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Electrical
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Chonan Technical Service Training Center

Chonan Technical Service Training Center

 Electrical System

Chonan Technical Service Training Center

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Contents

1. Starting System 5
1.1 Features 5
1.2 Operating Principle 5
1.3 Structure and Operation 7
1.4 Schematic Diagram 11
1.5 Inspection 12
1.6 Troubleshooting 18

2. Charging System 19
2.1 Features 19
2.2 Operating Principle 19
2.3 Structure and Operation 21
2.4 Schematic Diagram 27
2.5 Inspection 28
2.6 Troubleshooting 35

3. Preheating System 37
3.1 Features 37
3.2 Operating Condition 38
3.3 Components 39
3.4 Schematic Diagram 40
3.5 Inspection 41
3.6 Troubleshooting 44

4. ETACS 47
4.1 Features 47
4.2 Operating Conditions by Function 57

5. Component Location 73
5.1 K2700 73
5.2 PREGIO 75

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1. Starting System
4
1.1 Features
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The purpose of the starting system is to use electricity from the battery and an electric
motor to turn over the engine during starting. The starting system consists of the battery, a
starting motor, a magnetic switch, an ignition switch, and related electrical wiring.
A typical starting motor is made up of a frame and field coil assembly, an armature, a drive
mechanism, a brush and holder assembly, and a magnetic switch.
1.1.1 Specification
Model J2, JT, D4BH
Item
POONG SUNG MANDO

Output 12V – 2.2 kW

No-load Test condition 11V (20℃)

characteristics Performance 130A, MAX. 4,500 rpm

Magnetic Rush current 45A (12V, 20℃) 52A (12V, 20℃)

switch Holding current 12A (12V, 20℃) 12A (12V, 20℃)

1.2 Operating principle

Electric motors of the type used in “start motor” operate on the principle that a current-
carrying conductor will tend to move from a strong magnetic field to a weak magnetic field.
If a single current-carrying conductor is placed in a magnetic field created by a permanent
magnet, as in figure #1, the flow of current in the conductor will cause a magnetic field to
encircle the conductor in a clockwise direction.

This circular magnetic field will tend to cancel out and weaken the lines of force between
the poles of the permanent magnet below the conductor. At the same time, both fields will
combine above the conductor to create strong magnetic field. In effect, there is more
magnetism above the conductor and less below it. Then, as the distorted lines of force tend
to straighten out, they exert a downward thrust on the conductor.
<Rotary Motion>
In a start motor, the downward thrust is converted into rotary motion. Assume that the
conductor in figure #1 is bent into a loop, as shown in figure #2. This will be the rotating part,
which is known as the armature. The ends of 5the armature are connected to two semicircular

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brass bars called the commutator.

The magnetic field of the two magnetic poles (marked N and S) is created by two
electromagnets. Current for the electromagnets called field coils in this setup is provided by a
battery. The current flowing through the field coils, figure #2, produces a strong magnetic field
that flows from the north pole (N) to the south pole (S).

Figure #2 Figure #3

At the same time, current flowing through the armature coil produces a circular magnetic
field that surrounds the armature, as shown by the arrows in figure #2. This circular magnetic
field is in a clockwise direction on the left-hand conductor of the armature and a
counterclockwise direction around the right conductor. Note that the current in the left-hand
side of the armature coil is flowing toward the commutator, which is the same direction shown
in figure #1.

This results in a downward thrust on the armature. Since the current is flowing in the
opposite direction in the right-hand side of the armature coil, the thrust will be in the opposite
direction, or upward, figure #3.

The combination of the two thrusts causes the armature to rotate. This rotation will
continue because each time the armature coil passes the vertical position, the commutaotr
(which rotates with the armature) will automatically connect the armature coil so the current
will continue to flow away from the commutator in the right-hand coil and toward the
commutator in the left-hand coil.
1.3 Structure and operation
The start motor is mounted under the injection pump, in front of engine. The start motor
is a device that rotates the crankshaft through the flywheel ring gear to start the engine.

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When the start motor is activated by the ignition switch, the magnetic switch operates
and meshes the pinion with the outer ring gear of the flywheel through lever action. The
engine is then rotated by the motor and starts. When the ignition switch is returned to ON
after the engine has started, the pinion release the ring gear and motor revolution stops.
Major parts in the assembly are the motor to generate torque, the overrunning clutch to
transmit power and to prevent start motor overrun, the magnetic switch to turn on/off motor
current and mesh the pinion with the ring gear and the internal gear to amplify armature
torque.

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Magnetic switch

Lever

Front bracket
Spacer

Cover
Brush holder assembly

Through bolt

Rear bracket

Yoke assembly

Armature
Start Motor (D4BH)

Start Motor8(J2, JT, JTA)

1. Field frame assembly 6. Clutch assembly

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2. Armature 7. Retainer and roller

3. Brush holder 8. Pinion gear
4. Brush spring 9. Idle gear
5. Magnetic switch assembly 10. Starter housing

1.3.1 Motor
The current passes through the armature, with the result, the motor generates high
torque that is required to start the engine.
1.3.2 Overrunning clutch
The overrunning clutch transmits cranking torque from the start motor to the fly wheel
gear, but permits the pinion gear to run faster than, or overrun, the armature once the engine
has started. This protects the armature from excessive speed during the brief period that the
start motor pinion gear remains meshed and the engine has started.

Overrunning clutch of the roller type is used. The roller is installed into a wedge-shaped
groove formed by outside and inside race (sleeve) and pressed by a spring. In igniting the
start motor, the roller is pressed into the narrow side of groove and acts as a key transmitting
the revolution of outside race to the pinion.

However, because the roller compresses the spring and moves into the wide side of
groove when the pinion revolves by the engine, the effect of the key disappears and the
revolution of pinion isn’t transmitted to the outside race.

Overrunning Clutch
When the starter switch turns ON, the
battery current flows from the terminal S of the 1.3.3 Magnetic Switch
magnetic switch to the pull-in coil (P) and hold- The magnetic switch makes the load
in coil(H).
The feebler current then flows from the current of the motor ON/OFF, and the
terminal M to the motor. The plunger is pinion engages with the ring gear.
attracted by the magnetic force of the pull-in
1.3.4 Operation
and hold-in coils, pushing out the pinion via
the lever. 9

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As the pinion comes into complete mesh

with the ring gear, the contact P2, closes allowing
a large current to directly flow from the battery
to motor to turn the pinion. At the same time,
no current flows to the pull-in coil(P), the
plunger being retained by the hold-in coil(H) alone.

The moment the starter switch is turned OFF,

battery current flows from the terminal B to the
pull-in(P) and hold-in(H) coils, canceling the
magnetic fluxes of the plunger. This causes the
plunger to be returned spring force, opening the
contact P2 to shut off current to the motor.

1.4 Schematic Diagram

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The battery B+ current stands by at the start motor magnetic switch(A-01), ignition
switch, and starter relay terminal 5(A-07) through fusible link. When a driver sets the ignition
switch to the start position, the ignition current flows to ground through the starter relay
excitation coil. The standing by current of starter relay terminal 5(A-07) flows from the start
motor magnetic switch terminal (A-02)) to the hold-in coil and pull-in coil. Then the magnetic
switch gets closed and the standing by current of magnetic switch(A-01) flows to the motor.
The plunger is pulled by the strength of the pull-in coil and holding the coil pushes out
the pinion through the lever. When the pinion engages with the ring gear completely, the
contact point is closed and the large current flows directly from the battery to the motor to
rotate the pinion. At this time, the plunger is kept only by hold-in coil (H) as the current
doesn’t flow in the pull-in coil (P).
1.5 Inspection
1.5.1 Battery Inspection with MICRO 57011ANALYZER
Let’s check the battery capacity, which is one of the most important external factors,

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using the tester.

MICRO 570 Analyzer

<Procedure>
① Connect the tester to the battery
- Red clamp to battery positive (+) terminal
- Black clamp to battery negative (-) terminal

※ CAUTION
Connect clamps securely. If “CHECK CONNECTION” message is displayed on the screen,
reconnect clamps securely.

② The tester will ask if the battery is connect “IN A VEHICLE“ or “OUT OF A VEHICLE”.
Make your selection by pressing the arrow buttons; then press ENTER.

③ Choose either CCA or CCP and press the ENTER button.

※ NOTE 12
- CCA : Cold cranking amps, is an SAE specification for cranking batteries at -0.4℉ (-18℃).
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- CCP : Cold cranking amps, is an SAE specification for Korean manufacturer’s for cranking
batteries at -0.4℉ (-18℃).

④ Set the CCA value displayed on the screen to the CCA value marked on the battery label
by pressing up and down buttons and press ENTER.

※ NOTE
The battery ratings(CCA) displayed on the tester must be identical to the ratings marked on
batter label.

⑤ The tester displays battery test results including voltage and battery ratings. A relevant
action must be given according to the test results by referring to the battery test results as
shown in the table below.

<Battery test results>

RESULT ON 13 REMEDY

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PRINTER
Good battery No action is required.
Battery is in a good state.
Good recharge
Recharge the battery and use.
Battery is not charged properly.
Charge & Retest Charge and test the battery again (Failure to charge the battery fully
may read incorrect measurement value)
Replace battery and recheck the charging system. (Improper
connection between battery and vehicle cables may cause “REPLACE
Replace battery
BATTERY”, retest the battery after removing cables and connecting
the tester to the battery terminal directly prior to replacing the battery)
Charge and retest the battery. And then, test results may cause
Bad-cell replace “REPLACE BATTERY”, replace battery and recheck the charging
system.

※ WARNING
Whenever filing a claim for battery, the print out of the battery test results must be attached.
⑥ To conduct starter test, continuously, press ENTER.

1.5.2 Starter Inspection with MICRO 570 ANALYZER

<Procedure>
① After the battery test, press ENTER immediately for the starter test.

② After pressing ENTER key, start the engine.

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③ Cranking voltage and starter test results will be displayed on the screen. Take a relevant
action according to the test results by referring to the starter test results as given below.

<Starter test results>

RESULT ON
REMEDY
PRINTER
Cranking
System shows a normal starter draw.
voltage normal
Cranking
Cranking voltage is lower than normal level  Check starter.
voltage low
The state of battery charge is too low to test  Charge the battery and
Charge battery
retest.
Replace battery.
If the vehicle is not started though the battery condition of “Good and
Replace fully charged” is displayed.
battery Check wiring for open circuit, battery cable connection, starter and
repair or replace as necessary.
If the engine does crank, check fuel system.
※ NOTE
When testing the vehicle with old diesel engines, the test result will not be favorable if the
glow plug is not heated. Conduct the test after warming up the engine for 5 minutes.
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④ To continue charging system test, press ENTER.

1.5.3 Magnetic Switch Inspection
<Pull-in voltage>
① Inspect the battery voltage.
 Voltage : above 12.4V

② After starting the engine, check if the starter rotates smoothly.

③ If the starter does not rotate, check the “S” terminal voltage during cranking engine.
 Voltage above 8V : Inspect the starter
 Voltage below 8V : Inspect wiring(main fuse, ignition switch)

Poong Sung(J2, JT) Mando (J2, JT)

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<Pull-in coil>
※ NOTE
Remove the battery negative cable.
Remove the “M” terminal of starting motor.
① Do the continuity test between “S” and “M” terminal.

② If it is opened, replace the magnetic switch.

<Hold-in coil>
① Do the continuity test between “S” and switch body.

② If it is opened, replace the magnetic switch.

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1.6 Troubleshooting

Problem Possible causes Action

After checking specific
Insufficient battery charge Charge or Replace

Loosed, corroded or worn

battery cable Repair or Replace
No
engine
cranking Malfunction of fuse and wiring Repair or Replace

Malfunction of starter Repair or Replace

Malfunction of ignition switch Repair or Replace

After checking specific

Insufficient battery charging Charging or Replace

Starter Loosed, corroded or worn battery

rotates cable Repair or Replace
slowly

Malfunction of starter Repair or Replace

Malfunction of magnetic switch

Repair or Replace
Starter
rotates Malfunction of ignition switch Repair or Replace
continuousl
y
Shorted wiring Repair

Starter spins Worn pinion gear or starter

malfunction Repair or Replace
– No engine
cranking 18

Worn ring gear Replace

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2. Charging System
2.1 Features
The purpose of the charging system is to recharge the battery after it cranks the engine
and to provide all electrical power to the vehicle after the engine has started.
The typical automotive charging system consists of the alternator (generator), voltage
regulator, alternator drive belt, battery, and related wiring.
2.1.1 Specification
Model
J2, JT D4BH
Item
Alternator Type
Built-in IC regulator and silicon-diode rectifier

Output 12V / 75A

Regulator
14.4 ± 0.3V
setting voltage

Battery Type PT80-33HL 100AH MF 100 AH

2.2 Operating Principle

An alternator is an electromagnetic device that converts the mechanical energy supplied
by the engine into electrical energy. In operation, the generator maintains the storage battery
in fully charged condition and supplies electrical power for the electrical system and
accessory equipment.
The operation of the automotive alternator is based on the principle of electromagnetic
induction. That is, when a coil of wire is moved through a magnetic field, a voltage will be
induced, or generated, in the coil.

Actually, voltage can be induced in either to two ways :

● By moving a coil of wire through a magnetic field.
● By keeping the coil stationary and moving the magnetic field.
The old DC(direct current) alternator operated on the first principle. The DC alternator
induced voltage in coils of wire as the assembly (armature) rotated in a stationary magnetic
field. The AC (alternating current) alternator operates
19 on the second principle. The magnetic
field, or rotor, is rotated and voltage is generated in the stationary coils, or stator.

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In general, then, voltage is induced in a coil whenever there is a change in the lines of
force passing through the coil. Figure #1 illustrates what happens when lines of force are cut
by a rotating coil.

When the coil is in the vertical position, as shown at A in Figure #1, the lines of force
surrounding the conductor are balanced. For that instant, no lines of force are being cut.
Therefore, no voltage will be induced in the coil. As the coil approaches position B, an
increasing number of lines of force will be cut. The generated voltage will continue to
increase until it reaches a maximum at position B.

After passing position B, the voltage will start to decrease as fewer lines of force are
being cut. It will become zero when position C is reached. As rotation continues, another
maximum will be reached at position D. However, the lines of force are now being cut in the
opposite direction to that of position B. Therefore, the current generated will flow in the
opposite direction.

Figure #1

Because the current keeps changing its direction as the loop of wire is rotated, it is called
an alternating current. The variations in the value and direction of the generated voltage are
shown in the lower portion of Figure #1. To make use of the electrical energy being
generated, each end of the coil is connected to a ring that rotates with the coil of wire.
Contact with these rotating slip rings is made by brushes that bear against the rings.
All automotive generators produce alternating current that, in turn, must be rectified
(converted) to direct current to satisfy the needs of the storage battery in the various
electrical systems and accessories.
In an ac generator, or alternator, Figure #2, the magnetic field is rotated and voltage is
generated in the stationary coils. Rectifiers, or diodes, are built into the alternator to limit
current flow to one direction only to provide direct
20 current at the output terminal.

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2.3 Structure and Operation

The alternator is driven by the V-belt, acting to charge the battery and supply power to
other electrical equipment. The alternator is driven, and connected with the engine by a belt
and the quantity of power generation is different according to the rotational frequency of
engine. If the quantity of power generation is more than the load, the power is supplied for all
electric devices only by the generator and the battery is charged by it. An alternator mainly
consists of a rotor to generate a magnetic field, a stator to generate power, a rectifier to
rectify the generated current and a regulator to stabilize the generated voltage.

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Alternator (D4BH)

2.3.1 Rotor
The rotor is composed of the rotor core, the coil, the slip ring and the rotor shaft and
connected with a crank pulley by the V belt for revolution.
The rotor coil generates the magnetic field by current and is inputted through the slip ring
from the brush, and the end of coil is connected with a slip ring made of stainless steel.

Rotor core Rotor shaft

Rotor coil

Slip ring 22

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2.3.2 Stator
Together with the rotor core, the stator core forms the magnetic flux path. The magnetic
flux lines in the stator core are affected by the passage of the rotor core field and generate
electricity. The stator core is made by overlapping several steel plates or silicon steel plates
to reduce the loss of magnetic field, and forms the magnetic circuit with the rotor core.

Stator coil Stator core

The stator has three sets of windings that are assembled around the inside
circumference of a laminated core. Each winding of the stator generates a separate voltage,
making the alternator a three-phase unit. One end of each winding is connected to a positive
diode and a negative diode. The other ends of the stator windings are connected to form a
“Y”(120˚) arrangement.

2.3.3 Rectifier
The rectifier mainly consists of 3 diode trios, 6 diodes and 2 heat sinks. It rectifies the AC
stator output to DC power. Each heat sink has the (+) or (-) leads from 3 diodes attached to it,
performing full wave rectification for 3-phase AC.
The diodes are connected to the stator leads and serve as one-way valves that permit
current to flow through in one direction only. Each phase of the three-phase output of the
alternator ranges from positive to negative and back to positive again. The diodes convert
this alternating current to direct current at the alternator output terminal.
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Note in Figure that while the voltage of each phase ranges from zero to maximum, the
effective voltage of all phases maintains a reasonably even current output.

In diagram ②, high voltage is generated between

I and III, so current passes through diode 1 to the
load and returns through diode 6.

Following the process sequentially, it can be seen that the current always flows to the load,
while each phase passes current to a different pair of diodes for rectification.

2.3.4 Regulator
The regulator is integral with the brush holder. The assembly combines the IC regulator,
the brushes and the brush springs. The regulator controls the input of current flowing in the
rotor coil of the alternator and the output current
24 of the generator. The IC regulator cuts off

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the current of the rotor coil by the semiconductor circuit. In addition, if the output voltage of
the generator is low, it will turn the charging warning lamp ON.

<IC regulator operation>

When the Ignition switch is turned on, base current flows from the battery to the power
transistor (Tr1), turning it on. Current then flows to the field coil, lighting the charge lamp.

When the engine is started and the alternator begins to generate electricity, the base current
is supplied by the alternator itself. The field current comes from the diode trio, exciting the
field coil. The output voltages at B and L terminals are the same, extinguishing the charge
lamp.

When alternator voltage rises, Zener diode ZD is energized, and supplies a base current
to transistor Tr2, turning it on. This causes the base current of power transistor to short to
ground through Tr1. The power transistor is turned off and the current flow stops,
When output voltage drops, Zener diode ZD shuts off, turning on the power transistor, and
raising the voltage by supplying field current again.

Adjustment of the voltage generated by the alternator is thus achieved by the IC

regulator is constantly repeating this operating cycle.

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2.4 Schematic Diagram

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<First, when the ignition switch is ON before starting>

27
The current flows through the fusible link, ignition switch, fuse, warning lamp and rotor coil.

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And then stands by at the TR1.

At the same time, the current is supplied to the base of TR1.
So, the current which stands by at TR1 flows and grounded.
Rotor coil becomes a magnet and the warning lamp comes on because of the different
voltage level.

<Second, when charging after starting>

After starting the engine, current for rotor coil is supplied from alternator.
And that current is grounded through the rotor coil TR1
At the same time, the warning lamp goes off because of the same voltage level.

<Last, when overcharging the battery>

When alternator output voltage overcomes the Zener Diode.
The current, which is supplied to the base of TR1, is grounded through TR2, and the rotor coil
turns off.
When rotor coil turns off the charging current is reduced.
And then voltage at the Zener Diode is reduced.
So, TR2 turns OFF, TR1 turns ON and alternator generates the current again.
Repeat this operation and regulator can keep the charging voltage.
2.5 Inspection
Charging system requires regular inspection and maintenance. The frequency of
inspection depends on operating conditions. High-speed operation, high temperatures, dust,
and dirt all tend to increase wear on alternator components.

Inspect the charging system at recommended intervals. Also test the battery’s state of
charge and check the condition of starting and charging system cables, wires, and
connections. It pays to check the condition of the battery and starting system before
performing charging system electrical tests. Look over the alternator drive belt for signs of
wear or slippage. See that the tension adjustment is correct.

<Precautions>
Alternator test and service call for special precautions since the alternator output terminal has
connected to the battery at all times.

● Use care to avoid reverse polarity when performing battery service of any kind. A surge
of current in opposite direction could burn out
28 alternator diodes(rectifiers) and damage
vehicle wiring.
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● Do not purposely or accidentally “short” or “ground” the system when disconnecting wires
or connecting test leads to the terminals of the alternator.
● Never operate an alternator on an open circuit. With no battery or electric load in circuit,
alternators are capable of building high voltage (50 to 110 volts), which may damage
diodes and could be dangerous to anyone who might touch the alternator output terminal.
2.5.1 Quick Check
1.Check a fuse or fusible link of charging system for appearance and continuity.

2.Check the charge indicator lamp on the instrument cluster. The only time the lamp should
light is when the ignition switch is in the “on” position and the engine is off. Once the
engine starts and the alternator begins to produce voltage, the indicator lamp should turn
off. If it stays on, there is a malfunction in the charging system. If the lamp fails to light in
any ignition switch position, the indicator lamp bulb is probably at fault.

2.5.2 Charging System Test with MICRO 570 ANALYZER

① Press ENTER to begin charging system test. (This test is continued from the starter test)

② If ENTER button is pressed, the tester displays the actual voltage of alternator.

③ Turn off all electrical load and revolves engine for 5 seconds with pressing the accelerator
pedal.

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④ Press ENTER button.

⑤ The MICRO 570 analyzer charging system output at idle for comparison to other
readings.

⑥ Take a relevant action according to the test results by referring to the table below after
shutting off the engine and disconnect the tester clamps from the battery.

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<Charging system test results>

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RESULT ON
REMEDY
PRINTER
Charging
system normal /
Charging system is normal.
Diode ripple
normal
No charging Alternator does not supply charging current to battery.
voltage Check belts, connection between alternator and battery.
Alternator does not supply charging current to battery and electrical load
Low charging
to system fully.
voltage
Check belts and alternator and replace as necessary.
The voltage from alternator to battery is higher than normal limit during
High charging voltage regulating.
voltage Check connection and ground and replace regulator as necessary.
Check electrolyte level in the battery.
Excess ripple One or more diodes in the alternator are not functioning properly.
detected Check alternator mounting and belts and replace s necessary.

2.5.3 Stator Inspection

<Continuity between lead wire and core>

Check that there is no continuity between each lead
wire and the core. If there is continuity, the stator
windings are grounded and the stator must be
replaced.

2.5.4 Rotor Inspection

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<Field coil resistance>

Measure the field coil resistance. If it is excessively
small, it indicates shorted field coil. If no continuity
or shorted, replace the rotor assembly
Resistance : 3 ~ 4Ω

2.5.5 Output Current Test

This test determines whether or not the alternator gives an output current that is
equivalent to the normal output.

<Preparation>
1. Prior to the test, check the following items and correct as necessary.
 Check the battery installed in the vehicle to ensure that it is good condition. The battery
that is used to test the output current should be one that has been partially discharged.
With a fully charged battery, the test may not be conducted correctly due to an
insufficient load.
 Check the tension of the alternator drive belt.
2. Turn off the ignition switch.
3. Disconnect the battery ground cable.
4. Disconnect the alternator output wire from the alternator “B” terminal.
5. Connect a DC ammeter (150A) in series between the “B” terminal and the disconnected
output wire. Be sure to connect the (-) lead wire of the ammeter to the disconnected output
wire.
6. Connect a voltmeter (20V) between the “B” terminal and ground. Connect the (+) lead wire
to the alternator “B” terminal and (-) lead wire to a good ground.
7. Attach an engine tachometer and connect the battery ground cable.
8. Leave the engine hood open.

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<Test>
1. Check to see that the voltmeter reads as the same value as the battery voltage. If the
voltmeter reads 0V, and the open circuit in the wire between alternator “B” terminal and
battery (-) terminal or poor grounding is suspected.
2. Start the engine and turn on the headlamps.
3. Set the headlamps to high beam and the heater blower switch to HIGH, quickly increase
the engine speed to 2,500 rpm and read the maximum output current value indicated by
the ammeter.
※ After engine starts up, the charging current quickly drops. Therefore, the above operation
must be done quickly to read the maximum current value correctly.

<Result>
The ammeter reading must be higher than the limit value. If it is lower but the alternator
output wire is in good condition, remove the alternator from the vehicle and test it.
 Limit value (75A alternator) : 52.5A minimum

2.5.6 Regulated Voltage Test

The purpose of this test is to check that the electronic voltage regulator controls voltage
correctly.

<Preparation>
1. Prior to the test, check the following items and correct if necessary.
 Check that the battery installed on the vehicle is fully charged.
 Check the alternator drive belt tension.
2. Turn ignition switch to “OFF”.
3. Disconnect the battery ground cable. 33
4. Connect a digital voltmeter between the “B” terminal of the alternator and ground. Connect

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the (+) lead of the voltmeter to the “B” terminal of the alternator. Connect the (-) lead to
good ground or the battery (-) terminal.
5. Disconnect the alternator output wire from the alternator “B” terminal.
6. Connect a DC ammeter (150A) in series between the “B” terminal and the disconnected
output wire. Connect the (-) lead wire of the ammeter to the disconnected output wire.
7. Attach the engine tachometer and connect the battery ground cable.

<Test>
1. Turn on the ignition switch and check to see that the voltmeter indicates the battery
voltage.
2. Start engine. Keep all light and accessories off.
3. Run the engine at a speed of about 2,500 rpm and read the voltmeter when the alternator
output current drops to 10A or less.

<Result>
If the voltmeter reading agrees with the value listed in the regulating voltage table below, the
voltage regulator is functioning correctly. If the reading is other than the standard value, the
voltage regulator or the alternator is faulty.

<Regulating voltage table>

Voltage regulator ambient temperature ℃ (℉) Regulating voltage (V)
-20 (-4) 14.2 ~ 15.4
20 (68) 14.0 ~ 15.0
60 (140) 13.7 ~ 14.9
80 (176) 13.5 ~ 14.7

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2.6 Troubleshooting
Step 1
Measure the battery voltage. Check the battery.
Standard : Above 12.4V
Low
OK

Step 2
After starting engine, check if the Go to step 4
warning lamp turns off.
Yess

No

Step 3
Check the alternator terminals.
“L” terminal
“R” terminal

“B” terminal

POONG SUNG MANDO

Terminal IGN “ON” Idle(V)

Replace the alternator if

B About 12V 14.1 ~ 14.7 no problem is found in
wiring.
L 1~2 V 14.1 ~ 14.7 No

R About 12V 14.1 ~ 14.7

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 Inspect the bulb of the warning lamp.

 Check the wiring between L terminal and the warning lamp.

Step 4

1. Connect an ammeter (min.100A) between B terminal and wiring.

2. Turn off all electric load after starting engine.
3. Keep the engine speed to 2500 ~3000 rpm.
4. Check if the output current increases when turning electric load on.

Charging system is normal.

OK

No

Step 5
Check if the deflection of drive belt is normal.

Adjust or replace the drive

belt.

No

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Replace the alternator.

3. Preheating System
3.1 Features
Starting a cold diesel engine can be somewhat frustrating. The heat generated by
compression tends to dissipate through the cylinder and head metal. Clearances when the
engine is cold may be such that much of the compressed air escapes past the piston rings.
Other problems may include the effect of cold on lubricating oil and diesel fuel viscosity. The
spray pattern at the injectors coarsens and the drag of heavy oil between the engine’s
moving parts increases friction.

To ensure long engine life, if the ambient temperature has dropped below –0℃(℉), it is
advisable to warm any diesel engine before initial start-up. Warming the engine will allow it to
start quickly and reduce wear on starting system components. There are several methods of
warming an engine in coil weather. These include coolant heaters, lube oil heaters, glow
plugs, intake air heaters, and battery heaters but only glow plugs are used for warming an
engine in K2700 and PREGIO. J2 and JT engine’s glow plugs are controlled by Q.S.S(Quick
Start System) control unit. But D4BH engine’s glow plugs are controlled by E.C.M(Engine
Control Module). So detailed function of D4BH engine’s preheating system is introduced in
E.M.S section.

3.1.1 Specification
Item Specifications
Rated voltage DC 12V
Glow control Operating
DC 8V ~ 15V
unit voltage
(J2, JT only) Operating
-30℃ ~ 80℃
temperature
Glow plug Rated voltage DC 12V
Operating
DC 6V ~ DC 16V
voltage range
J2, JT : 13A±1.5A after 6 sec loading at rated voltage
Current
D4BH : 16A±1.5A after 4 sec loading at rated voltage
Temperature 37
850℃ (+100,-50) after 5 sec loading at rated voltage

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J2, JT : 0.5 Ω
Resistance
D4BH : 0.25 Ω
Glow lamp operating time (T1) 5 sec
Pre-heating time (T2) 7±1 sec
After-heating time (T3) Refer to the timing chart

3.2 Operating Condition (J2, JT Engine)

T1 (Glow lamp operating time) : 5.0 sec

T2 (Pre heating time) : 7.0 ± 1.0 sec
15.0 ± 1.0 sec (When ignition switch stays in “ON” position)
T3 (After heating time) : Refer to below time characteristic

The ignition switch is “ON” by a driver. The glow lamp lights up. Power is supplied to the
glow relay simultaneously when the lamp turns on. The glow lamp is OFF after T1 sec. as a
starting signal. Then, power is continuously supplied to the glow relay. Power for the glow
relay lasts for T3 sec. from starting and then turns OFF.

<After heating Temperature - Time characteristic>

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3.3 Components
3.3.1 J2 and JT

3.3.2 D4BH

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3.4 Schematic Diagram

3.4.1 J2 and JT

QSS Control Unit

IGN “ON”
3 “ON” input
“ON” input
- “ST” input Glow Lamp
+ “START”
“START”input
Glow lamp control

Glow relay control

Glow relay
W.T.S
input
W.T.S

40 Ground
input
Glow plug
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In analyzing the circuit, B+V is applied when the ignition is "ON". At this time, the QSS
supply 12V to the air heater relay and lights the glow lamp simultaneously while operating the
glow plug.
The QSS grounds the glow lamp terminal for 5 sec. by the engine coolant temperature input
signal. Then, it turns off the lamp to inform the driver of the starting time.
When a driver starts the vehicle, the ignition switch start signal is inputted into the QSS. On
the basis of this signal, the QSS supplies 12V to the glow relay. This is the after heating time.

3.4.2 D4BH

3.5 Inspection 41
3.5.1 Glow Plug Relay
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① Measure the coil resistance (③ ~ ④ terminal) of the glow plug relay by ohmmeter.
 Resistance : About 13Ω
② Check the continuity (①~②).
③ Apply the battery voltage to ③ ~ ④ terminal, and check the continuity (①~②).

3.5.2 Glow Plug

① Check the continuity between the (+)terminal of glow plug and body. Replace it if
discontinuity or with large resistance.
 Standard value : J2, JT : 0.5Ω, D4BH : 0.25Ω

3.5.3 QSS Control Unit

At occurrence of a malfunction related to QSS control unit, you can judge the cause of
malfunction in whether input or output side is the trouble, by measuring the input and output
terminal value according to the operating condition.
42
<Inputs and Outputs of QSS Control Unit>
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INPUT OUTPUT
Q
Ignition “ON” S Glow Lamp
Ignition “START” S
Engine Coolant Temperature Glow Relay
Ground

<Connector Description>

Inspect each terminal voltage, and compare the checking value to the specification.

Termina Operating
Name Value Note
l NO. Condition
Ignition For 5sec 0V 0V when the glow lamp is ON
A-08
2 Glow Lamp switch Battery voltage when the glow lamp
ON After 5sec B+V
is OFF
IG “OFF” 0V 0V when the ignition switch is OFF
A-08 Ignition S/W
3 “ON” Battery voltage when the ignition
IG “ON” B+V
switch is ON

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When the coolant temperature is

Engine “Cold” lower, the checking voltage is
A-08 Water Vcold > increased
4 Temperature
Sensor Vhot When the coolant temperature is
Engine “Hot” hotter, the checking voltage is
decreased
Battery voltage when the glow relay
Ignition For 7sec B+V
A-08 turns on.
7 Glow Relay switch
ON After 7sec 0V 0V when the glow relay turns off

A-08 Measure resistance between

8 Ground Resistance Ω
terminal 8 and vehicle body.

0V when the ignition switch is OFF

IG “OFF or ON” 0V
A-08 Ignition S/W or ON.
9 “ST” Battery voltage when the ignition
IG “START” B+V
switch is START.
3.6 Troubleshooting

Problem Possible causes Action

Malfunction glow plug relay Replace

Malfunction control unit internal circuit

Replace

Poor connection or open circuit

between control unit No. 2 terminal
Repair
Glow plug and wiring
relay does
not close
Open or short circuit of starter Repair

Poor connection or open circuit

between glow plug relay terminal and Repair
wiring

Malfunction of glow plug Replace

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Problem Possible causes Action

Glow plug Malfunction glow plug relay Replace
relay does
not open Malfunction control unit internal circuit Replace

Repair or
Poor connection for ignition switch Replace
Glow plug
relay does not
Poor connection or open circuit of
turn on and off Repair
wiring for start

Failure of control unit internal circuit Replace

Problem Possible causes Action

Glow plug Failure of water thermo switch Replace
relay does not
turn on and off
Failure of control unit internal circuit Replace
for 15
seconds after
turning Failure of glow plug relay Replace
ignition switch
on
Poor connection or open circuit
between control unit No. 8 terminal and Repair
water thermo switch

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4. ETACS
4.1 Features
The Importance of the electrical system is increasing in vehicle systems according to the
application of various convenient devices with development of the vehicle technology. The
controller of each electric device of vehicle tends to be integrated and modularized owing to
the development of electric and electronic technology.

ETACS (K2700) ETACS (PREGIO)

ETACS is the abbreviation of the Electronic Time and Alarm Control System, the
device controlling the operation of indicators,
47 chime bell, and relays concerned with the
time and alarm by receiving the necessary switch signal for various controls.

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B+ B+ B+
+

E
T
Chime bell
S/W
A
C Relay
M IND.

Inputs and outputs of ETACS

4.1.1 Specifications
Items K2700 PREGIO
Rated voltage DC 12V
Operating voltage DC 9 ~ 16V
Operating temperature -30 ℃ ~ 80 ℃
Insulation resistance 100MΩ or more
Dark current Below 3mA
Rated Key hole illumination lamp DC 12V, 1.4W (Lamp load)
load Room lamp DC 12V, 30W
Seat belt warning lamp DC 12V, 1.2W DC 12V, 1.4W
Door open warning lamp DC 12V, 1.4W
Tail lamp relay DC 12V, 200mA
Door lock / unlock relay DC 12V, 200mA
Power window relay DC 12V, 200mA
Rear defogger relay DC 12V, 200mA
DRL relay DC 12V, 200mA
Head lamp relay DC 12V, 200mA
48
Hazard lamp relay DC 12V, 200mA

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Wiper relay DC 12V, 200mA

Outside mirror heating relay DC 12V, 200mA
Chime bell DC 12V, 350mA

4.1.2 ETACS functions

The ETACS applied to the K2700 and PREGIO can perform total 16 functions.

Function K2700 PREGIO Remarks

Seat belt warning timer O O
Decayed room lamp timer O O
IGN. key hole illumination O O
Key operated warning O O
Parking start warning O O
Tail lamp auto cut O O
IGN. key reminder O O
Rear fog lamp warning O O EC only
Power window timer O O
Central door lock / unlock O O
Outside mirror heated timer O49 -

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Rear defogger timer - O

Daytime running lamp - O EC only
Over speed warning - O
Intermittent wiper - O
Washer related wiper - O

The actual function of the ETACS is varied with the option of the electrical system. The
common functions of ETACS applied to both K2700 and PREGIO are the seat belt warning
timer, decayed room lamp timer, IGN. key hole illumination, key operated warning, parking
start warning, tail lamp auto cut, IGN. key reminder, rear fog lamp warning, power window
timer, and central door lock / unlock.

Outside mirror heated timer function is applied to K2700 only. The ETACS functions
applied to PREGIO only are the rear defogger timer, daytime running lamp, over speed
warning, intermittent wiper, and washer related wiper. Among these ETACS functions, the
rear fog lamp warning and the daytime running lamp functions are applied to European
model only.
Remember that the intermittent and washer related wiper function of K2700 is not
controlled by the ETACS but by the wiper switch assembly has an intermittent relay built-in.
However, the intermittent and washer related wiper function of PREGIO is controlled by the
ETACS
INT. Wiper Rely

Wiper switch assembly

4.1.3 ETACS Options

<K2700>
NO Function ETACS TACU-A TACU-C TACU-D TACU-E
50 (Middle (Europe) (All (Europe)

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except for
East)
Europe)
Keyless Entry & Dr. Door Dr. Door Dr. Door Dr. Door
1 RKE
Central Door Lock/Unlock Lock Lock Lock Lock

2 Key Operated Warning O O O O O

3 Outside Mirror Heated Timer O O X X X

4 Seat Belt Warning Timer O O O O O

(*) (*) (*)

5 IGN Key Hole Illumination O O
X X X

6 Decayed Room Lamp O O O O O

7 Tail Lamp Auto Cut O O O O O

8 IGN Key Reminder O O O O O

9 Parking Start Warning O O O O O

10 Power Window Timer O O O O O

11 Rear Fog Warning X X O X O

<PREGIO>
ETACS-C
ETACS-F ETACS-J
(General, ETACS-D ETACS-G
NO Function (Middle (Middle
Australia, (General) (Europe)
East) East)
Europe)

1 Tail Lamp Auto Cut(Battery Saver) O O O O O

2 Central Door Lock / Unlock O X X O O

3 Key Hole Illumination O O O O O

4 Power Window Timer O X X O O

5 Rear Defogger Timer O O O O O

6 Daytime Running Lamp X X X O X

7 Rear Fog Lamp Warning O X X O X

51
8 Decayed Room Lamp (A, B) A A A A A

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9 Over Speed Warning X X O X O

10 Parking Start Warning X X X X O

11 Seat Belt Warning Timer O O O O O

12 Washer Related Wiper O O O O O

13 Variable Intermittent Wiper O O O O O

14 Key Operated Warning O O O O

15 IGN. Key Reminder X X X X X

16 Chime Bell (Buzzer) O O O O

ETACS has above functions (It depends on the wiring options)

4.1.4 System Block Diagram

4.1.4.1 K2700

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<Terminal Description> 53

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NO Name ETACS TACU-A TACU-C TACU-D TACU-E

A1 ALT “L ” O O O O O
A2 Tail S/W O O O O O
A3 Key Remain S/W O O O O O
A4 IGN 1 S/W O O O O O
A5 Tail Lamp Relay O O O O O
A6 - - - - - -
A7 Code Saver (Diagnosis Connector) O - - - -
A8 Key Hole Illumination O O - - -
A9 B+ O O O O O
A10 Assistant Door Lock S/W O - - - -
A11 Driver Door Lock S/W O O O O O
A12 Speed Sensor O O O O O
A13 Seat Belt S/W O O O O O
A14 - - - - - -
A15 Rear Fog S/W - - O - O
A16 Ground O O O O O
A17 PTO S/W O O - - -
A18 Seat Belt Warning IND. O O O O O
A19 Driver Door S/W O O O O O
A20 Outside Mirror Heated Relay O O - - -
A21 Clutch S/W O O - - -
A22 IGN 2 S/W O O O O O
A23 Parking Brake S/W O O O O O
B1 Hazard Lamp Relay O - - - -
B2 Rear Door S/W (Double Cab) O O O O O
B3 Horn Relay O - - - -
B4 - - - - - -
B5 Power Window Relay O O O O O
B6 - - - - - -
B7 Door Lock Relay O O O O O
B8 Door Unlock Relay O O O O O
B9 Room Lamp O O O O O
B10 Chime Bell (Buzzer) O O O(Buzzer) O O(Buzzer)
B11 Outside Mirror Heater S/W O
54 O - - -

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B12 - - - - - -
B13 - - - - - -
B14 PTO Relay O O - - -
B15 Assistant Door S/W O O O O O

4.1.4.2 PREGIO

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<Terminal Description >

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NO Name

A1 Rear DEF. S/W

A2 INT. S/W
A3 Washer S/W
A4 IGN 2 S/W
A5 Key Remain S/W
A6 Alternator “L”
A7 IGN 1 S/W
A8 B+
A9 Rear DEF. Relay
A10 Power Window Relay
A11 Tail Lamp Relay
A12 Door Warning Lamp
A13 Seat Belt warning IND.
A14 Key Hole Illumination
A15 -
A16 Ground
B1 Parking Brake S/W
B2 Rear Fog Lamp S/W
B3 Tail Lamp S/W
B4 Driver Door Lock S/W
B5 Tail Gate S/W
B6 Sliding Door S/W
B7 Assistant Door S/W
B8 Driver Door S/W
B9 Seat Belt S/W
B10 Cluster S/W
B11 INT. Volume
B12 RKE Receiver
B13 Vehicle Speed
B14 Front Room Lamp
B15 Hazard Relay
B16 Wiper Relay
B17 DRL Head Lamp Low Relay
B18
57
DRL Tail Relay, Horn Relay (RKE Only)

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B19 Door Unlock Relay

B20 Door Lock Relay

4.1.6 Installation position of ETACS

<K2700>
It is positioned at the right side of the column shaft.

Column Shaft

ETACS (K2700)

<PREGIO>
It is positioned at rear side of the ICM located under the front heater unit.

Front Heater Unit

ETACS

ICM

ETACS (PREGIO)

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4.2 Operating Conditions by Function

4.2.1 Tail Lamp Auto Cut (Battery Saver Function)

① With the tail lamp switched on, if the ignition key is removed from the key cylinder and the
driver door is opened then the tail lamp will automatically turned off.

② When the tail lamp is cut automatically and the tail lamp switch +is turned off and on, the tail
B
lamp illuminates but auto cut function is canceled.

③ When the tail lamp is cut automatically and the ignition key is inserted, the tail lamp
illuminates but auto cut function is canceled.

Tail
Lamp
E Relay
Tail Lamp S/W
T
E
A
T Key Remain S//W
C 59
A B+
S
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4.2.2 IGN. Key Hole Illumination

T1 : 10 ± 1 sec. T2 : 0 ~ 10 sec.

① With being the Ignition switch off, when the driver or assistant door is opened, the key hole
illumination lamp will be turn on.

② During step ① condition, if the diver or assistant door is closed, then the key hole
illumination lamp is turn on for 10 seconds after that it will be turned off.
B+

③ The key hole illumination lamp is turned off if the ignition switch is turned on.

E
Assistant Door S/W
T Key Hole Illumination
E
A
T
C
A IGN1 S/W
S 60
Driver Door S/W C B+

S
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4.2.3 Decayed Room Lamp Timer

T1 : 5.5 ± 0.5 sec. T2 : 20 ± 1 min.

① When the door is opened, the room lamp will turn on for maximum 20 minutes, after that it
will be turned off automatically to prevent from discharging the battery.

② When the door is closed, then the luminescence of the lamp will be decreased by 75%
after that, it will be dimmed out gradually, at last it will be turned Boff
+ after 5 ~ 6 seconds.

Slide Door S/W

E
T
Room Lamp
A
E
Assistant Door S/W
C
T
E
S
A
IGN2 S/W
T 61 B+
C
A
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4.2.4 IGN. Key Reminder

T1 : 0.5 sec. T2 : 1.0 sec. 0 sec.＜ T3＜ 0.5 sec.

① With being the ignition key inserted into the key cylinder, if the driver door is opened and
the driver’s door lock knob is locked, then the ETACS will B
+
output an unlock signal for 1
second.
② After the actuator is checked, if it is still in lock state, then the unlock signal will be output 3
times for 0.5 second at each time.
E
Vehicle speed (3~5km/h) T
A
E Lock
Relay
Assistant Dr Lock S/W C
T
S
E
A M
Driver Dr Lock S/W T
C
Unlock
A
S
E Relay

Assistant Door S/W C T

E
S
A 62
Driver Door S/W T Key Remain S/W B+
C
A
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4.2.5 Seat Belt Warning Timer

T1 : 6 ± 1 sec. T2 : 1.0 ± 0.1sec. T3 : 0.3 ± 0.1 sec.

① When the ignition is switched on, the seat belt warning indicator will illuminate (period :
1.0sec., duty rate : 50%) and the chime bell will sound (period:1.0 sec., duty rate:50%) for
total of 6 seconds.
② If the ignition is switched off while the seat belt warning indicator and chime bell are active,
the seat belt warning indicator and chime bell will be switched off.
③ If the seat belt is fastened during the seat belt warning indicator and chime bell output, the
IGN1
chime bell will switch off, however the seat belt warning indicator will stay illuminated for
the remaining seconds.
④ If the seat belt is removed, with the ignition switched on, the seat belt warning indicator
and chime bell will activate for 6 seconds.

Seat Belt
E Warning IND.
Seat Belt S/W
T
A
IGN1 S/W
C 63
B+

S
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 Electrical System

4.2.6 Key Operated Warning

T1, T2 : 0.45 ± 0.1sec.

① When the driver door is opened with inserting the ignition key into the key cylinder, the
chime bell will operate (period:1.0 sec., duty rate:50%) continuously.

② If the key is removed from the key cylinder or the driver door is closed, then the chime bell
output will be stopped immediately.

Key Remain S/W

B+
Driver Door S/W

64
Chime Bell

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4.2.7 Rear Defogger Timer

T1 : 0.06 ± 0.01 sec. T2 : 20 ± 1 min.

① Once the engine is running(ALT “L” is ON), if the rear defogger switch is turned on, the
rear defogger will turn on for 20 minutes.

IGN2
② If rear defogger switch is pressed again, or if ignition is switched off, the rear defogger will
shut off.

Rear
Rear Defogger S/W E Defogger
Relay
T
A
C Rear Defogger

S L
65

Alternator
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4.2.8 Power Window Timer

T1 : 30 ± 3 sec.

① When the ignition is switched off, power window output remains turning on for 30 seconds
and then turns off.

② Related to step ①, if the driver door or assistant door is opened, +the power window output
B
is turned off immediately.

Power
Window
E Relay
Assistant Door S/W
T
E
A
T IGN1 S//W
C 66
A B+
S
Driver Door S/W C
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4.2.9 Washer Related Wiper

T1 : 0.5 ± 0.2 sec. T2 : 2.5 ~ 3.8 sec.

T3 : 0.2 ~ 0.6 sec. T4 : 0.7 ± 0.1 sec.

① While the ignition switch is at "ON" position, the driver pushes the washer switch. The
wiper starts to operate after 0.5 sec. (T1).
② If the driver pushes the washer switch for 0.2 ~ 0.6 sec. (T3), the wiper relay turns off after
0.7 sec. (T4). The wiper operates only one time.
③ If the driver pushes the washer switch for more than 0.7 sec. (T4), the wiper relay turns on
for 2.5 ~ 3.8 sec. (T2) and turns off, after releasing the washer switch. The wiper operates
two or three times more.

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4.2.10 Variable Intermittent Wiper

T1 : MAX 0.3 sec. T2 : 0.7 ± 0.1 sec.

T3 : 2.2 ± 0.2 sec.
① While the ignition switch is ON condition, the driver sets the wiper switch to the intermittent
mode. The wiper relay turns on for 0.7 sec. (T2) within max. 0.3 sec. (T1), and turns off.
② After T3 sec, the wiper relay turns on for 0.7 sec. (T2) and turns off again. According to the
location of wiper intermittent volume, T3 is changed from 2.2 ± 0.2 sec.(FAST) to 10.0 ±
1.0 sec.(SLOW).
③ When the intermittent volume resistor has a open circuit(VR=∞), then T3 is fixed to 5.0 ±
1.0 sec. (Non-variable INT. wiper)

INT. Volume Level (deg) 0˚ (fast) 22.5˚ 45˚ 67.5˚ 90˚ (slow)

Volume(㏀) 0 13.0±10% 24.0±10% 38.0±10% 50.0±10%

IGN2

Wiper Motor

INT.
Wiper Relay

INT. Volume
MF. S/W 68
IGN2 S/W
INT. Wiper S/W B+
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4.2.11 Daytime Running Lamp

① With being the tail lamp switch off, if the engine starting signal is input to the ETACS from
the alternator “L” terminal, then the head lamp low and the exterior tail lamp will be
operated.
t② After that, if the tail lamp switch is ON, then the head lamp low will be automatically turned
off. B+ IGN2 B+

E
Tail Lamp S/W
T Tail
Head
Lamp DRL
A Relay Lamp Head
(ICM) Relay Lamp
B+ IGN2 S/W C (ICM) Relay
(ICM)
S Comb. S/w

L
Head
EXT.
Lamp
Low
ALT. “L”

Non DRL : close DRL Tail Relay

DRL : open 69 (Relay Box)

INT. ILL.
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4.2.12 Rear Fog Lamp Warning

T1 : 1.0 ± 0.1 sec.

① With being the rear fog lamp turn on, if the ignition key is removed from the key cylinder
and the driver door is opened, then the chime bell will be operated.

② During the rear fog lamp warning operation, if the Ignition key is inserted into the key
cylinder, then the chime bell will be stopped.

B+

Rear Fog
Lamp Relay
E
Rear Fog Lamp S/W
T
A
Driver Door S/W
C Key Remain S/W

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4.2.13 Over Speed Warning

T1 : 0.5 ± 0.1 sec.

① With being the ignition switch on, if the speed of speedometer is over 120km/h, the cluster
input is to be set.

② When the cluster input indicates that vehicle runs over 120km/h, the buzzer will be
operated.

E IGN1 S/W
Cluster S/W (120km/h) B+
T
A
C Chime Bell

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4.2.14 Parking Start Warning

T1 : 2.5 ± 0.5 sec. T1 : 0.3 ± 0.1 sec.

① If the vehicle is running with more than 10km/h for 2~3 sec. with being the ignition switch
on and pulled the parking brake lever, then the chime bell will continuously operate.

E
Vehicle Speed (10km/h) T
A
IGN1 S/W
C B+
E
S
Parking Brake S/W
T
Chime Bell
A
C
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4.2.15 Central Door Lock / Unlock

T1 : 0.5 ± 0.1 sec.

① If the driver door lock switch is switched from the unlock state to lock position, then the
ETACS operates the door lock relay for 0.5 sec. to output the door lock signal.

② If the driver door lock switch is switched from the lock position to the unlock position, then
the ETACS operates the door unlock relay for 0.5 sec. to output the door unlock signal.

B+

E Lock
Assistant Dr Lock S/W Relay
T
E
A M
Driver Dr Lock S/W T
C
Unlock
A
S Relay

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4.2.16 Outside Mirror Heated Timer

T1 : 0.04 ~ 0.08 sec. T2 : 20 ± 1 min.

① When driver turns on the outside mirror heated switch, the outside mirror heater lamp will
be turn on, at the same time electrical power will be supplied to the outside mirror heater
for 20 minutes. The outside mirror heater can only be operated while the engine is running.

② If the outside mirror heated switch is turned on again, then the electric power supplied to
outside mirror heating relay is canceled.

B+

Outside
E Mirror
Outside Mirror Heated S/W Heated
T Relay

A
C Outside Mirror Heater
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5. Component Location
5.1 K2700
5.1.1 Passenger Compartment Relay Box

1. Tail Lamp Relay

2. Horn Relay
3. Fog Lamp Relay
4. Flasher Unit
5. Power Socket Relay
6. Blower Motor Relay

5.1.2 Engine Room Compartment Relay Box

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1. Power Window Relay

2. Glow Relay
3. Start Relay
4. Head Lamp Relay
5. Condenser Fan Relay
6. Air Conditioning Relay
7. Main Relay

5.1.3 ICM
The ICM is the integrated relay gathering the various relays scattered in the vehicle. It is
installed at the left side of the chime bell.

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1 3
Chime Bell

1. Outside Mirror Heated Relay

2. Hazard Lamp Relay
3. Door Lock / Door Unlock Relay

Inside of the ICM, door lock relay, door unlock relay, hazard lamp relay, and outside
mirror heating relay are installed on the PCB with being soldered.
When any one of these 4 Relays has defected, the each relay can not be replaced
individually, so that the ICM itself should be replaced

5.2 PREGIO
5.2.1 Passenger Compartment Relay Box

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1. Flasher Unit
2. Power Window Relay
3. Start Relay
4. Hazard Relay
5. Front Blower Relay
6. Main Relay
7. Front Fog Lamp Relay
8. DRL Relay
9. Rear Fog Lamp Relay

5.2.2 ICM
The ICM is installed under the front heater unit.

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Front Heater Unit

In the ICM, the rear defogger relay, horn relay, tail lamp relay, intermittent wiper relay,
head lamp relay, main condenser fan relay, sub condenser fan relay, compressor relay, door
lock relay, and door unlock relay are installed. Also the relay of this ICM can not be replaced
individually so the ICM itself should be replaced when it has any defect.

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11 10 9 8 7 6 5 4 3 2 1

1. Horn relay,
2. Intermittent wiper relay,
3. Main condenser fan relay,
4. Sub condenser fan relay,
5. Rear defogger relay,
6. Tail lamp relay,
7. Door lock relay,
8. Door unlock relay
9. Head lamp relay,
10. Compressor relay,
11. DRL Relay

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