BYD AUTO BYD NEW F3 Maintenance & Repair Manual

Engine Management System

Contents
Chapter 1 473Q M7.9 Management System Service Manual ....................................................... 1
Part 1 EFI System Service Notice ......................................................................................... 3
Part 2 Introduction to M7 System .......................................................................................... 6
Part 3 M7 System Component Structure, Principle and Troubleshooting ............................. 12
Part 4 Diagnostic Procedures of Servicing M7 System as per DTC ..................................... 50
Part 5 Diagnostic Procedures of Servicing M7 System as per Symptoms of Malfunction ..... 70
Part 6 Guide for Use of BYD-ED300 Electric Diagnostic Tester .......................................... 82
Part 7 Accessories .............................................................................................................. 85
Chapter 2 473QE Engine Electronic Control System..................................................................... 96
Part 1 EFI System Service Notice ....................................................................................... 99
Part 2 Introduction to MT22.1 System ............................................................................... 101
Part 3 MT22.1 System Component Structure, Principle and Troubleshooting .....................113
Part 4 Diagnostic Procedures of Servicing MT22.1 System as per DTC ............................ 147
Part 5 Diagnostic Procedures of Servicing MT22.1 System as per Symptoms of Malfunction
......................................................................................................................................... 190
Part 6 Guide for Use of BYD-ED400 Electric Diagnostic Tester ........................................ 201
Part 7 Accessories ............................................................................................................ 212
Chapter 3 483QA M7 Management System ............................................................................... 218
Part 1 EFI System Service Notice ..................................................................................... 220
Part 2 Introduction to M7 System ...................................................................................... 224
Part 3 M7 System Component Structure, Principle and Troubleshooting ........................... 234
Part 4 Diagnostic Procedures of Servicing M7 System as per Symptoms of Malfunction ... 293
Part 5 Guide for Use of M7 System Diagnostic Tester ....................................................... 307
Part 6 Accessories ............................................................................................................ 308

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 Chapter 1 473Q M7.9 Management System Service Manual
Contents
Part 1 EFI System Service Notice ................................................................................................ 3
Section 1 General Service Notice ........................................................................................ 3
Section 2 Notice During Service .......................................................................................... 3
Section 3 List of Service Tools............................................................................................. 4
Section 4 Note for Abbreviations in the Manual ................................................................... 6
Part 2 Introduction to M7 System ................................................................................................. 6
Section 1 Basic Principles ................................................................................................... 6
Section 2 Control Signal: M7 System I/O Signal .................................................................. 8
Section 3 System Functions ................................................................................................ 9
Section 4 Introduction to System Malfunction Diagnosis .................................................... 10
Section 5 Description of Related Problems ........................................................................11
Part 3 M7 System Component Structure, Principle and Troubleshooting .................................... 12
Section 1 Introduction to Engine Management System Component Layout ....................... 12
Section 2 Intake Air Pressure and Temperature Sensor ..................................................... 14
Section 3 Throttle Position Sensor .................................................................................... 17
Section 4 Coolant Temperature Sensor ............................................................................. 19
Section 5 Knock Sensor .................................................................................................... 21
Section 6 Oxygen Sensor.................................................................................................. 24
Section 7 Crankshaft Position Sensor ............................................................................... 28
Section 8 Camshaft Position Sensor ................................................................................. 31
Section 9 Electronic Controller Unit ................................................................................... 33
Section 10 Electric Fuel Pump .......................................................................................... 36
Section 11 Fuel Injector ..................................................................................................... 39
Section 12 Idle Speed Stepper Motor ................................................................................ 42
Section 13 Ignition Coil ..................................................................................................... 45
Section 14 Carbon Canister Control Valve ........................................................................ 47
Section 15 Fuel Distribution Pipe Assembly ...................................................................... 49
Part 4 Diagnostic Procedures of Servicing M7 System as per DTC ............................................ 50
Part 5 Diagnostic Procedures of Servicing M7 System as per Symptoms of Malfunction ............ 70
Section 1 Engine Running Slowly or Not Running When Started ....................................... 70
Section 2 Engine Cannot Be Started with Starter Running ................................................. 71
Section 3 Hard to Start When the Engine Is Hot ................................................................ 72
Section 4 Hard to Start When Engine Is Cold .................................................................... 73
Section 5 Hard to Start at Normal Engine Speed Any Time ................................................ 74
Section 6 Engine Normally Started, yet Idling Unstable Any Time ...................................... 75
Section 7 Engine Normally Started, Idling Unstable During Heating ................................... 76
Section 8 Engine Normally Started, yet Idling Unstable after Heating ................................ 77
Section 9 Engine Normally Started, yet Idling Unstable or Stalling Under Partial Load (e.g.
A/C Turned on) ................................................................................................................. 78
Section 10 Engine Normally Started, yet Idling at a Higher Speed ..................................... 78
Section 11 Engine Running Slowly or Stalling During Acceleration .................................... 79
Section 12 Slow Response in Acceleration ........................................................................ 80
Section 13 Sluggish Acceleration and Poor Performance .................................................. 81
Part 6 Guide for Use of BYD-ED300 Electric Diagnostic Tester ................................................. 82
Section 1 Preparation for Troubleshooting with BYD-ED300 ............................................. 83
Section 2 Instructions for Keypad Operation...................................................................... 83
Section 3 Functions .......................................................................................................... 85
Part 7 Accessories ..................................................................................................................... 85
Section 1 Table of Mounting Torque for Parts .................................................................... 93
Section 2 Rules for Maintenance of EFI System ................................................................ 93

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 Foreword

With the development of China's national economy, car ownership is increasing, and
environmental regulations are stricter. Since the combination of closed-loop control gasoline
rationing technology and three-way catalytic converter would reduce the toxic substance
emissions of vehicles by more than 92%, it had become an irreversible trend to replace
carburetors with EFI technology. This indicated that the era of carburetor engine in China's auto
industry had ended, and the era of EFI engine had begun.
The engine management system provided for BYD 473Q engine is the MOTRONIC system
provided by United Automotive Electronic Systems Co., Ltd. As the largest and most influential
supplier of automotive engine EFI systems in China, United Automotive Electronic Systems Co.,
Ltd. started to supply MOTRONIC series EFI systems and parts imported from BOSCH for major
domestic car companies from 1996. The so-called MOTRONIC is a trade name, which does not
have a specific meaning. The MOTRONIC system has certain technical characteristics, that is,
the electronic fuel rationing control and the ignition timing electronic control system of the engine
are combined to share a set of sensor, electronic control unit and power supply device. It goes
without saying that MOTRONIC system features ignition timing control function, which has
significantly improved the engine performance.
Same as other EFI systems, MOTRONIC system can greatly reduce car emissions on the one
hand; on the other hand, it will bring difficulties to service personnel familiar with the traditional
carburetor engines only. Carburetor engines are visible and palpable to service personnel.
However, the EFI engines do not have the mechanical components that people previously familiar
with, and are replaced by a variety of electronic components. Originally, service personnel and
even the drivers may adjust the carburetor or distributor; however, the data are stored in the
computer chip now, so that the general service staff can not eliminate malfunctions by modifying
the data with electronic instrument. It is often invisible when the electronic components of the
system have failures, so that it requires a variety of instruments to test and identify. The service
personnel often feel difficult to repair the EFI engines. According to this reality, we write this
Service Manual, and hope to play a role in two aspects: to help the engineers of engine plants or
vehicle factories better understand the electronic engine control systems; on the other hand, to
help the service personnel repair EFI engines.
This Manual first describes the composition and working principle of EFI systems. Then, the
structure and performance of the various system components are described in details.
Generally, electric diagnostic tester is an essential tool in the service process of EFI systems.
Electric diagnostic tester can call out the malfunction information stored in the ECU. To help
readers understand the true meaning of each DTC, the Manual lists the conditions that ECU sets
various malfunction information records. However, many malfunctions can’t be directly identified
basing on the malfunction information records; instead, a series of analysis is required to locate
the malfunction. Therefore, the Manual detailedly describes how to locate the malfunction
according to the malfunction information records.
Due to the presence of the electronic control components, the reasons of engine malfunction
have new contents. In other words, an engine malfunction may be caused by either mechanical
reasons or electronic components. Moreover, the actual engine malfunctions are not identified
with electric diagnostic tester only. Therefore, the Manual also identifies the malfunctions with
electronic control system according to the engine symptoms.

2
Part 1 EFI System Service pipes: start the engine and let it idle,
connect the diagnostic apparatus, enter
Notice ―Actuator Test‖ and shut off the fuel pump,
until the engine flames out automatically.
Only professional service technicians
Section 1 General Service are allowed to disassemble the
Notice pipeline and replace the fuel filter at a
well-ventilated place.
1.1 You are only allowed to check the EFI 2.5 Do not power on the electric fuel pump
system with a digital multimeter. when you remove it from the fuel tank, as
1.2 Please use the quality parts for service; it may cause electric spark or even fire.
otherwise, the EFI system may not work 2.6 You are not allowed to conduct a running
normally. test to the fuel pump when it is dry or in
1.3 Only unleaded gasoline can be used water; otherwise, its service life may be
during service. shortened. In addition, its positive and
1.4 Please comply with the service negative poles shall be properly
procedures. connected.
1.5 No one is allowed to disassemble the 2.7 To check the ignition system, spark-over
parts of EFI system during service. test can be taken only when necessary.
1.6 Handle the electronic elements (ECU, Such a test shall be completed in a short
sensor, etc.) very carefully during service, time and the throttle valve cannot be
to avoid dropping to the ground. opened during test; otherwise, it may
1.7 Build up an environmental awareness and cause a lot of unburned gasoline entering
treat the wastes produced during service the bleeding pipe and damage the
effectively. three-way catalytic converter.
2.8 The idle speed adjustment can be
completed by the EFI system, which
Section 2 Notice During Service requires no manual operation. Users are
not allowed to adjust the throttle limit
2.1 To ensure normal working of the EFI
screws which have been properly
system, do not remove any parts or its
adjusted by the manufacturer.
connectors from its mounting position so
2.9 The positive and negative terminals of
as to avoid unexpected damage and
battery shall be properly connected so as
prevent foreign matters such as moisture
to avoid any damage to electronic
and greasy dirt from entering the
components. Negative grounding is
connector.
adopted for this system.
2.2 Be sure to turn off the ignition switch
2.10 Do not remove the battery cable when
before you connect or disconnect the
the engine is running.
connectors; otherwise, damage may be
2.11 Remove the positive and negative cable
caused to the electric elements.
of battery as well as the ECU before
2.3 Keep the ECU temperature lower than
electric welding on the car.
80°C in simulating the hot condition of
2.12 Do not check the electric input/output
malfunction or other service operations
signals of parts by piercing the cable sheath.
which may cause a temperature rise.
2.4 The EFI system has a much higher fuel
supply pressure (about 350kPa), so
high-pressure resistant fuel pipes are
used for all the fuel pipelines. Even if the
engine is not running, the fuel pressure is
much higher in the oil line. Therefore, do
not easily disassemble the fuel pipes
during maintenance; if the fuel system
requires maintenance, please release the
pressure of the fuel system in the
following method before removing the fuel

3
Section 3 List of Service Tools
Tool name:

Electric Diagnostic Tester

Function:
Read/clear the DTC of EFI system, observe
data streams, conduct component action tests,
etc.

Tool name:
Digital Multimeter
Function:
Check the characteristic parameters of EFI
system, such as voltage, current and
resistance.

Tool name:
EFI System Adapter
Function:
Check the electric signals of each ECU pin,
check the line, etc.

Tool name:
Vacuum Meter
Function:
Check the pressure in the intake manifold.

Tool name:
Ignition Timing Light
Function:
Check the engine ignition timing, etc.

Tool name:
Cylinder Pressure Gauge
Function:

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Check the pressure of each cylinder. Tool name:
Fuel Injector Cleaning Analyzer
Function:
Analyze the cleaning of fuel injector.

Tool name:
Fuel Pressure Gauge
Function:
Check the pressure of fuel system, and judge
the working condition of fuel pump and fuel
pressure regulator in the fuel system.

Tool name:
Exhaust Gas Analyzer
Function:
Check the exhaust emission of the vehicle
and help to judge the EFI system malfunction.

5
Section 4 Note for Abbreviations in the Manual

DG Crankshaft Position Sensor (Engine Speed Sensor)

DKG Throttle Position Sensor
DLA Idle Speed Stepper Motor
DS-S-TF Intake Pressure and Temperature Sensor
ECU Electronic Control Unit (commonly known as: computer)
EKP Fuel Pump
EMS Engine Management System
EV Fuel Injector
LSH Heated Oxygen Sensor
KS Knock Sensor
KSZ Fuel Distributing Pipe Assembly
KVS Fuel Distributing Pipe
PG Camshaft Position Sensor (also known as Phase
Sensor)
TEV Carbon Canister Control Valve
TF-W Coolant Temperature Sensor
ZSK Ignition Coil

Part 2 Introduction to M7 System

Section 1 Basic Principles

1.1 System Overview: M7-Motronic EMS (Engine Management System)
EMS mainly consists of the sensor, microprocessor (ECU), and actuator, which will control the air
intake amount, fuel injection quantity and ignition advance angle when the engine is running. The
basic structure is shown in Fig. 2-1.

Sensor Diagnosis
ECU Diagnosis Actuator

Engine

Fig. 2-1 Components of Engine Electronic Control System

In the engine electronic control system, the sensor is used as the input part to measure various
physical signals (temperature, pressure, etc.), and convert into corresponding electrical signals;
ECU is used to receive input signals from the sensor, calculate and process according to set
procedure, generate corresponding control signal and output to the power drive circuit, which will
run the engine in accordance with the established control strategy by driving the respective
actuators to perform different actions; meanwhile, the fault diagnostic system for the ECU
monitors every component or control function in the system; once the fault is detected and
confirmed, the fault code is stored, and the "limp home" function is called; when the fault has
been eliminated, the normal value is restored.
The biggest advantage of M7 EMS is the torque-based control strategy, which aims to link a large
variety of control targets together and is the only way to integrate each function into the different

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ECU variants as per the engine and vehicle model.
M7 engine electronic control system mainly consists of:
Electronic Control Unit (ECU) Idle Speed Stepper Motor
Intake Pressure and Temperature Sensor Fuel Injector
Coolant Temperature Sensor Electric Fuel Pump
Throttle Position Sensor Fuel Pressure Regulator
Crankshaft Position Sensor Pump Holder
Crankshaft Position Sensor Fuel Distributing Pipe
Knock Sensor Carbon Canister Control Valve
Oxygen Sensor Ignition Coil

M7-Motronic EMS is an electronically-operated gasoline engine control system, which provides

many control characteristics related to operator and vehicle or equipment. This system combines
the open-loop and closed-loop (feedback) control modes to provide various control signals for
running the engine.
Basic management functions physical model applied engine
 Torque-based system structure
 The cylinder load is determined by the intake air pressure sensor / air flow sensor
 Improved air-mix control function in both static and dynamic state
  Closed-loop Control
 Fuel injection in cylinder order
 Ignition timing, including knock control in cylinder order
 Emission control function
 Catalytic converter heating
 Carbon canister control
 Idle speed control
 Limp home
1.2 Torque Structure: Torque Controlled M7 System
In the torque-controlled M7 system, all the internal and external demands for the engine are
defined as the torque or efficiency requirements of the engine, as shown in Fig. 2-2. The
requirements of engine are converted to torque or efficiency control variables, which then will be
processed in the central torque demand coordinator module. M7 system can sort these conflicting
requirements by priority, carry out the most important one and obtain such parameters as the
required fuel injection time and ignition timing by the torque converting module. Executing this
control variable will not affect other variables. This is the advantage of torque-controlled system.
During engine matching, due to the variable independence of torque-controlled system, only the
engine data are used to match the engine characteristic curve and pulse spectrum, and won’t
interfere with other functions and variables, which will avoid repeated calibration, simplify the
matching process and reduce the cost of matching.

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 Efficiency requirements
Engine startup
Catalytic heating
Idle speed contro

Efficien
cy
External torque requests
Cruise control Torque Torque Injection time
Vehicle speed limit requirements conversion
Vehicle dynamic control coordinator To realize Individual
Drivability To coordinate the ideal torque cylinder fuel
torque and Torque cut-off
efficiency
requirements
Internal torque requests
Engine startup Torque
Idle speed control Ignition timing
Engine speed limit
Engine protection

Fig. 2-2 Torque-based M7 System Structure

Comparing with previous M-series engine EFI management system, M7 system mainly features:
 The new engine functional structure of variable torque has strong expandability and is
easily compatible with other systems;
 New modular software structure and hardware structure ensures high portability;
 Model based basic characteristics of the engine are mutually independent, which will
simplify the calibration process;
 Camshaft position sensor and sequential fuel injection help to improve the emissions;
 Coordinate various torque requirements intensively to improve drivability;
 The system can be expanded according to future needs, such as: future emission
regulations, electronic throttle, etc.

Section 2 Control Signal: M7 System I/O Signal

Input signals for major ECU sensors in M7 system include:
 Intake pressure signal
 Intake temperature signal
 Throttle angle signal
 Coolant temperature signal
 Engine speed signal
 Phase signal
 Knock sensor signal
 Oxygen sensor signal
 Vehicle speed signal
 A/C pressure signal
Signals above enter the ECU where they are processed to produce the required actuator control
signals. These signals will be amplified in the output drive circuit and transmitted to relevant
actuator, as shown below:
 Idle speed stepper motor opening
 Fuel injection timing and duration
 Fuel pump relay
 Carbon canister control valve opening

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  Ignition coil dwell angle and ignition advance angle
 A/C compressor relay
 Cooling fan relay

Section 3 System Functions

3.1 Start Control
Special computing method is required for controlling the charge, fuel injection and ignition timing
during start. The air is motionless early in the intake manifold where the pressure is displayed as
the ambient atmosphere pressure and designated as a fixed parameter subject to the start
temperature by the idle speed stepper motor when the throttle valve is closed. In a similar process,
the specific ―Fuel Injection Timing‖ is designated as an initial injection pulse. The fuel injection
quantity varies with the engine temperature so as to speed up the formation of oil film on the wall
of intake manifold and cylinder. Therefore, mixture must be enriched before the engine reaches a
certain speed. Once the engine starts running, the system reduces the cranking enrichment
immediately and cancels it completely at the end of starting (600…700min-1). Ignition angle is also
constantly adjusted under starting condition. Ignition angle is also constantly adjusted under
starting condition, and changes with the engine temperature, intake air temperature and engine
speed.
3.2 Heater and Three-way Catalytic Converter Heating Control
After the engine starts at a low temperature, the cylinder charge, fuel injection and electronic
ignition are all adjusted to compensate for higher torque requirements; such process will be lasted
until the temperature rises up to an appropriate threshold. In this stage, the most important is to
heat the three-way catalytic converter rapidly, as it may greatly reduce the exhaust emission after
it starts working. With the ignition advance angle properly delayed, the three-way catalytic
converter can be heated by using waste gas in this state.
3.3 Acceleration/Deceleration and Reverse-Towing Fuel Cut-off Control
Part of the fuel injected to the intake manifold may not reach the cylinder for subsequent
combustion. On the contrary, it forms a layer of oil film on the wall of intake manifold. With the
increase of load and the extension of fuel injection time, the fuel stored in the oil film will be
increased rapidly. As the throttle opening increases, part of the injected fuel will be absorbed by
the oil film. Thus, supplementary fuel must be injected to compensate and avoid mixture
enleanment during acceleration. Once the loading factor reduces, the added fuel contained in the
fuel film on the wall of intake manifold will be released, so the fuel injection time must be
accordingly shortened during deceleration. The towing or reverse towing state refers to the
conditions where the power provided for the flywheel by the engine is negative. In this case,
engine friction and pumping loss can be used to reduce the vehicle speed. In such a state, the fuel
may be cut off so as to reduce the fuel consumption and exhaust emission, what’s more, to
protect the three-way catalytic converter. Once the engine speed is reduced to a specific one over
the idle speed, fuel supply may be restored by the fuel injection system. Actually, a range for
speed recovery is contained in the ECU program, which varies with such parameters as engine
temperature and dynamic change in engine speed and can prevent the speed from being reduced
to the specified minimum threshold by calculation. In case of fuel supply recovery, the fuel
injection system starts supplementing fuel with the initial injection pulse and reforms a layer of oil
film on the wall of intake manifold. Meanwhile, the torque-based control system will get the engine
torque increased slowly and smoothly (smooth transition).
3.4 Idle Speed Control
Engine running idle will not provide torque for the flywheel. To ensure stable operation of the
engine at the lowest possible idle speed, the closed loop idle speed control system must maintain
the balance between the generated torque and "power consumption" of the engine. During idling,
certain amount of power must be generated to meet the load requirements. During idling, certain
amount of power must be generated to meet the load requirements, including engine crankshaft,
valve gear and accessories, e.g. the internal friction of the water pump.

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On the basis of the closed-loop idle speed control, the torque-based control strategy for M7
system determines the engine output torque which is necessary to maintain the required idle
speed in any operating conditions. This output torque increases/decreases with the
decrease/increase of engine speed. System responds to new ―interference factor‖ by requiring
greater torque, such as turning on/off of the air-conditioning compressor or shift of automatic
transmission. When the engine temperature is much lower, the increase of torque is also required
to compensate larger internal friction loss and/or maintain a higher idle speed. The sum of all
these output torque requirements will be transferred to the torque coordinator which deals with
and computes the requirements and obtains the relevant charging density, mixture ingredient and
ignition timing.
3.5  closed-loop Control
Exhaust aftertreatment is an effective way to reduce the concentration of harmful substances in
the waste gas. The three-way catalytic converter can effectively reduce hydrocarbon (HC), carbon
monoxide (CO) and nitrogen oxides (NOx) by 98% or more where they are converted into water
(H2O), carbon dioxide (CO2) and nitrogen (N2). Such high efficiency can only be achieved when
the engine is operated within a narrow range around the excess air factor =1. The goal of 
closed-loop control is to ensure the mixture density is within this range.
 closed-loop control system can work only when the oxygen sensor is equipped, which monitors
the oxygen contents in the waste gas at the side of three-way catalytic converter. Lean mixture
(1) produces about 100mV sensor voltage while the rich mixture produces about 900mV
sensor voltage. In case of =1, an abrupt change appears in the sensor voltage.  closed-loop
control responds to the input signal (1 indicating too lean mixture and 1 indicating too rich
mixture) to modify the control variable and produces a modifying factor which serves as the
multiplier to modify the fuel injection duration.
3.6 Evaporative Emission Control
For the reason of external radiant heat and oil return heat transfer, the fuel in the fuel tank is
heated and becomes a fuel vapor which contains a lot of HC ingredients and thus cannot be
directly discharged into the atmosphere according to the Evaporative Emission Standards. In the
system, the fuel vapor travels through a duct, then enters the carbon canister and at last is
cleaned and blown into the engine for combustion when appropriate. Vapor flow is controlled by
ECU only when the  closed-loop control system works under the closed-loop condition.
3.7 Knock Control
The knock sensor properly installed in the engine is intended to detect the characteristic vibration
when knock occurs, and convert such vibration into electronic signals which will be transmitted to
ECU and processed here. Special process algorithm will be used by ECU to check if knock
occurs in each cylinder during a combustion cycle. Once knock is detected, knock closed-loop
control will be triggered. After knock danger is eliminated, ignition for the affected cylinder will be
gradually pushed to the predetermined ignition advance angle again.
The threshold of knock control has good adaptability to different conditions and fuels of different
grades.

Section 4 Introduction to System Malfunction Diagnosis

4.1 Malfunction Information Records
The engine ECU constantly monitors the sensors, the actuators, the relevant circuits, the
malfunction indicators, the battery voltage as well as the engine ECU itself and also detects the
reliability of the sensor output signals, the actuator drive signals and the internal signals (such as
 closed-loop control, coolant temperature, knock control, idle speed control and battery voltage
control). In case certain faulty part or unreliable signal value is detected, a malfunction
information record will be made immediately by ECU, stored on the RAM memory in the form of
DTC and displayed in order of appearance.

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 Function Diagnosis Function Diagnosis

Data Acquisition Control Command

Sensor Actuator

Engine

Fig. 2-3 Schematic Diagram of Troubleshooting EFI System

4.2 Connection of Electric Diagnostic Tester

The system uses "K" line communication protocol and ISO 9141-2 standard diagnostic connector,
as shown in Fig. 2-4. This standard diagnostic connector is fixedly connected on the engine
wiring harness. For the standard diagnostic connector, 4#, 7# and 16# pin are used to diagnose
the engine management system (EMS). Pin 4 of the standard diagnostic connector is connected
to the ground wire of the car; pin 7 is connected to pin 71 of ECU, i.e. "K" line of engine data; pin
16 is connected to positive terminal of the battery.

Fig. 2-4 ISO9141-2 Standard Diagnostic Connector

Communication between the engine ECU and the external diagnostic tester can be established
with the cable ―K‖ and the following operations can be performed. (See "M7 Electric Diagnostic
Tester Introduction" for the details of function and operation)

Section 5 Description of Related Problems

System features:
Multi-point sequential injection system;
The new engine functional structure of variable torque has strong expandability and is easily
compatible with other systems;
New modular software structure and hardware structure ensures high portability;
Use cylinder detection signal (camshaft position sensor);
Use signal plate to identify speed signal (crankshaft position sensor);
Stepper motor air control;
Achieve idle torque closed-loop control;
Knock control (knock sensor KS-1-K);
Feature catalytic converter heating and protection;
Integrate limp home function;
Integrate flicker code function

11
Part 3 M7 System Component Structure, Principle and
Troubleshooting
Section 1 Introduction to Engine Management System Component
Layout

473Q engine

12
 A: Throttle position sensor; G: Knock sensor
B: Idle speed stepper motor

C: Intake temperature/pressure sensor

H: Crankshaft position sensor

D: Coolant temperature sensor

I: Front oxygen sensor

E: Camshaft position sensor
F: Ignition coil

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 Section 2 Intake Air Pressure
and Temperature Sensor
Diagrams and pins

J: Carbon canister control valve

Fig. 3-1 Intake Air Pressure and Temperature

Sensor

Intake Air Pressure and

Temperature Sensor

K: Fuel injector nozzle Fig. 3-2 Circuit Diagram of Intake Air Pressure
and Temperature Sensor

Fig. 3-3 Intake Pressure and Temperature

Sensor Plug
Pin definition:
1# ground;
L: Engine ECM 2# intake temperature signal output;
3# connected to 5V;
4# intake pressure signal output

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2.1 Installation Position
This sensor consists of two sensors i.e. intake manifold absolute pressure sensor and intake air
temperature sensor, which are mounted on the intake manifold.
2.2 Principle
The sensor element of intake manifold absolute pressure consists of one silicon chip. A pressure
diaphragm is etched in the silicon chip. The pressure diaphragm has four piezo resistors, which
form a Wheatstone bridge as a strain element. In addition to this pressure diaphragm, the silicon
chip also integrates signal processing circuit. The silicon chip and a metal housing form a closed
space, in which the absolute pressure of the air within the reference space is close to zero. Thus
a microelectronic mechanical system is formed. The active surface of the silicon chip is subject to
a pressure near zero, and the back is subject to the intake manifold absolute pressure introduced
through a pipe. The thickness of the silicon chip is only a few micrometers (m), so that the
change of intake manifold absolute pressure will cause mechanical deformation of the silicon chip,
four piezo resistors deform, and the resistance value also changes. After processed by the signal
processing circuit of the silicon chip, the voltage signal which has a linear relationship with the
pressure is formed.
Intake air temperature sensor element is a negative temperature coefficient (NTC) resistor, which
changes with the intake air temperature; this sensor feeds a voltage that represents the intake air
temperature changes to the controller.

Fig. 3-4 Sectional View of Intake Manifold Absolute Pressure and Intake Air Temperature Sensor
1. Seal ring, 2. Stainless steel sleeve, 3. PCB board,4. Sensing element, 5. Housing, 6. Pressure
holder,7. Welding connection, 8. Adhesive connection
2.3 Technical Characteristics Parameters
2.3.1 Limit data
Value
Parameter Unit
Min. Typ. Max.
Supply voltage resistance 16 V
Pressure resistance 500 kPa
Storage temperature resistance -40 +130 C
2.3.2 Characteristic data
Value
Parameter Unit
Min. Typ. Max.
Range of pressure test 20 115 kPa
Operating temperature -40 125 C
Voltage of operating power supply 4.5 5.0 5.5 V
Current at US = 5.0V 6.0 9.0 12.5 mA
Load current of the output circuit -0.1 0.1 mA
Load resistance to ground or battery 50 k
Response time 0.2 ms
Weight 27 g

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2.3.3 Transfer function of the pressure sensor
UA= (c1 pabs+c0) Us
In which, UA = signal output voltage (V)
US = supply voltage (V)
Pabs = absolute pressure (kPa)
c0=-9.4/95
c1=0.85/95 (1/kPa)
It is seen from the above formula that the signal output voltage of the pressure sensor at
atmospheric pressure is close to the power supply voltage.
If the supply voltage is 5V, the signal output voltage of the pressure sensor when the throttle is
fully open is about 4V.
2.3.4 Limit data of temperature sensor
Storage temperature: -40 / +130C
Carrying capacity at 25C: 100mW
2.3.5 Characteristic data of temperature sensor
Operating temperature: -40 / +125C
Rated voltage: run with pre-resistor 1 k at 5 V, or with test current 1mA
Rated resistance at 20C: 2.5 k 5%
The temperature-time coefficient in the air 63, v = 6m/s: 45s
2.4 Installation Considerations
The sensor is designed to be installed in the intake manifold plane of the automobile engine.
Pressure pipe and temperature sensor are protruding in the intake manifold, and are sealed from
the atmosphere with an O-ring.
If the sensor is attached to the vehicle in a suitable manner (extracting pressure from the intake
manifold, pressure pipe inclining down, etc.), no condensed water will be formed on the
pressure-sensitive element.
Drilling and fixation on the intake manifold must be carried out in accordance with the supplier
drawing, in order to ensure long-term sealing and resistance to the erosion of media.
In addition to the impact of part joints, the reliable contact of electrical connection also depends
on the material quality and dimensional accuracy of the connector.
2.5 Malfunction and Identification
 Malfunction: flameout, poor idling.
 General reasons: 1. Unusual high voltage or reverse current in the process of using; 2.
Vacuum components are damaged in the process of service.
 Service notice: in the process of service, it is prohibited to impact the vacuum components
with high-pressure gas; if any malfunction is discovered and the sensor should be replaced,
check whether the generator output voltage and current are normal.
 Simple measuring method:
Temperature sensor: (remove the connector) switch the digital multimeter to Ohm, connect the
two meters to 1# pin and 2# pin sensor respectively, the rated resistance at 20°C is 2.5kΩ±5%,
and other relevant resistance values can be measured with above characteristic curve.
Simulation method can also be used for measurements, that is, supply air to the sensor with a
hair dryer (do not get too close), and observe the change in the sensor resistance, which should
be decreased.
Pressure sensor: (attach the connector) switch the digital multimeter to DC voltage, connect the
black tip to the ground and connect the red tip to 3# pin and 4# pin respectively. In idling state, #3
pin should have a reference voltage of 5V, 4# pin is about 1.3V (specific value depends on model);
in no-load state, slowly open the throttle, the voltage of #4 pin doesn’t change significantly;
quickly open the throttle, the voltage of #4 pin can reach 4V instantaneously (specific value
depends on model) and then decrease to about 1.5V (specific value depends on model).

16
 Fig. 3-7 Circuit Diagram of Throttle Position
Sensor

Fig. 3-5 NTC Resistance Characteristic Curve

of Intake Temperature Sensor
Fig. 3-8 Throttle Position Sensor Connector
Section 3 Throttle Position Pin definition:
Sensor 1# connecting to 5V power supply;
2# connecting to ground;
Diagrams and pins 3# connecting to output signal

3.1 Installation Position

Mounted in the throttle body.
3.2 Principle

This is an angle sensor with linear output,

consisting of two arc-shaped slider resistors
and two slider arms. The shaft of the slider
arm is connected to the throttle shaft in the
same axis. Both ends of the slider resistor are
applied with 5V supply voltage US. When the
throttle is rotating, the slider arm follows,
moves on the slider resistor at the same time,
and the contact potential UP is led to output
voltage. Therefore, it is actually a corner
potentiometer, which outputs voltage signal
proportional to the throttle position.
Fig. 3-6 Throttle Position Sensor

Throttle Position Sensor

17
3.3 Technical Characteristics Parameters
(1) Limit data
Parameter Value Unit
Mechanical angle between the two limit 95 
positions
Available electrical angle between the two 86 
limit positions
Permissible slider arm current 18 A
Storage temperature -40/+130 C
Permissible vibration acceleration 700 m/s2

(2) Characteristic data

Value
Parameter Unit
Min. Typ. Max.
Total resistance (terminal 1-2) 1.6 2.0 2.4 k
Slider protection resistor
(Slider at Zero position, terminal 2-3 ) 710 1380 
Operating temperature -40 130 C
Power voltage 5 V
Voltage ratio at the right limit position 0.04 0.093
Voltage ratio at the left limit position 0.873 0.960
UP/US increment rate with the increase of 0.00927 1/
throttle angle
Weight 22 25 28 g

3.4 Installation Considerations

 The allowable tightening torque of fastening screws is 1.5Nm~2.5 Nm.
3.5 Malfunction and Identification
 Malfunction: poor acceleration.
 General reason: man-made.
 Service notice: Note installation position.
 Simple measuring method:

(remove the connector) switch the digital multimeter to Ohm, connect the two meters to 1# pin
and 2# pin of the sensor respectively, and the resistance under normal temperature is 2kΩ±20%.
Connect the two meters to 1# pin and 3# pin respectively, turn the throttle, the resistance
changes in linear with the throttle opening, while 2# pin and 3# pin are reverse.

Note: While observing changes in resistance, check whether the resistance value has
larger jump.

18
Section 4 Coolant Temperature Sensor
Diagrams and pins

Fig. 3-9 Coolant Temperature Sensor

Coolant temperature sensor To combination

instrument

Engine ECM

Fig. 3-10 Circuit Diagram of Coolant Temperature Sensor

Fig. 3-11 Coolant Temperature Sensor Connector

Pin definition:
Pin A is signal output;
Pin B connects to combination instrument;
Pin C connects to ground;

19
4.1 Installation Position
Mounted in the engine outlet.
4.2 Principle
This sensor is a negative temperature coefficient (NTC) thermistor, the resistance of which
decreases with the rise in coolant temperature, but not a linear relationship. The negative
temperature coefficient thermistor is mounted on a copper surface, as shown in Fig. 3-12.

Structure diagram

1. Electrical connector
2. Housing
3. NTC resistor

Fig. 3-12 Coolant Temperature Sensor Section

Resistance

Temperature

Fig. 3-13 Coolant Temperature Sensor Characteristic Curve

20
4.3 Technical Characteristics Parameters
4.3.1 Limit data

Parameter Value Unit

Rated voltage Only run with ECU
20Rated resistance at 20C 2.55% k
Operating temperature -30~+130 C
Maximum measurement current through 1 mA
the sensor
Permissible vibration acceleration 600 m/s2

4.3.2 Characteristic data

No. Resistance (k) Temperat

Temperature Tolerance 1C Temperature Tolerance 0C ure
Min. Max. Min. Max. (C)
1 8.16 10.74 8.62 10.28 -10
2 2.27 2.73 2.37 2.63 +20
3 0.290 0.354 0.299 0.345 +80

4.4 Installation Considerations

The coolant temperature sensor is mounted on the cylinder, and the copper heat sleeve is
inserted into the coolant. The sleeve is threaded, and the coolant temperature sensor can be
easily screwed into the threaded hole in the cylinder body with the hexagonal head of the sleeve.
Permitted maximum tightening torque is 20Nm.

4.5 Malfunction and Identification

 Malfunction: difficult to start
 General reason: man-made.
 Simple measuring method:

(Remove the connector) switch the digital multimeter to Ohm, connect the two meters to A pin
and C pin of the sensor respectively, the rated resistance at 20°C is 2.5kΩ±5%, and other values
can be measured with above characteristic curve. Simulation method can also be used for
measurements, that is, put the working area of the sensor into boiling water (soak for sufficient
time), and observe the change in the sensor resistance, which should decrease to 300Ω-400Ω
(specific values depending on water temperature).

Section 5 Knock Sensor

Diagrams and pins

Fig. 3-15 Knock Sensor with Cable

Fig. 3-14 Knock Sensor without Cable

21
 Knock sensor generated by the vibration of the mass block,
the piezoelectric crystal generates voltage in
the two pole faces and converts the vibration
signal into AC voltage signal output. The
Engine frequency response curve is shown in the
ECM figure below. Since the frequency of the
vibration signal caused by the engine knock is
much higher than the frequency of the normal
engine vibration signal, the knock signal and
non-knock signal can be distinguished after
Fig. 3-16 Knock Sensor Circuit Diagram the signals of the knock sensor are processed
by the ECU

1. Vibration block
2. Shell
3. Piezoelectric

Sensitivity
ceramic body
4. Contact
5. Electrical
connector

Frequency

Fig. 3-19 Knock Sensor Frequency Response

Fig. 3-17 Knock Sensor Section Curve

Fig. 3-18 Knock Sensor Connector

Pin:
1# pin connecting to 19# pin of ECU;
2# pin connecting to 20# pin of ECU.

5.1 Installation Position

Mounted on the engine cylinder block
5.2 Principle
The knock sensor is a vibration acceleration
sensor, which is mounted in the engine
cylinder block. One or more sensors are
permissible. The sensitive element of the
sensor is a piezoelectric element. The
vibration of the engine cylinder is passed to
the piezoelectric crystals through the mass
block within the sensor. Due to the pressure

22
5.3 Technical Characteristics Parameters
(1) Limit data

Parameter Value Unit

Min. Typ. Max.
Operating temperature -40 +130 C

(2) Characteristic data

Parameter Value Unit

New sensor sensitivity to 5kHz signal 268 mV/g
Linearity between 3 and 15kHz Linearity at 5kHz  15%
Linearity in resonance 15~39 mV/g
Changes over lifetime ≤-17%
Main resonance frequency 20 kHz
Resistance 1 M
Impedance Capacitance 1200400 pF
Including cable 28060 pF/m
capacitance
Leak resistance 4.815% M
(Resistance between two output terminals
of the sensor)
Sensitivity change caused by temperature -0.06 mV/gK

5.4 Installation Considerations

The installation position of the knock sensor accepts the vibration signal from all cylinders easily.
The modal analysis of the engine block should be used to determine the best installation location
of the knock sensor. Do not expose the sensor to any liquid for long time, such as engine oil,
coolant, brake fluid and water. Do not use any type of gasket for installation. The sensors must be
close to the cylinder block with its metal surface. For wiring of sensor signal cable, do not let the
signal cable resonate to avoid breakage. Avoid turning on the high voltage between 1# and 2# pin
of the sensor, or else it might damage the piezoelectric element.
5.5 Malfunction and Identification
 Malfunction: poor acceleration.
 General reason: a variety of liquids, such as engine oil, coolant, brake fluid, and water
contact the sensor for long time, which will corrode the sensor.
 Service notice: (refer to Installation Considerations)
 Simple measuring method:
(remove the connector) switch the digital multimeter to Ohm, connect the two meters to 1# and 2#
pin of the sensor respectively, and the resistance under normal temperature should be higher
than 1MΩ. Switch the digital multimeter to millivolts, tap in the vicinity of the knock sensor with a
hammer, and there should be voltage signal output at this time.

23
Section 6 Oxygen Sensor EFI main relay

Rear oxygen sensor

Diagrams and pins

Fig. 3-23 Rear Oxygen Sensor Circuit

Diagram

Fig. 3-20 Oxygen Sensor

Fig. 3-24 Front Oxygen Sensor

Connector
Pin definition:
Fig. 3-21 Oxygen Sensor Section Front oxygen sensor: 1# pin connecting to the
main relay;
1. Cable, 2. Disc washer, 3. Insulating bush, 4. 2# pin connecting to 48# pin of ECU;
Protective cover, 5. Heating element clamp 3# pin connecting to 36# pin of ECU;
connector, 6. Heating rod, 7. Contact pad, 8. 4# pin connecting to 18# pin of ECU
Sensor block, 9. Ceramic probe, 10.
Protection tube

EFI main relay

Front oxygen sensor

Fig. 3-25 Rear Oxygen Sensor Connector

Rear oxygen sensor:

D pin connecting to the main relay;
C pin connecting to 28# pin of ECU;
B pin connecting to 55# pin of ECU;
Fig. 3-22 Front Oxygen Sensor Circuit A pin connecting to 36# pin of ECU.
Diagram

24
6.1 Installation Position
Mounted on the exhaust pipe
6.2 Principle
The sensing element of the oxygen sensor is a ceramic tube with pore, the outside of the pipe
wall is surrounded by the engine exhaust gas, and the inside is connected to the atmosphere.
Sensing ceramic pipe wall is a solid electrolyte with electric heating pipe, as shown in Fig. 3-21.
The work of the oxygen sensor is achieved by converting the oxygen ion concentration difference
inside and outside of the sensing ceramic pipe into voltage signal. When the temperature of the
sensing ceramic pipe reaches 350°C, it has the characteristics of solid electrolyte. Because of its
special materials, the oxygen ions can freely pass through the ceramic pipe. With this feature, the
concentration difference is converted into electrical potential difference, thereby forming an
electrical signal output. Output Voltage

Excess Air Coefficient

Fig. 3-26 600C Oxygen Sensor Characteristic Curves

If the mixture is rich, the oxygen ion concentration difference inside and outside the ceramic pipe
is very high, the potential difference is high, a large amount of oxygen ions move from the inside
to the outside, and the output voltage is high (800mV-1000mV); if the mixture is lean, the oxygen
ion concentration difference inside and outside the ceramic pipe is very low, the potential
difference is low, only a small amount of the oxygen ions move from the inside to the outside, and
the output voltage is low (about 100mV). The signal voltage has sudden change at the theoretical
equivalent air-fuel ratio (λ = 1), as shown in Fig. 3-26.

6.3 Technical Characteristics Parameters

6.3.1 Limit data

Value
Parameter Unit
Min. Typ. Max.
Storage temperature -40 +100 C
Ceramic tube end 200 850 C
Operating Hexagon head for housing 570 C
temperatur Metal snap ring and
e 250 C
connecting cable
Connector plug 120 C

25
 Max.
Bleeding at the end of
permissibl 930 C
e ceramic tube
temperatur
e during
Hexagon head for housing 630 C
turning on
the
heating
element
(at most
10 Metal snap ring and
minutes 280 C
connecting cable
each time
and 40
hours in
total)
Permissible temperature change rate at
100 K/s
the end of ceramic tube
Permissible ceramic element temperature
when condensate water exists at the 350 C
discharge side
Random
800 m/s2
(peak)
Simple harmonic vibration
Permissible 0.3 mm
(Vibration shift)
vibration of
Simple harmonic vibration
housing 300 m/s2
(Vibration acceleration)
Absolute
Uninterrupted direct current at 350C A
value 10
Max. uninterrupted alternating current
when discharge temperature  350C and 20 A
f1Hz
Unleaded gasoline or 0.15g/L lead
Permissible fuel additive
permissible
Permissible value and data must be
confirmed by the customer through tests of
Engine oil consumption and combustion
an appropriate size. Standard:
0.7L/1000km
6.3.2 Characteristic data
Parameter New After 250-hour bench test
Discharge temperature for
350C 850C 350C 850C
establishment of characteristic data
Sensing element voltage (mV) when
840±70 710±70 840±80 710±70
=0.97 (CO=1%)
Sensing element voltage (mV) when
20±50 50±30 20±50 40±40
=1.10
Internal resistance of sensing
 1.0 0.1 1.5 0.3
element (k)
Response time (ms)
<200 <200 <400 <400
(600mV to 300mV)
Response time (ms)
<200 <200 <400 <400
(300mV to 600mV)

26
6.3.3 Electric data of sensor

Parameter Value Unit

Insulation Heating element powers off at room
30 M
resistance between temperature
the new sensor Discharge temperature 350C 10 M
heating element
and the sensor Discharge temperature 850C 100 k
connector
Rated voltage 12 V
Uninterrupted working voltage 12~14 V
Working voltage maintained for no
more than 1% of the total service life 15 V
Supply voltage on (discharge temperature 850C)
the plug Working voltage maintained for no
more than 75 seconds (discharge 24 V
temperature 350C)
Test voltage 13 V
Heating power when attaining thermal equilibrium under 13V
working voltage
12 W
(discharge temperature at 350C; discharge flow rate at
about 0.7 m/s)
Heating current when attaining thermal equilibrium under
13V working voltage
5 A
(discharge temperature at 350C; discharge flow rate at
about 0.7 m/s)
Fuse wire of heating circuit 8 A

6.3.4 Service life

The service life of oxygen sensor depends on the lead contents in the gasoline (see the table
below).

Lead contents in gasoline (g/L) Service life (km)

0.6 30000
0.4 50000
0.15 80000
0.005 (unleaded gasoline) 160000

6.4 Malfunction and Identification

 Malfunction: poor idling, poor acceleration, excessive exhaust, fuel consumption is too high,
etc.
 General reason: 1. moisture enters the sensor, temperature changes suddenly, and the
probe fractures; 2. Oxygen sensor "poisoned" (Pb, S, Br, Si)
 Service notice: Do not use cleaning liquid, oily liquid or volatile solid for the oxygen sensor
during servicing.
 Simple measuring method:

(remove the connector) switch the digital multimeter to Ohm, connect the two meters to 1# (C)
and 2# (D) pin of the sensor respectively, and the resistance under normal temperature is 1~6Ω.
(Connect to the connector) in idle state, switch the digital multimeter to DC voltage when the
oxygen sensor reaches its working temperature of 350℃, connect two meters to 3# (A) and #4 (B)
pin of the sensor respectively, and the voltage should fluctuate between 0.1-0.9V quickly at this
time.

27
Section 7 Crankshaft Position Sensor
Diagrams and pins

Fig. 3-27 Crankshaft Position Sensor

Crankshaft Position Sensor

Engine ECM

Fig. 3-28 Crankshaft Position Sensor Circuit Diagram

Fig. 3-29 Crankshaft Position Sensor Section

28
 Fig. 3-30 Crankshaft Position Sensor Connector

1. Shielded cable, 2. Permanent magnet, 3. Sensor housing, 4. Mounting bracket, 5. Winding

magnetic core, 6. Coil, 7. Air gap, 8.60-2 ring gear

Pin definition:
1# pin connecting to 15# pin of ECU;
2# pin connecting to 34# pin of ECU.

7.1 Installation Position

On the transmission housing
7.2 Principle
The crankshaft position sensor and the pulse wheel cooperate to provide engine speed
information and crankshaft TDC information in the distributorless ignition system. The crankshaft
position sensor consists of a permanent magnet and the coil outside of the magnet. The pulse
wheel is mounted on the crankshaft, and rotates with a crankshaft. When the tooth tip passes
next to the end portion of the crankshaft position sensor, the pulse wheel made of ferromagnetic
material is cutting the magnetic lines of the permanent magnet in the crankshaft position sensor,
generates induced voltage in the coil, and outputs as the speed signal
7.3 Technical Characteristics Parameters
7.3.1 Limit data

Value
Parameter Unit
Min. Typ. Max.
Coil zone -40 +150 C
Transition zone Mixed Mixed C
Temper Wire zone -40 +120 C
ature Storage temperature -20 +50 C
toleran Ambient temperature when not
ce of -40 +120 C
running
PUR
Long-term ambient
wire -40 +120 C
temperature when running
cranksh
aft
Short-term 150 hours +150 C
ambient
position
sensor
temperature 380 hours +140 C
when running
(see
the 150 hours +150 C
Lifetime in wire
figure 380 hours +140 C
zone
below) 1130 hours +130 C

29
 Coil zone -40 +150 C

Temper
ature
toleran Transition zone Mixed Mixed C
ce of Wire zone -40 +130 C
H&S Storage temperature -20 +50 C
wire
Ambient temperature when not
cranksh -40 +130 C
running
aft
Long-term ambient
position -40 +130 C
temperature when running
sensor
Short-term ambient
(see +150 C
the temperature when running
figure 500 hours +150 C
below)
Lifetime in wire
zone 200 hours +160 C

Vibration 20~71Hz Acceleration 40 m/s2

resistance of each
plane for 168 hours
71~220Hz Amplitude 0.2 mm
Permissible magnetic strength of external 2 kA/m
magnetic field in the opposite direction
Insulation New state 1 M
resistance (10s, Usage period ends 100 k
100V test voltage)
Voltage resistance (1-3s, 1200V AC) Must not breakdown

Wire zone

Transition zone

Coil zone

Fig. 3-31 Three Temperature Zones of Crankshaft Position Sensor

30
7.3.2 Characteristic data

Value
Parameter Unit
Min. Typ. Max.
Resistance between 1# and 2# pin at
731 860 989 
20C room temperature
Inductance 310 370 430 mH
Output voltage when the crankshaft
1650 mV
rotates at 416 RPM

7.4 Installation Considerations

 Take out the crankshaft position sensor only when it will be mounted onto the car or the test
device soon.
 Mount the crankshaft position sensor by pressing rather than hammering.
 M612 bolts are recommended to fix the crankshaft position sensor.
 The tightening torque is 82Nm.
 The air gap between the crankshaft position sensor and the pulse wheel is 0.8~1.2 mm.
7.5 Malfunction and Identification
 Malfunction: can’t start
 General reason: man-made.
 Service notice: Mount the speed sensor by pressing rather than hammering during servicing
 Simple measuring method:
(Remove the connector) switch the digital multimeter to Ohm, connect the two meters to 1# pin
and 2# pin of the sensor respectively, and the resistance at 20℃ is 860Ω±10%. (Connect the
connector) switch the digital multimeter to AC voltage, connect the two meters to #1 and #2 pin of
the sensor respectively, start the engine, and there should be voltage output. (It is recommended
to check with a car oscilloscope)

Fig. 3-32 Test Waveform Diagram

Section 8 Camshaft Position Sensor

Diagrams and pins

Phase sensor

Fig. 3-33 Camshaft Position Sensor Fig. 3-34 Camshaft Position Sensor Circuit

31
Diagram
Hall Sensor Principle
When the current Is passes through
the semiconductor flake, the Hall
voltage Vh is generated in the right
direction of the current; the value is
directly proportional to magnetic field
induction B (vertical to current Is) and
current Is. Hall voltage depends on the
changing magnetic field induction
intensity B.

Fig. 3-35 Camshaft Position Sensor

Connector Direction
of rotation
Phase
Pin definition: signal
1# pin connecting to 5V power supply; wheel
2# pin connecting to 79# pin of ECU; Output signal
3# connecting to ground

8.1 Installation Position Fig. 3-37 Camshaft Position Sensor Working

Camshaft cover Diagram (I)
8.2 Principle
This sensor is used to cooperate with pulse Phase signal wheel
wheel inductive sensor in the occasion without
distributor and provide crankshaft phase
information to ECU, i.e., to distinguish the
compression TDC and exhaust DTC of the
crankshaft.
The sensor uses the Hall principle: Hall
voltage depends on the changing magnetic
field induction intensity.

Fig. 3-36 Hall Effect Principle

Fig. 3-38 Camshaft Position Sensor Working

Diagram (II)

32
8.3 Technical Characteristics Parameters
Limit data

Value
Parameter Unit
Min. Typ. Max.
Ambient temperature -30 +130 C
Mounting clearance 0.5 1.5 mm
Supply voltage 4.5 24 V

8.4 Installation Considerations

The sensor housing only has one hole, which is used for fastening.

8.5 Malfunction and Identification

 Malfunction: excessive emissions, increased fuel consumption, etc.
 General reason: man-made.
 Simple measuring method:

(Connect the connector) turn on the ignition switch but do not start the engine; switch the digital
multimeter to DC voltage, and connect the two meters to 1# and 3# pin of the sensor respectively;
ensure that the reference voltage is 5V. Start the engine, and check whether the 2# pin signal is
normal with the oscilloscope.

Section 9 Electronic Controller Unit

Fig. 3-39 ECU Outline Drawing

9.1 Installation Position

On the side of the passenger compartment
9.2 Principle
(1) Functions
• Multi-point sequential injection
• Control ignition
• Idle speed control
• Knock control
• Provide sensor power supply
•  closed-loop control, adaptive
• Control carbon canister control valve
• A/C switch
• Engine malfunction indicator
• Fuel rationing correction

33
• Output of engine speed signal
• Vehicle speed signal input
• Malfunction self-diagnosis
• Accept engine load signal
(2) ECU pin definitions:

Wire
Terminal Standard
colo Terminal definition Test condition
No. value
r
1 B/R 2# cylinder ignition coil Engine is running —
2 W 3# cylinder ignition coil Engine is running —
Ignition switch
3 W/B Ignition grounding <1V
ACC→ON
4 W 4# cylinder ignition coil Engine is running —
5 L/B 1# cylinder ignition coil Engine is running —
6 R/B 2# cylinder fuel injector Engine is running —
7 O 3# cylinder fuel injector Engine is running —
8 B Engine speed output Engine is running —
10 —— Vehicle speed signal output — —
Ignition switch
12 R/W Continuous power supply 10-14V
ACC→ON
Ignition switch
13 B/O Ignition switch 10-14V
ACC→ON
Ignition switch
14 B/W Main relay <1V
ACC→ON
15 W Crankshaft position sensor side A Constant —
Ignition switch
16 P/W Throttle position sensor 0-5V
ACC→ON
Ignition switch
17 B/W Sensor grounding 1 <1V
ACC→ON
18 Y Front oxygen sensor Engine is running —
19 L Knock sensor side A Engine is running —
20 B/W Knock sensor side B Engine is running —
27 R/Y 1# cylinder fuel injector Engine is running —
28 B/L Rear oxygen sensor Engine is running —
Ignition switch
32 G/W 5V power supply 2 5V
ACC→ON
34 B Crankshaft position sensor side B Engine is running —
Ignition switch
35 G Sensor grounding 3 <1V
ACC→ON
Ignition switch
36 P/L Sensor grounding 2 <1V
ACC→ON
Ignition switch
37 B/R Intake pressure sensor <1V
ACC→ON
Ignition switch
39 W Water temperature sensor —
ACC→ON
Ignition switch
40 R/Y Intake temperature sensor —
ACC→ON
Ignition switch
44 B Unsustained power supply 10-14V
ACC→ON
Ignition switch
45 B Unsustained power supply 10-14V
ACC→ON
46 R/Y Carbon canister valve Engine is running —

34
 47 Gr/Y 4# cylinder fuel injector Engine is running —
48 P Front oxygen sensor Engine is running —
Low speed water tank and A/C
50 G Engine is running —
condensing fan relay
Ignition switch
51 W/B Electronic grounding 2 <1V
ACC→ON
Ignition switch
53 W/B Electronic grounding 1 <1V
ACC→ON
55 G/L Rear oxygen sensor Engine is running —
Ignition switch
57 G/B A/C pressure switch <1V
ACC→ON
Ignition switch
61 W/B Power grounding 1 <1V
ACC→ON
62 P FCANH Constant 2.5-3.5V
Ignition switch
63 B Unsustained power supply 10-14V
ACC→ON
64 P/W Stepper motor phase D Engine is running —
65 G/Y Stepper motor phase A Engine is running —
66 P/B Stepper motor phase B Engine is running —
67 Gr/L Stepper motor phase C Engine is running —
68 G/B High speed water tank fan relay Engine is running
69 G/R Fuel pump relay Engine is running <1V
70 R/L A/C allowed Engine is running —
71 P/B Diagnostic K-line Engine is running
75 Y/R A/C request Engine is running —
76 G/Y Power steering switch Engine is running —
77 B Blower compensation Engine is running —
79 Br/B Crankshaft position sensor Engine is running —
80 W/B Power grounding Engine is running —
81 W F-CANL Constant 1.5-2.5V

9.3 Technical Characteristics Parameters

Limit data

Value
Parameter Unit
Min. Typ. Max.
Normal operation 9.0 16.0 V
16.0~18.
Battery voltage Limited function 6.0~9.0 V
0
Limit and
duration of Retain partial function
battery 26.0V and be able to 60 s
overvoltage troubleshoot
withstand
Operating temperature -40 +70 C
Storage temperature -40 +90 C

9.4 Installation Considerations

 Note the ESD protection during installation
 Pay attention to the protection of plug pins
9.5 Malfunction and Identification
 Malfunction: unstable idle, poor acceleration, can not start, idle speed too high, excessive
exhaust, difficult to start, A/C failure, fuel injector control failure, flame out.

35
 General reasons: 1. the internal parts of ECU are burned due to electrical overload of the
external device; 2. circuit board corrosion due to water entering ECU.
 Service notice: 1. Do not disassemble ECU at discretion in the servicing process; 2. Please
remove the battery head at least one minute before removing ECU; 3. ECU must be
removed and stored properly before welding; 4. Do not install any wires to the ECU line.
 Simple measuring method:
1. (Connect to the connector) use the electric diagnostic tester to read the engine malfunction
record;
2. (Remove the connector) check whether ECU cable is intact, especially whether ECU power
supply and grounding line are normal;
3. Check whether the external sensor works normally, whether the output signal is credible, and
whether the line is intact;
4. Check whether the actuator works properly, and whether the line is intact;
5. Finally, replace ECU and test.

Section 10 Electric Fuel Pump

Diagrams and pins
接主继
配电盒
Distributor To main relay
box 电器

30 86
Fuel
燃油泵
pump
继电器
relay
87 85

M
电动燃油泵 69
ECU

Fuel pump
接地
Fig. 3-41 Electric Fuel Pump Circuit Diagram
Fig. 3-40 Electric Fuel Pump

Fig. 3-42 Electric Fuel Pump Connector

Pin definition:
1# pin connecting to ground;
2# pin connecting to combination instrument;
3# pin connecting to combination instrument;
4# pin connecting to fuel pump relay

36
10.1 Installation Position and sealed in the same enclosure. Pump and
In the fuel tank motor in the enclosure are full of gasoline
10.2 Principle around, which is used for cooling and
lubrication. The battery supplies power to the
The electric fuel pump consists of DC motor,
electric fuel pump through the fuel pump relay,
vane pump and cover (integrated with check
which connects the circuit of the electric fuel
valve, pressure relief valve and
pump only when the engine is started and
anti-electromagnetic interference
running. When the engine stops running due
components), as shown in Fig. 3-43.
to an accident, the fuel pump automatically
Pump and motor mounted on the same shaft stops running.

Fig. 3-43 Electric Fuel Pump Section

1. Fuel pump cap 2. Electric motor 3. Oil duct 4. Blade

The maximum pressure of the electric fuel pump outlet is determined by the pressure relief valve
between 450 and 650kPa. The pressure of the entire fuel system is determined by the fuel
pressure regulator, typically 350kPa.
According to the needs of the engine, the electric fuel pump may have different flow rates.
Therefore, the electric fuel pump of a model can not be used in another model.
10.3 Technical Characteristics Parameters
10.3.1 Limit data

Parameter Value Unit

Min. Typ. Max.
Operating voltage 8 14 V (DC)
System pressure 350 kPa
Outlet pressure 450 650 kPa
Ambient temperature -40 +80 C
(for storage and transportation)
Permissible fuel temperature -30 +70 C
Permissible vibration acceleration 20 m/s2

37
10.3.2 Characteristic data
The flow of the electric fuel pump is proportional to the voltage under certain fuel pressure.
10.4 Installation Considerations
The electric fuel pump should be stored in sealed original packing box. After mounted on the car,
the maximum allowable storage time is six months; as accessories, the maximum storage time is
four years. Over this time, manufacturers should re-test the performance data of the fuel pump.
On storage sites, the fuel pump must be protected from the influence of the atmosphere. During
storage, the original packaging must not be damaged.
When installing the fuel pump, install an inlet strainer with mesh size not greater than 60m or
mutually agreed with the client. Do not eject the fuel beam from the vent to inlet strainer, fuel
pump holder or fuel tank walls. Be careful when handling the fuel pump. First, it is necessary to
protect the fuel inlet strainer from load and impact. Take out the fuel pump from the plastic
packaging carefully. The protective cover is removed only when the fuel pump is soon to be
installed. Never take out the fuel filter strainer. The foreign matters entering into the fuel pump
inlet or strainer will damage the fuel pump.
Keep it clean when install the fuel pipe. The inside of the fuel pipe must be clean. Only use new
pipe clip. Make sure that the pipe clip is in the correct position and follow the manufacturer's
recommended method.
Do not grip the fuel pump at the fuel pipe or inlet strainer.
To prevent fuel pump damage, do not run the fuel pump in dry state. Do not use a damaged fuel
pump and the fuel pumps that have been dropped to the ground. If the fuel tank falls to the
ground, replace the fuel pump in the tank.
In case of goods return, please send back the fuel pump together with the supply order,
inspection sheet and packaging label. The returned fuel pumps must be packaged in accordance
with the provisions. If the fuel pump has been used, rinse with the test solution and dry in the air.
Do not blow the fuel pump to dry.
10.5 Malfunction and Identification

 Malfunction: big noise during running, poor acceleration, can not start (difficult to start), etc.
 General reasons: poor quality fuel resulting in: 1. Colloid stacked to form an insulating layer;
2. Pump bushing and armature are locked; 3. Fuel level sensor component is corroded.
 Service notice:
1. According to the needs of the engine, the electric fuel pump may have different flows; the
fuel pumps that have the same shape and can be fitted may not be appropriate; the part
number of the fuel pump must be consistent with the original;
2. In order to prevent accidental damage of the fuel pump, do not run for a long time in the
dry state;
3. If the fuel pump needs to be replaced, please clean the fuel tank and piping and replace
the fuel filter.
 Simple measuring method:
(Remove the connector) switch the digital multimeter to Ohm, connect two meters to 1# and 4#
pin of the fuel pump respectively, and the resistance between the two pins is about 1Ω.
(Connect the connector) connect the fuel pressure gauge to the inlet pipe, start the engine, and
check whether the fuel pump is working; if not, check the whether 4# pin has supply voltage and
whether 1# pin is grounded; if running, check whether the fuel pressure is 350kPa in idling state;
step on the accelerator until the engine speed reaches 2500rpm, and then check whether the fuel
pressure is about 350kPa.

38
Section 11 Fuel Injector
Diagrams and pins

Fig. 3-44 Fuel Injector

To main relay
1# fuel injector

3# fuel injector
2# fuel injector

4# fuel injector

Fig. 3-45 Fuel Injector Circuit Diagram

39
 Fig. 3-46 Fuel Injector Connector

Pin definition: This model uses four fuel injectors, and each fuel injector has two pins. Of which,
1# pin is connected to the main relay, and 2# pin is connected to the ECU.

Fig. 3-47 Fuel Injector Section

1. O-ring, 2. Strainer, 3. Fuel injector body with plug, 4. Coil, 5. Spring, 6. valve pin with coil
armature, 7. Valve seat with orifice plate

11.1 Installation Position

On the intake manifold close to the intake valve
11.2 Principle
ECU sends electric pulses to the injector coil to produce magnetic force. When the magnetic
force raises enough to overcome the resultant force of return spring pressure, needle valve
gravity and frictional force, the needle valve begins to rise and the fuel injection process begins.
When the fuel injection pulse ends, the pressure of the return spring makes the needle valve
close again.

40
11.3 Technical Characteristics Parameters
11.3.1 Limit data

Value
Parameter Unit
Min. Typ. Max.
Storage temperature (original package) -40 +70 C
Permissible fuel injector temperature on
the car +140 C
(when not working)
Continuous -40 +110 C
Fuel injector Short time after hot
working starting (about 3 +130 C
temperature minutes)
Permissible fuel Continuous +70 C
temperature at the Short time (about 3
fuel injector inlet +100 C
minutes)
Temperature where the deviation of fuel
-40 +45 C
flow reaches 5% compared with 20C
Fuel moist without dripping is allowed in
Permissible O-ring leak from -35 to -40C
O-ring area
Permissible maximum vibration
400 m/s2
acceleration (peak)
Supply voltage 6 16 V
Insulation resistance 1 M
Tolerable internal fuel pressure 1100 kPa
Tolerable bending stress 6 Nm
Tolerable axial stress 600 N

11.3.2 Characteristic data

Value
Parameter Unit
Min. Typ. Max.
Working pressure (pressure difference) 350 kPa
Fuel injector resistance at 20C 11 17 

11.3.3 Allowable fuel

The fuel injector can only use the fuel in line with the national standard GB 17930-1999
―Unleaded Gasoline for Motor Vehicles‖ and national environmental protection standards
GWKB 1-1999 ―Hazardous Materials Control Standard for Motor Vehicle Gasoline‖. It
should be noted that the gasoline stored for a long time will turn bad. Especially for taxis
using LPG and gasoline, LPG is used as fuel for long time, while gasoline is only used to
start and the daily consumption of gasoline is few. However, the temperature of the fuel
tank is quite high after the fuel pump has been running for long time. The gasoline stored in
such fuel tank is very easy to be oxidized and deteriorated, resulting in injector clogging or
damage.
11.4 Installation Considerations
 For easy installation, it is recommended to paint silicon-free clean engine oil on the surface
of upper O-ring connected to the fuel distribution pipe. Be careful not to let the engine oil
contaminate inside and orifice of the fuel injector.
 Load the fuel injector into the seat vertically, and then fix the fuel injector in the seat with a
clip. Note:
1. The fuel injector clips may be axial or radial; do not misuse.
2. To mount the fuel injector of axial positioning, ensure that the bayonet in the center of the

41
 clip is completely clamped into the slot of the fuel injector, and the slots on both sides of the
clip are completely clamped into the outer edge of the fuel injector seat.
3. To mount the fuel injector with both axial and radial positioning requirements, use the radial
positioning clip, and make the positioning block of the fuel injector and the positioning pins of
the fuel injector seat locate in the corresponding slot in the positioning clip respectively.
4. If the fuel injector has two slots, be careful to clamp properly; refer to the original installation
location.
 The fuel injector should be installed by hands; do not knock at the fuel injector with a
hammer or other tools.
 O-ring must be replaced when disassemble and re-install the fuel injector. Do not damage
the sealing surface of the fuel injector.
 Do not pull out the support washer of the O-ring from the fuel injector. While installing, avoid
damaging the inlet, O-ring, support ring, orifice plate and electrical plug of the fuel injector.
Do not use if there is any damage.
 After installing the fuel injector, test the tightness of the distribution pipe assembly. It is
qualified if there is no leakage.
 The failure parts shall be disassembled by hands. Remove the clip of the fuel injector first,
and then pull out the injector from the seat.
After disassembling, ensure that the fuel injector seat is clean and avoid contamination.
11.5 Malfunction and Identification
 Malfunction: poor idling, poor acceleration, can not start (difficult to start), etc.
 General reason: due to lack of maintenance, colloid is accumulated in the fuel injector and
result in failure.
 Service notice: (refer to Installation Considerations)
 Simple measuring method:
(Remove the connector) switch the digital multimeter to Ohm, connect the two meters to 1# and
2# pin of the fuel injector respectively, and the resistance between the two pins at 20℃ is 11-17Ω.
Suggestion: Use dedicated cleaning analyzer to clean the fuel injector thoroughly per
20000km.

Section 12 Idle Speed Stepper Motor

Diagrams and pins

Fig. 3-48 Idle Speed Stepper Motor Diagram

42
 Idle Speed
Stepper Motor

Engine
ECM

Fig. 3-49 Idle Speed Stepper Motor Circuit Diagram

Fig. 3-50 Idle Speed Stepper Motor Connector

Pin definition:
Pin A connecting to 65# pin of ECU;
Pin B connecting to 66# pin of ECU;
Pin C connecting to 67# pin of ECU;
Pin D connecting to 64# pin of ECU.

12.1 Installation Position

On the throttle body
12.2 Principle
The stepper motor is a miniature motor, which consists of multiple steel stators and one rotor, as
shown in Fig. 3-51. Each steel stator is winded with a coil; the rotor is a permanent magnet, and
the center of the magnet is a nut. Stator coils are always energized. As long as the current
direction of certain coil is changed, the rotor rotates an angle. When the stator coils change the
current direction in proper order, a rotating magnetic field is formed, making the rotor made of
permanent magnet rotate in a certain direction. If the change of current direction is reversed, the
rotation direction of the rotor will also be reversed. The nut connected in the center of the rotor is
driven by a screw. Because the screw rod is not designed to be rotated, it can only move in the
axial direction, and thus it is also known as a linear axis. The end of the screw rod is a plug,
which can retract or extend, thus the cross-sectional area of the idling actuator bypass intake
passage is increased or decreased, until it is blocked. Whenever the current direction of a coil is
replaced, the rotor rotates for a fixed angle, which is known as the step size, and its value is
equal to 360 divided by the stator or the number of coils. The step size of the stepper motor rotor
is 15. Accordingly, the moving distance of every step of the screw rod is also fixed. ECU controls
the moving steps of the stepper motor by controlling the number of replacing the coil current
direction, and thus adjusts the bypass channel cross-sectional area and the air flow. The air flow
rate is substantially a linear relationship with the step length. The plug of the screw rod end has a

43
spring, as shown below. The force that can be used in the elongation direction of the plug equals
to the force of the stepper motor plus the spring force; the force available in plug retracting
direction equals to the force of the stepper motor minus the spring force.

Housing Cup shell

Polar plate
Stator assembly
Spring washer Bobbin

O-ring Electromagne
t wire
Compression
Rotor sleeve
spring Pin
Front bearing
Connector
Dust cover

Pin

Rear bearing
Axle pin
Ball bearing
Rotor Sleeve bearing
assembly O-ring
Linear axis
Rotor core

Fig. 3-51 Idle Speed Stepper Motor Section Diagram

High pressure

Low pressure
Fuel oil

Fig. 3-52 Idle Speed Stepper Motor Installation Diagram

44
12.3 Technical Characteristics Parameters
 Install it with two M50.814 bolts.
 Bolt tightening torque: 4.00.4Nm.
 Install it with spring washers and glue it with binder.
 The shaft of idle-speed actuator with a stepper motor shall not be installed into the horizontal
level or lower than that level in order to keep the condensate water out.
 Do not try to push in or pull out the shaft axially by force in any form.
The shaft must be completely retracted before you install the idle-speed actuator with a
stepper motor into the throttle body.
12.4 Malfunction and Identification
 Malfunction: idle speed is too high, flame out during idling, etc.
 General reasons: the bypass air channel is blocked due to the accumulation of dust, oil and
gas, resulting in abnormal idle adjustment of the stepper motor.
Service notice: 1. Do not apply a force in any form in the axial direction to press in or pull out
the shaft; 2. Before installing the idle speed regulator with a stepper motor into the throttle
body, its shaft must be in the fully retracted position; 3. Keep the bypass air channel clean.
 Simple measuring method: (remove the connector) switch the digital multimeter to Ohm,
connect the two meters to AD and BC pins of the regulator respectively, and the resistance at
25℃ is 53±5.3Ω.

Section 13 Ignition Coil

Diagrams and pins

Fig. 3-53 Ignition Coil

Main relay

Ignition coil 1 Ignition coil 4 Ignition coil 2 Ignition coil 3

1# cylinder 2# cylinder 3# cylinder 4# cylinder
Grounding point P1

Fig. 3-54 Ignition Coil Circuit Diagram

45
 F: Ignition coil

Fig. 3-55 Ignition Coil Connector

Pin definition:
1# pin connecting to the main relay;
2# pin connecting to ground;
3# pin connecting to ECU;
13.1 Installation Position
Mounted on the engine
13.2 Principle
The ignition coil consists of the primary winding, secondary winding, core, and housing. When the
ground channel of a primary winding is connected, the primary winding is charged. Once the ECU
cuts off the circuit of primary winding, the charging is suspended, and a high voltage is induced in
the secondary winding, resulting in discharging of the spark plug.
13.3 Technical Characteristics Parameters
Characteristic data

Parameter Value Unit

Min. Typ. Max.
Operating voltage 6 14 16.5 V
Primary resistance at 0.70 0.8 0.90 
Performance 20°C
parameters Secondary resistance 9.68 11 12.32 k
at 20°C
Temperature range -40 +110 ℃

13.4 Malfunction and Identification

 Malfunction: can’t start
 General reason: the current is too large, resulting in burning, damage by external force, etc.
 Service notice: it is prohibited to test the ignition in ―short-circuit method‖ in the servicing
process, in order to avoid damage to the electronic controller.
 Simple measuring method:
(Remove the connector) switch the digital multimeter to Ohm, connect two meters to two pins of
the primary winding respectively, the resistance at 20℃ is 0.70-0.90Ω; the resistance of
secondary windings is 9.68-12.32kΩ.

46
Section 14 Carbon Canister Control Valve
Diagrams and pins
14.2 Principle

Fig. 3-56 Carbon Canister Control Valve

To main relay

Fig. 3-59 Carbon Canister Control Valve

Carbon Section
canister
control valve

Fig. 3-57 Carbon Canister Control Valve ∆P is the difference between environmental
Circuit Diagram pressure Pu and intake manifold pressure Ps
Pin definition:
1# pin connecting to the main relay; Fig. 3-60 Carbon Canister Control Valve
2# pin connecting to 46# pin of ECU Installation Diagram
1. From the fuel tank, 2. Carbon canister, 3.
Atmosphere, 4. Carbon canister control valve,
5. To the intake manifold, 6. Throttle
The carbon canister control valve consists of
the electromagnetic coil, armature and valve.
The inlet has a strainer. The air flow through
the carbon canister control valve depends on
the duty cycle of the electrical pulses from
ECU to the carbon canister control valve on
the one hand, and depends on the pressure
Fig. 3-58 Carbon Canister Control
difference between the valve inlet and outlet
Valve Connector
of the carbon canister control valve on the
14.1 Installation Position
other hand. The carbon canister control valve
On the vacuum pipeline of the carbon canister
is closed when there is no electrical pulse.
- intake manifold

47
Different types of carbon canister control valves have different flows at 100% duty cycle, i.e. fully
open. Fig. 3-61 shows two typical flow curves. It is seen from the figure that under 200mbar
pressure differential, the flow of A-type carbon canister control valve is 3.0m 3/h when fully open,
and the flow of B-type is 2.0m3/h. (This project uses B type)

A type
Flow (m3/h)

B type

Pressure difference (mbar)

Fig. 3-61 Carbon Canister Control Valve Flow Chart

14.3 Technical Characteristics Parameters

14.3.1 Limit data

Value
Parameter Unit
Min. Typ. Max.
Operating voltage 9 16 V
1-minute overvoltage 22 V
Min. starting voltage 7 V
Min. voltage drop 1.0 V
Permissible working temperature -30 +120 C
Permissible short-time working temperature +130 C
Permissible storage temperature -40 +130 C
Tolerable inlet and outlet pressure difference 800 mbar
Permissible switching time 108
Permissible vibration acceleration on the
300 m/s2
product
Leakage at 400mbar pressure difference 0.002 m3/h

14.3.2 Characteristic data

Value
Parameter Unit
Min. Typ. Max.
Rated voltage 13.5 V
Resistance at +20C 26 
Current at the rated voltage 0.5 A
Control pulse frequency 30 Hz
Type A 7 ms
Typical control pulse width
Type B 6 ms
Flow at 200mbar pressure Type A 2.7 3.0 3.3 m3/h
difference with 100% duty ratio Type B 1.7 2.0 2.3 m3/h

48
14.4 Installation Considerations
The connection of carbon canister control valve, the carbon canister and the intake manifold is
shown in Fig. 3-60.
 To avoid transfer of solid sound, it is recommended to mount the carbon canister control
valve on the hose.
 The air flow direction while installing must meet the requirements.
 Appropriate measures such as filtration and purification are required to prevent particulates
and other foreign matters entering into the carbon canister control valve from the carbon
canister or hose.
 It is recommended to install a protective filter (mesh size < 50m) in the outlet of the carbon
canister.
14.5 Malfunction and Identification
 Malfunction: function unavailable
 General reason: foreign objects enter into the valve, resulting in corrosion or poor sealing.
 Service notice: 1. The air flow direction while installing must meet the requirements; 2. If the
control valve should be replaced when the valve is invalid due to internal black particles,
please check the status of the carbon canister; 3. Avoid water, oil and other liquids entering
into the valve in the servicing process; 4. To avoid transfer of solid sound, it is recommended
to mount the carbon canister control valve on the hose.
 Simple measuring method:
(Remove the connector) switch the digital multimeter to Ohm, connect the two meters to two pins
of the carbon canister control valve respectively, and the resistance at 20℃ is 22-30Ω.

Section 15 Fuel Distribution Pipe Assembly

Diagram

Fig. 3-62 Fuel Distribution Pipe Assembly

15.1 Installation Position
On the intake manifold
15.2 Principle
Consisting of fuel distribution pipe (KVS) and fuel injector (EV), the fuel distribution pipe assembly
is used for fuel storage and distribution.
15.3 Technical Characteristics Parameters
Limit data

Value
Parameter Unit
Min. Typ. Max.
Working temperature when the fuel rail is properly
-40 +120 C
connected with O-ring
Max. working temperature within 15 minutes when soaked +130 C
Max. permissible vibration acceleration peak 300 m/s2

49
See the characteristic parameters of the pressure regulating valve for the system pressure, refer
to the characteristic parameters of the fuel injector for the fuel requirements, and the sealing
requires that there is no fuel leakage under the working pressure.
15.4 Installation Considerations
 The inlet tube and rubber tube are clamped tightly with a hoop, the model of which should
match with the rubber tube to ensure that the inlet pipe and rubber tube are sealed.
 There is no crack, scar, groove, burr or rust on inlet pipe wall.
 Before assembling the fuel distribution pipe assembly, lubricate the O-ring under the fuel
injector with clean lubricating oil.
15.5 Malfunction and Identification
The tightness of the fuel distribution pipe can be tested in the voltage drop method: Test the
O-ring of the fuel injector of the distribution pipe, and the leakage limit at 4.5bar is ≤ 1.5cm3/min.

Part 4 Diagnostic Procedures of Servicing M7 System as

per DTC
Note:
1. Conduct the following services only when the malfunction is recognized as steady-state, or
else it will lead to diagnostic mistakes.
2. The multimeter mentioned below is the digital multimeter; it is prohibited to check the EFI
system line with pointer multimeter.
3. For servicing of vehicles with anti-theft system, if the "Follow-up Steps" column indicates to
replace ECU, please program the ECU after replacement.
4. In this project: if DTC P0171, P0172, P0335, P0336 or P1651 exists, engine malfunction
indicator does not light.
5. If the DTC indicates that a circuit voltage is too low, this means that the circuit may be short
circuit to ground; if the DTC indicates that a circuit voltage is too high, the circuit may be short
circuit to power supply; if the DTC indicates a circuit failure, the circuit may be broken or a variety
of line failures exist.
Diagnosis help
1. It is a steady-state malfunction if the DTC can’t be cleared;
For intermittent malfunctions, check whether the harness connector is loose.
2. No abnormalities have been found after check by following the steps mentioned above;
3. Do not neglect the effect of vehicle maintenance, cylinder pressure, and mechanical ignition
timing on the system during servicing;
4. Replace the ECU and make a test.
If the DTC is cleared, the ECU is in trouble; if it still exists, replace with the original ECU and
repeat the steps to service it.
Below is the service method when each DTC appears:
DTC: P0107 ―Circuit voltage of intake air pressure sensor is too low‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if the ―Intake Air Pressure‖ in the data Yes To Step 5
2 stream is about 101kpa (specific value depends on
the air pressure at that time). No Next step
Unplug the intake air pressure sensor connector at Yes To Step 5
the end of wire harness, and measure if the voltage
3
between terminal 3# and 1# is about 5V with a No Next step
multimeter.

50
 Repair or
Check if the lines between pin 17#, 33# and 37# of replace the
Yes
4 ECM and the terminal 1#, 3# and 4# of the sensor wire
connector are short to ground. harness
No Next step
Start the engine and run idle. Slowly press the
accelerator pedal down almost to the floor, and Diagnosis
Yes
observe the change of ―Intake Air Pressure‖ help
5 displayed on the electric diagnostic tester, which
shall not change violently; rapidly press the Replace the
accelerator pedal down almost to the floor, and the No
sensor
value displayed can reach over 90kpa instantly.

DTC: P0108 ―Circuit voltage of intake air pressure sensor is too high‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if the ―Intake Air Pressure‖ in the data Yes To Step 5
2 stream is about 101kpa (specific value depends on
the air pressure at that time). No Next step
Unplug the intake air pressure sensor connector at Yes To Step 5
the end of wire harness, and measure if the voltage
3
between terminal 3# and 1# is about 5V with a No Next step
multimeter.
Repair or
Check if the lines between pin 17#, 33# and 37# of replace the
Yes
4 ECM and the terminal 1#, 3# and 4# of the sensor wire
connector are short to ground or power supply. harness
No Next step
Start the engine and run idle. Slowly press the
accelerator pedal down almost to the floor, and Diagnosis
Yes
observe the change of ―Intake Air Pressure‖ help
5 displayed on the electric diagnostic tester, which
shall not change violently; rapidly press the Replace the
accelerator pedal down almost to the floor, and the No
sensor
value displayed can reach over 90kpa instantly.

DTC: P0112 ―Indicating temperature of intake air temperature sensor is too low‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Intake Air Temperature‖ in the data
stream is basically equal to the temperature inside Yes To Step 5
the intake-tube (specific value depends on the
2
engine temperature at that time).
Note: if the value displayed is often -40°C, broken No Next step
circuit may exist.
Unplug the wire harness connector from the intake
3 Yes Next step
air pressure/temperature sensor and check if the

51
 resistance between terminal 1# and 2# of the
sensor is proportionate to the temperature with a Replace the
No
multimeter. (See relevant section of this Manual for sensor
details)
Unplug the wire harness connector of the intake air Yes To Step 5
pressure/temperature sensor and measure if the
4
voltage between terminal 1# and 2# is about 5V No Next step
with a multimeter.
Repair or
Check if the lines between connector terminal 17# replace the
Yes
5 and 40# of ECM and sensor terminal 1# and 2# are wire
broken or short to power supply. harness
No Next step
Start the engine and run idle. Observe the change Diagnosis
of ―Intake Air Temperature‖ displayed on the electric Yes
help
6 diagnostic tester. Then, the value displayed shall
increase with the increase of engine intake air Replace the
No
temperature. sensor

DTC: P0113 ―Indicating temperature of intake air temperature sensor is too high‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Intake Air Temperature‖ in the data
stream is basically equal to the temperature inside Yes To Step 5
the intake-tube (specific value depends on the
2
engine temperature at that time).
Note: if the value displayed is often -40°C, broken No Next step
circuit may exist.
Unplug the wire harness connector from the intake
air pressure/temperature sensor and check if the Yes Next step
resistance between terminal 1# and 2# of the
3
sensor is proportionate to the temperature with a Replace the
multimeter. (See relevant section of this Manual for No
sensor
details)
Repair or
Check if the lines between pin 17# and 40# of ECM replace the
Yes
5 and the terminal 1# and 2# of the sensor connector wire
are short to ground. harness
No Next step
Start the engine and run idle. Observe the change Diagnosis
of ―Intake Air Temperature‖ displayed on the electric Yes
help
6 diagnostic tester. Then, the value displayed shall
increase with the increase of engine intake air Replace the
No
temperature. sensor

DTC: P0117 ―Indicating temperature of engine coolant temperature sensor is too low‖

Follow-up
No. Operating Steps Test Result
Steps
1 Connect the electric diagnostic tester and adapter, Next step

52
 and turn the ignition switch to ―ON‖.
Observe if ―Coolant Temperature‖ in the data Yes To Step 5
stream is basically equal to the engine temperature
(specific value depends on the engine temperature
2
at that time). No Next step
Note: if the value displayed is often -40°C, broken
circuit may exist.
Unplug the wire harness connector from the coolant
temperature sensor and check if the resistance Yes Next step
3 between terminal A# and C# of the sensor is
proportionate to the temperature with a multimeter. Replace the
No
(See relevant section of this Manual for details) sensor
Repair or
Check if the lines between pin 17# and 39# of ECM replace the
Yes
4 and the terminal C# and A# of the sensor connector wire
are short to ground. harness
No Next step
Start the engine and run idle. Observe the change Diagnosis
of ―Coolant Temperature‖ displayed on the electric Yes
help
5 diagnostic tester. Then, the value displayed shall
increase with the increase of engine coolant Replace the
No
temperature. sensor

DTC: P0118 ―Indicating temperature of engine coolant temperature sensor is too high‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Coolant Temperature‖ in the data
Yes To Step 5
stream is basically equal to the engine temperature
(specific value depends on the engine temperature
2
at that time).
Note: if the value displayed is often -40°C, broken No Next step
circuit may exist.
Unplug the wire harness connector from the coolant
temperature sensor and check if the resistance Yes Next step
3 between terminal A# and C# of the sensor is
proportionate to the temperature with a multimeter. Replace the
No
(See relevant section of this Manual for details) sensor
Repair or
Check if the lines between pin 17# and 39# of ECM replace the
Yes
4 and the terminal C# and A# of the sensor connector wire
are short to ground. harness
No Next step
Start the engine and run idle. Observe the change Diagnosis
of ―Coolant Temperature‖ displayed on the electric Yes
help
5 diagnostic tester. Then, the value displayed shall
increase with the increase of engine coolant Replace the
No
temperature. sensor

53
DTC: P0122 ―Circuit voltage of throttle position sensor is too low‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Absolute Throttle Opening‖ in the data Yes Next step
2 stream is within 4%-10% (specific value depends
on the model). No To Step 5
Slowly press the accelerator pedal all the way down
to the floor and observe if ―Absolute Throttle Yes Next step
3 Opening‖ in the data stream increases to about
85-95% with the increase of throttle opening No To Step 5
(specific value depends on the model).
Replace the
Repeat Step 3 and observe if ―Absolute Throttle Yes
4 sensor
Opening‖ in the data stream is changed abruptly.
No Next step
Repair or
Unplug the wire harness connector of the throttle replace the
position sensor and check if the lines between the Yes
wire
5 ECU terminal 32#, 35# and 16# and the sensor harness
connector terminal 1#, 2# and 3# are short circuit to
ground. No Next step

Replace the
Yes
Measure if the voltage between terminal 1# and 2# sensor
6
is about 5V with a multimeter. Diagnosis
No
help

DTC: P0123 ―Circuit voltage of throttle position sensor is too high‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Absolute Throttle Opening‖ in the data Yes Next step
2 stream is within 4%-10% (specific value depends
on the model). No To Step 5
Slowly press the accelerator pedal all the way down
to the floor and observe if ―Absolute Throttle Yes Next step
3 Opening‖ in the data stream increases to about
85-95% with the increase of throttle opening No To Step 5
(specific value depends on the model).
Replace the
Repeat Step 3 and observe if ―Absolute Throttle Yes
4 sensor
Opening‖ in the data stream is changed abruptly.
No Next step
Repair or
Unplug the wire harness connector of the throttle replace the
position sensor and check if the lines between the Yes
wire
5 ECU terminal 32#, 35# and 16# and the sensor harness
connector terminal 1#, 2# and 3# are short circuit to
ground. No Next step

54
 Replace the
Yes
Measure if the voltage between terminal 1# and 2# sensor
6
is about 5V with a multimeter. Diagnosis
No
help

DTC: P0130 ―Upper oxygen sensor signal circuit malfunction‖

(Note: The diagnosis below applies if P0135 doesn’t occur at the same time; otherwise, please
handle malfunction P0135 first and then follow the procedures below for servicing.)

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Start the engine and run idle till the coolant Diagnosis
temperature reaches the normal level. Observe the Yes
help
2 change of ―Oxygen Sensor Voltage‖ displayed on
the electric diagnostic tester where rapid change No Next step
shall take place between 100mV~900mV.
Repair or
replace the
Check if the lines between pin 36# and 18# of ECM Yes
wire
3 and the terminal 3# and 4# of the sensor connector harness
are short to ground.
No Next step
Service it
A. Check the intake air system for severe leakage; according to
Yes
B. Check the fuel injector for blockage; the
4 C. Check the spark plug for excessive clearance; diagnosis
D. Check the intake valve guide for wear;
Diagnosis
No
help

DTC: P0132 ―Circuit voltage of upper oxygen sensor is too high‖

(Note: The diagnosis below applies if P0135 doesn’t occur at the same time; otherwise, please
handle malfunction P0135 first and then follow the procedures below for servicing.)

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Start the engine and run idle till the coolant Diagnosis
temperature reaches the normal level. Observe the Yes
help
2 change of ―Oxygen Sensor Voltage‖ displayed on
the electric diagnostic tester where rapid change No Next step
shall take place between 100mV~900mV.
Repair or
replace the
Check if the lines between pin 36# and 18# of ECM Yes
wire
3 and the terminal 3# and 4# of the sensor connector harness
are short to power supply.
Diagnosis
No
help

55
DTC: P0134 ―Upper oxygen sensor signal malfunction‖
(Note: The diagnosis below applies if P0135 doesn’t occur at the same time; otherwise, please
handle malfunction P0135 first and then follow the procedures below for servicing.)

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Diagnosis
Start the engine and run idle till the coolant Yes
help
temperature reaches the normal level. Observe the
change of ―Oxygen Sensor Voltage‖ displayed on
2
the electric diagnostic tester where rapid change
shall take place between 100mV~900mV. No Next step

Repair or
replace the
Check if the lines between pin 36# and 18# of ECM Yes
wire
3 and the terminal 3# and 4# of the sensor connector harness
are broken.
Diagnosis
No
help

DTC: P0135 ―Upper oxygen sensor heating circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ON. Next step

Unplug the wire harness connector of the oxygen Yes Next step
2 sensor and measure if the voltage between terminal
1# and 2# is about 12V with a multimeter. No To Step 4

Yes Next step

Check if the resistance between oxygen sensor
3 Replace the
terminal 1# and 2# is 2~5Ω at 20°C. No
sensor
Replace the
Check whether 5A fuse in oxygen sensor heating Yes
4 fuse
circuit is blown out.
No Next step
Repair or
replace the
Check if the lines between connector terminal 48# Yes
wire
5 and 85# of ECM and sensor terminal 2# and 1# are harness
broken or short to power supply/ground.
Diagnosis
No
help

DTC: P0171 ―Air-fuel ratio closed-loop control self-adaption exceeds upper limit‖
(Note: the following diagnostic procedures are applicable to the conditions where DTCs of such
parts as intake air pressure sensor, carbon canister control valve and oxygen sensor do not occur
simultaneously; if DTCs exist simultaneously, please handle other malfunctions first and then
follow the procedures below for servicing.)

56
 Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Start the engine and run idle till the coolant
temperature reaches the normal level. Yes Next step
In all conditions, observe the change of ―Oxygen
2
Sensor Voltage‖ displayed on the electric diagnostic Diagnosis
tester where the value shall remain near 100 mV for No
help
a long time under certain working conditions.
Connect the fuel pressure gauge to the oil inlet end Yes Next step
3 of the fuel system and observe if the oil pressure is Service the
kept at about 350kPa in all conditions. No
fuel system
Repair or
replace the
Check if the lines between pin 36# and 18# of ECM Yes
wire
4 and the terminal 3# and 4# of the sensor connector harness
are short to power supply.
No Next step
Service it
A. Check the intake air system for severe leakage; according to
Yes
B. Check the fuel injector for blockage; the
5 C. Check the spark plug for excessive clearance; diagnosis
D. Check the intake valve guide for wear;
Diagnosis
No
help

DTC: P0172 ―Air-fuel ratio closed-loop control self-adaption exceeds lower limit‖
(Note: the following diagnostic procedures are applicable to the conditions where DTCs of such
parts as intake air pressure sensor, carbon canister control valve and oxygen sensor do not occur
simultaneously; if DTCs exist simultaneously, please handle other malfunctions first and then
follow the procedures below for servicing.)

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Start the engine and run idle till the coolant
temperature reaches the normal level. Yes Next step
In all conditions, observe the change of ―Oxygen
2
Sensor Voltage‖ displayed on the electric diagnostic Diagnosis
tester where the value shall remain near 900 mV for No
help
a long time under certain working conditions.
Connect the fuel pressure gauge to the oil inlet end Yes Next step
3 of the fuel system and observe if the oil pressure is Service the
kept at about 350kPa in all conditions. No
fuel system
Repair or
replace the
Check if the lines between pin 36# and 18# of ECM Yes
wire
4 and the terminal 3# and 4# of the sensor connector harness
are short to power supply.
No Next step

57
 Service it
according to
A. Check the fuel injector for leakage; Yes
the
B. Check the bleeding pipe for leakage; diagnosis
5
C. Check for correct ignition timing;
Diagnosis
No
help

DTC: P0201 ―First cylinder fuel injector circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ON. Next step
Unplug the wire harness connector of the first Yes To Step 4
cylinder fuel injector and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the line between the first cylinder fuel replace the
Yes
3 injector connector terminal 1# and the main relay is wire
broken or short circuit to ground. harness
No To Step 2
Check if the resistance between terminal 1# and 2# Yes Next step
4 of first cylinder fuel injector at 20°C is within Replace the
No
11~13O with a multimeter. fuel injector
Check if the voltage between the terminal 2# of first Diagnosis
Yes
5 cylinder’s fuel injector and the negative pole of help
power supply is about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between terminal 2 of the first Yes
wire
6 cylinder’s fuel injector connector and terminal 27#
harness
is broken or short to ground/power supply.
Diagnosis
No
help

DTC: P0202 ―Second cylinder’s fuel injector circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ON. Next step
Unplug the wire harness connector of the second Yes To Step 4
cylinder fuel injector and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the line between the second cylinder fuel replace the
Yes
3 injector connector terminal 1# and the main relay is wire
broken or short circuit to ground. harness
No To Step 2
Check if the resistance between terminal 1# and 2# Yes Next step
4 of second cylinder fuel injector at 20°C is within Replace the
No
11~13Ω with a multimeter. fuel injector

58
 Check if the voltage between the terminal 2# of Diagnosis
Yes
5 second cylinder’s fuel injector and the negative pole help
of power supply is about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between terminal 2# of the second Yes
wire
6 cylinder’s fuel injector connector and terminal 6# is
harness
broken or short to ground/power supply.
Diagnosis
No
help

DTC: P0203 ―Third cylinder’s fuel injector circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ON. Next step
Unplug the wire harness connector of the third Yes To Step 4
cylinder fuel injector and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the line between the third cylinder fuel replace the
Yes
3 injector connector terminal 1# and the main relay is wire
broken or short circuit to ground. harness
No To Step 2
Check if the resistance between terminal 1# and 2# Yes Next step
4 of third cylinder fuel injector at 20°C is within Replace the
No
11~13Ω with a multimeter. fuel injector
Check if the voltage between the terminal 2# of Diagnosis
Yes
5 third cylinder’s fuel injector and the negative pole of help
power supply is about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between terminal 2# of the third Yes
wire
6 cylinder’s fuel injector connector and terminal 7# is
harness
broken or short to ground/power supply.
Diagnosis
No
help

DTC: P0204 ―Fourth cylinder’s fuel injector circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ON. Next step
Unplug the wire harness connector of the fourth Yes To Step 4
cylinder fuel injector and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the line between the fourth cylinder fuel replace the
Yes
3 injector connector terminal 1# and the main relay is wire
broken or short circuit to ground. harness
No To Step 2
4 Check if the resistance between terminal 1# and 2# Yes Next step

59
 of fourth cylinder fuel injector at 20°C is within Replace the
No
11~13Ω with a multimeter. fuel injector
Check if the voltage between the terminal 2# of Diagnosis
Yes
5 fourth cylinder’s fuel injector and the negative pole help
of power supply is about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between terminal 2# of the fourth Yes
wire
6 cylinder’s fuel injector connector and terminal 47#
harness
is broken or short to ground/power supply.
Diagnosis
No
help

DTC: P0230 ―Fuel pump control circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Unplug the fuel pump relay, turn the ignition switch Yes To Step 4
to ―ON‖ and check if the voltage between 30# and
2
87# pin of the fuel pump relay and the negative
pole of power supply is about 12V respectively. No Next step

Repair or
replace the
Check if the line at the power supply end of relay is Yes
3 wire
broken or short to ground. harness
No To Step 2
Check if the voltage between 85# pin of fuel pump Replace fuel
Yes
4 relay and the negative pole of power supply is pump relay
about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between the relay pin 85# and the Yes
wire
5 ECU pin 69# is broken or short to ground/power
harness
supply.
Diagnosis
No
help

DTC: P0325 ―Knock sensor circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Unplug the knock sensor connector at the end of Yes Next step
wire harness and check if the resistance between
2 Replace the
its terminal 1# and 2# is larger than 1MΩ with a No
sensor
multimeter.
Repair or
Check if the lines between terminal 1# and 2# of replace the
the knock sensor connector and terminal 19# and Yes
3 wire
20# of ECU are broken or short to ground/power harness
supply respectively.
No Next step

60
 Diagnosis
Yes
Replace the knock sensor in accordance with the help
4 procedure and put the engine to a trial running over Check for
2200RPM. Check if DTC P0325 occurs again. No random
failure

DTC: P0335 ―Crankshaft position sensor signal malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Unplug the crankshaft position sensor connector at Yes Next step
the end of wire harness and check if the resistance
2
between its terminal 1# and 2# at 20°C is within Replace the
770~950Ω with a multimeter. No
sensor
Repair or
Check if the lines between terminal 1# and 2# of replace the
the knock sensor connector and terminal 15# and Yes
3 wire
34# of ECU are broken or short to ground/power harness
supply respectively.
No Next step
Diagnosis
Yes
help
4 Check if the flywheel signal panel is good.
Replace the
No
signal panel

DTC: P0336 ―Crankshaft position sensor signal unreasonable malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Unplug the crankshaft position sensor connector at Yes Next step
the end of wire harness and check if the resistance
2
between its terminal 1# and 2# at 20°C is within Replace the
770~950Ω with a multimeter. No
sensor
Repair or
Check if the lines between terminal 1# and 2# of replace the
the knock sensor connector and terminal 15# and Yes
3 wire
34# of ECU are broken or short to ground/power harness
supply respectively.
No Next step
Diagnosis
Yes
help
4 Check if the flywheel signal panel is good.
Replace the
No
signal panel

DTC: P0340 ―Camshaft position sensor signal malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.

61
 Unplug the camshaft position sensor connector at
the end of wire harness and check if the voltage Yes Go to Step 4
2 between its terminal 1# of the camshaft position
sensor and the negative pole of the power supply is No Next step
about 5V with a multimeter.
Repair or
replace the
Check if the line between camshaft position sensor Yes
wire
3 terminal 1# and ECU 32# is broken or short circuit harness
to ground.
No Next step

Repair or
Check if the line between terminal 2# and 3# of the
replace the
camshaft position sensor connector and terminal Yes
4 wire
79# and 35# of ECU is broken or short to
harness
ground/power supply.
No Next step
Diagnosis
Yes
help
5 Check if the camshaft signal panel is good.
Replace the
No
signal panel

DTC: P0342 ―Circuit voltage of camshaft position sensor is too low‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Unplug the camshaft position sensor connector at
the end of wire harness and check if the voltage Yes Go to Step 4
2 between its terminal 1# of the camshaft position
sensor and the negative pole of the power supply is No Next step
about 5V with a multimeter.
Repair or
replace the
Check if the line between camshaft position sensor Yes
wire
3 terminal 1# and ECU 32# is broken or short circuit harness
to ground.
No Next step

Repair or
Check if the line between terminal 2# and 3# of the
replace the
camshaft position sensor connector and terminal Yes
4 wire
79# and 35# of ECU is broken or short to
harness
ground/power supply.
No Next step
Diagnosis
Yes
help
5 Check if the camshaft signal panel is good.
Replace the
No
signal panel

DTC: P0343 ―Circuit voltage of camshaft position sensor is too high‖

Follow-up
No. Operating Steps Test Result
Steps
1 Connect the electric diagnostic tester and adapter, Next step

62
 and turn the ignition switch to ―ON‖.
Unplug the camshaft position sensor connector at
the end of wire harness and check if the voltage Yes Go to Step 4
2 between its terminal 1# of the camshaft position
sensor and the negative pole of the power supply is No Next step
about 5V with a multimeter.
Repair or
replace the
Check if the line between camshaft position sensor Yes
wire
3 terminal 1# and ECU 32# is broken or short circuit harness
to ground.
No Next step

Repair or
Check if the line between terminal 2# and 3# of the
replace the
camshaft position sensor connector and terminal Yes
4 wire
79# and 35# of ECU is broken or short to
harness
ground/power supply.
No Next step
Diagnosis
Yes
help
5 Check if the camshaft signal panel is good.
Replace the
No
signal panel

DTC: P0443 ―Carbon canister control valve driving control circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Unplug the wire harness connector of the carbon Yes To Step 4
canister control valve and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the lines between terminal 1# of carbon replace the
Yes
3 canister control valve and main relay terminal 87# wire
are broken or short circuit to ground; harness
No To Step 2
Yes Next step
Check if the resistance between terminal 1# and 2#
4 of carbon canister control valve at 20°C is within Replace the
22~30Ω with a multimeter. No control
valve
Repair or
replace the
Check if the line between terminal 2# of the carbon Yes
wire
5 canister control valve and ECU terminal 46# is
harness
broken.
Diagnosis
No
help

DTC: P0444 ―Carbon canister control valve driving control circuit voltage is too low‖

Follow-up
No. Operating Steps Test Result
Steps
1 Connect the electric diagnostic tester and adapter, Next step

63
 and turn the ignition switch to ―ON‖.
Unplug the wire harness connector of the carbon Yes To Step 4
canister control valve and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the lines between terminal 1# of carbon replace the
Yes
3 canister control valve and main relay terminal 87# wire
are broken or short circuit to ground; harness
No To Step 2
Yes Next step
Check if the resistance between terminal 1# and 2#
4 of carbon canister control valve at 20°C is within Replace the
22~30Ω with a multimeter. No control
valve
Repair or
replace the
Check if the line between terminal 2# of the carbon Yes
wire
5 canister control valve and ECU terminal 46# is
harness
short circuit to ground.
Diagnosis
No
help

DTC: P0445 ―Carbon canister control valve driving control circuit voltage is too high‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Unplug the wire harness connector of the carbon Yes To Step 4
canister control valve and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the lines between terminal 1# of carbon replace the
Yes
3 canister control valve and main relay terminal 87# wire
are broken or short circuit to ground; harness
No To Step 2
Yes Next step
Check if the resistance between terminal 1# and 2#
4 of carbon canister control valve at 20°C is within Replace the
22~30Ω with a multimeter. No control
valve
Repair or
replace the
Check if the line between terminal 2# of the carbon Yes
wire
6 canister control valve and ECU terminal 46# is
harness
short circuit to power supply.
Diagnosis
No
help

DTC: P0480 ―A/C condenser cooling fan relay control circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step

64
 Unplug A/C condenser cooling fan relay, turn the Yes To Step 4
ignition switch to ―ON‖ and check if the voltage
2
between relay terminal 13.61kg and 39.01kg and
the negative pole of power supply is about 12V. No Next step

Repair or
Check if the line at the power supply end of A/C replace the
Yes
3 condenser cooling fan relay is broken or short to wire
ground. harness
No To Step 2
Replace the
Check if the voltage between 85# pin of A/C Yes
relay
4 condenser cooling fan relay and the negative pole
of power supply is about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between the relay pin 85# and the Yes
wire
5 ECU pin 50# is broken or short to ground/power
harness
supply.
Diagnosis
No
help

DTC: P0500 ―Vehicle speed signal unreasonable malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Service ABS
If the vehicle is equipped with ABS system, please Yes
2 system
check whether the ABS system has DTC.
No Next step
Yes Next step
Service
3 Check if the speedometer pointers work normally.
No instrument
line
Yes Next step
Replace the
4 Check if the vehicle speed sensor work normally. vehicle
No
speed
sensor
Repair or
replace the
Check if the line between vehicle speed sensor Yes
wire
4 signal cable and 59# pin to ECU is broken or short
harness
to power supply or ground.
Diagnosis
No
help

DTC: P0506 ―Idle speed is lower than target idle speed‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
2 Check if the throttle adjusting screw, throttle cable Yes Next step

65
 and throttle conditions work normally. Conduct
necessary
No servicing
and
maintenance
Yes Next step
Conduct
Check if the idle speed stepper motor works necessary
3
normally. No servicing
and
maintenance
Conduct
A. Check the fuel system for too low pressure; Yes necessary
4 B. Check the fuel injector for blockage; servicing
C. Check for unsmooth system discharge. Diagnosis
No
help

DTC: P0507 ―Idle speed is higher than target idle speed‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Yes Next step
Conduct
Check if the throttle adjusting screw, throttle cable necessary
2
and throttle conditions work normally. No servicing
and
maintenance
Yes Next step
Conduct
Check if the idle speed stepper motor works necessary
3
normally. No servicing
and
maintenance
Conduct
A. Check the system for leakage; Yes necessary
4 B. Check the fuel injector for leakage; servicing
C. Check the fuel system for too high pressure; Diagnosis
No
help

DTC: P0508 ―Idle speed stepper motor control circuit voltage is too low‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Unplug the idle speed stepper motor connector at
Yes Next step
the end of wire harness and check if the resistance
2 between its terminal A and D as well as B and C at Replace the
20°C is about 53±5.3Ω respectively with a No stepper
multimeter. motor

66
 Repair or
Check if the lines between terminal A, B, C, and D replace the
Yes
of the idle speed stepper motor connector and wire
3
terminal 65#, 66#, 67# and 64# of ECU connector harness
are short to ground. Diagnosis
No
help

DTC: P0509 ―Idle speed stepper motor control circuit voltage is too high‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Unplug the idle speed stepper motor connector at
Yes Next step
the end of wire harness and check if the resistance
2 between its terminal A and D as well as B and C at Replace the
20°C is about 53±5.3Ω respectively with a No stepper
multimeter. motor
Repair or
Check if the lines between terminal A, B, C, and D replace the
Yes
of the idle speed stepper motor connector and wire
3
terminal 65#, 66#, 67# and 64# of ECU connector harness
are short to ground. Diagnosis
No
help

DTC: P0511 ―Idle speed stepper motor control circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Unplug the idle speed stepper motor connector at
Yes Next step
the end of wire harness and check if the resistance
2 between its terminal A and D as well as B and C at Replace the
20°C is about 53±5.3Ω respectively with a No stepper
multimeter. motor
Repair or
Check if the lines between terminal A, B, C, and D replace the
Yes
of the idle speed stepper motor connector and wire
3
terminal 65#, 66#, 67# and 64# of ECU connector harness
are short to ground. Diagnosis
No
help

DTC: P0560 ―System voltage signal unreasonable‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Yes Next step
Check if the battery voltage is about 12V with a
2 Replace the
multimeter. No
battery

67
 Repair or
Check if the lines between terminal 44#, 45# and replace the
Yes
3 63# of ECU and terminal 87# of main relay are wire
broken or short to ground. harness
No Next step
Yes Next step
Start the engine and check if the charging voltage
4 Replace the
of generator is within 9~16V at different speeds. No
generator
Diagnosis
Yes
help
Check if the ground point of engine wire harness is Repair or
5
good. replace the
No
wire
harness

DTC: P0562 ―System voltage is too low‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Yes Next step
Check if the battery voltage is about 12V with a
2 Replace the
multimeter. No
battery
Repair or
Check if the lines between terminal 44#, 45# and replace the
Yes
3 63# of ECU and terminal 87# of main relay for wire
excessive resistance. harness
No Next step
Yes Next step
Start the engine and check if the charging voltage
4 Replace the
of generator is within 9~16V at different speeds. No
generator
Diagnosis
Yes
help
Check if the ground point of engine wire harness is Repair or
5
good. replace the
No
wire
harness

DTC: P0563 ―System voltage is too high‖

Test
No. Operating Steps Follow-up Steps
Result
1 Turn the ignition switch to OFF. Next step
Check if the battery voltage is about 12V Yes Next step
2
with a multimeter. No Replace the battery
Start the engine and check if the charging Yes Next step
3 voltage of generator is within 9~16V at
different speeds. No Replace the generator
Yes Diagnosis help
Check if the ground point of engine wire
4 Repair or replace the
harness is good. No
wire harness

68
DTC: P0601 ―ECU check code error‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Yes Next step
Clear the DTC and check if the malfunction is a
2 System is
steady-state one. No
normal
3 Replace the ECU. End

DTC: P0602 ―ECU diagnostic data ID error‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Yes Next step
Clear the DTC and check if the malfunction is a
2 System is
steady-state one. No
normal
3 Replace the ECU. End

DTC: P1651 ―Engine malfunction indicator (SVS) control circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Conduct an action test to the engine malfunction Yes Next step
indicator with the ―Actuator Action Test‖ on the
2
electric diagnostic tester and observe if the System is
indicator is always on or off. No
normal
Repair or
replace the
Check if the line at the power supply end of engine Yes
3 wire
malfunction indicator is broken or short to ground. harness
No Next step
Repair or
Check if the line between control terminal of engine replace the
malfunction indicator and terminal 31# of ECU Yes
4 wire
connector is broken or short to power supply or harness
ground.
No Next step
Diagnosis
Yes
Check if the engine malfunction indicator works help
5
normally. Replace the
No
lamp

69
Part 5 Diagnostic Procedures of Servicing M7 System as
per Symptoms of Malfunction
Preliminary check shall be made before troubleshooting as per the symptoms of malfunction:
1. Ensure the engine malfunction indicator works normally;
2. Check with the electric diagnostic tester to ensure no malfunction record.
3. Confirm the symptoms of malfunction complained by the owner of car exist and verify the
conditions where such malfunction occurs.

Then, visual inspection shall be made:

1. Check the fuel pipeline for leakage;
2. Check the vacuum pipeline for breakage, twist and improper connection;
3. Check the intake air pipeline for blockage, leakage, compression or damage;
4. Check the high tension wire of ignition system for breakage, ageing and wrong ignition order;
5. Check the ground point of wire harness for dirt and looseness;
6. Check the connectors of sensors and actuators for looseness or poor contact.
Important Notice: If the symptoms mentioned above exist, maintenance and repair shall be
made against such malfunction; otherwise, the subsequent troubleshooting may be
affected.
Diagnosis help
1. Confirm there is no engine malfunction record;
2. Confirm the symptoms of complained malfunction exist;
3. No abnormalities have been found after check by following the steps mentioned above;
4. Do not neglect the effect of vehicle maintenance, cylinder pressure, ignition timing and
fuel on the system during servicing;
5. Replace the ECU and make a test.
If the malfunction disappears, the ECU is in trouble; if it still exists, replace with the
original ECU and repeat the steps to service it.
1. Engine running slowly or not running when started
2. Engine cannot be started with starter running
3. Hard to start when the engine is hot
4. Hard to start when the engine is cold
5. Hard to start at normal engine speed any time
6. Engine normally started, yet idling unstable any time
7. Engine normally started, idling unstable during heating
8. Engine normally started, yet idling unstable after heating
9. Engine normally started, yet idling unstable or stalling under partial load (e.g. A/C turned on)
10. Engine normally started, yet idling at a higher speed
11. Engine running slowly or stalling during acceleration
12. Slow response in acceleration
13. Sluggish acceleration and poor performance

Section 1 Engine Running Slowly or Not Running When Started

General faulty parts:
1. Battery; 2. Start motor; 3. Wire harness or ignition switch; 4. Engine mechanical part.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps

70
 Check if the voltage between two terminals of Yes Next step
1 battery is about 8~12V with a multimeter when the Replace
engine is started. No
battery
Yes Next step
Keep the ignition switch at the starting position and
2 check if positive terminal of start motor has an over Repair or
8V voltage with a multimeter. No replace the
wire harness
Repair or
Remove the start motor and check its working Yes replace the
3 condition. Check if it is broken or stuck due to poor start motor
lubrication.
No Next step
If the malfunction only occurs in winter, check if Replace with
excessive resistance is caused to the start motor Yes lubricant of
4 proper class
because improper engine lubricant and gear box oil
are selected. No Next step
Service the
internal
Check if the excessive mechanical resistance Yes
resistance of
5 inside the engine causes the start motor not to
engine
rotate or rotate slowly.
Diagnosis
No
help

Section 2 Engine Cannot Be Started with Starter Running

General faulty parts:

1. Fuel tank without fuel; 2. Fuel pump; 3. Crankshaft position sensor; 4. Ignition coil; 5. Engine
mechanical part.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps

Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
1 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system
Yes Next step
Connect the diagnostic tester for EFI system, Service the
2 observe the data item ―Engine Speed‖, start the crankshaft
engine and observe if there is speed signal output. No
position
sensor line

Pull out an ignition coil from one cylinder, connect a Yes Next step
spark plug and keep its electrodes about 5mm
3 Service the
away from the engine body, start the engine and
check for blue high-pressure fire. No ignition
system

71
 Troubleshoot
Check the pressure of all engine cylinders and the engine
Yes
4 observe the engine cylinder for insufficient mechanical
pressure. malfunction
No Next step
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
5 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

Section 3 Hard to Start When the Engine Is Hot

General faulty parts:
1. Fuel with water; 2. Fuel pump; 3. Coolant temperature sensor; 4. Fuel pressure regulator
vacuum tube; 5. Ignition coil.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps

Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
1 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system

Pull out an ignition coil from one cylinder, connect a Yes Next step
spark plug and keep its electrodes about 5mm
2 Service the
away from the engine body, start the engine and
check for blue high-pressure fire. No ignition
system
Unplug the connector of coolant temperature Service the
sensor, start the engine and observe if it starts line or
Yes
successfully. (Or replace the coolant temperature replace the
3 sensor
sensor with a 300Ω resistor to be connected in
series and then observe if the engine starts
No Next step
successfully.)
Check or
Yes
4 Check if the electric fuel pump is damaged replace
No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
5 fuel
caused just after fueling up.
No Next step
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
6 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

72
Section 4 Hard to Start When Engine Is Cold

General faulty parts:

1. Fuel with water; 2. Fuel pump; 3. Coolant temperature sensor; 4. Fuel injector; 5. Ignition coil; 6.
Throttle body and idle speed bypass air duct; 7. Engine mechanical part.

General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps

Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
1 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system

Pull out an ignition coil from one cylinder, connect a Yes Next step
spark plug and keep its electrodes about 5mm
2 Service the
away from the engine body, start the engine and
check for blue high-pressure fire. No ignition
system
Unplug the connector of coolant temperature Service the
sensor, start the engine and observe if it starts line or
Yes
successfully. (Or replace the coolant temperature replace the
3 sensor
sensor with a 2500Ω resistor to be connected in
series and then observe if the engine starts
No Next step
successfully.)
Clean the
throttle valve
Press the accelerator pedal down gently and Yes and the idle
4
observe if it is easy to start. speed air
duct
No Next step
Replace the
Remove the fuel injector and check it for leakage or Yes
5 faulty part
blockage with a dedicated cleaning analyzer.
No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
6 fuel
caused just after fueling up.
No Next step
Troubleshoot
Check the pressure of all engine cylinders and the engine
Yes
7 observe the engine cylinder for insufficient mechanical
pressure. malfunction
No Next step
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
8 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

73
Section 5 Hard to Start at Normal Engine Speed Any Time

General faulty parts:

1. Fuel with water; 2. Fuel pump; 3. Coolant temperature sensor; 4. Fuel injector; 5. Ignition coil; 6.
Throttle body and idle speed bypass air duct; 7. Air intake duct; 8. Ignition timing; 9. Spark plug;
10. Engine mechanical part.

General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Check the air filter for blockage and the air intake Yes air intake
1 system
duct for air leakage.
No Next step
Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the Service the
2
engine and check if the fuel pressure is about No oil supply
350kPa. system
Pull out an ignition coil from one cylinder, connect a Yes Next step
spark plug and keep its electrodes about 5mm Service the
3
away from the engine body, start the engine and No ignition
check for blue high-pressure fire. system
Yes Next step
Check the spark plug for each cylinder and observe
4 Adjust or
if its model and clearance meet the specifications. No
replace
Service the
Unplug the connector of coolant temperature line or
Yes
5 sensor, start the engine and observe if it starts replace the
successfully. sensor
No Next step
Clean the
throttle valve
Press the accelerator pedal down gently and Yes and the idle
6
observe if it is easy to start. speed air
duct
No Next step
Replace the
Remove the fuel injector and check it for leakage or Yes
7 faulty part
blockage with a dedicated cleaning analyzer.
No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
8 fuel
caused just after fueling up.
No Next step
Troubleshoot
Check the pressure of all engine cylinders and the engine
Yes
9 observe the engine cylinder for insufficient mechanical
pressure. malfunction
No Next step
10 Check if the ignition order and ignition timing of the Yes Next step

74
 engine meet the specifications. Service the
No ignition
timing
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
11 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

Section 6 Engine Normally Started, yet Idling Unstable Any Time

General faulty parts:
1. Fuel with water; 2. Fuel injector; 3. Spark plug; 4. Throttle body and idle speed bypass air duct;
5. Air intake duct; 6. Idle speed stepper motor; 7. Ignition timing; 8. Spark plug; 9. Engine
mechanical part.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Check the air filter for blockage and the air intake Yes air intake
1 system
duct for air leakage.
No Next step
Clean or
Yes
2 Check if the idle speed stepper motor is blocked. replace
No Next step
Yes Next step
Check the spark plug for each cylinder and observe
3 Adjust or
if its model and clearance meet the specifications. No
replace
Check the throttle body and idle speed bypass air Yes Clean
4
duct for carbon deposition. No Next step
Remove the fuel injector and check it for leakage, Replace the
Yes
5 blockage or poor flow with a dedicated cleaning faulty part
analyzer. No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
6 fuel
caused just after fueling up.
No Next step
Troubleshoot
the engine
Check the pressure of all engine cylinders and Yes
7 mechanical
observe if it varies greatly.
malfunction
No Next step
Yes Next step
Check if the ignition order and ignition timing of the Service the
8
engine meet the specifications. No ignition
timing
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
9 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

75
Section 7 Engine Normally Started, Idling Unstable During Heating
General faulty parts:
1. Fuel with water; 2. Coolant temperature sensor; 3. Spark plug; 4. Throttle body and idle speed
bypass air duct; 5. Air intake duct; 6. Idle speed stepper motor; 7. Engine mechanical part.

General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Check the air filter for blockage and the air intake Yes air intake
1 system
duct for air leakage.
No Next step
Yes Next step
Check the spark plug for each cylinder and observe
2 Adjust or
if its model and clearance meet the specifications. No
replace
Remove the idle speed stepper motor and check Clean
the throttle body, the idle speed stepper motor and Yes relevant
3
the idle speed bypass air duct for carbon parts
deposition. No Next step
Service the
Unplug the connector of coolant temperature line or
Yes
4 sensor, start the engine and observe if unstable replace the
idling occurs when the engine is heated. sensor
No Next step
Remove the fuel injector and check it for leakage, Replace the
Yes
5 blockage or poor flow with a dedicated cleaning faulty part
analyzer. No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
6 fuel
caused just after fueling up.
No Next step
Troubleshoot
the engine
Check the pressure of all engine cylinders and Yes
7 mechanical
observe if it varies greatly.
malfunction
No Next step
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
8 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

76
Section 8 Engine Normally Started, yet Idling Unstable after Heating
General faulty parts:
1. Fuel with water; 2. Coolant temperature sensor; 3. Spark plug; 4. Throttle body and idle speed
bypass air duct; 5. Air intake duct; 6. Idle speed stepper motor; 7. Engine mechanical part.

General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Check the air filter for blockage and the air intake Yes air intake
1 system
duct for air leakage.
No Next step
Yes Next step
Check the spark plug for each cylinder and observe
2 Adjust or
if its model and clearance meet the specifications. No
replace
Remove the idle speed stepper motor and check Clean
the throttle body, the idle speed stepper motor and Yes relevant
3
the idle speed bypass air duct for carbon parts
deposition. No Next step
Service the
Unplug the connector of coolant temperature line or
Yes
4 sensor, start the engine and observe if unstable replace the
idling occurs when the engine is heated. sensor
No Next step
Remove the fuel injector and check it for leakage, Replace the
Yes
5 blockage or poor flow with a dedicated cleaning faulty part
analyzer. No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
6 fuel
caused just after fueling up.
No Next step
Troubleshoot
the engine
Check the pressure of all engine cylinders and Yes
7 mechanical
observe if it varies greatly.
malfunction
No Next step
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
8 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

77
Section 9 Engine Normally Started, yet Idling Unstable or Stalling
Under Partial Load (e.g. A/C Turned on)
General faulty parts:
1. A/C system; 2. Idle speed stepper motor; 3. Fuel injector.

General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Remove the idle speed stepper motor and check Clean
the throttle body, the idle speed stepper motor and Yes relevant
1
the idle speed bypass air duct for carbon parts
deposition. No Next step
Observe if the engine output power increases when
Yes To Step 4
the A/C system is started, that is, to observe the
2 change in ignition advance angle, fuel injection
pulse width and air intake flow with the diagnostic No Next step
tester for EFI system.
Connect the adapter of EFI system, disconnect the Yes Next step
cable of 75# pin of ECU and check if there is high
3 Service the
level signal at the end of wire harness when the A/C No
A/C system
system is turned on.
Check if the A/C system pressure, the compressor Yes Next step
4 electromagnetic clutch and the A/C compressor No Service the
pump are normal. A/C system
Remove the fuel injector and check it for leakage, Replace the
Yes
5 blockage or poor flow with a dedicated cleaning faulty part
analyzer. No Next step
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
6 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

Section 10 Engine Normally Started, yet Idling at a Higher Speed

General faulty parts:
1. Throttle body and idle speed bypass air duct; 2. Vacuum tube; 3. Idle speed stepper motor; 4.
Coolant temperature sensor; 5. Ignition timing;
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Yes Adjust
1 Check if the throttle cable is stuck or too tight.
No Next step
Service the
Check the air intake system and the connected Yes air intake
2 system
vacuum line for leakage.
No Next step

78
 Remove the idle speed stepper motor and check Clean
the throttle body, the idle speed stepper motor and Yes relevant
3
the idle speed bypass air duct for carbon parts
deposition. No Next step
Service the
Unplug the connector of coolant temperature line or
Yes
4 sensor, start the engine and observe if it idles at a replace the
higher speed. sensor
No Next step
Yes Next step
Check if the ignition timing of the engine meets the Service the
5
specifications. No ignition
timing
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
6 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

Section 11 Engine Running Slowly or Stalling During Acceleration

General faulty parts:
1. Fuel with water; 2. Intake air pressure sensor and throttle position sensor; 3. Spark plug; 4.
Throttle body and idle speed bypass air duct; 5. Air intake duct; 6. Idle speed stepper motor; 7.
Fuel injector; 8. Ignition timing; 9. Bleeding pipe.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Yes air intake
1 Check the air filter for blockage. system
No Next step

Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
2 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system
Yes Next step
Check the spark plug for each cylinder and observe
3 Adjust or
if its model and clearance meet the specifications. No
replace
Remove the idle speed stepper motor and check Clean
the throttle body, the idle speed stepper motor and Yes relevant
4
the idle speed bypass air duct for carbon parts
deposition. No Next step
Yes Next step
Check if the intake air pressure sensor and the Service the
5 throttle position sensor as well as their lines are line or
No
normal; replace the
sensor

79
 Replace the
Remove the fuel injector and check it for leakage or Yes
6 faulty part
blockage with a dedicated cleaning analyzer.
No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
7 fuel
caused just after fueling up.
No Next step
Yes Next step
Check if the ignition order and ignition timing of the Service the
8
engine meet the specifications. No ignition
timing
Yes Next step
Repair or
9 Check the bleeding pipe for smooth bleeding. replace the
No
bleeding
pipe
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
10 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

Section 12 Slow Response in Acceleration

General faulty parts:
1. Fuel with water; 2. Intake air pressure sensor and throttle position sensor; 3. Spark plug; 4.
Throttle body and idle speed bypass air duct; 5. Air intake duct; 6. Idle speed stepper motor; 7.
Fuel injector; 8. Ignition timing; 9. Bleeding pipe.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Yes air intake
1 Check the air filter for blockage. system
No Next step

Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
2 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system
Yes Next step
Check the spark plug for each cylinder and observe
3 Adjust or
if its model and clearance meet the specifications. No
replace
Remove the idle speed stepper motor and check Clean
the throttle body, the idle speed stepper motor and Yes relevant
4
the idle speed bypass air duct for carbon parts
deposition. No Next step
5 Check if the intake air pressure sensor and the Yes Next step

80
 throttle position sensor as well as their lines are Service the
normal; line or
No
replace the
sensor
Replace the
Remove the fuel injector and check it for leakage or Yes
6 faulty part
blockage with a dedicated cleaning analyzer.
No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
7 fuel
caused just after fueling up.
No Next step
Yes Next step
Check if the ignition order and ignition timing of the Service the
8
engine meet the specifications. No ignition
timing
Yes Next step
Repair or
9 Check the bleeding pipe for smooth bleeding. replace the
No
bleeding
pipe
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
10 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

Section 13 Sluggish Acceleration and Poor Performance

General faulty parts:
1. Fuel with water; 2. Intake air pressure sensor and throttle position sensor; 3. Spark plug; 4.
Ignition coil; 5. Throttle body and idle speed bypass air duct; 6. Air intake duct; 7. Idle speed
stepper motor; 8. Fuel injector; 9. Ignition timing; 10. Bleeding pipe.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Check for slipping clutch, low tire pressure, braking Yes Repair
1 drag, incorrect tire size, improper four wheel
No Next step
alignment, etc.
Service the
Yes air intake
2 Check the air filter for blockage. system
No Next step

Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
3 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system
Pull out the ignition coil from one cylinder, connect
4 Yes Next step
a spark plug and keep its electrodes about 5mm

81
 away from the engine body, start the engine and Service the
check for normal high-pressure fire. No ignition
system
Yes Next step
Check the spark plug for each cylinder and observe
5 Adjust or
if its model and clearance meet the specifications. No
replace
Remove the idle speed stepper motor and check Clean
the throttle body, the idle speed stepper motor and Yes relevant
6
the idle speed bypass air duct for carbon parts
deposition. No Next step
Yes Next step
Check if the intake air pressure sensor and the Service the
7 throttle position sensor as well as their lines are line or
No
normal; replace the
sensor
Replace the
Remove the fuel injector and check it for leakage or Yes
8 faulty part
blockage with a dedicated cleaning analyzer.
No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
9 fuel
caused just after fueling up.
No Next step
Yes Next step
Check if the ignition order and ignition timing of the Service the
10
engine meet the specifications. No ignition
timing
Yes Next step
Repair or
11 Check the bleeding pipe for smooth bleeding. replace the
No
bleeding
pipe
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
12 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

Part 6 Guide for Use of BYD-ED300 Electric Diagnostic

Tester
As the latest generation of electric diagnostic tester, BYD-ED300 is intended for all autos
developed by BYD AUTO, which not only features easy online upgrade for troubleshooting the
future models developed by BYD AUTO, but also has extended functions like certain waveform
display and can be used as a simple oscilloscope.

82
Section 1 Preparation for Troubleshooting with BYD-ED300
1.1 Preparation and Connection for Troubleshooting
1.1.1 Preparation with BYD-ED300
1.1.1.1 General Test Condition
1) Turn on the power switch of a car;
2) The battery voltage shall be 11~14V and the rated voltage of BYD-ED300 is 12V.
1.1.1.2 Connect BYD-ED300
BYD-ED300 is connected in the following steps:
♦ Insert the diagnostic card into the BYD-ED300 card slot properly and keep the side with words
―UP SIDE‖ facing upwards.
♦ Insert the DB15 end of BYD-ED300 diagnostic cable into the data interface ―DATA I/O‖ on the
tester.
♦ Connect the other end OBDII to the vehicle diagnostic socket.
Instructions: In case of insufficient power supply for vehicle diagnostic socket or
damaged power supply pins, power supply can be obtained in the following ways:
♦ By cigar lighter cable: take out the cigar lighter, insert one end of its cable to the cigar
lighter hole on the car and connect the other end to the power plug of BYD-ED300 main
test cable. Shut down BYD-ED300 before turning off the ignition switch so as to avoid
illegal shutdown.
♦ By twin-caliper power cord: clamp the positive and negative terminal of battery with the
two power cord calipers and insert the other end to the power plug of BYD-ED300 main
test cable.
♦ By extension cable: insert the DB25 end of extension cable to the “Extension Interface”
on the tester, connect the DV terminal of extension cable to the dedicated power adapter
jack, and then insert the other end of power adapter to the 100-240V AC power socket.
1.2 Start Vehicle Diagnosis
You can start diagnosis with the electric diagnostic tester after all preparations are completed.

Section 2 Instructions for Keypad Operation

2.1 Keyboard Layout
BYD-ED300 electric diagnostic tester is operated with dome as per the simple operation prompts
shown on the display; users can also read ―Operating Guide for Electric Diagnostic Tester‖ for the
basic operations. The following contents in this guide will be not described again.

83
Dome layout is shown below:

2.2 Key Functions

Number key 0-9: menu selection; digital input.
Direction key ↑↓←→: ↑ and ↓ for menu selection; ← and → for page flipping; in case of digital
input, press ↑ to add 1, ↓ to deduct 1 and ← to backspace and clear the previous digit; in case of
action test for components, press ← to shut down and → to enable or start.
Reset key RST: system reset. Notice: Use it with caution. Press and hold this key for 1~2
seconds and then release it.
Return/Exit key ESC: return to parent directory; exit the current function page; exit current
setting.
Confirmation key OK: enter subdirectory; confirm to perform a certain function.
Multifunction key F1 and F2: F1 is used to display help; F2 is used to print the current page;
these two keys can be used as auxiliary input keys in special conditions, like -/+. Refer to the
relevant prompts.

84
Section 3 Functions and takes about 1~2 minutes, as shown in
the figure on the right.
3.1 Display Interface
The display interface of electric diagnostic
tester is divided into three areas: title bar,
information bar and help bar, as shown in the
figure below:

Warning: Do not power off, reset the

system with [RST] or pull out the
diagnostic card during upgrading the
software; otherwise, it may cause an
upgrading failure, even system crash. If
the diagnostic tester cannot be used for
Title bar – to display title information
this reason, please return it to BYD
Information bar: to display main content.
After-Sales Service.
Display various menu, diagnosis information,
etc.
Instructions: Smart software upgrade
Help bar – to display current operation
for the tester only occurs when the
prompts as well as other auxiliary information.
version of software in the tester is
inconsistent with that in the diagnostic
card.
3.2 Software Upgrade
3.3 Basic Functions of Diagnostic Tester
First insert the dedicated diagnostic card into
Electric diagnostic tester ED300 has two
the ―Card Slot‖ on the tester (keep the side
functions: software upgrade for diagnostic
with words ―UP SIDE‖ facing upward and the
card and diagnosis for specific model.
card resists improper insertion) and then turn
Additional functions are still available, like
on the power supply. Then, the tester will
diagnostic tester setting. Examples are shown
automatically detect the validity of the
below: Please refer to relevant instructions for
diagnostic card. If valid, it continues to detect
software upgrade if necessary.
whether the software in the tester has the
3.3.1 Diagnosis for a specific model
same version as that in the diagnostic card; if
This manual only shows the operations for
different, the tester copies the software in the
EMS DELPHI-MT20U2 of F3 auto. Please
card to the ROM of tester and run it. This
refer to it for other systems.
process is called smart software upgrade for
the tester

85
 Please select ―EMS‖, as shown in the figure
on the right.

Operating skills: in most menu selection

pages, users can press the number shown in
front of the menu item to enter relevant menu.
For example: to diagnose F3 auto, first press Please select ―DELPHI-MT20U2‖, as shown in
↑ (↓) to select the F3 and press OK; or just the figure on the right.
press [1].

Select ―F3‖ in the model selection interface, as

shown in the figure on the right.

86
If BYD-ED300 diagnostic tester is successfully
communicated with ECU, it will be shown in
the figure on the right.

―Title Bar‖ displays the name of currently

diagnosed system: ECU-MT20U2.

Instruction: this information is from ECU,

which varies with different ECU. Please
feed back to the relevant department of
BYD AUTO during maintenance.

Instructions: two ways are still available 3.3.1.2 Read DTC

for users to diagnose certain function: first,
Malfunction detected by ECU can be
press ↑ and ↓ to change the menu item
displayed in the form of specific code (DTC).
indicated by [→] and then press [OK];
 If no trouble with system
second, directly press the number in front
You will be prompted with ―No Trouble with
of menu item. Operations will not be
System‖ by BYD-ED300, as shown in the
described again. For operation, please
figure.
refer to the prompts on the display.
 If trouble with system
3.3.1.1 Read computer version All the DTCs and relevant trouble information
will be listed in the ―Information Bar‖, as
The computer version information is a group shown in the figure on the right.
of numbers defined by the manufacturer to
identify some basic information, like Vehicle
Identification Number, displayed on the
BYD-ED300 as shown in the figure on the
right.

87
 3.3.1.3 Clear DTC
It is intended to clear some historical or
intermittent malfunctions recorded in ECU. If
DTC is successfully cleared, ―DTC Cleared‖
will be displayed as shown in the figure on the
right. You are recommended to repeat the
action twice or three times to ensure DTC is
cleared completely.

"Page:1/2‖ at the upper right corner of screen

means the received malfunction information is
shown on two pages and the current page is
the first one; to view other information, users
can press [→] to turn to page 2, following the
prompts shown in the ―Help Bar‖. Also, users
can press [←] to turn to page 1.

3.3.1.4 Read data stream

BYD-ED300 diagnostic tester supports two
display modes: common display and graphic
display. Graphic display is much convenient
and visualized, which helps ED300 make
greater progress than the diagnostic testers
designed by BYD AUTO in the past. For the
switch between the two modes, please refer to
the prompts of the ―Help bar‖ of BYD-ED300.

 Common display mode

The content displayed in the ―Information Bar‖
is displayed as shown in the figure. The first
page is displayed now. To view other data
content, users can turn to a specific page by
pressing ← and →.

 Graphic display mode

In graphic display mode, BYD-ED300 can
display the graph of two parameters on each
page. The maximum value, intermediate valve
and minimum value of a parameter is
respectively displayed on the left of each
graph. Also, relevant texts will be displayed
below the graph.

88
Graphic display realizes the dynamic change Second is to adopt bar graph, as shown in the
by drawing dots regularly from left to right. figure on the right.
Page indicator ―Page: 4/4‖ will also be
displayed on the upper right corner of These two ways are interchangeable. Please
―Information Bar‖. Please refer to the refer to relevant prompts in ―Help Bar‖.
operations above to turn the page. Like common display mode, the current graph
Graphic display includes two modes. in graphic display mode can also be printed
out by a miniprinter. Refer to prompts in ―Help
Bar‖ for the operations.

Voltage of oxygen sensor 2

First is to draw dots, as shown in the figure on Data stream

the right.

3.3.1.5 Component action test

The component action test for MT20U2
system is divided into three different control
modes, switching variable, control variable
and activation variable, as shown in the figure
on the right.

The action for each variable is carried out in

different ways, which will be described below.

 Switching variable
It means only two states for these variables:
ON or OFF, so users just need to perform
simple operations to complete relevant action.

89
―★‖ indicates the variable currently controlled.
Meanwhile, the current operation status
expected by users will also be displayed on
the right: ON or OFF. To select an item to be
tested, users can press ↑ and ↓. Press ← and To give up the right of control of currently
→ to control the current switching value, ← to selected item, just press ↑ and ↓ to select
turn it on and → to turn it off. other items to be tested or press [ESC] to exit
To give up the right of control of currently the current page.
selected item, just press ↑ and ↓ to select
other items to be tested or press [ESC] to exit  Activation variable
the current page. It is controlled in the way similar to switching
variable. It is displayed as shown in the figure
 Control variable on the right.
It refers to some setting variables. By setting For operations, please refer to that of
these variables, the internal variables of ECU ―Switching Variable‖ mentioned above.
can be changed so as to change the working
conditions of engine.
―★‖ indicates the item can be set now. To
select a variable to be set, users can press ↑
and ↓.
The setting range for current item is displayed
on the second line in the ―Help Bar‖ and the
value input by user is displayed on the third
line. The fourth line provides the prompts for
users that they can press [OK] to set the
current item.
After entering a value, users can press [OK] to
set; then, the result will be displayed on the
fourth line.

90
Instructions: use “Component Action Test” card by the manufacturer.
with caution. Non-professional technicians
or professional service man are not
allowed to use this function, as improper
operation may damage the engine system.

3.3.1.6 System reset

System reset causes ECU to take a self-reset
action. If the system is reset successfully,
―Reset Complete‖ will be shown on
BYD-ED300.

Instructions: the diagnostic program and

font program are stored in two different
areas of the diagnostic card. Thus, users
must be sure which one is required to be
updated.

Press OK in the interface mentioned above

and you will be prompted ―Ready. Please run
DTcard_Updata.exe...‖, as shown in the figure
on the right. Then, please run
DTcard_Updata.exe on the computer. To
upgrade the diagnostic card, configure this
software properly and select the program file
3.3.2 Diagnostic card burning to be burned.
Please connect the DB25 end of the Please refer to Using Help for
dedicated extension cable to the ―Extension DTcard_Updata.exe.
Interface‖ on the tester and the DB9 end to
the computer serial port, then connect the
input end of power adapter to the power input
end of the extension cable and at last connect
the power adapter to the household utility
power (220V AC power). In this way, the
diagnostic tester can work normally. The
connection diagram is shown in the figure
below.

During burning the diagnostic card, there are

two conditions as per the settings at the end
of PC.
1. If ―Program File‖ is selected in burning
software, update the diagnostic program in the
diagnostic card.
2. If ―Font File‖ is selected in burning software,
update the font program in the diagnostic card.
This function is not usually used, as the font
library of required simplified Chinese
characters has been stored in the diagnostic

91
Warning: Please ensure burning is
completed naturally! Do not power off the
tester, reset it with [RST] or pull out the
diagnostic card; otherwise, it may cause
an upgrading failure and even damage the
diagnostic card. “Naturally Complete”
refers to that burning is completed with
dedicated burning software
DTcard_Updata.exe and “Burning
Complete” is shown on the display.

3.3.3 Version Information of Diagnostic Tester

Select ―Version Information of Diagnostic
Tester‖ in the main interface. Such information
as software version, hardware version and
date of manufacture will be displayed, as 3.3.5 Operating Guide for Diagnostic Tester
shown in the figure on the right. Select ―Operating Guide for Diagnostic Tester‖
in the main interface, as shown in the figure
Users can know the version information on the right. General operations will be
clearly and can visit the official website of displayed here while specific operations may
BYD AUTO to ensure whether the software also be simply displayed in ―Help Bar‖ on each
needs to be upgraded. page.

Instructions: the displayed content is only

for your reference, which may also be
displayed when you turn on the diagnostic
tester.

3.3.4 Diagnostic Tester Settings

Select ―Diagnostic Tester Settings‖ in the main
interface. The working conditions of diagnostic
tester ED300 can be set here: backlight switch,
display font, data refresh speed, etc.

92
Part 7 Accessories
Section 1 Table of Mounting Torque for Parts

Mounting torque
No. Part name
(NM)
Intake air
1 pressure/temperature 3.3
sensor
Coolant temperature
2 20 (Max)
sensor
3 Knock sensor 20±5

4 Oxygen sensor 50±10

5 Throttle position sensor 2±0.5

Crankshaft position
6 8±2
sensor
Camshaft position
7 8±0.5
sensor
8 Fuel injector 6
(First stage) 2±1
9 Idle speed stepper motor
(Second stage) 7±1

Section 2 Rules for Maintenance of EFI System

2.1 Family cars
Instructions:
1. The rules for maintenance are applicable for family cars;
2. Interval of vehicle maintenance depends on the reading on the odometer or the time interval,
whichever comes earlier.
3. The rules for maintenance must be strictly complied with, which are developed based on
normal use of vehicle as per design.

Mileage
10 20 30 40 50 60 70 80
Item x1000km
Months 3 6 9 12 15 18 21 24
Ignition coil I I I I
Spark plug I I I R
Ignition timing I I I I
Engine idling I I I I
Fuel tank I C
Fuel filter R R R R
Fuel injector C* C* C* C*
Air filter I R I R
Stepper motor air duct C C C C
Throttle body C C C C
Emission inspection I I I I
Diagnostic tester check I I I I

93
2.2 Rental cars
Instructions:
1. The rules for maintenance are applicable for rental cars;
2. Interval of vehicle maintenance depends on the reading on the odometer or the time interval,
whichever comes earlier.
3. The rules for maintenance must be strictly complied with, which are developed based on
normal use of vehicle as per design.

Mileage
20 40 60 80 100 120 140 160
Item x1000km
Months 3 6 9 12 15 18 21 24
Ignition coil I I I I I I I I
Spark plug I R I R
Ignition timing I I I I
Engine idling I I I I
Fuel tank C C
Fuel filter R R R R R R R R
Fuel injector C* C* C* C* C* C* C* C*
Air filter I R I R I R I R
Stepper motor air duct I C I C I C I C
Throttle body I C I C I C I C
Emission inspection I I I I
Diagnostic tester
I I I I
check

Note: R - Replace
C - Clean
I - Inspect (Replace the spare parts when find out failure in inspection.)
C*- The maintenance of fuel injector had better clean by a special tool --- fuel injector cleaner.
DTC List

DTC
Description Unreaso Category
Max. Min. Signal
nable
Crankshaft position sensor signal
P0335 P0335 P0335 P0336
malfunction 33
Throttle position sensor circuit
P0123 P0122 P0120 P0120
malfunction 31
Fuel injector 1 control circuit
P0201 P0201 P0201 P0201
malfunction 31
Fuel injector 2 control circuit
P0203 P0203 P0203 P0203
malfunction 31
Fuel injector 3 control circuit
P0204 P0204 P0204 P0204
malfunction 31
Fuel injector 4 control circuit
P0202 P0202 P0202 P0202
malfunction 31
Multiplication part of the
self-learning value of λ closed-loop P0171 P0172 P0170 P0170
control overrun 5
Oxygen sensor heating malfunction P0135 P0135 P0135 P0135 31
Oil pump control circuit malfunction P0230 P0230 P0230 P0230 31
Knock zero test diagnosis P0324 P0324 P0324 P0324 5

94
 Knock offset diagnosis P0324 P0324 P0324 P0324 5
Knock test pulse diagnosis P0324 P0324 P0324 P0324 5
Knock sensor circuit malfunction P0325 P0325 P0325 P0325 31
Idle control speed deviation from
P0507 P0506 P0505 P0505
the target speed 31
Intake pressure sensor malfunction P0108 P0107 P0105 P0106 31
Oxygen sensor malfunction P0132 P0131 P0134 P0130 31
Fan A control circuit malfunction P0480 P0480 P0480 P0480 31
Crankshaft position sensor
P0335 P0335 P0335 P0336
malfunction 33
Camshaft position sensor
P0343 P0342 P0340 P0340
malfunction 31
Addition part of the self-learning
value of λ closed-loop control P0171 P0172 P0170 P0170
overrun 5
Stepper motor control circuit P0509 P0508 P0511 P0511 31
malfunction
SVS lamp control circuit
P1651 P1651 P1651 P01651
malfunction 5
Intake temperature sensor
P0113 P0112 P0110 P0111
malfunction 31
Carbon canister control valve
P0445 P0444 P0443 P0443
control circuit malfunction 31
Water temperature sensor
P0118 P0117 P0115 P0116
malfunction 31
Power supply malfunction P0563 P0562 P0560 P0560 31
Vehicle speed sensor malfunction P0500 P0500 P0500 P0500 31

95
BYD AUTO BYD NEW F3 Maintenance & Repair Manual

Chapter 2 473QE Engine Electronic Control System

Contents

Part 1 EFI System Service Notice .............................................................................................. 99

Section 1 General Service Notice ...................................................................................... 99
Section 2 Notice during Service ........................................................................................ 99
Section 3 List of Service Tools........................................................................................... 99
Part 2 Introduction to MT22.1 System ...................................................................................... 101
Section 1 Basic Principles ............................................................................................... 102
Section 2 Control Signal: MT22.1 System I/O Signal ....................................................... 103
Section 3 System Functions ............................................................................................ 103
Section 4 System Overview ............................................................................................ 105
Section 5 Introduction to System Malfunction Diagnosis ...................................................112
Section 6 Description of Related Problems ......................................................................113
Part 3 MT22.1 System Component Structure, Principle and Troubleshooting ............................113
Section 1 Introduction to Engine Management System Component Layout ......................113
Section 2 Intake Air Pressure and Temperature Sensor ....................................................117
Section 3 Throttle Position Sensor .................................................................................. 120
Section 4 Coolant Temperature Sensor ........................................................................... 121
Section 5 Knock Sensor .................................................................................................. 122
Section 6 Oxygen Sensor................................................................................................ 123
Section 7 Crankshaft Position Sensor ............................................................................. 125
Section 8 Engine Control Module (ECM) ......................................................................... 129
Section 9 Electric Fuel Pump .......................................................................................... 131
Section 10 Fuel Injector .................................................................................................. 134
Section 11 Idle Speed Control Valve ................................................................................ 136
Section 12 Ignition Coil ................................................................................................... 138
Section 13 Carbon Canister Solenoid Valve .................................................................... 139
Section 14 Exhaust Gas Recirculation (EGR) Valve ........................................................ 141
Section 15 OCV Valve Components ................................................................................ 143
Section 16 Fuel Rail ........................................................................................................ 146
Part 4 Diagnostic Procedures of Servicing MT22.1 System as per DTC ................................... 147
Part 5 Diagnostic Procedures of Servicing MT22.1 System as per Symptoms of Malfunction ... 190
Section 1 Engine Running Slowly or Not Running When Started ..................................... 190
Section 2 Engine Cannot Be Started with Starter Running ............................................... 191
Section 3 Hard to Start When the Engine Is Hot .............................................................. 192
Section 4 Hard to Start When Engine Is Cold .................................................................. 192
Section 5 Hard to Start at Normal Engine Speed Any Time .............................................. 193
Section 6 Engine Normally Started, yet Idling Unstable Any Time .................................... 194
Section 7 Engine Normally Started, Idling Unstable During Heating ................................. 195
Section 8 Engine Normally Started, yet Idling Unstable After Heating .............................. 196
Section 9 Engine Normally Started, yet Idling Unstable or Stalling Under Partial Load (e.g.

96
BYD AUTO BYD NEW F3 Maintenance & Repair Manual

A/C Turned on) ............................................................................................................... 196

Section 10 Engine Normally Started, yet Idling at a Higher Speed ................................... 197
Section 11 Engine Running Slowly or Stalling During Acceleration .................................. 197
Section 12 Slow Response in Acceleration ...................................................................... 198
Section 13 Sluggish Acceleration and Poor Performance ................................................ 199
Part 6 Guide for Use of BYD-ED400 Electric Diagnostic Tester ............................................... 201
Section 1 Preparation for Troubleshooting with BYD-ED400 ........................................... 201
Section 2 Instructions for Keypad Operation.................................................................... 202
Section 3 Functions ........................................................................................................ 203
Part 7 Accessories ................................................................................................................... 212
Section 1 Table of Mounting Torque for Parts .................................................................. 212
Section 2 Rules for Maintenance of EFI System .............................................................. 212

97
BYD AUTO BYD NEW F3 Maintenance & Repair Manual

Foreword
With the development of China's national economy, car ownership is increasing, and
environmental regulations are stricter. Since the combination of closed-loop control gasoline
rationing technology and three-way catalytic converter would reduce the toxic substance
emissions of vehicles by more than 92%, it had become an irreversible trend to replace
carburetors with EFI technology. This indicated that the era of carburetor engine in China's auto
industry had ended, and the era of EFI engine had begun.
The engine management system provided for BYD 473QE engine is the MT22.1 system provided
by Delphi Corporation. The Delphi MT22.1 engine management system is based on the MT22.1
engine control module (ECM), characterized by computer closed-loop control, multi-point
sequential fuel injection, distributorless direct ignition and the three-way catalytic converter
after-treatment.
Same as other EFI systems, MT22.1 system can greatly reduce car emissions on the one hand;
on the other hand, it will bring difficulties to service personnel familiar with the traditional
carburetor engines only. Carburetor engines are visible and palpable to service personnel.
However, the EFI engines do not have the mechanical components that people previously familiar
with, and are replaced by a variety of electronic components. Originally, service personnel and
even the drivers may adjust the carburetor or distributor; however, the data are stored in the
computer chip now, so that the general service staff can not eliminate malfunctions by modifying
the data with electronic instrument. It is often invisible when the electronic components of the
system have failures, so that it requires a variety of instruments to test and identify. The service
personnel often feel difficult to repair the EFI engines. According to this reality, we write this
Service Manual, and hope to play a role in two aspects: to help the engineers of engine plants or
vehicle factories better understand the electronic engine control systems; on the other hand, to
help the service personnel repair EFI engines.
This Manual first describes the composition and working principle of EFI systems. Then, the
structure and performance of the various system components are described in details.
Generally, electric diagnostic tester is an essential tool in the service process of EFI systems.
Electric diagnostic tester can call out the malfunction information stored in the ECM. To help
readers understand the true meaning of each DTC, the Manual lists the conditions that ECM sets
various malfunction information records. However, many malfunctions can’t be directly identified
basing on the malfunction information records; instead, a series of analysis is required to locate
the malfunction. Therefore, the Manual detailedly describes how to locate the malfunction
according to the malfunction information records.
Due to the presence of the electronic control components, the reasons of engine malfunction
have new contents. In other words, an engine malfunction may be caused by either mechanical
reasons or electronic components. Moreover, the actual engine malfunctions are not identified
with electric diagnostic tester only. Therefore, the Manual also identifies the malfunctions with
electronic control system according to the engine symptoms.

98
BYD AUTO BYD NEW F3 Maintenance & Repair Manual

Part 1 EFI System Service following method before removing the fuel
pipes: start the engine and let it idle,
Notice connect the diagnostic apparatus, enter
―Actuator Test‖ and shut off the fuel pump,
until the engine flames out automatically.
Section 1 General Service Only professional service technicians
Notice are allowed to disassemble the
pipeline and replace the fuel filter at a
well-ventilated place.
1.1 You are only allowed to check the EFI 2.5 Do not power on the electric fuel pump
system with a digital multimeter. when you remove it from the fuel tank, as
1.2 Please use the quality parts for service; it may cause electric spark or even fire.
otherwise, the EFI system may not work 2.6 You are not allowed to conduct a running
normally. test to the fuel pump when it is dry or in
1.3 Only unleaded gasoline can be used water; otherwise, its service life may be
during service. shortened. In addition, its positive and
1.4 Please comply with the service negative poles shall be properly
procedures. connected.
1.5 No one is allowed to disassemble the 2.7 To check the ignition system, spark-over
parts of EFI system during service. test can be taken only when necessary.
1.6 Handle the electronic elements (ECM, Such a test shall be completed in a short
sensor, etc.) very carefully during service, time and the throttle valve cannot be
to avoid dropping to the ground. opened during test; otherwise, it may
1.7 Build up an environmental awareness and cause a lot of unburned gasoline entering
treat the wastes produced during service the bleeding pipe and damage the
effectively. three-way catalytic converter.
2.8 The idle speed adjustment can be
Section 2 Notice during Service completed by the EFI system, which
requires no manual operation. Users are
2.1 To ensure normal working of the EFI not allowed to adjust the throttle limit
system, do not remove any parts or its screws which have been properly
connectors from its mounting position so adjusted by the manufacturer.
as to avoid unexpected damage and 2.9 The positive and negative terminals of
prevent foreign matters such as moisture battery shall be properly connected so as
and greasy dirt from entering the to avoid any damage to electronic
connector. components. Negative grounding is
2.2 Be sure to turn off the ignition switch adopted for this system.
before you connect or disconnect the 2.10 Do not remove the battery cable when
connectors; otherwise, damage may be the engine is running.
caused to the electric elements. 2.11 Remove the positive and negative cable
2.3 Keep the ECU temperature lower than of battery as well as the ECU before
80°C in simulating the hot condition of electric welding on the car.
malfunction or other service operations 2.12 Do not check the electric input/output
which may cause a temperature rise. signals of parts by piercing the cable sheath.
2.4 The EFI system has a much higher fuel
supply pressure (about 350kPa), so Section 3 List of Service Tools
high-pressure resistant fuel pipes are Tool name:
used for all the fuel pipelines. Even if the Electric Diagnostic Tester
engine is not running, the fuel pressure is Function:
much higher in the oil line. Therefore, do Read/clear the DTC of EFI system, observe
not easily disassemble the fuel pipes data streams, conduct component action tests,
during maintenance; if the fuel system etc.
requires maintenance, please release the
pressure of the fuel system in the

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Tool name:
Tool name: Cylinder Pressure Gauge
Ignition Timing Light Function:
Function: Check the pressure of each cylinder.
Check the engine ignition timing, etc.

Tool name:
Fuel Pressure Gauge
Tool name: Function:
Digital Multimeter Check the pressure of fuel system, and judge
Function: the working condition of fuel pump and fuel
Check the characteristic parameters of EFI pressure regulator in the fuel system.
system, such as voltage, current and
resistance.

Tool name:
Exhaust Gas Analyzer
Tool name: Function:
Vacuum Meter Check the exhaust emission of the vehicle
Function: and help to judge the EFI system malfunction.
Check the pressure in the intake manifold.

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Tool name:
Fuel Injector Cleaning Analyzer
Function:
Analyze the cleaning of fuel injector.

ection 4 Note for Abbreviations in the Manual

CPS Crankshaft Position Sensor (Engine Speed Sensor)

TPS Throttle position sensor
IACV Idle speed stepper motor
MAP/MAT Intake air pressure/temperature sensor
ECM Electronic Control Unit (commonly known as: computer)
EKP Fuel Pump
EMS Engine Management System
EV Fuel injector
OSP Heated oxygen sensor
KNOCK Knock sensor
KVS Fuel Distributing Pipe Assembly
ECP Carbon Canister Control Valve
CTS Coolant temperature sensor
ZSK Ignition coil

Part 2 Introduction to MT22.1 System

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Section 1 Basic Principles

1.1 System Overview: MT22.1 EMS (Engine Management System)

EMS mainly consists of the sensor, microprocessor (ECU), and actuator, which will control the air
intake amount, fuel injection quantity and ignition advance angle when the engine is running. The
basic structure is shown in Fig. 2-1.

Sensor Diagnose ECM Diagnose Actuator

Engine

Fig. 2-1 Components of Engine Management System

In the engine management system, the sensor is used as the input part to measure various
physical signals (temperature, pressure, etc.), and convert into corresponding electrical signals;
ECM is used to receive input signals from the sensor, calculate and process according to set
procedure, generate corresponding control signal and output to the power drive circuit, which will
run the engine in accordance with the established control strategy by driving the respective
actuators to perform different actions; meanwhile, the fault diagnostic system for the ECM
monitors every component or control function in the system; once the fault is detected and
confirmed, the fault code is stored, and the "limp home" function is called; when the fault has
been eliminated, the normal value is restored.
MT22.1 engine control module (ECM) is developed by Delphi Corporation for EFI market in
China. The latest electronic hardware technology is adopted to achieve a higher cost
performance. The hardware features 16-bit microprocessor (CPU), sufficient memory, high
computing speed, and flexibly defined I/O ports. The second generation control software written
in Delphi modular C language is used. MT22.1 meets all technical specifications of EURO-IV and
EOBD regulations.
MT22.1 engine management system mainly consists of:

Engine Control Module (ECM) Idling speed control valve

Intake pressure/temperature sensor Fuel injector
Coolant temperature sensor Fuel rail assembly
Throttle position sensor Fuel distributing pipe
Carbon canister control
Crankshaft position sensor valve
Knock sensor Ignition coil
Oxygen sensor

MT22.1 EMS is an electronically-operated gasoline engine control system, which provides many
control characteristics related to operator and vehicle or equipment. This system uses the
closed-loop control mode to provide various control signals for running the engine.

Basic management functions physical model applied engine

 Vehicle main power relay control
 Air metering in speed/density method

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 Closed-loop control multi-point sequential fuel injection

 Allow different oil supply controls such as oil return, no oil return and limited oil return
 Fuel pump control
 ECM built-in ignition driver module, distributorless grouping ignition control
 Linear EGR control
 Knock control
 Stepper motor idle control
 Variable valve lift control
 PNP dual-zone climate control
 Coolant tank fan control
 Carbon canister solenoid valve control
 System self-diagnostic function
 Overvoltage protection
 Mileage memory
 PNP ECM burglar control (alarm shall be certified by Delphi)
 CAN bus communication interface allows communication with the ABS system
 Open, modular C programming language

Section 2 Control Signal: MT22.1 System I/O Signal

Input signals for major ECM sensors in MT22.1 system include:

 Intake pressure signal
 Intake temperature signal
 Throttle angle signal
 Coolant temperature signal
 Engine speed signal
 Knock sensor signal
 Oxygen sensor signal
 Vehicle speed signal
 A/C pressure signal

Signals above enter the ECM where they are processed to produce the required actuator control
signals. These signals will be amplified in the output drive circuit and transmitted to relevant
actuator, as shown below:
 Idle speed stepper motor opening degree
 Fuel injection timing and duration
 Fuel pump relay
 Carbon canister control valve opening
 EGR valve opening degree
 OCV valve open
 Ignition coil dwell angle and ignition advance angle
 Cooling fan relay

Section 3 System Functions

3.1 Crankshaft position reference and rotating speed measurement

The system determines crankshaft position and measures engine speed according to 58X gear
signal, and controls engine ignition and injection timing precisely.
3.2 Air metering in speed/density method
ECM calculates the amount of air entering the cylinder through the intake air temperature and the

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intake manifold pressure sensor, and makes the air-fuel ratio meet the application requirements
by controlling the amount of oil.
3.3 Closed-loop control
The system uses closed-loop control for engine oil supply and idle; the advantages of closed-loop
control are that the system control is able to eliminate the differences of the systems and related
mechanical components due to manufacture and wear, and improve the vehicle consistency.
3.4 Sequential control
The system uses sequential control for engine oil supply and the ignition timing (detonation); the
advantage of the sequential control is to control separately according to the differences between
cylinders of the engine in order to improve the comprehensive performance of the engine.
3.5 Group control
The system divides the four cylinders of the engine into two groups (1-4 and 2-3), and control the
ignition respectively; the group control optimizes and simplifies the system results, thereby
reducing the cost of parts and manufacturing.
3.6 Fuel injection system
The system uses speed density, multi-point sequential injection to implement precise oil supply in
each engine cycle by controlling master pulse width and trimming pulse width, and has
closed-loop control and self-learning function;
The hardware is Delphi third-generation injector, which is the latest oil pressure regulator.
3.7 Ignition control
The system uses group ignition or sequential ignition;
The system uses ―magnetizing and discharging‖ logic to control the magnetization and discharge
time of the ignition coil precisely.
3.8 Knock control
Knock sensor is frequency responsive, and ECM filters the received signals;
The system controls the ignition timing of each cylinder of the engine independently.
3.9 Idle speed control system
Idle speed control system uses closed-loop control, self-learning, plateau correction and step-out
automatic adjustment, and intelligent reset in accordance with the engine operating status;
The system uses a stepper motor idle control valve to achieve high precision idle speed control;
After the electrical loads such as headlights and cooling fan are turned on, the system will control
the possible idling fluctuations in advance, and make the idling stability in the best condition
through the operation of ignition angle and idling valve.
3.10 Exhaust emission control
The system uses three-way catalyst for post-processing of the gas burnt by the engine, converts
it into harmless gases and emits to the atmosphere;
ECM uses closed-loop fuel control according to the oxygen sensor signal to make the catalyst
achieve the highest conversion efficiency.
3.11 Three-way catalyst protection function
The system features three-way catalyst protection. ECM software estimates the temperature of
the three-way catalyst according to the engine running condition. If the estimated temperature is
higher than tolerable temperature for a long time, the system will automatically start the protection
function to control the temperature of the three-way catalyst.
3.12 Evaporative emission control
The system uses new generation Delphi carbon canister solenoid valve to control the cleaning
rate of the carbon canister according to engine operating conditions.
3.13 Overvoltage protection
When the charging system failure results in overvoltage, the system will enter into protection
mode to avoid ECM damage.
3.14 Mileage recording function
ECM can record vehicle mileage in EEPROM to ease after-service and maintenance; when the
vehicle speed sensor has failure, take measures to limit drivability.
3.15 System electronic burglar alarm function
ECM can achieve communication based on the specific protocol of the electronic burglar alarm
and achieve reliable burglar alarm function according to the feedback of the electronic

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burglar alarm; this feature of the system is designed to PNP for Delphi burglar alarm system.
3.16 Fault diagnosis function (OBD system)
After the system enters working state, ECM controls the working of all system parts, and detects
in real-time; once the system or component has failure, the system will turn on the ―engine
malfunction indicator‖ to remind the driver for timely maintenance.
When the system has failure, ECM will start spare ―emergency control program‖ function.
3.17 Communication interface and protocols
System communicates with the automatic transmission control module in accordance with the
CAN communication protocol;
The system communicates with external devices in serial through fault diagnosis interface in
accordance with Keyword2000 protocol; through the fault diagnosis interface, we can connect to
diagnostic tester or computer installed with PCHud software for fault diagnosis and system state
analysis.
3.18 Car accessory control
The accessories that can be controlled by Delphi engine control system include:
The system controls the electronic engine coolant tank fan and A/C condenser fan;
ECM senses the A/C temperature through the evaporator outlet temperature sensor and controls
A/C compressor through the relay.

Section 4 System Overview

4.1 Control logic of oil supply system

4.1.1 Oil pump logic
 Oil pump on logic
Start the engine, and the oil pump operates for 1.5 seconds; if effective 58X signal isn’t detected,
the oil pump stops running; the engine starts running, ECM detects two effective 58X signals, and
the oil pump starts running.
 Oil pump off logic
After the speed signal is lost for 0.8 second or required by the burglar alarm, the oil pump stops
running.
4.1.2 Start pre-injection
Start pre-injection only injects once in the normal start-up process. The conditions of start
pre-injection are as follows:
(1) The engine starts running (ECM detects at least two effective 58-gear signals)
(2) Oil pump relay actuation
(3) Oil pump running time exceeds the accumulator delay time
(4) Start pre-injection is not carried out
Once the above conditions are met, the start pre-injection is carried out in all the cylinders at the
same time.
4.1.3 Fuel injection pulse width calculation

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Air-fuel ratio
Manifold Closed-loop
pressure correction
Inflation Acceleration
temperature correction

Air flow Deceleration

Fuel injection enrichment
quantity
Inflation calculation Deceleration
efficiency fuel cut-off

Self-learning Exhaust
value correction circulation
Oil injection Voltage
constant correction

Fuel injection pulse width

(1) Air-fuel ratio

Start air-fuel ratio: normal start air-fuel ratio, clear submerged cylinder air-fuel ratio
The air-fuel ratio when the engine is running: cold state air-fuel ratio, warm-up state air-fuel ratio,
theoretical air-fuel ratio, power enriched air-fuel ratio, catalyst overheating protection air-fuel ratio,
engine overheating protection air-fuel ratio.
(2) Intake manifold absolute pressure
The manifold absolute pressure is directly read by the MAP sensor installed in the intake manifold.
(3) Inflation temperature
Inflation temperature is the temperature of the gas in the engine cylinder; it is calculated via the
coolant temperature and intake air temperature.
(4) Inflation efficiency
The inflation efficiency is the ratio of the air flow actually entering into the cylinder and the air flow
calculated according to the ideal state equation.
(5) Self-learning value
The self-learning value is used to correct the slow change due to running time growth of the
engine and production scatter difference of the engine and the car.
(6) Closed-loop feedback correction
Closed loop feedback correction is to control the actual air-fuel ratio in the vicinity of the
theoretical air-fuel ratio through the feedback signal of the oxygen sensor.
(7) Acceleration enrichment
When the system detects that the readings of TPS, MAP and IACV increase substantially, it will
enrich to avoid instant oil diluting of the engine and improve the vehicle power.
(8) Deceleration dilution
When the system detects that the readings of TPS, MAP and IACV decrease substantially, it will
dilute to avoid instant oil enriching of the engine and improve the emissions and driving
performance.
(9) Deceleration fuel cut-off
When the system detects the engine and the car enter decelerating condition, it will cut off the oil,
in order to reduce emissions and fuel consumption.
(10) Protective oil cut-off
The system will stop fuel injection if any one of the following conditions is met:
 Cut off the oil supply when the engine speed is higher than 6500RPM, and resume oil

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supply when the speed is lower than 6300RPM;

 Cut off oil when the system detects ignition system failure;
 Cut off oil when the system voltage is higher than 18V and engine speed is higher than
1100RPM, and resume the oil when the voltage is lower than 18V
(11) Basic oil injection constant
Basic oil injection constant is to provide the relationship between engine displacement and nozzle
flow for the system.
(12) Battery voltage correction
When the battery voltage changes, the voltage correction ensures that the correct amount of fuel
is injected.
4.2 Ignition control logic
4.2.1 Coil magnetizing control
The magnetization time of the ignition coil determines the ignition energy of the spark plug. Too
long magnetizing time will damage the coil or coil drive, while too short magnetizing time can
cause a fire.
4.2.2 Start-up mode
In start-up mode, the system uses a fixed ignition angle in order to ensure that the gas mixture in
the cylinder is ignited and provide positive torque; when the engine is started, the speed increases,
and runs automatically, the ignition angle controls to exit the start-up mode.
4.2.3 Ignition advance angle calculation

Main ignition
angle Deceleration fuel
Water temperature
correction cut-off correction

Air temperature Power

correction enrichment
Ignition advance
correction
angle
calculation A/C correction
Altitude correction

Idle speed Acceleration correction

correction

Ignition advance angle

(1) Main ignition advance angle

When the engine coolant temperature is normal, the main ignition angle when the throttle is open
is the minimum ignition angle at the best torque point, i.e. the knock critical point; when throttle is
closed, the ignition angle should be smaller than the optimal torque point to achieve idle stability.
On the premise that the cold state drivability isn’t affected, the basic ignition angle can be not the
optimal torque point or knock critical point ignition angle in the process of heating the catalyst in
order to make the catalyst ignite as soon as possible, and should be delayed as much as possible
if the drivability isn’t affected.
(2) Correction of ignition advance angle
Coolant temperature correction, intake air temperature correction, altitude compensation
correction, idle speed correction, acceleration correction, power enrichment correction,
deceleration fuel cut-off correction, A/C control correction, exhaust gas recirculation correction.
(3) Acceleration correction
Ignition advance angle acceleration correction is used to mitigate the engine speed fluctuations

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caused by transmission system torsional vibration, and also can eliminate the possible knock in
the acceleration process and smooth acceleration process.
(4) Power enrichment correction
In order to obtain better power and torque near the outer characteristic point, the air-fuel ratio will
be enriched to the best torque point and the thinnest air-fuel ratio point, in order to correct the
ignition and get the best torque point.
(5) Deceleration fuel cut-off correction
When exiting deceleration fuel cut-off, the ignition angle can be corrected to ensure smooth
transition when the throttle exits off state.
(6) A/C control correction
Turn off the air conditioner when the engine is idling, and correct the ignition advance angle to
make the engine speed transition smooth.
4.3 Idle control logic
The idle air flow control makes the engine control system is able to maintain the target rotational
speed when the throttle is fully closed, enter and exit throttle fully closed state smoothly to prevent
stalling; maintain a stable rotational speed when the engine load changes in idle.
4.3.1Calculation of target idle speed

Basic target idle

speed
Voltage
compensation Fan compensation

Vehicle speed Headlamp

compensation Target idle speed compensation
calculation

Deceleration
adjustment A/C compensation

Target idle speed

(1) Basic target idle speed\The basic settings of target idle speed at different coolant
temperatures:
Coolant Target Coolant Target Coolant Target Coolant Target
temperature ℃ idle temperature ℃ idle temperature ℃ idle temperature ℃ idle
speed speed speed speed
RPM RPM RPM RPM
<-28 1300 8 1200 56 950 104 825
-28 1300 20 1200 68 850 116 925
-16 1300 32 1200 80 780 >116 925
-4 1200 44 1075 92 780

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(2) System voltage compensation

When the system voltage is lower than 12V, the system will automatically increase the target idle
speed to increase the generation of the engine. The system increases 12.5RPM per second until
the peak value of 150RPM.
(3) Vehicle speed compensation and deceleration adjustment
To improve driving performance while receiving and parking, the target idling speed improves
50RPM when the car is running; while decelerating and parking, it gradually decelerates to the
target idle speed in stopping state.
(4) A/C compensation
Turn on the air conditioner when the car is parked and in idle speed to compensate the power
consumption of the compressor and the target idle speed will increase 150RPM.
(5) Headlamp compensation
When the dipped headlights are turned on, the target idle speed will increase 50RPM in order to
compensate the power consumption.
(6) Coolant tank fan compensation
When the coolant temperature rises and the radiator fan is turned on, the target idle speed will
increase 50RPM in order to compensate the power consumption of the fan.
4.4 Knock control logic
The knock control function is used to eliminate the possible knock when the engine combusts, and
optimize engine power performance and fuel economy.
MT22.1 system may control the knock of different cylinders in the engine independently.
4.4.1 Knock control working conditions
Knock control system will begin to control when the following conditions are met:
 The vehicle is equipped with knock sensor and knock control function is enabled;
 The engine is running and the running time is over two seconds;
 The engine speed is greater than 800RPM;
 MAP>40kPa
4.4.2 Knock control mode
If the knock occurred or may occur, the system will postpone the ignition advance angle rapidly
and appropriately. The basic ignition advance angle of the system has normal ignition advance
angle table and safe ignition advance angle table, and the knock control adjustment is carried out
between the two tables. Control methods mainly have the following modes:
(1) Steady state knock control
When the engine is running normally, ECM collects and analyzes the sound of the engine
combustion process through the knock sensor, and detects knock after filtration; once the knock
intensity exceeds the allowed limit, the system will rapidly delay the ignition advance angle of the
cylinder in which knock occurs, eliminate the knock in the subsequent combustion cycle, and the
ignition advance angle will gradually return to normal angle.
(2) Transient knock control
In case of quick acceleration or dramatic changes of engine speed, it is easy to cause knock;
when the system forecasts the possibility of knock, it will delay ignition advance angle
automatically to avoid overrun (strong) knock.
(3) Quick delay of ignition angle
When knock is detected, the system will delay the ignition advance angle by 3~5 degrees in
accordance with the engine rotational speed, and resume normal control in the subsequent 2~3
seconds.
(4) Adaptable ignition angle
Due to the manufacturing error and the wear after long use, differences exist between the engines.
When the system and the engine are used initially or ECM is re-powered, knock may be
generated when the engine is working, the system will record and automatically generate adaptive
ignition adjustment correction value (self learning value) after a period of running; when the engine
is running to the same condition, the system will automatically adjust the ignition advance angle to
eliminate strong knock.
The adaptive learning value of the system is updated constantly during engine operation.

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4.5 A/C control logic

ECM monitors A/C request input and A/C evaporator temperature sensor input, and controls the
A/C compressor clutch through the A/C relay. The system automatically identifies the A/C system
PNP.
4.5.1 A/C working conditions
The A/C system will start working when the following conditions are met:
 The vehicle is equipped with air conditioner;
 The engine is running and the running time is over five seconds;
 A/C switch is turned on;
 Intake air temperature is greater than 3.75°C;
 Coolant temperature is greater than 3.75°C;
 The engine speed is greater than 800RPM;
 All A/C cut-off modes are invalid;
4.5.2 A/C cut-off mode
In order to ensure the power performance or protect the engine or the A/C system in some cases,
ECM must cut off the A/C compressor or disable A/C system start. Meanwhile, in order to prevent
frequent on-off of compressor clutch, ECM ensures that A/C clutch actuates again after a certain
period through delay and other means once enters the A/C cut-off mode. The following modes
are available:
(1) Big engine load A/C cut-off mode: to ensure power performance
 No TPS and vehicle speed sensor failure
 Engine speed is lower than 3600RPM (not in big load cut-off mode) or the engine speed is
lower than 4000RPM (in big load cut-off mode);
 The vehicle speed is lower than 10kph (not in big load cut-off mode) or vehicle speed is lower
than 15kph (in big load cut-off mode);
 The accelerator opening degree is greater than 70% (not in big load cut-off mode) or
accelerator opening degree is greater than 60% (in big load cut-off mode).
(2) Wide open throttle (WOT) A/C cut-off mode: to ensure power performance
 The engine speed is lower than 5000RPM;
 No TPS failure;
 TPS is higher than 90%, and TPS is lower than this value after the last WOT A/C cut-off.
(3) Engine overspeed A/C cut-off mode: to protect the A/C system
 When A/C is turned off, the compressor can be started only if the engine speed is lower than
6000RPM;
 When A/C is running, the A/C compressor will be cut off if the engine speed is greater than
6000RPM.
(4) Engine coolant overtemperature A/C cut-off mode: to protect the engine
 When A/C is turned off, the compressor can be started only if the coolant temperature is lower
than 105℃;
 When A/C is running, the A/C compressor will be cut off if the coolant temperature is greater
than 80℃.
(5) Evaporator under-temperature A/C cut-off mode: to protect the A/C system
When any of the following conditions is met, the vehicle enters high ambient temperature start
A/C cut-off mode:
 A/C evaporator temperature sensor has failure;
 Front A/C evaporator temperature is lower than 1.5°C;
When the following two conditions are met, the vehicle exits evaporator under-temperature A/C
cut-off mode:
 A/C evaporator temperature sensor has failure;
 Front A/C evaporator temperature is lower than 3.75°C.
4.6 Carbon canister solenoid valve control logic
By controlling the switching time and timing between the channels of the carbon canister and the
intake pipe, and then controlling the amount and timing of fuel vapor entering into the cylinder, the
carbon canister solenoid valve reduces the vehicle's evaporative emission furthest, and
minimizes the impact on engine performance.

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4.6.1 Working conditions of carbon canister solenoid valve

To reduce the impact of fuel vapor entering into the cylinder on normal combustion of the engine,
the following conditions must be met before the carbon canister solenoid valve opens:
 The system voltage is lower than 17V;
 The engine running time is less than 150 seconds (coolant temperature is lower than 50.25°C
when the engine is started), or engine running time exceeds 30 seconds (coolant temperature
is higher than 50.25°C when the engine is started);
 No EMS system failure;
 The engine has entered the closed-loop mode or the oil cut-off time has exceeded two
seconds;
 Throttle opening degree is bigger than 1.2% and lower than 100%;
 65.25℃ < engine coolant temperature < 110.25°C.
4.6.2 Carbon canister solenoid valve operating mode
The opening degree of the carbon canister solenoid valve is determined by the duty cycle (PWM)
signal determined by ECM according to the engine state. In the idle state, the maximum opening
degree of the carbon canister solenoid valve is 0%; in non-idling state, the maximum carbon
canister solenoid valve opening degree is determined by the closed-loop air flow and the
maximum value is 100%.
4.7 Three-way catalyst protection control logic
When the engine is running, the system predicts the working temperature of the three-way
catalyst; if the predicted temperature is higher than the protection temperature, the timing starts;
within a predetermined time, if the working temperature of the three-way catalyst is always higher
than the protection temperature, the system controls the fuel supply amount and enriches air-fuel
ratio in order to reduce the working temperature of the three-way catalyst; after a period of time
and the system predicts that the temperature of the three-way catalyst has reduced, it recovers
the original air-fuel ratio, continues to predict the working temperature of the catalyst, and prepare
for the implementation of protection.
4.8 Fan control logic
The system controls the cooling fans of the engine and air conditioner, and ECM determines
whether turn on the fan according to the engine coolant temperature and whether the conditions
to turn on the air conditioner are met.
Fan working modes and conditions:
 When the coolant temperature is greater than 93°C, low-speed fan starts running;
 When the coolant temperature is lower than 87°C, low-speed fan stops running;
 When the coolant temperature is greater than 100°C, high-speed fan starts running;
 When the coolant temperature is lower than 94°C, high-speed fan stops running.
4.9 Mileage accumulation logic
Engine working mileage accumulation function is designed for the after-sales warranty mileage
statistics, but it is not used to replace existing vehicle odometer. During the warranty period, the
system accumulates the engine mileage and starts engine protection logic.
If there is no vehicle speed sensor signal, the system would not be able to accumulate the engine
mileage, so that when the vehicle speed sensor and its connection line have failure, the system
will restrict the driving performance of the engine, in order to advise the user to repair in time.
4.9.1 Mileage accumulation
Mileage accumulation is based on the pulse signal of the vehicle speed sensor, which has a
resolution of 0.1 km. When the mileage reaches 80,000 km, the system stops the mileage
accumulation. The system will record the accumulated mileage to the EEPROM every 5km or
when the power is turned off, and recover data from the EEPROM when the power is
reconnected; similarly, in the case of ECM is completely powered off, the accumulated mileage
still is saved. If the vehicle speed sensor and line fault (P0502) is not detected by the system, the
system will accumulate to original record in 0.1 km increment according to the pulse signal of the
vehicle speed sensor.

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Section 5 Introduction to System Malfunction Diagnosis

5.1 Malfunction Information Records
The engine ECU constantly monitors the sensors, the actuators, the relevant circuits, the
malfunction indicators, the battery voltage as well as the engine ECU itself and also detects the
reliability of the sensor output signals, the actuator drive signals and the internal signals (such as
 closed-loop control, coolant temperature, knock control, idle speed control and battery voltage
control). In case certain faulty part or unreliable signal value is detected, a malfunction
information record will be made immediately by ECU, stored on the RAM memory in the form of
DTC and displayed in order of appearance.

Function Diagnosis Function Diagnosis

ECU

Control Command
Data Acquisition

Actuator
Sensor

Engine

Fig. 2-3 Schematic Diagram of Troubleshooting EFI System

5.2 Connection of Electric Diagnostic Tester
The system uses "K" line communication protocol and ISO 9141-2 standard diagnostic connector,
as shown in Fig. 2-4. This standard diagnostic connector is fixedly connected on the engine
wiring harness. For the standard diagnostic connector, 4#, 6#, 7#, 14# and 16# pin are used to
diagnose the engine management system (EMS). Pin 4 of the standard diagnostic connector is
connected to the ground wire of the car; pin 7 is connected to pin 71 of ECU, i.e. "K" line of
engine data; pin 6 and 14 are connected to CAN line (if the vehicle is equipped with CAN bus) of
ECM; pin 16 is connected to positive terminal of the battery.

Fig. 2-4 ISO9141-2 Standard Diagnostic Connector

Communication between the engine ECU and the external diagnostic tester can be established
with the cable ―K‖ and ―CAN‖, and the following operations can be performed. (See "MT22.1
Electric Diagnostic Tester Introduction" for the details of function and operation)

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Section 6 Description of Related Problems

System features:
Multi-point sequential injection system;
The new engine functional structure of variable torque has strong expandability and is easily
compatible with other systems;
New modular software structure and hardware structure ensures high portability;
Use signal plate to identify speed signal (crankshaft position sensor);
Stepper motor air control;
Achieve idle torque closed-loop control;
Knock control;
Feature catalytic converter heating and protection;
Integrate limp home function;
Integrate flicker code function

Part 3 MT22.1 System Component Structure, Principle and

Troubleshooting
Section 1 Introduction to Engine Management System Component
Layout

473QE Engine

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A: Throttle Position Sensor

B: Idle Speed Stepper Motor F: Knock Sensor

C: Intake Temperature/Pressure Sensor

G: Crankshaft Position Sensor

D: Coolant Temperature Sensor

E: Ignition Coil H: Front Oxygen Sensor

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I: Carbon Canister Control Valve

K: Engine E

J: Fuel Injector Nozzle

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(ECM),The engine management system hardware is working under the control of the engine
control module (ECM), and consists of the control and signal acquisition, fuel supply, ignition,
intake air control, emission control, malfunction diagnostics and communication subsystems.

Engine
management
system (EMS)

Control and Fuel supply Intake control Emission control Fault diagnosis and
Ignition system
signal system system system communication
acquisition system
system
Control and signal acquisition system

Engine control module (ECM)

Engine management system control

wiring harness

Crankshaft Intake Coolant Exhaust Throttle Intake

speed and manifold temperature oxygen position temperature Speed sensor
position sensor pressure sensor contents sensor sensor
sensor sensor
Fuel supply
system

Oil pump Pipe Fuel rail assembly

assembly

Oil level Oil

Oil pump Oil inlet Filter Oil return Oil rail pressure Nozzle
sensor
pipe pipe regulator

Ignition system Intake control system

(throttle body)

Ignition coil Spark plug Spark plug Idle speed

Valve body Throttle sensor
lead control valve

Emission control Fault diagnosis and

system communication system

Exhaust Evaporation Fault diagnosis and Burglar alarm

emission control emission control communication control

Carbon System
Oxygen Three-way Engine Burglar
canister communicatio malfunction Password
sensor catalyst alarm transmitter
electroma n interface indicator control
gnetic
valve

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Section 2 Intake Air Pressure and Temperature Sensor

Diagrams and pins

Fig. 3-1 Intake Pressure/Temperature Sensor

进气压力/温度传感器
Intake Pressure/Temperature Sensor
71 2
B/R

76 1
ECM G
54 4
B/W
66 3
R/Y

Fig. 3-2 Intake Pressure/Temperature Sensor Circuit Diagram

Fig. 3-3 Intake Pressure and Temperature Sensor Plug

 Terminals: A - signal grounding; B - temperature signal; C - +5V; D - pressure signal
2.1 Function
Intake manifold absolute pressure/temperature (MAP/MAT) sensor integrates the functions of
intake manifold absolute pressure sensor and intake manifold absolute temperature sensor, to
feed back the absolute pressure and temperature at the same time.
Absolute pressure sensor is an important component of speed/density air flow metering mode,
which measures the air amount inhaled by the engine. The intake manifold absolute pressure
MAP sensor has a sealed flexible diaphragm and a ferromagnetic core. The diaphragm and the
magnetic core are placed in the coil accurately. When the pressure is sensed, it will produce a
output signal directly proportional to the input pressure, and directly proportional to the reference
voltage; the sensor directly senses the absolute pressure in the engine intake manifold, and the
engine control module (ECM) adjusts the amount of the fuel injected into the engine basing on

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this reference signal and referring to other engine conditions and parameters.
The thermistor sensor uses NTC (negative temperature coefficient) thermistor sensing element
with fast response, and ECM uses this sensor to measure the temperature of the air enters into
the engine cylinder.
2.2 Working Parameters
Manifold pressure sensor:
 Pressure range: 10kPa-110kPa;
 Operating temperature: -40~125℃;
 Operating voltage: 5.0V ± 0.1V;
 Operating current: 12mA (max);
 Output voltage:-100~100mV;
 Output impedance: <10Ω;
 DC load: 30kΩ (min.), 51kΩ (recommended);
 Pressure sensor output function:
Where Eo = Er (0.01059P-0.10941), the unit of P is kPa, and the reference values are as follows
(for reference only):

Pressure (kPa) 15 40 94 102

Output voltage 0.12~0.38 1.52~1.68 4.44~4.60 4.86~5.04
(V)

Intake temperature sensor:

 Intake air temperature sensor no-load resistance - temperature characteristics table:

Tem Resist Referenc Te Resist Referen Te Re Referen Te Re Reference

pera ance e mp ance ce m sis ce m sis accuracy
ture (Ω) accuracy era (Ω) accurac pe ta accurac pe ta
(℃) tur y rat nc y rat nc
±Ω ±℃ e ±Ω ±℃ ur e ±Ω ±℃ ur e ±Ω ±℃
(℃) e (Ω e (Ω
(℃ ) (℃ )
) )
-40 10086 4.8 0.7 10 5658 2. 0. 60 67 2. 0. 11 13 2. 0.9
5 7 95 6 0. 19 6 0 3. 52
9 1
-30 52594 4.4 0.7 20 6511 2. 0. 70 46 2.1 0. 12 10 2. 1.0
3 64 6 9. 1 6 0 0. 68
7 9
-20 28582 4.0 0.7 30 2240 2. 0. 80 33 2. 0. 13 77 2. 1.1
0 45 6 3. 04 6 0 .5 80
8 4
-10 16120 3.6 0.7 40 1465 2. 0. 90 24 2. 0. 14 60 2. 1.2
0 36 6 1. 10 7 0 .3 87
8 2
0 9399 3.2 0.6 50 980.3 2. 0. 10 17 2. 0. 15 47 2. 1.2
1 27 6 0 8. 31 8 0 .4 90
0 8

 Typical operating voltage: 5V DC;

 Operating temperature: -40~135℃;
 Dissipation constant: 9Mw/℃;
 Thermal response time: <15 seconds;

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2.3 Principle
The sensor element of intake manifold absolute pressure consists of one silicon chip. A pressure
diaphragm is etched in the silicon chip. The pressure diaphragm has four piezo resistors, which
form a Wheatstone bridge as a strain element. In addition to this pressure diaphragm, the silicon
chip also integrates signal processing circuit. The silicon chip and a metal housing form a closed
space, in which the absolute pressure of the air within the reference space is close to zero. Thus
a microelectronic mechanical system is formed. The active surface of the silicon chip is subject to
a pressure near zero, and the back is subject to the intake manifold absolute pressure introduced
through a pipe. The thickness of the silicon chip is only a few micrometers (m), so that the
change of intake manifold absolute pressure will cause mechanical deformation of the silicon chip,
four piezo resistors deform, and the resistance value also changes. After processed by the signal
processing circuit of the silicon chip, the voltage signal which has a linear relationship with the
pressure is formed.
Intake air temperature sensor element is a negative temperature coefficient (NTC) resistor, which
changes with the intake air temperature; this sensor feeds a voltage that represents the intake air
temperature changes to the controller.

Fig. 3-4 Sectional View of Intake Manifold Absolute Pressure and Intake Air Temperature Sensor

1. Seal ring, 2. Stainless steel sleeve, 3. PCB board, 4. Sensing element, 5. Housing, 6. Pressure
holder, 7. Welding connection, 8. Adhesive connection

2.4 Installation Position

For the models that use manifold pressure cylinder detection technology, the sensor is installed in
the intake manifold pipe of the first cylinder or the fourth cylinder of the engine.

2.5 Installation Considerations

The sensor is designed to be installed in the intake manifold plane of the automobile engine.
Pressure pipe and temperature sensor are protruding in the intake manifold, and are sealed from
the atmosphere with an O-ring.
If the sensor is attached to the vehicle in a suitable manner (extracting pressure from the intake
manifold, pressure pipe inclining down, etc.), no condensed water will be formed on the
pressure-sensitive element.
Drilling and fixation on the intake manifold must be carried out in accordance with the supplier
drawing, in order to ensure long-term sealing and resistance to the erosion of media.
In addition to the impact of part joints, the reliable contact of electrical connection also depends
on the material quality and dimensional accuracy of the connector.

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2.6 Use and Maintenance Instructions:

The sensor should be installed in an angle smaller than 30 degree with the vertical direction, to
avoid condensate water on the column leaving in the sensor; any installation violating the
instructions will directly impact the reliability and durability of the sensor.
 If necessary, the sensor can be cleaned with isopropyl alcohol, and then air-dried; soaking
with isopropyl alcohol should not be more than 1 minute; while cleaning, avoid cleaning fluid
entering into the sensor.
2.7 Malfunction and Identification
 Malfunction: flameout, poor idling.
 General reasons: 1. Unusual high voltage or reverse current in the process of using; 2.
Vacuum components are damaged in the process of service.
 Service notice: in the process of service, it is prohibited to impact the vacuum components
with high-pressure gas; if any malfunction is discovered and the sensor should be replaced,
check whether the generator output voltage and current are normal.

Section 3 Throttle Position

Sensor
Diagrams and pins
Terminals: A - signal grounding; B - +5V; C -
throttle position signal
3.1 Function
The throttle position sensor is a linear variable
resistor structure, and the slide terminal is
driven by the throttle valve shaft; if the throttle
opening degree is different, the resistance
signal fed back to ECM by this sensor is also
different, the system determines the real-time
load and the dynamic changes of the engine
according to the value of the output signal and
the change rate.
3.2 Product Features:
Fig. 3-5 Throttle Position Sensor - Range: 7%~93% opening;
- Operating voltage: 5 ± 0.1V;
节气门位置传感器
Throttle Position Sensor - Throttle off: 12% of the reference voltage;
74 2 - Wide open throttle: 83%~93% of the
Br/B reference voltage;
ECM 27 3 - AB impedance: 3k~12kΩ;
P/W - Operating temperature: -40~150℃;
70 1 3.3 Installation Position
G/V The throttle position sensor is mounted on the
throttle body assembly, coaxial with the
Fig. 3-6 Throttle Position Sensor Circuit
throttle lever and throttle piece.
Diagram
3.4 Principle
This is an angle sensor with linear output,
consisting of two arc-shaped slider resistors
and two slider arms. The shaft of the slider
arm is connected to the throttle shaft in the
same axis. Both ends of the slider resistor are
applied with 5V supply voltage US. When the
throttle is rotating, the slider arm follows,
moves on the slider resistor at the same time,
Fig. 3-7 Throttle Position Sensor Connector and the contact potential UP is led to output

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voltage. Therefore, it is actually a corner

potentiometer, which outputs voltage signal Fig. 3-10 Coolant Temperature Sensor
proportional to the throttle position. Connector
3.5 Installation Considerations Pin definition: pin A connecting to signal
 The allowable tightening torque of output; pin B connecting to combination
fastening screws is 1.5Nm~2.5 Nm. instrument; pin C connecting to ground
3.6 Malfunction and Identification 4.1 Function
 Malfunction: poor acceleration. The coolant temperature sensor is used to
 General reason: man-made. detect the operating temperature of the engine;
 Service notice: Note installation position. ECM will provide the best engine control
scheme depending on the temperature.
The coolant temperature sensor uses
Section 4 Coolant Temperature negative temperature coefficient thermistor as
the sensing element; when the coolant
Sensor temperature rises, the resistance decreases.
The coolant temperature sensor is usually
Diagrams and pins installed in the engine's main waterway.
4.2 Performance
 Operating voltage: 5V DC;
 Operating temperature: -40~135℃;
 Dissipation constant: 25mV/℃;
 Thermal response time: 17~17 seconds;
4.3 Mechanical Properties
 Hex nut: 18.90mm;
 Thread size: M12×1.5;
 Effective sealing pressure: 145kPa;
 Mounting torque: 20Nm.
4.4 Installation Position
The coolant temperature sensor is usually
installed in the engine's main waterway.
Fig. 3-8 Coolant Temperature Sensor 4.5 Principle
This sensor is a negative temperature
From combination coefficient (NTC) thermistor, the resistance of
Coolant Temperature
冷却温度传感器 自组合仪表
instrument <F24> which decreases with the rise in coolant
Sensor 2 Y/G
74 Y/G
BL2
6 temperature, but not a linear relationship. The
Br/B 1 negative temperature coefficient thermistor is
ECM
mounted on a copper surface, as shown in Fig.
49 3
3-12.
B/W

Structure diagram
Fig. 3-9 Circuit Diagram of Coolant
Temperature Sensor

1. Electrical
connector
2. Housing
3. NTC resistor

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Fig. 3-11 Coolant Temperature Sensor

Section
4.7 Installation Considerations
The coolant temperature sensor is mounted
on the cylinder, and the copper heat sleeve is
inserted into the coolant. The sleeve is
threaded, and the coolant temperature sensor
can be easily screwed into the threaded hole
in the cylinder body with the hexagonal head
of the sleeve. Permitted maximum tightening
torque is 20Nm.
4.8 Malfunction and Identification Fig. 3-14 Knock Sensor Connector
 Malfunction: difficult to start
 General reason: man-made.

Section 5 Knock Sensor

Diagrams and pins 1. Vibration
block
2. Shell
3. Piezoelectric
ceramic body
4. Contact
5. Electrical
connector

Fig. 3-15 Knock Sensor Section

Terminal block: A - signal, B - ground through
shielding layer.
5.1 Function
Fig. 3-12 Knock Sensor without Cable The system uses a frequency responsive
knock sensor fitted on the sensitive position of
Knock
爆震传感器sensor the engine knock sensor to sense the knock
37 produced by the engine. ECM detects knock
1
B/W intensity through the knock sensor, and then
fixes the ignition advance angle, controls the
ECM knock effectively, and optimizes the power
performance of the engine, fuel economy and
36 2 emission levels.
L 5.2 Performance
 Output signal:
Frequency Output signal
Fig. 3-13 Knock Sensor Circuit Diagram 5kHz 17~37mV /g
8kHz +15% at 5kHz
13kHz +30% at 5kHz
18kHz 2 times of 13kHz
In any case >17mV /g
 Frequency response range: 3~18kHz
 Capacitance: 1480~2220f
@25°C@1000Hz
 Resistance: > 1M @ 25℃
 Operating temperature: -40~150℃

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5.3 Installation Position Section 6 Oxygen Sensor

 Knock sensor is fitted on the sensitive
position of the engine knock; Diagrams and pins
 The sensor signal is relatively weak, and
thus the wire should be shielded.
5.4 Principle
The knock sensor is a vibration acceleration
sensor, which is mounted in the engine
cylinder block. One or more sensors are
permissible. The sensitive element of the
sensor is a piezoelectric element. The
vibration of the engine cylinder is passed to
the piezoelectric crystals through the mass
block within the sensor. Due to the pressure
generated by the vibration of the mass block,
the piezoelectric crystal generates voltage in Fig. 3-16 Oxygen Sensor
the two pole faces and converts the vibration
signal into AC voltage signal output. The
frequency response curve is shown in the
figure below. Since the frequency of the
vibration signal caused by the engine knock is
much higher than the frequency of the normal
engine vibration signal, the knock signal and
non-knock signal can be distinguished after
the signals of the knock sensor are processed
by the ECM. Fig. 3-17 Oxygen Sensor Section
5.5 Installation Considerations 1. Cable, 2. Disc washer, 3. Insulating bush, 4.
The installation position of the knock sensor Protective cover, 5. Heating element clamp
accepts the vibration signal from all cylinders connector, 6. Heating rod, 7. Contact pad, 8.
easily. The modal analysis of the engine block Sensor block, 9. Ceramic probe, 10.
should be used to determine the best Protection tube
installation location of the knock sensor. Do
not expose the sensor to any liquid for long 前氧传感器
Front oxygen sensor
time, such as engine oil, coolant, brake fluid 电喷主继电器
EFI main relay B
and water. Do not use any type of gasket for 4
installation. The sensors must be close to the 24
cylinder block with its metal surface. For P 3
wiring of sensor signal cable, do not let the ECM
signal cable resonate to avoid breakage. λ
Avoid turning on the high voltage between A#
47 2
and B# pin of the sensor, or else it might V
damage the piezoelectric element. 73 1
P/L
5.6 Malfunction and Identification
 Malfunction: poor acceleration.
 General reason: a variety of liquids, such Fig. 3-18 Front Oxygen Sensor Circuit
as engine oil, coolant, brake fluid, and Diagram
water contact the sensor for long time,
which will corrode the sensor.
 Service notice: (refer to Installation
Considerations)

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后氧传感器
Rear oxygen sensor 6.1 Function
电喷主继电器
EFI main relay B
The oxygen sensor is an important symbolic
4 part of the closed-loop fuel control system,
23 adjusts and maintains the ideal air-fuel ratio to
P 3
achieve the best conversion efficiency of the
ECM λ three-way catalyst. When the air-fuel ratio
involved in the engine combustion thins, the
48 2 contents of oxygen in the exhaust gas
Y increases, the output voltage of the oxygen
73 1
P/L sensor decreases, whereas the output voltage
value increases, whereby feed back the
situation of the air-fuel ratio to the ECM.
Fig. 3-19 Rear Oxygen Sensor Circuit
Diagram The sensitive material of the oxygen sensor is
zirconium oxide, and the structure includes
hollow part and external sensing part. After
zirconia oxide element is heated (> 300°C)
and activated, the reference air enters into the
hollow part of the zirconia oxide component
through wires, the exhaust gas passes
through the outer electrode of the zirconium
oxide, the oxygen ions move to outer
electrode from the center of the zirconia oxide,
thus constitute a simple atomic battery and
generate voltage between the two electrodes;
zirconia oxide changes this output voltage
according to the oxygen concentration in the
Fig. 3-20 Front Oxygen Sensor exhaust gas, in order to determine the oxygen
Connector contents of the exhaust gas. The oxygen
Pin definition: sensor is designed to generate a transition of
Front oxygen sensor: voltage amplitude in the vicinity of the
D# pin connecting to the main relay; theoretical air-fuel ratio (14.6:1) of the exhaust
C# pin connecting to 24# pin of ECM; gas, and contribute to the accurate judgment
B# pin connecting to 47# pin of ECM; of the air-fuel ratio of ECM.
A# pin connecting to 73# pin of ECM
6.2 Features
- Waterproof;
- Do not require air infiltration and filtration
device;
- Resistance to high temperature, high back
pressure and thermal shock;
- Ultra low temperature performance;
- Strong poisoning resistance;
- Low power consumption heater;
- The oxygen sensor uses Teflon insulated
wire, and the molding element is in
stainless steel material.
Fig. 3-21 Rear Oxygen Sensor Connector
Rear oxygen sensor:
D pin connecting to the main relay;
C pin connecting to 23# pin of ECM;
B pin connecting to 48# pin of ECM;
A pin connecting to 73# pin of ECM.

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6.3 Performance solid electrolyte. Because of its special

materials, the oxygen ions can freely pass
 Specifications through the ceramic pipe. With this feature,
the concentration difference is converted into
Temperature 260℃ 450℃ 595℃ electrical potential difference, thereby forming
Rich output >800 >800 >750 an electrical signal output.
voltage (mV)
Thin output <200 <200 <150
voltage (mV)
Time from <75 <75 <50
thin to rich
(ms)
Time from <150 <125 <90
rich to thin
(ms)
Internal <100K
resistance (Ω)
Fig. 3-22 Oxygen Sensor Characteristic
 Maximum working temperature Curves
(continuous): If the mixture is rich, the oxygen ion
Exhaust temperature: <930℃ concentration difference inside and outside
At fitting seat: <600℃ the ceramic pipe is very high, the potential
At shell hexagon: <500℃ difference is high, a large amount of oxygen
Wire and protective cover: <275℃ ions move from the inside to the outside, and
Wire seals: <250℃ the output voltage is high (800mV-1000mV); if
Plug: <125℃ the mixture is lean, the oxygen ion
Storage temperature: -40~100℃ concentration difference inside and outside
 Recommended use condition: the ceramic pipe is very low, the potential
Exhaust temperature: 200~850℃ difference is low, only a small amount of the
Allow fuel impurity contents below: oxygen ions move from the inside to the
Lead -0.005 g / l outside, and the output voltage is low (about
Phosphorus-0.0002 g / l 100mV). The signal voltage has sudden
Sulfur - 0.04% (weight ratio) change at the theoretical equivalent air-fuel
Silicon - 4ppm ratio (λ = 1), as shown in Fig. 3-22.
MMT - 0.0085 g / l
Oil consumption is not over 0.02 l / h 6.5 Malfunction and Identification
 Installation position:  Malfunction: poor idling, poor acceleration,
The oxygen sensor is installed between the excessive exhaust, fuel consumption is
exhaust valve and three-way catalyst. too high, etc.
6.4 Principle  General reason: 1. moisture enters the
sensor, temperature changes suddenly,
The sensing element of the oxygen sensor is and the probe fractures; 2. Oxygen
a ceramic tube with pore, the outside of the sensor "poisoned" (Pb, S, Br, Si)
pipe wall is surrounded by the engine exhaust  Service notice: Do not use cleaning liquid,
gas, and the inside is connected to the oily liquid or volatile solid for the oxygen
atmosphere. Sensing ceramic pipe wall is a sensor during servicing.
solid electrolyte with electric heating pipe, as
shown in Fig. 3-17.
The work of the oxygen sensor is achieved by Section 7 Crankshaft Position
converting the oxygen ion concentration Sensor
difference inside and outside of the sensing
ceramic pipe into voltage signal. When the Diagrams and pins
temperature of the sensing ceramic pipe
reaches 350°C, it has the characteristics of

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Fig. 3-26 Crankshaft Position Sensor

Connector
Pin definition: 1# pin connecting to 11# pin of
ECM;
2# pin connecting to 30# pin of ECM

7.1 Function
The output of the crank angle sensor can be
used to determine the rotational position and
speed of the crankshaft. The engine speed
and crankshaft position sensor is a
magnetoelectric sensor, which is installed
near the crankshaft and jointly works with the
58X gear ring on the crankshaft. When the
crankshaft is rotating, the gear top and gear
space of 58X pass through the sensor by
Fig. 3-23 Crankshaft Position Sensor different distances; the sensor is sensitive to
changes in the magnetoresistance, this
Crankshaft position sensor
曲轴位置传感器 alternating magnetoresistance produces
Br alternating output signal, while the notch
3 position on 58X gear ring corresponds to the
11 TDC position of the engine; at the TDC of the
B 2 first cylinder, the sensor aligns to the falling
58X

ECM edge of the 20th gear of 58X ring gear, and

30
W 1 ECM uses this signal to determine the rotation
position and speed of the crankshaft.

Fig. 3-24 Crankshaft Position Sensor Circuit 7.2 Performance

Diagram

Fig. 3-27 Test Waveform Diagram

- No power supply
- Temperature range: -40~150℃
- Output voltage: increases with the speed
increase (40mV@60 RPM);
- Gap with 58X gear ring: 0.3~0.5mm;
- Coil resistance: 560Ω±10%@25±5℃; the
Fig. 3-25 Crankshaft Position Sensor Section resistance of new sensor is
1000Ω±10%@25±5℃
1. Shielded cable, 2. Permanent magnet, 3. - Coil Inductance: 240mH ± 15% @ 1kHz
Sensor housing, 4. Mounting bracket, 5.
Winding magnetic core, 6. Coil, 7. Air gap, 7.3 Installation Position
8.60-2 ring gear The sensor is mounted on the position
perpendicular to the crankshaft, and working
together with the 58X gear ring mounted on
the crankshaft.
C B A 7.4 Principle
The crankshaft position sensor and the pulse
wheel cooperate to provide engine speed
information and crankshaft TDC information in
the distributorless ignition system.

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The crankshaft position sensor consists of a permanent magnet and the coil outside of the
magnet. The pulse wheel is mounted on the crankshaft, and rotates with a crankshaft. When the
tooth tip passes next to the end portion of the crankshaft position sensor, the pulse wheel made
of ferromagnetic material is cutting the magnetic lines of the permanent magnet in the crankshaft
position sensor, generates induced voltage in the coil, and outputs as the speed signal
7.5 Technical Characteristics Parameters
7.5.1 Limit data

Value
Parameter Unit
Minimum Typ. Maximum
Coil zone -40 +150 C
Temper Transition zone Mixed Mixed C
ature Wire zone -40 +120 C
toleranc Storage temperature -20 +50 C
e of Ambient temperature when not
-40 +120 C
PUR running
wire Long-term ambient temperature when
cranksh
-40 +120 C
running
aft Short-term 150 hours +150 C
position ambient
sensor temperature 380 hours +140 C
(see the when running
figure 150 hours +150 C
below) Lifetime in wire
380 hours +140 C
zone
1130 hours +130 C
Temper Coil zone -40 +150 C
ature Transition zone Mixed Mixed C
toleranc Wire zone -40 +130 C
e of Storage temperature -20 +50 C
H&S Ambient temperature when not
wire -40 +130 C
running
cranksh
Long-term ambient temperature when
aft -40 +130 C
running
position
Short-term ambient temperature when
sensor +150 C
running
(see the
figure Lifetime in wire 500 hours +150 C
below) zone 200 hours +160 C
Vibration resistance of 20~71Hz Acceleration 40 m/s2
each plane for 168
hours
71~220Hz Amplitude 0.2 mm
Permissible magnetic strength of external 2 kA/m
magnetic field in the opposite direction
Insulation resistance New state 1 M
(10s, 100V test voltage) Usage period ends 100 k
Voltage resistance (1-3s, 1200V AC) Must not breakdown

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Wire zone

Transition zone

Coil zone

Fig. 3-28 Three Temperature Zones of Crankshaft Position Sensor

7.5.2 Characteristic data

 Output voltage at 60RPM speed: peak is 400mV.
 Electromagnetic coil resistance at 25℃±5℃: 560±10%.
 Coil inductance under 25℃±5℃ at 1kHz frequency: 240mH±15%.
 Working condition temperature range: -40℃~150℃.
 Output signal polarity: when the rising edge of the target gear corresponding to the target
wheel spins through the sensor, the sensor electromagnetic coil will produce a forward
voltage pulse signal; when the falling edge of the target gear corresponding to the target
wheel spins through the sensor, it will generate a reverse voltage pulse signal.

7.6 Installation Considerations

 Take out the crankshaft position sensor only when it will be mounted onto the car or the test
device soon.
 Mount the crankshaft position sensor by pressing rather than hammering.
 M612 bolts are recommended to fix the crankshaft position sensor.
 The tightening torque is 82Nm.
 The air gap between the crankshaft position sensor and the pulse wheel is 0.8~1.2 mm.
7.7 Malfunction and Identification

 Malfunction: can’t start

 General reason: man-made.
 Service notice: Mount the speed sensor by pressing rather than hammering during servicing

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Section 8 Engine Control Module (ECM)

Fig. 3-29 ECM Outline Drawing

8.1 Function
The engine control module is a microprocessor with single-chip core. Its function is to process the
sensor data from different parts of the vehicle to determine the working conditions of the engine,
and then control the engine accurately through the actuator.
8.2 CPU Parameters

- 16-bit main chip;

- 40MHz clock frequency;
- 512K FLASH chip storage;
- 16K RAM memory;
- 3K EEPROM memory;

8.3 Working Parameters

 Operating voltage range
- Normal operating voltage range: 9.0V ~ 16V;
- Overvoltage and reverse polarity voltage protection: +24 V/-14V <60 seconds
 Installation
MT22.1 type ECM is designed for installation in the engine cabin (but not on the engine body),
and should be placed in the position easy for service.
 Temperature
- Storage temperature: -40~125℃;
- Operating temperature: -40~105℃

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8.4 Control signal

MT22.1 Control Signal Chart

Basic functions Optional functions

5V sensor reference power

control
System power
12V battery power System power control

12V ignition power

Ignition coil control

12V power grounding

5V sensor reference power grounding

Ignition module driver grounding

Intake manifold pressure temperature

sensor (MAP/MAT)
Analog signal input

Injector control
Acceleration pedal position
sensor (APS1, 2)
Throttle position sensor (TPS1, 2)

Coolant temperature (CTS)

Front oxygen sensor

Rear oxygen sensor (for EOBD) Electronic throttle motor

Fuel tank level sensor (for EOBD)

Acceleration G sensor (for EOBD)

Frequency signal input

58X crankshaft position sensor

Fuel pump relay
(CPS)
Carbon canister electromagnetic
Cam shaft position sensor (CAM)
valve
Knock sensor (KNOCK) VCPC control valve
Vehicle speed sensor (VSS)
A/C, cooling system control Integrated instrument output

A/C clutch relay

Front A/C evaporator temperature A/C rear evaporator cut-off valve

Accessory control signal input

Rear A/C evaporator temperature A/C condenser fan relay

Low speed radiator fan relay

A/C request switch

Blower switch High speed radiator fan relay

Headlamp switch

Clutch switch Engine speed instrument output

Power steering switch Malfunction indicator light (MIL)

Other malfunction indicator (SVS)

Electronic burglar alarm

Electronic burglar alarm signal communication

Fault diagnosis switch KW2000 communication

CAN bus communication (TCM,
ABS, etc.)

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8.5 Installation Considerations

 Note the ESD protection during installation
 Pay attention to the protection of plug pins
8.6 Malfunction and Identification
 Malfunction: unstable idle, poor acceleration, can not start, idle speed too high, excessive
exhaust, difficult to start, A/C failure, fuel injector control failure, flame out.
 General reasons: 1. the internal parts of ECM are burned due to electrical overload of the
external device; 2. circuit board corrosion due to water entering ECM.
 Service notice: 1. Do not disassemble ECM at discretion in the servicing process; 2. Please
remove the battery head at least one minute before removing ECM; 3. ECM must be
removed and stored properly before welding; 4. Do not install any wires to the ECM line.

Section 9 Electric Fuel Pump

Diagrams and pins

Fig. 3-30 Electric Fuel Pump

To To main
main Distributor box relay
Distributor box relay

Fuel pump relay

Fuel pump relay

Fuel
Fuel pump
pump

G3/NEW F3 fuel pump F3 fuel pump

Fig. 3-31 Electric Fuel Pump Circuit Diagram

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Fig. 3-32 Electric Fuel Pump Connector

Pin definition: 1# pin connecting to ground; A# pin connecting to +12V; B# pin connecting to
combination instrument; C# pin connecting to combination instrument; D# pin connecting to fuel
pump relay

9.1 Installation Position

In the fuel tank

9.2 Principle
The electric fuel pump consists of DC motor, vane pump and cover (integrated with check valve,
pressure relief valve and anti-electromagnetic interference components), as shown in Fig. 3-33.
Pump and motor mounted on the same shaft and sealed in the same enclosure. Pump and motor
in the enclosure are full of gasoline around, which is used for cooling and lubrication. The battery
supplies power to the electric fuel pump through the fuel pump relay, which connects the circuit of
the electric fuel pump only when the engine is started and running. When the engine stops
running due to an accident, the fuel pump automatically stops running.

1. Fuel pump cap

2. Electric motor
3. Oil duct
4. Blade

Fig. 3-33 Electric Fuel Pump Section

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The maximum pressure of the electric fuel pump outlet is determined by the pressure relief valve
between 450 and 650kPa. The pressure of the entire fuel system is determined by the fuel
pressure regulator, typically 350kPa.
According to the needs of the engine, the electric fuel pump may have different flow rates.
Therefore, the electric fuel pump of a model can not be used in another model.
9.3 Technical Characteristics Parameters
9.3.1 Limit data

Parameter Value Unit

Minimum Typ. Maximum
Operating voltage 8 14 V (DC)
System pressure 350 kPa
Outlet pressure 450 650 kPa
Ambient temperature -40 +80 C
(for storage and transportation)
Permissible fuel temperature -30 +70 C
Permissible vibration acceleration 20 m/s2

9.3.2 Characteristic data

The flow of the electric fuel pump is proportional to the voltage under certain fuel pressure.
9.4 Installation Considerations
The electric fuel pump should be stored in sealed original packing box. After mounted on the car,
the maximum allowable storage time is six months; as accessories, the maximum storage time is
four years. Over this time, manufacturers should re-test the performance data of the fuel pump.
On storage sites, the fuel pump must be protected from the influence of the atmosphere. During
storage, the original packaging must not be damaged.
When installing the fuel pump, install an inlet strainer with mesh size not greater than 60m or
mutually agreed with the client. Do not eject the fuel beam from the vent to inlet strainer, fuel
pump holder or fuel tank walls. Be careful when handling the fuel pump. First, it is necessary to
protect the fuel inlet strainer from load and impact. Take out the fuel pump from the plastic
packaging carefully. The protective cover is removed only when the fuel pump is soon to be
installed. Never take out the fuel filter strainer. The foreign matters entering into the fuel pump
inlet or strainer will damage the fuel pump.
Keep it clean when install the fuel pipe. The inside of the fuel pipe must be clean. Only use new
pipe clip. Make sure that the pipe clip is in the correct position and follow the manufacturer's
recommended method.
Do not grip the fuel pump at the fuel pipe or inlet strainer.
To prevent fuel pump damage, do not run the fuel pump in dry state. Do not use a damaged fuel
pump and the fuel pumps that have been dropped to the ground. If the fuel tank falls to the
ground, replace the fuel pump in the tank.
In case of goods return, please send back the fuel pump together with the supply order,
inspection sheet and packaging label. The returned fuel pumps must be packaged in accordance
with the provisions. If the fuel pump has been used, rinse with the test solution and dry in the air.
Do not blow the fuel pump to dry.

9.5 Malfunction and Identification

 Malfunction: big noise during running, poor acceleration, can not start (difficult to start), etc.
 General reasons: poor quality fuel resulting in: 1. Colloid stacked to form an insulating layer;
2. Pump bushing and armature are locked; 3. Fuel level sensor component is corroded.
 Service notice:
1. According to the needs of the engine, the electric fuel pump may have different flows; the fuel
pumps that have the same shape and can be fitted may not be appropriate; the part number of
the fuel pump must be consistent with the original;
2. In order to prevent accidental damage of the fuel pump, do not run for a long time in the dry

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state;
3. If the fuel pump needs to be replaced, please clean the fuel tank and piping and replace the
fuel filter.

Section 10 Fuel Injector

Diagrams and pins

To main relay

2# injector

3# injector
1# injector

4# injector
Fig. 3-34 Fuel Injector Fig. 3-35 Fuel Injector Circuit Diagram

B A

Fig. 3-36 Fuel Injector Connector

Pin definition: This model uses four fuel injectors, and each fuel injector has two pins. Of which,
A# pin is connected to the main relay, and B# pin is connected to the ECM.

1. O-ring,
2. Strainer,
3. Fuel injector
body with plug,
4. Coil,
5. Spring,
6. valve pin with
coil armature,
7. Valve seat
with orifice plate

Fig. 3-37 Fuel Injector Section

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10.1 Function
The nozzle structure is a ball valve assembly with electromagnetic switch. The two poles led from
the coil are connected to ECM and power through engine wiring harness; after controlled by the
ECM and the system is grounded, the coil generates magnetic force to overcome the spring force,
fuel pressure and manifold vacuum suction, and sucks the valve plug; the fuel passes through the
valve seat hole, injects from the guide hole, and sprays to the intake valve in mist; when the
power is cut off and the magnetic force disappears, the nozzle is closed under the effect of the
spring force and the fuel pressure.
The top of the fuel injector uses rubber seals and fuel guide rail interface to form fuel seal with
reliable pressure; the lower part also uses rubber seals and engine intake manifold for air
sealing.
10.2 Product features
 Operating temperature: -40~130℃;
 Minimum operating voltage: 4.5V;
 Coil resistance: 12.0 ± 0.4Ω.
10.3 Installation Position
Fixed on the intake manifold through the fuel rail.
10.4 Connector
A-+12V, B-ECM
10.5 Principle
ECM sends electric pulses to the injector coil to produce magnetic force. When the magnetic
force raises enough to overcome the resultant force of return spring pressure, needle valve
gravity and frictional force, the needle valve begins to rise and the fuel injection process begins.
When the fuel injection pulse ends, the pressure of the return spring makes the needle valve
close again.
10.5.1 Allowable fuel
The fuel injector can only use the fuel in line with the national standard GB 17930-1999
―Unleaded Gasoline for Motor Vehicles‖ and national environmental protection standards GWKB
1-1999 ―Hazardous Materials Control Standard for Motor Vehicle Gasoline‖. It should be noted
that the gasoline stored for a long time will turn bad. Especially for taxis using LPG and gasoline,
LPG is used as fuel for long time, while gasoline is only used to start and the daily consumption of
gasoline is few. However, the temperature of the fuel tank is quite high after the fuel pump has
been running for long time. The gasoline stored in such fuel tank is very easy to be oxidized and
deteriorated, resulting in injector clogging or damage.
10.6 Installation Considerations
 For easy installation, it is recommended to paint silicon-free clean engine oil on the surface
of upper O-ring connected to the fuel distribution pipe. Be careful not to let the engine oil
contaminate inside and orifice of the fuel injector.
 Load the fuel injector into the seat vertically, and then fix the fuel injector in the seat with a
clip. Notice:
1. The fuel injector clips may be axial or radial; do not misuse.
2. To mount the fuel injector of axial positioning, ensure that the bayonet in the center of the
clip is completely clamped into the slot of the fuel injector, and the slots on both sides of the
clip are completely clamped into the outer edge of the fuel injector seat.
3. To mount the fuel injector with both axial and radial positioning requirements, use the radial
positioning clip, and make the positioning block of the fuel injector and the positioning pins of
the fuel injector seat locate in the corresponding slot in the positioning clip respectively.
4. If the fuel injector has two slots, be careful to clamp properly; refer to the original installation
location.
 The fuel injector should be installed by hands; do not knock at the fuel injector with a
hammer or other tools.
 O-ring must be replaced when disassemble and re-install the fuel injector. Do not damage
the sealing surface of the fuel injector.

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 Do not pull out the support washer of the O-ring from the fuel injector. While installing, avoid
damaging the inlet, O-ring, support ring, orifice plate and electrical plug of the fuel injector.
Do not use if there is any damage.
 After installing the fuel injector, test the tightness of the distribution pipe assembly. It is
qualified if there is no leakage.
 The failure parts shall be disassembled by hands. Remove the clip of the fuel injector first,
and then pull out the injector from the seat.
After disassembling, ensure that the fuel injector seat is clean and avoid contamination.
10.7 Malfunction and Identification
 Malfunction: poor idling, poor acceleration, can not start (difficult to start), etc.
 General reason: due to lack of maintenance, colloid is accumulated in the fuel injector and
result in failure.
 Service notice: (refer to Installation Considerations)
Suggestion: Use dedicated cleaning analyzer to clean the fuel injector thoroughly per
20000km.

Section 11 Idle Speed Control Valve

怠速步进电机
Idle speed stepper motor
41
P/B B
42
G/Y A
ECM
20
P/W D
21
Gr/L C

Diagrams and pins

Fig. 3-38 Idle Speed Control Valve Fig. 3-39 Idle Speed Control Valve Circuit Diagram

Fig. 3-40 Idle Speed Stepper Motor Connector

11.1 Function
The function of the idle control valve is to control the flow area of the throttle body bypass airway
in order to regulate the amount of air entering the engine and achieve idle control of the engine.
The main body of the idle speed control valve is a stepper motor, and ECM controls the
forward/backward and the moving amount of the valve through digital square wave signal.
11.2 Product Features
- Coil resistance: 53Ω ± 10%;
- Coil Inductance: 33mH ± 20%;
- Operating voltage: 7.5~12V;
- Limit voltage: 3.5 ~ 14V.

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11.3 Installation Position

The control valve is mounted on the throttle body.
11.4 Connector:
Terminals: A-coil, B-, B-coil, B+, C-coil, A-, D- coil A+.
11.5 Principle
The stepper motor is a miniature motor, which consists of multiple steel stators and one rotor, as
shown in Fig. 3-51. Each steel stator is winded with a coil; the rotor is a permanent magnet, and
the center of the magnet is a nut. Stator coils are always energized. As long as the current
direction of certain coil is changed, the rotor rotates an angle. When the stator coils change the
current direction in proper order, a rotating magnetic field is formed, making the rotor made of
permanent magnet rotate in a certain direction. If the change of current direction is reversed, the
rotation direction of the rotor will also be reversed. The nut connected in the center of the rotor is
driven by a screw. Because the screw rod is not designed to be rotated, it can only move in the
axial direction, and thus it is also known as a linear axis. The end of the screw rod is a plug,
which can retract or extend, thus the cross-sectional area of the idling actuator bypass intake
passage is increased or decreased, until it is blocked. Whenever the current direction of a coil is
replaced, the rotor rotates for a fixed angle, which is known as the step size, and its value is
equal to 360 divided by the stator or the number of coils. The step size of the stepper motor rotor
is 15. Accordingly, the moving distance of every step of the screw rod is also fixed. ECM controls
the moving steps of the stepper motor by controlling the number of replacing the coil current
direction, and thus adjusts the bypass channel cross-sectional area and the air flow. The air flow
rate is substantially a linear relationship with the step length. The plug of the screw rod end has a
spring, as shown below. The force that can be used in the elongation direction of the plug equals
to the force of the stepper motor plus the spring force; the force available in plug retracting
direction equals to the force of the stepper motor minus the spring force.

Housing
Cup shell

Stator assembly Polar plate

Spring washer Bobbin
O-ring Electromagnet wire
Compression spring
Rotor sleeve
Pin
Front bearing
Connector
Dust cover

Pin

Rear bearing
Axle pin Ball bearing
Rotor assembly Sleeve bearing
O-ring
Linear axis
Rotor core

Fig. 3-41 Idle Speed Stepper Motor Section Diagram

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High pressure

Low pressure
Fuel oil

Fig. 3-42 Idle Speed Stepper Motor Installation Diagram

11.6Technical Characteristics Parameters
 Install it with two M50.814 bolts.
 Bolt tightening torque: 4.00.4Nm.
 Install it with spring washers and glue it with binder.
 The shaft of idle-speed actuator with a stepper motor shall not be installed into the horizontal
level or lower than that level in order to keep the condensate water out.
 Do not try to push in or pull out the shaft axially by force in any form.
The shaft must be completely retracted before you install the idle-speed actuator with a
stepper motor into the throttle body.
11.7 Malfunction and Identification
 Malfunction: idle speed is too high, flame out during idling, etc.
 General reasons: the bypass air channel is blocked due to the accumulation of dust, oil and
gas, resulting in abnormal idle adjustment of the stepper motor.
Service notice: 1. Do not apply a force in any form in the axial direction to press in or pull out
the shaft; 2. Before installing the idle speed regulator with a stepper motor into the throttle
body, its shaft must be in the fully retracted position; 3. Keep the bypass air channel clean.

Section 12 Ignition Coil

Diagrams and pins

Main relay

Ignition Ignition Ignition Ignition

coil 1 coil 4 coil 2 coil 3
1# cylinder 2# cylinder 3# cylinder 4# cylinder
Grounding point P1

Fig. 3-43 Ignition Coil Fig. 3-44 Ignition Coil Circuit Diagram

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C B A
Fig. 3-45 Ignition Coil Connector
Pin definition:
A# pin connecting to the main relay; B# pin connecting to ground; C# pin connecting to ECM;
12.1 Installation Position
Mounted on the engine
12.2 Principle
The ignition coil consists of the primary winding, secondary winding, core, and housing. When the
ground channel of a primary winding is connected, the primary winding is charged. Once the
ECM cuts off the circuit of primary winding, the charging is suspended, and a high voltage is
induced in the secondary winding, resulting in discharging of the spark plug.
12.3 Technical Characteristics Parameters
Characteristic data
Rated voltage (V) 12

Guaranteed operating 6~16

voltage (V)
Guaranteed operating -30~120
temperature (℃)
Guaranteed storage -40~140 (10min at 150℃)
temperature (℃)
12.4 Malfunction and Identification
 Malfunction: can’t start
 General reason: the current is too large, resulting in burning, damage by external force, etc.
 Service notice: it is prohibited to test the ignition in ―short-circuit method‖ in the servicing
process, in order to avoid damage to the electronic controller.
 Simple measuring method:
(Remove the connector) switch the digital multimeter to Ohm, connect the two meters to A#
and C# pin respectively, and the resistance is 0.88±10%Ω.

Section 13 Carbon Canister Solenoid Valve

Diagrams and pins
To main relay

Carbon
canister
control
valve

Fig. 3-46 Carbon Canister Solenoid Valve Fig. 3-47 Carbon Canister Solenoid
Valve Circuit Diagram

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B A

Fig. 3-48 Carbon Canister Solenoid Valve Connector

Pin definition: A# pin connecting to the main relay; B# pin connecting to 64# pin of ECM
13.1 Function
ECM controls the amount of gasoline vapors entering into the intake manifold from the carbon
canister by controlling the solenoid valve through carbon canister; ECM output square wave pulse
to it, and the ventilation quantity and the duty cycle of the control pulse square wave are in linear
relationship.
ECM changes the time and efficiency of carbon canister cleaning according to the engine speed
and load.
13.2 Product Features
Rated operating voltage: +12V;
Operating voltage range: 8~16V;
Limit voltage: 25V (<60’s)
Operating temperature: -40~120℃;
Coil resistance: 19~22Ω;
Coil inductance: 12~15mH.
13.3 Installation Position
Between the carbon canister solenoid valve engine compartment, the fuel vapor carbon canister
and the intake manifold.
13.4 Principle

∆P is the difference between environmental

pressure Pu and intake manifold pressure Ps

Fig. 3-49 Carbon Canister Control Valve Section Fig. 3-50 Carbon Canister Control Valve
Installation Diagram

1. From the fuel tank, 2. Carbon canister, 3. Atmosphere, 4. Carbon canister control valve, 5. To
the intake manifold, 6. Throttle

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The carbon canister control valve consists of the electromagnetic coil, armature and valve. The
inlet has a strainer. The air flow through the carbon canister control valve depends on the duty
cycle of the electrical pulses from ECM to the carbon canister control valve on the one hand, and
depends on the pressure difference between the valve inlet and outlet of the carbon canister
control valve on the other hand. The carbon canister control valve is closed when there is no
electrical pulse.
13.5 Installation Considerations
The connection of carbon canister control valve, the carbon canister and the intake manifold is
shown in Fig. 3-50.
 To avoid transfer of solid sound, it is recommended to mount the carbon canister control
valve on the hose.
 The air flow direction while installing must meet the requirements.
 Appropriate measures such as filtration and purification are required to prevent particulates
and other foreign matters entering into the carbon canister control valve from the carbon
canister or hose.
 It is recommended to install a protective filter (mesh size < 50m) in the outlet of the carbon
canister.
13.6 Malfunction and Identification
 Malfunction: function unavailable
 General reason: foreign objects enter into the valve, resulting in corrosion or poor sealing.
 Service notice: 1. The air flow direction while installing must meet the requirements; 2. If the
control valve should be replaced when the valve is invalid due to internal black particles,
please check the status of the carbon canister; 3. Avoid water, oil and other liquids entering
into the valve in the servicing process; 4. To avoid transfer of solid sound, it is recommended
to mount the carbon canister control valve on the hose.

Section 14 Exhaust Gas Recirculation (EGR) Valve

Diagram

Linear exhaust recirculation valve Throttle position sensor

Main relay

Fig. 3-51 EGR Valve Fig. 3-52 EGR Valve Control Circuit

A B C D E

Fig. 3-53 EGR Valve Joint

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Connector
Terminals: A-ECM (pulse modulation control), B - sensor grounding, C - sensor output, D - +5 V,
E - +12V.
14.1 Function
Part of the exhaust gas discharged from the cylinder head exhaust port recirculates back to the
intake manifold, and enters into the combustor together with the gas mixture to lower combustion
temperature, reduce the generation amount of Nox, and ultimately reduce the pollution of the
atmosphere; ECM outputs pulse square wave, and the ventilation quantity and the duty cycle of
the control pulse square wave are in linear relationship.

14.2 Product Features

Pulse open frequency: 128Hz;
Rated operating voltage: +13.5 ± 0.5V;
Operating voltage range: 11~18V;
Sensor resistance: 5KΩ ± 40%;
Sensor operating temperature: -40ºC ~ 150ºC;
Coil resistance: 6.0Ω~13Ω;
Exhaust temperature: -40ºC ~ 450ºC;

14.3 Installation Position

Cylinder cover, first cylinder exhaust port

14.4 Principle
EGR system connects the exhaust manifold and the intake manifold through a special channel,
on which an EGR valve is provided. When the exhaust gas recirculation starts, part of the
exhaust gas enters into the intake manifold from the exhaust valve via manifold recirculation
valve channel; the EGR system with electronic feedback can be used to monitor the position of
EGR valve and ensure that the valve responds to the control unit instruction correctly; EGR
solenoid valve uses a negative drive controlled by the engine ECM.

Position sensor

Armature Chart
group

Valve
seat

Exhaust enter Intake manifold

Fig. 3-54 EGR Valve Section Diagram

14.5 Installation Considerations

 Prevent condensate or stagnant water
 Vertical mounting
 Prevent air intake from only one cylinder

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14.6 Malfunction and Identification

 Malfunction: carbon deposit causes blockage and valve body catching
 General reasons: the engine combustion is poor or air quality is low, poor exhaust is
introduced into the intake system and reburn, easily leading to EGR valve catching, instable
engine idling, and easy flameout in idle.

Section 15 OCV Valve Components

Diagrams and pins

Main relay

OCV valve

Fig. 3-55 OCV Valve Component Fig. 3-56 OCV Valve Circuit

B A

Fig. 3-57 OCV Valve Connector

Pin definition: A # pin is connected to ECM; B # pin is connected to +12 V
15.1 Installation Position
Installed in the intake side of the engine cylinder head.
15.2 Principle
OCV valve component is an electromagnetic valve in the VVL system for conveying or
discharging engine oil to the camshaft pressure chamber. The working principle is: When the
solenoid coil is not energized or the voltage is lower than the release voltage, the electromagnetic
force is lower than the spring force, the spring makes the core move to the left, the poppet valve
is closed, the spring makes the valve plug move to the right, the control oil port and the drainage
port are directly connected, and the oil pressure of the control port is released; when the supply
voltage of the electromagnetic coil is higher than the pull-in voltage, the electromagnetic force is
greater than the spring force and makes the magnetic core move to the right, and the poppet
valve opens; when the oil pressure is greater than the minimum operating oil pressure, the valve
plug moves to the left, the control oil port and the drainage port are directly connected, the
drainage port is closed, and the oil pressure of the control port is established. The work process
is shown in Fig. 3-57.

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Drainage port
Oil inlet Control port

Poppet valve
closed

Power is cut off

Drainage port
Oil inlet Control port

Poppet valve
open

Power is connected

Fig. 3-58 OCV Valve Working Principle

15.3 Technical Parameters
 Key indicators:
Minimum movement oil pressure: 1.9 ~ 2bar
Minimum operating oil pressure: 2.5bar
Wide open oil pressure: 3bar
Release voltage: >3V
Pull-in voltage: <9V
Maintenance voltage: >6V
 Control mode (see below):

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> pull-in voltage

> maintaining voltage

> release voltage

>0.3sec

Time

Fig. 3-59 OCV Valve Control Mode

 Working conditions:
The control voltage is higher than the pull-in voltage for more than 0.3 seconds, the oil inlet oil
pressure is greater than the minimum operating oil pressure (two conditions are indispensable).
15.4 Malfunction and Identification
15.3.1 Valve body has no action after power is connected
According to the working principle, first determine by measuring the resistance at both ends of the
valve lug, and the normal resistance should be 14.5-16.5Ω (at 20°C); if the resistance is small,
the internal coil may have interturn short circuit; if the resistance value is much higher than the
normative value or infinite, the internal coil resistor may be in poor contact or disconnected; for
above malfunctions, the assembly should be replaced.
If the resistance measurement is appropriate, carry out the second step; apply DC 12V between
the two poles of the coil directly, connect for one second and disconnect for one second, and
listen carefully to check whether there is a clear impact sound in the electromagnet; if yes, the
magnetic core can work normally; if not, the magnetic core is stuck, and the assembly should be
replaced.
If none of the above problems exists, you need to check whether the valve plug is operating
normally; remove the plug screw, the thread of which is M10, replace with a pressure gauge, and
start the engine; when the system oil pressure is higher than 2.5bar, connect power to the valve
separately, and check whether the oil pressure is equivalent to the oil pressure of the system; if
there is no oil pressure or the oil pressure is low, the valve plug is stuck or the movement is not in
place; you can remove the assembly, and check whether the valve plug is in the middle position
(red circle shown in the figure); you can use a slotted screwdriver to gently pull the valve plug
shown in the figure and check whether there is obvious catching, whether there are impurities on
the valve plug, and whether the filter screen is intact; if none of the above problems exists, the
assembly should be replaced.

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Fig. 3-60 OCV Valve Repair Diagram

15.3.2 Valve body abnormal operation
If the valve body operates abnormally and the engine has the obvious jitter during accelerating
when the speed is low or the power isn’t connected, first remove the power cord plug of the valve
body and test; if the problem disappears after the plug is removed, then measure the voltage
value of the control signal terminal; if permitted, use an oscilloscope to test whether a voltage
higher than the release voltage continues for long-term or an instantaneous high voltage makes
the valve open momentarily; if the problem still exists after the plug is removed, the valve plug
can not normally return, and the reason may be: the magnetic core has impurities and can not be
successfully closed. The assembly should be replaced. If the engine oil pressure is too high (>
1Mpa), test whether the engine has a pressure higher than 1Mpa during starting or accelerating
by removing the outer hexagonal screw on the valve and connecting to the pressure gauge.

Section 16 Fuel Rail

Diagram

Fig. 3-61 Fuel Distribution Pipe Assembly

16.1 Function
The fuel rail assembly consists of the fuel pipe, fuel injector and fixing parts; its function is to
provide a fuel storage space of a certain pressure and pipes flowing to each nozzle and the
support that fixes the nozzles.
16.2 Working parameters
- Operating temperature: -30~115℃
- Installed on the intake manifold cover.
16.3 Principle
Consisting of fuel distribution pipe (KVS) and fuel injector (EV), the fuel distribution pipe assembly
is used for fuel storage and distribution.
16.4 Technical Characteristics Parameters
See the characteristic parameters of the pressure regulating valve for the system pressure, refer
to the characteristic parameters of the fuel injector for the fuel requirements, and the sealing
requires that there is no fuel leakage under the working pressure.

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16.5 Installation Considerations

 The inlet tube and rubber tube are clamped tightly with a hoop, the model of which should
match with the rubber tube to ensure that the inlet pipe and rubber tube are sealed.
 There is no crack, scar, groove, burr or rust on inlet pipe wall.
 Before assembling the fuel distribution pipe assembly, lubricate the O-ring under the fuel
injector with clean lubricating oil.
16.6 Malfunction and Identification
The tightness of the fuel distribution pipe can be tested in the voltage drop method: Test the
O-ring of the fuel injector of the distribution pipe, and the leakage limit at 4.5bar is ≤
1.5cm3/min.

Part 4 Diagnostic Procedures of Servicing MT22.1 System

as per DTC
Onboard Diagnostic System
1. Onboard diagnostic system instructions
When the system enters the working state and the engine is running, the ECM controls the
work of all the parts of the system, and monitors the parts directly connected to it in real-time;
if one or several parts of the system can’t work normally, the system will automatically alarm;
each malfunction condition has a unique code; once a system malfunction occurs, the system
will output this code (DTC) via the diagnostic interface, and the ―engine malfunction indicator‖
is lit at the same time to remind the driver for timely servicing; the DTC indicates the possible
position of the malfunction.
When a malfunction occurs, the system can adopt the temporary emergency program to
control the operation of the engine, in order to ensure that the user can drive the vehicle to
the sales and service station for servicing, rather than breaking down on roadside.
2. Malfunction indicator (MI) instructions
The malfunction indicator is connected to any emission related part of the onboard diagnostic
(OBD) system or reminds the driver when the onboard diagnostic (OBD) system has any
malfunction, as shown in the figure below.

3. Function rules of malfunction indicator

When the malfunction of parts or system causes vehicle emission exceeding the regulation
requirements, the malfunction indicator must be activated at required time. The malfunction
indicator is activated in the following rules by the influence and severity of the emission:
DTCs that affect emission:
- Class A: once occurs, MI is lit and DTC is recorded
- Class B: occurs once in two consecutive trips respectively, MI is lit and DTC is recorded
- Class E: occurs once in three consecutive trips respectively, MI is lit and DTC is
recorded
DTCs that don’t affect emission:
- Class C: when any malfunction occurs, the DTC is recorded, but MI isn’t lit; the
manufacturer can light SVS lamp as required;
- Class D: when any malfunction occurs, the DTC is recorded, but no indicator isn’t lit.
Malfunction indicator (MI) extinguishing:
In three consecutive trips, if the inspection system for activating MI doesn’t monitor
malfunction any more, and any other malfunction that can activate MI separately isn’t
detected, MI extinguishes.

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Clear DTC:
If a same malfunction doesn’t appear in more than 40 engine warm-up cycles, the OBD
system will clear the DTC, as well as the driving distance and freezing frame data when the
DTC appears.
Note: one trip is the driving cycle that all OBD tests can finish basing on the test procedure of
China-III emission (section I + II).

4. DTC list

MI
Part/ DTC
DTC Monitoring strategy activation
System information
rules
In the idle condition, change the air-fuel
Catalyti Catalytic ratio (15.6 to 13.6), observe the reaction
c P0420 converter time of the downstream oxygen sensor
A
convert (ICMD) performance to the air-fuel ratio. If the time is too
er gets worse short, the converter has lost oxygen
storage capacity
Front oxygen Monitor the voltage of front oxygen
sensor signal sensor signal; it is confirmed as
P0131 E
short circuit to malfunction if the voltage is lower than
low voltage the limit
Front oxygen Monitor the voltage of front oxygen
sensor short sensor signal; it is confirmed as
P0132 E
circuit to high malfunction if the voltage is higher than
voltage certain range
Monitor the response time of the
Front oxygen
oxygen sensor; it is confirmed as
P0133 sensor responds E
malfunction if the response time
Front too slow
exceeds calibration limit
oxygen
sensor Monitor the voltage of front oxygen
Front oxygen
sensor signal; it is confirmed as
P0134 sensor open A
malfunction if the voltage is higher than
circuit
calibration limit
Front oxygen It is confirmed as malfunction if the
sensor heating potential on the heating output circuit of
P0031 A
circuit short to the front oxygen sensor is different from
low voltage ECM instruction potential.
Front oxygen It is confirmed as malfunction if the
sensor heating potential on the heating output circuit of
P0032 A
circuit short to the front oxygen sensor is different from
high voltage ECM instruction potential.
Rear oxygen Monitor the voltage of rear oxygen
sensor short sensor signal; it is confirmed as
P0137 E
circuit to low malfunction if the voltage is lower than
voltage the limit
Rear oxygen Monitor the voltage of front oxygen
Rear
sensor short sensor signal; it is confirmed as
oxygen P0138 E
circuit to high malfunction if the voltage of rear oxygen
sensor
voltage sensor is lower than the limit
Monitor the voltage of rear oxygen
Rear oxygen
sensor signal; it is confirmed as
P0140 sensor open E
malfunction if the voltage is lower than
circuit
the calibration limit

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It is confirmed as malfunction if the

Oxygen sensor
potential on the heating output circuit of
P0141 heating A
the rear oxygen sensor is different from
malfunction
ECM expected potential.
Rear oxygen It is confirmed as malfunction if the
sensor heating potential on the heating output circuit of
P0031 A
circuit short to the front oxygen sensor is different from
low voltage ECM expected potential.
Rear oxygen It is confirmed as malfunction if the
sensor heating potential on the heating output circuit of
P0032 A
circuit short to the front oxygen sensor is different from
high voltage ECM expected potential.
B
When a certain cylinder misfires, the (emission
Single cylinder
crankshaft rotational speed slows down; damage)
Misfire P0300 or multi-cylinder
it is confirmed as misfire if it exceeds A (three way
misfire
the calibration limit catalyst
damage)
Based on the self-learning module
value of oil supply closed-loop control.
Fuel system too Calculate the average of self-learning
P0171 E
thin module; if it is much greater than the
normal value, the fuel system is
Fuel confirmed as too thin.
system Based on the self-learning module
value of oil supply closed-loop control.
Fuel system too Calculate the average of self-learning
P0172 E
rich module; if it is much smaller than the
normal value, the fuel system is
confirmed as too rich.
It is confirmed as malfunction if the
Intake air
decrease of intake pressure value is
P0105 pressure sensor E
less than the calibration limit during
signal restrained
engine starting
Compare the altitude compensation
Intake pressure / intake pressure at certain engine speed
throttle position and throttle opening degree with limit
P0106 E
reasonable under the same conditions; if the value
Intake
malfunction exceeds the limit, it is confirmed as
pressur
malfunction
e sensor
Intake air Compare the original reading of intake
pressure sensor pressure with the limit; if the value is
P0107 A
line low voltage lower than the limit, it is confirmed as
open circuit malfunction
Compare the original reading of intake
Intake air
pressure with the limit; if the value is
P0108 pressure sensor A
higher than the limit, it is confirmed as
line high voltage
malfunction
Intake air
Intake Compare the original reading of intake
temperature
tempera temperature with the limit; if the value is
P0112 sensor line low E
ture lower than the limit, it is confirmed as
voltage or open
sensor malfunction
circuit

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Intake air
Compare the original reading of intake
temperature
temperature with the limit; if the value is
P0113 sensor line high E
higher than the limit, it is confirmed as
voltage or open
malfunction
circuit
Coolant Compare the original reading of coolant
temperature temperature sensor with the limit; if the
P0117 A
sensor line low value is lower than the limit, it is
Coolant
voltage confirmed as malfunction
tempera
Coolant
ture Compare the original reading of coolant
temperature
sensor temperature sensor with the limit; if the
P0118 sensor line high A
value is higher than the limit, it is
voltage or open
confirmed as malfunction
circuit
Mechani Compare the original reading of throttle
Throttle position
cal position sensor with the limit; if the
P0122 sensor low A
cable value is lower than the limit, it is
voltage
controll confirmed as malfunction
ed Compare the original reading of throttle
Throttle position
throttle position sensor with the limit; if the
P0123 sensor high A
position value is higher than the limit, it is
voltage
sensor confirmed as malfunction
1# fuel injector It is confirmed as malfunction if the
P0261 low voltage output circuit state of 1# fuel injector is A
malfunction different from ECM expected state
1# fuel injector It is confirmed as malfunction if the
P0262 high voltage output circuit state of 1# fuel injector is A
malfunction different from ECM expected state
2# fuel injector It is confirmed as malfunction if the
P0264 low voltage output circuit state of 2# fuel injector is A
malfunction different from ECM expected state
2# fuel injector It is confirmed as malfunction if the
P0265 high voltage output circuit state of 2# fuel injector is A
Fuel malfunction different from ECM expected state
injector 3# fuel injector It is confirmed as malfunction if the
P0267 low voltage output circuit state of 3# fuel injector is A
malfunction different from ECM expected state
3# fuel injector It is confirmed as malfunction if the
P0268 high voltage output circuit state of 3# fuel injector is A
malfunction different from ECM expected state
4# fuel injector It is confirmed as malfunction if the
P0270 low voltage output circuit state of 4# fuel injector is A
malfunction different from ECM expected state
4# fuel injector It is confirmed as malfunction if the
P0271 high voltage output circuit state of 4# fuel injector is A
malfunction different from ECM expected state
Knock control It is confirmed as malfunction if the
P0324 system value of knock sensor signal deviates C
malfunction from the mid-value too much
Cranksh Crankshaft
aft P0335 position sensor No engine speed signal E
position line no signal

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sensor Crankshaft
It is confirmed as malfunction if the
position sensor
P0336 actually read gears are much different A
line signal
from 58
interference
58 teeth gear
P1336 Check the flag bit of gear error learning A
error not learned
The potential on the output circuit of #1
Ignition coil 1# ignition coil is different from ECM
P0351 output expected potential, or the primary coil A
malfunction current is higher than the calibration
limit, it is confirmed as coil malfunction
The potential on the output circuit of #2
Ignition coil 2# ignition coil is different from ECM
P0352 output expected potential, or the primary coil A
malfunction current is higher than the calibration
Ignition
limit, it is confirmed as coil malfunction
coil
output The potential on the output circuit of #3
Ignition coil 3# ignition coil is different from ECM
P0353 output expected potential, or the primary coil A
malfunction current is higher than the calibration
limit, it is confirmed as coil malfunction
The potential on the output circuit of #4
Ignition coil 4# ignition coil is different from ECM
P0354 output expected potential, or the primary coil A
malfunction current is higher than the calibration
limit, it is confirmed as coil malfunction
Vehicle speed signal isn’t detected
Vehicle when vehicle running condition is
Vehicle speed
speed P0502 determined; or the TCM input received E
sensor no signal
sensor by ECM is invalid vehicle speed signal
flag
At idle, if the idle speed stepper motor
or electric throttle opening degree is in
Idle speed too
P0506 fully open position, and the actual E
low
Idle engine speed is much lower than the
speed set speed, it is confirmed as malfunction
control At idle, if the idle speed stepper motor
system or electric throttle opening degree is in
Idle speed too
P0507 fully closed position, and the actual E
high
engine speed is much higher than the
set speed, it is confirmed as malfunction
Compare the system voltage and limit; it
System voltage
P0562 is confirmed as malfunction if the C
too low
System voltage is lower than the limit
voltage Compare the system voltage and limit; it
System voltage
P0563 is confirmed as malfunction if the C
too high
voltage is higher than the limit
Fuel It is confirmed as malfunction if the
Fuel pump relay
pump P0230 output circuit state of fuel pump relay is A
malfunction
relay different from ECM expected state
It is confirmed as malfunction if the
Power Low speed fan
P0480 control circuit state of low speed fan is C
fan malfunction
different from ECM expected state

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It is confirmed as malfunction if the

High speed fan
P0481 control circuit state of high speed fan is C
malfunction
different from ECM expected state
Malfunct It is confirmed as malfunction if the
ion Malfunction control circuit state of malfunction
P0650 C
indicato indicator failed indicator is different from ECM expected
r state
Carbon canister
purge control It is confirmed as malfunction if the
electromagnetic control circuit state of carbon canister
P0458 E
Carbon valve low purge control electromagnetic valve is
canister voltage different from ECM expected state
purge malfunction
control Carbon canister
solenoid purge control It is confirmed as malfunction if the
valve electromagnetic control circuit state of carbon canister
P0459 E
valve high purge control electromagnetic valve is
voltage different from ECM expected state
malfunction
It is confirmed as malfunction if the
Power
Power steering vehicle detects power steering signal
steering P0551 C
switch diagnosis under operating condition of certain
system
speed
ECM
programming
System
P0602 error - software ECM self diagnosis A
software
version
mismatch
Comput
er RAM
P0604 RAM error Computer internal RAM self-diagnosis A
diagnosi
s
Under specific condition of deceleration
and fuel cut-off, control EGR valve to
open fully, and compare the difference
EGR flow between the maximum intake pressures
P0401 A
insufficient when EGR is fully closed and fully open
with the calibration limit; if the difference
is lower than the limit, it is confirmed as
malfunction
Exhaust
Under the condition of engine CRANK,
gas
compare the EGR valve opening and
recircul EGR flow too
P0402 the limit; if the opening is higher than E
ation high
the calibration limit, it is confirmed as
(EGR)
malfunction
EGR control It is confirmed as malfunction if the
P0403 circuit state of EGR valve control circuit is E
malfunction different from ECM setting state
Compare the difference between the
target opening of EGR valve and the
EGR opening
P0404 actual opening with the calibration limit, E
error too big
and it is confirmed as malfunction if the
difference is higher than the limit

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Compare the original reading of EGR

EGR sensor line
valve position sensor with the
open circuit or
P0405 calibration limit, and it is confirmed as E
short circuit to
malfunction if the reading is lower than
low voltage
the limit
Compare the original reading of EGR
EGR sensor line valve position sensor with the
P0406 short circuit to calibration limit, and it is confirmed as E
high voltage malfunction if the reading is higher than
the limit
Compare the difference between the
original reading of EGR valve position
EGR valve can’t
sensor with the minimum learning value
P1404 return to off E
when EGR valve is closed, and it is
state
confirmed as malfunction if the
difference is higher than the limit
A/C front
Front Compare the original reading of A/C
evaporator
evapora front evaporator temperature sensor; if
P0537 temperature C
tor the value is lower than the limit, it is
sensor line low
tempera confirmed as malfunction
voltage
ture
A/C front
sensor
of air evaporator Compare the original reading of A/C
temperature front evaporator temperature sensor; if
conditio P0538 C
ning sensor line high the value is higher than the limit, it is
voltage or open confirmed as malfunction
system
circuit
C001 CAN It is confirmed as failure if ECM can’t
communication detect signal on each node of CAN A
(U0001) malfunction communication
C101 Communication It is confirmed as failure if ECM can’t
between ECM detect TCM signal transmitted from A
(U0101) and TCM is lost CAN communication
CAN
C073 It is confirmed as failure if ECM can’t
commu
CAN bus off detect CAN communication signal in A
nication (U0073) certain period of time
diagnos
C121 Communication
tic It is confirmed as failure if ECM can’t
system between ECM
detect ABS signal transmitted from CAN C
(U0121) and ABS control
communication
module is lost
C140 Communication
It is confirmed as failure if ECM can’t
between ECM
detect body control module signal C
(U0140) and body control
transmitted from CAN communication
module is lost
Electronic
Detection alarm is not learning or
P0633 burglar alarm C
learning fails
doesn’t learn
C167 Electronic
Electron
burglar alarm Burglar alarm doesn’t respond to ECM C
ic alarm (U0167) doesn’t respond
system
Electronic
C426 burglar alarm Authentication between the burglar
C
(U0426) authentication alarm and ECM fails
fails

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Main It is confirmed as malfunction if the

Main relay
relay P0685 control circuit state of main relay is A
malfunction
system different from ECM expected state

Notice: types of malfunction indicators:

Type A: the indicator is lit when the malfunction occurs for the first time
Type B: the indicator is lit when the malfunction occurs for the second time consecutively
Type E: the indicator is lit when the malfunction occurs for the third time consecutively
Type C: EOBD indicator isn’t lit when DTC displays
For misfire malfunction, emission damage misfire is type B, and catalyst damage misfire is Type
A.
Instructions:
1. Conduct the following services only when the malfunction is recognized as steady-state, or
else it will lead to diagnostic mistakes.
2. The multimeter mentioned below is the digital multimeter; it is prohibited to check the EFI
system line with pointer multimeter.
3. For servicing of vehicles with anti-theft system, if the "Follow-up Steps" column indicates to
replace ECM, please program the ECM after replacement.
4. In this project: if DTC P0171, P0172, P0335, or P0336 exists, engine malfunction indicator
does not light.
5. If the DTC indicates that a circuit voltage is too low, this means that the circuit may be short
circuit to ground; if the DTC indicates that a circuit voltage is too high, the circuit may be short
circuit to power supply; if the DTC indicates a circuit failure, the circuit may be broken or a variety
of line failures exist.

Diagnosis help:
1. It is a steady-state malfunction if the DTC can’t be cleared;
For intermittent malfunctions, check whether the harness connector is loose.
2. No abnormalities have been found after check by following the steps mentioned above;
3. Do not neglect the effect of vehicle maintenance, cylinder pressure, and mechanical ignition
timing on the system during servicing;
4. Replace the ECM and make a test.
If the DTC is cleared, the ECM is in trouble; if it still exists, replace with the original ECM and
repeat the steps to service it.
Below is the service method when each DTC appears:
DTC P0106: relationship between manifold absolute pressure sensor signal and throttle
position sensor signal is unreasonable
Test start condition:
 No manifold absolute pressure sensor, throttle position sensor and coolant temperature
sensor related DTC.
Malfunction criteria:
 ltitude compensation intake pressure value is outside the limits set by the control system in
accordance with the engine speed and the throttle opening degree.
Emergency control program:
 Disable fuel correction pulse width
 Do not update self learning value any longer
 Do not adjust the target idle speed
 Do not update atmospheric pressure any longer
Possible reason:
 MAP sensor malfunction
 Sensor measurement hole is blocked
 The line between MAP sensor and ECM is damaged
 Poor connection

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DTC P0107: Circuit voltage of manifold absolute pressure sensor (MAP) is too low
Test start condition:
 No throttle position sensor malfunction
 Battery voltage higher is than 11.45V
 Engine speed is lower than or equal to 1000RPM and the throttle opening is greater than 0%,
or the engine speed is higher than 1000RPM and the throttle opening degree is greater
than 5%
Malfunction criteria: manifold pressure value monitored by ECM is lower than 12kPa.
Emergency control program:
 Disable fuel correction pulse width
 Do not update self learning value any longer
 Do not adjust the target idle speed
 Do not update atmospheric pressure any longer
 Manifold absolute pressure value uses the default value
Possible reason:
 Line between MAP sensor and ECM short circuit to ground or open circuit
 MAP sensor malfunction
 Poor connection
 Engine intake system abnormal

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if the ―Intake Air Pressure‖ in the data Yes To Step 5
2 stream is about 101kpa (specific value depends on
the air pressure at that time). No Next step
Unplug the intake air pressure sensor connector at Yes To Step 5
the end of wire harness, and measure if the voltage
3
between terminal A# and C# is about 5V with a No Next step
multimeter.
Repair or
Check if the lines between pin 54#, 66# and 71# of replace the
Yes
4 ECM and the terminal D#, C# and B# of the sensor wire
connector are short to ground. harness
No Next step
Start the engine and run idle. Slowly press the
accelerator pedal down almost to the floor, and Diagnosis
Yes
observe the change of ―Intake Air Pressure‖ help
5 displayed on the electric diagnostic tester, which
shall not change violently; rapidly press the Replace the
accelerator pedal down almost to the floor, and the No
sensor
value displayed can reach over 90kpa instantly.

DTC P0108: Circuit voltage of manifold absolute pressure sensor (MAP) is too high
Test start condition:
 No throttle position sensor malfunction
 Engine running time is longer than two seconds
 Engine speed is lower than or equal to 2400RPM and the throttle opening is greater than
2.7%, or the engine speed is higher than 2400RPM and the throttle opening degree is
greater than 10%

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Malfunction criteria: manifold pressure value monitored by ECM is lower than 103kPa.
Emergency control program:
 Disable fuel correction pulse width
 Do not update self learning value any longer
 Do not adjust the target idle speed
 Do not update atmospheric pressure any longer
 Manifold absolute pressure value uses the default value
Possible reason:
 Line between MAP sensor and ECM short circuit to power supply
 MAP sensor malfunction
 Poor connection
 Engine intake system abnormal

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if the ―Intake Air Pressure‖ in the data Yes To Step 5
2 stream is about 101kpa (specific value depends on
the air pressure at that time). No Next step
Unplug the intake air pressure sensor connector at Yes To Step 5
the end of wire harness, and measure if the voltage
3
between terminal A# and C# is about 5V with a No Next step
multimeter.
Repair or
Check if the lines between pin 54#, 71# and 76# of replace the
Yes
4 ECM and the terminal D#, B# and A# of the sensor wire
connector are short to ground or power supply. harness
No Next step
Start the engine and run idle. Slowly press the
accelerator pedal down almost to the floor, and Diagnosis
Yes
observe the change of ―Intake Air Pressure‖ help
5 displayed on the electric diagnostic tester, which
shall not change violently; rapidly press the Replace the
accelerator pedal down almost to the floor, and the No
sensor
value displayed can reach over 90kpa instantly.

DTC P0112: Circuit voltage of intake temperature sensor (MAT) is too low
Test start condition:
 No vehicle speed sensor malfunction
 Vehicle speed is higher than 50km/h
 Engine running time is longer than 60 seconds
Malfunction criteria: MAT sensor signal voltage monitored by ECM is lower than 0.1V
Emergency control program:
 Use the default intake air temperature value set by the system
Possible reason:
 Line between MAT sensor and ECM short circuit to ground
 Sensor malfunction
 Poor connection

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.

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Observe if ―Intake Air Temperature‖ in the data

stream is basically equal to the temperature inside Yes To Step 5
the intake-tube (specific value depends on the
2
engine temperature at that time).
Note: if the value displayed is often -40°C, broken No Next step
circuit may exist.
Unplug the wire harness connector from the intake
air pressure/temperature sensor and check if the Yes Next step
resistance between terminal A# and B# of the
3
sensor is proportionate to the temperature with a Replace the
multimeter. (See relevant section of this Manual for No
sensor
details)
Unplug the intake air temperature sensor connector Yes To Step 5
at the end of wire harness, and measure if the
4
voltage between terminal A# and B# is about 5V No Next step
with a multimeter.
Repair or
Check if the lines between pin 71# and 76# of ECM replace the
Yes
5 and the terminal A# and B# of the sensor connector wire
are broken or short to power supply. harness
No Next step
Start the engine and run idle. Observe the change Diagnosis
of ―Intake Air Temperature‖ displayed on the electric Yes
help
6 diagnostic tester. Then, the value displayed shall
increase with the increase of engine intake air Replace the
No
temperature. sensor

DTC P0113: Circuit voltage of intake temperature sensor (MAT) is too high
Test start condition:
 No vehicle speed sensor, coolant temperature sensor related malfunction
 Vehicle speed is lower than 25km/h
 Coolant temperature is higher than 70°C;
 Engine running time is longer than 60 seconds
Malfunction criteria: MAT sensor signal voltage monitored by ECM is higher than 4.9V
Emergency control program:
 Use the default intake air temperature value set by the system
Possible reason:
 Line between MAT sensor and ECM short circuit to ground or open circuit
 Poor connection
 Grounding wiring harness open circuit

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Intake Air Temperature‖ in the data
stream is basically equal to the temperature inside Yes To Step 5
the intake-tube (specific value depends on the
2
engine temperature at that time).
Note: if the value displayed is often -40°C, broken No Next step
circuit may exist.
Unplug the wire harness connector from the intake
3 Yes Next step
air pressure/temperature sensor and check if the

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resistance between terminal C# and D# of the

sensor is proportionate to the temperature with a Replace the
No
multimeter. (See relevant section of this Manual for sensor
details)
Repair or
Check if the lines between pin 54# and 66# of ECM replace the
Yes
5 and the terminal C# and D# of the sensor connector wire
are short to ground. harness
No Next step
Start the engine and run idle. Observe the change Diagnosis
of ―Intake Air Temperature‖ displayed on the electric Yes
help
6 diagnostic tester. Then, the value displayed shall
increase with the increase of engine intake air Replace the
No
temperature. sensor

DTC P0117: Circuit voltage of coolant temperature sensor (CTS) is too low
Test start condition:
 Engine running time is longer than 60 seconds
Malfunction criteria: CTS sensor signal voltage monitored by ECM is too low, and the temperature
is higher than 149℃
Emergency control program:
 The control system estimates the coolant temperature sensor in accordance with the engine
running time and the intake air temperature with default formula, which shouldn’t be higher
than 90.75℃
 After DTC is set, the high speed fan delays 0.5 second and starts working
Possible reason:
 Line between CTS sensor and ECM short circuit to ground
 Poor connection
 CTS sensor malfunction

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Coolant Temperature‖ in the data Yes To Step 5
stream is basically equal to the engine temperature
(specific value depends on the engine temperature
2
at that time). No Next step
Note: if the value displayed is often -40°C, broken
circuit may exist.
Unplug the wire harness connector from the coolant
temperature sensor and check if the resistance Yes Next step
3 between terminal A# and C# of the sensor is
proportionate to the temperature with a multimeter. Replace the
No
(See relevant section of this Manual for details) sensor
Repair or
Check if the lines between pin 49# and 74# of ECM replace the
Yes
4 and the terminal C# and A# of the sensor connector wire
are short to ground. harness
No Next step
Start the engine and run idle. Observe the change Diagnosis
5 Yes
of ―Coolant Temperature‖ displayed on the electric help

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diagnostic tester. Then, the value displayed shall

Replace the
increase with the increase of engine coolant No
sensor
temperature.

DTC P0118: Circuit voltage of coolant temperature sensor (CTS) is too high
Test start condition:
 Engine running time is longer than 60 seconds
Malfunction criteria: CTS sensor signal voltage monitored by ECM is too high, and the
temperature is lower than -38℃
Emergency control program:
 The control system estimates the coolant temperature sensor in accordance with the engine
running time and the intake air temperature with default formula, which shouldn’t be higher
than 90.75℃
 After DTC is set, the high speed fan delays 0.5 second and starts working
Possible reason:
 Line between CTS sensor and ECM short circuit to power supply or open circuit
 Grounding wiring harness open circuit
 Poor connection
 CTS sensor malfunction

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Coolant Temperature‖ in the data
stream is basically equal to the engine temperature Yes To Step 5
(specific value depends on the engine temperature
2
at that time).
Note: if the value displayed is often -40°C, broken No Next step
circuit may exist.
Unplug the wire harness connector from the coolant
temperature sensor and check if the resistance Yes Next step
3 between terminal A# and C# of the sensor is
proportionate to the temperature with a multimeter. Replace the
No
(See relevant section of this Manual for details) sensor
Repair or
Check if the lines between pin 49# and 74# of ECM replace the
Yes
4 and the terminal C# and A# of the sensor connector wire
are short to ground. harness
No Next step
Start the engine and run idle. Observe the change Diagnosis
of ―Coolant Temperature‖ displayed on the electric Yes
help
5 diagnostic tester. Then, the value displayed shall
increase with the increase of engine coolant Replace the
No
temperature. sensor

DTC P0122: Circuit voltage of throttle position sensor (TPS) is too low
Test start condition:
 Engine is running
Malfunction criteria: TPS sensor signal value monitored by ECM is lower than 2.8%
Emergency control program:
 Estimate throttle opening according to engine speed
 Disable submersion clearing function
Possible reason:

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BYD AUTO BYD NEW F3 Maintenance & Repair Manual

 Line between TPS sensor and ECM short circuit to ground or open circuit
 Poor connection
 TPS sensor malfunction

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Absolute Throttle Opening‖ in the data Yes Next step
2 stream is within 4%-10% (specific value depends
on the model). No To Step 5
Slowly press the accelerator pedal all the way down
to the floor and observe if ―Absolute Throttle Yes Next step
3 Opening‖ in the data stream increases to about
85-95% with the increase of throttle opening No To Step 5
(specific value depends on the model).
Replace the
Repeat Step 3 and observe if ―Absolute Throttle Yes
4 sensor
Opening‖ in the data stream is changed abruptly.
No Next step
Repair or
Unplug the wire harness connector of the throttle replace the
position sensor and check if the lines between the Yes
wire
5 ECU terminal 70#, 74# and 27# and the sensor harness
connector terminal A#, B# and C# are short circuit
to ground. No Next step

Replace the
Yes
Measure if the voltage between terminal A# and B# sensor
6
is about 5V with a multimeter. Diagnosis
No
help

DTC P0123: Circuit voltage of throttle position sensor (TPS) is too high
Test start condition:
 Engine is running
Malfunction criteria: TPS sensor signal value monitored by ECM is higher than 98%
Emergency control program:
 Estimate throttle opening according to engine speed
 Disable submersion clearing function
Possible reason:
 Line between TPS sensor and ECM short circuit to power supply
 Poor connection
 TPS sensor malfunction

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Absolute Throttle Opening‖ in the data Yes Next step
2 stream is within 4%-10% (specific value depends
on the model). No To Step 5

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Slowly press the accelerator pedal all the way down

to the floor and observe if ―Absolute Throttle Yes Next step
3 Opening‖ in the data stream increases to about
85-95% with the increase of throttle opening No To Step 5
(specific value depends on the model).
Replace the
Repeat Step 3 and observe if ―Absolute Throttle Yes
4 sensor
Opening‖ in the data stream is changed abruptly.
No Next step
Repair or
Unplug the wire harness connector of the throttle replace the
position sensor and check if the lines between the Yes
wire
5 ECU terminal 70#, 74# and 27# and the sensor harness
connector terminal A#, B# and C# are short circuit
to ground. No Next step

Replace the
Yes
Measure if the voltage between terminal 1# and 2# sensor
6
is about 5V with a multimeter. Diagnosis
No
help

DTC P0131: Circuit voltage of front oxygen sensor (OSP1) is too low
Test start condition:
 No P0106, MAP sensor, CTS sensor, TPS sensor, P0171, P0172, fuel injector, misfire,
crankshaft position sensor, ignition system, idle speed control system, or carbon canister
cleaning circuit related DTC
 Coolant temperature is higher than 70°C;
 The system voltage is higher than 10V
Malfunction criteria: oxygen sensor signal voltage monitored by ECM is lower than 0.3V
Emergency control program:
 Stop closed-loop fuel control
Possible reason:
 Line between oxygen sensor and ECM short circuit to ground
 Fuel injection amount is insufficient due to blockage of fuel pumps, oil supply pipeline or
injector
 Fuel pressure regulator is damaged
 Poor grounding of ECM to engine body
 Intake air leaks
 Exhaust pipe leaks
 Fuel pollution

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Start the engine and run idle till the coolant Diagnosis
temperature reaches the normal level. Observe the Yes
help
2 change of ―Oxygen Sensor Voltage‖ displayed on
the electric diagnostic tester where rapid change No Next step
shall take place between 100mV~900mV.
Repair or
Check if the lines between pin 73# and 47# of ECM
replace the
3 and the terminal A# and B# of the sensor connector Yes
wire
are short to ground.
harness

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BYD AUTO BYD NEW F3 Maintenance & Repair Manual

No Next step

Service it
E. Check the intake air system for severe leakage; according to
Yes
F. Check the fuel injector for blockage; the
4 G. Check the spark plug for excessive clearance; diagnosis
H. Check the intake valve guide for wear;
Diagnosis
No
help

DTC P0132: Circuit voltage of front oxygen sensor (OSP1) is too high
Test start condition:
 No P0106, MAP sensor, CTS sensor, TPS sensor, P0171, P0172, fuel injector, misfire,
crankshaft position sensor, ignition system, idle speed control system, or carbon canister
cleaning circuit related DTC
 Coolant temperature is higher than 70°C;
 The system voltage is higher than 10V
Malfunction criteria: oxygen sensor signal voltage monitored by ECM is higher than 3.8V
Emergency control program:
 Stop closed-loop fuel control
Possible reason:
 Line between oxygen sensor and ECM short circuit to power supply
 Fuel pressure is too high
 Injector leaks
 Fuel pressure regulator is damaged

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Start the engine and run idle till the coolant Diagnosis
temperature reaches the normal level. Observe the Yes
help
2 change of ―Oxygen Sensor Voltage‖ displayed on
the electric diagnostic tester where rapid change No Next step
shall take place between 100mV~900mV.
Repair or
replace the
Check if the lines between pin 73# and 47# of ECM Yes
wire
3 and the terminal A# and B# of the sensor connector harness
are short to power supply.
Diagnosis
No
help

DTC P0133: Front oxygen sensor (OSP1) responds slowly

Test start condition:
 No P0106, MAP sensor, CTS sensor, TPS sensor, P0171, P0172, fuel injector, misfire,
crankshaft position sensor, ignition system, idle speed control system, or carbon canister
cleaning circuit related DTC
 Coolant temperature is higher than 70°C;
 The system voltage is higher than 10V
 1600RPM <engine speed <3000RPM
Malfunction criteria: the response time of oxygen sensor to the change of oxygen concentration in
the exhaust exceeds the threshold value set by the system

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BYD AUTO BYD NEW F3 Maintenance & Repair Manual

Emergency control program:

 Stop closed-loop fuel control
Possible reason:
 Heavy metal or phosphorus sulfur poisoning of oxygen sensor due to fuel pollution
 Phosphorus poisoning of oxygen sensor due to excessive oil consumption

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Diagnosis
Start the engine and run idle till the coolant Yes
help
temperature reaches the normal level. Observe the
change of ―Oxygen Sensor Voltage‖ displayed on
2
the electric diagnostic tester where rapid change
shall take place between 100mV~900mV. No Next step

Repair or
replace the
Check if the lines between pin 73# and 47# of ECM Yes
wire
3 and the terminal A# and B# of the sensor connector harness
are short circuit.
Diagnosis
No
help

DTC P0134: Lack active or open circuit in front oxygen sensor

Test start condition:
 No P0106, MAP sensor, CTS sensor, TPS sensor, P0171, P0172, fuel injector, misfire,
crankshaft position sensor, ignition system, idle speed control system, or carbon canister
cleaning circuit related DTC
 Coolant temperature is higher than 70°C;
 The system voltage is higher than 10V
Malfunction criteria: oxygen sensor signal voltage monitored by ECM is higher than 1.3V and
lower than 3.8V
Emergency control program:
 Stop closed-loop fuel control
Possible reason:
 Line between oxygen sensor and ECM is in poor contact or damaged
 Oxygen sensor heater line or heater malfunction
 Exhaust leaks
 Fuel pollution
 Excessive engine oil consumption

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ―ON‖. Next step

Unplug the wire harness connector of the oxygen Yes Next step
2 sensor and measure if the voltage between terminal
C# and D# is about 12V with a multimeter. No To Step 4

3 Check if the resistance between oxygen sensor Yes Next step

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BYD AUTO BYD NEW F3 Maintenance & Repair Manual

terminal C# and D# is 10±2Ω at 20°C. Replace the

No
sensor
Repair or
replace the
Check if the lines between ECM 48#, main relay pin Yes
wire
5 and sensor terminal C# and D# are broken or short harness
to power supply/ground.
Diagnosis
No
help

DTC P1167: High air-fuel ratio when front oxygen sensor (OSP1) is at the DFCO mode
Test start condition:
 No P0106, MAP sensor, CTS sensor, TPS sensor, P0171, P0172, fuel injector, misfire,
crankshaft position sensor, ignition system, idle speed control system, or carbon canister
cleaning circuit related DTC
 The engine enters deceleration fuel cut-off (DFCO) condition
Malfunction criteria: oxygen sensor signal voltage monitored by ECM is higher than 0.55V
Emergency control program:
 Stop closed-loop fuel control
Possible reason:
 Line between oxygen sensor and ECM short circuit to power supply
 Fuel pressure is too high
 Injector leaks
 Fuel pressure regulator is damaged

DTC P1171: Low air-fuel ratio when front oxygen sensor (OSP) is at the PE mode
Test start condition:
 No P0106, MAP sensor, CTS sensor, TPS sensor, P0171, P0172, fuel injector, misfire,
crankshaft position sensor, ignition system, idle speed control system, or carbon canister
cleaning circuit related DTC
 The engine enters power enrichment (PE) condition
Malfunction criteria: oxygen sensor signal voltage is lower than 0.35V
Emergency control program:
 Stop closed-loop fuel control
Possible reason:
 Line between oxygen sensor and ECM short circuit to ground
 Fuel injection amount is insufficient due to blockage of fuel pumps, oil supply pipeline or
injector
 Fuel pressure regulator is damaged
 Poor grounding of ECM to engine body
 Intake air vacuum leaks
 Exhaust line leaks
 Fuel pollution

DTC P0137: Over-low voltage in rear oxygen sensor (OSP2)

Test start condition:
 No P0106, MAP sensor, CTS sensor, TPS sensor, P0171, P0172, fuel injector, misfire,
crankshaft position sensor, ignition system, idle speed control system, carbon canister
cleaning circuit, or rear oxygen sensor heater related DTC
 Coolant temperature is higher than 70°C;
Malfunction criteria: rear oxygen sensor signal voltage monitored by ECM is lower than 0.03V
Emergency control program:
 Disable rear oxygen sensor signal
Possible reason:

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BYD AUTO BYD NEW F3 Maintenance & Repair Manual

 Line between oxygen sensor and ECM short circuit to ground

 Poor connection

DTC P0138: Over-high voltage in rear oxygen sensor (OSP2)

Test start condition:
 No P0106, MAP sensor, CTS sensor, TPS sensor, P0171, P0172, fuel injector, misfire,
crankshaft position sensor, ignition system, idle speed control system, carbon canister
cleaning circuit, or rear oxygen sensor heater related DTC
 Coolant temperature is higher than 70°C;
Malfunction criteria: rear oxygen sensor signal voltage monitored by ECM is higher than 3.8V
Emergency control program:
 Disable rear oxygen sensor
Possible reason:
 Line between oxygen sensor and ECM short circuit to power supply
 Poor connection
 Sensor malfunction

DTC P0140: Poor active or open in rear oxygen sensor

Test start condition:
 No P0106, MAP sensor, CTS sensor, TPS sensor, P0171, P0172, fuel injector, misfire,
crankshaft position sensor, ignition system, idle speed control system, carbon canister
cleaning circuit, or rear oxygen sensor heater related DTC
 Coolant temperature is higher than 70°C;
Malfunction criteria: rear oxygen sensor signal voltage monitored by ECM is higher than 1.3V and
lower than 3.8V
Emergency control program:
 Disable rear oxygen sensor signal
Possible reason:
 The line between oxygen sensor and ECM is open circuit
 Poor connection
 Oxygen sensor malfunction

DTC P0171: Over-thin fuel correction value

Test start condition:
 No P0106, MAP sensor, IAT sensor, CTS sensor, TPS sensor, oxygen sensor, fuel injector,
misfire, crankshaft position sensor, idle speed control system, or carbon canister cleaning
circuit related DTC
 Enter closed-loop fuel control condition
 Engine speed, coolant temperature, throttle opening and intake pressure meet system
requirements
Malfunction criteria: fuel self learning value is higher than threshold set by the system
Emergency control program:
 None

Possible reason:
 Air leaks
 Fuel pressure is low
 Crankcase ventilation valve is stuck
 Fuel injector is blocked

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.

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Start the engine and run idle till the coolant

temperature reaches the normal level. Yes Next step
In all conditions, observe the change of ―Oxygen
2
Sensor Voltage‖ displayed on the electric diagnostic Diagnosis
tester where the value shall remain near 100 mV for No
help
a long time under certain working conditions.
Connect the fuel pressure gauge to the oil inlet end Yes Next step
3 of the fuel system and observe if the oil pressure is Service the
kept at about 350kPa in all conditions. No
fuel system
Repair or
replace the
Check if the lines between pin 36# and 18# of ECM Yes
wire
4 and the terminal 3# and 4# of the sensor connector harness
are short to power supply.
No Next step

Service it
A. Check the intake air system for severe leakage; according to
Yes
B. Check the fuel injector for blockage; the
5 C. Check the spark plug for excessive clearance; diagnosis
D. Check the intake valve guide for wear;
Diagnosis
No
help

DTC P0172: Over-thick fuel correction value

Test start condition:
 No P0106, MAP sensor, IAT sensor, CTS sensor, TPS sensor, oxygen sensor, fuel injector,
misfire, crankshaft position sensor, idle speed control system, or carbon canister cleaning
circuit related DTC
 Enter closed-loop fuel control condition
 Engine speed, coolant temperature, throttle opening and intake pressure meet system
requirements
Malfunction criteria: fuel self learning value is higher than threshold set by the system
Emergency control program:
 None
Possible reason:
 Fuel pressure is too high
 Intake system is blocked
 Injector leaks

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Start the engine and run idle till the coolant
temperature reaches the normal level. Yes Next step
In all conditions, observe the change of ―Oxygen
2
Sensor Voltage‖ displayed on the electric diagnostic Diagnosis
tester where the value shall remain near 900 mV for No
help
a long time under certain working conditions.
3 Connect the fuel pressure gauge to the oil inlet end Yes Next step

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BYD AUTO BYD NEW F3 Maintenance & Repair Manual

of the fuel system and observe if the oil pressure is Service the
No
kept at about 350kPa in all conditions. fuel system
Repair or
replace the
Check if the lines between pin 73# and 48# of ECM Yes
wire
4 and the terminal A# and B# of the sensor connector harness
are short to power supply.
No Next step
Service it
according to
A. Check the fuel injector for leakage; Yes
the
B. Check the bleeding pipe for leakage; diagnosis
5
C. Check for correct ignition timing;
Diagnosis
No
help

DTC: P0261 Low-voltage malfunction of 1# cylinder fuel injector nozzle line; P0262 High-voltage
malfunction of 1# cylinder fuel injector nozzle line

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ―ON‖. Next step
Unplug the wire harness connector of the first Yes To Step 4
cylinder fuel injector and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the line between the first cylinder fuel replace the
Yes
3 injector connector terminal A# and the main relay is wire
broken or short circuit to ground. harness
No To Step 2
Check if the resistance between terminal A# and B# Yes Next step
4 of first cylinder fuel injector at 20°C is within 8~14Ω Replace the
No
with a multimeter. fuel injector
Check if the voltage between the terminal B# of first Diagnosis
Yes
5 cylinder’s fuel injector and the negative pole of help
power supply is about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between terminal B# of the first Yes
wire
6 cylinder’s fuel injector connector and terminal 6# of
harness
ECM is broken or short to ground/power supply.
Diagnosis
No
help

DTC: P0264 Low-voltage malfunction of 2# cylinder fuel injector nozzle line; P0265 High-voltage
malfunction of 2# cylinder fuel injector nozzle line

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ―ON‖. Next step
2 Unplug the wire harness connector of the second Yes To Step 4

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BYD AUTO BYD NEW F3 Maintenance & Repair Manual

cylinder fuel injector and check if the voltage

between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the line between the second cylinder fuel replace the
Yes
3 injector connector terminal A# and the main relay is wire
broken or short circuit to ground. harness
No To Step 2
Check if the resistance between terminal A# and B# Yes Next step
4 of second cylinder fuel injector at 20°C is within Replace the
No
8~14Ω with a multimeter. fuel injector
Check if the voltage between the terminal B# of Diagnosis
Yes
5 second cylinder’s fuel injector and the negative pole help
of power supply is about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between terminal B# of the second Yes
wire
6 cylinder’s fuel injector connector and terminal 8# of
harness
ECM is broken or short to ground/power supply.
Diagnosis
No
help

DTC: P0267 Low-voltage malfunction of 3# cylinder fuel injector nozzle line; P0268 High-voltage
malfunction of 3# cylinder fuel injector nozzle line

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ―ON‖. Next step
Unplug the wire harness connector of the third Yes To Step 4
cylinder fuel injector and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the line between the third cylinder fuel replace the
Yes
3 injector connector terminal A# and the main relay is wire
broken or short circuit to ground. harness
No To Step 2
Check if the resistance between terminal A# and B# Yes Next step
4 of third cylinder fuel injector at 20°C is within 8~14Ω Replace the
No
with a multimeter. fuel injector
Check if the voltage between the terminal B# of Diagnosis
Yes
5 third cylinder’s fuel injector and the negative pole of help
power supply is about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between terminal B# of the third Yes
wire
6 cylinder’s fuel injector connector and terminal 7# of
harness
ECM is broken or short to ground/power supply.
Diagnosis
No
help

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BYD AUTO BYD NEW F3 Maintenance & Repair Manual

DTC: P0270 Low-voltage malfunction of 4# cylinder fuel injector nozzle line; P0271 High-voltage
malfunction of 4# cylinder fuel injector nozzle line

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ―ON‖. Next step
Unplug the wire harness connector of the fourth Yes To Step 4
cylinder fuel injector and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the line between the fourth cylinder fuel replace the
Yes
3 injector connector terminal A# and the main relay is wire
broken or short circuit to ground. harness
No To Step 2
Check if the resistance between terminal A# and B# Yes Next step
4 of fourth cylinder fuel injector at 20°C is within Replace the
No
8~14Ω with a multimeter. fuel injector
Check if the voltage between the terminal B# of Diagnosis
Yes
5 fourth cylinder’s fuel injector and the negative pole help
of power supply is about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between terminal B# of the fourth Yes
wire
6 cylinder’s fuel injector connector and terminal 25#
harness
of ECM is broken or short to ground/power supply.
Diagnosis
No
help

DTC P0230: Fuel pump relay malfunction

Test start condition:
 Power is in ON position and the power on time is larger than the threshold set by the system
Malfunction criteria: voltage of fuel pump relay is too high or too low
Emergency control program:
 None
Possible reason:
 Line between fuel pump relay and EMC is short circuit to power supply or ground, or open
circuit
 Relay malfunction

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ―OFF‖. Next step
Pull out the fuel pump relay, turn the ignition switch Yes To Step 4
to ―ON‖, and check whether the voltage between
2
fuel pump relay supply side and negative pole of
the power supply is about 12V. No Next step

Repair or
replace the
Check if the line at the power supply end of relay is Yes
3 wire
broken or short to ground. harness
No To Step 2

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Check if the voltage between fuel pump relay Replace fuel

Yes
4 control side and the negative pole of power supply pump relay
is about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between the relay control side and Yes
wire
5 9# pin of ECM (G3/NEW F3 10#) is broken or short
harness
to ground/power supply.
Diagnosis
No
help

DTC P0300: Misfire

Test start condition:
 MAP sensor, CTS sensor, TPS sensor, crankshaft position sensor, or vehicle speed sensor
related DTC
Malfunction criteria: in stable condition, the fluctuations of crankshaft rotation speed monitored by
ECM exceeds the threshold set by the system
Emergency control program:
 Misfire degree is low, and only affects the emission: no emergency control program, only
record DTC and freeze data stream malfunction indicator MI;
 Misfire degree is high, and may cause catalyst overheating:
(1) Enter fuel open-loop control condition forcibly
(2) Disable rear oxygen correction learning
(3) When engine speed exceeds 2000RPM or MAP exceeds 50KPA, MI indicator flashes at
1Hz, prompting the driver to reduce engine speed and load immediately and go to repair and
service shop as soon as possible.
Possible reason:
 Ignition system malfunction
 Air leaks
 Air gap of crankshaft position sensor is incorrect
 Ignition timing is incorrect
 Fuel injector malfunction
 Fuel pressure is improper
 Engine compression ratio is improper
 ECM malfunction

DTC P0325: Malfunction in knock control system

Test start condition:
 The engine speed is higher than 1600RPM
 Coolant temperature is higher than 50°C
Malfunction criteria: the average of the maximum signal of each cylinder of the knock sensor
monitored by ECM is lower than the minimum threshold set by the system, or the average of the
minimum signal of each cylinder is higher than the maximum threshold
Emergency control program:
 Ignition advance angle uses the default value set by the system

Possible reason:
 Poor connection
 The line between knock sensor and ECM is open circuit
 Knock sensor malfunction

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ―OFF‖. Next step

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BYD AUTO BYD NEW F3 Maintenance & Repair Manual

Unplug the knock sensor connector at the end of Yes Next step
wire harness and check if the resistance between
2 Replace the
its terminal 1# and 2# is larger than 1MΩ with a No
sensor
multimeter.
Repair or
Check if the lines between terminal A# and B# of replace the
the knock sensor connector and terminal 37# and Yes
3 wire
36# of ECU are broken or short to ground/power harness
supply respectively.
No Next step
Diagnosis
Yes
Replace the knock sensor in accordance with the help
4 procedure and put the engine to a trial running over Check for
2200RPM. Check if DTC P0325 occurs again. No random
failure
DTC P0336: Crankshaft position sensor circuit performance problem
Test start condition:
 Engine is running
Malfunction criteria: pulse signal loss of crankshaft position sensor monitored by ECM is
excessive
Emergency control program:
 None
Possible reason:
 Poor electrical connection
 Interference noise
 Line malfunction between crankshaft position sensor and ECM
 Target wheel malfunction
 ECM malfunction

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ―OFF‖. Next step
Unplug the crankshaft position sensor connector at Yes Next step
the end of wire harness and check if the resistance
2
between its terminal A# and B# at 25°C is within Replace the
500~600Ω with a multimeter. No
sensor
Repair or
Check if the lines between terminal A# and B# of replace the
the knock sensor connector and terminal 30# and Yes
3 wire
11# of ECM are broken or short to ground/power harness
supply respectively.
No Next step
Diagnosis
Yes
help
4 Check if the flywheel signal panel is good.
Replace the
No
signal panel

DTC P1336: Crankshaft gear signal unlearnt

Test start condition:
 No coolant temperature sensor, throttle position sensor, crankshaft position sensor, vehicle
speed position, injector, or ignition system related DTC
Malfunction criteria: gear signal learning flag bit isn’t set
Emergency control program:
 None

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Possible reason:
 Gear signal learning program isn’t executed for the vehicle

DTC P0351: #1 ignition circuit malfunction

Test start condition:
 The engine is in running state
 Battery voltage is higher than 10V
Malfunction criteria: ignition lines of 1# and 4# cylinder are short circuit to power supply or ground,
or open circuit
Emergency control program:
 Stop oil return of 1# and 4# cylinder
 Disable closed-loop fuel control
Possible reason:
 The ignition control line between ignition coil and ECM has short circuit or open circuit
 Ignition coil connector is in poor contact
 Ignition coil is damaged

DTC P0352: #2 ignition circuit malfunction

Test start condition:
 The engine is in running state
 Battery voltage is higher than 10V
Malfunction criteria: ignition lines of 2# and 3# cylinder are short circuit to power supply or ground,
or open circuit
Emergency control program:
 Stop oil return of 2# and 3# cylinder
 Disable closed-loop fuel control
Possible reason:
 The ignition control line between ignition coil and ECM has short circuit or open circuit
 Poor connection
 Ignition coil is damaged

DTC P0420: Catalytic converter efficiency is lower than threshold Test start condition:
 No MAP sensor, coolant temperature sensor, TPS sensor, cooling system, oxygen sensor,
fuel correction, vehicle speed sensor, injector, misfire, crankshaft position sensor, ignition
system, idle speed control, or system voltage related DTC
 Coolant temperature is higher than 70°C
 The fuel system is in closed-loop, the vehicle runs for certain distance at constant speed,
stops and runs at idle speed
Malfunction criteria: the system compares the signals of front and rear oxygen sensors, calculates
the deoxygenation time of the catalytic converter, and reports this malfunction if the weighted
oxygen storage time is less than the set threshold
Emergency control program:
 None
Possible reason:
 Catalytic converter performance degraded

DTC P0480: Malfunction in low-speed fun

Test start condition:
 Engine is running
Malfunction criteria: control line monitored by ECM is short circuit to power supply or ground, or
open circuit
Emergency control program:
 Start high speed fan if the coolant temperature is too high
Possible reason:

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 Control circuit between the fan and ECM is short circuit to power supply or ground, or open
circuit

DTC P0481: Malfunction in high-speed fun

Test start condition:
 Engine is running
Malfunction criteria: the line monitored by ECM is short circuit to power supply or ground, or open
circuit
Emergency control program:
 None
Possible reason:
 Control circuit between the fan and ECM is short circuit to power supply or ground, or open
circuit

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ―OFF‖. Next step
Unplug A/C condenser cooling fan relay, turn the Yes To Step 4
ignition switch to ―ON‖ and check if the voltage
2
between relay supply side and the negative pole of
power supply is about 12V. No Next step

Repair or
Check if the line at the power supply end of A/C replace the
Yes
3 condenser cooling fan relay is broken or short to wire
ground. harness
No To Step 2
Replace the
Check if the voltage between A/C condenser Yes
relay
4 cooling fan relay and the negative pole of power
supply is about 3.7V with a multimeter. No Next step

Repair or
replace the
Yes
Check if the line between the relay control side and wire
5
ECM pin is broken or short to ground/power supply. harness
Diagnosis
No
help

DTC P0502: No signal of vehicle speed

Test start condition:
 Engine is running
 Coolant temperature is higher than 60°C
 No MAP sensor, TSP sensor related DTC
Malfunction criteria: under accelerating condition, the vehicle speed is lower than 10kph; under
decelerating condition, the vehicle speed is lower than 5kph
Emergency control program:
 Disable idle closed-loop control
Possible reason:
 Poor connection
 The line between vehicle speed sensor and ECM is short circuit or open circuit
 Vehicle speed sensor is damaged

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DTC P0506: Idle speed control system malfunction –over low speed
Test start condition:
 Engine is running
 No MAP sensor, coolant temperature sensor, TPS sensor, cooling system, oxygen sensor,
fuel correction, vehicle speed sensor, injector, misfire, crankshaft position sensor, or ignition
system related DTC
 Coolant temperature is higher than 60°C
Malfunction criteria: the duration that the idle speed is lower than the target idle speed 100RPM
set by the system is longer than 10 seconds
Emergency control program:
 Disable idle speed adjustment
Possible reason:
 Idle speed control line malfunction
 Idle stepper motor malfunction
 Ignition system malfunction

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ―OFF‖. Next step
Yes Next step
Conduct
Check if the throttle adjusting screw, throttle cable necessary
2
and throttle conditions work normally. No servicing
and
maintenance
Yes Next step
Conduct
Check if the idle speed stepper motor works necessary
3
normally. No servicing
and
maintenance
Conduct
A. Check the fuel system for too low pressure; Yes necessary
4 B. Check the fuel injector for blockage; servicing
C. Check for unsmooth system discharge. Diagnosis
No
help

DTC P0507: Idle speed control system malfunction –over high speed
Test start condition:
 Engine is running
 No MAP sensor, coolant temperature sensor, TPS sensor, cooling system, oxygen sensor,
fuel correction, vehicle speed sensor, injector, misfire, crankshaft position sensor, or ignition
system related DTC
 Coolant temperature is higher than 60°C
Malfunction criteria: the duration that the idle speed is higher than the target idle speed 200RPM
set by the system is longer than 10 seconds
Emergency control program:
 Disable idle speed adjustment
Possible reason:
 Line malfunction between idle speed control valve and ECM
 Idling speed control valve malfunction

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 Ignition system malfunction

 Vacuum leak
Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ―OFF‖. Next step
Yes Next step
Conduct
Check if the throttle adjusting screw, throttle cable necessary
2
and throttle conditions work normally. No servicing
and
maintenance
Yes Next step
Conduct
Check if the idle speed stepper motor works necessary
3
normally. No servicing
and
maintenance
Conduct
A. Check the system for leakage; Yes necessary
4 B. Check the fuel injector for leakage; servicing
C. Check the fuel system for too high pressure; Diagnosis
No
help
DTC: P0508 ―Idle speed stepper motor control circuit voltage is too low‖
Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Unplug the idle speed stepper motor connector at
Yes Next step
the end of wire harness and check if the resistance
2 between its terminal A and B as well as C and D at Replace the
20°C is about 53±5.3Ω respectively with a No stepper
multimeter. motor
Repair or
Check if the lines between terminal A, B, C, and D replace the
Yes
of the idle speed stepper motor connector and wire
3
terminal 42#, 41#, 21# and 20# of ECM connector harness
are short to ground. Diagnosis
No
help

DTC: P0509 ―Idle speed stepper motor control circuit voltage is too high‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Unplug the idle speed stepper motor connector at
Yes Next step
the end of wire harness and check if the resistance
2 between its terminal A and B as well as C and D at Replace the
20°C is about 53±5.3Ω respectively with a No stepper
multimeter. motor

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Repair or
Check if the lines between terminal A, B, C, and D replace the
Yes
of the idle speed stepper motor connector and wire
3
terminal 42#, 41#, 21# and 20# of ECM connector harness
are short to power supply. Diagnosis
No
help

DTC: P0511 ―Idle speed stepper motor control circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Unplug the idle speed stepper motor connector at
Yes Next step
the end of wire harness and check if the resistance
2 between its terminal A and B as well as C and D at Replace the
20°C is about 53±5.3Ω respectively with a No stepper
multimeter. motor
Repair or
Check if the lines between terminal A, B, C, and D replace the
Yes
of the idle speed stepper motor connector and wire
3
terminal 42#, 41#, 21# and 20# of ECM connector harness
are short to ground. Diagnosis
No
help

DTC: P0562 Over-low voltage of system; P0563 Over-high voltage of system

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ―OFF‖. Next step
Yes Next step
Check if the battery voltage is about 12V with a
2 Replace the
multimeter. No
battery
Repair or
Check if the lines between terminal 67# and 68# of replace the
Yes
3 ECM and main relay pin are broken or short to wire
ground. harness
No Next step
Yes Next step
Start the engine and check if the charging voltage
4 Replace the
of generator is within 9~16V at different speeds. No
generator
Diagnosis
Yes
help
Check if the ground point of engine wire harness is Repair or
5
good. replace the
No
wire
harness

DTC P0563: Over-low voltage of system

Test start condition:
 The power switch is in ACC or ON position
Malfunction criteria: system voltage is lower than 11V
Emergency control program:

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 None
Possible reason:
 Charging system malfunction
 Poor connection
 Wiring harness is short circuit to ground or open circuit
 ECM internal damage

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ―OFF‖. Next step
Yes Next step
Check if the battery voltage is about 12V with a
2 Replace the
multimeter. No
battery
Repair or
replace the
Check if the lines between terminal 67# and 68# of Yes
3 wire
ECM and main relay pin for excessive resistance. harness
No Next step
Yes Next step
Start the engine and check if the charging voltage
4 Replace the
of generator is within 9~16V at different speeds. No
generator
Diagnosis
Yes
help
Check if the ground point of engine wire harness is Repair or
5
good. replace the
No
wire
harness

DTC P0562: Over-high voltage of system

Test start condition:
 The power switch is in ACC or ON position
Malfunction criteria: system voltage is higher than 16V
Emergency control program:
 None
Possible reason:
 Charging system malfunction
 Poor connection
 ECM internal damage

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ―OFF‖. Next step
Yes Next step
Check if the battery voltage is about 12V with a
2 Replace the
multimeter. No
battery
Yes Next step
Start the engine and check if the charging voltage
3 Replace the
of generator is within 9~16V at different speeds. No
generator
Check if the ground point of engine wire harness is Diagnosis
4 Yes
good. help

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Repair or
replace the
No
wire
harness

CAN information communication

1. Instrument signal CAN communication
After collected and processed by ECM, vehicle speed, engine speed, water temperature,
DTC and other information are transmitted to the relevant instrument and indicator through
CAN bus communication, and output the information display.
2. One-key start function
Keyless start function means that the engine of a vehicle equipped with keyless system can
be started by stepping on the clutch and pressing the start button. The function
implementation involves the keyless electronic control unit (ECU), body control module
(BCM), and engine control module (ECM), which execute corresponding function
respectively and communicate through CAN bus.
Daily use and maintenance
1. Fuel and lubricants
The system development process uses 90# or 93# unleaded gasoline to ensure the normal
working of the system, engine and vehicle; depending on the differences of fuel in different
regions, the car owner may use fuel of higher grade.
The contents of lead and other heavy metals in unleaded gasoline must meet current
national standards. The lead and other heavy metals in the fuel will result in permanent
poisoning and failure of oxygen sensor and three-way catalyst.
The sulfur contents of the fuel should also be in line with national standards. Sulfur will result
in temporary poisoning and failure of the oxygen sensor and three-way catalyst; in case of
sulfur poisoning, drive the car at 70km/h speed for ten minutes to reduce sulfur poisoning
hazards. The gasoline of higher sulfur contents is usually in darker brown.
The engine oil consumption of the engine should be at normal level. If the engine oil enters
into the cylinder and burns, the phosphorus in the engine oil will result in permanent failure of
the oxygen sensor and three-way catalyst.
2. Daily use and maintenance
- When starting the engine, do not operate any mechanism of the engine (including
throttle); the clutch can be released when it's cold;
- The vehicle should be run at high speed occasionally, in order to eliminate the carbon
deposit in the engine and exhaust system;
- The engine inspection lamp is lit when the engine is running; please identify the reasons
and the eliminate the problem as soon as possible;
- When a cylinder misfires, you should immediately stop and check the reason; the
unburned gas mixture will burn in the exhaust manifold, resulting in the rapid damage of
the oxygen sensor and three-way catalyst; if the ignition failure can’t be eliminated
temporarily, disconnect the fuel supply nozzle plug of the misfire cylinder temporarily
and drive to a repair and service shop at low speed:
- When the battery voltage is too low or the starter has failure, do not start the engine with
external force for a long time, because the fuel injection will begin after the system is
powered and receives engine rotation signal: if the engine isn’t started for a long time,
the unburned fuel will accumulate in the three-way catalyst, and the accumulated fuel
will damage the three-way catalyst once the engine starts to work;
- Valve clearance should not be too small; if the exhaust isn’t closed tightly, it will result in
the exhaust temperature too high and shorten the life of the three-way catalyst;
- During long-term inventory, the engine or vehicle should run once every month, in order

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to prevent the nozzle and oil pump gumming;

-The gasoline filter should be replaced every 7000~10000km; under normal conditions,
the throttle body and nozzle should be cleaned every year or every 20,000km; if the fuel
injector is cleaned in detachment free method, the additive should not contain
substances harmful to oxygen sensors and three-way catalyst;
- During double idle emission testing, be sure to fully warm up the engine and three-way
catalyst, measure at high idle speed first, and then measure at low idle speed.
Recommended methods for engine and three-way catalyst warm-up:
 Drive more than 5 minutes in third gear and 70km/h speed, and test the emissions in 8
minutes;
 Step on the accelerator to run the engine at a speed above 4500RPM for less than 2
minutes, and test the emissions in 2 minutes.
3. Optional accessories
(1) Air conditioner
When installing air-conditioner to the vehicles or replace the air-conditioning system for
the vehicle, first check the generator capacity and whether the system wiring harness
reserves A/C signal and control interface. If the generating capacity is insufficient, the
system can not work properly if the electricity usage of the vehicle is overloaded; in
addition, if the A/C signal and control are not connected to ECM through wiring harness,
the auxiliary function of A/C control of the system can not be achieved;
(2) Heater tank
In some cold regions, expand or retrofit heater tank micro cars. This method must be
certified by the manufacturer, excessive heating can cause the engine coolant
temperature too low, resulting in increased engine wear and fuel consumption as well as
carbon deposits in engine and exhaust system;
(3) Electronic burglar alarm
For ordinary burglar alarm, do not cut off the ECM normal power lines; ECM burglar
alarms must be Delphi certified.
(4) Carbon canister
The carbon canister electromagnetic valve controlled by ECM adjusts the amount of
fuel vapor from the carbon canister into the generator, and its role is to avoid affecting
the normal working of the engine when the carbon canister is detached. The effect of
fuel tank evaporative emission control directly depends on the size of the carbon
canister; if the capacity of the carbon canister is too small, fuel vapors may spill over
after idle for a long time or fuel vapor volume is large.

Repair tools
(1) Standing repair tools
- Removal of the electronic control system components - commonly used removal
tools for automotive mechanical parts;
- Electronic control system circuit and system electrical signals - digital multimeter
(with buzzer);
- System square wave and pulse wave signal - oscilloscope
- Fuel pressure - pressure gauge with measuring range of 0~1Mpa;
- Electronic control system fault diagnosis and engine working condition detection -
automotive electronic control system diagnostic tester or Delphi PCHud computer
monitoring and control software.
(2) Engine malfunction indicator
When the engine is running, if the system or component has failure, the engine
malfunction indicator lights automatically to alert the driver for inspection and service
timely.
- Notice: after troubleshooting, clear the DTC with diagnostic tester, so as not to

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affect the malfunction judgment in next service.

(3) Diagnostic tester
The main functions of diagnostic tester include: read system data flow and system
information, temporarily control and test system components, read and clear DTC. Due
to its simple operation, it has become the main tool for vehicle malfunction judgment
and system status detection.

Above figure lists the typical block diagram of a diagnostic tester; the uses and function names of
the diagnostic testers designed by different manufacturers may vary; please refer to the
instructions for the specific use.
(4) PCHud computer monitoring and control software
PCHud applies to the software that connects a personal computer (PC) with Delphi
engine control unit. It can be used to read, record and analyze the working and control

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parameters of the vehicles and engines equipped with Delphi engine management
system through PC. For installation and use of the software, see Annex 4: PCHud
instructions.
PCHud software displays the monitoring parameters on the computer screen, so that
the maintenance personnel can observe multiple associated parameters simultaneously,
in order to determine the malfunction more accurately. Users also can use recording
function of the software to record the malfunction of the vehicle and analyze offline; for
individual problems, the authorized service shops can send the recording files to the
headquarters of the manufacturer by email to get higher level technical support fast, in
order to improve the efficiency and quality of services and reduce service costs.
In order to facilitate mutual exchanges, Delphi provides a reference step as in Annex 5: Typical
working condition data stream collection method.

Typical malfunction and repair methods

1. Service notice
 Preparation:
- Do not repair the car at gas station;
- Do not repair the fuel system near fire source;
- Do not smoke during service operation.
 When remove the fuel system parts (for example: replace the filter, remove the oil pump
or oil rail inlet/return line)
- First, disconnect the negative pole of the battery to avoid accidental short circuit
producing discharge spark and igniting the fuel vapor;
- Block the tubing joints with a rag, and then carefully loosen the connector to release the
oil pressure in the pipeline; during the operation, avoid spilling fuel onto the engine and
its high-temperature exhaust pipe;
- Keep gasoline away from rubber or leather parts;
- Replace the inlet/return pipe with the pipe that can withstand knock pressure greater
than 2MPa.
 When removing and repairing electronic control system components:
- The reliability of the EFI system components is high; when the vehicle or engine is
abnormal, first check the mechanical parts, connectors and wiring harness, grounding
wire, high-voltage spark plug connectors and hydraulic regulator vacuum line and other
conditions; carry out replacement test repeatedly before confirming damage of EFI
parts;
- If the battery voltage is insufficient or starter has failure, do not start the engine with
external force for long time, in order to avoid damage to the three-way catalyst;
- When repair is needed, first turn the power switch to OFF position or disconnect the
negative pole of the battery; do not remove charged electronic components;
- Do not use acupuncture method to check system electrical signals;
- When the engine is running, do not easily disconnect the battery connector;
- If the tools that use external power supply such as electric welder are required, be sure
to disconnect the battery and ECM connector;
- Do not check whether the ignition system is working by pulling the spark plug leads,
because the nozzle is still working, and the ejected unused gasoline will burn in the
three-way catalyst and cause damage quickly;
- When checking ECM replacement, check whether the vehicle is equipped with computer
alarm. If yes, first disconnect the power of the burglar alarm, and then replace the ECM,
or else the new ECM will be locked by burglar alarm and can not work in the other cars;

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- Do not knock at the parts fiercely in the process of removal and installation;
- Do not open ECM lid;
- While replacing and removing the oxygen sensor, do not the make the sensor contact
with water or other liquids;
- Do not run the fuel pump for a long time without fuel, nor operate in the air with gasoline;
- The vast majority of the EFI parts is irreparable; the parts are generally replaced if
damage is confirmed;
- The system should use anti-interference type spark plugs and high-voltage lines, while
non-impedance type spark plugs and high-voltage lines will not only release interference
wave, but also adversely affect the ignition coil driver module in ECM, and even may
damage the ECM.
 End of the work
- Check whether all wiring harness connectors and the fuel lines are connected and fixed;
- If the lines are damaged, wrap the damaged position before repairing;
- High-voltage wires must be connected properly;
- When removing battery connector, do not reverse the positive/negative polarity, and
ensure that the battery connector is connected securely.
2. Off the assembly line inspection program of the vehicle
Off the assembly line inspection station or after-sales repair station can make use of the
computer with PCHUD monitoring software or diagnostic tester to check the running condition
of the vehicle. Annex 1: Typical Data Flow of Delphi EFI System lists the running parameter
values when the vehicle is in normal state and possible causes in abnormal state.
3. Troubleshooting with DTC
When the malfunction indicator is lit, read the DTC with a diagnostic tester first, and repair in
accordance with the description of the DTC.
After the fault is eliminate in the repair and service shop, commission in accordance with the
following procedures to confirm that the fault has been completely repaired.

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Vehicle speed

Third gear or
Third gear or D D gear 5min
gear 5min

Third gear
5min

Idle speed
Idle speed Idle speed Idle speed

Time (min)

Troubleshooting without DTC

Malfunction 01: diagnostic tester can not communicate with the system
Possible reason Reference troubleshooting method
1) The diagnostic cable is not connected 1) Reconnect the diagnostic cable
securely 2) Use the diagnostic tester corresponding
2) The functions of the diagnostic tester do to the model system
not match with the system 3) Eliminate diagnostic tester failure
3) Diagnostic tester failure 4) Repair the wiring harness
4) Correspondence error between 5) Repair the wiring harness
diagnostic interface and ECM connector 6) Replace the ECM
terminal
5) The wire connected to diagnostic port is
broken
6) ECM communication failure

Malfunction 02: can’t start

Possible reason Reference troubleshooting method
Malfunction indicator:
1) Flash: 1) Whether the key is appropriate or
- Burglar alarm key error damaged
- Burglar alarm system line fault - Re-learn the key
- Burglar alarm is damaged - Check the lines and reconnect the
2) Off plug
- Fuse / fusible line - Replace the burglar, and learn
- Grounding line open circuit according to the procedure
- ECM plug 2)
- Bulb and line - Replace
- ECM malfunction - Check and restore
3) On - check with diagnostic tester - Re-connect
- Have DTC - Repair the wiring harness and bulbs

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- No DTC - Replace the ECM

3) Check with diagnostic tester
- Eliminate the failure
- Check the system power supply,
signal acquisition system, oil supply
system, ignition system, idle speed
control system, engine and vehicle
machinery system
System power supply:
1) System voltage when the starter works 1) Check with diagnostic tester
- <8V - Replace the battery or charge
- >8V - Check other systems
Signal acquisition system:
1) No speed data stream 1)
- Crankshaft position sensor wiring - Repair the wiring harness
harness open circuit - Repair the wiring harness
- Crankshaft position sensor connector - Adjust the gap: 0.3~1.5mm
is reversed - Clean the sensor
- Incorrect gap between sensor and - Replace the sensor
58x target gear 2) Have speed data stream
- Sensor is stained with foreign body - Check: the bottom edge of 20th teeth
- Sensor magnetic force degraded or is TDC of 1-4 cylinder
damaged
2) Have speed data stream
- The relative position between 58X
gear and TDC is incorrect
Fuel supply system:
1) Fuel supply/return pipe is reversed 1) Correct properly
2) Fuel pump line open circuit 2) Repair vehicle wiring harness and
3) Submerged cylinder reconnect the pump connector
3) Slightly submerged cylinder: wide open
throttle and start the engine
4) Fuel inlet pipe pressure > 250kPa Severely submerged cylinder: remove the
- Nozzle clogged spark plug and start the engine, and
5) Fuel inlet pipe pressure < 250kPa restore when the residual oil in the
- Fuel shortage in the tank cylinder and the spark plug is dried
- Fuel filter is blocked 4)
- Fuel inlet pipe leaks - Replace the nozzle
- Fuel pressure regulator is damaged 5)
- Fuel pump pressure is low - Refuel
- Whether fuel evaporation degree is - Replace the fuel filter
appropriate - Replace the fuel inlet pipe
- Replace the fuel pressure regulator
- Replace the fuel pump
- Use the fuel with appropriate evaporation
on a seasonal basis
Ignition system:
1) Ignition coil connector 1) Reconnect the connectors
2) Cylinder sequence is incorrect 2) Connect the coils and spark plugs
3) Spark plug damage according to the coil prompt
4) Ignition coil is damaged 3) Replace the spark plug
4) Replace the ignition coil
Idle speed control system:
1) Can not start by stepping on the 1) Find other reasons

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accelerator lightly 2)
2) Start by stepping on the accelerator lightly - Re-connect
- Idle valve plug falls off - Repair the wiring harness
- Idle valve plug terminal does not - Clean the throttle body
correspond to ECM terminal - Repair the wiring harness
- Idle valve clogged - Replace the idle valve
- ECM normal power failure - Replace the ECM
- Idle valve damaged
- ECM malfunction
Intake/exhaust system:
1) Air filter clogged 1) Clean up the inlet pipe, and replace the
2) Three-way catalyst blocked filter
- Catalyst is broken 2)
- Blocked by foreign matter burning - Replace the three-way catalyst
- Repair engine, replace the three-way
catalyst

Malfunction 03: engine combusts but can’t start

Possible reason Reference troubleshooting method
Fuel supply system:
1) Fuel inlet pressure < 250kPa 1)
- Fuel shortage in the tank - Refuel
- Fuel filter is blocked - Replace the fuel filter
- Fuel inlet pipe leaks - Replace the fuel inlet pipe
- Fuel pressure regulator is damaged - Replace the fuel pressure regulator
- Fuel pump pressure is low - Replace the fuel pump
- Whether fuel evaporation degree is - Use the fuel with appropriate
appropriate evaporation on a seasonal basis
Idle speed control system:
1) Can be started by stepping on the 1)
accelerator - Re-connect
- Idle valve plug falls off - Repair the wiring harness
- Idle valve plug terminal does not - Clean the throttle body
correspond to ECM terminal - Repair the wiring harness
- Idle valve clogged - Replace the idle valve
- ECM normal power failure - Replace the ECM
- Idle valve damaged
- ECM malfunction
Intake/exhaust system:
1) Air filter clogged 1) Clean up the inlet pipe, and replace the
2) Three-way catalyst blocked filter
- Catalyst is broken 2)
- Blocked by foreign matter burning - Replace the three-way catalyst
- Repair engine, replace the three-way
catalyst

Malfunction 04: abnormal idling

Possible reason Reference troubleshooting method
1) The vehicle power is cut off, and the 1) Turn the power switch to OFF position,
system power is connected for the first and restart after ten seconds
time 2) Resume ECM normal power
2) ECM normal power supply is cut off
when parking

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Malfunction 05: low idle speed

Possible reason Reference troubleshooting method
1) Idle valve plug falls off 1) Re-connect
2) Idle valve plug terminal does not 2) Repair the wiring harness
correspond to ECM terminal 3) Clean the throttle body
3) Idle valve clogged 4) Replace the idle valve
4) Idle valve damaged 5) Refuel
5) Fuel shortage in the tank 6) Replace the fuel filter
6) Fuel filter is blocked 7) Replace the fuel inlet pipe
7) Fuel inlet pipe leaks 8) Replace the three-way catalyst, and
8) Three-way catalyst blocked repair the engine if necessary
9) Intake system blocked 9) Clean up the inlet pipe, and replace the
10) Fuel pressure regulator is damaged filter
11) Fuel pump pressure is low 10) Replace the fuel pressure regulator
12) ECM malfunction 11) Replace the fuel pump
12) Replace the ECM

Malfunction 06: high idle speed

Possible reason Reference troubleshooting method
1) Match the target idle speed 1)
- Coolant temperature sensor reading - Replace the coolant temperature
is abnormal sensor
- Coolant temperature sensor reading - Normal phenomenon
is normal 2)
2) Doesn’t match the target idle speed - Adjust the throttle cable
- Throttle position does not return - Eliminate the failure of intake
- Idle valve step < 5 steps - intake manifold leakage; for idle control
manifold leak; idle speed control system malfunction, see "Low idle
system failure speed"
- 5 steps <idle valve step <150 steps - - For the failure of idle speed control
idle speed control system failure system, see ―Low idle speed‖

Malfunction 07: unstable idle speed

Possible reason Reference troubleshooting method
1) The wire of spark plug isn’t connected 1) Re-connect
properly 2) Adjust to 1.0~1.2mm
2) The gap of spark plug is inconsistent 3) Check and replace the vacuum tube
3) The vacuum tube of oil pressure 4) Clean or replace the faulty fuel injector
regulator falls off or is damaged 5) Ensure that the bottom edge of 20th teeth
4) Certain fuel injector is blocked is TDC of 1-4 cylinder
5) 58x gear ring is dislocated

Malfunction 08: the engine suddenly turns off while working normally
Possible reason Reference troubleshooting method
1) The power system isn’t connected 1) Check all the connectors in
properly positive/negative lines of the power
2) Fuel shortage in the tank supply
3) Fuel inlet pipe leaks 2) Refuel
3) Replace the intake pipe

Malfunction 09: engine flame out while

decelerating
Possible reason Reference troubleshooting method
1) ECM normal power supply is cut off 1) Repair ECM normal power

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when parking 2) Repair the wiring harness

2) Idle valve plug terminal does not 3) Clean the throttle body
correspond to ECM terminal 4) Replace the idle valve
3) Idle valve clogged 5) Replace the ECM
4) Idle valve damaged
5) ECM malfunction

Malfunction 10: weak / slow acceleration

Possible reason Reference troubleshooting method
1) Intake system is not smooth 1) Clean up the inlet pipe, and replace the
2) Intake manifold pressure sensor hole is filter
clogged 2) Clean the probe hole of the intake
manifold pressure sensor, and replace
3) Throttle can’t be widely opened the sensor if necessary
4) Fuel injector is blocked 3) Adjust the throttle limit screw to ensure
5) Exhaust system is not smooth that the throttle is widely open
4) Clean or replace the faulty fuel injector
5) Check and repair the exhaust system
and three-way catalyst

Malfunction 11: Lack of engine power

Possible reason Reference troubleshooting method
1) Intake system is not smooth 1) Clean up the inlet pipe, and replace the
2) Throttle can’t be widely opened filter
3) Exhaust system is not smooth 2) Adjust the throttle limit screw to ensure
4) The resistance of the power transmission that the throttle is widely open
system is too large 3) Check and repair the exhaust system
5) Engine overheating and three-way catalyst
6) Fuel injector is blocked 4) Check and repair the power transmission
system related components
5) Check and repair the engine cooling
system
6) Clean or replace the faulty fuel injector

Malfunction 12: unstable speed while driving

Possible reason Reference troubleshooting method
1) High voltage line of the ignition system 1) Reconnect all connectors, and replace
leaks current the damaged parts
2) Fuel injector is blocked 2) Clean or replace the faulty fuel injector

Malfunction 13: jitter while accelerating

Possible reason Reference troubleshooting method
1) High voltage line of the ignition system 1) Reconnect all connectors, and replace the
leaks current damaged parts

Malfunction 14: knock

Possible reason Reference troubleshooting method
1) The fuel doesn’t meet the standard 1) Ensure to use the fuel with octane grade
2) Engine overheating higher than 90
3) 58x gear ring is dislocated 2) Check and repair the engine cooling
system
3) Ensure that the bottom edge of 20th teeth
is TDC of 1-4 cylinder

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Malfunction 15: After-burning (side-by-side

temperature is too high)
Possible reason Reference troubleshooting method
1) Engine ignition system has unavailable 1) Immediately restore the ignition of
cylinder unavailable cylinder; if the ignition can be
restored temporarily, unplug the nozzle
2) Engine exhaust valve failure control plug of the cylinder, in order to
3) 58x gear ring is dislocated protect the three-way catalyst
2) Repair the engine
3) Ensure that the bottom edge of 20th teeth
is TDC of 1-4 cylinder

Malfunction 16: test excessive emissions in condition method

Possible reason Reference troubleshooting method
1) Engine state is abnormal 1) Repair the engine
2) EFI system control is abnormal 2) Check and repair the EFI system in
accordance with 462/465 series vehicle
3) The connector between cylinder head off the assembly line test procedures and
and three-way catalyst leaks testing conditions
4) Oxygen sensor thread leaks 3) Fasten the bolts, and replace the gasket
5) The vacuum tube of oil pressure if necessary
regulator falls off 4) Fasten the oxygen sensor
6) Fuel pressure regulator failure 5) Check or replace
7) Three-way catalyst and oxygen sensor 6) Replace the fuel pressure regulator
are over due 7) Under standard conditions of use, the life
is over 80,000 km; replace if necessary
8) The three-way catalyst and oxygen 8) Replace the three-way catalyst and
sensor are damaged due to heavy metal oxygen sensor
poisoning or overheating
9) Sulfur poisoning of three-way catalyst 9) Run 10 minutes in third gear and at
and oxygen sensor 70km/h speed
10) ECM or EFI system is poorly grounded 10) Improve the system grounding position
11) ECM shell is grounded 11) Insulate ECM shell
12) 58x gear ring is dislocated 12) Ensure that the bottom edge of 20th teeth
is TDC of 1-4 cylinder

Malfunction 17: test excessive emissions in simple condition

Possible reason Reference troubleshooting method
1) The vehicle is not fully preheated 1) Preheat the engine
2) Others 2) Refer to - Test excessive emissions in
condition method

Malfunction 18: CO and HC concentration is too high when idling

Possible reason Reference troubleshooting method
1) The vehicle is not fully preheated 1) Preheat the engine, and test at high idle
2) Others speed first
2) Refer to - Test excessive emissions in
condition method

Malfunction 19: fuel evaporative emission is abnormal

Possible reason Reference troubleshooting method
1) Carbon canister connecting pipe cracks 1) Replace the connecting pipe
2) Carbon canister is damaged 2) Replace the carbon canister
3) Carbon canister is too small 3) Select appropriate carbon canister

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4) Carbon canister electromagnetic valve 4) Repair the wiring harness

wiring harness is damaged 5) Re-connect
5) The plug isn’t connected properly 6) Replace the carbon canister
6) Carbon canister electromagnetic valve is electromagnetic valve
damaged 7) Replace the ECM
7) ECM malfunction

Malfunction 20: fuel consumption is abnormal

Possible reason Reference troubleshooting method
1) The measurement method is incorrect 1) Use reliable measurement method
2) Vehicle state 2) Repair the vehicle
3) Engine state 3) Repair the engine
4) The thermostat is damaged 4) Replace the thermostat
5) Coolant temperature sensor is damaged 5) Replace the coolant temperature sensor
6) EFI system state 6) Check and repair the EFI system in
accordance with 462/465 series vehicle
7) Nozzle leaks off the assembly line test procedures and
8) Fuel pressure regulator is damaged testing conditions
9) Oxygen sensor malfunction 7) Replace the damaged nozzle
10) ECM malfunction 8) Replace the regulator
9) Replace the oxygen sensor
10) Replace the ECM

Malfunction 21: the vehicle without A/C displays A/C system related failure
Possible reason Reference troubleshooting method
1) Spare plug of A/C control of EFI system is 1) Clean the spare plug of A/C, perform
polluted appropriate dustproof and waterproof
protection, and disconnect ECM power for ten
minutes

Malfunction 22: ECM is locked by burglar alarm

Possible reason Reference troubleshooting method
1) Burglar alarm wiring harness failure 1) Repair the wiring harness
2) The plug isn’t connected properly 2) Re-connect
3) Burglar alarm key is damaged 3) Replace and re-learn new burglar alarm
4) Require unlocking key
5) Others 4) ECM sends Delphi decoding
5) Contact burglar alarm manufacturer and
request service

Malfunction 23: burglar alarm key is lost or burglar alarm is damaged

Possible reason Reference troubleshooting method
1) Key is lost or burglar alarm is damaged 1) Contact burglar alarm manufacturer and
request service; send ECM to Delphi
decoding

Malfunction 24: malfunction indicator turns on/off irregularly when the vehicle is running
Possible reason Reference troubleshooting method
1) The connector isn’t connected properly 1) Check all the terminals of the EFI system,
and reconnect the connectors

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Part 5 Diagnostic Procedures of Servicing MT22.1

System as per Symptoms of Malfunction
Preliminary check shall be made before troubleshooting as per the symptoms of malfunction:
1. Ensure the engine malfunction indicator works normally;
2. Check with the electric diagnostic tester to ensure no malfunction record.
3. Confirm the symptoms of malfunction complained by the owner of car exist and verify the
conditions where such malfunction occurs.

Then, visual inspection shall be made:

1. Check the fuel pipeline for leakage;
2. Check the vacuum pipeline for breakage, twist and improper connection;
3. Check the intake air pipeline for blockage, leakage, compression or damage;
4. Check the high tension wire of ignition system for breakage, ageing and wrong ignition order;
5. Check the ground point of wire harness for dirt and looseness;
6. Check the connectors of sensors and actuators for looseness or poor contact.
Important Notice: If the symptoms mentioned above exist, maintenance and repair shall be
made against such malfunction; otherwise, the subsequent troubleshooting may be
affected.
Diagnosis help:
1. Confirm there is no engine malfunction record;
2. Confirm the symptoms of complained malfunction exist;
3. No abnormalities have been found after check by following the steps mentioned above;
4. Do not neglect the effect of vehicle maintenance, cylinder pressure, ignition timing and
fuel on the system during servicing;
5. Replace the ECM and make a test.
If the malfunction disappears, the ECM is in trouble; if it still exists, replace with the
original ECM and repeat the steps to service it.
1. Engine running slowly or not running when started
2. Engine cannot be started with starter running
3. Hard to start when the engine is hot
4. Hard to start when the engine is cold
5. Hard to start at normal engine speed any time
6. Engine normally started, yet idling unstable any time
7. Engine normally started, idling unstable during heating
8. Engine normally started, yet idling unstable after heating
9. Engine normally started, yet idling unstable or stalling under partial load (e.g. A/C turned
on)
10. Engine normally started, yet idling at a higher speed
11. Engine running slowly or stalling during acceleration
12. Slow response in acceleration
13. Sluggish acceleration and poor performance

Section 1 Engine Running Slowly or Not Running When Started

General faulty parts: 1. Battery; 2. Start motor; 3. Wire harness or start button; 4. Engine
mechanical part.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Check if the voltage between two terminals of Yes Next step
1 battery is about 8~12V with a multimeter when the Replace
engine is started. No
battery

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Yes Next step

Press and hold the start button, start the engine
2 and check if positive terminal of start motor has an Repair or
over 8V voltage with a multimeter. No replace the
wire harness
Repair or
Remove the start motor and check its working Yes replace the
3 condition. Check if it is broken or stuck due to poor start motor
lubrication.
No Next step
If the malfunction only occurs in winter, check if Replace with
excessive resistance is caused to the start motor Yes lubricant of
4 proper class
because improper engine lubricant and gear box oil
are selected. No Next step
Service the
internal
Check if the excessive mechanical resistance Yes
resistance of
5 inside the engine causes the start motor not to
engine
rotate or rotate slowly.
Diagnosis
No
help

Section 2 Engine Cannot Be Started with Starter Running

General faulty parts: 1. Fuel tank without fuel; 2. Fuel pump; 3. Crankshaft position sensor; 4.
Ignition coil; 5. Engine mechanical part.
General diagnostic flow:
Operating Steps Test Result Follow-up
No.
Steps

Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
1 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system
Yes Next step
Connect the diagnostic tester for EFI system, Service the
2 observe the data item ―Engine Speed‖, start the crankshaft
engine and observe if there is speed signal output. No
position
sensor line

Pull out an ignition coil from one cylinder, connect a Yes Next step
spark plug and keep its electrodes about 5mm
3 Service the
away from the engine body, start the engine and
check for blue high-pressure fire. No ignition
system
Troubleshoot
Check the pressure of all engine cylinders and the engine
Yes
4 observe the engine cylinder for insufficient mechanical
pressure. malfunction
No Next step

Connect the adapter of EFI system, start the engine Diagnosis

Yes
and check if the power supply for 12#, 13#, 44#, help
5
45# and 63# pin is normal; check if the 3#, 51#, Service the
53#, 61# and 80# pin are normally grounded. No
relevant line

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Section 3 Hard to Start When the Engine Is Hot

General faulty parts: 1. Fuel with water; 2. Fuel pump; 3. Coolant temperature sensor; 4. Fuel
pressure regulator vacuum tube; 5. Ignition coil.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps

Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
1 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system

Pull out an ignition coil from one cylinder, connect a Yes Next step
spark plug and keep its electrodes about 5mm
2 Service the
away from the engine body, start the engine and
check for blue high-pressure fire. No ignition
system
Unplug the connector of coolant temperature Service the
sensor, start the engine and observe if it starts line or
Yes
successfully. (Or replace the coolant temperature replace the
3 sensor
sensor with a 300Ω resistor to be connected in
series and then observe if the engine starts
No Next step
successfully.)
Check or
Yes
4 Check if the electric fuel pump is damaged replace
No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
5 fuel
caused just after fueling up.
No Next step

Connect the adapter of EFI system, start the engine Diagnosis

Yes
and check if the power supply for 12#, 13#, 44#, help
6
45# and 63# pin is normal; check if the 3#, 51#, Service the
53#, 61# and 80# pin are normally grounded. No
relevant line

Section 4 Hard to Start When Engine Is Cold

General faulty parts: 1. Fuel with water; 2. Fuel pump; 3. Coolant temperature sensor; 4. Fuel
injector; 5. Ignition coil; 6. Throttle body and idle speed bypass air duct; 7. Engine mechanical
part.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps

Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
1 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system

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Pull out an ignition coil from one cylinder, connect a Yes Next step
spark plug and keep its electrodes about 5mm
2 Service the
away from the engine body, start the engine and
check for blue high-pressure fire. No ignition
system
Unplug the connector of coolant temperature Service the
sensor, start the engine and observe if it starts line or
Yes
successfully. (Or replace the coolant temperature replace the
3 sensor
sensor with a 2500Ω resistor to be connected in
series and then observe if the engine starts
No Next step
successfully.)
Clean the
throttle valve
Press the accelerator pedal down gently and Yes and the idle
4
observe if it is easy to start. speed air
duct
No Next step
Replace the
Remove the fuel injector and check it for leakage or Yes
5 faulty part
blockage with a dedicated cleaning analyzer.
No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
6 fuel
caused just after fueling up.
No Next step
Troubleshoot
Check the pressure of all engine cylinders and the engine
Yes
7 observe the engine cylinder for insufficient mechanical
pressure. malfunction
No Next step

Section 5 Hard to Start at Normal Engine Speed Any Time

General faulty parts: 1. Fuel with water; 2. Fuel pump; 3. Coolant temperature sensor; 4. Fuel
injector; 5. Ignition coil; 6. Throttle body and idle speed bypass air duct; 7. Air intake duct; 8.
Ignition timing; 9. Spark plug; 10. Engine mechanical part.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Check the air filter for blockage and the air intake Yes air intake
1 system
duct for air leakage.
No Next step
Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the Service the
2
engine and check if the fuel pressure is about No oil supply
350kPa. system
Pull out an ignition coil from one cylinder, connect a Yes Next step
spark plug and keep its electrodes about 5mm Service the
3
away from the engine body, start the engine and No ignition
check for blue high-pressure fire. system
4 Check the spark plug for each cylinder and observe Yes Next step

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if its model and clearance meet the specifications. Adjust or

No
replace
Service the
Unplug the connector of coolant temperature line or
Yes
5 sensor, start the engine and observe if it starts replace the
successfully. sensor
No Next step
Clean the
throttle valve
Press the accelerator pedal down gently and Yes and the idle
6
observe if it is easy to start. speed air
duct
No Next step
Replace the
Remove the fuel injector and check it for leakage or Yes
7 faulty part
blockage with a dedicated cleaning analyzer.
No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
8 fuel
caused just after fueling up.
No Next step
Troubleshoot
Check the pressure of all engine cylinders and the engine
Yes
9 observe the engine cylinder for insufficient mechanical
pressure. malfunction
No Next step
Yes Next step
Check if the ignition order and ignition timing of the Service the
10
engine meet the specifications. No ignition
timing

Section 6 Engine Normally Started, yet Idling Unstable Any Time

General faulty parts: 1. Fuel with water; 2. Fuel injector; 3. Spark plug; 4. Throttle body and idle
speed bypass air duct; 5. Air intake duct; 6. Idle speed stepper motor; 7. Ignition timing; 8. Spark
plug; 9. Engine mechanical part.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Check the air filter for blockage and the air intake Yes air intake
1 system
duct for air leakage.
No Next step
Clean or
Yes
2 Check if the idle speed stepper motor is blocked. replace
No Next step
Yes Next step
Check the spark plug for each cylinder and observe
3 Adjust or
if its model and clearance meet the specifications. No
replace
Check the throttle body and idle speed bypass air Yes Clean
4
duct for carbon deposition. No Next step
Remove the fuel injector and check it for leakage, Replace the
Yes
5 blockage or poor flow with a dedicated cleaning faulty part
analyzer. No Next step

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Replace the
Check the fuel and observe if the malfunction is Yes
6 fuel
caused just after fueling up.
No Next step
Troubleshoot
the engine
Check the pressure of all engine cylinders and Yes
7 mechanical
observe if it varies greatly.
malfunction
No Next step
Yes Next step
Check if the ignition order and ignition timing of the Service the
8
engine meet the specifications. No ignition
timing

Section 7 Engine Normally Started, Idling Unstable During Heating

General faulty parts: 1. Fuel with water; 2. Coolant temperature sensor; 3. Spark plug; 4. Throttle
body and idle speed bypass air duct; 5. Air intake duct; 6. Idle speed stepper motor; 7. Engine
mechanical part.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Check the air filter for blockage and the air intake Yes air intake
1 system
duct for air leakage.
No Next step
Yes Next step
Check the spark plug for each cylinder and observe
2 Adjust or
if its model and clearance meet the specifications. No
replace
Remove the idle speed stepper motor and check Clean
the throttle body, the idle speed stepper motor and Yes relevant
3
the idle speed bypass air duct for carbon parts
deposition. No Next step
Service the
Unplug the connector of coolant temperature line or
Yes
4 sensor, start the engine and observe if unstable replace the
idling occurs when the engine is heated. sensor
No Next step
Remove the fuel injector and check it for leakage, Replace the
Yes
5 blockage or poor flow with a dedicated cleaning faulty part
analyzer. No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
6 fuel
caused just after fueling up.
No Next step
Troubleshoot
the engine
Check the pressure of all engine cylinders and Yes
7 mechanical
observe if it varies greatly.
malfunction
No Next step

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Section 8 Engine Normally Started, yet Idling Unstable After Heating

General faulty parts: 1. Fuel with water; 2. Coolant temperature sensor; 3. Spark plug; 4. Throttle
body and idle speed bypass air duct; 5. Air intake duct; 6. Idle speed stepper motor; 7. Engine
mechanical part.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Check the air filter for blockage and the air intake Yes air intake
1 system
duct for air leakage.
No Next step
Yes Next step
Check the spark plug for each cylinder and observe
2 Adjust or
if its model and clearance meet the specifications. No
replace
Remove the idle speed stepper motor and check Clean
the throttle body, the idle speed stepper motor and Yes relevant
3
the idle speed bypass air duct for carbon parts
deposition. No Next step
Service the
Unplug the connector of coolant temperature line or
Yes
4 sensor, start the engine and observe if unstable replace the
idling occurs when the engine is heated. sensor
No Next step
Remove the fuel injector and check it for leakage, Replace the
Yes
5 blockage or poor flow with a dedicated cleaning faulty part
analyzer. No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
6 fuel
caused just after fueling up.
No Next step
Troubleshoot
the engine
Check the pressure of all engine cylinders and Yes
7 mechanical
observe if it varies greatly.
malfunction
No Next step

Section 9 Engine Normally Started, yet Idling Unstable or Stalling

Under Partial Load (e.g. A/C Turned on)
General faulty parts: 1. A/C system; 2. Idle speed stepper motor; 3. Fuel injector.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Remove the idle speed stepper motor and check Clean
the throttle body, the idle speed stepper motor and Yes relevant
1
the idle speed bypass air duct for carbon parts
deposition. No Next step
Observe if the engine output power increases when
Yes To Step 4
the A/C system is started, that is, to observe the
2 change in ignition advance angle, fuel injection
pulse width and air intake flow with the diagnostic No Next step
tester for EFI system.

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Connect the adapter of EFI system, disconnect the Yes Next step
cable of 75# pin of ECU and check if there is high
3 Service the
level signal at the end of wire harness when the A/C No
A/C system
system is turned on.
Check if the A/C system pressure, the compressor Yes Next step
4 electromagnetic clutch and the A/C compressor No Service the
pump are normal. A/C system
Remove the fuel injector and check it for leakage, Replace the
Yes
5 blockage or poor flow with a dedicated cleaning faulty part
analyzer. No Next step

Section 10 Engine Normally Started, yet Idling at a Higher Speed

General faulty parts: 1. Throttle body and idle speed bypass air duct; 2. Vacuum tube; 3. Idle
speed stepper motor; 4. Coolant temperature sensor; 5. Ignition timing;
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Yes Adjust
1 Check if the throttle cable is stuck or too tight.
No Next step
Service the
Check the air intake system and the connected Yes air intake
2 system
vacuum line for leakage.
No Next step
Remove the idle speed stepper motor and check Clean
the throttle body, the idle speed stepper motor and Yes relevant
3
the idle speed bypass air duct for carbon parts
deposition. No Next step
Service the
Unplug the connector of coolant temperature line or
Yes
4 sensor, start the engine and observe if it idles at a replace the
higher speed. sensor
No Next step
Yes Next step
Check if the ignition timing of the engine meets the Service the
5
specifications. No ignition
timing

Section 11 Engine Running Slowly or Stalling During Acceleration

General faulty parts: 1. Fuel with water; 2. Intake air pressure sensor and throttle position sensor;
3. Spark plug; 4. Throttle body and idle speed bypass air duct; 5. Air intake duct; 6. Idle speed
stepper motor; 7. Fuel injector; 8. Ignition timing; 9. Bleeding pipe.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Yes air intake
1 Check the air filter for blockage. system
No Next step
Connect the fuel pressure gauge (front end of fuel
2 Yes Next step
rail assembly oil inlet as connecting point), start the

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engine and check if the fuel pressure is about Service the

350kPa. No oil supply
system
Yes Next step
Check the spark plug for each cylinder and observe
3 Adjust or
if its model and clearance meet the specifications. No
replace
Remove the idle speed stepper motor and check Clean
the throttle body, the idle speed stepper motor and Yes relevant
4
the idle speed bypass air duct for carbon parts
deposition. No Next step
Yes Next step
Check if the intake air pressure sensor and the Service the
5 throttle position sensor as well as their lines are line or
No
normal; replace the
sensor
Replace the
Remove the fuel injector and check it for leakage or Yes
6 faulty part
blockage with a dedicated cleaning analyzer.
No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
7 fuel
caused just after fueling up.
No Next step
Yes Next step
Check if the ignition order and ignition timing of the Service the
8
engine meet the specifications. No ignition
timing
Yes Next step
Repair or
9 Check the bleeding pipe for smooth bleeding. replace the
No
bleeding
pipe

Section 12 Slow Response in Acceleration

General faulty parts: 1. Fuel with water; 2. Intake air pressure sensor and throttle position sensor;
3. Spark plug; 4. Throttle body and idle speed bypass air duct; 5. Air intake duct; 6. Idle speed
stepper motor; 7. Fuel injector; 8. Ignition timing; 9. Bleeding pipe.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Yes air intake
1 Check the air filter for blockage. system
No Next step

Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
2 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system
Yes Next step
Check the spark plug for each cylinder and observe
3 Adjust or
if its model and clearance meet the specifications. No
replace

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Remove the idle speed stepper motor and check Clean

the throttle body, the idle speed stepper motor and Yes relevant
4
the idle speed bypass air duct for carbon parts
deposition. No Next step
Yes Next step
Check if the intake air pressure sensor and the Service the
5 throttle position sensor as well as their lines are line or
No
normal; replace the
sensor
Replace the
Remove the fuel injector and check it for leakage or Yes
6 faulty part
blockage with a dedicated cleaning analyzer.
No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
7 fuel
caused just after fueling up.
No Next step
Yes Next step
Check if the ignition order and ignition timing of the Service the
8
engine meet the specifications. No ignition
timing
Yes Next step
Repair or
9 Check the bleeding pipe for smooth bleeding. replace the
No
bleeding
pipe

Section 13 Sluggish Acceleration and Poor Performance

General faulty parts: 1. Fuel with water; 2. Intake air pressure sensor and throttle position sensor;
3. Spark plug; 4. Ignition coil; 5. Throttle body and idle speed bypass air duct; 6. Air intake duct; 7.
Idle speed stepper motor; 8. Fuel injector; 9. Ignition timing; 10. Bleeding pipe.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Check for slipping clutch, low tire pressure, braking Yes Repair
1 drag, incorrect tire size, improper four wheel
No Next step
alignment, etc.
Service the
Yes air intake
2 Check the air filter for blockage. system
No Next step

Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
3 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system

Pull out the ignition coil from one cylinder, connect Yes Next step
a spark plug and keep its electrodes about 5mm
4 Service the
away from the engine body, start the engine and
check for normal high-pressure fire. No ignition
system
5 Check the spark plug for each cylinder and observe Yes Next step

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if its model and clearance meet the specifications. Adjust or

No
replace
Remove the idle speed stepper motor and check Clean
the throttle body, the idle speed stepper motor and Yes relevant
6
the idle speed bypass air duct for carbon parts
deposition. No Next step
Yes Next step
Check if the intake air pressure sensor and the Service the
7 throttle position sensor as well as their lines are line or
No
normal; replace the
sensor
Replace the
Remove the fuel injector and check it for leakage or Yes
8 faulty part
blockage with a dedicated cleaning analyzer.
No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
9 fuel
caused just after fueling up.
No Next step
Yes Next step
Check if the ignition order and ignition timing of the Service the
10
engine meet the specifications. No ignition
timing
Yes Next step
Repair or
11 Check the bleeding pipe for smooth bleeding. replace the
No
bleeding
pipe

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Part 6 Guide for Use of BYD-ED400 Electric Diagnostic

Tester
As the latest generation of electric diagnostic tester, BYD-ED400 is intended for all autos
developed by BYD AUTO, which not only features easy online upgrade for troubleshooting the
future models developed by BYD AUTO, but also has extended functions like certain waveform
display and can be used as a simple oscilloscope.

Section 1 Preparation for Troubleshooting with BYD-ED400

1.1 Preparation and Connection for Troubleshooting
1.1.1 Preparation with BYD-ED400
1.1.1.1 General Test Condition
1) Turn on the power switch of a car;
2) The battery voltage shall be 11~14V and the rated voltage of BYD-ED400 is 12V.
1.1.1.2 Connect BYD-ED400
BYD-ED400 is connected in the following steps:
♦ Insert the diagnostic card into the BYD-ED400 card slot properly and keep the side with words
―UP SIDE‖ facing upwards.
♦ Insert the DB15 end of BYD-ED400 diagnostic cable into the data interface ―DATA I/O‖ on the
tester.
♦ Connect the other end OBDII to the vehicle diagnostic socket.
Instructions: In case of insufficient power supply for vehicle diagnostic socket or
damaged power supply pins, power supply can be obtained in the following ways:
♦ By cigar lighter cable: take out the cigar lighter, insert one end of its cable to the cigar
lighter hole on the car and connect the other end to the power plug of BYD-ED400 main
test cable. Shut down BYD-ED400 before turning off the ignition switch so as to avoid
illegal shutdown.
♦ By twin-caliper power cord: clamp the positive and negative terminal of battery with the
two power cord calipers and insert the other end to the power plug of BYD-ED400 main
test cable.
♦ By extension cable: insert the DB25 end of extension cable to the “Extension Interface”
on the tester, connect the DV terminal of extension cable to the dedicated power adapter
jack, and then insert the other end of power adapter to the 100-240V AC power socket.
1.2 Start Vehicle Diagnosis
You can start diagnosis with the electric diagnostic tester after all preparations are completed.

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Section 2 Instructions for Keypad Operation

2.1 Keyboard Layout
BYD-ED400 electric diagnostic tester is operated with dome as per the simple operation prompts
shown on the display; users can also read ―Operating Guide for Electric Diagnostic Tester‖ for the
basic operations. The following contents in this guide will be not described again.
Dome layout is shown below:

2.2 Key Functions

Number key 0-9: menu selection; digital input.
Direction key ↑↓←→: ↑ and ↓ for menu selection; ← and → for page flipping; in case of digital
input, press ↑ to add 1, ↓ to deduct 1 and ← to backspace and clear the previous digit; in case of
action test for components, press ← to shut down and → to enable or start.
Reset key RST: system reset. Notice: Use it with caution. Press and hold this key for 1~2
seconds and then release it.
Return/Exit key ESC: return to parent directory; exit the current function page; exit current
setting.
Confirmation key OK: enter subdirectory; confirm to perform a certain function.
Multifunction key F1 and F2: F1 is used to display help; F2 is used to print the current page;
these two keys can be used as auxiliary input keys in special conditions, like -/+. Refer to the
relevant prompts.

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Section 3 Functions

3.1 Display Interface

The display interface of electric diagnostic
tester is divided into three areas: title bar,
information bar and help bar, as shown in the
figure below:

Warning: Do not power off, reset the

system with [RST] or pull out the
diagnostic card during upgrading the
software; otherwise, it may cause an
upgrading failure, even system crash. If
Title bar – to display title information the diagnostic tester cannot be used for
Information bar: to display main contents. this reason, please return it to BYD
Display various menu, diagnosis information, After-Sales Service.
etc.
Instructions: Smart software upgrade for
Help bar – to display current operation
the tester only occurs when the version of
prompts as well as other auxiliary information.
software in the tester is inconsistent with
that in the diagnostic card.
3.2 Software Upgrade 3.3 Basic Functions of Diagnostic Tester
First insert the dedicated diagnostic card into
the ―Card Slot‖ on the tester (keep the side Electric diagnostic tester ED400 has two
with words ―UP SIDE‖ facing upward and the functions: software upgrade for diagnostic
card resists improper insertion) and then turn card and diagnosis for specific model.
on the power supply. Then, the tester will Additional functions are still available, like
automatically detect the validity of the diagnostic tester setting. Examples are shown
diagnostic card. If valid, it continues to detect below: Please refer to relevant instructions for
whether the software in the tester has the software upgrade if necessary.
same version as that in the diagnostic card; if 3.3.1 Diagnosis for a specific model
different, the tester copies the software in the This manual only shows the operations for
card to the ROM of tester and run it. EMS DELPHI-MT22 of F3 auto. Please refer
process is called smart software upgrade for to it for other systems.
the tester Select ―Vehicle Model Diagnosis‖ in the main
takes about 1~2 minutes, as shown in the interface, as shown in the right. Users can
figure on the right. press ↑ and ↓ to select a model and press [OK]
to enter the OBD system for this model.
Operating skills: in most menu selection
pages, users can press the number shown in
front of the menu item to enter relevant menu.
For example: to diagnose F3 auto, first press
↑ (↓) to select the F3 and press OK; or just
press [1].

Instructions:

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1. If the check box in front of a menu is ticked,

the current menu is selected, the same below.
2. For BYD-ED400, diagnostic procedures for
each module are similar, generally divided into
two steps: Step 1, select the system to be
diagnosed; step 2, select the action to be
performed, like Read Data Stream, Read DTC,
etc.

Please select ―DELPHI-MT20U2‖, as shown in

the figure on the right.

Select ―F3‖ in the model selection interface, as

shown in the figure on the right.

If BYD-ED400 diagnostic tester is successfully

communicated with ECM, it will be shown in
the figure on the right.

―Title Bar‖ displays the name of currently

diagnosed system: ECM-MT20U2.
―Information Bar‖ lists all the operations
supported by this ECM, like Read Version,
Read Data Stream, etc. [→] indicates the
action which can be done by default in the
current state, so you can take this action by
pressing [OK].
Please select ―EMS‖, as shown in the figure ―Help Bar‖ provides the basic operation
on the right. prompts for keys on the current page.

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which varies with different ECM. Please

feed back to the relevant department of
BYD AUTO during maintenance.

3.3.1.2 Read DTC

Malfunction detected by ECM can be
displayed in the form of specific code (DTC).
 If no trouble with system
You will be prompted with ―No Trouble with
System‖ by BYD-ED400, as shown in the
figure.

Instructions: two ways are still available

for users to diagnose certain function: first,
press ↑ and ↓ to change the menu item
indicated by [→] and then press [OK];
second, directly press the number in front
of menu item. Operations will not be
described again. For operation, please
refer to the prompts on the display.

3.3.1.1 Read computer version

The computer version information is a group
of numbers defined by the manufacturer to
identify some basic information, like Vehicle
Identification Number, displayed on the
BYD-ED400 as shown in the figure on the
right.
 If trouble with system
All the DTCs and relevant trouble information
will be listed in the ―Information Bar‖, as
shown in the figure on the right.

Trouble information is divided into four parts.

The part in the front is just the serial number;
the second part is DTC in such a form as
―P0122‖, wherein the first letter ―P‖ indicating
the engine malfunction makes a DTC with the
last four digits ―0122‖ and the DTC is compiled
as per relevant standard; the third part is
enclosed by parentheses, indicating the
malfunction status, ―Current‖, ―Historical‖ or
―Intermittent‖; ―Current‖ means a current
malfunction that cannot be cleared by
selecting ―Clear DTC‖; ―Historical‖ means a
historical malfunction that yet has been solved
before this diagnosis and can be cleared by
selecting ―Clear DTC‖; "Intermittent" means an
intermittent malfunction that may be caused
by poor contact and can also be cleared by
Instruction: this information is from ECM, selecting ―Clear DTC‖; at last, the fourth part

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gives a brief and complete introduction to the

malfunction; if some malfunction information is
not contained in BYD-ED400, you will be
prompted with ―DTC Not Defined‖.

"Page:1/2‖ at the upper right corner of screen

means the received malfunction information is
shown on two pages and the current page is
the first one; to view other information, users
can press [?] to turn to page 2, following the
prompts shown in the ―Help Bar‖. Also, users
can press [←] to turn to page 1.

3.3.1.4 Read data stream

BYD-ED400 diagnostic tester supports two
display modes: common display and graphic
display. Graphic display is much convenient
and visualized, which helps ED400 make
greater progress than the diagnostic testers
designed by BYD AUTO in the past. For the
switch between the two modes, please refer to
the prompts of the ―Help bar‖ of BYD-ED400.

 Common display mode

The contents displayed in the ―Information
Bar‖ is displayed as shown in the figure. The
first page is displayed now. To view other data
contents, users can turn to a specific page by
pressing ← and →.

3.3.1.3 Clear DTC

It is intended to clear some historical or
intermittent malfunctions recorded in ECM. If
DTC is successfully cleared, ―DTC Cleared‖
will be displayed as shown in the figure on the
right. You are recommended to repeat the
action twice or three times to ensure DTC is
cleared completely.

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 Graphic display mode

In graphic display mode, BYD-ED400 can
display the graph of two parameters on each
page. The maximum value, intermediate valve
and minimum value of a parameter is
respectively displayed on the left of each
graph. Also, relevant texts will be displayed
below the graph.
Graphic display realizes the dynamic change
by drawing dots regularly from left to right.
Page indicator ―Page: 4/4‖ will also be
displayed on the upper right corner of
―Information Bar‖. Please refer to the
operations above to turn the page.
Graphic display includes two modes.
First is to draw dots, as shown in the figure on
the right.

3.3.1.5 Component action test

The component action test for MT20U2
system is divided into three different control
modes, switching variable, control variable
and activation variable, as shown in the figure
on the right.
The action for each variable is carried out in
different ways, which will be described below.

Second is to adopt bar graph, as shown in the

figure on the right.
These two ways are interchangeable. Please
refer to relevant prompts in ―Help Bar‖.
Like common display mode, the current graph
in graphic display mode can also be printed
out by a miniprinter. Refer to prompts in ―Help
Bar‖ for the operations.  Switching variable
It means only two states for these variables:
ON or OFF, so users just need to perform
simple operations to complete relevant action.
―★‖ indicates the variable currently controlled.
Meanwhile, the current operation status
expected by users will also be displayed on
the right: ON or OFF. To select an item to be

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tested, users can press ↑ and ↓. Press ← and

→ to control the current switching value, ← to
turn it on and → to turn it off.
To give up the right of control of currently
selected item, just press ↑ and ↓ to select
other items to be tested or press [ESC] to exit
the current page.

 Activation variable
It is controlled in the way similar to switching
variable. It is displayed as shown in the figure
on the right.
For operations, please refer to that of
―Switching Variable‖ mentioned above.
 Control variable
It refers to some setting variables. By setting
these variables, the internal variables of ECM
can be changed so as to change the working
conditions of engine.
―★‖ indicates the item can be set now. To
select a variable to be set, users can press ↑
and ↓.
The setting range for current item is displayed
on the second line in the ―Help Bar‖ and the
value input by user is displayed on the third
line. The fourth line provides the prompts for
users that they can press [OK] to set the
current item.
After entering a value, users can press [OK] to
set; then, the result will be displayed on the
fourth line.
To give up the right of control of currently
selected item, just press ↑ and ↓ to select
other items to be tested or press [ESC] to exit Instructions: use “Component Action Test”
the current page. with caution. Non-professional technicians
or professional service man are not
allowed to use this function, as improper
operation may damage the engine system.

3.3.1.6 System reset

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System reset causes ECM to take a self-reset

action. If the system is reset successfully,
―Reset Complete‖ will be shown on
BYD-ED400.

During burning the diagnostic card, there are

two
3.3.2 Diagnostic card burning conditions as per the settings at the end of PC.
Please connect the DB25 end of the 1. If ―
dedicated extension cable to the ―Extension Program File‖ is selected in burning software,
Interface‖ on the tester and the DB9 end to update the
the computer serial port, then connect the diagnostic program in the diagnostic card.
input end of power adapter to the power input 2. If ―Font File‖ is selected in burning software,
end of the extension cable and at last connect update the
the power adapter to the household utility font program in the diagnostic card. This
power (220V AC power). In this way, the function is not
diagnostic tester can work normally. The usually used, as the font library of required
connection diagram is shown in the figure simplified
below. Chinese characters has been stored in the
Select ―Diagnostic Card Burning‖ in the main diagnostic
interface. If the card is detected valid by the card by the manufacturer.
tester, it will be displayed as shown in the
figure on the right.
Then, press [OK] to start burning by following
the prompts shown in the ―Help Bar‖. To
cancel the upgrade for diagnostic card and
return to main interface, press [ESC].

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Instructions: the diagnostic program and

font program are stored in two different
areas of the diagnostic card. Thus, users
must be sure which one is required to be
updated.

Press OK in the interface mentioned above

and you will be prompted ―Ready. Please run
DTcard_Updata.exe...‖, as shown in the figure
on the right. Then, please run
DTcard_Updata.exe on the computer. To
upgrade the diagnostic card, configure this
software properly and select the program file
to be burned.
Please refer to Using Help for
DTcard_Updata.exe.

Warning: Please ensure burning is

completed naturally! Do not power off the
tester, reset it with [RST] or pull out the Instructions: the displayed contents is
diagnostic card; otherwise, it may cause only for your reference, which may also be
an upgrading failure and even damage the displayed when you turn on the diagnostic
diagnostic card. “Naturally Complete” tester.
refers to that burning is completed with 3.3.4 Diagnostic Tester Settings
dedicated burning software Select ―Diagnostic Tester Settings‖ in the main
DTcard_Updata.exe and “Burning interface. The working conditions of diagnostic
Complete” is shown on the display. tester ED400 can be set here: backlight switch,
display font, data refresh speed, etc.
3.3.3 Version Information of Diagnostic 3.3.5 Operating Guide for Diagnostic Tester
Tester Select ―Operating Guide for Diagnostic Tester‖
in the main interface, as shown in the right.
Select ―Version Information of Diagnostic General operations will be displayed here
Tester‖ in the main interface. Such information while specific operations may also be simply
as software version, hardware version and displayed in ―Help Bar‖ on each page.
date of manufacture will be displayed, as
shown in the figure on the right.
Users can know the version information
clearly and can visit the official website of
BYD AUTO to ensure whether the software
needs to be upgraded.

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Section 4 Notice for Maintenance and Use of Diagnostic Tester

4.1 Storage Environment
 Keep BYD-ED400 in a cool, dry place at a suitable temperature when not used. Do not place
BYD-ED400 under direct sunlight or near heating equipment.
 Place BYD-ED400 away from stove or fume, water or oil.
 Do not place BYD-ED400 in a vibrating, dusty, damp or hot place.
 You are not allowed to disassemble it. Please wipe its casing or display with a soft wrung-out
cloth when the tester is dirty. However, you must power off and unplug the power plug before
wiping.
 If BYD-ED400 is not used for a long time, please run it regularly to avoid moist.
4.2 Maintenance of LCD Display
 Do not put any heavy things on the tester, as it may cause damage to its internal
components.
 Do not expose the display to direct sunlight or ultraviolet light so as to extend its service life.
 Do not place the product near electric equipment that may cause electromagnetic
interference so as to prevent the display effect from being affected.
 The LCD display may trap dirt due to electrostatic force. You are recommended to clean the
display with a special dust cloth. Do not wipe it with your fingers, as fingerprints may be left.
 Do not clean with display with chemical detergent.
 If BYD-ED400 is not used for a long time, please turn off the power, which may not only save
power but also extend its service life.
4.3 Maintenance of Diagnostic Card
 Do not pull out the card when the tester is working. Also, keep the card away from a place of
high magnetic field or strong electric field.
 Do not turn on/off BYD-ED400 frequently.
 Please do not reset the tester with [RST], pull out the diagnostic card or unplug the connector
during software upgrading, as it may cause an upgrading failure or even system crash.
4.4 Notice for Use of Diagnostic Tester
 The diagnostic tester is a kind of electronic and precision equipment, which cannot be hit
during use.
 It is normal that the display may flicker at the moment of engine ignition.
 If the program cannot be run or messy display occurs after the display flickers, you can
unplug the tester and reconnect it to continue operations.
 Ensure the tester is properly connected with the diagnostic socket during test, to prevent the
test from being affected by signal interruption.
 Be careful to connect the main cable and diagnostic socket and tighten them with the fixing
screws during use to avoid any disconnection or damage to interface in case of moving.
 Please hold the handle of BYD-ED400 during operation, to avoid any damage to some
interfaces or the tester.
 Please hold the tester tightly to avoid dropping it to the ground when you unplug the printer.
 Never pull out the diagnostic card when the tester is powered on. To remove the diagnostic
card, please press the ejector rod to eject out the card and pull out the card. To insert the
diagnostic card, ensure the card is aligned with the card slot and inserted in place.
 Handle it with care and try to avoid hitting. Unplug the power if the tester is not used.
 Put the accessories such as cables and connectors back to the box to avoid loss after
BYD-ED400 is used.
 To unplug the power, just hold and pull out the plug rather than pulling the power cord.

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Part 7 Accessories
Section 1 Table of Mounting Torque for Parts

Mounting torque
No. Part name
(NM)
Intake air
1 pressure/temperature 3.3
sensor
Coolant temperature
2 20 (Max)
sensor
3 Knock sensor 20±5

4 Oxygen sensor 50±10

5 Throttle position sensor 2±0.5

Crankshaft position
6 8±2
sensor
7 Fuel injector 6
(First stage) 2±1
8 Idle speed stepper motor
(Second stage) 7±1

Section 2 Rules for Maintenance of EFI System

2.1 Family cars

Instructions:
1. The rules for maintenance are applicable for family cars;
2. Interval of vehicle maintenance depends on the reading on the odometer or the time interval,
whichever comes earlier.
3. The rules for maintenance must be strictly complied with, which are developed based on
normal use of vehicle as per design.

Mileage
10 20 30 40 50 60 70 80
Item x1000km
Months 3 6 9 12 15 18 21 24
Ignition coil I I I I
Spark plug I I I R
Ignition timing I I I I
Engine idling I I I I
Fuel tank I C
Fuel filter R R R R
Fuel injector C* C* C* C*
Air filter I R I R
Stepper motor air duct C C C C
Throttle body C C C C
Emission inspection I I I I
Diagnostic tester check I I I I

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2.2 Rental cars

Instructions:
4. The rules for maintenance are applicable for rental cars;
5. Interval of vehicle maintenance depends on the reading on the odometer or the time interval,
whichever comes earlier.
6. The rules for maintenance must be strictly complied with, which are developed based on
normal use of vehicle as per design.

Mileage
20 40 60 80 100 120 140 160
Item x1000km
Months 3 6 9 12 15 18 21 24
Ignition coil I I I I I I I I
Spark plug I R I R
Ignition timing I I I I
Engine idling I I I I
Fuel tank C C
Fuel filter R R R R R R R R
Fuel injector C* C* C* C* C* C* C* C*
Air filter I R I R I R I R
Stepper motor air duct I C I C I C I C
Throttle body I C I C I C I C
Emission inspection I I I I
Diagnostic tester
I I I I
check

Note: R - Replace
C – Clean
I - Inspect (Replace the spare parts when find out failure in inspection.)
C*- The maintenance of fuel injector had better clean by a special tool --- fuel injector cleaner.

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Annex 1: Typical Data Stream of Delphi EFI System

1. Routine inspection
 The wiring harness connector is connected reliably;
 The fuel line and vacuum line are fixed reliably;
 Fasten the interface end bolts of the oxygen sensor and three-way catalyst to ensure the
sealing of the joint surface; if necessary, check the exhaust system with 1.3 times of
atmospheric pressure, which shouldn’t have significant leakage.
2. System initialization settings
 EFI control system initialization: start the system and turn off the power after three
seconds, and the system initialization finishes after ten seconds.
 Fuel supply system initialization: start the system and turn off the power after three
seconds, restart after one second, repeat for five times, and the fuel supply system
initialization finishes.
3. System and vehicle status checking
1) First step: cool down the vehicle, turn the power to ON position, and the engine is static
(about 30 seconds)

Test items
1 Display DTC None
2 Engine malfunction indicator On
3 Battery voltage 11.5~13V
4 Coolant temperature sensor Normal temperature
5 Intake temperature sensor Ambient temperature
6 Intake manifold absolute pressure Ambient atmospheric pressure (about
sensor 100kPa)
7 Throttle position sensor operating range 0~99.6%
8 Oxygen sensor 1127mV
9 Idling speed control valve 40~159 steps (coolant temperature:
high-low)
2) Second step: turn the power to OFF position
Test items
1 Actual position of idle motor Stop at the 128th step after eight seconds
2 Whether ECM power is cut off Diagnostic tester display pause
3 Engine malfunction indicator Off
3) Third step: start the engine (notice: while starting, do not operate any mechanism and
throttle on the engine)
Test items
1 Start time < 5sec
2 Start rotation under normal temperature <1600RPM
3 Engine malfunction indicator Off
4) Fourth step: idle speed checking (after starting, preheat the engine to the normal coolant
temperature)
 Low idle speed

Test items
1 Engine malfunction indicator Off
2 Whether display DTC None
3 Coolant temperature 80~94℃
4 Cooling fan (single speed fan only uses Coolant temperature Cooling fan
the data of low speed fan) state

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93 Low speed fan on

87 Low speed fan off
100 High speed fan on
94 High speed fan off
5 Battery voltage 13.5~14.5V
6 Rotation speed 780±50RPM
850±50RPM (when cooling fan, head
lamp and blower are turned on)
7 Ignition advance angle 5~13°
8 Intake manifold pressure 35~55kPa
9 Actual position of idle motor 15~30 steps
10 Fuel injection pulse width 2~4ms
11 Oxygen sensor / number of transitions 100~900mV /≥6 times
in 10 sec
 High idle speed (step on the accelerator to increase the engine speed to 2000RPM)
Test items
1 Engine malfunction indicator Off
2 Whether display DTC None
3 Coolant temperature 80~94℃
4 Battery voltage 13.5~14.5V
5 Rotation speed Actual value (between 2000±50RPM)
6 Ignition advance angle 20~30°
7 Fuel injection pulse width 2~4ms
8 Oxygen sensor / number of transitions 100~900mV /≥10 times
in 10 sec
5) Fifth step: A/C system checking
 At normal idle speed, the A/C system is turned off

Test items
1 State 3 - A/C system Yes
2 State 5 - Front evaporator Yes
 Turn the A/C, and stabilize 10 seconds
Test items
1 Engine idling 850±50RPM
2 State 3 - A/C request signal Yes
3 State 3- A/C relay Yes
4 State 3 - A/C system Yes
5 State 4- fan 1 Yes
6 State 5- fan 2 Yes
7 State 5 - Front evaporator Yes
6) Driving checking
The following operations must be performed in the process of driving checking:
 Throttle opening is larger than 10% for more than 15 seconds;
 Direct gear, when the vehicle speed reaches 80km/h, release the accelerator and glide
over 5 seconds
Test items
1 Engine malfunction indicator Off
2 DTC None
3 Coolant temperature 80~94℃
4 Battery voltage 13.5~14.5V

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5 Intake manifold absolute pressure 20kPa~ atmospheric pressure

sensor
6 Throttle position sensor range 0~99.6%
7 Oxygen sensor 50~950mV

4. Instructions
4.1 Routine inspection
 The connector isn’t connected securely, resulting in inaccurate signal transfer and
control;
 The oil inlet / return pipe can not be reversed, the pressure balance vacuum tube of
the pressure regulator should be connected properly, or else it may lead to abnormal
emissions and increased fuel consumption;
 The carbon canister cleaning tube also should be connected properly, or else it may
cause abnormal idling;
 If the engine cylinder head and the three-way catalyst are not sealed, the outside air
may enter when the engine is working, leading to the destruction of the air-fuel ratio
balance and reduced conversion efficiency of the three-way catalyst.
4.2 System initialization settings
 After ECM is installed, ECM will initialize the system settings when it is turned off;
 Turn the power to ON position and the fuel pump works for 1.5 seconds. When the
vehicle is off the assembly line, the fuel line doesn’t have oil, and thus it requires
refueling first.
4.3 System and vehicle status checking
4.3.1 Start the engine, and the engine is static
 The engine malfunction indicator is lit, but no DTC is displayed;
 Intake manifold absolute pressure sensor should display local atmospheric pressure
at the time;
 Adjust the throttle cable and the pedal screws to ensure the closing and wide open
of the throttle opening;
 In normal idle state, the water temperature reaches above 80℃; when the oxygen
sensors are heated, the front oxygen sensor voltage reading should jump between
100mV and 900mV, and the jump number should be greater than 6 times /10
seconds
 The position of the idle speed bases on the engine temperature, the opening is
small when the engine is heated and big when the engine is cold.
4.3.2 Power OFF position
 Turn the power to the OFF position; if the idle speed control valve doesn’t act and
ECM power is turned off immediately, check whether ECM normal power cord is
mistakenly connected to the start button; it will make the engine difficult to start
again and deceleration flameout, and may also affect emission performance.
4.3.3 Start the engine
 If the starting performance is poor, check whether the initialization operation finishes,
check parts of the fuel supply system and the connection status, whether the fuel
line has oil and unobstructed, and check the ignition system parts and the
connection status;
 If the above-mentioned problems do not exist, check the idle speed control valve
and make sure that the instruction is effective.
4.3.4 Idle checking
 The engine malfunction indicator is off, and no DTC is displayed;
 Battery voltage shows whether the generator is working properly;
Too high: generator regulator may have failure
Too low: generator cable isn’t connected properly or generator has failure;
 Intake manifold pressure may indicate intake leaks and valve clearance problem.
Valve clearance is too small; if this value is too high, it may affect the power
performance of the engine, and the exhaust temperature increases greatly and

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shortens the service life of the oxygen sensor and three-way catalyst because the
exhaust valve opens early;
In addition, the exhaust system blockage (e.g. foreign matters exist in the air vent or
internal fracture of three-way catalyst) can also cause this value too high;
 The actual position value of the idling motor is too low, indicating that the intake
system leaks; too high indicates that the throttle body and idle speed control valve
are partially clogged;
 The number of transitions of the oxygen sensor value is too little, indicating oxygen
sensor failure.
4.3.5 A/C system check
 When the A/C is turned on, the target idle speed increases to 100RPM; when the
A/C fan is turned on, it increased another 50RPM; generally, they are turned on at
the same time, so that the engine idle speed should increase 150RPM after A/C is
turned on.
4.3.6 Driving checking
 Vehicle speed and oxygen sensor failures are diagnosed in this process, and
alternative control program takes effect after the failure is detected.

Annex 2: EOBD System Gear Signal Learning Procedure

Operation 1: crankshaft position sensor target gear error learning
1) Before gear signal learning, the malfunction indicator is lit after the vehicle installed with new
computer is started, and the diagnostic tester displays P1336;
2) After started and the water temperature reaches 60℃, the vehicle runs more than 10 seconds,
and other loads of the vehicle should be turned off;
3) Send ―gear signal learning‖ instruction through diagnostic tester (instruction 30 2c 07 ff)
4) Step on the accelerator quickly and hold on, and the ECM should learn the gear signal, the
engine speed repeats 2~5 cycles at 1300-4500, finally oscillates around 4500rpm, and then
the learning finishes; if the speed exceeds 5000rpm, release the accelerator, check the
vehicle, and find the problem.

(Above are typical characteristics of the engine speed during gear signal learning, and can be
used to check whether the gear signal learning is performed and finished)

5) Send ―stop gear signal learning‖ instruction through diagnostic tester (instruction 30 2c 00)
6) Turn off the engine, Key-On after 15 seconds, and Key-Off after DTC is cleared;
7) Start the engine after 15 seconds, and check whether P1336 is finished with the diagnostic
tester.

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Chapter 3 483QA M7 Management System

Contents
Part 1 EFI System Service Notice ............................................................................................ 220
Section 1 General Service Notice .................................................................................... 220
Section 2 Notice During Service ...................................................................................... 220
Section 3 List of Service Tools......................................................................................... 222
Section 4 Note for Abbreviations in the Manual ............................................................... 224
Part 2 Introduction to M7 System ............................................................................................. 224
Section 1 Basic Principles ............................................................................................... 224
Section 2 Control Signal: M7 System I/O Signal .............................................................. 228
Section 3 System Functions ............................................................................................ 228
Section 4 lntroduction to System Malfunction Diagnosis .................................................. 234
Section 5 Description of Related Problems ..................................................................... 234
Part 3 M7 System Component Structure, Principle and Troubleshooting .................................. 234
Section 1 Intake Air Pressure and Temperature Sensor ................................................... 234
Section 2 Throttle Position Sensor .................................................................................. 237
Section 3 Coolant Temperature Sensor ........................................................................... 239
Section 4 Knock Sensor .................................................................................................. 240
Section 5 Oxygen Sensor................................................................................................ 242
Section 6 Speed Sensor (Only for Distributorless System) .............................................. 247
Section 7 Phase Sensor (Only for Distributorless System) .............................................. 251
Section 8 Electronic Controller Unit ................................................................................. 254
Section 9 EKP13.6 Electric Fuel Pump ........................................................................... 258
Section 10 Electromagnetic Fuel Injector ........................................................................ 261
Section 11 Idle Actuator Stepper Motor............................................................................ 265
Section 12 Dual-spark Ignition Coil (for Four-cylinder Engines of Distributorless System) 267
Section 13 Carbon Canister Control Valve ...................................................................... 269
Section 14 Steel Fuel Distribution Pipe Assembly ............................................................ 272
Part 4 Diagnostic Procedures of Servicing M7 System as per Symptoms of Malfunction .......... 293
Part 5 Guide for Use of M7 System Diagnostic Tester .............................................................. 307
Part 6 Accessories ................................................................................................................... 308
Section 1 Table of Mounting Torque for Parts .................................................................. 318
Section 2 Rules for Maintenance of EFI System .............................................................. 318
Section 3 DTC (PCODE) List .......................................................................................... 320

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Foreword
With the development of China's national economy, car ownership is increasing, and
environmental regulations are stricter. From July 1, 2000, EURO-I emission regulations were
implemented for newly produced cars in China. Recently, the Ministry of Environmental Protection
issued a notice that licensing for cars and light duty vehicles with carburetor engines would be
prohibited from September 1, 2001. Meanwhile, EURO-I emission regulations were also
implemented for trucks under 3.5t. In fact, many manufacturers were already developing cars
basing on EURO-II emission regulations rather than EURO-I. The successful bidding of 2008
Olympic Games further boosted China's automobile emission control business.
Since the combination of closed-loop control gasoline rationing technology and three-way
catalytic converter would reduce the toxic substance emissions of vehicles by more than 92%, it
had become an irreversible trend to replace carburetors with EFI technology. This indicated that
the era of carburetor engine in China's auto industry had ended, and the era of EFI engine had
begun.

As the largest and most influential supplier of automotive engine EFI systems in China, United
Automotive Electronic Systems Co., Ltd. started to supply MOTRONIC series EFI systems and
parts imported from BOSCH to major domestic car companies since 1996. The so-called
MOTRONIC is a trade name, which does not have a specific meaning. However, the MOTRONIC
system does have certain technical characteristics, that is, the electronic fuel rationing control and
the ignition timing electronic control system of the engine are combined to share a set of sensor,
electronic control unit and power supply device. It goes without saying that MOTRONIC system
features ignition timing control function, which has significantly improved the engine performance.
Same as other EFI systems, MOTRONIC system can greatly reduce car emissions on the one
hand; on the other hand, it will bring difficulties to service personnel familiar with the traditional
carburetor engines only. Carburetor engines are visible and palpable to service personnel.
However, the EFI engines do not have the mechanical components that people previously familiar
with, and are replaced by a variety of electronic components. Originally, service personnel and
even the drivers may adjust the carburetor or distributor; however, the data are stored in the
computer chip now, so that the general service staff can not eliminate malfunctions by modifying
the data with electronic instrument. It is often invisible when the electronic components of the
system have failures, so that it requires a variety of instruments to test and identify. The service
personnel often feel difficult to repair the EFI engines. According to this reality, we write this
Service Manual, and hope to play a role in two aspects: to help the engineers of engine plants or
vehicle factories better understand the electronic engine control systems; on the other hand, to
help the service personnel repair EFI engines.

This Manual first describes the composition and working principle of EFI systems. Then, the
structure and performance of the various system components are described in details.

Generally, electric diagnostic tester is an essential tool in the service process of EFI systems.

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Electric diagnostic tester can call out the malfunction information stored in the ECU. To help
readers understand the true meaning of each DTC, the Manual lists the conditions that ECU sets
various malfunction information records. However, many malfunctions can’t be directly identified
basing on the malfunction information records; instead, a series of analysis is required to locate
the malfunction. Therefore, the Manual detailedly describes how to locate the malfunction
according to the malfunction information records.
Due to the presence of the electronic control components, the reasons of engine malfunction
have new contents. In other words, an engine malfunction may be caused by either mechanical
reasons or electronic components. Moreover, the actual engine malfunctions are not identified
with electric diagnostic tester only. Therefore, the Manual also identifies the malfunctions with
electronic control system according to the engine symptoms.

Part 1 EFI System Service Notice

Section 1 General Service Notice

 You are only allowed to check the EFI system with a digital multimeter.
 Please use the quality parts for service; otherwise, the EFI system may not work normally.
 Only unleaded gasoline can be used during service.
 Please comply with the service procedures.
 No one is allowed to disassemble the parts of EFI system during service.
 Handle the electronic elements (ECU, sensor, etc.) very carefully during service, to avoid
dropping to the ground.
 Build up an environmental awareness and treat the wastes produced during service
effectively.

Section 2 Notice During Service

2.1. To ensure normal working of the EFI system, do not remove any parts or its connectors
from its mounting position so as to avoid unexpected damage and prevent foreign
matters such as moisture and greasy dirt from entering the connector.
2.2. Be sure to turn off the ignition switch before you connect or disconnect the connectors;
otherwise, damage may be caused to the electric elements.
2.3. Keep the ECU temperature lower than 80°C in simulating the hot condition of malfunction
or other service operations which may cause a temperature rise.
2.4. The EFI system has a much higher fuel supply pressure (about 350kPa), so
high-pressure resistant fuel pipes are used for all the fuel pipelines. Even if the engine is

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not running, the fuel pressure is much higher in the oil line. Thus, do not disassemble the
oil pipe during service. If the fuel system needs to be repaired, relieve the pressure of
fuel system before disassembling the oil pipe, with the methods shown as below: Start
the engine and run idle, connect the electric diagnostic tester and shut down the fuel
pump in ―Actuator Test‖ until the engine stalls by itself. Only professional service
technicians are allowed to disassemble the pipeline and replace the fuel filter at a
well-ventilated place.
2.5. Do not power on the electric fuel pump when you remove it from the fuel tank, as it may
cause electric spark or even fire.
2.6. You are not allowed to conduct a running test to the fuel pump when it is dry or in water;
otherwise, its service life may be shortened. In addition, its positive and negative poles
shall be properly connected.
2.7. To check the ignition system, spark-over test can be taken only when necessary. Such a
test shall be completed in a short time and the throttle valve cannot be opened during
test; otherwise, it may cause a lot of unburned gasoline entering the bleeding pipe and
damage the three-way catalytic converter.
2.8. The idle speed adjustment can be completed by the EFI system, which requires no
manual operation. Users are not allowed to adjust the throttle limit screws which have
been properly adjusted by the manufacturer.
2.9. The positive and negative terminals of battery shall be properly connected so as to avoid
any damage to electronic components. Negative grounding is adopted for this system.
2.10 Do not remove the battery cable when the engine is running.
2.11 Remove the positive and negative cable of battery as well as the ECU before electric
welding on the car.
2.12 Do not check the electric input/output signals of parts by piercing the cable sheath.

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Section 3 List of Service Tools Tool name:

Digital Multimeter
Tool name: Function:
Electric Diagnostic Tester Check the characteristic parameters of EFI
Function: system, such as voltage, current and
Read/clear the DTC of EFI system, observe resistance.
data streams, conduct component action tests,
etc.

Tool name:
Vacuum Meter
Tool name: Function:
EFI System Adapter Check the pressure in the intake manifold.
Function:
Check the electric signals of each ECU pin,
check the line, etc.

Tool name:
Cylinder Pressure Gauge
Function:
Check the pressure of each cylinder.
Tool name:
Ignition Timing Light
Function:
Check the engine ignition timing, etc.

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Tool name:
Fuel Pressure Gauge
Function:
Check the pressure of fuel system, and judge the working condition of fuel pump and fuel
pressure regulator in the fuel system.

Tool name:
Exhaust Gas Analyzer
Function:
Check the exhaust emission of the vehicle and help to judge the EFI system malfunction.

Tool name:
Fuel Injector Cleaning Analyzer
Function:
Analyze the cleaning of fuel injector.

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Section 4 Note for Abbreviations in the Manual

DG Speed Sensor
DKG Throttle Position Sensor
DLA Idling Regulator / Stepper Motor
DR Fuel Pressure Regulator
DS-S-TF Intake Pressure and Temperature Sensor
ECU Electronic Control Unit (commonly known as: computer)
EKP Fuel Pump
EMS Engine Management System
EWD Idling Regulator / Rotary Slide Valve
EV Fuel Injector
LSH Heated Oxygen Sensor
KS Knock Sensor
KSZ Fuel Distributing Pipe Assembly
KVS Fuel Distributing Pipe
PG Phase Sensor
ROV Ignition System with Distributor
RUV Ignition System without Distributor
TEE Oil Pump Bracket Assembly
TEV Carbon Canister Control Valve
TF-W Coolant Temperature Sensor
ZSK Ignition Coil

Part 2 Introduction to M7 System

Section 1 Basic Principles
1.1 System Overview: M7-Motronic EMS (Engine Management System)
EMS mainly consists of the sensor, microprocessor (ECU), and actuator, which will control the air
intake amount, fuel injection quantity and ignition advance angle when the engine is running. The
basic structure is shown in Fig. 2.1.

Sensor ECU Actuator

Engine

Fig. 2.1 Components of Engine Electronic Control System

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In the engine electronic control system, the sensor as the input part is intended to measure
various physical signals (temperature, pressure, etc.), and convert such signals to relevant
electric signals; the ECU is intended to receive input signals from the sensor, compute and
process them as per the designed program, and generate relevant control signals to be output to
the power-driven circuit which performs different actions by driving each actuator and gets the
engine running as per the fixed control strategy; meanwhile, the OBD system for ECU is intended
to monitor each part of the system or its control functions. Once a malfunction is detected and
confirmed, DTC will be stored and ―Limp Home‖ will be invoked. When the malfunction is
eliminated and not detected again, the system returns to normal.
The biggest advantage of M7 EMS is the torque-based control strategy, which aims to link a large
variety of control targets together and is the only way to integrate each function into the different
ECU variants as per the engine and vehicle model. The structure of M7 engine electronic control
system is shown in Fig. 2.2.

Canister Fuel pressure

control valve regulator
Fuel distribution Phase
Canister Intake air sensor Ignition
pipe assembly coil
pressure/tempe
Throttle body assembly rature sensor Oxygen
senso

Fuel injector Catalytic

converter
Knock Water temperature
Throttle position sensor sensor
sensor Stepper motor
Fuel filter

Speed
sensor

Diagnostic UAES products

interface Fuel tank

Electric fuelpump and bracket assembly

Fig. 2.2 M7 Engine Electronic Control System Structure Diagram

M7 engine electronic control system mainly consists of:

Electronic control unit (ECU) Idling regulator

Air mass flow meter (depending on the item) Fuel injector
Intake pressure/temperature sensor (depending
on the item) Electronic fuel pump
Coolant temperature sensor Fuel pressure regulator

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Throttle position sensor Pump holder

Phase sensor Fuel distributing pipe
Speed sensor Canister control valve
Knock sensor Ignition coil
Oxygen sensor

M7-Motronic EMS is an electronically-operated gasoline engine control system, which provides

many control characteristics related to operator and vehicle or equipment. This system combines
the open-loop and closed-loop (feedback) control modes to provide various control signals for
running the engine. Main features:
1.1.1 Basic management functions physical model applied engine
 Torque-based system structure
 The cylinder load is determined by the intake air pressure sensor / air flow sensor
 Improved air-mix control function in both static and dynamic state
  closed-loop control
 Fuel injection in cylinder order
 Ignition timing, including knock control in cylinder order
 Emission control function
 Catalytic converter heating
 Carbon canister control
 Idle speed control
 Limp home
 Speed sensing with the incremental system

1.1.2 Additional functions

 Burglar alarm function
 Torque and external system coupling (such as the transmission mechanism or vehicle
dynamic control)
 Control of several engine parts
 Provide interface for EOL-programming tool and service tool

1.1.3 On-board Diagnosis (OBD II)

 Complete a series of OBD II functions
 Management system for diagnostic function

1.2 Torque Structure: Torque Controlled M7 System

In the torque-controlled M7 system, all the internal and external demands for the engine are
defined as the torque or efficiency requirements of the engine, as shown in Fig. 2.3. The
requirements of engine are converted to torque or efficiency control variables, which then will be
processed in the central torque demand coordinator module. M7 system can sort these conflicting
requirements by priority, carry out the most important one and obtain such parameters as the
required fuel injection time and ignition timing by the torque converting module. Executing this

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control variable will not affect other variables. This is the advantage of torque-controlled system.
During engine matching, due to the variable independence of torque-controlled system, only the
engine data are used to match the engine characteristic curve and pulse spectrum, and won’t
interfere with other functions and variables, which will avoid repeated calibration, simplify the
matching process and reduce the cost of matching.

Efficiency requirements
Engine startup
Catalytic heating
Idle speed control

Torque

External torque requests Torque Torque Injection

Cruise control requirements conversion
Vehicle speed limit Torque coordinator To realize time
Vehicle dynamic control To coordinate ideal Individual
Drivability the torque and torque cylinder fuel
efficiency cut-off
requirements
Internal torque requests
Engine startup
Idle speed control Ignition timing
Engine speed limit
Engine protection

Fig. 2.3 Torque-based M7 System Structure

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Comparing with previous M-series engine EFI Signals above enter the ECU where they are
management system, M7 system mainly processed to produce the required actuator
features: control signals. These signals will be amplified
 The new engine functional structure of in the output drive circuit and transmitted to
variable torque has strong expandability relevant actuator, as shown below:
and is easily compatible with other  Idle speed regulator opening
systems;  Fuel injection timing and duration
 New modular software structure and  Fuel pump relay
hardware structure ensures high  Carbon canister control valve opening
portability;  Ignition coil dwell angle and ignition
 Model based basic characteristic advance angle
diagrams of the engine are mutually  A/C compressor relay
independent, which will simplify the  Cooling fan relay
calibration process;
 Phase sensor and sequential fuel injection
help to improve the emissions; Section 3 System Functions
 The system integrates anti-theft feature;
 Coordinate various torque requirements
3.1 Start Control
intensively to improve drivability;
 16-bit central processing unit, 24-MHz Special computing method is required for
clock frequency, 512k cache; controlling the charge, fuel injection and
 The system can be expanded according to ignition timing during start. The air is
future needs, such as: future emission motionless early in the intake manifold where
regulations, OBDII, electronic throttle, etc. the pressure is displayed as the ambient
atmosphere pressure and designated as a
fixed parameter subject to the start
Section 2 Control Signal: M7 temperature by the idle speed stepper motor
System I/O Signal when the throttle valve is closed.
In a similar process, the specific ―Fuel Injection
Timing‖ is designated as an initial injection
Input signals for major ECU sensors in M7
pulse.
system include:
The fuel injection quantity varies with the
 Intake pressure signal
engine temperature so as to speed up the
 Intake temperature signal
formation of oil film on the wall of intake
 Throttle angle signal
manifold and cylinder. Therefore, mixture must
 Coolant temperature signal
be enriched before the engine reaches a
 Engine speed signal
certain speed.
 Phase signal
Once the engine starts running, the system
 Knock sensor signal
reduces the cranking enrichment immediately
 Oxygen sensor signal
and cancels it completely at the end of starting
 Vehicle speed signal
(600…700min-1).
 A/C pressure signal
Also, the angle of ignition is constantly

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adjusted during start, which changes with the used to reduce the vehicle speed. In such a
engine temperature, intake temperature and state, the fuel may be cut off so as to reduce
engine speed. the fuel consumption and exhaust emission,
3.2 Heater and Three-way Catalytic Converter what’s more, to protect the three-way catalytic
Heating Control converter.
Once the engine speed is reduced to a specific
After the engine starts at a low temperature,
one over the idle speed, fuel supply may be
the cylinder charge, fuel injection and
restored by the fuel injection system. Actually,
electronic ignition are all adjusted to
a range for speed recovery is contained in the
compensate for higher torque requirements;
ECU program, which varies with such
such process will be lasted until the
parameters as engine temperature and
temperature rises up to an appropriate
dynamic change in engine speed and can
threshold.
prevent the speed from being reduced to the
In this stage, the most important is to heat the specified minimum threshold by calculation.
three-way catalytic converter rapidly, as it may In case of fuel supply recovery, the fuel
greatly reduce the exhaust emission after it injection system starts supplementing fuel with
starts working. With the ignition advance angle the initial injection pulse and reforms a layer of
properly delayed, the three-way catalytic oil film on the wall of intake manifold.
converter can be heated by using waste gas in Meanwhile, the torque-based control system
this state. will get the engine torque increased slowly and
3.3 Acceleration/Deceleration and smoothly (smooth transition).
Reverse-Towing Fuel Cut-off Control 3.4 Idle Speed Control
Engine running idle will not provide torque for
Part of the fuel injected to the intake manifold
the flywheel. To ensure the engine running
may not reach the cylinder for subsequent
steadily at the lowest possible idle speed, the
combustion. On the contrary, it forms a layer of
closed-loop idle speed control system must
oil film on the wall of intake manifold. With the
maintain a balance between the torque
increase of load and the extension of fuel
produced and the ―Power Consumption‖ of
injection time, the fuel stored in the oil film will
engine. Certain power needs to be produced
be increased rapidly.
when the engine is running idle so as to meet
As the throttle opening increases, part of the
all respects of load requirements, including
injected fuel will be absorbed by the oil film.
the internal friction from engine crankshaft,
Thus, supplementary fuel must be injected to
valve mechanism and auxiliary components,
compensate and avoid mixture enleanment
like water pump.
during acceleration. Once the loading factor
On the basis of the closed-loop idle speed
reduces, the added fuel contained in the fuel
control, the torque-based control strategy for
film on the wall of intake manifold will be
M7 system determines the engine output
released, so the fuel injection time must be
torque which is necessary to maintain the
accordingly shortened during deceleration.
required idle speed in any operating
The towing or reverse towing state refers to
conditions. This output torque
the conditions where the power provided for
increases/decreases with the
the flywheel by the engine is negative. In this
decrease/increase of engine speed. As many
case, engine friction and pumping loss can be

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new ―Interference Factors‖ appear in switching 3.6 Evaporative Emission Control

on/off the A/C compressor or shifting gear with For the reason of external radiant heat and oil
automatic transmission, a larger torque is return heat transfer, the fuel in the fuel tank is
required by the system to deal with them. heated and becomes a fuel vapor which
When the engine temperature is much lower, contains a lot of HC ingredients and thus
the increase of torque is also required to cannot be directly discharged into the
compensate larger internal friction loss and/or atmosphere according to the Evaporative
maintain a higher idle speed. The sum of all Emission Standards. In the system, the fuel
these output torque requirements will be vapor travels through a duct, then enters the
transferred to the torque coordinator which carbon canister and at last is cleaned and
deals with and computes the requirements blown into the engine for combustion when
and obtains the relevant charging density, appropriate. Vapor flow is controlled by ECU
mixture ingredient and ignition timing. only when the  closed-loop control system
3.5  Closed-loop Control works under the closed-loop condition.
Exhaust aftertreatment is an effective way to 3.7 Knock Control
reduce the concentration of harmful The knock sensor properly installed in the
substances in the waste gas. The three-way engine is intended to detect the characteristic
catalytic converter can effectively reduce vibration when knock occurs, and convert
hydrocarbon (HC), carbon monoxide (CO) and such vibration into electronic signals which will
nitrogen oxides (NOx) by 98% or more where be transmitted to ECU and processed here.
they are converted into water (H2O), carbon Special process algorithm will be used by
dioxide (CO2) and nitrogen (N2). Such high ECU to check if knock occurs in each cylinder
efficiency can only be achieved when the during a combustion cycle. Once knock is
engine is operated within a narrow range detected, knock closed-loop control will be
around the excess air factor =1. The goal of triggered. After knock danger is eliminated,
 closed-loop control is to ensure the mixture ignition for the affected cylinder will be
density is within this range. gradually pushed to the predetermined ignition
 closed-loop control system can work only advance angle again.
when the oxygen sensor is equipped, which
The threshold of knock control has good
monitors the oxygen contents in the waste gas
adaptability to different conditions and fuels of
at the side of three-way catalytic converter.
different grades.
Lean mixture (1) produces about 100mV
sensor voltage while the rich mixture produces
about 900mV sensor voltage. In case of =1,
an abrupt change appears in the sensor
voltage.  closed-loop control responds to the
input signal (1 indicating too lean mixture
and 1 indicating too rich mixture) to modify
the control variable and produces a modifying
factor which serves as the multiplier to modify
the fuel injection duration.

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Section 4 Introduction to System Malfunction Diagnosis

4.1 Malfunction Information Records
The engine ECU constantly monitors the sensors, the actuators, the relevant circuits, the
malfunction indicators, the battery voltage as well as the engine ECU itself and also detects the
reliability of the sensor output signals, the actuator drive signals and the internal signals (such as
 closed-loop control, coolant temperature, knock control, idle speed control and battery voltage
control). In case certain faulty part or unreliable signal value is detected, a malfunction
information record will be made immediately by ECU, stored on the RAM memory in the form of
DTC and displayed in order of appearance.
The malfunctions can be divided into ―Steady-state Malfunction‖ and ―Intermittent Malfunction‖ as
per their frequency of occurrence (e.g. malfunctions caused by temporary wire harness broken
circuit or poor connection of connectors).

Function diagnosis

Function diagnosis Function diagnosis

ECU

Control command
Data acquisition

Sensor Actuator

Engine

Fig. 2.4 Schematic Diagram of Troubleshooting EFI System

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4.2 Three Malfunction Classes CLASS 33

CLASS 5
→ Actions taken to set DTC
→ Actions taken to set DTC
★ Once any malfunction occurs, the
★ Once any malfunction occurs, the
corresponding DTC and information enter into
corresponding DTC and information enter into
the DTC memory.
the DTC memory.
★The malfunction appears for two seconds
★The malfunction occurs in three consecutive
and is acknowledged, but the ECU doesn’t
driving cycles and is acknowledged, but the
light the malfunction indicator.
ECU doesn’t light the malfunction indicator.
→ Conditions to clear malfunction indicator /
→ Conditions to clear malfunction indicator /
DTC
DTC
★After the malfunction is confirmed, run one
★After the malfunction is confirmed, run three
driving cycle free of failure, and the
consecutive driving cycles free of failure, and
malfunction is eliminated.
the malfunction is eliminated.
★ For confirmed malfunction, the DTC is
★ For confirmed malfunction, the DTC is
cleared after 40 consecutive warm-up cycles
cleared after 40 consecutive warm-up cycles
free of failure when the malfunction is
free of failure when the malfunction is
eliminated.
eliminated.
★ For intermittent malfunction, the DTC is
★ For intermittent malfunction, the DTC is
cleared after 20 consecutive warm-up cycles
cleared after 40 consecutive warm-up cycles
free of failure.
free of failure.
4.3 Control Strategy of Malfunction Indicator
CLASS 31 Malfunction free
★When the ignition switch is ON, the
→ Actions taken to set DTC
malfunction indicator lights and goes off after
★ Once any malfunction occurs, the
4 seconds;
corresponding DTC and information enter into
★ Start in 4 seconds, and malfunction
the DTC memory.
indicator is off when the speed signal is
★The malfunction occurs in three consecutive
detected;
driving cycles and is acknowledged, but the
★After K-wire has been grounded over 2.5
ECU lights the malfunction indicator.
seconds, the malfunction indicator flashes at
→ Conditions to clear malfunction indicator /
the frequency of 2 Hz.
DTC
Malfunction exists
★After the malfunction indicator is lit, the
★When the ignition switch is ON, the
malfunction is eliminated after one driving
malfunction indicator is constantly on;
cycle free of failure, and the malfunction
★The indicator is off after started and the
indicator is turned off.
speed signal is detected; if the malfunction
★ For confirmed malfunction, the DTC is
indicator is defined as ON, it will be constantly
cleared after 40 consecutive warm-up cycles
on if the corresponding conditions for
free of failure when the malfunction is
recognition are met;
eliminated.
★After K-cable has been grounded over 2.5
★ For intermittent malfunction, the DTC is
seconds, the flicker code is the P-CODE. For
cleared after 20 consecutive warm-up cycles
example: for P0203, the indicator flickers in
free of failure.

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this way: flicker ten times continuously – throttle position, ignition advance angle,
interval – flicker twice continuously- interval - injection pulse width, intake air pressure,
flicker ten times continuously - interval – intake air temperature, speed, system voltage,
flicker three times continuously. fuel injection correction, erosion rate of the
4.4 Four Malfunction Types canister, idle air control, oxygen sensor
B_mxdfp: maximum malfunction; signal waveform;
exceeds the upper limit of normal range. 2. Target rotational speed, relative load of the
B_mndfp: minimum malfunction; signal engine, ambient temperature, ignition closing
exceeds the lower limit of normal range. time, evaporator temperature, intake air flow
B_sidfp: signal malfunction; no signal. rate, fuel consumption;
B_npdf: unreasonable malfunction; has a 3. Voltages of throttle position sensor signal,
signal, but the signal is unreasonable. coolant temperature sensor signal, intake
4.5 Connection of Electric Diagnostic Tester temperature sensor signal, intake pressure
The system uses "K" cable communication sensor signal, knock sensor pin 1# signal and
protocol and ISO 9141-2 standard diagnostic knock sensor pin 2# signal.
connector, as shown in Fig. 2.5. This standard
II. EFI system status display
diagnostic connector is fixedly connected on
State of the burglar alarm system, security,
the engine wiring harness. For the standard
programming, cooling system, steady working
diagnostic connector, 4#, 7# and 16# pin are
condition, dynamic working condition,
used to diagnose the engine management
emission control, oxygen sensor, idling,
system (EMS). 4# pin is connected with the
malfunction indicator, emergency working
ground wire on the vehicle; 7# pin is
condition, air-conditioning system, automatic
connected with 71# pin of ECU, that is, the
transmission / torque request
engine data cable ―K‖; 16# pin is connected
with the positive pole of battery. III. Actuator test function
Malfunction indicator, fuel pump, air
conditioning relay, fan, ignition, fuel injection
(single-cylinder oil cut-off)

IV. Odometer display

Running mileage, running time

V. Version information display

Fig. 2.5 ISO9141-2 Standard Diagnostic
Chassis frame number (VIN), ECU hardware
Connector
number, ECU software number
Communication between the engine ECU
and the external diagnostic tester can be VI. Malfunction display
established with the cable “K” and the Intake air pressure sensor, intake air
following operations can be performed: temperature sensor, engine coolant
(Refer to ―M7 Diagnostic Tester Introduction‖ temperature sensor, throttle position sensor,
for functions as well as operations of oxygen sensor, oxygen sensor heating circuit,
diagnostic tester) air-fuel ratio correction, injector of each
cylinder, fuel pump, knock sensor, speed
I. Engine parameter display
sensor, phase sensor, canister control valve,
1. Rotational speed, coolant temperature,

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cooling fan relay, vehicle speed signal, idle Part 3 M7 System

speed, idle speed regulator, system voltage,
Component Structure,
ECU, air conditioning compressor relay,
evaporator temperature sensor, malfunction
Principle and
indicator Troubleshooting
4.6 Reading Malfunction Information as per
Flicker Code Section 1 Intake Air Pressure
Turn on the ignition switch and ground the and Temperature Sensor
engine data cable K (7# pin of standard
diagnostic connector) for over 2.5 seconds. If Diagrams and pins
DTC is memorized in ECU malfunction
memory, the engine malfunction indicator
outputs the flicker code, that is, P-CODE
value. For example: for P0203, the indicator
flickers in this way: flicker ten times
continuously – interval – flicker twice
continuously- interval - flicker ten times
continuously - interval – flicker three times
continuously.

Section 5 Description of Related Fig. 3-1 Intake Air Pressure and Temperature
Problems Sensor

System features:
Multi-point sequential injection system;
The new engine functional structure of
variable torque has strong expandability and
is easily compatible with other systems;
New modular software structure and hardware
structure ensures high portability;
Use cylinder detection signal (phase sensor
PG3.8);
Use 60-2 tooth signal plate to identify speed
signal (speed sensor DG6);
Stepper motor air control;
Achieve idle torque closed-loop control;
Independent knock control in cylinder order
Fig. 3-2 Circuit Diagram of Intake Air Pressure
(knock sensor KS-1-K);
and Temperature Sensor
Feature catalytic converter heating and
protection;
Pin:
Integrate limp home function; 1# ground;
Integrate flicker code function 2# intake air temperature signal output;

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3# connected to 5V;
4# intake air pressure signal output

1.1 Installation Position

This sensor consists of two sensors i.e. intake
manifold absolute pressure sensor and intake
air temperature sensor, which are mounted on
the intake manifold.
1.2 Principle
The sensor element of intake manifold
absolute pressure consists of one silicon chip. Fig. 3-3 Sectional View of Intake Manifold
A pressure diaphragm is etched in the silicon Absolute Pressure and Intake Air Temperature
chip. The pressure diaphragm has four piezo Sensor
resistors, which form a Wheatstone bridge as 1. Seal ring, 2. Stainless steel sleeve, 3. PCB
a strain element. In addition to this pressure board, 4. Sensing element, 5. Housing, 6.
diaphragm, the silicon chip also integrates Pressure holder, 7. Welding connection, 8.
signal processing circuit. The silicon chip and Adhesive connection
a metal housing form a closed space, in which 1.3 Technical Characteristics Parameters
the absolute pressure of the air within the 1.3.1 Limit data
reference space is close to zero. Thus a Paramete Value Unit
microelectronic mechanical system is formed. r Min. Typ. Max.
Supply 16 V
The active surface of the silicon chip is subject voltage
to a pressure near zero, and the back is resistance
subject to the intake manifold absolute Pressure 500 kPa
pressure introduced through a pipe. The resistance
Storage -40 +130 C
thickness of the silicon chip is only a few temperatu
micrometers (m), so that the change of re
intake manifold absolute pressure will cause resistance
mechanical deformation of the silicon chip, 1.3.2 Characteristic Data
four piezo resistors deform, and the resistance
Parameter Value Unit
value also changes. After processed by the Min. Typ. Max.
signal processing circuit of the silicon chip, the Range of 20 115 kPa
voltage signal which has a linear relationship pressure
test
with the pressure is formed.
Operating -40 125 C
Intake air temperature sensor element is a temperature
negative temperature coefficient (NTC) Voltage of 4.5 5.0 5.5 V
resistor, which changes with the intake air operating
power
temperature; this sensor feeds a voltage that supply
represents the intake air temperature changes Current at 6.0 9.0 12.5 mA
to the controller. US = 5.0V
Load -0.1 0.1 mA
current of
the output
circuit

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Load 50 k etc.), no condensed water will be formed on

resistance the pressure-sensitive element.
to ground or
battery Drilling and fixation on the intake manifold
Response 0.2 ms must be carried out in accordance with the
time supplier drawing, in order to ensure long-term
Weight 27 g
sealing and resistance to the erosion of
1.3.3 Transfer function of the pressure media.
sensor In addition to the impact of part joints, the
UA= (c1 pabs+c0) Us reliable contact of electrical connection also
In which, UA = signal output voltage (V) depends on the material quality and
US = supply voltage (V) dimensional accuracy of the connector.
Pabs = absolute pressure (kPa) 1.5 Malfunction and Identification
c0=-9.4/95  Malfunction: flameout, poor idling.
c1=0.85/95 (1/kPa)  General reasons: 1. Unusual high voltage
It is seen from the above formula that the or reverse current in the process of using;
signal output voltage of the pressure sensor at 2. Vacuum components are damaged in
atmospheric pressure is close to the power the process of service.
supply voltage.  Service notice: in the process of service,
If the supply voltage is 5V, the signal output it is prohibited to impact the vacuum
voltage of the pressure sensor when the components with high-pressure gas; if
throttle is fully open is about 4V. any malfunction is discovered and the
1.3.4 Limit data of temperature sensor sensor should be replaced, check
Storage temperature: -40 / +130C whether the generator output voltage and
Carrying capacity at 25C: 100mW current are normal.
1.3.5 Characteristic data of temperature  Simple measuring method:
sensor
Temperature sensor: (remove the connector)
Operating temperature: -40 / +125C switch the digital multimeter to Ohm, connect
Rated voltage: run with pre-resistor 1 k at 5 the two meters to 1# pin and 2# pin of the
V, or with test current 1mA sensor respectively, the rated resistance at
Rated resistance at 20C: 2.5 k  5% 20°C is 2.5kΩ±5%, and other relevant
The temperature-time coefficient in the air 63, resistance values can be measured with
v = 6m/s: 45s above characteristic curve. Simulation method
1.4 Installation Considerations can also be used for measurements, that is,
The sensor is designed to be installed in the supply air to the sensor with a hair dryer (do
intake manifold plane of the automobile not get too close), and observe the change in
engine. Pressure pipe and temperature the sensor resistance, which should be
sensor are protruding in the intake manifold, decreased.
and are sealed from the atmosphere with an
O-ring. Pressure sensor: (attach the connector)
If the sensor is attached to the vehicle in a switch the digital multimeter to DC voltage,
suitable manner (extracting pressure from the connect the black tip to the ground and
intake manifold, pressure pipe inclining down, connect the red tip to 3# pin and 4# pin

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respectively. In idling state, #3 pin should

have a reference voltage of 5V, 4# pin is about
1.3V (specific value depends on model); in
no-load state, slowly open the throttle, the
voltage of #4 pin doesn’t change significantly;
quickly open the throttle, the voltage of #4 pin
can reach 4V instantaneously (specific value d
epends on model) and then decrease to about
1.5V (specific value depends on model).

Fig. 3-6 Circuit Diagram of Throttle Position

Sensor
Pin: when the throttle rotates
counter-clockwise (from sensor to throttle in
the direction of the throttle shaft): 1#
connecting to ground; 2# connecting to 5V
power supply;
When the throttle rotates clockwise (from
sensor to throttle in the direction of the throttle
Fig. 3-4 NTC Resistance Characteristic Curve shaft): 1# connecting to 5V power supply; 2#
of Intake Temperature Sensor connecting to ground; 3# connecting to output
signal
2.1 Installation Position
Section 2 Throttle Position Mounted in the throttle body.
Sensor 2.2 Principle
This is an angle sensor with linear output,
consisting of two arc-shaped slider resistors
and two slider arms. The shaft of the slider
arm is connected to the throttle shaft in the
same axis. Both ends of the slider resistor are
applied with 5V supply voltage US. When the
throttle is rotating, the slider arm follows,
moves on the slider resistor at the same time,
and the contact potential UP is led to output
voltage. Therefore, it is actually a corner
potentiometer, which outputs voltage signal
proportional to the throttle position.
Fig. 3-5 Throttle Position Sensor
2.3 Technical Characteristics
Parameters
(3) Limit data
Parameter Value Unit

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Mechanical 95  2.4 Installation Considerations

angle between  Considering the leakage at throttle shaft
the two limit
positions seal after long-term running, it is
Available 86  recommended to deflect the throttle valve
electrical angle shaft at least 30° with respect to the
between the
vertical direction.
two limit
positions  The allowable tightening torque of
Permissible 18 A fastening screws is 1.5Nm~2.5 Nm.
slider arm 2.5 Malfunction and Identification
current
 Malfunction: poor acceleration.
Storage -40/+130 C
temperature  General reason: man-made.
Permissible 700 m/s2  Service notice: Note installation position.
vibration
 Simple measuring method:
acceleration
(remove the connector) switch the digital
(4) Characteristic data multimeter to Ohm, connect the two meters to
Parameter Value Unit 1# pin and 2# pin of the sensor respectively,
Min. Typ. Ma and the resistance under normal temperature
x.
is 2kΩ±20%. Connect the two meters to 1# pin
Total 1.6 2.0 2.4 k
resistance and 3# pin respectively, turn the throttle, the
(terminal resistance changes in linear with the throttle
1-2) opening, while 2# pin and 3# pin are reverse.
Slider
protection 710 13 
resistor 80 Note: While observing changes in
(Slider at resistance, check whether the resistance
Zero
value has larger jump.
position,
terminal
2-3 )
Operating -40 13 C
temperature 0
Power 5 V
voltage
Voltage 0.04 0.0
ratio at the 93
right limit
position
Voltage 0.87 0.9
ratio at the 3 60
left limit
position
UP/US 0.00 1/
increment 927
rate with the
increase of
throttle
angle
Weight 22 25 28 g

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Structure diagram
Section 3 Coolant Temperature
Sensor
Diagrams and pins

1. Electrical connector
2. Housing
3. NTC resistor

Fig. 3-7 Coolant Temperature Sensor

Fig. 3-9 Coolant Temperature Sensor Section
Resistance

Fig. 3-8 Circuit Diagram of Coolant

Temperature Sensor Temperature
Pin: the sensor consists of two pins, which are
interchangeable. Fig. 3-10 Coolant Temperature Sensor
3.1 Installation Position Characteristic Curve
Mounted in the engine outlet. 3.3 Technical Characteristics Parameters
3.3.1 Limit data
3.2 Principle Parameter Value Unit
This sensor is a negative temperature Rated voltage Only run with
ECU
coefficient (NTC) thermistor, the resistance of Rated resistance at 2.55% k
which decreases with the rise in coolant 20C
temperature, but not a linear relationship. The Operating -30~+130 C
negative temperature coefficient thermistor is temperature
Maximum 1 mA
mounted on a copper surface, as shown in the measurement
following figure. current through the
sensor

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Permissible 600 m/s2

vibration
acceleration
3.3.2 Characteristic data
N Resistance (k) Tem
o Temperature Temperature perat
. Tolerance  Tolerance 0C ure
1C (C)
Min. Max. Min. Max.
1 8.16 10.7 8.62 10.28 -10
4
2 2.27 2.73 2.37 2.63 +20
3 0.290 0.35 0.299 0.345 +80
4
Fig. 3-11 Knock Sensor without Cable
3.4 Installation Considerations
The coolant temperature sensor is mounted
on the cylinder, and the copper heat sleeve is
inserted into the coolant. The sleeve is
threaded, and the coolant temperature sensor
can be easily screwed into the threaded hole
in the cylinder body with the hexagonal head
of the sleeve. Permitted maximum tightening
torque is 20Nm.
Fig. 3-12 Knock Sensor with Cable

3.5 Malfunction and Identification

 Malfunction: difficult to start
 General reason: man-made.
 Simple measuring method:
(Remove the connector) switch the digital
multimeter to Ohm, connect the two meters to
1# pin and 2# pin of the sensor respectively,
the rated resistance at 20°C is 2.5kΩ±5%, and
other values can be measured with above
characteristic curve. Simulation method can
also be used for measurements, that is, put
the working area of the sensor into boiling Fig. 3-13 Knock Sensor Circuit Diagram
water (soak for sufficient time), and observe
the change in the sensor resistance, which
should decrease to 300Ω-400Ω (specific
values depending on water temperature).

Section 4 Knock Sensor

Diagrams and pins

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equipped with or without cable.

1. Vibration
block
2. Housing
3. Piezoelectric
ceramic body

Sensitivity
4. Contact
5. Electrical
connector
Frequency

Fig. 3-15 knock Sensor Frequency Response

Fig. 3-14 Knock Sensor Section
Curve
Pin: 1# and 2# pin connecting to ECU; 3# pin
4.3 Technical Characteristics Parameters
connecting to shielding.
(1) Limit data

4.1 Installation Position Parameter Value Unit

Min. Typ. Max.
Three-cylinder engine is mounted in the Operating -40 +130 C
middle of cylinder 2; 4-cylinder engine is temperature
mounted between the cylinder 2 and 3.
(5) Characteristic data

4.2 Principle Parameter Value Unit

New sensor 268 mV/g
The knock sensor is a vibration acceleration sensitivity to 5kHz
sensor, which is mounted in the engine signal
cylinder block. One or more sensors are Linearity between Linearity at
3 and 15kHz 5kHz  15%
permissible. The sensitive element of the
Linearity in 15~39 mV/g
sensor is a piezoelectric element. The resonance
vibration of the engine cylinder is passed to Changes over ≤-17%
the piezoelectric crystals through the mass lifetime
block within the sensor. Due to the pressure
Main resonance 20 kHz
frequency
generated by the vibration of the mass block, Resistan 1 M
the piezoelectric crystal generates voltage in Imped ce
the two pole faces and converts the vibration ance Capacita 1200400 pF
nce
signal into AC voltage signal output. The
Including 28060 pF/m
frequency response curve is shown in the cable
figure below. Since the frequency of the capacita
vibration signal caused by the engine knock is nce
Leak resistance 4.815% M
much higher than the frequency of the normal (Resistance
engine vibration signal, the knock signal and between two
non-knock signal can be distinguished after output terminals
of the sensor)
the signals of the knock sensor are processed
Sensitivity -0.06 mV/g
by the ECU change caused K
The structure of the knock sensor may be by temperature

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4.4 Installation Considerations Section 5 Oxygen Sensor

The knock sensor has a hole in the middle,
and is fastened to the cylinder body with an Diagrams and pins
M8 bolt. A cylinder block of aluminum alloy
uses 30mm long bolt; the cylinder block of
cast iron uses 25mm long bolt. The tightening
torque is 205Nm. The installation position of
the sensor accepts the vibration signal from all
cylinders easily. The modal analysis of the
engine block should be used to determine the
best installation location of the knock sensor.
Do not expose the sensor to any liquid for
long time, such as engine oil, coolant, brake Fig. 3-16 Oxygen Sensor
fluid and water. Do not use any type of gasket
for installation. The sensors must be close to
the cylinder block with its metal surface. For
wiring of sensor signal cable, do not let the
signal cable resonate to avoid breakage.
Avoid turning on the high voltage between 1#
and 2# pin of the sensor, or else it might
damage the piezoelectric element.

Fig. 3-17 Oxygen Sensor Section

4.5 Malfunction and Identification
 Malfunction: poor acceleration.
 General reason: a variety of liquids, such
as engine oil, coolant, brake fluid, and
water contact the sensor for long time,
which will corrode the sensor.
 Service notice: (refer to Installation
Considerations)
 Simple measuring method:
(Remove the connector) switch the digital Fig. 3-18 Oxygen Sensor
multimeter to Ohm, connect the two meters to
1# and 2#, 1# and 3# pin of the sensor
respectively, and the resistance under normal
temperature should be higher than 1MΩ.
Switch the digital multimeter to millivolts, tap in
the vicinity of the knock sensor with a hammer,
and there should be voltage signal output at
this time.

Fig. 3-19 Oxygen Sensor Circuit Diagram

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The oxygen sensor is equipped with cable.

The other end of the cable is the electrical
connector. The electrical connector of the
oxygen sensor produced by our company has

Output voltage
four pins:
1# is connected to the positive pole of heating
power supply (white);
2# is connected to the negative pole of
heating power supply (white);
3# is connected to signal negative pole
(Grey);
Excess Air Coefficient
4# is connected to signal positive pole (black).
5.1 Installation Position
Fig. 3-20 600C Oxygen Sensor Characteristic
Mounted in the front of the exhaust pipe
Curves
5.2 Principle
If the mixture is rich, the oxygen ion
The sensing element of the oxygen sensor is
concentration difference inside and outside
a ceramic tube with pore, the outside of the
the ceramic pipe is very high, the potential
pipe wall is surrounded by the engine exhaust
difference is high, a large amount of oxygen
gas, and the inside is connected to the
ions move from the inside to the outside, and
atmosphere. Sensing ceramic pipe wall is a
the output voltage is high (800mV-1000mV); if
solid electrolyte with electric heating pipe, as
the mixture is lean, the oxygen ion
shown in Fig. 3-17.
concentration difference inside and outside
The work of the oxygen sensor is achieved by the ceramic pipe is very low, the potential
converting the oxygen ion concentration difference is low, only a small amount of the
difference inside and outside of the sensing oxygen ions move from the inside to the
ceramic pipe into voltage signal. When the outside, and the output voltage is low (about
temperature of the sensing ceramic pipe 100mV). The signal voltage has sudden
reaches 350°C, it has the characteristics of change at the theoretical equivalent air-fuel
solid electrolyte. Because of its special ratio (λ = 1), as shown in above figure.
materials, the oxygen ions can freely pass
through the ceramic pipe. With this feature,
the concentration difference is converted into
electrical potential difference, thereby forming
an electrical signal output.

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5.3 Technical Characteristics Parameters

5.3.1 Limit data
Parameter Value Unit
Min. Typ. Max.
Storage temperature -40 +100 C
Ceramic tube end 200 850 C
Operating Hexagon head for housing 570 C
temperature Metal snap ring and connecting 250 C
cable
Connector plug 120 C
Max. Bleeding at the end of ceramic 930 C
permissible tube
temperature
during turning Hexagon head for housing 630 C
on the heating
element (at
most 10
minutes each Metal snap ring and connecting 280 C
time and 40 cable
hours in total)
Permissible temperature change rate at the end of 100 K/s
ceramic tube
Permissible ceramic element temperature when 350 C
condensate water exists at the discharge side
Random 800 m/s2
(peak)
Permissible Simple harmonic vibration 0.3 mm
vibration of (Vibration shift)
housing Simple harmonic vibration 300 m/s2
(Vibration acceleration)
350Uninterrupted direct current at 350C Absolute A
value
10
Max. uninterrupted alternating current when 20 A
discharge temperature  350C and f1Hz
Permissible fuel additive Unleaded gasoline or 0.15g/L lead
permissible
Engine oil consumption and combustion Permissible value and data must be
confirmed by the customer through tests
of an appropriate size. Standard:
0.7L/1000km

5.3.2 Characteristic data

Parameter New After 250-hour bench test

Discharge temperature for 350C 850C 350C 850C
establishment of characteristic data
Sensing element voltage (mV) 840±70 710±70 840±80 710±70
when =0.97 (CO=1%)
Sensing element voltage (mV) 20±50 50±30 20±50 40±40
when =1.10

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Internal resistance of sensing  1.0 0.1 1.5 0.3

element (k)
Response time (ms) <200 <200 <400 <400
(600mV to 300mV)
Response time (ms) <200 <200 <400 <400
(300mV to 600mV)

5.3.3 Electric data of sensor

Parameter Value Unit

Insulation resistance Heating element powers off at room 30 M
between the new temperature
sensor heating element Discharge temperature 350C 10 M
and the sensor Discharge temperature 850C 100 k
connector
Rated voltage 12 V
Supply voltage on the Uninterrupted working voltage 12~14 V
plug Working voltage maintained for no more 15 V
than 1% of the total service life (discharge
temperature 850C)
Working voltage maintained for no more 24 V
than 75 seconds (discharge temperature
350C)
Test voltage 13 V
Heating power when attaining thermal equilibrium under 13V working 12 W
voltage
(discharge temperature at 350C; discharge flow rate at about 0.7
m/s)
Heating current when attaining thermal equilibrium under 13V working 5 A
voltage
(discharge temperature at 350C; discharge flow rate at about 0.7
m/s)
Fuse wire of heating circuit 8 A

5.3.4 Service life

The service life of oxygen sensor depends on the lead contents in the gasoline (see the table
below).

Lead contents in gasoline (g/L) Service life (km)

0.6 30000
0.4 50000
0.15 80000
0.005 (unleaded gasoline) 160000

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5.4 Installation Considerations water accumulate in front of the sensor.

 The oxygen sensor should be installed in  Do not improperly heat the cable metal
the exhaust pipe to ensure the position snap ring of the oxygen sensor,
that represents exhaust components and especially after stopping the engine.
meets the predetermined temperature  Do not use cleaning liquid, oily liquid or
limits. The installation site should be as volatile solid on the plug of the oxygen
close as possible to the engine. The sensor.
exhaust pipe should be provided with  The thread of the oxygen sensor is
threads for screwing the oxygen sensor, M181.5.
as shown below.  The size of hex head wrench for the
oxygen sensor is 22-0.33.
 The tightening torque for the oxygen
sensor is 40~60Nm.
5.5 Malfunction and Identification
 Malfunction: poor idling, poor acceleration,
excessive exhaust, fuel consumption is
too high, etc.

 General reason: 1. moisture enters the

sensor, temperature changes suddenly,
and the probe fractures; 2. Oxygen
sensor "poisoned" (Pb, S, Br, Si)

Fig. 3-21 Mounting Position of Oxygen Sensor  Service notice: Do not use cleaning liquid,
 Mounting type of oxygen sensor oily liquid or volatile solid for the oxygen
The oxygen sensor should be mounted to sensor during servicing.
keep at least 10° angle with the horizontal
plane and keep the sensor tip downwards, in  Simple measuring method:
order to avoid condensate water
accumulating between the sensor housing and (remove the connector) switch the digital
ceramic tube during cold start, as shown multimeter to Ohm, connect the two meters to
below. 1# (white) and 2# (white) pin of the sensor
respectively, and the resistance under normal
temperature is 1~6Ω.

(Connect to the connector) in idle state, switch

the digital multimeter to DC voltage when the
Fig. 3-22 Mounting Type of Oxygen Sensor
oxygen sensor reaches its working
 Requirements of exhaust pipe: quickly
temperature of 350℃, connect two meters to
heat the exhaust pipe in the front area of
3# (grey) and #4 (black) pin of the sensor
the oxygen sensor. If possible, the
respectively, and the voltage should fluctuate
exhaust pipe should be designed to tilt
between 0.1-0.9V quickly at this time.
downwards, in order to avoid condensed

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Section 6 Speed Sensor (Only 1. Shielded cable, 2. Permanent magnet, 3.

for Distributorless System) Sensor housing, 4. Mounting bracket, 5.
Winding magnetic core, 6. Coil, 7. Air gap,
Diagrams and pins 8.60-2 ring gear
Pin: The speed sensor used for the M7.9.7
electronic control system has two types of
connectors, as shown below. There are two
types of pin. The system uses the connector
shown in Fig. 3-26.

Fig. 3-23 Speed Sensor

Fig. 3-26

Fig. 3-24 Speed Sensor Circuit Diagram

Fig. 3-25 Speed Sensor Section

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6.1 Installation Position

On the rear flywheel plane of the engine
6.2 Principle

The speed sensor and the pulse wheel cooperate to provide engine speed information and
crankshaft TDC information in the distributorless ignition system. The speed sensor consists of a
permanent magnet and the coil outside of the magnet. The pulse wheel is a chain ring, which has
60 teeth and two teeth vacancies originally. The pulse wheel is mounted on the crankshaft, and
rotates with a crankshaft. When the tooth tip passes next to the end portion of the speed sensor,
the pulse wheel made of ferromagnetic material is cutting the magnetic lines of the permanent
magnet in the speed sensor, generates induced voltage in the coil, and outputs as the speed
signal

Fig. 3-27
3# connecting to shielding; 1# and 2# connecting to signal cable
6.3 Technical Characteristics Parameters
6.3.1 Limit data

Parameter Value Unit

Min. Typ. Max.
Coil zone -40 +150 C
Transition zone Mixed Mixed C
Temper Wire zone -40 +120 C
ature Storage temperature -20 +50 C
toleran Ambient temperature when not -40 +120 C
ce of running
PUR
Long-term ambient -40 +120 C
wire
temperature when running
speed
sensor
Short-term 150 hours +150 C
(see
ambient 380 hours +140 C
temperature
the
when running
figure
below)
Lifetime in wire 150 hours +150 C
zone 380 hours +140 C
1130 hours +130 C

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Coil zone -40 +150 C

Temper Transition zone Mixed Mixed C
ature Wire zone -40 +130 C
toleran Storage temperature -20 +50 C
ce of Ambient temperature when not -40 +130 C
H&S running
wire
Long-term ambient -40 +130 C
speed
temperature when running
sensor
(see
Short-term ambient +150 C
temperature when running
the
figure
Lifetime in wire 500 hours +150 C
below)
zone 200 hours +160 C

Vibration 20~71Hz Acceleration 40 m/s2

resistance of each 71~220Hz Amplitude 0.2 mm
plane for 168 hours
Permissible magnetic strength of external 2 kA/m
magnetic field in the opposite direction
Insulation New state 1 M
resistance (10s, Usage period ends 100 k
100V test voltage)
Voltage resistance (1-3s, 1200V AC) Must not breakdown

Wire zone

Transition zone

Coil zone

Fig. 3-28 Three Temperature Zones of Speed Sensor

6.3.2 Characteristic data
Parameter Value Unit
Min. Typ. Max.
Resistance at 20C room temperature 731 860 989 
Inductance 310 370 430 mH
Output voltage when the crankshaft 1650 mV
rotates at 416 RPM

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6.4 Installation Considerations

 Take out the speed sensor only when it will be mounted onto the car or the test device soon.
 Mount the speed sensor by pressing rather than hammering.
 Partially sealed bolts M612 are recommended to fix the speed sensor.
 The tightening torque is 82Nm.
 The air gap between the speed sensor and the pulse wheel is 0.8~1.2 mm.
 Dimensions d (see the figure below): 4.7mm.

Fig. 3-29 Speed Sensor Installation

6.5 Malfunction and Identification

 Malfunction: can’t start
 General reason: man-made.
 Service notice: Mount the speed sensor by pressing rather than hammering during servicing
 Simple measuring method:
(Remove the connector) switch the digital multimeter to Ohm, connect the two meters to 2# pin
and 3# pin of the sensor respectively, and the resistance at 20℃ is 860Ω±10%.

(Connect the connector) switch the digital multimeter to AC voltage, connect the two meters to #2
and #3 pin of the sensor respectively, start the engine, and there should be voltage output. (It is
recommended to check with a car oscilloscope)

Fig. 3-30 Test Waveform Diagram

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Section 7 Phase Sensor (Only for Distributorless System)

Diagrams and pins
Fig. 3-3 Phase Sensor

Fig. 3-32 Phase Sensor Circuit Diagram

Pin:
Mark ―1‖ indicates grounding;
Mark ―2‖ indicates signal output;
Mark ―3‖ indicates positive power supply.
7.1 Installation Position
Camshaft cover.
7.2 Principle
This sensor is used to cooperate with pulse wheel inductive sensor in the occasion without
distributor and provide crankshaft phase information to ECU, i.e., to distinguish the compression
TDC and exhaust DTC of the crankshaft.
The sensor uses the Hall principle: Hall voltage depends on the changing magnetic field induction
intensity.

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Fig. 3-33 Hall Effect Principle

Hall Sensor Principle

When the current Is passes through the
semiconductor flake, the Hall voltage Vh
is generated in the right direction of the
current; the value is directly proportional
to magnetic field induction B (vertical to
current Is) and current Is. Hall voltage
depends on the changing magnetic field
induction intensity B.

Direction of rotation

Phase signal wheel

Output signal

Fig. 3-34 Phase Sensor Working Diagram (I)

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Fig. 3-35 Phase Sensor Working Diagram (II)

7.3 Technical Characteristics Parameters

Limit data
Parameter Value Unit
Min. Typ. Max.
Ambient temperature -30 +130 C
Mounting clearance 0.5 1.5 mm
Supply voltage 4.5 24 V
7.4 Installation Considerations
The sensor housing only has one hole, which is used for fastening.
7.5 Malfunction and Identification
 Malfunction: excessive emissions, increased fuel consumption, etc.
 General reason: man-made.
 Simple measuring method:
(Connect the connector) turn on the ignition switch but do not start the engine; switch the digital
multimeter to DC voltage, and connect the two meters to 3# and 1# pin of the sensor respectively;
ensure that the reference voltage is 12V. Start the engine, and check whether the 2# pin signal is
normal with the car oscilloscope

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Section 8 Electronic Controller Unit

Power supply
Fuel injector 1
Ignition
6 x 2,2A Fuel injector 2
Main relay
5V output 1 70V Fuel injector 3
5Voutput 2 Motronic-IC
Crankshaft sensor Fuel injector 4
Self-diagnostic K-line 80C167CR Idle speed regulator
Output supply
Output 2 x 2,2A
Carbon canister control
stages 45V valve
MIL
Knock sensor Motronic-IC 2 x 2,7A Exhaust gas recycle control
45V Malfunction indicator
5V-Flash
Intake air pressure sensor 4 x 0,6A Fuel pump relay
512 KB
Oxygen sensor 45V A/C relay
Battery Fan 2
Coolant temperature sensor RAM Fan 1
Intake air temperature 32 KB
Analog
Exhaust gas recycle
interface Engine speed output
potentiometer
Output 4x50 mA Reserved
Exhaust gas recycle pressure network
Port Expander Generator output
Throttle position stages
MIL request
A/C temperature
A/C pressure
Ign. driver Ignition control 1
Oxygen sensor
Acceleration sensor
EEPROM Ign. driver Ignition control 2
Fuel level signal
Reserved 1024 Byte
Reserved Oxygen sensor
MOSFET heating (LSH25)
Generator input
Crankshaft signal
Vehicle speed signal Oxygen sensor heating
E.S.COD1 Digital MOSFET (LSH25)
E.S.COD2 interface
Reserved
Reserved network
A/C switch signal Stepper Stepper motor A
A/C compressor signal Stepper motor B
motor Stepper motor C
Reserved
driver Stepper motor D

Password MUX

Reserved
Output 4x0,6 A Reserved
CAN
CAN Bus Driver Reserved
stages Reserved

bold: basic / thin: options

Fig. 3-36 ECU Electrical Schematic Diagram

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Fig. 3-37 ECU Outline Drawing

8.1 Installation Position
Front passenger compartment

ECU

8.2 Principle
(1) Functions • Engine malfunction indicator
• Multi-point sequential injection • Fuel rationing correction
• Control ignition • Output of engine speed signal (TN signal)
• Idle speed control • Vehicle speed signal input
• Knock control • Malfunction self-diagnosis
• Provide sensor power supply: 5V/100mA • Accept engine load signal
•  closed-loop control, adaptive
• Control carbon canister control valve
• A/C switch

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(2) ECU pin definitions:

Pin Connection point Type Pin Connection point Type

1 42
2 2# ignition coil Output 43
3 Ignition grounding Groun 44 Unsustained power Input
d supply
4 45 Unsustained power Input
supply
5 1# ignition coil Output 46 Carbon canister valve Output
6 2# fuel injector Output 47 4# fuel injector Output
7 3# fuel injector Output 48 Front oxygen sensor Output
heating
8 Engine speed output Output 49
9 50 Water tank and A/C Output
low-speed fan control
10 51 Electronic grounding Groun
d
11 52
12 Continuous power supply Input 53 Electronic grounding Groun
d
13 Ignition switch Input 54
14 Main relay Output 55 Rear oxygen sensor Input
signal
15 Engine speed sensor side A Output 56
16 Throttle position sensor Input 57 A/C pressure switch Input
17 Sensor grounding 1 Groun 58
d
18 Front oxygen sensor signal Input 59
19 Knock sensor side A 60
20 Knock sensor side B 61 Power grounding Groun
d
21 62 CAN-H
22 63 Unsustained power Input
supply
23 64 Idle speed control Output
valve A
24 65 Idle speed control Output
valve B
25 66 Idle speed control Output
valve C
26 Vacuum solenoid valve Output 67 Idle speed control Output
valve D
27 1# fuel injector Output 68 Water tank and A/C Output
high-speed fan control
28 Rear oxygen sensor heating Output 69 Fuel pump relay Output
29 70 A/C permission signal Output
30 71 Diagnostic K-line Output

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/input
31 72
32 5V power supply 2 Output 73
33 5V power supply 1 Output 74
34 Engine speed sensor side B Output 75 A/C request Input
35 Sensor grounding Groun 76 Power steering switch Input
d
36 Sensor grounding Groun 77 Blower compensation Input
d
37 Intake pressure sensor Input 78
38 79 Crankshaft position Input
sensor
39 Engine coolant temperature Input 80 Power grounding 2 Groun
sensor d
40 Intake temperature sensor Input 81 CAN-L
41

* indicates items being developed, which are for reference only.

8.3 Technical Characteristics Parameters
Limit data

Parameter Value Unit

Min. Typ. Max.
Normal operation 9.0 16.0 V
Battery voltage Limited function 6.0~9.0 16.0~18. V
0
Limit and duration 26.0V Retain partial function 60 s
of battery and be able to
overvoltage troubleshoot
withstand
Operating temperature -40 +70 C
Storage temperature -40 +90 C

8.4 Installation Considerations

 Note the ESD protection during installation
 Pay attention to the protection of plug pins
8.5 Malfunction and Identification
 Malfunction: unstable idle, poor acceleration, can not start, idle speed too high, excessive
exhaust, difficult to start, A/C failure, fuel injector control failure, flame out.
 General reasons: 1. the internal parts of ECU are burned due to electrical overload of the
external device; 2. circuit board corrosion due to water entering ECU.

 Service notice: 1. Do not disassemble ECU at discretion in the servicing process; 2. Please
remove the battery head at least one minute before removing ECU; 3. ECU must be
removed and stored properly before welding; 4. Do not install any wires to the ECU line.
 Simple measuring method:

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1. (Connect to the connector) read the engine malfunction record with engine data K line;
2. (Remove the connector) check whether ECU cable is intact, especially whether ECU power
supply and grounding line are normal;
3. Check whether the external sensor works normally, whether the output signal is credible, and
whether the line is intact;
4. Check whether the actuator works properly, and whether the line is intact;
5. Finally, replace ECU and test.

Section 9 EKP13.6 Electric Fuel Pump

Diagrams and pins

Fig. 3-38 Electric Fuel Pump

Main relay
Oil pump relay

Oil pump motor

Fig. 3-39 Electric Fuel Pump Circuit Diagram

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Pin: the electric fuel pump has two pins The maximum pressure of the electric fuel
connected to the fuel pump relay. The fuel pump outlet is determined by the pressure
pump housing next to the two pins is marked relief valve between 450 and 650kPa. The
with "+" and "-", which represent positive and system is free of oil return, and the pressure
negative respectively. of the entire fuel system is determined by the
9.1 Installation Position fuel pressure regulator, typically 350kPa.
In the fuel tank According to the needs of the engine, the
9.2 Principle electric fuel pump may have different flow
The electric fuel pump consists of DC motor, rates. To facilitate production, EKP13 series
vane pump and cover (integrated with check electric fuel pump of the same structure
valve, pressure relief valve and adjusts the motor speed by adjusting the coil
anti-electromagnetic interference components), turns, thereby adjusting the flow rate.
as shown below. Therefore, the electric fuel pump of a model
Pump and motor mounted on the same shaft can not be used in another model.
and sealed in the same enclosure. Pump and 9.3 Technical Characteristics Parameters
motor in the enclosure are full of gasoline 9.3.1 Limit data
around, which is used for cooling and Parameter Value Unit
lubrication. The battery supplies power to the Min. Typ. Max.
electric fuel pump through the fuel pump relay, Operating 8 14 V (DC)
which connects the circuit of the electric fuel voltage
System 350 kPa
pump only when the engine is started and pressure
running. When the engine stops running due Outlet 450 650 kPa
to an accident, the fuel pump automatically pressure
stops running.
Ambient -40 +80 C
temperature
(for storage
and
transportation
)
Permissible -30 +70 C
fuel
temperature
Permissible 20 m/s2
vibration
acceleration

9.3.2 Characteristic data

The flow of the electric fuel pump is
proportional to the voltage under certain fuel
pressure. The vehicle manufacturers use
different fuel pumps.

9.4 Installation Considerations

Fig. 3-40 Electric Fuel Pump Section The electric fuel pump should be stored in
3. Oil duct, 4. Blade sealed original packing box. After mounted on

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the car, the maximum allowable storage time

is six months; as accessories, the maximum Fuel pump
clamping range
storage time is four years. Over this time,
The caulking can not
manufacturers should re-test the performance have mechanical
data of the fuel pump. On storage sites, the stress
fuel pump must be protected from the
influence of the atmosphere. During storage,
the original packaging must not be damaged.
The EKP13 series electric fuel pump is only
Fig. 3-41 Fuel Pump Clamping Range
applied to the fuel tank. When installing the
In case of goods return, please send back the
fuel pump, install an inlet strainer with mesh
fuel pump together with the supply order,
size not greater than 60m or mutually agreed
inspection sheet and packaging label. The
with the client. Do not eject the fuel beam from
returned fuel pumps must be packaged in
the vent to inlet strainer, fuel pump holder or
accordance with the provisions. If the fuel
fuel tank walls. Be careful when handling the
pump has been used, rinse with the test
fuel pump. First, it is necessary to protect the
solution and dry in the air. Do not blow the fuel
fuel inlet strainer from load and impact. Take
pump to dry. For safety reasons, we do not
out the fuel pump from the plastic packaging
accept pumps that contain fuel.
carefully. The protective cover is removed only
9.5 Malfunction and Identification
when the fuel pump is soon to be installed.
 Malfunction: big noise during running,
Never take out the fuel filter strainer. The
poor acceleration, can not start (difficult to
foreign matters entering into the fuel pump
start), etc.
inlet or strainer will damage the fuel pump.
 General reasons: poor quality fuel
Keep it clean when install the fuel pipe. The
resulting in: 1. Colloid stacked to form an
inside of the fuel pipe must be clean. Only use
insulating layer; 2. Pump bushing and
new pipe clip. Make sure that the pipe clip is in
armature are locked; 3. Fuel level sensor
the correct position and follow the
component is corroded.
manufacturer's recommended method.
 Service notice: 1. According to the needs
Do not grip the fuel pump at the fuel pipe or
of the engine, the electric fuel pump may
inlet strainer.
have different flows; the fuel pumps that
To prevent fuel pump damage, do not run the
have the same shape and can be fitted
fuel pump in dry state. Do not use a damaged
may not be appropriate; the part number
fuel pump and the fuel pumps that have been
of the fuel pump must be consistent with
dropped to the ground. If the fuel tank falls to
the original; 2. In order to prevent
the ground, replace the fuel pump in the tank.
accidental damage of the fuel pump, do
Do not apply pressure onto the fuel inlet board.
not run for a long time in the dry state; 3.
The caulking can not have mechanical stress.
If the fuel pump needs to be replaced,
The clamping of fuel pump must be within the
please clean the fuel tank and piping and
specified range, as shown below.
replace the fuel filter.
 Simple measuring method:

(Remove the connector) switch the digital

multimeter to Ohm, connect two meters to two

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pins of the fuel pump respectively, and

Main relay
measure the internal resistance, which
shouldn’t be zero or infinity (i.e. not in short

1# Fuel injector

2# Fuel injector

3# Fuel injector

4# Fuel injector
circuit or open circuit state).

(Connect the connector) connect the fuel

pressure gauge to the inlet pipe, start the
engine, and check whether the fuel pump is
working; if not, check the whether "+" pin has
supply voltage; if running, check whether the
fuel pressure is 350kPa in idling state; step on
the accelerator until the engine speed reaches Figure 3-43 Electromagnetism Fuel Injector
2500rpm, and then check whether the fuel Circuit Diagram
pressure is about 350kPa.
Pin: Each fuel injector has two pins. Of which,
one is marked with ―+‖ and is connected to
Section 10 Electromagnetic Fuel
87# pin of the main relay output; and the other
Injector
is connected to 27#, 6#, 7#, 47# pin of the
Diagrams and pins ECU respectively.

Fig. 3-42 Electromagnetic Fuel Injector

Fig. 3-44 Electromagnetic Fuel Injector

Section
1. O-ring, 2. Strainer, 3. Fuel injector body
with plug, 4. Coil, 5. Spring, 6. valve pin with
coil armature, 7. Valve seat with orifice plate

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Fig. 3-45 Fuel Injector on the Distribution Pipe

10.1 Installation Position
On the intake manifold close to the intake valve
10.2 Principle
ECU sends electric pulses to the injector coil to produce magnetic force. When the magnetic
force raises enough to overcome the resultant force of return spring pressure, needle valve
gravity and frictional force, the needle valve begins to rise and the fuel injection process begins.
When the fuel injection pulse ends, the pressure of the return spring makes the needle valve
close again.

Types of EV 6 electromagnetic fuel injector:

- Classified into long and standard type by the length
- Classified into B type (single hole single beam), C type (four-hole conical) and E type (four-hole
dual-beam) according to the spray pattern
Model selection is based on the engine and structure of the intake manifold.

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Parameter Value Unit

Min. Typ. Max.
Storage temperature (original package) -40 +70 C
Permissible fuel injector temperature on +140 C
the car
(when not working)
Continuous -40 +110 C
Fuel injector Short time after hot +130 C
working starting (about 3
temperature minutes)
Permissible fuel Continuous +70 C
temperature at the Short time (about 3 +100 C
fuel injector inlet minutes)
Temperature where the deviation of fuel -40 +45 C
flow reaches 5% compared with 20C
Permissible O-ring leak from -35 to -40C Fuel moist without dripping is allowed in
O-ring area
Permissible maximum vibration 400 m/s2
acceleration (peak)
Supply voltage 6 16 V
Insulation resistance 1 M
Tolerable internal fuel pressure 1100 kPa
Tolerable bending stress 6 Nm
Tolerable axial stress 600 N

10.2.1 Characteristic data

Parameter Value Unit

Min. Typ. Max.
Working pressure (pressure difference) 350 kPa
20Fuel injector resistance at 20C 11 17 

10.2.2Allowable fuel
The fuel injector can only use the fuel in line with the national standard GB 17930-1999
―Unleaded Gasoline for Motor Vehicles‖ and national environmental protection standards GWKB
1-1999 ―Hazardous Materials Control Standard for Motor Vehicle Gasoline‖. It should be noted
that the gasoline stored for a long time will turn bad. Especially for taxis using LPG and gasoline,
LPG is used as fuel for long time, while gasoline is only used to start and the daily consumption of
gasoline is few. However, the temperature of the fuel tank is quite high after the fuel pump has
been running for long time. The gasoline stored in such fuel tank is very easy to be oxidized and
deteriorated, resulting in injector clogging or damage.

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10.3 Installation Considerations installing, avoid damaging the inlet,

 Confirm the BOSCH trademark and O-ring, support ring, orifice plate and
product numbers. electrical plug of the fuel injector. Do not
 Do not mix the plug for the fuel injector. use if there is any damage.
 For easy installation, it is recommended  After installing the fuel injector, test the
to paint silicon-free clean engine oil on tightness of the distribution pipe assembly.
the surface of upper O-ring connected to It is qualified if there is no leakage.
the fuel distribution pipe. Be careful not to  The failure parts shall be disassembled
let the engine oil contaminate inside and by hands. Remove the clip of the fuel
orifice of the fuel injector. injector first, and then pull out the injector
 Load the fuel injector into the seat from the seat.
vertically, and then fix the fuel injector in After disassembling, ensure that the fuel
the seat with a clip. Note: injector seat is clean and avoid contamination.
①The fuel injector clips may be axial or 10.4 Malfunction and Identification
radial; do not misuse.  Malfunction: poor idling, poor acceleration,
can not start (difficult to start), etc.
②To mount the fuel injector of axial
 General reason: due to lack of
positioning, ensure that the bayonet in the
maintenance, colloid is accumulated in
center of the clip is completely clamped
the fuel injector and result in failure.
into the slot of the fuel injector, and the
 Service notice: (refer to Installation
slots on both sides of the clip are
Considerations)
completely clamped into the outer edge of
 Simple measuring method:
the fuel injector seat.
(Remove the connector) switch the digital
③To mount the fuel injector with both axial multimeter to Ohm, connect the two meters to
and radial positioning requirements, use two pins of the fuel injector respectively, and
the radial positioning clip, and make the the resistance at 20℃ is 11-17Ω.
positioning block of the fuel injector and the
positioning pins of the fuel injector seat Suggestion: Use dedicated cleaning
locate in the corresponding slot in the analyzer to clean the fuel injector
positioning clip respectively. thoroughly per 20000km.
④If the fuel injector has two slots, be
careful to clamp properly; refer to the
original installation location.
 The fuel injector should be installed by
hands; do not knock at the fuel injector
with a hammer or other tools.
 O-ring must be replaced when
disassemble and re-install the fuel injector.
Do not damage the sealing surface of the
fuel injector.
 Do not pull out the support washer of the
O-ring from the fuel injector. While

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Section 11 Idle Actuator Stepper with a coil; the rotor is a permanent magnet,
Motor and the center of the magnet is a nut. Stator
coils are always energized. As long as the
Diagrams and pins current direction of certain coil is changed, the
rotor rotates an angle. When the stator coils
change the current direction in proper order, a
rotating magnetic field is formed, making the
rotor made of permanent magnet rotate in a
certain direction. If the change of current
direction is reversed, the rotation direction of
the rotor will also be reversed. The nut
connected in the center of the rotor is driven
by a screw. Because the screw rod is not
designed to be rotated, it can only move in the
Fig. 3-43 Idle Speed Actuator Stepper Motor axial direction, and thus it is also known as a
linear axis. The end of the screw rod is a plug,
which can retract or extend, thus the
cross-sectional area of the idling actuator
bypass intake passage is increased or
decreased, until it is blocked. Whenever the
current direction of a coil is replaced, the rotor
rotates for a fixed angle, which is known as
the step size, and its value is equal to 360
divided by the stator or the number of coils.
The step size of the stepper motor rotor is 15.
Accordingly, the moving distance of every step
of the screw rod is also fixed. ECU controls
the moving steps of the stepper motor by
controlling the number of replacing the coil
3-44 Idle Speed Actuator Stepper Motor Circuit current direction, and thus adjusts the bypass
Diagram channel cross-sectional area and the air flow.
The air flow rate is substantially a linear
Pin: Pin A connects to ECU 65# pin relationship with the step length. The plug of
Pin B connects to ECU 66# pin the screw rod end has a spring, as shown
Pin C connects to ECU 67# pin below. The force that can be used in the
Pin D connects to ECU 64# pin elongation direction of the plug equals to the
11.1 Installation Position force of the stepper motor plus the spring
On the throttle body force; the force available in plug retracting
11.2 Principle direction equals to the force of the stepper
motor minus the spring force.
The stepper motor is a miniature motor, which
consists of multiple steel stators and one rotor,
as shown below. Each steel stator is winded

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Housing Cup shell

Polar plate
Stator assembly
Spring washer Bobbin

O-ring Electromagne
t wire
Compression
spring Rotor sleeve
Front bearing
Connector
Dust cover

Pin

Rear bearing
Axle pin
Ball bearing
Rotor
Sleeve bearing
assembly
O-ring
Linear axis
Rotor core

Fig. 3-45 Idle Speed Actuator Stepper Motor Section Diagram

High pressure

Low pressure

Fuel oil

Fig. 3-46 Idle Speed Stepper Motor Installation Diagram

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11.3 Technical Characteristics Parameters pins of the regulator respectively, and the
 Install it with two M50.814 bolts. resistance at 25℃ is 53±5.3Ω.
 Bolt tightening torque: 4.00.4Nm.
 Install it with spring washers and glue it Section 12 Dual-spark Ignition
with binder. Coil (for Four-cylinder Engines
 The shaft of idle-speed actuator with a of Distributorless System)
stepper motor shall not be installed into
the horizontal level or lower than that Diagrams and pins
level in order to keep the condensate
water out.
 Do not try to push in or pull out the shaft
axially by force in any form.
The shaft must be completely retracted
before you install the idle-speed actuator
with a stepper motor into the throttle
body.
11.4 Malfunction and Identification
 Malfunction: idle speed is too high, flame
out during idling, etc.
 General reasons: the bypass air channel Fig. 3-48 Dual-spark Ignition Coil
is blocked due to the accumulation of dust,
oil and gas, resulting in abnormal idle Main relay
adjustment of the stepper motor.
 Service notice: 1. Do not apply a force in
any form in the axial direction to press in
or pull out the shaft; 2. Before installing
the idle speed regulator with a stepper
motor into the throttle body, its shaft must
be in the fully retracted position; 3. Keep
the bypass air channel clean; 4. After the
battery or ECU is removed, please
conduct self-learning for the stepper
motor in time.
M7 system self-learning method: turn on
the ignition switch but do not immediately
start the engine, wait for five seconds,
and then start the engine. If the engine
idling is poor, repeat the steps above. Fig. 3-49 Dual-spark Ignition Coil Circuit
Diagram
Simple measuring method: (remove the
connector) switch the digital multimeter to Note: This system has two ignition coils, and
Ohm, connect the two meters to AD and BC the secondary coil of each ignition coil

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connects to two cylinders, i.e. 1# cylinder and windings are alternately discharged.
4# cylinder ignite at the same time, while 2# 12.3 Technical Characteristics Parameters
cylinder and 3# cylinder ignite at the same
Characteristic data
time.
Pin definition: Parameter Value Uni
Min. Typ. Max. t
1-4 cylinder ignition coil
Operating 6 14 16.5 V
Low voltage side: the pin of 1# coil primary voltage
Perf
winding connects to the main relay 87#; Primary 0.70 0.8 0.90 
orm resistance
The pin of 2# coil primary winding connects to
anc
5# pin of ECU; at 20C
e
Secondary 9.68 11 12.3 k
High voltage side: the terminals of the two para
resistance 2
secondary winding connect to the spark plug met
ers at 20C
of the engine cylinder with the same name Temperatu -40 +110 ℃
through ignition wire respectively; re range

12.4 Malfunction and Identification

2-3 cylinder ignition coil
 Malfunction: can’t start
Low voltage side: the pin of 1# coil primary
 General reason: the current is too large,
winding connects to the main relay 87#;
resulting in burning, damage by external
The pin of @# coil primary winding connects
force, etc.
to 2# pin of ECU;
 Service notice: it is prohibited to test the
High voltage side: the terminals of the two
ignition in ―short-circuit method‖ in the
secondary winding connect to the spark plug
servicing process, in order to avoid
of the engine cylinder with the same name
damage to the electronic controller.
through ignition wire respectively;
 Simple measuring method:
12.1 Installation Position
Mounted on the engine
(Remove the connector) switch the digital
12.2 Principle
multimeter to Ohm, connect two meters to two
The ignition coil consists of the primary
pins of the primary winding respectively, the
winding, secondary winding, core, and
resistance at 20℃ is 0.70-0.90Ω; the
housing. When the ground channel of a
resistance of secondary windings is
primary winding is connected, the primary
9.68-12.32kΩ.
winding is charged. Once the ECU cuts off the
circuit of primary winding, the charging is
suspended, and a high voltage is induced in
the secondary winding, resulting in
discharging of the spark plug. Different from
the distributor ignition coil, both ends of the
secondary winding of the ignition coil connect
to a spark plug respectively, so that the two
spark plugs ignite at the same time. Two
primary windings alternately energized and
de-energized. Accordingly, the two secondary

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Section 13 Carbon Canister 13.1 Installation Position

Control Valve On the vacuum pipeline of the carbon canister
- intake manifold
Diagrams and pins 13.2 Principle

Fig. 3-50 Carbon Canister Control Valve

TEV-2

Main relay

Fig. 3-52 Carbon Canister Control Valve

Section

∆P is the difference between environmental

pressure Pu and intake manifold pressure Ps

Fig. 3-51 Carbon Canister Control Valve Fig. 3-53 Carbon Canister Control Valve
TEV-2 Circuit Diagram Installation Diagram
Pin: carbon canister control valve only has two 1. From the fuel tank, 2. Carbon canister, 3.
pins, of which one connects to 87# pin of the Atmosphere, 4. Carbon canister control valve,
main relay output terminal, and the other 5. To the intake manifold, 6. Throttle
connects to 46# pin of ECU.

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The carbon canister control valve consists of the electromagnetic coil, armature and valve. The
inlet has a strainer. The air flow through the carbon canister control valve depends on the duty
cycle of the electrical pulses from ECU to the carbon canister control valve on the one hand, and
depends on the pressure difference between the valve inlet and outlet of the carbon canister
control valve on the other hand. The carbon canister control valve is closed when there is no
electrical pulse.
Different types of carbon canister control valves have different flows at 100% duty cycle, i.e. fully
open. The following figure shows two typical flow curves. It is seen from the figure that under
200mbar pressure differential, the flow of A-type carbon canister control valve is 3.0m3/h when
fully open, and the flow of B-type is 2.0m3/h. (This project uses B type)

A type
Flow (m3/h)

B type

Pressure difference (mbar)

Fig. 3-54 Carbon Canister Control Valve Flow Chart

13.3 Technical Characteristics Parameters
13.3.1 Limit data
Parameter Value Unit
Min. Typ. Max.
Operating voltage 9 16 V
1-minute overvoltage 22 V
Min. starting voltage 7 V
Min. voltage drop 1.0 V
Permissible working temperature -30 +120 C
Permissible short-time working +130 C
temperature
Permissible storage temperature -40 +130 C
Tolerable inlet and outlet pressure 800 mbar
difference
Permissible switching time 108
Permissible vibration acceleration on the 300 m/s2
product
Leakage at 400mbar pressure difference 0.002 m3/h

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13.3.2 Characteristic data

Parameter Value Unit

Min. Typ. Max.
Rated voltage 13.5 V
Resistance at +20C 26 
Current at the rated voltage 0.5 A
Control pulse frequency 30 Hz
Typical control pulse Type A 7 ms
width Type B 6 ms
Flow at 200mbar Type A 2.7 3.0 3.3 m3/h
pressure difference with Type B 1.7 2.0 2.3 m3/h
100% duty ratio

14.3.3 Fuel requirements

The fuel pressure regulator can use the fuel in line with the national standard GB 17930-1999
―Unleaded Gasoline for Motor Vehicles‖ and national environmental protection standards GWKB
1-1999 ―Hazardous Materials Control Standard for Motor Vehicle Gasoline‖.
The fuel pressure regulator also can use the gasoline with methanol or ethanol contents lower
than 15%.
13.4 Installation Considerations
 Soak the O-ring gently with in clean, silicone-free engine oil or other BOSCH approved
lubricants.
 Do not deform the pressure regulating valve while installing and removing.
 A new O-ring must be replaced when the pressure regulating valve is removed and re-used;
replace the regulator if a pressure higher than 1500kPa is applied on the pressure regulating
valve.
 A pressure regulating valve after the rupture test or durability test can not be used in
the car.
13.5 Malfunction and Identification
 Malfunction: fuel pressure is too low or too high, making it difficult to start.
 General reasons: lack maintenance for a long time, resulting in: 1. Strainer clogging; 2.
Particulate impurities cause leakage; 3. artificial mechanical damage.
 Service notice: in the servicing process: 1. Do not impact the diaphragm element with
high-pressure gas; 2. Do not clean with highly corrosive liquid; 3. Avoid deforming due to
external forces.
 Simple measuring method: connect the fuel pressure gauge to the inlet pipe, start the engine,
run the engine in the idle state, check whether the fuel pressure is about 350kPa; step on the
accelerator until the engine speed reaches 2500rpm, and then check whether the fuel
pressure is about 350kPa.

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See the characteristic parameters of the

Section 14 Steel Fuel pressure regulating valve for the system
Distribution Pipe Assembly pressure, refer to the characteristic
parameters of the fuel injector for the fuel
Diagram
requirements, and the sealing requires that
there is no fuel leakage under the working
pressure.
The diameter of the rubber fuel tube is
Φ7.9±0.3.
14.4 Installation Considerations
 The inlet tube and rubber tube are
clamped tightly with a hoop, the model of
which should match with the rubber tube
to ensure that the inlet pipe and rubber
tube are sealed.
Fig. 3-57 Fuel Distribution Pipe Assembly
 There is no crack, scar, groove, burr or
14.1 Installation Position
rust on inlet pipe wall.
On the intake manifold
 Before assembling the fuel distribution
14.2 Principle
pipe assembly, lubricate the O-ring under
Consisting of fuel distribution pipe (KVS) and
the fuel injector with clean lubricating oil.
fuel injector (EV), the fuel distribution pipe
14.5 Malfunction and Identification
assembly is used for fuel storage and
The tightness of the fuel distribution pipe can
distribution.
be tested in the voltage drop method: Test the
14.3 Technical Characteristics Parameters
O-ring of the fuel injector of the distribution
Limit data
Parameter Value Unit pipe, and the leakage limit at 4.5bar is ≤
Min. Typ. Max. 1.5cm3/min.
Working -40 +120 C
temperature
when the
fuel rail is
properly
connected
with O-ring
Max. +130 C
working
temperature
within 15
minutes
when
soaked
Max. 300 m/s2
permissible
vibration
acceleration
peak

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Diagnostic Procedures of Servicing M7 System as per DTC

Description:
1. Conduct the following services only when the malfunction is recognized as steady-state, or
else it will lead to diagnostic mistakes.
2. The multimeter mentioned below is the digital multimeter; it is prohibited to check the EFI
system line with pointer multimeter.
3. For servicing of vehicles with anti-theft system, if the "Follow-up Steps" column indicates to
replace ECU, please program the ECU after replacement.
4. In this project: if DTC P0171, P0172, P0335, P0336 or P1651 exists, engine malfunction
indicator does not light.
5. If the DTC indicates that a circuit voltage is too low, this means that the circuit may be short
circuit to ground; if the DTC indicates that a circuit voltage is too high, the circuit may be short
circuit to power supply; if the DTC indicates a circuit failure, the circuit may be broken or a variety
of line failures exist.
Diagnosis help:
1. It is a steady-state malfunction if the DTC can’t be cleared; For intermittent malfunctions, check
whether the harness connector is loose.
2. No abnormalities have been found after check by following the steps mentioned above;
3. Do not neglect the effect of vehicle maintenance, cylinder pressure, and mechanical ignition
timing on the system during servicing;
4. Replace the ECU and make a test.
If the DTC is cleared, the ECU is in trouble; if it still exists, replace with the original ECU and
repeat the steps to service it.

DTC: P0107 ―Voltage of intake air pressure sensor circuit is too low‖
No. Operating Steps Test Result Follow-up Steps
Connect the electric diagnostic tester and adapter, and
1 Next step
turn the ignition switch to ―ON‖.
Observe if the ―Intake Air Pressure‖ in the data stream Yes To Step 5
2 is about 101kpa (specific value depends on the air
pressure at that time). No Next step
Unplug the intake air pressure sensor connector at the Yes To Step 5
end of wire harness, and measure if the voltage
3
between terminal 3# and 1# is about 5V with a No Next step
multimeter.
Repair or
Check if the lines between pin 17#, 33# and 37# of Yes replace the wire
4 ECM and the terminal 1#, 3# and 4# of the sensor harness
connector are short to ground.
No Next step
Start the engine and run idle. Slowly press the
accelerator pedal down almost to the floor, and observe Yes Diagnosis help
the change of ―Intake Air Pressure‖ displayed on the
5 electric diagnostic tester, which shall not change
violently; rapidly press the accelerator pedal down Replace the
almost to the floor, and the value displayed can reach No
sensor
over 90kpa instantly.

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DTC: P0108 ―Voltage of intake air pressure sensor circuit is too high‖
Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if the ―Intake Air Pressure‖ in the data Yes To Step 5
2 stream is about 101kpa (specific value depends on
the air pressure at that time). No Next step
Unplug the intake air pressure sensor connector at Yes To Step 5
the end of wire harness, and measure if the voltage
3
between terminal 3# and 1# is about 5V with a No Next step
multimeter.
Repair or
Check if the lines between pin 17#, 33# and 37# of replace the
Yes
4 ECM and the terminal 1#, 3# and 4# of the sensor wire
connector are short to ground or power supply. harness
No Next step
Start the engine and run idle. Slowly press the
accelerator pedal down almost to the floor, and Diagnosis
Yes
observe the change of ―Intake Air Pressure‖ help
5 displayed on the electric diagnostic tester, which
shall not change violently; rapidly press the Replace the
accelerator pedal down almost to the floor, and the No
sensor
value displayed can reach over 90kpa instantly.

DTC: P0112 ―Indicating temperature of intake air temperature sensor is too low‖
Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Intake Air Temperature‖ in the data
stream is basically equal to the temperature inside Yes To Step 5
the intake-tube (specific value depends on the
2
engine temperature at that time).
Note: if the value displayed is often -40C, broken No Next step
circuit may exist.
Unplug the wire harness connector from the intake
air pressure/temperature sensor and check if the Yes Next step
resistance between terminal 1# and 2# of the
3
sensor is proportionate to the temperature with a Replace the
multimeter. (See relevant section of this Manual for No
sensor
details)
Unplug the wire harness connector of the intake air Yes To Step 5
pressure/temperature sensor and measure if the
4
voltage between terminal 1# and 2# is about 5V No Next step
with a multimeter.
Repair or
Check if the lines between connector terminal 17# replace the
Yes
5 and 40# of ECM and sensor terminal 1# and 2# are wire
broken or short to power supply. harness
No Next step

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Start the engine and run idle. Observe the change Diagnosis
of ―Intake Air Temperature‖ displayed on the electric Yes
help
6 diagnostic tester. Then, the value displayed shall
increase with the increase of engine intake air Replace the
No
temperature. sensor

DTC: P0113 ―Indicating temperature of intake air temperature sensor is too high‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Intake Air Temperature‖ in the data
stream is basically equal to the temperature inside Yes To Step 5
the intake-tube (specific value depends on the
2
engine temperature at that time).
Note: if the value displayed is often -40°C, broken No Next step
circuit may exist.
Unplug the wire harness connector from the intake
air pressure/temperature sensor and check if the Yes Next step
resistance between terminal 1# and 2# of the
3
sensor is proportionate to the temperature with a Replace the
multimeter. (See relevant section of this Manual for No
sensor
details)
Unplug the wire harness connector of the intake air Yes To Step 5
pressure/temperature sensor and measure if the
4
voltage between terminal 1# and 2# is about 5V No Next step
with a multimeter.
Repair or
Check if the lines between pin 17# and 40# of ECM replace the
Yes
5 and the terminal 1# and 2# of the sensor connector wire
are short to ground. harness
No Next step
Start the engine and run idle. Observe the change Diagnosis
of ―Intake Air Temperature‖ displayed on the electric Yes
help
6 diagnostic tester. Then, the value displayed shall
increase with the increase of engine intake air Replace the
No
temperature. sensor

DTC: P0117 ―Indicating temperature of engine coolant temperature sensor is too low‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Coolant Temperature‖ in the data Yes To Step 6
stream is basically equal to the engine temperature
(specific value depends on the engine temperature
2
at that time). No Next step
Note: if the value displayed is often -40°C, broken
circuit may exist.
Unplug the wire harness connector from the coolant
3 Yes Next step
temperature sensor and check if the resistance

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BYD AUTO BYD NEW F3 Maintenance & Repair Manual

between terminal 1# and 2# of the sensor is

Replace the
proportionate to the temperature with a multimeter. No
sensor
(See relevant section of this Manual for details)
Unplug the wire harness connector of the coolant Yes To Step 6
temperature sensor and measure if the voltage
4
between terminal 1# and 2# is about 5V with a No Next step
multimeter.
Repair or
Check if the lines between connector terminal replace the
Yes
5 17.69kg and 7.71kg of ECM and sensor terminal 1# wire
and 2# are broken or short to power supply. harness
No Next step
Start the engine and run idle. Observe the change Diagnosis
of ―Coolant Temperature‖ displayed on the electric Yes
help
6 diagnostic tester. Then, the value displayed shall
increase with the increase of engine coolant Replace the
No
temperature. sensor

DTC: P0118 ―Indicating temperature of engine coolant temperature sensor is too high‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Coolant Temperature‖ in the data Yes To Step 6
stream is basically equal to the engine temperature
(specific value depends on the engine temperature
2
at that time). No Next step
Note: if the value displayed is often -40°C, broken
circuit may exist.
Unplug the wire harness connector from the coolant
temperature sensor and check if the resistance Yes Next step
3 between terminal 1# and 2# of the sensor is
proportionate to the temperature with a multimeter. Replace the
No
(See relevant section of this Manual for details) sensor
Unplug the wire harness connector of the coolant Yes To Step 6
temperature sensor and measure if the voltage
4
between terminal 1# and 2# is about 5V with a No Next step
multimeter.
Check if the lines between pin 17.69kg and 7.71kg Repair or
of ECM and the terminal 1# and 2# of the sensor replace the
Yes
5 connector are short to ground. wire
harness
No Next step
Start the engine and run idle. Observe the change Diagnosis
of ―Coolant Temperature‖ displayed on the electric Yes
help
6 diagnostic tester. Then, the value displayed shall
increase with the increase of engine coolant Replace the
No
temperature. sensor

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Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Absolute Throttle Opening‖ in the data Yes Next step
2 stream is within 4%-10% (specific value depends
on the model). No To Step 5
Slowly press the accelerator pedal all the way down
to the floor and observe if ―Absolute Throttle Yes Next step
3 Opening‖ in the data stream increases to about
85-95% with the increase of throttle opening No To Step 5
(specific value depends on the model).
Replace the
Repeat Step 3 and observe if ―Absolute Throttle Yes
4 sensor
Opening‖ in the data stream is changed abruptly.
No Next step
Repair or
Unplug the wire harness connector of the throttle replace the
position sensor and check if the lines between the Yes
wire
5 ECU terminal 35#, 32# and 16# and the sensor harness
connector terminal 1#, 2# and 3# are short circuit to
ground. No Next step

Replace the
Yes
Measure if the voltage between terminal 1# and 2# sensor
6
is about 5V with a multimeter. Diagnosis
No
help
DTC: P0123 ―Voltage of throttle position sensor circuit is too high‖
Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Observe if ―Absolute Throttle Opening‖ in the data Yes Next step
2 stream is within 4%-10% (specific value depends
on the model). No To Step 5
Slowly press the accelerator pedal all the way down
to the floor and observe if ―Absolute Throttle Yes Next step
3 Opening‖ in the data stream increases to about
85-95% with the increase of throttle opening No To Step 5
(specific value depends on the model).
Replace the
Repeat Step 3 and observe if ―Absolute Throttle Yes
4 sensor
Opening‖ in the data stream is changed abruptly.
No Next step
Repair or
Unplug the wire harness connector of the throttle replace the
position sensor and check if the lines between the Yes
wire
5 ECU terminal 35#, 32# and 16# and the sensor harness
connector terminal 1#, 2# and 3# are broken or
short circuit to power supply. No Next step

Replace the
Yes
Measure if the voltage between terminal 1# and 2# sensor
6
is about 5V with a multimeter. Diagnosis
No
help

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BYD AUTO BYD NEW F3 Maintenance & Repair Manual

DTC: P0130 ―Upper oxygen sensor signal circuit malfunction‖

(Note: The diagnosis below applies if P0135 doesn’t occur at the same time; otherwise, please
handle malfunction P0135 first and then follow the procedures below for servicing.)

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Start the engine and run idle till the coolant Diagnosis
temperature reaches the normal level. Observe the Yes
help
2 change of ―Oxygen Sensor Voltage‖ displayed on
the electric diagnostic tester where rapid change No Next step
shall take place between 100mV~900mV.
Repair or
Check if the lines between terminal 36# and 18# of replace the
the ECU and the sensor connector terminal A# Yes
wire
3 (corresponding to gray cable of the oxygen sensor) harness
and B# (corresponding to black cable of the oxygen
sensor) are short circuit to ground. No Next step
Service it
A. Check the intake air system for severe leakage; according to
B. Check the fuel injector for blockage; Yes
the
C. Check the spark plug for excessive clearance; diagnosis
4
D. Check the ignition wire for excessive
resistance; Diagnosis
No
E. Check the intake valve guide for wear; help

DTC: P0132 ―Voltage of upper oxygen sensor circuit is too high‖

(Note: The diagnosis below applies if P0135 doesn’t occur at the same time; otherwise, please
handle malfunction P0135 first and then follow the procedures below for servicing.)

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Start the engine and run idle till the coolant Diagnosis
temperature reaches the normal level. Observe the Yes
help
2 change of ―Oxygen Sensor Voltage‖ displayed on
the electric diagnostic tester where rapid change No Next step
shall take place between 100mV~900mV.
Repair or
Check if the lines between terminal 36# and 18# of replace the
the ECU and the sensor connector terminal A# Yes
wire
3 (corresponding to gray cable of the oxygen sensor) harness
and B# (corresponding to black cable of the oxygen
Diagnosis
sensor) are short circuit to power supply. No
help

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BYD AUTO BYD NEW F3 Maintenance & Repair Manual

DTC: P0134 ―Upper oxygen sensor signal malfunction‖

(Note: The diagnosis below applies if P0135 doesn’t occur at the same time; otherwise, please
handle malfunction P0135 first and then follow the procedures below for servicing.)

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Start the engine and run idle till the coolant Diagnosis
temperature reaches the normal level. Observe the Yes
help
change of ―Oxygen Sensor Voltage‖ displayed on
2 the electric diagnostic tester where rapid change
shall take place between 100mV~900mV. No Next step

Repair or
Check if the lines between terminal 36# and 18# of replace the
the ECU and the sensor connector terminal A# Yes
wire
3 (corresponding to gray cable of the oxygen sensor) harness
and B# (corresponding to black cable of the oxygen
Diagnosis
sensor) are short circuit. No
help

DTC: P0135 ―Upper oxygen sensor heating circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ON. Next step
Unplug the wire harness connector of the oxygen
sensor and check if the voltage between the Yes Next step
2 terminal C# (corresponding to white cable of the
oxygen sensor) and terminal D# (corresponding to No To Step 4
white cable of the oxygen sensor) is 12V.
Yes Next step
Check if the resistance between oxygen sensor
3 Replace the
terminal C# (white) and D# (white) is 2~5Ω at 20℃. No
sensor
Replace the
Check whether 8A fuse in oxygen sensor heating Yes
4 fuse
circuit is blown out.
No Next step
Check if the lines between terminal 1# of ECU, Repair or
terminal 87# of main relay, and the sensor replace the
Yes
connector terminal C# (corresponding to white wire
5 harness
cable of the oxygen sensor) and D# (corresponding
to white cable of the oxygen sensor) are broken or Diagnosis
No
short circuit to power supply or ground. help

DTC: P0171 ―Air-fuel ratio closed-loop control self-adaptation exceeds upper limit‖
(Note: the following diagnostic procedures are applicable to the conditions where DTCs of such
parts as intake air pressure sensor, carbon canister control valve and oxygen sensor do not occur

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BYD AUTO BYD NEW F3 Maintenance & Repair Manual

simultaneously; if DTCs exist simultaneously, please handle other malfunctions first and then
follow the procedures below for servicing.)

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Start the engine and run idle till the coolant
temperature reaches the normal level. Yes Next step
In all conditions, observe the change of ―Oxygen
2
Sensor Voltage‖ displayed on the electric diagnostic Diagnosis
tester where the value shall remain near 100 mV for No
help
a long time under certain working conditions.
Connect the fuel pressure gauge to the oil inlet end Yes Next step
3 of the fuel system and observe if the oil pressure is Service the
kept at about 350kPa in all conditions. No
fuel system
Repair or
Check if the lines between terminal 36# and 18# of replace the
the ECU and the sensor connector terminal A# Yes
wire
4 (corresponding to gray cable of the oxygen sensor) harness
and B# (corresponding to black cable of the oxygen
sensor) are short circuit to ground. No Next step

A. Check the intake air system for severe leakage; Service it

B. Check the fuel injector for blockage; according to
Yes
C. Check the spark plug for excessive clearance; the
5 D. Check the ignition wire for excessive diagnosis
resistance;
Diagnosis
E. Check the intake valve guide for wear; No
help

DTC: P0172 ―Air-fuel ratio closed-loop control self-adaptation exceeds lower limit‖
(Note: the following diagnostic procedures are applicable to the conditions where DTCs of such
parts as intake air pressure sensor, carbon canister control valve and oxygen sensor do not occur
simultaneously; if DTCs exist simultaneously, please handle other malfunctions first and then
follow the procedures below for servicing.)

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Start the engine and run idle till the coolant
temperature reaches the normal level. Yes Next step
In all conditions, observe the change of ―Oxygen
2
Sensor Voltage‖ displayed on the electric diagnostic Diagnosis
tester where the value shall remain near 900 mV for No
help
a long time under certain working conditions.
Connect the fuel pressure gauge to the oil inlet end Yes Next step
3 of the fuel system and observe if the oil pressure is Service the
kept at about 350kPa in all conditions. No
fuel system

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Repair or
Check if the lines between terminal 36# and 18# of replace the
the ECU and the sensor connector terminal A# Yes
wire
4 (corresponding to gray cable of the oxygen sensor) harness
and B# (corresponding to black cable of the oxygen
sensor) are short circuit to power supply. No Next step

Service it
according to
A. Check the fuel injector for leakage; Yes
the
B. Check the bleeding pipe for leakage; diagnosis
5
C. Check for correct ignition timing;
Diagnosis
No
help

DTC: P0201 ―First cylinder’s fuel injector circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ON. Next step
Unplug the wire harness connector of the first Yes To Step 4
cylinder fuel injector and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the line between the first cylinder fuel replace the
Yes
3 injector connector terminal 1# and the main relay is wire
broken or short circuit to ground. harness
No To Step 2
Check if the resistance between terminal 1# and 2# Yes Next step
4 of first cylinder fuel injector at 20C is within Replace the
No
11~13Ω with a multimeter. fuel injector
Check if the voltage between the terminal 2# of first Diagnosis
Yes
5 cylinder’s fuel injector and the negative pole of help
power supply is about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between terminal 2# of the first Yes
wire
6 cylinder’s fuel injector connector and terminal 27#
harness
is broken or short to ground/power supply.
Diagnosis
No
help

DTC: P0202 ―Second cylinder’s fuel injector circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ON. Next step
Unplug the wire harness connector of the second Yes To Step 4
cylinder fuel injector and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.

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Repair or
Check if the line between the second cylinder fuel replace the
Yes
3 injector connector terminal 1# and the main relay is wire
broken or short circuit to ground. harness
No To Step 2
Check if the resistance between terminal 1# and 2# Yes Next step
4 of second cylinder fuel injector at 20°C is within Replace the
No
11~13Ω with a multimeter. fuel injector
Check if the voltage between the terminal 2# of Diagnosis
Yes
5 second cylinder’s fuel injector and the negative pole help
of power supply is about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between terminal 2# of the second Yes
wire
6 cylinder’s fuel injector connector and terminal 6# is
harness
broken or short to ground/power supply.
Diagnosis
No
help

DTC: P0203 ―Third cylinder’s fuel injector circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ON. Next step
Unplug the wire harness connector of the third Yes To Step 4
cylinder fuel injector and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the line between the third cylinder fuel replace the
Yes
3 injector connector terminal 1# and the main relay is wire
broken or short circuit to ground. harness
No To Step 2
Check if the resistance between terminal 1# and 2# Yes Next step
4 of third cylinder fuel injector at 20°C is within Replace the
No
11~13Ω with a multimeter. fuel injector
Check if the voltage between the terminal 2# of Diagnosis
Yes
5 third cylinder’s fuel injector and the negative pole of help
power supply is about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between terminal 2# of the third Yes
wire
6 cylinder’s fuel injector connector and terminal 7# is
harness
broken or short to ground/power supply.
Diagnosis
No
help

DTC: P0204 ―Fourth cylinder’s fuel injector circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to ON. Next step

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Unplug the wire harness connector of the fourth Yes To Step 4

cylinder fuel injector and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the line between the fourth cylinder fuel replace the
Yes
3 injector connector terminal 1# and the main relay is wire
broken or short circuit to ground. harness
No To Step 2
Check if the resistance between terminal 1# and 2# Yes Next step
4 of fourth cylinder fuel injector at 20°C is within Replace the
No
11~13Ω with a multimeter. fuel injector
Check if the voltage between the terminal 2# of Diagnosis
Yes
5 fourth cylinder’s fuel injector and the negative pole help
of power supply is about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between terminal 2# of the fourth Yes
wire
6 cylinder’s fuel injector connector and terminal 47#
harness
is broken or short to ground/power supply.
Diagnosis
No
help

DTC: P0230 ―Fuel pump control circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Unplug the fuel pump relay, turn the ignition switch Yes To Step 4
to ―ON‖ and check if the voltage between 30# and
2
86# pin of the fuel pump relay and the negative
pole of power supply is about 12V respectively. No Next step

Repair or
replace the
Check if the line at the power supply end of relay is Yes
3 wire
broken or short to ground. harness
No To Step 2
Check if the voltage between 85# pin of fuel pump Replace fuel
Yes
4 relay and the negative pole of power supply is pump relay
about 3.7V with a multimeter. No Next step
Repair or
replace the
Check if the line between the relay pin 85# and the Yes
wire
5 ECU pin 69# is broken or short to ground/power
harness
supply.
Diagnosis
No
help

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DTC: P0325 ―Knock sensor circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Unplug the knock sensor connector at the end of Yes Next step
wire harness and check if the resistance between
2 Replace the
its terminal 1# and 2# is larger than 1MΩ with a No
sensor
multimeter.
Repair or
Check if the lines between terminal 1# and 2# of replace the
the knock sensor connector and terminal 19# and Yes
3 wire
20# of ECU are broken or short to ground/power harness
supply respectively.
No Next step
Diagnosis
Yes
Replace the knock sensor in accordance with the help
4 procedure and put the engine to a trial running over Check for
2200RPM. Check if DTC P0325 occurs again. No random
failure

DTC: P0335 ―Crankshaft position sensor signal malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Unplug the speed position sensor connector at the Yes Next step
end of wire harness and check if the resistance
2
between its terminal 2# and 3# at 20C is within Replace the
770~950Ω with a multimeter. No
sensor
Repair or
Check if the lines between the terminal 2# and 3# replace the
of speed sensor and the terminal 15# and 34# of Yes
3 wire
ECU are broken or short to ground/power supply harness
respectively.
No Next step
Diagnosis
Yes
help
4 Check if the flywheel signal panel is good.
Replace the
No
signal panel

DTC: P0336 ―Crankshaft position sensor signal unreasonable malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Unplug the speed position sensor connector at the Yes Next step
end of wire harness and check if the resistance
2
between its terminal 2# and 3# at 20°C is within Replace the
770~950O with a multimeter. No
sensor

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Repair or
Check if the lines between the terminal 2# and 3# replace the
of speed sensor and the terminal 15# and 34# of Yes
3 wire
ECU are broken or short to ground/power supply harness
respectively.
No Next step
Diagnosis
Yes
help
4 Check if the flywheel signal panel is good.
Replace the
No
signal panel

DTC: P0340 ―Phase sensor signal malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.

Unplug the phase sensor connector at the end of Yes To Step 4

2 wire harness and check if the voltage between its
terminal 3# and 1# is about 12V with a multimeter. No Next step

Repair or
Check if the line between phase sensor terminal 3# replace the
and main relay terminal 88a# is broken or short Yes
wire
3 circuit to ground; harness
Check if phase sensor terminal 1# is grounded
properly. No To Step 2

Check if the voltage between the terminal 2# of Yes To Step 6

4 phase sensor connector and the negative pole of
No Next step
power supply is about 5V.
Repair or
Check if the line between terminal 2# of the phase replace the
Yes
5 sensor connector and terminal 79# of ECU is wire
broken or short to ground/power supply. harness
No Next step
Diagnosis
Yes
help
6 Check if the camshaft signal panel is good.
Replace the
No
signal panel

DTC: P0342 ―Phase sensor circuit voltage is too low‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.

Unplug the phase sensor connector at the end of Yes To Step 4

2 wire harness and check if the voltage between its
terminal 3# and 1# is about 12V with a multimeter. No Next step

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Repair or
Check if the lines between phase sensor terminal replace the
3# and main relay terminal 88a# are broken or Yes
wire
3 short circuit to ground; harness
Check if phase sensor terminal 1# is grounded
properly. No To Step 2

Check if the voltage between the terminal 2# of Yes To Step 6

4 phase sensor connector and the negative pole of
No Next step
power supply is about 5V.
Repair or
Check if the line between terminal 2# of the phase replace the
Yes
5 sensor connector and terminal 79# of ECU is wire
broken or short to ground/power supply. harness
No Next step
Diagnosis
Yes
help
6 Check if the camshaft signal panel is good.
Replace the
No
signal panel

DTC: P0343 ―Phase sensor circuit voltage is too high‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.

Unplug the phase sensor connector at the end of Yes To Step 4

2 wire harness and check if the voltage between its
terminal 3# and 1# is about 12V with a multimeter. No Next step

Repair or
Check if the lines between phase sensor terminal replace the
3# and main relay terminal 88a# are broken or Yes
wire
3 short circuit to ground; harness
Check if phase sensor terminal 1# is grounded
properly. No To Step 2

Check if the voltage between the terminal 2# of Yes To Step 6

4 phase sensor connector and the negative pole of
No Next step
power supply is about 5V.
Repair or
Check if the line between terminal 2# of the phase replace the
Yes
5 sensor connector and terminal 79# of ECU is wire
broken or short to ground/power supply. harness
No Next step
Diagnosis
Yes
help
6 Check if the camshaft signal panel is good.
Replace the
No
signal panel

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DTC: P0443 ―Carbon canister control valve driving control circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Unplug the wire harness connector of the carbon Yes To Step 4
canister control valve and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the lines between terminal 1# of carbon replace the
Yes
3 canister control valve and main relay terminal 88a# wire
are broken or short circuit to ground; harness
No To Step 2
Yes Next step
Check if the resistance between terminal 1# and 2#
4 of carbon canister control valve at 20°C is within Replace the
22~30Ω with a multimeter. No control
valve
Repair or
replace the
Check if the line between terminal 2# of the carbon Yes
wire
5 canister control valve and ECU terminal 46# is
harness
broken.
Diagnosis
No
help

DTC: P0444 ―Carbon canister control valve driving control circuit voltage is too low‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Unplug the wire harness connector of the carbon Yes To Step 4
canister control valve and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the lines between terminal 1# of carbon replace the
Yes
3 canister control valve and main relay terminal 88a# wire
are broken or short circuit to ground; harness
No To Step 2
Yes Next step
Check if the resistance between terminal 1# and 2#
4 of carbon canister control valve at 20°C is within Replace the
22~30Ω with a multimeter. No control
valve
Repair or
replace the
Check if the line between terminal 2# of the carbon Yes
wire
5 canister control valve and ECU terminal 46# is
harness
short circuit to ground.
Diagnosis
No
help

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DTC: P0445 ―Carbon canister control valve driving control circuit voltage is too high‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Unplug the wire harness connector of the carbon Yes To Step 4
canister control valve and check if the voltage
2
between its terminal 1# and the negative pole of No Next step
power supply is about 12V with a multimeter.
Repair or
Check if the lines between terminal 1# of carbon replace the
Yes
3 canister control valve and main relay terminal 88a# wire
are broken or short circuit to ground; harness
No To Step 2
Yes Next step
Check if the resistance between terminal 1# and 2#
4 of carbon canister control valve at 20°C is within Replace the
22~30Ω with a multimeter. No control
valve
Repair or
replace the
Check if the line between terminal 2# of the carbon Yes
wire
6 canister control valve and ECU terminal 46# is
harness
short circuit to power supply.
Diagnosis
No
help

DTC: P0480 ―A/C condenser cooling fan relay control circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Unplug A/C condenser cooling fan relay, turn the Yes To Step 4
ignition switch to ―ON‖ and check if the voltage
2
between relay terminal 86# and 88# and the
negative pole of power supply is about 12V. No Next step

Repair or
Check if the line at the power supply end of A/C replace the
Yes
3 condenser cooling fan relay is broken or short to wire
ground. harness
No To Step 2
Replace the
Check if the voltage between 85# pin of A/C Yes
relay
4 condenser cooling fan relay and the negative pole
of power supply is about 3.7V with a multimeter. No Next step

Repair or
replace the
Check if the line between the relay pin 85# and the Yes
wire
5 ECU pin 50# is broken or short to ground/power
harness
supply.
Diagnosis
No
help

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DTC: P0500 ―Vehicle speed signal unreasonable malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Service ABS
If the vehicle is equipped with ABS system, please Yes
2 system
check whether the ABS system has DTC.
No Next step
Yes Next step
Service
3 Check if the speedometer pointers work normally.
No instrument
line
Yes Next step
Replace the
4 Check if the vehicle speed sensor work normally. vehicle
No
speed
sensor
Repair or
replace the
Check if the line between vehicle speed sensor Yes
wire
4 signal cable and 59# pin to ECU is broken or short
harness
to power supply or ground.
Diagnosis
No
help

DTC: P0506 ―Idle speed is lower than target idle speed‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Yes Next step
Conduct
Check if the throttle adjusting screw, throttle cable necessary
2
and throttle conditions work normally. No servicing
and
maintenance
Yes Next step
Conduct
3 Check if the idle speed regulator works normally. necessary
No servicing
and
maintenance
Conduct
A. Check the fuel system for too low pressure; Yes necessary
4 B. Check the fuel injector for blockage; servicing
C. Check for unsmooth system discharge. Diagnosis
No
help

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DTC: P0507 ―Idle speed is higher than target idle speed‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Yes Next step
Conduct
Check if the throttle adjusting screw, throttle cable necessary
2
and throttle conditions work normally. No servicing
and
maintenance
Yes Next step
Conduct
necessary
3 Check if the idle speed regulator works normally.
No servicing
and
maintenance
Conduct
A. Check the system for leakage; Yes necessary
4 B. Check the fuel injector for leakage; servicing
C. Check the fuel system for too high pressure; Diagnosis
No
help

DTC: P0508 ―Idle speed regulator control circuit voltage is too low‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Unplug the idle speed regulator connector at the
Yes Next step
end of wire harness and check if the resistance
2 between its terminal 1# and 4# as well as 2# and Replace the
3# at 20C is about 53±5.3Ω respectively with a No stepper
multimeter. motor
Repair or
Check if the lines between terminal 1, 2, 3, and 4 of replace the
Yes
the idle speed regulator connector and terminal wire
3
65#, 66#, 67# and 64# of ECU connector are short harness
to ground. Diagnosis
No
help

DTC: P0509 ―Idle speed regulator control circuit voltage is too high‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Unplug the idle speed regulator connector at the
2 Yes Next step
end of wire harness and check if the resistance

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between its terminal 1# and 4# as well as 2# and Replace the

3# at 20°C is about 53±5.3O respectively with a No stepper
multimeter. motor
Repair or
Check if the lines between terminal 1, 2, 3, and 4 of replace the
Yes
the idle speed regulator connector and terminal wire
3
65#, 66#, 67# and 64# of ECU connector are short harness
to ground. Diagnosis
No
help

DTC: P0511 ―Idle speed regulator control circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Unplug the idle speed regulator connector at the
Yes Next step
end of wire harness and check if the resistance
2 between its terminal 1# and 4# as well as 2# and Replace the
3# at 20°C is about 53±5.3O respectively with a No stepper
multimeter. motor
Repair or
Check if the lines between terminal 1, 2, 3, and 4 of replace the
Yes
the idle speed regulator connector and terminal wire
3
65#, 66#, 67# and 64# of ECU connector are short harness
to ground. Diagnosis
No
help

DTC: P0560 ―System voltage signal unreasonable‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Yes Next step
Check if the battery voltage is about 12V with a
2 Replace the
multimeter. No
battery
Repair or
Check if the lines between terminal 44#, 45# and replace the
Yes
3 63# of ECU and terminal 88a# of main relay are wire
broken or short to ground. harness
No Next step
Yes Next step
Start the engine and check if the charging voltage
4 Replace the
of generator is within 9-16V at different speeds. No
generator
Diagnosis
Yes
help
Check if the ground point of engine wire harness is Repair or
5
good. replace the
No
wire
harness

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DTC: P0562 ―System voltage is too low‖

Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Yes Next step
Check if the battery voltage is about 12V with a
2 Replace the
multimeter. No
battery
Repair or
Check if the lines between terminal 44#, 45# and replace the
Yes
3 63# of ECU and terminal 88a# of main relay for wire
excessive resistance. harness
No Next step
Yes Next step
Start the engine and check if the charging voltage
4 Replace the
of generator is within 9-16V at different speeds. No
generator
Diagnosis
Yes
help
Check if the ground point of engine wire harness is Repair or
5
good. replace the
No
wire
harness
DTC: P0563 ―System voltage is too high‖
Follow-up
No. Operating Steps Test Result
Steps
1 Turn the ignition switch to OFF. Next step
Yes Next step
Check if the battery voltage is about 12V with a
2 Replace the
multimeter. No
battery
Yes Next step
Start the engine and check if the charging voltage
3 Replace the
of generator is within 9-16V at different speeds. No
generator
Diagnosis
Yes
help
Check if the ground point of engine wire harness is Repair or
4
good. replace the
No
wire
harness

DTC: P0601 ―ECU check code error‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Yes Next step
Clear the DTC and check if the malfunction is a
2 System is
steady-state one. No
normal
3 Replace the ECU. End

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DTC: P0602 ―ECU diagnostic data ID error‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Yes Next step
Clear the DTC and check if the malfunction is a
2 System is
steady-state one. No
normal
3 Replace the ECU. End

DTC: P1651 ―Engine malfunction indicator (SVS) control circuit malfunction‖

Follow-up
No. Operating Steps Test Result
Steps
Connect the electric diagnostic tester and adapter,
1 Next step
and turn the ignition switch to ―ON‖.
Conduct an action test to the engine malfunction Yes Next step
indicator with the ―Actuator Action Test‖ on the
2
electric diagnostic tester and observe if the System is
indicator is always on or off. No
normal
Repair or
replace the
Check if the line at the power supply end of engine Yes
3 wire
malfunction indicator is broken or short to ground. harness
No Next step
Repair or
Check if the line between control terminal of engine replace the
malfunction indicator and terminal 29# (or 31#) of Yes
4 wire
ECU connector is broken or short to power supply harness
or ground.
No Next step
Diagnosis
Yes
Check if the engine malfunction indicator works help
5
normally. Replace the
No
lamp

Part 4 Diagnostic Procedures of Servicing M7 System as

per Symptoms of Malfunction

Preliminary check shall be made before troubleshooting as per the symptoms of malfunction:
1. Ensure the engine malfunction indicator works normally;
2. Check with the electric diagnostic tester to ensure no malfunction record.
3. Confirm the symptoms of malfunction complained by the owner of car exist and verify the
conditions where such malfunction occurs.

Then, visual inspection shall be made:

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(1) Check the fuel pipeline for leakage;

(2) Check the vacuum pipeline for breakage, twist and improper connection;
(3) Check the intake air pipeline for blockage, leakage, compression or damage;
(4) Check the high tension wire of ignition system for breakage, ageing and wrong ignition
order;
(5) Check the ground point of wire harness for dirt and looseness;
(6) Check the connectors of sensors and actuators for looseness or poor contact.

Important Notice: If the symptoms mentioned above exist, maintenance and repair shall be
made against such malfunction; otherwise, the subsequent troubleshooting may be
affected.
Diagnosis help: 1. Confirm there is no engine malfunction record;
2. Confirm the symptoms of complained malfunction exist;
3. No abnormalities have been found after check by following the steps mentioned above;
4. Do not neglect the effect of vehicle maintenance, cylinder pressure, mechanical ignition
timing and fuel on the system during servicing.
5. Replace the ECU and make a test.
If the malfunction disappears, the ECU is in trouble; if it still exists, replace with the
original ECU and repeat the steps to service it.

1. Engine running slowly or not running when started

2. Engine cannot be started with starter running
3. Hard to start when the engine is hot
4. Hard to start when the engine is cold
5. Hard to start at normal engine speed any time
6. Engine normally started, yet idling unstable any time
7. Engine normally started, idling unstable during heating
8. Engine normally started, yet idling unstable after heating
9. Engine normally started, yet idling unstable or stalling under partial load (e.g. A/C turned
on)
10. Engine normally started, yet idling at a higher speed
11. Engine running slowly or stalling during acceleration
12. Slow response in acceleration
13. Sluggish acceleration and poor performance

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Section 1 Engine Running Slowly or Not Running When Started

General faulty parts: 1. Battery; 2. Start motor; 3. Wire harness or ignition switch; 4. Engine
mechanical part.

General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Check if the voltage between two terminals of Yes Next step
1 battery is about 8~12V with a multimeter when the Replace
engine is started. No
battery
Yes Next step
Keep the ignition switch at the starting position and
2 check if positive terminal of start motor has an over Repair or
8V voltage with a multimeter. No replace the
wire harness
Repair or
Remove the start motor and check its working Yes replace the
3 condition. Check if it is broken or stuck due to poor start motor
lubrication.
No Next step
If the malfunction only occurs in winter, check if Replace with
excessive resistance is caused to the start motor Yes lubricant of
4 proper class
because improper engine lubricant and gear box oil
are selected. No Next step
Service the
internal
Check if the excessive mechanical resistance Yes
resistance of
5 inside the engine causes the start motor not to
engine
rotate or rotate slowly.
Diagnosis
No
help

Section 2 Engine Cannot Be Started with Starter Running

General faulty parts: 1. Fuel tank without fuel; 2. Fuel pump; 3. Crankshaft position sensor; 4.
Ignition coil; 5. Engine mechanical part.

General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps

Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
1 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system
2 Connect the diagnostic tester for EFI system, Yes Next step

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observe the data item ―Engine Speed‖, start the Service the
engine and observe if there is speed signal output. crankshaft
No
position
sensor line

Pull out a distributor from one cylinder, connect a Yes Next step
spark plug and keep its electrodes about 5mm
3 Service the
away from the engine body, start the engine and
check for blue high-pressure fire. No ignition
system
Troubleshoot
Check the pressure of all engine cylinders and the engine
Yes
4 observe the engine cylinder for insufficient mechanical
pressure. malfunction
No Next step
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
5 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

Section 3 Hard to Start When the Engine Is Hot

General faulty parts: 1. Fuel with water; 2. Fuel pump; 3. Coolant temperature sensor; 4. Fuel
pressure regulator vacuum tube; 5. Ignition coil.

General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps

Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
1 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system

Pull out a distributor from one cylinder, connect a Yes Next step
spark plug and keep its electrodes about 5mm
2 Service the
away from the engine body, start the engine and
check for blue high-pressure fire. No ignition
system
Unplug the connector of coolant temperature Service the
sensor, start the engine and observe if it starts line or
Yes
successfully. (Or replace the coolant temperature replace the
3 sensor
sensor with a 300Ω resistor to be connected in
series and then observe if the engine starts
No Next step
successfully.)
Check or
Check the fuel pressure regulator vacuum tube for Yes
4 replace
looseness or air leakage.
No Next step

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Replace the
Check the fuel and observe if the malfunction is Yes
5 fuel
caused just after fueling up.
No Next step
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
6 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

Section 4 Hard to Start When Engine Is Cold

General faulty parts: 1. Fuel with water; 2. Fuel pump; 3. Coolant temperature sensor; 4. Fuel
injector; 5. Ignition coil; 6. Throttle body and idle speed bypass air duct; 7. Engine mechanical
part.

General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps

Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
1 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system

Pull out a distributor from one cylinder, connect a Yes Next step
spark plug and keep its electrodes about 5mm
2 Service the
away from the engine body, start the engine and
check for blue high-pressure fire. No ignition
system
Unplug the connector of coolant temperature Service the
sensor, start the engine and observe if it starts line or
Yes
successfully. (Or replace the coolant temperature replace the
3 sensor
sensor with a 2500Ω resistor to be connected in
series and then observe if the engine starts
No Next step
successfully.)
Clean the
throttle valve
Press the accelerator pedal down gently and Yes and the idle
4
observe if it is easy to start. speed air
duct
No Next step
Replace the
Remove the fuel injector and check it for leakage or Yes
5 faulty part
blockage with a dedicated cleaning analyzer.
No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
6 fuel
caused just after fueling up.
No Next step

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Troubleshoot
Check the pressure of all engine cylinders and the engine
Yes
7 observe the engine cylinder for insufficient mechanical
pressure. malfunction
No Next step
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
8 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

Section 5 Hard to Start at Normal Engine Speed Any Time

General faulty parts: 1. Fuel with water; 2. Fuel pump; 3. Coolant temperature sensor; 4. Fuel
injector; 5. Ignition coil; 6. Throttle body and idle speed bypass air duct; 7. Air intake duct; 8.
Ignition timing; 9. Spark plug; 10. Engine mechanical part.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Check the air filter for blockage and the air intake Yes air intake
1 system
duct for air leakage.
No Next step
Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the Service the
2
engine and check if the fuel pressure is about No oil supply
350kPa. system
Pull out a distributor from one cylinder, connect a Yes Next step
spark plug and keep its electrodes about 5mm Service the
3
away from the engine body, start the engine and No ignition
check for blue high-pressure fire. system
Yes Next step
Check the spark plug for each cylinder and observe
4 Adjust or
if its model and clearance meet the specifications. No
replace
Service the
Unplug the connector of coolant temperature line or
Yes
5 sensor, start the engine and observe if it starts replace the
successfully. sensor
No Next step
Clean the
throttle valve
Press the accelerator pedal down gently and Yes and the idle
6
observe if it is easy to start. speed air
duct
No Next step
Replace the
Remove the fuel injector and check it for leakage or Yes
7 faulty part
blockage with a dedicated cleaning analyzer.
No Next step

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Replace the
Check the fuel and observe if the malfunction is Yes
8 fuel
caused just after fueling up.
No Next step
Troubleshoot
Check the pressure of all engine cylinders and the engine
Yes
9 observe the engine cylinder for insufficient mechanical
pressure. malfunction
No Next step
Yes Next step
Check if the ignition order and ignition timing of the Service the
10
engine meet the specifications. No ignition
timing
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
11 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

Section 6 Engine Normally Started, yet Idling Unstable Any Time

General faulty parts: 1. Fuel with water; 2. Fuel injector; 3. Spark plug; 4. Throttle body and idle
speed bypass air duct; 5. Air intake duct; 6. Idle speed stepper motor; 7. Ignition timing; 8. Spark
plug; 9. Engine mechanical part.

General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Check the air filter for blockage and the air intake Yes air intake
1 system
duct for air leakage.
No Next step
Clean or
Yes
2 Check if the idle speed stepper motor is blocked. replace
No Next step
Yes Next step
Check the spark plug for each cylinder and observe
3 Adjust or
if its model and clearance meet the specifications. No
replace
Check the throttle body and idle speed bypass air Yes Clean
4
duct for carbon deposition. No Next step
Remove the fuel injector and check it for leakage, Replace the
Yes
5 blockage or poor flow with a dedicated cleaning faulty part
analyzer. No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
6 fuel
caused just after fueling up.
No Next step
Troubleshoot
the engine
Check the pressure of all engine cylinders and Yes
7 mechanical
observe if it varies greatly.
malfunction
No Next step

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Yes Next step

Check if the ignition order and ignition timing of the Service the
8
engine meet the specifications. No ignition
timing
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
9 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

Section 7 Engine Normally Started, Idling Unstable during Heating

General faulty parts: 1. Fuel with water; 2. Coolant temperature sensor; 3. Spark plug; 4. Throttle
body and idle speed bypass air duct; 5. Air intake duct; 6. Idle speed stepper motor; 7. Engine
mechanical part.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Check the air filter for blockage and the air intake Yes air intake
1 system
duct for air leakage.
No Next step
Yes Next step
Check the spark plug for each cylinder and observe
2 Adjust or
if its model and clearance meet the specifications. No
replace
Clean
Remove the idle speed stepper motor and check
Yes relevant
3 the throttle body, the idle speed regulator and the
parts
idle speed bypass air duct for carbon deposition.
No Next step
Service the
Unplug the connector of coolant temperature line or
Yes
4 sensor, start the engine and observe if unstable replace the
idling occurs when the engine is heated. sensor
No Next step
Remove the fuel injector and check it for leakage, Replace the
Yes
5 blockage or poor flow with a dedicated cleaning faulty part
analyzer. No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
6 fuel
caused just after fueling up.
No Next step
Troubleshoot
the engine
Check the pressure of all engine cylinders and Yes
7 mechanical
observe if it varies greatly.
malfunction
No Next step
Connect the adapter of EFI system, turn on the Diagnosis
8 Yes
ignition switch and check if the power supply for help

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12#, 13#, 44#, 45# and 63# pin is normal; check if

Service the
the 3#, 51#, 53#, 61# and 80# pin are normally No
relevant line
grounded.

Section 8 Engine Normally Started, yet Idling Unstable after Heating

General faulty parts: 1. Fuel with water; 2. Coolant temperature sensor; 3. Spark plug; 4. Throttle
body and idle speed bypass air duct; 5. Air intake duct; 6. Idle speed stepper motor; 7. Engine
mechanical part.

General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Check the air filter for blockage and the air intake Yes air intake
1 system
duct for air leakage.
No Next step
Yes Next step
Check the spark plug for each cylinder and observe
2 Adjust or
if its model and clearance meet the specifications. No
replace
Clean
Remove the idle speed stepper motor and check
Yes relevant
3 the throttle body, the idle speed regulator and the
parts
idle speed bypass air duct for carbon deposition.
No Next step
Service the
Unplug the connector of coolant temperature line or
Yes
4 sensor, start the engine and observe if unstable replace the
idling occurs when the engine is heated. sensor
No Next step
Remove the fuel injector and check it for leakage, Replace the
Yes
5 blockage or poor flow with a dedicated cleaning faulty part
analyzer. No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
6 fuel
caused just after fueling up.
No Next step
Troubleshoot
the engine
Check the pressure of all engine cylinders and Yes
7 mechanical
observe if it varies greatly.
malfunction
No Next step
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
8 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

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Section 9 Engine Normally Started, yet Idling Unstable or Stalling

under Partial Load (e.g. A/C Turned on)

General faulty parts: 1. A/C system; 2. Idle speed stepper motor; 3. Fuel injector.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Clean
Remove the idle speed stepper motor and check
Yes relevant
1 the throttle body, the idle speed regulator and the
parts
idle speed bypass air duct for carbon deposition.
No Next step
Observe if the engine output power increases when
Yes To Step 4
the A/C system is started, that is, to observe the
2 change in ignition advance angle, fuel injection
pulse width and air intake flow with the diagnostic No Next step
tester for EFI system.
Connect the adapter of EFI system, disconnect the Yes Next step
cable of 75# pin of ECU and check if there is high
3 Service the
level signal at the end of wire harness when the A/C No
A/C system
system is turned on.
Check if the A/C system pressure, the compressor Yes Next step
4 electromagnetic clutch and the A/C compressor No Service the
pump are normal. A/C system
Remove the fuel injector and check it for leakage, Replace the
Yes
5 blockage or poor flow with a dedicated cleaning faulty part
analyzer. No Next step
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
6 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

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Section 10 Engine Normally Started, yet Idling at a Higher Speed

General faulty parts: 1. Throttle body and idle speed bypass air duct; 2. Vacuum tube; 3. Idle
speed stepper motor; 4. Coolant temperature sensor; 5. Ignition timing;
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Yes Adjust
1 Check if the throttle cable is stuck or too tight.
No Next step
Service the
Check the air intake system and the connected Yes air intake
2 system
vacuum line for leakage.
No Next step
Clean
Remove the idle speed stepper motor and check
Yes relevant
3 the throttle body, the idle speed regulator and the
parts
idle speed bypass air duct for carbon deposition.
No Next step
Service the
Unplug the connector of coolant temperature line or
Yes
4 sensor, start the engine and observe if it idles at a replace the
higher speed. sensor
No Next step
Yes Next step
Check if the ignition timing of the engine meets the Service the
5
specifications. No ignition
timing
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
6 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

Section 11 Engine Running Slowly or Stalling during Acceleration

General faulty parts: 1. Fuel with water; 2. Intake air pressure sensor and throttle position sensor;
3. Spark plug; 4. Throttle body and idle speed bypass air duct; 5. Air intake duct; 6. Idle speed
stepper motor; 7. Fuel injector; 8. Ignition timing; 9. Bleeding pipe.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps
Service the
Yes air intake
1 Check the air filter for blockage. system
No Next step

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Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
2 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system
Yes Next step
Check the spark plug for each cylinder and observe
3 Adjust or
if its model and clearance meet the specifications. No
replace
Clean
Remove the idle speed stepper motor and check
Yes relevant
4 the throttle body, the idle speed regulator and the
parts
idle speed bypass air duct for carbon deposition.
No Next step
Yes Next step
Check if the intake air pressure sensor and the Service the
5 throttle position sensor as well as their lines are line or
No
normal; replace the
sensor
Replace the
Remove the fuel injector and check it for leakage or Yes
6 faulty part
blockage with a dedicated cleaning analyzer.
No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
7 fuel
caused just after fueling up.
No Next step
Yes Next step
Check if the ignition order and ignition timing of the Service the
8
engine meet the specifications. No ignition
timing
Yes Next step
Repair or
9 Check the bleeding pipe for smooth bleeding. replace the
No
bleeding
pipe
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
10 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

Section 12 Slow Response in Acceleration

General faulty parts: 1. Fuel with water; 2. Intake air pressure sensor and throttle position sensor;
3. Spark plug; 4. Throttle body and idle speed bypass air duct; 5. Air intake duct; 6. Idle speed
stepper motor; 7. Fuel injector; 8. Ignition timing; 9. Bleeding pipe.
General diagnostic flow:

Operating Steps Test Result Follow-up

No.
Steps

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Service the
Yes air intake
1 Check the air filter for blockage. system
No Next step

Connect the fuel pressure gauge (front end of fuel Yes Next step
rail assembly oil inlet as connecting point), start the
2 Service the
engine and check if the fuel pressure is about
350kPa. No oil supply
system
Yes Next step
Check the spark plug for each cylinder and observe
3 Adjust or
if its model and clearance meet the specifications. No
replace
Clean
Remove the idle speed stepper motor and check
Yes relevant
4 the throttle body, the idle speed regulator and the
parts
idle speed bypass air duct for carbon deposition.
No Next step
Yes Next step
Check if the intake air pressure sensor and the Service the
5 throttle position sensor as well as their lines are line or
No
normal; replace the
sensor
Replace the
Remove the fuel injector and check it for leakage or Yes
6 faulty part
blockage with a dedicated cleaning analyzer.
No Next step
Replace the
Check the fuel and observe if the malfunction is Yes
7 fuel
caused just after fueling up.
No Next step
Yes Next step
Check if the ignition order and ignition timing of the Service the
8
engine meet the specifications. No ignition
timing
Yes Next step
Repair or
9 Check the bleeding pipe for smooth bleeding. replace the
No
bleeding
pipe
Connect the adapter of EFI system, turn on the Diagnosis
ignition switch and check if the power supply for Yes
help
10 12#, 13#, 44#, 45# and 63# pin is normal; check if
the 3#, 51#, 53#, 61# and 80# pin are normally Service the
No
grounded. relevant line

Section 13 Sluggish Acceleration and Poor Performance

General faulty parts: 1. Fuel with water; 2. Intake air pressure sensor and throttle position sensor;
3. Spark plug; 4. Ignition coil; 5. Throttle body and idle speed bypass air duct; 6. Air intake duct; 7.
Idle speed stepper motor; 8. Fuel injector; 9. Ignition timing; 10. Bleeding pipe.

General diagnostic flow:

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Operating Steps Test Follow-up

No.
Result Steps
Check for slipping clutch, low tire pressure, braking Yes Repair
1 drag, incorrect tire size, improper four wheel alignment,
No Next step
etc.
Service the air
Yes
2 Check the air filter for blockage. intake system
No Next step

Connect the fuel pressure gauge (front end of fuel rail Yes Next step
3 assembly oil inlet as connecting point), start the engine
and check if the fuel pressure is about 350kPa. Service the oil
No
supply system

Pull out a distributor from one cylinder, connect a spark Yes Next step
plug and keep its electrodes about 5mm away from the
4
engine body, start the engine and check for normal Service the
high-pressure fire. No
ignition system
Yes Next step
Check the spark plug for each cylinder and observe if
5 Adjust or
its model and clearance meet the specifications. No
replace
Remove the idle speed stepper motor and check the Clean relevant
Yes
6 throttle body, the idle speed regulator and the idle parts
speed bypass air duct for carbon deposition. No Next step
Yes Next step
Check if the intake air pressure sensor and the throttle Service the line
7
position sensor as well as their lines are normal; No or replace the
sensor
Replace the
Remove the fuel injector and check it for leakage or Yes
8 faulty part
blockage with a dedicated cleaning analyzer.
No Next step
Replace the
Check the fuel and observe if the malfunction is caused Yes
9 fuel
just after fueling up.
No Next step
Yes Next step
Check if the ignition order and ignition timing of the
10 Service the
engine meet the specifications. No
ignition timing
Yes Next step
Repair or
11 Check the bleeding pipe for smooth bleeding.
No replace the
bleeding pipe
Connect the adapter of EFI system, turn on the ignition Yes Diagnosis help
switch and check if the power supply for 12#, 13#, 44#,
12
45# and 63# pin is normal; check if the 3#, 51#, 53#, Service the
61# and 80# pin are normally grounded. No
relevant line

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Part 5 Guide for Use of M7 System Diagnostic Tester

This chapter explains how to use the engine electric diagnostic tester to diagnose and analyze
malfunctions of M7 system using S.W.G 99-02 engine electric diagnostic tester as an example.
However, please note that the electric diagnostic testers developed and purchased by different
manufacturers may differ in function.
Values and contents in this chapter are for reference only.

 The appearance of the electric diagnostic tester is shown below:

EFI Engine Electric Diagnostic Tester

Help Pr Exit Reset

Engine Electric Diagnostic Tester
1. Self diagnosis
2. Engine state display
3. Ignition advance angle

OK

 Operation panel of the electric diagnostic tester:

• The left side of the panel is an LCD, which is used to display a variety of English
information.
• The right side of the panel is a 4×4 keypad, which is defined as follows:
―0-9‖: to enter numbers;
"OK": to confirm command or data input;
"Exit": to return to previous menu from the submenu;
"▽", "△": press to select options in the menu;
"Help": press to guide simple guide information;
―Reset‖: press to restore the default settings.
 Functions of the electric diagnostic tester:
1. Self diagnosis
Mainly include: read DTC and clear DTC;
2. System parameter display
Mainly include: Main parameters, parameters and sensor signal voltage;

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3. System state

Mainly include: programming state, cooling

system, stable condition, dynamic condition,
emission control, oxygen sensor, idle speed,
malfunction indicator, emergency operation,
and air conditioning;
4. Actuator test
Mainly include: malfunction indicator, fuel
pump, air conditioning relay, fan control,
ignition test, and single-cylinder fuel cut-off;
5. Odometer Use the key 4 (↑) and 8 (↓) to select a function,
Mainly include: vehicle mileage, and driving press "OK" to confirm, or press "Exit" to return
time; to the main menu.
6. Version information
Mainly include: frame number (optional), ECU
hardware number, and ECU software number.
Usage of the electric diagnostic tester:
1. Connect the cable;
2. Turn the ignition switch;
3. Select the proper system, and press "OK".

If the system isn’t proper or the ignition switch

isn’t turned on, it will return to ―System
Selection‖.

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Select "Read DTC" to read the DTC in the

ECU malfunction memory, including
steady-state and intermittent malfunctions.

―OK‖ indicates that ―Clear DTC‖ operation

finishes; you can press ―OK‖ to return to
―Self-diagnosis‖.

As shown in the right:

1. 2-1 indicates that there are two DTCs, and
the first is shown;
2. "Current" indicates a steady-state
malfunction; ―intermittent‖ also may display,
indicating intermittent malfunction.

Use the key 4 (↑) and 8 (↓) to select a function,

and press "OK" to confirm.

Select "Clear DTC" to clear the DTC in the

ECU malfunction memory after the
malfunction is eliminated.

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Use the key 4 (↑) and 8 (↓) to select a function,

press "OK" to confirm, or press "Exit" to return
to the main menu.

―400mV‖ indicates the signal voltage of

Use the key 4 (↑) and 8 (↓) to select an option. current oxygen sensor.

Use the key 4 (↑) and 8 (↓) to select a function,

Note: Turn on the ignition switch but do not press "OK" to confirm, or press "Exit" to return
start the engine; the ―Intake pressure‖ at this to the main menu.
time should be about 101.0kPa, i.e. an
atmospheric pressure.

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Use the key 4 (↑) and 8 (↓) to select an option.

Use the key 4 (↑) and 8 (↓) to select an option.
―Closing time‖ refers to the time that the
ignition coil magnetizes.

Use the key 4 (↑) and 8 (↓) to select a function,

press "OK" to confirm, or press "Exit" to return
to the main menu.

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Use the key 4 (↑) and 8 (↓) to select a function,

press "OK" to confirm.

―N‖ indicaates that the state is NO;

―Y‖ indicates that the state is YES.

Use the key 4 (↑) and 8 (↓) to select a function,

press "OK" to confirm, or press "Exit" to return
to the main menu.

―N‖ indicates that the state is NO, i.e. the fan

isn’t rotating;
―Y‖ indicates that the state is YES, i.e. the fan
is rotating.

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―N‖ indicates that the state is NO, i.e. the

condition isn’t met;
―Y‖ indicates that the state is YES, i.e. the
condition is met.

This item includes two pages; please use the

key 4 (↑) and 8 (↓) to select a page;
―N‖ indicates that the state is NO, i.e. the
actuator doesn’t work;
―Y‖ indicates that the state is YES, i.e. the
actuator works.

―N‖ indicates that the state is NO, i.e. the

condition isn’t met;
―Y‖ indicates that the state is YES, i.e. the
condition is met.

―N‖ indicates that the state is NO, i.e. the

condition isn’t met;
―Y‖ indicates that the state is YES, i.e. the
condition is met.

―N‖ indicates that the state is NO, i.e. the

condition isn’t met;
―Y‖ indicates that the state is YES, i.e. the
condition is met.

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―N‖ indicates that the state is NO, i.e. the ―N‖ indicates that the state is NO, i.e. the
condition isn’t met; condition isn’t met;
―Y‖ indicates that the state is YES, i.e. the ―Y‖ indicates that the state is YES, i.e. the
condition is met. condition is met.

Use the key 4 (↑) and 8 (↓) to select a function,

This page applies to the system with press "OK" to confirm.
electronic throttle;
―N‖ indicates that the state is NO, i.e. the
condition isn’t met;
―Y‖ indicates that the state is YES, i.e. the
condition is met.

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Turn on the ignition switch but do not start the

engine;
Use the key 4 (↑) and 8 (↓) to select a function,
press "OK" to confirm; check whether the
change in the state of fuel pump relay and fuel
pump is normal.
Use the key 4 (↑) and 8 (↓) to select a function,
press "OK" to confirm, or press "Exit" to return
to the main menu.

Turn on the ignition switch but do not start the

engine;
Use the key 4 (↑) and 8 (↓) to select a function,
press "OK" to confirm; check whether the
change in the state of A/C relay is normal.

Turn on the ignition switch but do not start the

engine;
Use the key 4 (↑) and 8 (↓) to select a function,
press "OK" to confirm; check whether the
change in the state of malfunction indicator is
normal.

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Turn on the ignition switch but do not start the Turn on the ignition switch and start the
engine; engine;
Use the key 4 (↑) and 8 (↓) to select a function, Use the key 4 (↑) and 8 (↓) to select a cylinder,
press "OK" to confirm; check whether the press "OK" to confirm; check whether the jitter
change in the state of the fan is normal. level is consistent when the fuel of each
cylinder of the engine is cut off.

Turn on the ignition switch but do not start the

engine, pull out the cylinder ignition wire, and Use the key 4 (↑) and 8 (↓) to select a function,
connect the spark plug to the cylinder; press "OK" to confirm.
Use the key 4 (↑) and 8 (↓) to select a cylinder,
press "OK" to confirm; check whether the
spark intensity of the spark plug is normal.

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Check the hardware number, software number

and frame number (optional) of engine ECU in
after-sales service; press ―Exit‖ to return to the
main menu.

Check the vehicle information in after-sales

service; press ―Exit‖ to return to the main
menu.

Use the key 4 (↑) and 8 (↓) to select a function,

press "OK" to confirm.

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Part 6 Accessories

Section 1 Table of Mounting Torque for Parts

No. Part name Mounting torque (NM)

1 Intake pressure and temperature sensor 3.3

2 Coolant temperature sensor 20 (Max)

3 Knock sensor 20±5

4 Oxygen sensor 50±10

5 Throttle position sensor 2±0.5

6 Speed sensor 8±2

7 Phase sensor 8±0.5

8 Electromagnetic fuel injector 6

(First stage) 2±1
9 Idle speed actuator
(Second stage) 7±1

Section 2 Rules for Maintenance of EFI System

2.1 Family cars
Note:
1. The rules for maintenance are applicable for family cars;
2. Interval of vehicle maintenance depends on the reading on the odometer or the time interval,
whichever comes earlier.
3. The rules for maintenance must be strictly complied with, which are developed based on
normal use of vehicle as per design.

Mileage
10 20 30 40 50 60 70 80
Items x1000km
Month 3 6 9 12 15 18 21 24
Ignition Coil I I I I
Ignition Cam I I I I
Ignition Cap I I I I
Ignition Wire I I I I
Spark Plug I I I R
Ignition Timing I I I I
Engine Idling Speed I I I I
Fuel Tank I C
Fuel Filter R R R R
Fuel Injector C* C* C* C*
Air Filter I R I R

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EWD or Stepper Air

C C C C
Bypass
Throttle Body C C C C
Emission Check I I I I
Check by Diagnostic
I I I I
Tool

2.2 Rental cars

Note:
1. The rules for maintenance are applicable for rental cars;
2. Interval of vehicle maintenance depends on the reading on the odometer or the time interval,
whichever comes earlier.
3. The rules for maintenance must be strictly complied with, which are developed based on
normal use of vehicle as per design.

Mileage
20 40 60 80 100 120 140 160
Items x1000km
Month 3 6 9 12 15 18 21 24
Ignition Coil I I I I I I I I
Ignition Cam I I I I I I I I
Ignition Cap I I I I I I I I
Ignition Wire I I I I I I I I
Spark Plug I R I R
Ignition Timing I I I I
Engine Idling Speed I I I I
Fuel Tank C C
Fuel Filter R R R R R R R R
Fuel Injector C* C* C* C* C* C* C* C*
Air Filter I R I R I R I R
EWD or Stepper Air
I C I C I C I C
Bypass
Throttle Body I C I C I C I C
Emission Check I I I I
Check by Diagnostic
I I I I
Tool

Note: R - Replace
C - Clean
I - Inspect (Replace the spare parts when find out failure in inspection.)
C*- The maintenance of fuel injector had better clean by a special tool --- fuel injector cleaner.

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Section 3 DTC (PCODE) List

DTC
Mark Description Unreaso Category
Max. Min. Signal
nable
Crankshaft position sensor signal
P0335 P0335 P0335 P0336
bm malfunction 33
dk Throttle position sensor circuit malfunction P0123 P0122 P0120 P0120 31
ev1 Fuel injector 1 control circuit malfunction P0201 P0201 P0201 P0201 31
ev2 Fuel injector 2 control circuit malfunction P0203 P0203 P0203 P0203 31
ev3 Fuel injector 3 control circuit malfunction P0204 P0204 P0204 P0204 31
ev4 Fuel injector 4 control circuit malfunction P0202 P0202 P0202 P0202 31
Multiplication part of the self-learning
P0171 P0172 P0170 P0170
frao value of λ closed-loop control overrun 5
Multiplication part of the self-learning
P0171 P0172 P0170 P0170
frau value of λ closed-loop control overrun 5
hsv Oxygen sensor heating malfunction P0135 P0135 P0135 P0135 31
Kpe Oil pump control circuit malfunction P0230 P0230 P0230 P0230 31
krnt Knock zero test diagnosis P0324 P0324 P0324 P0324 5
krof Knock offset diagnosis P0324 P0324 P0324 P0324 5
krtp Knock test pulse diagnosis P0324 P0324 P0324 P0324 5
ks1 Knock sensor circuit malfunction P0325 P0325 P0325 P0325 31
Idle control speed deviation from the
P0507 P0506 P0505 P0505
llr target speed 31
Lm Intake pressure sensor malfunction P0108 P0107 P0105 P0106 31
Lsv Oxygen sensor malfunction P0132 P0131 P0134 P0130 31
Luea Fan A control circuit malfunction P0480 P0480 P0480 P0480 31
N Speed sensor malfunction P0335 P0335 P0335 P0336 33
Ph Phase sensor malfunction P0343 P0342 P0340 P0340 31
Addition part of the self-learning value of λ
P0171 P0172 P0170 P0170
rkaz closed-loop control overrun 5
stpe Stepper motor control circuit malfunction P0509 P0508 P0511 P0511 31
Svse SVS lamp control circuit malfunction P1651 P1651 P1651 P01651 5
Ta Intake temperature sensor malfunction P0113 P0112 P0110 P0111 31
Carbon canister control valve control
P0445 P0444 P0443 P0443
teve circuit malfunction 31
Tm Water temperature sensor malfunction P0118 P0117 P0115 P0116 31
ub Power supply malfunction P0563 P0562 P0560 P0560 31
vfz Vehicle speed sensor malfunction P0500 P0500 P0500 P0500 31

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