1.engine Driveability PDF

NISSAN MOTOR CO., LTD.
1.
INFO.
CAUSE
1. Engine Driveability Malfunctions and Causes
9/98
TABLE OF CONTENTS
1-1. GENERAL DESCRIPTION .........................................................1-1
1-2. DIAGNOSTIC PROCEDURE......................................................1-2

1) VERIFY ....................................................................................1-3
2) ISOLATE..................................................................................1-5
3) REPAIR....................................................................................1-5
4) CHECK ....................................................................................1-5
5) WORKSHEET SAMPLE FOR ENGINE ...................................1-7
1-3. DRIVEABILITY TERMS ..............................................................1-8
1-4. ECCS ENGINE MALFUNCTIONS AND POSSIBLE CAUSES.1-12

1) MALFUNCTION CAUSED BY NATURAL ENVIRONMENT ..1-12
2) FUEL PROPERTIES..............................................................1-14
3) AUTOMOTIVE SYSTEMS .....................................................1-19
4) SYMPTOM MATRIX CHART (Example: A32 VQ engine) .....1-24
5) FAIL-SAFE SYSTEM .............................................................1-27
1-5. CARBURETOR ENGINE MALFUNCTION AND POSSIBLE

CAUSES ...................................................................................1-30
1) IMPOSSIBLE TO START – No combustion ..........................1-30
2) IMPOSSIBLE TO START – Partial combustion .....................1-30
3) HARD TO START – Every time .............................................1-31
4) HARD TO START – Before warm-up ....................................1-32
5) HARD TO START – After warm-up .......................................1-32
6) ABNORMAL IDLING – No fast idle........................................1-33
7) ABNORMAL IDLING – High idle (after warm-up) ..................1-33
8) UNSTABLE IDLING – Before warm-up .................................1-33
9) UNSTABLE IDLING – After warm-up ....................................1-34
10) STUMBLE/HESITATION – While accelerating ......................1-34
11) SURGE – While cruising........................................................1-35
12) DETONATION/KNOCKING ...................................................1-35
13) ENGINE STALL – During start-up .........................................1-35
14) ENGINE STALL – While idling ...............................................1-36
15) ENGINE STALL – While decelerating/just after stopping ......1-36
16) ENGINE STALL – When braking and/or turning....................1-37
17) ENGINE STALL – While idling under load.............................1-37
1-6. DIESEL ENGINE MALFUNCTIONS AND POSSIBLE CAUSES1-38

1) MALFUNCTION CAUSED BY NATURAL ENVIRONMENT ..1-38
2) FUEL PROPERTIES..............................................................1-39
3) AUTOMOTIVE SYSTEM .......................................................1-43
4) SYMPTOM MATRIX CHART (RD28ETi) ...............................1-46
Section 1:
Engine Driveability Malfunctions
and Causes
1-1. GENERAL DESCRIPTION

The engine has an ECM to control major systems such as fuel injection control,
ignition timing control, idle speed control, etc. The ECM accepts input signals from
sensors and instantly drives actuators. It is essential that both input and output
signals are proper and stable. At the same time, it is important that there are no
problems such as vacuum leaks, foulded spark plugs, or other problems with the
engine.
It is much more difficult to diagnose a problem that occurs intermittently rather
than continuously. Most intermittent problems are caused by poor electric connec-
tions or improper wiring. In this case, carefully checking of suspected circuits may
help prevent the replacement of good parts.
Systematic diagnosis is the shortest way to perform correct troubleshooting.
Sequence is as shown in the next page.
Issued:June, 1999 1-1 Automotive Advanced Guide

Section 1:
and Causes
1-2. DIAGNOSTIC PROCEDURE

The cause of trouble can be determined according to the information obtained
from symptoms. The procedure begins and ends with the customer because it is
the customer who perceives the incident.
Difficulty in duplicating the incident is taken care of by driving the car and using
diagnostic tools.
The quickest way to solving the problem without using any unnecessary parts is
this systematic diagnostic procedure.
Check in
Verify Listen to customer complaints. (Get symptoms.)
Check, print out (write down) and clear Diagnostic Trouble

Code (DTC).
Verify the symptom and DTC.
Isolate Estimate probable causes of the problem.
Narrow down probable causes.
Determine the cause.
Repair Repair/replacement/adjustment
Check Final check
Check out

Section 1:
and Causes
1) VERIFY
(1) Receiving the customer’s complaint
(a) Discussing the problem with the customer.
The interpretation and description of the same incident varies from customer
to customer according to their individual perceptions.
It is necessary for the service mechanic to understand what incident the cus-
tomer is complaining about. Ask the customer the driving conditions when the
incident occurs, and also ask about the service history of the vehicle. This
information will be helpful when checking the vehicle.
Get detailed information about the conditions and the environment when the
incident/symptom occurred using the “DIAGNOSTIC WORKSHEET” as shown
on page 7.
Key points
WHAT .......Vehicle model, Engine, transmission
When ........Date, Time of day, Weather conditions, Frequency
Where.......Road conditions, Altitude and Traffic situation
How ..........System Symptoms, Operating conditions,
Others.......Service history, After market accessories
(b) Before confirming the concern, check and write down (print out using CON-
SULT) the Diagnostic Trouble Code (DTC), then erase the code.
The DTC can be used when duplicating the incident.
Study the relationship between the cause, specified by DTC, and the symptom
described by the customer.
Also check related service bulletins for information.
(c) Verify the phenomenon with the customer.

There are times when the problem will not
show up if you are checking for it under differ-
ent circumstances than those under which it THIS is the
arose (for example, the problem arose with symptom,
isn’t it?
the air conditioning on, but you are checking
with the air conditioning off.)
So if the problem does not show up, check the
problem carefully in a road test. Do not take
the customer’s complaint lightly.
If you check the symptom with a customer before repairs, this will make it eas-
ier to convince the customer afterwards that the problem has been solved.
There are many kinds of operating conditions that lead to malfunctions on

engine components. A good grasp of such conditions can make troubleshoot-
ing faster and more accurate.

Section 1:
and Causes
In general, feelings for a problem depend on each customer. It is important to

fully understand the symptoms or under what conditions a customer com-
plains. Make good use of a diagnostic worksheet in order to utilize all the com-
plaints for troubleshooting.
Problems are classified as two types; reproducible which permits the problem
to be checked any time and non-reproducible which occurs only under a par-
ticular condition.
When asking the customer about the problem, the skill of questioning as well
as the customer’s answers determines the quality and efficiency of the diagno-
sis.
(2) Road test

If you cannot determine the problem based upon the customer’s description,
you should perform a road test to reproduce conditions.
• When conducting a road test, operate the car under the specific condition
(described in the worksheet) under which the problem occurred.
• If the problem cannot be reproduced, check the harness, etc. for poor elec-
trical contact by “Incident Simulation Test”.
When diagnosing an ECCS engine, the real time diagnosing system should be
used, if equipped. This makes the diagnosis easier when an abnormal condi-
tion is detected.
(3) Advising the customer

Among the customer complaints, there are also cases in which the customer is
demanding an excessively high level of performance. In such case making
“repairs” will not solve the problem and will inconvenience the customer.
Explain the situation to the customer clearly and advise the customer on ways
of handling the vehicle.

Section 1:
and Causes
2) ISOLATE
(1) Estimating the cause of the problem
Consider various probabilities based on the information on the worksheet.
Estimate the probable causes of the trouble. The causes of the problem can
be divided into the five categories shown below:
• Problems which occur accidentally and singly.
• Problems caused by other problems
• Problems which occur due to expiration of service life
• Problems which occur due to improper handling
• Problems which occur due to improper servicing
(2) Narrowing down

Arrange the suspected parts and devices for
each system, and narrow down faulty sys-
tem according to the symptoms and informa-
tion obtained.
Eliminate those devices/parts that are oper-
ating normally. The Symptom Matrix Chart
will be very useful to narrow down the sus-
pected parts.
(3) Determining the cause of the problem

• Actually check the system at this point to determine the cause of the prob-
lem.
• Check the components of the specific system and determine if the faulty
part is the actual cause of the problem.
3) REPAIR
Repair, replace, or adjust the faulty part.
4) CHECK
After performing BASIC INSPECTION, confirm whether or not the problem is
removed by running the engine in the same conditions and circumstances
which resulted in the customer’s initial complaint.
If the problem still exists, or if further problems have developed, be sure to

return the system to the original “faulty” condition, and repeat the diagnostic
procedure again from the beginning.
Otherwise, the actual cause of the problem will become unclear, or new prob-
lems may occur.

Section 1:
and Causes
Double check the repair and explain to the

customer. When delivering the car to the cus- Now this is more
A clear
like it !
tomer after completing the repair, explain the explanation
cause of the problem and how it was repaid,
as well as advising him on proper handling of
the car.
The customer will be satisfied if you are able
to show him that the problem has been elimi-
nated.

Section 1:
and Causes
5) WORKSHEET SAMPLE FOR ENGINE

Section 1:
and Causes
1-3. DRIVEABILITY TERMS

It is important to understand the symptoms correctly and use correct terminology
for quick and proper troubleshooting.
Rough idle:Fluctuations in engine idle rpm.
Eng. rpm
Rough idle
Normal
Time
High idle: Idle speed is higher than that specified while warming up and when
warmed up.
Hunting: Cyclic fluctuations in engine rpm.

Eng. rpm
Hunting
Normal
Time
Hesitation: A time delay in engine speed

Vehicle speed
increase in comparison with speci-

fied acceleration performance when
accelerator pedal is depressed. Throttle
valve
opening
Hesitation
Time
Stumble: A momentary drop in engine output Normal

during acceleration. A feel of decel-
Vehicle speed
Throttle
eration is evident; time period is valve
opening
shorter than a hesitation and the Sag
feeling is sharper.
When such a drop is slight, it is
Stumble
called “sag” and when such a drop
is large, it is called “jerking”.
Time

Section 1:
and Causes
Surge: Low-frequency (less than 10 Hz) Cruising

oscillation produced in the fore-aft
direction of a car while driving or dur-
Vehicle speed
Normal
Surge
ing deceleration/acceleration.
It is very slow back and forth motion
Accelerating
similar to wave action.
Time
Decelerating
Vehicle speed
Surge
Normal
Time
OFF/ON throttle shock: Fore/aft vehicle shock or

jerk experienced during
OFF to ON or ON to
Vehicle speed
OFF throttle operation.

The severity of shock
depends upon engine
Throttle valve open
response and drive line/
Time
engine mounting charac-
teristics.
Throttle valve closed
Vehicle speed
Time
Recovery shock: Shock when recovering from

fuel cut condition during decel- Throttle valve closed
eration with throttle off.
Vehicle speed
Recovery shock
Time

Section 1:
and Causes
Engine stall: A phenomenon in which engine stops.
Rabbit jump: A phenomenon similar to a rabbit jumping when starting manual

transmission models or running a diesel model at low speed. This
slight bucking movement often causes the driver to inadvertently
move forward and then back, causing him to repeatedly pump the
accelerator pedal, resulting in increased vibrations.
Backfire: An explosive sound heard after ignition in the intake system. It is

caused by reverse flow of mixture flame produced in the combustion
chamber.
After fire: Combustion of unburned gasses inside the exhaust manifold. It is

accompanied by an explosive sound.
Run-on: In a gasoline engine, engine continue to run after ignition key is

turned OFF. It is also called “dieseling”.
Knocking: Abnormal ignition caused by excessive advance of ignition timing,

overloading, too high a compression ratio, low octane fuel, etc., creat-
ing a metallic rattling noise.
Gasoline engines have a tendency to knock during the final stage of
combustion while diesel engines tend to knock during the initial stage
of combustion.
Knocking in gasoline engines Knocking in diesel engines
Rapid Knocking
Knocking
pressure
increase Rapid
pressure
increase
Pressure
Pressure
Injection Combustion starts

lgnition Combustion starts
Top dead center Top dead center
Crank agnle Crank agnle
Vapor lock: This phenomenon occurs when pressurized fuel is not delivered to
the fuel pipe because a large amount of gasoline has vaporized in the
fuel pipe and fuel pump. It causes hesitation or the engine to start.
Vapor lock is more likely to occur when fuel vaporizes more easily, i.e.
its pressure is lower and/or its temperature is higher.
Icing: After passing through the throttle valve, intake air draws heat from the
surrounding areas because it expands rapidly. The temperature near
the throttle valve drops below the freezing point and moisture in the
intake air turns to ice.

Section 1:
and Causes
The more often the following conditions are combined, the more easily icing
occurs.
• The intake air has low temperature and high humidity.
• The area surrounding the engine has a low temperature.
• The throttle opening is too rapid.
• Fuel vaporization is too rapid.
100
Range in which icing is apt to

80 occur
Relative humidity (%)

60
Freezing 40
20
0
0 (32) 10 (50) 20 (68) 30 (86)
Air temperature °C (°F)
Percolation: Gasoline is heated in the

fuel pipe and fuel pump
and a large amount of 70 (158)
vapor is temporarily pro-
duced in the float chamber Vapor lock
Fuel temperature °C (°F)
of the carburetor. Gasoline 60 (140)

overflows through the air
vent in large quantities,
causing an enriched air- 50 (122)
Percolation
fuel mixture. This phenom-
enon can cause hard
starting or stalling of the 40 (104)
engine. Normal
30 (86)
0.1 (1.4) 0.2 (2.8) 0.3 (4.4)
Fuel pressure kg/cm2 (psi)

Section 1:
and Causes
1-4. ECCS ENGINE MALFUNCTIONS AND POSSIBLE CAUSES

The factors that affect automotive driveability can be roughly classified as follows:
1) Natural environment such as temperature, humidity and atmospheric pressure
2) Fuel properties
3) Automotive systems
• Malfunction engine
• Malfunction electrical system (EFI, ECCS, ECC, Ei, etc.)
• Malfunctioning exhaust emission system
4) Others: Driving manner (acceleration, braking, turning) powertrain and defec-
tive chassis.
1) MALFUNCTION CAUSED BY NATURAL ENVIRONMENT

Automobiles are used in almost every part of the world, from the equator to
the poles, at or below sea level to the mountain tops, and from deserts to
swamps.
Generally, these environment conditions range from –400 to 4,000 m (–1,312
to 13,123 ft) in altitude (atmospheric pressure change: 0.6 to 1.0 atm), from
–40 to 50°C (–40 to 122°F) in temperature, and from 0 to 100 percent in
humidity.

Section 1:
and Causes
The chart below lists the effects of these environmental changes on driveabil-
ity.
IDLE STABILITY
ENGINE STALL
STARTABILITY
HESITATION
AFTERFIRE
KNOCKING
BACKFIRE
STUMBLE
Cause
SURGE
HUMIDITY
High Icing
Low Abnormal combustion
High Vapor lock

TEMPERATURE
Rich air-fuel mixture ratio
Low Increased engine friction
Lean air-fuel mixture ratio
High
ATMOSPHERIC
(Low Lean air-fuel mixture ratio

PRESSURE
elevation)
Low Rich air-fuel mixture

(High
elevation) Vapor fuel

Section 1:
and Causes
2) FUEL PROPERTIES
(1) General
Crude oil contains various types of oil or hydrocarbons of low to high boiling
points. Fractional distillation of crude oil utilizes this difference in the boiling
point to produce various types of oil. The oils first fractionated at temperatures
from 40 to 150°C (104 to 302°F) are refined further to obtain gasoline (direct
distillation gasoline).
Crude oil Light gas
Naphtha
Condenser
Kerosene
Direct distillation gasoline
Light oil
Middle oil
Heavy oil
Residue
Distillation furnace
Fractionating tower
The gasoline obtained through this process has a low octane number, and its
quality varies largely with the quality of crude oil. Therefore, the oil manufac-
turer performs further processing to improve the gasoline quality – the
improved gasoline is called the reformat. This means that the quality of the
gasoline available in the market is determined not only by the quality of crude
oil, but also by the performance of the reforming process.
Bad fuel contributes to knocking, run-on, poor starting, poor warm-up ability,
hesitation and surge, and, in the end, vapor lock, percolation and deposit
accumulation may result.
(2) Necessary gasoline fuel characteristics

1. It must burn smoothly without knocking in the combustion chamber.
(Anti-knock characteristics)
2. It must have a moderate degree of volatility.
(A good gasoline readily vaporizes producing a mixture of air and gasoline
for cold weather starting. Also, it does not cause problems such as vapor
lock at high temperatures.)
3. It must not contain a high percentage of non-volatile substances.
(Deposits produced due to incomplete burning of fuel cause dilution of
engine oil.)
4. It does not change its properties nor produce a gummy substance in stor-
age. (Stability in storage)
5. It must protect against corrosion. (Anti-corrosiveness)

Section 1:
and Causes
6. It must prevent or slow down the formation of deposits in the intake system
and exhaust emission control devices (PCV valve, EGR system etc.) so
that they can function normally. (Detergency)
7. It must not produce large amount of harmful exhaust gases.
Due to the change in the crude oil environment in the world and the advance-
ment in refining technology, gasoline quality is becoming diversified. In recent
years, new process have been adopted where gasoline is produced by decom-
posing heavy oil (cracked gasoline) or by mixing excess naphtha into gasoline.
Chemically composed alcohol or fermented alcohol is often mixed in gasoline.
Use of unleaded gasoline to avoid the toxicity of tetraethyl lead is now a world
wide trend, and will become more popular in the feature. The lead content in
leaded gasoline is also on the decrease.
(3) Properties
The following five properties of gasoline are closely related to the vehicle’s
driveability.
• Octane number: A measure indicating the anti-knock property of gasoline
• Reid Vapor Pressure (RVP): The measure indicating the volatility of
• Distillation temperature: gasoline
• Lead content (percent)
• Oxidation stability
(a) Octane number

Generally speaking, the thermal efficiency of an engine increases with com-
pression ratio but engine knocking occurs more at higher compression ratios.
Gasoline with anti-knock property (that is a higher octane number) is therefore
desirable to prevent engine knocking.
a. Octane number standard

The octane number of 100% isooctane (2, 2, 4 trimethylpentane) is deter-
mined as 100.
b. Octane number types

Generally, there are two types of octane numbers:
• Research octane number (RON): representing the anti-knock property of
gasoline in the low engine rpm range.
• Motor octane number (MON): representing the anti-knock property of gaso-
line in the high engine rpm range.
Japan and some European countries adopt the RON system, while U.S.A.
adopts the octane number based on (RON + MON)/2.
The difference between RON and MON is called gasoline sensitivity which,
refers to the change in the octane number under different driving conditions.
It is desirable for gasoline to have low sensitivity.

Section 1:
and Causes
c. Anti-knock agent
The following octane boosters are added to gasoline to raise the octane num-
ber.
• Tetraethyl Lead: This substance greatly improves anti-knock properties, but
it is toxic and chemically unstable.
• TBA (Tributyl alcohol)
• MTBE (Methyl tertiary butyl ether) oxygen containing fuel
• Alcohol (Ethanol, methanol)
When ignition is not started by a flame generated by an external source, but
stared internally by compression, the flame surface impinges against he com-
bustion chamber wall and makes a shock wave because it can be transmitted
very quickly to the adjacent gas mixture.
This causes the gas inside the cylinder to oscillate at high frequency, thus
generating a knocking noise.
When this occurs, the total combustion time becomes shorter and engine out-
put decrease because of a sudden rise in pressure and temperature.
This also produces a strong impact on the valves and pistons.
(b) Reid vapor pressure (RVP)

RVP indicates the vapor pressure (saturated pressure in kg/cm2) which is gen-
erated when a gasoline sample is contained in a closed container and heated
to 37.8°C (100°F).
• When RVP is low (less than 0.6) in cold weather, engine startability and cold
engine driveability become poor.
• When RVP is high (more than 0.9) in hot weather, hot restart incidents,
vapor lock and percolation are likely to occur at high engine temperatures.
At high altitudes the apparent RVP value rises and correction must be made
using the following equation:
RVP = 0.11 x H x RVP (where H = altitude in km)

Section 1:
and Causes
(c) Distillation temperature

The distillation characteristics indicate the volatility of gasoline, and the distilla-
tion temperature refers to the temperature at which the indicated weight per-
centage of the sample is distilled from an open container. Concerning
driveability related matters, T50 (50% distillation temperature) is widely used.
The relationship between the distillation temperature T50 (°C) and engine
operation is outlined below.
1. When T50 is low (less than 80):
• Vapor lock occurs easily when engine temperature is high.
• Cold engine startability and driveability are improved.
• Carburetor icing problems occur easily.
2. When T50 is high (more than 110):
• Engine warm-up period becomes longer in cold weather.
• Cold engine driveability becomes poor.
• Mixture ratio is apt to vary from cylinder to cylinder.
Generally, gasoline with high RVP and low T50 is called “light gasoline” and
with low RVP and high T50 is called “heavy gasoline”.
(d) Lead content

As mentioned above, lead is added to gasoline to raise the octane number.
If leaded gasoline is used in vehicles designed for unleaded gasoline, the cat-
alyzer and O2 Sensor may deteriorate.
It can also cause problems in the valves and piston rings. These problems
always result in poor driveability of the vehicle.
The scavenger (chlorine base) added in combination with lead may cause cor-
rosion to the exhaust system.
It should also be noted that the so-called “unleaded” gasoline sold in the mar-
ket sometimes contain traces of lead.
(e) Oxidation stability

Generally, gasoline with a higher content (more than 50%) of olefin series
hydrocarbons*1, is easily oxidized (becomes sour). This sour gasoline causes
rubber parts such as fuel hoses to swell or melt. It may also cause valve sei-
zure problems due to the formation of a gummy substance.
*1: Ethylene derivative (unsaturated hydrocarbon) having chained or dendrite structure indicated by
Cn H2n.

Section 1:
and Causes
(4) Gasoline containing alchohol

(a) Methanol fuel
a. Merits
• Low cost approx. 1/2 that of unleaded gasoline. (Calorific value is also 1/2
that of unleaded gasoline.)
• Reduced CO emission
• Octane number boosting capability
b. Demerits
• Low calorific value results in low fuel economy compared to gasoline.
• Though vapor pressure of methanol is low, it becomes very high when
mixed with gasoline, with an increased possibility of vapor lock incident.
(Azeotropic phenomenon)
The latent heat of vaporization is large, and this results in poor cold engine
driveability.
• Methanol causes rubber parts to swell, and corrodes metals (aluminum,
copper, zinc).
• Even if the slightest amount of water is in the gasoline, laminar separation
will occur, thus lowering octane number.
• With 100% methanol, the distillation temperature becomes constant, and
cold engine starts become difficult.
(b) Ethanol fuel

• Unlike methanol, ethanol is a non-toxic substance.
• The demerits of methanol are reduced by half (low strength).

Section 1:
and Causes
3) AUTOMOTIVE SYSTEMS
(1) ECCS system
• FUEL INJECTION CONTROL
• GNITION CONTROL
• DLE SPEED CONTROL
• Fuel injection contorol

Fuel injection control is divided into the injection quantity and injection mode
control and fuel cut.
Injection quantity control Injection quantity when starting
Fuel injection control Ordinary Injection quantity
Injection timing control Simultaneous Injection
Sequential Injection
Group Injection
Ordinary injection quantity

Fuel injection time =
Tp [Basic fuel injection time] x (1+Various enrichment correction)
x (Air-fuel ratio feedback correction)
• Start enrichment correction

• After start enrichment correction
• Warm-up enrichment correction
• Air-fuel ratio correction
• etc
Basic fuel injection quantity = Intake air flow quanity’s index number × Constant value
Engine speed
Air-fuel ratio feedback correction
The air-fuel ratio feedback system

is a device designed for always
maintaining the actual air-fuel ratio Three-way catalytic converter
as close as possible to the theoret- Injectors
ical air-fuel ratio so as to maximize
the efficiency of the three-way cat- O2 sensor
alytic converter. It consists of an
O2 sensor, ECCS control unit and
ECCS control module
injectors.

Section 1:
and Causes
• Ignition control
Ignition timing In ordinary operation
Ignition control In cranking
In idling & decelerating

Energizing time
(a) Ignition timing control (In ordinary operation)

The condition in which the idle contact of the throttle valve switch is OFF is
referred to as ordinary operation. Ignition timing is controlled by selecting the
optimum ignition timing value determined by the basic injection quantity and
engine rpm from the data stored in the memory. An example of memory-stored
data is indicated below.
Ignition timing of BTDC
180° signal slit for No. 1 cylinder
1° signal slit
180° signal slit
Rotor plate

Section 1:
and Causes
(b) Detonation control

When detonation occurs, the detonation sensor receives vibration from the
engine cylinder, and generates a voltage.
The ECCS control module receives this voltage signal from the detonation
sensor, and sends out a retard signal to the power transistor corresponding to
the detonation currently detected for retarding the ignition timing to a point
where detonation is eliminated.
Once detonation is eliminated, the control module sends a signal to gradually
recover the ignition timing to the ordinary timing.
Detonation vibration detection
Vibration Detonation strength detection

Detonation
Retard control
ECCS control module Ignition coil Distributor

Engine

Section 1:
and Causes
• Idle speed control

This system automatically controls engine idle speed to the target value mem-
orized in ROM. Idle speed is controlled through fine adjustment of the amount
of air which by-passes the throttle valve via AAC valve.
There are two types of AAC valves: duty control type and step motor type.
And idle speed control is divided into two phases: idling control and non-idling
control.
(c) Idling control (Proportional solenoid type)

a. Control value (Output signal)
Idling control is performed by varying the AAC valve energizing (ON) time ratio.
The energizing time ratio is represented in the following equation:
ON % = basic characteristic value + gear position correction

+ feedback correction
• Basic characteristic value

The basic characteristic value varies from one engine series to another.
• Gear position correction
With automatic transmission models, when the neutral switch is OFF, this
correction value is approx. 10%, when ON, it is 0%.
• Feedback correction
This correction is used when the difference between the objective engine
speed and actual engine speed is greater than ±25 rpm even though control
is performed by using both the basic characteristic value and gear position
correction. This feedback correction value varies with engine speed, and
becomes larger for higher engine speeds.
b. Condition for feedback control
• Throttle valve switch idle contact is ON, transmission gear is in neutral or

vehicle speed is lower than 8 km/h (5 MPH), and the difference between
actual engine rpm and objective rpm is greater than ±25 rpm.

Section 1:
and Causes
c. Objective idling speed

The objective idling speed is the Example:
1,500
minimum rpm which ensures stable
Objective idling speed (rpm)

engine operation. It is determined A/C ON (900 rpm)
by considering the noise and vibra-

1,000
tion transmitted to the interior, fuel
consumption, load applied to the
engine, and other factors. A/C OFF (750 - 800 rpm)
500
–40 –20 0 20 40 60 80 100

(–40) (–4) (32) (68) (104) (140) (176) (212)
Water temperature °C (°F)
• The engine idling speed basically varies with water temperature, as shown
in the above curves. When the water temperature is low (during warm up),
the AAC valve compensates for the air regulator characteristics to keep
engine speed high, and when water temperature is high, engine speed is
also kept high to provide better engine cooling.
During several minutes after starting, the objective rpm is raised by approxi-
mately ten percent to ensure stable engine operation.
• With automatic transmission models, the engine idling speed is set at
approx. 800 rpm to prevent creeping when the neutral switch is OFF.
• When the air conditioner is operated, the objective idling speed is raised for
better cooling performance during idling.
• If the battery voltage is lower than 12V for a approx. 1.3 seconds, the idling
speed is maintained at approx. 800 rpm for five minutes to charge up the
battery.

Section 1:
and Causes
4) SYMPTOM MATRIX CHART (Example: A32 VQ engine)

Section 1:
and Causes

Section 1:
and Causes

Section 1:
and Causes
5) FAIL-SAFE SYSTEM
The modern ECCS is designed to keep the car driveable even if some impor-
tant components are malfunctioning or stop functioning. Generally, this com-
pensation system is referred to as the fail-safe system or fail operable system.
The fail-safe system includes three modes, fail-safe, back-up and limp home
mode. When handling a driveability incident, it is important to know which
mode the car is in. In many cases, driveability becomes poor when the car is
operating in fail-safe and almost all drivers notice the condition.
FAIL-SAFE SYSTEM DESCRIPTION (EXAMPLE FOR B14 - GA ENGINE)

(1) CPU malfunction of ECM
(a) Outline
The fail-safe system makes engine starting possible if there is something mal-
functioning in the ECM’s CPU circuit. In former models, engine starting was
difficult under the conditions mentioned above. But with the provisions pro-
vided in this fail-safe system, it is possible to start the engine.
(b) Fail-safe system activating condition when ECM is malfunctioning

The computing function of the ECM was judged to be malfunctioning.
When the fail-safe system activates, i.e. if the ECM detects a malfunction con-
dition in the CPU of ECM, the MALFUNCTION INDICATOR LAMP on the
instrument panel lights to warn the driver.
(c) Engine control, with fail-safe system, operates when ECM is malfunctioning
When the fail-safe system is operating, fuel injection, ignition timing, fuel pump
operation, IACV-AAC valve operation and cooling fan operation are controlled
under certain limitations.
(d) Operation
Operation
Simultaneous multiport fuel

Fuel injection
injection system
Ignition timing is fixed at the

Ignition timing
preset value.
Fuel pump relay is “ON”

Fuel pump when engine is running and
“OFF” when engine stalls.
IACV-AAC valve Full open
Coolling fans Coolling fan relay “ON”

Section 1:
and Causes
(e) Cancellation of fail-safe system when ECM is malfunctioning

Activation of the fail-safe system is canceled each time the ignition switch is
turned OFF. The system is reactivated if all of the above-mentioned activating
conditions are satisfied after turning the ignition switch from OFF to ON.
(2) Mass air flow sensor malfunction

If the mass air flow sensor output voltage is above or below the specified
value, the ECM senses an mass air flow sensor malfunction. In case of a mal-
function, the throttle position sensor substitutes for the mass air flow sensor.
Though mass air flow sensor is malfunctioning, it is possible to drive the vehi-
cle and start the engine. But engine speed will not rise more than 2,400 rpm*
in order to inform the driver of fail-safe system operation while driving.
(a) Operation
Engine condition Starter switch Fail-safe system Fail-safe functioning
Stopped ANY Does not operate. —

Engine will be started by a pre-
Cranking ON determined injection pulse on
Operates. ECM.
Engine speed will not rise above

Running OFF
2,400 rpm*.
* : Models without three way catalyst — 2,400 rpm
Models with three way catalyst — 3,000 rpm
(3) Engine coolant temperature sensor malfunction

When engine coolant temperature sensor output voltage is below or above the
specified value, water temperature is fixed at the preset value as follows. Also,
the cooling fan will be activated to prevent engine coolant temperature from
rising.
(a) Operation (Example)

Models with three way catalyst
Engine coolant temperature
Condition
decided
Just as ignition switch is turned

30°C (86°F)
ON or Start
More than 5 minutes after ignition

80°C (176°F)
ON or Start
30 - 80°C (86 - 176°F)

Except as shown above
(Depends on the time)

Section 1:
and Causes
Models without three way catalyst

Engine coolant temperature
Condition
decided
Just as ignition switch is turned ON

35°C (95°F)
or Start
More than 4.5 minutes after

80°C (176°F)
turning ignition switch ON or Start
30 - 80°C (95 - 176°F)

Except as shown above
(Depends on the time)
(4) Oxygen sensor malfunction

When the output signal of the oxygen sensor is abnormal, the ECM judges it to
be malfunctioning. Then the ECM stops the mixture ratio feedback control.
(5) Knock sensor malfunction

When the output signal of the knock sensor is abnormal, the ECM judges it to
be malfunctioning. When the knock sensor is malfunctioning, ignition timing
will retard according to operating conditions.
(6) Throttle position sensor malfunction

(a) Description
When the output signal of throttle position sensor is abnormal the ECM judges
it as a malfunctioning of throttle position sensor.
The ECM does not use the throttle position sensor signal, but judges the idle
position by the amount of fuel injected and the engine speed.
(b) Operation
Driving condition
When engine is idling Normal
When accelerating Poor acceleration

Section 1:
and Causes
1-5. CARBURETOR ENGINE MALFUNCTION AND POSSIBLE CAUSES

1) IMPOSSIBLE TO START – No combustion
(1) Isolate
No ignition spark or no fuel may be the cause.
(2) Isolation procedure

a) Fuel supply
Fuel pump operation OK? If NG, check fuel pump.
(Check by listening to the operation and/or circuit sound of the pump when
turning ON the ignition switch.)
b) Carburetor
• Float system
Check if the fuel quantity in float chamber and float level are OK. If NG,
check and adjust.
• Primary slow system
Check if the fuel cut solenoid seizes on OFF side.
Check if the slow port is clogged.
Check if the slow adjust screw is adjusted correctly.
2) IMPOSSIBLE TO START – Partial combustion

(1) Isolate
Initial combustion occurs. This proves presence of spark.
1. Initial combustion only
• Check if the fuel system (fuel pump, carburetor primary slow system) is
operating.
2. Engine seems to start, but fails to cause complete combustion.
• Check the carburetor primary slow system for clogging or maladjustment.
• Check the choke mechanism for operation.
• Check the ignition timing.
3. Moving the accelerator pedal frequently up and down can cause complete
combustion.
• Check the throttle valve for poor opening, the slow jet for clogging.

a) Fuel supply
Fuel pump operation OK? If NG, check fuel pump.
b) Carburetor
• Float system
Check the fuel quantity in float chamber and also check the float level.

Section 1:
and Causes

Check the slow port and slow jet for clogging.
Check the slow adjust screw for maladjustment.
• Choke mechanism
Check if the throttle valve opening is too small.
3) HARD TO START – Every time

(1) Isolate
The ignition spark exists, but the mixture ratio is suspect.
• Check if fuel supply to the carburetor OK.
• Check the carburetor primary slow system for clogging or maladjustment.
• Check if the choke system is functioning.
• Check for air leaks.
• Check for ignition timing and misfiring.
• Check if cranking speed is too low.

a) Fuel supply
• Fuel pump
Check if the fuel pump is operating.
Check the fuel pipe and fuel filter for clogging.
b) Carburetor
• Float system
Check if the float level is too low.
• Primary system
Check the slow port and slow jet for clogging.
Check the slow adjust screw for adjustment.
• Choke mechanism

Section 1:
and Causes
4) HARD TO START – Before warm-up

(1) Isolate
The engine is hard to start only when the engine temperature is low. This sug-
gests that the choke mechanism is faulty. Check if the cranking speed is too
low.

a) Carburetor
• Choke mechanism
Check if the choke valve is kept open.
(Check for choke valve seizure. Check for faulty choke bimetal.)
Check if the throttle valve opening is too small. If NG, adjust fast idle cam.
5) HARD TO START – After warm-up

(1) Isolate
Hard starting after warming up suggests two faulty conditions: too rich of a
mixture ratio, or too lean of a mixture ratio due to generation of bubbles in the
fuel.

a) Carburetor
• Choke mechanism
Check if the choke valve is kept closed due to choke valve seizure.
Check also if the valve opening is too small or too large due to faulty full-
combustion diaphragm.
• Float system
Check for bubbles in the float chamber, and check the air vent tube for clog-
ging.

Section 1:
and Causes
6) ABNORMAL IDLING – No fast idle

(1) Isolate
Poor operation of the choke mechanism is suspected.
a) Choke mechanism
Check if the linkage is binding.
Check if the choke valve is kept open.
Check the hot water heating type full auto choke for wax piston seizure or
incorrect adjustment.
Check if the ignition timing is OK.
Check the condition of the ATC air cleaner and idle compensator.
7) ABNORMAL IDLING – High idle (after warm-up)
(1) Isolate
Too large throttle valve opening, or poor return of the choke is suspected.
a) Carburetor
• Choke mechanism
Check the fast idle cam for maladjustment.
Check the fast idle cam for automatic returning.
Check the PTC heater for disconnection.
Check the wax piston for seizure, puncture.
Check for wire binding, maladjustment.
Check the throttle valve for poor closing.
8) UNSTABLE IDLING – Before warm-up
(1) Isolate
Idling is unstable only when engine is cold which suggests a faulty choke
mechanism.
a) Carburetor
• Choke mechanism
Check for poor closing of choke valve due to faulty choke bimetal.
Check for faulty vacuum break diaphragm, or for improper opening.
Check the fast idle cam for adjustment.
Check the hot water type full auto choke wax piston for seizure, and the
adjusting screw for adjustment.
Check the choke valve for early opening.
Check the ATC air cleaner for operation.

Section 1:
and Causes
9) UNSTABLE IDLING – After warm-up

(1) Isolate
This trouble relates to the mixture ratio, ignition system, and compression.
• Choke mechanism
Check if the choke valve is kept closed.
• Mixture ratio
Check if the fuel supply is normal.
Check for suction or leaks. (Vacuum piping)
• Ignition system
Check the ignition timing.
Check for misfiring.
• Compression
Check for poor compression.

a) Carburetor
• Float level
Check if the float level is too high or too low.
Check the throttle adjust screw for maladjustment.
Check the idle adjust screw for maladjustment or wear on the screw tip.
Check the slow jet for clogging, loosening, and the slow air bleed for clog-
ging.
• Choke mechanism
Check if the choke valve is kept closed.
(Seized choke valve, faulty choke bimetal, seized wax piston)
• ATC air cleaner, idle compensator
Check for operation.
Check anti-dieseling solenoid harness.
10)STUMBLE/HESITATION – While accelerating

(1) Isolate
Hesitation when depressing the accelerator may be caused by momentary
misfiring or a lean air-fuel mixture. This may be attributable to an improper
connection between the carburetor primary system and secondary system,
seized main jet, air leakage, etc.
Stumble may be attributable to fuel overflow or too rich a vapor from the float
chamber and resultant excessively rich mixture ratio caused by excessive tem-
perature rise while driving under high speed/high load conditions.

a) Fuel supply
Check if the fuel pump discharge is OK.
Check the fuel line for clogging.

Section 1:
and Causes
b) Carburetor
Check if the idle adjustment screw is OK.
Check the connection between primary and secondary systems.
Check the main jet for clogging or foreign materials near the jet.
Check the power jet for seizure.
Check the acceleration pump for clogging, or delayed operation timing.
• Intake air
Check the intake duct for loosening or disconnection.
Check the air cleaner element for clogging.
11)SURGE – While cruising

(1) Isolate
This may be caused by poor mixture resulting from improper transition
between carburetor primary system and secondary system, or faulty operation
of EGR system.

a) Carburetor
Check the primary slow system and main system operation.
Check the primary system and secondary system for improper transition.
Check if the trouble symptom changes when the air bleed and jet are cleaned.
12)DETONATION/KNOCKING
(1) Isolate
Knocking may be caused by excessively lean air-fuel mixture or excessively
advanced ignition timing. It also occurs when the cooling water temperature is
high.

a) Carburetor
• Accelerator system
Check the accelerator pump and jet for clogging and malfunction.
13)ENGINE STALL – During start-up

(1) Isolate
This trouble may be caused by engine misfire upon depression of accelerator,
or by insufficient torque when starting.
• Too rich or too lean mixture
• Largely maladjusted ignition timing, or weak spark
• Insufficient intake air quantity
• Insufficient compression pressure

Section 1:
and Causes

a) Carburetor
• Float system
Check the primary main jet and main air bleed for clogging.
Check if the throttle valve is fixed in the closed position due to binding of
wire.
Check if the idle speed is too low.
14)ENGINE STALL – While idling

(1) Isolate
This trouble may be caused by excessively low idling speed or engine misfire.

a) Fuel supply
• Fuel pump
Check for excessively low delivery or for stalling during operation.
• Fuel line
Check for clogging.
b) Carburetor
15)ENGINE STALL – While decelerating/just after stopping

(1) Isolate
Engine lowers its speed excessively with accelerator pedal released and finally
stalls.
• Excessively low idle speed.
• Malfunction of BCDD
• Low float level

a) Carburetor

Section 1:
and Causes
16)ENGINE STALL – When braking and/or turning

(1) Isolate
This trouble occurs only when turning or when stopping, hence the float sys-
tem is suspected.

a) Carburetor
• Float system
b) Fuel supply
Check if the fuel level is too low.
17)ENGINE STALL – While idling under load

(1) Isolate
Check if the idling speed is high when the load switch is ON.
• Check for reception of ON signal from each switch.
• Check FICD for maladjustment or malfunction.

a) Carburetor
Check if the idle speed is normal.
Check if the dash pot operation is normal.
Check for vacuum leakage.
Check the adjust screw for maladjustment.

Section 1:
and Causes
1-6. DIESEL ENGINE MALFUNCTIONS AND POSSIBLE CAUSES

The factors that affect automotive driveability can be roughly classified as follows:
1) Natural environment such as temperature, humidity and atmospheric pressure
2) Fuel properties
3) Automotive systems
• Malfunction engine
• Malfunction electrical system (EFI, ECCS-D, ECC, etc.)
• Malfunctioning exhaust emission system
4) Others: Driving manner (acceleration, braking, turning) powertrain and defec-
tive chassis.
1) MALFUNCTION CAUSED BY NATURAL ENVIRONMENT

Automobiles are used in almost every part of the world, from the equator to the
poles, at or below sea level to the mountain tops, and from deserts to swamps.
Generally, these environment conditions range from –400 to 4,000 m (–1,312
to 13,123 ft) in altitude (atmospheric pressure change: 0.6 to 1.0 atm), from
–40 to 50°C (–40 to 122°F) in temperature, and from 0 to 100 percent in
humidity.
The chart below lists the effects of these environmental changes on driveabil-
ity.
IDLE STABILITY
BLACK SMOKE
WHITE SMOKE
ENGINE STALL
STARTABILITY
KNOCKING
Possible cause
SURGE
• Lack of fuel injection quantity because

TEMPERATURE
High
of low fuel viscosity
• Misfire because of low compression

Low pressure
• Ignitin delay
High
ATMOSPHERIC
PRESSURE
(Low elevation)
• Misfire because of low compression

Low pressure
(High elevation) • Vapor fuel
• Rich air fuel mixture ratio

Section 1:
and Causes
2) FUEL PROPERTIES
(1) General
Crude oil contains various types of oil or hydrocarbons of low to high boiling
points. Fractional distillation of crude oil utilizes this difference in the boiling
point to produce various types of oil. The oils first fractionated at temperatures
from 40 to 150°C (104 to 302°F) are refined further to obtain gasoline (direct
distillation gasoline).
Light gas
Crude oil
Naphtha
Condenser
Kerosene
Direct distillation gasoline
Light oil
Middle oil
Heavy oil
Residue
Distillation furnace
Fractionating tower
(2) Property of light oil

The property of light oil with specific gravity of 0.82 to 0.87 is in-between kero-
sene and heavy oil. Its distillation temperature is approximately 200 to 350°C
(392 to 662°F) and color is light yellow or light brown. For high-speed diesel
engines, a fuel which is free from fine-contaminant, with appropriate viscosity,
high cetane number, and less sulfur content shall be used.

Section 1:
and Causes
(3) Properties needed for diesel fuel

(a) Proper viscosity
The diesel fuel also lubricates the mov-
ing parts in the fuel injection system,
so the viscosity is very important.
When the viscosity of diesel fuel is too
low, it leaks excessively from around
the injection pump plunger, thereby
reducing engine output as a result of a
reduction in the amount of fuel
injected. In addition, the fuel films
cause excessive wear or seizure of the
parts lubricated by the diesel fuel. On
the other hand, if the viscosity is too
high, the fuel will not atomize easily
because the particles are too large.
Therefore, engine combustion will be
adversely affected.
(b) Good ignitionability

Drop a few droplets of gasoline onto a
heated iron plate; the gasoline will
evaporate without flaming up. Next,
drop a few droplets of diesel fuel onto
the same plate; the diesel fuel will
flame up after a while.
This quality of fuel is the ignitionability
and can be indicated by the time
period or crank angle from the injection
of fuel in an actual engine to its igni-
tion. This ignition quality is expressed
by the cetane number.
As shown in the above test, diesel fuel has a lower ignition point than gasoline;
this is referred to as good ignitionability of diesel fuel. The better the ignition-
ability, the shorter the ignition delay (that is, the time period from injection into
the combustion chamber to the beginning of combustion).

Section 1:
and Causes
(c) Low content of water and impurities

Fuel injection devices, such as the injection pump and nozzles, are very deli-
cate and highly precise devices and are lubricated by the diesel fuel itself. Any
water or dirt in the fuel can cause rust or seizure in these devices.
(d) Low sulfur content

Sulfur contained in the diesel fuel forms sulfur dioxide and sulfuric anhydride
which combine with the water farmed by combustion and become sulfuric acid.
This sulfuric acid corrodes metal surfaces. The sulfur compounds have poor
ignitionability and combustibility and often cause black smoke and contamina-
tion of engine oil.
(4) Cetane number

The cetane number indicates the ignitionability of fuel, which is one of the sig-
nificant factors relative to diesel knock. The higher the cetane number, the less
frequently the knocking will occur.
Larger (higher) cetane number → Good ignitionability → Short ignition delay
→ (Diesel knock seldom occurs.)
Smaller (lower) cetane number → Poor ignitionability → Long ignition delay
→ (Diesel knock occurs easily.)
The cetane number of the diesel fuel being used currently is 40 to 50.
(5) Diesel knock

Diesel knock means a form of combustion
where the maximum combustion pressure is
abnormally high. With this high pressure, the
cylinder and combustion chamber suffer
extremely large thermal and mechanical loads,
resulting in much vibration and noise. Severe
diesel knocks can damage an engine due to
overheating. The major cause of diesel knock
is a long ignition delay. Long ignition delay
means that there is more time from injection of
the fuel to its ignition, during which the fuel can
be vaporized and mixed with air. This mixture
of fuel vapor and air burns so quickly that the
pressure rises suddenly and simultaneously
with ignition, resulting in extremely high maxi-
mum combustion pressure.
On the contrary, if the ignition delay is short, the fuel burns gradually in
sequence as it is injected; therefore, the pressure rises gradually in the cylin-
der and the maximum combustion pressure is low.

Section 1:
and Causes
(a) Prevention of diesel knock

1. Use of easily ignitable fuel.
2. Increase in temperature in the cylinder.
3. Proper adjustment of injection timing.
(b) Comparison between diesel knock and gasoline engine knocking
Diesel knock Knocking in gasoline engine

Due to hard self-ignition. Due to easy self-ignition.
Apt to occur under light load or at Apt to occur at low speed or under
idling. heavy load.
Occurs at the beginning of combus-
Occurs at the end of combustion.
tion.

Section 1:
and Causes
3) AUTOMOTIVE SYSTEM
(1) ECCS DIESEL ENGINE CONTROL SYSTEM OUTLINE
Outline of the centralized electronic engine control system that controls the
fuel injection amount, fuel injection timing, EGR, and glow system in one con-
trol unit.
The diagnosis system that corresponds to CONSULT for various functional
inspections and simplified trouble diagnosis of the ECCS system is adopted.
Item Outline of control

Control sleeve of the fuel injection pump is duty-controlled by the electric
Fuel injection amount control governor and optimum fuel amount is injected depending on the driving
condition.
Timing control valve of the fuel injection pump is duty-controlled and fuel
Injection timing control
is injected in the optimum timing depending on the driving condition.
Duration of the power application to the ceramic glow plugs is controlled
Glow control
based on the engine water temperature.
EGR control solenoid valves A and B, and throttle chamber control sole-
EGR (exhaust gas recircula-
noid valve are controlled based on the engine speed and fuel injection
tion) control
amount.
Air conditioner compressor is turned off to maintain the acceleration per-
Air conditioner cut control
formance in quick acceleration.
Auxiliary electric fan is turned ON/OFF by the water temperature and air
Auxiliary electric fan control
conditioner’s signal.
Inter-cooler fan is turned ON/OFF by the engine speed and intake air
Inter-cooler fan control
temperature.
When the heat-up switch is ON, idle rotation speed is increased so that
Heat-up control heating performance is improved by accelerating the increase of the
engine coolant temperature.
When fuel supply to the engine is stopped, the fuel cut solenoid valve is
Fuel cut solenoid valve control
turned OFF.
Shift shock is reduced by reducing the engine torque during shift up/
Total control of engine and AT
down and in reverse.
Diagnosis system to correspond to CONSULT is adopted. When an error
occurs in the system’s major system (rotation sensor, accelerator sensor,
Diagnosis system water temperature sensor, etc.), the warning lamp blinks. Then, it is
memorized as a result of the self-diagnosis, making it easy to clarify the
error cause.
(2) System description

Three types of fuel injection control are provided to accommodate engine
operating conditions; normal control, idle control and start control. The ECM
determines the appropriate fuel injection control. Under each control, the
amount of fuel injected is compensated to improve engine performance. The
ECM performs duty control on the electric governor (built into the fuel injection
pump) according to sensor signals to compensate the amount of fuel injected
to the preset value.

Section 1:
and Causes
(3) ECCS-D SYSTEM DIAGRAM

Section 1:
and Causes
(4) Features
Power control Exhaust performance
• Controlling the maximum injection • Possible to prevent misfire caused by
amount by detecting air amount during the change of environmental condi-
turbocharging tions by the dynamic injection timing
• Improving the output by selecting the feedback. –> NOx maximum reduc-
optimum timing of injection tion by retarding the injection timing
• Reducing the output dispersion in envi- • NOx reduction by improving variance
ronmental conditions and fuel charac- of the injection timing setting in the
teristics partial-throttle range
• Improvement of EGR ratio control
accuracy by the EGR control for
which the actual load (injection
amount) is regarded as parameter
Smoke • Improvement of exhaust-ability by
increasing the control variance for
• Reducing smoke by optimi- the turbocharging pressure (models
zation of the injection with turbocharger)
amount after starting up
engine
• Reducing smoke during
vehicle starting up by
switching the injection
amount for the start and the Electronic fuel injection
full load pump
• Reducing smoke during
accelerator-free status by
dumping control of injec-
tion amount
• Reducing smoke in high Anti-vibration performance
altitude by the injection
amount control for intake air • Large improvement in the
amount vibration and noise in low tem-
perature by dynamic IT opti-
mization
• Improvement of idle stability
by improving variance of ISC
Driveability control (Reduction of rpm fluc-
tuation due to air conditioner,
power steering, electrical
• Large improvement of the partial-throt-
loads, etc.)
tle feeling (acceleration feeling, rattling
shock, etc.) by improving variance of the
injection amount characteristics in par-
tial-throttle mode. The same level as
gasoline models
• Improvement of idle stability by improv-
ing variance of ISC control (Reduction of Heat-resistance ability
rpm fluctuation due to air conditioner,
power steering, electrical loads, etc.) • Possible to countermeasure against
• Improvement of startability in low tem- overheating by the torque control with
perature water temperature.

Section 1:
and Causes
4) SYMPTOM MATRIX CHART (RD28ETi)
(Publication No. SM7E-1Y61G0)

Section 1:
and Causes

Section 1:
and Causes

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NISSAN MOTOR CO., LTD.

1. Engine Driveability Malfunctions and Causes

1-1. GENERAL DESCRIPTION .........................................................1-1

1-2. DIAGNOSTIC PROCEDURE......................................................1-2

1-3. DRIVEABILITY TERMS ..............................................................1-8

1-4. ECCS ENGINE MALFUNCTIONS AND POSSIBLE CAUSES.1-12

1-5. CARBURETOR ENGINE MALFUNCTION AND POSSIBLE

1-6. DIESEL ENGINE MALFUNCTIONS AND POSSIBLE CAUSES1-38

1-1. GENERAL DESCRIPTION

Issued:June, 1999 1-1 Automotive Advanced Guide

1-2. DIAGNOSTIC PROCEDURE

Verify Listen to customer complaints. (Get symptoms.)

Check, print out (write down) and clear Diagnostic Trouble

Verify the symptom and DTC.

Isolate Estimate probable causes of the problem.

Narrow down probable causes.

Determine the cause.

Check Final check

Issued:June, 1999 1-2 Automotive Advanced Guide

(c) Verify the phenomenon with the customer.

There are many kinds of operating conditions that lead to malfunctions on

Issued:June, 1999 1-3 Automotive Advanced Guide

In general, feelings for a problem depend on each customer. It is important to

(2) Road test

(3) Advising the customer

Issued:June, 1999 1-4 Automotive Advanced Guide

(2) Narrowing down

(3) Determining the cause of the problem

If the problem still exists, or if further problems have developed, be sure to

Issued:June, 1999 1-5 Automotive Advanced Guide

Double check the repair and explain to the

Issued:June, 1999 1-6 Automotive Advanced Guide

5) WORKSHEET SAMPLE FOR ENGINE

Issued:June, 1999 1-7 Automotive Advanced Guide

1-3. DRIVEABILITY TERMS

Rough idle:Fluctuations in engine idle rpm.

Hunting: Cyclic fluctuations in engine rpm.

Hesitation: A time delay in engine speed

increase in comparison with speci-

Stumble: A momentary drop in engine output Normal

Issued:June, 1999 1-8 Automotive Advanced Guide

Surge: Low-frequency (less than 10 Hz) Cruising

OFF/ON throttle shock: Fore/aft vehicle shock or

OFF throttle operation.

Recovery shock: Shock when recovering from

Issued:June, 1999 1-9 Automotive Advanced Guide

Engine stall: A phenomenon in which engine stops.

Rabbit jump: A phenomenon similar to a rabbit jumping when starting manual

Backfire: An explosive sound heard after ignition in the intake system. It is

After fire: Combustion of unburned gasses inside the exhaust manifold. It is

Run-on: In a gasoline engine, engine continue to run after ignition key is

Knocking: Abnormal ignition caused by excessive advance of ignition timing,

Injection Combustion starts

Issued:June, 1999 1-10 Automotive Advanced Guide

Range in which icing is apt to

Relative humidity (%)

Percolation: Gasoline is heated in the

of the carburetor. Gasoline 60 (140)

Issued:June, 1999 1-11 Automotive Advanced Guide

1-4. ECCS ENGINE MALFUNCTIONS AND POSSIBLE CAUSES

1) MALFUNCTION CAUSED BY NATURAL ENVIRONMENT

Issued:June, 1999 1-12 Automotive Advanced Guide

Low Abnormal combustion