EMISSION CONTROL SYSTEM

TABLE OF CONTENTS

EMISSION CONTROL SYSTEM

EXHAUST GASES ........................................................................................... 1

THE ATMOSPHERE..................................................................................... 1
AIR POLLUTANTS....................................................................................... 1
POLLUTANTS PRODUCED BY AUTOMOBILES......................................... 1

EMISSION STANDARDS ................................................................................. 4

HISTORY ..................................................................................................... 4
U. S. EMISSION STANDARDS .................................................................... 5
EEC EMISSION STANDARDS ..................................................................... 7
JAPANESE EMISSION STANDARDS .......................................................... 8
PRINCIPLE METHODS OF EXHAUST EMISSION ANALYSIS..................... 9

PRINCIPLE OF PRODUCTION OF EXHAUST GASES .................................. 11

THEORETICAL AIR-FUEL RATIO................................................................ 11
CARBON MONOXIDE (CO) GAS ............................................................... 12
HYDROCARBON (HC) GAS ....................................................................... 13
OXIDES OF NITROGEN (NOX) ................................................................... 14
DRIVING CONDITIONS & EXHAUST GASES............................................. 15

EMISSION CONTROL SYSTEMS ................................................................... 18

DESCRIPTION ............................................................................................ 18
POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM ............................. 19
FUEL EVAPORATIVE EMISSION CONTROL (EVAP) SYSTEM.................... 21
THROTTLE POSITIONER (TP) .................................................................... 22
DASH POT (DP) SYSTEM ........................................................................... 23
SPARK CONTROL (SC) SYSTEM ............................................................... 25
AUTOMATIC HOT AIR LNTAKE (HAI) SYSTEM.......................................... 28
HOT IDLE COMPENSATION (HIC) SYSTEM .............................................. 29
CHOKE BREAKER (CB) SYSTEM............................................................... 30
CHOKE OPENER SYSTEM ......................................................................... 31
DECELERATION FUEL CUT-OFF SYSTEM ................................................. 32
HOT ENGINE STARTING COMPENSATION SYSTEM ................................ 34
CATALYTIC CONVERTERS ......................................................................... 35
TABLE OF CONTENTS

EXHAUST GAS RECIRCULATION (EGR) SYSTEM..................................... 38

AIR SUCTION (AS) SYSTEM....................................................................... 44
AIR BYPASS SYSTEM ................................................................................. 45

TROUBLESHOOTING...................................................................................... 46
DESCRIPTION ............................................................................................ 46
TROUBLESHOOTING PROCEDURE.......................................................... 46
DISCOVERING PROBABLE CAUSE OF TROUBLE.................................... 48
ATTACHMENT:
COMPONENT LAYOUT & SCHEMATIC DIAGRAM (HD-C) ................... 52
COMPONENT LAYOUT & SCHEMATIC DIAGRAM (HD-E).................... 53
OUTLINE OF EMISSION CONTROL SYSTEM (4Y)................................ 54

MEASUREMENT OF IDLE CO CONCENTRATION........................................ 55

PREPARATIONS.......................................................................................... 55
MEASURING CO CONCENTRATION ......................................................... 56

INSPECTION .................................................................................................... 58
DASHPOT (THROTTLE POSITIONER)........................................................ 58
CHOKE BREAKER ...................................................................................... 59
TVSV ........................................................................................................... 61
OUTER VENT VALVE................................................................................... 61
BVSV ........................................................................................................... 61
EGR SYSTEM.............................................................................................. 63
EGR VALVE ................................................................................................. 64
EGR VACUUM MODULATOR ..................................................................... 64
AIR SUCTION SYSTEM............................................................................... 65
PCV VALVE.................................................................................................. 65
HOT ENGINE STARTING COMPENSATION SYSTEM ................................ 66

ATTACHMENT
EMISSION CONTROL SYSTEMS
HD-ENGINE (for APPLAUSE)................................................................. 68
1 EXHAUST GASES — The Atmosphere, Air Pollutants, Pollutants Produced by Automobiles

EXHAUST GASES
THE ATMOSPHERE These undesireable substances are called "air
pollutants". As we can see from the illustrations
The earth's atmosphere, which we normally call below, air pollution is not caused by automobiles
"air", is made up mainly of two gases: oxygen (O2) alone: other major causes include stationary
makes up about 21% (by volume) of the atmos- sources such as factories, thermoelectric power
phere; and nitrogen (N2) makes up about 78% of plants, heaters for buildings, and incinerators;
the atmosphere. The remaining 1% is made up of and mobile sources, such as airplanes and ships.
various other gases, including argon (Ar) which
accounts for 0.94% of the remaining 1%; and car- In this Training Manual, we will consider only the
bon dioxide (CO2). air pollutants produced by automobiles.

<REFERENCE>
The amount of a gas, when measured in
terms of volume, can differ considerably from
when it is measured in terms of weight.
For example, above it was stated that oxygen
makes up about 21% of the atmosphere when
measured in terms of volume. In terms of
weight, however, it makes up about 23% of
the atmosphere.

<REFERENCE>
In addition to the various gases mentioned
above, the atmosphere also contains many
solids, such as dust, carbon particles (soot),
etc. However, in this Training Manual, we will
discuss only those substances that are in
gaseous form.

POLLUTANTS PRODUCED BY
AUTOMOBILES
The pollutants produced by automobiles are cre-
AIR POLLUTANTS ated by the burning or evaporation of the automo-
bile's fuel (gasoline or diesel fuel). These can be
In addition to argon and carbon dioxide, there are divided into three main substances: CO, HC, and
also many undesirable substances created by NOX. These gases are unpleasant to breathe, and
man, such as carbon monoxide (CO), hydrocar- are in many cases harmful or even dangerous to
bon gas (HC), oxides of nitrogen (NOX), sulfur human beings, animals, or plants.
dioxide (SO2), etc.
 EXHAUST GASES — Pollutants Produced by Automobiles 2
THE HARMFUL ACTION OF AIR POLLUTANTS
MAJOR SOURCES
POLLUTANT MAJOR HARMFUL ACTIONS REMARKS
IN ATMOSPHERE
• Hinders the exchange of oxygen in the blood and
causes carbon monoxide poisoning. (Atmospheric
CO at concentrations of 30 to 40 PPM*1 numbs or
• Automobiles 93% paralyzes the autonomic nervous system; at 500
CO –
• Power generation, etc. 7% PPM or higher concentrations, it causes shortness
of breath and headaches when body movements
are attempted. At very high concentrations, it can
cause death.)
• Automobiles 57% A cause of
HC • Petroleum refining, use of • Irritates the linings of the respiratory organs. photochemical
solvents, etc. 43% smog*2
• Irritates the eyes, nose, and throat; if the irritation
is severe, it causes coughing, headaches, and
• Automobiles 39% lung damage. The major cause of
• Factories, power generation, • Atmospheric NO2: Gives off an irritating odor at photochemical
NOX
petroleum refining, etc. 61% 3–5 PPM. smog*2
Irritates the eyes and nose at 10–30 PPM.
Causes coughing, headaches and dizziness at
30–50 PPM.
• Automobiles (diesel) 1%
• Irritates respiratory system membranes, and
SO2 • Factories, power generation, –
causes inflammation of the windpipe.
heating systems, etc. 99%

*1 PPM: Abbreviation for parts per million. Used as a unit to indicate concentration or content.
*2 Photochemical Smog:
When HC and NOX build up in the atmosphere and are struck by the sun's rays, a photochemical (light + chemical) reaction
takes place which produces various types of chemical compounds and oxidants (chiefly O3, which has strong oxidation
properties ) and results in the phenomenon known as "smog". Photochemical smog obstructs the range of vision, irritates the
eyes, and is alleged to be carcinogenic and to cause blight in forests.

<REFERENCE> Composition
A "hydrocarbon" is a substance consisting of Type of gas CO HC NOX
atoms of hydrogen (H) and carbon (C) joined Exhaust gas 100% 55% 100%
together into various combinations called
Evaporated fuel – 20% –
"molecules". There are many different types of
hydrocarbons used as fuel, but the type most Blow-by gas – 25% –
commonly used in automobiles is gasoline,
which is a mixture of several different types of
hydrocarbons, the most predominating type in
most mixtures being the one called "octane"
(C8H18).

There are three major sources of the CO, HC, and

NOX produced by an automobile: exhaust gas,
blow-by gas, and evaporated fuel.
3 EXHAUST GASES — Pollutants Produced by Automobiles

1. EXHAUST GAS • Unburnt gas left behind in the combustion

chamber after misfiring when the vehicle is
When gasoline burns, it combines ("reacts") with coasting or when engine braking is taking
the oxygen in the air to form carbon dioxide (CO2) place.
and water (H2O). This oxidation reaction can be • Raw gas created by incomplete combustion
expressed as follows: due to insufficient combustion time or an over-
rich air-fuel mixture.

OXIDES OF NITROGEN (NOX)

NOX is produced by the nitrogen and oxygen in
the air of the air-fuel mixture, which combine if the
temperature inside the combustion chamber rises
above about 1,800°C (3,300°F).
<REFERENCE>
There are several different molecular com-
The above chemical equation assumes that the pounds built up from nitrogen (N2) and oxy-
gasoline is completely burnt, which is rarely the gen (O2), such as NO, NO2, N2O, N2O3, etc.
case in actual practice; noxious by-products such These are all called "oxides of nitrogen" and
as those mentioned below are also produced, are expressed for convenience'sake as "NOX.
though only in small quantities:

2. EVAPORATED FUEL
This is raw bydrocarbon gas (HC) which has
evaporated from the fuel tank and carburetor and
escaped into the atmosphere.

3. BLOW-BY GAS
Blow-by gas refers to the burnt and unburnt
CARBON MONOXIDE (CO) gases that pass between the piston and the cylin-
CO is produced by incomplete combustion of the der wall during the compression and ignition cy-
gasoline, which is in turn caused by a lack of suf- cles and escape into the atmosphere via the
ficient oxygen at the time of combustion. crankcase.
HYDROCARBONS (HC)
HC is raw unburnt gasoline emitted as is from the
automobile. It comes from following sources:
• Raw blow-by gas caused by overlapping of
intake and exhaust valve timing.
• Raw gas remaining near the walls of the cylin-
der after burning, and exhausted during the
exhaust cycle.
 EMISSION STANDARDS — History 4
EMISSION STANDARDS
HISTORY
The CO, HC, and NOX present in automobile ex- Since that time, similar laws have been passed in
haust gas form (along with the gases emitted by Japan, Europe, and various other countries of the
factories and thermal power plants) the largest world; most of these laws have been directly
source of air pollutants. Automobile exhaust modeled either on the U. S. emission control law
gases cause particular problems in this regard in or on that of the EEC (European Economic
urban areas where there are large concentrations Community).
of automobiles.
The first exhaust emission control regulations en-
acted into law were in the state of California (in <NOTE>
the U. S. A.) in 1960. The history of U. S. vehicle
HISTORY OF EXHAUST EMISSION CONTROL
exhaust emission control regulations is given
REGULATIONS AND EMISSION STANDARDS
below.
IN YOUR COUNTRY/REGION
1943: Rapid urbanization of Los Angeles began,
producing photochemical smog. This is consid-
Always make sure to investigate what types of
ered to be the start of the automotive exhaust
regulations have been implemented, and in-
emission pollution problem.
clude this information in your training as nec-
1952: It was pointed out (by A. J. Haagen Smit of
essary.
the University of California) that the main cause
of photochemical smog was action of the sun's
rays on automotive exhaust gases.
1960: Automobile exhaust emission control regu-
lations (for CO and HC) were enacted (in <REFERENCE>
California). In the U. S., in addition to reducing the
1968: Formulation of Federal exhaust emission amount of air pollutants emitted, an on-board
control regulations (for CO, HC) for the U. S. diagnostic system is also required. This OBD
was started. system is required to enable the vehicle's on-
1970: The Clean Air Act, introduced by Senator board computer to monitor the vehicle's emis-
Edmund Muskie, which mandated U. S. federal sion control systems, and to provide a warn-
exhaust emission control regulations, was ing to the driver when any malfunctions have
passed. occurred.
The Muskie Act set extremely strict standard An upgraded version of this, called OBD-II,
levels for exhaust emissions of CO, HC and was scheduled for phase-in beginning with
NOX to be met by all U. S.-made cars by 1975. the 1994 model year, with full compliance by
This act is the basis of the current U. S. emis- the 1996 model year.
sion control standards.
5 EMISSION STANDARDS — U. S. Emission Standards

U. S. EMISSION STANDARDS
The tests used to determine whether or not a par- In addition to the values thus obtained, values for
ticular sample vehicle complies with U. S. emis- evaporated fuel and blow-by gas are also ob-
sion standards are carried out by putting the vehi- tained by other test methods.
cle on a chassis dynamometer, running it in the
so-called LA #4 Mode, and measuring the total STANDARD VALUES
weight of each type of exhaust gas (CO, HC, and (as of 1995 for passenger cars)
NOX) emitted by the automobile. CO HC NOX
It should be noted that these standards apply to
50,000 mile 3.4 0.25 0.4
all gasoline-engine vehicles, regardless of weight
or displacement. 100,000 mile 4.2 0.31 0.6
The LA #4 Mode test is carried out in the following Unit: g/mile
manner: First, the vehicle is "soaked," or left for 12
to 36 hours inside a laboratory with an ambient
temperature that is carefully controlled (kept be-
tween 20°C (68°F) and 30°C (86°F)), then the ve-
hicle's engine is cold-started. The weights, in
g/mile (grams per mile) of CO, HC, and NOX emit-
ted by the vehicle are measured by means of a
constant-volume sampler (CVS) (see page 6)
while the vehicle is run on a chassis dynamome-
ter in the LA #4 Mode pattern.

This mode is designated "LA#4" because it simulates the actual vehicle driving pattern encountered on a
certain stretch of U. S. Highway 4 running through Los Angeles County, California.
 EMISSION STANDARDS — U. S. Emission Standards 6
<REFERENCE>
Constant-Volume Sampler (CVS)
The CVS is one type of system used to mea- volume of the blower (as measured by the
sure the weight of CO, HC, and NOX gases counter):
present in automobile exhaust. It works in the W=C × D × V
following way: where W: weight of gas
All exhaust gases from the exhaust pipe are C: concentration of gas
diluted with air drawn into the mixing chamber D: density of gas
by a Roots blower. The amount of diluted ex- V: discharge volume of blower
haust gases and air drawn in is measured by a The result must then be adjusted to take into
counter and most of the exhaust gas/air mix- account the ambient temperature and pres-
ture is then discharged from the sampler. A sure, and the amounts of CO, HC, and NOX in
small part of this mixture, however, is collected the ambient air collected in Bag 2 before
in Bag 1 and the density of each gas (CO, HC, being mixed with the exhaust gases. (Bag 2
and NOX is measured. acts as a check on the air in Bag 1; the
The weight of each gas is then found by multi- amounts of CO, HC, and NOX in Bag 2 are
plying the concentration of each gas in Bag 1 subtracted from the amounts of CO, HC, and
by the density of the gas and by the discharge NOX in Bag 1.)
7 EMISSION STANDARDS — U. S. Emission Standards

EEC EMISSION STANDARDS

Most European countries use EEC exhaust emis- STANDARD VALUES (as of 1995 and 1996)
sion standards, so called because they were de- For passenger vehicles capable of carrying six or
veloped by the European Economic Community less passengers; gasoline engine;
(EEC). There are five EEC standards, called Type GVW* 2.5 t.
I to Type V. In the Type I test, for example, the ve-
hicle is run on a chassis dynamometer in the pat- CO HC+NOX
tern shown below, and the weights of CO, HC, (g/km) (g/km)
and NOX emitted by the vehicle are measured. 1995 2.72 0.97
This test, like the U. S. test, is begun from a cold 1996 2.2 0.5
start after the car has been soaked (for at least 6
*GVW: Gross Vehicle Weight
hours) at 20° to 30°C (68°F to 86°F). During the
test, the weight of CO and the total combined
weight of HC and NOX are measured while the ve-
hicle is run through one complete test mode, in-
cluding idling, acceleration, steady running, and
deceleration.
A new test mode has been used on new vehicles
starting in July 1992, which adds a highway dri-
ving at a maximum speed of 120 km/h (75 mph)
to urban driving mode shown below.
 EMISSION STANDARDS — U. S. Emission Standards 8
JAPANESE EMISSION STANDARDS
In Japan, the following 10-mode and 11-mode cycles are both used.

10-MODE CYCLE MEASUREMENT 11-MODE CYCLE MEASUREMENT

The 10-mode cycle consists of ten different This method is similar to the 10-mode cycle
modes of driving, including acceleration, con- method but it similates the driving conditions of a
stant-speed cruising, deceleration and idling, vehicle traveling from a suburban to an urban
which simulate average driving conditions in area; the speeds are relatively higher than in the
Tokyo. This method is also called the "hot-start 10-mode test. This method is also called the
method". The vehicle is warmed up on a chassis "cold-start method".
dynamometer for 15 minutes at a speed of 40
km/h (24.9 mph). Then, the vehicle is driven for The vehicle is soaked for six hours at a tempera-
six cycles, each consisting of the ten test modes ture ranging from 20°C to 30°C (68°F to 86°F).
shown below. The amount of exhaust gas from Measurement starts as soon as the engine is
the second to sixth cycles is collected and mea- turned on. The vehicle is driven for four cycles,
sured as in the CVS method. each cycle consisting of 11 test modes as shown
A 10·15-mode has been used on new vehicles below. The exhaust gas is collected from the time
starting in November 1991, which adds a driving the engine is started to the end of the test, and is
mode at a maximum speed of 70 km/h (43.8 mph) measured as in the CVS method.
to the 10-mode shown below.

STANDARD VALUES (as of 1995)

10·15-mode 11-mode
Passenger vehicles capable
of carrying 10 of fewer CO HC NOX CO HC NOX
passengers. g/km g/km g/km g/km g/km g/km
(gasoline engine vehicle)
2.10 0.25 0.25 60 7.0 4.4
9 EMISSION STANDARDS — Principle Methods of Exhaust Emission Analysis

PRINCIPLE METHODS OF EXHAUST GAS ANALYSIS

Exhaust emission control values for automobiles This causes a difference in the strength of the in-
are expressed in g/km or g/mile. frared rays propagating through each cell. When
To obtain these values, the volume of exhaust gas the infrared rays in each cell are intermittently
is measured (a representative method used is the blocked by a revolving "chopper", the energy of
CVS method, shown on page 6) and when the the infrared rays being absorbed by the sensor is
concentration (density) of the gas has been de- converted into a pressure and causes vibration of
termined, chemical formulas can be used to cal- the thin diaphragm of a capacitor microphone
culate standard values. The principle behind one that is built into the sensor. This vibration is con-
type of measurement of gas concentration is de- verted into an alternating current signal and sent
scribed below. to the recorder of the analyzer.

1. MEASURING CO AND CO2

CONCENTRATIONS
NDIR (non-dispersive infrared) light is used in this
method.
The principle used in this measurement method is
that when infrared light is shone through a mixture
of CO, CO2, NOX and other gases, infrared light of
specific wavelengths is absorbed by each gas.
The degree of absorption of these wavelengths is
proportional to the concentration of the CO, CO2,
NOX and other gases.
CONSTRUCTION & OPERATION
Infrared rays from a light source pass through a
measuring cell and a comparator cell. When the
concentration of the gas being measured
changes in the measuring cell, a portion of the in-
frared rays is absorbed and the energy of the
rays that reach the sensor changes accordingly.
Since the comparator cell contains a gas that
does not absorb infrared rays, it sends a constant
amount of energy to the sensor at all times.
 EMISSION STANDARDS — Principle Methods of Exhaust Emission Analysis 10
2. MEASURING HC CONCENTRATION 3. MEASUREMENT OF NOX
An FID (flame ionization detector) is used for this CONCENTRATION
measurement. In this measurement, a NDIR or CLD (chemi-lumi-
The principle behind this is that if minute quanti- nescence detector) is used. Here we will de-
ties of hydrocarbons are present in a hydrogen scribe the principle used by the CLD. When NO
flame, the high temperature of the flame will comes in contact with O3 (ozone), a chemical re-
cause the hydrocarbons to separate, generating action takes place. Also, light of a particular
ions*. These ions are generated in proportion to wavelength is emitted. The amount of light emit-
the concentration of hydrocarbons. ted is proportional to the NO concentration.
*Atoms with too many or too few electrons. Furthermore, at high temperatures, NOX is re-
solved into NO, resulting in the same chemical re-
CONSTRUCTION & OPERATION
action as above. The amount of light generated at
A sample gas and a fuel gas are mixed at part A this time is measured.
of the nozzle. The mixture is then mixed with air in
the combustion chamber. A negative high voltage CONSTRUCTION & OPERATION
is applied to the nozzle and a positive high volt- NO and O3 are supplied to a reaction tube and a
age is applied to the collector. The sensor detects chemical reaction is created. The light generated
the size of the current (ion current) that flows be- at this time then passes through a filter and is de-
tween the two electrodes (the nozzle and the col- tected by a photo multiplier (PM) where it is am-
lector) by counting the change in the number of plified and measured to determine the concentra-
ions being generated in the hydrogen flame. The tion of NO in the exhaust gas.
HC concentration is calculated accordingly and
the result is sent to the recorder.
11 PRINCIPLE OF PRODUCTION OF EXHAUST GASES — Theoretical Air-Fuel Ratio

PRINCIPLE OF PRODUCTION OF EXHAUST GASES

THEORETICAL AIR-FUEL RATIO
The theoretical air-fuel ratio is the ratio of the The theoretical air-fuel ratio plays a vital role in our
weight of the air in the air-fuel mixture to the understanding of how the air-fuel mixture burns.
weight of the fuel. If the air-fuel ratio of a particular mixture is lower
As was mentioned previously, gasoline is a mix- than the theoretical air-fuel ratio for gasoline (for
ture of several types of hydrocarbons, the most example, if it is 10:1), the mixture will be too rich
predominating of which is octane (C8H18). and there will be insufficient oxygen in the mixture
If a given amount of octane is completely burnt, it for combustion of all of the fuel to take place.
will combine with the oxygen in the air, in the pro-
portions shown to the left of the arrow in the
chemical equation given below, to give off energy,
The end products of this reaction are (besides en-
ergy) CO2 gas and water, in the proportions
shown to the right of the arrow.

2C8H18 + 2502 → 16CO2 + 18H2O

In order for the above results to be obtained when
1 gram (g) of octane is completely burnt, 15 g of
air are necessary.
The "theoretical air-fuel ratio" is thus the ratio of air
to fuel containing just exactly enough oxygen to
allow the fuel to be completely burnt. In the case
of pure octane, this ratio is 15 to 1 (written 15:1),
or 15 parts air to 1 part fuel. However, the gaso-
line used in most automobiles is not pure octane
but a mixture of octane and other hydrocarbons. If, on the other hand, the air-fuel ratio is higher
For this reason, the theoretical air-fuel ratio for than the theoretical air-fuel ratio for gasoline (e.
gasoline is usually a bit lower than 15; namely, g., 20:1), the mixture will be too lean and there will
from about 14.4 to 15.0 (usually, if the second be too much oxygen for complete combustion to
term of a ratio is 1, it is not expressed; thus, "a take place.
ratio of 15" is understood to mean "a ratio of
15:1").
 PRINCIPLE OF PRODUCTION OF EXHAUST GASES — Carbon Monoxide (CO) Gas 12
CARBON MONOXIDE (CO) GAS
CO gas is produced by the incomplete combus-
tion of fuel due to an insufficient supply of oxygen
to the combustion chamber (i. e., by an over-rich
mixture).
Theoretically, CO should not be produced if there
is more oxygen than that required by the theoreti-
cal air-fuel ratio (i. e., if the mixture is over-lean),
but in actuality, CO is produced in this case too.
There are three reasons for this:
1. CO is converted into CO2 by further oxidation
(2CO + O2 → 2CO2) but this reaction is com-
paratively slow and cannot convert all of the
remaining CO into CO2. For this reason, CO is
produced even when the air-fuel mixture is too
lean.
2. Uneven combustion of the air-fuel mixture oc-
curs due to the inherently uneven distribution The concentration (volumetric ratio) of CO in the
of fuel in the combustion chamber. exhaust is generally determined by the air-fuel
3. The temperatures around the cylinder walls ratio, and will, in principle, vary with changes in
are low, leading to "quenching", meaning that the air-fuel ratio. This is shown in the graph below,
the temperature is too low for combustion to which shows how the concentration of CO in the
occur, so the flame cannot reach these areas exhaust gases of an actual gasoline engine falls
of the cylinder. as the air-fuel ratio goes up (i. e., as the mixture
becomes leaner). This graph makes it clear that
<REFERENCE> the best way to lower the concentration of CO in
the exhaust is to encourage complete combustion
Quenching Zones
by making the air-fuel ratio as high (lean) as is
The flame, after being ignited by the spark
practicable.
plug, spreads outward ("propagates") through
the combustion chamber until it approaches
the walls of the cylinder, the lower surface of
the cylinder head, the lower surface of each
valve, and the upper surface of the piston.
The temperature of the flame suddenly drops
so low in these areas or zones that the flame
goes out or is "quenched" due to heat disper-
sion before it can reach the wall, etc. These
areas are therefore called "quenching zones".
The fuel left unburnt in these quenching
zones is then exhausted from the cylinder as
is when the piston rises during its exhaust
cycle.
13 PRINCIPLE OF PRODUCTION OF EXHAUST GASES — Hydrocarbon (HC) Gas

HYDROCARBON (HC) GAS

When gasoline vapor is heated to high tempera- This in turn results in low compression but a com-
tures, it oxidizes very quickly, but incomplete paratively rich mixture. Low compression and in-
combustion and even some non-combustion re- sufficient oxygen cause misfiring, which leads to
sult, and the unburned gasoline leaves the com- incomplete combustion of fuel, resulting in raw
bustion chamber and goes into the atmosphere in HC gas in the exhaust.
the form of raw HC gas.
As with CO, if the gasoline were completely burnt
3. VALVE OVERLAPPING
in the combustion chamber, HC gas would not be
emitted as exhaust, but in actuality, HC is often During the short time that both the intake and ex-
produced in this case too. The reason for this is haust valves are open, come of the HC gets
explained below: sucked out of the combustion chamber through
the exhaust valve before it has a chance to burn.
This might be called "overlap blow-by."
1. INCORRECT AIR-FUEL RATIO
Up to a certain point, the amount of HC gas in the
exhaust increases as the air-fuel mixture gets
richer. This is caused by incomplete combustion
due to insufficient oxygen. If the mixture is made
too lean, however, the concentration of HC will
begin going up again instead of down, as shown
in the graph below. This is because the lack of
fuel will cause slow flame propagation, with the
result that the fuel will be exhausted from the
combustion chamber before it can be completely
burnt, and misfiring will occur.

2. LOW COMPRESSION 4. QUENCHING

During coasting or deceleration, the throttle valve The temperature of the flame drops suddenly in
is completely closed. This results in almost no air the so-called "quenching zones" (see page 12),
being drawn into the cylinders, though some fuel preventing the air-fuel mixture in these areas from
is, of course, drawn in via the slow circuit. igniting. The unburnt or partially burnt fuel from
these "quenching zones" is then exhausted from
the cylinder when the piston begins moving up-
ward during its exhaust stroke.
 PRINCIPLE OF PRODUCTION OF EXHAUST GASES — Oxides of Nitrogen (NOX) 14
OXIDES OF NITROGEN (NOX)
95% of the NOX (see Referance page 3) found in 1. AIR-FUEL RATIO & COMBUSTION
exhaust gas is nitric oxide (NO), which is formed
CHAMBER TEMPERATURE
in the combustion chamber in accordance with
the following equation: The greatest concentration of NOX is produced at
an air-fuel ratio of around 16:1. As the actual ratio
N2 + O2 → 2NO either rises above or falls below this, the concen-
↑ tration of NOX suddenly drops off.
HEAT The reason that the concentration of NOX falls off
on the over-rich side of 16:1 is that the concentra-
This nitric oxide then further combines with the tion of oxygen is low; the reason that it falls off on
oxygen in the atmosphere to form nitrogen diox- the lean side is that combustion is slow, prevent-
ide (NO2): ing the temperature of the flame in the combus-
tion chamber from rising to its maximum level.
2NO + O2 → 2NO2
↑
HEAT

Note, however, that since molecular nitrogen (N2),

which makes up about 80% of our atmosphere, is
stable under normal conditions, both a high tem-
perature (above about 1800°C or 3300°F) and a
high concentration of oxygen are needed to get
the nitrogen to react with the oxygen in the first
place to form NO. It thus happens that NOX is
formed during complete combustion rather
than during incomplete combustion as in the
cases of CO and HC, because it is only then that
the temperature is high enough to support the
chemical reaction in which NO is formed.
If the temperature does not rise above 1800°C
(3300°F), then N2 and O2 will be exhausted as is
from the exhaust system without combining to
form NO.
This means that the factors having the greatest
effect upon the concentration of NOX formed dur-
ing combustion are (1) the maximum temperature
attained in the combustion chamber, and (2) the
air-fuel ratio.
The best way to reduce the amount of exhaust
NOX is, therefore, either to prevent the tempera-
ture inside the combustion chamber from reach-
ing 1800°C (3300°F), or to shorten the time during
which high temperatures are reached. Another
possibility is to lower the concentration of oxygen.
15 PRINCIPLE OF PRODUCTION OF EXHAUST GASES — Driving Conditions & Exhaust Gases
2. IGNITION TIMING DRIVING CONDITIONS &
There is also a strong connection between igni- EXHAUST GASES
tion timing and the production of NOX. This is be-
cause advancing or retarding the ignition timing Relationship Between Air-Fuel Ratio and Produc-
changes the maximum temperature reached in tion of Exhaust Gases
the combustion chamber. The graph below sums up the relationship be-
The graph below shows changes in the air-fuel tween the air-fuel ratio and the production of ex-
ratio when the ignition timing is set to 0° (TDC); haust gases; it is assumed for the purposes of
and to 10°, 20°, 30°, and 40° BTDC. this graph that the engine speed and load are
The NOX concentration near the theoretical air- constant. As can be seen from this graph, con-
fuel ratio becomes markedly higher due to the centrations of CO and HC fall off while that of NOX
high combustion temperature as the ignition tim- rises where the air-fuel mixture is a bit leaner than
ing is advanced. (For example, when the ignition the theoretical air-fuel ratio.
timing is 10° BTDC, it is 700 PPM, but when it is On the other hand, where the mixture is richer
advanced to 30° BTDC, it becomes about 2,700 than the theoretical air-fuel ratio, NOX decreases
PPM). while CO and HC both increase.
It is therefore clear that, in gasoline engines that
emit these types of exhaust gases due to the em-
ployment of this air-fuel ratio, it is very difficult to
find a way to reduce all three of these pollutants
at the same time.

Under various driving conditions, the concentra-

tion of the various components of exhaust gases
are related to the air-fuel ratio as shown in the
above graph. The following explanation of the
various driving conditions and exhaust pollutants
is based on this graph.
 PRINCIPLE OF PRODUCTION OF EXHAUST GASES — Driving Conditions & Exhaust Gases 16
1. WARM-UP 3. STEADY RUNNING
"Warm-up" is the period between the time the en- Since the low-speed air-fuel ratios are different
gine is cold-started and the time the coolant from the high-speed ratios, the concentrations of
warms up to its normal operating temperature of exhaust pollutants also differ depending upon
70° to 80°C (158° to 176°F). Because the engine speed:
(intake manifold) has not yet warmed up enough,
the gasoline cannot vaporize sufficiently, so the LOW & MEDIUM SPEEDS (Under 100 km/h or
air-fuel mixture is overly-rich (about 5:1) while the 62 mph)
engine is warming up, and a great deal of CO At low and medium speeds, the air-fuel ratio is a
and HC are produced. bit leaner than the theoretical air-fuel ratio for
gasoline. Each engine is different, but in the most
commonly-used types of engines at present, this
is around 16 to 18:1; due to the leanness of the
mixture at this ratio, the temperature in the com-
bustion chamber goes up, creating more NOX.

2. IDLING
During idling, the temperature inside the combus-
tion chamber falls, so the gasoline is not suffi-
ciently vaporized. This would cause combustion
to become unstable if the carburetor were not de-
signed to prevent this by supplying more fuel in HIGH SPEEDS (Over 100 km/h or 62 mph)
order to make the mixture richer. Normally, in such When the vehicle reaches speeds of over 100
cases, this extra supply of fuel causes the air-fuel km/h (62 mph), the engine is running at a high
ratio to become richer (about 11:1). The concen- output and the air-fuel ratio is therefore rich, being
trations of CO and HC therefore increase due to in the area of 13 to 14:1.
incomplete combustion, while the concentration CO and HC concentrations rise as shown in the
of NOX decreases to almost zero due to the fall in graph on the previous page, but NOX does not fall
combustion temperature. due to an increase in the combustion temperature
even with a rich mixture.
17 PRINCIPLE OF PRODUCTION OF EXHAUST GASES — Driving Conditions & Exhaust Gases
4. ACCELERATING 6. HEAVY LOAD
When the accelerator pedal is depressed, the When the vehicle is climbing a steep hill, a heavy
throttle valve opens wide, increasing the amount load is put on the engine. The throttle valve is fully
of air sucked into the intake manifold. The amount open and the air-fuel mixture is at its maximum
of fuel supplied also naturally increases, so the richness, i. e., between 11 to 13:1. CO and HC
air-fuel mixture becomes richer (8:1) and the con- concentrations are therefore high, and NOX is
centrations of CO and HC increase. Furthermore, also created due to the rise in temperature in the
as the engine speed rises, the speed of combus- combustion chamber.
tion also increases, causing the combustion tem-
perature, and therefore the concentration of NOX,
to rise.

5. DECELERATING
During engine braking, the throttle valve is com-
pletely closed but the engine speed is high and
the vacuum in the combustion chamber and in-
take manifold is consequently strong. This vacu-
um lowers the speed of the flame propagation,
which causes the flame to go out before it has
propagated throughout the combustion chamber.
This creates unburned HC gas, which is exhaust-
ed into the atmosphere. In addition, the strong
vacuum causes the fuel adhering to the manifold
walls to evaporate extremely rapidly, giving rise to
an over-rich fuel mixture. This increases the con-
centrations of CO and HC, but since it also lowers
the combustion temperature, it lowers the con-
centration of NOX to almost zero.
 EMISSION CONTROL SYSTEMS — Description 18
EMISSION CONTROL SYSTEMS
DESCRIPTION
Emission control systems include the devices Therefore, the systems installed differ depending
shown in the table below. on the engine type and the country of destination.
Not every vehicle is equipped with every one of Even for the same engine type, if the vehicles on
these devices; each model uses a varying combi- which the engine is mounted differ in their gross
nation of them in order to achieve the optimal vehicle weight (GVW), the systems can differ. For
conditions needed to satisfy the exhaust emission these and other reasons, combinations of these
control regulations in each country. various systems are used depending on the en-
gine.

EMISSION CONTROL SYSTEMS

Gas for Which Type of Engine with
Abbre- Emission Control Device is Effective Main Operating Which System is Used
No. viation System Name Condition
HC CO NOX w/Carburator w/EFI
1 PCV Positive Crankcase Ventilation Engine running
2 EVAP Fuel Evaporative Emission Control Engine stopped
3 TP Throttle Positioner Deceleration
4 SC Spark Control Idling
5 EGR Exhaust Gas Recirculation Warm, engine running
6 AS Air Suction Idling
7 AI Air lnjection Engine running
8 – Carburetor Feedback Engine running
Catalytic Converters
OC Oxidation Catalyst Warm, engine running
9
TWC Three-way Catalyst Warm, engine running
Three-way Catalyst & Oxidation Warm, engine running
TWC-OC Catalyst

10 HAC High Altitude Compensation High elevations, engine

running
11 HAI Automatic Hot Air Intake Cold, engine running
Hot Idle Compensation Warm, engine stopped
12 HIC Hot Idle Compensation on Air Warm, engine running
Cleaner
13 CB Choke Breaker Cold, engine cranking
14 – Choke Opener While engine is warming up
Generally improves Sudden acceleration,
15 AAP Auxiliary Acceleration Pump driveability engine cold
16 DP Dash Pot Deceleration *
17 – Deceleration Fuel Cut-off Deceleration
18 MC Mixture Control Deceleration
19 CMH Cold Mixture Heater Cold, engine running
20 – Hot Engine Starting Compensation Warm, engine stopped
* Not part of emission system; used to improve driveability
19 EMISSION CONTROL SYSTEMS — Positive Crankcase Ventilation (PCV) System

POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM

1. NECESSITY
From 70 to 80% of the blow-by gases present in The amount of blow-by gas produced is generally
the crankcase is unburned gas (i. e., HC), while affected more by the manifold vacuum (i. e., by
the by-products of combustion (i. e., water vapor the load on the engine) than by the engine speed.
and different types of gasified acids) make up the For this reason, if the cylinder head cover and the
remaining 20 to 30%. All of these can break down intake manifold were simply to be connected by a
the engine oil, creating sludge, or cause corro- tube, it would not be a very effective remedy for
sion and rusting of the crankcase. To prevent this, the problem, since the manifold vacuum is
vehicles built up until recently were equipped with strongest at light loads, when the amount of blow-
an air tube leading from the crankcase to allow by is small, and weakest at heavy loads, when the
these gases to escape into the atmosphere. amount of blow-by is great. This means that the
However, since this is not permitted under many manifold would be least able to draw in blow-by
recently-enacted clean air laws, these blow-by gas when the amount of blow-by was the great-
gases must be returned to the combustion cham- est, and vice versa. For this reason, a PCV valve
ber for reburning. is installed between the crankcase (cylinder head
cover) and intake manifold for changing, in accor-
dance with the manifold vacuum, the amount of
blow-by gas admitted for recombustion.

[HC-C]
When the throttle valve opening degree is small, first the oil in the blow-by gas is separated by the oil sepa-
rator provided at the cylinder head cover. Then, the blow-by gases flow from the carburetor heat insulator
section to the intake manifold. Thus, the gases are sucked into the cylinder and burned there again.
At this time, fresh air flows from the upstream of the throttle valve into the cylinder head cover. The air flow
rate is restricted by a jet located at the cylinder head cover, thus stabilizing the engine idling.
When the throttle valve opening degree is great and/or a large amount of blow-by gases are generated, the
blow-by gases flow through both the upstream and the downstream of the throttle valve and are sucked
into the combustion chamber.
 EMISSION CONTROL SYSTEMS — Positive Crankcase Ventilation (PCV) System 20
2. PCV VALVE OPERATION
The PCV valve operates as shown below in ac- ACCELERATION OR HIGH LOAD
cordance with the engine's condition. The PCV valve opens completely and the vacuum
passage is fully open.
ENGINE STOPPED OR BACKFIRING
The valve is closed due to its own weight and the
weight of the spring.

As can be seen by the graph below, the amount

of blow-by gas admitted by the valve is small at
full loads, even though the amount of this gas that
IDLING OR DECELERATING is actually produced is great. Therefore, when the
production of blow-by gas outruns the ability of
The vacuum is strong, so the valve moves upward the PCV valve to draw in this gas, blow-by gas is
(opens). However, since the vacuum passage is also drawn in from the air cleaner via the tube
still narrow, the volume of blow-by gas is low. connecting the air cleaner with the cylinder head
cover.

NORMAL OPERATION
The vacuum is normal, so the vacuum passage is
open wide.
21 EMISSION CONTROL SYSTEMS — Fuel Evaporative Emission Control (EVAP) System

FUEL EVAPORATIVE EMISSION CONTROL (EVAP) SYSTEM

1. NECESSITY 2. OPERATION
In this system, a charcoal canister is used to ab- This system adds a method to counter the prob-
sorb the gasoline (HC) that has evaporated from lem of evaporation from the carburetor float
the fuel tank and carburetor float chamber, in chamber to the principle system. In this system,
order to prevent it from escaping into the atmos- the outlet vent control valve serves the role of a
phere. vent tube for the float chamber.

IG Outer Vent Canister Check Valve Check Valve in

Condition Evaporated Fuel (HC)
SW Control Valve (1) (2) (3) Fuel Filler Cap

HC from tank and float

Off Open – – – – –
chamber is sent to canister.

Idling and HC from tank is sent to

Closed – – –
low speeds canister.
On Closed
Medium and HC from canister is drawn
Open – – –
high speeds into intake manifold.

HC from tank is sent to

High pressure in tank – – Open Closed Closed
canister.

High vacuum in tank – – Closed Open Open (Air is drawn into tank.)
 EMISSION CONTROL SYSTEMS — Throttle Positioner (TP) System 22
THROTTLE POSITIONER (TP) SYSTEM
1. NECESSITY
When the vehicle decelerates, the throttle valve
closes completely, causing the vacuum in the in-
take manifold to suddenly increase. Some of the
gasoline adhering to the walls of the manifold
therefore evaporates, causing the air-fuel mixture
to become too rich. At the same time, since the
compression falls during deceleration, combus-
tion becomes unstable (incomplete combustion,
misfiring) and the amount of HC and CO pro-
duced increases greatly.
To prevent this, the throttle positioner opens the
throttle valve slightly more than at idle when de- OPERATION OF THROTTLE POSITIONER (1)
celerating. This causes the air-fuel mixture to burn
completely. 2) During deceleration, a lever linked to the throt-
tle valve strikes the adjusting screw, prevent-
ing the throttle valve from closing completely.
Then, vacuum from the TP port acts on the di-
aphragm via a jet, allowing the throttle valve to
gradually close.

2. OPERATION
1) During normal driving, there is no vacuum at
the TP port, so the spring inside the TP push-
es the diaphragm to the left, moving the TP
adjusting screw towards the left. OPERATION OF THROTTLE POSITIONER (2)

Condition TP Port Vacuum TP Diaphragm Throttle Valve

Pulled by intake
Idling Intake manifold vacuum Idling position
manifold vacuum

Nearly atmospheric Pushed out by

Cruising pressure High-speed position
diaphragm spring

Pulled by intake Opens slightly, then closes slowly to

Deceleration Intake manifold vacuum
manifold vacuum* the idling position*

* This action is delayed by the VTV.

23 EMISSION CONTROL SYSTEMS — Dash Pot (DP) System

DASH POT (DP) SYSTEM

1. NECESSITY
When the vehicle decelerates, the throttle valve
completely closes, causing the vacuum in the in-
take manifold to suddenly increase. Some of the
gasoline adhering to the walls of the manifold
therefore evaporates, causing the air-fuel mixture
to become too rich. At the same time, since the
compression falls during deceleration, combus-
tion becomes unstable (incomplete combustion,
misfiring) and the amount of HC and CO pro-
duced increases greatly.
To prevent this, the dash pot is used to keep the
throttle valve from closing too suddenly.
This helps the air-fuel mixture to burn completely.
DECELERATION
During deceleration, intake manifold vacuum is
applied to the DP diaphragm via the VTV. This
causes the throttle valve to gradually close.

2. OPERATION
CRUISING
During cruising, the DP diaphragm is pushed to
the right by the spring located inside the DP.

Engine Operation TP Port DP Diaphragm Throttle Valve

Pulled by intake
Idling Intake manifold vacuum At idling position
manifold vacuum

Nearly atmospheric Pushed out by

Cruising pressure Medium or high-speed position
diaphragm spring

Pulled by intake Opens slightly, then slowly closed to

Deceleration Intake manifold vacuum
manifold vacuum* idling position*

* This action is delayed by the VTV.

 EMISSION CONTROL SYSTEMS — Dash Pot (DP) System 24
<REFERENCE>
Another type of DP system for EFI engine
The porpose of this system is to improve drivability.
25 EMISSION CONTROL SYSTEMS — Spark Control (SC) System

SPARK CONTROL (SC) SYSTEM

1. NECESSITY q During idling
Since the throttle valve is fully closed, vacuum is
Retarding the ignition timing lowers the amount of
applied to only the sub-advance port and the
NOX produced by the lowering of the maximum
subdiaphragm is pulled (advanced 5°) to improve
temperature attained during the combustion
engine idling performance.
process. However, retarding the ignition timing
also causes the temperature of the exhaust gas to
rise, which encourages reburning of these gases
in the exhaust manifold during the power cycle
and during and after the exhaust cycle. This re-
duces the amount of HC in the exhaust gas.
However, it also lowers the engine's output and
increase fuel consumption at the same time.
Therefore, in the SC system, there are several dif-
ferent systems, including arrangement 1, a spark
advance delay mechanism, which uses manifold
vacuum to slow down the advance of the ignition
timing in order to reduce the amount of HC and
NOX in the exhaust; and arrangement 2, an idle w During cruising (low vehicle speed)
spark advance mechanism, which advances the When the throttle valve is opened, the vacuum
timing during idling in order to reduce fuel con- applied to the sub-advance port is cut off, so the
sumption and improve engine idling performance. spring causes the sub-diaphragm to return, end-
Either one of these SC arrangements, or both, ing the advance. Furthermore, vacuum is applied
may be used with a particular engine depending to the main advance port side, but since this is
upon the characteristics of that engine. not ordinarily a strong vacuum, there is no ad-
vance.
2. OPERATION e Vacuum at main advance port strong (high
ARRANGEMENT 1 vehicle speed)
This arrangement uses a VTV (vacuum transmit- Since the VTV closes as the vacuum at the main
ting valve) to slow the operation of the vacuum advance port becomes stronger, the strength of
advancer. It operates as follows: the vacuum from the main advance port gradually
pulls the main diaphragm. This slows down the
operation of the vacuum advancer.
 EMISSION CONTROL SYSTEMS — Spark Control (SC) System 26
<REFERENCE> <REFERENCE>
Gas Filter BVSV (Bi-metal Vacuum Switching Valve)
A gas filter is provided at the point where vac- This is a vacuum switching valve that is oper-
uum is taken from the intake manifold. This fil- ated by a bi-metal plate, which moves in ac-
ter prevents carbon particles, gasoline, etc., cordance with the ambient temperature,
from entering the various control mechanisms opening up or closing off vacuum passages.
of the emission control system.

<REFERENCE>
Check Valve
The check valve permits the flow of gas in
only one direction as shown in the following
figure.
27 EMISSION CONTROL SYSTEMS — Spark Control (SC) System

<REFERENCE>
TVSV (Thermostatic Vacuum Switching Valve)
The TVSV is a device that switches vacuum 2. As the temperature rises, the thermowax ex-
from one circuit to another in accordance with pands, pushing the piston up. This allows
coolant temperature. It operates as follows: vacuum to be applied to ports L and N (see
1. When the coolant temperature is low, the Fig. 2).
thermowax shrinks, allowing the spring to 3. As the temperature rises further, the piston
push the piston down all the way via the rod is pushed up even higher. Vacuum ceases
(see Fig. 1). Vacuum is therefore applied to to be applied to port N, and is applied to
port K while air is applied to port J. For this ports L and M instead (see Fig. 3).
reason, vacuum is also applied to port N at
this time, while air is applied to the remain-
ing two ports, M and L.

<REFERENCE>
VTV (Vacuum Transmitting Valve)
The VTV is a device for controlling the effective The purpose of this is to dalay application of
strength of the vacuum that acts on the vacu- the vacuum. The amount of time that this is de-
um advancer or other systems by means of a layed can be changed by changing the diam-
vacuum. It is often used in emission control eter of the orifice: the smaller the orifice, the
systems. longer the delay, and vice versa.
Since the check valve is made of rubber, air
can easily pass from A to B, which means
that if a vacuum is applied to B, it can easily
be transmitted to A. However, since air cannot
pass through the valve in the opposite direc-
tion (from B to A), but can only pass through
the orifice, vacuum is transmitted very slowly
from A to B. A pressure differential is there-
fore set up between A and B, so if vacuum is
applied to A, it takes some time for the pres-
sures to equalize.
 EMISSION CONTROL SYSTEMS — Automatic Hot Air lntake (HAI) System 28
AUTOMATIC HOT AIR INTAKE (HAI) SYSTEM
1. NECESSITY 2. OPERATION
When the temperature of the ambient air is low, COLD
gasoline does not vaporize well, so the air with
which it is to be mixed must first be heated. Fur-
thermore, while the manifold and other parts of
the engine are still cold, gasoline has a tendency
to adhere to the walls of the manifold, etc., caus-
ing the air-fuel mixture to become too lean. To
prevent this, the manifold must be heated until the
engine has warmed up sufficiently.
In the automatic hot air intake (HAI) system, the
temperature of the intake air is sensed by the ITC
(Intake air Temperature Compensating) valve,
which automatically admits either cool outside air
or air heated by the exhaust, depending upon the
temperature of the intake air. This is done to keep
the intake air at the optimum temperature at all
times in order to: insure that the fuel is sufficiently
vaporized when the engine is cold; shorten the HOT
time needed for the engine to warm up; and im-
prove idling stability. All three of these help to re-
duce the amounts of CO and HC in the exhaust.

Temperature in Air Cleaner ITC Valve Air Control Valve Intake Air

Atmospheric port Hot air passage

Cool (below 26°C [79°F])* Hot
closed open

Atmospheric port Cool air passage

Hot (above 34°C [93°F])* Cool
open open

* This depends on the vehicle model.

29 EMISSION CONTROL SYSTEMS — Hot Idle Compensation (HIC) System

HOT IDLE COMPENSATION (HIC) SYSTEM

1. NECESSITY OPERATION
If the vehicle is running at a low speed when the A bimetal element is used to open and close the
ambient temperature is high, the temperature in HIC valve. It senses the temperature of the at-
the engine compartment will rise, causing the mospheric air, opening the valve if the tempera-
gasoline inside the carburetor to boil, giving off ture is cold and closing it if the temperature is hot.
vapor. If this vapor is discharged from the main
nozzle and enters the intake manifold, the air-fuel
mixture will become over-rich, causing the engine
to stall or idle roughly.
The hot idle compensation (HIC) system is pro-
vided to overcome this problem, and to reduce
the amount of CO and HC in the exhaust.

There are two types of HIC system, which work to-

gether to control the air entering the intake mani-
fold in order to maintain the proper air-fuel mixture
during high-temperature idling.

2 HOT IDLE COMPENSATION (HIC)

SYSTEM ON CARBURETOR
In this system, the HIC valve is mounted on the
carburetor.

Intake Air Temp. Thermo Valve HIC System

Cool (below 55°C [131°F])* Closed Off
Hot (above 75°C [167°F])* Open On (air volume is controlled by HIC valve)
* This depends on the vehicle model.
 EMISSION CONTROL SYSTEMS — Choke Breaker (CB) System 30
CHOKE BREAKER (CB) SYSTEM
1. NECESSITY
After the engine has started, the choke valve is
gradually opened by a bi-metal coil (part of the
choke system) to prevent the air-fuel mixture from
becoming too rich. The choke breaker helps this
occur by opening the choke valve to a certain
angle once the coolant has warmed up to a pre-
determined temperature. There are two types of
choke breaker: a one-step type and a two-step
type.
The operation of the two-step type is described
below.

2. OPERATION

HOT
After the coolant warms up to a predetermined
temperature (the exact temperature depends
upon the type of engine) the TVSV (thermostatic
vacuum switching valve) opens, allowing the
manifold vacuum to act on diaphragm B.
This causes the choke valve to open to the sec-
ond step.

COLD
Immediately after the engine starts, intake mani-
fold vacuum is applied to diaphragm A via the
jet. This causes diaphragm A to open the choke
valve to the first step.

Coolant Temp. TVSV Diaphragm A Diaphragm B Choke Link Pull

Below 7°C (45°F)* Open (L-J) Pulled Not pulled Slight
Above 17°C (63°F)* Open (K-L) Pulled Pulled Much
* This depends on the vehicle model.
31 EMISSION CONTROL SYSTEMS — Choke Opener System

CHOKE OPENER SYSTEM

1. NECESSITY
The choke opener is provided to ensure that the
choke valve opens when the engine has warmed
up sufficiently (to about 60°C, 140°F or more).
After the choke opener opens the choke valve, it
releases the fast idle cam to return the engine to
normal idling speed.

<NOTE>
The choke opener operates both the choke
valve and the fast idle cam, but the previous-
ly-men-tioned choke breaker system does not
operate the fast idle cam, but only the choke
valve.

HOT
When the engine warms up, the TVSV allows vac-
uum from the intake manifold to act on the choke
opener diaphragm chamber, opening the choke
valve. The fast idle cam is released at the same
time via the linkage between it and the choke
valve.

2. OPERATION
COLD
When the engine is cold, the TVSV admits atmos-
pheric air into the choke opener diaphragm
chamber. The choke opener therefore causes a
spring to push the choke valve, keeping it closed.

Coolant Temp. TVSV Diaphragm Choke Valve Fast Idle Cam Engine rpm

Open Released by spring Closed by automatic

Below 50°C (122°F)* Set at 1st or 2nd step High
(J-M) tension choke

Open Pulled by manifold

Above 68°C (154°F)* Open Release to 3rd step Low
(K-M) vacuum

* This depends on the vehicle model.

 EMISSION CONTROL SYSTEMS — Deceleration Fuel Cut-off System 32
DECELERATION FUEL CUT-OFF SYSTEM
1. NECESSITY
This system stops fuel from entering the slow circuit of the carburetor during deceleration to prevent after-
burning in the exhaust muffler.

2. OPERATION
The throttle position switch goes off when the throt-
tle valve is fully closed during deceleration. The
ECU detects this by a signal from the switch. If the
engine speed is approximately 1900 rpm or higher
at that time, the ECU judges that the vehicle is de-
celerating and sends a signal to the fuel cut-off so-
lenoid accordingly to prevent fuel from entering the
slow circuit of the carburetor.

Throttle Position Fuel Cut-off Slow Circuit in

Engine Speed ECU
Switch Solenoid Valve Carburetor
On
Less than 1,900 rpm* On On Open
Off
On On On Open
Greater than 2,300 rpm*
Off Off Off Closed
* This depends on the vehicle model.
33 EMISSION CONTROL SYSTEMS — Deceleration Fuel Cut-off System

DECELERATION FUEL CUT-OFF SYSTEM (4Y ENGINE)

For improved fuel consumption, the fuel cut system cuts the fuel for the low-speed system during the decel-
eration period. Consequently, the after-fire is prevented and CO and HC emissions are reduced.

OPERATION
Ignition Engine speed TP port negative Low-speed
Vacuum switch Computer Solenoid
Switch (rpm) pressure kPa (mmHg) system passage

OFF – – – OFF OFF Closed

39 (295) or less ON ON ON Open
1880 or less
46 (345) or more OFF ON ON Open
ON
39 (295) or less ON ON ON Open
2310 or more
46 (345) or more OFF OFF OFF Closed

When the throttle valve becomes the closed condition during the deceleration period from the engine
speed in excess of the specified speed, the TP port negative pressure is applied to the vacuum switch.
This makes the computer sense the decelerating condition. Consequently, the solenoid valve shuts the fuel
passage for the low-speed system. (Fuel cut operation)

SYSTEM CHECK
With the vacuum hose pinched with your fingers between the TP port and the vacuum switch at the idling
state, raise the engine speed. Ensure that engine vibration becomes greater when the engine speed is
around 2310 rpm.
 EMISSION CONTROL SYSTEMS — Hot Engine Starting Compensation System 34
HOT ENGINE STARTING COMPENSATION SYSTEM
1. NECESSITY 2. OPERATION
When the engine is running, fresh air is either Turning the ignition switch off turns the OVCV
forced into the engine compartment by the cool- (Outer Vent Control Valve) off, opening the pas-
ing fan or it enters naturally as the vehicle moves sage between the float chamber and the BVSV
forward. The air stops entering the compartment (Bi-metal Vacuum Switching Valve). The BVSV
when the engine is shut off, however, causing the opens when the temperature in the engine com-
temperature in the engine compartment to rise. partment rises above 50°C (122°F). As a result,
This causes the temperature of the fuel in the car- the vaporized fuel in the float chamber is prevent-
buretor to rise, causing the fuel to give off vapor ed from flowing to the intake manifold, and in-
as a result. This vapor is discharged from the air stead flows to the charcoal canisters via the
vent in the intake manifold, causing the air-fuel OVCV and BVSV. When the engine is started
mixture to become too rich. As a result, a longer again (ignition switch turned on), the OVCV goes
cranking time is required to restart the engine. on, closing the passage between the float cham-
The hot engine starting compensation system is ber and the BVSV. The fuel in the charcoal canis-
designed to reduce this cranking time. ters is therefore drawn back into the intake mani-
fold via the purge port by the vacuum created by
the engine.
35 EMISSION CONTROL SYSTEMS — Catalytic Converters

CATALYTIC CONVERTERS
A catalyst is a substance which brings about a <IMPORTANT!>
chemical reaction without itself undergoing any
If leaded gasoline is used, the surface of the
change in form or mass.
catalyst will become coated with lead and
For example, when HC, CO, and NOX are heated
lose its effectiveness. For this reason, vehicles
with oxygen to 500°C (932°F), there is practically
equipped with a catalytic converter must al-
no chemical reaction between these gases.
ways use unleaded gasoline.
However, when they are passed through a cata-
lyst, a chemical reaction takes place and these
gases are converted to harmless CO2, H2O and
N2. <REFERENCE>
Operating Temperature of Catalyst
"Purification rate" is used as the measure of
the proportion of the pollutants present in the
exhaust gases that can be converted into
non-pollutants. As can be seen from the
graph, this rate approaches 100% when the
temperature of the catalyst rises above 400°C
(752°F). This means that the catalyst cannot
do its job efficiently at temperatures below
400°C (752°F).
The catalysts used in automotive catalytic con-
verters differ depending on the type of gas, but
ordinarily, platinum, palladium, iridium and rhodi-
um, etc., are used. The catalyst is applied to the
surface of many "carriers" in order to increase the
surface area that is exposed to the exhaust gas.

There are three catalytic converter systems, as

follows:
1) Oxidation catalyst (OC) system
2) Three-way catalyst (TWC) system
3) Three-way catalyst and oxidation catalyst
(TWC-OC) system
 EMISSION CONTROL SYSTEMS — Catalytic Converters 36
THREE-WAY CATALYST (TWC) SYSTEM
The three-way catalytic converter (CCRO: Catalytic Another problem with this type of catalytic con-
Converter for Reduction and Oxidation) is the verter is: If a rich air-fuel mixture is burned, with
most ideal type of catalytic converter since it can the result that the concentration of CO and HC in
convert not only CO and HC, but also NOX, into the exhaust gases is high, chemical reduction* of
non-pulluting substances. the NOX will take place, but since there will still be
NO and O2, the oxidizing components (those that insufficient O2, the CO and HC will remain after
cause burning to take place), and CO and HC, the reaction, and be exhausted as is:
the reducing components (those that are burned),
react according to the generalized equations (CO + HC) + NOX → N2 + CO2 + H2O + CO + HC
shown below to form the neutral (inactive) compo-
nents N2, H2O, and CO2. * Separation of the NOX into its original compo-
nents (i.e., nitrogen and oxygen)
NOX + CO → N2 + CO2
NOX + HC → N2 + CO2 + H2O On the other hand, when a lean air-fuel mixture is
O2 + CO → CO2 burned, with the result that the concentration of
O2 + HC → H2O + CO2 oxygen in the exhaust gas is high, oxidation
(burning) of the CO and HC will be effective.
However, the problem with this type of converter However, at this time, the CO and HC will be oxi-
is that, in order for this reaction to take place, the dized by the oxygen faster than they will be re-
airfuel ratio must be kept very close to the theo- duced by the NOX. For this reason, the NOX will
retical ratio. If this is done, a very high purification remain after the reaction, and be exhausted as is:
rate is obtained for all three pollutants, as shown
in the graph below. O2 + (CO + HC + NOX) → CO2 + H2O + NOX

For this reason, if a three-way converter is used,

the air-fuel ratio must be precisely controlled by
means of an O2 sensor and ECU, etc.

O2 SENSOR
The O2 sensor is mounted in the exhaust mani-
fold. It detects the concentration of oxygen in the
exhaust gases, calculates the air-fuel ratio based
on this, and sends the results to the ECU.
Example:
1. High O2 Content in Exhaust Gas
When there is a high percentage of oxygen in
the exhaust gas, the ECU judges this to mean
that the air-fuel ratio is high-that is, the mixture
is lean.
2. Low O2 Content in Exhaust Gas
When there is a low percentage of oxygen in
the exhaust gas, the ECU judges this to mean
that the air-fuel ratio is low-that is, the mixture
is richer.
37 EMISSION CONTROL SYSTEMS — Catalytic Converters

q Construction
The O2 sensor consists of an element made of zir-
conium dioxide (a kind of ceramic), coated both
inside and outside with a thin layer of platinum.
This element has a high electrical resistance at
low temperatures, and therefore allows no current
to pass through it when cold. At high tempera-
tures, however, oxygen ions pass through the ele-
ment due to the difference in the concentration of
oxygen in the air and in the exhaust. This sets up
a difference in electrical potential, which the plat-
inum amplifies. Thus, when the air-fuel ratio is
lower (richer) than the theoretical air-fuel ratio,
there is a larger difference in the concentration of
oxygen between the inside (exhaust) and outside
(atmosphere) of the element of the O2 sensor, so
the sensor creates a relatively strong voltage
(about 1 V). On the other hand, if the mixture is
lean, there is only a small difference between the
concentration of oxygen in the air and that in the
exhaust, so the O2 sensor creates a relatively
weak voltage (close to 0 V).
w Control of Air-fuel Ratio
In the three-way catalyst system, the ECU uses When this occurs, the ECU is informed by the O2
the data from the O2 sensor to control the air-fuel sensor of this fact and gradually begins to in-
ratio, but the way in which this is done is some- crease the amount of fuel injected. The air-fuel
what different from the way in which this is done ratio therefore becomes lower (richer) until it is
in the EFI system or in the standard carburetor. lower than the theoretical air-fuel ratio, whereupon
the cycle is repeated. It is in this way, by con-
In the EFI system, the EFI ECU adjusts the air-fuel stantly increasing and decreasing the air-fuel
ratio by increasing or reducing the amount of fuel ratio, that the ECU keeps the actual air-fuel ratio
injected into the cylinders by the injectors. If the close to the theoretical air- fuel ratio.
ECU is informed by the O2 sensor that the mixture
is too rich, it gradually reduces the amount of fuel
injected, and the mixture becomes leaner. The
actual air-fuel ratio thereupon becomes higher
(leaner) than the theoretical air-fuel ratio.
 EMISSION CONTROL SYSTEMS — Exhaust Gas Recirculation (EGR) System 38
EXHAUST GAS RECIRCULATION (EGR) SYSTEM
1. NECESSITY
The EGR system is used to reduce the amount of
NOX in the exhaust.
As explained previously, NOX production increas-
es as the temperature inside the sombustion
chamber rises due to acceleration or heavy en-
gine loads, because high temperatures encour-
age the nitrogen and oxygen in the air to com-
bine.

In the EGR system, the amount of exhaust gas to

be recirculated is controlled by the EGR vacuum
modulator.
This is necessary because the intake manifold
vacuum is strong when the load on the engine is
small. Therefore, if the amount of exhaust gas re-
circulated by the EGR system is not controlled,
more exhaust gas than necessary will be recircu-
lated, due to the strong manifold vacuum when
Therefore, the best way to decrease the produc- the load on the engine is small; this will cause the
tion of NOX is to hold down the temperature in the engine to run rough.
combustion chamber. For the above reason, an EGR vacuum modulator
Exhaust gases consist mainly of carbon dioxide is needed to limit the amount of exhaust gas that
(CO2) and water vapor (H2O), which are inert is recirculated when the load is small.
gases and do not react with oxygen; the EGR
system recirculates these through the intake man-
ifold in order to reduce the temperature at which
combustion takes place.
When the air-fuel mixture and the exhaust gases
are mixed together, the proportion of fuel in the
air-fuel mixture naturally falls (the mixture be-
comes leaner), and in addition, some of the heat
produced by the combustion of this mixture is
carried away by the exhaust gas. The maximum
temperature attained in the combustion chamber
therefore falls, reducing the amount of NOX pro-
duced.

The pressure in the exhaust manifold increases

when the load is high and decreases when the
load is small. In addition, pressure also decreas-
es as the amount of recirculated exhaust gas in-
creases for the same load. The EGR vacuum
modulator controls the amount of recirculated ex-
haust gas by utilizing this change in pressure.
39 EMISSION CONTROL SYSTEMS — Exhaust Gas Recirculation (EGR) System

The proportion of exhaust gas present in the air- Since NOX production is low when the tempera-
fuel mixture is called the "EGR ratio"*; the relation- ture is low, it is not necessary to use the EGR sys-
ship between this and the load on the engine is tem at this time. Therefore, since use of the EGR
shown in the graph below. lowers the performance of the vehicle, the EGR is
automatically switched off at this time by the
TVSV.

* A low EGR ratio is one in which there is not

much recirculated exhaust gas in the air-fuel
mixture; a high EGR ratio is one in which there is
a lot of EGR gas.
 EMISSION CONTROL SYSTEMS — Exhaust Gas Recirculation (EGR) System 40
2. OPERATION
Here we will explain the ordinary manifold type
EGR system used with carburetted engines.

q Engine Warm
(1) THROTTLE VALVE FULLY CLOSED: IDLING
At this time, the manifold vacuum does not pass
through the EGR and EGR "R" ports, and does not
act on the EGR valve. The valve therefore remains
closed and the exhaust gas is not recirculated.
q Engine Cold (cooland temperature below
Furthermore, since the engine is warm (the
50°C [122°F])
coolant temperature is above 68°C [1°F]), ports K
When the engine is cold, ports J and M of the and M of the TVSV are connected and manifold
TVSV are connected, so air is able to flow from J vacuum is applied to the check valve.
to M through the TVSV. As a result, atmospheric
air is introduced from port J of the TVSV via port
M and the check valve to the top of the EGR
valve, forcing it to remain closed.
41 EMISSION CONTROL SYSTEMS — Exhaust Gas Recirculation (EGR) System

(2) THROTTLE VALVE BETWEEN EGR & EGR When the load is large (pressure in the EGR valve
"R" PORTS chamber is high), the opposite process takes
At this time, the strength of the vacuum acting on place, air is no longer introduced into the modula-
the EGR valve is adjusted by the EGR vacuum tor between ports P and Q and the strength of the
modulator in accordance with the load in the fol- vacuum acting on the EGR valve increases.
lowing manner: vacuum from the EGR port acts The vacuum acting on the EGR valve, and thus
on port P of the EGR vacuum modulator, while ex- the opening of this valve, therefore remains al-
haust pressure acts on chamber A. most constant regardless of the strength of the
vacuum from the EGR port.
When the load is small (pressure in the EGR valve This ensures that the amount of exhaust gas that
chamber is low), the vacuum is strong and the ex- is recirculated remains a constant proportion in
haust gas pressure is weak. At this time, air, after accordance with the operation of the orifice in the
passing through the filter, is introduced into the EGR vacuum modulator.
EGR vacuum modulator between ports P and Q
causing the strength of the vacuum acting on the
EGR valve to fall.
 EMISSION CONTROL SYSTEMS — Exhaust Gas Recirculation (EGR) System 42
(3) EGR "R" PORT OPENED BY THROTTLE (4) THROTTLE VALVE FULLY OPEN
VALVE More of the operating vacuum is needed to open
At this time, vacuum from the EGR "R" port acts the EGR valve. For this reason, when there is a
on port R of the modulator. The strength of the heavy load (and the vacuum is therefore less than
vacuum acting on the EGR valve increases, in- the operating vacuum), no exhaust gas is recircu-
creasing the opening of this valve and thus the lated.
amount of exhaust gas that is recirculated.
43 EMISSION CONTROL SYSTEMS — Exhaust Gas Recirculation (EGR) System

SCHEMATIC DIAGRAM (4Y Engine)

Throttle valve EGR vacuum

Coolant temperature EGR valve Exhaust gas
opening angle modulator

Below 50°C – – Closed Not recirculated

Positioned below EGR P Opens passage to
Closed Not recirculated
port atmosphere

Opens passage to
Closed Not recirculated
* Positioned between EGR atmosphere
Above 68°C
P and R port
Closed passage to
Open Recirculated
atmosphere

** Positioned above EGR R Closed passage to Recirculate volume

Open
port atmosphere increase

REMARKS:
* At this stage, the EGR valve repeats its opening/closing as described below, depending upon the throt-
tle valve opening exhaust gas pressure.
Exhaust gas pressure drops. → Modulator opens. → EGR valve closes.
↑ ↓
EGR valve opens. → Modulator closes. → Exhaust gas pressure increases.

** At this stage, the EGR valve remains open because of a negative pressure being applied to the EGR
port, even when the modulator opens to the atmosphere.
 EMISSION CONTROL SYSTEMS — Air Suction (AS) System 44
AIR SUCTION (AS) SYSTEM (4Y ENGINE)
NECESSITY
If air is forced into the exhaust manifold, and if the exhaust gas is hot enough, the exhaust gas will be re-
burnt before being exhausted into the atmosphere, and the CO and HC present in these gases will be con-
verted into non-polluting CO2 and H2O.

OPERATION
Coolant
Running conditions VCV AS reed valve Air suction
temperature
Below 7°C – – Close Not provided
*1 During normal
Open Open Provided
running

*2 During heavy-load
Open Close Not provided
Above 17°C running

Initial period of
deceleration running
Close Close Not provided
and during gear shift
period

*1 Negative pressure of -21.3 kPa (-160 mmHg) or more intake manifold

*2 Negative pressure of -16.0 kPa (-120 mmHg) or less intake manifold
45 EMISSION CONTROL SYSTEMS — Air Bypass System

AIR BYPASS SYSTEM (4Y ENGINE)

NECESSITY
This air bypass system is provided on EC and Simultaneously, the computer outputs signals to
GCC specifications. This computer-controlled the fuel cut solenoid and air bypass control VSV.
system supplies fesh air into the intake manifold Upon receiving the signal from the computer, the
during the deceleration period. In this way, this air bypass control VSV begins its operation and
system reduces the oil consumption, prevents the applies the intake manifold negative pressure to
after-fire and reduces CO and HC emissions. the air control valve. If the intake manifold nega-
Two signals concerning the engine speed and in- tive pressure is higher than the set pressure of the
take air negative pressure are inputted to the air control valve, fresh air is supplied to the intake
computer. Based on these two signals, the com- manifold from the air connector through the air
puter recognizes the deceleration condition. control valve.

OPERATION
Ignition Engine speed TP port negative
Vacuum switch Computer VSV Air control valve
Switch (rpm) pressure kPa (mmHg)

OFF – – – OFF OFF Closed

39 (295) or less ON ON ON Closed
1880 or less
46 (345) or more OFF ON ON Closed
ON
39 (295) or less ON ON ON Closed
2310 or more
46 (345) or more OFF OFF OFF Open

When the throttle valve becomes the idle opening degree during the vehicle deceleration period from the
engine speed in excess of 2310 rpm, the TP port negative pressure is applied to the vacuum switch. This
makes the computer sense the decelerating condition. Then, the intake manifold negative pressure is ap-
plied to the air control valve through the VSV. As a result, fresh air is introduced to the intake manifold
through the air control valve.
 TROUBLESHOOTING — Description, Troubleshooting Procedure 46
TROUBLESHOOTING
DESCRIPTION
Since the emission control system can be consid- and speedily, it is necessary first to know what the
ered an engine accessory, trouble in the system components of the emission control system are
may appear to be an engine problem. and why they are necessary, and to understand
In order to troubleshoot such problems accurately how each component operates.

TROUBLESHOOTING PROCEDURES

ANALYSIS OF • Nature of problem

PROBLEM • Conditions under which problem occurs
• Comparison of vehicle specifications with actual perfor-
mance

CONFIRMATION • Engine overheating

OF SYMPTOMS*
• Hard starting
• Rough idling
• Engine hesitates/poor acceleration
• Engine dieseling
• After-fire, backfire
• Excessive oil consumption
• Excessive fuel consumption
• Unpleasant odor
• Others

PRELIMINARY INSPEC- • Know the importance of periodic maintenance:

TION AND SIMPLE (a) Every service item in the periodic maintenance list must
ADJUSTMENTS be performed.
(b) Failing to do even one item can cause the engine to run
poorly and increase exhaust emissions.
• Determine if you have an engine problem or an emission sys-
tem problem:
(a) Engine problems are usually not caused by the emission
control systems.
(b) When troubleshooting, always check the engine and the
ignition system first.
• Check hose and wiring connections first:
The most frequent cause of problems is simply a bad wiring
or vacuum hose connection. Always make sure that all con-
nections are secure and correct.

* Symptoms, their possible causes, and their remedies are listed in more detail on pp.
47 TROUBLESHOOTING — Troubleshooting Procedure

• Observe the following precautions to avoid damage to parts:

(a) To disconnect vacuum hoses, pull on the end not the
middle of the hose.
(b) To pull apart electrical connectors, pull on the connector
itself, not the wires.
(c) Be careful not to drop electrical components, such as
sensors or relays. If they are dropped on a hard surface,
they should be replaced and not reused.
(d) When steam-cleaning an engine, protect the distributor,
carburetor intake port, and EGR vacuum modulator from
water.
(e) Never use an impact wrench to remove or install thermo
switches or thermo sensors.
(f) When checking the continuity of a wire connector, insert
the tester probe carefully to prevent the terminals from
bending.
(g) When using a vacuum gauge, never force the hose onto
a connector that is too large. Use a step-down adapter
instead. (Once the hose has been stretched, it may
leak.)

PRECAUTIONS FOR WARING: If large amounts of unburnt gasoline flow into the cat-
VEHICLES EQUIPPED alytic converter, it may overheat, creating a fire hazard. To prev-
WITH A CATALYTIC ent this, observe the following precautions and explain them to
the customer.
CONVERTER
• Use only unleaded gasoline.
• Avoid prolonged ilding:
Avoid running the engine at fast idle speed for more than 10
minutes and at idle speed for more than 20 minutes.
DISCOVERING • Avoid spark jump tests:
PROBABLE CAUSE (a) Perform spark jump tests only when absolutely neces-
sary and as quickly as possible.
(b) Never race the engine while testing.
ADJUSTMENT • Avoid prolonged engine compression measurements:
OR REPAIR
Engine compression tests should be conducted as quickly
as possible.
• Do not run the engine when the fuel tank is nearly empty:
FINAL CHECK
This may cause the engine to misfire and create an extra
load on the catalytic converter.
• Avoid coasting with the ignition turned off prolonged engine
braking.
• Do not dispose of a hot used catalytic converter along with
parts contaminated with gasoline or oil.
 TROUBLESHOOTING — Discovering Probable Cause of Trouble 48
DISCOVERING PROBABLE CAUSE OF TROUBLE
ENGINE OVERHEATING
SYMPTOM POSSIBLE CAUSE REMEDY
Engine overheats Cooling system faulty Troubleshoot cooling system
Incorrect ignition timing Check timing

HARD STARTING
SYMPTOM POSSIBLE CAUSE REMEDY
Engine will not crank or Starting system faulty Troubleshoot starting system
cranks slowly

Engine will not start/hard No fuel supply to carburetor or injectors Check fuel lines, etc.
to start (cranks OK) • No fuel in tank • Fuel filter clogged
• Fuel pump not working
• Fuel line clogged or leaking
Carburetor problems* Repair as necessary
• Choke operation • Flooding
• Needle valve sticking or clogged
• Vacuum hose disconnected or damaged
• Fuel cut-off solenoid valve will not open
EFI system problems** Repair as necessary
Ignition problems Perform spark test
• Distributor • Igniter
Spark plugs faulty Inspect plugs
High tension cords disconnected or broken Inspect cords
Vacuum leaks Repair as necessary
• PCV line • Carburetor hoses*
• EGR valve • Throttle boby**
• Intake manifold • Brake booster line
Compression low Check compression

ROUGH IDLING
SYMPTOM POSSIBLE CAUSE REMEDY
Routh idling, stalls or Spark plugs faulty Inspect plugs
misses
High tension cords faulty Inspect cords
Ignition problems Inspect distributor
• Distributor • Igniter
Incorrect ignition timing Check timing
Incorrect valve clearance Adjust valve clearance
Vacuum leaks Repair as necessary
• PCV line • Carburetor hoses*
• EGR valve • Throttle body**
• Intake manifold • Brake booster line

* w/carburetor only
** w/EFI only
49 TROUBLESHOOTING — Discovering Probable Cause of Trouble

ROUGH IDLING (CONT'D)

SYMPTOM POSSIBLE CAUSE REMEDY
Routh idling, stalls or Idle speed incorrect Repair as necessary
misses (cont'd)
Carburetor problems* Repair as necessary
• Slow jet clogged • Idle mixture incorrect
• Fast idle speed setting incorrect (cold engine)
• Fuel cut-off solenoid valve not open
• Choke system faulty
EFI system problems** Repair as necessary
EBCV faulty Check EBCV system
Engine overheats Check cooling system
EGR valve faulty Check EGR valve
Compression low Check compression

ENGINE HESITATES/POOR ACCELERATION

SYMPTOM POSSIBLE CAUSE REMEDY
Engine hesitates/poor Spark plugs faulty Inspect plugs
acceleration
High tension cords faulty Inspect cords
Vacuum leaks Repair as necessary
• PCV line
• EGR line
• Carburetor hoses*
• Intake manifold
• Throttle body**
• Brake booster line
Incorrect ignition timing Check timing
Incorrect valve clearance Adjust valve clearance
Air cleaner clogged Check air cleaner
Fuel line clogged Check fuel line
Carburetor problems* Repair as necessary
• Float level too low
• Idle Mixture Incorrect
EFI system problems** Repair as necessary
Emission control system problem Check as necessary
• EGR system always on (cold engine)
• AAP system faulty (cold engine)*
Engine overheats Check cooling system
Compression low Check compression

* w/carburetor only
** w/EFI only
 TROUBLESHOOTING — Discovering Probable Cause of Trouble 50
ENGINE DIESELING
SYMPTOM POSSIBLE CAUSE REMEDY
Engine dieseling (Engine Carburetor problems* Repair as necessary
continues running after • Linkage sticking
ignition switch is turned • Idle speed out of adjustment
off) • Fuel cut solenoid valve faulty
EFI system problems** Repair as necessary
Incorrect ignition timing Check timing
EGR system faulty Check EGR system

AFTER-FIRE, BACKFIRE
SYMPTOM POSSIBLE CAUSE REMEDY
Explosions in muffler TP or DP system faulty Check TP or DP system
(after-fire) during
AS system faulty* Check AS system
deceleration only
Deceleration fuel cut-off system always on Check fuel cut-off system

Explosions in muffler Air cleaner clogged Check air cleaner

(after-fire) all the time
Incorrect ignition timing Check timing
Incorrect valve clearance Check valve clearance
Choke system faulty* Check choke system
Idle mixture incorrect* Check idle mixture
EFI system problem** Repair as necessary

Engine backfires Vacuum leak Check hoses and repair as neces-

• PCV hoses • Carburetor* sary
• EGR valve • Throttle body**
• Intake manifold • Brake booster line
Choke valve open* (cold engine) Check choke system
Insufficient fuel flow Troubleshoot fuel system
Incorrect ignition timing Check timing
Incorrect valve clearance Check valve clearance
EFI system problem** Repair as necessary
Carbon deposits in combustion chambers Inspect cylinder head

EXCESSIVE OIL CONSUMPTION

SYMPTOM POSSIBLE CAUSE REMEDY
Excessive oil consumption Oil leak Repair as necessary
PCV line clogged Check PCV system
Piston rings worn or damaged Check rings
Valve stem oil seal worn or damaged Check oil seals
Valve stem and guide worn Check valves and guides

* w/carburetor only
** w/EFI only
51 TROUBLESHOOTING — Discovering Probable Cause of Trouble

EXCESSIVE OIL CONSUMPTION

SYMPTOM POSSIBLE CAUSE REMEDY
Excessive fuel Fuel leak Repair as necessary
consumption
Air cleaner clogged Check air cleaner
Incorrect ignition timing Check timing
Carburetor problems* Repair as necessary
• Choke faulty
• Idle speed too high
EFI system problems** Repair as necessary
• Injector faulty
• Deceleration fuel cut-off system faulty
Spark plugs faulty Inspect plugs
SC system faulty Check SC system
EGR system always on Check EGR system
EVAP system problems Check EVAP system
Compression low Check compression
Tires improperly inflated Check tire pressure
Clutch slips Troubleshoot clutch
Brakes drag Troubleshoot brakes

UNPLEASANT ODOR
SYMPTOM POSSIBLE CAUSE REMEDY
Unpleasant odor Idle mixture incorrect* Check idle mixture
Incorrect idle speed Check idle speed
Incorrect ignition timing Check timing
Vacuum leaks Repair as necessary
• PCV hoses • Carburetor hoses*
• EGR valve • Throttle body
• Intake manifold • Brake booster line
AS system faulty Check AS system
EFI system problems** Repair as necessary

* w/carburetor only
** w/EFI only
 TROUBLESHOOTING — Component Layout & Schematic Diagram (HD-C) 52
COMPONENT LAYOUT & SCHEMATIC DIAGRAM [HD-C]
53 TROUBLESHOOTING — Component Layout & Schematic Diagram (HD-E)

COMPONENT LAYOUT & SCHEMATIC DIAGRAM [HD-E]

 TROUBLESHOOTING — Outline of Emission Control System (4Y) 54
OUTLINE OF EMISSION CONTROL SYSTEM (4Y ENGINE)
SCHEMATIC DIAGRAM (EC and GCC Specifications)
55 MEASUREMENT OF IDLE CO CONCENTRATION — Preparations

MEASUREMENT OF IDLE CO CONCENTRATION

OBJECTIVE : To learn how to measure CO concentration, which is done in order to adjust and
check the idle mixture and determine if the measured value conforms with exhaust
emission control regulations.
PREPARATIONS : • SST 09243-00020 Idle adjusting screw wrench
• Engine tune-up tester (tachometer, dwell angle meter timing light)
• CO meter

PREPARATIONS
VEHICLE
1. VISUALLY INSPECT CARBURETOR
(a) Check mounting of carburetor on manifold; lock espe-
cially for loose bolts and screws.
(b) Check for wear in the linkage, missing snap rings or
excessive looseness in the throttle shaft. Correct any
problems found.

2. INITIAL CONDITIONS
(a) Air cleaner installed
(b) Normal operating coolant temperature
(c) Choke valve fully open
(d) All accessories switched off
(e) All vacuum lines connected
(f) Transmission in "N" range
(g) Front wheels in straight ahead position (for vehicles
with power steering)
(h) Fuel level should be about even with the correct level
in the sight glass.
(i) Ignition timing set correctly

CO METER
There are various models of CO meter; here we will describe
only those items which are common to all. For details, see the
user's manual for the meter you are using.

1. CHECK FILTERS & STRAINER

Since oil mist, moisture, carbon, etc., are mixed in with the
exhaust gases, filters and strainers which separate these
out are installed in the meter. These filters and strainers
should be checked to make sure they are clean.
 MEASUREMENT OF IDLE CO CONCENTRATION — Measuring CO Concentration 56
2. CO METER WARM-UP
Since NDIR (non dispersive infrared) light is ordinarily
used in CO meters, it is necessary to warm up the CO
meter for about 10 minutes.
NOTE: During warm-up, never place the end of the probe
on the floor. If this is done, dirt or dust may be
sucked in and clog the filters, making accurate
measurement impossible.

3. CO METER CALIBRATION
After the indicator has stabilized, set it to zero.
NOTE: To ensure an accurate reading, special care should
be taken to see that the air drawn into the probe
during calibration is clean and free of exhaust
fumes, etc.

<REFERENCE>
The CO meter must be checked periodically to ensure that it
is accurate. To do this, feed in a small amount of standard
CO gas (available from the manufacturer of the meter) as
shown, and ensure that the dial indicates the proper value.
(See the meter's instruction manual.)

MEASURING CO CONCENTRATION
1. START THE ENGINE
Race the engine for 120 seconds at about 2500 rpm.

2. INSERT TEST PROBE

Insert the test probe at least 40 cm (1.3 ft) into the tail
pipe.
NOTES:
1. In vehicles where the probe cannot be inserted far
enough, move the probe forward and backward to make
sure the indicated value does not change.
2. Do not race the engine during measurements.
57 MEASUREMENT OF IDLE CO CONCENTRATION — Measuring CO Concentration

3. ADJUST IDLE CO CONCENTRATION

While measuring the CO concentration in the exhaust, turn
the idle speed and idle mixture adjusting screws with the
SST to obtain the specified concentration value at idle
speed.
SST 09243-00020
Idle speed: 800 rpm Ex. A/T (w/PS)
900 rpm A/T (w/PS)
Idle CO concentration: 1.0-2.0% w/o OC (CCo)
0-0.5% w/OC (CCo)

4. CHECK CO CONCENTRATION
(a) Pull out the probe and race the engine again for 120
seconds at about 2,500 rpm.
(b) Insert a test probe at least 40 cm (1.3 ft).
(c) Measure the concentration within 3 minutes of racing
the engine to allow the concentration to stabilize.
Idle CO concentration: 1.0-2.0% w/o OC (CCo)
0-0.5% w OC (CCo)

• If the CO concentration is within the specification, the

adjustment is complete.
• If the CO concentration exceeds the specification, or if
smooth engine operation is lost, repeat the above ad-
justment.
• If the CO concentration cannot be corrected by adjust-
ing the idle mixture, see below for other possible caus-
es.

CO CONCENTRATION SYMPTOM POSSIBLE CAUSE

Normal Rough idling 1. Faulty ignition:
• Incorrect timing
• Fouled, shorted or improperly gapped plugs
• Open or crossed high tension cords
• Cracked distributor cap
2. Leaky exhaust valves
3. Leaky cylinder

Low Rough idling 1. Vacuum leak:

(fluctuating HC reading) • Vacuum hose
• Intake manifold
• PCV line
• Carburetor base

High Rough idle 1. Clogged air filter

(black smoke from exhaust)
2. Plugged PCV valve
3. Faulty carburetor
• Faulty choke action
• Incorrect float setting
• Leaking needle or seat
• Leaking power valve
 INSPECTION — Dashpot (Throttle Positioner) 58
INSPECTION
Dashpot (throttle positioner)
[HD-C]
1. Disconnect the vacuum hose from the dashpot.
Plug the disconnected hose, using the following SST.
SST: 09258-00030-000

2. Ensure that the dashpot shaft is extended fully.

If the dashpot shaft is not extended fully, replace the dash-
pot.

3. Start the engine.

4. Check of touch revolution speed of dashpot

The touch revolution speed of the dashpot means an engine revolution speed at the time when the ad-
justing screw of the throttle lever makes contact with the dashpot shaft.
Touch Revolution Speed: 1800 ± 50 rpm

5. If the touch revolution speed does not conform to the specification, turn the adjusting screw so that the
touch revolution speed may become the specified speed.
Remove the SST. connect the vacuum hose to the throttle positioner, and attach the new hose band.

6. Hold the engine revolution speed at 3000 rpm for five seconds. Close the throttle valve quickly. Measure
the time required for the engine revolution speed to drop from 2000 rpm to 1000 rpm.

Specified time 1. 1.0-2.0 second

If the time does not conform to the specification, check/or replace the VTV. Repeat the aforesaid check
If the time does not conform to the specification even after the VTV has been replaced, check the vacu-
um hoses and vacuum pipes for restriction or damage. Replace the throttle positioner, as required.

[HD-E]
1. Connect the tachometer to the engine.
2. Ensure that the throttle positioner shaft is fully extended
when the throttle valve is opened.
If the shaft is not fully extended, replace the throttle body.
3. Start the engine.
4. Read the touch revolution speed of the throttle positioner.
59 INSPECTION — Choke Breaker

NOTE:
• The touch revolution speed of the throttle positioner
means an engine revolution speed at the time when the
adjusting screw of the throttle lever makes contact with the
throttle positioner shaft.
Touch Revolution Speed
M/T Vehicle: 2100 ± 50 rpm
A/T Vehicle: 2400 ± 50 rpm

5. If the touch revolution speed does not conform to the

specification, loosen the lock nut of the adjusting screw.
Turn the adjusting screw so that the touch revolution
speed may become the specified speed.
6. Hold the engine revolution speed at 3500 rpm. Close the
throttle valve quickly. Ensure that the engine revolution
speed drops to the idle speed within the specified time.
Specified Time: 0.5-5.0 second

If the time does not conform to the specification, replace the

throttle body, as required.

Choke Breaker [HD-C]

[During cold period]
1. Disconnect the vacuum hoses from the choke breaker.
2. With the choke valve fully closed, measure the close angle
of the choke valve, using the following SST. Write down the
measured value.
SST: 09240-00014-000
3. Apply a negative pressure of 66.7 kPa (500 mmHg, 19.7
inchHg) to the choke breaker chamber A.
4. Measure the opening angle of the choke valve.
5. Ensure that the difference in angle between a time when
the choke valve is fully closed and a time when negative
pressure is applied to the chamber a conforms to the
specification.
Specified Value:
M/T: 20 ± 1°
A/T: 23 ± 2°

If the difference in angle fails to conform to the specifica-

tion, adjust the choke opening angle by bending the for-
ward end of the diaphragm rod.
If the choke valve will not open, check the diaphragm for
rapture.
 INSPECTION — Choke Breaker 60
6. Apply a negative pressure of 66.7 kPa (500 mmHg, 19.7
inchHg) to the choke breaker chambers A and B.
7. Measure the opening angle of the choke valve.
8. Ensure that the difference in angle between a time when
the choke valve is fully closed and a time when negative
pressure is applied to the chambers A and B conforms to
the specification.
Specified Value:
M/T: 27.0 ± 2.0°
A/T: 26.0 ± 3.0°

If the difference in angle fails to conform to the specifica-

tion, adjust the opening angle by turning the adjusting
screw.

[During hot period]

1. Disconnect the vacuum hose from the choke breaker.
2. Apply negative pressure to the choke breaker chamber A.
Ensure that the diaphragm rod is drawn in the choke
breaker side.

3. While keeping the state of step (5), apply negative pres-

sure to the choke breaker chamber B. Ensure that the di-
aphragm rod is further drawn in the choke breaker side.
If these specifications are not met, check the diaphragm
for rapture.
61 INSPECTION — TVSV, Outer Vent Valve, BVSV

TVSV
Ensure that the air continuity for each port conforms to the fol-
lowing specifications when the temperature of the thermo
sensing section of the TVSV is under conditions indicated in
the table below.
Port
J K L M
Temperature
0°C or less
(32°F or less)
14°C or more
(57.2°F or more)
15°C or less
(59°F or less)
29°C or more
(84.2°F or more)
If the specifications fail to be met. replace the TVSV.

Outer Vent Valve

1. With the ignition key switch turned ON, blow air into the
outer vent valve. Ensure that no air continuity exists.
If air continuity exists, check to see if any abnormality is
present in the electric circuit of the outer vent valve. Then,
replace the outer vent valve, as required.
CAUTION:
• Never inhale the air during the continuity inspection.

2. With the ignition key switch turned OFF, blow air into the
outer vent valve. Ensure that air continuity exists.
If no air continuity exists, check to see if any abnormality
is present in the electric circuit of the outer vent valve.
Then, replace the outer vent valve, as required.
CAUTION:
• Never inhale the air during the continuity inspection.

BVSV
1. Cool the BVSV to below 50°C (122°F) with cool water.
2. Check that the BVSV is closed.
A resistance should be felt when air is blown.
 INSPECTION — BVSV 62
3. Heat the BVSV to above 65°C (149°F) with hot water.
4. Check that the BVSV is open.
63 INSPECTION — EGR System

EGR SYSTEM [4Y]

1. Connect a vacuum gauge to the hose between the EGR
valve and the EGR vacuum modulator.

2. Check of EGR valve seating

Start the engine.
Ensure that the engine starts and runs smoothly at the idle
speed.
If the engine will not idle smoothly, perform the unit in-
spection of the EGR valve.

3. Ensure that no vacuum is applied to vacuum gauge even

if the engine is raced when the coolant temperature is
below 50°C.
If a negative pressure is applied to the vacuum gauge,
check the TVSV or vacuum hose piping.

4. Ensure that a negative pressure is applied to vacuum

gauge at the engine speed of about 3000 rpm when the
coolant temperature is above 68°C.

5. Check of EGR valve

(1) Connect a Mity Vac directly to EGR valve.
(2) Apply a negative pressure to the EGR valve while the
engine is idling.
Ensure that the engine runs roughly or stalls.
(3) Reconnect the vacuum hose to original location.
 INSPECTION — EGR Valve, EGR Vacuum Modulator 64
EGR VALVE [4Y]
1. Remove the EGR valve.
2. Check of EGR valve
(1) Blow air into the EGR valve through its pipe section
with the bypass hole of the EGR valve plugged by
your finger, as indicated in the right figure. Under this
state, ensure that no air continuity is present.
If air continuity exists, replace the EGR valve.

(2) Apply a negative pressure of 20.0 kPa (150 mmHg) to

the EGR valve.
Under this setting, blow air into the EGR valve through
its pipe section with the bypass hole of the EGR valve
plugged by your finger, as indicated in the right figure.
Ensure that air continuity exists.
If no air continuity exists, replace the EGR valve.

3. Install the EGR valve on the intake manifold with a new

gasket interposed. Connect the rubber hose.

EGR VACUUM MODULATOR [4Y]

1. Remove the EGR vacuum modulator.
2. Plug the port P with your finger. Blow air into the port Q.
Ensure that air continuity exists.
If no air continuity exists, replace the modulator.

3. Apply a pressure 49.0 kPa (0.2 kgf/cm2) to the pressure

discharge port of the modulator, using a MityVac.
Under this setting, blow air into the modulator through the
port Q with the port P plugged by your finger. Ensure that
no air continuity exists.
If air continuity exists, replace the modulator.
65 INSPECTION — Air Suction System, PCV Valve

AIR SUCTION SYSTEM [4Y]

1. Connect a vacuum gauge to the hose between the vacu-
um control valve and the read valve, using a three-way
connector.

2. Start the engine.

3. Ensure that no vacuum is applied to the vacuum gauge at
idling speed when the coolant temperature is below 7°C.

4. Warm up the engine.

5. Ensure that a negative pressure is applied to the vacuum
gauge at idling speed when the coolant temperature is
above 17°C.

PCV VALVE [4Y]

1. Remove PCV valve.
2. Attach clean hose to PCV valve.
3. Blow from cylinder head side.
Check that air passes through easily.
NOTE:
• Do not suck air through the valve.
Petroleum substances inside the valve are harmful.

4. Blow from intake manifold side.

Check that air passes through with difficulty.
If the PCV valve fails either of the checks, replace it.
5. Reinstall PCV valve.
 INSPECTION — Hot Engine Starting Compensation System 66
HOT ENGINE STARTING
COMPENSATION SYSTEM
1. CHECK OUTER VENT CONTROL VALVE OPERATION
(a) Disconnect the outer vent control hose between the
carburetor and the BVSV at the carburetor side.
(b) Gently blow air into the carburetor and check that the
air flows through (with the outer vent control valve
open).
(c) Start the engine.
(d) With the engine idling, gently blow air into the carbure-
tor and check that the air does not flow through (with
the outer vent control valve closed).

2. CHECK SOLENOID
(a) Disconnect the connector.
(b) Using an ohmmeter, measure the resistance between
the positive terminal and the solenoid body.
Specified resistance: 34 to 42Ω at 25°C (77°F)

3. CHECK BVSV BY BLOWING AIR INTO IT

(a) Cool the BVSV to below 31°C (88°F) with cool water.
(b) Check that the BVSV is closed.

(c) Heat the BVSV to above 45°C (113°F) with hot water.
(d) Check that the BVSV is open.
67
MEMO
 ATTACHMENT — Emission Control Systems 68

ATTACHMENT

EMISSION CONTROL SYSTEMS

HD-Engine (for APPLAUSE)

[HD-C Engine]
PURPOSE OF SYSTEMS ....................... 69
COMPONENT LAYOUT & SCHEMATIC DIAGRAM ............ 70
POSITIVE CRANKCASE VENTILATION ................. 71
SPARK DELAY SYSTEM (M/T Vehicle only) ............... 72
CHOKE BREAKER SYSTEM ...................... 73
DASHPOT SYSTEM ......................... 77
FUEL EVAPORATIVE EMISSION CONTROL SYSTEM .......... 78

[HD-E Engine]
PURPOSE OF SYSTEMS ....................... 80
COMPONENT LAYOUT & SCHEMATIC DIAGRAM ............ 81
POSITIVE CRANKCASE VENTILATION SYSTEM ............ 82
FUEL EVAPORATIVE EMISSION CONTROL SYSTEM .......... 83
THROTTLE POSITIONER SYSTEM................... 85
THREEWAY CATALYST SYSTEM.................... 86

*This depends on the vehicle modul

69 ATTACHMENT [HD-C Engine] — Purpose of Systems

PURPOSE OF SYSTEMS [HD-C Engine]

System Abbreviation Purpose
Prevents blow-by gases from being released to
Positive crank case ventilation PCV
atmosphere (HC)
Spark delay *2 SD Reduces HC and NOX.
Choke braker C/B Reduces HC and CO.
Dash pot TP Reduces HC and CO.
Fuel evaporative emission control *1 – Reduces HC.
*1 GCC specifications only
*2 M/T vehicle only
 ATTACHMENT [HD-C Engine] — Component Layout & Schematic Diagram 70
COMPONENT LAYOUT & SCHEMATIC DIAGRAM
71 ATTACHMENT [HD-C Engine] — Positive Crankcase Ventilation

POSITIVE CRANKCASE VENTILATION

To combat with air-pollution problems, the engine is equipped with a sealed type positive crankcase venti-
lation system in order to prevent blow-by gases generated inside the crankcase from being released into
the atmosphere.
The blow-by gases generated inside the crankcase flow into the cylinder head side through the gas pas-
sages of the cylinder block.
When the throttle valve opening degree is small, first the oil in the blow-by gas is separated by the oil sepa-
rator provided at the cylinder head cover. Then, the blow-by gases flow from the carburetor heat insulator
section to the intake manifold. Thus, the gases are sucked into the cylinder and burned there again.
At this time, fresh air flows from the upstream of the throttle valve into the cylinder head cover. The air flow
rate is restricted by a jet located at the cylinder head cover, thus stabilizing the engine idling.
When the throttle valve opening degree is great and/or a large amount of blow-by gases are generated, the
blow-by gases flow through both the upstream and the downstream of the throttle valve and are sucked
into the combustion chamber.

INSPECTION OF PCV HOSE & CONNECTION

Visual inspection of hoses and connection
Check the hoses for improper connections, cracks, leak or
damage.
Replace or repair any part which exhibits defects.
 ATTACHMENT [HD-C Engine] — Spark Delay System 72
SPARK DELAY SYSTEM (M/T Vehicle only)
During an acceleration period, this system reduces the HC and NOx emissions generated during the tran-
sient period by retarding the ignition advance timing temporarily. This is accomplished by means of the VTV
which retards the application of a negative pressure being applied to the main diaphragm of the distributor
vacuum advancer through the carburetor advance port.

Check of Ignition Timing

1. Remove the VTV.

2. Inspection of VTV
(1) Blow your breath into the VTV carburetor side (side B).
Ensure that the air passes through without restriction.
If significant restriction exists, replace the VTV.
(2) Blow your breath into the VTV distributor side (side A).
Ensure that there is restriction.
If no restriction exists, replace the VTV.

3. Install the VTV to the engine.

NOTE:
As for the ignition timing advance control, refer to the
"Ignition System".
73 ATTACHMENT [HD-C Engine] — Choke Breaker System

CHOKE BREAKER SYSTEM

The choke breaker system uses the negative pressure which is generated inside the intake manifold to
forcibly open the choke valve which is closed when the cooling water temperature is low. Thus, the air-to-
fuel ratio can be set to an optimum value, thereby improving driveability. Furthermore, this system reduces
HC and CO emissions.
The choke valve opening angle varies according to the cooling water temperature.

Inspection of Choke Breaker System

1. Inspection of TVSV
(1) Remove the air cleaner assembly attaching bolts and
wing nuts.
(2) Disconnect the PCV hose. Then, move the air cleaner.
(3) Disconnect the vacuum hose from the choke breaker
chamber B.
(4) Connect a MityVac to the disconnected choke breaker
hose.
(5) Disconnect the rubber hose from J port of the TVSV
and plug the J port by suitable cup.
(6) Ensure that no air continuity exists when the coolant
temperature is below 15°C (59°F) and that air continu-
ity exists when the coolant temperature is above 29°C
(84.2°F).
If the specifications are not met, replace the TVSV.
 ATTACHMENT [HD-C Engine] — Choke Breaker System 74
2. Inspection of VTV
(1) Remove the VTV.
(2) Apply negative pressure to the jet from intake manifold
side, using the MityVac. At this time, ensure that the
applied negative pressure returns to positive pressure
gradually.
(3) Apply negative pressure to the jet from choke braker
side, using the MityVac at this time ensure that the ap-
plied negative pressure returns to positive pressure
firster than check carried o step (2).
If not replace the VTV.
3. Inspection of choke breaker
[During cold period]
(1) Removal of air cleaner
q Disconnect the vacuum hoses from the BVSV.
w Disconnect the vacuum hose from the ITC valve.
e the PCV hose from the cylinder head.
r Disconnect the TVSV hose from the air cleaner.
t Remove the air cleaner by removing the retaining
bolt and wing nut.

(2) Disconnect the vacuum hoses from the choke breaker.

(3) With the choke valve fully closed, measure the close
angle of the choke valve, using the following SST. Write
down the measured value.
SST: 09240-00014-000

(4) Apply a negative pressure of 500 mmHg (19.7 inchHg)

to the the choke breaker chamber A.
(5) Measure the opening angle of the choke valve.

(6) Ensure that the difference in angle between a time

when the choke valve is fully closed and a time when
negative pressure is applied to the chamber A con-
forms to the specification.
Specified Value:
M/T: 20 ± 1°
A/T: 23 ± 2°

If the difference in angle fails to conform to the specifi-

cation, adjust the choke opening angle by bending the
forward end of the diaphragm rod.
If the choke valve will not open, check the diaphragm
for rapture.
75 ATTACHMENT [HD-C Engine] — Choke Breaker System

(7) Apply a negative pressure of 500 mmHg to the choke

breaker chambers A and B.
(8) Measure the opening angle of the choke valve.
(9) Ensure that the difference in angle between a time
when the choke valve is fully closed and a time when
negative pressure is applied to the chambers A and B
conforms to the specification.
Specified Value:
M/T: 27.0 ± 2.0°
A/T: 26.0 ± 3.0°

If the difference in angle fails to conform to the specifi-

cation, adjust the opening angle by turning the adjust-
ing screw.

(10) Remove the MityVac. Connect the vacuum hose to the

choke breaker.
(11) Install the air cleaner. Connect the following vacuum
hoses.
• BVSV
• ITC valve
• PCV hose
• Idle-up hose

[During hot period]

(1) Remove the air cleaner attaching bolt and wing nut.
(2) Disconnect the PCV hose from the cylinder head.
(3) Move the air cleaner.
NOTE:
Be very careful not to allow the vacuum hoses, etc. to
be disconnected.

(4) Disconnect the vacuum hose from the choke breaker.

(5) Apply negative pressure to the choke breaker cham-
ber A. Ensure that the diaphragm rod is drawn in the
choke breaker side.
 ATTACHMENT [HD-C Engine] — Choke Breaker System 76
(6) While keeping the state of step (5), apply negative
pressure to the choke breaker chamber B. Ensure that
the diaphragm rod is further drawn in the choke break-
er side.
If these specifications are not met, check the di-
aphragm for rapture.
(7) Connect the vacuum hose to the choke breaker.
(8) Install the air cleaner. Connect the PCV hose to the
cylinder head.

4. Inspection of TVSV
(1) Drain the cooling water.
(See page CO-3.)
(2) Removal of distributor
(See page IG-14.)
(3) Remove the bypass pipe attaching bolt and nut.
(4) Disconnect the bypass hose. Move the bypass pipe
from the top section of the TVSV.

(5) Disconnect the vacuum hoses from the TVSV.

(6) Remove the TVSV.

(7) Ensure that the air continuity for each port conforms to
the following specifications when the temperature of
the thermo sensing section of the TVSV is under condi-
tions indicated in the table below.
Port
J K L M
Temperature
0°C or less
(32°F or less)
14°C or more
(57.2°F or more)
15°C or less
(59°F or less)
29°C or more
(84.2°F or more)
If the specifications fail to be met. replace the TVSV.
77 ATTACHMENT [HD-C Engine] — Dashpot System

(8) Clean the threaded porting of the TVSV. Wind a seal

tape.
(9) Install the TVSV on the cylinder head.
Tightening Torque: 2.5 - 3.5 kg-m (18.1 - 25.3 ft-lb)

(10) Screw in the TVSV in such a way that the direction of

the vacuum pipe becomes as shown in the right figure.

(11) Connect the bypass pipe to intake manifold.

Tightening Torque: 1.5 - 2.2 kg-m (10.8 - 15.9 ft-lb)

(12) Connect the bypass hoses to the bypass pipe. Attach

a new hose band.
(13) Connect the vacuum hose to the TVSV.
(14) Install of distributor
(See page IG-23.)
(15) Fill the coolant.
(See page CO-3.3)

DASHPOT SYSTEM
This system prevents the throttle valve from suddenly closing, thus reducing the CO and HC emissions.

Inspection and adjustment of Dashpot

(See page EM-20.)
 ATTACHMENT [HD-C Engine] — Fuel Evaporative Emission Control System 78
FUEL EVAPORATIVE EMISSION CONTROL SYSTEM
(GCC Specifications Only)
this system prevents the HC emission evaporated from the carburetor float chamber and fuel tank from
being released directly to the atmosphere.

Inspection of Fuel Vapor Lines, Fuel Tank & Filler Cap

1. Visual inspection of fuel vapor line and connections
Check the line and connections for loose connections,
kinks or damage.
2. Visual inspection of fuel tank
Check the fuel tank for deformation, cracks of fuel leak-
age.

3. Visual inspection of fuel filler cap

Check the cap and gasket for damage or deformation.
Replace the cap and/or gasket, if necessary.
79 ATTACHMENT [HD-C Engine] — Fuel Evaporative Emission Control System

Inspection of Charcoal Canister

(See page EM-30.)

Inspection of Outer Vent Valve

1. Disconnect the rubber hose at the BVSV side.

2. With the ignition key switch turned ON, blow air into the
outer vent valve. Ensure that no air continuity exists.
If air continuity exists, check to see if any abnormality is
present in the electric circuit of the outer vent valve. Then,
replace the outer vent valve, as required.
CAUTION:
Never inhale the air during the continuity inspection.

3. With the ignition key switch turned OFF, blow air into the
outer vent valve. Ensure that air continuity exists.
If no air continuity exists, check to see is any abnormality
is present in the electric circuit of the outer vent valve.
Then, replace the outer vent valve, as required.
CAUTION:
Never inhale the air during the continuity inspection.

4. Connect the rubber hose to the BVSV. Attach the hose

bands.
 ATTACHMENT [HD-E Engine] — Purpose of Systems 80
Inspection of BVSV
1. Remove the BVSV.

2. Check the air continuity of the BVSV under the following

ambient air temperature conditions.
Below 50°C (122°F) ....
A resistance should be felt when air is blown.
Above 65°C (149°F) ....
Air continuity exists.

3. Install the BVSV on the carburetor.

PURPOSE OF SYSTEMS [HD-E Engine]

System Abbreviation Purpose
Positive crankcase ventilation PCV Reduction of blow-by gas (HC emission)
Fuel evaporative emission control EVAP Reduction of evaporative HC emission
Throttle positioner TP Reduction of HC and CO emissions
Three-way catalyst TWC Reduction of HC, CO and NOx emissions
Regulation of all engine conditions for reduction
Electronic fuel injection* EFI
of exhaust emissions
* For inspection and repairs of the EFI system, refer to the EFI section.
81 ATTACHMENT [HD-E Engine] — Component Layout & Schematic Diagram

COMPONENT LAYOUT & SCHEMATIC DIAGRAM

 ATTACHMENT [HD-E Engine] — Positive Crankcase Ventialtion System 82
POSITIVE CRANKCASE VENTILATION SYSTEM
To combat with air-pollution problems, the engine is equipped with a sealed type positive crankcase venti-
lation system in order to prevent blow-by gases generated inside the crankcase from being released into
the atmosphere.
The blow-by gases generated inside the crankcase flow into the cylinder side through the gas path of the
cylinder block. When the opening degree of the throttle valve is small, oil in the blow-by gases is separated
by the oil separator provided at the cylinder head cover. Then, the blow-by gases are sucked into the cylin-
ders from the throttle body to be burnt there again.
Fresh air enters the cylinder head cover from the upstream path of the throttle valve. At this time, the air
flow rate is regulated by a jet provided at the cylinder head cover, thus stabilizing the engine idling. When
the opening degree of the throttle valve is large and/or when a large amount of blow-by gases are generat-
ed, the blow-by gases are sucked into the combustion chambers both through the upstream path and the
downstream path of the throttle valve.

INSPECTION OF PCV HOSE & CONNECTION

Visual inspection of hoses and connections check the hoses
and connections for cracks, leakage or damage.
If any parts exhibit fault, replace or repair them, as required.
83 ATTACHMENT [HD-E Engine] — Fuel Evaporative Emission Control System

FUEL EVAPORATIVE EMISSION CONTROL SYSTEM

The fuel evaporative emission control system employs the charcoal canister type. The charcoal canister
type leads the fuel vapor into the charcoal canister which uses activated carbon to absorb HC emission.
The separated HC emission is drawn into the throttle body to be burnt together with mixture in the combus-
tion chamber when the BVSV opens according to the engine coolant temperature.

Canister check valve

Fuel tank
1 2 3 Check valve in
inner Engine Evaporated fuel (HC)
pressure (Canister → (Tank → (Canister → fuel filler cap
Throttle body) Canister) Tank)
HC emission is absorbed
High CLOSED OPEN CLOSED CLOSED Stopped
by charcoal canister.
HC emission absorbed by charcoal
High OPEN OPEN CLOSED CLOSED Running
canister is sucked into engine.
Charcoal canister holds
Mid CLOSED CLOSED CLOSED CLOSED Stopped
HC emission.
HC emission absorbed by charcoal
Mid OPEN CLOSED CLOSED CLOSED Running
canister is sucked into engine.
CLOSED CLOSED
But, when inner pressure of But, when inner pressure of Charcoal canister holds
Low CLOSED CLOSED fuel tank drops abnormally, fuel tank drops abnormally, Stopped
HC emission.
check valve opens, thus check valve opens, thus
preventing fuel tank damage. preventing fuel tank damage.

CLOSED CLOSED
But, when inner pressure of But, when inner pressure of HC emission absorbed by
Low OPEN CLOSED fuel tank drops abnormally, fuel tank drops abnormally, Running charcoal canister is sucked
check valve opens, thus check valve opens, thus into engine.
preventing fuel tank damage. preventing fuel tank damage.

Inspection of fuel vapor lines, fuel tank & filler cap

1. Visual inspection of fuel vapor lines and connections
Check the lines and connections for loose connections,
kinks or damage.
2. Visual inspection of fuel tank
Check the fuel tank for deformation, cranks or fuel leak-
age.
 ATTACHMENT [HD-E Engine] — Component Layout & Schematic Diagram 84
3. Visual inspection of fuel filler cap
Check the cap and gasket for damage or deformation.
Replace the cap and/or gasket, if necessary.

Inspection of charcoal canister

(See page EM-30.)
85 ATTACHMENT [HD-E Engine] — Throttle Positioner System

THROTTLE POSITIONER SYSTEM

This system prevents the throttle valve from suddenly closing, thus reducing the CO and HC emissions.

Conditions TP diaphragm Throttle valve

Idling Pushed in by return force of throttle valve Idle speed position
Normal driving Pushed out by diaphragm spring Opened position
Slightly opens and then slowly closes to the
Deceleration Pushed in by return force of throttle valve*
idle position.
* At this point, the function of the air valve provided inside the TP diaphragm prevents the throttle valve from being closed suddenly.

Inspection of throttle positioner (TP) system

(See page EM-20.)
 ATTACHMENT [HD-E Engine] — Three-way Catalyst System 86
THREE-WAY CATALYST SYSTEM (TWC)
If this three-way catalyst, the oxidation of carbon monoxide (CO) and the reduction of nitrogen oxides
(NOx) contained in exhaust gas can take place simultaneously. Thus, the three-way catalyst purifies the ex-
haust gas by converting its harmful components gas into harmless carbon dioxide (CO2), water vapor
(H2O) and nitrogen (N2).

Exhaust gas component TWC Exhaust gas

HC, CO and NOX ⇒ Oxidation and reduction ⇒ CO2, H2O and N2

Inspection of exhaust pipe assembly

1. Check the connections for looseness or damage.
2. Check the clamps for weakness, bend or damage.

Inspection of catalytic converter

Check of protector for dents or damage
If any part of the protector is damaged or dented to such an
extent that it contacts the catalyst, repair or replace the pro-
tector.
87 ATTACHMENT [HD-E Engine] — Three-way Catalyst System

Inspection of heat insulator

Check the heat insulator for damage.
If the heat insulator exhibits any damage, repair or replace the
heat insulator and/or exhaust pipe.

Replacement of catalytic converter

CAUTION:
Do not perform any operation while the exhaust manifold is
still hot.
1. Jack up the vehicle and support it with safety stands.
(See page IG-13.)
2. Disconnect the exhaust pipe from the exhaust manifold
No.2 by removing three attaching nuts.
3. Remove the exhaust manifold stay.

4. Remove the heat insulator.

(Air conditioner-equipped vehicle only)

5. Pull out the oil level gauge.

6. Remove the oil level gauge guide attaching bolt.
7. Disconnect the oxygen sensor connector and remove the
wire from the clamp.

8. Remove the exhaust manifold cover.

 ATTACHMENT [HD-E Engine] — Three-way Catalyst System 88
9. Pull out the oil level gauge guide.

10. Remove the exhaust manifold case No.1 from the cylinder
head by removing the attaching bolts, following the se-
quence shown in the right figure.

11. Disassemble the exhaust manifold case No.1 from the ex-
haust manifold case No.2.

12. Install the new exhaust manifold case No.2 to the exhaust
manifold case No.1 with the new cushion interposed.
Tightening Torque: 2.0 -3.0 kg-m (14.5 -21.6 ft-lb)

13. Install the exhaust manifold case No.1 to the cylinder head
with a new gasket interposed.
Tighten the attaching bolts, following the sequence shown
in the right figure.
Tightening Torque: 3.0 -4.5 kb-m (21.7 -32.5 ft-lb)
 89 ATTACHMENT [HD-E Engine] — Three-way Catalyst System

14. Replace the "O" ring of the oil level gauge guide.

15. Install the oil level gauge guide to the cylinder block.

16. Install the exhaust manifold cover.

17. Tighten the attaching bolts of the oil level gauge guide.
18. Install the oil level gauge.

19. Install the heat insulator.

(Air conditioner-equipped vehicle only)
20. Connect the oxygen sensor connector and clamp the wire
to the clamp.
 ATTACHMENT [HD-E Engine] — Three-way Catalyst System 90
21. Connect the exhaust pipe to the exhaust manifold No. 2
with a new gasket interposed.
Tightening Torque: 49-74 N-m (5.0-7.6 kg-m)
22. Install the exhaust manifold stay.
Tightening Torque: 29-44 N-m (3.0-4.5 kg-m)

23. Jack down the vehicle.

24. Start the engine. Ensure that there is no exhaust gas leakage.