time
B-1. Starting speed correction factor
B-2. At-start atmospheric pressure correction factor
B-3. At-start injection number-of-times correction factor
B-4. Intake air temperature correction factor
C. Invalid injection time
After-start injection
Determined by the cooling water temperature. A larger quantity of fuel is injected at a lower temperature, because the lower the engine temperature, the more difficult it is for the fuel on the inner wall of the intake manifold to evaporate.
For starts when the cooling water temperature is low, corrections are applied in accordance with the engine speed to improve starting.
A correction is made according to the atmospheric pressure to make it easier to start the engine.
The number of times fuel is injected when starting the engine is counted and the injection time is reduced as this number increases.
This correction factor is used to compensate for the variation in the density of intake air according to air temperature
This time compensates for the delay in operation of the injector.
>Fuel is injected into each cylinder independently in accordance with cylinder information obtained from the engine revolution signals (crank position sensor signals).
>The after-start synchronous injection time is determined by the after-start base injection time, which is determined by the intake pipe pressure and the engine speed, various correction factors and the invalid injection time*(after-start synchronous injection time = after-start base injection time × correction factors + invalid injection time).
Synchronous injection (At-start synchronous injection)
[REFERENCE]
*:Invalid injection time refers to the time that elapses before an injector opens its valve to inject fuel after it is turned on. The invalid injection time varies according to the battery voltage: the higher the battery voltage, the shorter the injection time is, and vice versa. For this reason, the actual injection time is determined by adding the invalid injection time that varies according to the battery voltage to the at-start base injection time.
After-start synchronous injection time = A. After-start base injection time × B. Various correction factors + C. Invalid injection time
A. After-start base injection time
B-1. Intake air temperature correction factor
B-2. Fuel cut recovery correction factor
Determined by the intake pipe pressure and the engine speed.
This correction factor is used to compensate for the variation in the density of intake air according to air temperature
On recovery from a fuel cutoff, the quantity of fuel to be injected is reduced in accordance with the drop in engine speed in order to ensure good drivability.
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B-3. Warm-up increase correction factor
B-4. After-start increase correction factor
B-5. Transient air-fuel ratio correction factor
B-6. Air-fuel ratio feedback correction factor
This correction factor, which is determined by the cooling water temperature, is used to increase the quantity of fuel to be injected for a cold start. It is applied until warm-up is completed.
On starting the engine the initial increase correction factor is determined according to the cooling water temperature to stabilize the engine speed immediately after the engine has started. It is reduced with every injection thereafter.
This correction factor is used to correct the air-fuel ratio during transition and is determined by the cooling water temperature and other information.
Whether the air-fuel mixture fed into the engine after warm-up is rich or lean is determined based on signals from the O2 sensor. The quantity of fuel to be injected is regulated in order to keep the air-fuel ratio within a narrow range in the vicinity of the theoretical air-fuel ratio that enables the three-way catalytic converter to clean the exhaust gas most efficiently.
B-7. Power increase correction factor
B-8. After-restart increase correction factor
Under heavy-load conditions, the quantity of fuel to be injected is regulated according to the intake pipe pressure and the engine speed.
The initial value is determined based on the cooling water temperature at the restart and it is reduced gradually each time fuel is injected.
B-9. Atmospheric pressure correction factor A correction is made according to the atmospheric pressure.
B-10. Idle speed stabilization factor
B-11. Water temperature correction factor
B-12. Low engine speed correction factor
B-13. Knock feedback correction factor
C. Invalid injection time
(2)Asynchronous injection
During idling, the quantity of fuel to be injected is corrected according to the cooling water temperature.
Under heavy-load conditions, driving with a high engine speed, the quantity of fuel to be injected is corrected in accordance with the cooling water temperature.
The quantity of fuel to be injected is increased when the engine is running at a low speed.
The quantity of fuel to be injected is increased if there is a large delay in the ignition timing when knock feedback occurs.
This time compensates for the delay in operation of the injector.
>Injections are not synchronized with the engine revolution signals but triggered immediately on fulfillment of any of the conditions in the table below.
Asynchronous injection control conditions
When the idle switch position changes
When the intake pipe pressure changes (during acceleration)
When the throttle valve is opened from the closed position (idling position), fuel is injected once, simultaneously, into all the cylinders for a fixed time.
Fuel is injected simultaneously into all the cylinders simultaneously according to the rate of increase in the intake pipe pressure.
When the power steering system is turned on Upon issue of a request signal from the power steering computer, for example in response to a steering operation, fuel is injected for a fixed time.
When the air conditioner is turned on*
[REFERENCE]
*:Models equipped with an air conditioner
(3)Fuel cutoff
When the air conditioner is turned on, fuel is injected for a fixed time.
>This refers to stopping fuel injection for a fixed time in order to protect the engine and improve fuel consumption.
Fuel cutoff
Fuel cutoff during deceleration
Fuel cutoff when the catalytic converter overheats
Fuel cutoff when the engine speed exceeds the specified limit
Engine speed at which fuel cutoff occurs
The fuel is cut off when the engine speed exceeds the specified limit and the throttle valve is fully closed.
To prevent the catalytic converter overheating, the fuel is cut off in accordance with the engine speed and the intake pipe pressure.
The fuel is cut off when the engine speed exceeds the specified limit.
2.3 Electronically Controlled Spark Advance Control (ESA)
>>The engine control computer uses ESA (Electronically Controlled Spark Advance) control to identify cylinders by signals from the crank position sensor and calculate and regulate the ignition timing optimally according to the engine operating condition.
>>Low emissions performance has been ensured through higher accuracy ignition timing control using the ion current combustion control system.
>>The optimal ignition timing based on the signals from each sensor is selected and the ignition signal (IGt) is sent to the igniter. There are two types of ignition timing: "fixed advance angle" (initial ignition timing setting of BTDC 6°), which is synchronized with the engine revolution signals, and "calculated advance angle", which is determined based on the engine speed and intake pipe pressure.
Block diagram for electronically controlled spark advance (ESA)
Intake pipe pressure
Vacuum sensor
Intake air temperature sensor
Front O2 sensor (with heater)
Rear O2 sensor (with heater)
Water temperature sensor
Throttle position sensor
Crank position sensor
Cam position sensor
Knock sensor
Intake air temperature
O2 Concentration
O2 Concentration
Cooling water temperature
Battery Engine control computer
EFI-T terminal
Fixed advance angle
Fixed advance angle
Engine speed
Camshaft timing
Knocking detection Throttle opening
Battery voltage
EFI-T terminal
Ignition control
Combustion ion current
Ignition control
Combustion ion current
Ignition control
Combustion ion current
Ignition control
Combustion ion current
Igniter #1 (With ion current detection circuit)
Igniter #2 (With ion current detection circuit)
Igniter #3 (With ion current detection circuit)
Igniter #4 (With ion current detection circuit)
CAN communications
· Vehicle speed signal
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When the engine is started, or when the EFI-T terminal for service use is short circuited, the advance angle is set at BTDC6° .
Calculated advance angle (ignition timing = A. base advance angle +/- B. correction advance angle)
A. Base advance angle
B-1. Water temperature correction advance angle
B-2. Idling stabilization correction advance angle
B-3 Transient correction advance angle
B-4 Energizing time control
B-5 Knocking correction delay angle
B-6 Acceleration surging correction advance angle
Refers to the ignition timing that is determined by the engine speed and the intake pipe pressure.
Corrects the advance angle value according to the cooling water temperature
Advances the ignition timing when the idle speed decreases, or delays it when the idle speed increases.
Corrects the advance angle value if the intake pipe pressure fluctuates abruptly during driving.
The energizing time of each ignition coil is regulated according to the engine speed and the voltage applied to the ignition coil.
Delays the ignition timing immediately if it is determined from signals from the knock sensor that the engine has knocked, and if the engine does not knock for a fixed period of time, advances the ignition timing gradually until the engine knocks again. This control enables constant optimum regulation of the ignition timing. To prevent this correction factor from adversely affecting the engine, a limit is placed on it.
Corrects the ignition timing advance angle if fluctuations in the intake pipe pressure go outside the specified limits during acceleration in the low-speed range immediately after engine warm-up.
B-7 Internal EGR correction advance angle
(1)Knock control system
Corrects the ignition timing advance angle according to the valve timing as it is changed by DVVT control.
>If engine knocking is detected the ignition timing is delayed gradually in equal increments, which vary according to the scale of the knocking, until the engine stops knocking.
>After the engine has stopped knocking the ignition timing is advanced gradually in equal increments. If the engine knocks again during this process the ignition timing is delayed again.
Occurrence of knocking
Delayed ignition No knocking Advanced ignition
Knocking feedback control cycle
(2)Ion current combustion control system
>The ion current generated upon combustion is detected by the ion current detection circuit incorporated in the igniter-integrated ignition coil. For details on ion current detection, see the section on the igniter-integrated ignition coil.(REFERENCE: Ion current detection P241)
>By accepting input of information on the ion flow generated by combustion, the engine control computer constantly monitors the combustion status, enabling a higher level of accuracy in ignition timing control.
>If the ion flow is less than the stipulated value the engine control computer judges that a misfire has occurred, and it counts the number of misfire. Once the number of misfire has reached or exceeded the specified count, the check engine warning lamp in the combination meter is turned on, informing the driver that there is an error. When there is a danger that the catalytic converter will overheat, the driver is informed by flashing of the check engine warning lamp.
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Engine control computer
Misfire or catalytic converter overheat report
Ignition control
Ion current
Ion current detection circuit
Check engine warning lamp
Combination meter
(3)Characteristics of maximum and minimum advance angles
>Upper and lower limits are set on advance angles because advancing or delaying the ignition timing excessively adversely affects the engine.
Maximum and minimum advance angles
Maximum
2.4 Idle Speed Control (ISC)
>>Idle speed control (ISC) regulates the engine idling speed to prevent the engine stalling if a load is applied to it while it is idling.
>>The engine control computer controls the ON/OFF duty ratio for R-ISCV energization in accordance with the signals from each sensor, thereby controlling the area of the passage that bypasses the main throttle valve route, and hence controlling the volume of air that is taken in during idling.
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Block Diagram for Idle Speed Control (ISC)
Intake pipe pressure
Vacuum sensor
Intake air temperature sensor
Water temperature sensor
Throttle position sensor
Crank position sensor
Cam position sensor
Heater relay
Electric power steering computer
Rear defogger signal
Air conditioner switch
Air conditioner pressure switch*1
Windshield deicer signal*2
Intake air temperature
Cooling water temperature
Throttle opening
Engine speed
Camshaft timing
Blower motor operation
Raising idle request
Electric load
Cooling medium pressure (A/C operation)
Electric load
Battery voltage
Battery Engine control computer
*1: Models equipped with an air conditioner
*2: Models equipped with a windshield deicer
List of R-ISCV actuation controls
Assisting the engine in starting
Feedback control
Idle speed step-up control in response to loads
Idle speed control
R-ISCV
Engine speed assistance (predictive control)
Target speed
The duty ratio is corrected according to the cooling water temperature from the time the engine starts to the completion of warm-up.
The duty ratio is corrected according to the difference between the actual idle speed and the target idle speed in order to achieve the target speed.
When a load such as the electric load or radiator fan load changes, the duty ratio is changed accordingly to adjust the engine speed.
During idling the engine speed is regulated according to the power steering load (when the steering wheel is turned while the vehicle is stationary).
When, for example, the electrical load changes, the load on the engine is changed and the engine speed changes. When the signals conveying this information are detected, the signals relevant to the conditions that are sent to the R-ISCV, which temporarily increases the duty ratio and then reduces it gradually so that the engine speed converges with the target speed.
No-load speed [r/min]650
With an electrical load [r/min]700
Air conditioner
ON* [r/min]
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[REFERENCE]
*:Models equipped with an air conditioner
2.5 DVVT Control
>>By using DVVT (Dynamic Variable Valve Timing), which continually changes the phase of the camshaft, to adjust the intake valve timing in accordance with the driving conditions, low fuel consumption, high output and low emissions are all achieved at the same time.
>>The engine control computer turns the oil control valve for DVVT ON and OFF in accordance with the signals from the vacuum sensor and water temperature sensor and according to the engine speed to regulate the hydraulic pressure acting on the DVVT controller so that the intake valve opening/closing timing agrees with the target values.
>>The engine control computer controls the valve timing in three control modes.
Block diagram for DVVT control
Vacuum sensor
Water temperature sensor
Throttle position sensor
Crank position sensor
Cam position sensor
Battery
Intake pipe pressure
Temperature of cooling water
Throttle opening
Engine speed
Camshaft timing
Battery voltage
OCV for DVVT OCV control
DVVT Control modes
Forced maximum delayed injection mode
Setting of a target angle
Feedback mode
Setting of an oil control valve drive duty ratio
0° retention mode
2.6 Cooling Fan System
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In this mode the intake valve opening/closing timing of the intake camshaft is forcibly delayed to the maximum. On starting the engine or if the battery drops below the specified voltage, the oil control valve for DVVT is regulated in this mode.
A target angle is set according to the throttle valve opening, intake pipe pressure, atmospheric pressure, engine speed and cooling water temperature.
Based on the target angle and the signal from the cam position sensor, the duty ratio for driving the OCV for DVVT is set according to the engine speed and the cooling water temperature.
When the target angle is 0°, the intake valve opening/closing timing is adjusted in this mode.
>>In response to a signal from the water temperature sensor* and provided the specified conditions are met, the engine control computer turns cooling fan relay No.1 ON, starting the radiator fan.
[REFERENCE]
*:If an error occurs in the water temperature sensor circuit, fail-safe control keeps the radiator fan running continuously.
Block diagram of the radiator fan system
Water temperature sensor
Air conditioner switch (Air conditioner pressure switch*)
*: Models equipped with an air conditioner
2.7 Fuel Pump Control
Cooling medium pressure (A/C operation)
Cooling water temperature Engine control computer
Cooling fan relay No. 1
Cooling fan motor
>>Provided conditions including an elapse of 3 seconds after the starter signal comes ON and an elapse of 2 seconds after the ignition switch is turned on are met, the fuel pump relay is turned ON and the fuel pump is started.
>>The fuel pump is stopped when the engine stops, and also when the air bag is deployed.
>>The engine control computer detects the issue of the air bag deployment signal (fuel pump OFF request signal) and turns the fuel pump OFF, stopping the pump.
Block diagram of fuel pump control
Crank position sensor
relay
Center airbag sensor assembly
request
voltage
switch detection (IG2)
terminal
EFI-T terminal
Conditions for turning the fuel pump relay ON (one of these conditions must be met)
>3 seconds after the startor is switched from the OFF to the ON position
>2 seconds after the ignition switch is turned on (when the EFI-T terminal is OFF)
>2 seconds after the cylinders are identified and the engine revolution signal has been input (if the engine speed is 20 r/min or more, the pump keeps operating)
>8 seconds after the ignition switch is turned on (when the EFI-T terminal is ON)
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K1300159P
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2.8 Canister Purge Control
>>Canister purge control is employed to suck fuel evaporated in the fuel tank into the intake ports to burn. When the control conditions are met, the engine control computer turns the VSV for canister purge ON (duty control) and the evaporated fuel is purged into the combustion chambers.
>>The charcoal canister is mounted in the dash panel inside the engine compartment and the VSV for canister purge is mounted in the side face of the air cleaner.
Block diagram of canister purge control
Vacuum sensor
Intake air temperature sensor
Front O2 sensor
Rear O2 sensor
Water temperature sensor
Throttle position sensor
Crank position sensor
Cam position sensor
Intake air
Intake pipe pressure
Intake air temperature
O2 concentration
O2 concentration
Cooling water temperature
Throttle opening
Engine speed
Camshaft timing
Purge port
Engine control computer
Canister purge control
VSV for canister purge
VSV for canister purge
Duty signal
Surge tank
From fuel tank
Charcoal canister
Engine control computer
Conditions for canister purge control (all of the conditions must be met)
>Engine warm-up is completed
>Air-fuel ratio feedback is in progress
>The accelerator pedal is being depressed
>Learning is not in progress in the engine control computer
2.9 Engine Immobilizer System
>>The engine control computer communicates with the immobilizer ECU and checks the electronic card key ID code; if it does not match the registered ID code, fuel injection and ignition are prohibited and the engine is maintained in a condition where it will not start (status where
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the engine immobilizer is set).
Block diagram for the engine immobilizer system
2.10 Diagnosis Function
>>A diagnosis function compatible with DS-II is used in the engine control computer that controls the system.
>>If an error of any kind occurs in the system, the engine control computer records the error information. * The recorded error information can be read using the DLC (Data Link Connector) and the check engine warning lamp.
>>The standards adopted dictate that even after a fault has been repaired, the check engine warning lamp will not go out until the engine control computer issues a "normal" judgment.
[CAUTION]
>In diagnosis, even after an error has been remedied, the check engine warning lamp will not go out until the engine control computer has issued a "normal" judgment.
>There are some errors that cannot be detected unless the car is being driven, so you should perform a running test.
[REFERENCE]
*:Error information is recorded under direct +B power supply, so the results of diagnosis are recorded in either the ACC ON or IG OFF status.
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DLC / Check engine warning lamp
Check engine warning lamp
Guide to the check engine warning lamp
Diagnosis indication
Clearing error codes with DS-II
Clearing error codes
Clearing error codes with the fuse
Front O2 sensor status indication
2.11 Vacuum Sensor
Diagnosis tool (DS-II)
Check engine warning lamp
Combination meter ON OFF Rich Lean
Front O2 sensor status indication
When terminals EFI-T and E of the DLC are short-circuited while the ignition switch is ON, the check engine warning lamp repeatedly indicates error codes sequentially in ascending order by the number of times it blinks.
Connect DS-II to the DLC and clear the code by following the screen instructions.
While the ignition switch is off, remove the EFI fuse for at least 60 seconds (at room temperature) to clear the recorded information.
You can check the status of the front O2 sensor and whether feedback control is being performed normally by short circuiting terminals EFI-T and E of the DLC with the ignition switch ON and depressing the brake pedal once the engine speed has been held at 2,000 r/min or more. (The status of the rear O2 sensor cannot be indicated.)
>>The vacuum sensor (intake pipe pressure sensor) is mounted on the side face of the air cleaner and detects the air pressure inside the intake manifold surge tank via the vacuum hose.
>>The vacuum sensor is a semiconductor-type sensor which relies on the fact that the electrical resistance of a crystal (silicon) changes when
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pressure is applied to it: it converts the intake pipe pressure (absolute pressure*) to an electrical signal, amplifies the signal and sends it to the engine control computer as the intake pipe pressure signal.
[REFERENCE]
*:Absolute pressure: Pressure where a vacuum is taken to be 0.
2.12 Intake Air Temperature Sensor
>>A plug-in type intake air temperature sensor is used and it is mounted on the clean side of the air cleaner case.
>>The intake air temperature sensor incorporates a thermistor whose resistance value changes according to the temperature, and the engine control computer detects the intake air temperature by reading the resistance value of this sensor.
2.13 Cam Position Sensor (G2 Signal)
>>An electromagnetic pickup sensor, which features high detection accuracy, is used. It serves to identify the cylinders and the actual angular
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position of the camshaft.
>>It detects the timing pins on the camshaft timing rotor (360-180-180°CA), which is mounted at the rear edge of the cylinder head and secured to the intake camshaft.
>>As the camshaft rotates, the air gap between the timing rotor timing pins and the cam position sensor changes, increasing and decreasing the flux passing through the cam position sensor's coil and generating electromotive force in the coil. Since the voltages generated when the timing pins are close to the cam position sensor and when they are distanced from the cam position sensor are opposite in direction, the result is an alternating voltage.
>>The phases of the intake camshaft and the crankshaft are detected based on the signal from the cam position sensor and the signal from the crank position sensor, and DVVT control is performed based on these phases.
Camshaft timing rotor
Timing pin
Intake camshaft
Two revolutions of the engine
#1 #2#3#1#2#3
0 Output voltage
Cam position sensor
2.14 Crank Position Sensor (Ne Signal)
Cam position sensor output voltage
>>An electromagnetic pickup sensor, which features high detection accuracy, is used. It detects the crank position and the angular speed of the crankshaft.
>>The crankshaft timing rotor, which is mounted on the crankshaft, has thirty teeth, and three spaces, at each of which two teeth are missing, for detecting the top dead center position. As well as detecting the crank revolution signals at 10° intervals the crank position sensor can also accurately detect the top dead center point based on the locations of the missing teeth. The same kind of sensor as used for the cam position sensor is used and it detects alternating voltage pulses.
K1300017P
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