- diameter of the inner hole of the throttle assembly, mm - 60
- throttle position sensor - variable resistance
- Throttle control servomotor - stepper motor
Electronic engine control unit
- since 1999
- except Germany - Е2Т72671
- for Germany - E2T72672
- since 2000 - E2T72675
Air flow meter - swirl type (Karman)
Atmospheric pressure sensor - solid state
Engine Intake Air Temperature Sensor - Thermistor
Coolant Temperature Sensor - Thermistor
Oxygen Sensor - Zirconia
Accelerator pedal position sensor - variable resistor
Vehicle speed sensor - magneto-resistive
Camshaft Position Sensor - Hall Sensor
Crankshaft Position Sensor - Hall Sensor
Knock sensor - piezoelectric
Fuel Pressure Sensor - Diaphragm
Fluid pressure sensor in the hydraulic system of the power steering - contact
Type of control relay - contact
Fuel pump relay type - contact
Injector control relay type - contact
Type of nozzles and their number - electromagnetic, 4
Nozzle marking - DIM 1000G
Throttle control servo relay type - contact
Throttle control servomotor - stepper motor
EGR valve - stepper motor
Canister Purge Valve - PWM Solenoid Valve
Fuel pressure control (low pressure), kPa — 329
Fuel pressure control (high pressure), kPa — 5
Basic data for adjustments and monitoring
Throttle Position Sensor Rated Output Voltage (1 channel) - In 0.4-0.6
Throttle Position Sensor Rated Output Voltage (2 channel) - In 4.2-4.8
Throttle position sensor resistance - kOhm 3.5-6.5
Accelerator Pedal Position Sensor Rated Output Voltage (1 and 2 channels) - In 0.4-0.9
Resistance of the temperature sensor of the air entering the engine, kOhm
- at a temperature of 20°C - 2.3-3.0
- at a temperature of 80°C - 0.30-0.42
Coolant temperature sensor resistance, kOhm
- at a temperature of 20°C - 2.1-2.7
- at a temperature of 80°C - 0.26-0.36
Fuel pressure, kPa
- vacuum hose disconnected from fuel pressure regulator - 4-7
- vacuum hose connected to fuel pressure regulator - 324-343
Injector winding resistance, Ohm - 0.9-1.1
The output voltage of the oxygen concentration sensor - V 0.6-1.0
Oxygen concentration sensor heater resistance, Ohm — 11-18
Throttle servo resistance, Ohm - 1.35-1.65
Differences in the basic data for adjustments and control on a car since 2000 of release
Throttle Position Sensor Rated Output Voltage (1st and 2nd channels) - B 0.985-1.085
Accelerator pedal position sensor resistance (1st and 2nd channels), kOhm - 3.5-6.5
Fuel pressure, kPa
- vacuum hose disconnected from fuel pressure regulator - 4-6.9
- vacuum hose connected to fuel pressure regulator - 329
Oxygen concentration sensor heater resistance, Ohm
- front - 4.5-8.0
- rear - 11-18
Direct fuel injection system (GDI)
The gasoline direct injection system consists of sensors that record the state of the engine, an electronic engine control unit (engine-ECU), which performs control functions based on sensor signals, and actuators operating on commands from the control unit.
The control unit controls fuel injection, idle speed and ignition timing. In addition, the control unit has a number of diagnostic modes of operation to simplify troubleshooting.
On cars since 2000, a modernized direct fuel injection system has been installed (GDI), in which the diagnostic trouble codes are changed, the fuel pressure regulator is part of the high pressure fuel pump, the rear oxygen concentration sensor is added, the camshaft and crankshaft position sensor wires are fixed to the timing belt housing, and the engine control unit is upgraded.
Fuel injection control
The moment of injector opening and the duration of its open state are set in such a way that the engine receives an air-fuel mixture of optimal composition, corresponding to continuously changing engine operating conditions.
The nozzle is installed in each cylinder (in the cylinder head). Fuel, under low pressure, is supplied by the fuel pump from the fuel tank to the low pressure regulator. Further, low pressure fuel is supplied to the high pressure fuel pump. The fuel pressure, after the high pressure pump, is regulated by the high pressure regulator and distributed to the injectors through the fuel line.
Fuel is injected into each cylinder once every two revolutions of the crankshaft. The order of operation of the cylinders is 1-3-4-2. This mode is called sequential fuel injection.
The electronic control unit ensures the enrichment of the air-fuel mixture during engine warm-up, as well as during operation at maximum load, exercising control without feedback on the composition of the mixture («open-loop»).At low to medium loads, the air/fuel mixture is leaner to reduce fuel consumption. When working at medium and high loads of a warm engine, implementing feedback control («closed-loop») by composition of the mixture using the signals of the oxygen concentration sensor, ensuring the maintenance of stoichiometric (theoretically necessary for the complete combustion of fuel) composition of the air-fuel mixture.
Throttle valve angle adjustment
The throttle opening angle is electronically adjusted depending on the position of the accelerator pedal. The engine control unit (ECU) receives a signal from the accelerator pedal position sensor and, based on this signal, controls the servo, which opens the throttle valve at an angle corresponding to the degree of depression on the accelerator pedal,
Adjustment of frequency of rotation of a cranked shaft idling
The idle speed is maintained at an optimal level, depending on external conditions and engine load, by changing the amount of air entering the engine through the bypass channel, bypassing the throttle valve. The electronic engine control unit controls the idle speed control servo (ISC), ensuring that the set speed is maintained depending on the temperature of the coolant and the load from the air conditioner.
In addition, when the air conditioner is turned on and off while idling, the idle speed adjustment stepper motor (ISC) doses the amount of additional air in such a way as to exclude fluctuations in the speed of the crankshaft.
Ignition timing control
Connected to the primary circuit> of the ignition coil, a power transistor closes and opens the circuit. In this way, the optimal control of the ignition timing is carried out in accordance with the operating mode of the engine.
The electronic engine control unit determines the optimum ignition timing depending on the engine speed, engine air volume flow J, coolant temperature, atmospheric pressure 1 and fuel injection timing (on the intake or compression stroke).. c
Self-diagnosis function
If a malfunction occurs in the operation of one of the sensors or actuators related to exhaust gas toxicity reduction systems, the engine malfunction indicator lamp lights up in the instrument cluster («CHECK ENGINE»), warning the driver of a malfunction.
If the electronic control unit registers a malfunction in the operation of one of the sensors or actuators, then the unit generates the appropriate diagnostic trouble code.
Recorded in RAM (RAM) engine control unit data related to sensors and actuators (fault codes), can be read using the MUT-II instrument. In addition, in a certain mode of operation of the MUT-II device, forced control of the drives is possible.
Other control functions
1. Fuel pump control
Turns on the fuel pump relay, which supplies current to the pump motor when the starter is cranking or the engine is running.
2. Air conditioning relay control
Turns the A/C compressor magnetic clutch relay on and off.
3. Fan relay control
The speed of the cooling system radiator fan and condenser fan is controlled depending on the coolant temperature and vehicle speed.
4. Control of the adsorber purge solenoid valve.
5. Servo control system; exhaust gas recirculation (EGR).