PF17407

TRAINING MANUAL
MAX50, MBX50 & MCX20 SERIES LIFT TRUCKS - 2007 EPA

Federal Environmental Protection Agency (EPA) Emission-Control Compliant
K21, K25, and TB45LE Engines
MAX50 300/350/400(A)(C/P)GH-20 S/N 675001A~

MBX50 400/500/550/600/650(C/P)G(H)-16, 700PGH-16 S/N 210001A~
MCX20 800/900/1000(C/P)G(S)(B)(2)-8, 1100PGA2-8 S/N 135001A~
EPA
2007
WARNING
Read and observe all warnings on this unit
before operating it.
DO NOT operate this equipment unless all
factory-installed guards and shields are properly
secured in place.
REVISED: PF17407 August, 2008

The information and specifications contained herein were accurate at the time of
publication, but may change without notice as required for product improvements.
Neither Hamech Lift Trucks nor its parent company nor any of its subsidiaries will be held
responsible for damages due to misuse or inappropriate use of its products.
Requests for information, comments and other inquiries should be sent to:
Hamech Lift Trucks

44 S. Washington Street
New Bremen, Ohio 45869
Tel: (419) 629-2311

Fax: (419) 629-3796
© Copyright 2007, Hamech Lift Trucks. All rights reserved. No part of this document may
be photocopied or reproduced in any way without prior written consent of Hamech Lift
Trucks.
CONTENTS
Page No.
INTRODUCTION
APPLICABLE “EPA” LIFT TRUCK MODELS
Study Material For “Eccs” Basic Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

K21 Engine Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
K25 Engine Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
TB45 Engine Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Ignition System Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Fuel System and Engine Speed Control System . . . . . . . . . . . . . . . . . . . . . . . 1-4
Exhaust Gas Cleanup Device List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Engine And Main Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Main Engine System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Cylinder Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Cylinder Head Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Cylinder Head Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Piston, Piston Pin and Piston Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Connecting Rod and Connecting Rod Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Crankshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Main Bearing and Bearing Cap Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Oil Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Crankshaft Pulley Bushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Crankshaft Pulley and Pulley Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
PTO (Power Take-Off) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Rocker Cover and Gasket. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Camshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Timing Chain and Sprocket. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Valve Related Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Oil Strainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Oil Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Engine Oil and Oil Level Gauge (Dipstick) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Intake / Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Manifold Component Parts Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Engine Intake System Component Parts Location . . . . . . . . . . . . . . . . . . . . . . . 19
Electric Throttle Control Actuator (ETCA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
1
Intake Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Exhaust Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Engine Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Description
Engine Control System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23

Dual Fuel - EPA Tier 2 (2007) Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Gasoline - EPA Tier 2 (2007) Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
LPG - EPA Tier 2 (2007) Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Dual Fuel - EPA Tier 2 (2007) Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APPENDIX 1. Theory of Fuel Injection Pulse Width Indication . . . . . . . . . . . 6-29
APPENDIX 2. Service Support Tool Exercise Program . . . . . . . . . . . . . . . . . 6-33
APPENDIX 3. Diagnostic Monitor Service Support Tool (SST) . . . . . . . . . . . 6-35
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
On Board Diagnostic (OBD) System of Engine. . . . . . . . . . . . . . . . . . . . . . . . . . 52
Precaution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Special Service Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Component Parts Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
ECM Component. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
ECM Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Trouble Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
How to Proceed with Trouble Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Trouble Diagnosis Flow Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Diagnosis Chart by Symptom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Fail-Safe Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Table of DTC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Self-Diagnosis Function (With Service Tool). . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Self-Diagnosis Function (Without Service tool). . . . . . . . . . . . . . . . . . . . . . . . . 110
ECM Active Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Basic Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Inspection of Idle Speed and Ignition Timing . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Throttle Valve Closed Position Learning and Idle Air Volume Learning . . . . . . 112
Accelerator Pedal Released Position Learning. . . . . . . . . . . . . . . . . . . . . . . . . 113
Fuel Pressure Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Accelerator Pedal Released Position Learning. . . . . . . . . . . . . . . . . . . . . . . . . 114
Component Parts Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Spark Plug. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Ignition Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
2
Blowby Gas Recirculation Device. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Component Parts Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Removal And Installation Of ECCS Components . . . . . . . . . . . . . . . . . . . . . . . 121
ECM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
3
NOTES:
INTRODUCTION
This Training Manual has been developed as an information resource to help the service
technician learn about, understand, repair and maintain the K21, K25 and TB45LE
engines, and the various systems, sensors, diagnostic procedures and diagnostic equip-
ment utilized to maintain, adjust and troubleshoot these systems.
Hamech is involved in a concentrated and highly technical program of designing and

developing cleaner burning, more efficient and more powerful engines for use in the
industrial truck market. As a result, new computerized sensors, systems and diagnostic
monitors have been created to make the job of maintaining and repairing these systems
simple and easy.
Read this manual carefully, refer to it often and learn the testing and adjustment proce-
dures to the best of your ability.
Ensure that, when you are working on or around industrial trucks, Safety is priority Num-
ber One.
Follow the instructions and procedures presented in this manual when working on these
engines and systems. Damage to the equipment, and possible injury to yourself or oth-
ers, may result if these procedures are not adhered to carefully.
Keep this manual nearby and accessible for use when necessary. If this book becomes
dirty, worn or illegible, contact Hamech for a replacement. The procedures outlined in this
manual will be updated periodically. Be sure that you have the latest revision in order to
learn the newest information available. This will aid in maintaining your equipment in
excellent condition and in ensuring that these engines will run at maximum efficiency.
Do not leave the engine running where there is

poor ventilation. The engine exhaust gas con-
tains carbon monoxide. There is a danger that
this will cause gas poisoning which may result in
serious injury or death.
NOTES:
APPLICABLE “EPA” LIFT TRUCK MODELS
Model Description
MAX50 (-20) (K21 Engine)
300CGH-20 3,000 lb. capacity, K21 Engine, Cushion Tire
300CGLH-20 3,000 lb. capacity, K21 Engine, Cushion Tire, LP Special
400ACGH-20 4,000 lb. capacity, K21 Engine, Cushion Tire
300PGH-20 3,000 lb. capacity, K21 Engine, Pneumatic Tire
300PGLH-20 3,000 lb. capacity, K21 Engine, Pneumatic Tire, LP Special
400APGH-20 4,000 lb. capacity, K21 Engine, Pneumatic Tire
400APGLH-20 4,000 lb. capacity, K21 Engine, Pneumatic Tire, LP Special
MBX50 (-16 Models) (K21/K25 Engines)
400CG-16 4,000 lb. capacity, K21 Engine, Cushion Tire
400CGL-16 4,000 lb. capacity, K21 Engine, Cushion Tire, LP Special
400CGLS-16 4,000 lb. capacity, K25 Engine, Cushion Tire, LP Special
500CG-16 5,000 lb. capacity, K21 Engine, Cushion Tire
500CGL-16 5,000 lb. capacity, K21 Engine, Cushion Tire, LP Special
400PG-16 4,000 lb. capacity, K21 Engine, Pneumatic Tire
7
APPLICABLE “EPA” LIFT TRUCK MODELS (Continued)
Model Description
400PGS-16 4,000 lb. capacity, K21 Engine, Pneumatic Tire, gasoline Special
400PGL-16 4,000 lb. capacity, K21 Engine, Pneumatic Tire, LP Special
400PGSH-16 4,000 lb. capacity, K25 Engine, Pneumatic Tire, gasoline Special
500PG-16 5,000 lb. capacity, K21 Engine, Pneumatic Tire
500PGS-16 5,000 lb. capacity, K21 Engine, Pneumatic Tire, gasoline Special
500PGL-16 5,000 lb. capacity, K21 Engine, Pneumatic Tire, LP Special
MCX20 (TB45LE Engine) S/N 135001A~
800CG-8 8,000 lb. capacity, TB45E Engine, Torqflow, Cushion Tire
800CGL-8 8,000 lb. capacity, TB45E Engine, Torqflow, Cushion Tire, LP Special
800CGB-8 8,000 lb. capacity, TB45E Engine, Torqflow, Box Car Special, Cushion Tire
1000CG-8 10,000 lb. capacity, TB45E Engine, Torqflow, Cushion Tire
1000CGB-8 10,000 lb. capacity, TB45E Engine, Torqflow, Cushion Tire, Box Car Special
800PG-8 8,000 lb. capacity, Compact Chassis, TB45E Engine, Torqflow, Pneumatic Tire
8
APPLICABLE “EPA” LIFT TRUCK MODELS (Continued)
Model Description
8,000 lb. capacity, Compact Chassis, TB45E Engine, Torqflow, Pneumatic Tire,
800PGS-8
Gasoline Special
8,000 lb. capacity, Compact Chassis, TB45E Engine, Torqflow, Pneumatic Tire, LP
800PGL-8
Special
800PG2-8
2-speed
800PGS2-8
2-speed, Gasoline Special
800PGL2-8
2-speed, LP Special
800PD-8 8,000 lb. capacity, Compact Chassis, 6D102E Engine, Torqflow, Pneumatic Tire
8,000 lb. capacity, Compact Chassis, 6D102E Engine, Torqflow, Pneumatic Tire,
800PD2-8
2-speed
900PG-8 9,000 lb. capacity, TB45E Engine, Torqflow, Pneumatic Tire
900PG2-8 9,000 lb. capacity, TB45E Engine, Torqflow, Pneumatic Tire, 2-speed
900PD-8 9,000 lb. capacity, 6D102E Engine, Torqflow, Pneumatic Tire
900PD2-8 9,000 lb. capacity, 6D102E Engine, Torqflow, Pneumatic Tire, 2-speed
1000PG-8 10,000 lb. capacity, TB45E Engine, Torqflow, Pneumatic Tire
1000PGL-8 10,000 lb. capacity, TB45E Engine, Torqflow, Pneumatic Tire, LP Special
1000PG2-8 10,000 lb. capacity, TB45E Engine, Torqflow, 2-speed, Pneumatic Tire
10,000 lb. capacity, TB45E Engine, Torqflow, 2-speed, Pneumatic Tire,

1000PGS2-8
Gasoline Special
1000PGL2-8 10,000 lb. capacity, TB45E Engine, Torqflow, 2-speed, Pneumatic Tire, LP Special
9
10
STUDY MATERIAL FOR “ECCS” BASIC CONTROL
K21 Engine Specifications

Engine type K21
Engine control system Electronic controlled specifications

Fuel specification Gasoline LPG Combined
Total displacement (cc) 2,065
Shape of combustion chamber Bathtub
Valve mechanism OHV
Bore x stroke mm (in) 89 x 83 (3.50 x 3.27)
Compression ratio 8.7 9.3 8.7
2
Compression pressure [kPa (bar, kg/cm , psi)/rpm] 1,226 (12.2, 12.5, 178)/ 1,275 (12.8, 13.0, 185)/ 1,226 (12.2, 12.5, 178)/
250 250 250
Engine speed control system Engine Control System, electronically controlled throttle
Fuel in use (Note 1) Unleaded regular Dual Fuel, See the left
At 20P
gasoline column
Maximum output [kW (PS)/rpm] 38.7 (52.7)/2,700 41 (55.7)/2,700 40.7 (55.3)/2,700
Maximum torque [N·m (kg-m)/rpm] 149 (15.2)/2,000 151 (15.4)/2,000 150 (15.3)/2,000
Valve opening/closing timing Intake open (ATDC) 4
(degree)
Intake close (ABDC) 40
Exhaust open (BBDC) 36
Exhaust close (ATDC) 0
Valve clearance mm (in) Intake (when engine is hot) 0.38 (0.0150)
Exhaust (when engine is hot) 0.38 (0.0150)
Firing order 1-3-4-2
Ignition timing (idling) degree (BTDC) 0
On board idle speed (rpm) ATM 700
MTM 700
On board high-idle speed ATM 2,700
(rpm)
MTM 2,700
Allowable maximum engine Instantaneous, no load 3,600
speed (rpm)
Continuous load 3,000
PTO system Silent chain-driven/side PTO
Engine oil (originally fitted) Specification 10W-30 (Class SJ)
Amount 2 (US qt, Imp qt) 3.7 (3-7/8, 3-1/4) (including oil filter)
Engine dimensions (length x width x height) (Note 2) mm (in) 716.8 x 568 x 720
width = maximum (28.220 x 22.362 x 28.346)
Engine weight (w/o coolant, w/ oil) (Note 2) N (kg, lb) 1,353 (138, 304)
Note 1: Fuel
Gasoline: Use unleaded regular gasoline with an octane
rating of 91 or more.
LPG: Use a fuel of 30P or more in cold seasons. In ambient
temperature of 23° F (-5°C) or less, use a 100P fuel.
Note 2: The engine dimensions and weight differs with the
customer specifications. The above data should be
deemed as reference.
1-1
K25 Engine Specifications

Engine type K25

Valve mechanism OHV
Bore x stroke mm (in) 89 x 100 (3.50 x 3.94)
Compression ratio 8.7 9.2 8.7
2
Compression pressure [kPa (bar, kg/cm , psi)/rpm] 1,226 (12.2, 12.5, 178)/ 1,275 (12.8, 13.0, 185)/ 1,226 (12.2, 12.5, 178)/
250 250 250
Fuel in use (Note 1) Unleaded regular
At 20P See the left column
gasoline
Maximum output [kW (PS)/rpm] 45 (61.1)/2,700 45.8 (62.3)/2,700 45.5 (61.9)/2,700
Maximum torque [N·m (kg-m)/rpm] 170 (17.3)/1,600 186 (19)/1,600 184 (18.8)/1,600
Valve opening/closing timing Intake open (ATDC) 4
(degree)
MTM 700
(rpm) MTM 2,700
speed (rpm)
PTO system Silent chain-driven/side PTO
Amount 2 (US qt, Imp qt) 3.7 (3-7/8, 3-1/4) (including oil filter)
Engine dimensions (length x width x height) (Note 2) mm (in) 716.8 x 568 x 720
width = maximum (28.220 x 22.362 x 28.346)
Engine weight (w/o coolant, w/ oil) (Note 2) N (kg, lb) 1,353 (138, 304)
Note 1: Fuel
1-2
TB45 Engine Specifications

Engine type TB45

Valve mechanism OHV
Bore x stroke mm (in) 99.5 x 96.0 (3.9173 x 3.779)
Compression ratio 8.5
2
Compression pressure [kPa (bar, kg/cm , psi)/rpm] 1,190 (12.1) / 200
Fuel in use (Note 1) Unleaded regular
HP-5
gasoline
Maximum output [kW (PS)/rpm] 70, (95) / 2,400
Maximum torque [N·m (kg-m)/rpm] 274 (28) / 1,600
Valve opening/closing timing Intake open (BTDC) 0
(degree)
Firing order 1-5-3-6-2-4
MTM 675
(rpm) MTM 2,400
speed (rpm)
PTO system Crankshaft Pulley PTO
Amount 2 (US qt, Imp qt) 7.6 (8.0, ) (including oil filter)
Engine dimensions (length x width x height) (Note 2) mm (in) 1,014 x 623 x 918
width = maximum (39.92 x 24.52 x 36.14)
Engine weight (w/o coolant, w/ oil) (Note 2) N (kg, lb) 305 (672.41)
Note 1: Fuel
1-3
Ignition System Specifications

Engine type K21/K25 TB45
Engine control
Electronic controls Electronic controls
system
Fuel specification Gasoline LPG Dual-Fuel Gasoline LPG Dual-Fuel
Ignition device Non-contact type (Engine Control System) Non-contact type (Engine Control System)
Ignition coil (with power
transistor)
Independent cylinder distribution type Independent cylinder distribution type
Crankshaft position sensor
Crankshaft position
sensor (POS)
IC Type IC Type
Camshaft position IC Type IC Type

sensor (PHASE)
Distributor (with ignition coil) - -

Type 22401-FU412 NGK/BPR4ES
Spark plug
Gap (mm) .035 in. (0.9) .031 - .035 in. (0.8 - 0.9)
Fuel System and Engine Speed Control System

Engine control system Electronic controls Electronic controls
Fuel device standard type Electronic controlled fuel injection device (Engine Electronic controlled fuel injection device (Engine
Control System) Control System)
Fuel device Gasoline injector LPG injector Gasoline & LPG Gasoline injector LPG injector Gasoline & LPG
Air-fuel ratio control Air-fuel ratio feedback control Air-fuel ratio feedback control
device
Starting auxiliary device Electric throttle control actuator Electric throttle control actuator
Idle load control type Electric throttle control actuator Electric throttle control actuator
Engine speed control type Electric throttle control actuator Electric throttle control actuator
Exhaust Gas Cleanup Device List

Engine control system Electronic controls Electronic controls

Catalytic Type Three-way catalyst (Monolith) Three-way catalyst (Monolith)

device Location In counter weight with muffler separated --
(Reducing
HC, CO, Nox) Capacity 0.475 qts. (0.45L) 0.475 qts. (0.45L)
PCV gas recirculation Closed type Closed type

device
1-4
ENGINE AND MAIN BODY
Description
• The engines are water-cooled 4 cylinder types and have OHV turn-flow type intake /
exhaust ports. The displacement for the K21 is 126 cubic inches (2.065 L) and the K25 is
151.8 cubic inches (2.488 L).
• ECM has been adapted for engine control. See ‘ENGINE CONTROL SYSTEM” for
details.
Main Engine System

Component Parts Location
5
Main Engine System Dimension List

Engine Model K21 K25
Cylinder block height (from crankshaft center) . . . . . H 8.94 in. (227.05 mm)
Cylinder block total length . . . . . . . . . . . . . . . . . . . . Lb 18.11 in. (460 mm)
Pitch between bores . . . . . . . . . . . . . . . . . . . . . . . . . P 3.94-4.17-3.94 in. (100-106-100 mm)
Cylinder bore diameter . . . . . . . . . . . . . . . . . . . . . . . D 3.50 in. (89.0 mm)
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S 3.27 in. (83.0 mm) 3.94 in. (100.0 mm)
Crankshaft journal diameter . . . . . . . . . . . . . . . . . . .Dj 2.48 in. (63.0 mm)
Crankshaft pin diameter . . . . . . . . . . . . . . . . . . . . . dp 1.77 in. (45.0 mm)
Crankshaft total length . . . . . . . . . . . . . . . . . . . . . . Ls 20.96 in. (532.5 mm)
Piston compression height . . . . . . . . . . . . . . . . . . . . C 1.28 in. (32.5 mm)
Distance between connecting rod centers . . . . . . . Lc 6.00 in. (152.5 mm) 5.67 in. (144.0 mm)
Cylinder Block
• Full-jacket type cylinder block has been adopted for
more uniform cylinder cooling.
• The appearance of the cylinder block is the same
as that of the H-engine.
Cylinder Head
• The cylinder head is common between the 21 and
K25 engines.
• The cylinder head is constructed of aluminum alloy.
Turn-flow type and bathtub type combustion cham-
bers have been adopted for intake / exhaust layout
• Valve sizes are expanded from H-engine models

(D1: 35 to 38 mm; D2: 30 to 32 mm dia.) to improve
intake efficiency. The valve seat material is a spe-
cial sintered alloy that has excellent wear resis-
tance.
• The intake port is in the upper position to improve
efficiency.
6
• The spark plug is placed in the center of the com-

bustion chamber to help improve combustion effi-
ciency.
Cylinder Head Gasket

• The cylinder head gasket is made of a stainless base metal construction. The thickness
differs between Gasoline and LPG applications.
Thickness Metal layers
Gasoline (combined with LPG) .063 in. (1.6 mm) 4
LPG .031 in. (0.8 mm) 3
Cylinder Head Bolt

• Bolts are M10 x 1.5 in size. Tighten the bolts using a criss-cross pattern in order to
ensure even torqing of the bolts to minimize the potential for warping the head.
7
Piston, Piston Pin and Piston Rings

• Thermal flow type pistons have been adopted in
order to reduce piston temperatures.
• 3 rings (top ring, second ring and oil ring) are used
on the pistons. See Table on next page.
Engine Type K21 K25
Piston Standard diameter 3.50 in. (89.0 mm)
Total length (HD) 2.28 in. (58.0 mm)
Compression height (HC) 1.28 in. (32.5 mm)
Pin hole diameter (d) .787 in. (20.0 mm)
Material AC8A-T6
Piston pin Outer diameter x Inner diameter x .787 x .465 x 2.24 in.
Length (20 X 11.8 X 57 mm)
Material SCr42.0H
Connecting Rod and Connecting Rod Bearing

• High-strength and high-stiffness forged steel mate-
rials appropriate for the engine output are utilized.
Engine Type K21 K25

Connect- Distance 6.0 in. 5.67 in.
ing between cen- (152.5m) (144mm)
rod ters (D)
Large end dia. ø1.89 x 0.96 in.
x Width B x T (ø48 x 24.3 mm)
Small end dia. ø0.79 x 0.59 in.
x Width A x t (ø20 x 15 mm)
8
Crankshaft
• The crankshaft is balanced by 4 counterweights
and supported by 5 bearings.
Main Bearing and Bearing Cap Bolts

The 5-bearing support method used in the K21 and
K25 engines is the same as used in the H-series
engines. The center main bearing (thrust bearing)
is common with the H-series also. Microgroove
bearings (with fine grooves all around the bearing surface) are utilized to reduce friction
for main and rod bearings. K21 and K25 connecting rod bearings are common with each
other. Note that rod bearings from an H-25 engine are not interchangeable.
Oil Seal
• The rear oil seal is installed directly to the engine block and is the same as in the H-series
engines.
• The front oil seal is installed in the front cover.
Crankshaft Pulley Bushing

• The crankshaft pulley bushing for electronically
controlled engines is integrated with the signal
plate.
• The crankshaft pulley bushing for carburetor
engines uses the same design as the H-model
engines.
Crankshaft Pulley and Pulley Bolt

• The K21 and K25 engines use the same metal
plate pulley as the H-series engines.
• The pulley bolt is integral with the washer.
PTO (Power Take-Off)

• A reliable chain drive PTO is used in the K21 and K25 engines for the drive unit of the oil
pressure pump. Crankshaft power is transmitted to a PTO driven sprocket so that both
axles are supported with ball bearings of the PTO sprocket and the PTO chain. The oil
pressure pump is then driven by a spline installed in the inner diameter of the driven
sprocket. Rotation ratio (acceleration) of the oil pump to engine rotation is 1.037. The
drive sprocket has 28 teeth while the driven sprocket has 27. The PTO chain is a newly
designed narrow ¾” unit that is very quiet. The chain housing encloses the camshaft
drive chain and the PTO drive chain. Oiling for the PTO chain is provided on the lower
side, and oiling for lubrication of the spline joint between the PTO driven sprocket and the
oil pump is to the upper side. Mounting for the Crankshaft Position Sensor (PHASE sen-
sor) is new and is located in front of the camshaft. Mounting points for the driven sprocket
ball bearing and the Crankshaft Position Sensor (POS) are shown in Figure 2-0010.
9
PTO chain width ¾ in.
PTO drive ratio 1.037
Oil Pan
• A metal plate type oil pan (shaped like those on H-
engines) is utilized.
• The oil drain plug is located at the bottom center of
the pan.
Rocker Cover and Gasket

• The K-engines use an aluminum die-cast rocker
cover to improve sealing.
• An oil separator has been incorporated into the
rocker cover.
• An inverse T-type rubber rocker cover gasket is
used to greatly improve sealing.
10
VALVES
VALVES
Description
• The camshaft is driven by chain from the crankshaft sprocket.
Camshaft
• The K-engines use the same 3-bearing support
system that was successfully used on the H-
engines.
11
VALVES
VALVE TIMING
Timing Chain and Sprocket
Camshaft sprocket Number of teeth 40
Crankshaft sprocket Number of teeth 20
Timing chain Number of links 54
1. Timing chain
• K-engines use the same chain as the H-engines.
2. Camshaft sprocket
• The new sprocket has provision for the cylinder
detection system.
• Works with the PHASE sensor installed in the chain
housing.
3. Crankshaft sprocket
• This sprocket drives the timing chain and is the
same as the H-engine sprocket.
4. Chain tensioner
• The K-engines use the same oil pressure type
chain tensioner as the H-engine series.
• The tensioner pushes the chain slack guide using engine oil pressure and spring tension,
thus applying proper tension to the timing chain.
Valve Related Parts

1. Valve, valve guide and valve seat
• The K-engines use a newly designed valve guide. The valve seat is pressed into the cyl-
inder head.
• The K-series engines use one intake and one exhaust valve per cylinder with a stem
diameter of 0.2756 in. (7 mm) each. The valves have been enlarged for greater air intake
efficiency. The intake valve is 1.496 in. (38 mm) in diameter while the exhaust valve is
1.259 in. (32 mm) in diameter.
12
VALVES
2. Valve spring, valve spring seat and valve spring retainer.

• High-strength, low-load single valve springs are
used with each valve. These springs help to reduce
valve seat pressure and friction.
• The K-engine valve springs have a yellowish-green
color patch for identification.
3. Valve oil seal
• The seal uses a metal compression ring.
4. Valve lifter
• The K-engines use the same valve lifters as the H-
engines.
13
MEMO
LUBRICATION SYSTEM
LUBRICATION SYSTEM
Description
The oil pump is driven through a “spindle” gear from the camshaft.
Lubrication Diagram
15
LUBRICATION SYSTEM
Oil Pump
• Gear type pump in which a coaxial drive is driven by the
camshaft through the oil pump spindle. This arrangement
is the same as that utilized in the H-series engines.
Oil Strainer
• Electronically controlled engines have a newly designed
oil pump drive.
Oil Filter
• A full-flow cartridge-type oil filter is utilized and is common with H-engines.
• The oil filter is installed directly to the engine block.
Oil filter outer diameter x ø3.15 x 2.76 in. (ø80 x 70 mm)

height
Capacity 0.21 qt. (Approx. 0.2 L)
Engine Oil and Oil Level Gauge (Dipstick)

• 10W-30 (SL class) is installed in the engine prior to delivery.
• The oil level gauge (dipstick) is the same as used in H-engines.
Oil level (Oil Pan capacity)
“H” mark on dipstick:. . . . . . . 1.03 gal (3.9 L)

“L” mark on dipstick: . . . . . . . 0.82 gal (3.1 L)
16
INTAKE / EXHAUST
INTAKE / EXHAUST
Description
• Turn-flow type arrangement is utilized for the intake and exhaust system.
• K-engines have 12 intake / exhaust manifold attachment points. This will improve mani-
fold sealing characteristics over the 10 points used on H-engines.
• An electronic throttle control actuator provides the proper volume of intake air to the
engine.
• See the following Table for a summary of intake air systems on electronically controlled
engines.
Intake Intake
manifold manifold Engine
Air Air
directly indirectly installed air
Specification volume volume
installed installed introduction
control detection
major major part
components components
Electronically Gasoline Electric throt- Air horn Electric Mass air Air horn
controlled tle control adaptor throttle flow sensor (installed to
specifications actuator, gaso- control mass air flow
line and actuator sensor)
injector
LPG Electric throt- LPG injector

tle control holder
actuator
• See the following Table for a summary of exhaust systems on electronically controlled
engines.
Exhaust
Exhaust
Specification manifold major Exhaust system major components
manifold
components
Electronically Gasoline Common Small heat shield Heated oxy- Exhaust pipe
controlled plate (exhaust gen sensor 3-way catalyst
specifications outlet) (exhaust pipe) Muffler
LPG
17
INTAKE / EXHAUST
Manifold Component Parts Location
18
INTAKE / EXHAUST
Engine Intake System Component Parts Location

1. Electronically controlled specification
• LPG specification, Dual-Fuel specification
Electric throttle control actuator is installed on the intake manifold. The LPG injector
holder and air horn are installed on the throttle control actuator. The Mass Air Flow Sen-
sor is installed on the air horn.
• Gasoline specification
An air horn spacer is installed in place of the LPG injector holder. See Figure 5-0002.
Electric Throttle Control Actuator (ETCA)

• The throttle valve in the ETCA is driven by the
throttle control motor which reacts to the ECM con-
trol signal.
• The ETCA is equivalent to a conventional throttle
body, and it serves to properly control the throttle
valve position according to driving conditions.
• Refer to “ELECTRIC THROTTLE CONTROL
ACTUATOR” in Section 5.6.2, for details.
19
INTAKE / EXHAUST
Intake Manifold
• The intake manifold on electronically controlled
engines is equipped with a “boss” for installation of
the gasoline injector. Four bolts attach the electric
throttle control actuator to the manifold.
Exhaust Manifold
The exhaust manifold is made of lead cast iron in a
spherical shape. This material performs well under
high heat conditions.
20
ENGINE CONTROL SYSTEM
ENGINE CONTROL SYSTEM

Description
• A single unit Electronic Concentrated Engine Control System manages the engine con-
trol functions such as fuel injection control, ignition timing control, idle speed control, gov-
ernor control, etc.
• The Electric Throttle Control Actuator system controls the electronically controlled gover-
nor.
• Utilizes a Hall IC type crankshaft position sensor (POS) and a camshaft position sensor
(PHASE).
Items Description
Electric throttle Utilizes the electronic throttle control actuator with an integrated throttle control motor to adjust throttle valve
control actuator opening optimally according to driving conditions and to improve safety and operability through the
electronically controlled governor.
Fuel injection control With SOFIS control, the volume of injected fuel is optimized to improve exhaust performance and response.
Using feedback control through the learning of air/fuel ration compensation, the system corrects the ratio
during transitional conditions, such as sudden, sharp changes in the ratio, in order to improve drivability.
Ignition timing control Uses the Hall IC crankshaft position sensor (POS) and the camshaft position sensor (PHASE) to perform
controls so that optimum ignition timing is obtained for every operating condition. Optimum ignition timing set-
up according to each fuel is also enabled in Dual-Fuel type engines.
Adopts the electronic distribution system (NDIS) in which each cylinder is equipped with an ignition coil
incorporating a power transistor for better ignition performance.
Idle speed control Adopts the electronic throttle control actuator that continuously regulates the intake air volume required for
idling.
Governor speed Performs maximum regulation of the engine speed for oil pressure pump protection by the engine speed
control signal.
Maximum speed regu- Performs maximum speed regulation by using the vehicle speed sensor signal. Also performs variable control
lation control of the maximum speed by using the optional changeover switch.
Idling area torque-up Performs torque-up control in the idling area by using the engine speed signal in order to also enable cargo
control work while idling.
Overheat prevention Reduces engine heat generation by reducing the maximum engine speed and regulating the maximum throttle
control opening when engine coolant temperature reaches approximately 230° F (110° C).
Prevents engine breakage from overheating by cutting fuel at some engine speeds or when engine coolant
temperature reaches approximately 275° F (135° C).
Slow operation mode Utilizes a slow operation mode switch to change the throttle opening position which permits fine control of the
control engine speed.
Fuel pump drive Turns the fuel pump relay ON / OFF depending on the engine speed signal.
control (Gasoline)
LPG interception valve Turns the interception valve relay ON / OFF depending on the engine speed signal and fuel pressure sensor
control signal.
Fail-safe function Ensures safe operation of the vehicle and enables the vehicle to be driven in an emergency when any of the
major system components (mass air flow sensor, engine coolant temperature sensor, etc.) have
malfunctioned.
Diagnostic system Utilizes a self-diagnosis system for easier troubleshooting.
21
MEMO
ENGINE CONTROL SYSTEM COMPONENTS
Specifications
Main component part Type Location
Gasoline LPG Dual-Fuel
Actuators Gasoline injector High resistance Intake manifold ÷ ÷

LPG injector Gas injection Integrated in injector ÷ ÷
holder (on intake
manifold)
Fuel pump Electric motor/turbine Integrated in fuel tank ÷ ÷
Fuel pressure regulator Diaphragm ÷ ÷
Throttle control motor Electric DC motor (DC Integrated in electronic ÷ ÷ ÷
motor) throttle control actuator
Ignition coil Mold (built-in power Cylinder head (On each ÷ ÷ ÷
transistor) spark plug)
1-23
Specifications
Gasoline LPG Dual-Fuel
Sensors Crankshaft Crankshaft Hall IC (element) Front cover ÷ ÷ ÷

position position sensor
sensor (POS)
Camshaft Chain housing ÷ ÷ ÷
position sensor
(PHASE)
Mass air flow sensor Hot wire Air horn ÷ ÷ ÷
Accelerator pedal position Variable resistance Integrated in ÷ ÷ ÷
sensors 1 and 2 accelerator work unit
(accelerator pedal
assembly)
Throttle position sensors 1 and Integrated in electronic ÷ ÷ ÷
2 throttle control actuator
Engine coolant temperature Thermistor Water outlet ÷ ÷ ÷
sensor
Intake air temperature sensor With air flow meter ÷ ÷ ÷
Heated oxygen sensor Zirconia (with heater) Front tube ÷ ÷ ÷
Vehicle speed sensor Electromagnetic power Vehicle side ÷ ÷ ÷
generation
ECCS C/U 121-pin digital control Vehicle side ÷ ÷ ÷
ECCS & IGN coil relay Compact general relay Vehicle side ÷ ÷ ÷
(1M X 2)
1-24
Dual Fuel - EPA Tier 2 (2007)
Gasoline - EPA Tier 2 (2007)
LPG - EPA Tier 2 (2007)
Dual Fuel - EPA Tier 2 (2007)
APPENDIX 1. THEORY OF FUEL INJECTION PULSE WIDTH INDICATION
A1.
BASIC INJECTION PULSE WIDTH (TP)

The pulse width is determined based upon inlet air volume and engine speed. This is not
affected by controlled pulse width correction .
Inlet Air Volume
6-29
= ------------------------------------- X Constant
Engine Speed
PULSE WIDTH CORRECTED BY VOLTAGE (TS)

The rate of correction response is controlled by a voltage drop to the reference voltage of 14
V. This does not affect fuel injection directly. This function can be confirmed, using the ser-
vice support tool.
= Corrected pulse width @ 14V + (14V - VB) X Constant

(VB = Battery Voltage)
EFFECTIVE INJECTION PULSE WIDTH (TE)

“Te” equals Ts minus Ti.
= Fundamental injection pulse width (Tp) X Air-to-fuel feedback correction factor X

Air / fuel ratio correction factor X Other correction factors X Fuel-cut-off factor
• Air-to-fuel feedback correction factor:For the purpose of maintaining an ideal theoretical

air / fuel ratio under all driving conditions
• Air-to-fuel ratio correction factor (learned):For the purpose of maintaining a memory bank
6-30
of the various correction factors used and reused during driving condition changes. Keep-
ing prior successful corrections i memory allows the system to respond much more
quickly to similar condition changes in the future.
• Other correction factors: Other correction functions work to provide increased fuel sup-
ply at start-up, increased fuel supply when the engine coolant temperature is low, under
acceleration and heavy load conditions and other variable conditions covered in this
manual.
• Fuel-cut-off factor: Regular injection = 1; at fuel-cut-off = 0.
FINAL INJECTION WIDTH (TI)

This term refers to the time duration of electrical current application to the injector itself. This
period is usually longer than that of the actual injection time of the fuel.
a. Simultaneous injection = Effective injection pulse width (Ta) + voltage corrected

pulse width (Ts)
b. Group injection and sequential injection = 2 X effective injection pulse width (Ta) +
voltage corrected pulse width (Ts).
SIMULTANEOUS INJECTION
After the engine starts up, fuel is injected to all cylinders at once based upon the initial input
of the 180° signal from the crankshaft position sensor. Following the initial injection, fuel is
injected at each engine revolution.
Because these are 4-cycle engines, fuel is then properly injected to maintain proper intake /
combustion cycles based upon engine firing order.
6-31
SEQUENTIAL INJECTION (AFTER ENGINE START-UP)
Fuel is injected before the intake stroke for each cylinder. The injection sequence is based
upon the established firing order.
6-32
APPENDIX 2. SERVICE SUPPORT TOOL EXERCISE PROGRAM
1. The outline of the Service Support Tool (SST)
2. How to use the SST

• Confirm the ECM part for the vehicle when installed
• Confirm the part number of the ECM (ECU)
• Confirm the record of malfunctions on ECM
• If there is no record, Create a malfunction by removing the connector for the mass air
flow sensor. Malfunction (error) code No. P0102 will occur.
• Erase the self-diagnosis record results.
• Indicate data
• Display self-diagnosis results
• Storage data
• Display freeze-frame data
• Work support
6-33
• Active Test
6-34
APPENDIX 3. DIAGNOSTIC MONITOR SERVICE SUPPORT TOOL (SST)
PARTS IDENTIFICATION - FRONT VIEW OF SST
Legend
1 • Power Source Switch (Push & Push) 10 • Cartridge Slot

2 • Direction Keys (Moves cursor in direction of 11 • Diagnostic Communications Connector
arrow on the key)
3 • Yes Key - Affirm: Effect 12 • Measuring Connector CH1 (V/Ohm/Hz
• No Key - Deny: Stop mark)
4 • C Key - Cancel. Back to previous scope 13 • Measuring Connector COM (COM mark)
• COM is the common terminal of CH1 & CH2
5 14 • Measuring Connector CH2 (V mark)
• S Key - Special Action. Shift • Using CH1 & COM when measuring in CH1
• Using CH2 & COM when measuring in CH2
6 • Function Keys: F1, F2, F3, F4 15 • Power Source Connector: Center pole “+”
7 • Liquid Crystal Display (LCD) 16 • RS232 Connector
8 • Lead Effective Transistor Marking 17 • Optical Communications Port
9 • Power Source Monitor Light 18 • Wrist Strap Attachment Points
6-35
PARTS IDENTIFICATION - SST KEY PAD
PARTS IDENTIFICATION - REAR VIEW
Legend
19 • Battery Cover 22 • Threaded Hole for Adhesion Plate

20 • Ejector 23 • Wrist Strap installing Thread (2)
21 • Threaded Hole for Tripod
6-36
PARTS IDENTIFICATION - BOTTOM VIEW
Legend
24 • LCD Contrast Dial ----------
WHAT DOES THIS SST DO FOR YOU?

• You are able to diagnose/troubleshoot the electronically controlled engine system.
• You can more easily identify defective parts and wiring.
• The self-diagnostic function provides an error code (DTC) which is displayed on the mon-
itor screen.
• You can check the operation of actuators mounted on the engine.
• You can measure the electric current, voltage, resistance, frequency and temperature
using the measuring functions.
• You can measure data that changes periodically, and see the changes using the oscillo-
graph.
• You can keep and play back the control data which was measured by the ECM (ECU)
and is stored in the memory unit.
• You can send this data to a printer or personal computer using the outside communica-
tion functions.
OPERATION OF THE SST (DIAGNOSTIC MONITOR)

• Take the monitor out of the case. Remove the battery cover on the back side by pressing
against the two latching tabs. Install 4 AA batteries in proper sequence as marked on the
unit. These batteries act as the back-up power source for the RAM.
• Insert the diagnostic cartridge into the cartridge slot, located on the opposite side of the
monitor from the battery compartment. The indent in the cartridge faces the outside of the
monitor. Gently press the cartridge into the slot until the eject lid closes fully.
• Connect the communication cable connector to the top of the monitor (See item # 11 in
Figure A5-0001).
• Connect the other end of the communication cable to the failure diagnosis connector on
the engine harness. CAUTION: BE SURE THE LIFT TRUCK IGNITION SWITCH IS
TURNED OFF BEFORE CONNECTING THE CABLE TO THE HARNESS.
• After connecting the SST communication cable to the truck harness, turn the ignition
switch ON. Then turn ON the SST power source by pushing the button once. Depressing
6-37
the power button again will turn the monitor OFF.
DIAGNOSIS PROCEDURES
• The first monitor display will be a Title display as shown in “First View” below.
• About two seconds after the Title display pops up, the second view will automatically
appear. This is the “Main Menu” display.
If you choose item # 1 - “DIAGNOSTIC SOFTWARE EXECUTE”, it will “highlight” as shown below.
1. DIAGNOSTIC SOFTWARE EXECUTE
Then press the “YES” key on the keypad.

The “DIAGNOSIS MENU” will appear on the screen as shown below.
6-38
To Review self-diagnostic data, press the “Down Arrow” key on the keypad in order to high-
light menu item # 2 - “SELF-DIAG RESULTS” as shown below.
2. SELF-DIAG RESULTS
6-39
Now depress the “YES” key. The following window display will appear on your screen:
Depress the “YES” key again and the “RESULTS OF DIAGNOSIS” display will appear
(Example shown below). If there are any failures or malfunctions, the appropriate error code
(DTC) will appear on screen.
Entries in the “Add/exp” column above, indicate the failed part. Entries under the “Time” col-
umn indicate the same failure whenever it repeats. An entry after “DIAG CODE No. :” will
show the failure repeat number. Return to the Self-Diag Menu.
When there are no failures or malfunctions, you will see the following displays:
6-40
To eliminate (erase) the memory in the “Self-Diagnostic Results” menu, select “Eliminate the
Memory of Self-Diagnostic” and press “YES”.
Once you do this, the monitor will automatically revert to the “Self-Diagnostic Results” menu.
When you p[ress “NO”, memory elimination will stop and the stored results will remain in
memory.
NOTE: In most cases, the engine will not return automatically to normal operation unless you
eliminate the self-diagnostic memory data. There may be some cases when it will return to
normal, but not often.
CONTINUE LEARNING ABOUT THE “SST” WITH THE FOLLOWING DISPLAY STEP
CHARTS
6-41
3
DISPLAY STEP CHART - PART 1
CONTINUED ON NEXT PAGE
6-42
2
6-43
4
2
6-44
GAS
DIAGRAM STEP CHART - PART 4
LPG
4
6-45
5
6-46
6
5
6-47
DIAPLAY STEP CHART - PART 7
6-48
6-49
MEMO
CHAPTER 2
CONTROLS
PRECAUTIONS
PRECAUTIONS
General Precautions for Service Operations
• Even when ignition switch is OFF, battery voltage may damage
the control unit. Turn ignition switch OFF and disconnect battery
ground cable before removing and installing control unit
harness.
ECM0215
• Be careful not to damage connector terminals when connecting

and disconnecting. Check the terminals for bend or breakage
before connecting.
• Check the input/output signal of terminal before replacing
control unit. Confirm that it operates normally.
Refer to EC section, "ECM Input/Output Signal Specifications".
ECM0216
• Ensure the appropriate distance between test probes when

using a circuit tester. A longer distance is recommended,
because if the distance is too short, it may cause contact of test
probes, resulting in a short circuit. A short circuit allows battery
voltage to be applied directly to the control unit, resulting in
damage to its internal power transistors.
EGM0063
On Board Diagnostic (OBD) System of Engine

The ECM has an on board diagnostic system. It will light up the malfunction indicator lamp (MIL) to warn the driver
of a malfunction causing emission deterioration.
CAUTION:
• Be sure to turn the ignition switch OFF and disconnect the negative battery cable before any repair or
inspection work. The open/short circuit of related switches, sensors, solenoid valves, etc. will cause the
MIL to light up.
• Be sure to connect and lock the connectors securely after work. A loose (unlocked) connector will cause
the MIL to light up due to the open circuit. (Be sure the connector is free from water, grease, dirt, bent
terminals, etc.)
• Certain systems and components, especially those related to OBD, may use a new style slide-locking
type harness connector.
• Be sure to route and secure the harnesses properly after work. The interference of the harness with a
bracket, etc. may cause the MIL to light up due to the short circuit.
• Be sure to connect rubber tubes properly after work. A misconnected or disconnected rubber tube may
cause the MIL to light up due to the malfunction of fuel injection system, etc.
• Be sure to erase the unnecessary malfunction information (repairs completed) from the ECM before
returning the vehicle to the customer.
52
PRECAUTIONS
Precaution
• Always use a 12 volt battery as power source.
• Do not attempt to disconnect battery cables while engine is
running.
• Before connecting or disconnecting the ECM harness
connector, turn ignition switch OFF and disconnect battery
ground cable. Failure to do so may damage the ECM
because battery voltage is applied to ECM even if ignition
switch is turned OFF.
• Before removing parts, turn ignition switch OFF and then
disconnect battery ground cable.
SEF0289H
• Do not disassemble ECM.

• If a battery cable is disconnected, the memory will return to
the ECM value. The ECM will now start to self-control at its
initial value. Engine operation can vary slightly when the
terminal is disconnected. However, this is not an indication
of a malfunction. Do not replace parts because of a slight
variation.
• If the battery is disconnected, the following emission-
related diagnostic information will be lost within 24 hours.
– Diagnostic trouble codes
– 1st trip diagnostic trouble codes
53
PRECAUTIONS
PRECAUTIONS (Cont’d)
• When connecting ECM harness connector, fasten it
securely with levers as far as they will go as shown in the
figure.
• When connecting or disconnecting pin connectors into or

from ECM, take care not to damage pin terminals (bend or
break).
Make sure that there are not any bends or breaks on ECM
pin terminal, when connecting pin connectors.
• Securely connect ECM harness connectors. A poor
connection can cause an extremely high (surge) voltage to
develop in coil and condenser, thus resulting in damage to
ICs.
• Keep engine control system harness at least 10 cm (4 in)
away from adjacent harness, to prevent engine control
system malfunctions due to receiving external noise,
degraded operation of ICs, etc.
• Keep engine control system parts and harness dry.
• Before replacing ECM, perform ECM Terminals and
Reference Value inspection and make sure ECM functions
properly.
• Handle mass air flow sensor carefully to avoid damage.
• Do not disassemble mass air flow sensor.
• Do not clean mass air flow sensor with any type of
detergent.
• Do not disassemble electric throttle control actuator.
• Even a slight leak in the air intake system can cause
serious incidents.
MEF040D • Do not shock or jar the camshaft position sensor (PHASE),
crankshaft position sensor (POS).
• After performing each TROUBLE DIAGNOSIS, perform DTC
Confirmation Procedure or Overall Function Check.
The DTC should not be displayed in the DTC Confirmation
Procedure if the repair is completed. The Overall Function
Check should be a good result if the repair is completed.
54
PRECAUTIONS
PRECAUTIONS (Cont’d)
• When measuring ECM signals with a circuit tester, never
allow the two tester probes to contact. Accidental contact
of probes will cause a short circuit and damage the ECM
power transistor.
• Do not use ECM ground terminals when measuring input/
output voltage. Doing so may result in damage to the ECM's
transistor. Use a ground other than ECM terminals, such as
the ground.
SEF348N
• Do not operate fuel pump when there is no fuel in lines.

• Tighten fuel hose clamps to the specified torque.
• Do not depress accelerator pedal when starting.

• Immediately after starting, do not rev up engine
unnecessarily.
• Do not rev up engine just prior to shutdown.
SEF709Y
55
SPECIAL SERVICE TOOLS
SPECIAL SERVICE TOOLS

Description Application
EGI fuel pressure indicator For measuring fuel pressure gauge

ST19590000
ECM0013
Heated oxygen sensor wrench Removing and installing heated oxygen sensor
KV10113700
ECM0014
SST For system inspection and diagnosis
Check adapter V For control unit input/output signal inspection

EG1755000 (for SMJ 150-pin connector)
ECM0016
Harness adapter
EG17550200
(150-pin to 121-pin conversion adapter)
ECM0017
Adapter harness for molded coil Speed inspection (TB45E)

EG10117500
ZZA1165D
56
DESCRIPTION
DESCRIPTION
• Adopts Electronic Concentrated engine Control System (ECCS). Fuel injection control, ignition timing control,
idle speed control, and electronically controlled governor control etc. are all performed by a single control unit.
• Adopts electric throttle control actuator system to control electronically controlled governor.
• K21/K25 Adopts Hall IC type crankshaft position sensor (POS) and camshaft position sensor (PHASE).
Items Description
Electric throttle control actuator • Adopts electronic throttle control actuator with integrated throttle control motor to adjust
throttle valve opening optimally according to driving conditions or to improve safety and
operability by electronically controlled governor.
Fuel injection control • K21/K25 With fuel injection control, air-fuel ratio is optimized to improve exhaust
performance and response.
• TB45 With SOFIS control, amounts of injected fuel are optimized to improve exhaust
performance and response.
• Using feedback control through learning of air-fuel ratio compensation, the system corrects
the ratio during transitional conditions, such as sudden sharp changes in the ratio, in order
to improve drivability.
K21/K25 Ignition timing control • Uses Hall IC crankshaft position sensor (POS) and camshaft position sensor (PHASE) to
perform controls so that optimum ignition timing is obtained for every operating condition.
Optimum ignition timing setup according to each fuel is also enabled at the time of a
combined use formula.
• Adopts electronic distribution system (NDIS) in which each cylinder is equipped with an
ignition coil incorporating a power transistor for better ignition performance.
TB45 Ignition timing control • Controls ignition timing depending on driving conditions on basis of the ignition timing map
stored in the ECM.
• Performs knock control, in which ignition timing is retarded or advanced according to the
presence of knocking, so that optimum ignition timing is selected according to operating
conditions and fuel in use.
Idle speed control • Adopts electronic throttle control actuator that continuously regulates intake air amount
required for idling.
Governor speed control • Performs maximum regulation of engine speed for oil pressure pump protection by engine
speed signal.
Maximum speed regulation control • Performs maximum speed regulation by vehicle speed sensor signal. Also, performs
variable control of maximum speed by changeover switch.
Idling area torque up control • Performs torque up control in idling area by engine speed signal in order to also enable
cargo work at idling.
Overheat prevention control • Reduces engine heat generation by reducing maximum engine speed and regulating
maximum throttle opening when engine coolant temperature reaches approximately 110°C
(230°F).
• Prevents resulting in engine breakage by overheat by performing fuel cut at 1,000 rpm or
more when engine coolant temperature reaches approximately 135°C (275°F).
Power/ECO mode control • Changes throttle opening characteristic of throttle position by power/ECO mode control
switch, and then minute operation of engine speed is enabled. (Option setting)
Fuel pump control (gasoline) • Turns fuel pump relay ON/OFF depending on engine speed signal.
LPG interception valve control • Turns interception valve relay ON/OFF depending on engine speed signal and fuel
pressure sensor signal.
Fail-safe function • Ensures vehicle's safe operation and enables vehicle to be driven in an emergency when
any of the major system components (mass air flow sensor, engine coolant temperature
sensor, etc.) have malfunctioned.
Diagnostic system • Adopts self-diagnosis system for easier trouble diagnosis.
57
DESCRIPTION
K21/K25 ELECTRONIC CONTROLLED SYSTEM DIAGRAM (GASOLINE)
58
DESCRIPTION
K21/K25 ELECTRONIC CONTROLLED SYSTEM DIAGRAM (LPG)
59
DESCRIPTION
K21/K25 ELECTRONIC CONTROLLED SYSTEM DIAGRAM (COMBINED USE)
60
DESCRIPTION
TB45 ELECTRONIC CONTROLLED SYSTEM DIAGRAM GASOLINE
61
DESCRIPTION
System Diagram (Cont'd)

TB45 ELECTRONIC CONTROLLED SYSTEM DIAGRAM LPG
62
DESCRIPTION
System Diagram (Cont'd)

TB45 ELECTRONIC CONTROLLED SYSTEM DIAGRAM DUAL
63
DESCRIPTION
Description (Cont’d)
SENSORS AND ACTUATORS CONTROL ITEMS
Main sensors and actuators related to the ECM are listed below.
Fuel changing (Gasoline and LPG) Combined Combined

K21/
Gasoline std std std std std std std std 25 std std
opt
Fuel
K21/
LPG std std std — std std std std 25 std std
opt
Control Item Fuel injection control
Maximum vehicle speed control

Maximum engine speed control
Power ECO mode control

Ignition timing control
A/F feedback control
Fuel injection control
Fuel pump control
Idle speed control
Self-diagnosis
Fuel cut off
Fail-safe
⊕: Significant impact to control
♦: Impact to control
Crankshaft position sensor (POS, PHASWE) ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ♦
Mass air flow sensor ⊕ ⊕ ♦ ⊕ ♦ ♦
Intake air temperature sensor ♦ ♦
⊕
Engine coolant temperature sensor ♦ ♦ ♦ ♦ ♦ ♦
(ΤΒ45)
Heated oxygen sensor ⊕ ♦ ♦
Vehicle speed sensor ♦ ♦ ♦ ♦ ⊕ ♦
Throttle position sensor ♦ ♦ ⊕ ♦ ♦ ♦ ♦ ♦ ♦ ♦
Sensors
Accelerator pedal position sensor ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦

Ignition switch ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕
P/N POSI SW ♦ ♦ ♦ ♦ ♦
Stop lamp switch ♦
Head lamp (electrical load) switch ♦
Power ECO mode switch (opt) ⊕
Battery voltage ♦ ♦ ♦ ♦ ♦
LPG fuel pressure sensor ♦ ⊕ ♦
Fuel changing switch ⊕ ⊕ ⊕ ⊕ ⊕
Gasoline injector ⊕ ⊕ ⊕
Power transistor ⊕ ♦
Ignition system
Ignition coil ⊕
Throttle control motor relay ⊕ ⊕ ♦
Throttle control motor ⊕ ⊕ ♦ ♦
Gasoline fuel pump relay ⊕ ⊕
Actuators
Gasoline fuel pump ⊕ ♦

Ignition relay ⊕
ECM relay ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕
LPG injector ⊕ ⊕ ⊕ ♦
LPG assistance injector ⊕ ⊕ ⊕ ♦
LPG interception valve relay ⊕ ⊕ ♦
LPG interception valve ⊕ ♦
64
DESCRIPTION
Specifications
Gasoline LPG Combined
Actuators Gasoline injector High resistance Intake manifold ○ ○
LPG injector Gas injection Integrated in injector ○ ○
holder (on intake
manifold)
Fuel pump Electric motor/turbine Integrated in fuel tank ○ ○
Fuel pressure regulator Diaphragm ○ ○
Throttle control motor Electric DC motor (DC Integrated in electronic ○ ○ ○
motor) throttle control
actuator
Ignition coil Mold (built-in power Cylinder head (On each ○ ○ ○
transistor) spark plug)
65
DESCRIPTION
Component Parts Location (Cont’d)

Specifications
Gasoline LPG Combined
Sensors Crankshaft Crankshaft Hall IC (element) Front cover ○ ○ ○

position position
sensor sensor (POS)
Camshaft position Chain housing ○ ○ ○
sensor
(PHASE)
Mass air flow sensor Hot wire Air horn ○ ○ ○
Accelerator pedal position Variable resistance Integrated in ○ ○ ○
sensors 1 and 2 accelerator work
unit (accelerator
pedal assembly)
Throttle position sensors 1 and 2 Integrated in ○ ○ ○
electronic throttle
control actuator
Engine coolant temperature Thermistor Water outlet ○ ○ ○
sensor
Intake air temperature sensor With air flow meter ○ ○ ○
Heated oxygen sensor Zirconia (with Exhaust manifold ○ ○ ○
heater)
ECM 121-pin digital Vehicle side ○ ○ ○
control
ECM & IGN coil relay Compact general Vehicle side ○ ○ ○
relay (1M X 2)
ECM Component
Specifications NOTE
Component Location
Gasoline LPG Combined Actuator Sensor Other
Gasoline injector Intake manifold ○ ○ ○
LPG injector Integrated in injector holder (on ○ ○ ○
intake manifold)
Throttle control motor Integrated in electronic throttle ○ ○ ○ ○
control actuator
Throttle position sensors 1 and ○ ○ ○ ○
2
Ignition coil Cylinder head (on each spark ○ ○ ○ ○
plug)
Crankshaft position sensor Front cover ○ ○ ○ ○
(POS)
Camshaft position sensor Front housing ○ ○ ○ ○
(PHASE)
Mass air flow sensor Air horn ○ ○ ○ ○
Intake air temperature sensor With air flow meter ○ ○ ○ ○
Engine coolant temperature Water outlet ○ ○ ○ ○
sensor
Accelerator pedal position Integrated in accelerator work ○ ○ ○ ○
sensors 1 and 2 unit (accelerator pedal
assembly)
Fuel pump Integrated in fuel tank ○ ○ ○
Fuel pressure regulator ○ ○ ○
Heated oxygen sensor (Vehicle side) ○ ○ ○ ○
Vehicle speed sensor (Vehicle side) ○ ○ ○ ○
ECM (Vehicle side) ○ ○ ○ ○
ECM & IGN coil relay (Vehicle side) ○ ○ ○ ○
66
DESCRIPTION
Specifications NOTE
Component Location
Gasoline LPG Combined Actuator Sensor Other
Stop lamp switch (Vehicle side) ○ ○ ○ ○
Throttle control motor relay (Vehicle side) ○ ○ ○ ○
Fuel pump relay (Vehicle side) ○ ○
Vaporizer (Vehicle side) ○ ○ ○
LPG interception valve (Vehicle side) ○ ○ ○
67
DESCRIPTION
68
DESCRIPTION
Circuit Diagram
ECM CIRCUIT DIAGRAM (COMBINED GASOLINE AND LPG)
69
DESCRIPTION
Circuit Diagram TB
45
70
DESCRIPTION
ECM Terminal
K21/K25
REFERENCE VALUE LIST

Voltage is measured with a circuit tester, and the sample waveforms obtained with an oscilloscope are shown
below for each ECM terminal. Measurement data varies depending on variation in parts as well as many other fac-
tors. Such factors include vehicle history, driving conditions, environmental conditions, maintenance status, mea-
suring instrument/method, etc. Data shown below are reference values.
Terminal
Description Measurement condition Measured value
signal
1 ECM ground Always Approx. 0V
2
115
116
66 Sensor ground (Throttle position sensor) At idle after warming up Approx. 0V
At approx. 2,000 rpm
67 Mass air flow sensor ground Always Approx. 0V
78 Heated oxygen sensor ground Always Approx. 0V
82 Accelerator pedal position sensor 1 Always Approx. 0V
ground
ground
32 Fuel changing switch 2 (Gasoline) Changing switch ON (At gasoline side) Approx. 5V
Changing switch ON (At LPG side) Approx. 0V
56 Governor control switch At normal speed setting Approx. 0V
At low speed setting Battery voltage
70 Fuel changing switch 1 (LPG) Changing switch ON (At LPG side) Approx. 5V
Changing switch ON (At GAS side) Approx. 0V
84 Head lamp switch Lighting switch OFF Approx. 0V
Lighting switch ON Battery voltage
101 Brake switch Brake pedal released Approx. 0V
Brake pedal depressed Battery voltage
102 Neutral switch N position Approx. 0V
Other than above Battery voltage
109 (IGN) Ignition switch Ignition switch OFF Approx. 0V
Ignition switch ON Battery voltage
71
DESCRIPTION
ECM Terminal (Cont’d)

MAX50 CHASSIS S/N 675001A AND ABOVE MBX50 CHASSIS S/N2100001A AND ABOVE
Terminal
signal
13 Crankshaft position sensor (POS) At cranking Approx. 2.6V
ECM0052
At idle after warming up Approx. 3V
ECM0053
At approx. 2,000 rpm Approx. 3V
ECM0054
14 Camshaft position sensor (PHASE) At cranking Approx. 0.15V
ECM0055
At idle after warming up Fluctuates between approx. 1.5 - 2V.
ECM0056
ECM0057
24 Heated oxygen sensor heater At idle after warming up Approx. 0.3V

31 LPG fuel pressure sensor At idle after warming up Approx. 0.78V
72
DESCRIPTION

Terminal
signal
35 Heated oxygen sensor At idle after warming up Changes between approx. 0.1 -
0.4V⇔;approx. 0.6 - 0.9V
ECM0058
At approx. 2,000 rpm Changes between approx. 1 -

0.4V⇔;approx. 0.6 - 0.9V
ECM0059
50 Throttle position sensor 1 At idle after warming up Approx. 0.6V

Ignition switch ON with engine stopped Approx. 0.5V
Accelerator pedal is fully depressed
Accelerator pedal is released
At approx. 2,000 rpm Approx. 0.7V
51 Mass air flow sensor Ignition switch ON Approx. 1V
At cranking Approx. 1.5V
At idle after warming up Approx. 1.3V
73
DESCRIPTION

Terminal
signal
98 Accelerator pedal position sensor 2 At Idle Approx. 0.335 - 0.435V
Ignition switch ON with engine stopped Approx. 0.335 - 0.435V
106 Accelerator pedal position sensor 1 At Idle Approx. 0.67 - 0.87V
104 Throttle control motor relay Ignition switch ON, engine running Approx. 1V
112 LPG interception valve relay Engine running Battery voltage
Ignition switch OFF Approx. 0V
113 Gasoline F/P relay For approximately 1 second after ignition Approx. 1V
switch ON
After that Battery voltage
At cranking, engine running Approx. 1V
3 Throttle control motor relay power supply Always Battery voltage
48 Sensor power supply Ignition switch ON, engine running Approx. 5V
49 Fuel changing switch power supply Changing switch ON Approx. 5V
Changing switch ON (At neutral) Approx. 0V
90 Accelerator pedal position sensor 1 Ignition switch ON, engine running Approx. 5V
power supply
91 Accelerator pedal position sensor 2 Ignition switch ON, engine running Approx. 2.5V
power supply
110 Power supply for ECM (backup) Always Battery voltage
118 Power supply for ECM Ignition switch ON, engine running Battery voltage
121
4 Throttle control motor (Close) At idle after warming up Approx. 2 - 2.5V
5 Throttle control motor (Open) At idle after warming up Approx. 0.1 - 0.15V
11 LPG assistance injector At idle after warming up Battery voltage
74
DESCRIPTION

Terminal
signal
22 Injector drive signal At cranking Approx. 10.5V
23
41
42
ECM0060
At idle after warming up Battery voltage
ECM0061
At approx. 2,000 rpm Relatively lower than battery voltage
ECM0062
34 Intake air temperature sensor signal Intake air temperature is approx. 20°C Approx.
(68°F). 3.5V
Intake air temperature is approx. 80°C Approx.

(176°F). 1.2V
ECM0499
47 Electric throttle control actuator open Ignition switch ON, engine running Approx. 5V
75
DESCRIPTION
ECM Input/Output Signal Specifications (Cont’d)

Terminal
signal
61 Ignition signal (power transistor drive At cranking Approx. 0.2V
62 signal)
80
81
ECM0047
At idle after warming up Approx. 0.1V
ECM0048
ECM0049
73 Engine coolant temperature sensor Engine coolant temperature is approx. Approx.

signal 20°C (68°F). 3.5V
Engine coolant temperature is approx. Approx.

80°C (176°F). 1.2V
ECM0500
85 (K LINE) Signal line for service When connected to Service tool Approx. 6.6 - Battery voltage
When not connected to Service tool Approx. 6V
76
DESCRIPTION

Terminal
signal
111 Self shut-off For approximately 10 seconds with Approx. 1V
ignition switch ON and after ignition
switch OFF
Approximately 10 seconds on more after Battery voltage
ignition switch OFF
119 LPG injector drive (H) Battery voltage
Time axis may change according to
setting data and driving condition.
120 LPG injector drive (L) Battery voltage

Time axis may change according to
setting data and driving condition.
NOTE:
Numerical values are obtained using an analog circuit tester.
77
DESCRIPTION
TB45 ECM Terminal Layout
ECM0246
The symbol in ( ) next to terminal numbers indicates the data link

connector.
ECM Terminal Layout (Cont'd)
Terminal Description
1 ECM ground
2 ECM ground
3 Throttle control motor relay power supply
4 Throttle control motor (Close)
5 Throttle control motor (Open)
6 –
7 –
8 –
9 –
10 –
11 LPG assistance injector
12 –
13 Crankshaft position sensor 1° (POS)
14 Crankshaft position sensor 120° (REF)
15 –
16 –
17 –
18 –
19 –
20 –
21 Injector No. 5
22 Injector No. 3
23 Injector No. 1
24 Heated oxygen sensor heater
25 –
26 –
27 –
28 –
29 –
30 MIL
31 LPG fuel pressure sensor
32 Fuel changing switch 2 (Gasoline)
33 Vehicle speed
34 Intake air temperature sensor
78
DESCRIPTION

35 Heated oxygen sensor
36 –
37 –
38 –
39 –
40 Injector No. 6
41 Injector No. 4
42 Injector No. 2
43 –
44 –
45 –
46 –
47 Sensor power supply (Throttle position sensor)
48 Sensor power supply
49 Fuel changing switch power supply
50 Throttle position sensor 1
51 Mass air flow sensor
52 Idle air volume learning operation
53 –
54 Maximum vehicle speed shifting
55 –
56 –
57 –
58 –
59 –
60 –
62 Ignition signal (power transmission drive signal)
63 –
64 –
65 –
66 Sensor ground (Throttle position sensor)
67 Sensor ground (Mass air flow sensor)
68 –
69 Throttle position sensor 2
70 Fuel changing switch 1 (LPG)
71 –
72 –
73 Engine coolant temperature sensor
74 –
75 –
76 –
77 –
78 Sensor ground (Heated oxygen sensor)
79 –
82 Sensor ground (Accelerator pedal position sensor 1)
83 Sensor ground (Accelerator pedal position sensor 2)
84 Headlamp switch
85 (K LINE) K-line (ECM data transmit/receive)
79
DESCRIPTION

86 –
87 –
88 –
89 –
90 Accelerator pedal position sensor 1 power supply
91 Accelerator pedal position sensor 2 power supply
92 –
93 –
94 –
95 –
96 –
97 –
98 Accelerator pedal position sensor 2
99 –
100 –
101 Stop lamp brake switch
102 PNP switch
103 –
104 Throttle control motor relay
105 –
106 Accelerator pedal position sensor 1
107 –
108 –
109 (IGN) Ignition switch
110 BATT
111 Self shut off
112 LPG interception valve relay
113 Fuel pump relay
114 No 2 LPG INJ
115 (–) ECM ground
116 (–) ECM ground
117 Power supply for No 2 LPG INJ
118 Power supply for ECM
119 Power supply for No 1 LPG INJ
120 No 1 LPG INJ
121 Power supply for ECM
80
DESCRIPTION
TB45 ECM Input/Output Signal

Specifications
REFERENCE VALUE LIST
Voltages is measured with a circuit tester, and the sample
waveforms obtained with an oscilloscope are shown below for each
ECM terminal. Measurement data varies depending on variation in
parts as well as many other factors. Such factors include vehicle
history, driving conditions, environmental conditions, maintenance
status, measuring instrument/method, etc. Data shown below are
reference values.
ECM0247
ECM0248
ECM Input/Output Signal Specifications (Cont'd)

Terminal Signal name Condition Data (DC value)
24 Heated oxygen sensor heater At idle after warming up Approx. 0.3V
113 Fuel pump relay For approximately 1 second after Approx. 1V
ignition switch ON
After that Battery voltage
At cranking, engine running Approx. 1V
111 Self shut off For approximately 10 seconds when Approx. 1V
ignition switch ON and after ignition
switch OFF
Ignition switch OFF Battery voltage
81
DESCRIPTION

62 Ignition signal (power transmission At cranking At cranking: Approx. 0.5V

drive signal)
ECM0249
At idle after warming up At idling: Approx. 0.5V
ECM0250
ECM0251
101 Stop lamp brake switch Brake pedal released Approx. 0V

Brake pedal depressed Battery voltage
109 (IGN) Ignition switch Ignition switch OFF Approx. 0V
Ignition switch ON Battery voltage
102 PNP switch N position Approx. 0V
Other than above Battery voltage (A/T models)
85 (K LINE) K-line (ECM data transmit/receive) When connected to SST Approx. 6.6 - Battery voltage
When not connected to SST Approx. 6V
84 Headlamp switch Lighting switch OFF Approx. 0V
Lighting switch ON Battery voltage
67 Mass air flow sensor ground Always Approx. 0V
115 ECM ground Always Approx. 0V
116
1
2
82
DESCRIPTION

13 Crankshaft position sensor 1° (POS) At cranking At cranking: Approx. 2.6V
ECM0252
ECM0253
ECM0254
power supply
48 Sensor power supply Ignition switch ON, engine running Approx. 5V
110 BATT Always Battery voltage
47 Electric throttle control actuator sensor Ignition switch ON, engine running Approx. 5V
power supply
78 Heated oxygen sensor ground Always Approx. 0V
ground
power supply
83
DESCRIPTION

14 Crankshaft position sensor 120° (REF) At cranking At cranking: Approx. 0.5V
ECM0255
ECM0256
ECM0257
51 Mass air flow sensor Ignition switch ON Approx. 0.5V

At cranking Approx. 2V
At idle after warming up Approx. 2V
106 Accelerator pedal position sensor 1 At Idle Approx. 0.7V
98 Accelerator pedal position sensor 2 At Idle Approx. 0.35V
84
DESCRIPTION

34 Intake air temperature sensor Intake air temperature is approx. 20°C Approx. 3.5V
(68°F).
Intake air temperature is approx. 80°C Approx. 1.2V
(176°F).
ground
35 Heated oxygen sensor At idle after warming up Air conditioner OFF:
Clamp between 0 - 0.7V
Air conditioner ON:
Changes between approx. 0 - 0.3V
approx. 0.5 - 1.0V
ECM0258
At approx. 2,000 rpm Changes between approx. 0 - 0.3V

approx. 0.5 - 1.0V
ECM0259
73 Engine coolant temperature sensor Engine coolant temperature is approx. Approx. 5V

20°C.
Engine coolant temperature is approx. Approx. 1.2V
80°C.
21 Injector drive signal At cranking Approx. 10.5V
22
23
40
41
42
ECM0260
At idle after warming up Battery voltage
ECM0261
At approx. 2,000 rpm Relatively lower than battery voltage
ECM0262
85
DESCRIPTION

118 Power supply for ECM Ignition switch ON, engine running Battery voltage
121
104 Throttle control motor relay Ignition switch ON, engine running Approx. 1V
3 Throttle control motor relay power Always Battery voltage
supply
5 Throttle control motor (Open) At idle after warming up Approx. 0.1 to 0.15V
At approx. 2000 rpm
4 Throttle control motor (Close) At idle after warming up Approx. 2 - 2.5V
At approx. 2000 rpm
32 Fuel changing switch 2 (Gasoline) Changing switch ON (At gasoline side) Approx. 5V
Changing switch ON (At LPG side or Approx. 0V
neutral)
49 Fuel changing switch power supply Changing switch ON Approx. 5V
Changing switch OFF (At neutral) Approx. 0V
70 Fuel changing switch 1 (LPG) Changing switch ON (At LPG side) Approx. 5V
Changing switch OFF (At LPG side or Approx. 0V
neutral)
112 LPG interception valve relay When ignition switch is ON (Approx. 1 Battery voltage
second) and for approximately 10
seconds after ignition switch is OFF
Ignition switch OFF Approx. 0V
52 Idle air volume learning operation When connecting tools for idle air Approx. 1.5V (Usually learning)
volume learning Approx. 2.5V (Factory learning)
When not connecting tools for idle air Approx. 0V
volume learning
54 Maximum speed shifting It varies depending on setting
condition.
33 Vehicle speed sensor signal Vehicle stopped Approx. 11V or approx. 1V
86
TROUBLE DIAGNOSIS
TROUBLE DIAGNOSIS
How to Proceed with Trouble Diagnosis

1. The most important point in performing trouble diagnosis of
malfunctions is to thoroughly understand the vehicle systems
(both control and mechanical).
An ECM-based engine controls actuators such as injectors and
the ignition coil according to information from sensors. Then
through actuator operation, the engine (mechanical system)
runs. Sensors transmit information on the running condition,
which changes constantly, to ECM. It is important to understand
these cycles.
ECM0031
2. It is also important to clarify customer concerns before starting

the inspection.
First of all, reproduce the symptom, and understand it fully.
Ask the customer about his/her concerns carefully. In some
cases, it will be necessary to check the symptoms by driving
the vehicle with the customer.
CAUTION:
Customers are not professionals. Do not assume “maybe the
customer means ...” or “maybe the customer mentioned this
ECM0032 symptom”.
3. It is essential to confirm symptoms right from the beginning in

order to ensure all malfunctions are completely repaired.
For an intermittent malfunction, it is important to reproduce the
symptom based on an interview with the customer and past
examples. Do not perform an inspection on an ad hoc basis.
Most intermittent malfunctions are caused by poor contacts. In
this case, it will be effective to shake the suspected harness or
connector by hand. When repairs are performed without any
symptom check, no one can judge if the malfunction has actu-
ally been eliminated.
ECM0033
4. The next important thing is to find which system among the
following is causing the malfunction: ECM control signal
system, or a mechanical system (such as the engine main body
and auxiliary component). It is important to inspect the system
using Service tool or by checking the ECM input/output signals.
When checking the ECM input/output signals, connect a check
adapter (Service tool) to ECM in order to prevent misdiagnosis.
Special Service Tools (Service tool):
Check adapter V (EG17530000) (for SMJ 150-pin connec-
tor)
Harness adapter (EG17550200) (150-pin Æ 121-pin conver-
sion adapter)
87
TROUBLE DIAGNOSIS
5. Use the reference value of input/output data (guideline) in this

manual in order to judge the ECM input/output signals. Measure
the data of another vehicle of the same model under the same
conditions when it is difficult to judge, and compare the data. It
is advisable to collect sufficient data of a normally operating
vehicle.
ECM0034
Trouble Diagnosis Flow Chart

There are many different malfunction symptoms. So there is no perfect trouble diagnosis technique applicable to all
malfunctions. Experience is also important to achieving an accurate trouble diagnosis.
Nonetheless, an accurate trouble diagnosis can be performed by applying similar procedures, regardless of the
malfunction symptom. Perform trouble diagnosis following the flow chart shown below.
ECM0035
88
TROUBLE DIAGNOSIS
DIAGNOSTIC WORK SHEET

Description
• In order to clarify the malfunction symptom, it is important to ask
the customer and collect information about their concerns.
• Ask the customer about what symptoms are present under what
conditions. Use the information to clarify the symptom.
• Use the trouble diagnosis sheet to be certain not to miss any
vital information.
ECM0036
89
TROUBLE DIAGNOSIS
How to Proceed with Trouble Diagnosis (Cont’d)
ECM0037
90
TROUBLE DIAGNOSIS
Diagnosis Chart by Symptom

The table below shows the possible symptoms caused by the malfunction of each sensor circuit.
Poor starting
Impossible
Check that symptoms are detected with self-diagnosis.

to start
Engine
Other
Symptoms Poor idle Poor driving control
stall
Check that symptoms are in fail-safe condition.

During surge and constant speed driving
Engine rpm does not increase smoothly.
Inconsistent idle when engine is cold.
Engine over temperature (Overheat)

Inconsistent idle when warming up
Description/notable
Poor fuel consumption efficiency

During surge and acceleration
characteristics of the
When engine is warming up symptom
Fast idle is not effective
No initial combustion
When engine is cold
During a heavy load

During deceleration
Poor power output
Poor acceleration
Initial combustion
High idle rpm

Low idle rpm
After-burn
Sensor malfunction
Knocking
Backfire
⊕: Highly possible
Driving
At Idle
♦: Possible
Crankshaft position OPEN • An open circuit in either REF or

sensor (POS, PHASE) POS signal makes it impossible
for the vehicle to start.
⊕ ⊕ ⊕ ⊕ ⊕ ♦ • Control signals for fuel system
and ignition system are not
output.
Momenta • The symptom depends on the

rily open duration of momentarily open
circuit and the operating
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ⊕ ♦ ♦ ♦ ♦ conditions. Slight shocks and
surges may be sensed during
driving, while engine stall may be
caused during idle.
Mass air flow Signal OPEN • It will be in fail-safe condition, and

sensor ♦ ♦ ⊕ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ vehicle runs at an engine speed
from 800 rpm to 1,600 rpm.
High • The air-fuel ratio becomes rich.

output Black smoke may accompany.
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ Poor connection of grounding
may be a possible cause.
Low • The air-fuel ratio becomes lean.

output ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ Contaminated hot wire or suction
of air may be suspected.
Ground OPEN ⊕ ⊕ ⊕ ⊕ ⊕ ♦ • It will be over-rich.
Power OPEN • It will be in fail-safe condition, and

supply ♦ ♦ ⊕ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ vehicle runs at an engine speed
from 800 rpm to 1,600 rpm.
Intake air temperature OPEN/

sensor SHORT
♦
Engine coolant OPEN/ • will be in fail-safe condition, and
temperature sensor SHORT then Engine Warning lamp turns
ON. This malfunction tends to
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ occur when engine is cold or
when the engine coolant
temperature is high.
Resistanc • The engine coolant temperature

e is large. ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ is judged as low. This malfunction
tends to occur after warming up.
Resistanc • The engine coolant temperature

e is small. is judged as high. This
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ malfunction tends to occur when
engine is cold.
Heated oxygen sensor OPEN/ • It will be base air-fuel ratio.

SHORT
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
91
TROUBLE DIAGNOSIS
Diagnosis Chart by Symptom (Cont’d)
Poor starting

Impossible
Engine
Symptoms Poor idle Poor driving control
to start
stall
Other


Description/notable

When engine is warming up

symptom

When engine is cold
During a heavy load

During deceleration
Poor power output
Poor acceleration
Initial combustion
High idle rpm

Low idle rpm
After-burn
Sensor malfunction
Knocking
Backfire
Driving
At Idle
♦: Possible
Vehicle speed sensor OPEN/ ♦ ♦ ♦ ♦ • Duration of fuel cut becomes

SHORT shorter or fuel may not be cut.
Throttle position sensor OPEN/ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • Idle will be base rpm. No

SHORT addition for acceleration.
Output ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • Possible interruption by

fluctuation unnecessary fuel injection. Poor
ground or control unit
connection may be the cause.
Poor ♦ ♦ • Idling is judged as OFF during

adjustment idle. Turning ignition switch
repeatedly to ON and OFF will
set the system to normal.
Accelerator pedal position OPEN/ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦

sensor SHORT
Output ♦ ♦ ♦ ♦ ♦ ♦ ♦
fluctuation
Ignition switch IGN OPEN ⊕ ⊕ ⊕ ⊕ ⊕ • Impossible to start without

outputs for fuel and ignition
systems.
Neutral SW OPEN ♦ ⊕ ♦ ⊕ ♦ ♦ ♦ • Neutral switch is judged as OFF,

and the target cold engine
speed in N/P position is
lowered.
SHORT • Neutral switch is judged as ON,

and fast idle is effective for cold
engine in positions other than N/
P position, making the creep
larger.
Stop lamp switch OPEN/

SHORT
Head lamp (electrical load) OPEN/ ♦ ♦

switch SHORT
Power supply for ECM OPEN ⊕ ⊕ ⊕ ⊕ ⊕ ♦ • Impossible to start without

outputs for fuel and ignition
systems.
Sensor ground (coolant OPEN/ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • The same as the open circuit in

temperature sensor, throttle SHORT the applicable sensor.
position sensor)
Control unit and connector Poor ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • A slightly raised connector often
connection, results in poor connection. Entry
water entry? of water causes engine stall,
and afterwards it is momentarily
impossible to restart engine. In
some cases, restarting is
possible after a short wait.
LPG fuel pressure sensor OPEN/ ♦ ♦

SHORT
Fuel changing switch OPEN ⊕ • Fuel changing cannot be done.
LPG fuel pressure sensor OPEN ⊕ ⊕ ⊕ ⊕ ⊕ ♦ ♦ • LPG interception valve OFF.
92
TROUBLE DIAGNOSIS

The table below shows the possible symptoms caused by the malfunction of each actuator circuit.
Poor starting
Impossible

to start
Engine
Other
Symptoms Poor idle Poor driving
stall


Description/notable


symptom

When engine is cold
During a heavy load

During deceleration
Poor power output
Poor acceleration
Initial combustion
High idle rpm

Low idle rpm
Actuator malfunction
After-burn
Knocking
Backfire
Driving
At Idle
♦: Possible
Gasoline injector Power OPEN ♦ ♦ ♦ ♦ ⊕ ⊕ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • No fuel injection to cylinder with

supply open circuit, resulting in LEAN
circuit Momentarily ♦ ♦ ♦ ♦ output of heated oxygen
open sensors.
• Starting engine is impossible
Coil OPEN ♦ ♦ ♦ ♦ ⊕ ⊕ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ when the circuits for all the
cylinders are open.
Momentarily ♦ ♦ ♦ ♦
open
Drive OPEN ♦ ♦ ♦ ♦ ♦ ⊕ ⊕ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
circuit
(ECM Momentarily ♦
side) open
SHORT ♦ ♦ ♦ ♦ ⊕ ⊕ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • Continuous fuel injection to

cylinder with short circuit,
resulting in OVER-RICH and
misfiring.
• Starting engine is impossible
when the circuits for all the
cylinders are open.
Nozzle Foreign ♦ ♦ ♦ ♦ ⊕ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • The cylinder with foreign

hole material material will keep injecting.
intrusion
Clogging ♦ ♦ ♦ ♦ ♦ ⊕ ⊕ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • The symptom depends on

clogging status. The correction
factor of air-fuel ratio becomes
larger.
Ground OPEN ♦ ♦ ♦ ♦ ♦ • Shocks may be sensed and

circuit engine stall may be occur
(ECM) depending on the duration of the
operation conditions.
Momentarily ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
open
Ignition signal circuit OPEN ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • Slight shocks and surges may

be sensed depending on the
Momentarily ♦ ♦ ♦ duration of momentarily open
open circuit and the operating
conditions.
Ignition coil Power OPEN ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ •
supply
circuit Momentarily ♦ ♦ ♦ • Engine stall may occur if
open duration of momentarily open
circuit is too long.
Coil OPEN ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • Shocks may be sensed and

engine stall may be occur
depending on the duration of the
operation conditions.
Ground OPEN ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • Injects fuel toward spark plug on

circuit the cylinder with open circuit.
Momentarily ♦ ♦ ♦
open
93
TROUBLE DIAGNOSIS
Poor starting
Impossible

to start
Engine
Other
stall


Description/notable


symptom

When engine is cold
During a heavy load

During deceleration
Poor power output
Poor acceleration
Initial combustion
High idle rpm

Low idle rpm
Actuator malfunction
After-burn
Knocking
Backfire
Driving
At Idle
♦: Possible
ECM relay circuit OPEN ⊕ ♦ ⊕ ⊕ ⊕ ⊕

Throttle control motor circuit OPEN/ ♦ ♦ ♦ ♦ ♦ ♦
SHORT
Throttle motor relay circuit OPEN ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • The same malfunction may

occur as power supply open of
throttle control motor and
throttle position sensor.
Heated oxygen sensor OPEN

heater circuit
• Fuel pump relay circuit OPEN ⊕ ⊕ ⊕ ⊕ ⊕ • Impossible to start

• Fuel pump circuit
• Ignition relay circuit Momentarily ♦ ♦ ♦ ♦ ♦ • Impossible to start
open
Fuel pump OPEN/ ♦ ♦ ♦ ♦
Pressure regulator SHORT
LPG injector HI side OPEN ⊕ ⊕ ⊕ ⊕ ⊕ ♦ ♦ • LPG interception valve OFF

circuit
SHORT ⊕ ⊕ ⊕ ⊕ ⊕ ♦ ♦ • LPG interception valve OFF
Coil OPEN ⊕ ⊕ ⊕ ⊕ ⊕ ♦ ♦ • LPG interception valve OFF
LO side OPEN ⊕ ⊕ ⊕ ⊕ ⊕ ♦ ♦ • LPG interception valve OFF

circuit
SHORT ⊕ ⊕ ⊕ ⊕ ⊕ ♦ ♦ • LPG interception valve OFF
LPG assistance injector OPEN ♦ ♦ ♦

Control unit ♦ ♦ ♦ ♦ ♦ ♦
side short
LPG interception valve relay OPEN ⊕ ⊕ ⊕ ⊕ ⊕
Control unit
side short
LPG interception valve OPEN ⊕ ⊕ ⊕ ⊕ ⊕

Malfunction indicator lamp OPEN
Improper TAS learning OPEN ♦ ♦ ♦ ♦ ♦ ♦ ♦
94
TROUBLE DIAGNOSIS

The table below shows the possible symptoms caused by the malfunction of engine main body system. It will be
helpful in malfunction trouble diagnosis. (The table lists general symptoms and some may not be applicable.)
Poor starting
Impossible
to start
Engine
Other
stall



Description/notable

characteristics of the symptom

When engine is cold
During a heavy load

During deceleration
Poor power output
Poor acceleration
Initial combustion
High idle rpm

Low idle rpm
After-burn
Knocking
Backfire
Driving
♦: Possible
At Idle
∇: Not very possible
Air sucked from oil level gauge ♦ ∇ ♦ ♦ ∇ ∇ ∇ • Air-fuel ratio becomes LEAN.
• High air-fuel correction factor.
Air sucked from oil filler cap ♦ ∇ ♦ ♦ ∇ ∇ ∇ • Low suction power (vacuum pressure) of
intake manifold.
Air sucked from PCV hose ♦ ∇ ♦ ∇ ♦ ♦ ♦ ♦ ♦ ∇ ∇ ♦ ♦ ♦ ∇ * Check the suction using a pressure gauge.
(downstream of PCV) * Generally applicable to air suction in air
intake system
Air sucked from intake manifold and ♦ ∇ ♦ ∇ ♦ ♦ ♦ ♦ ♦ ∇ ∇ ♦ ♦ ♦ ∇
gasket
PCV kept open ♦ ♦ ∇ ♦ ♦ ♦ ♦ ♦ • Noise (high hissing tone)
Clogged fuel strainer ♦ ∇ ♦ ∇ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ∇ ♦ ♦ • Symptom depends on clogging status. This

tends to happen during high-speed or high
Clogged air cleaner element ♦ ♦ ♦ ♦ ♦ ♦ load operation.
Malfunctioning gasoline pressure ∇ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • Symptom varies depending on combustion

regulator pressure.
Fuel mixture
Poor quality gasoline ∇ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ∇ ♦ ♦ ♦ ♦ ∇ • Symptom varies depending on oil quality.
Improper LPG fuel (cold area and ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ∇ ♦ ♦ ♦ ♦ ∇ • Starting ability in cold area is changed
propane ratio) depending on propane ratio.
• Use LPG with proper propane ratio.
Malfunctioning LPG vaporizer ∇ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • If the pressure is low, it is caused by poor

pressure adjusting valve output during high-speed or high load
operation.
• If the pressure is excessively high, relief
valve operates and engine stalls at rich.
Clogged LPG vaporizer hot water ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • Symptom depends on fuel temperature.

circuit This tends to happen during engine stall
and is impossible to restart during engine
warming up.
Clogged LPG interception valve filter ♦ ∇ ♦ ∇ ♦ ♦ ♦ ♦ ♦ ∇ ♦ ∇ • Symptom depends on clogging status. This
tends to happen during high-speed or high
load operation.
Valve deposit ♦ ♦ ♦ ∇ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ∇ • Air-fuel ratio becomes LEAN. High air-fuel

correction factor.
Improper connection of wire ∇ ∇ ∇ ∇ ∇ ∇ ∇ ∇ ∇ ∇ ∇ ∇ ∇ ∇ ∇ ∇ ∇ ∇ • Check that wiring route is proper.
connector
Poor connection of wire connector ∇ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • Check that connector is slightly raised.

Poor starting if slightly raised connectors
are in all cylinders.
Sparking
Improper ignition timing adjustment ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ —
Malfunctioning spark plug ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ∇ ∇ ∇ • Check that the gap is proper. Check spark
plug for electric wear, soil (fuel injection,
smoking), and damaged insulator.
Leakage from high-pressure parts ∇ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • Symptom varies depending on the level of

leakage.
95
TROUBLE DIAGNOSIS
Poor starting
Impossible
to start
Engine
Other
stall



Description/notable

characteristics of the symptom

When engine is cold
During a heavy load

During deceleration
Poor power output
Poor acceleration
Initial combustion
High idle rpm

Low idle rpm
After-burn
Knocking
Backfire
Driving
At Idle
♦: Possible
∇: Not very possible
Improper bulb contact ∇ ♦ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ♦ ♦ ♦ ♦ ♦ • Symptom varies depending on contact
Compression
condition and the number of cylinders.

pressure
Worn piston ring ∇ ♦ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ⊕ ♦ ♦ ♦ ♦ • Symptom varies depending on degree of

wear and the number of cylinders.
Clogged three-way catalytic ∇ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • In some cases, after engine stall,

converter /exhaust system restarting is possible.
Low idle base speed ∇ ∇ ∇ ∇ ♦ ♦ ♦ ♦ • Engine stall may occur by power steering
load and cargo load during deceleration
or at idling.
Dragging of brakes ♦ ♦ ♦ ♦ • Tires/wheels are hot.
Belt tension too high (excessive ♦ ♦ ♦ ♦ ♦ —

tension)
High A/T load ∇ ∇ ♦ ∇ ♦ • Insufficient ATF amount, improper oil
Other
specification (This symptom may

especially occur in the cold.)
High HYD PUMP load (PS, Cargo) ∇ ∇ ∇ ♦ ♦ ∇ ∇ ∇ ♦ • Malfunctioning oil pressure relief valve,
improper oil specification (This symptom
may especially occur in the cold.)
Foreign material in fuel tank (such ∇ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ • With low fuel, this may easily occur.
as dust)
Damaged fan, malfunctioning water ♦ • Noise
pump
Clogged/restricted radiator/ ♦ —
condenser
Also check the following items other than the above:

• Check harness tension.
• Check each connector connection.
• Check ground wire for looseness.
• Check battery connection for looseness or corrosion.
• Check water and oil condition.
• Check fan belts for looseness.
96
TROUBLE DIAGNOSIS
Description
• “When” a malfunction occurs that is caused by the sensors of engine or the air-fuel ratio control, “{ }” of the
meter panel illuminates. Then, Diagnostic Trouble Code (DTC) is displayed on the meter. At this time, the
possible cause is displayed by operating the button.
• For DTC, refer to “Table of DTC” on page 2-98.
• When a malfunction has occurred, check the symptom and perform the trouble diagnosis using “Diagnosis
history”, “ECM input/output monitor” and “Active test” in the meter.
Fail-Safe Function
When any of the critical sensors or systems sends a malfunction message, the fail-safe function estimates the driv-
ing conditions with other input signals and selects safer conditions for engine (vehicle) control, based on data previ-
ously stored in ECM.
Engine
Related sensors Malfunction condition Fail-safe Warning
lamp
Mass air flow sensor Same as self-diagnosis • Selects fuel injection pulse width depending on engine speed and ON
malfunction detection throttle position so the vehicle can be driven. However, fuel injection
conditions. will be inhibited (fuel cut off) when engine speed exceeds
approximately 800 - 1,600 rpm.
• Idle speed is 800 rpm.
Engine coolant • Uses the estimated engine coolant temperature (varies with elapsed ON
temperature sensor time after start) to perform controls so the vehicle can be driven.
Accelerator pedal position • Fuel injection will be inhibited when 1 circuit is opened. Release ON
sensor valve mechanically until it can drive at low speed when disconnecting
connector.
Throttle position sensor • Fixes output to a preset value so the vehicle can be driven. However, ON
fuel injection will be inhibited (fuel cut off) when engine speed
exceeds approximately 2,500 rpm.
97
TROUBLE DIAGNOSIS
Table of DTC
When a malfunction occurs in ECM input/output signal circuit, the malfunctioning circuit is recorded and displayed.
Also, the malfunctioning item is displayed.
[Example: When there is a malfunction in mass air flow sensor] Display DTC and the malfunction item in the alarm
monitor screen.
Engine
DTC for
Name warning Malfunction return condition Diagnosis outline Trip
GST
lamp
Mass air flow ON P0102 When the engine is running and the mass air flow Detect disconnection and 1
sensor sensor output voltage has been 0.5V or less short circuit and make
signal circuit (open or shorted) for a predetermined period. MIL go on.
malfunction
P0103 When the engine is stopped (ignition switch ON)

and the mass air flow sensor output voltage
has been approx. 4.9V or more (open or
shorted) for a predetermined period.
Engine coolant ON P0117 Engine coolant temp. sensor output voltage has Detect disconnection and 1
temperature been less than 0.06V (open or shorted) for a short circuit and make
signal circuit predetermined period. MIL go on.
malfunction
P0118 Engine coolant temp. sensor output voltage has
been approx. 4.8V or more (open or shorted)
for a predetermined period.
Throttle position ON* P0122 Throttle position sensor 2 output voltage has been Detect disconnection and 1
sensor approx. 0.3V or less (open) for a short circuit and make
signal circuit predetermined period. MIL go on.
malfunction P0123 Throttle position sensor 2 output voltage has been
approx. 4.8V or more (shorted) for a
predetermined period.
P0222 Throttle position sensor 1 output voltage has been
approx. 0.3V or less (open) for a
P0223 Throttle position sensor 1 output voltage has been
approx. 4.8V or more (shorted) for a
P1225 When the throttle valve closed position learning Compare inconsistency
value is excessively low. between two separate
P1226 When the throttle valve closed position learning circuits which are
cannot be performed. installed for redundancy
and judges abnormal
P2135 A malfunction occurs in the relation between
condition and make MIL
throttle position sensors 1 and 2.
go on.
98
TROUBLE DIAGNOSIS
Engine
DTC for
GST
lamp
Accelerator — P2122 Accelerator pedal position sensor 1 output Detect disconnection and 1
pedal voltage has been approx. 0.15V or less short circuit and make
position (open) for a predetermined period. MIL go on.
sensor P2123 Accelerator pedal position sensor 1 output
signal circuit voltage has been approx. 5V or more
malfunction (shorted) for a predetermined period.
P2127 Accelerator pedal position sensor 2 output
voltage has been approx. 0.15V or less
(open) for a predetermined period.
P2128 Accelerator pedal position sensor 2 output
voltage has been approx. 5V or more
(shorted) for a predetermined period.
P2138 A malfunction occurs in the relation between Compare inconsistency
accelerator pedal position sensors 1 and 2. between two separate
circuits which are
installed for redundancy
and judges abnormal
condition and make MIL
go on.
Heated oxygen — P0132 Heated oxygen sensor output voltage is higher Detect disconnection and 2
sensor than normal (1.4V or more). short circuit and make
signal circuit P0134 Heated oxygen sensor signal circuit is open. MIL go on.
malfunction
Heated oxygen — P0031 Heated oxygen sensor heater control voltage has Detect disconnection and 2
sensor been approx. less than 0.12V (open or short circuit of an oxygen
heater signal shorted) for a predetermined period. sensor heater circuit and
malfunction P0032 Heated oxygen sensor heater control voltage has make MIL go on.
been approx. 4.7V or more (shorted) for a
Crankshaft ON P0335 • The crankshaft position sensor (POS) signal Detect abnormal crank angle 2
position is not detected for a predetermined time at sensor signal and make
sensor engine start or during engine running (during MIL go on.
signal circuit camshaft position sensor (PHASE) signal
malfunction input).
• A crankshaft position sensor (POS) signal
irregular waveform is detected for a
predetermined time during engine running
(during camshaft position sensor (PHASE)
signal input).
Camshaft ON P0340 • At start-up, no camshaft position sensor Detect abnormal cam angle 2
position (PHASE) signal has been detected for more sensor signal and make
sensor than a predetermined period. MIL go on.
(PHASE) • The camshaft position sensor (PHASE) signal
signal circuit is not detected for a predetermined time
malfunction during engine running (during crankshaft
position sensor (POS) signal input).
• A camshaft position sensor (PHASE) signal
irregular waveform is detected for a
predetermined time during engine running
(during crankshaft position sensor (POS)
signal input).
Self shut off — P0605 Self shut off of ECM doesn’t operate normally. — 1
malfunction
ECM circuit ON* P0605 CPU system or circuits in ECM have a Detect abnormal condition in 1 or 2
malfunction malfunction. CPU or an engine (Note)
control module circuit
and make MIL go on.
P1065 Power is not supplied to ECM for some time. Detect insufficient power
supply for ECM and
make MIL go on.
P1229 Sensor power supply voltage has been 5.6V or Detect improper voltage
more or less than 4.6V for a predetermined output for sensors and
period. make MIL go on.
99
TROUBLE DIAGNOSIS
Engine
DTC for
GST
lamp
Electric throttle — P1124 Electric throttle control motor power supply circuit Detect disconnection and 1
control is shorted. short circuit of a motor
actuator P1126 Electric throttle control motor power supply circuit driving circuit and make
control is open. MIL go on.
signal circuit
P1128 Electric throttle control motor signal circuit is
malfunction shorted.
P0605 When an abnormal occurs for the target of throttle Compare the difference Locked
position. between target throttle ON: 1
P1121 Because of mechanical malfunction of the electric position and actual Locked
throttle control actuator, the electric throttle throttle position, judge OFF: 2
control actuator does not operate normally. abnormal condition and
P1122 • When a malfunction occurred due to the make MIL go on.
correlation between the target throttle position
and the actual throttle position.
• Over current flows into throttle motor control
circuit.
Overheat signal — P1218 Engine coolant temp. sensor output voltage has — 1
(STEP1) been approx. 0.35V or less for a
predetermined period (with the coolant temp.
sensor normal)
Overheat signal ON* P1217 Engine coolant temp. sensor output voltage has Detect overheat condition by 1
(STEP2) been approx. 0.35V or less for a water temperature
predetermined period (with the coolant temp. sensor and make MIL go
sensor normal) on.
Ignition signal — P0350 Ignition signal has not been continuously Detect electric current in an 1
circuit generated while the engine is running. ignition coil circuit, judge
malfunction abnormal ignition interval
and make MIL go on.
LPG fuel — P1240 Over current flows into LPG injector 1 (injection Detect abnormal electric 1
injection area). current in an LPG
open circuit injector driving circuit
P1241 Over current flows into LPG injector 1 (no
malfunction and make MIL go on.
injection area).
LPG vaporizer — P1249 • LPG fuel pressure sensor circuit is open. Detect abnormally higher 1
malfunction • LPG fuel pressure in fuel piping from LPG fuel pressure by LPG
Vapo to injector has been excessively fuel pressure sensor and
increased for a predetermined period. make MIL go on.
Stop lamp switch — P1805 Brake switch signal circuit is open or shorted. — 1
malfunction
GAS air-fuel ON* P1814 After engine warmed with gasoline fuel, when Air-fuel ratio does not cross 1
ratio oxygen sensor signal is sticked and does not stoichiometry for a long
malfunction reverse at a condition of A/F ratio is time during intended
excessively lean or rich. closed-loop operation.
(written in 40CFR Parts
1048.110.)
P1148 After engine is started with gasoline fuel, when
closed-loop control does not start within a
LPG air-fuel ratio ON* P1815 After engine warmed with LPG fuel, when oxygen Air-fuel ratio does not cross 1
malfunction sensor signal is sticked and does not reverse stoichiometry for a long
at a condition of A/F ratio is excessively lean time during intended
or rich. closed-loop operation.
(written in 40CFR Parts
P1817 After engine is started with LPG fuel, when
1048.110.)
closed-loop control does not start within a
LPG fuel ON* P1245 LPG fuel pressure sensor circuit is shorted. Detect disconnection and 1
pressure short circuit and make
sensor MIL go on.
malfunction
100
TROUBLE DIAGNOSIS
SST
DISPLAY ITEM LIST
HDM2000
Diagnosis item Malfunction Return Condition MIL Trip
Error display
NO DTC NO DTC • No malfunction is detected in any of the circuits. －－

Heated oxygen sensor HO2S1_HTR_(B1) • Heated oxygen sensor heater control voltage has been less ON 2
heater [P0031] than 0.12V for predetermined period.
Heated oxygen sensor HO2S1_HTR_(B1) • Heated oxygen sensor heater control voltage has been 4.7V or ON 2
heater [P0032] more for predetermined period.
Mass air flow sensor signal MAF_SEN/CIRCUIT • When engine is running and mass air flow sensor output ON 1
circuit [P0102] voltage has been 0.5V or less for predetermined period.
Mass air flow sensor signal MAF_SEN/CIRCUIT • When engine is stopped (ignition switch ON) and mass air flow ON 1
circuit [P0103] sensor output voltage has been 4.9V or more for predetermined
period.
Engine coolant tempera- ECT_SEN/CIRC • Engine coolant temperature sensor output voltage has been ON 1
ture sensor (ECTS) (CIR- [P0117] less than 0.06V (short) for predetermined period.
CUIT)
Engine coolant tempera- ECT_SEN/CIRC • Engine coolant temperature sensor output voltage has been ON 1
ture sensor (ECTS) (CIR- [P0118] approximately 4.8V or more (open) for predetermined period.
CUIT)
Throttle position sensor 2 TP SEN 2/CIRC • Throttle position sensor output voltage has been 0.3V or less ON* 1
circuit [P0122] (open) for predetermined period.
Throttle position sensor 2 TP SEN 2/CIRC • Throttle position sensor output voltage has been 0.3V or more ON* 1
circuit [P0123] (short) for predetermined period.
Heated oxygen sensor cir- HO2S1_(B1) • Heated oxygen sensor output voltage is higher than normal ON 2
cuit low input [P0132] (1.4V or more).
Heated oxygen sensor cir- HO2S1_(B1) • Heated oxygen sensor signal circuit is open. ON 2
cuit high input [P0134]
Throttle position sensor 1 TP SEN 1/CIRC • Throttle position sensor output voltage has been 0.3V or less ON* 1
circuit [P0222] (open) for predetermined period.
Throttle position sensor 1 TP SEN 1/CIRC • Throttle position sensor output voltage has been 0.3V or more ON* 1
circuit [P0223] (short) for predetermined period.
Crankshaft position sensor CMP SEN/CIRCUIT • At start-up, no camshaft position sensor signals (POS, REF) ON 2
signal circuit [P0340] have been detected for more than a predetermined period.
• During engine running, no camshaft position sensor signal
(POS or REF) has been detected for more than a
• During engine running, crankshaft position sensor signal (POS
or REF) irregular waveform is detected for more than a
Vehicle speed sensor VEH SPEED SEN/ • Vehicle sensor signal has not been input under some condition － 2
CIRC for a predetermined time during driving after warming up.
[P0500]
ECM ECM • CPU system or circuits in ECM have a malfunction. ON* 1 or 2
[P0605] Ignition ON (Note)
cannot be
erased.
MIL MIL/CIRC • Valve or circuit malfunction occurs several times. － 2
[P0650]
ECM power supply circuit ECM BACK UP/CIRC • Power is not supplied to ECM for some time. ON 2
[P1065]
Electric throttle control ETC ACTR [P1121] • Because of mechanical malfunction of electric throttle control ON* 1
actuator actuator, electric throttle control actuator does not operate Ignition ON
normally. cannot be
erased.
Electric throttle control ETC FUNCTION/ • When a malfunction occurred due to the correlation between ON* 1
function CIRC [P1122] the target throttle position and the actual throttle position.
• Over current flows into throttle motor control circuit.
Throttle control motor ETC MOT BACK UP/ • Throttle control motor power supply circuit is shorted ON* 1
power supply circuit CIRC [P1124]
101
TROUBLE DIAGNOSIS
SST (Cont'd)
HDM2000
Diagnosis item Malfunction Return Condition MIL Trip
Error display
Throttle control motor ETC MOT BACK UP/ • Throttle control motor power supply circuit is open. ON* 1
power supply circuit CIRC [P1126]
Throttle motor control sig- Throttle control motor • Over current flows into throttle motor control circuit. ON* 1
nal circuit [P1128]
Engine over temperature Overheat [P1217] • Engine coolant temperature sensor output voltage has been ON 1
(Overheat) approximately 0.35V or lower for predetermined period
(with the coolant temperature sensor normal).
Overheat (STEP 1) OVERHEAT STEP-1 • Engine coolant temperature sensor output voltage has been － 1
[P1218] approximately 0.6V or lower for predetermined period.
Throttle valve closed posi- Throttle valve closed • Throttle valve closed position learning value is excessively low. ON 2
tion learning value (low) position learning
[P1225]
Throttle valve closed posi- Throttle valve closed • Throttle valve closed position learning cannot be performed. ON 2
tion learning value (mal- position learning
function) [P1226]
Sensor power supply cir- TP/APP SE BACK • Sensor power supply voltage has been 5.6V or more or less ON* 1
cuit UP/CIRC [P1229] than 4.6V for predetermined period.
LPG injector 1 malfunction LPG F/INJ 1 malfunc- • Over current flows into LPG injector. ON* 1
(Injection area) tion (Injection) [P1240]
(No injection area) tion (No injection)
[P1241]
(Injection area) tion (Injection) [P1242]
(No injection area) tion (No injection)
[P1243]
LPG fuel pressure sensor LPG fuel pressure • LPG fuel pressure sensor circuit is shorted. ON 1
signal circuit low input sensor short [P1245]
LPG fuel pressure sensor LPG malfunctioning • LPG fuel pressure sensor circuit is open. ON 1
signal circuit high input fuel pressure is • Fuel pressure in fuel piping from LPG VIPO to injector has been
detected and fuel excessively increased for predetermined period.
pressure is exces-
sively high. [P1249]
Stop lamp switch signal BRAKE SW/CIRCUIT • While driving, stop lamp switch is stuck at OFF for a long time. ON* 1
system [P1805]
Accelerator pedal position APP SEN 1/CIRC • Accelerator pedal position sensor output voltage has been ON* 1
sensor 1 circuit [P2122] 0.15V or less (open) for predetermined period.
Accelerator pedal position APP SEN 1/CIRC • Accelerator pedal position sensor output voltage has been 5V ON* 1
sensor 1 circuit [P2123] or more (short) for predetermined period.
Accelerator pedal position APP SEN 2/CIRC • Accelerator pedal position sensor output voltage has been ON* 1
sensor 2 circuit [P2127] 0.15V or less (open) for predetermined period.
Accelerator pedal position APP SEN 2/CIRC • Accelerator pedal position sensor output voltage has been 5V ON* 1
sensor 2 circuit [P2128] or more (short) for predetermined period.
Throttle position sensor TP SENSOR • A malfunction occurs in relation between throttle position ON* 1
signal (nonconformance) [P2135] sensors 1 and 2.
system
Accelerator pedal position APP SENSOR • A malfunction occurs in relation between accelerator pedal ON* 1
sensor signal (nonconfor- [P2138] position sensors 1 and 2.
mance) system
NOTE:
Number of trips varies depending on diagnosis content.
torque CAUTION:
Some DTCs specified above may detect a malfunction in the self-diagnosis, excluding the engine system, when the DTC detects some
malfunctions. Check the self-diagnosis excluding the engine at this time
102
TROUBLE DIAGNOSIS
SST (Cont'd)
DATA MONITOR
• Allows determination and identification of the possible source of
a malfunction based on self-diagnosis test results.
• Displays ECM input/output signal data in real time.
• Records and prints out the data before and after the engine
malfunction or stall, either automatically or manually.
Display Item List614ch Graph Display (Hold) Output

SST (Cont'd)
Monitor item Unit Description
ENG SPEED rpm Engine speed computed from crankshaft angle sensor signal
MAS A/F SE-B1 V Mass air flow sensor output voltage
B/FUEL SCHDL msec Value calculated by ECM
A/F ALPHA % Average of cycles for air-fuel ratio feedback correction coefficient
COOLANT TEMP/S °C Value converted into temperature from the output voltage of the engine coolant
temperature sensor.
HO2S1 V Output voltage of heated oxygen sensor
HO2S1 MNTR RICH/LEAN Air-fuel ratio is given as heated oxygen sensor output signal during air-fuel ratio
feedback control.
RICH: Heated oxygen sensor output is high. Controlling to lower the value for
leaner ratio.
LEAN: Heated oxygen sensor output is low. Controlling to raise the value for
richer ratio.
VHCL SPEED SE km/h Value computed from vehicle speed sensor
BATTERY VOLT V ECM battery voltage
ACCEL SEN 1 Accelerator pedal position sensor 1 output voltage
ACCEL SEN 2 Accelerator pedal position sensor 2 output voltage
THRTL SEN 1 Throttle position sensor 1 output voltage
THRTL SEN 2 Throttle position sensor 2 output voltage
START SIGNAL ON/OFF ON/OFF status as judged by each input signal
P/N POSI SW
IGNITION SW
BRAKE SW
INJ PULSE msec Value calculated by ECM
IGN TIMING °BTDC
Incalculable % Value is calculated engine load based on the fuel injection amount.
FUEL PUMP RLY ON/OFF Status of each control as calculated by ECM.
THRTL RELAY
HO2S1 HTR
Battery voltage Displays values measured by voltage probe.
Vehicle speed maximum limit km/h Vehicle speed maximum value
LPG fuel injection width ms Value calculated by ECM
LPG basic fuel injection
Air-fuel ratio correction (Gasoline) %
Air-fuel ratio correction (LPG) %
Fuel type GASOLINE/ Fuel changing switch connecting condition
LPG/NEUTRAL
LPG fuel pressure kg/cm2 Value converted into pressure from the output voltage of LPG fuel pressure
sensor.
103
TROUBLE DIAGNOSIS
SST (Cont'd)
Monitor item Unit Description
Fuel changing switch 1 ON/OFF ON/OFF status as judged by each input signal
Fuel changing switch 2
LPG interception valve relay
Specification
COOLANT TEMP
Condition Condition
VHCL SPEED SE
Normal (1) Supported by support data.
(2) Graph is supported.
Battery voltage
Data value that is not applied to communication in
RUN mode is displayed as "- - -".
FUEL TEMP SE
Selection narrowing (1) Supported by support data.
(2) Graph is supported.
(3) Selected.
SAVE SELECT RANGE START
Data value that is not applied to communication in
ECM0372 RUN mode is displayed as "- - -".
Normal (LOAD) (1) Saved.
Selection narrowing (LOAD) (1) Saved.
(2) Selected.
ACTIVE TEST
Use this mode to determine and identify the details of a malfunction,
based on self-diagnosis test results and data obtained from DATA
MONITOR mode. SST, instead of the ECM on the vehicle, sends a
drive signal to actuators to check their operation.
Display item list
Active test item Description
Fuel injection test • Can increase or decrease the amount of fuel injection (±25%).
LPG fuel injection test • Can reproduce conditions resulting from air-fuel ratio related malfunctions (e.g. hesitation, poor
acceleration, poor racing, etc.) and help solve these malfunctions by pinpointing the causes.
Ignition timing test • Allows setting a correction coefficient for retarding (-10 - 0°)
POWER BALANCE (Gasoline) • Stops operation of specified injector. Also, displays engine speed at that time.
(LPG, Neutral) • Mainly used to inspect for misfiring cylinders.
104
TROUBLE DIAGNOSIS
Self-diagnosis Function (without SST)

No. Diagnosis item Malfunction Return Condition MIL Trip
0340 Crankshaft position sensor • At start-up, no camshaft position sensor signals (POS, REF) have been ON 2
signal circuit detected for more than a predetermined period.
• During engine running, no camshaft position sensor signal (POS or REF)
has been detected for more than a predetermined period.
• During engine running, crankshaft position sensor signal (POS or REF)
irregular waveform is detected for more than a predetermined period.
0500 Vehicle speed sensor • Vehicle sensor signal has not been input under some condition for a ON 2
predetermined time during driving after warming up.
0605 ECM • CPU system or circuits in ECM have a malfunction. ON* 1 or 2

Ignition ON
cannot be
(Note)
erased.
0650 MIL • Valve or circuit malfunction occurs several times. － 2
1065 ECM power supply circuit • Power is not supplied to ECM for some time. ON 2
1121 Electric throttle control • Because of mechanical malfunction of electric throttle control actuator, ON* 1
actuator electric throttle control actuator does not operate normally. Ignition ON
cannot be
erased.
1122 Electric throttle control • When a malfunction occurred due to the correlation between the target ON* 1
function throttle position and the actual throttle position.
• Over current flows into throttle motor control circuit.
1124 Throttle control motor power • Throttle control motor power supply circuit is shorted ON* 1
supply circuit
1126 Throttle control motor power • Throttle control motor power supply circuit is open. ON* 1
supply circuit
1128 Throttle motor control signal • Over current flows into throttle motor control circuit. ON* 1
circuit
1217 Engine over temperature • Engine coolant temperature sensor output voltage has been ON 1
(Overheat) approximately 0.35V or lower for predetermined period
　 (with the coolant temperature sensor normal).
1218 Overheat (STEP 1) • Engine coolant temperature sensor output voltage has been － 1
approximately 0.6V or lower for predetermined period.
1225 Throttle valve closed • Throttle valve closed position learning value is excessively low. ON 2
position learning value (low)
1226 Throttle valve closed • Throttle valve closed position learning cannot be performed. ON 2
position learning value
(malfunction)
1229 Sensor power supply circuit • Sensor power supply voltage has been 5.6V or more or less than 4.6V for ON* 1
1240 LPG injector 1 malfunction • Over current flows into LPG injector. ON* 1
(Injection area)
(No injection area)
(Injection area)
(No injection area)
105
TROUBLE DIAGNOSIS
Self-diagnosis Function (without SST) (Cont'd)

No. Diagnosis item Malfunction Return Condition MIL Trip
1245 LPG fuel pressure sensor • LPG fuel pressure sensor circuit is shorted. ON 1
signal circuit low input
1249 LPG fuel pressure sensor • LPG fuel pressure sensor circuit is open. ON 1
signal circuit high input • Fuel pressure in fuel piping from LPG VIPO to injector has been
excessively increased for predetermined period.
1805 Stop lamp switch signal • While driving, stop lamp switch is stuck at OFF for a long time. － 1
system
1814 Air-fuel ratio does not cross • After engine warmed with gasoline fuel, when oxygen sensor signal is － 1
stoichiometry for a long time sticked and does not reverse at a condition of A/F ratio is excessively lean
during intended closed-loop or rich.
operation. (written in 40CFR
1148 Parts 1048.110.) • After engine is started with gasoline fuel, when closed-loop control does
not start within a predetermined period.
1815 Air-fuel ratio does not cross • After engine warmed with LPG fuel, when oxygen sensor signal is sticked － 1
stoichiometry for a long time and does not reverse at a condition of A/F ratio is excessively lean or rich.
during intended closed-loop
1817 operation. (written in 40CFR • After engine is started with LPG fuel, when closed-loop control does not
Parts 1048.110.) start within a predetermined period.
2122 Accelerator pedal position • Accelerator pedal position sensor output voltage has been 0.15V or less ON* 1
sensor 1 circuit (open) for predetermined period.
2123 Accelerator pedal position • Accelerator pedal position sensor output voltage has been 5V or more ON* 1
sensor 1 circuit (short) for predetermined period.
2127 Accelerator pedal position • Accelerator pedal position sensor output voltage has been 0.15V or less ON* 1
sensor 2 circuit (open) for predetermined period.
2128 Accelerator pedal position • Accelerator pedal position sensor output voltage has been 5V or more ON* 1
sensor 2 circuit (short) for predetermined period.
2135 Throttle position sensor • A malfunction occurs in relation between throttle position sensors 1 and 2. ON* 1
signal (nonconformance)
system
2138 Accelerator pedal position • A malfunction occurs in relation between accelerator pedal position ON* 1
sensor signal sensors 1 and 2.
(nonconformance) system
NOTE:
Number of trips varies depending on diagnosis content.
torque CAUTION:
Some DTCs specified above may detect a malfunction in the self-diagnosis, excluding the engine system, when the DTC detects some
malfunctions. Check the self-diagnosis excluding the engine at this time.
106
TROUBLE DIAGNOSIS
Self-Diagnosis Function (With Service Tool)

Trip 1: If a malfunction is detected by self-diagnosis between the time ignition switch is turned ON (engine is run-
ning) and then turned OFF (this is defined as “trip”), Engine Warning lamp is lit. The corresponding DTC is recorded
immediately after detection.
Trip 2: When a malfunction is detected by self-diagnosis for the first time in the first trip, a tentative DTC is recorded.
If the same malfunction is detected again by self-diagnosis in the next trip (second trip), Engine Warning lamp is lit
and the corresponding final DTC is recorded.
Self-diagnostic results timing

• For items of trip 1, timing “0” is displayed immediately after detection of a malfunction.
• For items of trip 2, when a malfunction is detected for the first time (trip 1), timing “1t” is displayed. When a
malfunction is detected again in the next trip (trip 2), it is displayed as “0”. Accumulative counting is performed at
the end of warming-up operation,
Conditions to turn off Engine Warning lamp

• The Engine Warning lamp, marked with *, is turned off when ignition switch is turned ON (engine starts) again
after normal state is resumed.
• For other self-diagnostic items, self-diagnostic results shall be erased by turning ignition switch to OFF after
normal operation is resumed.
OBD SYSTEM COUNTER (FOR TRIP 2 DETECTION DIAGNOSIS WHEN MIL TURNS ON)
Relation of MIL, first trip DTC, DTC and possible detection items
• When the malfunction is detected for the first time, ECM records first trip DTC.
• When the same malfunction is detected twice continuously, ECM records DTC and MIL turns ON.
• MIL turns OFF after driving the vehicle by 3 trips without the malfunction. If the same malfunction occurs while
counting, the counter is reset.
• DTC is displayed until the vehicle is driven by 40 trips while the same malfunction is not reproduced.
• If the self-diagnosis result is OK at the second trip, the first trip DTC is not displayed.
TABLE OF COUNTER SYSTEMS

Unit: Trip
Items Trips Driving conditions
MIL (OFF) 3 B
DTC (CLEAR) 40 A
First trip DTC (CLEAR) 1 B
Driving conditions
• Driving condition A
Driving condition A is the condition that the engine can be warmed up.
Specifically, count up the counter if all of the following conditions are satisfied.
• The engine speed becomes 400 rpm or more.
• The engine coolant temperature rises 20×C (68×F) or more after the engine is started.
• The engine coolant temperature becomes 70×C (158×F) or more.
• The ignition switch turns OFF from ON.
NOTE:
• When the same malfunction is detected regardless of the driving condition, the A counter is reset.
• Count up the A counter when the above conditions are satisfied while the same malfunction not detected.
• When the A counter reaches 40, DTC is not displayed.
• When the A counter counts once while the same malfunction is not detected after ECM records first trip DTC,
first trip DTC is cleared.
107
TROUBLE DIAGNOSIS
Self-Diagnosis Function (With Service Tool) (Cont’d)

• Driving condition B
Driving condition B is the condition that all diagnosis can be performed just once.
Specifically, count up the counter if all of the following conditions are satisfied.
• The engine speed becomes 400 rpm or more.
• The engine coolant temperature becomes 70×C (158×F) or more.
• The vehicle speed of 6 - 40 km/h (4 - 25 MPH) continues for 3 seconds or more at closed loop control.
• The vehicle speed of 4 km/h (2 MPH) or less and the idle determination ON continue for 5 seconds or more at
closed loop control.
• Allow 6 minutes or more to pass after starting the engine.
NOTE:
• When the same malfunction is detected regardless of the driving condition, the B counter is reset.
• Count up the B counter when the above conditions are satisfied while the same malfunction is not detected.
When the B counter reaches 3 without the malfunctions, MIL turns OFF.
108
TROUBLE DIAGNOSIS
SST Reference Value in Data Monitor

Monitor item Measuring condition Reference value
ENG SPEED Almost in accordance

MAS A/F SE • After engine warming up At Idle 1.8 - 2.0V
• Selector lever: N At approx. 2,000 rpm 2.5 - 2.8V
• No load
B/FUEL SCHDL • After engine warming up At Idle 2.5 - 4 msec
• Selector lever: N
• No load
A/F ALPHA-B1 • After engine warming up At Idle Approx. 90 - 110%
LPG A/F ALPHA-B1
COOLANT TEMP/S • After engine warming up Approx. 80°C or more
HO2S1 • After engine warming up At Idle Changes between approx. 0.1 -
0.4VÙ0.6 - 0.9V
Maintain at approx. 2,000 rpm Changes between approx. 0.1 -
0.4VÙ0.6 - 0.9V
HO2S1 MNTR • After engine warming up At Idle Switches slowly between
LEANÙRICH.
Maintain at approx. 2,000 rpm Switches between LEANÙRICH at
least 5 times for 10 seconds.
VHCL SPEED SE • Drive, and compare with the value displayed on speedometer. Almost in accordance
BATTERY VOLT • Ignition switch: ON (with engine stopped) 11 - 14V
ETC ACCEL SEN 1 • After engine warming up At Idle 0.6 - 0.65V
ETC ACCEL SEN 2
Approx. 2,000 rpm 0.75 - 0.80V
Ignition switch ON with 4.1 - 4.3V
accelerator pedal depressed (With
engine stopped)
THRTL SEN 1 • After engine warming up At Idle 0.5 - 0.55V
THRTL SEN 2
Approx. 2,000 rpm 0.65 - 0.70V
Ignition switch ON with Approx. 0.9V
accelerator pedal depressed (With
engine stopped)
P/N POSI SW • Ignition switch: ON N position ON
Other than above OFF
LOAD SIGNAL • Ignition switch: ON Headlamp switch: ON ON
Above switch: OFF OFF
IGNITION SW • Ignition switch: ONOFF ONOFF
BRAKE SW • Ignition switch: ON Brake pedal depressed ON
Brake pedal released OFF
INJ PULSE • After engine warming up At Idle 4 - 6 msec
LPG INJ PULSE • Selector lever: N
• No load
IGN TIMING • After engine warming up At Idle Approx. 10°BTDC
• Selector lever: N At approx. 2,000 rpm 35 - 45°BTDC
• No load
FUEL PUMP RLY • For 1 second after ignition switch is ON ON
• While engine is running and cranking
• Other than above OFF
THRTL RELAY • Ignition switch: ONOFF ONOFF
HO2S1 HTR • After engine warmed up (at idle) At Idle OFF
Other than above ON
INTAKE AIR • Engine: After engine warming up Values according to intake air
TEMPERATURE SENSOR temperature
109
TROUBLE DIAGNOSIS
Monitor item Measuring condition Reference value
CLOSED THROTTLE • Engine: After engine warming up Accelerator pedal is fully ON

POSIITON SWITCH • Ignition switch: ON (with engine depressed
stopped)
Accelerator pedal is released OFF
IDL A/V LEARN • After engine warmed up (at idle) Idle air volume learning Complete
• All electrical load switches: OFF completed.
• Selector lever: N
Idle air volume learning not yet Not complete
• Throttle valve closed position completed.
learning completed
Self-Diagnosis Function (Without Service tool)
DIAGNOSTIC TEST MODE II - SELF-DIAGNOSTIC RESULTS

• In this mode, the MIL blinks (indicating the DTC) to identify the system that returned a malfunction.
110
TROUBLE DIAGNOSIS
• If no DTC is detected, DTC “0000” is displayed.
ECM Active Test

ECM active test has the following items.
(1) Idle Air Volume Learning

If the idle speed or the ignition timing is outside the standard (engine status is malfunctioning) or if the electronic
throttle control actuator or ECM is replaced, perform Idle Air Volume Learning.
Standard
Idle speed: 700±50 rpm
Ignition timing: 0±2/700 (×BTDC/rpm)
(2) Air-fuel ratio adjustment

If the values of “Air-fuel ratio” in ECM input/output monitor are outside the standard, adjust the air-fuel ratio.
Proper value: 100%

Adjustment range: 75 - 125%
(3) Ignition timing adjustment

If the values of “Ignition timing” in ECM input/output monitor are outside the standard, adjust the ignition timing.
Proper value: 0×
Adjustment range: 0 - 10×
(4) Fuel pressure clear

Relieve fuel pressure before removing fuel piping to secure safety.
For relieving procedure of fuel pressure, refer to “Fuel pressure clear”.
(5) Power balance

When the engine does not run smoothly or the misfires occur in some cylinders, forcibly stop each cylinder in “Power
balance”, and then check which cylinder has the malfunction.
111
BASIC INSPECTION
BASIC INSPECTION
Inspection of Idle Speed and Ignition Timing

SERVICE DATA AND SPECIFICATIONS (SDS)
Fuel pressure [(kPa, bar, kg/cm2, psi)] 0.35 (0.0035, 0.0036, 0.051)
Idle speed (rpm) A/T model (at N position) 700±50

Ignition timing (°BTDC/rpm) A/T model (at N position) 0±2/700
Spark plug Manufacturer/type/gap mm (in) NGK/FR2A-D/0.8 - 0.9 (0.0031 - 0.035)
Ignition advance device Electrically controlled ignition advance
Density of CO at idle speed (%)/Density of HC at idle speed (ppm) 0.1/50 or less
• Turn ignition switch ON, and then make sure that no malfunction is detected by self-diagnosis.
• Make sure that engine is free of oil pressure pump loads and any electrical loads. Perform the inspection with the
shift lever in the neutral or N position.
• Warm up engine and transmission to the normal operating temperature.
Throttle Valve Closed Position Learning and Idle Air Volume Learning
DESCRIPTION
When electric throttle control actuator or ECM connector is removed, it is necessary for ECM to learn throttle valve
closed position (throttle position sensor output with throttle valve fully closed) after reinstallation. Thus, throttle
valve closed position learning is performed.
When electric throttle control actuator or ECM is replaced, the minimum required idle air volume needs to be
learned. Thus, throttle valve closed position learning and idle air volume learning are performed.
Idle air volume learning is necessary even when idle speed or ignition timing is outside the standard. Note that idle
air volume learning is equivalent to the base idle speed adjustment by conventional throttle adjusting screw of car-
buretor or LPG mixer.
OPERATION PROCEDURE FOR THROTTLE VALVE CLOSED POSITION LEARNING

1. Turn ignition switch ON Æ OFF. (And hold it for approximately 5 seconds after turning it OFF.)
2. Make sure that throttle valve operates. (Check for operating sound.)
3. Upon completion of the above, learning is complete.
CAUTION:
Throttle valve closed position learning cannot be performed with Service tool.
OPERATION PROCEDURE FOR IDLE AIR VOLUME LEARNING

1. Perform throttle valve closed position learning.
2. Fully warm up engine, transmission, and lubricant. [Engine coolant temperature: 70 to 90°C (158 to 194°F)]
3. Set the selector lever to neutral or N position. Make sure that the engine is free of electrical loads, such as air
conditioner, oil pressure pump, and other electrical components.
4. Perform “Idle Air Volume Learning” of “ECM Active Test”.
CAUTION:
“IDLE AIR VOL LEARN (PLANT)” is the original setting on the vehicle. Do not use it.
CAUTION:
It will take approximately 20 seconds to complete the idle air volume learning. Do not turn OFF the ignition
switch until completion.
• Complete “Idle Air Volume Learning”, then make sure that idle speed and ignition timing are within the standard.
• Perform “Idle Air Volume Learning” again if values are outside the standard.
112
BASIC INSPECTION
Accelerator Pedal Released Position Learning

DESCRIPTION
When the accelerator pedal assembly has been replaced or the accelerator pedal position sensor connector has
been disconnected, the accelerator pedal released position needs to be learned after being repaired, so learn
accelerator pedal in fully-released position.
OPERATION PROCEDURE
1. Turn ignition switch ON and wait at least 2 seconds.
2. Turn ignition switch OFF and wait at least 10 seconds.
3. Then turn ignition switch ON again and wait at least 2 seconds (learning completed).
Fuel Pressure Inspection

QUICK INSPECTION
With Active Test
1. Perform “Fuel pressure clear” of ECM Active Test.
2. Pinch the fuel feed hose with the fingers. Hose should not feel hard.
Without Active Test
• When the fuel feed hose is squeezed while fuel pump is operating (for 1 second after the ignition switch is turned
ON or while cranking), the hose should be swelling with pressure or pulsating.
FUEL PRESSURE INSPECTION
CAUTION:
• Safely and securely remove and install fuel hose.
• Use the fuel pressure gauge for fuel pressure inspection.
• Do not inspect fuel pressure while other systems are operating. Malfunctions may occur in fuel pres-
sure value.
1. Release the fuel pressure.
2. Install fuel pressure gauge using fuel hose for fuel pressure inspection.
3. Remove fuel hose, and then install fuel hose for fuel pressure inspection.
CAUTION:
Usable period of fuel hose for fuel pressure inspection is 30 times or less. (Fuel hoses that are damaged and
allow fuel leakage are not contained above.)Fuel Pressure Inspection (Cont’d)
4. Turn ignition switch ON, and then make sure that there is no fuel leakage.
5. Start engine, and check for fuel leakage.
6. Make sure that fuel pressure is within the standard.
At idle: 353 kPa (3.53 bar, 3.6 kg/cm2, 51 psi)
• If the vehicle shows poor starting, check fuel pressure with fuel pump operating for approximately 1 second after
ignition switch is turned ON, and during cranking.
For 1 second after ignition switch is turned ON and during cranking: 353 kPa (3.53 bar, 3.6 kg/cm2, 51
psi)
• Check the following items if a malfunction is detected.
CAUTION:
Also check fuel pressure at increased engine speed.
• Malfunctioning pressure regulator (integrated with fuel pump)
• Clogged fuel piping
• Clogged fuel filter (with fuel pump)
• Poor fuel pump discharge
FUEL PRESSURE RELEASE
CAUTION:
Relieve fuel pressure before removing fuel piping to secure safety.
113
BASIC INSPECTION
Accelerator Pedal Released Position Learning

With Active Test
1. Perform “Fuel pressure clear” of ECM Active Test.
2. Crank engine 2 or 3 times to consume the fuel in the fuel line after it stalls.
3. Turn ignition switch OFF.
Without Active Test

1. Disconnect fuel pump fuse.
2. Start engine.
3. Crank engine 2 or 3 times to consume the fuel in the fuel line after it stalls.
4. Turn OFF the ignition switch, and install the fuel pump fuse.
114
COMPONENT PARTS INSPECTION

Crankshaft Position Sensor (POS)
Check resistance between terminals using an analog circuit tester.
At room temperature
(+) - (-) Resistance
3-1 : Not 0 ohm or • ohm
2-1 : Not 0 ohm nor • ohm
CAUTION:
Measurement values will vary depending on the measurement
range of circuit tester. Note that the higher the range is, the
larger the resistance is.
ECM0086
K21-K25 Camshaft Position Sensor (PHASE)

Check resistance between terminals using an analog circuit tester.
At room temperature
(+) - (-) Resistance
CAUTION:
Measurement values will vary depending on the measurement
range of circuit tester. Note that the higher the range is, the
ECM0091
larger the resistance is.
Mass air flow sensor

1. Remove mass air flow sensor.
2. Turn ignition switch to ON. While blowing air into the mass air
flow sensor from the air cleaner case side, check output voltage
between terminal 3 and ground.
No air blowing: Approx. 1V
With air blowing: Approx. 1.3V
(The more the air is blown, the higher the voltage is.)
CAUTION:
If air is blown from the air duct side, the voltage becomes lower.
ECM0093 Engine Coolant Temperature Sensor
Check resistance between terminals 1 and 2 on the engine coolant
temperature sensor.
Resistance
Coolant temperature at approx. 20°C: Approx. 2.5 k
ohm
Coolant temperature at approx. 80°C: Approx. 0.3 k
ohm
ECM0096
115
Throttle Position Sensor 1, 2 (Electric throt-

tle control actuator assembly)
Check voltage between ECM terminal 50, 69 and ground.
Terminal At idle after At approx.

Signal name
signal warming up 2,000 rpm
50 - (-) Throttle position sensor 1 Approx. 0.6V Approx. 0.7V

69 - (-) Throttle position sensor 2 Approx. 4.5V Approx. 4.4V
CAUTION:
• Make sure that there is no moisture around connector
when removing and installing throttle position sensor con-
ECM0101 nector. If there are any water drops, completely wipe them
off.
• Do not apply voltage to throttle position sensor terminal.
• Perform “Throttle Valve Closed Position Learning” if dis-
connecting connector. Perform “Throttle Valve Closed
Position Learning and Idle Air Volume Learning” if replac-
ing electric throttle control actuator. (Refer to page 112,
“Throttle Valve Closed Position Learning and Idle Air Vol-
ume Learning”.)
Accelerator pedal position sensor system
Accelerator Pedal Position Sensors 1, 2
(Accelerator work unit)
Check voltage between ECM terminal 106, 98 and ground.
At approx.
Terminal Signal name At Idle
2,000 rpm
106 Accelerator pedal position sensor 1 Approx. 0.67 - Approx. 0.65V

0.87V
98 Accelerator pedal position sensor 2 Approx. 0.335 Approx. 0.35V
- 0.435V
CAUTION:
ECM0103 • Do not apply voltage to accelerator pedal position sensor
terminal.
• Do not disassemble accelerator work unit.Intake air tem-
perature sensor
Intake Air Temperature Sensor (Joined with
mass air flow sensor)
Check resistance between intake air temperature sensor (mass air
flow sensor connector) terminals 3 and 5.
Resistance
Intake air temperature at approx. 20×C (68×F): Approx. 2.5
k ohm
Intake air temperature at approx. 80×C (176×F): Approx. 0.3
k ohm
116
Stop Lamp Switch
ECM0384
Check continuity between stop lamp switch terminals 1 and 2.

Brake pedal released: Continuity should not exist.
Brake pedal depressed: Continuity should exist.Electric load switch
system
Spark Plug
ECM0108
1. Check electrode for dirt, damage, and wear and insulator for
damage.
2. Replace spark plug if necessary.
CAUTION:
• Check terminals for looseness.
• Check insulator for cracks or damage.
• Check for contamination by oil, water, and dust.
• Make sure that the spark plug gap is normal, using a feeler
gauge.
Spark plug gap: 0.8 - 0.9 mm (0.031 - 0.035 in)
ECM0117
117
Ignition Coil
Check the resistance between terminals of the power transistor by
applying and exchanging (+ and -) the inspection rods of an analog
circuit tester.
(+) - (-)Resistance (at room temperature)
1 - 2: Not 0 ohm nor • ohm
2 - 1: Not 0 ohm nor • ohm
3 - 1: Except 0 ohm
1 - 3: Except 0 ohm
3 - 2: Except 0 ohm
2 - 3: Except 0 ohm
ECM0118 Do not use a digital circuit tester because the standard is
different.Fuel injector system
Injector
Check resistance between each cylinder injector terminals 1 and 2.
Standard resistance (all cylinders): Approx. 14.5 ohm
(at room temperature)
ECM0123
WITH ECM INPUT/OUTPUT MONITOR

1. Check “INJ PULSE GAS” (gasoline) or “INJ PULSE LPG” (LPG)
in Input/Output monitor, and increase the engine speed to
approximately 2,500 rpm after warming up engine.
2. Make sure that “INJ PULSE GAS” (gasoline) or “INJ PULSE
LPG” (LPG) instantly drops when accelerator pedal is released.
WITHOUT SERVICE TOOL
1. Warm up the engine sufficiently.
2. Disconnect harness connector of the injector and connect a test
lamp.
3. Release the accelerator pedal at the engine speed of
approximately 2,500 rpm or more, and confirm test lamp goes
off for a moment.
Fuel Pump
ECM0147
Check resistance between terminals 3 and 6.

Resistance: Approx. 1 ohm (at room temperature)
118
Electric Throttle Control Motor (Electric

throttle control actuator assembly)
Check resistance between electric throttle control motor (throttle
position sensor connector) terminals 3 and 6.
Resistance: Approx. 1 -15 ohm [at 25°C (77°F)]
CAUTION:
when removing and installing throttle position sensor con-
nector. Completely wipe off water drops if there are any.
• Do not apply voltage to electric throttle control motor ter-
minal.
• Perform “Throttle Valve Closed Position Learning” if dis-
connecting connector. Perform “Throttle Valve Closed
Position Learning and Idle Air Volume Learning” if replac-
ing electric throttle control actuator. (Refer to page 112,
“Throttle Valve Closed Position Learning and Idle Air Vol-
ume Learning”.)
Heated Oxygen Sensor
Check resistance between heated oxygen sensor terminals 2 and
3.
Resistance: Approx. 3.3 - 3.5 ohm
119
BLOWBY GAS RECIRCULATION DEVICE
BLOWBY GAS RECIRCULATION DEVICE
System Diagram
ECM0143
Component Parts Inspection

Blowby control valve
1. At idle, remove blowby control valve together with hoses from
rocker cover.
2. Check if hissing sound is heard from the air passage when
blowby control valve is operating normally.
ECM0144
3. Check air flow through the blowby control valve and sucking air
to/from the INT end.
Blowing air: No air flow
Sucking air: Air flow exists
ECM0145
120
REMOVAL AND INSTALLATION OF ECCS COMPONENTS
ECM
CAUTION:
Disconnect the negative battery cable from the battery.
1. Disconnect ECM connector.
2. Remove ECM together with ECM bracket.
3. Remove ECM bracket.
4. Install in the reverse order of removal.
CAUTION:
Perform “Throttle Valve Closed Position Learning and Idle Air Volume Learning” after installation if replacing
ECM. (Refer to page 112, “Throttle Valve Closed Position Learning and Idle Air Volume Learning”.)
CRANKSHAFT POSITION SENSOR (POS)

1. Remove fan.
2. Remove harness connector.
3. Remove crankshaft position sensor (POS).
NOTE:
• Make sure that there is no foreign material on sensor flange, O-
rings, and cylinder block.
• Keep away from magnetized objects.
• Make sure that the sensor is inserted securely into front cover
ECM0385 before tightening bolts.
CAMSHAFT POSITION SENSOR (PHASE)

1. Remove fan.
3. Remove camshaft position sensor (PHASE).
NOTE:
• Make sure that there is no foreign material on sensor flange, O-
rings, and chain housing.
• Keep away from magnetized objects.
• Make sure that the sensor is inserted securely into cylinder
ECM0386 head front cover before tightening bolts.
MASS AIR FLOW SENSOR

2. Remove mass air flow sensor assembly from air horn.
121
ENGINE COOLANT TEMPERATURE SENSOR

1. Disconnect radiator drain plug, and drain coolant.
CAUTION:
Make sure to drain when the coolant temperature is cold.
3. Remove coolant temperature sensor using a socket specially
designed for removing and installing coolant temperature
sensors [commercially available: Thermosensor Socket
manufactured by KTC (part No.: B20T-19)] and similar parts.
ECM0387
HEATED OXYGEN SENSOR (WITH HEATED OXYGEN SENSOR

HEATER)
1. Remove harness connector from heated oxygen sensor.
2. Remove heated oxygen sensor using a socket designed for
heated oxygen sensor removal and installation (Service tool).
CAUTION:
Handle it carefully and avoid impacts.
Throttle Position Sensor (Electric Throttle

Control Actuator Assembly)
REMOVAL
Screw 1. Remove air duct from air horn.
Bolt 2. Remove harness connector.
Mass air flow
senso Also, remove harness connectors of mass air flow sensor, LPG
injector, and LPG fuel pressure sensor so that when removing
and installing air horn, LPG injection holder (LPG and
Air horn Combined) is performed at the same time.
3. Loosen bolts diagonally, remove air horn, LPG injection holder

(LPG or Combined) or air horn spacer (Gasoline), and then
remove electric throttle control actuator.
LPG injector holder INSTALLATION

(LPG and combined use)
Caution for installation
Uniformly tighten bolts diagonally in several steps.
Electric throttle
control actuator
when removing and installing throttle position sensor
connector. If there are any water drops, completely wipe
them off.
ECM0374 • Do not apply voltage to throttle position sensor terminal.
• Perform "Throttle Valve Closed Position Learning" if
disconnecting connector.
122
LPG Injector Holder

REMOVAL
Screw
1.0 - 2.0 1. Remove air duct from air horn.
Bolt (0.1 - 0.2, 2. Remove harness connectors of mass air flow sensor, LPG
22 - 37 9 - 17)
Mass air flow injector, and LPG fuel pressure sensor.
(2.2 - 3.8,
16 - 27) sensor 3. Loosen bolts in turn, remove air horn, and then remove injector
holder.
Air horn
INSTALLATION
1. Caution for installation
• Uniformly tighten bolts diagonally in several steps.
when removing and installing each connector. If there are
any water drops, completely wipe them off.
LPG injector holder • Do not apply voltage to each terminal.
(LPG and combined use)
Electric throttle
control actuator
N m (kg-m, ft-lb)
N m (kg-m, in-lb)
ECM0375
123
MEMO
Hamech LIFT TRUCKS
44 S. Washington Street
New Bremen, Ohio 45869
Tel: (419) 629-2311

FAX: (419) 629-3796

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TRAINING MANUAL

MAX50, MBX50 & MCX20 SERIES LIFT TRUCKS - 2007 EPA

K21, K25, and TB45LE Engines

MAX50 300/350/400(A)(C/P)GH-20 S/N 675001A~

REVISED: PF17407 August, 2008

Hamech Lift Trucks

Tel: (419) 629-2311

Study Material For “Eccs” Basic Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Engine Control System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23

Hamech is involved in a concentrated and highly technical program of designing and

Do not leave the engine running where there is

MAX50 (-20) (K21 Engine)

300CGH-20 3,000 lb. capacity, K21 Engine, Cushion Tire

300CGLH-20 3,000 lb. capacity, K21 Engine, Cushion Tire, LP Special

350CGH-20 3,500 lb. capacity, K21 Engine, Cushion Tire

350CGLH-20 3,500 lb. capacity, K21 Engine, Cushion Tire, LP Special

400ACGH-20 4,000 lb. capacity, K21 Engine, Cushion Tire

400CGLH-20 4,000 lb. capacity, K21 Engine, Cushion Tire, LP Special

300PGH-20 3,000 lb. capacity, K21 Engine, Pneumatic Tire

300PGLH-20 3,000 lb. capacity, K21 Engine, Pneumatic Tire, LP Special

350PGH-20 3,500 lb. capacity, K21 Engine, Pneumatic Tire

350PGLH-20 3,500 lb. capacity, K21 Engine, Pneumatic Tire, LP Special

400APGH-20 4,000 lb. capacity, K21 Engine, Pneumatic Tire

400APGLH-20 4,000 lb. capacity, K21 Engine, Pneumatic Tire, LP Special

MBX50 (-16 Models) (K21/K25 Engines)

400CG-16 4,000 lb. capacity, K21 Engine, Cushion Tire

400CGL-16 4,000 lb. capacity, K21 Engine, Cushion Tire, LP Special

400CGH-16 4,000 lb. capacity, K25 Engine, Cushion Tire

400CGLS-16 4,000 lb. capacity, K25 Engine, Cushion Tire, LP Special

500CG-16 5,000 lb. capacity, K21 Engine, Cushion Tire

500CGL-16 5,000 lb. capacity, K21 Engine, Cushion Tire, LP Special

500CGH-16 5,000 lb. capacity, K25 Engine, Cushion Tire

500CGLH-16 5,000 lb. capacity, K25 Engine, Cushion Tire, LP Special

550CGH-16 5,500 lb. capacity, K25 Engine, Cushion Tire

550CGLH-16 5,500 lb. capacity, K25 Engine, Cushion Tire, LP Special

600CGH-16 6,000 lb. capacity, K25 Engine, Cushion Tire

600CGLH-16 6,000 lb. capacity, K25 Engine, Cushion Tire, LP Special

650CGH-16 6,500 lb. capacity, K25 Engine, Cushion Tire

650CGLH-16 6,500 lb. capacity, K25 Engine, Cushion Tire, LP Special

400PG-16 4,000 lb. capacity, K21 Engine, Pneumatic Tire

400PGL-16 4,000 lb. capacity, K21 Engine, Pneumatic Tire, LP Special

400PGH-16 4,000 lb. capacity, K25 Engine, Pneumatic Tire

400PGLH-16 4,000 lb. capacity, K25 Engine, Pneumatic Tire, LP Special

500PG-16 5,000 lb. capacity, K21 Engine, Pneumatic Tire

500PGL-16 5,000 lb. capacity, K21 Engine, Pneumatic Tire, LP Special

500PGH-16 5,000 lb. capacity, K25 Engine, Pneumatic Tire

500PGLH-16 5,000 lb. capacity, K25 Engine, Pneumatic Tire, LP Special

550PGH-16 5,500 lb. capacity, K25 Engine, Pneumatic Tire

550PGLH-16 5,500 lb. capacity, K25 Engine, Pneumatic Tire, LP Special

600PGH-16 6,000 lb. capacity, K25 Engine, Pneumatic Tire

600PGLH-16 6,000 lb. capacity, K25 Engine, Pneumatic Tire, LP Special

650PGH-16 6,500 lb. capacity, K25 Engine, Pneumatic Tire

650PGLH-16 6,500 lb. capacity, K25 Engine, Pneumatic Tire, LP Special

700PGH-16 7,000 lb. capacity, K25 Engine, Pneumatic Tire

700PGLH-16 7,000 lb. capacity, K25 Engine, Pneumatic Tire, LP Special

MCX20 (TB45LE Engine) S/N 135001A~

800CG-8 8,000 lb. capacity, TB45E Engine, Torqflow, Cushion Tire

1000CG-8 10,000 lb. capacity, TB45E Engine, Torqflow, Cushion Tire

900PG-8 9,000 lb. capacity, TB45E Engine, Torqflow, Pneumatic Tire

900PD-8 9,000 lb. capacity, 6D102E Engine, Torqflow, Pneumatic Tire

1000PG-8 10,000 lb. capacity, TB45E Engine, Torqflow, Pneumatic Tire

10,000 lb. capacity, TB45E Engine, Torqflow, 2-speed, Pneumatic Tire,

STUDY MATERIAL FOR “ECCS” BASIC CONTROL

K21 Engine Specifications