Picanto ECU

ENGINE
1. Epsilon Engine General

1.1 General The Picanto comes with a choice of gasoline engines a 1.0 and a 1.1 SOHC litre engine that offer an excellent blend of sporty performance and outstanding fuel economy. The 1.0 litre engine is mated to a five-speed manual transmission only. The 1.1 litre plant is available with either a five-speed manual or a four speed automatic transmission. The Picanto is also one of the most efficient cars in its class in terms of CO2 emissions. The 1.0 litre engine produces 120 grams of carbon dioxide per kilometre. The 1.1 version generates a miserly 130 grams of carbon dioxide per kilometre in the manual version and 153 g/km in the automatic version. The 1.1 engine provides 64 ps at 5,500 rpm and 9.6 kg.m of torque at 3,000 rpm, making the Picanto one of the most powerful cars in its class. @ 4,500 rpm. The 1.0 provides 62 ps @ 5,500 rpm and 8.8 kg.m Highly efficient and lightweight, the engines promise dynamic performance and excellent fuel economy This Epsilon engine is already used in VISTO, an small sized domestic model with 0.8 NA or 0.8with turbocharged. The engine variation of Epsilon has 4 types by displacement. 0.8NA, 0.8with turbocharged, 1.0 and 1.1. But for Export Market, only 1.0 and 1.1 are supposed to be used by region. The main feature of Epsilon engine is 3 valve type with alloy cylinder head and .Bosch EMS M7.9.0 type which utilities torque control system for all gasoline model. This EMS system is quite advanced using torque control concept and has been used already in Spectra 1.5 or 1.6 engine system. Knock sensor and returnless fuel system are another advantages for both power increasing and emission decreasing. CAN communication is used for ECM and TCM. A 1.1 liter CRDI(Common Rail Direct Injection) diesel version of the Picanto is planned for release in 2005. Projected figures indicate that the engine will provide 70 ps and will keep CO2 emissions down to 116 g/km.
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Engine Application by Region
Item Engine Seat Package
EU LX 1.1S (1.1CRDI) 4 (5) Opt EX LX
GEN EX 1.1S (1.0:Brazil) 5 Opt LX
AUS EX 1.1S 5 Opt
Above Engine Application can be changeable without any prior notice 1.1 Specification Item Type Displacement Bore x Stroke Compression Rate Ignition Order Idle rpm Ignition Timing Valve Type Valve Clearance Type In Ex In. Open Valve Timing In. Close Ex. Open Ex. Close Ignition Type Spark Plug Max. Power Max. Torque Overall Length Overall Width Overall Height Wheelbase CO2 Emission Tire Size Ps/rpm Kg-m mm mm mm mm g/Km 155R13 165R13 BKR5ES-11 62/5500 8.8/4500 3495 1595 2480 2370 130 175R13 mm mm rpm cc mm Kg/ Unit 1.0S 999 66 x 73 15.5 1-3-4-2 750100 BTDC 85 at 850rpm SOHC 12 Valve Rocker Arm (Adjustable) 0.2 0.25 5 35 43 5 DLI RC10TC4 64/5500 9.6/3000 1.1s 1085 67x77 In-Line 4 Cylinder
Above specification can be changeable without any prior notice
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1.2 Performance Curve
1.1S Performance Curve
SA 1.1 Performance Curve 10.0 9.5 C. Torque (kgfm) 9.0 8.5 8.0 7.5 7.0 70.0 60.0 C. Power (Ps) 50.0 40.0 30.0 20.0 10.0
6.5 0.0 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 Engine Speed (rpm)
1.3 Section View

Engine Room
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2. Main Moving Components

2.1 Tightening Torque Item Cylinder Block Front roll stopper bracket bolt (M10) Front roll stopper bracket bolt (M8) Rear roll stopper bracket bolt Oil pressure switch Cylinder Head Cylinder head bolt (Cold) (Hot) Intake Manifold stay and bracket bolt Exhaust manifold nut Rocker cover bolt Rocker arm shaft bolt Main Moving Connecting rod cap nut Crankshaft bearing cap bolt Flywheel M/T bolt Drive plate A/T bolt Main Moving Connecting rod cap nut Crankshaft bearing cap bolt Flywheel M/T bolt Drive plate A/T bolt Timing Belt Crankshaft pulley bolt Camshaft sprocket bolt Timing belt tensioner bolt Timing belt cover bolt Front case bolt 2.2 Tightening methods There are three types of cylinder head bolts (in some case connecting rod cap bolts included) tightening procedures in modern vehicle. 1) Traditional torque method 2) Torque-to-yield 3) Torque-to-angle 140 ~ 150 80 ~ 100 22 ~ 30 10 ~ 12 8 ~ 10 1400 ~ 1500 800 ~ 1000 220 ~ 300 100 ~ 120 80 ~ 100 103 ~ 111 59 ~ 74 16 ~ 22 7~9 6~7 20 ~ 23 50 ~ 55 70 ~ 80 70 ~ 80 200 ~ 230 500 ` 550 700 ~ 800 700 ~ 800 15 ~ 17 37 ~ 41 52 ~ 59 52 ~ 59 20 ~ 23 50 ~ 55 70 ~ 80 70 ~ 80 200 ~ 230 500 ~ 550 700 ~ 800 700 ~ 800 15 ~ 17 37 ~ 41 52 ~ 59 52 ~ 59 60 ~ 70 70 ~ 75 18~ 25 15 ~ 20 8 ~ 10 27 ~ 32 600 ~ 700 700 ~ 750 180 ~ 250 150 ~ 200 60 ~ 100 270 ~ 320 44 ~ 52 52 ~ 56 13 ~ 19 11 ~ 15 6~7 20 ~ 24 45 ~ 55 33 ~ 50 45 ~ 55 15 ~ 22 450 ~ 550 330 ~ 500 450 ~ 550 150 ~ 220 33 ~ 41 24 ~ 37 33 ~ 41 11 ~ 16 Nm Kg-cm Lb-ft
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Traditional torque method fastens each bolt to its yield point calculated by its elasticity. The one demerit of this method is not able to compensate for variations in each bolts thread friction. Another demerit is each bolt is easy to retract to its original length when the axial and torsional force is relieved by combined heating and cooling action of the engine. To reduce these disadvantages mentioned before, new modern vehicles require torque-to-yield or torque-to-angle methods by need. The bolt which is tightened by both these methods stretches beyond elasticity to whats called the yield point. It wont come back to its original length when tightened. Once this point is reached, re-torque wont increase clamping force very much. In any case using both torque-to-yield and torque-to-angle each bolt is recommended not to reuse, since you dont know how much or how often it has been tightened in the past, regardless of the possibility of reusing a certain number of times. For proper installation in the torque-to-angle methods, an indicator gauge is required more than one tightening sequence. This results in more accurate installation than using only a torque wrench and the eyeball estimate method. All moving parts for Picanto only traditional torque method is commonly used. To keep proper installation, keep on eyes to follow mentioned tightening torque quite exactly. 2.3 Cylinder head tightening procedure Install the cylinder head bolts. Starting at top center, tighten all cylinder head bolts in sequence as shown in the picture, using the cylinder head bolt wrench. Repeat the procedure, retightening all cylinder head bolt to the specified torque. When Cold : 60 ~ 70 Nm(600 ~ 700 kg-cm) When Hot : 70 ~ 75 Nm(700 ~ 750 kg-cm)
2.4. Rocker Arm As we already know, Epsilon 1.0S or 1.1S has 3 valves. Two for Intake side and one for Exhaust side. Each valves is connected to camshaft through rocker arm shaft and the shape of rocker arm are as shown in the picture. Intake side rocker arm is named as A and Exhaust side rocker arm is called as B. It is exchangeable when you re 5 Chonan Technical Service Training Center
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assemble these but its better install to the same position when contact surface is a little worn. In case of badly worn or damaged from inspection, replace it with new one.
For rocker arm shaft tighten torque is 29 ~ 35 Nm(290 ~ 350kg-cm) When tighten this keep in mind not forget to attach rocker arm shaft spring at the right position. 2.5 Valve Clearance Adjust Epsilon engine utilizes rocker arm system for valve operation it doesnt need any HLA or MLA like other engine. But for proper valve operation, keep exact clearance between rocker arm adjusting screw end to each valve end. To check this clearance, Warm up engine Remove air cleaner and breather air cleaner body as assembly Turn crankshaft to normal direction(clock wise turn) and stop it at No. 1s TDC position as shown in the picture. Insert clearance gauge between rocker arm adjusting screw and valve stem end Then fix screw with lock nut after adjusting valve clearance. Available Valve and Specification at No.1s TDC Cylinder No. Intake Exhaust 1 O O Intake Standard Clearance (Intake, mm) Standard Clearance (Exhaust, mm) 0.2 0.1 2 O O Exhaust 0.25 0.17 3 4
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If you finish above job, turn crankshaft just one revolution to clock wise and stop it at No.4 Cylinders TDC. Checking before. clearance with specification and adjusting methods are the same as mentioned
Available Valve and Specification at No. 4s TDC Cylinder No. Intake Exhaust O 1 2 3 O 4 O O
2.6 Camshaft The camshaft in Epsilon is SOHC type. It operates 12 valves. When you disassemble the camshaft be sure to remove it from front side to rear side (fly wheel side)
2.7 Piston and Piston rings To assemble or disassemble piston from connecting rod, the SST(09234-33001) is needed. None of over size piston is not supplied. Make sure that the front mark of piston and connecting rod are directed toward front of engine. To measure the piston ring end gap, insert a piston ring into the cylinder bore. Position the ring at right angles to the cylinder wall by gently pressing it down with a piston. Measure the gap with feeler gauge. If the gap exceeds the service limit, replace the piston ring. Item No. 1 Piston Ring end gap No. 2 Oil Ring
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Standard (mm) 0.15 ~ 0.3 0.25 ~ 0.4 0.2 ~ 0.7
Remarks
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Top ring and second ring has unique up side mark. Be sure to keep this mark always up side. And for side rail do not use piston ring expander. Each piston rings gap are poisoned as shown in the picture.
When connecting rod cap is installed, make sure that cylinder numbers put on rod and cap at disassembly match each other. When new connecting rod is installed, be sure that notches for holding bearing in place are on same side
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3. Timing Belt
3.1 General The Epsilons timing belt system is composed with 3 parts. Crankshaft , Camshaft and Timing belt Tensioner. Timing belt tension is supplied from tensioner spring. For timing mark alignment, it has two timing mark. One is crankshaft side. The other one is cylinder side.
Fig. Tensioner and Spring 3.2 Alignment Procedure 1. Install the flange and crankshaft sprocket. Pay close attention to their mounting directions. 2. Install the camshaft sprocket and tighten the bolt with specified torque. (Tightening torque : 80 ~ 100Nm) 3. Align the timing marks of the camshaft sprocket and crankshaft sprocket, with the No.1 piston placed at top dead center on its compression there. 4. Tentatively fasten timing belt tensioner as such position as to place its pulley nearest to water pump body. 5. Hang the tensioner spring on the tensioner bracket and insert the other spring side in the front case using the screw driver. 6. After installing crankshaft sprocket and camshaft sprocket match timing mark of each sprocket as shown.
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When installing camshaft sprocket, make sure that camshaft sprocket knock pin fits small hole in pulley. 7. Install timing belt so as not to give slack to tension side. Make sure that timing marks are at correct position respectively. 8. Loosen the tensioner mounting bolt in the order as shown to give the timing belt spring tension. 9. Rotate crankshaft in regular direction (clock wise) through angle equivalent to two teeth(about 15) of camshaft sprocket. And fix tensioner tightly in this state. Be causion do not give any more additional tension to tensioner spring when tighten. teeth in perfect contact with sprocket teeth without gap. 10. Rotate crankshaft to 2 revolution in clock wise to check timing belt alignment. 11. Make sure that gap between back side of belt and timing belt cover mounting hole center of cylinder block is about 20mm. When holing the center of tension side with a thumb and a forefinger. 12. If not, repeat the procedure No.4 to No.11 to confirm perfect alignment. 3.3 Inspection 3.3.1 Timing Belt 1. Check the belt for oil or dust deposits. Replace, if necessary. Small deposits should be wiped away with a dry cloth or paper. Do not clean with solvent. 2. When the engine is overhauled or belt tension adjusted, carefully check the belt. If any case following flaws are evident, replace the belt.
Hardened back surface Cracked back surface rubber Cracked or separating canvas Badly worn teeth, Cracked tooth bottom or Missing tooth
20mm
3.3.2 Tensioner Inspect the tensioner pulley for easy and smooth pulley rotation and check for play or noise. Replace if necessary.
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4. Cooling System
4.1 General Picantos cooling system is composed with water pump, radiator, cooling fan and thermostat. Centrifugal impeller type water pump is used and it is driven by drive belt.
4.2 Inlet Cooling Inlet cooling type control is utilized. Compared to outlet control system, Inlet control cooling system is vastly superior to the conventional outlet control cooling system. This is because it cools the cylinder head first, preventing detonation, allowing for a much higher compression ratio and more spark advance meeting emissions standards with significant gains in power, durability, and reliability.
The incoming coolant first encounters the thermostat, which now acts both on the inlet and outlet sides of the system. Depending on the engine coolant temperature, cold coolant from the radiator is carefully metered into the engine. This allows a more controlled amount of cold coolant to enter, which immediately mixes with the bypass coolant already flowing. This virtually eliminates the thermal shock present in the old system.
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After entering through thermostat (at the appropriate temperature), the cold coolant is routed directly to the cylinder heads first, where the combustion chambers, spark plugs and exhaust ports are cooled. Then the heated coolant returns to the engine block and circulates around the cylinder barrels. The hot coolant from the block enters the water pump and re-circulate back through the engine or directed to the radiator, depending on temperature.
4.3 Thermostat Thermostat is located inside of thermostat hosing. Its opening temperature is 82 and full opening temperature becomes at 95. To check its problems, warm up the engine first and then analyses the current data using Hi-scan Pro such as cooling fan on/off, ECT sensor value etc. When ECT output value reaches more than specific valve like 95 cooling fan should be on condition and engine ECT output value should be down gradually. Another effective methods is immerse the thermostat in hot coolant to check proper valve opening temperature. If you find any abnormal valve opening, replace it. Whenever you install the thermostat be sure to put the giggle valve on top position as shown in the picture.
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4.4 Cooling fan Control Cooling fans are controlled by the ECM depending on the engine coolant temperature sensor, vehicle speed and air-conditioning switch. When cooling fan operation condition is met, the ECM turns on the cooling fan relays to turn on cooling fans. To check the cooling fan, warm up the engine until the engine temperature reaches to a certain level. Or simulate the water temperature above 90C. Then check the cooling fan or relay to see if they operate normally. In addition, check the rotation speed of the cooling fan, noise and vibration. It is controlled with 2 speed(low, high) by ECM through 3 relays. ECM Pin No. 50 controls high cooling fan rotation and No. 68 controls low speed cooling fan. Fans run with high speed if ECT sensor faulty or VSS faulty
4.5 Radiator Cap To check the radiator cap for damage, cracks and deterioration, use the radiator tester. Pump the tester until the pointer stabilizes. If the pointer in tester stays constant for 10 sec. with service limit pressure the radiator cap is good.
Vacuum valve opening pressure [4.90Kpa or less]

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Main valve opening pressure [81.4 ~ 108Kpa]

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5. Lubrication System
5.1 Oil Pump The oil pump is the heart of the lubricating system. Normally mechanical type gear pump is used and it is maintenance free. This mechanical type pump is positive displacement necessary Epsilon oil to pumps insure is which proper driven are oil by
pressure even at low engine speeds. pumps crankshaft. There isnt any gear or pulley to drive this and it draws oil from the oil pan, through the pickup tube, pressurizes the oil and sends it to all moving parts through oil filter. At engine idle condition after warm up, normally oil pressure reaches 147Kpa(1.5kg/). Pressure relief valve is an integral part of most oil pump. This valve will control high pressure so the oil filter or other engine components would not be damaged. The pressure is determined by the spring tension. Since any additional pressure would not be beneficial and would result in parasitic losses because of the extra engine power used to drive the pump. 5.2 Oil Pressure Switch The function of oil pressure switch is warning the shortage or poor pressure in engine oil through engine oil warning lamp in cluster. Without proper engine oil pressure, every engine is easily damaged especially in main moving parts such as main bearing, connecting rod bearing and camshaft etc. In Epsilons engine case when the oil pressure goes down to 0.5kg/ or less, it turns on condition. This is screwed in near engine oil filter. Whenever you replace it do not forget to use any sealant. To check oil pressure switch, check the continuity between the terminal and the body with a switch. If not, replace the oil pressure switch.
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6. Fuel Supply System

6.1 ReturnLess Fuel System(RLFS) Fuel pump maintains fuel pressure approximately constant for right injection. Two types of fuel pump are available: Return type system returns surplus fuel except for supplying into engine, and returnless type system supplies fuel just as much as used for engine. Fuel pressure is decided so as to enable enough quantity of fuel injected from injector and simultaneously facilitate vaporization. In addition it is better to maintain the pressure as high as possible to restrain generation of vaporized gas in fuel line system. However the pressure will be limited by the reliability of the system for extended operation at higher pressure, and the reliability of power supply for maintaining high pressure for extended time of period. Returnless type's advantage over return type is to constrain fuel temperature and vaporized gas generation as possible (Specifically by 25%). When fuel is supplied to engine and returns, the fuel will be heated by engine and become hot, and therefore it is needed for fuel to supply only demanded quantity by engine. Minimizing the fuel vapor is intended to respond to emission control regulation. On the contrary, return type fuel system delivers always constant quantity of fuel, and easy for pressure control. Fuel pressure regulator which is assembled in fuel pump module inside of fuel tank limits fuel pressure by 3.3kgf/ constantly regardless of engine operation condition.
ReturnLess Fuel System 6.2 Injectors Using RLFS fuel system, Picanto utilizes 4 hole type injectors. The standard resistance for this injector is 15.9 0.35 at 20.
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As for the resistance check, measure the resistance directly after removing the injector connector. Then, the inner coil condition of the injector can be checked. If the resistance is not with in specifications replace the injector.
15.9
To check the injector operating sound, contact the stethoscope or driver to the injector while the engine is running. The operation sound of the plunger or needle valve can be checked.
To check the injector operation with the test lamp, connect the end of the test lamp to the positive terminal of the battery, and connect the other end to the terminal at the ECM side of the injector. Then crank or idle the engine to check whether the lamp blinks. Through this test, we can check whether the ECM controls the injector or there is any wiring trouble.
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To check with the waveform, you can check the waveform at the ECM side wire. The Injector waveform should be displayed as shown in the figure in cranking or idle state. In injector waveforms, the voltage which is used before and after injection operation (Point A) should be equal to the battery voltage. If not, there should be a problem in the power supply system from the battery positive terminal to the injector. Besides, the voltage should be close to 0 volt as shown in the figure (Point B) while the injector operates. If not, there should be problem with the ECM and wirings from injector to ECM ground.
Point A
Point B
6.3 Fuel Pump In tank type fuel pump is usded in Picanto. It is assembled with fuel pump module inside of the fuel tank. The capacity of fuel pump is 50/ h and regulating pressure is 350 20Kpa and current consumption is 4.5A. It is accessible from the rear seat taken out.
As for the fuel pump operation voltage, measure the voltage at the fuel pump check terminal in the engine cranking or engine running condition. In this case, measured voltage should be the same as the battery voltage. If not, check the fuse, fuel pump relay, ECM and wiring condition of the fuel pump check terminal.
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The ECM operates fuel pump when crankshaft position sensor transmits the signal. crankshaft position sensor. If
the fuel pump, injector and ignition spark do not operate while cranking, check the As for the crankshaft position sensor check, please refer to the engine sensors section.
As for the fuel pressure check, measure the fuel pressure at the fuel line to check whether it meets specification or not. Please refer to the shop manual, because measurement location and fuel pressure varies with difference models.
The normal current consumption becomes averagely 4.5A. To check this you can use current probe which is an optional item to check current consumption in Hi-scan Pro. You can refer to Hi-scan Pro optional Manual how to use this tool.
As for the fuel filter replacement interval, it is very various by region. Please refer to relevant workshop manual for this. Average checking interval is every 60,000Km
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7. Ignition System
7.1 General DLI ignition system is used. For No. 1 and No. 4 ECM No. 5 terminal is used to control. ECM No. 2 terminal is assigned for No.2 and No.3 ignition control.
Item Type Ignition Coil Resistance Type Spark Plug Resistance Plug Gap
Specification Mold Dual Coil Primary Secondary NGK Champion 5K 1.0 ~ 1.1mm 0.8710% 13.0K10% BKR5ES-II RC10TC4
Remarks
Unleaded Gas
The checking method of the ignition system are as follows - Spark test - Checking the coil resistance - Measuring the waveform of primary ignition coil in cranking or idle state. To perform the spark test, remove the hightension cable from the spark plug, and check the spark generation from the high-tension cable.
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For reference, when engine idle condition is not good, remove the high-tension cable of each cylinder one by one and perform power balance test, which compares the engine condition. Through this test, we can find the trouble cylinder, and we can solve the problem by inspecting the fuel system, ignition pressure, system, which combustion may influence chamber on the
combustion in the corresponding cylinder.
To check the coil resistance, remove the coil connector and measure the primary coil resistance at the connector. As for the secondary coil resistance, remove the hightension cable and measure the resistance of the secondary coil. Please refer to the table for the correct values. To check the waveform, measure it at the primary coil. The waveform at the primary coil on timing should looks like the waveform on the picture. If not, check the battery voltage, ground condition, spark plug, high tention cable and power transistor.
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8. Input and Output

8.1 System General
Item ECM Fuel Tank Type TPS Output
Contents Bosch M7.9.0 (Torque Control with 121 pins) 45 Variable Resister type Range At Idle 0.3 ~ 4.7V 0.3 ~ 0.8V 0.7 ~ 3.0K 0.3 ~ 4.7V (20 ~ 110Kpa) 1.14 0.4V 3.8 ~ 4.2V
Remarks 80:Engine 41:A/T
(5~98) (5~16)
Resistance Type T_MAP
Piezo Resisttivity with IAT

15.5K
Range Output At Idle At Ig On Type
190 ~ 390mb 800 ~ 1080mb
Thermistor Type (Assembled with MAP) Range At 20 At 20

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IAT Output PCSV Type Resistance
0.3 ~ 4.7V 3.3 ~ 3.7V 26

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Duty Control Type
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Item Type ECT
Contents Thermistor Type Range Output At 20 At 80 Type Resistance Tightening Torque Frequency Range Type Output Type Output Resistance Range Range 9.5 350KPa Electromagnetic 4 hole type 15.90.35 Double Coil 100Hz Open Close Hall Effect Range Piezo Ceramic Range At Idle 0 ~ 5V 2.3 ~ 2.7V 0 ~ 12V 15.5 17.5 0.3 ~ 4.7V 3.44V 0.3V 1.25V 0.3V
Remarks
2.27K 0.298 ~0.322K
Piezo Electric Type At 20 4.9M20%
Knock Sensor
160 ~ 250Kg-cm 3 ~ 15KHz Hall IC 0 ~ 5V 0~1V

RLFS Type Digital Wave
CKP&CMP
Zirconia Type(with Heater)
HO2 Sensor
Fuel Pressure Injector Type Resistance Type Control ISA Frequency Resistance VSS Type Output Type Accel. Sensor Output
8.2 ECM Picanto utilizes Bosch M7 EMS which has already been used by Sephia II or Spectra 1.5 or 1.6 A engine. It is located near passenger side junction box. Instead of HFM5 type MAF sensor in Spectra, T_MAP sensor is used. ISA has two coil type and it is controlled by 100Hz for quick response. CKP and CMP are hall IC type and especially for CKP, it is attached to crankshaft near crankshaft pulley.
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Another major Characteristics of this system is : 1. the use of physical functions. That means, the variables within individual functions (as for example, the reading of cylinder filling) as well as the interfaces between functions and functional groups are defined as (in) physical variables. This simplifies comparison of computed values with the physical reality and enables definition of clear interfaces. 2. Another feature is the introduction of system guided by torque: Numerous partsystems within the Motronic (e.g. idling regulation or the speed limiting) as well as the systems to control transmission train or control of entire vehicle direct their demands to the MOTRONIC-basic system. In the past, all these interventions were defined, independent of each other, directly to the available levels of actuator variables (in the basic system: cylinder filling, fuel mass and ignition angle). As all these interventions can now be defined physically with reference to torque demands, a system guided by torque is introduced with ME7, that all these demands are co-ordinated and the resultant desired or set torque is put into effect making use of available actuator variables. 3. The architecture of new system is completed with Lambda co-ordination, which coordinates in a similar manner the interventions at mixture side (rich or lean air/fuel mixture through different functions).
The ECM controls the control relay and supplies the power to the sensors and actuators. Therefore, to check the control relay, measure the voltage at the actuators like injector, idle speed actuator, where the control relay supplies the power. Measured voltage should be the same as the battery at the ignition key on position. If not, the control relay, wiring or ECM is defective
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8.3 T_MAP Sensor 8.3.1 General Intake manifold is the route through that air and air/fuel mixture are inhaled to cylinder. At that time engine works as a pump that draws air into intake manifold.
Intake System Outline Diagram When engine is not operating, air will not flow, and then intake manifold pressure will be same as atmospheric pressure. Thats why if you try to measure MAP voltage at IG on which is not engine operating, with Hi-Scan Pro, it should show around 3.8 ~ 4.2Voltage in current data. When engine operates, throttle valve located in intake manifold will partly interrupt air flow. Then pressure in intake manifold will decrease getting lower than atmospheric pressure to generate partly vacuum in intake manifold. If engine were a perfect air pump and throttle valve is close, then intake manifold pressure will be absolute zero pressure, say perfect vacuum. However an actual engine cannot be a perfect pump, and perfect vacuum is not available, intake manifold's absolute pressure is a little above zero. On the contrary when throttle valve is wide open, intake manifold pressure will be approx. atmospheric pressure. As described above, intake manifold's absolute pressure will vary from relatively low value to just a little lower value than atmospheric pressure during engine operation. Like this, using this kind of pressure difference when throttling, is a method to measure intake air flow by indirect pressure changing. This is very commonly used regardless of both system and region these days because of the production cost and convenience and it is called as manifold absolute pressure(MAP) sensor. For air density compensation by different intake temperature, intake air temperature sensor is attached together. We call this as T_MAP sensor in technical term.
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Picantos manifold absolute pressure(MAP) sensor is installed on the surge tank. It detects intake manifold pressure and sends it to the ECM. The ECM calculates the air intake quantity and controls fuel injection amount.
This sensor consists of diaphragm, piezoresistive resistance. The piezo-resistive resistance is located on the diaphragm. The diaphragm is deflected depending on the air intake pressure. Accordingly resistance is changed and output voltage also changed. The MAP sensor signal is sent to the ECM to calculate the intake air amount and it can be checked by the current data. If any fault code is present or current data is wrong, check the sensor, wiring and ECM. The sensor terminal consists of 5-volt supply from ECM, ground, IAT sensor and MAP sensor. To check the sensor power wire and ground wire, measure the voltage at each terminal. To check the signal wire, measure the waveform and voltage at the signal wire depending on engine condition. In addition, check the signal wire and the ECM, perform sensor simulation. And then, check the current data to confirm whether correct current data outputs against the given voltage or not. 8.3.2 Diagnosis Digital volt-meter or Hi-scan pros multi meter function is commonly used to measure sensor's supply voltage. With ignition switch on, measure output voltage at sensor power supply and decide if there is specified input 5 V reference voltage from ECM. It should be 5 Voltage regardless of any conditions. If not, check wire from ECM supply line to MAP sensor side and decide whether this problem comes from ECM side(ECM Pin No. 42) or wire problem. For confirming ECM reference supply voltage faulty, try to
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measure another reference voltage supply line like TPS. Sensor output signal can be measured at signal line (ECM Pin NO. 37). Then with ignition switch on (not starting up) output voltage shall be approx. 3.8~4.2V, and during idling output voltage shall be approx. 0.8~1.6V. In addition connector's connection, and break and short at supply side and ground side. In case engine goes off sometimes, crank engine and shake MAP sensor harness. Then if engine goes off, it may be decided as connector's poor contact. If output value goes outside specified value with ignition switch on (no cranking), MAP sensor or ECM may be faulty. If MAP sensor output voltage is outside specified value but engine still idles, the following defects other than MAP sensor itselfs fault shall be checked such as poor connection between surge tank and hose, imperfect combustion inside cylinder, air leak at intake manifold, etc. Another useful method to check sensor problem is using vacuum pump. At ignition switch on condition, supply some vacuum through some hole which is directly connected to diaphragm inside of MAP sensor and check whether proportional voltage increase happens or not. Of course to check wire problem with sensor itselfs you can use hi-scan pros simulation scan function.
8.3.3 waveform
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8.3.4 Error Detecting Condition
P Code P0108 P0107 P0106 Description Signal High Signal Low Rationality Threshold >4.88V <0.25V (RPM,TPS) Condition1 Condition2 Time Mil On
1Sec after Engine Start No Faulty in TPS
5Sec.
Yes
8.3.5 Rationality Check with engine speed and TPS The measured output by MAP should be located between Max. threshold and Min. threshold which are calculated by engine speed with TPS. If not, rationality check fault code shows.
8.4 Intake Air Temperature(IAT) Sensor 8.4.1 General The intake air temperature sensor is integrated with the MAP sensor. This sensor is a Negative Temperature Coefficient (NTC) resistance, which means that the component's resistance will reduce as the temperature increases.
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The intake air temperature sensor signal is sent to ECM for correction of the intake air amount. By temperature changing in inhaled air the oxygen density is so variable that it is needed to compensate this kind of difference correction especially in the EMS system which is using MAP sensor. Another main function of IAT sensor is retarding the ignition timing at high temperature. Of course for ignition timing control considered by engine temperature, ECT sensor is mainly used. But at high temperature range like hot summer season, event though the engine temperature reaches more than 90, ECM can not make right correction for ignition retarding without any IAT sensor. Because at high temperature range, inhaled hot air accelerates combustion process and it is possibly to occur preignition resulting in engine knocking. 8.4.2 Diagnosis The intake air temperature sensor signal can be checked with current data. If fault code is present or current data is wrong, check the sensor, wiring and ECM. As for the sensor check, Measure the resistance at the tested temperature. To check the wiring and ECM, perform sensor simulation. And then, check the current data for correct current data outputs against the given voltage. ECM Pin No. 42 is designated for IAT sensor signal. When IAT sensor fault is detected, current data shows 40 as default value. Checking Condition Temperature 0 IG On 20 40 80 8.4.3 Error Detecting Condition
P Code P0113 P0112 P0111 Description Signal High Signal Low Rationality Threshold >128.25 <-38.25 Condition1 Condition2 Time 10Sec 15Sec Mil On
Current Data 4.0 ~ 4.4V 3.3 ~ 3.7V 2.5 ~ 2.9V 1.0 ~ 1.4V
Remarks
NTC type
240Sec after engine start With ECT
Yes
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8.5 TPS 8.5.1 General Throttle position sensor is installed at the throttle body and detects the throttle valve position. In other words, it detects the drivers intention. This sensor is using a potentiometer which is a variable resistor made of resistance wire or resistance object to detect the exact amount of throttle valve opening.
TPS provides engine load condition information which is determined by monitoring throttle-valve angle and engine speed as an limp home function when MAP has a fault and plays important roles for deciding fuel injection and ignition timing, idling speed adjustment etc. 8.5.2 Diagnosis The throttle position sensor signal can be checked with current data. If current data is wrong, check the sensor, wiring and ECM. ECM Pin No.32 is for 5V reference supply voltage, Pin No. 16 is for sensor Signal and Pin No. 17 is for TPS ground. To check the the sensor connector itself, and
disconnect
measure the resistance between each terminal. Connect the connector and measure the output voltage and waveform at the signal wire (Resistance range : 0.7 ~ 3K). Besides, to check the signal wire and ECM, perform simulation. And then, check the current data for the correct output values with the given voltages.
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8.5.3 Waveform It is fruitful to check TPS waveform with MAP signal together. Because these two signals are too relevant and signal trend is also very similar as shown in the picture.
TPS
MAP
8.5.4 Signal processing inside of ECM
As analogue input signal like TPS, MAP, ETS and IAT, itself cannot be processed by CPU directly. Because microcomputer only can recognize 1 or O for processing. For digital input signal processing in ECM, A/D(analogue/digital) converter is used to convert analogue signal to digital signal. 8.5.5 Error Detecting Condition
P Code P0123 P0122 P0121 Description Signal High Signal Low Rationality Threshold >95.7% <3.17% Condition1 Condition2 Time 0.02Sec 5Sec Mil On
Engine speed >600rpm
Yes
Engine Load by MAP with TPS
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8.6 ECT Sensor 8.6.1 General The engine coolant temperature sensor is located in the engine coolant passage of the cylinder head. It monitors engine temperature and sends this to the Engine Control Module (ECM). This signal is used to determine the warm up enrichment and fast idle speed. Optimum fuel enrichment when engine is cold is mainly decided by output voltage. The sensor principles and checking methods are same as intake air temperature. This sensor has 4 terminals. 2 are for ECT sensor. Another These two terminals are gold coated. 2 are for engine temperature
indicator in cluster. ECM Pin No. 39 is used for ECT signal and Pin No. 35 is for both ECT and Down Stream O2 sensor ground. When it comes to indicator logic for Picanto,
2 stage Engine coolant temperature lamp is used instead of temperature level gauge. When Ignition key ON High lamp (Red color) turned on for 3 seconds then it turns off. When coolant temperature reaches 1173, it turns on again. Otherwise low lamp (Blue color) turns on by ECT 603. When Temperature reaches between 603 and 1173, there is no lamp. Lamp Red Blue No Lamp 8.6.2 Diagnosis Basically the diagnosis method is exactly same like IAT sensor. Because both IAT and ECT sensor are used NTC type thermistor. One distinctive difference symptom compared to IAT failure is cooling fan turns on when ECT has some failure. In this case
IG on
On for 3 Sec.
603<T
60 3<T<1173
T>1173
On
On No Lamp
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you can expect ECT sensors problems. To distinguish between cooling fan problems and ECT failure you can use actuation test through Hi-scan Pro. Measuring resistance is the most powerful checking method. The specific value of output voltage is like on the table bellow. Checking Condition Temperature 0 IG On 20 40 80 Using simu-scan function in Hi-scan pro becomes another alternative. When you increase or decrease the output voltage over specific standard value, cooling fan turns on condition. It means ECM has finally recognized ECT problem and make this kind of limp-home mode. All wiring from sensor to ECM side and ECM control itself havent any problem. The default set value for ECT failure in Hiscan pro current data is 80. 8.6.3 ECM Sample Map Current Data 4.270.3V 3.44 0.3V 2.720.3V 1.250.3V Resistance(K) 5.18 ~ 6.60 2.27 ~ 2.73 1.059 ~ 1.281 0.298 ~ 0.322
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8.6.4 Rationality Check Logic by Temperature Modeling

P Code P0118 P0117 P0116 Description Signal High Signal Low Rationality Threshold >138.75 <-38.25 Model Temp Measured Temp. (-15) 0.5Sec Yes Condition1 Condition2 Time Mil On
8.7 CKP Sensor 8.7.1 General The crankshaft position which uses Hall IC is located near crankshaft pulley. This sensor detects and counts the tooth on target wheel(30-2) and provides ECM with the information on the current position of crank angle and cylinder, and also the duration of each tooth and segment. So injection and ignition could be activated exactly in desired crank angle and current engine speed could be calculated. Also misfiring detection is basically through this CKP Sensor. ECM calculates each crank angular acceleration speed. When abnormal combustion happens, fluctuation or occurring of interval difference between each angular speed is detected as an misfiring by ECM.
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Unlike other general target wheel which is composed with 60 teeth including 2 missing teeth, Picantos target wheel has 30 teeth with 2 missing teeth. Except this tooth unit all logical processing in ECM is the same as before. 8.7.2 Hall Effect Hall element is made of small, thin and plain semiconductor substance. When vertically installing conductor between two permanent magnet, and supplying power to the conductor, electrons in the conductor will be vertically deflected against supply current and magnets, and then one side will have surplus electrons and the other side will be short of electrons generating potential difference between two ends. It is called Hall effect. The generated voltage is proportional to current and intensity of magnetic field, and then if the current is constant the output will be proportional to magnetic field's intensity. However if the voltage is not strong enough, it has to be boosted before being used.
8.7.3 Diagnosis If abnormal shock is felt during running or engine stops suddenly during idling, shake CKP sensor harness. If engine stops, check for poor contact in connector. If engine rpm in current data or tachometer in cluster indicates "0" rpm during cranking, check CKP sensor first and then go to ignition system for defect. Starting or intermittent engine stop problem normally results from this sensor. Digital circuit tester is used to check sensor for circuit-break and short, and connector for contact condition. ECM Pin No. 15 used for CKP Sensor Signal. To check sensors proper working, measure the power supply voltage of 12 and check for continuity of the ground circuit. Measuring waveform using oscilloscope is another way to check this sensors problem.
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8.7.4 Waveform
Reference Point
Missing Tooth
8.7.5 Error Detecting Code

P Code P0336 P0335 Description Signal Check Reference Mark 20 Times Threshold Condition1 8 Times Idle Engine Speed Condition2 Time Cranking Mil On
8.8 CMP 8.8.1 General The camshaft position sensor monitors the camshaft position and sends the signals to ECM. The ECM distinguishes the cylinder 1 and cylinder 4 by comparing the camshaft position sensor signal with the crankshaft position sensor signal. Accordingly it enhances the fuel injection at the right. Cylinder, ignition timing of each cylinder and so on. Picantos CMP sensor is located near ignition coil.
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8.8.2 Diagnosis Checking method for CMP sensor is the same as CKP. Because this two sensor are using Hall IC type. For CMP signal input, ECM Pin No. 79 is used. 8.8.3 Waveform
CMP Sensor Waveform
CMP with CKP Sensor Waveform

P Code Description Signal High P0340 Signal Low Signal Interruption Rationality 12 Times Yes Threshold Condition1 Condition2 Time Mil On
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8.9 Oxygen Sensor
8.9.1 General The heated oxygen sensor senses the oxygen concentration in the exhaust gas and it is fitted on the exhaust pipe before the catalytic converter. In case of using 2 oxygen sensor One is called as up stream O2 sensor which is located just before MCC(Main Catalytic Converter). The other is called as down stream O2 sensor which is located just before UCC(Underbody Catalytic Converter). Using two oxygen sensor is very different by emission level. Even though outside appearance is similar you cannot exchange both sensors together. Of course the lead wire, connector color and parts No. are different. Rear or Down Stream Oxygen Sensor
Front or Up Stream Oxygen Sensor
Zirconia type oxygen sensor is used for Picanto. This material reacts to the oxygen content in the exhaust system. The Zirconia oxygen sensor generates a
small voltage depending on the exhaust gas condition. The normal voltage range is 0.2 ~ 0.8 volts. 0.2 volts indicates a lean mixture and a voltage of 0.8v indicates a richer mixture.
8.9.2 Diagnosis The sensor can be checked by the fault code, current data, voltage measurement at terminal, Waveform and sensor simulation.
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The sensor has 4 terminals, white 2 terminals from sensor side are for sensor heaters and gray line is for ground and white line is for sensor signal. ECM Pin No. 18 is for front O2 sensor signal. No.48 is for front O2 sensor heater control line. Pin No. 55 is for rear O2 sensor signal and Pin No. 28 is for rear O2 sensor heater control. The heater power is 12 volt from control relay and heating duty is controlled by the ECM. As for the current data measurement, check whether the lean and rich ratio of output values is about the 50 % range. Also check the maximum and minimum voltage. It should be oscillated between 0 volt and 1 volt. Check if the engine becomes rich condition at sudden acceleration. If it becomes lean condition at sudden deceleration, Check the lean and rich
ratio, maximum and minimum values at the idle state or constant speed. If the signal from the signal wire is too rich or lean, check for an air leak or clogging of the intake system, clogging of fuel system, fuel pressure, poor ignition system, oxygen sensor heater and so on. To check oxygen sensor waveform it is better to increase engine rpm to 1800 ~ 2000 range. Because at this range Lamda sets to 1 and you can get fast signal.
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In particular ZrO2 oxygen, sensor's resistance shall not be checked directly. As the oxygen sensor itself generates voltage, resistance measurement may damage the sensor. In order to decide whether oxygen sensor is faulty or oxygen output voltage is abnormal by faulty air/fuel ratio, approve 14V at oxygen sensor heater part terminal, and wait approx. 1~2minutes and then read sensor output voltage that shall be 10~100mV. If output voltage is OK, oxygen sensor may be normal, and then proceed to check other parts. Fuel Trim values which is represent like Long Fuel Idle, Long Fuel P/Load are another powerful key to diagnosis fuel system problems. A/F Feedback compensation value (A/F learning value and integral value of A/F feedback) is monitored during every cycle. Injection Time (T) is conceptually defined as follows ; T = TB * (KLRN + KI + 1.0)
T : Total Injection TB : Base injection time through main input sensors and corrections KI (Integral Value) is determined to achieve A/F ratio stoichiometric for Short Term F/T KLRN (Learning Value) for Long Term F/T
After feedback from O2 sensor, next injection time is decided with considering of KI(Short Term) and KLRN(Long Term). When short term in current data shows + 3% for example, it means engines fuel condition is lean. When this value shows 3%, fuel system needs to decrease fuel injection volume by this level because of the rich condition. Long Term is adaptive value unlike Short Term which is correction value. It is achived at engines load range like Idle or P/Load and it is also considered by engine rpm range. And changing time through Hi-scan Pro current data is slower than Short Terms. When Short Term reaches 25%, you have to check fuel system problems such as poor fuel pressure, sensors which are related with basic injection time failure and air leakage etc. If the waveform is normal but current data is abnormal, check the signal wire using the
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simulation function of hi-scan and check whether the ECM reads the sensor value correctly.
8.9.3 Rear(Down Stream) Oxygen Sensor Rear oxygen sensor is used for catalyst monitoring for EOBD or OBDII. Its frequency(FR) is compared with the front O2 sensors frequency(FF). And the
frequency ratio of these sensors is compared to threshold. If the ratio (FR/FF) is close to 1 which means FR has the same frequency with FF, catalyst problem is detected.
Good
Bad
Front Rear
8.9.4 Control System
Closed loop means that the sensor monitors the oxygen content and the sensor signal is used to control Air-fuel mixture according to exhaust gas condition.
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Like this there are several control systems used recently. But 4 common control systems are commonly used in automobile area.
Open Loop Control Close Loop Control Adaptive Control Learning Control
1)
Open-loop control system
Open-loop control system means that the system output has no effect on the control activity. Each step of control is performed in pre-determined order and therefore it is called sequential control. In an open-loop control system, output is neither measured nor compared with reference input. Therefore error may occur and the occurred error cannot be corrected. The system accuracy relies on calibration stability is not considered. On the contrary in an open-loop control, the system configuration is simple and easy to maintain. The price is also low, and it is actually used in many cases, i.e. when relation between input and output is already known and outside effect does not exist. For example traffic signal control is one. Traffic signal typically operates repeatedly in predetermined interval irrespective to traffic level(output) Open-loop control system components may be defined as following. When reference input is approved to controller, the controller output operates as operating signal for controlled target(plant), and operate required controlling amount from the controlled target.
Reference input Control input Output
Controller
Plant
2)
Close-loop control system
Closed-loop control system always compare system output with target value(reference input), and send back the difference value to control system via feedback route for correcting error. As shown on the following picture system forms closed-loop for comparing output with input, so it is called closed-loop control or feedback control system.
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Reference input Command Error Control input Output
Controller
Plant
Detector
Open-loop control system is used in cases where by definition there is no outside effect, and system input/output characteristics are known. However actually for most systems that may be found around us, we cannot know their features accurately, and unexpected outside effect may exist in many cases. As those unexpected features make open-loop control system hard to achieve the system purpose, most control systems are configured in closed-loop control systems. For example, there is a system that maintains constant motor speed. Then the motor supply voltage will be output and the system target will be maintaining constant speed. Maintaining constant speed may be achieved by applying constant voltage on the motor. If unexpected load is applied on the motor shaft an open-loop control system may maintain constant motor speed no more. However if the system measures the motor speed and send the result as an input so as to vary the voltage as per speed variation, the motor speed may remain constant in spite of the outside effect. Therefore a closed-loop control system has an advantage that system response may provide accurate, reliable and adaptable control in response to outside effect and system variable change using feedback signal. Stability is a key element to a closedloop control system. If error is excessively compensated, vibration of the same amplitude may cause vibration of higher amplitude. Typically a closed-loop control system includes higher number of parts than an open-loop control system, and thus more expensive, and requires higher power.
3) Adaptive control system
'Adaptive' means the ability that a system may adjust and correct for itself against unexpected change of environment and organization. This system finds change of plant parameters for itself and corrects the controller parameters so as to maintain optimal performance, what is called an 'adaptive control system'. The term was initially used in late 1950s referring to living creature's adaptation to environmental change.
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A closed-loop system feeds output back to input and thus avoid effect form outside variation to always reach target values. However when outside environment varies greatly controlled target and control characteristics change and closed-loop control will not be enough to achieve the goal. Over time, parts may wear out and parameters and environment may change, then the control system's dynamic characteristics will not be constant any more. To say typically used feedback control systems may dampen lower dynamic characteristics change, but adaptive ability against system parameters and environmental change is required to make a satisfactory system. An adaptive controller typically consists of 3 elements: plant's dynamic characteristics estimation, decision based on plant estimation, and correction or action based on the decision. The picture shows an exemplary adaptive control system.
Estimation or PI measurement
Design
Correction Input Controller Plant Output
Environmental effect
In this system plant is estimated continuously and performance index(PI) is measured. The measured PI is compared with optimal values and the system decides on how to correct the operation signal. Plant estimation is performed within the system, so control parameter adjustment will be closed-loop action. As well as accommodate environmental change, this type of adaptive control system may dampen engineering design error and uncertainty to certain extent and some parts damage, raising overall system reliability.
4) Learning control system
This type of control system has learning ability. The basic concept of the system is to introduce human learning ability on to control systems; then a control system is provided with ability to change action by experience like human beings. A human remembers experienced or learned facts from outside for him/herself under certain conditions, and when face the same condition he/she decides and acts on the basis of stored experience. Learning how to drive a car provides a good example. If this learning feature is integrated on to a control system, the system will obtain
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information required for control activity even under such environment that the control system's dynamic characteristics and outside effect nature are not fully known. For a learning control system to improve learning effect, education is required. The education typically involves installing an education model and correcting the model, and finally refine and store the past experience. Following picture illustrates an exemplary learning control system. The control system corrects the model parameters such that difference between controlled target and original output makes zero. Whenever outside effect changes, the mode will perform the correction to store new experience and raise the control level.
Appearance Control device Model Correction device
Output
Signal operation
Optimizer
Model

Item P Code P0172 Fuel Trim P0171 P0172 P0171 P0133 P0134 Up Stream P0130 P0132 P0131 P0140 Down Stream P0136 P0138 P0137 Description Additive L/T Rich Additive L/T Lean Multiplicative LT Rich Multiplicative LT Lean Response Rate Signal interruption Rationality with Down St. Signal High Signal Low Signal Interruption Rationality Signal High Signal Low S<0.04V Threshold <-10% >10% <0.77 >1.23 Condition1 <920 rpm <24kg/h 30 ~ 55% 40 ~ 80Kg/h Time 30 Sec Mil On Yes
25 Sec
Yes
1600~2800rpm Load : 30~70% 0.4 ~ 0.6V(D/S>0.2V) 0.06~0.4V(D/S>0.5V) 0.6~1.5V(D/S<0.1) S>1.5V D/S>0.5V 3 Sec 8 Sec 10 Sec 5 Sec 8 Sec 600 Sec
0.4~0.52V Heater control on Off S>1.5V S<0.04V
5 Sec 5 Sec
Some P-Code can not be shown in your market because of the difference of emission control.
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Item
P Code P0030
Description Current Check Heater High Heater Low Current Check Heater High Heater Low
Threshold
Time
Mil On
Up Stream Heater
P0032 P0031 P0030
Internal Modeling Temp or Resistance
Continuous
Yes
Down Stream Heater
P0032 P0031
8.10 Knock Sensor 8.10.1 General For engine's efficiency, ratio will engine raise higher engine compression ratio are desirable. Higher compression efficiency, on the other hand probability of knocking will rise too. Normal combustion in engine is effected by igniting air/fuel mixture with spark and then even flame spreading. However rapid combustion by self ignition may locally occur before flame reaches normally. The abnormal combustion may generate rapid pressure rise that will vibrates gas in cylinder to generate shocking noise, that is called knocking. Knocking may be caused by combustion chamber's shape and accumulated substances, mixture components, intake manifold's shape, fuel quality, air density and engine temperature. In addition ignition timing is closely related to knocking and abnormal ignition timing control causes severe engine knocking. Knocking will burn out spark plug, and piston, and damage cylinder head gasket, and bearing. So knocking must be avoided. Engine knock control is used to constrain the knocking. Knock sensor detects knocking generated in engine and retard ignition timing. Picantos knock sensor is installed at between No2. and No.3 cylinder. Like other piezo type sensors, this is made by piezo material.
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8.10.2 Knock Processing MBT (minimum spark advance for the best torque) is the ignition timing to generate maximum torque, and located just adjacent to the ignition timing to generate knocking. So ignition timing shall be set a little away from knock generation range.
MBT
Ignition timing control Without knock control, ignition timing will be set at retarded point from maximum torque generating point in order to ensure required allowance, and then lower torque will be generated. On the other hand, ignition point may be set close to knocking range effectively raising engine output using knock sensor.
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Internal knock control process Knocking generates high frequency (5-10khz) vibration in cylinder, which vibrates knock sensor located on cylinder block outer wall at the same frequency. As knock sensor output signal contains various frequency components, band pass filter filters the signal, which in turn will be used to determine knocking. Knocking occurs only during combustion period in the relevant cylinder, and therefore decided only within knocking judgment period in order to avoid faulty detection due to noise. ECU retards ignition timing when knock is detected and slowly advances the timing after no knock has been generated for a certain period of time, in the form of feedback control.
Maximum Retard Limit : 12 When knocking is detected : Initially 0.75 retard 3and increase step by step with
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8.10.3 Waveform Measuring knocking sensor signal is a little difficult with Hi-scan Pro because of the high frequency. Special oscilloscope is needed to measure. Following waveform is an example of knock sensor waveform. When knocking happens, the frequency reaches 12.5kHz.
8.10.4 Diagnosis Knock sensor shall be checked for connection contact condition and circuit-break and short. As piezo type sensor is installed on cylinder block , it is needed to keep tighten torque : 205Nm. The sensor shall be checked if installed with specified tightening torque. In addition, resistance value and electrostatic capacity between terminals shall be measured and compared with specified values. ECM Pin No. 19 is for knock sensor signal and No. 20 is for sensor ground. 8.10.5 Error Detecting Code
P Code Description Signal Check P0325 Circuit Pulse Test Circuit Zero Test <3.7V >0.234V Threshold Condition1 >2800rpm 1200 ~ 5200rpm Time Mil On
Continuous
Yes
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8.11 Acceleration Sensor (EOBD Only) 8.11.1 General The main role of acceleration sensor is detecting the rough load condition which allows misfire monitoring inhibition. Mainly misfiring is detected by CKP angle speed. But when the vehicle is running on rough load condition, the CKP angular speed is affected from this road condition. It can signal to ECM as a misfiring. In this case acceleration sensor detects this kind of rough load condition and order ECM not to consider this situation as a misfiring. It is located on the left side wheel housing, near main chassis frame. 8.11.2 Sensor Structure
Sensor Structure
G-Cell Acceleration Sensor is made by MEMS(Micro electro Mechanical System) process. Seismic mass is supported by static plate. Between seismic mass and silicon block
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two electrically charged stationary plates are attached. When acceleration or vibration happens, seismic mass is vibrating up and down. This movement results in capacitive change in two electrically charged plates. Acceleration sensor can detect this capacity change and convert it as acceleration speed. This type of acceleration sensor can detect Zero Hz and can have self test mode in itself. Measurement Range : 5(gravity) Measurement Direction : Vertical Supply Voltage : 50.15(V) Current Consumption : 12mA Sensitivity : 400mV/g at 15.8Hz Output Voltage : 0.5V at 5g 2.5V at 0g 4.5V at +5g Operation Temperature Range : -40 ~ 125
Picantos acceleration sensor has 3 terminals. Output voltage at idle condition shows 2.3 ~ 2.7V. ECM Pin No. 60 is used for acceleration sensor signal. Sensor power and ground are shared with TPS. 8.11.3 Error Detecting Condition
P Code P1309 P1308 P1307 Description Signal High Signal Low Rationality Threshold >3.5V <1.5V Signal at vehicle standstill is alternated 3 Times Yes Condition1 Condition2 Time Mil On
8.12 Vehicle Speed Sensor 8.12.1 General The function of the vehicle speed sensor is to provide the vehicles speed to the Engine Control Module (ECM). The ECM controls the idle speed control valve, ignition timing and fuel injection quantity for the purpose of improving the drivability and exhaust gas reduction depending on vehicle speed. The sensor generates 4 pulses with one rotation, the
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ECM calculates the vehicle speed by counting the number of pulses per second. Hall IC type sensor is used. 8.12.2 Diagnosis If there is a circuit-break or short at speed sensor wiring, engine may go off when decelerating the car to stop. Therefore connector connection and wiring's short circuit or circuit break must be checked. For waveform checking, it is required to analyze signal using oscilloscope such as checking frequency, interval, and specified voltage value . Check if frequency rises in proportion to vehicle speed variation. Check if input voltage and grounding are maintained normally at on and off condition. Speed sensor input voltage is 12V from I/P junction box. ECM Pin No. 59 receives vehicle speed sensor digital signal and produces rpm signal to cluster through Pin No. 8.
Following picture illustrates analysis of speed sensor output waveform of digital pulse type. Part A indicates reference voltage and represented as constant horizon. Part B indicates voltage variation state, and represented as vertical line. Part C indicates peak-to-peak voltage, same as reference voltage. And part D shows almost grounded state, expressed as constant horizon. AS vehicle speed is increased, speed sensor output frequency goes up. Voltage drop at ground shall be less than 400mV. If not check vehicle speed sensor and ECM for defective grounding.
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P Code P0501 Description Signal Check Threshold <3.75Kph <10Kph Condition1 Condition2 Time 20 Sec Mil On Yes
Engine speed >3000rpm Fuel cut at 1500 ~ 4000rpm
8.13 ISA 8.13.1 General The function of the Idle Speed Control actuator is controlling the idle speed according to engine conditions such as temperature, throttle position, engine speed and different load factors.
The ECM compares the actual engine speed with the target speed. The ECM transmits a signal to the idle speed actuator, which adjusts to the target speed by increasing the bypass air when the idle speed is too low, and decreasing it when the idle is too high. For example, When the engine is started in cold weather, the engine Control Module (ECM) will give the engine cold start enrichment and will increase the engine's idle speed to approximately 1000 rpm or more. The Idle speed control actuator is responsible for this increase. As the engine reaches operating temperature the enrichment will be eliminated and the idle speed will be reduced to a predetermined speed; this speed will be maintained regardless of electrical loads on the alternator and to a certain extent mechanical loads.
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8.12.2 Sensor Principle and Structure Picanto utilizes rotary type ISA. It has two coils inside of sensor. This ISA is located in the throttle body. The rotary valve on the armature shaft opens the air-bypass passage until the required idle speed is reached, regardless of engine load. Voltage is applied alternately to the rotary actuators two winding coils and generates opposing forces on the pivoting armature. The rotary valve assumes the opening angle, which corresponds to the pulseduty factor of the applied signal. This means that the bypass opening can be adjusted by varying the pulse-duty factor. The Rotary type actuator has 2 winding coils, which are called as opening coil and closing coil respectively. The ECM controls the two coils. The opening coil opens the valve on the contrary the closing coil closes the valve. Its driving pulse is controlled by 100Hz which is advanced from 250Hz for fast response. 8.12.2 Diagnosis Following picture illustrates ISA circuit and terminals. It has 3 terminals from ISA side. One is for open ISA signal, another is for close ISA signal, and the last is for 12V supply. ECM Pin No. 29 is designated for open control and No. 26 pin for close control.
A circuit tester is used to check connectivity between terminal 2 & 1 and between terminal 2 & 3. In addition measure voltage at terminal 2 and find if normal battery voltage is applied.
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To check the resistance, remove the idle speed actuator connector and measure the resistance of the opening coil and closing coil directly. Through this, we can check the internal coil condition of the idle speed actuator. - Opening Coil : 15.5 - Closing Coil : 17.5 at 20
To check operation. remove the idle speed actuator from the engine, and operate the engine. Then check for valve operation as given duty percentage and any noise while operating. Through this, we can check the mechanical problem and noise of the idle speed actuator Another checking method is using the current data. The ISA duty in the current data is a calculated figure by the ECM to control the ISA depending on the engine condition. Use this value only as a reference value because actual opening may differ from the current data in case of idle speed actuator is broken.
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8.12.4 Waveform When using oscilloscope, read output waveform from terminal 1 or 3, and find duty rates for open and close rates. Thereafter decide whether the read values are within in specified values or not. In the idle speed actuator
waveform, pick voltage should be the same as the battery voltage. If not, there should be a trouble in power supply system from battery positive terminal to the idle speed actuator. Besides this pick voltage, the ground should be close to 0 volt as shown while it is on. If not, there should be trouble with the ECM or wirings from the idle speed actuator to ECM ground. Each coil receives opposite signals form each other alternately. In other words, the closing coil turns off when the opening coil is on. On the contrary, the closing coil turns on when the opening coil is off. ECM carries out these on and off motion 100 times per second, which corresponds to 100 Hz. ECM also controls the on and off time, which varies depending on the engine condition. This type control is called duty control, in which on and off ratio is controlled. Test condition Idle Tail Lamp On A/Con. On Dash Pot Fast Idle (at 20) Duty (%) 30 ~ 32 32 ~ 33 33 ~ 35 Max. 55 45 ~ 47 Basic Idle Duty The duty value of the idle speed actuator is displayed on the current data of the Hiscan. ISA duty 30% means that the ECM turns on the opening coil 30% to let the opening be 30%. Though it will not be displayed in the current data, in case of the closing coil, the closing coil turns on 70% to let the closing be 70% because it is the reverse of the opening coil.
Close
Open
Remarks Without any Load Could be differ from Conditions.
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For example, in the case of 30% opening duty, the valve remains open for about 30%. Likewise, in the case of 60% opening duty, valve remains open for 60%.

Coil Open P Code P1506 P1505 P1508 P1507 P0506 P0507 Description Short to Battery Short to GND Short to Battery Short to GND Rationality(RPM-Target RPM) Rationality(RPM-Target RPM) >150 <-150 8 Sec 15 Sec Yes Condition1 Time Mil On
Close
When circuit problem is detected, control duty sets to 50% 8.13 PCSV 8.13.1 General PCSV is installed between the canister and the intake manifold, it delivers or shuts the vapor gas to intake manifold, which is stored in the canister. The ECM controls the purge control solenoid valve. When vehicle is operating it generates evaporative gas from fuel system such as in fuel tank, and HC is the main substance of the gas. Fuel tank requires venting system to avoid pressure rising in the tank when raised temperature generates volume expansion, and there after resulting vacuum pressure. In addition, vapor gas control system is required to prevent fuel vapor from being discharged into atmosphere. Vapor gas control types include crankcase capturing type and activated charcoal capturing type. Activated charcoal capturing type is the most widely used . Following picture illustrates vapor gas control system which is represented as PCSV using activated charcoal.
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Activated charcoal adsorbs fuel vapor very well, and thereafter when blowing air goes in, it separates the fuel vapor again. During all engine operating term, charcoal canister captures vaporized fuel gas in itself. When operating condition is achieved, PCSV is working and outside air will be blown into the canister separating adsorbed fuel out of the charcoal, and route and purge the fuel gas into intake line by ECMs duty control.
8.13.2 Diagnosis There are several purge control solenoid valve check method, such as checking waveform and checking valve operation. To check the waveform, measure the waveform at the ECM connection line. ECM Pin No. 46 is used for PCSV duty control. When the purge control solenoid valve turns on, check whether the circled voltage becomes close to 0 volt. And check whether voltage becomes the same with the battery voltage when it turns off. If not, check the wiring, fuse and ECM ground condition.
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To check the valve condition, check the opening condition and closing condition of the valve using a vacuum pump. In case actuation is supported, make actuation test and check operation sound. The resistance between each terminals becomes at 26 at 20 8.13.3 Output Control and Error Detecting

P Code P0445 P0444 P0441 Description Signal High Signal Low Rationality Threshold Shot circuit to Battery Short circuit to Ground Air mass with ISA <0.8kg/h Yes Condition2 Time Mil On
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9. Immobilizer System(Europe Only)

9.1 General Picanto utilizes SMARTRA immobilizer system. which stands for SMARt TRansponder Antenna. Main function of this system is active anti theft device. This immobilizer system consists of the ECM, the SMARTRA, annteena coil, immobilizer lamp and ignition keys with built-in transponder. The ECM carries out checking of ignition keys authentication by special encryption algorithm, which runs in the transponder and in the ECM in parallel. Only if the results are accepted, the engine can be started. The data of all transponder, which are valid for the vehicle, are stored in the ECM with special inscription logic.
ECM Pin No. 52 is for immobilizer signal from SMARTRA unit, Pin No. 61 is for immobilizer system ground and Pin No. 49 is for immobilizer indicator lamp control.
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9.2 Components 9.2.1 Transponder Transponder is the simple ignition key which has unique memory bank inside of this. During the key teaching procedure the transponder will be programmed with vehicle specific data. The vehicle specific data are written into the transponder memory. The write procedure is unique; therefore the content of transponder can never be modified or changed. It means if you make any key teaching to ECM, you cannot erase the ROM memory data. The data are a string of 9 bytes defined by vehicle manufacturer. The transponder memory is split into two strings called authenticator and key password After this programming the transponder memory is locked and the data(PIN code) cannot be read or changed respectively. The transponder status changes from "virgin" to "learnt". Additionally every
transponder includes a unique IDE (Identifier number) of 32 bit. Unique means that the IDE of all transponder is different from each other. The IDE is programmed by the transponder manufacturer and is a read-only value. The authenticator and the key password are not transferred from ECM to transponder or vice versa. Only the results from the encryption algorithm are transferred. It is almost impossible to calculate the vehicle specific data from the encryption result. For teaching of keys and special purposes the ECM has to be connected to the tester device. The IDE information in ECM is erased by teaching procedure, if ECM is taught newly. All used key have to be registered again through teaching method prohibiting with lost keys reusing. Registered Pin code in the key can not be changed. It means used key can not be reused again, if the PIN code is changed. 9.2.2 SMARTRA The SMARTRA unit contains an integrated inductive antenna and electronics around the ignition lock assembly. The SMARTRA communicates with an engine control module via a dedicated communications line. The SMARTRA carries out the communication with the built-in transponder of the ignition key. This wireless communication runs by RF (Radio frequency of 125 kHz). The SMARTRA is mounted at the ignition lock close to the antenna coil for RF transmission and receiving.
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The RF signal from the transponder which is received by the antenna coil is converted into messages for serial communication by the SMARTRA device. And the received messages from the ECM are converted into the RF signal, which is transmitted to the transponder by antenna.
Communication Fail Waveform The SMARTRA does not carry out the check of validity of transponder or the calculation of encryption algorithm. This device is only an advanced interface, which converts the RF data flow of transponder into serial communication to ECM and vice versa. When transponder is insert within 24 degree(figure), it can be recognized by antenna.
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9.2.3 Immobilizer Lamp The driver is informed about successful authentication by immobilizer lamp on cluster. The lamp is on after successful authentication until the detection of minimum engine speed for ECM operation (begin of engine cranking). The ECM informs the driver about the limp home condition by 5 times blinking for 5 second
9.3 Hi-scan Pro Operation 9.3.1 Current Data Trouble code is displayed on engine diagnostic trouble code function of Hi-scan Pro. Following information is displayed on immobilizer menu of Hi-scan Pro. 1. current data for immobilizer 2. user password teaching, changing 3. teaching for PIN code 4. neutralize 5. limp home The diagnosis monitors - the communication between ECM and SMARTRA, - the function of SMARTRA and transponder - the data (stored at ECM) related to the immobilizer function.
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9.3.2 Password Teaching / Changing The user password is used only for limp home function. The user password for limp home is taught at service station. The owner of the vehicle can define a number with four digits. The user password teaching is only accepted by "learnt" ECM. Before first teaching of user password, the status of user password is "virgin". Limp home function is impossible. The teaching is started by ignition on with a valid key and sending the user password by tester. Refer the user password teaching procedure. After successful teaching, the status of user password changes from "virgin" to "learnt". The learnt user password can also be changed. This can be done if the user password status is "learnt" and the tester sends for authorization of access either the old user password or the vehicle specific data. After correct authorization the ECM requests new user password. The status remains in "learnt" and the new user password will be valid for next limp home mode. If wrong user passwords or wrong vehicle specific data have been sent to ECM three times, the ECM will reject the request of password changing for one hour. This time cannot be reduced by disconnecting the battery or other manipulation. After connecting the battery the timer starts again for one hour. Only wait until 1 hour with ignition on condition to erase this protection.
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The user password can be in the following status Learnt The Password has been taught successfully to ECM. Virgin This is the status at the end of ECM production line before delivery to final customer. Of course when you buy new ECM with A/S parts it also shows virgin condition. When you try to input password with this condition, ECM requests input new password first instead of asking old password. Because it hasnt any information about password. Locked by timer After 3 times of wrong input password processing is done, ECM is locked for one hour and anymore input procedure can not be accepted during this time. It is necessary for ECM to leave it more than 1 hour with ignition on to be recovered from this condition. Disconnecting batterys negative terminal to erase any trouble code is useless. Teaching not accepted This status is set if the ECM is in neutral or virgin status. It means any Pin code isnt stored inside of ECM. First make key teaching and try password teaching again . The status of ECM defines the possibility of vehicle operation related to the immobilizer and the teaching of keys. This status depends on the handling of ECM by tester operation.
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9.3.3 Teaching PIN code is abbreviation of Product Identification Number code. PIN code is made by special encryption algorithm through the VIN(vehicle identification number). PIN code is a unique code for each vehicle. PIN code is registered in production line. Also, it can be registered by Hi-scan Pro through the teaching procedure in the field. PIN code must be needed when the teaching for ECM and key. For example, 1. When replacing with new ECM or used ECM(neutralized ECM) 2. When a key is lost 3. When a key is added PIN code is control by Overseas service team or specified dealer for field service. They have a special program which can find out lost PIN code for each vehicle. Therefore, simply sending a VIN(vehicle identification number) to above office, if dealer shop want to know the PIN code. Wrong PIN code can be registered to new ECM. But, it will make a big problem later because nobody can find out registered wrong code. The key teaching is done at the end of production line, after replacing defective ECM at service station or for providing of additional keys to the vehicle owner. The procedure starts with ECM request of vehicle specific data from tester. The "virgin" ECM stores the vehicle specific data(PIN code), the key teaching can be started. The "learnt" ECM compares the vehicle specific data from tester with the stored data. If the data are correct, the key teaching can be started. If wrong vehicle specific data have been sent to ECM three times, the ECM will reject the request of key teaching for one hour.
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This time cannot be reduced by disconnecting the battery or other manipulation. After connecting the battery the timer starts again for one hour The key teaching is done by ignition on with key and additional tester command. The ECM stores the relevant data(IDE->Identifier number) in the EEPROM and in the transponder(PIN code). Then the ECM runs the authentication for confirmation of teaching process. The successful programming is confirmed by message to tester. If the key is already known to ECM from previous teaching the authentication will run and the EEPROM data are updated. There is no change of transponder content (this is impossible for learnt transponder). The attempt of repeated teaching of a key, which has been taught already during the same teaching cycle, is recognized by ECM. The ECM rejects this key and a message is sent to the tester. The ECM rejects invalid keys, which are presented for teaching. A message is sent to the tester. The key can be invalid due to faults of transponder or other reasons, which result into not successful programming of data. If the ECM detects different authenticators of transponder and ECM, the key is considered to be invalid. The maximum number of taught keys is 4. If an error occurs during the immobilizer Service Menu, the ECM status remains unchanged and a specific fault code is stored. If the ECM status and the key status do not match for teaching of keys, the tester procedure will be stopped and a specific fault code is stored at ECM.
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Key Teaching Procedure
Learnt Key is inserted 9.3.4 Neutral Mode This mode is used for erasing Pin code data in ECM side not in transponder. When you operate this mode with inserting valid key, Hi-scan Pro ask you for correct Pin code. If the pin code you insert is correct, you can make learnt ECM into neutral ECM. When ECM is neutralized, it is possible to input all Pin code. But keep in mind only correct Pin code should be used following the VIN. If not, authentication between transponder and ECM can not be made. Furthermore when you buy new ECM with spare parts, you must insert correct Pin code which has been used already. Input wrong Pin code more than 3 times in this mode results in the same problem which is mentioned before in teaching section.
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9.3.5 Locking and Unlocking Condition 1.Locking of ECM By engine shut off (ignition off by key) the ECM is locked after elapsing the timer 8 sec. ECM accepts new start within this time without considering the result of new authentication. In case of engine stalling the timing of ECM locking is as follows: without ignition off there is no time limit for repeated engine start, after ignition off the time for repeated engine start is limited to 8 sec. After elapsing this time new authentication must be performed or in case of limp home the input of user password is requested again. 2.Unlocking of ECM This is the release of fuel injection and ignition by ECM for successful start of the engine. The normal operation is with valid key. the transponder in the ECM. After ignition on the authentication procedure starts. At first the unique IDE of transponder is checked. If it is equal to one of the transponder known to ECM the authentication procedure starts. The authenticator, the IDE and a random number are converted into the encrypted lock password and transferred to the transponder via the SMARTRA. The transponder compares the data with its calculation result. If the results are equal, the transponder sends back the encrypted key password to ECM. If this is equal to the calculation result of ECM, the ECM will be unlocked until switching off ignition. The unlocked ECM releases fuel injection and control of ignition. 9.3.6 Limp Home Limp home function implemented to cover faults of transponder or SMARTRA. The methods are as follows : - Twice ignition - Limp home by Hi-scan Pro - Limp home by ignition key 1. Twice Ignition For special purposes during the vehicle manufacturing process the function "twice ignition on" is implemented. It is only possible when ECM status is virgin. A key is valid after successful programming of vehicle specific data to the transponder and storing of relevant data of
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The unlocked status remains for the time 30 sec. After elapsing of timer the ECM is locked again. By using a valid key a new authentication runs after begin of cranking. In case of limp home and twice ignition new inputs are requested. The engine can be started by following sequence : - Ignition on with no cranking, - Ignition off, - Ignition on then cranking within a time interval between ig.on and cranking. Timing conditions between each sequence has to be fulfilled for successful start. It is like as follows : - first ignition on less than 1.5 sec - ignition off time is limited by minimum 0.2 sec and the maximum 1.5 sec - ignition on and cranking within 30 sec To achieve the limp home function with twice ignition, both ECM and transponder should be in "virgin" status and the timing condition which is mentioned before should be fulfilled. 2. Limp Home by Hi-scan Pro If the ECM detects a fault of SMARTRA or transponder, the ECM will allow limp home function with Hi-scan Pro. This kind of limp home is only possible if the user password (4 digits) has been taught to the ECM before. This password can be defined by vehicle owner and is programmed at the service station (See user password teaching). The ECM informs the driver about the limp home condition by blinking immobilizer lamp. Then the user password can be sent to the ECM by Hi-scan Pro. Only if the ECM is in status "learnt" and the user password status is "learnt" and the user password is the correct one, the ECM is unlocked for the time 30sec. The engine can only be started during this time. After elapsing of timer no engine start is possible. Unlike the limp home function with Twice ignition, the number using Hi-scan Pro is limited to 255. If wrong user passwords have been sent to ECM three times, the ECM will reject the request of limp home for one hour. Disconnecting the battery or other manipulation cannot reduce this time. After ignition key ON, the timer starts again for one hour.
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3. Limp home by Ignition Key The limp home can be activated also by the ignition key. The ECM informs the driver by blinking immobilizer lamp about the limp home condition. Then the input of user password to ECM can be done by special sequence of ignition on/off. The timing is described on following figure.
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Only if the ECM is in status "learnt" and the user password status is "learnt" and the user password is the correct one, the ECM is unlocked for the time 30sec. The engine can be started during this time. After elapsing of timer no engine start is possible. After new input of user password the timer 30sec starts again. After ignition off the ECM is locked (if timer 30sec is elapsed). For next start the input of user password is requested again. 9.4 DTC The following table shows the assignment of immobilizer related faults: P-Code P1693 P1674 P1675 P1690 P1676 P1696 P1695 P1694 P1699 P1697 P1692 P1610 Description TP No response Error / TP Invalid response) TP status Error TP programming Error SMARTRA no response SMARTRA message error Authentication Fail EMS memory error EMS message error Twice Overtrial Hi-scan Pro message error Immobilizer lamp error Non-immobilizer EMS connected to an immobilizer
9.4.1 P1693 TP no response error / TP invalid response Corrupted data from TP More than one TP in the magnetic field No TP in the magnetic field
9.4.2 P1674 TP status error TP not in the password mode TP transport data has been changed
9.4.3 P1696 Authentication fail Virgin TP at EMS status in Learnt Learnt TP at EMS status Learnt
9.4.4 P1695 EMS memory error - EMS internal permanent memory
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9.4.5 Diagnosis procedure 1) Inspect the power supply and grounding of the system 2) Inspect the circuit between the Coil and SMARTRA 3) Neutralize the ECM 4) Re-register the key under the teaching mode If you are unable to register any key, Replace the Antenna coil 5) Register additional keys (max : 4 keys) 6) Registration completed 9.4.6 Case Study 1. Replacing both ECM and SMARTRA In case of defective ECM it has to be replaced by "virgin" or "neutral" ECM. All keys have to be taught to the new ECM. Keys, which are not taught to ECM, are invalid for the new ECM. The vehicle specific data(PIN code) have to be unchanged due to the unique programming of transponder. In case of defective SMARTRA there are no special procedures required. A new SMARTRA device simply replaces the old one. There are no transponder-related data stored in this device The ECM can be set to the status "neutral" by tester. A valid ignition key is inserted and after ignition on the ECM requests the vehicle specific data from tester. Refer to the neutralizing procedure. After successful receiving of data the ECM is neutralized. The ECM remains locked. Neither the limp home mode nor the "twice ignition on" function is accepted by ECM. The teaching of keys follows the procedure described for virgin ECM. The vehicle specific data have to be unchanged due to the unique programming of transponder. If data(PIN code) should be changed, new keys with virgin transponder are required. 2. When installing used ECM 1) When installing the ECM of car A on car B 2) Neutralize the ECM of car A All non-virgin ECMs need to be neutralized before installing on other vehicles 3) Install the ECM of car A on car B 4) Register the keys with the PIN code of car B 5) Register additional keys (max : 4 keys) All phases of key registration should be completed within 10 seconds 6) Registration completed 3. When replacing keys 1) Replace keys and additional registration
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2) Turn the key to the IG ON position You must know the PIN code before executing this procedure 3) Insert the key you want to register and turn it to the IG ON position 4) Register the keys (under the teaching mode) 5) Register additional keys (max : 4 keys) All phases of key registration should be completed within 10 seconds 6) Registration completed 9.5 Cautions 1. When there is only one master key registered and you wish to register another master key, You need to re-register the master key which was already registered. 2. When the master key #1 is registered and master key #2 is not registered, Put the master key #1 in the IG/ON or the start position and remove it. The engine can be started with the unregistered master key #2. (Note that master key #2 must be used within 10 seconds of removing master key #1) 3. When the master key #1 is registered and master key #2 is not registered, Put the Unregistered master key #2 in the IG/ON or the start position. The engine cannot be started even with the registered master key #1. 4. When you inspect the immobilizer system, refer to the above paragraphs 1, 2 and 3. Always remember the 10 seconds zone. 5. If the pin code & password are entered incorrectly on three consecutive inputs, the system will be locked for one hour. Only elapsing time for one hour can release this condition. 6. Be cautious not to overlap the transponder areas. Problems can occur at key registration or vehicle starting if the transponders should overlap as in the picture This can be caused by the SMARTRA & TP conducting radio communication
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10. Throubleshooting
10.1 Current Data
10.2 Pin Assignment
48. HO2S heater control(upstream), 28. HO2S heater control(downstream) It raises temp. in order for oxygen sensor to be activated after starting engine. Duty control relying on ECM is performed(400-800). Heater resistance is approx. 8 for Bosch type and approx 3.7 for others.
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2. Ignition coil control(2 & 3), 5. Ignition coil control(1 & 4) It has ignition type without distributor and called DLI(distributor less ignition). Ignition timing is calculated by ECU. Power TR is built in ECU and consists of 2 coils. For item inspection, first coil has resistance of approx. 0.5-0.6 and second coil has approx. 12K. 3, 51, 53 & 80 Power ground It grounds various actuators of ECU to engine block. It may have effect on all waveform, operation, and reference signal of ECU, and therefore wire of enough size as specified shall be used with out fail. Under poor contact, it may cause sporadic defects. 61: Immobilizer ground It provides ground for immobilizer system 6. Fuel injection No 2. , 7. Fuel injection No 3. , 27. Fuel injection No 1, 47. Fuel injection No 4 ECU calculates fuel rate(open period of time) and injection timing relying or engine condition and injects fuel as required for each cylinder(However ECU decides open period of time relying on coolant temp. and perform simultaneous injection upon starting engine). For item inspection, the resistance shall be 13-17. 8. Engine rpm signal output It sends engine rpm calculated by CKP sensor, to cluster. 9. TPS signal output (A/T only) It transmit engine ECM's TPS opening level to TCM in order to use for shifting stage control. 10. Torque signal output (A/T only) It transmits torque signal to TCM for decreasing shift shock and thus providing comfortable shifting. 11. Injection Signal This signal is used for trip computer to estimate fuel consumption. 12. Back-up(Memory) power It is directly connected to battery always for storing learning values, DTS, etc of ECU. If the power is cut off and connected again, then stored learning values and DTC's will be erased. 13. Ignition S/W
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It decides power input and key on/off. 14. Main relay control Upon key-on, ECU operates this main relay(It operates approx. 102 seconds before starting and operates again after receiving crank angle signal). At the same time CU operates each actuator for a short period to perform self-diagnosis. As shown on wiring diagram, when main relay operates ECU supplies power through this contact to fuel pump, actuators and sensors. Therefore if problems occur to one of the parts, engine will not start. 15. Crankshaft position sensor signal The sensor is Hall IC type. It generates digital signal from crankwheel's 30 teeth and sends the signal to ECU. As there are 30 pulses(long pulse=2) one pulse is around 12. Using this signal ECU decides ignition timing and injection time. 16. TPS signal input It is an adjustable resistance, and detects throttle valve opening level as voltage figures and provides it to ECU for idle decision, decision on engine acceleration condition, etc. For item inspection, total resistance (terminal 1 & 2) shall be 1.6-2.4K. 17 TPS ground The sensor is not grounded out side (Inside ECU it is connected with all other groundings. It is intended to allocate ground separately avoiding points of high current flow(cause of noise)). It is shared with Acceleration Sensor ground 18. Front HO2S Signal It decides oxygen concentration in exhaust gas, and feed back the result to ECU, which uses it for regulating fuel rate always at stoichiometric air/fuel ratio. It is a zirconium sensor and has range of approx. 100mV-900mV. 19. Knock sensor input It is a piezo-electric element and installed at cylinder wall center. Upon abnormal combustion(knocking), the sensor detects it and uses it for retarding ignition point of time. 20. Knock sensor ground The sensor is not grounded out side (Inside ECU it is connected with all other groundings. It is intended to allocate ground separately avoiding points of high current flow(cause of noise)) 22 TCU MIL signal input (A/T only)
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24. Cooling Fan Signal input from middle Switch in Triple Switch 26. ISA opening., 29. ISA closing It is of 2 coils, duty control type. It places throttle body at center and bypasses air directly to surge tank, to regulate idle speed(800rpm). It opens approx. 30% under noload idling after warm-up. For item inspection, total resistance between terminal 1 & 3 shall be approx 34(Open coil resistance + Close coil resistance). 31. MIL control It light up upon failure of engine sensors or actuators (connect scanner and read it) 32. TPS 5V reference, Acceleration Sensor 5V reference It provides reference voltage of 5V to throttle position sensor and Acceleration sensor. 5V is provided to intake temp. sensor and coolant temp. sensor via ECU inside resistance. 33. T_MAP sensor 5V reference It provides reference voltage of 5V to T_MAP sensor 35. HO2S(Down stream) ground, ECT Sensor ground This sensor is not grounded out side. Inside ECU it is connected with all other groundings. It is intended to allocate ground separately avoiding points of high current flow(cause of noise) 36. HO2S (Front or Up stream) Ground, T_MAP Sensor ground This sensor is not grounded out side. Inside ECU it is connected with all other groundings. It is intended to allocate ground separately avoiding points of high current flow(cause of noise) 37 MAP sensor signal MAP sensor indirectly detects intake air rate depending on pressure variation inside surge tank, and used to decide basic injection rate and ignition timing depending on engine load(Upon abnormality, engine may stop. At the next cranking however ECU will apply basic value on the basis of TPS for starting engine. Then engine may show malfunction and poor acceleration during running) 39 ECT(engine coolant temperature) sensor Using thermistor it measures coolant temp. for controlling fuel injection rate by engine temp., and used as important reference condition for checking engine condition. 42. IAT sensor
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It is NTC thermistor to check intake air temp. for compensating fuel injection rate. It is assembled with T_MAP sensor. 44,. 45, 63, 73 & 74 Power input It provides battery power to ECM when engine relay control becomes on. 46 PCSV control Fuel vapor occurs by raised temp. in fuel tank, and fuel vapor is not emitted into air but stored in canister. Depending on engine condition ECU operates solenoid valve to route fuel vapor into intake manifold and burn it out. 49.Immobilizer indicator lamp control It gives drivers the immobilizer condition information through indicator lamp working. 50, Cooling fan relay control(High) It directly control cooling fan depending on coolant temp. variation. 52. Immobilizer signal Transponder signal transmits through SMARTRA to ECM . 55 HO2S(downstream) input It is for downstream oxygen sensor input and used for monitoring catalysis for OBDII or EOBD. At normal condition it produces 0.65V. 57. Triple signal input (Pin sensor and DPS are connected in serial) It detects air-conditioning temp. and pressure and sends them to ECU, which controls compressor relay on/off using them 59 VSS It is Hall IC type. ECU will use this signal to decide and calculate car condition as stop or running and car speed, and then use the results for related status and condition. 60. Acceleration Sensor Signal Acceleration Sensor signal is used for rough road detection. When vehicle goes rough road it detect this vibration and prohibit ECM with misfiring control 68 Cooling fan relay control(Low) It directly control cooling fan depending on coolant temp. variation. 69 A/C relay control It is connected with blower fan switch in series, and operate condenser fan when both switches are on.
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70 Fuel pump relay control It is used to drive fuel pump. ECU drives fuel pump relay only above minimum set speed(typically 50 rpm) and also prevent fuel leak in emergency. For improving initial start it may turn on relay for 3-5 seconds raise pressure inside fuel system relying on coolant temp. upon ignition-on 71 K-line It is connected with diagnostic connector, and used between ECU and scanner for data communication. (diagnostic code, sensor value, etc) 72. Torque reduction control(A/T only) TCM sends signal for requesting torque reduction to ECM for comfortable shifting. 74 Park/Neutral signal(A/T only) It is used for A/T cars and also called inhibitor switch. The switch allows starting engine at shifting lever position P or N. 75 A/C switch signal input The signal is used for deciding A/C on/off status. 76. Electrical Load Compensation Switch It is input signal to compensate for voltage drop. 77. Power steering switch input It is input signal to compensate for increased load when power steering is operating. 79. CMP sensor CMP sensor consists of Hall element, and synchronized with crank angle signal, and used for ECU to recognize #1 cylinder. Though ECU already knows TDC using crank angle signal, ECU requires CMP sensor signal to decide of which cylinder TDC is.
Pin assignment can be differ by region or emission control. Totally M7 ECU consists of 121 pins. Simply when you say about this EMS system you can say 121 pin is used. Then everybody understands this is used from Bosch M7. Another 40 pins are for T/M control but here these are not used. Different T/M controller is used for Picanto. 10.3 ECM Terminal Voltage
Pin.No.
Signal HO2S heater control Ignition coil control
Connected to HO2S up Ignition coil (cylinder no 2 &3)
1 2
Test condition Key ON/ENG OFF Idle Key ON/ENG OFF Idle
Voltage B+ 68V(duty 48~52%) B+ B+(pulse)
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Pin.No.
3 4(2) 5 6 7 8
Signal Ground HO2S down heater Ignition coil control Fuel injection valve control Fuel injection valve control Engine RPM signal output
Connected to Ground HO2S down Ignition coil (cylinder no.1 & 4) Fuel injector No.2 Fuel injector No.3 Instrument cluster
Test condition Constant Key ON/ENG OFF Idle Key ON/ENG OFF Idle Key ON/ENG OFF Idle Key ON/ENG OFF Idle Key ON/ENG OFF Idle Key ON(throttle valve close) Key ON(throttle valve open)
Voltage <0.5V B+ 0~B+ B+ B+ (pulse) B+ B+ B+ B+ <0.5V 6-7V(duty 45~50%) 1-2V(duty 8~12%) 9-12V(duty 88~90%) 1-2V(duty 8~12%) B+ B+ <1V B+ <1V 0.2~0.8V 4.0~4.8V <1V <1V 2-3V <0.5V B+ (duty) 7-8V(duty 50~60%) 4-6V(duty 30~40%) B+ B+ 6-7V(duty 42~52%) 9-10V(duty 60~70%) <1V B+ <1V 5V 5V <0.5V 2-3V(duty 40~50%) B+ 0.4V 0~1V 0.5V 0.5~1.5V 0.5V 0.6~0.8V 1~2V 1~4V 1~4V
9 10 12 13 14 15 16 17 18 19 20 22 26
TPS signal output Troque signal output Power Ignition input Main relay control Crankshaft position sensor ground TPS signal input TPS ground HO2S ground Knock sensor input Knock sensor ground TCU MIL signal input IAC valve output control (opening) Fuel injection valve control IAC valve output control (closing)
Transaxle control module Transaxle control module Battery Ignition switch Main relay Crankshaft position sensor TPS TPS HO2S up Knock sensor Knock sensor Transaxle control module ISC valve
Idle Constant Key ON Key ON Key OFF Constant Key ON(throttle valve close) Key ON(throttle valve open) Constant Constant Key ON Constant TCU fault code Key ON/ENG OFF Idle
27
Fuel injector No.1
Key ON/ENG OFF Idle Key ON//ENG OFF
29
ISC valve Idle MIL (instrument cluster) TGPS MAP sensor Crankshaft position sensor HO2S down HO2S up MAP sensor MAF sensor Engine coolant temperature MAP sensor MAF sensor Key ON/ENG OFF Idle (DTC non-present) Idle (DTC present) Key ON Key ON Key ON/ENG OFF Idle Constant Key ON/ENG OFF Idle Key ON Idle Key ON Idle Key ON/ENG OFF (at 80) Key ON/ENG OFF (at 20) Key ON/ENG OFF (at 20)
31 32 (1) 33 34 35
(2)
MIL control TPS voltage MAP voltage Crankshaft position sensor signal input HO2SDD down ground HO2S input MAP sensor input MAF sensor input Engine coolant temperature signal input Air temperature signal input Intake air temperature sensor input
36 37(1) 37(2) 39 42 42
(1) (2)
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Pin.No.
44 45 46 47 55
(2)
Signal Power input Power input EVAP purge solenoid valve control Fuel injection valve control HO2S down input DPS signal input Vehicle speed input Ground Cooling fan relay control
Connected to Ignition switch Ignition switch EVAP purge solenoid valve Fuel injector No.4 HO2S down DPS EC-AT module Ground Cooling fan relay
57 59 61 68
69 70 71 72 74 7
A/C relay control Fuel pump relay control Diagnosis K-line Torque reduction control Park/Neutral signal input
A/C cut relay Fuel pump Data link connector Transaxle control module Transaxle control module
Test condition Key ON Key ON Key ON/ENG OFF Idle Key ON/ENG OFF Idle Key ON/ENG OFF Idle A/C non-operation A/C operation Constant Key ON/cooling fan nonoperation Key ON/Cooling fan operation A/C non-operation A/C operation Key ON/ENG OFF Idle Key ON (P/N range) Key ON (other range A/C switch ON
Voltage B+ B+ B+ 10-12V (duty) B+ B+ 0.4V 0~1V B+ <1V <0.5V B+ <1V B+ <1V B+ <1V 9-10V B+ B+ B+
A/C switch signal input 5 76 77 Headlight switch signal input Power steering switch input Camshaft position sensor signal input Ground
(1) (2)
A/C switch
A/C switch OFF
<1V
Headlight switch Power steering switch
Key ON/switch HEAD Key ON Key ON/switch operation Key ON/switch nonoperation Key ON/ENG OFF Idle Constant
B+ <1V <1V B+ 5V 2-3V(duty 40~50%) <0.5V
79 80
Camshaft position sensor Ground
Except for Europe Only Europe
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1. Epsilon Engine General

Item Engine Seat Package

EU LX 1.1S (1.1CRDI) 4 (5) Opt EX LX

GEN EX 1.1S (1.0:Brazil) 5 Opt LX

AUS EX 1.1S 5 Opt

Above specification can be changeable without any prior notice

Chonan Technical Service Training Center

1.3 Section View

Chonan Technical Service Training Center

2. Main Moving Components

Chonan Technical Service Training Center

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Standard (mm) 0.15 ~ 0.3 0.25 ~ 0.4 0.2 ~ 0.7

Chonan Technical Service Training Center

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Chonan Technical Service Training Center

Chonan Technical Service Training Center

Vacuum valve opening pressure [4.90Kpa or less]

Main valve opening pressure [81.4 ~ 108Kpa]

6. Fuel Supply System

Chonan Technical Service Training Center

Chonan Technical Service Training Center

Chonan Technical Service Training Center

Chonan Technical Service Training Center

combustion in the corresponding cylinder.

Chonan Technical Service Training Center

8. Input and Output

Item ECM Fuel Tank Type TPS Output

Remarks 80:Engine 41:A/T

Resistance Type T_MAP

Piezo Resisttivity with IAT

Range Output At Idle At Ig On Type

190 ~ 390mb 800 ~ 1080mb

Thermistor Type (Assembled with MAP) Range At 20 At 20

IAT Output PCSV Type Resistance

0.3 ~ 4.7V 3.3 ~ 3.7V 26

Duty Control Type

Item Type ECT

2.27K 0.298 ~0.322K

Piezo Electric Type At 20 4.9M20%

160 ~ 250Kg-cm 3 ~ 15KHz Hall IC 0 ~ 5V 0~1V

Zirconia Type(with Heater)

Chonan Technical Service Training Center

Chonan Technical Service Training Center

1Sec after Engine Start No Faulty in TPS

Chonan Technical Service Training Center

240Sec after engine start With ECT

Chonan Technical Service Training Center

Chonan Technical Service Training Center

8.5.4 Signal processing inside of ECM

Engine speed >600rpm

Engine Load by MAP with TPS

Chonan Technical Service Training Center

Chonan Technical Service Training Center

8.6.5 Error Detecting Condition

Chonan Technical Service Training Center

Chonan Technical Service Training Center

8.7.5 Error Detecting Code

Chonan Technical Service Training Center

CMP with CKP Sensor Waveform

8.8.4 Error Detecting Condition