Ignition System / Description and operation

Description
The ignition coil is a kind of small transformer that transforms the battery voltage to 30
kV or more to create a spark in the spark plug gap in the cylinder.
The igniter embedded in the ignition coil includes the power transistor and it is an
electronic switch whose electric current is controlled by the Engine Control Module
(ECM) signal.
The ignition timing is controlled by the ECM and the standard ignition timing data
depending on the engine operating condition is stored in the ECM memory.
The engine operating conditions (speed, load, warm-up state, etc.) are detected by the
various sensors.
Based on these sensor signals and the ignition timing data, when the ECM applies the
ignition signal to the ignition coil for a certain period of time, igniter is energized and
current flows and rises gradually to the primary coil and the magnetic filed is produced.
When the current in the primary coil is cut off by the ignition signal of the ECM, the
rapid change of the magnetic flux by the mutual induction action is induced to the
secondary coil and high voltage is generated depending on the coil winding ratio.
This high voltage generated from the secondary coil is caught in the spark plug gap and
discharges as the electric field is destroyed to generate a spark.
Ignition Coil
Description
The ignition coil is mounted on the top side of the cylinder head cover end. The ignition
coil consists of the primary coil that receives battery power and the secondary coil that
generates high voltage.
When the current in the primary coil is cut off by the ignition signal of the ECM, the
rapid change of the magnetic flux by the mutual induction action is induced to the
secondary coil and high voltage is generated depending on the coil winding ratio.
This high voltage generated from the secondary coil is caught in the spark plug gap and
discharges as the electric field is destroyed to generate a spark.
Ignition Coil Connector Terminal Function
Ignition Coil Terminal Function
*Connected to number
Ignition Coil #1 (Cylinder #1)
Pin No Description Connected to
1 Ground Chassic
2 Ignition Coil #1 Control ECM Connector [93]
3 Ignition Coil #1/#4 Feedback ECM Connector [82]
4 Battery Power (B+) Main Relay

Ignition Coil #2 (Cylinder #2)

Pin No Description Connected to
1 Ground Chassic
2 Ignition Coil #2 Control ECM Connector [47]
3 Ignition Coil #2/#3 Feedback ECM Connector [105]
4 Battery Power (B+) Main Relay

Ignition Coil #3 (Cylinder #3)

Pin No Description Connected to
1 Ground Chassic
2 Ignition Coil #3 Control ECM Connector [116]
3 Ignition Coil #2/#3 Feedback ECM Connector [105]
4 Battery Power (B+) Main Relay

Ignition Coil #4 (Cylinder #4)

Pin No Description Connected to

1 Ground Chassic

2 Ignition Coil #4 Control ECM Connector [24]

3 Ignition Coil #1/#4 Feedback ECM Connector [82]

4 Battery Power (B+) Main Relay

Spark Plug. Description and operation

Description
A spark plug is a device for delivering electric current from an ignition system to the
combustion chamber of a spark-ignition engine to ignite the compressed fuel/air mixture
therein by means of an electric spark, while containing combustion pressure within the
engine. A spark plug has a metal threaded shell, electrically isolated from a central
electrode by a porcelain insulator.
Specification
Item Specification
Type SILZKR7K11S SILZKR8J9GS
1.0 - 1.1 mm 0.8 - 0.9 mm
Gap (0.0394 - 0.0433 in.) (0.0315 - 0.0354in.)
Electrode Material IRIDIUM

CVVT (Continuously Variable Valve Timing) System. Description and operation

Description
Continuous Variable Valve Timing (CVVT) system advances or retards the valve timing
of the intake and exhaust valve in accordance with the ECM control signal which is
calculated by the engine speed and load.
By controlling CVVT, the valve over-lap or under-lap occurs, which makes better fuel
economy and reduces exhaust gases (NOx, HC) and improves engine performance
through reduction of pumping loss, internal EGR effect, improvement of combustion
stability, improvement of volumetric efficiency, and increase of expansion work.
This system consist of
– the CVVT Oil Control Valve (OCV) which supplies the engine oil to the cam phaser or
runs out the engine oil from the cam phaser in accordance with the ECM PWM (Pulse
With Modulation) control signal,
– the CVVT Oil Temperature Sensor (OTS) which measures the engine oil temperature,
– and the Cam Phaser which varies the cam phase by using the hydraulic force of the
engine oil.
The engine oil getting out of the CVVT oil control valve varies the cam phase in the
direction (Intake Advance/Exhaust Retard) or opposite direction (Intake Retard/Exhaust
Advance) of the engine rotation by rotating the rotor connected with the camshaft inside
the cam phaser.
Operation Principle
The CVVT has the mechanism rotating the rotor vane with hydraulic force generated by
the engine oil supplied to the advance or retard chamber in accordance with the CVVT oil
control valve control.
 CVVT System Mode

1) Low Speed / Low Load (2) Part Load

(3) Low Speed / High Load (4) High Speed / High Load
 Exhaust Valve Intake Valve
Driving Valve Valve
Condition Timing Effect Timing Effect
(1) Low * Valve Under-lap * Valve Under-lap
Speed Completely * Improvement of combustion Completely * Improvement of combustion
/Low Load Advance stability Retard stability
* Increase of expansion work
(2) Part * Reduction of pumping loss
Load Retard * Reduction of HC Retard * Reduction of pumping loss
(3) Low * Prevention of intake back
Speed flow (Improvement of
/High Load Retard * Increase of expansion work Advance volumetric efficiency)
(4) High
Speed * Improvement of volumetric
/High Load Advance * Reduction of pumping loss Retard efficiency

ETC (Electronic Throttle Control) System / Description and operation

Description
The Electronic Throttle Control (ETC) System consists of a throttle body with an
integrated control motor and throttle position sensor (TPS). Instead of the traditional
throttle cable, an Accelerator Position Sensor (APS) is used to receive driver input. The
ECM uses the APS signal to calculate the target throttle angle; the position of the throttle
is then adjusted via ECM control of the ETC motor. The TPS signal is used to provide
feedback regarding throttle position to the ECM. Using ETC, precise control over throttle
position is possible; the need for external cruise control modules/cables is eliminated.
Fail-Safe Mode
Item Fail-Safe
ETC Motor Throttle valve stuck at 5°
TPS 1 fault Replace it with TPS2
TPS 2 fault Replace it with TPS1
TPS TPS 1, 2 fault Throttle valve stuck at 5°
TPS 1 fault Replace it with TPS2
TPS 2 fault Replace it with TPS1
APS TPS 1, 2 fault Throttle valve stuck at 5°

Specification
[Throttle Position Sensor (TPS)]
Output Voltage (V)
Throttle Angle (°) TPS1 TPS2
0 0.0 5.0
10 0.48 4.52
20 0.95 4.05
30 1.43 3.57
40 1.90 3.10
50 2.38 2.62
60 2.86 2.14
70 3.33 1.67
80 3.81 1.19
90 4.29 0.71
100 4.76 0.24
105 5.0 0
C.T (6 - 15°) 0.29 - 0.71 4.29 - 4.71
W.O.T (93 - 102°) 4.43 - 4.86 0.14 - 0.57
Item Sensor Resistance (kΩ)

TPS1 0.875 - 1.625 [20°C (68°F)]

TPS2 0.875 - 1.625 [20°C (68°F)]

[ETC Motor]
Item Specification
Coil Resistance (Ω) 1.2 - 1.8 [20°C (68°F)]

Schematic Diagram

Circuit Diagram
Harness Connector
Injector. Description and operation
Description
Based on information from various sensors, the ECM can calculate the fuel amount to be
injected. The fuel injector is a solenoid-operated valve and the fuel injection amount is
controlled by length of injection time. The ECM controls each injector by grounding the
control circuit. When the ECM energizes the injector by grounding the control circuit, the
circuit voltage should be low (theoretically 0V) and the fuel is injected. When the ECM
de-energizes the injector by opening control circuit, the fuel injector is closed and circuit
voltage should momentarily peak.

Specification
Item Specification
Coil Resistance (Ω) 13.8 - 15.2 [20°C (68°F)]

Circuit Diagram
Harness Connector

Fuel Pump

Pin No Discription
1 Fuel sender signal

2 -

3 Fuel sender ground

4 Fuel pump (+)

5 Fuel pump (-)

Fuel Sender

Pin No Discription
1 Fuel sender signal
2 -
3 Fuel sender ground
4 Fuel pump (+)
5 Fuel pump (-)

Position Resistance (Ω) Capacity (ℓ)

E 297 - 305 3
1/2 85.5 - 87.5 32.7
F 14 - 16 65