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Hyundai Fuel system

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    Tham gia ngày:
    5/10/12
    Số km:
    83
    Được đổ xăng:
    39
    Mã lực:
    41
    Xăng dự trữ:
    344 lít xăng
    GENERAL
    SPECIFICATIONS
    Fuel tank
    Capacity
    Fuel filter
    Type
    Fuel pump
    Type
    Driven by
    Throttle body
    Throttle position sensor (TPS)
    Type
    Resistance
    Output voltage at curb idle
    Idle speed control (ISC) servo motor
    Type
    Resistance
    Idle position switch
    Type
    Motor position sensor (MPS)
    Type
    Resistance
    Input sensor
    Air flow sensor (AFS)
    Type
    Intake air temperature sensor
    Type
    Resistance
    Coolant temperature sensor
    Type
    Resistance
    Oxygen sensor
    Type
    Vehicle speed sensor
    Type
    45 lit. (11.9 U.S. gal., 9.9 lmp.gal.)
    High pressure type
    Electrical, in-tank type
    Electric motor
    Variable resistor type
    3.5-6.5 KD
    0.48-0.52 V
    Electric motor
    5-35 fl at 20°C (68°F)
    Contact type within ISC servo
    Variable resistor type
    Approx. 4-6 Kn
    Karman vortex type
    Thermistor type
    2.33-2.97 Kn at 20°C (68°F)
    Thermistor type
    2.5 Kfi at 20°C (68°F)
    0.3 Kfi at 80°C (176°F)
    Zirconia sensor
    Reed switch type
    3 1 - 2
    GENERAL
    No. 1 cylinder TDC sensor
    Type
    Crankshaft angle sensor
    Type
    Output actuator
    Injector
    Type
    Number
    Coil resistance
    Purge control solenoid valve
    Type
    EGR control solenoid valve [California Only]
    Type
    Fuel pressure regulator
    Regulated pressure
    Photo diode sensor
    Photo diode sensor
    Electromagnetic type
    4
    13-16 R at 20°C (68°F)
    ON/OFF type
    Duty cycle type solenoid valve
    330 kPa (3.35 kg/cm2, 48 psi)
    SEALANT
    Water temperature sensor ass’y LOCTITE 962T or equivalent
    3 1 - 3
    SERVICE STANDARD
    Basic ignition timing
    Curb idle speed
    Throttle-position sensor (TPS) adjustment voltage
    BTDC 5° ± 2° at curb idle
    700 ± 100 rpm
    0.48-0.52V at curb idle
    TIGHTENING TORQUE Nm Kg.cm lb.ft
    Delivery pipe installation screw
    Water temperature sensor
    Water temperature gauge unit
    Oxygen sensor
    Throttle position sensor (TPS) installation screw
    Fuel pressure regulator lock nut
    High pressure hose and fuel main pipe eye bolt
    High pressure hose and fuel filter
    Fuel pump assembly to fuel tank
    High pressure hose at fuel tank
    Throttle body to surge tank
    Fuel tank drain plug
    Fuel filter mounting bolt
    Accelerator arm bracket bolts
    1 0 - 1 3 100-130 7.2-9.4
    2 0 - 3 9 200-400 1 5 - 2 9
    1 0 - 1 2 100-120 7.2-8.7
    3 8 - 4 9 400-500 2 9 - 3 6
    1.5-2.5 1 5 - 2 5 1 . 1 - 2
    7 - 1 1 7 0 - 1 1 0 5 - 8
    2 9 - 3 9 300-400 2 2 - 2 9
    2 5 - 3 4 250-350 1 8 - 2 5
    2 - 3 2 0 - 3 0 1.5-2.2
    2 9 - 3 9 300-400 2 2 - 2 9
    1 0 - 1 3 100-130 7.2-9.4
    1 5 - 2 5 150-250 1 1 - 1 8
    9 - 1 4 9 0 - 1 4 0 6.5-10
    8 - 1 2 8 0 - 1 2 0 5.8-8.7
    3 1 - 4
    GENERAL
    SPECIAL TOOLS
    3 1 - 5
    TROUBLESHOOTING
    When checking and correcting engine troubles, it is important
    to start with an inspection of the basic systems. If one of the
    following conditions exists, (A) engine start failure, (B) unstable
    idling or (C) poor acceleration, begin ‘by checking the following
    basic systems.
    1. Power supply
    1) Battery
    2) Fusible link
    3) Fuse
    2. Body ground
    3. Fuel supply
    1) Fuel line
    2) Fuel filter
    3) Fuel pump
    4. Ignition system
    1) Spark plugs
    2) High-tension cables
    3) Distributor
    4) Ignition coil
    5. Emission control system
    1) PCV system
    2) EGR system
    3) Vacuum leak
    6. Others
    1) Ignition timing
    2) Idle speed
    Troubles with the MPI system are often caused by poor
    contact of the harness connectors. It is important to check
    all harness connectors and verify that they are securely
    connected.
    3 1 - 6
    GENERAL
    MPI TROUBLESHOOTING PROCEDURES
    PROBLEM
    Engine will not start
    o Battery
    1. Connection
    2. Specific gravity, charging system
    3. Drive belt
    4. Voltage
    o Fusible link
    o Ignition switch
    o Starter relay
    o Starter
    o Wiring
    Trouble codes
    o Using voltmeter
    [Refer to page 31-32]
    o Using MUT
    [Refer to page 31-35]
    Oil filler cap
    o Oil dipstic
    o Vacuum hose connections
    o PCV hose
    o EGR system
    o High tension cables
    o Distributor
    o Ignition coil, power transistor
    o Spark plug
    3 1 - 7
    GENERAL
    o Ignition timing-adjust
    [Refer to page 27-5]
    3 1 - 8
    o Fuel line (leakage, deformation)
    o Fuse
    o Fuel pump [Refer to page 31-24]
    o Fuel filter
    o Fuel pressure regulator
    o Wiring connections
    o Power to ECU
    1. Fusible links
    2. Fuses
    3. MPI control relay
    o Engine coolant temperature
    sensor
    o Intake air temperature sensor
    o Injection signal circuit
    1. Injector wiring
    2. ECU
    o TPS
    o AFS
    GENERAL
    PROBLEM
    Rough idle or engine stalls
    T r o u b l e C o d e s
    [Refer to page 31--32]
    o Using voltmeter
    o Using MUT [Refer to page 31-35]
    o Oil filler cap
    o Oil dipstic
    o Vacuum hose connections
    o PCV hose
    o EGR system
    o Fuel line (leakage, deformation)
    o Fuses
    o Fuel pump [Refer to page 31-24]
    o Fuel filter
    o Fuel pressure regulator
    Element-Clean or replace
    Idle speed-Adjust
    [Refer to page 31-20]
    Ignition timing-Adjust
    [Refer to page 27-5]
    3 1 - 9
    GENERAL
    o Fuel pump [Refer to page 20-24]
    o Fuel filter
    o F u e l r e g u l a t o r
    Injection condition
    o Wiring connections
    o Power to ECU
    1. Fusible links
    2. Fuses
    3. MPI control relay
    o Engine coolant temperature
    sensor
    o Intake air temperature sensor
    o Injection signal circuit
    1. Injector wiring
    2. ECU
    3 1 - 1 0
    GENERAL
    PROBLEM
    Engine hesitates or accelerates poorly
    o Clutch-slip
    o Brake-drag
    o Oil filler cap
    o Oil dipstic
    o Hose connections
    o PCV hose
    o EGR system
    Element-Clean or replace
    Trouble codes
    o Using voltmeter
    [Refer to page 31-32]
    o Using MUT
    [Refer to page 31-35]
    o High tension cables
    o Distributor
    o Ignition coil, ignition
    Ignition timing-Adjust
    [Refer to page 27-5]
    o Fuel pump
    [Refer to page 31-24]
    o Fuel filter
    o Fuel pressure regulator
    3 1 - 1 1
    3 1 - 1 2
    GENERAL
    Fuel Tank And Fuel Line
    Symptom Probable cause
    Engine malfunctions
    due to insufficient fuel
    supply
    Bent or kinked fuel pipe or hose
    Clogged fuel pipe or hose
    Clogged fuel filter of in-tank fuel filter
    Water in fuel filter
    Dirty or rusted fuel tank interior
    Malfunctioning fuel pump (Clogged filter
    in the pump)
    Evaporative emission
    control system malfunctions
    (when fuel filler
    cap is removed, pressure
    is released)
    Incorrect routing of a vapor line
    Disconnected vapor line
    Folded, bent, cracked or clogged vapor line
    Faulty fuel tank cap
    Malfunctioning overfill limiter (Two-way
    valve)
    Remedy
    Repair or replace
    Clean or replace
    Replace
    Replace the fuel filter or clean the
    fuel tank and fuel lines
    Clean or replace
    Replace
    Correct
    Correct
    Replace
    Replace
    3 1 - 1 3
    MPI SYSTEM
    MPI SYSTEM
    GENERAL INFORMATION
    The basic function of the MPI (Multi-Point Injection) system is
    to control the air-fuel ratio, based on data from various sensors.
    The MPI system is composed of three basic systems: Fuel, Intake
    and Electronic Control.
    Fuel System
    Fuel is supplied under constant pressure to the injectors by an
    electric fuel pump in the fuel tank. The pressure is controlled
    by the pressure regulator. Based on ECU signals, the injectors
    inject fuel jnto the intake manifold in the correct firing order.
    Intake System
    The flow rate of the intake air is measured by the AFS (Air Flow
    Sensor) in the air cleaner. The amount of intake air during idling,
    warm-up and deceleration is controlled by the ISC (Idle Speed
    Control) servo through the ECU.
    Electronic Control System
    The electronic control system is composed of sensors, which
    monitor engine conditions, and the Electronic Control Unit (ECU),
    which calculates the injection timing and air/fuel ratio according
    to the signals from the sensors.
    The sensors convert such conditions as the amount of intake air,
    amount of oxygen in the exhaust gas, coolant temperature,
    intake air temperature, engine speed, and vehicle speed into
    electrical signals, which are sent to the ECU.
    Analyzing these signals, the ECU determines the amount of fuel
    to inject and drives the injectors. The fuel injection is sequential
    injection type, in which four injectors are sequentially driven.
    During idling, the ISC Servo is driven according to engine load
    to assure stable idling.
    3 1 - 1 4
    MPI SYSTEM
    LOCATION OF COMPONENTS
    A. Air conditioner relay
    B. Air flow sensor
    C. ISC servo (Motor position sensor)
    D. Throttle position sensor
    E. Coolant temperature sensor
    F. Power transistor
    G. Crankshaft angle sensor
    H. injector
    I. Oxygen sensor
    J. Inhibitor switch
    K. MPI control relay
    L. Diagnosis terminal
    M. Vehicle speed sensor
    N. Electronic control unit
    O. EGR temperature sensor (California vehicles only)
    P. Power steering oil pressure switch
    Q. Purge control solenoid valve
    R. EGR control solenoid valve
    3 1 - 1 5
    MPI SYSTEM
    3 1 - 1 6
    MPI SYSTEM
    MPI SYSTEM
    3 1 - 1 8
    MPI SYSTEM
    SERVICE ADJUSTMENT PROCEDURES
    Idle Speed Check Procedure
    CAUTION
    The improper setting (throttle valve opening) will increase
    exhaust gas temperature at deceleration, reducing catalyst life
    greatly and deteriorating exhaust gas cleaning performance.
    It also has effect on fuel consumption and engine braking.
    Checking conditions:
    o Engine coolant temperature is 80 to 95°C (176 to 205°F).
    o Lights, electric cooling fan and all accessories are off.
    o Transaxle is in neutral [“P” or “N” range for A/T vehicles].
    o Steering wheel is a straight ahead position (Vehicles with
    power steering).
    1.
    2.
    3.
    4.
    5.
    6.
    Install the tachometer and the timing light, or connect the
    multi-use tester to the diagnostic connector in the fuse box.
    Run the engine at curb idle speed.
    Check the basic ignition timing and adjust if necessary.
    Refer to Group 27.
    Run the engine for more than 5 seconds at an engine speed
    of 2,000 to 3,000 rpm.
    Run the engine at idle for 2 minutes.
    Read the idling rpm. If the multi-use tester is used, press
    code No.22 and read the idling rpm. If it is not within the
    specified valve, check the idle speed control system.
    Curb idle rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . 700 ± 100 rpm
    Idle Speed Control (ISC) And Throttle Position
    Sensor (TPS) Adjustment
    Adjustment conditions:
    o Engine coolant temperature is 80 to 95°C (176 to 205°F)
    o Lights, electric cooling fan and all accessories are off.
    o Transaxle is in neutral [“P” or “N” range for A/T vehicles].
    o Steering wheel is a straight ahead position (Vehicles with
    power steering).
    1. Loosen the accelerator cable.
    2. Connect the multi-use tester to the diagnostic connector in
    the fuse box.
    3. If the multi-use tester is not used, install a tachometer and
    a voltmeter.
    3 1 - 2 0
    MPI SYSTEM
    4. Turn the ignition switch to ON (do not start the engine) and
    leave it in that position for 15 seconds or longer; then check
    to be sure that the idle speed control servo is fully retracted
    to the curb idle position.
    NOTE
    When the ignition switch is turned to ON, the ISC plunger
    extends to the fast idle position opening; then, after 15
    seconds, it retracts to the fully close (curb idle) position.
    Motor position sensor : 0.9V
    5. Turn the ignition switch OFF.
    6. Disconnect the ISC motor connector and secure the ISC
    motor at the fully retracted position.
    7. In order to prevent the throttle valve from sticking, open it
    two or three times; then release it to let it click shut, and
    sufficiently loosen the fixed SAS.
    8. Start the engine and let it run at idle speed.
    9. Check that the engine rpms are within the standard value.
    If the multi-use tester is used, press code No. 22 and read
    engine rpms.
    Curb idle rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . 700 ± 100 rpm
    10. If the engine speed is not as specified, adjust the ISC
    adjusting screw to obtain the standard rpm.
    NOTE
    1. The engine speed on a new vehicle driven less than
    500 Km (300 miles) may be 20 to 100 rpm lower than
    specification, but no adjustment is necessary.
    2. If the engine stalls or the engine speed is low after the
    vehicle has been driven a distance of 500 km (300
    miles) or more, a deposit on the throttle valve area is
    suspected. Clean the throttle valve area. [Refer to page
    3 1 - 2 3 ]
    11. Tighten the fixed SAS until the engine speed starts to
    increase. Then, loosen it until the engine speed ceases to
    drop (touch point) and then loosen a half turn from the touch
    point.
    12. Stop the engine.
    3 1 - 2 1
    MPI SYSTEM
    13. Turn the ignition switch to ON (do not start engine) and
    check that the TPS output voltage is as specified.
    If the multi-use tester is used, press code No. 14 and read
    the voltage.
    Standard value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.48-0.52V
    14. Connect a digital-type voltmeter between terminal 24 and
    terminal 19 of the ECU, if the multi-use tester is not used.
    NOTE
    1. Do not disconnect the ECU connector from the ECU.
    2. Use an accurate digital voltmeter.
    15. If it is out of specification, loosen TPS mounting screws and
    adjust by turning the TPS.
    NOTE
    Turning the TPS clockwise increases the output voltage.
    CAUTION
    Tighten the screws securely after adjustment.
    16. Turn the ignition switch to the OFF position.
    17. Adjust the accelerator cable play.
    Standard value
    A/T-4 . . . . . . . . . . . . . . . . . . . . . . . 3-5 mm (0.12-0.2 in.)
    Except above.. . . . . . . . . . . . . . . 1-2 mm (0.04-0.08 in.)
    18. Connect the ISC motor connector.
    19. Disconnect the voltmeter, and connect the TPS connector.
    20. Start the engine and check to be sure-that the idle speed
    is correct.
    21. Turn the ignition switch to OFF and disconnect the battery
    terminal for 15 seconds and then re-connect. (This erases
    the data stored in memory during the ISC adjustment).
    3 1 - 2 2
    MPI SYSTEM
    Throttle Body (Throttle Valve Area) Cleaning
    NOTE
    Disconnect the air intake hose from the throttle body, and
    check the throttle valve surface for carbon deposits, rotating
    the valve. Apply the spray cleaning solvent on the valve to
    remove carbon deposits.
    1. Run the engine until warm.
    2. Remove the air intake hose from the throttle body.
    3. Spray cleaning solvent into the valve through the throttle
    body intake port and leave it for about 5 minutes.
    4. Start the engine, race it several times and let it idle for about
    1 minute.
    NOTE
    If the idle speed becomes unstable (or if the engine stalls),
    slightly open the throttle valve to keep the engine running.
    5. Repeat steps 3 and 4.
    6. Attach the air intake hose.
    7. Disconnect the battery terminals and reconnect them more
    than 10 seconds.
    8. Adjust the idle speed control and throttle position sensor.
    Fuel Filter Replacement
    1. Reduce the internal pressure of the fuel pipes and hoses by
    completing the following operations.
    o Disconnect the fuel pump harness connector at the rear
    of the fuel tank.
    o Start the engine and after it stalls, turn the ignition
    switch to OFF.
    o Disconnect the battery negative (-) terminal.
    o Connect the fuel pump harness connector.
    2. Remove the eye bolts while holding the fuel filter nuts
    securely.
    CAUTION
    Cover with a shop towel to avoid gasoline from splashing.
    3. Remove the fuel filter mounting bolts, then remove the fuel
    filter from the fuel filter clamp.
    4. After replacing the fuel filter, check for fuel leaks.
    MPI SYSTEM
    Overfill Limiter (Two-way Valve) Replacement
    1. Disconnect the vapor hoses and the overfill limiter.
    Fuel Sender Replacement
    1. Remove the fuel filler cap to lower the fuel tank’s internal
    pressure.
    2. Disconnect the harness connector from the fuel sender.
    3. Remove the fuel sender unit installation screws, then
    remove the fuel sender assembly from the fuel tank.
    Fuel Pump Operation Check
    1. Turn the ignition switch to OFF.
    2. Apply battery voltage to the fuel pump drive connector to
    check that the pump operates.
    NOTE
    The fuel pump is in-tank type and its operating sound is
    hard to hear without removing the fuel filler cap.
    3. Pinch the fuel hose to check that fuel pressure is felt.
    3 1 - 2 4
    MPI SYSTEM
    Fuel Pressure Test
    1.
    2.
    3.
    4.
    5.
    6.
    Reduce the internal pressure of the fuel pipes and hoses by
    the following procedures.
    1) Disconnect the fuel pump harness connector at the rear
    of the fuel tank.
    2) Start the engine and after it stalls, turn the ignition
    switch to OFF.
    3) Disconnect the battery negative (-) terminal.
    4) Connect the fuel pump harness connector.
    Remove the upper, eye bolt while holding the fuel filter nut
    securely.
    CAUTION
    Cover the hose connection with a shop towel to prevent
    splashing of fuel caused by residual pressure in the fuel
    line.
    Using the fuel pressure gauge adapter (09353-24000),
    install the fuel-pressure gauge to the fuel filter. Tighten the
    bolt to the specified torque.
    Tightening torque
    Fuel pressure gauge to fuel filter . . . . . . . . . . . . . . . . . . . . .
    25-34 Nm (250-350 kg.cm, 18-25 lb.ft)
    Connect the battery’s negative (-) terminal.
    Apply battery voltage to the terminal for the pump drive and
    activate the fuel pump; then, with fuel pressure applied,
    check that there is no fuel leakage from the pressure gauge
    or connection part.
    Disconnect the vacuum hose from the pressure regulator,
    and plug the hose end. Measure the fuel pressure at idle.
    Standard value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
    320-340 kPa (3.26-3.47 kg/cm2, 46-49 psi)
    3 1 - 2 5
    MPI SYSTEM
    7. Measure the fuel pressure when the vacuum hose is
    connected to the pressure regulator.
    Standard value . . . . . . . . . . . . . . . . . . . . . . .
    Approx. 270 kPa (2.75 kg/cm2, 39 psi)
    8. If the results of the measurements made in steps (6) and
    (7) are not within the standard value, use the table below
    to determine the probable cause, and make the necessary
    repairs.
    Condition
    Fuel pressure too low
    Fuel pressure too high
    There is no difference in
    fuel pressure when the
    vacuum hose is connected
    and when it is not.
    Probable cause
    a. Clogged fuel filter.
    b. Fuel leakage to the return side, caused by
    poor seating of the valve within the
    fuel-pressure regulator
    c. Low discharge pressure of the fuel pump
    a. Sticking valve within the fuel-pressure
    regulator
    b. Clogged or bent fuel return hose or pipe.
    a. Clogging, or damaged vacuum hose or the
    nipple
    b. Sticking or poor seating of the valve in the
    fuel-pressure regulator.
    9. Stop the engine and check for a change in the fuel pressure
    gauge reading, which should hold for approximately 5 minutes.
    If the gauge indication drops, observe the rate of drop.
    Determine and remove the causes according to the following
    table.
    Remedy
    a. Replace fuel filter
    b. Replace fuel pressure regulator
    c. Check the in-tank fuel hose for
    leakage or replace the fuel pump
    a. Replace fuel pressure regulator
    b. Repair or replace hose or pipe.
    a. Repair or replace the vacuum
    hose or the nipple
    b. Replace fuel pressure regulator
    Condition
    Fuel pressure drops
    slowly after engine is
    stopped
    Fuel pressure drops immediately
    after engine is
    stopped
    Probable cause Remedy
    a. Injector leakage a. Replace injector
    a. The check valve within the fuel pump is a. Replace fuel pump
    open
    3 1 - 2 6
    MPI SYSTEM
    10. Reduce the fuel pressure in the fuel line.
    11. Disconnect the high pressure hose and remove the fuel
    pressure gauge from the delivery pipe.
    CAUTION
    Cover the hose connection with a shop towel to prevent
    splashing of fuel caused by residual pressure in the fuel
    line.
    12. Install a new O-ring in the groove at the end of the
    high-pressure hose.
    13. Connect the high pressure fuel hose to the delivery pipe, and
    tighten the screws to the specified torque.
    14. Check for fuel leaks.
    o Apply battery voltage to the fuel pump drive terminal to
    operate the fuel pump.
    o With pressure, check the fuel line for leaks.
    EGR VALVE Control Vacuum Check
    Checking Condition
    Engine coolant temperature: 80-95°C (176-205°F)
    1. Disconnect the vacuum hose from the throttle body EGR
    vacuum fitting and connect a hand vacuum pump to the
    fitting.
    2. Start the engine and check to see that, after increasing the
    engine speed, vacuum raises proportionately to engine
    speed.
    NOTE
    If there is a problem with the change in vacuum, it is
    possible that the throttle body port may be restricted and
    require cleaning.
    3 1 - 2 7
    MPI SYSTEM
    Purge Port Vacuum Check
    Checking Condition
    Engine coolant temperature: 80-95°C (176-205°F)
    1. Disconnect the vacuum hose from the throttle body purge
    hose fitting and connect a vacuum pump.
    2. Start the engine and check to see that, after increasing the
    engine speed, vacuum remains fairly constant.
    NOTE
    If there is no vacuum created, it is possible that the
    throttle body port may be restricted and require cleaning.
    3 1 - 2 8
    MPI SYSTEM
    MPI SYSTEM INSPECTION
    If the MPI system components (sensors, ECU, injector, etc.) fail,
    interruption or failure to supply the proper amount of fuel for
    engine operating conditions will result. Therefore, the following
    situations will be encountered.
    1. Engine is hard to start or does not start at all.
    2. Unstable idle.
    3. Poor driveability.
    If any of the above conditions are noted, first check for any ECU
    diagnostic codes and then perform basic engine checks (ignition
    system malfunction, incorrect engine adjustment, etc.), and then
    inspect the MPI system components with the multi-use tester
    (MUT) service data test.
    NOTE
    1) Before removing or installing any part, read the diagnosis
    code, then disconnect the battery negative (-) terminal.
    2) Before disconnecting the cable from battery terminal, turn
    the ignition switch to OFF. Removal or replacement of
    battery cable during engine operation or while the ignition
    switch is ON could cause damage to the ECU.
    3) The harness between the ECU and the oxygen sensor is
    shielded to prevent the influence of ignition noises and
    radio interference. When the wire is faulty, the harness
    must be replaced.
    Malfunction Indicator Light
    Among the self-diagnostic items, a malfunction indicator light
    comes on to notify the driver of emission control items that are
    malfunctioning.
    However, when a signal returns to normal and the ECU senses
    that it has returned to normal, the malfunction indicator light
    goes out.
    Immediately after the ignition switch is turned on, the
    malfunction indicator light is lit for 2.5 seconds to indicated that
    it is operating normally.
    The MIL will come ON only while the engine is running and a
    problem is detected.
    Items Indicated By The MIL (Malfunction Indicator Light)
    o Computer
    o Oxygen sensor
    o Air-flow sensor
    o Intake air temperature sensor
    o Throttle position sensor
    3 1 - 2 9
    MPI SYSTEM
    o Motor position sensor
    o Engine coolant temperature sensor
    o Crank angle sensor
    o No.1 cylinder top dead center sensor
    o Barometric pressure sensor
    o Injector
    o Fuel pump
    o EGR temperature sensor (California Vehicles Only)
    SELF-DIAGNOSIS
    The electronic control unit monitors the input/output signals at
    all times.
    When the ECU detects a problem for a specified time, the
    electronic control unit memorizes the trouble code, and outputs
    a signal to the self-diagnositc output terminal.
    There are 14 diagnosis codes, including the normal code, that
    can be read out with a voltmeter or the multi-use tester.
    The diagnosis codes are memorized even if the ignition key is
    turned off. The trouble codes will, however, be erased when the
    battery terminal or the electronic control unit harness is
    disconnected.
    NOTE
    If a sensor connector is disconnected with the ignition switch
    turned on, a diagnosis code will be memorized. To erase any
    diagnostic codes, disconnect the battery negative terminal (-)
    for 15 seconds or more, and the ECU memory will be erased.
    The 13 diagnostic codes are listed below, and if more than one
    code is detected, they will be indicated sequentially from the
    smallest to the largest code number.
    Trouble code Diagnosis item Trouble code Diagnosis item
    11 Oxygen sensor
    12 Air-flow sensor
    13 Intake air temperature sensor
    14 Throttle position sensor
    15 Motor position sensor
    21 Engine coolant temperature sensor
    22 Crank angle sensor
    23
    24
    25
    41
    42
    43
    No.1 cylinder top dead center sensor
    Vehicle-speed reed switch
    Barometric pressure sensor
    Injector
    Fuel pump
    EGR temperature sensor (California
    Vehicles Only)
    3 1 - 3 0
    CHECKING PROCEDURE (SELF-DIAGNOSIS)
    CAUTION
    1) If the battery voltage is low, no trouble codes will be
    stored. Be sure to check the battery voltage before starting
    the test.
    2) Diagnostic codes will be erased if the battery or the ECU
    harness is disconnected. Do not disconnect the battery
    before the diagnostic codes are read.
    3) After checks and repairs are completed, disconnect the (-)
    ground cable for 15 seconds or more to make sure that
    the codes are erased.
    Inspection Procedure (Using Mlulti-Use Tester)
    1.
    2.
    3.
    4.
    5.
    6.
    Turn the ignition switch OFF.
    Connect the harness connector of the multi-use tester to the
    diagnostic connector in the fuse box.
    Connect the power-source terminal of the multi-use tester
    to the cigarette lighter socket.
    Turn the ignition switch ON.
    Use the multi-use tester to check the self-diagnostic codes.
    After completion of the repair, turn the ignition switch OFF;
    then disconnect the battery negative terminal for 15 seconds.
    Then, check that no malfunction codes are displayed with the
    multi-use tester.
    7. Disconnect the multi-use tester.
    NOTE
    If a test is to be made during cranking, the power to the
    cigarette lighter will be interrupted. Therefore, use the
    separate battery harness for the multi-use tester.
    3 1 - 3 1
    MPI SYSTEM
    Inspection Procedure (Using Voltmeter)
    1. Connect the voltmeter to the self diagnosis connector.
    2. Turn on the ignition switch, and indication of electronic
    control unit memory contents will immediately start. If the
    system is in normal operating condition, the pointer of
    voltmeter indicates a normal pattern. If any abnormality is
    in the memory, the pointer of voltmeter will deflect,
    indicating an abnormal item as described in “Diagnosis
    chart”.
    After recording the abnormal item, check and repair each
    part according to the check items in “Diagnosis Chart”
    3. When the defective parts have been repaired, disconnect the
    negative terminal of the battery cable for 15 seconds or
    more, reconnect it to make sure that the abnormal code has
    been erased.
    Diagnosis Chart
    output
    Diagnosis
    Trouble code
    preference Check item (Remedy)
    order item Output signal pattern No. Memory
    1 Electronic - - (Replace electronic control unit)
    control
    unit
    2 Oxygen 11 Retained o Harness and connector
    sensor o Fuel pressure
    o injectors
    (Replace if defective)
    o Intake air leaks
    o Oxygen sensor
    3 Air flow 12 Retained o Harness and connector
    sensor (If harness and connector
    are normal, replace air flow
    sensor assembly)
    3 1 - 3 2
    MPI SYSTEM
    output Diagnosis Trouble code
    preference Check item (Remedy)
    order item Output signal pattern NO. Memory
    4 Air tem- 13 Retained o Harness and connector
    perature o Air temperature sensor
    sensor
    5 Throttle 14 Retained o Harness and connector
    position o Throttle position sensor
    sensor o Idle position switch
    6 Motor 15 Retained o Harness and connector
    position o Motor position sensor
    sensor
    7 Engine 21 Retained o Harness and connector
    coolant o Engine coolant temperature
    temperature
    sensor
    sensor
    8 Crank angle 22 Retained o Harness and connector
    sensor (If harness and connector
    are normal, replace the
    distributor assembly.)
    9 No.1 cylin- 23 Retained o Harness and connector
    der top (If harness and connector
    dead center are normal, replace the
    sensor distributor assembly.)
    10 Vehiclespeed
    sensor
    (reed
    switch)
    24 Retained o Harness and connector
    o Vehicle-speed sensor
    (reed switch)
    3 1 - 3 3
    MPI SYSTEM
    output Diagnosis Trouble code
    preference item Check item (Remedy)
    order Output signal pattern No. Memory
    11 Barometric 25 Retained o Harness and connector
    pressure (If harness and connector
    sensor are normal, replace the
    barometric pressure sensor
    assembly.)
    12 Injector 41 Retained o Harness and connector
    o Injector coil resistance
    13 Fuel pump 42 Retained o Harness and connector
    o Control relay
    14 EGR* 43 Retained o Harness and connector
    o EGR temperature sensor
    o EGR valve
    o EGR control solenoid valve
    o EGR valve control vacuum
    15 Normal - - -
    state
    NOTE
    1. Replace the ECU only when all other possible causes for a malfunction have been explored.
    2. The diagnostic item marked * is applicable to the California vehicles only.
    3 1 - 3 4
    MPI SYSTEM
    CHECKING (USING THE MULTI-USE TESTER)
    1. Turn the ignition switch OFF.
    2. Connect the harness connector of the multi-use tester to the
    diagnostic connector in the fuse box.
    3. Connect the power-source terminal of the multi-use tester
    to the cigarette lighter socket.
    4. Turn the ignition switch ON.
    5. Use the multi-use- tester to make the system and sensor
    checks.
    NOTE
    If the malfunction indicator light (engine-check light)
    illuminates while the checks are being made, check the
    self-diagnostic output.
    6. After the repair, check again to be sure the problem has been
    corrected.
    7. Turn the ignition switch OFF.
    8. Disconnect the multi-use tester.
    9. Disconnect the battery negative terminal for 15 seconds or
    longer. This erases the self-diagnostic code.
    10. Restart the engine. Check (by a driving test and other means)
    that the problem has been corrected.
    NOTE
    If a test is to be made during cranking, the power to the
    cigarette lighter will be interrupted, therefore, use the
    separate battery harness for the multi-use tester.
    Cranking Cheek (should be performed when the engine fails to start, or before starting the engine)
    Item No.: Multi-use tester code number
    Check points Check conditions
    Battery voltage
    o Service data
    o Item No.16
    o Ignition switch: ON
    Test
    specification
    Probable cause of malfunction
    11-13 v o Low battery voltage
    o Power not supplied to the electronic
    control unit
    1) Check the power-supply circuit.
    2) Check the ignition switch.
    3) Check the control relay.
    o Malfunction of the electronic control
    unit ground circuit
    3 1 - 3 5
    MPI SYSTEM
    Check points Check conditions
    Test
    specification
    Probable cause of malfunction
    Malfunction code
    read out
    o Self diagnostic
    Fuel pump
    o Actuator test
    o Item No.7
    o After holding for 15 seconds or Normal o Check in accordance with the diaglonger
    with the ignition switch at nostic code.
    “ON”, move the ignition switch to (Note that the diagnostic code will be
    “LOCK” and disconnect the ISC erased if there is disconnection or
    servo connector. damage to the electronic control unit
    o Crank for four seconds or longer. back-up power-supply circuit.)
    o Ignition switch: “ON” o If various diagnostic codes are output,
    (Check for damage or disconnec- the most frequent cause is damage or
    tion of the injector or crank angle disconnection of the power-supply or
    sensor circuit.) ground circuit.
    Try under both Pinch off The pulsations o Voltage is not supplied to the fuel
    conditions: the return of the fuel flow pump.
    o Engine cranking hose. can be felt. 1) Check the ignition switch (IG and
    o Forced fuel pump ST)
    activation
    Listen closely The pump
    to the fuel drive sound
    2) Check the control relay.
    tank. can be heard.
    3) Check the related circuits.
    o Malfunction of the fuel pump.
    Crank angle sensor o Engine cranking Cranking Engine speed o If the tachometer reading is 0, there
    o Service data o Tachometer con- speed (rpm) (rpm) is no interruption of the ignition coil
    o Item No.22 nected (check, by
    Approx. 200 Approx. 200
    primary current.
    using the tacho- 1) Check the power transistor and
    meter for inter- the control circuit.
    ruptions of the 2) Check the ignition coil and the coil
    ignition coil power supply circuit.
    primary current.) o If the multi-use tester’s indicated rpm
    is abnormal
    1) Malfunction of the crank angle
    sensor circuit.
    2) Malfunction of the crank angle
    sensor.
    3) Malfunction of the timing belt.
    3 1 - 3 6
    MPI SYSTEM
    Check points
    Injectors
    o Service data
    o Item No.41
    Check conditions
    o Engine cranking Listen for
    operation
    Engine
    coolant
    temperature
    [°C (°F)]
    0 (32)
    20 (68)
    80 (176)
    Test
    specification
    Probable cause of malfunction
    Injectors o Injector malfunction.
    should be o Improper contact of the connector and
    heard control relay contacts.
    Injector o Malfunction of the engine coolant
    activation temperature sensor.
    time o Malfunction of the ignition
    (msec.) switch-ST.
    Approx. 17
    Approx. 35
    Approx. 8.5
    3 1 - 3 7
    MPI SYSTEM
    Sensor Check
    Check points Check conditions
    Test
    specification
    Probable cause of malfunction
    Self-diagnostic
    output
    o Engine: idling
    (2 minutes or more after engine
    start)
    Normal o Check in accordance with the
    diagnostic code.
    (Note that the diagnostic code will
    be erased if there is disconnection
    or damage of the engine control
    unit back-up power-supply circuit.)
    o If numerous diagnostic codes are
    output, the most frequent cause is
    damage or disconnection of the
    power-supply or ground circuit.
    Oxygen sensor
    o Service data
    o Item No.11
    o Engine warm
    (Make the
    mixture lean by
    engine speed
    reduction, and
    rich by racing.)
    Engine Voltage (mV) o If the oxygen sensor output voltage
    condition is high during sudden deceleration
    When sudden 200 or lower
    1) Check for injector leakage.
    deceleration
    2) Check the oxygen sensor signal
    from 4,000
    circuit.
    rpm
    o If the oxygen sensor output voltage
    is low during high engine speed
    When engine 600-1,000 1) Check the oxygen sensor and
    is suddenly signal circuit.
    rewed
    o Engine warm Engine speed Voltage (mV) o If the oxygen sensor signal is
    (Using the oxygen (rpm) normal, the electronic control unit
    sensor signal,
    check the air/fuel
    700 (idle) 400 or lower
    is regulating the air/fuel mixture
    ratio normally.
    mixture ratio, and 2,000 o If the oxygen sensor output voltage
    also check the is low at all times, check for intake
    condition of the (changes) air restriction.
    electronic control o If the oxygen sensor output voltage
    unit.) is high at all times, check for
    600-1,000 leakage of the injector.
    Air-flow sensor o Engine warm Engine Frequency (Hz) o If the air-flow sensor output sudo
    Service data condition denly changes greatly, improper
    o Item No.1 2 700 rpm 3 0 - 5 0
    contact of the air-flow sensor or
    (Idle)
    connector is probable.
    o If the output frequency of the
    2,000 rpm 6 3 - 8 3 air-flow sensor is unusually high or
    Revving Increases
    low, check the air cleaner element.
    caused by
    o If the output frequency of the
    racing
    air-flow sensor is high, an increase
    of engine resistance or leakage of
    compression pressure is probable.
    3 1 - 3 8
    MPI SYSTEM
    Check points Check conditions
    Test
    specification
    Probable cause of malfunction
    Intake-air temper- o Ignition switch: Air temperature Temperature o Malfunction of the intake-air temature
    sensor ON, or engine °C (°F) °C (°F) perature or related circuit
    o Service data running
    o Item No.13
    -20 (-4) -20 (-4)
    0 (32) 0 (32)
    20 (68) 20 (68)
    40 (104) 40 (104)
    80 (176) 80 (176)
    o Ignition switch: Warm by using Increases
    ON a hair dryer or
    other method.
    Throttle-position
    sensor
    o Service data
    o Item No.14
    o Hold for 15 Throttle valve Voltage (mV) o Throttle position sensor misadjusted
    seconds or
    longer with the
    Idle position 480-520
    o Throttle position sensor or related
    circuit malfunction
    ignition switch Opens slowly. Becomes
    at “ON”. higher in
    proportion to
    valve opening
    Motor position
    sensor
    o Service data
    o Item No.1 5
    Fully open 4,500-5,500
    o Engine: Idle Engine Voltage (mV) o If the voltage is low, check whether
    after warm-up condition or not there is air intake.
    (The idle position
    switch
    Idle (700 rpm) 500-1,300
    o If the voltage is high, the probable
    cause is:
    must be ON.) 1) Deposits adhered to the throttle
    valve
    2) Increased engine resistance
    o If the voltage or idling speed is
    abnormal even though each part of
    the engine is normal, the probable
    cause is:
    1) Improper adjustment of the idle
    speed control and/or the throttle
    position sensor
    2) Malfunction of the motor position
    sensor or the related circuit.
    3 1 - 3 9
    MPI SYSTEM
    Check points
    Motor position
    sensor
    o Sensor data
    o Item No.15
    Check conditions
    Test
    specification
    Probable cause of malfunction
    The compressor Air conditioner 800-1,800 o If the engine speed does not
    clutch must be switch ON increase when the air conditioner
    activated when (800 rpm) switch is switched from OFF to ON,
    the air condi- check the DC motor drive circuit
    tioner switch is o Check the air conditioner system
    switched ON.)
    Air conditioner 900-1,900 o Check the inhibitor switch and the
    switch: ON signal circuit
    Shift lever: “D”
    range (700
    rpm)
    Crank signal
    o Service data
    o Item No.18
    Engine coolant
    temperature
    sensor
    o Service data
    o Item No.21
    Crank angle
    sensor
    o Service data
    o Item No.22
    o Ignition switch: OFF o Ignition switch-ST signal circuit
    ON check
    o Ignition switch check
    o Ignition switch: Engine coolant Temperature o Engine coolant temperature sensor
    ON, or engine temperature °C (°F) or related circuit malfunction
    running °C (°F)
    -20 (-4) -20 (-4)
    0 (32) 0 (32)
    20 (68) 20 (68)
    40 (104) 40 (104)
    80 (176) 80 (176)
    o Engine: idle Engine coolant Idle rpm o If the idle speed suddenly increases,
    (Check with the temperature a malfunction of the crank angle
    ignition switch °C (°F) sensor or improper contact of the
    ON.)
    -20 (-4) 1,500-1,700
    connector is probable.
    0 (32) 1,350-1,550
    20 (68) 1,150-1,350
    40 (104) 950-1,150
    80 (176) 650-850
    3 1 - 4 0
    MPI SYSTEM
    Check points Check conditions
    Test
    specification
    Probable cause of malfunction
    Barometric pres- o Ignition switch: Altitude m (ft.) Pressure o Barometric pressure sensor or
    sure sensor ON mm Hg related circuit malfunction.
    o Service data
    0 (0) 760
    (If the barometric pressure sensor
    o Item No.25 pressure is low at high speed,
    600 (1,968) 710 clogging of the air cleaner element
    1,200 (3,937) 660
    is probable.)
    1,800 (5,905) 610
    o Engine: Gradually close Decreases.
    2,000 rpm the air-intake
    duct by hand.
    Idle switch
    o Service data
    o Item No.26
    Power-steering
    switch
    o Service data
    o Item No.27
    o Ignition switch: Throttle valve ON o Idle position switch or related circuit
    ON idling position malfunction
    (Checking by
    Open the throt- OFF
    o Improper adjustment of the acceldepressing
    the erator cable or the cruise control
    accelerator pedal
    tle valve slightly.
    cable.
    several times) o Misadjusted fixed SAS.
    o Engine: Idle Steering OFF o Power steering oil-pressure
    wheel neutral switch or signal circuit malfunction
    position
    (wheels
    straight-ahead
    direction)
    Steering
    wheel half
    turn
    ON
    Air-conditioner
    switch
    o Service data
    o Item No.28
    o Engine: idle Air-conditioner
    (The air condi- switch “OFF”
    tioner compressor
    will be
    activated when
    Air-conditioner
    the air-condiswitch
    “ON”
    tioner switch is
    ON.)
    OFF
    ON
    o Check the air conditioner system.
    Inhibitor switch
    o Service data
    o Item No.29
    o Ignition switch: Shift lever: “P”, “N” o Malfunction of the inhibitor
    ON “P” or “N” switch or the signal circuit.
    (A/T models
    only)
    Shift lever: “D”, “2”, “L”, o Improper adjustment of the control
    “D”, “2”, “L” “R”
    cable between the shift lever and
    or “R”
    the inhibitor switch.
    3 1 - 4 1
    MPI SYSTEM
    Check points Check conditions
    Test
    specification
    Probable cause of malfunction
    EGR temperature o Engine: warm Engine Temperature o Check the EGR temperature
    sensor condition °C (°F) sensor.
    [California vehicle o Check the EGR control system.
    only)
    700 rpm 70 (158)
    (Idle) or less
    o Check the EGR valve.
    o Service data o Check the EGR control solenoid
    o Item No.43 3,500 rpm 70 (158) valve.
    o Disconnect or more o Check the EGR control vacuum.
    the vacuum
    hose (yellow)
    stripe from the
    A port nipple
    of the throttle
    body, and
    pinch the hose
    end with your
    fingers.
    Injectors
    o Actuator test
    o Item No.1-4
    Injector
    o Service data
    o Item No.41
    o Engine: idle Injector No. Engine o If the idling condition doesn’t
    after warm-up
    1
    (Cut off the
    Unstable idle
    change, check the cylinder.
    1) Check the injector operation
    injectors in 2 sound.
    sequence dur- 2) Check the spark plug and
    ing idle after
    3
    high-tension cable.
    engine warm- 4 3) Check the power transistor unit
    up; check the and control circuit.
    idle condition.) 4) Check injecting condition
    o Engine: warmed Engine Activation o If the injector activation time is
    up condition time (msec.) unusually long or short, there is a
    700 rpm 2.2-2.9
    malfunction of the air-flow sensor,
    (Idle)
    engine coolant temperature sensor,
    intake-air temperature sensor, or
    2,000 rpm 1.8-2.6 barometric pressure sensor.
    Rapid racing Increases
    o If the injector activation time is
    long, increased engine resistance or
    leakage of compression pressure is
    probable.
    Ignition advance o Engine: warmed Engine speed
    (power transistor) up (rpm)
    o Service data o Timing light: set
    o Item No.44
    700 (Idle)
    2,000
    Ignition
    advance
    (°BTDC)
    8 - 1 2
    2 6 - 3 4
    o If the ignition advance and actual
    ignition timing are different, adjust
    the ignition timing.
    [The ignition timing may fluctuate
    during idling, but this is not a
    problem. The advance is greater
    (approx. 5°) at high altitude.]
    3 1 - 4 2
    MPI SYSTEM
    Check points
    Air conditioner
    relay
    o Service data
    o Item No.49
    Check conditions
    Test
    specification
    Probable cause of malfunction
    o Engine: idle Air conditioner Air conditioner o If the air conditioner relay output is
    after warm-up switch relay abnormal, check the air conditioner
    OFF OFF
    signal input circuit and the air
    (compressor
    conditioner system.
    clutch nono
    If the activation of the air condiactivation)
    tioner compressor clutch is not
    normal, check the compressor
    ON ON (compres- clutch and the relay circuit.
    sor clutch
    activation)
    Purge control o Ignition switch: Actuator forced Operation o Check the purge control solenoid
    solenoid valve ON actuation sound is valve.
    o Actuator test (Engine stop) audible o Check the purge control solenoid
    o Item No.8 valve drive circuit.
    EGR control o Ignition switch: Actuator forced Operation o Check the EGR control solenoid
    solenoid valve ON actuation sound is valve.
    [California vehicle (Engine stop) audible o Check the EGR control solenoid
    only) valve drive circuit.
    o Actuator test
    o Item No.10
    3 1 - 4 3
    MPI SYSTEM
    MPI SYSTEM COMPONENTS INSPECTION
    Air Flow Sensor (AFS)
    1. Connect a voltmeter between 6 and 3 of AFS connector.
    Terminal 6 : Sensor ground
    Terminal 3 : AFS output
    2. Warm the engine and bring it to a normal idle.
    3. Measure the voltage between terminals.
    Engine speed (rpm) Output voltage (V)
    Idling
    3,000
    2.7-3.2
    NOTE
    If the air flow sensor fails, the intake air volume cannot
    be measured and as a result, normal fuel injection control
    is no longer available. The vehicle can be run, however,
    by a preset map value.
    Barometric Pressure Sensor
    1. Connect a voltmeter between terminals 5 and 6 of the
    barometric pressure sensor connector.
    Terminal 5 : Barometric sensor output
    Terminal 6 : Sensor ground
    2. Warm the engine and bring it to a normal idle.
    3. Slowly cover about half of the air cleaner air intake, checking
    for a change in voltage.
    Pressure
    Fall
    Voltage
    Drop
    3 1 - 4 4
    MPI SYSTEM
    Reference
    Pressure mmHg (kPa, psi) (20, 2.9) (49, 6.9) (103, 15)
    150 350 760
    Central voltage (V) 0.79 1.84 4.00
    4. Replace the air flow sensor if necessary.
    intake Air Temperature Sensor
    1. Disconnect the air flow sensor connectors.
    2. Measure the resistance between the terminals 4 and 6.
    Terminal 4 : intake air temperature output
    Terminal 6 : Sensor ground
    3.
    4.
    Temperature ºC (ºF) Resistance (KD)
    0 (32) 5.4-6.6
    20 (68) 2.33-2.97
    80 (176) 0.31-0.43
    Measure the resistance while heating the sensor using a
    hair drier.
    Temperature ºC (ºF) Resistance (KD)
    Higher Smaller
    If the value deviates from the standard value or the
    resistance remains unchanged, replace the air flow sensor
    assembly.
    Engine Coolant Temperature Sensor
    1. Remove the engine coolant temperature sensor from the
    intake manifold.
    2. With the sensing portion of the engine coolant temperature
    sensor immersed in hot water, check resistance. The sensor
    should be held with its housing 3 mm (0.12 in.) away from
    the surface of the hot water.
    3 1 - 4 5
    MPI SYSTEM
    3.
    Temperature ºC (ºF) Resistance (KD)
    0 (32) 5.9
    20 (68) 2.5
    40 (104) 1.1
    80 (176) 0.3
    If the resistance deviates from the standard value greatly,
    replace the sensor.
    Throttle Position Sensor (TPS)
    1. Disconnect the throttle position sensor connector.
    2. Measure the resistance between terminals 1 and 4 of the
    throttle position sensor connector.
    Terminal 1 : Sensor ground
    Terminal 4 : Sensor power
    Standard value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5-6.5 Kfi
    3 1 - 4 6
    MPI SYSTEM
    3. Connect an analog type ohmmeter between terminals 1 and
    3.
    Terminal 1 : Sensor ground
    Terminal 3 : Sensor output
    4. Slowly open the throttle valve from the idle position to the
    fully open position and check that the resistance values
    change smoothly with the opening of the throttle valve.
    Standard value . . . . . . . . . . . . . . . Approx 0.5 - (3.5-6.5) kfl
    5. If the resistance is out of specification, or if the change is
    not smooth, replace the throttle position sensor.
    Tightening torque
    Throttle position sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
    1.5-2.5 Nm (15-25 kg.cm, 1.1-1.8 lb.ft)
    Idle Switch
    1. Disconnect the ISC motor connector.
    2. Check for continuity between the terminal 3 and the body
    ground.
    Terminal 3 : Idle Switch
    Accelerator pedal Continuity
    Depressed Non-conductive (MI)
    Released Conductive (On)
    Motor Position Sensor (MPS)
    1. Connect an ohmmeter between terminals 4 and 1 of the
    motor position sensor connector.
    Terminal 1 : Sensor power
    Terminal 4 : Sensor ground
    2. Measure the resistance of the terminals.
    Standard value . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6 kfi
    3. Attach an ohmmeter between terminals 2 and 4 of the motor
    position sensor connector.
    Terminal 2 : MPS output
    Terminal 4 : Sensor ground
    4. Connect a 6V battery between terminals 2 and 1 of the ISC
    motor connector and check to see that resistance changes
    smoothly when the ISC motor is activated.
    Standard value . . . . . . . . . . . . . . . . . . Approx 0.5 - (4-6) k0
    3 1 - 4 8
    MPI SYSTEM
    5. If the standard value is not achieved, or if the change is not
    smooth, replace the ISC servo assembly.
    No.1 Cylinder TDC Sensor And Crankshaft
    Angle Sensor
    1. Connect a voltmeter between terminals 1 and 2, and 1 and
    3.
    Terminal 1 : Sensor ground
    Terminal 2 : Crank angle signal
    Terminal 3 : No.1 TDC signal
    2. Measure the output voltage of the terminals while cranking
    the engine.
    Sensor
    No.1 cylinder
    TDC sensor
    Terminal
    Ground
    Voltage
    0.2-1.2V
    (The needle fluctuates)
    Crankshaft
    angle sensor
    Ground 1.8-2.5V
    3. When the voltage is abnormal, check the sensor power and
    ground circuit, and if nothing unusual is found, disassemble
    the distributor and check it.
    Oxygen Sensor
    NOTE
    1) Before checking, warm up the engine until engine coolant
    temperature reaches 80 to 95ºC (176 to 203ºF)
    2) Use an accurate digital voltmeter.
    1. Disconnect the oxygen sensor connector and connect a
    voltmeter to the oxygen sensor connector.
    2. While increasing engine RPM, measure the oxygen sensor
    output voltage.
    3 1 - 4 9
    MPI SYSTEM
    Engine
    Oxygen sensor
    output voltage
    Remarks
    Increase RPM Min. 0.6V Richens air/fuel mixture
    Tightening torque
    Oxygen sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
    39-49 Nm (400-500 kg.cm, 29-36 lb.ft)
    Vehicle Speed Sensor
    The vehicle speed sensor uses a reed type switch. The speed
    sensor built in the speedometer converts the speedometer gear
    revolution (vehicle speed) into pulse signals, which are sent to
    the ECU.
    Inhibitor Switch (For A/T)
    Refer to Group 45.
    Injectors
    Operation Check
    Using a multi-use tester, check as described below.
    o Cut off the fuel injection of the injectors in sequence.
    o Check the operation time of the injectors.
    Operation Sound Check
    using a stethoscope, check the operation sound (tick, tick) during
    idle or cranking. Check that the sound is produced at shorter
    intervals as the engine speed increases.
    NOTE
    1) Other injectors may produce sound as they operate even
    if the injector being checked does not operate.
    2) Ensure that the sound from an adjacent injector is not
    being transmitted along the delivery pipe to an inoperative
    injector.
    3 1 - 5 0
    MPI SYSTEM
    Resistance Measurement Between Terminals
    1. Disconnect the connector for the injector.
    2. Measure the resistance between the terminals.
    Standard value . . . . . . . . . . . . . . . . 13-16 Cl [at 20°C (68ºF)]
    3. Connect the connector for the injector.
    Idle Speed control (ISC) Servo
    1. Measure resistance between terminal 1 and 2 using an
    ohmmeter.
    Standard value : 5-35 Sz [at 20°C (68ºF)]
    2. Connect 6V DC to terminals 1 and 2 and check that the idle
    speed control servo extends and retracts by itself.
    If the idle speed control servo does not move, replace the
    idle speed control servo assembly.
    CAUTION
    Apply only a 6V DC or lower voltage. Application of higher
    voltage could cause locking of the servo gears.
    4. If the servo does not operate, replace it as an assembly.
    3 1 - 5 1
    MPI SYSTEM
    Control Relay
    CAUTION
    When applying battery voltage directly, make sure that it is
    applied to the correct terminal. Otherwise, the relay could be
    damaged.
    NOTE
    Failure of the control relay interrupts power supply to the fuel
    pump, injectors and ECU, resulting in start failure.
    1. Check continuity between the terminals when the relay coil
    is energized and when it is not.
    NOTE
    In the following tables, the arrows indicate the direction
    of the current flow.
    Confirm circuit tester polarity before checking continuity.
    o Coils L1 and L2
    Condition Measuring
    terminals Continuity
    Not
    energized
    1 - 4
    3 - 8
    2 - 8
    Non-conductive (MI)
    Conductive (approx. 950)
    Energized
    6 - 7 Conductive (approx. 35R)
    1 - 4 Conductive (On)
    NOTE
    “Energized” means voltage applied across terminals 6 and
    7.
    o Coil L3
    NOTE
    “Energized” means voltage applied across terminals 5 and
    7.
    2. If the result is not satisfactory, replace the control relay.
    3 1 - 5 2
    MPI SYSTEM
    Power Transistor
    The power transistor is installed on the intake manifold; it
    functions to control the ignition timing by controlling the ignition
    coil primary current by signals from the ECU.
    1. Disconnect the power transistor connector.
    2. Connect a power supply of 1.5V (one dry cell) between the
    power transistor and then check for continuity between
    terminals 3 and 2 under power-ON and power-OFF
    conditions.
    NOTE
    1) When checking for continuity, connect the ohmmeter
    to terminal 2 on the positive side and terminal 1 on
    the negative side.
    2) Check with an analog-type circuit tester.
    3 1 - 5 3
    INJECTOR AND THROTTLE BODY (MPI)
    INJECTOR AND THROTTLE BODY
    COMPONENTS
    TORQUE : Nm (kg.cm, lb.ft)
    REMOVAL
    1. Release residual pressure from the fuel line to prevent fuel
    from spilling.
    CAUTION
    Cover the hose connection with a shop towel to prevent
    fuel from leaking out due to residual pressure in the fuel
    line.
    3 1 - 5 4
    INJECTOR AND THROTTLE BODY (MPI)
    2. Remove the delivery pipe with the fuel injector and pressure
    regulator.
    CAUTION
    1. Be careful not to drop any injectors when removing the
    delivery pipe.
    2. Be aware that fuel may flow out when removing the
    injector.
    INSPECTION
    1. Measure the resistance of the injectors between the
    terminals using an ohmmeter.
    Resistance . . . . . . . . . . . . . . . . . . . . .13-16n [at 20°C (68ºF)]
    2. If the resistance is not within specifications, replace the
    injector.
    INSTALLATION
    1. Install a new grommet and O-ring to the injector.
    2. Apply a coating of solvent, spindle oil or gasoline to the
    O-ring of the injector.
    3. While turning the injector to the left and right, install it on
    to the delivery pipe.
    4. Be sure the injector turns smoothly.
    NOTE
    If it does not turn smoothly, the O-ring may be jammed;
    remove the injector and re-insert it into the delivery pipe
    and re-check.
    3 1 - 5 5
    INJECTOR AND THROTTLE BODY (MPI)
    5. When installing the delivery pipe, check to be sure that the
    insulator is correctly inserted into the delivery pipe’s
    installation hole.
    6. When connecting the fuel pressure regulator to the delivery
    pipe, apply light oil or fuel to the O-ring, and then insert,
    being careful not to damage the O-ring.
    7. When connecting the high pressure fuel hose to the delivery
    pipe, apply fuel to the hose union, and then insert, being
    careful not to damage the O-ring.
    3 1 - 5 6
    THROTTLE BODY (MPI)
    THROTTLE BODY
    COMPONENTS
    TORQUE : Nm (kg.cm, lb.ft)
    REMOVAL
    CAUTION
    The throttle valve must not be removed.
    3 1 - 5 7
    THROTTLE BODY (MPI)
    1. Remove the throttle position sensor by unscrewing the
    Phillips-head screws.
    NOTE
    Except when necessary for replacement, the throttle
    position sensor must not be removed.
    2. Remove the ISC servo assembly.
    NOTE
    1) Except when necessary for replacement, the ISC servo
    assembly should not be removed.
    2) The ISC servo assembly should not be disassembled.
    3. Use an open-end wrench or box wrench to remove the
    adjustment screw.
    INSPECTION
    Cleaning Throttle Body components
    1. Clean all components. The following components must not
    be cleaned by immersion in cleaning solvents.
    o Throttle position sensor
    o ISC servo assembly
    The insulation of these components will be damaged if they
    are immersed in a cleaning solvent. They should be cleaned
    by using only a piece of cloth.
    2. Check for restriction of the vacuum port or passage. Clean
    the vacuum passage by using compressed air.
    3 1 - 5 8
    FUEL TANK
    COMPONENTS
    REMOVAL
    1. To reduce the internal pressure of the fuel lines and hoses,
    first start the engine and then disconnect the electrical fuel
    pump connector.
    NOTE
    Be sure to reduce the fuel pressure before disconnecting
    the fuel line and hose otherwise fuel will spill out.
    3 1 - 5 9
    FUEL TANK (MPI)
    2. Disconnect the battery cable from the negative terminal of
    the battery.
    3. Remove the fuel tank cap.
    4. Remove the drain plug and drain the fuel.
    5. Disconnect the return hose and vapor hose.
    6. Disconnect the fuel gauge unit connector.
    3 1 - 6 0
    FUEL TANK (MPI)
    7. Disconnect the high pressure hose from the fuel tank.
    8. Detach the fuel filler hose and leveling hose.
    9. Loosen the two self-locking nuts, that hold the tank in
    position and remove the two tank bands.
    10. Remove the fuel vapor hose and the fuel tank.
    INSPECTION
    1. Check the hoses and the pipes for cracks or damage.
    2. Check the fuel tank cap for proper operation.
    3. Check the fuel tank for deformation, corrosion or cracking.
    4. Check the inside fuel tank for dirt or foreign material.
    5. Check the in-tank fuel filter for damage or restriction.
    3 1 - 6 1
    FUEL TANK (MPI)
    6. Test the two-way valve for proper operation.
    7. To check the two-way valve, lightly breathe into the inlet and
    outlet. If air passes through after slight resistance, then the
    valve is good.
    INSTALLATION
    1. Confirm that the pad is fully bonded to the fuel tank, and
    install the fuel tank by tightening the self-locking nuts to the
    tank bands until the rear end of the tank band contacts the
    body.
    2. Connect the leveling hose to the tank and approximately 40
    mm (1.6 in.) at the filler neck.
    3. When connecting the filler hose, the end with the shorter
    straight pipe should be connected to the tank side.
    4. Connect the vapor hose and return hose.
    When attaching the fuel hose to the line, be sure that the
    hose is attached as shown in the illustration.
    3 1 - 6 2
    FUEL TANK (MPI)
    5. To connect the high pressure hose to the fuel pump,
    temporarily tighten the flare nut by hand; then tighten it to
    the specified torque. Be careful that the fuel hose does not
    twist.
    Tightening torque
    High pressure hose flare nut . . . . . . . . . . . . . . . . . . . . . . . . .
    31-41 Nm (320420 kg.mm, 23-30 lb.ft)
    CAUTION
    When tightening the flare nut, be careful not to bend or
    twist the line to prevent damage to the fuel pump
    connection.
    6. Connect the electrical fuel pump and fuel gauge unit
    connector.
    7. Tighten the drain plug to the specified torque.
    Tightening torque
    Drain plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
    15-25 Nm (150-250 kg.cm, 11-18 lb.ft)
    3 1 - 6 3
    FUEL LINE AND VAPOR LINE (MPI)
    FUEL LINE AND VAPOR LINE
    TORQUE : Nm (kg.cm, lb.ft)
    REMOVAL
    1. Remove the upper eye bolt while holding the fuel filter nut
    securely and remove the high pressure fuel hose.
    CAUTION
    1) Be sure to reduce the fuel pressure before disconnecting
    the fuel line and hose, otherwise fuel will spill
    out.
    2) Cover the hose connection with a shop towel to
    prevent splashing of fuel that could be caused by
    residual pressure in the fuel line.
    2. Remove the lower eye bolt while holding the fuel filter nut
    assembly.
    3. Remove the fuel filter mounting bolts, then remove the fuel
    filter from the bracket.
    4. Remove the fuel return hose and line.
    5. Remove the fuel vapor hose and line.
    3 1 - 6 4
    FUEL LINE AND VAPOR LINE (MPI)
    INSPECTION
    1. Check the hoses and pipes for cracking bending, deformation
    or restrictions.
    2. Check the canister for restrictions.
    3. Check the fuel filter for restrictions and damage.
    If a problem is found, repair or replace parts as necessary.
    INSTALLATION
    1. Install the fuel vapor hose and return hoses.
    o If the fuel line has a stepped section, connect the fuel
    hose to the line securely, as shown in the illustration.
    o If the fuel line does not have a stepped section, connect
    the fuel hose to the line securely.
    2. Install the fuel filter, and tighten the fuel filter bracket.
    3. Insert the main line on the filter and tighten the eye bolts
    while holding the fuel filter nuts.
    4. Install the clips and make sure that they do not interfere with
    other components.
    5. When installing the check valve, install it so that the valve
    is facing in the direction as shown in the illustration.
    ENGINE CONTROL (MPI)
    ENGINE CONTROL
    TORQUE : Nm (kg.cm, Ib.ft)
    REMOVAL
    1. Remove the bushing and inner cable of the accelerator arm
    side.
    2. After disconnecting the accelerator switch connector, loosen
    the bolts of the accelerator arm bracket and remove.
    3 1 - 6 6
    ENGINE CONTROL (MPI)
    INSPECTION
    1. Check the inner and outer cable for damage.
    2. Check the cable for smooth movement.
    3. Check the accelerator arm for deformation.
    4. Check the return spring for deterioration.
    5. Check the connection of the bushing to end metal fitting.
    6. Check the accelerator switch for proper operation.
    INSTALLATION
    1. When installing the return spring and accelerator arm, apply
    multi-purpose grease around each moving point of the
    accelerator arm.
    2. Apply the sealant to the bolt mounting hole, and tighten the
    accelerator arm bracket.
    Tightening torque
    Accelerator arm bracket bolts . . . . . . . . . . . . . . . . . . . . . . . . .
    8-12 Nm (80-120 kg.cm, 5.8-7.2 lb.ft)
    3. Securely install the resin bushing of the accelerator cable
    on the end of the accelerator arm.
    4. Apply multipurpose grease around the cable end.
    3 1 - 6 7

    GENERAL (FBC)
    GENERAL INFORMATION (FBC SYSTEM)
    The Feedback Carburetor (FBC) system provides a positive
    air-fuel ratio control for maximum reduction of emissions. The
    Electric Control Unit (ECU) receives signals from various sensors
    and then modulates two solenoid valves (FBSV, SCSV) installed
    on the carburetor to control the air-fuel ratio.
    The ECU also controls the ignition timing, electric choke, throttle
    opener by switching on-off the solenoid valves.
    FBSV : Feedback Solenoid Valve
    SCSV : Slowcut Solenoid Valve
    ECU : Electric Control Unit
    3 1 - 6 9
    GENERAL
    SPECIFICATIONS
    Fuel tank
    Capacity
    Fuel filter
    Type [In-line filter]
    Type [In-tank filter]
    Fuel pump
    Type
    Driven by
    Feed pressure
    Carburetor
    Type
    Identification mark
    M/T
    A/T
    Throttle bore
    Primary
    Secondary
    Feedback solenoid valve (FBSV)
    Type
    Coil resistance
    Slow cut solenoid valve (SCSV)
    Type
    Coil resistance
    Throttle position sensor (TPS)
    Type
    Regulating voltage (When throttle
    valve fully closed)
    Coil resistance
    Bow vent valve (BVV)
    Type
    Vacuum orifice
    Mixture control valve (MCV)
    Type
    Dash pot
    Type
    Operating rpm (When SAS 2 touches
    free lever)
    Outer venturi dia.
    Primary
    Secondary
    Inner venturi dia.
    Primary
    Secondary
    45 lit. (11.9 U.S.gal., 9.9 Imp.gal.)
    Cartridge type
    Open type
    Mechanical diaphragm type
    Camshaft
    19-25 kPa (2.76-3.63 psi) at 2,500 rpm
    Down-draft, 2-barrel, feed back type
    472 (For Canada), 474 (For Federal)
    475 (For Federal)
    30 mm (1.181 in.)
    32 mm (1.260 in.)
    Duty cycle solenoid
    54-66 fl [At 20°C (68ºF)l
    Duty cycle solenoid
    48-60 fl [At 20°C (68ºF)]
    Variable resistor type (Rotary type)
    0.25V
    3.5-6.5 KD
    Vacuum type
    0.3 mm (0.012 in.)
    Vacuum type
    Conventional type
    Approx. 1,800 rpm
    20 mm (0.787 in.)
    25 mm (0.984 in.)
    9-14 mm (0.354-0.551 in.)
    9-12 mm (0.354-0.472 in.)
    3 1 - 7 0
    GENERAL (FBC)
    Main jet
    Primary
    Secondary
    Main air jet
    Primary - First
    Second
    Secondary
    Pilot jet
    Primary
    Secondary
    Pilot air jet
    Primary - First
    Second
    Secondary
    Main nozzle
    Primary
    Secondary
    Throttle valve plate
    Thickness
    Primary
    Secondary
    Fuel closing angle
    Primary
    Secondary
    Full opening angle
    Enrichment jet
    Slow air jet
    Accelerating pump
    Diaphragm dia.
    Pump jet dia.
    Choke
    Type
    Choke valve operating angle
    Bimetal
    Temperature constant
    Spring constant
    Choke breaker opening
    First stage
    Second stage
    Input sensor
    Engine coolant temperature sensor
    Type
    Resistance
    #83.8
    #145
    #80
    #60
    #70
    #46.3
    #70
    #120
    #200
    #100
    2.6 mm (0.102 in.)
    2.8 mm (0.110 in.)
    1.0 mm (0.040 in.)
    1.5 mm (0.060 in.)

    15º
    90º
    #50
    #110
    24 mm (0.945 in.)
    0.35 mm (0.014 in.)
    Automatic (Electric type)
    25º (When fully closed)
    90° (When fully opened)
    1.0 deg/ºC
    60 gr.mm/deg.
    1.4-1.6 mm (0.056,0.064 in.)
    2.9-3.1 mm (0.116-0.124 in.)
    Thermistor type
    2.5 KR [at 20°C (68ºF)]
    0.3 Ka [at 80°C (176ºF)l
    3 1 - 7 1
    GENERAL (FBC)
    Oxygen sensor
    Type
    Vacuum switch
    Type
    Operating condition - ON
    OFF
    Vehicle speed sensor
    Top gear sensing switch
    Output actuator
    Cold mixture heater
    Type
    Secondary air control solenoid valve
    Type
    Resistance
    Advance control solenoid valve
    Type
    Resistance
    Cold advance control solenoid valve
    Type
    Resistance
    Throttle opener control solenoid valve
    Type
    Resistance
    Zirconia sensor
    Contact type switch
    More than 40 kPa (5.8 psi)
    Less than 26 kPa (3.9 psi)
    Reed switch type
    Contact type switch
    Positive Temperature Coefficient (PTC) heater
    ON-OFF solenoid valve
    38-44fi [at 20°C (68ºF)]
    ON-OFF solenoid valve
    38-440 [at 20°C (68ºF)]
    ON-OFF solenoid valve
    38--44fi [at 20°C (68ºF)]
    ON-OFF solenoid valve
    38--44fi [at 20°C (68ºF)]
    3 1 - 7 2
    GENERAL (FBC)
    SERVICE STANDARD
    Basic ignition timing BTDC 5º ± 1º
    Curb idle speed 700 ± 50 rpm
    Throttle opener adjusting rpm for electrical load 800 ± 50 rpm
    Throttle opener adjusting rpm for air conditioner load 900 ± 25 rpm
    TIGHTENING TORQUE
    Nm kg.cm lb.ft
    Accelerator arm bracket to body 8 - 1 2 8 0 - 1 2 0 5.8-8.7
    Accelerator cable guide to body 3 - 5 3 0 - 5 0 2.2-3.6
    Carburetor attaching bolt 1 5 - 2 0 150-200 1 1 - 1 4
    Engine coolant temperature sensor 2 0 - 4 0 200-400 1 4 - 2 9
    Oxygen sensor 3 9 - 4 9 400-500 2 9 - 3 6
    Fuel tank drain plug 7 8 - 9 8 800-1,000 5 8 - 7 2
    LUBRICANT
    Grease for accelerator arm pin and return spring Multipurpose grease SAE J310a, NLGI grade #3
    or equivalent
    3 1 - 7 3
    GENERAL (FBC)
    SPECIAL TOOLS
    3 1 - 7 4
    GENERAL (FBC)
    TROUBLESHOOTING
    When checking and correcting engine troubles, it is important
    to start with inspection of the basic systems. If you experience
    one of the followings, (A) engine start failure, (B) unstable idling
    or (C) poor acceleration, you should first check the following
    basic systems.
    1. Power supply
    1) Battery
    2) Fusible link
    3) Fuse
    2. Body ground
    3. Fuel supply
    1) Fuel line
    2) Fuel filter
    3) Fuel pump
    4. Ignition system
    1) Spark plug
    2) High-tension cable
    3) Distributor
    4) Ignition coil
    5. Emission control system
    1) PCV system
    2) EGR system
    3) Vacuum leak
    6. Others
    1) Ignition timing
    2) Idle speed
    Troubles with the FBC system are often caused by poor
    contact of harness connector. It is, therefore, important to
    check harness connector contact.
    3 1 - 7 5
    GENERAL (FBC)
    Fuel Tank and Fuel Line
    Symptom
    Engine malfunctions due to
    insufficient fuel supply
    Evaporative emission control
    malfunctions (Pressure released
    when fuel tank cap is removed)
    Probable cause
    Bent or kinked fuel pipe or hose
    Clogged fuel pipe or hose
    Clogged fuel filter or in-tank fuel filter
    Water in fuel filter
    Dirty or rusted fuel tank interior
    Malfunctioning fuel pump (Clogged filter
    in the pump)
    Misrouted vapor lines
    Disconnected vapor line piping joint
    Folded, belt, cracked or clogged vapor line
    Faulty fuel tank cap
    Malfunctioning overfill limiter
    (two-way valve)
    Remedy
    Repair or replace
    Clean or replace
    Replace
    Replace the fuel filter or clean
    the fuel tank and fuel line
    Clean or replace
    Replace
    Correct
    Correct
    Replace
    Replace
    Replace
    3 1 - 7 6
    GENERAL (FBC)
    Carburetor and FBC System
    Symptom
    Engine will not start
    or start to hard
    Rough idle or engine
    stalls
    Carburetor
    FBC system
    Carburetor
    FBC system
    Probable cause
    Choke valve remains open-cold engine
    Improper choke breaker operation
    Electric choke malfunction
    Needle valve sticking or clogged
    Engine coolant temperature sensor
    malfunction
    Vacuum hose disconnected or damaged
    Slow-cut solenoid valve malfunction
    Feedback solenoid valve malfunction
    Vacuum switch malfunction-cold engine
    Faulty ECU
    Harness broken/short-circuited or
    loose connection
    Choke valve malfunction
    Improper fast idle-cold engine
    Improper idle adjustment
    Electric choke malfunction
    Primary pilot jet clogged
    Dash pot malfunction
    Slow-cut solenoid valve malfunction
    Engine coolant temperature sensor
    malfunction
    Vacuum hose disconnected or damaged
    Throttle position sensor malfunction
    Engine speed sensor malfunction
    Timing control system malfunction
    Throttle opener control system
    malfunction
    Harness broken/short-circuited or
    connector not connected securely
    Remedy
    Clean choke bore and linkage
    Check and adjust choke breaker
    Check electric choke body and
    choke valve operation
    Repair or replace
    Check by using checker (Check
    component and replace if faulty)
    Repair or replace
    Check component
    Check component
    Check component
    Replace
    Repair or replace
    Clean choke bore and link
    Adjust fast idle speed
    Adjust idle speed
    Check choke body and choke
    valve operation
    Clean up or replace
    Adjust
    Check drive signal by using
    checker
    Check component
    Check by using checker (Check
    component and replace if faulty)
    Repair or replace
    Check component and adjust
    Check by using checker
    Check harness for continuity
    Check system. If faulty, check
    components
    Check system. If faulty, check
    components
    Repair or replace
    3 1 - 7 7
    GENERAL (FBC)
    Symptom
    Engine hesitates or
    poor acceleration
    Engine dieseling
    (runs after ignition
    switch is turned off)
    Carburetor
    FBC system
    Carburetor
    FBC system
    Poor fuel mileage Carburetor
    Probable cause
    Acceleration pump malfunction
    Choke valve remains open-cold engine
    Choke valve remains closed-hot engine
    Main jet clogged
    Enrichment jet clogged
    Secondary valve operation abnormal
    Feedback solenoid valve malfunction
    Vacuum switch malfunction
    Timing control system malfunction
    Engine coolant temperature sensor
    malfunction
    Throttle position sensor malfunction
    Engine speed sensor malfunction
    Cold mixture heater relay control system
    malfunction-cold engine
    Harness broken/short-circuited or
    connector not connected properly
    Air conditioner power relay control
    system malfunction
    Engine idle speed too high
    Slow-cut solenoid valve malfunction
    Choke valve operation abnormal
    Engine idle speed too high
    Electric choke malfunction
    Enrichment valve kept open
    Remedy
    Clean pump discharge. rate
    Clean choke bore and link
    Check choke valve operation
    Clean choke bore and link
    Check choke valve operation
    Clean up
    Clean up
    Check valve operation
    Check drive signal by using
    checker
    Check component
    Check with checker (Replace
    if faulty)
    Check system. If faulty, check
    components
    Check by using checker (Check
    components and replace if faulty)
    Check component and adjust
    Check by using checker
    Check harnesses for continuity
    Check system. If faulty, check
    components
    Repair or replace
    Check system
    Adjust idle speed
    Check component
    Check valve operation
    Adjust idle speed
    Check choke body and valve
    operation
    Repair or replace
    3 1 - 7 8
    GENERAL (FBC)
    Symptom
    Poor fuel mileage FBC system
    Probable cause
    Engine coolant temperature sensor
    malfunction
    Oxygen sensor malfunction
    Timing control system malfunction
    Feedback solenoid valve malfunction
    Slow-cut solenoid valve malfunction
    Throttle position sensor malfunction
    Engine speed sensor malfunction
    Harness broken/short-circuited or
    connector not connected securely
    Remedy
    Check by using checker
    (Check component and replace
    if faulty)
    Check by using checker
    (Check component and replace
    if faulty)
    Check system. If faulty, check
    components
    Check drive signal by using
    checker
    Check component
    Check drive signal by using
    checker
    Check components
    Check component and adjust
    Check by using checker
    Check harness for continuity
    Repair or replace
    3 1 - 7 9
    GENERAL (FBC)
    FBC System Component
    1. Electric Control Unit (ECU)
    Based on the information- from various sensors, the ECU
    determines (computes) ideal setting for varying operating
    conditions and drives the output actuators to control the
    air-fuel ratio.
    The ECU consists of an 8-bit microprocessor, random access
    memory (RAM), read only memory (ROM) and input/output
    (l/O) interface.
    3 1 - 8 0
    GENERAL (FBC)
    2. Engine Coolant Temperature Sensor
    The engine coolant temperature sensor is installed in the
    engine coolant passage of the intake manifold. This coolant
    sensor is a thermistor. The ECU determines engine
    temperature by the sensor output voltage and utilize it to
    provide optimum fuel enrichment when the engine is cold.
    3. Throttle Position Sensor (TPS)
    The TPS is a rotary type variable resistor that rotates together
    with the carburetor throttle shaft to sense the throttle valve
    angle. As the throttle shaft rotates, the TPS output voltage
    changes and the ECU detects the throttle valve opening
    based on the change of the voltage.
    Using the TPS output signal, engine speed signal and other
    signals, the ECU maintains the optimum air-fuel ratio.
    4. Engine Speed Sensor
    The ignition coil negative terminal voltage makes sudden
    increase twice per crankshaft revolution synchronously with
    ignition timing.
    By sensing this ignition coil negative terminal voltage change
    and measuring the time between peak voltages, the ECU
    computes the engine speed, judges the engine operating
    mode and controls the air-fuel ratio and ignition timing.
    GENERAL (FBC)
    5. Oxygen Sensor
    1) The oxygen sensor installed on the exhaust manifold
    makes use of the principles of solid electrolyte oxygen
    concentration cell. The‘ oxygen concentration cell is
    characterized by sharp change of the output voltage in
    the vicinity of the stoichiometric air-fuel ratio.
    2) Using such characteristics, the oxygen sensor senses the
    oxygen concentration in the exhaust gas and feeds it to
    the ECU. The ECU then judges if the air-fuel ratio is
    richer or leaner as compared to the stoichiometric ratio
    and provides feedback control to adjust the air-fuel ratio
    to the stoichiometric ratio where the emission purification
    rate of the three way catalytic converter is the
    optimum.
    6. Vacuum Switch
    The vacuum switch is a contact type switch that is operated
    by intake manifold vacuum. When the throttle valve closes,
    the intake manifold vacuum acts on the vacuum switch to
    close its contact.
    By this action, the voltage on the ECU side is grounded and
    the ECU senses that the throttle valve opening is near idle.
    3 1 - 8 2
    GENERAL (FBC)
    7. Feedback Solenoid Valve (FBSV)
    The FBSV is installed in the carburetor float chamber cover.
    The ECU controls the air-fuel ratio by controlling the duty
    cycle of the FBSV.
    The higher is the duty ratio, the leaner becomes the air-fuel
    ratio.
    NOTE
    The duty cycle control means control of the solenoid valve
    energization rate by changing the ON time ratio T2/T1
    (called duty ratio) of 10 Hz pulse.
    8. Slow Cut Solenoid Valve (SCSV)
    The SCSV is located in the carburetor float chamber cover.
    The ECU controls the carburetor slow system fuel flow by
    controlling the duty cycle of the SCSV.
    3 1 - 8 3
    GENERAL (FBC)
    FBC System Operation
    1. The air-fuel ratio control is maintained by the ECU in one
    of two operating modes.
    1) Closed loop control (Feedback control)
    After engine warm-up, the air-fuel ratio control is made
    by the feedback control based on the oxygen sensor
    signal.
    The oxygen sensor output voltage changes sharply at the
    stoichiometric ratio. The control unit senses this oxygen
    sensor signal and provides feedback control to the FBSV
    maintaining the stoichiometric ratio that will give the
    best purification rate of the 3-catalyst converter may be
    accurately kept. In this state, the SCSV is kept wide open
    (100% duty).
    2) Open loop control (No feedback control)
    During engine start, warm-up operation, high load
    operation and deceleration, the air-fuel ratio is in
    open-loop. The ECU controlled based on map values*
    established previously for engine speed, throttle valve
    opening angle and engine coolant temperature, to
    improve startability and driveability.
    During deceleration, the SCSV limits fuel flow for better
    fuel economy and for prevention of overheating of the
    catalysts.
    * Map value is a value previously established and
    stored in ROM in ECU.
    2. When the FBSV is energized, the main fuel jet is closed to
    leaving the primary main jet passage as the only fuel
    passage.
    This reduces the amount of fuel, resulting in leaner air-fuel
    mixture.
    3. When the FBSV is de-energized, the main fuel jet is opened
    to provide two fuel passages including the primary main jet
    passage. Since this will increase the amount of fuel, richer
    air-fuel mixture is obtained.
    With the ON-OFF operation of SCSV, the slow fuel passage
    is opened and closed.
    The air-fuel ratio at deceleration is controlled in this manner.
    3 1 - 8 4
    GENERAL (FBC)
    Distributor Advance Control System
    (Ignition Timing Control System)
    The distributor vacuum advance is a dual diaphragm type having
    main vacuum chamber and sub-vacuum chamber. To control the
    ignition timing, the ECU energizes the solenoid valves in the
    respective vacuum circuits of main vacuum chamber and
    subvacuum chamber.
    1. Main Vacuum Timing Control
    1) When the engine speed is near the idle speed (1,200 rpm
    or less), the ECU energizes the distributor advance
    control solenoid valve. By this action the carburetor D
    port vacuum is introduced to the main vacuum chamber
    which resets the ignition timing.
    NOTE
    The D port vacuum is zero when the throttle valve is
    at idle position, and increases with the valve opening
    angle.
    3 1 - 8 5
    GENERAL (FBC)
    2. Sub-vacuum Timing Control
    2) When the engine speed increases to 1,200 rpm the ECU
    turns off the distributor advance control solenoid valve.
    Intake manifold vacuum is routed to the main vacuum
    chamber increasing ignition advance.
    When the engine starts to warm up [engine coolant
    temperatures: below 80°C (176°F), the solenoids are
    energized, allowing D port vacuum to reach main
    vacuum chamber.
    o Control at low altitude [approx. 1,200 m (3,900 ft.) or
    lower]
    1) When the engine coolant temperature is low [50°C
    (122°F) or lower], the ECU energizes the distributor cold
    advance control solenoid valve. By this action, the intake
    manifold vacuum no longer leaks to atmosphere and
    instead is introduced to the sub-vacuum chamber. As a
    result, the timing advanced by the main vacuum advance
    is additionally advanced by a fixed angle (5°C in crank
    angle).
    2) During warm-up operation or when the engine coolant
    temperature is- high [over 50°C (122°F)], the ECU
    de-energizes the distributor cold advance control
    solenoid valve circuit. As a result, the intake manifold
    vacuum leaks to atmosphere, which prevents timing
    advance.
    o Control at high altitude [approx, 1,200 m (3,900 ft.) or over)
    At high altitude, the HAC is closed and hence the intake
    manifold vacuum does not leak to atmosphere from the HAC.
    Independently of the distributor cold advance control solenoid
    valve, the intake manifold vacuum acts on the sub-vacuum
    chamber, causing the timing to advance by a fixed angle (5°
    in crank angle). [For Federal]
    3 1 - 8 6
    GENERAL (FBC)
    Throttle Opener System (For power steering,
    electrical load)
    If the power steering oil pressure switch is turned on by high
    pump pressure the throttle opener control solenoid valve is
    energized to introduce intake manifold vacuum to the throttle
    opener. The throttle valve opens slightly, preventing engine
    speed drop caused by power steering load.
    When the engine speed drops below the set speed (1,200 rpm),
    the ECU keeps the power transistor on. When the electrical load
    switch is turned on for lighting etc., the throttle opener control
    solenoid valve is energized, allowing intake manifold vacuum to
    the throttle opener to open the throttle valve slightly, preventing
    engine speed drop caused by electrical load.
    3 1 - 8 7
    GENERAL (FBC)
    Throttle Opener Switch (For A/C)
    When the engine speed is below the set speed (1,200 rpm), the
    ECU keeps the power transistor on. When the air conditioner
    relay is turned on the throttle opener control solenoid valve is
    energized to introduce intake manifold vacuum to the throttle
    opener. The throttle valve opens slightly preventing engine
    speed drop caused by air conditioner load.
    Air Conditioner Power Relay Control System (For A/T)
    When the throttle valve opening increases (over 74°) during
    acceleration etc., the ECU turns off the air conditioning power
    relay for about 5 seconds. As a result, even if the air conditioner
    switch it is, the air compressor is not driven and hence the
    engine load is reduced, improving acceleration performance.
    3 1 - 8 8
    GENERAL (FBC)
    Cold Mixture Heater (CMH) Relay Control
    System
    The cold mixture heater is a Positive Temperature Coefficient
    (PTC) heater installed between the carburetor and intake
    manifold.
    When the engine coolant temperature is below 60°C (140°F), the
    ECU energizes the cold mixture heater relay. The closed relay
    supplies voltage to the cold mixture heater. The cool air-fuel
    mixture is heated and atomized by the heater before it reaches
    the combustion chamber for improved combustion.
    3 1 - 8 9
    GENERAL (FBC)
    Electric Auto Choke System
    In the carburetor electric choke system, a bimetal choke spring
    is heated by an electric heater (PTC heater*).
    As the bimetal spring is heated by the heater after start-up, the
    bimetal opens the choke valve gradually by thermal expansion
    and pushes down the stopper lever.
    The lower the temperature when the engine is started, the
    tighter the bimetal closes the choke valve, thus improving at cold
    weather starting.
    *PTC heater : Positive Temperature Coefficient heater
    3 1 - 9 0
    GENERAL (FBC)
    1. Choke Valve and Fast Idle Cam Operation
    1) Before starting the engine, the throttle valve is in normal
    idle opening state.
    2) Before starting the engine, depress the accelerator pedal
    to the floor, and the fast idle cam will turn clockwise.
    Release the accelerator pedal, and the lever will ride on
    the fast idle cam and the throttle valve will open.
    3) When the engine starts, the intake manifold vacuum is
    applied to the choke breaker to slightly open the choke
    valve, preventing a rich air-fuel mixture.
    4) Shortly after starting of engine, the bimetal is heated by
    the heater and expands to open the choke valve gradually
    and push down the stopper lever.
    At this time, the engine speed increases gradually.
    5) Depress the accelerator pedal, and the fast idle cam will
    turn counterclockwise. Release the accelerator pedal and
    the lever will ride on the lower step of fast idle cam and
    the throttle valve will close slightly, decreasing the
    engine speed. After warming up the engine for a while,
    depress the accelerator pedal and the throttle valve will
    be further closed.
    By repeating this procedure, the fast idle cam is released
    and the throttle valve comes to have a normal idle
    opening.
    3 1 - 9 1
    GENERAL (FBC)
    2. Operation of Choke Opener
    If the engine has been started with the throttle valve lever
    on the highest fast idle cam step then the engine speed will
    increase with the engine coolant temperature. This results
    in the engine overrun. In order to prevent such overrun, the
    choke opener is provided.
    1) When the thermo valve closes as the engine coolant
    temperature rises [65°C (149°F)], the intake manifold
    vacuum acts on the fast idle breaker.
    2) The fast idle breaker forces the fast idle cam to
    counterclockwise so that the lever will rest on the lowest
    detent of cam, closing the throttle valve to decrease the
    engine speed.
    3. Electric Auto Choke Relay
    The electric choke relay is normally closed (ON) and it opens
    when its coil is energized.
    During engine cranking or for approx. 80 seconds at an
    engine coolant temperature of -10 to 18°C (-14 to 64°F),
    the ECU energizes the electric choke relay coil. This prevents
    heating of the electric choke heater, until the engine has
    started.
    3 1 - 9 2
    SERVICE ADJUSTMENT PROCEDURES (FBC)
    SERVICE ADJUSTMENT PROCEDURES
    FBC SYSTEM
    Inspection
    If FBC system components (sensors, carburetor control unit--
    computer, solenoid, etc.) fail, one of the following situations may
    be encountered.
    1. Engine is hard to start or does not start at all.
    2. Unstable idle.
    3. Poor driveability.
    If any of above conditions is noted, first perform basic engine
    checks (ignition system malfunctions, incorrect engine
    adjustment, etc.). The FBC system can be checked by use of
    FBC checker and FBC harness connector. Inspection
    procedure is as follows.
    CAUTION
    1) Before battery terminals are disconnected, make sure
    that ignition switch is OFF. If battery terminals are
    disconnected while engine is running or when ignition
    switch is in ON position, malfunction of computer
    could result.
    2) Disconnect battery cables before charging battery.
    3) When battery is connected, be sure not to reverse
    polarity.
    4) Make sure that harness connectors are securely
    connected. Take care not to allow entry of water or
    oil into connectors.
    1.
    2.
    3.
    4.
    5.
    6.
    Turn ignition switch to OFF.
    Remove the harness connector “A” (13 poles) and connector
    “B” (7 poles) from carburetor control unit (computer).
    Set check switch of FBC checker to OFF.
    Set select switch of checker to A.
    Connect the FBC harness connector to the connectors of FBC
    checker, and then connect FBC harness connector to
    carburetor control unit and harness connectors. Place FBC
    checker on front passenger’s seat.
    Perform checks according to the “FBC System Check
    Procedure Chart”.
    7.
    8.
    9.
    If check shows any departure from specifications, check
    corresponding sensor and related electrical wiring, repair or
    replace.
    After repair or replacement, recheck with FBC checker to
    confirm that repaired or replaced parts is performing well.
    Set check switch of FBC checker to OFF.
    3 1 - 9 3
    SERVICE ADJUSTMENT PROCEDURES (FBC)
    10. Turn the ignition switch to OFF.
    11. Disconnect connectors of FBC checker and FBC harness
    connector from carburetor control unit and body side harness
    connectors.
    12. Connect body side harness connector to carburetor control
    unit.
    Check Procedure Chart
    3 1 - 9 4
    SERVICE ADJUSTMENT PROCEDURES (FBC)
    3 1 - 9 5
    SERVICE ADJUSTMENT PROCEDURES (FBC)
    SERVICE ADJUSTMENT PROCEDURES
    IDLE SPEED CHECK AND ADJUSTMENT
    Checking Conditions:
    o Engine coolant temperature is 80 to 95°C (176 to 205°F).
    o Engine lubricant temperature is over 80°C (176°F).
    o Lights, electric cooling fan and all accessories are off.
    o Transaxle is in neutral.
    1. Set timing light and tachometer.
    2. Start the engine and let it idle.
    3. Check the basic ignition timing and adjust if necessary.
    Ignition timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BTDC 5° ± 1°
    NOTE
    When the basic ignition timing is to be adjusted at a high
    altitude, disconnect the vacuum hose (yellow stripe hose)
    from the distributor sub-vacuum chamber and temporarily
    close the disconnected hose end with an appropriate plug.
    4. Run the engine for more than 5 seconds at an engine speed
    of 2,000 to 3,000 rpm.
    5. Run the engine at idle for 2 minutes.
    6. Set the engine speed to the specified valve body adjusting
    the idle speed adjusting screw No. 1 (SAS-1).
    Curb idle rpm . . . . . . . . . . . . . . . . 700 ± 50 rpm
    CAUTION
    Do not touch SAS-2. The idle speed adjusting screw
    (SAS-2) is the preset screw that determines the relationship
    between the throttle valve and free lever, and has
    been accurately set at the factory. If this setting is
    disturbed, throttle opener adjustment and dash pot
    adjustment cannot be done accurately.
    3 1 - 9 6
    SERVICE ADJUSTMENT PROCEDURES (FBC)
    THROTTLE OPENER ADJUSTMENT
    For Operation Under Electrical Load
    The procedure that follows is to check and adjust the idle speed
    control operation of the throttle opener when electric load is
    applied.
    1.
    2.
    3.
    4.
    5.
    6.
    Make sure curb idle speed is within the specified speed. If
    outside the specified limits, readjust the speed to the
    nominal specification.
    By using the auxiliary lead wire, activate the idle-up control
    solenoid valve, apply the intake manifold vacuum to the
    idle-up actuator and activate the idle-up actuator.
    Open the throttle slightly (to an engine speed of about 2,000
    rpm), and then slowly close it.
    Adjust the engine speed to the specified speed with the
    idle-up adjusting screw.
    Throttle opener adjusting rpm (For electrical load)
    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800 ± 50 rpm
    After repeating step 3, check the engine speed.
    Remove the auxiliary lead wire used in step 2, and reconnect
    the idle-up solenoid valve wiring.
    For Operation Under Air Conditioner Load
    The procedure that follows is to check and adjust the idle speed
    control operation of the throttle opener when air conditioning
    load is applied.
    1.
    2.
    3.
    4.
    5.
    Start the engine.
    Set the tachometer
    Turn on the air conditioner switch.
    NOTE
    The solenoid valve with open and the intake manifold
    vacuum will act on the throttle opener to fully actuate it.
    Check the engine speed during this operation.
    Throttle opener adjusting rpm (For A/CON). . . . . . . . . . . . . .
    900 ± 25 rpm
    If the engine speed is out of specification, adjust using the
    throttle (for air conditioner) adjusting screw.
    3 1 - 9 7
    SERVICE ADJUSTMENT PROCEDURES (FBC)
    THROTTLE POSITION SENSOR (TPS)
    ADJUSTMENT
    1. Loosen the accelerator cable enough.
    2. Loosen the speed adjusting screw No. 1 (SAS 1) and No. 2
    (SAS 2) sufficiently to close the throttle valve completely.
    Record the number of turns loosened.
    NOTE
    Turning the screw counterclockwise closes the valve.
    At this time, the fast idle control should have been
    released (the lever not resting on the fast idle cam).
    3. Connect voltmeter (digital type) between 2 and 3 of TPS
    connector pins.
    NOTE
    Do not disconnect the TPS connector from the chassis
    harness.
    4. Turn the ignition switch to ON. (Engine will not start.)
    5. Measure the TPS output voltage.
    Standard value : 250 mV
    6. If the output voltage is not correct turn the TPS body to
    adjust to specification.
    NOTE
    Turning the TPS body clockwise increases the output
    voltage.
    7. Turn the ignition switch to OFF.
    8. Tighten SAS 1 and SAS 2 by the same number of turns as
    loosened in step (2) to return them to initial state.
    9. Adjust free play of the accelerator cable.
    10. Start the engine and check that the idle speed as specified.
    3 1 - 9 8
    SERVICE ADJUSTMENT PROCEDURES (FBC)
    DASH POT CHECK AND ADJUSTMENT
    Checking Conditions:
    o Engine coolant temperature : 80 to 95°C (176 to 205°F).
    o Lights, electric cooling fan and accessories : Set to OFF
    o Transaxle : Neutral.
    1. Start the engine and run at idle.
    2. Open the throttle valve for full stroke of the rod until the
    free lever contacts SASS.
    3. Close the throttle valve until SAS2 contacts the free lever
    and check the engine speed at that moment.
    4. If engine is not as specified, adjust dash pot setting by
    turning SAS3.
    5. Release the free lever and verify that the engine returns to
    idle speed slowly.
    3 1 - 9 9
    SERVICE ADJUSTMENT PROCEDURES (FBC)
    ELECTRIC CHOKE SYSTEM CHECK AND INSPECTION
    CAUTION
    All carburetors have a tamper-proof choke. The choke-related
    parts are factory adjusted. The choke adjustment is not
    required during service, except when major carburetor
    overhaul or choke calibration related parts adjustments are
    needed by state or local inspections.
    1. Check that the alignment marks on the electric choke and
    bimetal assembly are lined up.
    If not, align the marks.
    Misalignment Symptom
    Clockwise deviation Better startability but plugs more
    likely to be sooty
    Counterclockwise Poorer startability and more likely
    deviation to stall
    2. Check that the engine coolant temperature is below 10°C
    (50°F).
    3. Start the engine and check operation of the choke valve and
    fast idle cam, with hand on the electric choke body.
    Electric choke body Gets gradually hotter after engine start
    Choke valve Opens as bimetal temperature rises
    Fast idle cam Fast idle control is released as engine
    coolant temperature rises and fast idle
    breaker operates
    4. If the electric choke body remains cool even after the engine
    is started, check the electric choke.
    3 1 - 1 0 0
    SERVICE ADJUSTMENT PROCEDURES (FBC)
    INSPECTION OF CHOKE BREAKER SYSTEM
    o Check conditions of the choke valve according to procedures given in the table below.
    Engine coolant
    temperature
    Lower than
    10°C (50°F)
    Lower than
    10°C (50°F)
    Checking condition Normal choke valve operation Probable cause of trouble
    Before engine start Closes fully
    Start engine and run idle
    (fully depress accelerator
    pedal and then start)
    Opens slowly and slightly
    (immediately after starting)
    [gap approx. 1.5 mm (0.059
    in.)]
    Faulty bimetal assembly
    of linkage operation
    o Clogged delay valve
    o Broken diaphragm
    (chamber A)
    Disconnect vacuum hose
    (yellow stripe) from choke
    breaker during idling
    Stationary o Faulty thermo valve
    Step
    1
    2
    3 Lower than
    10°C (50°F)
    4 Higher than
    25°C (77°F)
    Connect vacuum hose
    (yellow stripe) and run
    engine idle
    When closed lightly with
    finger, stops at larger opening
    than step 2 [gap approx. 3 mm
    (0.118 in.)]
    o Faulty thermo valve
    o Broken diaphragm
    (chamber B)
    3 1 - 1 0 1
    SERVICE ADJUSTMENT PROCEDURES (FBC)
    1. After inspection of the choke breaker system, disconnect the
    vacuum hose from the choke breaker and make the following
    check.
    2. With the engine idling, close the choke valve lightly with a
    finger until the choke valve stops. Then, measure the choke
    valve to choke bore clearance.
    Standard value : 1.4-1.6 mm (0.055-0.063 in.)
    3. If the clearance is not as specified, stop the engine, remove
    the bimetal assembly and adjust the rod end opening for
    standard clearance.
    NOTE
    When removing the bimetal assembly, put a mark on the
    electric choke body.
    Information
    4. Reconnect the removed yellow stripe vacuum hose and
    measure the choke valve to choke bore clearance as in step
    (2).
    Standard value : 2.0-3.1 mm (0.114-0.122 in.)
    5. If the clearance is out of specification, adjust by the adjusting
    screw.
    Information
    Adjusting screw
    turning direction
    Clockwise
    Counterclockwise
    3 1 - 1 0 2
    Valve
    clearance
    Small
    Large
    Expected result
    Better startability but
    plug more likely to get
    sooty
    Poor startability and stall
    more likely
    SERVICE ADJUSTMENT PROCEDURES (FBC)
    Fast Idle And Adjustment
    Inspection Conditions
    o Engine coolant temperature : 80 to 95°C (176 to 205°F).
    o Lights, electric cooling fan and accessories : Set to OFF.
    o Transaxle : Neutral
    o Air cleaner : Removed
    o Tachometer installed
    1. Disconnect the vacuum hose (white stripe) from the choke
    opener.
    SERVICE ADJUSTMENT PROCEDURES (FBC)
    2. Set the lever on the second highest step of fast idle cam.
    3. Start the engine and check the fast idle speed.
    Standard value:
    Vehicles with a manual transaxle 2,800 rpm
    Vehicles with an automatic transaxle 2,700 rpm
    4. If the fast idle speed is out of specification, adjust with the
    fast idle adjusting screw.
    Information
    Adjusting direction Valve Fast idle speed
    Clockwise Large Increases
    Counterclockwise Small Decreases
    5. Connect the vacuum hose removed in step 1 to the choke
    opener and check that the choke opener cancels fast idle.
    Choke Heater Inspection
    1.
    2.
    Disconnect the electric choke heater connector and check
    continuity of the heater.
    Normal state:
    Should be conductive [approx. 60 resistance at 20°C
    (68°F)]
    If the heater is not conductive, replace the electric choke
    body (Bimetal assembly).
    3 1 - 1 0 4
    SERVICE ADJUSTMENT PROCEDURES (FBC)
    INSPECTION AND ADJUSTMENT OF
    ACCELERATOR CABLE FREE PLAY
    1. Run the engine until it reaches the specified idle speed.
    2. Confirm that the accelerator inner cable has no slack.
    3. If it shows slack, adjust it as follows:
    1) Loosen the adjusting nut so that the throttle lever is free.
    2) Turn the accelerator adjusting nut to the point where the
    throttle lever just starts moving, then back off one turn
    and secure the lock nut.
    FUEL GAUGE UNIT REPLACEMENT
    1. Remove the plug located on the trunk floor.
    2. Disconnect the fuel gauge unit connectors.
    3. Remove the fuel gauge unit.
    4. After installing the fuel gauge unit, confirm that the unit is
    grounded.
    5. When installing the plug on trunk floor, apply a specified
    sealant around the plug mounting surface.
    3 1 - 1 0 5
    FUEL TANK (FBC)
    FUEL TANK
    COMPONENTS
    REMOVAL
    CAUTION
    When removing parts such as a fuel tank, rear suspension,
    etc., use a garage jack at the front of vehicle (Refer to
    GENERAL GROUP), to prevent the vehicle from tilting.
    When working on fuel tank, be sure the ignition is switched
    off. Avoid any source of heat or sparks, such as lights,
    smoking, etc.
    Prior to working on the fuel tank or lines, remove the fuel filler
    cap to release any pressure in the tank.
    3 1 - 1 0 6
    FUEL TANK (FBC)
    1. Remove the drain plug to drain the fuel tank.
    NOTE
    Do not disconnect the in-tank filter except when the filter
    is replaced.
    2. Loosen the fuel hose (main and return) clamps and
    disconnect the fuel hoses.
    3. Disconnect the filler hose and breather hose from the filler
    neck.
    4. After removing the protector (if so equipped) and fuel tank
    mounting band, drop the fuel tank slightly and disconnect the
    fuel gauge unit harness.
    5. Remove the fuel tank.
    6. Remove the fuel gauge unit as necessary.
    INSPECTION
    Check the following and replace defective parts as necessary.
    1.
    2.
    3.
    4.
    Leaky fuel tank
    If leaks are evident, clean the fuel tank interior and exterior
    and check for rust formation, corrosion, damage and cracks.
    A badly corroded or damaged fuel tank should be replaced.
    Clogged, cracked, damaged or rusty fuel pipe.
    NOTE
    When cleaning the fuel tank, avoid using cleaners which
    may affect the terne-coated inside surface of the tank.
    Use trichloroethylene, neutral emulsion type cleaner, etc.
    Peeled or damaged pad on top of tank
    If the pad is to be rebonded, clean the top surface of the tank,
    apply adhesive to the entire pad bonding area, and bond the
    pad securely.
    Test two-way valve for proper operation.
    To check the two-way valve, lightly breathe into the inlet and
    outlet. If the air passes through after slight resistance, then
    the valve is good.
    INSTALLATION
    1. Confirm that the pad is fully bonded to the fuel tank, then
    install the fuel tank by tightening the tank band until its end
    touches the floor.
    2. Connect all hoses and tubes correctly.
    CAUTION
    When installing the hoses. Be sure not to mix up the
    hoses.
    Improper installation can cause fuel leakage.
    3. Slowly slide the in-tank filter over the in-tank outlet pipe and
    tighten the drain plug to the specified torque.
    3 1 - 1 0 7
    FUEL LINE (FBC)
    FUEL LINE
    COMPONENTS
    3 1 - 1 0 8
    FUEL LINE (FBC)
    REMOVAL AND INSTALLATION
    1. Pipes should be secured firmly with clips and clamps to
    prevent looseness.
    2. With the hoses and pipes are installed, make sure that they
    are not distorted or loose.
    3. Route the hoses and tubes correctly and fit their ends
    securely.
    4. Install clips and clamps in correct direction to make sure that
    they do not interfere with neighboring objects.
    INSPECTION
    1. Check the hoses and pipes for cracks, bend, deformation,
    deterioration or clogging.
    2. Check the fuel filter for clogging or damage.
    3. Check the canister for clogging.
    4. Check the overfill limiter (two-way valve) and the fuel check
    valve for malfunction.
    Overfill Limiter Simple Test
    A simple way of inspecting the overfill limiter is to remove, and
    then air is lightly blown into either the inlet or outlet by mouth.
    If the air passes after a slight resistance, overfill limiter is in good
    condition.
    5. Check purge control valve as follows:
    1) Make sure that the engine coolant is between 80 and
    95°C (176 and 205°F).
    2) Disconnect the purge control hose from the carburetor
    and blow into the purge hose. The valve should not allow
    airflow. Then start the engine and increase the engine
    speed to 1,500 to 2,000 rpm and blow into the purge
    hose. If the valve is not open, check for clogged or broken
    vacuum hose, or malfunctioning thermo valve.
    FUEL FILTER REPLACEMENT
    1. Remove the fuel tank cap to release the fuel tank pressure.
    2. Disconnect the fuel hoses from the fuel filter, and then
    remove the fuel filter.
    CAUTION
    1) Whenever the fuel filter is replaced, always inspect the
    flex hoses for deterioration and cracking, and replace
    as necessary.
    2) Ensure the installation is secure and the fuel line
    routing is in the original configuration.
    3 1 - 1 0 9
    FUEL PUMP (FBC)
    FUEL PUMP
    REMOVAL
    1. Disconnect the battery ground cable.
    2. Disconnect the fuel inlet, outlet and return hoses at fuel
    pump.
    3. Remove the two fuel pump mounting bolts, and remove the
    fuel pump and push rod.
    4. Remove the fuel pump gaskets and insulator.
    INSPECTION
    Checking Leakage
    If there is oil or fuel leaks from breather hole, oil seal or
    diaphragm in fuel pump is defective. Replace fuel pump
    assembly.
    3 1 - 1 1 0
    FUEL PUMP (FBC)
    Inlet Valve Test
    To test the inlet valve, connect a vacuum gauge on the inlet
    fitting while the line is disconnected.
    1. Start engine or turn over with starting motor.
    2. There should be a noticeable vacuum present.
    3. If blow-back is present, inlet valve is not seating properly and
    a new pump should be installed.
    4. If fuel pump does not perform to above test requirements,
    a new fuel pump should be installed.
    Pressure Test
    1. Disconnect the hose at the carburetor and connect a fuel
    pressure gauge.
    2. Disconnect the fuel return hose from the pump and plug the
    fuel pump return pipe as shown in illustration.
    3. Check pressure while the engine is idling. Replace the pump,
    if required.
    Standard pressure (at camshaft rpm 2,500). . . . . . . . . . . . . .
    19-25 kPa (0.19-0.26 kg/cm2, 2.76-3.63 psi)
    Fuel Flow Rate Test (Volume)
    1. Disconnect the carburetor fuel hose and insert the end into
    a beaker.
    2. Disconnect the fuel return hose from the fuel pump and plug
    the fuel pump return pipe.
    3. Start the engine and measure the amount of fuel pumped
    within one minute.
    Volume (at camshaft rpm 2,500). . . . . . . . . . . . . . . . . . . . . . . .
    0.6 lit/min. (0.85 U.S.qt, 0.72 Imp.qt.)
    INSTALLATION
    1. Turn crankshaft to place piston in No. 1 cylinder at top dead
    center on compression stroke.
    NOTE
    This is to minimize cam lift for ease of installation.
    2. Insert the push rod into the cylinder head.
    3. Install the new gasket and insulator, and then install the fuel
    pump. Tighten the bolts firmly.
    4. Reconnect the fuel hoses to the fuel pump nipples and install
    the hose clamps.
    5. Start and run the engine. Check for fuel or oil leak.
    3 1 - 1 1 1
    FUEL PUMP (FBC)
    FUEL PUMP TROUBLESHOOTING
    3 1 - 1 1 2
    CARBURETOR
    CARBURETOR
    CONSTRUCTION
    3 1 - 1 1 3
    CARBURETOR
    COMPONENTS
    1. Throttle return spring
    2. Damper spring
    3. Throttle return spring bracket
    4. Throttle opener/dash pot
    5. Hose
    6. Vacuum delay valve
    7. Hose
    8. Screw
    9. Pin
    10. Float
    11. Needle valve
    12. Needle valve seat
    13. O-ring
    14. Packing
    15. Retainer
    16. Feedback solenoid valve (FBSV)
    17. O-ring
    18. O-ring
    19. Retainer
    20. Slow cut solenoid valve (SCSV)
    21. O-ring
    22. O-ring
    23. Plate
    24. Bimetal assembly
    25. Packing
    26. Connector
    27. Cover
    28. Diaphragm
    29. Spring seat
    30. Spring
    31. Housing
    32. Spring
    33. Diaphragm
    34. Valve
    35. Mixture control valve (MCV) assembly
    36. Gasket
    37. Cover
    38. Spring
    39. Diaphragm
    40. Body
    41. Spring
    42. Diaphragm
    43. Bracket
    44. Cover
    45. Spring
    46. Diaphragm
    47. Body
    48. Main air jet (primary)
    49. Pilot jet (primary)
    50. Pilot jet (secondary)
    51. Float chamber cover
    3 1 - 1 1 4
    CARBURETOR
    COMPONENTS
    52. Bracket
    53. Float chamber cover gasket
    54. Steel ball
    55. Weight
    56. Ball
    57. Plug
    58. O-ring
    59. Ball
    60. Screw
    61. Gasket
    62. Main jet (primary)
    63. Main jet (secondary)
    64. Cover
    65. Spring
    66. Diaphragm
    67. Enrichment jet valve 82. Throttle lever
    68. Enrichment jet 83. Cam follower
    69. Spring 84. Fast idle adjusting screw
    70. Ball 85. Free lever
    71. Pump cover assembly 86. Abutment plate
    72. Diaphragm 87. idle speed adjusting screw (SAS-2)
    73. Spring 88. Spring
    74. Pump body 89. Secondary lever
    75. Gasket 90. Idle speed adjusting screw (SAS-1)
    76. Mixing body 91. Plug
    77. Vacuum hose 92. Mixture adjusting screw (MAS)
    78. Depression chamber 93. Throttle body
    79. Throttle position sensor (TPS)
    80. Lever
    94. Idle speed adjusting screw (SAS-3)
    81. Adjusting screw
    3 1 - 1 1 5
    CARBURETOR
    REMOVAL
    1. Disconnect battery ground cable.
    2. Remove air cleaner.
    3. Disconnect the throttle cable from carburetor.
    4. Disconnect the vacuum hoses from carburetor.
    5. Disconnect connectors for solenoid valves and TPS.
    6. Place a container under fuel fittings of carburetor to catch
    any fuel that may be trapped in fuel line and disconnect the
    fuel hoses from the carburetor inlet nipples.
    7. Remove carburetor mounting bolts and carefully remove the
    carburetor from engine. Hold carburetor level to avoid spilling
    fuel from fuel bowl.
    DISASSEMBLY
    1. Remove the throttle return spring from the throttle lever and
    throttle return spring bracket unscrewing two screws.
    2. Remove the dash pot rod from the free lever.
    3. Unscrewing two screws, remove the bracket with two
    connectors and off the connectors.
    3 1 - 1 1 6
    CARBURETOR
    4. Pull the hose with delay valve off the nipple of choke breaker.
    5. Remove the float chamber cover screws “B” to remove the
    throttle body.
    6. Remove the screws “A” to remove the float chamber cover
    from main body.
    7. To remove the float chamber cover assembly, insert a screw
    driver blade between the enrichment cover and the float
    chamber cover as illustrated and lightly pry and lift up slowly.
    CAUTION
    Do not apply excessive force.
    8. Remove the pin and then remove the float and needle valve.
    CAUTION
    1) Do not let the float drop or supply collapsing load.
    2) Use care not to damage the end of the needle valve.
    CARBURETOR
    9. Using flat blade screwdrivers, pry up the needle valve seat
    at both edges to remove.
    CAUTION
    Use care not to damage the float chamber cover when
    pushing up the needle valve seat.
    10. Remove the retainer of the feedback solenoid valve (FBSV).
    11. Using a screwdriver or other tool with a thin flat end, push
    the stopper portion and remove the two terminals from
    behind the connector.
    NOTE
    Unless the terminals are removed from the connector, the
    feedback solenoid valve cannot be removed from the float
    chamber cover.
    12. Pull out the FBSV from the float chamber cover.
    3 1 - 1 1 8
    CARBURETOR
    13. Remove the retainer and pull out the slow cut solenoid
    valve.
    14.
    15.
    16.
    Using a screwdriver or other tool with a thin flat end, push
    the stopper section and remove the two terminals from
    behind the connector.
    To remove the bimetal assembly, grind away the head of the
    two rivets of the bimetal assembly using a hand grinder or
    other tool and remove the screw.
    Remove the plate and the bimetal assembly.
    17. Using a screwdriver or other tool with a thin flat end, push
    the stopper section and remove the terminal from behind the
    connector.
    CARBURETOR
    18. Remove the three screws attaching the Bowl Vent Valve
    (BVV) cover to the float chamber.
    19. Remove the plastic vent hosing, housing cover and the two
    springs.
    20. Remove the bowl vent valve diaphragm shaft.
    CAUTION
    Carefully pull the diaphragm out of the float chamber
    cover so that rubber vent seal slides off the diaphragm
    shaft.
    NOTE
    Be careful not to misplace the two small springs
    positioned on either side of the plastic vent housing.
    21. Unscrewing the three screws attaching the Mixture Control
    Valve (MCV) assembly, remove the MCV assembly.
    3 1 - 1 2 0
    22. Remove the three screws attaching the choke vacuum
    breaker cover, then remove the choke break cover, springs,
    diaphragm and linkage assembly.
    CARBURETOR
    NOTE
    Of the two diaphragm springs, the outer one is longer.
    23. Remove the choke bracket.
    24. Unscrewing the four screws, remove the choke opener.
    3 1 - 1 2 1
    CARBURETOR
    25. Remove the pilot jets and main air jet.
    NOTE
    When removing the jets, use a screwdriver that is an exact
    fit for their slot and work carefully to prevent damage.
    26. Carefully lift and swing up the roll-over device weight from
    the bottom of the float chamber, then use a magnet to
    remove the roll-over steel ball.
    NOTE
    Remove the float chamber gasket and pour the remaining
    fuel contained in the float chamber into a container.
    27. Remove the accelerator pump outlet check ball and weight.
    NOTE
    Invert the chamber to remove the accelerator pump outlet
    check ball and weight located at the gasket surface.
    28. Separate the float chamber from the throttle body.
    3 1 - 1 2 2
    CARBURETOR
    29. Remove the main jets.
    NOTE
    When removing the main jets, use a screwdriver that is
    an exact fit and work carefully to prevent damage.
    30.
    31.
    32.
    Remove the three screws attaching the enrichment valve
    cover to the enrichment housing on the float chamber.
    Remove the cover, spring and diaphragm.
    Unscrew the enrichment valve from the housing.
    33. Using a screwdriver, loosen the enrichment jet and take out
    the spring and ball from the enrichment jet valve.
    CAUTION
    The valve has many small parts. Do not lose them.
    34. Remove the four screws (thread sealant supplied) attaching
    the accelerator pump cover to the float chamber.
    35. Remove the accelerator pump cover, diaphragm, spring,
    pump body and gaskets.
    3 1 - 1 2 3
    CARBURETOR
    NOTE
    When reinstalling, apply thread sealant to the screws and
    be sure the pump body, gasket and cover are properly
    positioned.
    36. Remove the E-clip and outside washer on the secondary
    throttle shaft and slide the diaphragm spring link off the
    throttle shaft.
    37. Remove the two screws attaching the diaphragm bracket to
    throttle body and remove the secondary throttle diaphragm.
    38.
    39.
    40.
    41.
    Using a 10 mm wrench, remove the nut attaching the
    accelerator pump lever to the throttle shaft.
    With the impact driver, remove two screws attaching the
    throttle position sensor to the throttle body.
    Remove the E-clip holding the throttle position sensor onto
    the throttle shaft.
    For removal of plug, clamp carburetor in a vice and drill a
    2mm (5/64 in.) pilot hole in the casting surrounding the idle
    mixture adjusting screw (MAS) then redrill the hole to 3mm
    (1/8 in.)
    Insert a blunt punch into the hole and drive out plug.
    3 1 - 1 2 4
    REASSEMBLY
    Perform reassembly in reverse of disassembly procedure, paying
    special attention to the following items:
    1. Clean all parts before assembly.
    2. Check to be sure that no clogging is in the air passages and
    fuel passages.
    3. Check for smooth operation of throttle and choke linkage. If
    the operation is not smooth, clean them up. Then may be
    replaced at this time to ensure proper carburetor performance.
    4. When replacing a main or a pilot jet, the old jet and the new
    jet must be of the same size, because the jet is selected after
    exact flow measurement by factory.
    5. Do not reuse the O-rings and gasket. Replace them with new
    ones at every reassembly.
    Service Point of Reassembly
    1. Make sure that correct jets are installed at correct positions.
    Note the size symbol stamped on each jet for identification.
    Identification mark
    Main jet
    Primary . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . # 83.8
    Secondary . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . # 145
    Pilot jet
    Primary . . . . . . . . . . . . . . . . . . . . . . .. . . . . ... # 46.3
    Secondary. . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . # 70
    2. Bimetal assembly
    1) Fit the bimetal end over the choke valve lever.
    CARBURETOR
    2) Install the plate and temporarily tighten the screw.
    3) Align the mating marks.
    4) Set the rivet as illustrated.
    7) Install terminal to the connector at correct position.
    5) While keeping the mating marks aligned, install the
    bimetal assembly with a hand riveter or similar tool.
    6) Tighten the screw.
    3 1 - 1 2 6
    CARBURETOR
    INSPECTION
    General Description
    Check the following and repair or replace parts if necessary.
    1.
    2.
    3.
    4.
    5.
    6.
    7.
    Check the fuel paths (jets) and air paths (jets or orifices) for
    clogging. If clogged, wash thoroughly with cleaning solvent
    or detergent and blow by compressed air. Do not use metal
    wire or other metal pieces.
    Check the diaphragms for damage and cracks.
    Check that the needle valve operates lightly. If the valve is
    hard to slide or is binding, repair or replace. If there is
    overflow, poor valve to seat contact is suspected. Check
    thoroughly.
    Check the fuel inlet filter (located above the needle valve)
    for clogging and damage.
    Check the float operation. Check the float and lever for
    deformation and damage and replace if necessary.
    Check operation of the throttle valve, chock valve and link.
    If they do not operate lightly, wash well and apply engine
    oil sparingly to their shaft.
    Check the float chamber cover and main body for damage
    and cracks.
    Slow Cut Solenoid Valve (SCSV)
    1. Apply battery voltage directly to the slow cut solenoid valve
    terminals.
    2. Check that the valve operates with a click.
    3. Using a circuit tester, check that there is no continuity
    between the solenoid valve body and terminals.
    CARBURETOR
    4. Measure resistance between the terminals.
    SCSV coil resistance . . . . . . . . . . 48-60 fl [at 20°C (68°F)]
    Feedback Solenoid Valve (FBSV)
    1. Apply battery voltage directly to the feedback solenoid valve
    terminals.
    2. Check that the valve. operates with a click.
    3. Check that the jet is free from clogging.
    4. Using a circuit tester, check that there is not continuity
    between the solenoid valve body and terminals.
    3 1 - 1 2 8
    CARBURETOR
    5. Measure resistance between the terminals.
    FBSV coil resistance . . . . . . . . . . . 54-66 0 [at 20°C (68°F)]
    Bimetal Assembly
    Using a circuit tester, measure resistance between the terminal
    and body.
    Bimetal resistance . . . . . . . . . . . . . Approx. 6 0 [at 20°C (68°F)l
    Dash Pot
    Check that the dash pot operates normally. Resistance must be
    felt when the dash pot is pulled. When the rod is released it
    must return quickly to the original position. If no resistance is
    felt when it is pulled, the diaphragm or the check valve is broken.
    If the rod returns slowly, the check valve is binding. In either
    case, replace the dash pot.
    Secondary Throttle Chamber (Depression Chamber)
    Check the secondary throttle chamber diaphragm for damage.
    First, push up fully and closing tightly the nipple with a finger,
    release the rod. The diaphragm is intact if the rod does not return
    to the initial position while the nipple is held closed with a finger.
    If the rod returns, the diaphragm is broken. Replace the
    secondary throttle chamber.
    CARBURETOR
    Throttle Position Sensor (TPS)
    1. Measure resistance between terminals 1 and 2 of the
    throttle position sensor.
    TPS resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5-6.5 Kn
    2. Check the body for crack and damage.
    Fast Idle Opening
    1. Set the lever on the mark (scribed line) of fast idle cam.
    2. Measure the primary valve to throttle bore clearance.
    Fast opening (drill diameter)
    M/T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.93 mm (0.037 in.)
    A/T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.02 mm (0.040 in.)
    3. If the clearance is out of specification, adjust using the fast
    idle adjusting screw for the standard value.
    Adjusting screw Valve opening
    Clockwise Larger
    Counterclockwise Smaller
    Fast idle rpm
    Increases
    Decreases
    3 1 - 1 3 0
    CARBURETOR
    Unloader Opening
    1. Lightly press the choke valve with a finger to fully close it.
    2. In this state, fully open the throttle valve and measure the
    choke valve to choke bore clearance.
    Standard value. . . . . . . . . 1.9-2.1 mm (0.075-0.083 in.)
    3. If the clearance is out of specification, bend the throttle lever
    at illustrated portion to adjust the clearance to the standard
    value.
    Choke Breaker
    CAUTION
    Check and adjust with the bimetal assembly removed.
    1. Lightly press the choke valve with a finger to fully close it.
    2. Push the choke breaker rod toward the diaphragm and
    measure the choke valve to choke bore clearance.
    Standard value
    1st stage . . . . . . 1.4-1.6 mm (0.055-0.063 in.)
    2nd stage . . . . . . . 2.9-3.1 mm (0.114-0.122 in.)
    3. If the clearance is out of specification, adjust by bending the
    throttle lever at illustrated portion.
    3 1 - 1 3 1
    CARBURETOR
    INSTALLATION
    1.
    2.
    3.
    4.
    5.
    6.
    7.
    8.
    9.
    Inspect the mating surfaces of carburetor and intake
    manifold. Be sure both surfaces are clean and free of nicks,
    burrs or other damage.
    Place a new carburetor gasket on intake manifold surface.
    Carefully place the carburetor on intake manifold.
    Install carburetor mounting bolts and tighten alternately, a
    little at time, to compress carburetor gasket evenly. The bolts
    must be drawn down tightly to prevent vacuum leakage
    between the carburetor and intake manifold.
    Connect the throttle cable, vacuum hoses and fuel hoses.
    Check carefully for worn of loose vacuum hose connections.
    Check to be sure the choke valve opens and closes fully
    when operated.
    Check to see that full throttle travel is obtained.
    Install air cleaner. The air cleaner should be cleaned or
    replaced at this time to ensure proper carburetor performance.
    10. Connect battery cable.
    CAUTION
    The practice of priming an engine by pouring gasoline into
    the carburetor air horn for starting after servicing the fuel
    system should be strictly avoided. Cranking the engine and
    priming by depressing the accelerator pedal several times
    should be adequate.
    11. Set carburetor idle speed and mixture adjustment.
    3 1 - 1 3 2
    ENGINE CONTROL (FBC)
    ENGINE CONTROL
    TORQUE : Nm (kg.cm, lb.ft)
    REMOVAL
    Accelerator Cable
    1. Loosen the accelerator cable adjusting nut.
    2. Disconnect the accelerator cable from either the throttle
    lever.
    3. Disconnect the accelerator cable from the accelerator arm.
    ENGINE CONTROL (FBC)
    4. Disconnect the accelerator cable guide from the fire wall,
    and then remove the accelerator cable.
    Accelerator Pedal
    1. Loosen the accelerator cable adjusting nut, and disconnect
    the accelerator cable from the accelerator arm and remove
    the accelerator pedal.
    2. Remove the return spring from the accelerator arm.
    3. Remove the cotter pin from the accelerator arm shaft, and
    then remove the accelerator arm from the accelerator arm
    bracket.
    INSPECTION
    1. Check the inner and outer cables for damage.
    2. Check the cable for smooth movement.
    3. Check the accelerator arm for bending.
    4. Check the return spring for deterioration.
    5. Check for connection of accelerator cable to end fitting.
    INSTALLATION
    1. Apply the specified multipurpose grease around the each
    moving point of the pedal.
    Recommended multipurpose grease . . . . . . . . . . . . . . . . . . . . .
    Multipurpose grease SAE J310a, NLGI
    grade #2 or equivalent
    3 1 - 1 3 4
    ENGINE CONTROL (FBC)
    2.
    3.
    4.
    5.
    To prevent entry of exhaust fumes, apply semi-drying type
    sealant to the bolt mounting hole, and then tighten the
    accelerator arm bracket.
    Make sure that the accelerator cable is laid without sharp
    bends.
    Inspect the play of accelerator cable.
    Install parts and torque to specification.
    3 1 - 1 3 5
     
  2. Cai banh xe
    Offline

    Kích thích nghĩa là kích vào chỗ người ta Thích!
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    Tham gia ngày:
    26/11/09
    Số km:
    16,884
    Được đổ xăng:
    12,173
    Mã lực:
    215
    Giới tính:
    Nam
    Xăng dự trữ:
    102,166 lít xăng
    Không hiểu!
     
  3. giacvecad
    Offline

    Tài xế O-H
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    Tham gia ngày:
    10/9/11
    Số km:
    294
    Được đổ xăng:
    172
    Mã lực:
    76
    Giới tính:
    Nam
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    1,958 lít xăng
    What do you mean?
     

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