Module 2.

Gasoline Engine Component

 Describe the main input/output elements and main

control actions (fuel injection, air-fuel ratio and ignition)
of an engine.
 Describe the location, function and mechanism of the
Learning sensors and actuators.
Objective  Use diagnostic equipment to measure the output and
waveform of each of the sensors and actuators of a
normal engine.
 Perform a basic inspection, calibration and adjustment.

1. Basic Knowledge

2. Intake & Exhaust System

3. Fuel System (MPI)

4. Fuel System (GDI)

5. Ignition System

6. Miscellaneous

7. Basic Inspection and Adjustment

Lesson 1. Basic Knowledge
1.1 Electrical Management System

O2 sensor
ETC MAP VIS Injector CMP D-CVVT IG Coil Linear / Binary

Canister

PCSV Fuel pump ECM CKPS Knock ECTS

Sensor

< Nu MPI engine >

Gasoline engines in the present day must meet the market demands of output, fuel efficiency
and low emission. An electronic control system is now installed in the ECU of vehicles for the
control of all combustion processes. An electronic control system can be divided into input and
output elements.

Input elements allow the current engine state to be accurately detected to support normal ECU
function. The map sensor measures the volume of air sucked into the combustion chamber and
sends it to the ECU. The oxygen sensor detects the oxygen level in the gas discharged through
the exhaust pipe and sends it to the ECU. This enables air-fuel ratio control. The ECT sensor
detects coolant temperature in the engine, while the CKP sensor and CMP sensor detect engine
RPM and identify the top dead center of the first cylinder.

Output elements are controlled when the ECU sends out signals and operates the actuator or
coil. Output elements include the throttle valve, OCV, injectors and ignition coil. Such output
elements are controlled by a "control system," which can be divided into an ignition system, fuel
injection system and exhaust gas controller.
 [Input] [Output]
Air quantity detection: MAF / MAP / Injectors / Injector driver
Intake air temp

Brake switch / clutch switch Ignition coils

Barometric pressure sensor G terminal / C terminal

Oxygen sensor front / rear Idle speed actuator

Electrical load switch / FR terminal

Main relay
/ Battery sensor

Power steering pressure switch / Fuel pump relay

pressure sensor
Cooling fan relay / PWM
Engine coolant temperature sensor module

Throttle position sensor /

Check engine lamp
Accelerator position sensor

Crankshaft position sensor / Oil control valve

Camshaft position sensor
ECM
Ac compressor relay
Ignition switch on / Crank signal /
Battery voltage
EGR solenoid valve
Knock sensor / Ignition failure /
Ionic current sensor Electronic throttle

Engine oil temperature sensor Oxygen sensor heater circuit

Vehicle speed- / Wheel speed- /

Variable intake system
Accelerator sensor
solenoid
Inhibitor switch / Neutral switch
Immobilizer control lamp
AC switch / Triple switch /
Pressure transducer Bus communication

Bus communication / Torque

reduction request Diagnosis output

Immobilizer Purge control solenoid

< Input & Output Diagram >

• Various sensors: Detects engine operation and sends electrical signals to the CPU
• Input interface: Performs amplification, A/D conversion, noise removal and voltage control
for signals received from sensors
• CPU: Computes output values using input data according to program commands and
sequences saved in the memory device
• Output interface: Amplifies CPU output signals
• Actuator: Converts amplified output signals into mechanical action
1.2 Main Controls
This section explains the three main controls of the electronic control system of a gasoline vehicle
in relation to engine combustion.

An ECU receives information (engine load, RPM, driver's intention) from various sensors. It then
drives multiple actuators to produce certain driving performance, fuel efficiency and exhaust gas
emission. In short, an ECU controls fuel injecton volume, ignition timing and air-fuel ratio to
produce optimum torque, fuel consumption and exhaust.

1) Injection Volume Control

The ECU calculates an ideal fuel injection volume based on signals received from sensors. The
calculated data is sent to the injectors for fuel injection volume control. More specifically, the ECU
calculates a standard fuel injection volume based on intake air volume and engine RPM, and
calculates a compensated fuel injection volume based on signals received from sensors. In
addition, it determines the injection timing and the cylinder to inject the fuel from CKP sensor and
CMP sensor, and controls the feedback by the signals from oxygen sensor.

During fuel injection, injection hole size and fuel pressure in the fuel rail remain consistent.
Increase and decrease in fuel injection volume are rendered by an increase or decrease in the
time the injectors are open for. Determination of final injection pulse width is the function of a
three-step process.
Step1
MAP/MAF
Basic Injection Duration
Determined

Ignition

Step2
IAT Corrected Injection Duration
Determined (Basic Injection
Duration Correction)
ECT IAT Correction
Warm-up enrichment
After-start enrichment
TPS Power enrichment
Air/Fuel Ratio Feedback
Correction
O2 sensor

Step3
B+ Voltage Final Injection Signal Determined
(Voltage Correction)

Injectors
 Fuel control according to engine state
Full Load
The engine's operating state varies by the driver's

Load
intention and driving conditions. This makes the
fuel injection control system's calculation of an

Start
ideal fuel injection volume for varying engine

Stop
operation state paramount. In general, engine Partial load
operation states that influence fuel injection volume
control are categorized according to engine RPM
and load. Idle
30 400 1000 RPM
~35 ~450 ~1200
a. At engine start-up
• Low engine RPM and no load
• Slightly rich air-fuel ratio (oxygen sensor off: no input signals from oxygen sensor)
b. Engine warm-up
• Driving time until coolant temperature becomes normal after engine start-up
• Air-fuel ratio kept at 12:1 to 15:1
• No feedback control until engine warm-up completion)
c. Idle engine
• Throttle valve closed, no load (RPM: 600-900)
• Lowest stable RPM achieved from a balance of output created from the combustion of
air sucked in through
• the throttle valve opening and loss caused by factors such as engine friction
d. Partial load
• Light load (most driving states)
e. Full load
• Throttle valve fully open (WOT)
• Heavy engine load, very high engine RPM
f. Sudden acceleration and deceleration
• Air-fuel ratio deviates from target ratio; lean during acceleration and rich during
deceleration
• Fuel injected into the intake manifold attaches to the intake valve and the surrounding
area → The speed of attached fuel evaporation drops if intake pipe pressure is high and
attached area temperature is low
* Acceleration compensation: Attached fuel evaporation speed drops as intake pipe
pressure rises→ Lean air-fuel ratio from attached fuel volume increase → Fuel increase
compensation required
* Deceleration compensation: Fuel evaporation speed rises during deceleration as throttle
valve closes and intake pipe pressure falls → Rich air-fuel ratio from attached fuel volume
decrease → Fuel decrease compensation required
g. Fuel Cut
• The ECU stops fuel injection by injectors; fuel cut-off occurs during deceleration and at
high RPMs
* Deceleration fuel cut-off: If throttle valve is completely shut and engine RPM is above a
set value, deceleration (fuel supply not required) is recognized and fuel is cut off →
Improved fuel efficiency and cleaner exhaust gas
* High RPM fuel cut-off: If engine RPM is above a set value, e.g. 6,000 RPM, fuel is cut off
to suppress further RPM increase to prevent engine damage
2) Air-fuel Ratio Control

Stoichiometric-ideal

ECU uses oxygen sensor input to fine-tune fuel delivery.

Influence of mixture composition

1. Air Fuel Ratio Feedback Control

A gasoline engine must perform combustion at the stoichiometric ratio to increase the purifying
efficiency of a three-way catalyst. In general NOx discharge increases in lean combustion, and
CO and HC discharge increases in rich combustion. Using a three-way catalyst to purify all of
such discharges requires control at the stoichiometric ratio.
However, the range of air-fuel ratio that can purify
all exhaust gas is extremely limited. Such a need for Oxygen
exhaust gas purification cannot be fulfilled with sensor
open-roof control; feedback control is performed Signal
using an oxygen sensor. An oxygen sensor's output
signal changes suddenly when closed to the
stoichiometric ratio. This characteristic is taken ECU
Decision
advantage of to compare the oxygen sensor's output signal
voltage and standard voltage, and determine identify
dilution and concentration. An appropriate
compensation is made for concentration (decrease) Fuel increase
and dilution (increase). Sometimes air-fuel ratio Feedback
Compensation
feedback control is not required due to factors such signal
as oxygen sensor temperature, driving stability and
catalyst overheating.

※ The following conditions do not require air-fuel ratio feedback:

• Low coolant temperature, e.g. 35℃ or below
• Fuel increase at or after engine start
• High-load driving, e.g. TPS opening rate of 80% or higher
• Fuel cut-off
• Lean signals received from oxygen sensor for longer than tolerated
• Malfunction of sensor that influence fuel injection, i.e. map sensor or injector
sensor
2. Air Fuel Ratio Learning Control
• Concept
Air-fuel ratio learning control means learning to compensate by controlling the injected amount to
meet the stoichiometric air-fuel ratio at all times
• Necessity
The trait characteristics of parts can change from manufacturing tolerance during production or
aging of the intake system or fuel system from prolonged vehicle use For such engines,
stoichiometric ratio control is required by reducing fuel volume through air-fuel ratio
compensation; however, air-fuel ratio compensation range is limited. This makes air-fuel ratio
control impossible in severe cases. Therefore, the ECU has to learn the air-fuel ratio
compensation conditions over a period of time on a regular basis to understand the engine's
combustion characteristics. It puts to memory the current operating values and adjusts the fuel
injection accordingly.

Oxygen sensor
value

Air-fuel ratio
compensation value
(Short-term)

Air-fuel ratio Lean section Lamda 1 section Rich section

learning tendency
(Long-term)

• Short-term control
Short-term control refers to fuel volume control which immediately follows an oxygen sensor's
output voltage. When oxygen sensor voltage indicates it's lean, fuel injection volume is gradually
increased. When the voltage reaches the limit for rich combustion (set at over 450mV), fuel
injection volume is gradually reduced, before being increased again when the lean combustion
limit (set at below 450mV) is reached. Increased or decreased fuel injection volume is displayed
as "Air-fuel ratio: % or + %" in service data. When "-" is added to this value, that means
the indicated amount is reduced according to the basic injection time. This value is highly
variable.
• Long-term control
Long-term control refers to fuel volume control based on the oxygen sensor's output standard
voltage, which changes according to the driver's behavior, driving conditions and the engine's
mechanical actions. As the changing value is statistically learned and memorized at a set interval
over a long term, the period of fuel injection that actually takes place from a set time is renewed
as the standard injection time. For example, an engine with a learning value of -10% will achieve
the stoichiometric ratio when the standard injection time mapped on the ECU is reduced by 10%.
This is why air-fuel ratio compensation takes place based on the fuel injection time calculated by
reducing the standard injection time by 10%. In other words, the air-fuel ratio compensation value
becomes 0% as the learning is completed. Basically, the learning control is a control that updates
the reference values of the air-fuel ratio control. When the learning is complete, fuel injection is
reduced by -10% from baseline to compensate. This new mapping stays in memory and is
available when the engine restarts.
 3) Ignition Control
Ignition timing refers to the timing of spark plugs' sparking of a compressed mixer. It would make
sense if ignition took place at the moment the piston reaches the top dead center after the mixer
becomes compressed, but that would be too late. This is because it takes time for flames to
spread. So what would be the ideal ignition timing? In most cases, the flame front should be as
wide as half of the combustion chamber when the piston is at the top dead center. Ignition timing
is expressed as an approximate crankshaft rotation angle when the piston is at the top dead
center. If ignition takes place at TDC 40-30°, the combustion chamber will reach maximum
pressure at BDC 15-20°. If ignition timing is too early, combustion takes place before the piston
reaches the top dead center and output is reduced as the force that pushes the piston to the top
dead center is increased. If too late, expansion force is not generated as the piston is pressed
down when it is already moving down.
As flame speed increases to match engine RPM, ignition timing needs to be hastened to match
engine RPM in order to achieve maximum combustion chamber pressure when the piston passes
the top dead center.

What happens if ignition What happens if ignition Combustion pressure is highest

takes place too soon? takes place too late? when the piston is slightly past the
→ Presses the rising → Insufficient piston- top dead center → Maximum
piston pressing power torque
 Ignition timing control diagram
Ignition timing data memorized in the ECU is given the categories of Ignition, Idle and Driving
based on vehicle state. The actual ignition timing is determined by adding various compensation
factors to the initial ignition timing.

Ignition timing = Initial ignition + Standard advanced angle for ignition + Adjusted
advanced angle for ignition
The concept of ignition timing control is shown below.

Standard Final ignition Ignit

Compensations
ignition timing timing ion

Acceleration
RPM
Engine noise
Coolant temp.
reduction
Intake air temp.
Air-con ON
Altitude
Electrical load
Idle stabilization
Radiator Fan ON
Anti surge
 Knocking and Ignition Timing Control
During combustion, the flame front spread from the spark plugs continues by compressing
blowby through combustible gas expansion. Consequently, the temperature and pressure of
blowby increase. If the temperature and pressure exceeds the fuel's combustion limit, self-
ignition takes place. The pressure imbalance occurring in the combustion chamber as a result
impact the combustion chamber walls. Such vibration and noise are referred to as "knocking."
Amongst the many causes of knocking, flame-spreading speed is the top cause. If flame-
spreading speed is low, end gas self-ignites during combustion and knocking likely results.

Spark Plug Spark Plug

Flame Flame

Explosion of
unburned mixed
End-gas

Piston Piston
< Normal combustion > < Normal combustion >

A common method of knocking suppression is the use of high-octane fuel or reducing end gas
temperature/pressure and reducing combustion duration. If engine specifications are already set,
ignition timing delay, engine RPM increase, coolant temperature decrease or intake temperature
decrease can be used.
As ignition timing is closely related to knocking, the knocking control systems in use attempt to
suppress knocking by controlling ignition timing. What is more, the ignition timing that generates
maximum engine torque is similar to the ignition timing that generates knocking. Thus the
purpose of knocking suppression is increasing engine efficiency and improving output and fuel
efficiency by controlling ignition timing at the limit at which knocking occurs.
In essence, a knocking control system detects instances that produce knocking through a
knocking sensor and adjusts the ignition timing to the moment right before knocking occurrence
(ignition timing delay) to ensure good engine performance.
Sensor Voltage

Threshold
Ignition Voltage
0V
Spark k Advance

Advance

No Big Small
Knocking Knocking Knocking Basic
Advance
Retard
Lesson 2. Intake & Exhaust System

An intake system measures and controls the amount of oxygen required for combustion, and is
made up of a map sensor, intake air temperature sensor and throttle position sensor.

When the engine starts, air is sucked into it through the intake system by the vacuum generated
inside the combustion chamber. An air cleaner is installed in the foremost part of an intake
system for filtering out impurities in sucked in air. Oxygen volume is then measured by the map
sensor and air is supplied to the throttle body. The throttle body has a throttle valve, which
moves in synchronization with the gas pedal, and controls the volume of oxygen sucked into the
engine. Oxygen that pass through the throttle body gets sucked into the combustion chamber
via the surge tank and intake manifold.

The exhaust system discharges combusted exhaust gas from the combustion chamber. When
this happens, the ECU receives oxygen concentration signals from the oxygen sensor. Air-fuel
ratio control then takes place based on the analyzed components of exhaust gas.

Intake System Exhaust System

2.1 MAP Sensor

Silicon Chip

IC

Perfect Vacuum
Chamber

1. Role and Function

It senses absolute pressure of the surge tank and transfers the analog signal proportional to the
pressure to the ECM. By using this signal, the ECM calculates the intake air quantity and engine
speed.
※ The MAP sensor is integrated with the IAT (Intake Air Temperature) sensor.
2. Installation Location
It is installed on the surge tank.
3. Mechanism
The MAPS consists of a piezo-electric element and a hybrid IC amplifying the element output
signal. The element is silicon diaphragm type and adapts pressure sensitive variable resistor
effect of semi-conductor. Because 100% vacuum and the manifold pressure apply to both sides
of the sensor respectively, this sensor can output analog signal by using the silicon variation
proportional to pressure change.
4. Symptoms of Trouble
The ECU is unable to receive intake air volume measurement signals. It measures intake air
volume using values modeled after data such as engine RPM, TPS and load. As an accurate air
volume measurement is not possible, output reduction at acceleration/deceleration, decreased
fuel efficiency and minor engine stall can occur. But it is difficult for the driver to recognize such
symptoms.
If pressure is not 0.3-0.4 bar in idle after sufficient engine warm-up, air leakage from the intake
or incoming external air should be suspected.

Specifications Circuit Diagram

2.2 IAT Sensor

Resistance changes with

intake air temperature
Ω/V

NTC
resistor

Intake air
temperature

1. Role and Function

It detects the intake air temperature. To calculate precise air quantity, correction of the air
temperature is needed because air density varies according to the temperature. So the ECM
uses not only MAPS signal but also IATS signal.
2. Installation Location
It is installed on the surge tank. (integrated with the MAP sensor).
3. Mechanism
This sensor has a Negative Temperature Coefficient (NTC) Thermister and it's resistance
changes in reverse proportion to the temperature.
4. Symptoms of Trouble
Air density changes occurring from intake air temperature changes cannot be compensated.
Intake air volume measurement accuracy is reduced when symptoms of trouble are present.
This means that output loss or fuel efficiency reduction can occur during acceleration and
deceleration. But it is difficult for the driver to recognize such symptoms.

Temperature Resistance(㏀
℃ ℉ )
40 -40 40.93 ~ 48.35
-20 -4 13.89 ~ 16.03
0 32 5.38 ~ 6.09
10 50 3.48 ~ 3.90
20 68 2.31 ~ 2.57
40 104 1.08 ~ 1.21
60 140 0.54 ~ 0.66
80 176 0.29 ~ 0.34

Specifications Circuit Diagram

2.3 ETC (Electronic Throttle Control)
APS (Accelerator Pedal Position Sensor)

- Non-contact type
Accel. pedal
- Sensor #1, #2 signal input

1. Role and Function

As there is no mechanical connection from the accelerator pedal to the throttle if the
car is equipped with an electronic throttle system, the position of the accelerator
(drivers intention) must be informed to the ECU, which in turn drives the electronic
throttle.
2. Installation Location
Bottom right of driver seat
3. Mechanism
This is done by the accelerator pedal position sensor. Similar to the throttle position sensor it is
basically a potentiometer. Two independent detection lines are build in the sensor as a back up
for each other (for safety reasons). In many systems the two signals are diametrical to each
other and APS 2 output voltage is always half of APS 1 output voltage. In the case one signal
fails the other one can be used as reference / backup.
4. Symptoms of Trouble

Failure Control Symptom

APS 1 fault ECM looks at APS 2
Normal
APS 2 fault ECM looks at APS 1
APS 1.2 fault Limp-home mode Engine idle state (under 1200rpm)

Output
5V 100%
82%
80%

APS1
50% 41%
APS2

0V 0%
Idle WOT
Specifications Circuit Diagram
2.3 ETC (Electronic Throttle Control)
TPS (Throttle Position Sensor)

1. Role and Function

In a gasoline engines, the amount of fuel injected is dependent on the amount air sucked into
the combustion chamber (air:fuel=14.7:1). Engine output is determined according to the amount
of air sucked into the combustion chamber. The driver's acceleration/deceleration intentions are
sent to the ECU as APS signals. Then, throttle valve opening is controlled to determine the
amount of air to be sucked into the combustion chamber.
The TPS is built into the ETC, and provides values indicating how much the throttle valve has
opened. Using such TPS values, the ECU opens or closes throttle valve as necessary.
2. Installation Location
It is located in front of the surge tank.
3. Mechanism
Basically it is a potentiometer connected with the throttle shaft mechanically. It is creating a
voltage change, related to the position of the throttle. Depending on the system the TPS sensor
may have two lines incorporated, in this case independent two signals are out put (TPS1 and
TPS2).
4. Symptoms of Trouble

Failure Control Symptom

TPS 1 fault ECM looks at TPS2
Normal
TPS 2 fault ECM looks at TPS1
Limp-home mode Engine RPM is limited at below. 1,500rpm and vehicle
TPS 1.2 fault
(Throttle valve stuck at 7°) speed at maximum 40 ~ 50 km/h (25 ~ 31 mph)

< Specifications > < Circuit Diagram >

2.4 Front Oxygen Sensor
Engine emission without
Voltage curve catalytic aftertreatment Linear Type Binary Type
of λ-sensor
mV
Engine emission with (Front) (Rear)
catalytic aftertreatment
1000 Exhaust
Flow
800 Catalyst

600 Linear Type Binary Type

400

200

0.9 0.95 1.0 1.05 1.1

1. Role and Function

A three-way catalyst is installed on a vehicle to reduce toxic exhaust gas and to meet regulatory
requirements regarding CO2 emissions. A three-way catalyst oxidizes CO and HC, and
deoxidizes Nox simultaneously when close to the stoichiometric ratio, and converts CO2, H2O,
O2 and N2 into non-toxic substances. In a state leaner than the stoichiometric ratio, NOx is not
purified efficiently and released into the air in greater amounts. In a state richer than the
stoichiometric ratio, CO and HC are not purified efficiently and released in greater amounts in
exhaust gas.
The air-fuel ratio needs to be adjusted to the stoichiometric ratio in order to effectively purify
exhaust gas using a three-way catalyst. However, the catalytic converter window capable of
purifying all three of CO, HC and NOx is extremely small, and open-loop control cannot achieve
the desired outcome. In order to achieve the air-fuel ratio required by a three-way catalyst, an
oxygen sensor must be installed on the exhaust pipe to determine whether the air-fuel ratio is
richer or leaner than the stoichiometric ratio for a subsequent adjustment.
Thus the role of an oxygen sensor is measurement of oxygen concentration in exhaust gas and
notification of the ECU, which then operates the engine to achieve the stoichiometric ratio.
Ultimately, exhaust gas purification is rendered more efficient to minimize toxic exhaust gas.
2. Installation Location
In a four-cylinder engine, an oxygen sensor is installed at the front and rear of the catalyst. A
linear-type Lambda sensor is installed at the front and a binary-type oxygen sensor at the rear (a
binary-type is installed at both the front and rear for Euro 4 specifications and below).
3. Mechanism
• Binary Type (λ=1 Sensor)
Output voltage characteristically changes suddenly when close to the stoichiometric ratio (λ=1)
depending on the volume of oxygen remaining in exhaust gas. Output voltage of 0-0.4V is
measured when leaner than the stoichiometric ratio, and 0.6-1V when richer. Such electromotive
force signals are given to the ECU as feedback so that fuel injection volume can be controlled to
maintain the stoichiometric ratio.
 Applying platinum electrodes to both sides of an zirconia element (ZrO2), an oxygen ion
conductor, and maintaining consistent partial oxygen pressure on the inside through oxygen
contact and releasing exhaust gas to the outside produces electromotive force at high
temperatures due to the difference in the oxygen concentration of the zirconia element's inner
and outer sides. In short, electromotive force is generated when oxygen ions move from the
atmosphere to exhaust gas due to a difference in the oxygen concentrations (partial oxygen
pressure) of the atmosphere (richer) and exhaust gas (leaner). When this electric signal is sent
to the ECU, it determines whether exhaust gas is rich or lean.

• Linear Type (Wide Range Oxygen Sensor)

The linear-type is designed for lean combustion to achieve fuel economy and reduced exhaust
gas emission at low-temperature start-ups. Unlike the binary-type, which is controlled in the
vicinity of the stoichiometric ratio, the linear-type's sensor output changes according to air-fuel
ratio changes. This allows subtle control of the air-fuel ratio.
The linear-type is made up of Nernst cells, which move oxygen ions according to the oxygen
concentration difference of the two sides of the element, and pumping cells, which move oxygen
ions according to the voltage recognized at the two sides of the element. Oxygen ions are
pumped to keep the output signals of Nernst cells consistent. If exhaust gas is rich, oxygen ions
are pumped in from the outside. If lean, oxygen ions are pumped out from the inside. The
voltage measured in such an instance is given to the ECU as feedback for fuel injection volume
control required for maintaining the target air-fuel ratio.
※ Front oxygen sensor is the linear-type for Euro 5 and higher specifications

4. Symptoms of Trouble
• Air-fuel ratio control failure increases fuel consumption and gas discharge (CO, HC).
• Engine stall in idle, poor acceleration and reduced acceleration power during driving can
be experienced, albeit difficult for the driver to notice

* Binary Type output * Linear Type output

• ECU can not know how rich or lean • ECU can know how rich or lean
• Idle: Changes between 1.7 and 3.5V
(V) (mA)

Lean: Voltage increase

to 3.97V
(Max λ= 1.7)

Rich: Voltage decrease to 0.96V

(Min λ= 0.8)

* Binary Type Circuit Diagram (4 pin) * Linear Type Circuit Diagram (6 pin)
Main Relay Main Relay
2.4 Rear Oxygen Sensor (Binary type)

Front Rear
Stoichiometric
Air/Fuel Ratio
Exhaust Zirconia type (450 mV)
Flow
Catalyst

Sensor Signal
Normal Degraded
Condition Catalyst
B1,S1

B1,S2

Time

1. Role and Function

The oxygen sensor installed at the rear of the catalyst serves the purpose of detecting any
catalyst abnormalities. If normal, the rear oxygen sensor gives a consistent output value of 0.6V.
2. Installation Location
Back of the catalyst
3. Mechanism
Same as the front oxygen sensor (binary-type).

4. Symptoms of Trouble
The vehicle itself does not malfunction even if the rear oxygen sensor experience trouble.
However, catalyst or front oxygen sensor faults cannot be detected.

Item Specification
Heater Resistance (Ω) About 9.0[20℃(68℉)]

< Specifications >

1. Role and Function
The OCV changes the path of oil flowing into the CVVT unit. The engine's intake/exhaust valve
opens and closes according to driving conditions as verified by the OCV flow path, which is
controlled by the ECU.
2. Installation Location
Installed on the cylinder block. The intake and exhaust of a four-cylinder D-CVVT each have an
OCV.
3. Mechanism
A CVVT unit has an advanced chamber and retarded chamber. The ECU controls the OCV's
internal spool valve to send oil to the advanced chamber or retarded chamber. The OCV
comprises two terminals, with each constantly being supplied 12V. Valves operate according to
the ECU's contact control, and the ECU performs duty-control.

4. Symptoms of Trouble

Valves get stuck if a chip generated during an engine process gets stuck in the OCV. Ensuing
symptoms differ by how the OCV gets stuck. If the OCV gets stuck while oil is flowing toward the
intake advanced chamber, an unnecessary valve overlap can cause a stall at low speeds or
delayed start-up. If the OCV gets stuck while oil is flowing in the other direction, there is no valve
overlap during high-speed driving. This can reduce fuel efficiency or engine output.
The OCV of all vehicles available on the market has an internal filter. This has reduced the
frequency of OCV trouble from contaminated oil. However, the OCV must be inspected in the
event of CVVT trouble.

Item Specification
Coil Resistance (Ω) 9.4~10.4 (20℃)
2.6 PCSV (Purge Control Solenoid Valve)

Canister

Ambient PCSV
air
ECU

air

1. Role and Function

A fuel tank requires a ventilation device to prevent internal pressure increase from cubical
expansion caused by temperature increase and to prevent negative pressure formation. It also
requires an evaporation gas control device to prevent evaporation gas being discharged into the
atmosphere. As such, a canister-based evaporation gas control system is in place.
Canisters characteristically release fuel vapor when normal air flow resumes after fuel vapor is
absorbed. So the canister collects evaporation gas when the engine is not running. While driving,
fresh air is sucked in from outside of the canister to release fuel absorbed by the canister to be
purged and absorbed by the intake system. The purge control solenoid valve controls
evaporation gas collected in a canister. It sends evaporation gas to the intake system or cuts it
off according to control signals.
2. Installation Location
It is installed on the surge tank.
3. Mechanism
A PCSV is made up of nipples and connectors that connect the canister and intake system, and
an internal solenoid and spring. The PCSV's duty-control is performed by the ECU.
Purge activation conditions Purge deactivation conditions
• Purge start: WTS 52℃, 15seconds after ignition
• During fuel volume learning
• When idle: Max. 45%, min. 0%
• During catalyst monitoring
• During acceleration: Close to 100%
• During deceleration
• Purge increases from a higher canister
concentration level(oxygen sensor feedback)
4. Symptoms of Trouble
• Open-stuck: Evaporation gas enters the intake port at initial engine start when stable
combustion is required or when idle. Idle RPM can get unstable or the engine might stall.
• Closed-stuck: No issues in starting the engine or driving. However, evaporation gas
constantly gets generated in the fuel tank, which can crack in severe cases.

Item Specification
Coil Resistance (Ω 19.0 ~ 22.0 (20℃
) )
< Specifications > < Circuit Diagram >
Lesson 3. Fuel System (MPI)

A fuel system is made up of a fuel tank, fuel filter, fuel pump, delivery pipe (or fuel rail), injector
and return line. Its purpose is to supply fuel to injectors from a fuel tank.

Pressure of fuel inside the fuel tank is increased by the fuel pump. Fuel is sent to the delivery
pipe through the fuel filter, before being sent to the injectors. Each injector injects fuel into the
intake manifold at the ECU's signal. Excess fuel supplied through the delivery pipe is returned to
the fuel tank through the return line.

Late-model Hyundai vehicles have a Returnless Fuel System (RLFS), which has no return line.
Heated fuel returning from the engine's delivery pipe precipitate fuel evaporation in the fuel tank.
Fuel evaporation gas generated in this process is responsible for evaporation gas emissions. By
removing the fuel tank's return line, evaporation gas can be reduced.

In MPI gasoline engines, fuel is injected into the intake port. Because the intake port contains
mainly negative pressure, fuel can be injected well even at low pressure. As such, MPI engines
form fuel pressure using only the low-pressure pump inside the fuel tank. In this lesson, the low-
pressure pump and MPI injector making up the fuel line of a MPI system will be explained.

Fuel System
3.1 Fuel Pump (MPI)

▶ Fuel Flow (Low Pressure Flow)

Fuel tank
(Fuel Pump)

Fuel Filter

Relief Valve

3 - 4 bar
Delivery Pipe Injector

1. Role and Function

Pressurizes fuel in the fuel tank in all driving conditions and supplies the injectors. Fuel pressure
of 3 to 4 bar is generally formed in MPI engines.
2. Installation Location
Installed inside the fuel tank.
3. Mechanism
When engine revolution is triggered by the starter motor at engine start-up, the ECU receives
engine RPM signals from the CKP sensor. If a RPM higher than a certain level is received, the
ECU starts up the fuel pump relay. Twelve-volt current flowing from the main relay starts up the
electric motor. When the engine starts, the low-pressure motor keeps running until the engine is
turned off.
4. Symptoms of Trouble
Normal fuel injection cannot take place as low fuel pressure cannot be formed. Engine hesitation
or faulty acceleration can be experienced. In severe cases, the engine does not start or engine
stall can occur from sudden acceleration or a large load.

Main Relay

Fuel Pump
Control Relay

Category Specification

Fuel Pressure (Low) 3.5 bar

Fuel Pump Type In-tank type

Fuel Pump Driven by Electric motor M

ECU

< Specifications > < Circuit Diagram >

3.2 Injector (MPI)

< Waveform > A: Inductance (80V and up)

B: Injection time
Solenoid
Coil
Fuel injection volume determinant: MPI engine
Valve
- Injector nozzle hole size: Constant
Nozzle hole - Fuel injection pressure: Constant
- Injection time: it is controlled by ECU

1. Role and Function

The fuel injector is a solenoid-operated valve and the fuel injection amount is controlled by
length of injection time.
* Injection pressure: 4 bar, injection location: intake port,
2. Installation Location
Installed on the delivery pipe and intake manifold. Each cylinder has one installed.
3. Mechanism

The ECM controls each injector by grounding the control circuit. When the ECM energizes the
injector by grounding the control circuit, the circuit voltage should be low (theoretically 0V) and
the fuel is injected. When the ECM de-energizes the injector by opening control circuit, the fuel
injector is closed and circuit voltage should momentarily peak.

4. Symptoms of Trouble

Cylinder imbalance occurs when injectors fail, leading to possible engine hesitation. If more than
two injectors fail and do not inject, the engine may stall while driving or trouble may be
experienced starting the engine. If more than one injector is faulty, the ECU limits fuel injection
volume and turns on the engine-check lamp. This is to prevent engine damage that can occur
from a cylinder imbalance.
2

Control
Relay Injector

ECU
Item Specification ( ( ( (
) ) ) )

Coil Resistance (Ω) 13.8 ~ 15.2 (20℃)

< Specifications > < Circuit Diagram >

Lesson 4. Fuel System (GDI)

In a GDI engine, fuel is directly injected into the combustion chamber. As the inside of the
combustion chamber is high-temperature and high-pressure, high fuel pressure is required by
the injectors. A high-pressure fuel pump is installed for this reason. To use the high-pressure
fuel pump for feedback control of the fuel pressure inside the fuel rail, a fuel pressure sensor
and fuel pressure control valve are also installed.
FPCV
Relief Valve
HP(High Pressure)
Pump FPS

Piston

Injectors

CAM

ECM

 Fuel Flow (GDI engine)

Fuel feeding pressure from the low pressure pump is approximately 5bar and the high fuel
pressure generated by the high pressure pump is 35bar in idle and goes up to maximum 150bar.
When the fuel pressure reaches over 170bar by the piston, the relief valve activates and the fuel
does not go into the fuel rail but is returned back to the piston.

• Fuel tank → Low pressure pump → High pressure pump → High pressure pipe → Fuel rail
→ High pressure injector

 Fuel pressure control

a. FPS (Fuel Pressure Sensor): Measures current fuel pressure and notifies the ECU
b. ECU: Calculates the required fuel pressure based on engine load data (APS, TPS and
RPM) Send the calculated fuel pressure to FPCV as a duty signal.
c. FPCV (Fuel Pressure Control Valve): Opened/closed by the ECU for fuel pressure
formation
※ Fail Safe: Fixed at low pressure (5 bar) when FPCV or Fuel Pressure Sensor fails
4.1 High pressure pump & Fuel Pressure Regulating Valve

Fuel Pressure
Relief valve
IN Control Valve Damper
EX
High pressure
(outlet)

Low pressure
(inlet)
High Low
pressure pressure
Cam Lobe for
HP Pump
Tappet (drives Power transmitted
cam axis) to cam axis
1. Role and Function
In order for the GDI fuel system to inject fuel at high pressures, the high pressure fuel pump has
to pressurize fuel of about 5 bars to high pressure. The high pressure pump is driven by a
square cam on the camshaft and is integrated with a pressure control valve to generate fuel
pressure.
2. Installation Location
High-pressure pump bracket is located on the engine head cover above the intake camshaft.
3. Mechanism

When the camshaft rotates, the roller tappet moves up and down by the high pressure pump
drive lobe and operates the high pressure pump. If fuel pressure of 5 bar is supplied from the
low-pressure pump, the high-pressure pump keeps the pressure at 30 (idle) to 150 bar.
The FPCV is controlled by the ECU. The ECU receives signals from the rail pressure sensor
indicating the fuel pressure in the high-pressure line. When voltage is applied to the FPCV for
fuel pressure control in the high-pressure line, the FPCV becomes magnetized and opens.
When voltage is cut off, the FPCV is closed again by the spring inside.
4. Symptoms of Trouble

In case of a mechanical "close stuck," fuel pressure decrease in the rail can cause ignition
failure, ignition delay, or engine off while driving. On the contrary, if internal open stuck occurs,
high temperature cannot be formed, and low pressure (5 bar) will applied to the rail. If the fuel
pressure required by the ECM cannot be achieved due to a FPCV issue caused by a control
circuit fault, FPCV is stopped by force and high pressure is no longer generated. Consequently,
low pressure of 5 bar is supplied to the rail.

Category Specification

Fuel Pressure (Low) 30 - 150 bar

Fuel Pump Type Mechanical type

Fuel Pump Driven by Camshaft

Item Specification
Coil Resistance (Ω) 0.5(20°C)

< Specifications > < Circuit Diagram >

 Mechanism of a High-pressure Fuel Pump

The operating principle and fuel supply process of the GDI high pressure pump are as follows.

Fuel pressurization/
Fuel intake Fuel return discharge Fuel discharge

Low pressure Low pressure

[ Assembled high-
pressure pump
lobe
Chamber ] Chamber Chamber
Chamber

High High
pressure pressure
Cam Lobe

Intake Supply
Fuel
pressure
Time (t)

Control
Valve Voltage
Voltage, Current
Current Time (t)

a. Fuel Intake Process

When the piston moves down due to the rotation of the camshaft, fuel is supplied due to a
difference in pressure between the high pressure pump chamber and the low pressure fuel

b. Fuel return process

The piston moves up but the fuel volume control valve on the inlet stays open (power not
supplied), causing the fuel to return back toward the inlet.

c. Fuel pressurization/ discharge process

As the fuel volume control valve activates during the fuel pressurization/discharge process
, the inlet valve is closed by a spring and the remaining fuel in the chamber is pressurized
by the piston and pushes out the check valve on the rail and is discharged to the fuel rail.

d. Fuel discharge process

The fuel volume control valve is deactivated (power not supplied) during the fuel discharge
process but the inlet is continuously closed due to the pressure within the chamber and the
pressurized fuel is discharged to the rail.
4.2 Rail Pressure Sensor (RPS)

1. Role and Function

Rail Pressure Sensor (RPS) measures the instantaneous fuel pressure in the delivery pipe. By
using this signal, the ECM can control correct injection amount and timing and adjusts the fuel
pressure with the fuel pressure regulator valve if the target pressure and the actual pressure
calculated by the RPS output signal are different.
2. Installation Location
This is installed on the delivery pipe
3. Mechanism
The sensing element (Semiconductor element) built in the sensor converts the pressure to
voltage signal.
4. Symptoms of Trouble

• When the fuel pressure sensor is defected

• High pressure is inhibited : Pressure regulator is turned off (I4,V6)
• High pressure is inhibited : Both pressure regulators(LH/RH) are turned off (V8)

• When a pressure regulator is defected

• High pressure is inhibited : Pressure regulator is turned off (I4,V6)
• High pressure is inhibited : Both pressure regulators(LH/RH) are turned off (V8)

V
4.8
4.5
Signal voltage

0.5
0.2
0 Pressure 200 bar

Condition Output voltage (V)

Idle Approx. 1.2
1,500 RPM 2.2 ~ 2.5
6,300 RPM Approx. 3.0

< Specifications > < Circuit Diagram >

4.3 Injector (GDI)

[ Close ] [ Open ]
Sleeve Sleeve • 30 - 150bar (Normal)
• Min. 5bar (Fail-Safe)

• Max. 200bar (Mechanical)

Spring Signal Spring • Amplifier Circuit exists
Coil Coil inside ECU (12V  60V)
Needle valve Activate
Ball Ball
• Multiple Injection

1. Role and Function

Injects high-pressure fuel required for combustion into the cylinders. As the inside of the
combustion chamber is high-temperature and high-pressure, direct injection produces drive
voltage higher (50-60V) than what is produced by an MPI injector. This voltage is created in the
amplification circuit of the ECU. An injector is capable of injecting fuel at a pressure of up to 200
bar. In a vehicle in a normal condition, injection takes place at 30 to 150 bar.
2. Installation Location
Installed in the delivery pipe and combustion chamber. Each cylinder has one installed.
3. Mechanism

When the injector is energized, the coil becomes magnetized and the needle valve with a ball
elevates injecting fuel. Fuel pressure was determined by the FPCV, and the injector controls the
injection quantity using the needle valve opening time.

4. Symptoms of Trouble
Cylinder imbalance occurs when injectors fail, leading to possible engine hesitation. If more than
two injectors fail and do not inject, the engine may stall while driving or trouble may be
experienced starting the engine.
If more than one injector is faulty, the ECU limits fuel injection volume and turns on the engine-
check lamp. This is to prevent engine damage that can occur from a cylinder imbalance.
Injector
2 1
Item Specification
ECU
Coil Resistance (Ω) 1.5 (20℃) High Low

< Specifications > < Circuit Diagram >

Cycle Power Exhaust Intake Compression

MPI Fuel Injection Fuel Injection

At cranking Fuel Injection

GDI Catalytic Converter Fuel Fuel

Heating Injection Injection

Normal driving Fuel Injection

< Injection Timing and Multiple Injection >

Lesson 5. Ignition System
A gasoline engine requires sufficient ignition energy for its mixer to combust fuel and oxygen.
Compressed ignition engines, i.e. diesel engines, use self-ignition for combustion without a
dedicated ignition device; however, electric ignition engines, i.e. gasoline engines, requires an
ignition device that supplies ignition energy.

B+ (Fuse)
Secondary
Primary coil coil

TR OFF
(ECU) Inductanc Plug
e

1. Function and Role

The ignition coil is a device that determines exact ignition timing via the ECU, and discharges
the spark at the ignition plug by generating high voltage. Most ignition coils that are in use today
are of the cigar type and high voltage is generated by direct contact with the spark plug.
2. Installation Location
Installed on the engine head cover. Spark plugs are directly installed in the combustion chamber
head.
3. Mechanism
a. Ignition 1st Coil TR ON: The battery supplies the current, which flows through the fuse,
to the 1st coil. On the other side of the coil, the ECU activates the TR to let the instant
current flow.

b. TR OFF: If the TR ground is shut-off (OFF) from the ECU, the current that is supplied to
the 1st coil is blocked and the magnetic energy dissipates. Due to the 200-500 V
generated around the (-) part of the 1st coil, the (-) side initially becomes (+), and the (+)
side becomes (-) at the 1st coil. This is called "magnetic induction action."

c. Ignition 2nd Coil Induction: The magnetic energy that is generated from the 200-500 V
of spike voltage (surge voltage) at the 1st coil carries over to the 2nd coil. The magnetic
energy is generated and destroyed in a very short time and the 500 V of electricity is
converted to 20,000-25,000 V of electricity depending on the winding ratio (how many
times the coil is wound) at 1st and 2nd coil (mutual induction action).
4. Symptoms of Trouble
A misfire during driving can cause engine hesitation, shaking and output loss. A cold start can
result in delayed or failed start-up.
Main Relay (12V)
Item Specification
IG Coil Resistance (Ω) 0.75 Ω ± 15%
S/Plug electrode gap (mm) 1.0 ~ 1.1 mm
ECU
< Specifications > < Circuit Diagram >
Lesson 6. Miscellaneous
6.1 CKP
IPM (Interior
Housing Permanent Magnet

Tone Wheel

Iron
Core CKP Signal
Coil

Base Signal

1. Function and Role

RPM is key data that the ECS needs for controlling ignition timing and fuel injection volume. For
accurate ignition timing, fuel injection timing and knocking control, piston movement inside
cylinders must be accurately detected in addition to engine RPM. The CKP sensor detects the
exact angle and rotations of the crankshaft, which moves according to piston movement, to
enable various controls, such as ignition timing, that require a precise CRK angle of 0.75 .2)
2. Installation Location
Installation location depends on tone wheel location. CKP is installed on the side of the cylinder
block in most passenger vehicles.
3. Mechanism (Inductive type)
A CKP is made up of a sensor, containing a soft iron core made up of a permanent magnet and
coil, and a toothed wheel designed to rotate in conjunction with the crankshaft. The toothed
wheel has 58 teeth, and 2 tooth gaps which distinguish the first cylinder. When the toothed
wheel rotates once, the magnetic inductive crank angle sensor sends out 58 signals.
The crank angle sensor generates a single alternating pulse for each tooth of the toothed wheel.
When the crankshaft rotates once, 58 alternating pulses are sent to the ECU, which detects the
crankshaft angle based on the received signals.
※ Refer to the CMP Sensor Mechanism for the hall IC type.
4. Symptoms of Trouble
Piston location cannot be detected if the CKP malfunctions. While cranking remains possible,
engine start-up becomes difficult. The engine may stall during driving and restarting it may be
difficult. Also, fuel pump operation is hindered and no ignition sparks are generated.

Item Specification
Coil Resistance (Ω) 774 - 946 Ω
Item Specification
Air Gap (mm) 0.3 ~ 1.3

< Specifications > < Circuit Diagram >

※ • Magnetic Inductive (Nu) : 2 pin
• Hall IC (Theta): 3 pin (Refer to the CMP sensor in 2.6.2)
6.2 CMP 1SA
ENG SNSR
Main Relay
Eegine Camshaft
Position Sensor
ECU

1. Function and Role

A camshaft position sensor is installed to set a reference point (cylinder identification) for the
ignition order of the cylinders. To detect the camshaft position, flux change occurring from target
wheel revolution in conjunction with the camshaft is detected and signals are sent to the ECU.
The ECU reads the received signals and detects the camshaft position.
This sensor sends a reference signal indicating one camshaft rotation for every two crankshaft
rotations. The ECU can detect the first cylinder's position from only CKP sensor signals.
However, CKP signals do not indicate whether the first cylinder is in the compression stroke or
exhaust stroke. So the CMP synchronizes with CKP to locate the first cylinder's top dead center
of compression for use in fuel injection and ignition timing control.
CMP signals can also be used by the ECU as engine RPM signals in the event of a CKP failure.
2. Installation Location
Always installed at the end of the camshaft for camshaft position detection.
3. Mechanism (hall effect type)
Electromotive force occurs when distance between the hall sensor's detection area and the
small part installed on the camshaft changes as the camshaft rotates. That is, as the current
flows in hall device, electron inside the device is biased to one direction and the potential
difference is generated so that this voltage is detected. Output voltage is proportionate to the
strength of current and magnetic field and it becomes bigger as the device gets thinner.
4. Symptoms of Trouble
If CMP fails, ignition delay, fuel efficiency deterioration, and increased exhaust gas can occur.
The piston's up/down position can be known with CKP. However, the stroke of the cylinders
cannot be known and fuel should be injected without conditions. For example, we can see that
the cylinder No. 1 and 4 are increasing with the CKP but the stroke (compression or exhaust)
cannot be known. As a result, fuel is injected to both cylinder No.1 and 4.

Level Output Pulse (V)

High 5

Low 0

Item Specification

Air Gap (mm) 0.5 ~ 1.5

< Specifications > < Circuit Diagram >

 Output Wave of CKP and CMP Sensors
CKP uses magnetic induction to detect the 58 tone wheels (reference point excluded).
Observation of the output waves indicate that voltage increases along with RPM and target
wheel size. A CMP sensor target wheel is half-moon-shaped and installed on the intake and
exhaust.

Cursor A 2.61 V Avg 2.48 V Cursor B 2.58 V

CK
P

Cursor A 4.81 V Avg 1.36 V Cursor B 0.07 V

IN CMP

Cursor A 4.81 V Avg 1.36 V Cursor B 0.07 V

EX CMP

 Identifying the First Cylinder (Example)

• CKP: Eighteenth falling edge from the second falling edge from the tone wheel reference
point, i.e. twentieth falling edge
• CMP: When low signals are emitted by the intake CMP sensor

Cylinder 1 TDC
(108˚)

CKP

0˚

CMP 312˚
(In)

84˚
CMP
(Ex)
6.3 Knock sensor

Pressure
Combustion
Surge of
fuel pressure
from knocking

lgnition
period

TOC
Advanced Retarded
lgnition
period
1. Function and Role
Detects vibration caused by engine knocking and sends signals to the ECU. The ECU then
controls ignition timing to prevent knocking (delayed ignition timing).
2. Installation Location
Installed at the center of the cylinder block, the best location for picking up vibrations (between
the second and third cylinder for a four-cylinder engine).
3. Mechanism
A piezoelectric element is used for the piezoelectric effect (voltage creation from force, pressure
or mechanical vibration).
* MBT (Minimum Ignition Advance for Best Torque): Ignition timing for maximum torque in a
gasoline engine (close to the knocking limit) In order to obtain high output through ideal
ignition timing, engine knocking must be detected. This will enable maximum advancement to
ignition timing that does not generate knocking so that torque, output and fuel efficiency can
be improved.
4. Symptoms of Trouble
The driver will not be able to recognize symptoms of trouble easily. However, as ignition timing
is delayed by 10 , knocking can occur from insufficient power during acceleration or a large
engine load.

Item Specification
Capacitance (pF) 850 ~ 1,150

< Specifications > < Circuit Diagram >

6.4 Engine Coolant Sensor

Power (5V)
Connector
Pull-up
Resistance

CPU
Signal
Voltage

NTC- Ground
Thermistor

ECU

1. Function and Role

Installed in the engine's coolant path for coolant temperature detection. Provides data used for
idle RPM compensation in cold weather, fuel volume correction based on engine temperature
and ignition timing control.
2. Installation Location
This is located in the engine coolant passage of the cylinder head.
3. Mechanism
As with IATS, a NTC thermistor is used for resistance values that change according to
temperature. The resistance value decreases when temperature rises, and increases when
temperature falls. As such, a low coolant temperature produces high output voltage and a high
coolant temperature produces low output voltage.
4. Symptoms of Trouble
Because ECTS signal is main variable of fuel injection quantity correction when engine is cold,
sensor trouble makes starting engine difficult when engine is cold. Also, fuel consumption
increases as well as CO and HC generation.
If the engine is running when ECTS is out of order, ECM regards the engine coolant
temperature as 80 C. And during cranking, ECM considers the engine coolant temperature as
-10 C. Besides, cooling fan, which is controlled based on ECTS signal, operates at HIGH-
MODE to prevent engine overheat and supplementary heater is deactivated.

Temperature
Resistance(㏀)
℃ ℉
40 -40 48.14

-20 -4 14.13 ~ 16.83

0 32 5.79

20 68 2.31 ~ 2.59

40 104 1.15

60 140 0.59

80 176 0.32
< Specifications > < Circuit Diagram >
6.5 ECM (Engine Control Module)

Input CONTROL UNIT OUTPUT

ECM

signal
processing

actuator control

1. Function and Role

An ECU is an electronic control device that provides more efficient engine control and response
to external factors than the conventional mechanical engine control system. Its basic function is
driving actuator and lamps by processing incoming sensor, switch and communication line
signals.
2. Installation Location
This is located in the engine room.
3. Configuration
• Power supply: Power is supplied by a 12V battery and stably distributed to ICs and
sensors (5V)
• Input circuit: Analog signal processing (A/D converter), digital signal processing (on/off
signals)
• Micro-Computer: Uses programs and data saved on the CPU to calculate incoming signals
from sensors and send the result (e.g. fuel injection time) to the output circuit
• Output circuit: Made up of injectors, igniters, ETC (Electronic Throttle Control), lamps,
control relays and solenoid valves. Receives ECU commands to drive various moving
parts.
• Communications unit: Exchanges data with various vehicle systems
Lesson 7. Basic Inspection and Adjustment
The following are the basic inspections and adjustments to be carried out on a gasoline engine.

7.1 Compression Pressure Test

< Engine Compression Tester >

• Why?
A compression check will tell you what mechanical condition the upper end (pistons, rings,
valves, head gaskets) of your engine is in. Specifically, it can tell you if the compression is down
due to leakage caused by worn piston rings, defective valves and seats, or a blown head gasket.

• When?
When engine vibration or abnormalities are present. When excess exhaust gas is produced from
incomplete combustion.

• How?
a. Engine warm up and stop → normal temp
b. Remove the ignition coil and spark plug of a cylinder to inspect.
c. Install pressure gauge each cylinder.
d. Crank for 10 seconds and check if compression pressure has formed.

• Specifications
• Compression pressure: 13.0kgf/cm² (185psi) at 200-250rpm
• Minimum pressure: 11.5kgf/cm² (164psi)
• Difference between each cylinder: 1.0kgf/cm² (15psi) or less

The engine must be at normal operating temperature, and the battery must be fully charged, for
this check. Begin by cleaning the area around the spark plugs before you remove them
(compressed air should be used, if available). If compression was low, add some engine oil to
each cylinder, through the spark plug hole, and repeat the test. If the compression increases
after the oil is added, the piston rings are definitely worn. If the compression doesn’t increase
significantly, the leakage is occurring at the valves or head gasket. Leakage past the valves may
be caused by burned valve seats and/or faces; warped, cracked or bent valves; or due to
incorrect valve clearance. If two adjacent cylinders have equally low compression, there’s a
strong possibility that the head gasket between them is blown. The appearance of coolant in the
combustion chambers or the crankcase would verify this condition. If one cylinder is 20 percent
lower than the others, and the engine has a slightly rough idle, a worn exhaust lobe on the
camshaft could be the cause or the valve timing is incorrect. If the compression is unusually high,
the combustion chambers are probably coated with carbon deposits. If that’s the case, the
cylinder head should be removed and the deposits removed. If compression is way down, or
varies greatly between cylinders, you should perform a leak-down test. This test will pinpoint
exactly where the leakage is occurring and how severe it is.
7.2 Fuel Pressure Test

< Actuation test in GDS >

< Fuel pressure guage installation >
1. Why?
A gasoline engine needs a fuel pressure of approximately 3.5 bar to be formed by the low-
pressure pump of the fuel tank in order for its injectors to inject fuel. Without this fuel pressure,
power cannot be obtained from engine combustion even if all other systems are normal. If the
engine does not start, but cranking is possible, verify that an adequate fuel pressure has formed.

2. When?
Cranking is possible but the engine does not start (with normal intake/ignition system)

3. How?
a. Install fuel pressure gauge in the fuel supply line
b. Removed ignition coil & spark plug
c. Observe the fuel pressure gauge while performing a GDS actuation test or cranking
using the ignition button.

※ Fuel pressure can be checked in GDS service data.

4. Specifications
• 3.45-3.55kg/cm² when idle

※ Fuel filter inspection

If no fuel pressure forms when the fuel pump driving circuit is normal,
check the fuel filter for blockage.
7.3 ECU Upgrade

HMC

Local TSB

Download OK

Manual mode

Dealer or Auto mode

1. Why?
Update to a new software version is required when an ECU logic is modified

2. When?
Distribution from GSW to TSB

3. How? (refer to TSB)

a. Check the ECU upgrade event.
b. Install the GDS and Choose Vehicle information in GDS.
c. Select ECU Upgrade and select the Auto mode or Manual mode (if selected Auto mode).
d. After the Current ROM ID is displayed, select the Upgrade Event
e. After clicking the Upgrade button, read Information then click OK.
f. The vehicle battery voltage is checked to make sure it is at least 12 volts to assure
reliable upgrade results.
g. Upgrade will begin and the progress of the upgrade will appear on the bar graph.
h. Upgrade will occur until 100% is reached on the bar graph. Turn the ignition key OFF for
10 seconds, place it back in the ON position and then click OK to continue according to
Information displayed on the screen.
i. Click OK on the final screen, which indicates upgrade is complete.
j. Check if any incidental Diagnostic Trouble Codes (DTC) have been created by the
upgrade and clear the DTC (s) present.
k. Start the engine to confirm proper operation of the vehicle.