ENGINE

ECM INPUT & OUTPUT

CONTROL

 ECM Input & Output

MR140
Input Control Output

1. Power Supply (B+)

1. Injector
2. Power Supply (IGN)
2. Spark Timing
3. Pre-O2 Sensor (Heated)

4. Post-O2 Sensor(Heated) 3. IAC

5. ECT E 4. A/C Clutch Relay

6. IAT
5. Fuel Pump Relay
7. TPS
6. MIL
8. VSS (M/T)

9. MAP
C 7. Cooling Fan(HI, LOW)

10. CKP 8. Canister Purge Solenoid

11. CMP 9. LEGR Solenoid

12. Knock Sensor

13. ACP
M 10. VGIS Solenoid (DOHC)

11. O2S Heater

14. LEGR Position F/B

15. Rough Road Signal 12. Tachometer

16. Octane Select S/W 13. Fuel Level Meter

17. A/C ON Signal
14. Coolant Temp Meter
18. Fuel Level Gage
15. Serial Data (DLC)
19. Ground CAN

TCM
 ENGINE
PRE-OXYGEN SENSOR
CONTROL

 Pre-Oxygen Sensor

1. General Operation
The Oxygen Sensor is used to adjust and maintain desired engine air/fuel mixtures to
better control exhaust emissions and fuel economy.

Most automotive Oxygen Sensors are made of zirconia. This ceramic material will
produce a voltage in response to the amount of unused oxygen in the exhaust
stream. It does this by comparing the amount of oxygen in the exhaust to the
amount of oxygen in the air. When the exhaust is lean (excess air), the sensor
produces a low voltage (near zero volts). When the exhaust is rich (excess fuel), it
produces a high voltage (up to one volt).

For the sensor to work correctly, it needs a good source of outside air for
reference and temperatures of at least 260。C (500。 F). Typically, an unheated
sensor is open to the atmosphere at the outer shield and is heated by the exhaust gas.
The ECM compares the voltage from the Oxygen Sensor to the values
programmed into it. If the air/fuel ratio is lean, it adds fuel ; and if the air/fuel ratio is
rich, it subtracts fuel to keep the engine running at the desired point.

The ECM uses Oxygen sensor information for:

● Open loop/closed loop criteria
● Ideal air/fuel ratio
 ENGINE
PRE-OXYGEN SENSOR
CONTROL

 Pre-Oxygen Sensor

* Classifications
The Oxygen sensors are classified according to if the sensors have the heater and
where the sensors are located.
The Oxygen sensors with the heater integrated are called The Heated type Oxygen Sensor.
The heater provides added heat to the zirconia element to help the element come up to
temperature faster, operate better in colder running engines, give improved fuel control, and
be less sensitive to contaminants.
If there are two oxygen sensors employed, the one located before the catalytic converter is
the Pre-Oxygen Sensor and the other after the catalytic converter is the Post-Oxygen sensor.
The pre-oxygen sensor is to mainly feed-back A/F mixture condition while the post-oxygen
sensor to monitor the catalytic converter performances.
Generally the pre-oxygen sensor is non heated type because it is located very close to the
combustion chamber and which provides exhaust gas heat to the sensor element for early
“light-off time”. But stricter emission regulation made the heater adopted even to the pre-
oxygen sensor.

2. Location
Just below the exhaust manifold on the exhaust pipe.

[ Non-Heated Type ] [ 1.4 / 1.5 SOHC ]

 ENGINE
PRE-OXYGEN SENSOR
CONTROL

 Pre-Oxygen Sensor [ HV240 ]

3. Inspection [ Non-Heated Type ]

ECM
A12 Signal(HI)

2 1 A27 Ground(LO)

Oxygen sensor Case Ground

Exhaust gas

(1) Disonnect the sensor connector, ground the ground terminal and turn the
ignition on and measure the voltage at the signal line. If the reference value is not
measured, inspect the power supply or the ground of the ECM.

Reference value 400 ~ 500 mV

2) Re-connect the sensor connector. After warming up the engine(ECT 80℃),

measure the signal voltage during the engine idle. It should toggle below 200 mV
and above 800 mV.

Reference voltage Below 200 mV, Above 800mV

Injection O2S signal Integrator Cause

The faulty oxygen sensor
Low fuel pressure
Vacuum leak
Lean Below 200mV more than 128
Faulty MAP sensor
Clogged injector or fuel filter
Faulty fuel pressure regulator

Faulty oxygen sensor or ground

Faulty MAP sensor
Clogged fuel return line or air cleaner
Rich Above 800mV less than 128
Faulty fuel pressure regulator or injector
Faulty EGR valve or CCCP solenoid
Faulty ignition system or engine timing
 ENGINE
PRE-OXYGEN SENSOR
CONTROL

 Pre-Oxygen Sensor [ MR140 ]

4. Inspection [ Heated Type ]

4 ECM

IGN
2
(Heater Power) M29 Signal(HI)

1
M12 Ground(LO)
Oxygen sensor Case Ground
3
K16 Heater Ground
Exhaust gas

● Heater Resistance
(1) Remove HO2 sensor connector
(2) Measure the Heater resistance : 13.2 ± 10.0% Ω

● Reference voltage
(1) Remove the sensor connector, IGN ON and ground the LO signal line.
(2) Measure the sensor signal of the ECM.

Reference value 400 ~ 500 mV

● Signal voltage

(1) Re-connect the sensor connector. Warm up the engine(ECT 80℃)

(2) Measure the signal voltage during the engine idle. It should toggle below 200
mV and above 800 mV.

Reference voltage Below 200 mV, Above 800mV

 ENGINE
POST-OXYGEN SENSOR
CONTROL

 Post-Oxygen Sensor [ MR140 ]

1. General Operation
The Heated type Oxygen Sensor is provided added heat to the zirconia element from an
electric heater inside the sensor. This helps the element come up to temperature faster,
operate better in colder running engines, give improved fuel control, and be less
sensitive to contaminants. The heater power comes directly from the vehicle electrical
system and is usually turned on with the ignition switch. In some vehicles, relays may be
used to turn the heater off and on under certain conditions.

The Heated Oxygen Sensor is located in the exhaust system after the catalytic converter.
That is why it is called the Post-Oxygen sensor. This sensor is used to check the
performance of the converter and may also be used to aid in adjusting the engine air fuel
ratio. If there are leaks in the exhaust system ahead of this sensor, it can cause improper
emissions system performance.

While oxygen sensors used behind the catalytic converter are very similar to the sensors
used for engine control, their signals may not look the same. The signal of an engine control
sensor normally swings up and down between about 0.8 and 0.2 volts one or more times
every second. When the converter is warmed up and operating correctly, the signal from the
sensor behind the converter move very slowly. It is not unusual for the signal from this
sensor to stay at either high voltage (greater than 0.8 volts) or a low voltage (less than 0.2
volts) for several seconds or even minutes. When it switches between high and low, the rate
of change may be slow compared to the engine control sensor. All these indications are
normal and are not a reason to replace the sensor.
 ENGINE
POST-OXYGEN SENSOR
CONTROL

 Post-Oxygen Sensor [ MR140 ]

[ Post-Oxygen Sensor Location ] [ Pre and Post Oxygen Sensor Signals ]

2. Location
: After the Catalytic Converter

[ 1.4 SOHC ]
 ENGINE
POST-OXYGEN SENSOR
CONTROL

 Post-Oxygen Sensor [ MR140 ]

3. Inspection

4 ECM

IGN
2
(Heater Power) K36 Signal(HI)

1
K53 Ground(LO)
Oxygen sensor Case Ground
3
M2 Heater Ground
Exhaust gas

● Heater Resistance
(1) Remove HO2 sensor connector
(2) Measure the Heater resistance : 13.2 ± 10.0% Ω
● Reference voltage
(1) Remove the sensor connector, IGN ON and ground the LO signal line.
(2) Measure the sensor signal of the ECM.

Specified voltage 450mV

● Signal voltage
(1) Re-connect the connector and maintain idle RPM while the ECT is over 80℃
(2) Measure the O2 sensor signal of the ECM.

Specified voltage 100mV ~ 900mV (Flat signal)

The above signal is toggling between specified voltage range (100mV ~ 900mV), but it
appears to be flat momentarily, because its toggling frequency is so long compared to
the Pre-Oxygen sensor.

If the measured value is not within the specified value, possible cause may be in wiring,
the O2 sensor or the ECM or the engine.
 ENGINE ENGINE COOLANT
CONTROL TEMPERATURE SENSOR

 Engine Coolant Temperature Sensor

1. General Operation
The ECT sensor is a two-wired sensor. It is threaded into the engine coolant jacket in
direct contact with the engine coolant. The coolant sensor contains a thermistor and
provides the ECM with coolant temperature reading. The ECM supplies a 5- volts
reference to the ECT sensor through a dropping resistor.
When the sensor becomes hot, it serves lower resistance, which the ECM
detects as lower voltage. This feature is called NTC.
The ECM uses the ECT information to make the needed calculations for
 Rich fuel delivery in cold condition  Advanced Ignition in cold condition
 Knock sensor system  Idle RPM control in cold condition
 Torque converter clutch application  Canister purge solenoid
 Cooling fan operation  A/C Compressor etc.

* The Coolant Temperature Meter

The ECM receives the engine coolant temperature signal from the ECT sensor and
modulates the Coolant Temperature Meter by 128Hz PWM (Pulse Width
Modulation).
As the temperature increases, the Control Duty increases.
Coolant Temperature Duty Signal (Idle)

50℃ 16% 4.2V

85℃ 48% 2.6V

105℃ 48% 2.6V

125℃ 79.5% 1.0V

 ENGINE ENGINE COOLANT
CONTROL TEMPERATURE SENSOR

 Engine Coolant Temperature Sensor

2. Location : Below the DCP ignition module.

[ 1.4 / 1.5 SOHC ]

Model Application ON OFF Remarks

Low 93℃ 90℃
Cooling fan
High 97℃ 94℃
T-200 A/C Compressor Cut-Off 112℃ 115℃
1.4S 120℃ 117℃ A/F 12.5 :1
Power enrichment mode
1.5S 120℃ 117℃ A/F 12.5 :1
Low 93℃ 90℃
Cooling fan
High 97℃ 94℃
A/C Compressor Cut-Off 112℃ 115℃
T-150
1.3S 113℃ 110℃ 12.5 :1
Power enrichment mode 1.5S 120℃ 117℃ 12.5 :1
1.6D 122℃ 118℃ 12.5 :1
Low 97℃ 94℃
Cooling fan
High 101 ℃ 98℃
J-150
A/C Compressor "Cut-Off" 112℃ 115℃
Power enrichment mode 120℃ 117℃ 12.5 : 1
Low 93(96)℃ 90(93)℃ ( ) : SOHC
Cooling fan
High 97(100)℃ 94(97)℃ ( ) : SOHC
V-100
A/C Compressor "Cut-Off" 112(115)℃ 115(118)℃ ( ) : SOHC
Power enrichment mode 113(115)℃ 110(112)℃ ( ) : SOHC
Low 96℃ 93℃
Cooling fan
High 100℃ 97℃
U-100
A/C Compressor "Cut-Off" 115℃ 118℃
Power enrichment mode (12.5:1) 113℃ 110℃ ITMS-6F only
 ENGINE ENGINE COOLANT
CONTROL TEMPERATURE SENSOR

 Engine Coolant Temperature Sensor

3. Inspection

ECM

Sig 5V Ref above 50℃

5V Ref below 50℃
1 348Ω 3.65 kΩ
Engine
Coolant
Temperature
sensor
2

Coolant Temp. Meter

Cluster “4”

(1) Disconnect the sensor connector, IGN ON and measure the reference voltage.
• Reference value : 4.8 ~ 5.2 V
If the above value is not measured, the sensor wiring may be opened or shorted or
the ECM malfunctioned.
(2) Connect the sensor connector and measure the voltage at the signal terminal
according to engine temperature.
• At 80 ~95 ℃ : 1.8 ~ 2.5 V
(3) Disconnect the sensor connector and measure the resistance of the sensor.

Coolant Temperature Resistance Coolant Temperature Resistance

120℃ 99.8Ω 50℃ 977Ω
110℃ 131Ω 40℃ 1,460Ω
100℃ 177Ω 30℃ 2,238Ω
95℃ 205Ω 20℃ 3,510Ω
90℃ 240Ω 10℃ 5,672Ω
80℃ 332Ω 0℃ 9,425Ω
70℃ 466Ω -10℃ 16,160Ω
60℃ 670Ω -20℃ 28,660Ω
 ENGINE
INTAKE AIR TEMPERATURE SENSOR
CONTROL

 Intake Air Temperature Sensor

1. General Operation
The IAT sensor is a two-wire sensor to measure the temperature of inlet air to
engine cylinder.
The IAT sensor is a kind of thermistor which provides a varying voltage signal to
the ECM depending on its varying resistance. The resistance decreases as
temperature increases. This feature is called NTC (Negative Temperature
Coefficient).
The ECM supplies a 5 volt reference to the IAT sensor through a dropping resistor.
Sensor resistance and resulting sensor voltage become high together when the
sensor is cold.
Air temperature readings are of particular importance during the cold engine
operation in open loop.

A reading of the manifold or the intake air temperature is used by the ECM to :

 Adjust the A/F ratio in accordance with air density, particularly during the cold
engine operation when the exhaust manifold and fuel are below normal
operating temperature.
 Control spark advance and acceleration enrichment.
 Determine when to enable the EGR and CCCP and so on.(some applications)

2. Location : On the Elbow Hose

[ 1.4 / 1.5 SOHC ]

 ENGINE
INTAKE AIR TEMPERATURE SENSOR
CONTROL

 Intake Air Temperature Sensor

3. Inspection

ECM

Sig
5V Ref
1

IAT

1) IGN ON, disconnect the sensor connector and measure the voltage from the
ECM between two terminals of the connector.

• Reference value : 4.8 ~ 5.2 V

If the above value is not measured, the sensor wiring may be opened or shorted or
the ECM malfunctioned.

2) Connect the sensor connector and turn on the ignition key and measure the
voltage between the ECM signal terminal and ground according to ambient
temperature.

• At Coolant Temp 80 ~ 95 ℃ : 0.68 ~ 1.0 V

3) Disconnect the sensor connector and measure the sensor resistance according to
temperature.

Temp. -5 ℃ 00 ℃ 05 ℃ 15 ℃ 25 ℃ 35 ℃
Resistance 7273 Ω 5800 4651 3055 2055 1412
 ENGINE
THROTTLE POSITION SENSOR
CONTROL

 Throttle Position Sensor

1. General Operation
The TPS is a three-wire variable resistor (potentiometer) mounted on the throttle body
and operated by the throttle valve shaft. When the throttle valve is closed, the ECM
reads a low voltage signal. When the throttle is wide open, the ECM reads a high
voltage signal. The voltage signal changes according to the throttle position,
about 0.5 volts at idle and about 4.5 to 5 volts at wide open throttle.
The TPS signal is one of the parameters used by the ECM to calculate :
 Fuel delivery
 Torque converter clutch (TCC) application
 Transmission shifting schedule
 EVAP control system
 Ignition timing
 EGR
 A/C

2. Location

[ 1.4 / 1.5 SOHC ]

 ENGINE
THROTTLE POSITION SENSOR
CONTROL

 Throttle Position Sensor

3. Inspection

5V Ref

3
TPS Sig ECM

1) Disconnect the sensor connector, turn the ignition key on and measure the
voltage from the ECM between the terminal 2 and 1 of the connector.

Reference voltage 4.8 ~ 5.2 V

If the above value is not measured, the sensor wiring may be opened or shorted or
the ECM malfunctioned.
2) Connect the sensor connector, measure the signal voltage between terminal 3
and ground according to the throttle valve position with the ignition on.

Throttle position Signal voltage

Idle 0.45 ~ 0.85 V
Wide open 4.05 ~ 4.75 V

3) If the reference value is not measure, disconnect the sensor connector and
measure the resistance of each terminal.

Total resistance (ter. 2 - 1) 5 ~ 7℃

Closed (ter. 3 - 1) 1 ~ 3℃
W.O.T (ter. 3 - 1) 5.5 ~ 7.5 ℃
 ENGINE
VEHICLE SPEED SENSOR
CONTROL

 Vehicle Speed Sensor

1. General Operation
The VSS provides vehicle speed information to the ECM. This sensor is for only
Manual Transmission.
A/T vehicles have their VSS inside A/T case, called Output Speed Sensor(OSS). This
VSS signal transferred to the ECM from the TCM through the CAN lines.

The ECM needs information about vehicle speed to operate :

 The Idle air control (IAC) valve
 Canister purge solenoid

The VSS is Hall Sensor type. The VSS is located in Manual Transmission as a
speed driven gear type sensor. This sensor produces 6 pulses at one rotation. As
speed increases, pulse frequency increases.

2. Location : Speedometer Driven Gear in the Manual Transmission

Speedometer Driven Gear

[ 1.4 / 1.5 SOHC ]

 ENGINE
VEHICLE SPEED SENSOR
CONTROL

 Vehicle Speed Sensor

3. Inspection

IGN 1 ECM

C Sig
12V Ref
B
VSS(M/T)

(1) Disconnect the sensor connector, turn the ignition key on and measure the
voltage between the terminal “A” and “C” of the connector.

Supply voltage 11 ~ 13 V

If the above value is not measured, the fuse or the wiring may be opened or
shorted or poor connected connectors or the ground troubled.
(2) Disconnect the sensor connector, measure the voltage from the ECM
between terminal “B” and ”A” with the ignition on. (Isolate the signal wire from other
circuits)

Reference voltage 12 V ref (Delphi)

If the reference value is not measured, inspect the wiring open and the ECM.

(3) Connect the sensor connector, turn the ignition key on and measure the signal
voltage between terminal “B” and ground to see it changes while you turn the VSS
shaft slowly.

Cycle between below 1V and above 10 V

Reference voltage
(During driving 6.81 ~ 8.48 V)

If the above value is not measured, the sensor is faulty.

 ENGINE MANIFOLD ABSOLUTE PRESSURE
CONTROL SENSOR

 MAP Sensor

1. General Operation
The speed density is a system of measuring intake air flow by sensing changes in
intake manifold pressures which result from engine load and speed changes.
The ECM combines MAP along with IAT, RPM, EGR to calculate mass air flow.
The MAP sensor is a three - wire sensor. It contacts with the vacuum pressure from
the intake manifold to sense the manifold absolute pressure.
The MAP sensor is the Piezo element type, which is a transducer to convert the
pressure change into electric signal. Inside the sensor, the pressurized space is
integrated, which is used as pressure reference. The sensor detects the pressure
difference from this reference pressure. That’s how the MAP measures the
absolute pressure.
The air flow is one of the basic parameter in deciding fuel delivery and spark
timing. When the engine is not running, the manifold is under atmospheric
pressure and the MAP sensor is registering barometric (BARO) pressure.
The ECM updates its BARO pressure reading when the ignition is cycled and
when the TP is at wide open.

The ECM uses MAP information for :

 Fuel delivery  Spark timing
 Canister purge solenoid  Barometric pressure readings

2. Location
: On the Intake Manifold

[ 1.4 / 1.6 DOHC ]

 ENGINE MANIFOLD ABSOLUTE PRESSURE
CONTROL SENSOR

 MAP Sensor

3. Inspection

E C M
MAP
C 5V Ref

+
- B Signal

1) Disconnect the sensor connector, turn the ignition key on and measure the
voltage between the terminal “C” and “A” of the connector to see Ref voltage is
supplied.

Reference voltage 4.5 ~ 5.2 V

If the above value is not measured, the sensor wiring is opened or the ECM is
malfunctioned. (check the connection with other sensors)

2) Connect the sensor connector, measure the voltage between terminal “B” and
ground with the ignition “On”.

Signal voltage 4.8 ~ 5.2 V

3) Run and idle the engine and measure the signal voltage between terminal “B”
and ground. (Engine warmed-up , No loaded)

Reference 0.98 ~ 1.95 V Idle

voltage 4.5 ~ 5.0 V WOT

4) Connect the sensor connector, turn the ignition key on and connect the vacuum
pump on the sensor vacuum terminal and measure the signal voltage between
terminal “B” and ground as vacuum changes.

Vacuum pump pressure Signal voltage Vacuum pump pressure Signal voltage
102 KPA 4.870 ~ 5.032 V 40 KPA 1.521 ~ 1.683 V
94 KPA 4.492 ~ 4.654 V 15 KPA 0.171 ~ 0.333 V
 ENGINE
CRANKSHAFT POSITION SENSOR
CONTROL

 Crankshaft Position Sensor

1. General operation
The Crankshaft Position Sensor (CKP) senses the crankshaft target wheel rotation to
calculate Engine RPM used for EST, injection basic control.
The sensor type is an Inductive type or Variable Reluctance type (VR type).

Volt

HI

LO

Time

[ Output Signals ]

2. Location : At the Crank Shaft Target Wheel on the Fly Wheel side.

4 Rear
3
2
1

Front
CKP

Target Wheel

[ 1.4 / 1.5 SOHC ]

 ENGINE
CRANKSHAFT POSITION SENSOR
CONTROL

 Crankshaft Position Sensor

3. Inspection

ECM

1
HI

2
LO

Crank position
sensor(CKP)

1-2 460 ~ 620 Ω

Specification 2-3 ∞Ω

1-3 ∞Ω

Air Gap (CKP-Target Wheel) 0 .5 ~ 1.5mm

Output Voltage 400mV ~ 400V

Tightening torque 5 ~ 8 Nm
 ENGINE
CAMSHAFT POSITION SENSOR
CONTROL

 Camshaft Position Sensor

1. General Operation
The camshaft position (CMP) sensor detects the camshaft rotation speed.
This sensor is Hall type like the VSS.
The ECM recognizes the No.1 cylinder piston position from this signal, used as a
“synchronous pulse” to trigger the injectors in the proper sequence, which is the
sequential fuel injection.
If CMP sensor signals are lost while the engine is running, the fuel injection system will
be substituted with a calculated sequential fuel injection mode based on the last valid fuel
injection pulse, so the engine will continue to run.

Crankshaft Position Sensor

5V
0V

2. Location : Behind the Cam Sprocket

[ 1.4 / 1.5 SOHC ]

 ENGINE
CAMSHAFT POSITION SENSOR
CONTROL

 Camshaft Position Sensor

3. Inspection

IGN

E C M
CMP sensor
3

Signal
1
5V Ref

2
Ground

1) Disconnect the sensor connector, turn the ignition on and measure the voltage

Terminal Ref. V
"2" - "3" 5V
"1" - "2" 12 V

2) Inspect the sensor.

Clearance 0.3 ~ 2.0 mm

"1" - "2" ∞
Resistance "1" - "3" ∞
"2" - "3" ∞
 ENGINE
KNOCK SENSOR
CONTROL

 Knock Sensor

1. General Operation
The knock sensor is used to detect engine detonation. When the ECM
experiences knocking, it retards ignition spark timing.
The knock sensor is a kind of gravity sensor, which produces irregular AC signals
when it experiences some vibration.
The ECM contains a non-replaceable knock filter module called a Signal-to-Noise
Enhancement Filter module. This module determines whether knock occurs by
comparing the received knock signal to the pre-stored voltage in the noise
channel.
When the received knock signal is out of the voltage level in the noise channel, the
ECM ignores the signal as a false knock signal by recognizing normal engine
noise. When the ECM recognizes that an abnormally low voltage level of the noise
channel is experienced, DTC(s) will be set.

[ Knock sensor ]

[ Knocking signal at acceleration ]

 ENGINE
KNOCK SENSOR
CONTROL

 Knock Sensor

2. Location : Under the Intake Manifold on the cylinder block.

[ Intake ]

[ Exhaust ]

[ 1.4 / 1.5 SOHC ]

3. Inspection

ECM
1
Sig

2
Ground

Knock
sensor

Ter. 1 - 2 ℃
Resistance Ter. 1 - 3 ℃
Ter. 2 - 3 ℃
Output voltage 26 ± 8 mV/g (5 KHz)
Tightening torque 20 ± 5 N.m
 ENGINE
CONTROL AIR CONDITIONING PRESSURE SENSOR

 Air Conditioning Pressure Sensor

1. General operation
The A/C system uses the ACP sensor mounted in the high pressure line of the A/C
refrigerant system to monitor the A/C refrigerant pressure.
The sensor is Piezo element like the MAP sensor.
The ECM switches the cooling fan speed high when the pressure is high as well as cuts
off the A/C compressor clutch when the pressure is excessively high or low.

Pressure Signal
Function
(℃ /℃ ) KPA Volt

A/C comp OFF 1.96 192 0.487

Low pressure cut-off ON 2.35 230 0.545
OFF 14.8 1,449 2.386
Cooling fan HI control
ON 19.00 1,859 3.0
A/C comp. OFF 29.90 2,936 4.632
High pressure cut off ON 21.60 2,116 3.394

2. Location : Beside Front RH suspension mounting.

1(5V Ref)

2(Ground)

3(Signal)

[ 1.4 / 1.5 SOHC ]

 ENGINE
AIR CONDITIONING PRESSURE SENSOR
CONTROL

 Air Conditioning Pressure Sensor

3. Inspection

E C M
ACP

1 5V Ref

3 Signal

1) Disconnect the sensor connector, turn the ignition key on and measure the
voltage from the ECM between the terminal 1 and 2 of the connector.

Reference voltage 4.8 ~ 5.2 V

If the above value is not measured, the sensor wiring is opened or shorted or the
ECM is malfunctioned.

2) Connect the sensor connector, install the manifold gage on the A/C system line
and measure the signal voltage as the gage pressure is changing while the A/C
compressor is running.

Pressure Pressure
Volt Volt
℃ /℃ KPA ℃ /℃ KPA
1 98 0.35 15 1,471 2.42
3 294 0.64 17 1,667 2.72
5 490 0.94 18 1,765 2.86
8 785 1.38 20 1,961 3.16
10 981 1.68 25 2,452 3.90
12 1,177 1.97 30 2,942 4.64
13 1,275 2.12
 ENGINE
AIR CONDITIONING PRESSURE SENSOR
CONTROL

 Air Conditioning Pressure Sensor

* A/C Cut-OFF Condition

Items Condition

OFF 97% or more

TPS Time 10 sec

ON 91.5% or less

OFF 115 ℃ or more

Coolant Temp.
ON 112 ℃ or less

OFF 5,500RPM or more

RPM
ON 4,800RPM or less

OFF 2,936 KPA(29.9Kg/㎠) or more

HIGH
ON 2,115 KPA(21.4Kg/㎠) or less
A/C Pressure
ON 230 KPA(2.3Kg/㎠) or more
LOW
OFF 192 KPA(2.0Kg/㎠) or less

M/T At Vehicle Speed less than 23KPH, TPS40% or more

OFF
A/T ↑
Start to Go
M/T At Vehicle Speed more than 33KPH or less than TPS20%
ON
A/T ↑

M/T At Vehicle Speed 25KPH( AT 22KPA) or more and TPS 50% or more
OFF
A/T TPS instant change 6.4% or more, For just 5 sec
During Driving
M/T
ON Less than TPS 30%
A/T
 ENGINE
CAN COMMUNICATION
CONTROL

 CAN Communication

1. General Operation
The ECM shares some driving information with the TCM for better shifting feels and
shifting points. And this is implemented by CAN (Controller Area Network)

ECM TCM
HI A17 HI

LO A7 LO

ECM TCM
1. Engine RPM 1. VSS
2. TPS ECM 2. Oil Temperature Signal
3. Engine Torque 3. Torque Reduction Request
4. ECT TCM 4. PNP Signal
5. IAT 5. Gear Position
6. MAP
7. Ignition Timing
8. A/C ON
 ENGINE
FUEL INJECTOR
CONTROL

 Fuel injector

1. General Operation

Application 1.2 SOHC 1.4 SOHC 1.4 DOHC 1.5 SOHC 1.6 DOHC

Static flow rate

1.35 g/sec 2.825 g/sec 2.223 g/sec 2.825 g/sec 2.223 g/sec
(380kpa)

Injection type Sequential Sequential Sequential Sequential Sequential

Resistance(Ω) 14.5 ± 0.5 12.0 ± 0.4 12.0 ± 0.4 12.0 ± 0.4 12.0 ± 0.4

Part number 96518620 96334808 96386780 96334808 96386780

Basically, Injection timing is synchronized to the engine RPM and Camshaft position.
Injection amount at a cycle is determined by how much air is coming into the combustion
chamber. The fuel quantity control is implemented by how long the injector is opened by the
ECM driver.

2. Fuel cut-off
- 1.4 SOHC (A/T, M/T) : 6400 RPM(Drive/Neutral/Reverse)
- 1.5 SOHC (A/T, M.T) : 6400 RPM(Drive/Neutral/Reverse)
 ENGINE
FUEL INJECTOR
CONTROL

 Fuel injector

3. Inspection

IGN 1
Injectors
1 1 1 1
#1 #2 #3 #4

2 2 2 2

ECM

1) Disconnect the injector connector, turn the ignition key on and measure the
voltage of the power supply terminals to see if battery voltage is measured. If
the battery voltage is not measured, the engine room fuse or wiring is opened.

2) Disconnect the injector connector, install a test lamp or a voltage meter on the both
terminals of the connector and crank the engine.
Under the above condition, if the measured voltage does not change or the test lamp
stays on, the wiring between the injector and the ECM is shorted to ground,
and if the test lamp stays off, the wiring between the ECM terminals and the injector is
opened or the ECM is malfunctioned.

3) Connect the injector connector, turn the ignition on and measure the voltage of the
ECM terminals. If the voltage is not measured, the injector coil or the wiring is opened or
the connector is bad connected.

Reference value 12 V

4) Measure the resistance of injector

Reference value 12.0 ± 0.4 Ω

 ENGINE
DUAL COIL PACK
CONTROL

 Dual Coil Pack

1. General Operation
The DCP is basically same as the DIS in that there is no distributor, so each spark plug
supplied ignition energy directly from the ignition coil.
The DCP has only the ignition coil pack, not the ignition module. The ignition
module is integrated inside the ECM. So the primary coil ON/OFF is directly
controlled by the ECM.

Secondary coil B+
1-4 2-3

Support

Primary coil

Plastic
Shield

1 4 2 3
Case
 ENGINE
DUAL COIL PACK
CONTROL

 Dual Coil Pack

2. Inspection

IGN

Ignition coil

1 B

Shield earth

4 C

3 A

1) Remove the DCP connector, turn the ignition on and measure the voltage
between the terminal “B” and ground. If battery voltage is not measured,
the fuse or the wiring is opened or shorted.
2) Re-connect the connector, measure the voltage between “A” and Ground or “C”
and Ground during the cranking. You should earn some uniform voltage variance.
Otherwise you should check the EST wire, CKP signal and the ECM fault.
3) Measure the coil resistance : You can measure the secondary coil resistance.

Application Value
Primary coil 0.5 ± 0.05Ω
Secondary coil 5200 ± 400Ω

● Resistance of high tension cable

Reference value 2.5 ~ 12 kΩ

 ENGINE
LINEAR EXHAUST GAS RECIRCULATION
CONTROL

 Linear Exhaust Gas Re-circulation [ MR140 ]

1. General Operation
The Linear EGR valve is an electromechanical device that regulates the quantity of
exhaust gas re-circulated into the air-induction system to prevent the oxides of
nitrogen(NOx) generating. The Linear EGR valve features continuously Variable EGR
flow control through “Closed Loop” pulse-width modulated commands from the engine
controller. The linear EGR solenoid valve is powered by the battery voltage through
the main relay. The EGR is controlled by PWM signals from the ECM. There is the EGR
pintle position sensor, a potentiometer.

● Too Much EGR may result in :

* Increased HC emissions due to unburned fuel from partial burns.
* Decreased Nox emissions due to lower combusion temperature.
* Driveability sags and flat spots due to misfires and partial burns.
* Spark timing that is too retarded (may burn off HC in the exhaust system).
● Too Little EGR may result in :
* Decreased HC emissions due to better combusion.
* Increased NOx emissions due to higher combusion temperature.
* Decreased fuel economy due to higher pumping losses.
* Spark knock due to timing advanced too much.

Parameter Enable condition Disable condition

VSS ≥ 3 KPH -

RPM ≥ 1400 ≤ 1300 , ≥ 4800

TPS ≥ 3.12 % ≤ 1.95 %
ECT ≥ 75 ℃ ≤ 70 ℃
IAT ≥ 4℃ ≤ 1 ℃ , ≥ 85 ℃
Battery voltage ≥ 11.5 V ≤ 11 V , ≥ 16 V
Vacuum ≥ 6 Kpa ≤ 6 Kpa
Air Fuel ratio ≥ 13.4 ≤ 13.1
EGR pintle position ≥ 5.1% ≤ 5.1 %
 ENGINE
LINEAR EXHAUST GAS RECIRCULATION
CONTROL

 Linear Exhaust Gas Re-circulation [ MR140 ]

Application Values
Sensor Resistance 5.0 kΩ ± 40%@25 ℃
Pintle Position Sensor Vout@Closed 0.16 ~ 1.08 V
Vout@Wide Open 3.55~4.47 V
* Wide Open position is determined by the software, is not the absolute physical maximum.
Coil Resistance 8.2 ± 0.4 Ω, 20 ℃
Solenoid
Frequency 128 Hz

2. Location

3. Inspection

LEGR ECM

2 M48

3 M9
Signal

4 M16
5V ref
1
M19

M52
6
M3

IGN
 ENGINE
IDLE AIR CONTROL VALVE
CONTROL

 Idle Air Control Valve

IAC

ECM Pintle

Throttle valve
Intake air

Throttle
body

1. General Operation
The IAC valve is located in the throttle body. It has a movable pintle at the one end ,
driven by a small electric motor called a stepping motor. The stepping motor is capable of
moving in exact, measured amounts called steps.
The ECM uses the IAC valve to control idle rpm. It performs this function by
changing the pintle position in the idle air passage of the throttle body. This varies the air
flow around the throttle plate when the throttle is closed.

During closed throttle, the ECM continuously compares actual idle rpm with the
programmed desired idle rpm and adjusts the IAC valve accordingly to achieve the
desired idle rpm. In some applications, the ECM also adjusts ignition timing to
control idle speed even more precisely.

To determine the desired position of the IAC pintle during idle or deceleration,
which is indicated by closed throttle position (0% throttle angle), the ECM refers to the
following inputs:

 Battery voltage
 ECT
 TP sensor
 Engine load (MAP, A/C compressor)
 Engine rpm
 Vehicle speed
 ENGINE
IDLE AIR CONTROL VALVE
CONTROL

 Idle Air Control Valve

Terminal
1 2 3 4 Pintle Step RPM
Cycle
Max open 255 Increase
1 + - + -
2 + - - + Max close 0 Decrease
3 - + - +
* ECM control range : 0 ~ 204 step
4 - + + -
* Total stroke : 8.5mm
5 + - + -
6 + - - +

[ IAC voltage cycles ]

2. Inspection

ECM
IAC
A Low
IAC “B”
B Hi

C Low
IAC “A”
D Hi

1) Measure the voltage between IAC connector pins A through D and ground
accelerating the engine. If the voltage is not measured, the wiring between the step
motor and the ECM is opened.
Terminals Voltage
A ℃ Ground
B ℃ Ground
Cycles 0.5V and 12V
C ℃ Ground
D ℃ Ground

2) Measure the resistance of IAC valve with IG switch “OFF” after disconnecting
IAC connector.

Terminals Resistance
A℃ B 40 - 80 ℃ (25℃ )
C℃D 40 - 80 ℃ (25℃ )
A,B,C,D ℃ Ground ℃℃
 ENGINE
IDLE AIR CONTROL VALVE
CONTROL

 Idle Air Control Valve

3. Resetting IAC Valve

For MR-140 / HV-240 ECM, the IACV reset procedure is not needed, because the
Delphi 32bit ECM performs IACV position reset every time IGN is turned OFF.

The IACV adaptation is performed through the normal driving.

 ENGINE CONTROLLED CHARCOAL CANISTER
CONTROL PURGE SOLENOID

 Controlled Charcoal Canister Purge Solenoid

1. General operation
As temperature of fuel tank increases, vapor is generated in fuel tank and vapor from
the fuel tank is collected in the canister.
Under engine “off-idle” conditions, the stored vapors are drawn into the engine
intake manifold and consumed during combustion.
On most vehicles, canister purge is controlled by a ECM-controlled solenoid that
allows engine vacuum to purge the canister.
To prevent purge at idle or when the engine is cold, vacuum is closed off from the
canister. To achieve this, the normally-closed solenoid valve is de-energized by
the ECM. Canister purge is controlled by pulse width modulation of the solenoid.
Basically canister purge occurs when the following conditions have been met :
• Engine running for a specific time
• Coolant temperature above specified value
• Vehicle speed above a specified value
• Throttle off-idle
If the solenoid valve sticks open, the canister can purge to the intake manifold at
all times. This can allow extra fuel to enter the intake manifold at idle or during
engine warm-up, to cause a rough or unstable idle due to over rich condition.
Parameter Enable condition
Starting below 10℃ 60 ℃ or more
ECT
Starting over 10℃ 20 ℃ or more
Battery 8 V ~ 19 V
Air flow > O mg/stroke
Engine Not Decel Fuel Cut Off
Idle max duty (ECT≥ 65 ℃ ) 20%
Operation range (ECT≥ 65 ℃ ) 0 ~ 100 %

Vehicle 1.4 SOHC 1.5 SOHC

ON 25~33L / min (50 kpa) 25~33L / min (50 kpa)

Vent flow rate
OFF Below 0.05L / min Below 0.05L / min

Resistance 21.8 - 28.5 ℃ (25℃ ) 21.8 - 28.5 Ω(25℃ )

Frequency 16 Hz PWM 16 Hz PWM
 ENGINE CONTROLLED CHARCOAL CANISTER
CONTROL PURGE SOLENOID

 Controlled Charcoal Canister Purge Solenoid

2. Location : Behind the DCP module on the Intake Manifold

Intake Manifold

Canister

[ 1.5 SOHC ]

3. Inspection

ECM

IGN 1

2 1
Canister purge solenoid

1) Disconnect the CCCP solenoid connector, turn the ignition on and measure the
voltage between the power supply terminal and ground. If battery voltage is not
measured, check the relay operation and see if the fuse or the wiring is opened.

2) Measure the solenoid coil resistance.

Model 1.4 SOHC 1.5 SOHC Reamrk

Resistance (25℃) 21.8 ~ 28.5 Ω 21.8 ~ 28.5 Ω

ECM [MR140] GENERAL FEATURE

 General feature

1. Figure

Connector “M”
Connector “K”

- Design : Delphi
- Architecture : 32 bits
- Pins : “M” 64 + “K” 64 = 128

2. Octane Value Setting

Octane value
95 91 87 83
Switch
MR140 ECM (K5) ON OFF - -

3. Location
: Beside the engine room fuse box