Hyundai Elantras – Engine Electrical System Workshop Manual

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Page 1

ENGINE

ELECTRICAL

SYSTEM

Return to Main Table of Contents

GENERAL

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IGNITION SYSTEM CHARGING SYSTEM STARTING SYSTEM CRUISE CONTROL SYSTEM

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13 29 38

Page 2

27-2

GENERAL

SPECIFICATIONS

Distributor

GENERAL

Type

Advance mechanism

Ignition order

Ignition coil

Type

Primary coil resistance Secondary coil resistance

Spark plug

Type

NGK Champion

Plug gap

Contact pointless type Controlled by engine control module 1-3-4-2

Mold dual-coil

0.8 ± 0.09

12.1 ± 1.8

BPR6ES-11 RN9YC4

1.0-1.1 mm (0.039-0.043 in.)

Start motor

Type

Voltage output

No-load characteristics

Terminal voltage Amperage

Speed Number of pinion teeth Pinion gap

Reduction drive (with planetary gear)

12v

1.2KW

11v 90A 3,000 RPM 8

052.0 mm (0.0197-0.079 in.)

Page 3

Generator

GENERAL

Type

Rated output Voltage regulator type Regulator setting voltage Temperature compensation

Battery

Type

Ampere hours (5HR)

(20HR) Cold cranking [at -17.8oC(0oF)] Reserve capacity Specific gravity [at 25oC(77oF)]

NOTE COLD CRANKING AMPERAGE is the amperage a battery can deliver for 30 seconds and maintain a terminal

voltage of 7.2 or greater at a specified temperature. RESERVE CAPACITY RATING is the amount of time a battery can deliver 25A and maintain a minimum terminal

voltage of 10.5 at 26.7o (80°F).

Battery voltage sensing

13.5 V Electronic built-in type

14.4 ± 0.3V

-10 ± 3 mV/oC

GOAH-B 48 Ah or more 60 Ah or more 420 A or more 92 min.

1:270 ± 0.01

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27-4

IGNITION SYSTEM

GENERAL INFORMATION

Ignition timing is controlled by the electronic control ignition timing system. The ignition timing data for the engine operation conditions are programmed in the memory of the engine control module

(ECM). The engine conditions (speed, load, warm-up condition, etc.) are detected by the various sensors. Based upon these sensor signals and the ignition timing data, signals to interrupt the primary current are sent to the power transistor. The ignition coil is activated, and

timing is controlled at the optimum point.

TROUBLE SHOOTING

Trouble condition Engine will not start or is

hard to start. (Cranks OK)

Rough idle or stalls

Engine hesitates/poor acceleration

Probable cause Incorrect ignition timingIgnition coil faulty Power transistor faulty Crankshaft position sensor faulty High tension cable faulty Spark plugs faulty lgnition wiring disconnected or broken Spark plugs faulty

Ignition wiring faulty Incorrect ignition timing Ignition coil faulty Power transistor faulty Spark plugs faulty Ignition wiring faulty

Remedy

Adjust ignition timing

Inspect ignition coil Inspect power transistor Replace crankshaft position sensor Inspect high tension cable Replace plugs Inspect wiring Replace plugs

Inspect wiring

Adjust ignition timing

Inspect ignition coil Inspect power transistor Replace plugs Inspect wiring

I I

Poor mileage

Engine overheats

Incorrect ignition timing Spark plugs faulty

Incorrect ignition timing Incorrect ignition timing

Adjust timing

Replace plugs Adjust ignition timing Adjust ignition timing

Page 5

IGNITION SYSTEM

IGNITION TIMING

Adjustment conditions:

Coolant temperature: 80.95°C (170-205°F) Lamps, cooling fan, and all accessories: Off Transaxle range : Neutral (N or P for A/T) Parking brake : ON Steering wheel : Neutral position

Adjustment Procedures

Install a tachometer and a timing light.

Run the engine for more than 5 seconds at an engine speed of

2,000 to 3,000 rpm.

Run the engine at idle for 2 minutes.

Read the idling rpm. If it is not within the specified value, check the idle speed control system.

Idle speed :

Refer to 31 GROUP - Idle speed adjustment section.

700 ± 100 rpm (For 1.6L) 700 ± 100 rpm (For 1.8L)

27-5

NOTE

1) Do not use the scan tool. If tested with the scan tool connected to the data link connector, the ignition timing will not be the basic timing, but be ordinary timing.

2) The engine speed indicated is a second of actual speed. In other words, the reading of the tachometer times 2 is actual speed.

Ground the ignition timing adjustment terminal.

Check the basic ignition timing.

Basic ignition timing : 5o ± 2o BTDC (at idle)

If the timing is incorrect, loosen the crankshaft position sensor mounting nut, and rotate the crankshaft position sensor until the timing is correct.

NOTE

The ignition timing will be retarded, if the crankshaft

position sensor is turned to the left and advanced if it is

turned to the right.

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27-6

7. After adjustment, securely tighten the mounting nut. Tightening torque : 10-13Nm (100-130 kg.cm, 7-9 Ib.ft)

NOTE

Be careful, when tightening the nut, that the crankshaft

position sensor does not move.

8. Stop the engine.

Disconnect the lead wire connected at step 4.

10. Start and run the engine at curb idle speed.

11. Check to be sure that the idling ignition timing is the correct timing.

Actual ignition timing :

NOTE

-1.

Actual ignition timing may vary, depending on the control mode of the engine control module. In such a case, re-check the basic ignition timing. If there is no deviation, the ignition timing is functioning normally.

At high altitudes more than approximately (2,300 ft.) above sea level, the actual ignition timing is farther advanced to ensure good combustion.

8o BTDC (For 1.6L) 14o BTDC (For 1.8L)

IGNITION SYSTEM

Page 7

REMOVAL AND INSTALLATION

IGNITION SYSTEM

27-7

Page 8

27-8

IGNITION SYSTEM

IGNITION COIL

Measurement of the primary coil resistance

Measure the resistance between connector terminals 3 and 1

1. (the coils at the No. 1 and No. 4 cylinder sides) of the ignition

coil, and between terminals 3 and 2 (the coils at the No. 2 and

No. 3 cylinder sides).

Standard value: 0.77 - 0.95

Measurement of the secondary coil resistance

Measure the resistance between the high-voltage terminal for

the No. 1 and No. 4 cylinders, and between the high-voltage terminals for the No. 2 and No. 3 cylinders.

- Standard value: 10.3 - 13.9 CAUTION

Be sure, when measuring the resistance of the secondary coil, to disconnect the connector of the ignition coil.

POWER TRANSISTOR

NOTE An analog-type ammeter should be used.

Power transistor for coil No. 1 and No. 4 cylinders

Connect the negative (-) terminal of the 1.5V power supply to

1. terminal No.3 of the power transistor; then check whether there is continuity between terminal No.5 and terminal No.3 when terminal No.4 and the positive (+) terminal are connected and disconnected.

NOTE Connect the negative (-) probe of the ammeter to terminal

No.5.

Terminal 4 and (+) terminal

Connected

Disconnected

Terminal 5 and terminal 3

Continuity

No continuity

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IGNITION SYSTEM

27-9

Power transistor for coil No.2 and No.3 cylinders

Connect the negative (-) terminal of the 1.5V power supply to terminal No.3 of the power transistor; then check whether there is continuity between terminal No.1 and terminal No.3 when terminal No.2 and the positive (+) terminal are connected and disconnected.

NOTE Connect the negative (-) probe of the ammeter to terminal

No.1

If the problem is still evident after checking as described above,

replace the power transistor.

CHECKING SPARK PLUG

Inspection and Cleaning

Disconnect the spark plug cable from the spark plug.

NOTE Pull on the spark plug cable boot when removing the spark

plug cable, not the cable, as it may be damaged.

Using spark plug wrench, remove all of the spark plugs from the

cylinder head.

NOTE

Take care not to allow contaminants to enter through the

spark plug holes.

Check the spark plugs for the following:

1) Broken insulator

2) Worn electrode

3) Carbon deposits

4) Damaged or broken gasket

Condition of the porcelain insulator at the tip of the sparkplug

Check the spark plug gap using a wire gap gauge, and adjust if necessary.

Standard value: 1.0-1.1 mm (0.039-0.043 in.)

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27-10

Re-insert the spark plug and tighten to the specified torque.

5. If it is over torqued, damage to the threaded portion of cylinder head might result.

Spark plug: 20-30 Nm (204-306 kg.cm, 15-21 Ib.ft)

Analyzing Spark Plug

Engine conditions can be analyzed by the tip deposits near the electrode.

IGNITION SYSTEM

SPARK PLUG TEST

Remove the spark plug and connect to the spark plug cable.

Ground the spark plug outer electrode, and crank the engine.

Check to be sure that there is an electrical discharge between the electrodes at this time.

SPARK PLUG CABLES TEST

Disconnect, one at a time each of the spark plug cables while

the engine is idling to check whether the engine’s running

performance changes or not.

Caution

Wear rubber gloves while doing so.

If the engine performance does not change, check the resis-

tance of the spark plug, and check the spark plug itself.

Check the cap and outer shell for cracks.

Page 11

IGNITION SYSTEM

4. Measure the resistance.

NOTE Resistance should not be higher than 10,000 per foot

of cable. If resistance is higher, replace the cable.

27-11

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27-12

IGNITION SYSTEM

CRANKSHAFT POSITION SENSOR

1. Remove the battery ground cable

Remove the crankshaft position sensor mounting bolt (2 EA).

Pull out the crankshaft position sensor from cylinder head.

Turn the crankshaft so that the No. 1 cylinder is at top dead center.

Align the punch mark on the crankshaft position sensor housing with the notch in plate.

Install the crankshaft position Sensor on the cylinder head.

INSTALLATION OF SPARK PLUG CABLE

Improper arrangement of spark plug cables will induce voltage between the cables, causing miss firing and developing a surge at

acceleration in high-speed operation. Therefore, be careful to arrange the spark plug cables properly as shown in the illustration.

Page 13

CHARGING SYSTEM

GENERAL INFORMATION

The charging system includes a battery, an generator with a built-

in regulator, and the charging indicator light and wires. The generator has six built-in diodes (three positive and three negative), each rectifying AC current to DC current. Therefore, DC current appears

at generator “B” terminal.

In addition, the charging voltage of this generator is regulated by the battery voltage detection system. The main components of the generator are the rotor, stator, rectifier, capacitor, brushes, bearings and V-ribbed belt pulley. The brush holder contains a built-in electronic voltage regulator.

TROUBLESHOOTING

27-13

Symptom Charging warning

indicator does not light with ignition switch “ON” and engine off.

Charging warning indicator does not go out with engine running.

(Battery requires frequent recharging).

Discharge battery.

Probable cause Fuse blown. Bulb burned out. Wiring connection loose. Electronic voltage regulator faulty. Drive belt loose or worn. Battery cables loose, corroded or worn.

Fuse blown. Fusible link blown. Electronic voltage regulator or generator

faulty. Wiring faulty.

Drive belt loose or worn.

Wiring connection loose or open circuit.

Fusible link blown.

Remedy Check fuses. Replace bulb. Tighten loose connections. Replace voltage regulator. Adjust tension or replace drive belt. Repair or replace cables. Check fuses. Replace fusible link. Test generator.

Repair wiring.

Adjust tension or replace drive belt. Tighten loose connection or repair

wiring.

Replace fusible link.

Overcharge

Poor grounding. Electronic voltage regulator or generator

faulty.

Worn battery Electronic voltage regulator faulty Voltage sensing wire faulty

Repair.

Test generator.

Replace battery. Replace voltage regulator. Repair wire.

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27-14

CHARGING SYSTEM

INSPECTION OF CHARGING SYSTEM VOLTAGE DROP TEST OF GENERATOR OUTPUT

WIRE

This test determines whether or not the wiring between the generator

“B” terminal and the battery (+) terminal is good.

Preparation

1. Turn the ignition switch to “OFF”.

Disconnect the battery ground cable.

Disconnect the generator output lead from the generator “B”

terminal.

Connect a DC ammeter (0 to 100A) in series to the “B” terminal and disconnected the output lead. Connect the (+) lead of the ammeter to the “B” terminal and the (-) lead to the disconnected

output wire.

NOTE Using a clamp type ammeter is the best method of mea

suring current. It will allow you to check the system with

out disconnecting any of the terminals.

Connect a voltmeter between the generator “B” terminal and battery (+) terminal. Connect the (+) lead wire of the voltmeter to the “B” terminal and the (-) lead wire to the battery (+) terminal.

6. Connect the battery ground cable.

7. Leave the hood open.

Test

1. Start the engine.

Turn on the headlights and adjust the engine speed so that the

ammeter reads 20A and then read the voltmeter.

Result

It is okay if the voltmeter indicates the standard value.

Standard value: 0.2V Max.

If the voltmeter indicates a value that is larger than the standard value, poor wiring is suspected. In this case check the wiring from the generator “B” terminal to the fusible link to the battery (+) terminal. Check for loose connections, color change due to an overheated harness, etc. Correct them before testing again.

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CHARGING SYSTEM

Upon completion of the test, set the engine speed at idle. Turn

off the head lamps and the ignition switch.

4. Disconnect the battery ground cable.

Disconnect the ammeter and voltmeter that have been con-

nected for testing.

Connect the generator output wire to the generator “B” terminal.

Connect the battery ground cable.

OUTPUT CURRENT TEST

This test judges whether or not the generator gives an output current that is equivalent to the nominal output.

Preparation

Prior to the test, check the following items and correct as necessary.

Check the battery installed in the vehicle to ensure that it is in good condition*. The battery checking method is described in “BATTERY”.

NOTE

The battery that is used to test the output current should be one that has been partially discharged. With a fully charged battery, the test may not be conducted correctly due to an insufficient load.

27-15

2) Check the tension of the generator drive belt. The belt tension check method is described in the section “COOL-

ING”.

Turn off the ignition switch.

Disconnect the battery ground cable.

Disconnect the generator output wire from the generator “B”

terminal.

Connect a DC ammeter (0 to 100A) in series between the “B” terminal and the disconnected output wire. Be sure to connect the (-) lead wire of the ammeter to the disconnected output wire.

NOTE

Tighten each connection securely, as a heavy current will flow. Do not rely on clips.

Connect a voltmeter (0 to 20V) between the “B” terminal and ground. Connect the (+) lead wire to the generator “B” terminal and (-) lead wire to a good ground.

Attach an engine tachometer and connect the battery ground cable.

Leave the engine hood open.

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27-16

CHARGING SYSTEM

Test

Check to see that the voltmeter reads the same value as the battery voltage. If the voltmeter reads 0 V, and open circuit in the wire between

the generator "B" terminal and battery (-) terminal, a blown

fusible link or poor grounding is likey.

Start the engine and turn on the headlights.

Set the headlights to high beam and the heater blower switch

to HIGH, quickly increase the engine speed to 2,500 rpm and

read the maximum output current value indicated by the amme-

ter.

NOTE After the engine start up, the charging current quickly

drops, therefore, the above operation must be done quickly

to read the maximum current value correctly.

Result

The ammeter reading must be higher than the limit value. If it

is lower but the generator output wire is in good condition, remove the generator from the vehicle and test it.

Limit value : 52.5A NOTE

The nominal output current value is shown on the

nameplate affixed to the generator body.

The output current value changes with the electrical

load and the temperature of the generator itself.

Therefore, the nominal output current may not be

obtained. If such is the case, use a carbon pile to

increase the load on the generator. The nominal output current may not be obtained if the temperature of the generator itself or ambient temperature is too high.

Upon completion of the output current test, lower the engine

speed to idle and turn off the ignition switch.

3. Disconnect the battery ground cable.

Remove the ammeter and voltmeter and the engine tachom-

eter.

Connect the generator output wire to the generator “B” terminal.

Connect the battery ground cable.

Page 17

CHARGING SYSTEM

REGULATED VOLTAGE TEST

The purpose of this test is to check that the electronic voltage

regulator controls voltage correctly.

Preparation

Prior to the test, check the following items and correct if necessary.

Check the battery installed on the vehicle to see that it is fully charged. For battery checking method, see “BAT-

TERY”.

Check the generator drive belt tension. For belt tension check, see section, “COOLING”.

2. Turn ignition switch to “OFF”.

Disconnect the battery ground cable.

Connect a digital voltmeter between the “S” terminal of the

-generator and ground. Connect the (+) lead of the voltmeter to the "S(L)" terminal of the generator. Connect the (-) lead to good ground or the battery (-) terminal.

Disconnect the generator output wire from the generator “B” terminal.

Connect a DC ammeter (0 to 100A) in series between the ”B” terminal and the disconnected output wire. Connect the (-) lead wire of the ammeter to the disconnected output wire.

Attach the engine tachometer and connect the battery ground cable.

27-17

Test

Turn on the ignition switch and check to see that the voltmeter indicates the following value.

Voltage: Battery voltage

If it reads 0 V, there is an open circuit in the wire between the generator “S” terminal and the battery (+), or the fusible link is blown.

Start the engine. Keep all lights and accessories off.

Run the engine at a speed of about 2,500 rpm and read the voltmeter when the generator output current drops to 10 A or less.

Page 18

27-18 CHARGING SYSTEM

Result

If the voltmeter reading agrees with the value listed in the Regulating Voltage Table below, the voltage regulator is func-

tioning correctly. If the reading is other than the standard value,

the voltage regulator or the generator is faulty.

Regulating Voltage Table

Voltage regulator ambient

temperature oC(oF)

Regulating voltage V

-20 (-4) 14.2-15.4

20 (68) 13.9-14.9 60 (140) 13.4-14.6 80 (176) 13.1-14.5

2. Upon completion of the test, reduce the engine speed to idle, and turn off the ignition switch.

Disconnect the battery ground cable.

Remove the voltmeter and ammeter and the engine tachom-

eter.

Connect the generator output wire to the generator "B" terminal.

Connect the battery ground cable.

Page 19

GENERRATOR REMOVAL AND INSTALLATION

CHARGING SYSTEM

27-19

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

Disconnect the negative terminal from the battery.

Remove the radiator mounting bolt.

Disconnect the reservoir hose and fan motor connectors,

4. Raise the vehicle.

Remove the mud guard-LH.

6. Disconnect the connector pin of oil pressure switch.

Loosen the belt tension and remove the belt.

Remove the terminal nut and the wire from the B terminal.

With lifting up the radiator, remove the generator.

10. Installation is the reverse of the removal procedure.

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27-20

COMPONENTS

CHARGING SYSTEM

Page 21

CHARGING SYSTEM

DISASSEMBLY

Remove the three through bolts.

Insert a flat screwdriver between the front bracket and stator

core, and pry downward.

NOTE

Do not insert the screwdriver too deeply, as there is a danger of damaging the stator coil.

The rear cover may be hard to remove because a ring is used to lock the outer race of the rear bearing. To facilitate removal of rear cover, heat just the bearing box section with a 200-watt soldering iron.

Do not use a heat gun, as it may damage the diode

assembly.

Secure the rotor in a vise with the pulley side up.

NOTE Be careful that the vise jaws do not damage the rotor.

27-21

Remove the pulley nut, then remove the spring washer, then

the pulley, and then the spacer.

Remove the front bracket and two seals.

Remove the rotor from the vise.

Remove the brush holder screws, the rectifier screws, and the nut from the "B" terminal.

Remove the stator assembly from the rear bracket.

Detach the slinger from the brush holder.

10. When the stator is to be removed, unsolder the three stator leads to the main diodes on the rectifier.

NOTE

When soldering or unsoldering, use care to make sure

that heat of soldering iron is not transmitted to the

diodes for a long period.

Use care that excessive force is not exerted on the leads of the diodes.

11. When separating the rectifier from the brush holder, unsolder the two plates soldered to the rectifier.

INSPECTION

Rotor

Check the rotor coil for continuity. Check to make sure that there is continuity between the slip rings.

If resistance is extremely low, it means that there is a short. If there is no continuity or if there is a short circuit, replace the rotor assembly.

Resistance value: Approx. 3.1

Page 22

27-22 CHARGING SYSTEM

Check the rotor coil for a ground. Check to make sure that there

2. is no continuity between slip the ring and the core.

If there is continuity, replace rotor assembly.

Stator

Make a continuity check on the stator coil. Check to make sure

that there is continuity between the coil leads.

If there is no continuity, replace stator assembly.

Check the coil for grounding. Check to make sure that there is

2. no continuity between the coil and the core. If there is continuity, replace the stator assembly.

Rectifiers Positive rectifier test

Check for continuity between the positive rectifier and stator coil lead connection terminal with an ohmmeter. The ohmmeter should read continuity in only one direction. If there is continuity in both directions, a diode is shorted.

Replace the rectifier assembly.

Negative rectifier test

Check for continuity between the negative rectifier and the stator coil lead connection terminal. The ohmmeter should read continuity

in only one direction. If there is continuity in both directions, a diode is shorted, and the rectifier assembly must be replaced.

Page 23

CHARGING SYSTEM

Diode trio test

Check the three diodes for continuity by connecting an ohmmeter to both ends of each diode. Each diode should have continuity in only one direction. If continuity is present in both directions, a diode is defective and the heatsink assembly must be replaced.

BRUSH REPLACEMENT

Replace the brushes if they are worn to limit line.

27-23

Unsolder the pigtail and remove the old brush and spring.

Install the brush spring and a new brush in the brush holder.

Insert the brush to where there is a space 2 to 3 mm (0.079 to

0.118 in.) between the limit line and the end of the brush holder.

Solder the pigtail to the brush holder.

REASSEMBLY

Perform reassembly in the reverse procedure of disassembly. Pay attention to the following: Before the rotor is attached to the rear bracket, insert a wire through the small hole in the rear bracket to lock the brush. After the rotor has been installed, the wire can be removed.

Page 24

27-24

CHARGING SYSTEM

INSTALLATION

Position the generator and insert the support bolt. (Do not attach the nut.)

Push the generator forward and determine how many spacers (thickness: 0.198 mm) should be inserted between the front leg of the generator and the front case (space A in the illustration).

(There should be enough spacers so that they do not fall out

when you let go of them.)

Insert the spacers (space A in the illustration), attach the nut,

and complete the installation.

Page 25

CHARGING SYSTEM

BATTERY

The maintenance-free battery is, as the name implies, totally

1. maintenance free and has no removable battery cell caps.

Water never needs to be added to the maintenance-free

2. battery. The battery is completely sealed, except for small vent holes in

3. the cover.

BATTERY VISUAL INSPECTION (1)

Check for obvious damage such as a cracked or broken case or cover that could permit loss of electrolyte. Determine cause of damage and correct as needed. Clean corrosion with as solution of baking soda and water.

27-25

Check specific gravity.

Refer to “Specific gravity check chart” for electrolyte

temperature compensation, and then select proper

reading below.

Below 1.100

Slow charge

Slow charge battery at 5A for no more than 14 hrs., then perform load test.

Not O.K.

Replace battery

O.K.

1.100 - 1.220

Recharge

Refer to charging guide and safety precautions

Above 1.220

Perform load test

To be Continued

Page 26

CHARGING SYSTEM

Battery O.K./Reuse

Fast charge battery and then per-

form load test again.

NOTE: If battery is still less than

9.6 volts after second fast charge and load test, then it should be replaced

Battery no good. Replace

Page 27

CHARGING SYSTEM

27-27

SPECIFIC GRAVITY CHECK CHART

The specific gravity of battery electrolyte changes with temperature. Heat thins the solution and lowers the specific gravity. Cold

thickens the solution and raises the specific gravity. A fully charged battery should have a specific gravity between

1.260 and 1.280, with the electrolyte temperature at 80§F, the specific gravity reading must be corrected by adding 4 points (.004) for each 10o above 80°F or subtracting 4 points for every 80°F.

For example : The hydrometer reading is 1.280, and the electrolyte

temperature reading is 10°F. By using the chart, the specific gravity

must be lowered by 0.028 points. The true corrected reading is

1.252.

1.280 - 0.028 = 1.252

You should never take a hydrometer reading immediately after water has been added. The water and electrolyte must be mixed by either charging for a few minutes at a low rate or by allowing the battery to sit for an hour.

NOTE

A difference of 50 points (0.050) or more between one or more ceils indicates a defective battery. It should be replaced.

10o

below

BATTERY CHARGE RATE

Charge method

Specific gravity

Below 1.100

1.100 - 1.130

1.130 - 1.160

1.160 - 1.190

1.190 Above

1.220

Slow charge (5A)

14 hours 12 hours 10 hours

8 hours 6

hours

Fast charge (20A)

4 hours 3 hours

2.5 hours

2.0 hours

1.5

hours

1.0

hours

Page 28

27-28 CHARGING SYSTEM

BATTERY VISUAL INSPECTION (2)

Make sure ignition switch is in the Off position and all accessories are Off.

Disconnect the battery cables (negative first)

Remove the battery from the vehicle.

CAUTION Care should be taken in the event the battery case is

cracked or leaking, to protect your skin from the electrolyte. A suitable pair of rubber gloves (not household type) should be worn when removing the battery.

Inspect the battery carrier for damage caused by the loss of acid from the battery. If acid damage is present, it will be necessary to clean the area with a solution of clean warm, water and

baking soda. Scrub the area with a stiff bristle brush and wipe off with a cloth moistened with baking soda and water.

5. Clean the top of the battery with the same solution as described in Step (4).

Inspect the battery case, and cover, for cracks. If cracks are

present, the battery must be replaced.

Clean the battery posts with a suitable battery post cleaner.

Clean the inside surface of the terminal clamps with a suitable battery terminal cleaning tool. Replace damaged or frayed cables and broken terminal clamps.

Install the battery in the vehicle.

10. Connect the cable terminals to the battery post, making sure the top of the terminals are flush with the top of the post.

11. Tighten the terminal nut securely.

12. Coat all connections with light mineral grease after tightening.

CAUTION When batteries are being charged, an explosive gas forms

beneath the cover of each cell. Do not smoke near batteries

being charged or which have recently been charged. Do not break live circuits at the terminals of the batteries being charged. A spark will occur where the circuit is broken. Keep all open flames away from the battery.

Page 29

STARTING SYSTEM

GENERAL INFORMATION

The starting system includes the battery, start motor, solenoid switch, ignition switch, transaxle range switch (A/T only), connection wires, and the battery cables. When the ignition key is turned to the start position, current flows and energizes the coil of the start motor’s solenoid. When this happens, the solenoid plunger and the clutch shift lever are activated, and the clutch pinion engages the ring gear. The contacts close and the start motor cranks. In order to prevent damage caused by excessive rotation of the starter armature when the engine starts, the clutch pinion gear overruns.

TROUBLESHOOTING

27-29

Trouble condition

Engine will not crank.

Engine cranks slowly.

Starter keeps running.

Starter spins but engine will not crank.

Probable cause Battery charge low

Battery cables loose, corroded or worn

Transaxle range switch faulty (Vehicle with automatic transaxle only)

Fusible link blown Replace fusible link. Starter motor faulty Repair start motor. Ignition switch faulty Battery charge low Battery cables loose, corroded or worn Starter motor faulty Starter motor faulty lgnition switch faulty Replace ignition switch. Short in wiring

Pinion gear teeth broken or starter motor faulty

Remedy Charge or replace battery. Repair or replace cables,

Adjust or replace switch.

Replace ignition switch. Charge or replace battery. Repair or replace cables. Repair start motor. Repair start motor.

Repair wiring.

Repair start motor.

Ring gear teeth broken

Replace flywheel ring gear or

torque converter.

Page 30

27-30

STARTING SYSTEM

SERVICE ADJUSTMENT PROCEDURES PINION GAP ADJUSTMENT

Disconnect the field coil wire from the M-terminal of the solenoid.

Connect a 12V battery the S-terminal and the M-terminal.

The pinion will move out.

NOTE

This test must be performed quickly (in less than 10

seconds) to prevent the coil from burning.

Check the pinion to stopper clearance (pinion gap) with a feeler gauge.

Pinion gap : 052.0 mm (0.02-0.079 in.)

If the pinion gap is out of specifcation, adjust by adding or removing gaskets between the solenoid and the front bracket.

MAGNETIC SWITCH PULL-IN TEST

Disconnect the field coil wire from the M-terminal of the magnetic switch.

Connect a 12V battery between the S-terminal and the Mterminal.

NOTE

This test must be performed quickly (in less than 10

seconds) to prevent the coil from burning.

If the pinion moves out, then the pull-in coil is good. If it doesn’t, replace the magnetic switch.

MAGNETIC SWITCH HOLD-IN TEST

Disconnect the field coil wire from the M-terminal of the magnetic switch.

Connect a 12V battery between the S-terminal and the body.

NOTE

This test must be performed quickly (in less than 10

seconds) to prevent the coil from burning.

If the pinion moves out, everything is in order. If the pinion moves, the hold-in circuit is open. Replace the magnetics witch.

Page 31

STARTING SYSTEM

FREE RUNNING TEST

Place the start motor in a vise equipped with soft jaws and connect a fully-charged 12-volt battery to start motor as follows:

Connect a test ammeter (100-ampere scale) and carbon pile

rheostat as shown is the illustration.

Connect a voltmeter (15-volt scale) across start motor.

Rotate carbon pile to the off position.

Connect battery cable from battery negative post to start motor body.

Adjust until battery voltage shown on the voltmeter reads 11 volts.

Confirm that the maximum amperage is within the specifications and that the start motor turns smoothly and freely.

Current: Max. 90 Amps Speed: Min. 3,000 rpm

27-31

MAGNETIC SWITCH RETURN TEST

Disconnect field coil wire from the M-terminal of the magnetic

switch.

Connect a 12V battery between M-terminal and the body.

NOTE

This test must be performed quickly (in less than 10 seconds) to prevent the coil from burning.

Pull pinion out and release. If pinion returns quickly to its original position, everything is in order. If it doesn’t, replace the magnetic switch.

Page 32

27-32

START MOTOR

REMOVAL AND INSTALLATION

STARTING SYSTEM

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

Page 33

COMPONENTS

STARTING SYSTEM

27-33

Page 34

27-34

STARTING SYSTEM

DISASSEMBLY

REMOVAL OF SNAP RING AND STOP RING

Press the stop ring, by using an appropriate socket wrench, to

the snap ring side.

After removing the snap ring (by using snap-ring pliers), re-

move the stop ring and the overrunning clutch.

CLEANING STARTER MOTOR PARTS

Do not immerse parts in cleaning solvent. Immersing the yoke and field coil assembly and/or armature will damage insulation.

Wipe these parts with a cloth only.

Do not immerse drive unit in cleaning solvent. Overrunning

clutch is pre-lubricated at the factory and solvent will wash

lubrication from clutch.

The drive unit may be cleaned with a brush moistened with cleaning solvent and wiped dry with a cloth.

INSPECTION CHECKING THE COMMUTATOR

Place the armature on a pair of V-blocks, and check the

deflection by using a dial gage.

Standard value: 0.05 mm (0.002 in.)

Limit: 0.1 mm (0.0039 in.)

Check the outer diameter of the commutator.

Standard value: 29.4 mm (1.157 in.)

Limit: 28.4 mm (1.118 in.)

Page 35

STARTING SYSTEM 27-35

3. Check the depth of the undercut between segments.

Standard value: 0.5 mm (0.020 in.) Limit: 0.2 mm (0.0079 in.)

BRUSH HOLDER

Check for continuity between the brush holder plate and the brush holder. The normal condition is no continuity.

OVERRUNNING CLUTCH

While holding clutch housing, rotate the pinion. Drive pinion should rotate smoothly in one direction, but should not rotate in opposite direction. If clutch does not function properly, replace overrunning clutch assembly.

Inspect pinion for wear or burrs. If pinion is worn or burred, replace overrunning clutch assembly. If pinion is damaged,

also inspect ring gear for wear or burrs.

FRONT AND REAR BRACKET BUSHING

Inspect bushing for wear or burrs. If bushing is worn or burred, replace front bracket assembly or rear bracket assembly.

REPLACEMENT OF BRUSHES AND SPRINGS

Brushes that are worn beyond wear limit line, or oil-soaked, should be replaced.

When replacing field coil brushes, crush worn brush with pliers, taking care not to damage pigtail.

Page 36

27-36

Sand pigtail end with sandpaper to ensure good soldering..

Insert pigtail into hole provided in new brush and solder it. Make sure that pigtail and excess solder do not come out onto brush surface.

When replacing ground brush, slide the brush from brush holder by prying retaining spring back.

STARTING SYSTEM

TESTING ARMATURE TESTING ARMATURE FOR SHORT-CIRCUIT

1. Place armature in a growler.

2, Hold a thin steel blade parallel and just above while rotating

armature slowly in growler. A shorted armature will cause bladeto vibrate and be attracted to the core. Replace shorted armature.

TESTING ARMATURE FOR GROUNDING

Check the insulation between the armature coil cores and the commutator segments. They are normal if there is no continuity.

CHECKING FOR ARMATURE COIL WIRING DAMAGE/DISCONNECTION

Check for continuity between segments. The condition is normal if

there is continuity.

SERVICE POINTS OF ASSEMBLY INSTALLATION OF THE STOP RING AND SNAP RING

Using a suitable pulling tool, pull overrunning clutch stop ring over

snap ring.

Page 37

STARTING SYSTEM

INSPECTION OF CLUTCH START SYSTEM (IGNITION LOCK SYSTEM)

Check clutch pedal

Check that pedal height, pedal freeplay and clutch pedal clevis pin play are correct. (Refer to clutch group)

27-37

Check starter relay

Remove the starter relay and check continuity between the terminals. If the continuity is not as specified, replace the relay.

Check ignition lock switch

Remove the ignition lock switch and check continuity between

terminals. If the continuity is not as specified, replace the switch.

Page 38

27-38

CRUISE CONTROL

SPECIFICATIONS

CRUISE CONTROL

Items Speed control module

Operating voltage range Operating temperature Voltage drop between module and actuator Operating speed range

Vacuum pump

Type

Actuator

Drive system Stroke mm (in.)

Cruise main switch

Rated voltage Operating force Voltage drop

Stop lamp switch

Rated voltage Rated load

Stop lamp

Specifications

DC 10 ~ 16 V

-30 ~ + 100oC (-22 ~ + 167oF)

0.4 V Low speed limit : 40 ± 3 km/h (25 ± 2 mph) High speed limit : 160 ± 5 km/h (90 ± 3 mph)

Diaphragm type

Vacuum type 36-42 (1.5-1.7)

DC12V

0.3 ~ 1.0 kg

0.15 V or less DC 12 V 21 x 5 W (lamp load)

SPECIAL SERVICE TOOL

Page 39

COMPONENTS LOCATION

CRUISE CONTROL

27-39

Engine compartment

Interior

Page 40

27-40

CRUISE CONTROL

Page 41

System Block Diagram

CRUISE CONTROL

27-41

Component parts and function outline

COMPONENT PART

Vehicle-speed sensor

Cruise control module (CCM)

Actuator

CRUISE main switch

Control switch

SET switch RESUME switch

CRUISE main switch indicator

* CCM : Cruise Control Module

FUNCTION

Converts vehicle speed to pulse.

Receives signals from sensor and control switches;

CCM controls all automatic speed control functions.

Regulates the throttle valve to the set opening by signal

from the CCM.

Switch for automatic speed control power supply.

Controls automatic speed control functions by SET (COAST) and RESUME (ACCEL).

Illuminates when CRUISE main switch is ON (Built into

cluster).

Page 42

CRUISE CONTROL

FUNCTION

Cancel switch

COMPONENT PART

Stop lamp switch/Clutch switch (M/T)

Sends cancel signals to the CCM.

Inhibitor switch

ELC 4-speed automatic transaxle control module

Controls the overdrive ON and OFF, based on signals from the CCM for the CC.

Data link connector By connecting the check light or scan tool, control unit

diagnostic codes can be read.

* CC : Cruise Control

Page 43

REMOVAL AND INSTALLATION

COMPONENTS

CRUISE CONTROL

27-43

1. Pulley protector

2. Accelerator cable and pulley assembly connection

3. Cruise control cable and pulley assembly connection

4. Throttle cable and pulley assembly connection

5. Vacuum pump connector

6. Pump bracket and pump assembly

7. Pulley assembly

8. Accelerator cable and pedal connection

9. Accelerator cable

10. Throttle cable

11. Actuator

12. Vacuum hose

Page 44

27-44

1. Remove the battery negative terminal.

2. Remove the pulley cover.

Disconnect the accelerator cable and pulley assembly connec-

tion.

Disconnect the cruise control cable and pulley assembly connec-

tion.

Disconnect the throttle body cable and pulley assembly connection with turning throttle lever to full open position.

Disconnect the vacuum pump connector and remove the

vacuum pump assembly.

CRUISE CONTROL

Remove the actuator bracket and disconnect vacuum hose.

Installation is the reverse order of removal.

Page 45

CRUISE CONTROL

CRUISE CONTROL CABLES INSPECTION AND ADJUSTMENT

27-45

Adjustment conditions

Turn A/C and all lights OFF.

Inspect and adjust at no load.

Warm engine until stabilized at idle. Confirm idle speed is at specified RPM.

o Then, ignition switch OFF.

Inspection

Confirm there are no sharp bends in cables.

Depress the accelerator pedal and check if the throttle lever moves smoothly from fully closed to fully open.

Check inner cables for correct slack.

If there is too much slack or no slack, adjust play by the following procedures.

SERVICE HINT

If the cable is very loose, the loss of speed going uphill will be large.

If the cable is too tight, the idle RPM will become high.

Page 46

27-46

CRUISE CONTROL

ADJUSTMENT

Remove the cover of actuator.

Loosen the adjusting nuts and lock nuts of the throttle lever and intermediate pulley A, B and C, so that the intermediate pulley A, B and C and the throttle lever can move freely.

Turn the ignition switch to the ON position (without starting the

engine).

Rotate the intermediate pulley C in the direction shown in the

diagram, and while keeping it touching the stopper, tighten the

adjusting nut C in the direction to lessen the inner cable play of

the accelerator cable. Then unscrew the adjusting nut C the

specified number of turns just before the intermediate pulley C begins to move.

Amount to unscrew the adjusting nut C:

<A/T> 2-3 mm (0.08-0.12 inch)

Approx. 1/2 turns

<M/T> 0-1 mm (0-0.04 inch)

Fix the accelerator cable with lock nut.

Tighten the adjusting nut B in the direction to lessen the inner cable play of the throttle cable. At the position where the

intermediate pulley B lever touches the intermediate pulley C, unscrew the adjusting nut B the specified number of turns.

Amount to unscrew the adjusting nut B:

Approx. 1 turn [inner cable play 1-2 mm (.04-.08)]

Fix the throttle cable with the lock nut.

Tighten the adjusting nut A in the direction to lessen the inner

cable play of the cruise control cable. At the position where the intermediate pulley A lever touches the intermediate pulley B, unscrew the adjusting nut A the specified number of turns.

Amount to unscrew the adjusting nut A:

Approx. 1 turn [inner cable play 1-2 mm (.04-.08 in.)]

Fix the cruise cable with the lock nut.

10. After adjusting, check if the end of the fixed SAS is touching the throttle lever stopper.

Page 47

CRUISE CONTROL

TROUBLESHOOTING

BEFORE TROUBLESHOOTING

Before commencing troubleshooting, inspect each of the following sections, and if there is an abnormality, carry out a repair.

(1)

Check if the installation and connection routes of the cables and vacuum hoses of the cruise vacuum pump assembly, actuator and pulley assembly are all normal.

(2) Check if the pulley assembly and the movement of all cables

are all working smoothly.

(3) Check if there is no excessive play or tension in each cable.

27-47

SELF-DIAGNOSIS CHECKING

Self-diagnosis checking is performed when there has been an automatic cancellation, without cancel switch operation.

The following two methods can be used for checking the diagnosis. Note that the data link connector is located in the fuse box.

If a multi-use tester is used. Connect the scan socket and connector to the cigarette lighter socket and the data link connector, and set the scan

tool.

Use the scan tool according to its operation instructions;

display the diagnosis code number and then check.

If a indicator lamp is used. Connect directly between the ground terminal and the terminal for CC of the data link connector.

It is possible to discover which circuit is the cause of the

cancellation by verifying the indication shown by the indi-

cator lamp with the display patterns shown on the next

page.

CAUTION

The ignition switch should be turned OFF when con-

necting and disconnecting the scan tool.

All diagnostic trouble codes are stored so that it is possible to check if a problem occurred in the pastor not until disconnecting the battery terminals, even when the ignition key is turned to

OFF.

CC : Cruise Control

Page 48

27-48

3. Diagnosis display patterns and codes

CRUISE CONTROL

CODE NO.

02 (Speed sensor)

03 (Low speed limit)

04 (Redundant brake)

(Control switch)

DISPLAY PATTERNS

(Use with check light)

PROBABLE CAUSE

Abnormal condition of auto cruise

vacuum pump drive system 2. Cruise CCM

Abnormal condition of vehicle 1. Vehicle speed sensor speed signal system

Vehicle speed less than 40km/h

Vehicle speed less than memory

speed by 15km/h

SET and RESUME switches on simultaneously

CHECK ITEMS

1. Vacuum pump assembly

3. Relevant wiring

2. Relevant wiring

07 (Cancel signal)

Abnormal condition of cruise 1. Cruise CCM CCM

Cancel switch ON

2. Relevant wiring

1. Brake switch

2. P/N position switch

3. Clutch switch

4. Relevant wiring

Page 49

CRUISE CONTROL

TROUBLESHOOTING PROCEDURES

First, select the applicable malfunction symptom from the Trouble Symptom Charts. Conduct the self-diagnostic test following the directions on the charts. Determine the condition of all function circuits.

CAUTION Because the computer (self-diagnosis) memory data will be erased, when the system is unintentionally canceled during

fixed-speed driving, the ignition switch and/or the cruise

main switch of the CCC system should not be switched OFF, and the battery should not be disconnected.

Make the following preliminary inspections.

Check that the installation of the actuator, accelerator cables are correct, and that the cables and links are securely connected.

Check that the accelerator pedal moves smoothly.

Adjust the cable so there is no excessive tension or excessive play on the accelerator cable.

Check that the CCM, actuator, cruise main and control switch and the connector of each cancel switch are connected securely.

Check in the sequence indicated in the Trouble Symptom Chart.

If these checks indicate a normal condition, replace the cruise control module.

27-49

Page 50

TROUBLE SYMPTOM CHARTS

Trouble Symptom 1

CC symptom is canceled when cancellation not wanted. Or, the CC system cannot be set after an automatic cancellation.

CRUISE CONTROL

After the occurrence of the problem, was the ignition switch and cruise main switch left

Yes No

Set the-CC system and conduct a road test.

Did the problem reoccur?

Yes

Can the CC System be set now?

Check for trouble codes.

No (now normal)

With the cruise main switch ON and the

engine running, check for trouble codes.

CC : Cruise Control

Check whether or not, the vehicle was driven on a steep slope, or the SET and RESUME control switches were operated simultaneously. (The cause is not clear under the present circumstances.)

Page 51

Trouble Symptom 2

CRUISE CONTROL

Trouble symptom o The set vehicle speed varies

greatly upward or downward

o “Surging” (repeated alternating

acceleration and deceleration) occurs after setting

Trouble Symptom 3

Trouble symptom The CC system is not canceled when

the brake pedal is depressed

Probable cause Malfunction of the vehicle

speed sensor circuit Malfunction of the speedometer

cable or speedometer drive gear Cruise vacuum pump circuit poor

contact Malfunction of the CCM

Probable cause Damaged or disconnected wiring of

the stop lamp switch Cruise vacuum pump drive circuit

short-circuit

Remedy

Repair the vehicle speed sensor system, or replace the part

Repair the actuator system, or

replace the part Replace the CCM

Remedy Repair the harness or replace the

stop lamp switch Repair the harness or replace the

vacuum pump

Trouble Symptom 4

Trouble symptom The CC system is not canceled when

the shift lever is moved to the “N”

position (it is canceled, however, when the brake pedal is depressed)

Malfunction of the CCM

Probable cause Damaged or disconnected wiring

of inhibitor switch input circuit improper adjustment of inhibitor

switch Malfunction of the CCM

Replace the CCM

Remedy Repair the harness or repair or re-

place the inhibitor switch

Replace the CCM

Page 52

Trouble Symptom 5

CRUISE CONTROL

Trouble symptom

Cannot decelerate (coast) by using

the SET switch

Trouble Symptom 6

Trouble symptom

Cannot accelerate or resume speed by using the RESUME switch

Probable cause

Temporary damaged or disconnected wiring of SET switch input circuit

Actuator circuit poor contact

Malfunction of the actuator Malfunction of the CCM

Probable cause Damaged or disconnected wiring, or

short circuit, or RESUME switch in-

put circuit Actuator circuit poor contact

Malfunction of the actuator

Remedy Repair the harness or replace the

SET switch

Repair the harness or renlace the actuator

Replace the CCM

Remedy Repair the harness or replace the

RESUME switch

Repair the harness or replace the actuator

Malfunction of the CCM

Trouble symptom 7

Trouble Symptom 8

Trouble symptom The cruise main switch indicator lamp

Probable cause Remedy Damaged or disconnected bulb of

does not illuminate cruise main switch indicator lamp

(But CC system is normal.)

Harness damaged or disconnected

Replace the CCM

Repair the harness or replace the

part.

Page 53

Trouble Symptom 9

CRUISE CONTROL

Trouble symptom Malfunction of control function by

ON/OFF switching of idle switch

Trouble Symptom 10

Probable cause Malfunction of circuit related to idle

switch function Malfunction of the CCM

Remedy Repair the harness or replace the

part

Page 54

27-54

CRUISE CONTROL

PARTS INSPECTION CRUISE CONTROL MAIN SWITCH

Operate the switch, and check for the continuity between the terminals.

If continuity is not as specified, replace the switch.

STOP LAMP SWITCH

After operating the stop lamp switch, check for continuity between the terminals.

P/N POSITION SWITCH

1. Disconnect the connector.

Check that there is continuity between connector terminals 10 and 11 when the shift lever is moved to the “N” range.

Page 55

CRUISE CONTROL

CRUISE VACUUM PUMP INSPECTION OF SOLENOID VALVE (CONTROL

VALVE, RELEASE VALVE)

Remove the auto-cruise vacuum pump connector.

Measure the resistance value between connector terminal 1 and 2, and connector terminals 2 and 4.

Standard value : 50-60

Check that the solenoid valve makes an operating noise when battery voltage is impressed between terminals 2 and 1, and connector terminals 2 and 4.

if there is a malfunction of the solenoid valve, replace the cruise

vacuum pump assembly.

MOTOR INSPECTION

Remove the cruise vacuum pump connector.

Check that the motor revolves when battery voltage applyed between connector terminals 2 and 3.

27-55

ACTUATOR

1. Remove the actuator.

Apply negative pressure to the actuator with the vacuum pump and check that the holder moves more than 35 mm (1.38 in.).

in addition, check that there is no change in the position of the

holder when negative pressure is maintained in that condition.

First install the actuator and then inspect and adjust the cruise

control cable.

Page 56