Troubleshooting Engines

CONTENTS
GASOLINE ENGINE
GASOLINE ENGINE TROUBLESHOOTING ...........................................................
BASIC INSPECTION OF GASOLINE ENGINES ....................................................

1. INSPECTION OF INTAKE MANIFOLD VACUUM PRESSURE
USING VACUUM GAUGE ..................................................................................
2. CYLINDER BALANCE TEST ..............................................................................
ENGINE BASIC COMPONENTS AND VALVE MECHANISM ................................

1. COMPRESSION .................................................................................................
2. COMPRESSION PRESSURE CHECK ..............................................................
3. CHECK VALVE CLEARANCE (EXCEPT VEHICLES WITH AUTO-LASH
ADJUSTER) .......................................................................................................
4. INSPECTION OF LASH ADJUSTERS ...............................................................
5
5
7
9
11
IGNITION SYSTEM .................................................................................................

1. INSPECTION OF IGNITION SYSTEM ...............................................................
2. INSPECTION OF SPARK PLUGS ......................................................................
3. IGNITION TIMING ADJUSTMENT .....................................................................
15
15
18
20
FUEL SYSTEM ........................................................................................................

1. FUEL SYSTEM INSPECTION ............................................................................
2. MAJOR CAUSES OF MPI ENGINE PROBLEMS ..............................................
3. FUEL PUMP OPERATION CHECK ....................................................................
4. FUEL PRESSURE CHECK ................................................................................
5. INJECTION SPRAY CHECK ..............................................................................
6. FUEL PRESSURE CHECK OF GDI ENGINE ....................................................
21
21
24
29
30
33
34
INTAKE SYSTEM ....................................................................................................

1. INTAKE SYSTEM SERVICE ...............................................................................
2. CLEANING VALVE AND SURROUNDING AREA IN THROTTLE BODY ...........
3. INSPECTION OF ISC SERVO ...........................................................................
4. ADJUSTMENT OF BASIC IDLE SPEED ...........................................................
5. EMISSION CONTROL SYSTEMS .....................................................................
37
37
44
44
45
46
2
4
DIESEL ENGINE
DIESEL ENGINE TROUBLESHOOTING ................................................................
47
ENGINE BASIC MECHANISMS ..............................................................................

1. COMPRESSION PRESSURE INSPECTION (4D56) .........................................
2. VALVE CLEARANCE ADJUSTMENT ................................................................
48
48
49
FUEL SYSTEM ........................................................................................................

1. FUEL SYSTEM PROBLEMS ..............................................................................
2. DRAINING WATER FROM FUEL FILTER ..........................................................
3. INSPECTION AND ADJUSTMENT OF INJECTOR NOZZLES .........................
4. SELF-REGULATING GLOW SYSTEM ...............................................................
5. ELECTRONICALLY CONTROLLED EGR SYSTEM ..........................................
6. TURBOCHARGER .............................................................................................
7. ELECTRONICALLY CONTROLLED FUEL INJECTION SYSTEM .....................
53
53
54
55
59
62
64
65
TROUBLESHOOTING
TROUBLESHOOTING PROCEDURES ..................................................................
71
INTERVIEW .............................................................................................................
73
TROUBLE REPRODUCING METHODS .................................................................
75
POINTS TO RESPECT IN TROUBLE REPRODUCTION ........................................
75
SELF-DIAGNOSIS ...................................................................................................
77
BASIC FUNCTIONAL INSPECTION .......................................................................
78
ACTUATOR TEST ....................................................................................................
79
TROUBLESHOOTING TREE - GASOLINE ENGINE ..............................................
80
INSPECTIONS TO NARROW DOWN SUSPECT SYSTEMS..................................
81
FOREWORD
This booklet is compiled for introducing the key points and service points of Engine troubleshooting on Mitsubishi vehicles. The purpose of this book is to provide information for
training and other service activities.
All information in this book is current as of time of publication. We, however, reserve the
right to make changes at any time without prior notice or obligation. For more detailed
service information, refer to the applicable Technical Information Manuals, Workshop
Manuals, Service Bulletins and other service publications.
November 2001
INTERNATIONAL AFTER-SALES DEPARTMENT
MITSUBISHI MOTORS CORPORATION
MITSUBISHI MOTORS CORPORATION

All rights reserved. This book may not be reprodeced or copied, in whole or in part,
without the written permission of Mitsubishi Motors Corporation.
Gasoline Engine
GASOLINE ENGINE - Gasoline Engine Troubleshooting
GASOLINE ENGINE TROUBLESHOOTING

There are three important factors that are indispensable for the gasoline engine to be able to operate smoothly,
run at idle properly, respond to accelerator control quickly, offers strong drive power, and operate on a minimum amount of fuel; these factors (called three essentials) are sufficient compression pressure, strong
sparks at proper timing, and appropriate air-fuel ratios. Also essential in addition to the above-mentioned
factors is proper operation of the emission control systems.
1. Sufficient Compression Pressure
The compression pressure of the engine has direct effect on combustion pressures generated in cylinders. If
it is poor, the engine will have difficulty in starting, run idle irregularly, produce only small power, and consume
fuel excessively.
2. Strong Sparks at Proper Timing
Even when the compression pressure is sufficient and air-fuel ratio is appropriate, good engine operation is
not assured if the spark plugs generate only weak sparks. Strength of sparks is not all that is required of spark
plugs; spark generating timing is also very important. Difficulty in starting cold engines and misfire when idling
and during mid-range and high speed operation are often caused by some defect in the ignition system.
Improperly operating ignition system also causes increased fuel consumption.
3. Appropriate Air-fuel Ratios
Different engine operating conditions require mixtures of different air-fuel ratios. If the mixture is too rich in a
certain condition, the engine uses fuel wastefully. If the mixture is too lean, the engine can not produce
enough power to accelerate the vehicle.
4. Proper Operation of Emission Control Systems
A malfunctioning emission control system may give adverse effects, especially to idle speed characteristics
and operation in the driving speed range.
An engine will offer its full performance if it is assembled perfectly. As the engine is used over time, however,
it will suffer faults mainly because of material fatigue, wear, vibration during driving, dust, ambient temperature changes, humidity, engine temperature changes, use of poor quality fuel and oil, and overload conditions
that may occur transiently. A fault may result from a multiple causes as well as a single cause. Also, a fault in
a system may be caused by malfunction of another system that is directly linked to the system or has no direct
interaction with it but can give some effect on it. In either case, the causes always relate to defects in one or
more of the factors sufficient compression pressure, strong sparks at proper timing, appropriate air-fuel
ratio, and proper operation of the emission control systems. It is, therefore, important for you to investigate
fault conditions minutely with this in mind to be able to identify the system really responsible for a fault condition and isolate the faulty components.
Three essentials for proper combustion
Sufficient
compression
pressure
Strong spark
Appropriate
air-fuel ratio
Pub. No. PTEE0113
GASOLINE ENGINE - Basic Inspection of Gasoline Engines
BASIC INSPECTION OF GASOLINE ENGINES

1. Inspection of Intake Manifold Vacuum Pressure Using Vacuum Gauge
1) Normal vacuum pressure
During idling, the intake manifold vacuum pressure stays at around 65 kPa {50 cmHg}. If the throttle valve is
opened momentarily to the wide open position, the vacuum gauge needle will indicate the atmospheric pressure but, as soon as the throttle valve is moved back to the idling position, the gauge will indicate a vacuum
pressure higher than 80 kPa {60 cmHg} and then its indication will settle into the above-mentioned normal
vacuum pressure.
Normal vacuum pressure
2) Abnormal vacuum pressure due to poor valve seating

During idling, the gauge indication fluctuates intermittently within a range of approximately 5 kPa {4 cmHg}. If
the indication varies slowly between 50 and 60 kPa {38 and 46 cmHg}, the problem is attributable to an
improper air-fuel ratio.
Abnormal vacuum pressure due to poor valve seating
3) Abnormal vacuum pressure due to leakage of air through manifold connections

During idling, the vacuum pressure does not become higher than approximately 30 kPa {23 cmHg}. As the
amount of air leakage increases, the vacuum pressure level becomes closer to the atmospheric pressure and
the idle speed becomes unstable.
If a lubricant or other liquid is sprayed over the area where a vacuum leakage is suspected, the engine idle
speed will increase.
Abnormal vacuum pressure due to leakage of air
Pub. No. PTEE0113
4) Abnormal vacuum pressure due to weak valve springs

The gauge needle swings quickly when the engine is revved up to a speed close to the maximum speed.
Abnormal vacuum pressure due to weak springs
5) Manifold vacuum check

(1) Before inspection, set the vehicle to the pre-inspection
condition.
(2) Connect the MUT-II to the diagnosis connector.
(3) Disconnect the ventilation hose from the positive crankcase ventilation (PCV) valve, and then connect a vacuum
gauge to the ventilation hose.
(4) Check that the idle speed is within the standard value.
(5) Check the intake manifold negative pressure while the
engine is idling.
Limit:
Model
Vacuum amount
'01 LANCER
4G1
'97 GALANT
4G6
Min 60 kPa
'96 LANCER
CARISMA
'01 PAJERO
4G9
Min 60 kPa
Min 60 kPa
6G7
'98 SPACE WAGON

GALANT
4G6
'98 CARISMA
4G9
'99 SPACE STAR

'01 PAJERO
MPI
GDI
Min 56 kPa (42 mmHg)*

Min 37 kPa
Lean mode
Min 34 kPa
6G7
Min 60 kPa*
* Stoichiometric mode
After 4 minutes or more have passed in the idle running condition
Pub. No. PTEE0113
Atmospheric pressure
101 kPa = 760 mmHg = 1.03 kg/cm2
Note: Meaning of the Min. 60 kPa
Atmospheric pressure
(101 kPa)
Poor vacuum causing by worn out

cylinder or piston rings.
Min. 60 kPa (451 mmHg)
Measured from atmospheric pressure
Engine condition is good
760 mmHg
Absolute pressure
2. Cylinder Balance Test

1) Tracking faulty cylinder by causing misfire
With the engine running at idle, disconnect the high-tension cable from each spark plug one at a time to cause
misfire. If disconnection of a cable causes nothing to change or only small change to operation of the engine,
there is some problem in the corresponding cylinder.
2) Deduction of faulty cylinder by deactivating injectors using actuator test mode of MUT-II
Item No.
Item
Test procedure
Inspection condition Normal/faulty criteria
01
No.1 injector
Engine: idling
02
No.2 injector
03
No.3 injector
04
No.4 injector
05
No.5 injector*
06
No.6 injector*
Deactivate one injector for 6

seconds and then reactivate it.
(Repeat this procedure for all the
other injectors, one after another. If
no change occurs in idling
operation when an injector is
deactivated, check the
corresponding cylinder for any
problem.)
If the engine is normal, the

idling speed should
change (engine speed
should become unstable or
engine should stall) at
every deactivation of
injector.
* 6-cylinder engine
<Reference>
Ignition test for diesel engine to specify the faulty cylinder
Flare nut
Ignition test
Pub. No. PTEE0113
Ignition test used to identify faulty cylinder in diesel engines.

When idling operation is out of order in a diesel engine, performing this test allows the cylinder with a problem to be identified.
Loosen the flare nut of an injection pipe to stop injection of
fuel into the combustion chamber. If no change occurs to rotation of the engine, the cylinder is responsible for the faulty
idling operation.
GASOLINE ENGINE - Engine Basic Components and Valve Mechanism
ENGINE BASIC COMPONENTS AND VALVE MECHANISM

1. Compression
Compression is one of the essential functions the engine must involve to generate power. Cylinder compression should be checked with respect to the following points:
Adequate compression pressure is achieved in every cylinder.
There is no cylinder with a compression pressure significantly lower than the others.
1) Compression pressures are too low in all cylinders
Too low compression pressures in all cylinders indicate likelihood of excessive wear of pistons, piston rings,
and cylinders. The valve mechanism rarely causes this problem although it can become the cause.
However, the basic components of todays engines are durable enough to maintain their initial performance
for more than 100,000 km, so it is proper for technicians to seek to find causes of a compression pressure
problem in other components before trying to repair a basic engine component.
2) Compression pressure is too low for a particular cylinder
When compression pressure is too low only in a particular cylinder, the components that are appropriate for
inspection are the piston, piston rings, and the cylinder. The items that are also considered appropriate for
inspection are poor seating of valves and damage to gaskets (which causes leakage of compression pressure).
Poor seating of valve may result either from forcing up of a valve by a cam due to insufficient valve clearance
or from inadequate contact between the valve and its seat. It is important to discriminate these two causes.
Most of engine malfunctions resulting from damage and/or wear of its basic components and faults in the
valve mechanism are accompanied by a deteriorated intake efficiency and compression pressure. They rarely
cause engine stalls but always cause extreme difficulty in standing starts, irregular operation, and poor outputs.
Poor idling performance and irregular idling operation of engine result from inability of creating even and
sufficient compression pressures in all cylinders due to a fault in the basic engine components and valve
mechanism of the engine. It is necessary to measure the compression pressure, if fails to restore proper idling
performance when performing idling adjustment. Overall decrease in the compression pressure often worsens startability and output performance of the engine, while uneven compression pressures between cylinders often adversely affects idling performance of the engine.
Uneven compression pressures are attributable to both piston-/piston-ring-related problems and valve-mechanism-related problems. It is generally accepted practice to perform inspection of the valve mechanism prior to
inspecting pistons and piston rings when uneven compression pressures are detected.
3) Possible causes of compression pressure problems
(1) If the compression pressure increases when a small amount of engine oil is poured into the combustion
chamber
Piston rings (breakage, wear)
Cylinders (damage, wear)
(2) If the compression pressure is low only in a particular cylinder
Cylinder head gasket (damage)
Valve mechanism (bend, seizure, improper valve clearance)
Rocker arms, camshafts (wear)
Piston rings (breakage)
(3) If the compression pressure is too low almost evenly in all cylinders
Valve timing (deviation from correct timing)
Intake and exhaust systems (clogging)
(4) If the compression pressure is too high
Carbon deposits in combustion chamber
Pub. No. PTEE0113
Fuel consumption {g/kwh (g/psh)}
4) Important inspection items for valve mechanism
408
(300)
Valve clearance is normal

Valve clearance is too small
Valve clearance is too large
340
(250)
Inspect the valve mechanism for the following items:

Valve clearance
Valve stems for seizure
Deviation from correct valve timing
Poor valve seating
Wear of camshafts and cam lobes
It is necessary for achieving a sufficient compression pressure to assure gas-tightness between the cylinder and piston and between the valve and its seat as well as to adjust
the valve timing properly.
Valve clearance
Too large or too small valve clearance results in improper
valve timing, which leads to poor engine output (due to
deteriorated intake and exhaust efficiencies) and consequently increases in fuel consumption.
147
(200)
10
20
30
40
50
Engine speed (r/min) x102
5) Poorly synchronized valve timing

Valve timing problem does not occur so frequently. However, checking the timing belt for missing teeth is an
important inspection when a valve timing problem occurs.
6) Valve surging
Valve surging refers to uncontrolled opening and closing motion of the valve that occurs when the valve can
not follow the movement of the camshaft lobe during high-speed operation. If this phenomenon occurs, the
output of the engine decreases due to lowered intake efficiency. Determining whether the valve surging is
taking place in the engine is very difficult. One of the common method is to check the engine operating
condition (acceleration) by driving the vehicle in the 2nd gear.
Inspecting the valve springs for weakness and breakage should be performed when the engine is disassembled to find the cause of a valve surging problem.
<Reference>
Improper idling operation due to defective camshaft:
If the base circle of the cam lobe is not round enough, the
valve timing may fail to be synchronized.
Although you can not determine the cam profile, you can measure the base circle diameter of the cam lobe.
Base circle
Pub. No. PTEE0113
Inspection method:
Check the base circle portion of the cam lobe using a dial
gauge for out-of-roundness. The needle of the dial gauge
should not move.
(The shape of the cam lobe differs with the engine model.)
2. Compression Pressure Check

1) Before inspection, check the engine oil, starter and battery are normal. In addition, set the vehicle to the preinspection condition.
2) Remove all of the ignition coils and spark plugs.
3) Disconnect the crank angle sensor connector.
Crank angle
sensor
connector
NOTE
Doing this will prevent the engine-ECU from carrying out
ignition and fuel injection while cranking the engine.
9EN0872
Compression gauge
4) Cover the spark plug hole with a shop towel etc. and after
the engine has been cranked, check that no foreign material is adhering to the shop towel.
Caution
Keep away from the spark plug hole while cranking.
When cranking engine, if water, oil, fuel, etc., that
had entered into the cylinder, these materials will
become heated and will gush out from the spark
plug holes, which is dangerous.
9EN0759
5) Set compression gauge to one of the spark plug holes.

6) Crank the engine with the throttle valve fully open and
measure the compression pressure.
GDI engine
Engine Standard value kPa
model
4G93
1720 300 rpm
Limit kPa
Model
1337
PAJERO PININ
1720 300 rpm
1462
1569 300 rpm
1334
SPACE STAR
2000MY CARISMA
98MY CARISMA
4G64
1570 300 rpm
1210
6G74
1275 250 rpm
980
SPACE RUNNER
SPACE WAGON
GALANT
PAJERO
Limit kPa
Model
1185
LANCER
4G6
1350 250 to 400 rpm 1020
GALANT
4G9
1370 250 to 400 rpm 1040
GALANT
6A12
1370 250 to 400 rpm 1040
GALANT
6G7
1177 250 to 400 rpm 875
PAJERO
MPI engine
Engine Standard value kPa
model
4G1
1628 250 rpm
7) Measure the compression pressures for all the cylinders,

and check that the pressure differences of the cylinders
are below the limit.
Limit: Max. 100 kPa
Pub. No. PTEE0113

8) If there is a cylinder with compression or a compression
difference that is outside the limit, pour a small amount of
engine oil through the spark plug hole, and repeat the
operations in steps (6) and (7).
i. If the compression increases after oil is added, the
causes of the malfunction is a worn or damaged piston ring and/or cylinder wall.
ii. If the compression does not rise after oil is added, the
cause is a seize or defective valve seat, or pressure is
leaking from the gasket.
9) Connect the crank angle sensor connector.
10)Install the spark plugs.
11)Install the ignition coil and connect the ignition coil connection.
12)Use the MUT-II to erase the diagnosis codes.
Pub. No. PTEE0113
3. Check Valve Clearance (Except Vehicles with Auto-Lash Adjuster)

(1) Start the engine and allow it to warm up until the engine
coolant temperature reaches 80 to 90C.
(2) Remove all spark plugs from the cylinder head for easy
inspection.
(3) Remove the rocker cover.
(4) Turn the crankshaft clockwise until the notch on the pulley
is lined up with the T mark on the timing indicator.
01U0100
(5) Move the rocker arms on the No. 1 and No. 4 cylinders up
and down by hand to determine which cylinder has its piston at the top dead center on the compression stroke. If
both intake and exhaust valve rocker arms have a valve
lash, the piston in the cylinder corresponding to these
rocker arms is at the top dead center on the compression
stroke.
(6) Valve clearance inspection and adjustment can be performed on rocker arms indicated by white arrows when
the No. 1 cylinder piston is at the top dead center on the
compression stroke, and on rocker arms indicated by solid
arrows when the No. 4 cylinder piston is at the top dead
center on the compression stroke.
(7) Measure the valve clearance.
If the valve clearance is not within the standard value,
loosen the rocker arm lock nut and adjust the clearance
using a thickness gauge while turning the adjusting screw.
4G1 (12 valve SOHC)
Standard value (hot engine):

4G1 engine models (Including KUDA)
Intake valve
0.20 mm
Exhaust valve
0.25 mm
PAJERO io 4G18 engine models
Intake valve
0.20 mm
Exhaust valve
0.30 mm
4G9 engine models
Intake valve
0.20 mm
Exhaust valve
0.30 mm
PAJERO io 4G18 (16 valve SOHC)
W6015AL
Pub. No. PTEE0113
10

(8) While holding the adjusting screw with a screwdriver to
prevent it from turning, tighten the lock nut to the specified
torque.
Tightening torque: 9 1 Nm
(9) Turn the crankshaft through 360 to line up the notch on
the crankshaft pulley with the T mark on the timing indicator.
(10)Repeat steps (7) and (8) on other valves for the clearance adjustment.
(11)Install the rocker cover.
(12)Install the spark plugs and tighten to the specified torque.
Pub. No. PTEE0113
11
4. Inspection of Lash Adjusters

Perform the inspection of the items shown below if the engine makes chattering noise that is seemingly
caused by malfunction of a lash adjuster immediately after start of the engine and the noise lasts thereafter.
NOTE
(1) When the vehicle is parked on a slope for long time, the oil in each lash adjuster decreases, possibly
allowing air to enter the high-pressure chamber at the time of restarting.
(2) After long-time parking, the oil in the lash adjuster piping may be partially lost. Since it takes some time for
lash adjusters to be supplied with oil at restart of the engine after this condition has occurred, air may enter
the lash adjusters.
(3) If noise results from the conditions of (1) and (2) above, the problem can be resolved by bleeding air out of
the lash adjusters.
(4) Noise originating from malfunctioning lash adjusters begins immediately after start of the engine and its
sound varies with increase and decrease of the engine speed but does not vary with change in the amount
of load on the engine.
(5) Noise will barely stop during warm up operation at idle speed if its cause is a malfunctioning lash adjuster.
However, it may stop only if the noise is caused by seizure of lash adjusters due to oil sludge accumulated
as a result of poor lubrication maintenance.
1) Functional inspection
(1) Start the engine.
(2) See whether the engine generates noise immediately after a start and, if it is the case, whether the sound
of the noise varies with the speed of the engine.
If the engine does not generate noise immediately after starting or the sound of noise does not change
with engine speed, the cause of the noise is not present in lash adjusters, so perform further inspection for
noise sources. When the sound of the noise does not vary as the engine speed changes, a problem in a
component other than the engine components may be the cause. (The lash adjusters can be considered
normal in this case.)
(3) With the engine running at idle, see whether the sound level of the noise changes when the load on the
engine is changed (by shifting the selector lever from N to D, for example). If the sound level changes with
the amount of load, possible causes may be metal-against-metal hitting sound resulting from worn crankshaft bearings and/or connecting rod bearings. (The lash adjusters can be considered normal in this
case.)
(4) Idle the engine after warm up and listen to abnormal noise. If the sound level of the noise does not change,
proceed to step (5). If the sound weakens or disappears, the cause of the noise may be sticky lash adjusters due to oil sludge or other contaminants present in them. Perform a leak-down test in this case. (See the
relevant Engine Workshop Manual.)
i. Replace a defective lash adjuster.
ii. If all the lash adjusters are normal, search for other causes of the noise.
Caution:
Air bleed completely every new lash adjuster in isolation before installing it on the engine. (See the
(5) Operate the engine to bleed air out of the lash adjusters.
(6) If the engine is till generating noise, perform a leak-down test. (See the relevant Engine Workshop Manual.)
i. If only one lash adjuster is malfunctioning, replace it with a new one.
ii. If two or more lash adjusters are malfunctioning, the possible cause may be a clogged oil passage.
Check the oil passages in the cylinder head and clean any clogged passage. If there is no clogged
passage, replace the malfunctioning lash adjusters.
iii. If all the lash adjusters are normal, perform inspection in search for other sources of noise.
Caution:
Air bleed completely every new lash adjuster in isolation before installing it on the engine. (See the
Pub. No. PTEE0113
12

(7) Start the engine and make sure the engine generates noise
any more. If necessary, continue operating the engine until
air is bled out of the lash adjusters.
NOTE
The lash adjusters on a DOHC engine can be replaced
easily by following the procedure shown below.
i.
Hold down the valve using the special tool (Valve lifter),
then remove the roller rocker arm.
Caution:
Before performing the above operation, be sure to
bring the piston in the relevant cylinder to a down
position by turning the crankshaft in order to prevent the held down valve from interfering with the
piston.
Any rocker arm can not be removed if it is lifted by a
cam. Before removing a rocker arm, rotate the camshaft to a position where the corresponding cam does
not lift the rocker arm.
ii. Pull the lash adjuster out of the cylinder head.
iii. Install in the cylinder head a new lash adjuster that
have been air-bled.
iv. Hold down the valve using the special tool (Valve lifter),
then install the roller rocker arm.
Pub. No. PTEE0113
13
2) Lash adjuster simple check (SOHC-16 valves)

(1) Stop the engine.
(3) Set the No. 1 cylinder to the compression top dead center
position.
(4) Check the rocker arms to indicated by while arrows in the
illustration by the procedures given below.
<Checking an intake-side rocker arm>
Check whether the rocker arm moves downwards when
the part of the rocker arm which touches the top of the
lash adjuster is pushed.
i. If the rocker arm moves down easily when it is pushed,
make a note of which is the corresponding lash adjuster.
ii. If the rocker arm feels extremely stiff when it is pushed
and does not move down, the lash adjuster is normal,
so check for other cause of the problem.
<Checking an exhaust-side rocker arm>
NOTE
It will not be possible to depress the Y-shaped rocker arm
at the exhaust valve side if one lash adjuster is defective
but the other one is normal. In such cases, carry out the
following procedure using a thickness gauge.
i.
Check that a thickness gauge with a thickness of 0.1

0.2 mm can be inserted easily between the valve and
the lash adjuster.
ii. If the thickness gauge can be inserted easily, make a
note of which is the corresponding lash adjuster.
iii. If the thickness gauge can not be inserted easily, the
lash adjuster is normal, so check for some other cause
of the problem.
(5) Slowly turn the crankshaft 360 in the clockwise direction.
(6) Check the rocker arms indicated by black arrows in the
illustration in the same way as explained in step 4.
Pub. No. PTEE0113
14

3) Simple lash adjuster inspection (DOHC)
(1) Stop the engine.
(3) Bring the No. 1 cylinder piston to TDC on its compression
stroke.
(4) Check the rocker arms indicated by the white arrows in
the illustration as follows:
Push by hand the portion just above the lash adjuster of
each rocker arm to see whether the rocker arm can be
lowered.
i. If any of the rocker arms can be lowered easily, take a
note of the corresponding lash adjuster.
ii. If a rocker arm can not be lowered (feels very stiff when
pressed), the corresponding lash adjuster is normal.
Perform further inspection in search for other causes
of the noise.
(5) Rotate clockwise the crankshaft slowly a complete turn
(360).
(6) Perform the same procedure as in step (4) for the rocker
arms indicated by the black arrows.
Front
4) Operating engine for bleeding air out of lash

adjusters
Air bleeding operation cycle
Open throttle valve slowly.
Close throttle valve.
Approx.
3000 r/min
Idle speed
15 sec. 15 sec.
One cycle
Pub. No. PTEE0113
7FU0259
(1) Check the engine oil. If necessary, add or change the oil.
(2) Idle the engine for 1 to 3 minutes to warm it up.
(3) With the engine under no load, repeat the operation cycle
shown in the diagram while listening to noise. (The noise
should generally disappear when the operation cycle is
repeated 10 to 30 times. If the noise does not disappear
even after more than 30 cycles of operation, it is attributable to a cause other than air in lash adjusters.
(4) After the noise has disappeared, repeat further 5 cycles
of air bleeding operation.
(5) Run the engine at idle for 1 to 3 minutes to make sure the
noise problem has been completely resolved.
GASOLINE ENGINE - Ignition System
15
IGNITION SYSTEM
1. Inspection of Ignition System
1) Key points for inspection
Until now, ignition system faults have taken forms of misfires and incomplete combustion which are attributable to insufficiently strong sparks. With recent high-performance ignition systems, however, it is almost usual
that normal systems always generate adequately strong sparks and abnormal systems do not generate sparks
at all. The ignition timing is also an important factor fault of which has direct consequence of improper combustion.
When the engine stalls, the cause can be often determined by performing the inspections (1) to (4) shown
below. It is important here to note that if a fault occurs in an electrical system like the ignition system, the
symptom appears not only as an invariable fault state but also as a transient fault state. Some problems do not
appear when the system is operating under stable conditions but appear when the system is subjected to
external vibration or temperature changes. If the engine stalls frequently, these inspections should be performed while giving necessary vibration. Power transistors and ignition coils should be inspected with changes
in the temperature taken into consideration.
It is also useful to remember that with MPI and GDI engines, the crank angle sensor (or TDC sensor) signal is
used both as engine speed signal and ignition timing signal. Problem involved in this signal, therefore, may
lead to engine stalls.
(1) Inspection of power transistor and ignition coil
A simple method of this inspection is to see whether a spark jumps to the secondary circuit.
(2) Inspection of terminal connections for poor contact and/or looseness
(3) Inspection of blown fuse in ignition switch IG circuit
When this fuse has blown, the engine can be cranked by the starter motor but it stalls when the ignition
switch is turned to the ON position.
(4) Inspection of high-tension cables and spark plugs
<Reference>
Spark tests using resistive (high tension) cable
i. Disconnect the resistive cable (center cable) from the distributor and keep its end a certain distance
(approx. 8 to 10 mm) away from the grounding earth. Then crank the engine to make sure a strong spark
jumps.
ii. Disconnect the resistive cable from a spark plug and keep its end away from the grounding earth in the
same manner as i. above. Then crank the engine to make sure a strong spark jumps.
iii. Remove a spark plug from the engine, connect it to the resistive cable and connect the ground electrode
to the ground. Then crank the engine to make sure a strong spark jumps.
Any of the above tests must be completed in a short time.
<Reference>
Points to note when installing spark plugs
In engines with a spark plug located in the top of each combustion chamber (DOHC engines, for example),
take special care to avoid letting any of the spark plugs hit the cylinder head or other engine parts and, as a
result, narrowing or reducing to zero the spark plug gap. If the spark plug gap is insufficient, the ignition
voltage becomes too low to generate adequately strong spark. Especially, this causes misfire when the mixture is lean.
Pub. No. PTEE0113
16

2) Cylinder balance test
Inspection using a timing light
Connect a timing light to the high-tension cable for a cylinder.
If the timing light does not flash or flashes irregularly, the ignition circuit for the cylinder is faulty. Perform the same test for
all the remaining high-tension cables.
Timing light
3) Inspection of ignition system

If a fault disables the ignition system from generating strong sparks at proper timing, the engine operates
irregularly when idling. Most typical of the faults that cause failure of generating strong sparks are decrease in
the amount of the primary current and leakage of current from the ignition coil secondary circuit, both resulting
from defects in the ignition coil itself, high-tension cables, and spark plugs. Deposits on a spark plug and
appearance of its electrode surfaces often give good criteria for determination of the condition of the spark
plug.
(1) Weak sparks
Todays engines are equipped with high-performance and highly reliable ignition system thanks to introduction of fully transistorized and electronically controlled circuits. The spark plugs, however, have to be
supplied with high secondary voltage only through resistive (high tension) cables, which means a misfire
may occur during high-speed driving if any of the resistive (high tension) cables is faulty.
i.
Strong sparks can not be obtained

a. Amount of primary current insufficient
Insufficient amount of the primary current and consequent poor rise in the secondary voltage often
results from abnormal increase in the resistance of the primary circuit mainly due to poor contact.
Other typical causes are as follows:
Improper wiring of primary circuit
Defective power transistor
Defective ignition coil
b. Too low power supply voltage
If the amount of charge of the battery drops in cold temperatures, ignition system voltage high
enough to make the engine start is not available. Since the amount of the primary current is small
in this condition, the secondary voltage also becomes low.
c. Too large resistance or leakage of current in secondary circuit
The resistance increases and/or current leakage occurs in the secondary circuit if the rotor and/
or cap of the distributor are cracked, scratched, dirty, burnt, or corroded. They prevents sufficiently high secondary voltage from being supplied to spark plugs.
Resistive cables are defective. If the resistance of any resistive (high tension) cable increases
beyond the limit, the secondary voltage drops. Defective insulation of the cables causes current
leakage.
d. Defective spark plugs
Weak sparks result from improper spark plug gap and foulding.
Carbon foulding
Carbon foulding may result from the following causes:
Long-time idling or low-load, low-speed operation
Incorrect heat range resulting in failure in reaching to a self-cleaning temperature (450 950).
Too rich mixture
Incomplete combustion
Oil foulding
Oil working its way up or down into combustion chamber is the typical cause of oil foulding.
Pub. No. PTEE0113
17
ii. Reach (length of threaded portion) of spark plug is too short

If its reach is too short, the position of the center electrode in the combustion chamber is too away from
the chamber wall. This causes poor combustion and thus low output power. It is very important to make
sure that the spark plugs installed in an engine is those specified for the use with the engine.
<Reference>
i. Main causes of misfire:
Large primary circuit resistance result in insufficient amount of primary circuit current. This lowers the
voltage induced in the secondary circuit and makes misfire tend to occur.
When the engine is operating under large load, it draws increased amount of air and must compress
the mixture to a higher pressure. To ignite such a mixture properly, the ignition system must generate
higher secondary voltage. If the secondary voltage is insufficient during high-load engine operation
due to a fault in the ignition system, misfire is likely to occur.
ii. Engine load and ignition timing:
During high-load operation, the engine draws larger amount of mixture into the cylinders and compresses
the mixture to a high pressure. As increase in the compression pressure causes the ignition time lag to be
slightly shortened, a control is made to retard the advance angle. Increased compression pressure also
causes the flame propagation speed (burning velocity) to increase, which requires ignition timing adjustments to ensure proper operation of the engine.
Constant-speed fuel
consumption km/dm3 (km/L)
(2) Affection of improper ignition timing

23
Ignition timing and

constant-speed fuel
consumption
20
15
i.
Ignition timing and fuel consumption

Any retard from proper ignition timing causes decrease
in the engine output power and increase in the fuel
consumption. It also causes incomplete combustion
and misfire during quick acceleration, detracting from
smooth pick up of speed.
Normal
5 advance
5 retard
10
20
40
60
80 100
Vehicle speed (km/h)
ii. Operational defects resulting from improper ignition timing

Improper ignition timing causes abnormal combustion with resultant misfire and disorderly operation
of the engine.
The ignition timing sometimes may get out of adjustment when the distributor is removed and then
reinstalled. If the ignition timing is too advanced, the engine tends to knock; if it is insufficiently advanced, after-fire and overheating have tendency to occur. In either case, the output of the engine
decreases. Remember that if the ignition timing of the engine on an automatic transmission vehicle is
retarded excessively, the engine speed decreases during a stall test; be careful not to take it as a fault
of the torque converter.
Pub. No. PTEE0113
18
2. Inspection of Spark Plugs

1) Spark Plugs for GDI Engines
Mitsubishi GDI engines use special spark plugs which are necessary for them to achieve ultra-lean combustion.
(1) The GDI engine spark plugs features
i. Larger projection of the center electrode (project type)
ii. Platinum plated iridium center electrode that is highly resistant to heat (or wear)
iii. Two-stage thermal design with a space provided between the center electrode and insulator for improved anti-foulding performance
iv. Surface-gap design with two side electrodes that improves anti-foulding (carbon burning away) performance.
There are two types of spark plug for GDI engine: one featuring i, ii, and iii and the other featuring i and
iv.
(Amount of
projection
changed)
(2) What does result from use of inappropriate spark plugs?

Many people may think that a cold-type plug with high heat range is appropriate for all engines since its
performance is higher than a hot-type plug. However, if the heat range of the plugs is too high for the
engine in which they are used, the temperature of the plugs rises insufficiently so that carbon or oil foulding
occurs when the engine is idling or in low-speed operation. If the heat range is too low, the plugs are
heated too high a temperature and may cause abnormal combustion, such as preignition and in the worst
case the electrodes could melt down, which could directly result in engine breakdown.
The other important thing to note about spark plugs is that newer vehicles use resistor spark plugs that
incorporate resistors for the purpose of preventing electromagnetic interference. If any of these plugs are
replaced with a one that is of the same heat range and plug gap but has no internal resistance, the noise
it generates may cause erroneous operation of the engine-ECU or even destroy an electronic odometer.
(Spark plugs with resistors are identified by letter R in the model number.)
(3) How should appearance of spark plug be interpreted?
i.
What does a light brown color indicate?

... It indicates that the engine is in good condition and the plugs heat range is correct.
ii. What does a white color indicate?

... It indicates too low heat range of the plug, likelihood of overheated engine, or too lean mixture.
iii. What do white deposits indicate?
... White deposits will result from burning of oil. The cause is excessive oil entering combustion chamber.
iv. What do black dry deposits indicate?
... They will result from too high heat range of plug or too rich mixture.
v. What do black wet deposits indicate?
... They indicate that the plug is not firing or excessive oil is entering combustion chamber.
Pub. No. PTEE0113
19

2) Inspection, cleaning, and replacement of spark plugs
(1) Standard plugs (including two-electrode, surface-gap types)
i.
Visually check the electrodes for burning damage, the insulator for cracks, and the plug tip for abnormal appearance.
ii. If the plugs is foulded, clean it using a spark plug cleaner or wire brush.
iii. Check the spark plug gap using a plug gap gauge. If the gap is not up to specification, correct the
electrode spacing.
(2) Platinum-tipped plugs (including spark plug for GDI engine)
i.
Visually check the electrodes for burning damage, the insulator for cracks, and the plug tip for abnormal appearance.
ii. If the plug is badly foulded, clean it with a plug cleaner. Complete it in a short time (less than 20
seconds) to avoid damaging the platinum-plated tip. NEVER use a wire brush.
Unlike other types, normal spark plug for GDI engine may be carbon foulded showing black appearance. Being of a special platinum-tipped type, however, any spark plug for GDI engine in such a condition requires no cleaning or replacement as long as its insulation resistance is sufficient.
Insulation resistance: 10 M or more
iii. Check the spark plug gap using a plug gap gauge. If the gap exceeds the limit, replace the plug.
Plug gap gauge

Move gauge in
these directions.
Checking insulation resistance
Pub. No. PTEE0113
20
3. Ignition Timing Adjustment

1) Before inspection, set the vehicle to the pre-inspection
condition.
2) Connect the MUT-II to the diagnosis connector.
3) Set up a timing light.
4) Start the engine and run at idle.
Idle speed r/min

900
800
700
600
10
20
50
Transmission oil
temperature C
2010064
5) Check that engine idle speed is within the standard value.

Standard value <GDI>:
Items
Idle speed (rpm)
Ignition timing
4G93 Manual transmission (M/T)
600 50 800 50* Approx. 16 BTDC
Vehicle model
CARISMA
Automatic transmission (A/T) 650 50 rpm**

4G64 Manual transmission
Automatic transmission
600 100 rpm**
Approx. 20 BTDC
SPACE WAGON
Approx. 13 BTDC
PAJERO
650 100 rpm**

600 100 rpm***
Approx. 20 BTDC
NOTE
*: The idle speed in vehicles with manual transmission varies as shown in the table above in accordance with
the transmission oil temperature. (4G93)
**: After 4 minutes or more have passed in the idle running condition, the idle speed will become 750 rpm.
(4G93), 700 rpm (4G64)
***: After 4 minutes or more have passed in the idle running condition, the idle speed will become 700 100 rpm
(6G74)
6) Select No. 17 of the MUT-II actuator test.

NOTE
At this time, the engine speed will become approximately 750 rpm (4G64, 4G93), 700 rpm (6G74).
7) Check that ignition timing is within the standard value.
Standard value: 5 BTDC 3
8) If the basic ignition timing is outside the standard value, inspect the GDI, MPI system.
9) Press the MUT-II clear key (Terminate the forced activation) to release the actuator test.
Caution
If the test is not canceled, a forced activation will continue for 27 minutes. Driving under this
condition may damage the engine.
10)Check that ignition timing is at the standard value.
Standard value <MPI>:
Engine
Idle speed (rpm)
Ignition timing
Vehicle model
4G1
750 50
Approx. 10 BTDC
LANCER
4G6
4G9 (M/T)
4G9 (A/T)
750 100
750 50
800 50
6A1
650 100
Approx. 7 BTDC
6G7
700 100
Approx. 15 BTDC (6G72)

Approx. 10 BTDC (6G74)
Pub. No. PTEE0113
GARANT
PAJERO
GASOLINE ENGINE - Fuel System
21
FUEL SYSTEM
1. Fuel System Inspection
1) General
The engine will become difficult to start if correct air-fuel mixture is not achieved due to faults in the fuel
system.
If a failure exists in the fuel system, the engine often exhibits apparent symptoms and their causes are often
easy to identify. Such causes include no or insufficient fuel supply, mixture not rich enough for the engine to
start, and mixture too rich for the engine to start. Therefore, it is important to correctly identify the types of
fault symptom.
(1) No or insufficient fuel supply
Fuel pump malfunction
Clogged fuel filter or fuel line
(2) Mixture not rich enough for the engine to start
i.
If the engine will not start in the morning, especially when the ambient temperature is low, this is often
caused by incorrect quantity fuel being injected.
Specifically, when the engine is cold and is difficult to start, some of the typical causes include the
following:
Only a small amount of gasoline can evaporate due to low engine temperature.
At a low engine temperature, increased viscosity of oil causes the engine to have higher internal
resistance. The engine then operates at a slower speed accompanied by slower flow of air, which
makes gasoline be atomized insufficiently.
On the other hand, excessively rich mixture causes wet plugs, resulting in poor engine starting.
ii. Percolation
iii. Icing
(3) Poor gasoline quality
Poor engine starting can also be caused by use of low quality gasoline or gasoline containing impurities.
This is especially true with the MPI/GDI engines. If this is the case, replacing the gasoline will solve the
problem. Before replacing the fuel, explain to the customer the reason and get his/her agreement.
Pub. No. PTEE0113
22
2) Insufficient fuel supply

Everyone knows that the engine stops if the supply of fuel is cut. The bottom line is that you should identify
why fuel supply is interrupted. The engine will stall when a fuel supply system component is faulty, but also
when the fuel tank is empty.
If supply of fuel is interrupted, the engine loses power and shakes for a few seconds before stalling. On the
other hand, if a fault occurs in the ignition system described earlier, the engine stops instantly.
Thus, probable cause of a fault can be determined by checking how the engine stalls. Also, checking how the
engine behaves when it is restarted after a stall tells you if the stall has been due to excessively rich mixture
or interruption of fuel supply.
(1) Fuel tank and fuel cap
i.
Impurities in fuel tank

Water and other foreign matter present in the fuel tank can cause the engine to stall.
Engine stalls caused by impurities in fuel occur more often when the fuel level is low than when the fuel
tank is full. This is because light foreign matter remains suspended in the upper portion of the fuel
when the tank is full, but it goes down as the fuel level drops and then is pumped together with fuel into
the fuel main pipe, eventually clogging the pipe. What the customer experiences at that time is simply
a sudden engine stall. As such is all the answer expectable from the customer when you interview
him/her about the stall, you should do the following in an attempt to locate the cause.
Check the fuel level, and prepare a polyethylene bucket or similar container large enough to hold the
amount of fuel remaining in the tank. Drain out all fuel through the drain plug, and inspect both the fuel
in the container and the fuel tank for contamination. If the fuel tank is found contaminated, remove the
tank from the vehicle and clean it.
Water and other impurities (fine dust particles, sticky substance, etc.) can pass through the in-tank
filter together with fuel, so they may have flown through the piping and fuel filter, and have reached the
injectors. Therefore, the entire fuel system needs to be checked.
ii. Faulty fuel tank cap
If a vacuum is created in the fuel tank, fuel will not be sent out of the tank even when the fuel pump
functions normally; this then leads to an engine stall. To prevent vacuum forming in the fuel tank, the
fuel tank cap is provided with a vacuum valve.
If the vacuum valve fails to prevent a vacuum in the tank properly, the engine will stall. When you
attempt to reproduce an engine stall condition caused by a vacuum in the tank, keep in mind that it
occurs most often when the engine is running under large load.
(2) Fuel lines

Inspect the fuel lines for air sucking into them through connections (engines with a carburetor) and heatinduced vapor lock.
<Reference>
Fuel supply rate
If a fault occurs in the fuel supply system while driving in either the first or second gear with the accelerator
fully depressed, the engine fails to rev up to its maximum speed or stalls like when it runs out of fuel.
Pub. No. PTEE0113
23
<Reference>
Cloth
Air gun
(1) Fuel tank cleaning

The fuel tank can be cleaned as follows:
Remove the fuel tank from the vehicle. Refill the tank with
1 2 dm3 (1 2 liters) of fuel, and shake the tank several
times before draining the fuel into a separate container.
Repeat this over and over again. While doing this, be sure
to keep flames away.
(2) Fuel line cleaning
Fuel line can be cleaned as follows:
Remove the fuel hose between the fuel tank and fuel pipe.
Remove also the fuel hose inside the engine compartment. Attach clean cloth to the end of the fuel pipe. Using
an air gun, blow compressed air from the tank end of the
fuel pipe.
Repeat this process while replacing the cloth until new
cloth does not collect dust and other foreign matter any
more.
<Reference>
As explained earlier, the first step in troubleshooting an MPI engine is to determine whether the mixture at the
time a problem occurs is too lean or too rich. The following two methods can be used to determine the
condition of mixture.
(1) Determining based on visual check result and tester indication
i. CO and HC meters
These meters can be used to determine whether the problem is caused by a misfire or excessively rich
mixture.
ii. MUT-II
Indication of O2 sensor output voltage on the MUT-II provides means of determining whether the
mixture is lean or rich.
iii. Oscilloscope
The injection time indicated on an oscilloscope provides means of determining whether the mixture is
lean or rich.
iv. Exhaust color
If the engine emits black smoke, the mixture is too rich.
v. Spark plug appearance
Burning or foulding condition of spark plugs gives a hint to determination of the mixture condition.
(2) Determining based on change in idling operation when fuel injection quantity is increased and decreased
i. Letting air into an air intake system portion downstream of the air flow sensor
If the idling condition improves, the mixture is too rich.
ii. Using water temperature sensor
Disconnect the water temperature sensor from its connector and connect in place another water temperature sensor. Changing the sensor output by submerging the sensor in water of different temperatures enables the injection quantity to vary.
Pub. No. PTEE0113
24
2. Major Causes of MPI Engine Problems

Startability related problems that can occur in MPI engines are classified into two types.
If an MPI engine does not crank normally, inspect the starting system and engine basic components in the
same manners as those for other types of engine. If the engine cranks normally but hesitates to start, carry
out checks appropriate for the accompanying symptoms, most of which are typical of the MPI engine. Appropriate checks include determining whether the electric pump sends out fuel properly, the engine-ECU controls
fuel injection quantity correctly, and fuel does not dribble from an injector after injection.
1) Fuel supply system
The MPI engines use an electric fuel pump. Therefore, simply cracking the engine can not start it unless the
pump supplies the engine with fuel. If the engine makes the first combustion or keeps rotating for a while
before stalling, for example, these symptoms may indicate particular problems in the fuel supply system.
Does not start
(starting difficulty)
OR
Difficult to start in
low temperatures
OR
Difficult to restart
after warmed-up
(1) Does not start (starting difficulty)

i.
This problem occurs when fuel is not distributed to the injectors, or the fuel supply pressure is too low.
If the engine does not start, perform the following inspection.
Check the fuel pressure to make sure fuel is distributed to the injectors.
Is fuel distributed to injectors?
Check the injectors for operation by listening to their operation sound.
Is fuel injected?
Check the spark plugs whether they are wet.
Is the injection quantity too much, or too little?
a. Fuel pump malfunction

If the supply hose has a pressurized feel during cranking, the fuel system (between the fuel pump
and injectors) is normal.
If it is difficult to determine whether the hose is pressurized or not, feel both the supply and return
hoses and compare the results.
b. Clogged fuel filter and fuel line
c. Faulty pressure regulator
Start the engine while pinching the fuel return hose hard with fingers. If the startability of engine
improves, the pressure regulator may be faulty, rendering the fuel supply pressure too low.
d. Fault in components related to fuel pump control
Faulty engine control relay
Faulty wiring harness, connectors, etc.
Faulty engine-ECU
Faulty ignition switch
Pub. No. PTEE0113
25

ii. Injector malfunction
The engine can not start at all if none of the injectors operates. The engine will start with difficulty if one
or more injectors fail to operate. If an injector drive circuit is shorted to ground before the engine-ECU,
the injector stays open and keeps injecting fuel, making it difficult for the engine to start.
Faulty resistor
Faulty injector
Faulty injector power supply circuit wiring
Faulty wiring between the injector and engine-ECU terminals
Faulty ground connection of the injector power transistor (incorporated in the engine-ECU)
Faulty engine-ECU
(2) Difficult to start in low temperatures
If a cold start difficulty problem occurs in a carburetor engine, everyone will almost naturally attribute it to
the choke mechanism and immediately begin checking it.
In MPI engines, what is done by the choke mechanism is performed by the following two functions.
Injector operations
Fuel injection boosting

during start
Fast idle system
Fuel injection boosting

during warmup
Choke system
i.
A mixture of appropriate air-fuel ratio is not achieved during a cold start.

If the fuel injection boosting function does not operate properly, a mixture rich enough for a cold start is
not achieved. The result is a difficult start.
ii. Fast idle speed, required for warm up of a cold-started engine, is not achieved.
If the fast idle valve, FLICS, or the throttle valve does not open after a cold start, the engine can not run
at idle stably or may stall.
(3) Difficult to restart after warmed-up
i.
Vapor lock in fuel line

After the engine is stopped following high-speed, high-load operations, heat from the engine and the
exhaust system can cause vapor lock in the fuel line, which makes a restart of the engine difficult.
ii. Poor residual pressure retention
A check valve is provided to retain residual pressure in the fuel line after the fuel pump has stopped for
the following reason.
The ambient temperature, which is affected by the heat from the engine and other components, rises
temporarily after the engine has stopped (and drops afterwards). This high ambient temperature is
likely to cause vapor lock in the fuel line.
As vapor lock tends to happen when residual pressure is not retained in the fuel line and the line
pressure drops. To ensure easy restarting of the engine, the check valve maintains the fuel line at high
pressure and prevents vapor lock at high engine temperature.
Poor seating of check valve resulting in defective retention of residual pressure in fuel pump
Faulty pressure regulator
iii. Fuel leakage from injectors
If fuel is leaking from the injectors when cranking an engine that is at an operating temperature, too
rich mixture renders the engine difficult to restart.
Pub. No. PTEE0113
26
2) MPI (fuel injection) control system

When the engine does not start at all or is difficult to start, most probable cases include no or inadequate
supply of electric power to the engine-ECU and/or injectors and wet spark plugs resulting from too much
injection of fuel. Whichever the cause may be, you should first check whether the fuel pressure (fuel system
pressure) is normal before inspecting the MPI control system.
Faults having occurred in the control system are always stored in the diagnostic system memory and can be
displayed in the form of codes. If any fault code is stored, be sure to perform inspection according to the code.
MPI control system
Power supply
voltage (+B)
Engine speed signal
Water temperature
signal
(1) No or inadequate supply of electric power

Power supply to the engine-ECU
Power supply to the injectors
The engine-ECU and injectors are supplied with electric power via the engine control relay.
If they are not supplied with adequate voltage of electric power, the engine fails to start.
Faulty engine control circuit, blown or improperly melting fuse, etc.
Faulty ground circuit of the engine-ECU
Faulty ignition switch circuit
(2) Faulty engine speed signal
The engine-ECU controls injection and ignition timing based on the signals it receives from the camshaft
position and crank angle sensors.
If the engine-ECU is not supplied with crank angle sensor or camshaft position sensor signals, it can not
create the injection signal.
<Reference>
With an MPI engine, the engine-ECU needs power supply voltage and engine speed signal (from the crank
angle sensor or camshaft position sensor) to create the injection signal.
The engine-ECU can produce the injection signal even if the intake air flow signal is faulty.
If the engine-ECU does not issue the injection signal during cranking, check the following items on the unit.
i. Power terminal and ground terminal
ii. IG terminal (V6 DOHC)
iii. Injector drive terminal and power transistor drive terminal
(3) Faulty coolant temperature signal
When the output voltage of the engine coolant temperature sensor is approximately 5 V (which corresponds to 45 or below) or 0 V (which corresponds to 140 or above), the engine-ECU does not use
signals from the sensor but starts processing using the preprogrammed data (which represents 80) in
order to prevent engine from stalling or getting out of order. However, as the engine-ECU use the data no
matter how low the actual coolant temperature is, the mixture may not be rich enough for an cold engine to
start, which causes poor or difficult engine starting. This problem does not occur when restarting an
engine which is at an operating temperature.
Pub. No. PTEE0113
27
(4) Loss of starter signal

If the ignition switch fails to send the starter signal to the engine-ECU, the injection boosting (start enrichment) function does not operate during engine starting. This causes poor cold engine starting performance.
(5) Checking the fuel system
i.
Fuel pump
Typical causes of inoperative fuel pump
Faulty fuel pump
Fault in wiring of fuel pump control circuit (open circuit, poor contact, etc.)
Battery
<Reference>
Ignition
switch
Dedicated
fuse
Engine
control
relay
Engine-ECU
Fuel pump
test terminal
Fuel
pump
Whether or not the fuel pump is receiving power supply voltage can be checked easily by using the fuel pump test terminal. If the voltage between the fuel pump terminal and body is
approximately 8 V or above when the engine is cranking and
after the engine has started, the engine control relay contacts
are closed and the pump is supplied with power of a correct
voltage.
In addition to the above, the wiring between the engine control relay and fuel pump and the fuel pump connectors should
be checked for open circuit, poor contact, and other failures.
ii. Drop in fuel supply performance

If the fuel supply performance is deteriorated when the vehicle is climbing a slope or driving under a
high load, the combustion pressure drops and the engine stalls.
The causes of decrease in the fuel supply performance include the following:
a. Insufficient fuel pump output
b. Clogged fuel filter or line
c. Deformed fuel tank (that blocks the main pipe) or deformed fuel line
iii. Leaky injector (fuel drips after injection)
This fault results in irregular idling operation followed by an engine stall rather than directly causing the
engine to stall. While the vehicle is driving, this fault causes too rich mixture and resulting irregular
operation of the engine but does not cause a stall of the engine.
When checking injectors for leakage, you must remove each injector and force fuel under pressure into
it.
iv. Faulty wiring in pump control circuit
The wiring between the engine control relay and engine-ECU (fuel pump test) terminal should be
checked for open circuit, poor contact, and other types of fault.
v. Faulty engine-ECU
Ensure that all of the following conditions are satisfactory before proceeding to inspection of the engine-ECU.
a. The pump rotates while the engine is being cranked.
b. The engine-ECU is receiving signals from the crank angle (or camshaft position) sensor.
c. With the ignition switch in the ON position, the pump rotates when the engine control relays fuel
pump relay coil is directly shorted to the ground.
Pub. No. PTEE0113
28
(6) Checking the fuel system

i.
Injector problems
If the fuel injection quantity (and thus the air-fuel ratio) is different between cylinders, the engine speed
can become unstable. Uneven fuel injection may results from both electrical causes and mechanical
causes (such as a sticky nozzle needle and leaky injector or after-injection fuel drips).
a. Idling operation of the engine will be unstable and irregular if any injector does not operate at all or
operates improperly due to an open injector or resistor circuit or other electrical problems. If such a
problems is present, the engine does not run normally even when the engine speed is increased.
b. Defective idling operation can also result from a significant difference in injection quantity between
cylinders due to a mechanical fault in an injector. If such a problem is present, the engine does not
run normally even when the engine speed is increased.
To check for uneven injection between cylinders, the injectors need to be removed from the intake
manifold. Therefore, this check should be undertaken after the other checks have been carried out.
Check also the direction and pattern of fuel splays.
c. If the needle valve does not seat properly and fuel leaks from the nozzle, the engine speed can
become unstable and also after-fire can occur during deceleration when supply of fuel is limited.
ii. Fuel pressure problems
If the pressure of the fuel fed to the injectors is not high enough for correct injection, the quantity of the
fuel injected will be insufficient even if the injection time is correctly regulated by the engine-ECU. As a
result, the mixture becomes too lean, causing the idle speed to be too low or unstable. A simple
method of checking the fuel pressure is to disconnect the vacuum hose from the pressure regulator or
pinch the return hose with fingers and check any change in the idle speed. For precise inspection, use
a fuel pressure gauge for the check.
Possible causes of fuel pressure problems include the following:
a. Faulty fuel pump
b. Faulty pressure regulator
With a fuel pressure gauge connected, pinch the return hose with fingers. If the needle of the gauge
indicates a higher pressure, the pressure regulator is faulty.
c. Clogged fuel filter or piping
Pub. No. PTEE0113
29

3. Fuel Pump Operation Check
Fuel pump test
connector
1) Cause the fuel pump to operate using the MUT-II and make
sure it certainly operates.
2) If the fuel pump does not operate, perform the following
test. If the result is satisfactory, then inspect the fuel pump
drive circuit.
(1) Turn off the ignition switch.
(2) Apply battery voltage directly to the No. 2 terminal of
the fuel pump test connector (black) and check whether
the pump operates by listening to the sound it will generate.
NOTE
Remove the fuel filler cap and listen to the pump operating sound through the filler port since the pump is of an intank type and the sound would otherwise be difficult to
listen.
(3) Pinch the fuel hose lightly between fingers to check
presence of fuel pressure.
Pressure
regulator
3) Perform the following inspection to check the delivery rate

of the fuel pump.
(1) Procedure
i. Remove the return hose from the pressure regulator.
ii. Connect one end of a hose to the pressure regulator and put the other end in a container.
iii. Measure the quantity of fuel delivered by the pump
in a given period of time.
Checking fuel pump delivery rate
Fuel delivery
Type
Engine
80 ,/h
MPI
4G1, 4G6, 4G9, 6A12, 6G73
GDI
4G92
MPI
4G63 (ECLIPSE), 6G74D4
GDI
4G64, 4G93, 6G7
100 ,/h
(2) Possible causes of insufficient delivery rate

i. Fault in the fuel pump
ii. Clogged fuel filter
iii. Clogged fuel pipe
iv. Fault in pressure regulator
Pub. No. PTEE0113
30
4. Fuel Pressure Check

1) Relieving residual pressure before start of check
The high-pressure (fuel feed) line of the fuel system always remains under pressure even after the engine
stopped. If the pressure is not relieved before removing a hose or other system components, a dangerous
condition may result from high pressure fuel forced out of the line. Relieve the fuel pressure according to the
following procedure and also cover the area around the hose or component to be removed in order to minimize spillage.
(1) Disconnect the fuel pump connector.
(2) Start the engine. Run the engine until it stalls, then turn off the ignition switch.
(3) Remove a hose or other necessary components taking care not to allow fuel (that may come out of the
system even after pressure has been relieved) to come into contact with sparks or high temperature
components.
2) Measuring fuel pressure
(1) Relieve the residual pressure in the fuel pipe lines to prevent fuel from gushing out.
(2) Disconnect the high-pressure fuel hose from the delivery
pipe.
Caution
Prevent splashing of fuel which may be forced out by
remaining pressure in the fuel pipe line by covering
connection of the pipe and hose with a shop towel or
other cloth.
High-pressure
fuel hose
MB991637
Gasket
<When MUT-II is used>
MD998709
MD998742
Delivery pipe
High-pressure
fuel hose
1FU1197
Fuel pressure
gauge
O-ring or gasket
MD998709
MD998742
Delivery pipe
Pub. No. PTEE0113
(3) Change the adapter of the fuel pressure measurement

special tool.
(4) Set up the fuel pressure measurement special tool.
1FU1198
i.
Install the fuel pressure measurement special tool between the delivery pipe and high-pressure fuel hose.
ii. Install the fuel pressure gauge set (special tool) on the
fuel pressure measurement special tool with a gasket
in between.
iii. Connect the leads of the fuel pressure gauge set to
the power supply (cigarette lighter socket) and the MUTII.
<When MUT-II is not used>
i.
Install a fuel pressure gauge on the fuel pressure measurement tool with an appropriate O-ring or gasket in
between.
ii. Install the gauge and special tool assembled in step i.
above between the delivery pipe and high-pressure
fuel hose.
31
6AF0324
(5) Connect with a jumper wire the battery positive (+) terminal to the No. 2 terminal (fuel pump drive terminal) of the
three-pin fuel pump test connector shown to the left to
operate the fuel pump. With the fuel system under pressure, make sure there is no leakage anywhere in the system.
(6) Disconnect the jumper wire from the fuel pump test connector to stop the fuel pump.
(7) Start the engine and let it run at idle.
(8) With the engine idling, measure the fuel pressure.
Standard value:
Non-turbocharged engine
Approx. 265 kPa {2.7 kgf/cm2}
Turbocharged engine (Lancer Evolution)
Approx. 230 kPa {2.35 kgf/cm2}
(9) Disconnect the vacuum hose from the fuel pressure regulator, then measure the fuel pressure while closing the
disconnected end of the hose with a finger.
Standard value:
Non-turbocharged engine
324 343 kPa {3.3 3.5 kgf/cm2}
Turbocharged engine
289 309 kPa {2.95 3.15 kgf/cm2}
6AF0289
(10)Race the engine a few times, then make sure a fuel pressure of the idling operation level is still maintained.
(11)While repeating engine racing, lightly pinch the fuel return hose between fingers to make sure the fuel flowing in
the hose is under pressure.
NOTE
If the fuel flow rate is insufficient, there is no pressure being felt in the return hose.
(12)If the measurement value is not as specified, determine the cause according to the following table and
take appropriate remedial actions.
Symptom
Probable cause
Remedy
Fuel pressure is too low.

Fuel pressure drops after engine
racing.
No pressure in fuel flowing in
return hose.
Clogged fuel filter
Replace fuel filter.
Poor seating of valve in fuel

pressure regulator or leakage of fuel
into return line due to weak spring
Too low fuel pump delivery
pressure.
Sticky valve in fuel pressure
regulator
Clogged fuel return hose and/or
pipe
Replace fuel pressure regulator.
Fuel pressure is too high.
Fuel pressure is not different

between when vacuum hose is
connected and when it is
disconnected.
Replace fuel pump.

Clean or replace hose and/or pipe.
Broken vacuum hose or clogged

fitting
Replace vacuum hose or clean

fitting.
Fault in fuel pressure regulator
Replace fuel pressure regulator
Pub. No. PTEE0113
32
(13)Stop the engine and check the change in the fuel pressure gauge reading. All the system components are
normal if the reading does not drop within two minutes. If it does, observe the gauge to see how fast the
pressure drops, then find the cause according to the following table and take appropriate remedial actions.
Symptom
Possible cause
Remedy
Fuel pressure drops slowly after

engine shutdown.
Leakage from injector(s)
Replace injector(s) or clean.
Leakage through valve seat of fuel

pressure regulator
Check valve in fuel pump failing to
close
Fuel pressure drops quickly

immediately after engine shutdown.
Replace fuel pump.
(14)Relieve the residual pressure in the fuel pipe line.

(15)Remove the special tool from the delivery pipe.
Caution
Prevent splashing of fuel which may be forced out by remaining pressure in the fuel pipe line by
covering connection of the pipe and special tool with a shop towel or other cloth.
(16)Replace the O-ring at the end of the high-pressure fuel hose. Apply thin coat of engine oil to the new Oring before installation.
(17)Install the high-pressure fuel hose into the delivery pipe, then tighten the mounting bolts to the specified
torque.
(18)Check the fuel line for leakage as follows:
i. Apply battery voltage the fuel pump drive terminal of the fuel pump test connector to operate the fuel
pump.
ii. With the fuel line under pressure, check it for leakage.
Pub. No. PTEE0113
33

5. Injection Spray Check
(1) Relieve the fuel pipe line residual pressure to prevent fuel from being forced out.
(2) Remove the injector.
(3) Set up the special tools (injector test set, adapter, fuel pressure regulator, and clip) as shown.
MD998741
Main hose
Fuel pressure regulator:

MD116395
MB991607
Return hose
MD998706
Clip
MB991608 or
(MB991692: Only for 6G7 SOHC)
Battery
Injector
7FU0145
(4) Apply battery voltage to the No. 2 terminal (fuel pump drive
terminal) of the fuel pump test connector to operate the
fuel pump.
Main hose
Return hose
(5) Energize the injector to check the fuel spray condition. The
spray condition may be judged good unless the spray pattern appears extremely improper.
Injector
Battery
(6) Stop energizing the injector and check it for leakage from
the end of the nozzle.
Standard value: 1 drop or less per minute
(7) Without operating the fuel pump, energize the injector to
keep it open until fuel spray stops, then disconnect the
special tools to restore the original state.
01R0546
Pub. No. PTEE0113
34
6. Fuel Pressure Check of GDI Engine

1) Measurement of fuel high pressure between fuel
pump (high pressure) and injectors
NOTE
Measurement of the fuel pressure between the fuel pump (high
pressure) and the injectors should be carried out after checking that the fuel pressure between the fuel pump (low pressure) and the fuel pump (high pressure) is normal.
(2) Disconnect the injector intermediate harness connector
in order to stop the injector operation.
(3) Turn the ignition switch to ON.
(4) Select Item No. 74 (fuel pressure sensor) from the MUT-II Data list.
(5) Crank the engine continuously for 2 seconds or more, and visually check that there are no fuel leaks from
any parts.
Caution
If any fuel leaks appear, stop cranking immediately and repair the source of the leak.
(6) Check if the fuel pressure is more than 1 MPa immediately after 20 seconds have passed since cranking
was finished.
(7) If the fuel pressure is lower than 1 MPa, it means that there is likely to be a leak in the high-pressure fuel
system, so this system should be checked.
(8) Turn the ignition switch to OFF.
(9) Connect the injector intermediate harness connector.
(10)Start the engine and run at idle.
(11)Measure fuel pressure while the engine is running at idle.
Standard value: 4 7.5 MPa
(12)Check that fuel pressure at idle does not drop even after the engine has been raced several times.
(13)If fuel pressure is out of the standard value, troubleshoot and repair according to the table below.
Symptom
Probable cause
Remedy
Fuel pressure too low

Fuel pressure drops after racing
Fuel leaking to return side due to

poor fuel pressure regulator (high
pressure) valve seating of settled
spring
Low fuel pump (high pressure)
delivery pressure
Binding valve in fuel pressure
regulator (high pressure)
Clogged fuel return hose or pipe

(high pressure)
Fuel pressure too high
(14)Stop the engine and turn the ignition switch to OFF.

(15)Disconnect the MUT-II.
Pub. No. PTEE0113
Replace the fuel pump

(high pressure)
(high pressure)
Clean or replace hose or pipe
35
2) Fuel leak check

(1)
(2)
(3)
(4)
(5)
Connect the MUT-II to the diagnosis connector.

Disconnect the injector intermediate harness connector.
Turn the ignition switch to ON.
Select Item No. 74 from the MUT-II Data list.
Crank the engine continuously for 2 seconds or more, and
visually check that there are no fuel leaks from any parts.
Caution
If any fuel leaks appear, stop cranking immediately
and repair the source of the leak.
(6) Crank the engine, and then measure fuel pressure immediately after 20 seconds.
Limit: Minimum 1 MPa
Caution
If the fuel pressure is less than 1 MPa, there may be a
partial fuel leak in the high-pressure fuel system.
(7) Turn off the ignition switch.
(8) Reconnect the injector intermediate connector.
(9) Remove the MUT-II.
Pub. No. PTEE0113
36

3) Fuel pump connector disconnection (how to reduce
fuel pressure)
When removing the fuel pipe, hose, etc., since fuel pressure
in the fuel pipe line is high, do the following operation so as to
release fuel pressure in the line and prevent fuel from running
out.
(1) Remove the fuel filler cap to release pressure in the fuel
tank.
(2) Remove the fuel pump relay.
Caution
Turn off the ignition switch before disconnecting or
connecting the MUT-II.
(4)
(5)
(6)
(7)
Turn off the ignition switch.

Select Item No. 74 from the MUT-II Data list.
Crank the engine for at least two seconds.
If the engine is not be started, use the MUT-II to make
sure that the fuel-pressure is 0.5 MPa or less. Then turn
off the ignition switch.
(8) If the engine is started, release fuel pressure by the following procedure:
i. Turn off the ignition switch, and then stop the engine.
ii. Disconnect one of the ignition coil connectors.
iii. Crank the engine for at least two seconds.
iv. Use the MUT-II to make sure that the fuel pressure is
0.5 MPa or less. Then turn off the ignition switch.
v. Reconnect the ignition coil connector.
Caution
Clean the spark plug which corresponds to the disconnected ignition coil connector.
(9) Remove the MUT-II.
(10)Install the fuel pump relay.
Pub. No. PTEE0113
GASOLINE ENGINE - Intake System
37
INTAKE SYSTEM
1. Intake System Service
1) Major intake system problems
The intake system consists of main air passage components (air cleaner, air flow sensor, throttle valve, surge
tank, intake manifold, etc.), bypass air passage components (idle adjusting screw, idle speed control valve
(ISC), etc.), and emission control devices (exhaust gas recirculation (EGR) valve etc.).
The problems that may occur with the intake system are the following three problems.
(1) Poor output characteristics of the air flow sensor
If this problem occurs, the engine-ECU issues injector drive signals based on erroneous air flow signals
that do not represent actual intake air flow conditions.
(2) Outside air into the system at a point downstream of the air flow sensor
Since air of an amount more than that detected by the air flow sensor enters the engine, the actual mixture
becomes leaner than the air-fuel ratio determined by the engine-ECU.
(3) Improper opening of the bypass air passage
If the opening of the bypass air passage is improper, such problems will occur as poor cold start performance and poor fast idling and unstable idling performance. Effects of this fault will decrease as the
throttle valve opens wider since the bypass air passage is much narrower than the main air passage.
Pub. No. PTEE0113
38
2) Inspection of air-fuel ratio

When the engine is malfunctioning and the symptom suggests an improper air-fuel ratio, the following methods can be used to determine whether the mixture is too rich or too lean.
(1) Secondary air method
With the engine running, disconnect one of the hoses connected to the surge tank to let air be drawn. If
engine operation becomes regular, the malfunction is caused by too rich mixture. With vehicles equipped
with 4G1 series engines, however, this method can not be used to judge the air-fuel ratio as the vacuum
sensor used in them makes disconnection of the hose cause only an increase in the engine speed.
(2) Oxygen sensor output method (MPI/GDI engine with oxygen sensor)
Let the engine warm up until the operating temperature of oxygen sensor, then measure the output voltage of the sensor. If the voltage is closer to 1 V, the mixture is judged to be too rich and if it is closer to 0 V,
the mixture is judged to be too lean.
(3) Carbon monoxide (CO) concentration method
Measure the CO concentration in exhaust gases using CO meter. If almost no CO is detected, the mixture
is leaner than the stoichiometry.
(4) Choke valve method (engine with carburettor)
If idling operation of the engine is irregular, improper choke valve opening is suspectable as a cause. Move
by hand the choke valve slowly from the open to close positions and vice versa. If a regular engine operation is restored when the valve is moved a little beyond the half-open position, the mixture can be judged
to be too rich.
3) Inspection of intake air flow restricting factors
(1) Clogging of air filter
Visually check the air filter for clogging.
(2) Flattened hoses
With the engine running, quickly open the throttle valve to make sure the intake air hose or other intake
system hoses are not flattened.
4) Inspection of exhaust gas flow restricting factors
If the muffler and/or catalytic converter is blocked by deposits, increased exhaust resistance prevents the
combustion chambers from being sucked sufficient amount of mixture. This results in poor engine output.
<Reference>
Inspection of exhaust system for clogging
(1) If the exhaust system is clogged anywhere, the maximum engine speed drops when the accelerator pedal
is depressed fully with the vehicle running in the first or second gear.
Remember the same result may be caused also by inadequate fuel supply.
(2) The exhaust system is seens to be clogged if an engine operating at a speed of approximately 2000 r/min,
and the vacuum gauge indicates a pressure higher than when it is running at idle.
Pub. No. PTEE0113
39

Intake system
Outside air into
system
Air valve
Fuel
system
MPI control system

System with air flow sensor
System with vacuum sensor
Idle speed
control system
5) Inspection of intake system

(1) Outside air into the system
i.
System with an air flow sensor (AFS)

If outside air into the intake system at a point downstream of the AFS, the frequency of the AFS output
signal sent to the engine-ECU is lower than that corresponding to the amount of the air the engine is
actually drawing, so the quantity of injected fuel becomes smaller than the really required quantity. As
a result, too lean mixture slows down the idling speed and makes engine operation irregular.
However, if the air leakage is small in amount, the idle speed control (ISC) servo system operates to
compensate for loss of idling speed, which makes it difficult to determine whether it is causing idling
problem or not.
Outside air leakage into the intake system typically occurs from the following causes:
Fault in positive crankcase ventilation (PCV) valve
Loosely connected or disconnected intake system hoses and other components
Broken injector insulator(s)
Broken gaskets and other seal parts
ii. System with a vacuum sensor
If outside air into the intake system at a point downstream of the throttle valve, the idle speed increases. If the amount of leakage is large, supply of fuel may be limited, possibly resulting in hunting.
(Outside air into intake system)
Surge tank
Vacuum sensor
Output voltage rises momentarily
(then lowers)
Engine-ECU
(Excess air increases)
(Quantity of fuel increased)
Idling speed increases
(2) Problems in throttle body related parts

i.
Blocked bypass air passage

During idling operation of the engine, the throttle valve is in the fully closed position, disabling the
engine from being supplied with adequate amount of air if the bypass air passage is blocked, so the
engine is very likely to stall. If the idling speed does not increase even if the speed adjusting screw
(SAS) is fully turned out during adjustment of the basic idling speed adjustment, the cause may be a
blocked bypass air passage.
ii. Carbon or other deposits on throttle valve
If there are carbon or other deposits on the throttle valve, the idling speed becomes lower than normal.
Also, the idling speed varies as the amount of deposits changes. On the other hand, deposits may
interfere with free movement of the valve. If they prevent the valve from returning to the fully closed
position, excessively introduced air will cause an abnormally high idle speed.
Pub. No. PTEE0113
40
(3) Faulty operation of fast idle air valve

If the opening and closing operation of the fast idle air valve is improper, the fast idle speed during warm up
may be too high or the engine speed may fail to return to the standard idle speed even after the engine has
been warmed up to the operating temperature.
i. Improper closing operation
If the closing movement of the valve is interfered by jamming of foreign matters or other causes, large
amount of air continues being supplied even after engine warm up, resulting in excessively high idle
speed.
The fast idle air valve is installed directly on the throttle body. Make sure the fast idle speed decreases
as the engine coolant temperature rises. If the engine speed fails to decrease, it is necessary to check
whether the engine slows down when the air inlet port of the throttle body is closed by a finger.
ii. Improper opening operation
If the fast idle air valve does not open smoothly, the fast idle speed does not rise sufficiently and
fluctuates during warm up after cold-starting the engine. The engine may stall before its temperature
becomes high enough for normal operation.
(4) Improperly adjusted speed adjusting screw (SAS)
If the SAS is largely out of adjustment, an inappropriate amount of air supplied during idling causes
unstable idle speed of the engine.
<Reference>
(1) Function of ISC servo system
When the engine is operating at low speeds, larger part of the intake air flows through the bypass air
passage than the remaining part which flows through the main air passage. Under this condition, the ISC
servo system can change the engine speed by changing the amount of air flowing through the bypass air
passage.
When the engine is increasing its speed and thus requires a larger amount of air, almost all the intake air
flows through the main air passage and only small part of the air flows through the bypass air passage.
The ISC servo system then can not have control over the engine speed any more.
(2) Idling speed control after stop of feedback control due to fault of oxygen sensor or other sensors
i. If a sensor becomes faulty, the mixture is always maintained at around the stoichiometric air-fuel ratio,
so that the idling speed does not change.
ii. If the feedback control is stopped due to outside air leakage into the system at a point downstream of
the air flow sensor, the idling speed is likely to drop or fluctuate since the mixture may become too lean
or too rich.
6) Errors in intake air flow and manifold vacuum signals
(1) Erroneous signals from air flow sensor
If the air flow sensor issues a signal of a frequency lower than the frequency that correctly reflects the
actual amount of the intake air (that is, if the sensor sends a signal erroneously indicating too small air
amount to the engine-ECU), the injected fuel is not enough for the actual amount of air, resulting in poor
output of the engine. This error does not cause a diagnosis trouble code to be generated.
(2) Erroneous signals from vacuum sensor
If the vacuum sensor sends to the engine-ECU a signal not reflecting the actual flow of air, excessively
large or small amount of fuel is injected, causing deviation from the appropriate air-fuel ratio for the engine
operating condition at that time. In this case, the engine speed become unstable or the engine fails to rev
up.
i. When the cause is an internal fault of the sensor
An erroneous signal indicating an air amount smaller than the actual amount is sent to the engineECU.
Pub. No. PTEE0113
41
ii. When the cause is clogging in the sensor

If the vacuum sensor or the vacuum hose connected to the sensor is clogged with something like dust,
the output voltage of the sensor always represents the intake manifold vacuum pressure at the point
immediately before the clogged section. The vacuum pressure may, therefore, cause the mixture to be
either too lean or too rich with resulting unstable engine speed. A variety of symptoms may result from
a vacuum sensor/pipe clogging problem, such as failure to rev up, irregular idling operation in spite of
normal operation in high-speed range, etc.
<Reference>
Erroneous vacuum sensor output signals
(1) If the sensor always outputs a signal of idling level
The engine operates normally when it runs at idle. If the throttle valve is opened quickly, the engine will
stall. If it is opened slowly, the engine speed increases accordingly.
(2) If the sensor always outputs a signal of atmospheric pressure level
After start, the engine will soon stall without being able to maintain the idle speed. If the engine is started
with the throttle wide open, it operates irregularly and emits black smoke.
<Reference>
Output voltage (V)
(1) Backup function

If a fault occurs in the engine-ECU or the vacuum sensor issues erroneous manifold absolute pressure
signals, the amount of injected fuel would become too much or too little for the amount of intake air,
causing the engine to stall. The backup function refers to a capability which, when the engine-ECU or the
sensor fails, enables a backup mode program to be used to keep the vehicle operational safely. The driver
is notified of activation of the function by illumination of the engine warning lamp.
Pressure (kPa {mmHg})
(2) Vacuum sensor

The vacuum sensor detects the amount of intake air flow
in terms of the intake manifold absolute pressure. A silicon chip in the sensor generates voltage signal proportional to the difference in pressure between the vacuum in
the chamber formed in the sensor and the negative pressure caused in the manifold by the flow of air. The output
signal is sent to the engine-ECU.
Vacuum sensor output voltage can be compared to readings on a circuit tester which is used to measure the amount
of intake air flow.
i. The engine-ECU makes the injection time shorter when
the vacuum sensor output voltage becomes lower.
ii. The engine-ECU makes the injection time longer when
the vacuum sensor output voltage becomes higher.
iii. The injection time becomes longer if the vacuum hose
of the vacuum sensor is disconnected as the back-up
function.
Pub. No. PTEE0113
42
Pub. No. PTEE0113
43
7) Inspection of idle speed control (ISC) system

(1) Fault conditions resulting from malfunction of ISC servo
ISC servo using stepper motor or DC motor
The engine-ECU causes the stepper motor or DC motor to move by the amount it has determined based
on signals from the relevant sensors to control the idle speed in accordance with loads on the engine.
The opening of the ISC servo of this type depends only on the signal from the water temperature sensor
when the engine has been stopped and then restarted. If a fault occurs when the ISC servo is in a wide
open position, the servo remains in this position, causing the engine to idle at too high a speed when it is
restarted. If a fault occurs when the servo is opened to an idle position and the engine is still cold, the
servo remains in that position when the engine is then restarted. As the engine can not operate at a fast
idle speed, it will operate only at an abnormally low idle speed irregularly and may sometimes stall. Depending on opening of the servo when a fault occurs, therefore, subsequent engine operation will differ.
Malfunction of an ISC servo of this type may typically result from the following causes:
Failure in ISC servo
Open circuit, poor connector contact, or other defect in the wiring between control relay and ISC servo
power supply terminal
Open circuit, poor connector contact or other defect in the wiring from ISC servo to engine-ECU
(2) Fault conditions resulting from improperly adjusted speed adjusting screw
With an engine whose ISC servo uses a stepper motor, it is essential to check the speed adjusting screw
on the throttle body for proper adjustment by measuring the basic idle speed. If the speed adjusting screw
is loosened excessively, the ISC servo can not have control over the idle speed.
<Reference>
Battery
Fusible link
Engine control relay
ISC servo
ECU
(1) Operation test of stepper motor

Warm up the engine, then install a tachometer on it.
After making sure the engine speed is within the standard
idle speed range, screw the speed adjusting screw on the
throttle body outward until the engine speed becomes 800
r/min. Check whether the engine speed returns to the original speed a short time later. If the original speed is resumed normally, then screw the speed adjusting screw
inward until the engine slows down to a speed between
550 and 600 r/min and make sure the engine returns to a
standard idle speed within a short time.
(2) Fault in stator coils in stepper motor
The engine-ECU drives the stepper motor by grounding
inside itself one of the four stator coil leads appropriately.
If open circuit occurs in one or two of these four circuits, it
is theoretically possible for the ISC servo to control the
idle speed, but satisfactory control is actually impossible
for an ISC servo in such a condition.
Pub. No. PTEE0113
44
2. Cleaning Valve and Surrounding Area in Throttle Body

(1) Start the engine and let it warm up. When the coolant temperature has risen above 80C, stop the engine.
(2) Disconnect the air intake hose from the throttle body.
(3) Plug the bypass passage inlet port in the throttle body.
Caution
Make sure the plug seals the port completely to prevent any entry of wash solution into the bypass passage.
Bypass passage
(4) Spray cleaning solvent over the valve through the throttle
body inlet port and leave it for 5 minutes.
Cleaning solvent
MZ100138 (Japan Bars Quick Engine Tuner)
MZ100139 (Threebond 6601)
(5) Start the engine, race it a few times, then run it at idle for
about 5 minutes.
NOTE
The engine may idle unstably or, in the worst case, it may
stall since the bypass passage is closed by the plug. If this
occurs, open the throttle valve slightly.
(6) Repeat steps (4) and (5) if necessary to remove deposits
on and around the throttle valve completely.
(7) Remove the plug from the bypass passage inlet port.
(8) Connect the air intake hose.
(9) Use the MUT-II to erase the diagnosis code.
(10)Adjust the basic idle speed.
NOTE
If the engine hunts during idling after the basic idle speed
adjustment, disconnect the battery negative cable and wait
more than 10 seconds before reconnecting it, then operate the engine at idle for about 10 minutes.
3. Inspection of ISC Servo

Operating Sound Check
(1) Make sure the engine coolant temperature is lower than
20C.
ISC servo
(stepper motor)
Pub. No. PTEE0113
NOTE
If the coolant temperature is higher than 20C, you may
disconnect the water temperature sensor connector and
connect a water temperature sensor whose temperature
is lower than 20C to the harness side connector.
6AF0339
(2) Turn the ignition switch to the ON position (without starting the engine), then listen to the sound that indicates operation of the stepper motor in the ISC servo.
(3) If there is no sound generated, check the stepper motor
drive circuit. If the circuit is found normal, the stepper motor itself or the engine engine-ECU is probably faulty.
45

4. Adjustment of Basic Idle Speed
NOTE
This adjustment is usually unnecessary as the speed adjusting screw (SAS) has been set for the
correct basic idle speed at the factory.
Perform the basic idle speed adjustment in accordance with the following instructions if the SAS setting is inadvertently disturbed, the idle speed is far higher than the standard speed, or the idle speed
drops when the air conditioner or other loads are applied.
Perform the adjustment after making sure the spark plugs, injectors, ISC servo, and compression
pressure are all normal.
(1)
(2)
(3)
(4)
Set the vehicle into the pre-inspection conditions.

Connect the MUT-II to the diagnosis connector.
Start the engine and let it run at idle.
Select Item No. 30 of the actuator test menu on the MUT-II.
NOTE
This locks the ISC servo in the basic step which is provided for adjustment of the basic idle speed.
(5) Check the basic idle speed.

Basic idle speed
Standard value <GDI>:
Items
Idle speed (rpm)
Vehicle model
4G93 Manual transmission (M/T)
600 50 800 50* CARISMA
Automatic transmission (A/T) 650 50 rpm**

600 100 rpm**
SPACE WAGON
650 100 rpm**

600 100 rpm***
PAJERO
NOTE
*: The idle speed in vehicles with manual transmission varies as shown in the table above in accordance with
the transmission oil temperature. (4G93)
**: After 4 minutes or more have passed in the idle running condition, the idle speed will become 750 rpm.
(4G93), 700 rpm (4G64)
***: After 4 minutes or more have passed in the idle running condition, the idle speed will become 700 100 rpm
(6G74)
Standard value <MPI>:

Engine
Idle speed (rpm)
Vehicle model
4G1
750 50
LANCER
4G6
4G9 (M/T)
4G9 (A/T)
100
50
50
100
GARANT
6A1
750
750
800
650
6G7
700 100
PAJERO
NOTE
When the vehicle is new (up to about 500 km), the idle speed may be 20 to 100 r/min lower than the
standard. Deviation of this order does not require any adjustment.
If the engine stalls or the idle speed is too low with the engine on the vehicle that has traveled enough
distance (longer than about 500 km) for stabilized idle speed, the cause may be deposits on and
around the throttle valve. Perform the throttle valve cleaning procedure.
Pub. No. PTEE0113
46

(6) If the basic idle speed is out of specification, adjust it by
turning the SAS.
NOTE
If the idle speed is higher than the standard speed even
when the SAS is fully screwed in, check if there is any
mark indicating disturbance of fixed SAS setting. If there
is a one, then adjust the fixed SAS.
(7) Press the clear key to cancel the actuator test function.
6AF0337
NOTE
If no clear key has been pressed, the forced activation will
last for 27 minutes.
(8) Turn the ignition switch to the OFF position.
(9) Restart the engine and let it run at idle for about 10 minutes to make sure all idling conditions are good.
5. Emission Control Systems

Among the emission control systems, the one that can cause engine stalls is the exhaust gas recirculation
(EGR) system. The engine will stall if the EGR system allows exhaust gas to flow into the intake manifold
during idling.
EGR system related engine stalls occur more often by the EGR valve failing to return (close) after normal
opening due to sticking of the valve itself than by false operation of the EGR system during idling. When
inspecting the EGR system, therefore, the valve must be checked for smooth movement and complete closure.
Dealing with complaints related to the emission control systems is rather difficult; the problem can be solved
by performing repair if a system is found malfunctioning, but you will have a job finding causes if all the
emission systems are properly functioning.
The inspection step you should take when dealing with a emission control system problem is to test drive the
vehicle with the suspect emission control system stopped to determine whether it is really the cause or not.
1) Inspection of EGR system
Under what condition should this inspection be performed?
The EGR system should be inspected when the driveability deteriorates.
Why does the problem occur?
The cause may be the EGR valve sticking in the open position.
2) Inspection of positive crankcase ventilation (PCV) system
The PCV system should be inspected when the emission level is high, idling operation is irregular, engine
oil is contaminated, rust of engine internal components, or air cleaner is contaminated.
Why do the problems occur?
The problems result from leakage of blow-by gas due to cracks and other damage in rubber hoses and
malfunction of the PCV valve.
3) Inspection of evaporative emission control system
The evaporative emission control system should be inspected when any of the following problem occurs.
The fuel tank has deformed.
The carburetor or injectors have a shortage of fuel supply.
Engine idling operation gets out of order due to fuel vapor entering the intake manifold.
The engine is difficult to start due to too rich mixture.
Why do the problems occur?
The problems occur when the two-way valve, canister, vapor line, purge control valve and/or fuel filler cap
are faulty.
Pub. No. PTEE0113
Diesel Engine
47
DIESEL ENGINE - Diesel Engine Troubleshooting

DIESEL ENGINE TROUBLESHOOTING
The two factors that are essential for a diesel engine to operate properly are creating an appropriate compression pressure for which the engines basic mechanisms are responsible and achieving fuel injection in
correct spray condition and timing for which the fuel system is responsible.
Appropriate
compression
pressure
Correct
injection
timing
E1225
Appropriate compression pressure
Correct
spray
E1226
Fuel injection in correct spray and timing
Pub. No. PTEE0113
48
DIESEL ENGINE - Engine Basic Mechanisms
ENGINE BASIC MECHANISMS

1. Compression Pressure Inspection (4D56)
1) Perform inspection and adjustment with the vehicle in the
following condition.
Engine coolant temperature: 80 95C (176 203F)
Lights and all accessories: OFF
Transmission: Neutral (P range for vehicle with an automatic transmission)
2) Remove all of the glow plugs.
Caution
Be careful not to subject the glow plugs to any shock.
Compression
gauge
3) Disconnect the fuel cut solenoid valve connector.

NOTE
Doing this will stop carrying out fuel injection.
4) Cover the glow plug holes with a rag etc., and after the
engine has been cranked, check that no foreign material
is adhering to the rag.
01W532
Caution
Keep away from the glow plug holes when cranking.
If compression is measured while water, oil, fuel,
etc., that has come from cracks is inside the cylinder, these materials will become heated and will
gush out from the glow plug hole, which is dangerous.
5) Set the compression gauge to one of the glow plug holes.
6) Crank the engine and measure the compression pressure.
Standard value:
2650 kPa (27.0 kg/cm2, 384 psi.)
<Vehicles with oil cooled turbocharger>
3040 kPa (31.0 kg/cm2, 441 psi.)
<Vehicles with water cooled turbocharger>
Limit:
1880 kPa (19.2 kg/cm2, 273 psi.)
<Vehicles with oil cooled turbocharger>
2200 kPa (22.4 kg/cm2, 319 psi.)
<Vehicles with water cooled turbocharger>
7) Measure the compression for all the cylinders, and check
that the pressure differences of the cylinders are below
the limit.
Limit: 290 kPa (3.0 kg/cm2, 43 psi.)
8) If there is a cylinder with compression or a compression
difference that is outside the limit, pour a small amount of
engine oil through the glow plug hole, and repeat the operations in steps 6) and 7).
i. If the compression increases after oil is added, the
cause of the malfunction is a worn or damaged piston
ring and/or cylinder inner surface.
ii. If the compression does not rise after oil is added, the
cause is a burnt or defective valve or pressure is leaking from the gasket.
9) Connect the fuel cut solenoid valve connector.
10)Install the glow plugs.
Pub. No. PTEE0113
49

2. Valve Clearance Adjustment
1) 4D56 engine
(1) Turn the crankshaft clockwise and align the timing mark
on camshaft sprocket with its mating mark.
(2) Adjust the valve clearance at points shown in the illustration.
(3) Loosen the adjusting screw lock nut.

(4) Using a thickness gauge, adjust the valve clearance by
turning the adjusting screw.
Standard value: 0.15 mm (on cold engine)
(5) While holding the adjusting screw with a screwdriver,
tighten the lock nut.
NOTE
If the elephant foot type adjusting screw is provided, insertion of a thickness gauge may be hindered by the
slanted pad when rechecking the clearance after adjustment. To avoid this, insert a thickness gauge in the direction from the center line of the cylinder head to outside.
(6) Rotate clockwise the crankshaft one complete turn (360

degree).
(7) Adjust the valve clearance at points shown in the illustration.
(8) Repeat steps (3) to (5) to adjust the valve clearance of
remaining valves.
NOTE
With the engine mounted on vehicle, warm up to the engine. Then, check for valve clearance at hot engine and
adjust if necessary.
Standard value: 0.25 mm (on hot engine)
Pub. No. PTEE0113
50
2) 4M40 engine
(1)
(2)
(3)
(4)
Warm up the engine to 80 95C in the coolant temperature. Stop the engine.
Remove the rocker cover.
Remove all the glow plug plate and glow plugs.
Turn the crankshaft pulley until the notch on it is aligned with the timing mark 0 to bring the piston in the
No. 1 or No. 4 cylinder to the top dead center of its compression stroke.
Lifter Shim Installation

NOTE
The piston in the No. 1 cylinder is at the top dead center of
its compression stroke when the protrusion on the camshaft reaches its highest position. Rotating the crankshaft
one complete turn from that point brings the piston in the
No. 4 cylinder to the top dead center of its compression
stroke.
: When No. 1 cylinder is at compression top dead center

position.
: When No. 4 cylinder is at compression top dead center
position.
Standard value:
Intake side
Exhaust side
0.25 mm
0.35 mm
Adjustment shim thickness = Thickness of installed

shims + (measured value Standard value)
NOTE
The thicknesses of the adjustment shims are between
2.250 3.150 mm (37 types which increase in thickness by 0.025 mm)
Size identification mark. 2275 = 2.275 mm thickness
Pub. No. PTEE0113
51

3) 4M41 engine
NOTE
The valve clearance check and adjustment should be done
when the engine is cold.
(2) Remove all the glow plugs.
(3) Use the special tool to turn the crankshaft clockwise, and
align the notch on the crankshaft pulley with timing mark
0 to set the No. 1 cylinder or No. 4 cylinder to the top
dead center of its compression stroke.
Caution
Never turn the crankshaft anticlockwise, or the
tensioner for adjusting the timing chain tension at the
timing gear can be damaged.
If it is turned anticlockwise, once remove the tensioner
and reinstall.
NOTE
If the projection on the camshaft faces up, the No. 1 cylinder is on the top dead center of its compression stroke.
When the crankshaft is turned just one more turn, the No.
4 cylinder is at top dead center.
(4) When the No. 1 or No. 4 piston is on the top dead center of
its compression stroke, use a thickness gauge to measure the valve clearance indicated by the circle in the table
below.
When the No. 1 cylinder is at compression top dead
center:
Cylinder No.
Intake
Exhaust
When the No. 4 cylinder is at compression top dead

center:
Cylinder No.
Intake
Exhaust
Standard value:
Intake side
Exhaust side
0.1 mm
0.15 mm
NOTE
If the thickness gauge is inserted and pulled out with resistance, its reading will be accurate.
If the thickness gauge can be inserted and pulled out
smoothly without resistance, its reading will be inaccurate.
(5) If not at the standard value, adjust by the following procedure.
i. Loosen the lock nut, and tighten the adjusting screw
so that the thickness gauge can be passed with a slight
drag.
Pub. No. PTEE0113
52

ii. After adjustment, tighten the lock nut to the specified
torque while preventing the adjusting screw from turning with a screwdriver.
Tightening torque: 9.5 0.5 Nm
iii. Measure the valve clearance again, and check that it
is at the standard value.
Pub. No. PTEE0113
53
DIESEL ENGINE - Fuel System

FUEL SYSTEM
1. Fuel System Problems
Causes and symptoms of problems
Two essential
requirements
Appropriate injection
timing
Cause
Improper injection
timing (too much
advance or retard)
Symptom
Difficult starting
Poor output
Frequent knocking
Unstable idling
High emission level
Correct spray of fuel
Improper injection
(spray condition,
pressure, quantity)
Difficult starting
Poor output
Frequent knocking
Unstable idling
High emission level
Remarks
Tends to occur due to too much retard in
injection timing.
Tends to occur due to too much retard in
injection timing.
Tends to occur due to too much advance in
injection timing.
Tends to occur due to too much advance in
injection timing.
Much black smoke if injection timing is too
advanced.
Much white smoke at start if injection timing
is too retarded.
Black smoke in exhaust gas
Pub. No. PTEE0113
54
2. Draining Water from Fuel Filter

When the fuel filter indicator lamp illuminates, water separated from the fuel and collected in the filter has reached the
level at which it must be drained out. Drain the water as follows:
(1) Loosen the drain plug.
(2) Move the priming pump up and down to allow all the water
to be drained out. Then install the drain plug and tighten it
by hand.
Drain plug
Priming pump
1) Replacement of fuel filter

(1) Remove the intercooler.
(2) Remove the fuel tank cap to relieve the pressure in the
fuel tank.
(3) Disconnect the water level sensor connector.
(4) Disconnect the fuel line heater connector if the vehicle is
equipped with a fuel line heater.
(5) Disconnect the fuel hose, then remove the fuel filter.
Caution
Place shop towel or rag around the fuel hose end and
filter to prevent fuel from splashing.
(6) Hold the pump portion of the fuel filter in a vise, then remove the fuel filter cartridge using a fuel filter wrench.
(7) Hold the water level sensor portion of the removed fuel
filter cartridge in a vise, then turn the cartridge using both
hands to remove the water level sensor.
(8) Install a new fuel filter, then bleed air from the fuel line.
(9) Start the engine and check the filter for leakage.
2) Bleeding of fuel line
<Vehicle without line heater>

Priming
pump
Air plug
03E0083
<Vehicle with line heater>
Priming
pump
Air plug
03E0074
Pub. No. PTEE0113
The fuel line must be bled according to the procedure shown

below after performing any of the following service operations.
When the fuel line is drained and refilled with fuel at the
time of a service operation.
When the fuel filter is replaced.
When the fuel main hose/pipe is disconnected.
(1) Loosen the air plug of the fuel filter.
(2) Place a shop towel or rag around the air plug hole and
move the priming pump up and down until air bubbles no
longer emerge from the hole, then tighten the air plug.
(3) Continue moving the priming pump until an increased resistance is felt.
55

3. Inspection and Adjustment of Injector Nozzles
Caution
Never expose your hands to the fuel spraying out of the nozzle.
1) Checking valve opening pressure
(1) Connect the injector to the nozzle tester.

(2) Move the lever of the tester two or three times to purge air
from the injector.
(3) Move the lever slowly down while watching the pressure
gauge. Read the pressure at the moment when it drops
suddenly after having slowly increased.
Standard value (valve opening pressure):
14710 15690 kPa {150 160 kgf/cm2}
A. Excessively large
cone angle
B. Lopsided
(4) If the valve opening pressure is not within the standard

pressure range, disassemble and clean the nozzle holder,
and replace the shim with a thicker or thinner one to adjust the valve opening pressure.
NOTE
Refer to the Engine Workshop Manual for the disassembly, reassembly and adjustment instructions of the
nozzle holder.
Increase of 0.1 mm in the shim thickness corresponds
to increase of approximately 1177 2157 kPa {12
22 kgf/cm2} in the valve opening pressure.
2) Checking spray condition
C. Interrupted
(1) Pump the lever of the nozzle tester in short strokes quickly
(at a rate of 4 to 6 strokes per second) and maintain a
continuous spray. The spray must form a narrow and symmetrical cone (10 in angle) of mist. The spray patterns
shown to the left are not acceptable.
(2) Make sure there are no fuel drips from nozzle end after
injection.
(3) If the injector is found defective as a result of the test,
disassemble and clean it before performing the test again.
If the injector is still found defective, it must be replaced.
Pub. No. PTEE0113
56

3) Inspection of leakage (fuel tightness)
(1) Slowly move down the lever of the nozzle tester while
watching the pressure gauge to maintain a pressure of
12749 13729 kPa {130 140 kgf/cm2} for 10 seconds
and check that no fuel drips from the shown portions of
the nozzle.
(2) If the injector is found leaky, disassemble and clean it before performing the test again. If the injector is still found
leaky, it must be replaced.
4) Fuel injection pump assembly installation
Align the notch H in the fuel injection pump gear G to the

match marking N <Non-turbo> or T <Turbo> on the flange
plate J, and install the fuel injection pump assembly to the
timing gear case.
5) Injection timing inspection and adjustment (4M40)

inspection
(1) Make sure that the push rod E of the special tool protrudes 12 mm from the end of the tool body.
(2) Secure the dial indicator with the screw H at the position
where the probe of the indicator contacts the push rod
and the pointer starts moving.
(3) Be sure to keep the pointer deflection within 0.5 mm.
Pub. No. PTEE0113
57
(4) Turn the crankshaft clockwise again till No. 1 piston is set
30 before TDC on the compression stroke.
(5) Zero the dial gauge.
(6) Set No. 1 cylinder piston to the fuel injection timing by

turning the crankshaft clockwise. At this point, read the
dial gauge to measure the valve lift.
Fuel injection timing:
Non-turbo 4 ATDC
Turbo
6 ATDC
12 ATDC
<Vehicles with inter cooler
turbocharger>
Plunger lift:
1 0.03 mm (0.039 0.0012 in.)
Adjustment
(1) Loosen the injection pipe union nut K as well as the bolt L
and nut M holding the fuel injection pump in this order.
(2) Use the special tool to loosen the nut L on the crankcase
side.
(3) Adjust the fuel injection timing by tilting the fuel injection
pump assembly right or left till the dial gauge reads the
specified value.
Pub. No. PTEE0113
58

6) Idle speed inspection and adjustment (4M40)
Standard value: 800 100 r/min
01U0056
Speedometer
01U0055
7) Throttle opener inspection and adjustment

for A/C (4M40)
Turn on the air-conditioner switch and check whether or no

the engine speed is the standard value.
Standard value: 900 50 rpm
Pub. No. PTEE0113
59

4. Self-regulating Glow System
1) System block diagram
Ignition switch
Ignition switch-ST
Alternator-L terminal
GLOW & EGR control unit

Preheating control
Preheating control as
starting
After-glow control
Glow indicator lamp
control
Glow plug relay
Glow indicator lamp
Coolant temperature sensor
2) Control system schematic diagram
Pub. No. PTEE0113
60

3) Inspection of self-regulating glow system
(1) Make sure the battery voltage is within the range of 11 to
13 V.
(2) Make sure the engine coolant temperature is 40C or lower.
NOTE
If the coolant temperature is higher than 40C, disconnect
the water temperature sensor connector.
(3) Measure the resistance between the glow plug plate and
the body of each glow plug (ground).
Standard value:
0.10 0.15 (at 20C, ceramic-type glow plug)
NOTE
The standard resistance value shown above is for parallely
connected four glow plugs.
(4) Connect a voltmeter between the glow plug plate and the
body of each glow plug (ground).
(5) Read indication of the voltmeter immediately after turning
the ignition switch to the ON position (without starting
the engine).
Standard value:
9 11 V (should drop to 0 V in 4 to 8 seconds)
Also make sure the preheating indicator lamp (red) comes
on when the ignition switch is turned to the ON position
and then goes out.
NOTE
The preheating time (glow plug ON time) varies depending on the engine coolant temperature.
Pub. No. PTEE0113
61
Glow plug plate
Glow plug
1.3 Nm
0.13 kgm
0.9 ft.lbs.
18 Nm
1.8 kgm
13 ft.lbs.
Checking Glow Plug

Specifications
Description
Glow plug resistance
Ohmmeter
Standard value
Metal type 1.0 at 20C (68F)
Ceramic type 0.5 at 20C (68F)
(Distinction Mark: Blue paint on the
HEX. 12 mm)
Installing Glow Plug
Glow plug
Cylinder head
Caution
Removal
Use a wrench only to loose the glow plug. Once loose,
unscrew the plug with the fingers.
Installation
Insert with fingers before beginning to tighten with
the wrench. Use a 12 mm deep socket.
Tighten to 18 Nm (1.8 kgm, 13 ft.lbs.)
Handling
Do not reuse the glow plug if it is dropped on the floor
from 10 cm (4 in.) height or more.
Point of contact
Pub. No. PTEE0113
62
5. Electronically Controlled EGR System

To comply with emission control regulations, the EGR system is electronically controlled.
Engine speed sensor
GLOW & EGR control unit

EGR solenoid valve No. 2
Lever position sensor

Engine coolant temperature sensor
EGR solenoid valve No. 1
Power supply (ignition switch)
Transmission type identification switch
2) EGR control system diagram
Pub. No. PTEE0113
63

3) Inspection
(1) Remove, the EGR valve and check it for sticking, deposit
of carbon, etc.
If such condition exists, clean with adequate solvent to
ensure correct valve seat contact.
(2) Connect a hand vacuum pump to the EGR valve.
(3) Apply a vacuum of 500 mmHg (19.7 in.Hg) and check air
tightness.
(4) Blow in air from one passage of the EGR to check condition as follows.
Vacuum
Normal condition
20 mmHg (0.8 in.Hg) or lower
Air does not blow through
570 mmHg (22.4 in.Hg) or higher
Air blows through
(5) Replace the gasket with a new one and tighten the EGR
valve to specified torque.
Tightening torque: 18 Nm
Pub. No. PTEE0113
64
6. Turbocharger
1) Inspection of waste gate actuator operation
After installation of the actuator, check that the rod moves approx. 1 mm when approx. 83 kPa (0.84 kg/cm2,
11.9 psi) <models without intercooler> or approx. 92 kPa (0.94 kg/cm2, 13.4 psi) <models with intercooler> is
applied to the waste gate actuator using a tester.
Caution
The diaphragm incorporated in the waste gate actuator
may break if a pressure exceeding 88 kPa (0.9 kg/cm2,
12.8 psi) <models without intercooler> or 108 kPa (1.1
kg/cm2, 15.6 psi) <models with intercooler> is applied.
2) Other inspection
Pub. No. PTEE0113
65

7. Electronically Controlled Fuel Injection System
1) System diagram
Battery voltage
Additional control
mechanisms on the vehicle
Engine-ECU
Sensors on the vehicle

Switches on the vehicle
MUT-II
6
Correction ROM
23 45
7
8
No.
Part Name
Function
Engine-ECU
Recognizes the driving condition and carries out calculation and

processing.
Electronic governor (GE actuator)
Controls the fuel injection volume.
Control sleeve position sensor
Detects the control sleeve position.
Fuel temperature sensor
Detects the fuel temperature.
Fuel cut solenoid valve
Cuts off the fuel supply.
Compensation ROM
Compensate the product tolerance
Timing control valve (TCV)
Control the injection timing.
Timer piston position sensor
Detects the timer piston position.
Pub. No. PTEE0113
66
Throttle solenoid valve (main)

Throttle solenoid valve (sub)
Glow control relay
Pub. No. PTEE0113
67

3) Throttle valve control
1. Starter switch
2. Accelerator pedal position sensors
(built-in idle switch)
3. Throttle solenoid valves (Main, Sub)
4. Vacuum pump
5. Throttle body assembly
6. Throttle valve
7. EGR valve
8.
9.
10.
11.
12.
13.
14.

Intercooler
Engine speed sensor (main)
Engine speed sensor (backup)
Injection pump
Engine-ECU
Throttle actuator (Main, Sub)
In throttle valve control, the driving condition is detected by means of input signals from the various sensors, and the engine-ECU then controls the throttle solenoid valves in accordance with the driving condition to open and close the throttle valve.
Pub. No. PTEE0113
68
5) Throttle valve operation

(1) When engine is stopped
When the ignition switch changes from on to off, the sub throttle solenoid valve turns on for 6 seconds to
close the throttle valve to improve the feeling when the engine stops. After this, the throttle solenoid valve
turns off and the throttle valve opens.
(2) When engine starts
The both throttle solenoid valves are normally off, so that the throttle valve is fully open.
(3) When engine is running
The both throttle solenoid valves are normally off, so that the throttle valve is open. However, if the following conditions occur, the main throttle solenoid valve turns on and the throttle valve partially closes to
reduce the engine intake noise.
i. Engine coolant temperature ^ 65 77C
ii. Barometric pressure > 92 94 kPa
iii. Engine speed < 1000 r/min
iv. Accelerator pedal position sensor output < 1.17 2.34%
(4) When a problem develops
The throttle valve partially closes by the main throttle solenoid valve operation if diagnosis code No. 21, 26
or 48 is generated.
6) Diagnosis function
(1) Engine warning lamp (Check engine lamp)
Engine warning lamp is lit when any abnormality takes
place in the item related to electronically controlled fuel
injection system shown in the following table.
If the malfunction indicator lamp has been on and/or is lit
when the engine is in operation, check the diagnosis output.
Engine warning lamp check items
Accelerator pedal position sensor (main)
Accelerator pedal position sensor (sub)
Boost pressure sensor
Engine speed sensor
Main throttle solenoid valve
GE actuator
Idle switch (built-in the APS)
Engine-ECU
Pub. No. PTEE0113
69

(2) Self diagnosis code
Code No.
Diagnosis item
11
Accelerator pedal position sensor (main) system
12*
Boost pressure sensor system
13
Barometric pressure sensor (ECU built-in) system
14
Fuel temperature sensor system
15
Engine coolant temperature sensor system
16
Boost air temperature sensor system
17
Vehicle speed sensor system
18
Engine speed sensor (backup) system
21
Engine speed sensor system
23
Idle switch (accelerator pedal position sensor built-in) system
25*
Timer piston position sensor system
26*
Control sleeve position sensor system
27
Accelerator pedal position sensor (sub) system
41*
Main throttle solenoid valve system
43
Timing control valve system
46
Injection correction ROM system
48*
GE actuator (in the middle of control sleeve position sensor inoperative) system
49*
Over boost (turbocharger waste gate malfunction)
54
Immobilizer system
Caution
If the above-mentioned diagnosis code number with the asterisks can be displayed along with another code number in parentheses simultaneously, check the other code number before replacing the
engine-ECU.
12 (41, 49), 25 (43), 26 (48), 41 (12, 49), 48 (26), 49 (12, 41)
Pub. No. PTEE0113
70
(3) Fail-safe, backup functions

When abnormalities in the major sensors are detected by diagnosis functions, pre-set control logic operates to maintain a safe driving condition for the vehicle.
Diagnosis item
Accelerator pedal position sensor
Idle switch
Engine speed sensor
Boost air temperature sensor
Vehicle speed sensor
Barometric pressure sensor (ECU
built-in)
Fuel temperature sensor
Boost pressure sensor
Injection correction ROM
GE actuator
Over boost
Timing control valve
Pub. No. PTEE0113
Control features in malfunction

Accelerator pedal released (idle switch ON)
Acceleration opening degree = 0%
Accelerator pedal applied (idle switch OFF)
Engine controlled at low speed
Acceleration opening degree = 20% fixed
Void idling speed control.
Void cruise control.
Controls as if the intake air temperature is 50C.
Void idling speed control.
Controls as if the engine coolant temperature is 80C.
Void cruise control
Injection timing stabilizing control
Controls as if the barometric pressure is 101 kPa.
Controls as if the fuel temperature is 50C.
Controls as if the boost pressure as barometric pressure (101 kPa).
Void correction.
Injection timing stabilizing control
Troubleshooting
71
TROUBLESHOOTING - Troubleshooting Procedures

Troubleshooting Procedures
Generally speaking, engine failures occur in two major areas: the first area includes mechanical components
such as intake/exhaust valves and pistons; the other area includes electric/electronic components that relate
to control of the ignition, fuel injection, and idle speed control (ISC) systems.
There are no ways to determine in a single step whether a trouble is mechanical or electric/electronic. For this
reason, it is common troubleshooting practice to first diagnose the trouble thoroughly to identify the suspect
system, and then locate faulty component(s) within that system.
1.
Trouble occured
2.
Interview the
customer and
reproduce the
trouble
3.
Read and analyze
service data
4.
Perform basic
inspection
A
Inspect suspect
system
(determine
trouble cause)
B
Perform
repair
C
Test repaired
system for
normal
operation
D
Perform
initialization
drive
(learning)
E
Explain
performed
service and
repair to
customer
5.
Perform actuator
tests
Diagnosis
Basic inspection
Service
Repair
Confirmation
Prevention of recurrence
Completion
1. Trouble occured
2. Interview the customer and reproduce the trouble
Understand the trouble clearly and accurately.
3. Read and analyze service data
Read diagnosis codes using the MUT-II and analyze relevant service data.
4. Perform basic inspection
Inspect the systems maintenance items and basic functions (adjustment items, oil level, spark condition,
fuel supply condition, etc.)
5. Perform actuator tests
Carry out the actuator test using MUT-II.
Carrying out steps 1 to 5 above will enable you to identify the suspect system.
Pub. No. PTEE0113
72
TROUBLESHOOTING - Troubleshooting Procedures
A. Inspect suspect system

Thoroughly inspect the suspect system by checking all the components one after another to identify faulty
components.
B. Perform repair
Take steps most appropriate for restoring normal operation of the system, such as part replacement,
adjustment, and rectification.
C. Test repaired system for normal operation
Perform an operation test of the system to make sure the trouble has been completely resolved.
D. Perform initialization drive
With engine control systems employing an electronically controlled, the engine-ECU needs to gather data
which it uses as thresholds to determine the condition of the system and make necessary corrections
based on them. Gathering such data requires actual running of the vehicle for a specified period of time.
This process corresponds to the running-in operation of a mechanical system.
E. Explain performed service and repair to customer
Make documents of specified forms, recording the performed service and repair operations. Explain to the
customer what has been carried out in a manner that precludes complaints, fear, and distrust. This completes the series of service and repair operation.
Troubleshooting
Pub. No. PTEE0113
Diagnosis
(locating suspect system)
Identifying trouble cause

(screening faulty components
through systematic inspection)
73
TROUBLESHOOTING - Interview
Interview
The first step of troubleshooting a trouble is to correctly identify the trouble without prejudice in order to be
able to make appropriate decision of the troubleshooting steps that should be followed. The trouble can be
readily identified if its symptom is evident. However, the symptom of a trouble of which the customer complains is not always apparent. It may be unnoticeable when the vehicle is brought to the workshop. If this is the
case, you must try to reproduce the trouble using all methods practicable.
Even an experienced technician can miss important points or make wrong decisions if he/she goes ahead
with troubleshooting without first identifying the trouble.
Reproduction of a trouble is possible only when the selected method is appropriate for the trouble. For instance, a trouble that occurs only when the engine is cold cannot be reproduced when the engine is at an
operating temperature. Trying to reproduce a trouble resulting from road-input-caused vibration has no effect
if a test is performed with the vehicle stopped. To be effective for a trouble reproducing test, it is essential to
interview the customer, asking him/her for the specific conditions in which the trouble occurred.
Key Points for Interview
Listed below are the five key points you should bear in mind when interviewing a customer. During an interview, you should try to gather information as much as possible including, for example, information on troubles
that occurred in the past and service/repair history of the vehicle which may be helpful for troubleshooting
even if the data appear irrelevant to the trouble. Examine the data collected through the interview in search for
relationship with the trouble. Needless to say, questions should not be random but should be narrowed down
to the system that appears most responsible for the trouble according to estimates from symptoms. The use
of a customer interview form will help facilitate the interview.
Key points for interview
1. What ............................... Vehicle model, engine model
2. When .............................. Date, time, and frequency of occurrence of trouble
3. Where ............................. Road conditions
4. In what conditions ........... Driving conditions, maneuvering conditions, weather
5. How ................................ How the trouble was perceived by the customer.
* Refer to the example of customer interview form on the next page.
Reproducing the trouble
Veteran technicians often say Troubleshooting is almost over if you can reproduce and ascertain the trouble.
Learning the situation in which the trouble occurred from the customer through an interview and reproducing
the trouble in a similar situation is essential for successful troubleshooting.
* Refer to the Trouble Reproducing Methods section.
Interview: What, When, Where, In what conditions, How

Reproduction of trouble: It is essential to reproduce the trouble.
Pub. No. PTEE0113
74
TROUBLESHOOTING - Interview
CUSTOMER INTERVIEW FORM

Registration
number
Vehicle
model
Customer name
Date of service
visit
Trouble
symptom
First registration
date
Chassis number
Traveled
mileage
Engine model
l Poor starting
l No initial combustion l Incomplete initial combustion

l Difficult to start {l Cold engine l Hot engine l Always}
Takes _____ seconds before starting.
Others ____________________________________________________________
l Poor idling
l Fast idle control does not work

l Incorrect idle speed {l Too high _____ rpm l Too low _____ rpm}
l Irregular idling l Hunting Fluctuate in a range of _____ rpm
Others ____________________________________________________________
l Poor driveability
l Hesitation during acceleration l Back fire l After fire

l Poor output l Black smoke l Knocking
l Hunting while driving Fluctuates in a range of _____ rpm
Others
l Engine stall
l Engine stalls short time after start l Engine stalls, but can be restarted
l Engine stalls when accelerator is depressed
l Engine stalls when accelerator is released
l Engine stalls when air conditioner is turned on
Others ____________________________________________________________
Date of occurrence of trouble

Trouble
occurrence
condition/
situation
km
Nonvehicle
conditions
Vehicle
conditions
CHECK ENGINE LAMP

Diagnosis code
Pub. No. PTEE0113
date, month, year
Weather
l Clear
l Cloudy
l Rainy
l Snowy
Other
Ambient
temperature
Frequency of
occurrence
l Hot
l Warm
l Cool
l Cold
Approximately C
l Continuous l Occasional (___ times / ___ day, ___ month)

l Only once
Other __________________________________________________________
Road
l Urban l Country side l Expressway

l Slope {l uphill l downhill}
Engine
l Cold l During warmup Coolant temperature at approx. ___ C

l After warmup l Always
Other __________________________________________________________
Vehicle
l During start l Immediately after start l During idling

l During racing without load
l During driving {l During cruising l During acceleration
l During slow down l During coasting
l During turn to right / to left l During gear shifting}
* Vehicle speed at which problem occurred _____ km/h, in _____ gear
Other __________________________________________________________
l Continuously ON
l Occasionally ON
l Paved
l Unpaved
l Stays OFF
First occurrence
l No
l YES (
Recurrence
l No
l YES (
TROUBLESHOOTING - Trouble Reproducing Methods
75
Trouble Reproducing Methods

As explained earlier, what is indispensable for successful troubleshooting is to interview the customer for
thorough description of the trouble and, based on the information thus obtained, reproduce the trouble by
subjecting the vehicle to conditions similar to those in which the trouble has actually occurred.
Troubles that are difficult to reproduce include those caused by such factors as vibration, heat, and water
(moisture). Artificially imposing these factors may be necessary to reproduce these types of trouble.
Points to Respect in Trouble Reproduction

You must be able through trouble reproduction tests not only to ascertain symptoms of the trouble but also to
identify the faulty system or location (part).
To achieve this, you must estimate the responsible system and connect to it an appropriate tester and other
measuring equipment before starting the test. Using the data thus collected together with the symptoms
observed, you will be able to determine whether the suspect system is really faulty.
NOTE
While the interview should be the primary method to make rough estimate of possible causes
of the trouble, making reference to troubleshooting tables in workshop manuals also helps to
find the causes.
Trouble reproduction by giving vibration
Use this method for troubles that are likely to be caused by vibration.
1. Small parts:
Give the suspect part light movements by hand while checking for occurrence of the trouble symptom.
2. Wiring harnesses and connectors:
Lightly shake the suspect harness or connector in vertical and horizontal directions while checking for
occurrence of the trouble symptom. Give shakes especially to the root of a connector, the point around
which the item vibrates, and the portion of the item that passes through a hole in a vehicle body component.
3. Others:
For the engine and transmission that are elastically mounted on the body, carry out stall test to give them
displacement forces. A vibrating machine is also usable for the purpose.
Trouble reproduction by cooling/heating the item
Use this method for troubles that occur only when the engine is cold or at operating temperature.
1. Heat or cool the component items of the suspect system using a hair dryer or refrigerant while checking for
occurrence of the trouble symptom.
When heating an item, do not exceed its maximum permissible temperature limit.
2. Simulate a cold engine by replacing coolant or removing the thermostat.
Trouble reproduction by water spraying
Use this method for troubles that occur only in rainy days or after the vehicle is washed.
Spray water over the vehicle while checking for occurrence of the trouble symptom.
Do not spray water directly into the engine compartment. Instead, spray water onto the radiator from
outside to indirectly cause the temperature and humidity in the engine compartment to change.
Do not spray water directly onto electronic parts.
Rain water may run along wiring harnesses and enter the engine-ECU or other electronic parts. Those
harnesses which can come into contact with rain water should be sprayed with water for appropriately
long time to make sure whether they relate with the trouble.
Pub. No. PTEE0113
76
TROUBLESHOOTING - Trouble Reproducing Methods
Trouble reproduction by creating conditions similar to those reported by the customer

Use this method when the customer reported the specific conditions of the trouble through the interview.
1. Use every possible means to place the vehicle under the conditions similar to those in which the customer
claims the trouble occurred. These include adjusting the engine load, electric loads, gear in engagement,
and vehicle speed.
2. It is also necessary to take into consideration individual customers habits, sensitive and feeling tendencies, and what level of quality he/she is asking for.
Trouble reproduction methods:

Cause every possible physical changes in suspect items based on customer interview data.
Pub. No. PTEE0113
77
TROUBLESHOOTING - Self-Diagnosis
Self-Diagnosis
The first step you should perform in troubleshooting any electronically controlled system is to identify the
faulty system(s) using self-diagnosis results before trying to find faulty components.
With an electrical trouble, bypassing this step and starting with fault finding tests can end up in temporary
recovery of a normal condition, preventing you from identifying the real cause.
1. Diagnosis
Faulty systems can be identified using diagnosis codes stored in the engine-ECU memory.
When using diagnosis codes, it is necessary for you to determine whether the indicated diagnosis code is
active (the corresponding fault still exists) or non-active (the fault occurred in the past but no longer exists).
To determine whether the indicated diagnosis code is active or non-active, erase the code, reproduce the
trouble condition and make sure of it by the symptom that accompanies it, and then check whether the
diagnosis code reappears. If the code is non-active, it will not reappear. If the code is active, it will appear
again.
In addition to diagnosis codes, you can use for finding faulty system the service data which are also provided
from the engine-ECU as described below.
2. Service Data
Read engine-ECU input and output data while a fault condition is present. In most cases, these data include
more than one abnormalities. Record all of the data and use them together with the results of inspection of
other items to make a comprehensive determination of a faulty system. Do not rely on only the abnormal data
you find first.
Self-diagnosis code checking steps
Read diagnosis code
Record and erase the diagnosis code
Reproduce trouble
Reproduction impossible
Reproduction possible
Perform trouble reproducing tests

using an appropriate method
Read diagnosis code
Diagnosis code displayed

Fault condition is present
Diagnosis code not displayed

Fault condition is present
Narrow down to a suspect system by

performing the basic functional inspection,
service data reading, and actuator test
Check the system corresponding

to the displayed code
Check suspect system

(If narrowing down is unsuccessful,
perform symptom by symptom inspection)
* 1 Refer to the Trouble

Reproducing Methods section.
Diagnosis code not displayed

Fault condition is not present
(Past fault)
First diagnosis codes

System inspection
Diagnosis code: Erase and check again.

Service data: In most cases, more than one abnormal data are displayed one after another.
Pub. No. PTEE0113
78
TROUBLESHOOTING - Basic Functional Inspection
Basic Functional Inspection

Most of the mechanical engine parts cannot be self-diagnosed. However, mechanical faults can often affect
electric/electronic control systems, and this sometimes cause abnormal service data to be output. Therefore,
service data do not necessarily indicate electric/electronic faults.
For instance, if damaged cylinder head gasket causes gas to blow by and misfire occurs in one of the cylinders, the electronic control system will open the ISC valve to make the amount of intake air increase to
maintain the standard engine speed. If the service data are checked under this condition, both air flow sensors
and ISC valves output data deviate from the standard values towards their maximum levels, possibly making
a technician believe that the air flow sensor and ISC servo are faulty.
To avoid the possibility of being misled to a false estimation due to such mechatronic interaction, you must
always perform inspection of the basic functions for all systems and use the results together with other information to make a comprehensive determination of a suspect system.
The basic functional inspection refers to inspection of the entire system including mechanical and electronic
components for proper operations. In the example above in which misfire occurs in one cylinder, basic functional inspection results will tell you that all of the inspection items are normal except the compression pressure.
The basic functional inspection includes the following six items of inspection:
Basic functional inspection items
1. Compression pressure
Measure the compression pressure. (Compression pressure can be roughly checked by
observing the cranking operation.)
2. Fuel
Check if the injectors are being supplied with fuel (by feeling the return hose pressure).
* GDI engines: Check the service data item fuel pressure.
3. Injector operation
Check the operating sound of injectors using a sound scope.
* Diesel engines: Operate injectors.
4. Spark plugs
Check sparks.
5. ISC valve
Create a condition that makes the engine operate at a fast idle speed and make sure the
engine speed actually changes.
6. Others
Check battery voltage, fuse condition, engine oil level, fuel quality, etc.
Basic functional inspection: Essentials for good gasoline engine performance

Sufficient compression pressure, strong sparks at proper timing, and appropriate air-fuel ratios
Pub. No. PTEE0113
79
TROUBLESHOOTING - Actuator Test

Actuator Test
While modern engines mechatronic systems use highly sophisticated control technology and means, their
output end components (actuators) that convert electric signals into mechanical motion have rather simple
constructions and functions.
These components use essentially either electromagnetic coils (motors and solenoids) or lamp bulbs. Each
system uses multiple actuators each making simple motion, and combination of simple motions creates actions necessary for the system to achieve its function. For example, the fuel pump uses the motors rotating
motion, the solenoid valve create intermittent open and close motions for injectors.
A fault occurs if any of these actuators fails to operate normally. In other words, a failure indicates that at least
one actuator is faulty.
Therefore, troubleshooting starts with checking every actuator for normal operation and isolating a one that is
in faulty condition.
Actuator test methods
Many of the actuators can be tested using the MUT-II. The others must be checked by operating them manually or using other means.
What is important is to determine whether the fault exists in the actuator and the components downstream of
it or in the electronic circuit components including the engine-ECU that control the actuator. For this purpose,
the output control signal voltage at the control terminal located between the engine-ECU and the actuator
must be checked.
For instance, let us assume a case in which you operate the MUT-II to drive the fuel pump but it does not run.
Since the engine-ECUs control does not cover beyond the control terminal at the fuel pump relay, if you tests
normal the voltage of the control signal from the terminal, the fault exists in a part downstream of the relay, not
in the control circuit.
In short, you need to check the actuator for normal operation and, if its operation is not normal, then you need
to determine whether the fault exists in the engine-ECU side or in the actuator side.
NOTE
If an input sensor of the control system is faulty, an actuator that operates according to the sensors signal
operates abnormally.
It is important to know that the engine-ECU has a built-in diagnostic function which monitors sensor inputs
and sets a fault code if it judges a sensor to be faulty, so you should be able to determine whether any sensor
is faulty or not before you start troubleshooting steps as long as you do not neglect checking diagnostic codes.
When encountering an actuator that operates abnormally, you should be able to tell if it is caused by an
actuator fault or by a sensor fault unless you fail to follow the diagnostic code checking steps faithfully.
Actuator test items
1. Engine control relay
Operate manually.
2. Fuel pump relay
Can be tested using the MUT-II.
3. Fuel pressure solenoid
4. Injector driver relay
Operate manually.
5. Injector
6. Ignition coil
Operate manually.
7. ISC servo system
Operate manually.
8. EGR solenoid
9. Variable air intake servo system
10. Other actuators
All must be inspected.
Actuator test: Determine on which side a fault exists, the engine-ECU side or actuator side.
Pub. No. PTEE0113
80
TROUBLESHOOTING - Troubleshooting Tree - Gasoline Engine
Troubleshooting Tree - Gasoline Engine

Engine basic
components
Compression
Valve
mechanism
Cylinders
Wear, scoring, faulty gasket,

etc.
Pistons and
connecting
rods
Wear, scoring, bend, etc.
Drive and
timing
mechanism
Timing belt, sprocket, cam lobe,

lash adjuster, timing switch
mechanism, valve clearance,
tensioner, etc.
Valves
Valve seat, valve stem, stem

seal, etc.
Primary
Coil, power transistor, etc.
Secondary
Coil, high-tension cables, plugs,

etc.
Ignition
Fuel
Pump
Low- and high- pressure pumps,

control relay, etc.
Line
Filter, piping, pressure

regulator, etc.
Pressure
regulation
Pressure regulator, vacuum

hose, solenoid, etc.
Injector
Injector, resistor, driver, relay,

etc.
Quality
Octane number, foreign matter,

additive, etc.
Line
Duct, hose, air cleaner, intake

manifold, turbocharger, air
bypass valve, relief valve, waste
gate valve, solenoid, etc.
Throttle valve
Throttle valve, relay, control unit

(ETV), fixed SAS, SAS, etc.
ISC
ISC, harness, etc.
Emission
control and
mixture
control
PCV system, air bypass

solenoid valve, EGR system,
purge control valve, canister,
brake booster, oxygen sensor,
catalytic converter, etc.
Trouble
Air-fuel
mixture
Air
Control
ECU, sensor, wiring, relay,

external noise, etc.
Other
Starting system, cooling

system, etc.
Pub. No. PTEE0113
TROUBLESHOOTING - Inspections to Narrow Down Suspect Systems
81
Inspections to Narrow Down Suspect Systems

Item
Inspection
General
Intake manifold vacuum
Cylinder
Cylinder balance test

Tracking down (misfire)
method, MUT-II (fuel cut-off)
Compression
Compression pressure
Ignition
Spark check
Timing light check
Ignition timing
Mixture
Air-fuel ratio
Fuel supply
Fuel pump
Fuel pressure (low, high)
Injection pattern and leakage
after injection
ISC valve
Operating sound
Operations
Standard idle speed
Key points
On GDI and MVV engines, take into account the conditions of
air-fuel mixture.
Check for change in engine speed.
Carry out the test both during idling and when the engine is
raced. Perform tests both under load and under no load.
Perform test at a cranking speed.
Check for difference in compression pressure between the
cylinders.
If the compression pressure is too low, pour small amount of oil
in the cylinder and check for any change in pressure.
Or, blow air through the spark plug hole.
Related inspection items: Valve clearance, valve timing
If strong sparks are not generated, perform a timing light test to
determine whether a fault exists in the primary circuit.
If the primary circuit is OK, check the secondary coil, cables,
and plug.
If the primary circuit is faulty, check the primary coil, power
transistor, and ECU.
Standard ignition timing should be established during cranking.
Check based on values
Oxygen sensor values:
Approx. 0 mV = Too lean
Approx. 900 mV = Too rich
Stoichiometric ratio = flashing
When compresse (fuel is injected at compression stroke)
lean mode = 0 100 mV
CO, HC meter reading
Check by changing air-fuel ratio
Supply secondary air or flammable gas.
Check whether or not fuel is supplied correctly by feeling the
pressure in the hose, listening to the operating sound of the
injector, and seeing the appearance of the spark plug.
Operating noise, pulsation (by touching), delivery rate
Different engine types have different measuring procedures
and standard values.
With GDI engines, it is not possible to check injector spray
patterns.
Replace injectors when all of the other related items have been
found normal.
Operating sound can be checked most easily when the ISC
servo is made to be initialized with the engine stopped (stepper
motor type).
If there is no operating sound, the valve is faulty. But existence
of operating sound does not always indicate normal condition
of the valve.
When conditions demand fast idling, does the stepper motor
turn through increased number of steps and the engine speed
increase?
After adjusting the SAS, does the ISC system successfully
stabilize the engine speed?
Perform inspection by taking into account the design of the
throttle body (bypass air passage).
Check for deposits in the passage.
Pub. No. PTEE0113
82
TROUBLESHOOTING - Inspections to Narrow Down Suspect Systems

Item
Electronicallycontrolled
throttle valve
(ETV)
Inspection
Carbon deposits on throttle
shaft or in its holes
Motion during initialization
Operations
Emission control
systems,
Mixture
adjustment
Stopping operations of each

system
(EGR, blow-by gas, purge
air, and bypass air control
systems)
Control
Power supply voltage
Sensor signals
Resetting ECU and run at

idle speed for about 10
minutes
Pub. No. PTEE0113
Key points
With the ignition off, hold the throttle valve with a finger and
then release it to see whether the valve returns smoothly.
Clean the throttle body as required.
Check the throttle valve motion (from fully open position to fully
closed position) when the ignition switch is turned from ON to
OFF.
Carry out this check whenever the ETV servo or controller has
been replaced or removed/reinstalled.
With the ignition on, does the valve open and close in
accordance with the accelerator pedal position?
Do the TPS1 and TPS2 outputs change smoothly in inverse
proportion to each other?
(TPS1 + TPS2 6 5000 mV)
During TPS adjustments, be sure to hold the throttle valve in
the fully closed position with a finger.
During fast idling, does the TPS output change and the engine
speed increase?
(It can be checked most easily when the engine is operating in
the stoichiometric mode.)
When the combustion mode changes, does the TPS output
change and the engine speed is kept stable?
(Stability in the engine speed is also greatly affected by the fuel
injection quantity and ignition timing.)
Mechanically stop the flow of gas or air in each system while
observing for any change.
If there is any improvement, stop the flow of gas or air by
means of the electronic control means and check if the system
follows the closing signal.
Make sure the CHECK ENGINE LAMP can come on and go out
using the MUT-II.
If the MUT-II cannot communicate, the ECU may be suffering a
fault. With a vehicle equipped with a fan controller, the fan
remains running at a high speed when the ignition is turned on
if the ECU is faulty.
Set a sensor system in the fail-safe/backup mode.
If there is improvement in operation of the engine, the signal
from the sensor is erroneous.
* This method cannot be used for sensors without backup
feature such as the crank angle sensor.
After any of the following operations is carried out, disconnect
the battery and reset the ECU (restoring the default values).
Engine adjustments
Injector replacement
Throttle port or body cleaning
Knock sensor repair or replacement
83
TROUBLESHOOTING - Troubleshooting Note
Troubleshooting Note
Exercise section
1.
No.
Complaint
System complained
Date of service visit:
__________________________
2.
Results of interview/problem reproduction
Written by:
__________________________
Vehicle model:
__________________________
3.
Results of diagnosis code check
Memo:
4.
Basic inspection (suspect system narrowing down) - operation performed and results
5.
Actuator test - test items and results
A.
Suspect system
Suspect system check - check items and results
Cause
B.
Repair performed
C.
Test run
D.
Run at idle speed for about 10 minutes (running-in)
E.
Explanation to customer
What did you learn and what

do you think necessary to be
improved/corrected?
__________________________
__________________________
__________________________
__________________________
__________________________
__________________________
Pub. No. PTEE0113
CUSTOMER INTERVIEW FORM

Registration
number
Vehicle
model
Customer name
Date of service
visit
Trouble
symptom
First registration
date
Chassis number
Traveled
mileage
Engine model
l Poor starting
l No initial combustion l Incomplete initial combustion

l Difficult to start {l Cold engine l Hot engine l Always}
Takes _____ seconds before starting.
Others ____________________________________________________________
l Poor idling
l Fast idle control does not work

l Incorrect idle speed {l Too high _____ rpm l Too low _____ rpm}
l Irregular idling l Hunting Fluctuate in a range of _____ rpm
Others ____________________________________________________________
l Poor driveability
l Hesitation during acceleration l Back fire l After fire

l Poor output l Black smoke l Knocking
l Hunting while driving Fluctuates in a range of _____ rpm
Others
l Engine stall
l Engine stalls short time after start l Engine stalls, but can be restarted
l Engine stalls when accelerator is depressed
l Engine stalls when accelerator is released
l Engine stalls when air conditioner is turned on
Others ____________________________________________________________
Date of occurrence of trouble

Trouble
occurrence
condition/
situation
km
Nonvehicle
conditions
Vehicle
conditions
CHECK ENGINE LAMP

Diagnosis code
date, month, year
Weather
l Clear
l Cloudy
l Rainy
l Snowy
Other
Ambient
temperature
Frequency of
occurrence
l Hot
l Warm
l Cool
l Cold
Approximately C
l Continuous l Occasional (___ times / ___ day, ___ month)

l Only once
Other __________________________________________________________
Road
l Urban l Country side l Expressway

l Slope {l uphill l downhill}
Engine
l Cold l During warmup Coolant temperature at approx. ___ C

l After warmup
l Always
Other __________________________________________________________
Vehicle
l During start
l Immediately after start l During idling
l During racing without load
l During driving {l During cruising
l During acceleration
l During slow down
l During coasting
l During turn to right / to left l During gear shifting}
* Vehicle speed at which problem occurred _____ km/h, in _____ gear
Other __________________________________________________________
l Continuously ON
l Occasionally ON
l Paved
l Unpaved
l Stays OFF
First occurrence
l No
l YES (
Recurrence
l No
l YES (
Troubleshooting Note
Exercise section
1.
No.
Complaint
System complained
Date of service visit:
__________________________
2.
Results of interview/problem reproduction
Written by:
__________________________
Vehicle model:
__________________________
3.
Results of diagnosis code check
Memo:
4.
Basic inspection (suspect system narrowing down) - operation performed and results
5.
Actuator test - test items and results
A.
Suspect system
Suspect system check - check items and results
Cause
B.
Repair performed
C.
Test run
D.
Run at idle speed for about 10 minutes (running-in)
E.
Explanation to customer
What did you learn and what

do you think necessary to be
improved/corrected?
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Troubleshooting Engines

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Troubleshooting Engines

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CONTENTS

BASIC INSPECTION OF GASOLINE ENGINES ....................................................

ENGINE BASIC COMPONENTS AND VALVE MECHANISM ................................

IGNITION SYSTEM .................................................................................................

FUEL SYSTEM ........................................................................................................

INTAKE SYSTEM ....................................................................................................

ENGINE BASIC MECHANISMS ..............................................................................

FUEL SYSTEM ........................................................................................................

TROUBLE REPRODUCING METHODS .................................................................

POINTS TO RESPECT IN TROUBLE REPRODUCTION ........................................

BASIC FUNCTIONAL INSPECTION .......................................................................

ACTUATOR TEST ....................................................................................................

TROUBLESHOOTING TREE - GASOLINE ENGINE ..............................................

INSPECTIONS TO NARROW DOWN SUSPECT SYSTEMS..................................

MITSUBISHI MOTORS CORPORATION

GASOLINE ENGINE - Gasoline Engine Troubleshooting

GASOLINE ENGINE TROUBLESHOOTING

Pub. No. PTEE0113

GASOLINE ENGINE - Basic Inspection of Gasoline Engines

BASIC INSPECTION OF GASOLINE ENGINES

Normal vacuum pressure

2) Abnormal vacuum pressure due to poor valve seating

Abnormal vacuum pressure due to poor valve seating

3) Abnormal vacuum pressure due to leakage of air through manifold connections

Abnormal vacuum pressure due to leakage of air

Pub. No. PTEE0113

GASOLINE ENGINE - Basic Inspection of Gasoline Engines

4) Abnormal vacuum pressure due to weak valve springs

Abnormal vacuum pressure due to weak springs

5) Manifold vacuum check

'98 SPACE WAGON

'99 SPACE STAR

Min 56 kPa (42 mmHg)*

Pub. No. PTEE0113

GASOLINE ENGINE - Basic Inspection of Gasoline Engines

Poor vacuum causing by worn out

2. Cylinder Balance Test

Inspection condition Normal/faulty criteria

Deactivate one injector for 6

If the engine is normal, the

Pub. No. PTEE0113

Ignition test used to identify faulty cylinder in diesel engines.

GASOLINE ENGINE - Engine Basic Components and Valve Mechanism

ENGINE BASIC COMPONENTS AND VALVE MECHANISM

Pub. No. PTEE0113

GASOLINE ENGINE - Engine Basic Components and Valve Mechanism

Fuel consumption {g/kwh (g/psh)}

4) Important inspection items for valve mechanism

Valve clearance is normal

Inspect the valve mechanism for the following items:

5) Poorly synchronized valve timing

Pub. No. PTEE0113

GASOLINE ENGINE - Engine Basic Components and Valve Mechanism

2. Compression Pressure Check

5) Set compression gauge to one of the spark plug holes.

1720 300 rpm

1569 300 rpm

1570 300 rpm

1275 250 rpm

1350 250 to 400 rpm 1020

1370 250 to 400 rpm 1040

1370 250 to 400 rpm 1040

1177 250 to 400 rpm 875

7) Measure the compression pressures for all the cylinders,