FUEL

SYSTEM
Return To Main Table of Contents
[MPI SYSTEM]
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MPI SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INJECTOR AND THROTTLE BODY . . . . . . . . . . . . . . . . . . . . 5 4
THROTTLE BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
FUEL LINE AND VAPOR LINE . . . . . . . . . . . . . . . . . . . . . . . . 6 4
ENGINE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
[FBC SYSTEM]
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
SERVICE ADJUSTMENT PROCEDURES . . . . . . . . . . . . . . 9 3
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
FUEL LINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
CARBURETOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
ENGINE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
GENERAL
SPECIFICATIONS

Fuel tank
Capacity 45 lit. (11.9 U.S. gal., 9.9 lmp.gal.)
Fuel filter
Type High pressure type
Fuel pump
Type Electrical, in-tank type
Driven by Electric motor
Throttle body
Throttle position sensor (TPS)
Type Variable resistor type
Resistance 3 . 5 - 6 . 5 KD
Output voltage at curb idle 0.48-0.52 V
Idle speed control (ISC) servo motor
Type Electric motor
Resistance 5-35 fl at 20°C (68°F)
Idle position switch
Type Contact type within ISC servo
Motor position sensor (MPS)
Type Variable resistor type
Resistance Approx. 4-6 Kn
Input sensor
Air flow sensor (AFS)
Type Karman vortex type
Intake air temperature sensor
Type Thermistor type
Resistance 2.33-2.97 Kn at 20°C (68°F)
Coolant temperature sensor
Type Thermistor type
Resistance 2.5 Kfi at 20°C (68°F)
0.3 Kfi at 80°C (176°F)
Oxygen sensor
Type Zirconia sensor
Vehicle speed sensor
Type Reed switch type

31-2
 GENERAL

No. 1 cylinder TDC sensor

Type Photo diode sensor
Crankshaft angle sensor
Type Photo diode sensor
Output actuator
Injector
Type Electromagnetic type
Number 4
Coil resistance 13-16 R at 20°C (68°F)
Purge control solenoid valve
Type ON/OFF type
EGR control solenoid valve [California Only]
Type Duty cycle type solenoid valve
Fuel pressure regulator
Regulated pressure 330 kPa (3.35 kg/cm2, 48 psi)

SEALANT

Water temperature sensor ass’y LOCTITE 962T or equivalent

31-3
SERVICE STANDARD
Basic ignition timing BTDC 5° ± 2° at curb idle
Curb idle speed 700 ± 100 rpm
Throttle-position sensor (TPS) adjustment voltage 0.48-0.52V at curb idle

TIGHTENING TORQUE Nm Kg.cm lb.ft

Delivery pipe installation screw 10-13 100-130 7.2-9.4

Water temperature sensor 20-39 200-400 15-29
Water temperature gauge unit 10-12 100-120 7.2-8.7
Oxygen sensor 38-49 400-500 29-36
Throttle position sensor (TPS) installation screw 1.5-2.5 15-25 1.1-2
Fuel pressure regulator lock nut 7-11 70-110 5-8
High pressure hose and fuel main pipe eye bolt 29-39 300-400 22-29
High pressure hose and fuel filter 25-34 250-350 18-25
Fuel pump assembly to fuel tank 2-3 20-30 1.5-2.2
High pressure hose at fuel tank 29-39 300-400 22-29
Throttle body to surge tank 10-13 100-130 7.2-9.4
Fuel tank drain plug 15-25 150-250 11-18
Fuel filter mounting bolt 9-14 90-140 6.5-10
Accelerator arm bracket bolts 8-12 80-120 5.8-8.7

31-4
 GENERAL

SPECIAL TOOLS

31-5
TROUBLESHOOTING
When checking and correcting engine troubles, it is important
to start with an inspection of the basic systems. If one of the
following conditions exists, (A) engine start failure, (B) unstable
idling or (C) poor acceleration, begin ‘by checking the following
basic systems.

1. Power supply
1) Battery
2) Fusible link
3) Fuse
2. Body ground
3. Fuel supply
1) Fuel line
2) Fuel filter
3) Fuel pump
4. Ignition system
1) Spark plugs
2) High-tension cables
3) Distributor
4) Ignition coil
5. Emission control system
1) PCV system
2) EGR system
3) Vacuum leak
6. Others
1) Ignition timing
2) Idle speed

Troubles with the MPI system are often caused by poor

contact of the harness connectors. It is important to check
all harness connectors and verify that they are securely
connected.

31-6
 GENERAL

MPI TROUBLESHOOTING PROCEDURES

PROBLEM
Engine will not start

o Battery
1. Connection
2. Specific gravity, charging system
3. Drive belt
4. Voltage
o Fusible link

o Ignition switch
o Starter relay
o Starter
o Wiring

Trouble codes
o Using voltmeter
[Refer to page 31-32]
o Using MUT
[Refer to page 31-35]

Oil filler cap

o Oil dipstic
o Vacuum hose connections
o PCV hose
o EGR system

o High tension cables

o Distributor
o Ignition coil, power transistor
o Spark plug

31-7
 GENERAL

o Ignition timing-adjust
[Refer to page 27-5]

o Fuel line (leakage, deformation)

o Fuse
o Fuel pump [Refer to page 31-24]
o Fuel filter
o Fuel pressure regulator

o Wiring connections
o Power to ECU
1. Fusible links
2. Fuses
3. MPI control relay
o Engine coolant temperature
sensor
o Intake air temperature sensor
o Injection signal circuit
1. Injector wiring
2. ECU
o TPS
o AFS

31-8
 GENERAL

PROBLEM
Rough idle or engine stalls

Trouble Codes
o Using voltmeter
[Refer to page 31--32]
o Using MUT [Refer to page 31-35]

o Oil filler cap

o Oil dipstic
o Vacuum hose connections
o PCV hose
o EGR system

o Fuel line (leakage, deformation)

o Fuses
o Fuel pump [Refer to page 31-24]
o Fuel filter
o Fuel pressure regulator

Element-Clean or replace

Idle speed-Adjust
[Refer to page 31-20]

Ignition timing-Adjust
[Refer to page 27-5]

31-9
 GENERAL

o Fuel pump [Refer to page 20-24]

o Fuel filter
o Fuel regulator

Injection condition

o Wiring connections
o Power to ECU
1. Fusible links
2. Fuses
3. MPI control relay
o Engine coolant temperature
sensor
o Intake air temperature sensor
o Injection signal circuit
1. Injector wiring
2. ECU

31-10
 GENERAL

PROBLEM
Engine hesitates or accelerates poorly

o Clutch-slip
o Brake-drag

o Oil filler cap

o Oil dipstic
o Hose connections
o PCV hose
o EGR system

Element-Clean or replace

Trouble codes
o Using voltmeter
[Refer to page 31-32]
o Using MUT
[Refer to page 31-35]

o High tension cables

o Distributor
o Ignition coil, ignition

Ignition timing-Adjust
[Refer to page 27-5]

o Fuel pump
[Refer to page 31-24]
o Fuel filter
o Fuel pressure regulator

31-11
31-12
 GENERAL

Fuel Tank And Fuel Line

Symptom Probable cause Remedy

Engine malfunctions Bent or kinked fuel pipe or hose Repair or replace

due to insufficient fuel Clogged fuel pipe or hose Clean or replace
supply Clogged fuel filter of in-tank fuel filter Replace
Water in fuel filter Replace the fuel filter or clean the
fuel tank and fuel lines
Dirty or rusted fuel tank interior Clean or replace
Malfunctioning fuel pump (Clogged filter Replace
in the pump)

Evaporative emission Incorrect routing of a vapor line Correct

control system malfunc- Disconnected vapor line Correct
tions (when fuel filler Folded, bent, cracked or clogged vapor line Replace
cap is removed, pressure Faulty fuel tank cap Replace
is released) Malfunctioning overfill limiter (Two-way
valve)

31-13
 MPI SYSTEM

MPI SYSTEM
GENERAL INFORMATION
The basic function of the MPI (Multi-Point Injection) system is
to control the air-fuel ratio, based on data from various sensors.
The MPI system is composed of three basic systems: Fuel, Intake
and Electronic Control.

Fuel System
Fuel is supplied under constant pressure to the injectors by an
electric fuel pump in the fuel tank. The pressure is controlled
by the pressure regulator. Based on ECU signals, the injectors
inject fuel jnto the intake manifold in the correct firing order.

Intake System
The flow rate of the intake air is measured by the AFS (Air Flow
Sensor) in the air cleaner. The amount of intake air during idling,
warm-up and deceleration is controlled by the ISC (Idle Speed
Control) servo through the ECU.

Electronic Control System

The electronic control system is composed of sensors, which
monitor engine conditions, and the Electronic Control Unit (ECU),
which calculates the injection timing and air/fuel ratio according
to the signals from the sensors.
The sensors convert such conditions as the amount of intake air,
amount of oxygen in the exhaust gas, coolant temperature,
intake air temperature, engine speed, and vehicle speed into
electrical signals, which are sent to the ECU.
Analyzing these signals, the ECU determines the amount of fuel
to inject and drives the injectors. The fuel injection is sequential
injection type, in which four injectors are sequentially driven.
During idling, the ISC Servo is driven according to engine load
to assure stable idling.

31-14
 MPI SYSTEM

LOCATION OF COMPONENTS

A. Air conditioner relay J. Inhibitor switch

B. Air flow sensor K. MPI control relay
C. ISC servo (Motor position sensor) L. Diagnosis terminal
D. Throttle position sensor M. Vehicle speed sensor
E. Coolant temperature sensor N. Electronic control unit
F. Power transistor O. EGR temperature sensor (California vehicles only)
G. Crankshaft angle sensor P. Power steering oil pressure switch
H. injector Q. Purge control solenoid valve
I. Oxygen sensor R. EGR control solenoid valve

31-15
 MPI SYSTEM

31-16
MPI SYSTEM
 MPI SYSTEM

31-18
 MPI SYSTEM

SERVICE ADJUSTMENT PROCEDURES

Idle Speed Check Procedure

CAUTION
The improper setting (throttle valve opening) will increase
exhaust gas temperature at deceleration, reducing catalyst life
greatly and deteriorating exhaust gas cleaning performance.
It also has effect on fuel consumption and engine braking.

Checking conditions:

o Engine coolant temperature is 80 to 95°C (176 to 205°F).

o Lights, electric cooling fan and all accessories are off.
o Transaxle is in neutral [“P” or “N” range for A/T vehicles].
o Steering wheel is a straight ahead position (Vehicles with
power steering).

1. Install the tachometer and the timing light, or connect the

multi-use tester to the diagnostic connector in the fuse box.
2. Run the engine at curb idle speed.
3. Check the basic ignition timing and adjust if necessary.
Refer to Group 27.
4. Run the engine for more than 5 seconds at an engine speed
of 2,000 to 3,000 rpm.
5. Run the engine at idle for 2 minutes.
6. Read the idling rpm. If the multi-use tester is used, press
code No.22 and read the idling rpm. If it is not within the
specified valve, check the idle speed control system.

Curb idle rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . 700 ± 100 rpm

Idle Speed Control (ISC) And Throttle Position
Sensor (TPS) Adjustment
Adjustment conditions:
o Engine coolant temperature is 80 to 95°C (176 to 205°F)
o Lights, electric cooling fan and all accessories are off.
o Transaxle is in neutral [“P” or “N” range for A/T vehicles].
o Steering wheel is a straight ahead position (Vehicles with
power steering).

1. Loosen the accelerator cable.

2. Connect the multi-use tester to the diagnostic connector in

the fuse box.
3. If the multi-use tester is not used, install a tachometer and
a voltmeter.

31-20
 MPI SYSTEM

4. Turn the ignition switch to ON (do not start the engine) and
leave it in that position for 15 seconds or longer; then check
to be sure that the idle speed control servo is fully retracted
to the curb idle position.

NOTE
When the ignition switch is turned to ON, the ISC plunger
extends to the fast idle position opening; then, after 15
seconds, it retracts to the fully close (curb idle) position.

Motor position sensor : 0.9V

5. Turn the ignition switch OFF.

6. Disconnect the ISC motor connector and secure the ISC
motor at the fully retracted position.

7. In order to prevent the throttle valve from sticking, open it

two or three times; then release it to let it click shut, and
sufficiently loosen the fixed SAS.
8. Start the engine and let it run at idle speed.
9. Check that the engine rpms are within the standard value.
If the multi-use tester is used, press code No. 22 and read
engine rpms.

Curb idle rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . 700 ± 100 rpm

10. If the engine speed is not as specified, adjust the ISC

adjusting screw to obtain the standard rpm.

NOTE
1. The engine speed on a new vehicle driven less than
500 Km (300 miles) may be 20 to 100 rpm lower than
specification, but no adjustment is necessary.
2. If the engine stalls or the engine speed is low after the
vehicle has been driven a distance of 500 km (300
miles) or more, a deposit on the throttle valve area is
suspected. Clean the throttle valve area. [Refer to page
31-23]

11. Tighten the fixed SAS until the engine speed starts to
increase. Then, loosen it until the engine speed ceases to
drop (touch point) and then loosen a half turn from the touch
point.
12. Stop the engine.

31-21
 MPI SYSTEM

13. Turn the ignition switch to ON (do not start engine) and
check that the TPS output voltage is as specified.
If the multi-use tester is used, press code No. 14 and read
the voltage.

Standard value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.48-0.52V

14. Connect a digital-type voltmeter between terminal 24 and

terminal 19 of the ECU, if the multi-use tester is not used.

NOTE
1. Do not disconnect the ECU connector from the ECU.
2. Use an accurate digital voltmeter.

15. If it is out of specification, loosen TPS mounting screws and

adjust by turning the TPS.

NOTE
Turning the TPS clockwise increases the output voltage.

CAUTION
Tighten the screws securely after adjustment.

16. Turn the ignition switch to the OFF position.

17. Adjust the accelerator cable play.

Standard value
A/T-4 . . . . . . . . . . . . . . . . . . . . . . . 3-5 mm (0.12-0.2 in.)
Except above.. . . . . . . . . . . . . . . 1-2 mm (0.04-0.08 in.)

18. Connect the ISC motor connector.

19. Disconnect the voltmeter, and connect the TPS connector.
20. Start the engine and check to be sure-that the idle speed
is correct.
21. Turn the ignition switch to OFF and disconnect the battery
terminal for 15 seconds and then re-connect. (This erases
the data stored in memory during the ISC adjustment).

31-22
 MPI SYSTEM

Throttle Body (Throttle Valve Area) Cleaning

NOTE
Disconnect the air intake hose from the throttle body, and
check the throttle valve surface for carbon deposits, rotating
the valve. Apply the spray cleaning solvent on the valve to
remove carbon deposits.

1. Run the engine until warm.

2. Remove the air intake hose from the throttle body.
3. Spray cleaning solvent into the valve through the throttle
body intake port and leave it for about 5 minutes.
4. Start the engine, race it several times and let it idle for about
1 minute.

NOTE
If the idle speed becomes unstable (or if the engine stalls),
slightly open the throttle valve to keep the engine running.

5. Repeat steps 3 and 4.

6. Attach the air intake hose.
7. Disconnect the battery terminals and reconnect them more
than 10 seconds.
8. Adjust the idle speed control and throttle position sensor.

Fuel Filter Replacement

1. Reduce the internal pressure of the fuel pipes and hoses by

completing the following operations.
o Disconnect the fuel pump harness connector at the rear
of the fuel tank.
o Start the engine and after it stalls, turn the ignition
switch to OFF.
o Disconnect the battery negative (-) terminal.
o Connect the fuel pump harness connector.

2. Remove the eye bolts while holding the fuel filter nuts
securely.

CAUTION
Cover with a shop towel to avoid gasoline from splashing.

3. Remove the fuel filter mounting bolts, then remove the fuel
filter from the fuel filter clamp.
4. After replacing the fuel filter, check for fuel leaks.
 MPI SYSTEM

Overfill Limiter (Two-way Valve) Replacement

1. Disconnect the vapor hoses and the overfill limiter.

Fuel Sender Replacement

1. Remove the fuel filler cap to lower the fuel tank’s internal
pressure.
2. Disconnect the harness connector from the fuel sender.
3. Remove the fuel sender unit installation screws, then
remove the fuel sender assembly from the fuel tank.

Fuel Pump Operation Check

1. Turn the ignition switch to OFF.
2. Apply battery voltage to the fuel pump drive connector to
check that the pump operates.

NOTE
The fuel pump is in-tank type and its operating sound is
hard to hear without removing the fuel filler cap.

3. Pinch the fuel hose to check that fuel pressure is felt.

31-24
 MPI SYSTEM

Fuel Pressure Test

1. Reduce the internal pressure of the fuel pipes and hoses by
the following procedures.
1) Disconnect the fuel pump harness connector at the rear
of the fuel tank.
2) Start the engine and after it stalls, turn the ignition
switch to OFF.
3) Disconnect the battery negative (-) terminal.
4) Connect the fuel pump harness connector.

2. Remove the upper, eye bolt while holding the fuel filter nut
securely.

CAUTION
Cover the hose connection with a shop towel to prevent
splashing of fuel caused by residual pressure in the fuel
line.

3. Using the fuel pressure gauge adapter (09353-24000),

install the fuel-pressure gauge to the fuel filter. Tighten the
bolt to the specified torque.

Tightening torque
Fuel pressure gauge to fuel filter . . . . . . . . . . . . . . . . . . . . .
25-34 Nm (250-350 kg.cm, 18-25 lb.ft)

4. Connect the battery’s negative (-) terminal.

5. Apply battery voltage to the terminal for the pump drive and
activate the fuel pump; then, with fuel pressure applied,
check that there is no fuel leakage from the pressure gauge
or connection part.

6. Disconnect the vacuum hose from the pressure regulator,

and plug the hose end. Measure the fuel pressure at idle.

Standard value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
320-340 kPa (3.26-3.47 kg/cm2, 46-49 psi)

31-25
 MPI SYSTEM

7. Measure the fuel pressure when the vacuum hose is

connected to the pressure regulator.

Standard value . . . . . . . . . . . . . . . . . . . . . . .
Approx. 270 kPa (2.75 kg/cm2, 39 psi)

8. If the results of the measurements made in steps (6) and

(7) are not within the standard value, use the table below
to determine the probable cause, and make the necessary
repairs.

Condition Probable cause Remedy

Fuel pressure too low a. Clogged fuel filter. a. Replace fuel filter
b. Fuel leakage to the return side, caused by b. Replace fuel pressure regulator
poor seating of the valve within the
fuel-pressure regulator
c. Low discharge pressure of the fuel pump c. Check the in-tank fuel hose for
leakage or replace the fuel pump

Fuel pressure too high a. Sticking valve within the fuel-pressure a. Replace fuel pressure regulator
regulator
b. Clogged or bent fuel return hose or pipe. b. Repair or replace hose or pipe.

There is no difference in a. Clogging, or damaged vacuum hose or the a. Repair or replace the vacuum
fuel pressure when the nipple hose or the nipple
vacuum hose is connected b. Sticking or poor seating of the valve in the b. Replace fuel pressure regulator
and when it is not. fuel-pressure regulator.

9. Stop the engine and check for a change in the fuel pressure
gauge reading, which should hold for approximately 5 minutes.
If the gauge indication drops, observe the rate of drop.
Determine and remove the causes according to the following
table.

Condition Probable cause Remedy

Fuel pressure drops a. Injector leakage a. Replace injector

slowly after engine is
stopped

Fuel pressure drops im- a. The check valve within the fuel pump is a. Replace fuel pump
mediately after engine is open
stopped

31-26
 MPI SYSTEM

10. Reduce the fuel pressure in the fuel line.

11. Disconnect the high pressure hose and remove the fuel
pressure gauge from the delivery pipe.

CAUTION
Cover the hose connection with a shop towel to prevent
splashing of fuel caused by residual pressure in the fuel
line.

12. Install a new O-ring in the groove at the end of the

high-pressure hose.
13. Connect the high pressure fuel hose to the delivery pipe, and
tighten the screws to the specified torque.
14. Check for fuel leaks.
o Apply battery voltage to the fuel pump drive terminal to
operate the fuel pump.
o With pressure, check the fuel line for leaks.

EGR VALVE Control Vacuum Check

Checking Condition
Engine coolant temperature: 80-95°C (176-205°F)
1. Disconnect the vacuum hose from the throttle body EGR
vacuum fitting and connect a hand vacuum pump to the
fitting.
2. Start the engine and check to see that, after increasing the
engine speed, vacuum raises proportionately to engine
speed.

NOTE
If there is a problem with the change in vacuum, it is
possible that the throttle body port may be restricted and
require cleaning.

31-27
 MPI SYSTEM

Purge Port Vacuum Check

Checking Condition
Engine coolant temperature: 80-95°C (176-205°F)
1. Disconnect the vacuum hose from the throttle body purge
hose fitting and connect a vacuum pump.

2. Start the engine and check to see that, after increasing the
engine speed, vacuum remains fairly constant.

NOTE
If there is no vacuum created, it is possible that the
throttle body port may be restricted and require cleaning.

31-28
 MPI SYSTEM

MPI SYSTEM INSPECTION

If the MPI system components (sensors, ECU, injector, etc.) fail,
interruption or failure to supply the proper amount of fuel for
engine operating conditions will result. Therefore, the following
situations will be encountered.
1. Engine is hard to start or does not start at all.
2. Unstable idle.
3. Poor driveability.

If any of the above conditions are noted, first check for any ECU
diagnostic codes and then perform basic engine checks (ignition
system malfunction, incorrect engine adjustment, etc.), and then
inspect the MPI system components with the multi-use tester
(MUT) service data test.

NOTE
1) Before removing or installing any part, read the diagnosis
code, then disconnect the battery negative (-) terminal.
2) Before disconnecting the cable from battery terminal, turn
the ignition switch to OFF. Removal or replacement of
battery cable during engine operation or while the ignition
switch is ON could cause damage to the ECU.
3) The harness between the ECU and the oxygen sensor is
shielded to prevent the influence of ignition noises and
radio interference. When the wire is faulty, the harness
must be replaced.

Malfunction Indicator Light

Among the self-diagnostic items, a malfunction indicator light
comes on to notify the driver of emission control items that are
malfunctioning.
However, when a signal returns to normal and the ECU senses
that it has returned to normal, the malfunction indicator light
goes out.
Immediately after the ignition switch is turned on, the
malfunction indicator light is lit for 2.5 seconds to indicated that
it is operating normally.
The MIL will come ON only while the engine is running and a
problem is detected.

Items Indicated By The MIL (Malfunction Indicator Light)

o Computer
o Oxygen sensor
o Air-flow sensor
o Intake air temperature sensor
o Throttle position sensor

31-29
 MPI SYSTEM

o Motor position sensor

o Engine coolant temperature sensor
o Crank angle sensor
o No.1 cylinder top dead center sensor
o Barometric pressure sensor
o Injector
o Fuel pump
o EGR temperature sensor (California Vehicles Only)

SELF-DIAGNOSIS
The electronic control unit monitors the input/output signals at
all times.
When the ECU detects a problem for a specified time, the
electronic control unit memorizes the trouble code, and outputs
a signal to the self-diagnositc output terminal.
There are 14 diagnosis codes, including the normal code, that
can be read out with a voltmeter or the multi-use tester.
The diagnosis codes are memorized even if the ignition key is
turned off. The trouble codes will, however, be erased when the
battery terminal or the electronic control unit harness is
disconnected.

NOTE
If a sensor connector is disconnected with the ignition switch
turned on, a diagnosis code will be memorized. To erase any
diagnostic codes, disconnect the battery negative terminal (-)
for 15 seconds or more, and the ECU memory will be erased.

The 13 diagnostic codes are listed below, and if more than one
code is detected, they will be indicated sequentially from the
smallest to the largest code number.

Trouble code Diagnosis item Trouble code Diagnosis item

11 Oxygen sensor 23 No.1 cylinder top dead center sensor

12 Air-flow sensor 24 Vehicle-speed reed switch

13 Intake air temperature sensor 25 Barometric pressure sensor

14 Throttle position sensor 41 Injector

15 Motor position sensor 42 Fuel pump

21 Engine coolant temperature sensor 43 EGR temperature sensor (California

Vehicles Only)
22 Crank angle sensor

31-30
CHECKING PROCEDURE (SELF-DIAGNOSIS)
CAUTION
1) If the battery voltage is low, no trouble codes will be
stored. Be sure to check the battery voltage before starting
the test.
2) Diagnostic codes will be erased if the battery or the ECU
harness is disconnected. Do not disconnect the battery
before the diagnostic codes are read.
3) After checks and repairs are completed, disconnect the (-)
ground cable for 15 seconds or more to make sure that
the codes are erased.

Inspection Procedure (Using Mlulti-Use Tester)

1. Turn the ignition switch OFF.

2. Connect the harness connector of the multi-use tester to the
diagnostic connector in the fuse box.
3. Connect the power-source terminal of the multi-use tester
to the cigarette lighter socket.
4. Turn the ignition switch ON.
5. Use the multi-use tester to check the self-diagnostic codes.
6. After completion of the repair, turn the ignition switch OFF;
then disconnect the battery negative terminal for 15 seconds.
Then, check that no malfunction codes are displayed with the
multi-use tester.
7. Disconnect the multi-use tester.

NOTE
If a test is to be made during cranking, the power to the
cigarette lighter will be interrupted. Therefore, use the
separate battery harness for the multi-use tester.

31-31
 MPI SYSTEM

Inspection Procedure (Using Voltmeter)

1. Connect the voltmeter to the self diagnosis connector.
2. Turn on the ignition switch, and indication of electronic
control unit memory contents will immediately start. If the
system is in normal operating condition, the pointer of
voltmeter indicates a normal pattern. If any abnormality is
in the memory, the pointer of voltmeter will deflect,
indicating an abnormal item as described in “Diagnosis
chart”.
After recording the abnormal item, check and repair each
part according to the check items in “Diagnosis Chart”
3. When the defective parts have been repaired, disconnect the
negative terminal of the battery cable for 15 seconds or
more, reconnect it to make sure that the abnormal code has
been erased.

Diagnosis Chart

output Trouble code

preference Diagnosis Check item (Remedy)
order item Output signal pattern No. Memory

1 Electronic - - (Replace electronic control unit)

control
unit

2 Oxygen 11 Retained o Harness and connector

sensor o Fuel pressure
o injectors
(Replace if defective)
o Intake air leaks
o Oxygen sensor

3 Air flow 12 Retained o Harness and connector

sensor (If harness and connector
are normal, replace air flow
sensor assembly)

31-32
 MPI SYSTEM

output Trouble code

Diagnosis Check item (Remedy)
preference
item Output signal pattern N O. Memory
order

4 Air tem- 13 Retained o Harness and connector

perature o Air temperature sensor
sensor

5 Throttle 14 Retained o Harness and connector

position o Throttle position sensor
sensor o Idle position switch

6 Motor 15 Retained o Harness and connector

position o Motor position sensor
sensor

7 Engine 21 Retained o Harness and connector

coolant o Engine coolant temperature
tempera- sensor
ture sensor

8 Crank angle 22 Retained o Harness and connector

sensor (If harness and connector
are normal, replace the
distributor assembly.)

9 No.1 cylin- 23 Retained o Harness and connector

der top (If harness and connector
dead center are normal, replace the
sensor distributor assembly.)

10 Vehicle- 24 Retained o Harness and connector

speed o Vehicle-speed sensor
sensor (reed switch)
(reed
switch)

31-33
 MPI SYSTEM

output Trouble code

Diagnosis
preference item Check item (Remedy)
order Output signal pattern No. Memory

11 Barometric 25 Retained o Harness and connector

pressure (If harness and connector
sensor are normal, replace the
barometric pressure sensor
assembly.)

12 Injector 41 Retained o Harness and connector

o Injector coil resistance

13 Fuel pump 42 Retained o Harness and connector

o Control relay

14 EGR* 43 Retained o Harness and connector

o EGR temperature sensor
o EGR valve
o EGR control solenoid valve
o EGR valve control vacuum

15 Normal - - -
state

NOTE
1. Replace the ECU only when all other possible causes for a malfunction have been explored.
2. The diagnostic item marked * is applicable to the California vehicles only.

31-34
 MPI SYSTEM

CHECKING (USING THE MULTI-USE TESTER)

1. Turn the ignition switch OFF.
2. Connect the harness connector of the multi-use tester to the
diagnostic connector in the fuse box.
3. Connect the power-source terminal of the multi-use tester
to the cigarette lighter socket.
4. Turn the ignition switch ON.
5. Use the multi-use- tester to make the system and sensor
checks.

NOTE
If the malfunction indicator light (engine-check light)
illuminates while the checks are being made, check the
self-diagnostic output.

6. After the repair, check again to be sure the problem has been
corrected.
7. Turn the ignition switch OFF.
8. Disconnect the multi-use tester.
9. Disconnect the battery negative terminal for 15 seconds or
longer. This erases the self-diagnostic code.
10. Restart the engine. Check (by a driving test and other means)
that the problem has been corrected.

NOTE
If a test is to be made during cranking, the power to the
cigarette lighter will be interrupted, therefore, use the
separate battery harness for the multi-use tester.

Cranking Cheek (should be performed when the engine fails to start, or before starting the engine)
Item No.: Multi-use tester code number

Test
Check points Check conditions Probable cause of malfunction
specification

Battery voltage o Ignition switch: ON 11-13 v o Low battery voltage

o Service data o Power not supplied to the electronic
o Item No.16 control unit
1) Check the power-supply circuit.
2) Check the ignition switch.
3) Check the control relay.
o Malfunction of the electronic control
unit ground circuit

31-35
 MPI SYSTEM

Test
Check points Check conditions Probable cause of malfunction
specification

Malfunction code o After holding for 15 seconds or Normal o Check in accordance with the diag-
read out longer with the ignition switch at nostic code.
o Self diagnostic “ON”, move the ignition switch to (Note that the diagnostic code will be
“LOCK” and disconnect the ISC erased if there is disconnection or
servo connector. damage to the electronic control unit
o Crank for four seconds or longer. back-up power-supply circuit.)
o Ignition switch: “ON” o If various diagnostic codes are output,
(Check for damage or disconnec- the most frequent cause is damage or
tion of the injector or crank angle disconnection of the power-supply or
sensor circuit.) ground circuit.

Fuel pump Try under both Pinch off The pulsations o Voltage is not supplied to the fuel
o Actuator test conditions: the return of the fuel flow pump.
o Item No.7 o Engine cranking hose. can be felt. 1) Check the ignition switch (IG and
o Forced fuel pump ST)
Listen closely The pump
activation 2) Check the control relay.
to the fuel drive sound
3) Check the related circuits.
tank. can be heard.
o Malfunction of the fuel pump.

Crank angle sensor o Engine cranking Cranking Engine speed o If the tachometer reading is 0, there
o Service data o Tachometer con- speed (rpm) (rpm) is no interruption of the ignition coil
o Item No.22 nected (check, by primary current.
Approx. 200 Approx. 200
using the tacho- 1) Check the power transistor and
meter for inter- the control circuit.
ruptions of the 2) Check the ignition coil and the coil
ignition coil power supply circuit.
primary current.) o If the multi-use tester’s indicated rpm
is abnormal
1) Malfunction of the crank angle
sensor circuit.
2) Malfunction of the crank angle
sensor.
3) Malfunction of the timing belt.

31-36
 MPI SYSTEM

Test
Check points Check conditions Probable cause of malfunction
specification

Injectors o Engine cranking Listen for Injectors o Injector malfunction.

o Service data operation should be o Improper contact of the connector and
o Item No.41 heard control relay contacts.

Engine Injector o Malfunction of the engine coolant

coolant activation temperature sensor.
temperature time o Malfunction of the ignition
[°C (°F)] (msec.) switch-ST.

0 (32) Approx. 17

20 (68) Approx. 35

80 (176) Approx. 8.5

31-37
 MPI SYSTEM

Sensor Check

Test
Check points Check conditions Probable cause of malfunction
specification

Self-diagnostic o Engine: idling Normal o Check in accordance with the

output (2 minutes or more after engine diagnostic code.
start) (Note that the diagnostic code will
be erased if there is disconnection
or damage of the engine control
unit back-up power-supply circuit.)
o If numerous diagnostic codes are
output, the most frequent cause is
damage or disconnection of the
power-supply or ground circuit.

Oxygen sensor o Engine warm Engine Voltage (mV) o If the oxygen sensor output voltage
o Service data (Make the condition is high during sudden deceleration
o Item No.11 mixture lean by 1) Check for injector leakage.
When sudden 200 or lower
engine speed 2) Check the oxygen sensor signal
deceleration
reduction, and circuit.
from 4,000
rich by racing.) o If the oxygen sensor output voltage
rpm
is low during high engine speed
When engine 600-1,000 1) Check the oxygen sensor and
is suddenly signal circuit.
rewed

o Engine warm Engine speed Voltage (mV) o If the oxygen sensor signal is
(Using the oxygen (rpm) normal, the electronic control unit
sensor signal, is regulating the air/fuel mixture
700 (idle) 400 or lower
check the air/fuel ratio normally.
mixture ratio, and 2,000 o If the oxygen sensor output voltage
also check the is low at all times, check for intake
condition of the (changes) air restriction.
electronic control o If the oxygen sensor output voltage
unit.) is high at all times, check for
600-1,000 leakage of the injector.

Air-flow sensor o Engine warm Engine Frequency (Hz) o If the air-flow sensor output sud-
o Service data condition denly changes greatly, improper
o Item No.1 2 contact of the air-flow sensor or
700 rpm 30-50
connector is probable.
(Idle)
o If the output frequency of the
2,000 rpm 63-83 air-flow sensor is unusually high or
low, check the air cleaner element.
Revving Increases
o If the output frequency of the
caused by
air-flow sensor is high, an increase
racing
of engine resistance or leakage of
compression pressure is probable.

31-38
 MPI SYSTEM

Test
Check points Check conditions Probable cause of malfunction
specification

Intake-air temper- o Ignition switch: Air temperature Temperature o Malfunction of the intake-air tem-
ature sensor ON, or engine °C (°F) °C (°F) perature or related circuit
o Service data running
-20 (-4) -20 (-4)
o Item No.13
0 (32) 0 (32)
20 (68) 20 (68)

40 (104) 40 (104)

80 (176) 80 (176)

o Ignition switch: Warm by using Increases

ON a hair dryer or
other method.

Throttle-position o Hold for 15 Throttle valve Voltage (mV) o Throttle position sensor misadjusted
sensor seconds or o Throttle position sensor or related
Idle position 480-520
o Service data longer with the circuit malfunction
o Item No.14 ignition switch Opens slowly. Becomes
at “ON”. higher in
proportion to
valve opening

Fully open 4,500-5,500

Motor position o Engine: Idle Engine Voltage (mV) o If the voltage is low, check whether
sensor after warm-up condition or not there is air intake.
o Service data (The idle posi- o If the voltage is high, the probable
Idle (700 rpm) 500-1,300
o Item No.1 5 tion switch cause is:
must be ON.) 1) Deposits adhered to the throttle
valve
2) Increased engine resistance
o If the voltage or idling speed is
abnormal even though each part of
the engine is normal, the probable
cause is:
1) Improper adjustment of the idle
speed control and/or the throttle
position sensor
2) Malfunction of the motor posi-
tion sensor or the related circuit.

31-39
 MPI SYSTEM

Test
Check points Check conditions Probable cause of malfunction
specification

Motor position The compressor Air conditioner 800-1,800 o If the engine speed does not
sensor clutch must be switch ON increase when the air conditioner
o Sensor data activated when (800 rpm) switch is switched from OFF to ON,
o Item No.15 the air condi- check the DC motor drive circuit
tioner switch is o Check the air conditioner system
switched ON.)
Air conditioner 900-1,900 o Check the inhibitor switch and the
switch: ON signal circuit
Shift lever: “D”
range (700
rpm)

Crank signal o Ignition switch: OFF o Ignition switch-ST signal circuit

o Service data ON check
o Item No.18 o Ignition switch check

Engine coolant o Ignition switch: Engine coolant Temperature o Engine coolant temperature sensor
temperature ON, or engine temperature °C (°F) or related circuit malfunction
sensor running °C (°F)
o Service data
-20 (-4) -20 (-4)
o Item No.21
0 (32) 0 (32)

20 (68) 20 (68)

40 (104) 40 (104)

80 (176) 80 (176)

Crank angle o Engine: idle Engine coolant Idle rpm o If the idle speed suddenly increases,
sensor (Check with the temperature a malfunction of the crank angle
o Service data ignition switch °C (°F) sensor or improper contact of the
o Item No.22 ON.) connector is probable.
-20 (-4) 1,500-1,700

0 (32) 1,350-1,550

20 (68) 1,150-1,350

40 (104) 950-1,150

80 (176) 650-850

31-40
 MPI SYSTEM

Test
Check points Check conditions Probable cause of malfunction
specification

Barometric pres- o Ignition switch: Altitude m (ft.) Pressure o Barometric pressure sensor or
sure sensor ON mm Hg related circuit malfunction.
o Service data (If the barometric pressure sensor
0 (0) 760
o Item No.25 pressure is low at high speed,
600 (1,968) 710 clogging of the air cleaner element
is probable.)
1,200 (3,937) 660

1,800 (5,905) 610

o Engine: Gradually close Decreases.

2,000 rpm the air-intake
duct by hand.

Idle switch o Ignition switch: Throttle valve ON o Idle position switch or related circuit
o Service data ON idling position malfunction
o Item No.26 (Checking by o Improper adjustment of the accel-
Open the throt- OFF
depressing the erator cable or the cruise control
tle valve slightly.
accelerator pedal cable.
several times) o Misadjusted fixed SAS.

Power-steering o Engine: Idle Steering OFF o Power steering oil-pressure

switch wheel neutral switch or signal circuit malfunction
o Service data position
o Item No.27 (wheels
straight-ahead
direction)

Steering ON
wheel half
turn

Air-conditioner o Engine: idle Air-conditioner OFF o Check the air conditioner system.
switch (The air condi- switch “OFF”
o Service data tioner compres-
o Item No.28 sor will be
Air-conditioner ON
activated when
switch “ON”
the air-condi-
tioner switch is
ON.)

Inhibitor switch o Ignition switch: Shift lever: “P”, “N” o Malfunction of the inhibitor
o Service data ON “P” or “N” switch or the signal circuit.
o Item No.29 (A/T models “D”, “2”, “L”, o Improper adjustment of the control
Shift lever:
only) “D”, “2”, “L” cable between the shift lever and
“R”
the inhibitor switch.
or “R”

31-41
 MPI SYSTEM

Test
Check points Check conditions Probable cause of malfunction
specification

EGR temperature o Engine: warm Engine Temperature o Check the EGR temperature
sensor condition °C (°F) sensor.
[California vehicle o Check the EGR control system.
700 rpm 70 (158)
only) o Check the EGR valve.
(Idle) or less
o Service data o Check the EGR control solenoid
o Item No.43 3,500 rpm 70 (158) valve.
o Disconnect or more o Check the EGR control vacuum.
the vacuum
hose (yellow)
stripe from the
A port nipple
of the throttle
body, and
pinch the hose
end with your
fingers.

Injectors o Engine: idle Injector No. Engine o If the idling condition doesn’t
o Actuator test after warm-up change, check the cylinder.
1 Unstable idle
o Item No.1-4 (Cut off the 1) Check the injector operation
injectors in 2 sound.
sequence dur- 2) Check the spark plug and
3
ing idle after high-tension cable.
engine warm- 4 3) Check the power transistor unit
up; check the and control circuit.
idle condition.) 4) Check injecting condition

Injector o Engine: warmed Engine Activation o If the injector activation time is

o Service data up condition time (msec.) unusually long or short, there is a
o Item No.41 malfunction of the air-flow sensor,
700 rpm 2.2-2.9
engine coolant temperature sensor,
(Idle)
intake-air temperature sensor, or
2,000 rpm 1.8-2.6 barometric pressure sensor.
o If the injector activation time is
Rapid racing Increases
long, increased engine resistance or
leakage of compression pressure is
probable.

Ignition advance o Engine: warmed Engine speed Ignition o If the ignition advance and actual
(power transistor) up (rpm) advance ignition timing are different, adjust
o Service data o Timing light: set (°BTDC) the ignition timing.
o Item No.44 [The ignition timing may fluctuate
700 (Idle) 8-12
during idling, but this is not a
2,000 26-34 problem. The advance is greater
(approx. 5°) at high altitude.]

31-42
 MPI SYSTEM

Test
Check points Check conditions Probable cause of malfunction
specification

Air conditioner o Engine: idle Air conditioner Air conditioner o If the air conditioner relay output is
relay after warm-up switch relay abnormal, check the air conditioner
o Service data signal input circuit and the air
OFF OFF
o Item No.49 conditioner system.
(compressor
o If the activation of the air condi-
clutch non-
tioner compressor clutch is not
activation)
normal, check the compressor
ON ON (compres- clutch and the relay circuit.
sor clutch
activation)

Purge control o Ignition switch: Actuator forced Operation o Check the purge control solenoid
solenoid valve ON actuation sound is valve.
o Actuator test (Engine stop) audible o Check the purge control solenoid
o Item No.8 valve drive circuit.

EGR control o Ignition switch: Actuator forced Operation o Check the EGR control solenoid
solenoid valve ON actuation sound is valve.
[California vehicle (Engine stop) audible o Check the EGR control solenoid
only) valve drive circuit.
o Actuator test
o Item No.10

31-43
 MPI SYSTEM

MPI SYSTEM COMPONENTS INSPECTION

Air Flow Sensor (AFS)
1. Connect a voltmeter between 6 and 3 of AFS connector.
Terminal 6 : Sensor ground
Terminal 3 : AFS output
2. Warm the engine and bring it to a normal idle.
3. Measure the voltage between terminals.

Engine speed (rpm) Output voltage (V)

Idling
2.7-3.2
3,000

NOTE
If the air flow sensor fails, the intake air volume cannot
be measured and as a result, normal fuel injection control
is no longer available. The vehicle can be run, however,
by a preset map value.

Barometric Pressure Sensor

1. Connect a voltmeter between terminals 5 and 6 of the

barometric pressure sensor connector.
Terminal 5 : Barometric sensor output
Terminal 6 : Sensor ground
2. Warm the engine and bring it to a normal idle.
3. Slowly cover about half of the air cleaner air intake, checking
for a change in voltage.

Pressure Voltage

Fall Drop

31-44
 MPI SYSTEM

Reference

150 350 760

Pressure mmHg (kPa, psi) (20, 2.9) (49, 6.9) (103, 15)

Central voltage (V) 0.79 1.84 4.00

4. Replace the air flow sensor if necessary.

intake Air Temperature Sensor

1. Disconnect the air flow sensor connectors.
2. Measure the resistance between the terminals 4 and 6.
Terminal 4 : intake air temperature output
Terminal 6 : Sensor ground

Temperature ºC (ºF) Resistance (KD)

0 (32) 5.4-6.6

20 (68) 2.33-2.97

80 (176) 0.31-0.43

3. Measure the resistance while heating the sensor using a

hair drier.

Temperature ºC (ºF) Resistance (KD)

Higher Smaller

4. If the value deviates from the standard value or the

resistance remains unchanged, replace the air flow sensor
assembly.

Engine Coolant Temperature Sensor

1. Remove the engine coolant temperature sensor from the
intake manifold.
2. With the sensing portion of the engine coolant temperature
sensor immersed in hot water, check resistance. The sensor
should be held with its housing 3 mm (0.12 in.) away from
the surface of the hot water.

31-45
 MPI SYSTEM

Temperature ºC (ºF) Resistance (KD)

0 (32) 5.9
20 (68) 2.5
40 (104) 1.1
80 (176) 0.3

3. If the resistance deviates from the standard value greatly,

replace the sensor.

Throttle Position Sensor (TPS)

1. Disconnect the throttle position sensor connector.
2. Measure the resistance between terminals 1 and 4 of the
throttle position sensor connector.
Terminal 1 : Sensor ground
Terminal 4 : Sensor power

Standard value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5-6.5 Kfi

31-46
 MPI SYSTEM

3. Connect an analog type ohmmeter between terminals 1 and

3.
Terminal 1 : Sensor ground
Terminal 3 : Sensor output
4. Slowly open the throttle valve from the idle position to the
fully open position and check that the resistance values
change smoothly with the opening of the throttle valve.

Standard value . . . . . . . . . . . . . . . Approx 0.5 - (3.5-6.5) kfl

5. If the resistance is out of specification, or if the change is

not smooth, replace the throttle position sensor.

Tightening torque
Throttle position sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.5-2.5 Nm (15-25 kg.cm, 1.1-1.8 lb.ft)

Idle Switch
1. Disconnect the ISC motor connector.
2. Check for continuity between the terminal 3 and the body
ground.
Terminal 3 : Idle Switch

Accelerator pedal Continuity

Depressed Non-conductive (MI)

Released Conductive (On)

Motor Position Sensor (MPS)
1. Connect an ohmmeter between terminals 4 and 1 of the
motor position sensor connector.
Terminal 1 : Sensor power
Terminal 4 : Sensor ground
2. Measure the resistance of the terminals.

Standard value . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6 kfi

3. Attach an ohmmeter between terminals 2 and 4 of the motor

position sensor connector.
Terminal 2 : MPS output
Terminal 4 : Sensor ground

4. Connect a 6V battery between terminals 2 and 1 of the ISC

motor connector and check to see that resistance changes
smoothly when the ISC motor is activated.

Standard value . . . . . . . . . . . . . . . . . . Approx 0.5 - (4-6) k0

31-48
 MPI SYSTEM

5. If the standard value is not achieved, or if the change is not

smooth, replace the ISC servo assembly.

No.1 Cylinder TDC Sensor And Crankshaft

Angle Sensor
1. Connect a voltmeter between terminals 1 and 2, and 1 and
3.
Terminal 1 : Sensor ground
Terminal 2 : Crank angle signal
Terminal 3 : No.1 TDC signal

2. Measure the output voltage of the terminals while cranking

the engine.

Sensor Terminal Voltage

No.1 cylinder 0.2-1.2V

Ground
TDC sensor (The needle fluctuates)

Crankshaft
Ground 1.8-2.5V
angle sensor

3. When the voltage is abnormal, check the sensor power and

ground circuit, and if nothing unusual is found, disassemble
the distributor and check it.

Oxygen Sensor
NOTE
1) Before checking, warm up the engine until engine coolant
temperature reaches 80 to 95ºC (176 to 203ºF)
2) Use an accurate digital voltmeter.

1. Disconnect the oxygen sensor connector and connect a

voltmeter to the oxygen sensor connector.
2. While increasing engine RPM, measure the oxygen sensor
output voltage.

31-49
 MPI SYSTEM

Oxygen sensor
Engine Remarks
output voltage

Increase RPM Min. 0.6V Richens air/fuel mixture

Tightening torque
Oxygen sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
39-49 Nm (400-500 kg.cm, 29-36 lb.ft)

Vehicle Speed Sensor

The vehicle speed sensor uses a reed type switch. The speed
sensor built in the speedometer converts the speedometer gear
revolution (vehicle speed) into pulse signals, which are sent to
the ECU.

Inhibitor Switch (For A/T)

Refer to Group 45.

Injectors

Operation Check
Using a multi-use tester, check as described below.
o Cut off the fuel injection of the injectors in sequence.
o Check the operation time of the injectors.

Operation Sound Check

using a stethoscope, check the operation sound (tick, tick) during
idle or cranking. Check that the sound is produced at shorter
intervals as the engine speed increases.

NOTE
1) Other injectors may produce sound as they operate even
if the injector being checked does not operate.
2) Ensure that the sound from an adjacent injector is not
being transmitted along the delivery pipe to an inoperative
injector.

31-50
 MPI SYSTEM

Resistance Measurement Between Terminals

1. Disconnect the connector for the injector.
2. Measure the resistance between the terminals.

Standard value . . . . . . . . . . . . . . . . 13-16 Cl [at 20°C (68ºF)]

3. Connect the connector for the injector.

Idle Speed control (ISC) Servo

1. Measure resistance between terminal 1 and 2 using an

ohmmeter.

Standard value : 5-35 Sz [at 20°C (68ºF)]

2. Connect 6V DC to terminals 1 and 2 and check that the idle

speed control servo extends and retracts by itself.

If the idle speed control servo does not move, replace the
idle speed control servo assembly.

CAUTION
Apply only a 6V DC or lower voltage. Application of higher
voltage could cause locking of the servo gears.

4. If the servo does not operate, replace it as an assembly.

31-51
 MPI SYSTEM

Control Relay
CAUTION
When applying battery voltage directly, make sure that it is
applied to the correct terminal. Otherwise, the relay could be
damaged.

NOTE
Failure of the control relay interrupts power supply to the fuel
pump, injectors and ECU, resulting in start failure.

1. Check continuity between the terminals when the relay coil

is energized and when it is not.

NOTE
In the following tables, the arrows indicate the direction
of the current flow.
Confirm circuit tester polarity before checking continuity.

o Coils L1 and L2

Measuring
Condition Continuity
terminals

1-4 Non-conductive (MI)

Not 3-8
energized Conductive (approx. 950)
2-8

6-7 Conductive (approx. 35R)

Energized 1-4 Conductive (On)

NOTE
“Energized” means voltage applied across terminals 6 and
7.

o Coil L3

NOTE
“Energized” means voltage applied across terminals 5 and
7.

2. If the result is not satisfactory, replace the control relay.

31-52
 MPI SYSTEM

Power Transistor
The power transistor is installed on the intake manifold; it
functions to control the ignition timing by controlling the ignition
coil primary current by signals from the ECU.

1. Disconnect the power transistor connector.

2. Connect a power supply of 1.5V (one dry cell) between the
power transistor and then check for continuity between
terminals 3 and 2 under power-ON and power-OFF
conditions.

NOTE
1) When checking for continuity, connect the ohmmeter
to terminal 2 on the positive side and terminal 1 on
the negative side.
2) Check with an analog-type circuit tester.

31-53
 INJECTOR AND THROTTLE BODY (MPI)

INJECTOR AND THROTTLE BODY

COMPONENTS

TORQUE : Nm (kg.cm, lb.ft)

REMOVAL
1. Release residual pressure from the fuel line to prevent fuel
from spilling.

CAUTION
Cover the hose connection with a shop towel to prevent
fuel from leaking out due to residual pressure in the fuel
line.

31-54
 INJECTOR AND THROTTLE BODY (MPI)

2. Remove the delivery pipe with the fuel injector and pressure
regulator.

CAUTION
1. Be careful not to drop any injectors when removing the
delivery pipe.
2. Be aware that fuel may flow out when removing the
injector.

INSPECTION
1. Measure the resistance of the injectors between the
terminals using an ohmmeter.

Resistance . . . . . . . . . . . . . . . . . . . . .13-16n [at 20°C (68ºF)]

2. If the resistance is not within specifications, replace the

injector.

INSTALLATION
1. Install a new grommet and O-ring to the injector.
2. Apply a coating of solvent, spindle oil or gasoline to the
O-ring of the injector.

3. While turning the injector to the left and right, install it on

to the delivery pipe.
4. Be sure the injector turns smoothly.

NOTE
If it does not turn smoothly, the O-ring may be jammed;
remove the injector and re-insert it into the delivery pipe
and re-check.

31-55
 INJECTOR AND THROTTLE BODY (MPI)

5. When installing the delivery pipe, check to be sure that the

insulator is correctly inserted into the delivery pipe’s
installation hole.

6. When connecting the fuel pressure regulator to the delivery

pipe, apply light oil or fuel to the O-ring, and then insert,
being careful not to damage the O-ring.

7. When connecting the high pressure fuel hose to the delivery

pipe, apply fuel to the hose union, and then insert, being
careful not to damage the O-ring.

31-56
 THROTTLE BODY (MPI)

THROTTLE BODY

COMPONENTS

TORQUE : Nm (kg.cm, lb.ft)

REMOVAL
CAUTION
The throttle valve must not be removed.

31-57
 THROTTLE BODY (MPI)

1. Remove the throttle position sensor by unscrewing the

Phillips-head screws.

NOTE
Except when necessary for replacement, the throttle
position sensor must not be removed.
2. Remove the ISC servo assembly.

NOTE
1) Except when necessary for replacement, the ISC servo
assembly should not be removed.
2) The ISC servo assembly should not be disassembled.
3. Use an open-end wrench or box wrench to remove the
adjustment screw.

INSPECTION
Cleaning Throttle Body components

1. Clean all components. The following components must not

be cleaned by immersion in cleaning solvents.
o Throttle position sensor
o ISC servo assembly
The insulation of these components will be damaged if they
are immersed in a cleaning solvent. They should be cleaned
by using only a piece of cloth.
2. Check for restriction of the vacuum port or passage. Clean
the vacuum passage by using compressed air.

31-58
FUEL TANK

COMPONENTS

REMOVAL
1. To reduce the internal pressure of the fuel lines and hoses,
first start the engine and then disconnect the electrical fuel
pump connector.

NOTE
Be sure to reduce the fuel pressure before disconnecting
the fuel line and hose otherwise fuel will spill out.

31-59
 FUEL TANK (MPI)

2. Disconnect the battery cable from the negative terminal of

the battery.

3. Remove the fuel tank cap.

4. Remove the drain plug and drain the fuel.

5. Disconnect the return hose and vapor hose.

6. Disconnect the fuel gauge unit connector.

31-60
 FUEL TANK (MPI)

7. Disconnect the high pressure hose from the fuel tank.

8. Detach the fuel filler hose and leveling hose.

9. Loosen the two self-locking nuts, that hold the tank in

position and remove the two tank bands.
10. Remove the fuel vapor hose and the fuel tank.

INSPECTION
1. Check the hoses and the pipes for cracks or damage.
2. Check the fuel tank cap for proper operation.
3. Check the fuel tank for deformation, corrosion or cracking.
4. Check the inside fuel tank for dirt or foreign material.
5. Check the in-tank fuel filter for damage or restriction.

31-61
 FUEL TANK (MPI)

6. Test the two-way valve for proper operation.

7. To check the two-way valve, lightly breathe into the inlet and
outlet. If air passes through after slight resistance, then the
valve is good.

INSTALLATION
1. Confirm that the pad is fully bonded to the fuel tank, and
install the fuel tank by tightening the self-locking nuts to the
tank bands until the rear end of the tank band contacts the
body.

2. Connect the leveling hose to the tank and approximately 40

mm (1.6 in.) at the filler neck.
3. When connecting the filler hose, the end with the shorter
straight pipe should be connected to the tank side.

4. Connect the vapor hose and return hose.

When attaching the fuel hose to the line, be sure that the
hose is attached as shown in the illustration.

31-62
 FUEL TANK (MPI)

5. To connect the high pressure hose to the fuel pump,

temporarily tighten the flare nut by hand; then tighten it to
the specified torque. Be careful that the fuel hose does not
twist.

Tightening torque
High pressure hose flare nut . . . . . . . . . . . . . . . . . . . . . . . . .
31-41 Nm (320420 kg.mm, 23-30 lb.ft)

CAUTION
When tightening the flare nut, be careful not to bend or
twist the line to prevent damage to the fuel pump
connection.

6. Connect the electrical fuel pump and fuel gauge unit

connector.

7. Tighten the drain plug to the specified torque.

Tightening torque
Drain plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15-25 Nm (150-250 kg.cm, 11-18 lb.ft)

31-63
 FUEL LINE AND VAPOR LINE (MPI)

FUEL LINE AND VAPOR LINE

TORQUE : Nm (kg.cm, lb.ft)

REMOVAL
1. Remove the upper eye bolt while holding the fuel filter nut
securely and remove the high pressure fuel hose.

CAUTION
1) Be sure to reduce the fuel pressure before discon-
necting the fuel line and hose, otherwise fuel will spill
out.
2) Cover the hose connection with a shop towel to
prevent splashing of fuel that could be caused by
residual pressure in the fuel line.

2. Remove the lower eye bolt while holding the fuel filter nut
assembly.
3. Remove the fuel filter mounting bolts, then remove the fuel
filter from the bracket.
4. Remove the fuel return hose and line.
5. Remove the fuel vapor hose and line.

31-64
 FUEL LINE AND VAPOR LINE (MPI)

INSPECTION
1. Check the hoses and pipes for cracking bending, deformation
or restrictions.
2. Check the canister for restrictions.
3. Check the fuel filter for restrictions and damage.
If a problem is found, repair or replace parts as necessary.

INSTALLATION
1. Install the fuel vapor hose and return hoses.
o If the fuel line has a stepped section, connect the fuel
hose to the line securely, as shown in the illustration.
o If the fuel line does not have a stepped section, connect
the fuel hose to the line securely.

2. Install the fuel filter, and tighten the fuel filter bracket.
3. Insert the main line on the filter and tighten the eye bolts
while holding the fuel filter nuts.

4. Install the clips and make sure that they do not interfere with
other components.
5. When installing the check valve, install it so that the valve
is facing in the direction as shown in the illustration.
 ENGINE CONTROL (MPI)

ENGINE CONTROL

TORQUE : Nm (kg.cm, Ib.ft)

REMOVAL
1. Remove the bushing and inner cable of the accelerator arm
side.

2. After disconnecting the accelerator switch connector, loosen

the bolts of the accelerator arm bracket and remove.

31-66
 ENGINE CONTROL (MPI)

INSPECTION
1. Check the inner and outer cable for damage.
2. Check the cable for smooth movement.
3. Check the accelerator arm for deformation.
4. Check the return spring for deterioration.
5. Check the connection of the bushing to end metal fitting.
6. Check the accelerator switch for proper operation.

INSTALLATION
1. When installing the return spring and accelerator arm, apply
multi-purpose grease around each moving point of the
accelerator arm.

2. Apply the sealant to the bolt mounting hole, and tighten the
accelerator arm bracket.

Tightening torque
Accelerator arm bracket bolts . . . . . . . . . . . . . . . . . . . . . . . . .
8-12 Nm (80-120 kg.cm, 5.8-7.2 lb.ft)

3. Securely install the resin bushing of the accelerator cable

on the end of the accelerator arm.
4. Apply multipurpose grease around the cable end.

31-67
 GENERAL (FBC)

GENERAL INFORMATION (FBC SYSTEM)

The Feedback Carburetor (FBC) system provides a positive
air-fuel ratio control for maximum reduction of emissions. The
Electric Control Unit (ECU) receives signals from various sensors
and then modulates two solenoid valves (FBSV, SCSV) installed
on the carburetor to control the air-fuel ratio.
The ECU also controls the ignition timing, electric choke, throttle
opener by switching on-off the solenoid valves.

FBSV : Feedback Solenoid Valve

SCSV : Slowcut Solenoid Valve
ECU : Electric Control Unit

31-69
GENERAL
SPECIFICATIONS

Fuel tank
Capacity 45 lit. (11.9 U.S.gal., 9.9 Imp.gal.)
Fuel filter
Type [In-line filter] Cartridge type
Type [In-tank filter] Open type
Fuel pump
Type Mechanical diaphragm type
Driven by Camshaft
Feed pressure 19-25 kPa (2.76-3.63 psi) at 2,500 rpm
Carburetor
Type Down-draft, 2-barrel, feed back type
Identification mark
M/T 472 (For Canada), 474 (For Federal)
A/T 475 (For Federal)
Throttle bore
Primary 30 mm (1.181 in.)
Secondary 32 mm (1.260 in.)
Feedback solenoid valve (FBSV)
Type Duty cycle solenoid
Coil resistance 54-66 fl [At 20°C (68ºF)l
Slow cut solenoid valve (SCSV)
Type Duty cycle solenoid
Coil resistance 48-60 fl [At 20°C (68ºF)]
Throttle position sensor (TPS)
Type Variable resistor type (Rotary type)
Regulating voltage (When throttle 0.25V
valve fully closed)
Coil resistance 3 . 5 - 6 . 5 KD
Bow vent valve (BVV)
Type Vacuum type
Vacuum orifice 0.3 mm (0.012 in.)
Mixture control valve (MCV)
Type Vacuum type
Dash pot
Type Conventional type
Operating rpm (When SAS 2 touches Approx. 1,800 rpm
free lever)
Outer venturi dia.
Primary 20 mm (0.787 in.)
Secondary 25 mm (0.984 in.)
Inner venturi dia.
Primary 9-14 mm (0.354-0.551 in.)
Secondary 9-12 mm (0.354-0.472 in.)

31-70
 GENERAL (FBC)

Main jet
Primary #83.8
Secondary #145
Main air jet
Primary - First #80
Second #60
Secondary #70
Pilot jet
Primary #46.3
Secondary #70
Pilot air jet
Primary - First #120
Second #200
Secondary #100
Main nozzle
Primary 2.6 mm (0.102 in.)
Secondary 2.8 mm (0.110 in.)
Throttle valve plate
Thickness
Primary 1.0 mm (0.040 in.)
Secondary 1.5 mm (0.060 in.)
Fuel closing angle
Primary 8º
Secondary 15º
Full opening angle 90º
Enrichment jet #50
Slow air jet #110
Accelerating pump
Diaphragm dia. 24 mm (0.945 in.)
Pump jet dia. 0.35 mm (0.014 in.)
Choke
Automatic (Electric type)
Type
Choke valve operating angle 25º (When fully closed)
90° (When fully opened)
Bimetal
Temperature constant 1.0 deg/ºC
Spring constant 60 gr.mm/deg.
Choke breaker opening
First stage 1.4-1.6 mm (0.056,0.064 in.)
Second stage 2.9-3.1 mm (0.116-0.124 in.)
Input sensor
Engine coolant temperature sensor
Type Thermistor type
Resistance 2.5 KR [at 20°C (68ºF)]
0.3 Ka [at 80°C (176ºF)l

31-71
 GENERAL (FBC)

Oxygen sensor
Type Zirconia sensor
Vacuum switch
Type Contact type switch
Operating condition - ON More than 40 kPa (5.8 psi)
OFF Less than 26 kPa (3.9 psi)
Vehicle speed sensor Reed switch type
Top gear sensing switch Contact type switch
Output actuator
Cold mixture heater
Type Positive Temperature Coefficient (PTC) heater
Secondary air control solenoid valve
Type ON-OFF solenoid valve
Resistance 38-44fi [at 20°C (68ºF)]
Advance control solenoid valve
Type ON-OFF solenoid valve
Resistance 38-440 [at 20°C (68ºF)]
Cold advance control solenoid valve
Type ON-OFF solenoid valve
Resistance 38--44fi [at 20°C (68ºF)]
Throttle opener control solenoid valve
Type ON-OFF solenoid valve
Resistance 38--44fi [at 20°C (68ºF)]

31-72
 GENERAL (FBC)

SERVICE STANDARD

Basic ignition timing BTDC 5º ± 1º

Curb idle speed 700 ± 50 rpm
Throttle opener adjusting rpm for electrical load 800 ± 50 rpm
Throttle opener adjusting rpm for air conditioner load 900 ± 25 rpm

TIGHTENING TORQUE
Nm kg.cm lb.ft
Accelerator arm bracket to body 8-12 80-120 5.8-8.7
Accelerator cable guide to body 3-5 30-50 2.2-3.6
Carburetor attaching bolt 15-20 150-200 11-14
Engine coolant temperature sensor 20-40 200-400 14-29
Oxygen sensor 39-49 400-500 29-36
Fuel tank drain plug 78-98 800-1,000 58-72

LUBRICANT

Grease for accelerator arm pin and return spring Multipurpose grease SAE J310a, NLGI grade #3
or equivalent

31-73
 GENERAL (FBC)

SPECIAL TOOLS

31-74
 GENERAL (FBC)

TROUBLESHOOTING
When checking and correcting engine troubles, it is important
to start with inspection of the basic systems. If you experience
one of the followings, (A) engine start failure, (B) unstable idling
or (C) poor acceleration, you should first check the following
basic systems.

1. Power supply
1) Battery
2) Fusible link
3) Fuse
2. Body ground
3. Fuel supply
1) Fuel line
2) Fuel filter
3) Fuel pump
4. Ignition system
1) Spark plug
2) High-tension cable
3) Distributor
4) Ignition coil
5. Emission control system
1) PCV system
2) EGR system
3) Vacuum leak
6. Others
1) Ignition timing
2) Idle speed

Troubles with the FBC system are often caused by poor

contact of harness connector. It is, therefore, important to
check harness connector contact.

31-75
 GENERAL (FBC)

Fuel Tank and Fuel Line

Symptom Probable cause Remedy

Engine malfunctions due to Bent or kinked fuel pipe or hose Repair or replace
insufficient fuel supply Clogged fuel pipe or hose Clean or replace
Clogged fuel filter or in-tank fuel filter Replace
Water in fuel filter Replace the fuel filter or clean
the fuel tank and fuel line
Dirty or rusted fuel tank interior Clean or replace
Malfunctioning fuel pump (Clogged filter Replace
in the pump)

Evaporative emission control Misrouted vapor lines Correct

malfunctions (Pressure released Disconnected vapor line piping joint Correct
when fuel tank cap is removed)
Folded, belt, cracked or clogged vapor line Replace
Faulty fuel tank cap Replace
Malfunctioning overfill limiter Replace
(two-way valve)

31-76
 GENERAL (FBC)

Carburetor and FBC System

Symptom Probable cause Remedy

Engine will not start Carburetor Choke valve remains open-cold engine Clean choke bore and linkage
or start to hard Improper choke breaker operation Check and adjust choke breaker
Electric choke malfunction Check electric choke body and
choke valve operation
Needle valve sticking or clogged Repair or replace

FBC system Engine coolant temperature sensor Check by using checker (Check
malfunction component and replace if faulty)
Vacuum hose disconnected or damaged Repair or replace

Slow-cut solenoid valve malfunction Check component

Feedback solenoid valve malfunction Check component
Vacuum switch malfunction-cold engine Check component

Faulty ECU Replace

Harness broken/short-circuited or Repair or replace
loose connection

Rough idle or engine Carburetor Choke valve malfunction Clean choke bore and link
stalls Improper fast idle-cold engine Adjust fast idle speed

Improper idle adjustment Adjust idle speed

Electric choke malfunction Check choke body and choke
valve operation
Primary pilot jet clogged Clean up or replace

Dash pot malfunction Adjust

FBC system Slow-cut solenoid valve malfunction Check drive signal by using
checker
Check component
Engine coolant temperature sensor Check by using checker (Check
malfunction component and replace if faulty)
Vacuum hose disconnected or damaged Repair or replace
Throttle position sensor malfunction Check component and adjust
Engine speed sensor malfunction Check by using checker
Check harness for continuity
Timing control system malfunction Check system. If faulty, check
components
Throttle opener control system Check system. If faulty, check
malfunction components
Harness broken/short-circuited or Repair or replace
connector not connected securely

31-77
 GENERAL (FBC)

Symptom Probable cause Remedy

Engine hesitates or Carburetor Acceleration pump malfunction Clean pump discharge. rate
poor acceleration Choke valve remains open-cold engine Clean choke bore and link
Check choke valve operation
Choke valve remains closed-hot engine Clean choke bore and link
Check choke valve operation
Main jet clogged Clean up
Enrichment jet clogged Clean up
Secondary valve operation abnormal Check valve operation

FBC system Feedback solenoid valve malfunction Check drive signal by using
checker
Check component
Vacuum switch malfunction Check with checker (Replace
if faulty)
Timing control system malfunction Check system. If faulty, check
components
Engine coolant temperature sensor Check by using checker (Check
malfunction components and replace if faulty)
Throttle position sensor malfunction Check component and adjust
Engine speed sensor malfunction Check by using checker
Check harnesses for continuity
Cold mixture heater relay control system Check system. If faulty, check
malfunction-cold engine components
Harness broken/short-circuited or Repair or replace
connector not connected properly
Air conditioner power relay control Check system
system malfunction

Engine dieseling Carburetor Engine idle speed too high Adjust idle speed
(runs after ignition
FBC system Slow-cut solenoid valve malfunction Check component
switch is turned off)

Poor fuel mileage Carburetor Choke valve operation abnormal Check valve operation
Engine idle speed too high Adjust idle speed
Electric choke malfunction Check choke body and valve
operation
Enrichment valve kept open Repair or replace

31-78
 GENERAL (FBC)

Symptom Probable cause Remedy

Poor fuel mileage FBC system Engine coolant temperature sensor Check by using checker
malfunction (Check component and replace
if faulty)
Oxygen sensor malfunction Check by using checker
(Check component and replace
if faulty)
Timing control system malfunction Check system. If faulty, check
components
Feedback solenoid valve malfunction Check drive signal by using
checker
Check component
Slow-cut solenoid valve malfunction Check drive signal by using
checker
Check components
Throttle position sensor malfunction Check component and adjust
Engine speed sensor malfunction Check by using checker
Check harness for continuity
Harness broken/short-circuited or Repair or replace
connector not connected securely

31-79
 GENERAL (FBC)

FBC System Component

1. Electric Control Unit (ECU)
Based on the information- from various sensors, the ECU
determines (computes) ideal setting for varying operating
conditions and drives the output actuators to control the
air-fuel ratio.
The ECU consists of an 8-bit microprocessor, random access
memory (RAM), read only memory (ROM) and input/output
(l/O) interface.

31-80
 GENERAL (FBC)

2. Engine Coolant Temperature Sensor

The engine coolant temperature sensor is installed in the
engine coolant passage of the intake manifold. This coolant
sensor is a thermistor. The ECU determines engine
temperature by the sensor output voltage and utilize it to
provide optimum fuel enrichment when the engine is cold.

3. Throttle Position Sensor (TPS)

The TPS is a rotary type variable resistor that rotates together
with the carburetor throttle shaft to sense the throttle valve
angle. As the throttle shaft rotates, the TPS output voltage
changes and the ECU detects the throttle valve opening
based on the change of the voltage.
Using the TPS output signal, engine speed signal and other
signals, the ECU maintains the optimum air-fuel ratio.

4. Engine Speed Sensor

The ignition coil negative terminal voltage makes sudden
increase twice per crankshaft revolution synchronously with
ignition timing.
By sensing this ignition coil negative terminal voltage change
and measuring the time between peak voltages, the ECU
computes the engine speed, judges the engine operating
mode and controls the air-fuel ratio and ignition timing.
 GENERAL (FBC)

5. Oxygen Sensor
1) The oxygen sensor installed on the exhaust manifold
makes use of the principles of solid electrolyte oxygen
concentration cell. The‘ oxygen concentration cell is
characterized by sharp change of the output voltage in
the vicinity of the stoichiometric air-fuel ratio.

2) Using such characteristics, the oxygen sensor senses the

oxygen concentration in the exhaust gas and feeds it to
the ECU. The ECU then judges if the air-fuel ratio is
richer or leaner as compared to the stoichiometric ratio
and provides feedback control to adjust the air-fuel ratio
to the stoichiometric ratio where the emission purifi-
cation rate of the three way catalytic converter is the
optimum.

6. Vacuum Switch
The vacuum switch is a contact type switch that is operated
by intake manifold vacuum. When the throttle valve closes,
the intake manifold vacuum acts on the vacuum switch to
close its contact.
By this action, the voltage on the ECU side is grounded and
the ECU senses that the throttle valve opening is near idle.

31-82
 GENERAL (FBC)

7. Feedback Solenoid Valve (FBSV)

The FBSV is installed in the carburetor float chamber cover.
The ECU controls the air-fuel ratio by controlling the duty
cycle of the FBSV.
The higher is the duty ratio, the leaner becomes the air-fuel
ratio.

NOTE
The duty cycle control means control of the solenoid valve
energization rate by changing the ON time ratio T2/T 1
(called duty ratio) of 10 Hz pulse.

8. Slow Cut Solenoid Valve (SCSV)

The SCSV is located in the carburetor float chamber cover.
The ECU controls the carburetor slow system fuel flow by
controlling the duty cycle of the SCSV.

31-83
 GENERAL (FBC)

FBC System Operation

1. The air-fuel ratio control is maintained by the ECU in one
of two operating modes.
1) Closed loop control (Feedback control)
After engine warm-up, the air-fuel ratio control is made
by the feedback control based on the oxygen sensor
signal.
The oxygen sensor output voltage changes sharply at the
stoichiometric ratio. The control unit senses this oxygen
sensor signal and provides feedback control to the FBSV
maintaining the stoichiometric ratio that will give the
best purification rate of the 3-catalyst converter may be
accurately kept. In this state, the SCSV is kept wide open
(100% duty).

2) Open loop control (No feedback control)

During engine start, warm-up operation, high load
operation and deceleration, the air-fuel ratio is in
open-loop. The ECU controlled based on map values*
established previously for engine speed, throttle valve
opening angle and engine coolant temperature, to
improve startability and driveability.
During deceleration, the SCSV limits fuel flow for better
fuel economy and for prevention of overheating of the
catalysts.
* Map value is a value previously established and
stored in ROM in ECU.

2. When the FBSV is energized, the main fuel jet is closed to

leaving the primary main jet passage as the only fuel
passage.
This reduces the amount of fuel, resulting in leaner air-fuel
mixture.

3. When the FBSV is de-energized, the main fuel jet is opened

to provide two fuel passages including the primary main jet
passage. Since this will increase the amount of fuel, richer
air-fuel mixture is obtained.
With the ON-OFF operation of SCSV, the slow fuel passage
is opened and closed.
The air-fuel ratio at deceleration is controlled in this manner.

31-84
 GENERAL (FBC)

Distributor Advance Control System

(Ignition Timing Control System)
The distributor vacuum advance is a dual diaphragm type having
main vacuum chamber and sub-vacuum chamber. To control the
ignition timing, the ECU energizes the solenoid valves in the
respective vacuum circuits of main vacuum chamber and
subvacuum chamber.

1. Main Vacuum Timing Control

1) When the engine speed is near the idle speed (1,200 rpm
or less), the ECU energizes the distributor advance
control solenoid valve. By this action the carburetor D
port vacuum is introduced to the main vacuum chamber
which resets the ignition timing.

NOTE
The D port vacuum is zero when the throttle valve is
at idle position, and increases with the valve opening
angle.

31-85
 GENERAL (FBC)

2) When the engine speed increases to 1,200 rpm the ECU

turns off the distributor advance control solenoid valve.
Intake manifold vacuum is routed to the main vacuum
chamber increasing ignition advance.

When the engine starts to warm up [engine coolant

temperatures: below 80°C (176°F), the solenoids are
energized, allowing D port vacuum to reach main
vacuum chamber.

2. Sub-vacuum Timing Control

o Control at low altitude [approx. 1,200 m (3,900 ft.) or
lower]
1) When the engine coolant temperature is low [50°C
(122°F) or lower], the ECU energizes the distributor cold
advance control solenoid valve. By this action, the intake
manifold vacuum no longer leaks to atmosphere and
instead is introduced to the sub-vacuum chamber. As a
result, the timing advanced by the main vacuum advance
is additionally advanced by a fixed angle (5°C in crank
angle).
2) During warm-up operation or when the engine coolant
temperature is- high [over 50°C (122°F)], the ECU
de-energizes the distributor cold advance control
solenoid valve circuit. As a result, the intake manifold
vacuum leaks to atmosphere, which prevents timing
advance.

o Control at high altitude [approx, 1,200 m (3,900 ft.) or over)

At high altitude, the HAC is closed and hence the intake
manifold vacuum does not leak to atmosphere from the HAC.
Independently of the distributor cold advance control solenoid
valve, the intake manifold vacuum acts on the sub-vacuum
chamber, causing the timing to advance by a fixed angle (5°
in crank angle). [For Federal]

31-86
 GENERAL (FBC)

Throttle Opener System (For power steering,

electrical load)
If the power steering oil pressure switch is turned on by high
pump pressure the throttle opener control solenoid valve is
energized to introduce intake manifold vacuum to the throttle
opener. The throttle valve opens slightly, preventing engine
speed drop caused by power steering load.

When the engine speed drops below the set speed (1,200 rpm),
the ECU keeps the power transistor on. When the electrical load
switch is turned on for lighting etc., the throttle opener control
solenoid valve is energized, allowing intake manifold vacuum to
the throttle opener to open the throttle valve slightly, preventing
engine speed drop caused by electrical load.

31-87
 GENERAL (FBC)

Throttle Opener Switch (For A/C)

When the engine speed is below the set speed (1,200 rpm), the
ECU keeps the power transistor on. When the air conditioner
relay is turned on the throttle opener control solenoid valve is
energized to introduce intake manifold vacuum to the throttle
opener. The throttle valve opens slightly preventing engine
speed drop caused by air conditioner load.

Air Conditioner Power Relay Control System (For A/T)

When the throttle valve opening increases (over 74°) during
acceleration etc., the ECU turns off the air conditioning power
relay for about 5 seconds. As a result, even if the air conditioner
switch it is, the air compressor is not driven and hence the
engine load is reduced, improving acceleration performance.

31-88
 GENERAL (FBC)

Cold Mixture Heater (CMH) Relay Control

System
The cold mixture heater is a Positive Temperature Coefficient
(PTC) heater installed between the carburetor and intake
manifold.
When the engine coolant temperature is below 60°C (140°F), the
ECU energizes the cold mixture heater relay. The closed relay
supplies voltage to the cold mixture heater. The cool air-fuel
mixture is heated and atomized by the heater before it reaches
the combustion chamber for improved combustion.

31-89
 GENERAL (FBC)

Electric Auto Choke System

In the carburetor electric choke system, a bimetal choke spring
is heated by an electric heater (PTC heater*).

As the bimetal spring is heated by the heater after start-up, the

bimetal opens the choke valve gradually by thermal expansion
and pushes down the stopper lever.

The lower the temperature when the engine is started, the

tighter the bimetal closes the choke valve, thus improving at cold
weather starting.

*PTC heater : Positive Temperature Coefficient heater

31-90
 GENERAL (FBC)

1. Choke Valve and Fast Idle Cam Operation

1) Before starting the engine, the throttle valve is in normal
idle opening state.

2) Before starting the engine, depress the accelerator pedal

to the floor, and the fast idle cam will turn clockwise.
Release the accelerator pedal, and the lever will ride on
the fast idle cam and the throttle valve will open.
3) When the engine starts, the intake manifold vacuum is
applied to the choke breaker to slightly open the choke
valve, preventing a rich air-fuel mixture.

4) Shortly after starting of engine, the bimetal is heated by

the heater and expands to open the choke valve gradually
and push down the stopper lever.
At this time, the engine speed increases gradually.

5) Depress the accelerator pedal, and the fast idle cam will
turn counterclockwise. Release the accelerator pedal and
the lever will ride on the lower step of fast idle cam and
the throttle valve will close slightly, decreasing the
engine speed. After warming up the engine for a while,
depress the accelerator pedal and the throttle valve will
be further closed.
By repeating this procedure, the fast idle cam is released
and the throttle valve comes to have a normal idle
opening.

31-91
 GENERAL (FBC)

2. Operation of Choke Opener

If the engine has been started with the throttle valve lever
on the highest fast idle cam step then the engine speed will
increase with the engine coolant temperature. This results
in the engine overrun. In order to prevent such overrun, the
choke opener is provided.

1) When the thermo valve closes as the engine coolant

temperature rises [65°C (149°F)], the intake manifold
vacuum acts on the fast idle breaker.
2) The fast idle breaker forces the fast idle cam to
counterclockwise so that the lever will rest on the lowest
detent of cam, closing the throttle valve to decrease the
engine speed.

3. Electric Auto Choke Relay

The electric choke relay is normally closed (ON) and it opens
when its coil is energized.

During engine cranking or for approx. 80 seconds at an

engine coolant temperature of -10 to 18°C (-14 to 64°F),
the ECU energizes the electric choke relay coil. This prevents
heating of the electric choke heater, until the engine has
started.

31-92
 SERVICE ADJUSTMENT PROCEDURES (FBC)

SERVICE ADJUSTMENT PROCEDURES

FBC SYSTEM
Inspection

If FBC system components (sensors, carburetor control unit--

computer, solenoid, etc.) fail, one of the following situations may
be encountered.
1. Engine is hard to start or does not start at all.
2. Unstable idle.
3. Poor driveability.
If any of above conditions is noted, first perform basic engine
checks (ignition system malfunctions, incorrect engine
adjustment, etc.). The FBC system can be checked by use of
FBC checker and FBC harness connector. Inspection
procedure is as follows.

CAUTION
1) Before battery terminals are disconnected, make sure
that ignition switch is OFF. If battery terminals are
disconnected while engine is running or when ignition
switch is in ON position, malfunction of computer
could result.
2) Disconnect battery cables before charging battery.
3) When battery is connected, be sure not to reverse
polarity.
4) Make sure that harness connectors are securely
connected. Take care not to allow entry of water or
oil into connectors.

1. Turn ignition switch to OFF.

2. Remove the harness connector “A” (13 poles) and connector
“B” (7 poles) from carburetor control unit (computer).
3. Set check switch of FBC checker to OFF.
4. Set select switch of checker to A.
5. Connect the FBC harness connector to the connectors of FBC
checker, and then connect FBC harness connector to
carburetor control unit and harness connectors. Place FBC
checker on front passenger’s seat.
6. Perform checks according to the “FBC System Check
Procedure Chart”.
7. If check shows any departure from specifications, check
corresponding sensor and related electrical wiring, repair or
replace.
8. After repair or replacement, recheck with FBC checker to
confirm that repaired or replaced parts is performing well.
9. Set check switch of FBC checker to OFF.

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 SERVICE ADJUSTMENT PROCEDURES (FBC)

10. Turn the ignition switch to OFF.

11. Disconnect connectors of FBC checker and FBC harness
connector from carburetor control unit and body side harness
connectors.
12. Connect body side harness connector to carburetor control
unit.

Check Procedure Chart

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SERVICE ADJUSTMENT PROCEDURES (FBC)

31-95
 SERVICE ADJUSTMENT PROCEDURES (FBC)

SERVICE ADJUSTMENT PROCEDURES

IDLE SPEED CHECK AND ADJUSTMENT
Checking Conditions:
o Engine coolant temperature is 80 to 95°C (176 to 205°F).
o Engine lubricant temperature is over 80°C (176°F).
o Lights, electric cooling fan and all accessories are off.
o Transaxle is in neutral.
1. Set timing light and tachometer.
2. Start the engine and let it idle.
3. Check the basic ignition timing and adjust if necessary.

Ignition timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BTDC 5° ± 1°

NOTE
When the basic ignition timing is to be adjusted at a high
altitude, disconnect the vacuum hose (yellow stripe hose)
from the distributor sub-vacuum chamber and temporarily
close the disconnected hose end with an appropriate plug.

4. Run the engine for more than 5 seconds at an engine speed

of 2,000 to 3,000 rpm.
5. Run the engine at idle for 2 minutes.

6. Set the engine speed to the specified valve body adjusting

the idle speed adjusting screw No. 1 (SAS-1).

Curb idle rpm . . . . . . . . . . . . . . . . 700 ± 50 rpm

CAUTION
Do not touch SAS-2. The idle speed adjusting screw
(SAS-2) is the preset screw that determines the relation-
ship between the throttle valve and free lever, and has
been accurately set at the factory. If this setting is
disturbed, throttle opener adjustment and dash pot
adjustment cannot be done accurately.

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 SERVICE ADJUSTMENT PROCEDURES (FBC)

THROTTLE OPENER ADJUSTMENT

For Operation Under Electrical Load
The procedure that follows is to check and adjust the idle speed
control operation of the throttle opener when electric load is
applied.

1. Make sure curb idle speed is within the specified speed. If

outside the specified limits, readjust the speed to the
nominal specification.
2. By using the auxiliary lead wire, activate the idle-up control
solenoid valve, apply the intake manifold vacuum to the
idle-up actuator and activate the idle-up actuator.
3. Open the throttle slightly (to an engine speed of about 2,000
rpm), and then slowly close it.
4. Adjust the engine speed to the specified speed with the
idle-up adjusting screw.

Throttle opener adjusting rpm (For electrical load)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800 ± 50 rpm

5. After repeating step 3, check the engine speed.

6. Remove the auxiliary lead wire used in step 2, and reconnect
the idle-up solenoid valve wiring.

For Operation Under Air Conditioner Load

The procedure that follows is to check and adjust the idle speed
control operation of the throttle opener when air conditioning
load is applied.

1. Start the engine.

2. Set the tachometer
3. Turn on the air conditioner switch.

NOTE
The solenoid valve with open and the intake manifold
vacuum will act on the throttle opener to fully actuate it.

4. Check the engine speed during this operation.

Throttle opener adjusting rpm (For A/CON). . . . . . . . . . . . . .

900 ± 25 rpm

5. If the engine speed is out of specification, adjust using the

throttle (for air conditioner) adjusting screw.

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 SERVICE ADJUSTMENT PROCEDURES (FBC)

THROTTLE POSITION SENSOR (TPS)

ADJUSTMENT
1. Loosen the accelerator cable enough.

2. Loosen the speed adjusting screw No. 1 (SAS 1) and No. 2

(SAS 2) sufficiently to close the throttle valve completely.
Record the number of turns loosened.

NOTE
Turning the screw counterclockwise closes the valve.
At this time, the fast idle control should have been
released (the lever not resting on the fast idle cam).

3. Connect voltmeter (digital type) between 2 and 3 of TPS

connector pins.

NOTE
Do not disconnect the TPS connector from the chassis
harness.

4. Turn the ignition switch to ON. (Engine will not start.)

5. Measure the TPS output voltage.

Standard value : 250 mV

6. If the output voltage is not correct turn the TPS body to

adjust to specification.

NOTE
Turning the TPS body clockwise increases the output
voltage.

7. Turn the ignition switch to OFF.

8. Tighten SAS 1 and SAS 2 by the same number of turns as
loosened in step (2) to return them to initial state.
9. Adjust free play of the accelerator cable.
10. Start the engine and check that the idle speed as specified.

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 SERVICE ADJUSTMENT PROCEDURES (FBC)

DASH POT CHECK AND ADJUSTMENT

Checking Conditions:
o Engine coolant temperature : 80 to 95°C (176 to 205°F).
o Lights, electric cooling fan and accessories : Set to OFF
o Transaxle : Neutral.

1. Start the engine and run at idle.

2. Open the throttle valve for full stroke of the rod until the
free lever contacts SASS.

3. Close the throttle valve until SAS2 contacts the free lever
and check the engine speed at that moment.
4. If engine is not as specified, adjust dash pot setting by
turning SAS3.
5. Release the free lever and verify that the engine returns to
idle speed slowly.

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 SERVICE ADJUSTMENT PROCEDURES (FBC)

ELECTRIC CHOKE SYSTEM CHECK AND INSPECTION

CAUTION
All carburetors have a tamper-proof choke. The choke-related
parts are factory adjusted. The choke adjustment is not
required during service, except when major carburetor
overhaul or choke calibration related parts adjustments are
needed by state or local inspections.

1. Check that the alignment marks on the electric choke and

bimetal assembly are lined up.
If not, align the marks.

Misalignment Symptom

Clockwise deviation Better startability but plugs more

likely to be sooty

Counterclockwise Poorer startability and more likely

deviation to stall

2. Check that the engine coolant temperature is below 10°C

(50°F).
3. Start the engine and check operation of the choke valve and
fast idle cam, with hand on the electric choke body.

Electric choke body Gets gradually hotter after engine start

Choke valve Opens as bimetal temperature rises

Fast idle cam Fast idle control is released as engine

coolant temperature rises and fast idle
breaker operates

4. If the electric choke body remains cool even after the engine
is started, check the electric choke.

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 SERVICE ADJUSTMENT PROCEDURES (FBC)

INSPECTION OF CHOKE BREAKER SYSTEM

o Check conditions of the choke valve according to procedures given in the table below.

Engine coolant
Step Checking condition Normal choke valve operation Probable cause of trouble
temperature

1 Lower than Before engine start Closes fully Faulty bimetal assembly
10°C (50°F) of linkage operation

2 Lower than Start engine and run idle Opens slowly and slightly o Clogged delay valve
10°C (50°F) (fully depress accelerator (immediately after starting) o Broken diaphragm
pedal and then start) [gap approx. 1.5 mm (0.059 (chamber A)
in.)]

3 Lower than Disconnect vacuum hose Stationary o Faulty thermo valve

10°C (50°F) (yellow stripe) from choke
breaker during idling

4 Higher than Connect vacuum hose When closed lightly with o Faulty thermo valve
25°C (77°F) (yellow stripe) and run finger, stops at larger opening o Broken diaphragm
engine idle than step 2 [gap approx. 3 mm (chamber B)
(0.118 in.)]

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 SERVICE ADJUSTMENT PROCEDURES (FBC)

1. After inspection of the choke breaker system, disconnect the

vacuum hose from the choke breaker and make the following
check.
2. With the engine idling, close the choke valve lightly with a
finger until the choke valve stops. Then, measure the choke
valve to choke bore clearance.

Standard value : 1.4-1.6 mm (0.055-0.063 in.)

3. If the clearance is not as specified, stop the engine, remove

the bimetal assembly and adjust the rod end opening for
standard clearance.

NOTE
When removing the bimetal assembly, put a mark on the
electric choke body.

Information

4. Reconnect the removed yellow stripe vacuum hose and

measure the choke valve to choke bore clearance as in step
(2).
Standard value : 2.0-3.1 mm (0.114-0.122 in.)

5. If the clearance is out of specification, adjust by the adjusting

screw.
Information

Adjusting screw Valve

Expected result
turning direction clearance

Clockwise Small Better startability but

plug more likely to get
sooty

Counterclockwise Large Poor startability and stall

more likely

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 SERVICE ADJUSTMENT PROCEDURES (FBC)

Fast Idle And Adjustment

Inspection Conditions
o Engine coolant temperature : 80 to 95°C (176 to 205°F).
o Lights, electric cooling fan and accessories : Set to OFF.
o Transaxle : Neutral
o Air cleaner : Removed
o Tachometer installed

1. Disconnect the vacuum hose (white stripe) from the choke

opener.
 SERVICE ADJUSTMENT PROCEDURES (FBC)

2. Set the lever on the second highest step of fast idle cam.

3. Start the engine and check the fast idle speed.

Standard value:
Vehicles with a manual transaxle 2,800 rpm
Vehicles with an automatic transaxle 2,700 rpm

4. If the fast idle speed is out of specification, adjust with the

fast idle adjusting screw.

Information

Adjusting direction Valve Fast idle speed

Clockwise Large Increases

Counterclockwise Small Decreases

5. Connect the vacuum hose removed in step 1 to the choke

opener and check that the choke opener cancels fast idle.

Choke Heater Inspection

1. Disconnect the electric choke heater connector and check
continuity of the heater.

Normal state:
Should be conductive [approx. 60 resistance at 20°C
(68°F)]
2. If the heater is not conductive, replace the electric choke
body (Bimetal assembly).

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 SERVICE ADJUSTMENT PROCEDURES (FBC)

INSPECTION AND ADJUSTMENT OF

ACCELERATOR CABLE FREE PLAY
1. Run the engine until it reaches the specified idle speed.
2. Confirm that the accelerator inner cable has no slack.
3. If it shows slack, adjust it as follows:

1) Loosen the adjusting nut so that the throttle lever is free.

2) Turn the accelerator adjusting nut to the point where the
throttle lever just starts moving, then back off one turn
and secure the lock nut.

FUEL GAUGE UNIT REPLACEMENT

1. Remove the plug located on the trunk floor.
2. Disconnect the fuel gauge unit connectors.
3. Remove the fuel gauge unit.
4. After installing the fuel gauge unit, confirm that the unit is
grounded.
5. When installing the plug on trunk floor, apply a specified
sealant around the plug mounting surface.

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 FUEL TANK (FBC)

FUEL TANK

COMPONENTS

REMOVAL
CAUTION
When removing parts such as a fuel tank, rear suspension,
etc., use a garage jack at the front of vehicle (Refer to
GENERAL GROUP), to prevent the vehicle from tilting.

When working on fuel tank, be sure the ignition is switched

off. Avoid any source of heat or sparks, such as lights,
smoking, etc.

Prior to working on the fuel tank or lines, remove the fuel filler
cap to release any pressure in the tank.

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 FUEL TANK (FBC)

1. Remove the drain plug to drain the fuel tank.

NOTE
Do not disconnect the in-tank filter except when the filter
is replaced.

2. Loosen the fuel hose (main and return) clamps and

disconnect the fuel hoses.
3. Disconnect the filler hose and breather hose from the filler
neck.
4. After removing the protector (if so equipped) and fuel tank
mounting band, drop the fuel tank slightly and disconnect the
fuel gauge unit harness.
5. Remove the fuel tank.
6. Remove the fuel gauge unit as necessary.

INSPECTION
Check the following and replace defective parts as necessary.
1. Leaky fuel tank
If leaks are evident, clean the fuel tank interior and exterior
and check for rust formation, corrosion, damage and cracks.
A badly corroded or damaged fuel tank should be replaced.
2. Clogged, cracked, damaged or rusty fuel pipe.

NOTE
When cleaning the fuel tank, avoid using cleaners which
may affect the terne-coated inside surface of the tank.
Use trichloroethylene, neutral emulsion type cleaner, etc.

3. Peeled or damaged pad on top of tank

If the pad is to be rebonded, clean the top surface of the tank,
apply adhesive to the entire pad bonding area, and bond the
pad securely.
4. Test two-way valve for proper operation.
To check the two-way valve, lightly breathe into the inlet and
outlet. If the air passes through after slight resistance, then
the valve is good.

INSTALLATION
1. Confirm that the pad is fully bonded to the fuel tank, then
install the fuel tank by tightening the tank band until its end
touches the floor.
2. Connect all hoses and tubes correctly.

CAUTION
When installing the hoses. Be sure not to mix up the
hoses.
Improper installation can cause fuel leakage.

3. Slowly slide the in-tank filter over the in-tank outlet pipe and
tighten the drain plug to the specified torque.

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 FUEL LINE (FBC)

FUEL LINE

COMPONENTS

31-108
 FUEL LINE (FBC)

REMOVAL AND INSTALLATION

1. Pipes should be secured firmly with clips and clamps to
prevent looseness.
2. With the hoses and pipes are installed, make sure that they
are not distorted or loose.
3. Route the hoses and tubes correctly and fit their ends
securely.
4. Install clips and clamps in correct direction to make sure that
they do not interfere with neighboring objects.

INSPECTION
1. Check the hoses and pipes for cracks, bend, deformation,
deterioration or clogging.
2. Check the fuel filter for clogging or damage.
3. Check the canister for clogging.
4. Check the overfill limiter (two-way valve) and the fuel check
valve for malfunction.

Overfill Limiter Simple Test

A simple way of inspecting the overfill limiter is to remove, and

then air is lightly blown into either the inlet or outlet by mouth.
If the air passes after a slight resistance, overfill limiter is in good
condition.

5. Check purge control valve as follows:

1) Make sure that the engine coolant is between 80 and
95°C (176 and 205°F).
2) Disconnect the purge control hose from the carburetor
and blow into the purge hose. The valve should not allow
airflow. Then start the engine and increase the engine
speed to 1,500 to 2,000 rpm and blow into the purge
hose. If the valve is not open, check for clogged or broken
vacuum hose, or malfunctioning thermo valve.

FUEL FILTER REPLACEMENT

1. Remove the fuel tank cap to release the fuel tank pressure.
2. Disconnect the fuel hoses from the fuel filter, and then
remove the fuel filter.

CAUTION
1) Whenever the fuel filter is replaced, always inspect the
flex hoses for deterioration and cracking, and replace
as necessary.
2) Ensure the installation is secure and the fuel line
routing is in the original configuration.

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 FUEL PUMP (FBC)

FUEL PUMP

REMOVAL
1. Disconnect the battery ground cable.
2. Disconnect the fuel inlet, outlet and return hoses at fuel
pump.
3. Remove the two fuel pump mounting bolts, and remove the
fuel pump and push rod.
4. Remove the fuel pump gaskets and insulator.

INSPECTION
Checking Leakage
If there is oil or fuel leaks from breather hole, oil seal or
diaphragm in fuel pump is defective. Replace fuel pump
assembly.

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 FUEL PUMP (FBC)

Inlet Valve Test

To test the inlet valve, connect a vacuum gauge on the inlet
fitting while the line is disconnected.
1. Start engine or turn over with starting motor.
2. There should be a noticeable vacuum present.
3. If blow-back is present, inlet valve is not seating properly and
a new pump should be installed.
4. If fuel pump does not perform to above test requirements,
a new fuel pump should be installed.

Pressure Test
1. Disconnect the hose at the carburetor and connect a fuel
pressure gauge.
2. Disconnect the fuel return hose from the pump and plug the
fuel pump return pipe as shown in illustration.
3. Check pressure while the engine is idling. Replace the pump,
if required.

Standard pressure (at camshaft rpm 2,500). . . . . . . . . . . . . .

19-25 kPa (0.19-0.26 kg/cm 2 , 2.76-3.63 psi)

Fuel Flow Rate Test (Volume)

1. Disconnect the carburetor fuel hose and insert the end into
a beaker.
2. Disconnect the fuel return hose from the fuel pump and plug
the fuel pump return pipe.
3. Start the engine and measure the amount of fuel pumped
within one minute.

Volume (at camshaft rpm 2,500). . . . . . . . . . . . . . . . . . . . . . . .

0.6 lit/min. (0.85 U.S.qt, 0.72 Imp.qt.)

INSTALLATION
1. Turn crankshaft to place piston in No. 1 cylinder at top dead
center on compression stroke.

NOTE
This is to minimize cam lift for ease of installation.

2. Insert the push rod into the cylinder head.

3. Install the new gasket and insulator, and then install the fuel
pump. Tighten the bolts firmly.
4. Reconnect the fuel hoses to the fuel pump nipples and install
the hose clamps.
5. Start and run the engine. Check for fuel or oil leak.

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 FUEL PUMP (FBC)

FUEL PUMP TROUBLESHOOTING

31-112
 CARBURETOR

CARBURETOR

CONSTRUCTION

31-113
 CARBURETOR

COMPONENTS

1. Throttle return spring

2. Damper spring
3. Throttle return spring bracket
4. Throttle opener/dash pot
5. Hose
6. Vacuum delay valve
7. Hose
8. Screw
9. Pin
10. Float
11. Needle valve
32. Spring
12. Needle valve seat
33. Diaphragm
13. O-ring
34. Valve
14. Packing
35. Mixture control valve (MCV) assembly
15. Retainer
36. Gasket
16. Feedback solenoid valve (FBSV)
37. Cover
17. O-ring
38. Spring
18. O-ring
39. Diaphragm
19. Retainer
40. Body
20. Slow cut solenoid valve (SCSV)
41. Spring
21. O-ring
42. Diaphragm
22. O-ring
43. Bracket
23. Plate
44. Cover
24. Bimetal assembly
45. Spring
25. Packing
46. Diaphragm
26. Connector
47. Body
27. Cover
48. Main air jet (primary)
28. Diaphragm
49. Pilot jet (primary)
29. Spring seat
50. Pilot jet (secondary)
30. Spring
51. Float chamber cover
31. Housing

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 CARBURETOR

COMPONENTS

52. Bracket 67. Enrichment jet valve 82. Throttle lever

53. Float chamber cover gasket 68. Enrichment jet 83. Cam follower
54. Steel ball 69. Spring 84. Fast idle adjusting screw
55. Weight 70. Ball 85. Free lever
56. Ball 71. Pump cover assembly 86. Abutment plate
57. Plug 72. Diaphragm 87. idle speed adjusting screw (SAS-2)
58. O-ring 73. Spring 88. Spring
59. Ball 74. Pump body 89. Secondary lever
60. Screw 75. Gasket 90. Idle speed adjusting screw (SAS-1)
61. Gasket 76. Mixing body 91. Plug
62. Main jet (primary) 77. Vacuum hose 92. Mixture adjusting screw (MAS)
63. Main jet (secondary) 78. Depression chamber 93. Throttle body
64. Cover 79. Throttle position sensor (TPS) 94. Idle speed adjusting screw (SAS-3)
65. Spring 80. Lever
66. Diaphragm 81. Adjusting screw

31-115
 CARBURETOR

REMOVAL
1.Disconnect battery ground cable.
2.Remove air cleaner.
3.Disconnect the throttle cable from carburetor.
4.Disconnect the vacuum hoses from carburetor.
5.Disconnect connectors for solenoid valves and TPS.
6.Place a container under fuel fittings of carburetor to catch
any fuel that may be trapped in fuel line and disconnect the
fuel hoses from the carburetor inlet nipples.
7. Remove carburetor mounting bolts and carefully remove the
carburetor from engine. Hold carburetor level to avoid spilling
fuel from fuel bowl.

DISASSEMBLY
1. Remove the throttle return spring from the throttle lever and
throttle return spring bracket unscrewing two screws.

2. Remove the dash pot rod from the free lever.

3. Unscrewing two screws, remove the bracket with two

connectors and off the connectors.

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 CARBURETOR

4. Pull the hose with delay valve off the nipple of choke breaker.

5. Remove the float chamber cover screws “B” to remove the

throttle body.
6. Remove the screws “A” to remove the float chamber cover
from main body.

7. To remove the float chamber cover assembly, insert a screw

driver blade between the enrichment cover and the float
chamber cover as illustrated and lightly pry and lift up slowly.

CAUTION
Do not apply excessive force.

8. Remove the pin and then remove the float and needle valve.

CAUTION
1) Do not let the float drop or supply collapsing load.
2) Use care not to damage the end of the needle valve.
 CARBURETOR

9. Using flat blade screwdrivers, pry up the needle valve seat

at both edges to remove.

CAUTION
Use care not to damage the float chamber cover when
pushing up the needle valve seat.

10. Remove the retainer of the feedback solenoid valve (FBSV).

11. Using a screwdriver or other tool with a thin flat end, push
the stopper portion and remove the two terminals from
behind the connector.

NOTE
Unless the terminals are removed from the connector, the
feedback solenoid valve cannot be removed from the float
chamber cover.

12. Pull out the FBSV from the float chamber cover.

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 CARBURETOR

13. Remove the retainer and pull out the slow cut solenoid
valve.

14. Using a screwdriver or other tool with a thin flat end, push
the stopper section and remove the two terminals from
behind the connector.

15. To remove the bimetal assembly, grind away the head of the
two rivets of the bimetal assembly using a hand grinder or
other tool and remove the screw.
16. Remove the plate and the bimetal assembly.

17. Using a screwdriver or other tool with a thin flat end, push
the stopper section and remove the terminal from behind the
connector.
 CARBURETOR

18. Remove the three screws attaching the Bowl Vent Valve
(BVV) cover to the float chamber.
19. Remove the plastic vent hosing, housing cover and the two
springs.

20. Remove the bowl vent valve diaphragm shaft.

CAUTION
Carefully pull the diaphragm out of the float chamber
cover so that rubber vent seal slides off the diaphragm
shaft.

NOTE
Be careful not to misplace the two small springs
positioned on either side of the plastic vent housing.

21. Unscrewing the three screws attaching the Mixture Control

Valve (MCV) assembly, remove the MCV assembly.

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 CARBURETOR

22. Remove the three screws attaching the choke vacuum

breaker cover, then remove the choke break cover, springs,
diaphragm and linkage assembly.

NOTE
Of the two diaphragm springs, the outer one is longer.

23. Remove the choke bracket.

24. Unscrewing the four screws, remove the choke opener.

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 CARBURETOR

25. Remove the pilot jets and main air jet.

NOTE
When removing the jets, use a screwdriver that is an exact
fit for their slot and work carefully to prevent damage.

26. Carefully lift and swing up the roll-over device weight from
the bottom of the float chamber, then use a magnet to
remove the roll-over steel ball.

NOTE
Remove the float chamber gasket and pour the remaining
fuel contained in the float chamber into a container.

27. Remove the accelerator pump outlet check ball and weight.

NOTE
Invert the chamber to remove the accelerator pump outlet
check ball and weight located at the gasket surface.

28. Separate the float chamber from the throttle body.

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 CARBURETOR

29. Remove the main jets.

NOTE
When removing the main jets, use a screwdriver that is
an exact fit and work carefully to prevent damage.

30. Remove the three screws attaching the enrichment valve

cover to the enrichment housing on the float chamber.
31. Remove the cover, spring and diaphragm.
32. Unscrew the enrichment valve from the housing.

33. Using a screwdriver, loosen the enrichment jet and take out
the spring and ball from the enrichment jet valve.

CAUTION
The valve has many small parts. Do not lose them.

34. Remove the four screws (thread sealant supplied) attaching

the accelerator pump cover to the float chamber.
35. Remove the accelerator pump cover, diaphragm, spring,
pump body and gaskets.

31-123
 CARBURETOR

NOTE
When reinstalling, apply thread sealant to the screws and
be sure the pump body, gasket and cover are properly
positioned.

36. Remove the E-clip and outside washer on the secondary

throttle shaft and slide the diaphragm spring link off the
throttle shaft.
37. Remove the two screws attaching the diaphragm bracket to
throttle body and remove the secondary throttle diaphragm.

38. Using a 10 mm wrench, remove the nut attaching the

accelerator pump lever to the throttle shaft.
With the impact driver, remove two screws attaching the
throttle position sensor to the throttle body.
39. Remove the E-clip holding the throttle position sensor onto
the throttle shaft.

40. For removal of plug, clamp carburetor in a vice and drill a

2mm (5/64 in.) pilot hole in the casting surrounding the idle
mixture adjusting screw (MAS) then redrill the hole to 3mm
(1/8 in.)
41. Insert a blunt punch into the hole and drive out plug.

31-124
REASSEMBLY
Perform reassembly in reverse of disassembly procedure, paying
special attention to the following items:
1. Clean all parts before assembly.
2. Check to be sure that no clogging is in the air passages and
fuel passages.
3. Check for smooth operation of throttle and choke linkage. If
the operation is not smooth, clean them up. Then may be
replaced at this time to ensure proper carburetor perfor-
mance.
4. When replacing a main or a pilot jet, the old jet and the new
jet must be of the same size, because the jet is selected after
exact flow measurement by factory.
5. Do not reuse the O-rings and gasket. Replace them with new
ones at every reassembly.

Service Point of Reassembly

1. Make sure that correct jets are installed at correct positions.
Note the size symbol stamped on each jet for identification.

Identification mark
Main jet
Primary . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . # 83.8
Secondary . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . # 145
Pilot jet
Primary . . . . . . . . . . . . . . . . . . . . . . .. . . . . ... # 46.3
Secondary. . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . # 70

2. Bimetal assembly
1) Fit the bimetal end over the choke valve lever.
 CARBURETOR

2) Install the plate and temporarily tighten the screw.

3) Align the mating marks.

4) Set the rivet as illustrated.

5) While keeping the mating marks aligned, install the

bimetal assembly with a hand riveter or similar tool.
6) Tighten the screw.

7) Install terminal to the connector at correct position.

31-126
 CARBURETOR

INSPECTION
General Description
Check the following and repair or replace parts if necessary.
1. Check the fuel paths (jets) and air paths (jets or orifices) for
clogging. If clogged, wash thoroughly with cleaning solvent
or detergent and blow by compressed air. Do not use metal
wire or other metal pieces.
2. Check the diaphragms for damage and cracks.
3. Check that the needle valve operates lightly. If the valve is
hard to slide or is binding, repair or replace. If there is
overflow, poor valve to seat contact is suspected. Check
thoroughly.
4. Check the fuel inlet filter (located above the needle valve)
for clogging and damage.
5. Check the float operation. Check the float and lever for
deformation and damage and replace if necessary.
6. Check operation of the throttle valve, chock valve and link.
If they do not operate lightly, wash well and apply engine
oil sparingly to their shaft.
7. Check the float chamber cover and main body for damage
and cracks.

Slow Cut Solenoid Valve (SCSV)

1. Apply battery voltage directly to the slow cut solenoid valve
terminals.
2. Check that the valve operates with a click.

3. Using a circuit tester, check that there is no continuity

between the solenoid valve body and terminals.
 CARBURETOR

4. Measure resistance between the terminals.

SCSV coil resistance . . . . . . . . . . 48-60 fl [at 20°C (68°F)]

Feedback Solenoid Valve (FBSV)

1. Apply battery voltage directly to the feedback solenoid valve
terminals.
2. Check that the valve. operates with a click.

3. Check that the jet is free from clogging.

4. Using a circuit tester, check that there is not continuity

between the solenoid valve body and terminals.

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 CARBURETOR

5. Measure resistance between the terminals.

FBSV coil resistance . . . . . . . . . . . 54-66 0 [at 20°C (68°F)]

Bimetal Assembly
Using a circuit tester, measure resistance between the terminal
and body.

Bimetal resistance . . . . . . . . . . . . . Approx. 6 0 [at 20°C (68°F)l

Dash Pot
Check that the dash pot operates normally. Resistance must be
felt when the dash pot is pulled. When the rod is released it
must return quickly to the original position. If no resistance is
felt when it is pulled, the diaphragm or the check valve is broken.
If the rod returns slowly, the check valve is binding. In either
case, replace the dash pot.

Secondary Throttle Chamber (Depression Chamber)

Check the secondary throttle chamber diaphragm for damage.
First, push up fully and closing tightly the nipple with a finger,
release the rod. The diaphragm is intact if the rod does not return
to the initial position while the nipple is held closed with a finger.
If the rod returns, the diaphragm is broken. Replace the
secondary throttle chamber.
 CARBURETOR

Throttle Position Sensor (TPS)

1. Measure resistance between terminals 1 and 2 of the
throttle position sensor.

TPS resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5-6.5 Kn

2. Check the body for crack and damage.

Fast Idle Opening

1. Set the lever on the mark (scribed line) of fast idle cam.

2. Measure the primary valve to throttle bore clearance.

Fast opening (drill diameter)

M/T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.93 mm (0.037 in.)
A / T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.02 mm (0.040 in.)

3. If the clearance is out of specification, adjust using the fast

idle adjusting screw for the standard value.

Adjusting screw Valve opening Fast idle rpm

Clockwise Larger Increases

Counterclockwise Smaller Decreases

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 CARBURETOR

Unloader Opening

1. Lightly press the choke valve with a finger to fully close it.
2. In this state, fully open the throttle valve and measure the
choke valve to choke bore clearance.

Standard value. . . . . . . . . 1.9-2.1 mm (0.075-0.083 in.)

3. If the clearance is out of specification, bend the throttle lever

at illustrated portion to adjust the clearance to the standard
value.

Choke Breaker

CAUTION
Check and adjust with the bimetal assembly removed.

1. Lightly press the choke valve with a finger to fully close it.
2. Push the choke breaker rod toward the diaphragm and
measure the choke valve to choke bore clearance.

Standard value
1st stage . . . . . . 1 . 4 - 1 . 6 m m ( 0 . 0 5 5 - 0 . 0 6 3 i n . )
2nd stage . . . . . . . 2.9-3.1 mm (0.114-0.122 in.)

3. If the clearance is out of specification, adjust by bending the

throttle lever at illustrated portion.

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 CARBURETOR

INSTALLATION
1. Inspect the mating surfaces of carburetor and intake
manifold. Be sure both surfaces are clean and free of nicks,
burrs or other damage.
2. Place a new carburetor gasket on intake manifold surface.
3. Carefully place the carburetor on intake manifold.
4. Install carburetor mounting bolts and tighten alternately, a
little at time, to compress carburetor gasket evenly. The bolts
must be drawn down tightly to prevent vacuum leakage
between the carburetor and intake manifold.
5. Connect the throttle cable, vacuum hoses and fuel hoses.
6. Check carefully for worn of loose vacuum hose connections.
7. Check to be sure the choke valve opens and closes fully
when operated.
8. Check to see that full throttle travel is obtained.
9. Install air cleaner. The air cleaner should be cleaned or
replaced at this time to ensure proper carburetor perfor-
mance.
10. Connect battery cable.

CAUTION
The practice of priming an engine by pouring gasoline into
the carburetor air horn for starting after servicing the fuel
system should be strictly avoided. Cranking the engine and
priming by depressing the accelerator pedal several times
should be adequate.

11. Set carburetor idle speed and mixture adjustment.

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 ENGINE CONTROL (FBC)

ENGINE CONTROL

TORQUE : Nm (kg.cm, lb.ft)

REMOVAL
Accelerator Cable
1. Loosen the accelerator cable adjusting nut.
2. Disconnect the accelerator cable from either the throttle
lever.

3. Disconnect the accelerator cable from the accelerator arm.

 ENGINE CONTROL (FBC)

4. Disconnect the accelerator cable guide from the fire wall,

and then remove the accelerator cable.

Accelerator Pedal
1. Loosen the accelerator cable adjusting nut, and disconnect
the accelerator cable from the accelerator arm and remove
the accelerator pedal.
2. Remove the return spring from the accelerator arm.
3. Remove the cotter pin from the accelerator arm shaft, and
then remove the accelerator arm from the accelerator arm
bracket.

INSPECTION
1. Check the inner and outer cables for damage.
2. Check the cable for smooth movement.
3. Check the accelerator arm for bending.
4. Check the return spring for deterioration.
5. Check for connection of accelerator cable to end fitting.

INSTALLATION
1. Apply the specified multipurpose grease around the each
moving point of the pedal.

Recommended multipurpose grease . . . . . . . . . . . . . . . . . . . . .

Multipurpose grease SAE J310a, NLGI
grade #2 or equivalent

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 ENGINE CONTROL (FBC)

2. To prevent entry of exhaust fumes, apply semi-drying type

sealant to the bolt mounting hole, and then tighten the
accelerator arm bracket.
3. Make sure that the accelerator cable is laid without sharp
bends.
4. Inspect the play of accelerator cable.
5. Install parts and torque to specification.

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