Fuel Injection and Engine Management
Contents
1. ignition timing based on the intake manifold absolute pressure signal from the pressure 112 Intake Air Temperature and Presure Sensor Top View The alr induction housing provides air to the throtle body and begins to form the turbulence needed in tha combustion chamber for proper ai tuol mixing Ai Induction Housing The throttle postion idie speed control motor and ignition have not been changed October 2001 as Fuel Injection and Engine Management Tho position idle speed control motor and ignition have not been changed Sensor new type alr tuel ratio sensor is used on the system The harnoss includes a new siyle locking mechanism Position the locking mechanism as shown and gently separate the vehicle hamess from the sensor hams The sensor harness Includes an electrical compensation device that allows for manufacturing tolerances October 2001 Fuel Injection and Engine 2001 Legacy Enhancements The allow valve closes during the low to middle engine speeds to control the resonance effect and opens during high engine speeds to increase the inertia eflect Resonance effect is created during the intake stroke when the intake valve begins to open The combustion chamber contains a large negative pressure created by the exhaust stroke This neg2. open This quantty of alr lowing through the intake alr passage would result an improper high ide Speed To control this condition the wil tum off injectors reduce de spoed One injector for a warm engine and wo injectors tor a cold engine The intake alr passage canbe contaminated with carbon which reduces the air This condition would result in a higher than normal duty Tatio I this condition is suspected clean the valve following procedures outine inthe service manual Fuel Supply 4 TAC Schematic Fall sate resuts ofthe IAC can be miss leading Falluro of the bimetalic spring with the aicut valve inthe more open position wil result in no problem with cold engine but as the engine warms the duty ratio of the IAC v ll be lower than normal to close the duty contro valve more to maintain proper idie speed Failure of the spring in the more closed position will result in higher IAC duty ratio with a cold engine but will be normal with a warm engine 2557 Fuel Supply System Tho Fuel Supply system supplies equates and monitors gasoina to injectors Components incide Tank Pump Rollover vate Separator Regulator Injectors October 2001 Fuel Injection and Engine Management The Fuel Tank houses the fuel pump and on AWD models pump Interference with the rear diferential is avoided by shap
3. SUBARU QUALITY DRIVEN SERVICE Technicians Reference Booklet Fuel Injection and Engine Management Module 406 MSASPO161C Technical Training Copyright 2001 Subaru of America Ine Tisbookmay notareproaucsa Sikar of Amora ne make changes or procedures deserptone Ameria 2001 Fuel Injection and Engine Management Table of Contents Sh October 2001 October2001 Description Page No ne Sates Moe Lg felele PEERI 2001 Slide Sequence Slide No Description Page No eo ede BRE 512214 ea of das e ird soil o 44444 pcr 4444 Se Oct
4. The resuling manifold pressure changes are monitored to determine if the performance of the valve in specifications October 2001 Fuel Injection and Engine Management Tho muffler equipped on the 22 30 Engine is designed with by pass valve that opens when the exhaust pressure exceeds 45 mm HG This occurs around 2400 RPM The by pass valve allows parts of the exhaust go around some of bates inside the muffer instead of trough hem Tho result increased engine performance October 2001 Fuel Injection and Engine Management 2002 Impreza Enhancements Tumble Generator Valve Motor Tho EJ20 is equipped wit a tumble generator valve at each intake runner This new system uses shaft for each side ofthe engine hat is driven by a stepper motor The movement of tho shaft monitored by a sensor on the opposite end Tumble Generator Valve Postion Sensor The shaft operates the tumble generator valve Which is similar in design to the throttle Plato At ide the plate is closed dependant on Coolant temperature and ime from engine start idle plate is open October 2001 Fuel Injection and Engine Management When the plato is closed the main air passage through the Intake runner is blocked This wil orcs all necessary for engine operation during Idle to flow through the by pass channel
5. This action helps to mix the alr fuel mixture by producing tumbling effect to the incoming resulting in cleaner operating engine while iding n The new fuel injector is top feed type with 12 holes The new hole pattem produces finer spray of fuel which assists with lowering the overall emission output of the vehicle No air assist on Turbo models October 2001 Fuel Injection and Engine Management Turbocharger The introduction of tha 2 0 engine to North America reintroducos the Turbocharger which was last used on the 1994 Legacy 22 tr The new Turbocharger and tuel system have been designed to produce higher engine performance land ower exhaust emissions Tho Turbocharger consists of two sections an exhaust side and an induction side The exhaust side has a turbine wheel wih vanes that aro shaped to harness the exhaust gas energy drives the turbine and center shaft On the induction side there is an impeller wheel attached 1o the center shaft which also has vanes but shaped nthe opposite direction The movement ofthe wheel compresses tho induction alr as it rotates Increasing engine speed and load increases the level of kinetic energy the exhaust gas making the turbine rotate faster This causes the impeller which is attached to the common center shaft also rotate faster creating greate
6. potentiometer poston signal and idie can be observed with the Select Monitor o Ani Troe Closed Postion Throttle body size and shape diers trom Legacy and serves as a mounting forthe IAC valve The valve uses a Duty Control Valve operated from an duty rato Contro of idle speed during all engine operating conditions is performed by the Duty Control Vaive October 2001 Fuel Injection and Engine Management However during cold engine operation it is assisted by a coolant sonsivedevicothat contains wax pellet The wax pelet contracts when itis and expands whan itis heated During cold operation a spring loaded lever resting on the ond ofthe pelet moves toward the pellet The opposte end ofthe lever is shaped Asitmoves upward pushes on the throttle shaft mechanically increasing the idle speed Increasing coolant temperature expands tho pellet relaxing the force applied to the shaft There ls also an AVC IAC that allows addltlonal air flow by pass the throttle plate to compensate for load air conditioner places the engine CAUTION THE AC 19 FACTORY SET DO NOT ADJUST THIS VALVE WILL BE ACTIVATED WHEN THE AIR COMPRESSOR IS ENGAGED FROM AN ECM The ueltankdesign and capacity does not make t necessary to use et pump to transfer fuel on the 1 8 ter engine vehicle 1 8 impreza Fu
7. engines Hesitation On Acceleration COTS On Board Diagnostic System Diagnostic Link Connector DLC TE A 19962000M On Board Dagnost System Check During State Emission Test 715630 TUNES A ZOOM State Emission Testing A 2000 MY On Board Diagnostic System Diagnostic Link Connector DLC 71390 027510 1999 Legacy Impreza Forester Air Intake Chamber Box Breakage 71140 06 01 00 Al Subaru Veces Sate Emission Test Fuel ter or Gas Cap Test THERE 050000 ATZOOT Models Subaru Vehicles On Board Daghosts System Check During State Emission Test 19801909 MY Subaru Vahidas Pressure Testing of Fuel Tank Syste During State Emission Test AN 19961999 Legacy Postal Vehicles On Board Diagnostic System oste Lik Comedor DLC toon PR 2 October 2001 Service Bulletins 162846 Exhaust System Noise Diagnosis Al 1985 and 86 except Brat Models 192487 060547 Front Bhat Pipe EPA and Under All 1988 and 1984 Turbocharged over Complete Modiicatons i 182548 12078 Exhaust Pipe Identification Noe 1905 and 1908 Land XT series Diagnosis and rebuld Procedure gt Non REST Yer phe Wa Y Pip Cont sees and Won Turbo Les 192150 12040 Converter Recycling All catalyst equipped exhaust pipes 192591 DAS Modiedx
8. 0 Enhancements The fuel tank and components have been relocated on the vehicle This makes necessary movement kay fuel system plumbing On such movament invovas this new hose This hose is routed from the fuel neck to the vent control valve located on tho driver s rear of the tuel tank The routing carries the hose through o inner fender into the passenger compartment The hose is protected by metal cover which must be removed to gain access to the quick connector The quick connector must be disconnected before tha fue tank is lowered Movement of the fuel tank is accompanied by a change in fuel pump assembly design and location The fuel pump assembly and sub pump pickup assembly aro now accessed from under he rear sea The pumps are located on ho lower level of the fuel tank which makes it necessary to remove the fuel from the tank belor removing the fuel pump sub pump pickup assembles Failure to remove fuel from the tank wil result in fuel being Introduced into the passenger compartment October 2001 2 Fuel Injection and Engine Management Fuel Pump Under Seat A fuel drain is located on the passenger sida front of the uel tank Usa of thls drain wit lower the fuel from the high side of the tank and totaly drain the passenger side of the saddle tank The sub pump pickup side drivers side he tank wil remain ful Consult the appropriate Subaru service manual on
9. Aretum spring inside the TPS provides smooth drop voltage as the throttle is released 1o idie Fuel Delivery System contol system hasbeen added Which reduces fuel evaporation by creating less agiation trough the uel system during low ual demand diving condos The electronic fuel pump modulator Uni is located under the right side of package shell It completes the ground circuits for the uel pump There ls a direct ground and a resistance ground A fuel pump resistor is located next to the fuel pump modulator It is wired to the pump in parallel with the modulator The monitors injector pulse width and engine speed in order to reduce fuel during low load and low RPM conditions The ECM signals the modulator to send the fuel pump ground through the resistor providing minimum uel low during low load conditions Under high loadich RPM conditions the signals tha modulator uni to supply direct ground to the uel pump providing a high fuel flow condition October 2001 as Fuel Injection and Engine Management Fuel Tank Components The fue tank is a saddle tank design made of rosin This provides a weight savings as well as corrosion resistance Itis located under the rear The tank design allows for air space which elminates the need fuel separator I forms a 10 ter alr chamber at the top of the tank Tho fuel shut valve is part of
10. Coll mounting is accomplished by a captured bolt that goes through the valve cover to cylinder haad Primary and secondary windings are contained in the with spring loaded contact that completes the secondary circuit to the spark primary cicutis controlled by an ignitor that pulsas the ground circuit rom a signal generated Inthe ECM The Knock sensors are located on each side of the engine either sensor detects a knock the overall ignition timing is reduced Oxygen Sensors Oxygen sensors are located in the loft and right side exhaust pipes ahead of the catalytic pha readings are select monitor Crank and Cam Angle Sensors Two crank angle sensors are installed above the crankshaft sprocket Crank sensor 1 determines crankshaft position and Crank sensor 2 determines the next cyindor in the fring order angle sensor input is used with the crank angle sensor to discriminate between cylinders October 2001 Fuel Injection and Engine Management SVX Fuel Delivery System The fuel pump system located inside the fuel tank similar to the Legacy It receives basic power supply from the fuel pump relay Throttle sensor operation is more similar to Impreza than Legacy An ide switch is not used father a releronce voltage of approximately 5 vols is used The voltage wil increase as the moves toward wide open with a maximum of vols
11. ated reluclor teeth represent signals for As tha signals trom the crank angle sensor aro produced thay wll have a cam signal associated fo them aver other revolution Position A without signal is cylinder 4 and with cam signal is cylinder 3 Poston B without signal is 2 and with signal is cylinder 1 Postion C without signal is cyinder 6 and with a signal is cylinder 5 Thorightbarkintake camshaft has areluctor bul onto the end The new camshaft sensor uses this felucor to help determine injection and ignition timing Po 128 Granik Graph The cam sensor consists of two elements Windings hat sense the slot on the cam shaft The sensor also contains an Integrated chip that produces square wave output signal The integrated chip measures the time lag between the beginning and ending of the signals up by the two elements Hall effect and Converts this information Into the output signal October 2001 Fuel Injection and Engine Management An electronic Exhaust Gas Recirculation valve is utilized on the 2 3 0 Engine The ECM the number of steps stepping motor the valve is opened Each step wil allow a certain amount of exhaust gasto flow trough the The ECM wil check the performance of the valve 0801 by opening the EGR valve toa specified number of steps
12. ative pressure wil enter the intake runner through the open intake valve creating a shock wave as itis traveling sonic speeds This wil create a resistance tothe flow of the new air charge into the combustion chamber Lett this resistance would spread to all parts ofthe intake manifold and decrease airflow and overall engine performance Keeping the valve closed during low to middle speed engine operation wil keep the resonance effect isolated to one side ofthe intake As the engine crosses beyond mid range the inertia effect becomes strong enough to overpower the resonance effect and the airflow valve Is opened This allow alr moving on the LH side ofthe manifold to assist the RH side Variable intake Control Valve Operation Opon Cose Engine OF Variable Intake Control Valve Open The variable Induction contol system opens and doses an valve which i located inthe middle of the intake manifold This action joins separates the LH and RH sides of the intake manitoid Components of the system Include the alrtlow valve vacuum tank check valve solenoid and associated piping Engine ding Lnd sy Heavy Lond Heavy Loo Variable Intake Control Valve Chart October 2001 Fuel Injection and Engine Tho variable intake control valve is positioned the under side of the intake manifold The val
13. ctory set and adjustment should be attempted to the plate Adjustment of the throttle cable is Suggested at PDI and Periodic Vehicle Maintenance October 2001 Fuel Injection and Engine Management The Throttle Position Switch is mounted ta the body and engages to he shaft Any movement ofthe trot shaft results in tho movement of a contact inside the ECM that is value is high so the volta moveable contact is low As the throttle is depressed tho resistance value decreases and the voltage at the moveable contac increases The voltage signal which ranges from to 5 volts is used by the ECM to determino the position othe throtle in degrees of opening The Legacy also used a TPS where the voltage ranged from approximately 5 vots at idle and decreased as the throttle was depressed An ide switch is also provided which signals dia and off idle to he Adjustment is possible through tho use of elongated mounting holes Falcsafooperaionrosultsin a fixed TPS voltage signal while tha uses the idle switch and EREV to contral injection duration BEL Throne Postion Sensor Circuit Testing is performed by observing voltage and resistance values The Select Monitor on earlier models wil display THV or throtla voltage and laminate an LED when the idle switch signal is present Newer models in addition wil ind
14. d onthe back side ofthe left side camshaft sprocket The ECM uses the cam angle sensor to determine fuel injection sequence and toreferenca the 1 cylinder Rear View Len Sprocket Sensor Fuel Injection Logic El 31 37 Injection Duration The amount of fuel injected or duration is determined by the following BASIC DURATION CORRECTION FACTORS VOLTAGE CORRECTION Basle duration is determined by comparing OA and engine speed Correction factors Include Start Increment Coolant temperature Alter start Full increment Acceleration Air tuel coefficient Voltage correction compensates tor the injectors imo lag affected by battery voltage October 2001 Fuel Injection and Engine Management Learning Control Mass Air Flow Sensor Input Engine spend NE Basic Duration The amount of air monitored by tho mass air tow meter or compared to the engine rpm is memorized by the ECM This results in a representation of engine load Engine load Is used to update Basic duration Ignition System Control 39 7 CE Ignition Tho dsirbutorss direct ignition system uses crank and cam angle sensor Inputs processed by the to control ignition and ignition timing This system uses a col pack that houses two coils that separately supply secondary voltage to cy
15. e Body Idle Air Control Valve The Air Induction Piping delivers air rom the air fiter to the Throttle body de Air Control Valve and the PCV system Fiting to the components ot the Air Induction System must bo air tht to prevent unmetered air rom entering the intake Air Flow Meter Monitoring the amount o air inducted is the main function of the Mass Air Flow Meter Described asa Hot Wire type air low meter containing no moving parts the Subaru Mass Alr Flow Meter obtains information by monitoring the voltage of single wire which is exposed tothe incoming airflow There are actualy wires exposed to the air ow Tha Hot Wire which is positioned downstream of the cold wire to prevent any influence to the cold wire Engine Control Module logic monitors the temperature of both wires by knowing their resistance values and voltage In the wire Tho ECM attempt to maintain a fixed diference in the temperature of these two wires The amount of voltage applied the Hot Wir is what finaly determines the Value ofthe signal generated or Quotient Air Quotient of the input signals to ECM that determines the amount or length oftime fuel is injected Two other inputs the rot position signal generated by the position switch TPS and the engine speed EREV which is a processed signal by the input of the crank and cam angle sensors Oct
16. e intercooler back to the inlet side of the Turbocharger under deceleration October 2001 E Fuel Injection and Engine Inlet to The temperature of the intake air is Increased as itis compressed by the Turbocharger This rise in temperature causes a corresponding expansion of the air leading to a reduction in air density The intercooler is designed to transer the heat of tho compressed intake alr to tho extemal air flowing through as the vehicle is in There two postive y products ol decreased alr temperature and increased air density one reduction in combustion chamber temperature allowing for mora advanced ignition timing and improved volumetric efficiency due to the increase in alr mass for a given air volume With charge into the combustion chamber moro fuel can be injected leading to great ower output Bypass Valve Connection The Air By pass Valve is located after the Turbocharger provides by pass passage for the compressed intake alr back to the Inlet side of the Turbocharger When deceleration occurs immediately atter a period of high engine load high boost pressure large pressure occurs athe compressor wheel of he Turbocharger This is due to the inertia of the Turbocharger which still generates boost pressure eventhough the trot is closed This high pressure may lead to increas
17. ectors Of idie engine operation results in amount f air delivered to the injectors gor The Pressure Sensor of the D MPI system is a strain type sensor A sat of resistors Is mounted 1o the diaphragm inside ho sensor Changes in pressure ot the intake manifold alter the shape of the diaphragm and to the resistors The changing resistance value s sent to the engine contol unit as an input signal Crankshaft and Camshaft Reluctors The crankshaft and camshaft reluctor of the D system are used to influence ignition and injection timing The number of teeth on the two reluctors differs from those of the L MPI Installation of incorrect components wil resultin start condion additonal teeth assist the Engine Control Unit to shorten the for eylinder discrimination and improve accuracy of detection October 2001 Fuel Injection and Engine Management ignitor Coil The ignition and ignitor are now ono unit A 12 volt square wave signalis sent to the coll from the ECM to control the ignitor The ignitor in tum controls the primary winding ESUS Ignition Coll Construction L MPI Air Solenoid Valve Tho injectors ot the L MPI system aro sealed to the fuel rail and intake manifold in the same manner as the D MPI Missing is the atomization chamber
18. ed noise and possibly damage the Turbocharger due to the high pressure exerted al the compressor October 2001 E Fuel Injection and Engine 167 By Pass Valve The upper chamber of the by pass valve is connected to the intake manifold and the negative pressure vacuum during deceleration pens tha valve by acting on the diaphragm Operation of tha valve can be tested by attaching a hand held vacuum pump to the intake manifold connection Apply negative pressure with the Pump and confirm that the valve opens External Influences On Boost Pressure Ambient Air Temperaturo and Pressure air temperature rises the abilly of the Turbocharger to compress tho air decreases Tis phenomenon s directly due to the decrease in air density and the physical imitation ofthe Turbocharger Even when alr temperature is ow the air density barometric pressure may be low Under these conditions lower than expected boost pressures may be experienced Again this is due to the physical limitations of the Turbocharger Exhaust Diameter The diameter ofthe exhaust system wil vary the pressure diferenco across the turbine larger exhaust allows the Turbocharger to rotate taster which results in higher boost pressures Any Increase In boost pressures would require mapping ofthe ECM programs to accommodate diferent air flow rates and resultant ignition change requ
19. el Supply System October 2001 Fuel Injection and Engine Management SVX Differences of the SVX injection and engine management system include Ale Induction Ignition Sensors Fuel Supply Powor Supply Tho Ar Induction system components ofthe SVX include an dla Control Valve Auxlary Air Contro Valve and piping An Inertia Resonance Induction system is also employed to improve low to mid rango torque Throttle Body and Manifold IAC valve operation is accomplished wih duty signal from the ECM which acts on the Duty control valve The controls base idle compensates for additional engine load condions such as operation and assists the Auxilary Air Valve with cold idle control Auxllary valve construction includes a rotary valve bimetalic spring and heater Air Valve Cold engine operation results tho bimetallic pring forcing the rotary valve open to increase airflow by passing the thot plate The heater becomes active ater the engine is started heating the bimetallic spring As the spring changes tension tho rotary valve s gradually moved to the closed position reducing idle speed October 2001 Fuel Injection and Engine Inertia Resonance Induction System IRIS Intake Manto Underside is system components include IRIS Valve Vacuum Tank Check Valve Solenoid Tho solenoid provides a vacuum pathway trom the IRIS va
20. em e Em 8 Torque Reduction System The 3 3L ales from the 2 2L ECM in the following ways thas a torque reduction system networked between the TCM and ha ECM which Shit shock during upshits when the jine is under a high RPM load above 6000 orat WOT ECM momentary actvatas uel cutat the time ofthe shitt Also has control program for enhanced idle speed control Provides smoother more precise idi spoed control 1999 Enhancements The tuel injection and engine management control system forthe 1999 modal year v ll be designated L MPI and D MPI EXCEPT LEGACY 2 5 PHASE 1 WHICH WILL USE THE SAME FUEL AND ENGINE MANAGEMENT SYSTEMS THAT WERE EQUIPPED ON THE 1998 MODEL YEAR VEHICLES These sequential systems are similar in design sharing most operating and diagnostic functions Tho most noticeable diference is the D MPI system which Calloria Specification uses now style air assist injectors D Tho air assist fuel injector is supplied with tuet a supply ral which is connected to the ofthe injector Fuel Supply Pail Referred to as top feed this style injector interally functions tha same as injectors used on previous model years October 2001 Fuel Injection and Engine Management 87 Air Assist Injector Externally the injector is sealed at the top and bottom wi
21. emperature and pressure sensor The Air Assist Solenoid Valve is connected to inlet side of the ISC which requies the Ai Assist Solenoid Valve to regulate the air tothe base of the injector The ND system regulates the air 1o the base of the injector with the ISC At idle the Air Assist Solenoid Valve is on allowing 20Limin per injector of air to flow ide conditions result in the Air Assist Solenoid Valve turing olf alowing Simin per injector ot airtow October 2001 Fuel Injection and Engine Management AF Assist Solenoid Valve Tho new Intake Air Temperature and pressure sensor monitors the absolut pressure and the emperaturo of tho airin the intake manifold measured temperature and pressure of the air is then converted into electrical signals and sent the The uses those signals the sensor to control the fuel injection amount well as the injection and ignition timing Only the UJ system continues to use the pressure sensor located on the right tower This sensor works withthe AFR to monitor air density 11 Intake Air Temperature and Presura Sensor Bottom View The intake manifold pressure sensor is connected directly to the throttle body and constantly measures the absolute pressure of the intake manifold The pressure that is measured is converted into an electrical signal and is sent tothe ECM The controls the fuel injection
22. er should be visually inspected any damage to the compressor turbine wheels Chock for any that may be presentin the turbine housing A small amount of oll dueto crankcase blow 15 acceptable in the compressor housing October 2001 Fuel Injection and Engine Management boost conto system be sure thatthe wastegate is operating correctly Utilizing a dial gauge measure the radial movement of the turbine shat by accessing It through the outlet hole Radial play should mot exceed 0 17mm 006 inches measure the axial movement of the turbine shaft place the dial gauge against the end f the shaft at the turbine end and push against he compressor end of tho shaft Axial play should not exceed 0 09mm 003 inches Intercooler The Turbocharger compresses the intake alr by using wasted exhaust gas energy The Turbocharger turbine driven by exhaust gas causing the compressor wheel to rotate Compressing the intake air the volumetric ficiency of tho engine is greatly improved The compression of the intake air by the Turbocharger causes an increase in air temperature so an intercooler is located between the Turbocharger and tho intake manifold The Intercooler reduces the temperature of the intake 248 266 F 120 120 C down to 158 176 F 70 80 C under normal operating conditons An Air By Pass Valve redirects high pressures from th
23. eza Outback Sport 0507 DTC 507 4 cont systern RPM higher han expected P0500 10797 foration regarding code POO 1097 More smell during cold start 01 98 0596 Model Yaar 1908 changes n operator 0508 DTCPOMO Revisted POMOTP 146 DTC PISGT use 1990 frame data October 2001 Fuel Injection and Engine Management 406 Module Service Help Line Updates Date Subject hat wort take tuel 1090 Fuel readiness codes WAV 7 engine TO Use of genuine ar deanar element October 2001 Subaru of America Ine
24. g the green and black connectors located under the driver kick panel and following the procedures in tho service manual 1994 AND OLDER In both D check and Read Memory modes the cortroluni outputs rouble codes by using the Check Engine Light Long fashes equal 10 and shor lashes equal 1 By adding together he numerical equivalent he fashes you can the correct ouble codes Multiple trouble codes are outputted in chronological order Youwil tinda istot rouble codes Inthe service manual Aways referto he appropriate MY serice manual when identiying rouble codes October 2001 D Fuel Injection and Engine Management It the seil diagnostic system does not output trouble codes indicating a fauitin the MPI system suspect components may be checked using check procedures found in the appropriate service manual Self Diagnosis for other Subaru models are similar however test connector shapes may be diferent Consul the appropriate service manual for connector location and diagnosis procedures Impreza 1 8 Liter The Impreza 1 8 Fuel and Engine Management diers irom the Legacy in the folowing TPS AC Body Fuel Tank The Throttle Position Sensor is connected to the throttle body similar to Legacy The major ditlorenco is the way the idle signal ie generated Impreza uses soft control 5 volt signal that comes from the moveable contact and tha
25. haust Cover Ses 1 series and Non Turbo Loyales 192891 08098 Exhaust Pipe Joint Rata 1987 through 1991 Justy vehicles wih joint style exaust pipe Froding Noe om etme 192192 017240 Fuektut BOY L SeresiLoyale 19290 004640 DhaustPipe EPA Whistling Noise Al Legacy Models including Turbo 8 35 95 114646 Fuel Injector Removal Legacy Impreza and SVX Vehicles 9396 04 13 96 Fuel Inector Replacement Legacy Impreza and SVX with EGR EI october 2001 Fuel Injection and Engine Management 406 Module Service Help Line Updates Date Subject 10995 Legacy and Impreza engines wilh no jection puse 1 Impreza AWD fusi senders 0805 1005 Subaru 0805 1005 Subaru Legacy OTC P0825 Knock sensor circuit maltundion 25 1005 Subaru Legacy DTC P0130 Front 02 sensor circuit idle on MPF voices Impreza ROM sockets 0895 P0505 de contol system when solenoid measures SW or less 1216 rome cot weather engine warm up and OBD 1 O98 Loose tuel caps and trouble code POMO 10098 1097 Legacy waranty claims for cose ud cape 10098 Legacy Non Turbo and Impreza ISC valves ve Gray connectors during diagnosis 1196 Erreme coid weather engine warm up and 067 BTC P1500 radiator fan relay one creut 807 1997 Subaru Impr
26. icate throttle opening in degrees dle Air Control Valve Idie Air Control Valve operation controis idle speeds Construction includes an alr cut alvo duty control vae Intake air passage and coolant passage These component parts a dual control over the IAC The air cut valve is influenced by the temperature of coolant owing through the IAC bimetallic spring is ized to act on he valve opening the valve when coolant temperature low increasing air flow and idle speed When coolant temperature is high the bimetll spring closes Tho alr cut valve and decreases alow and idle speed Duty control valve operation is achieved by mo electrical cols one to open the valve and the cher to close it ECM controls the round circuits of he cols and controls them Wih a duty signal pulsing the ground circuits October 2001 Fuel Injection and Engine Management Turbo id Air Control Valve JAC duty ratio can be monitored with tho select monitor Higher duty ratio will keep the valve open longer increasing idle speed Lower duty Tatio provides lower idia speeds Optimum idie speed forall engine conditions is part ofthe logic and wil increase or decrease duty rao as necessary to maintain the correct idle speed Failure of the duty control valve or loss of duty signal wil leave duty control valve ly open Wih a engine the air cut valve is
27. ine cad prO Timing Advance Logic Optimum ignition timing is stored in the ECM Timing is controled to be just below the time of engine knock Engine knock is detected by the Knock Sensor a small voltage signal when raton he corect frequency t present on the engine block surface The signal that is created is used by the influence ignition timing October 2001 Fuel Injection and Engine Management Power Supply Ignition retay H i Ignition Relay Coil Power id L z Bg cii 48 Ignition Relay Power Distribution Self Diagnosis System Sol agnosis has tour modes U check monitors components necessary tor ar The check engine light wil be lumaied curing normal vehicle operation When a probem s detected Read Memory Used at the dealer to read past trouble codes Activated by using the black connectors located under the driver side kick panel and folowing ho procedures outined Inthe service manual D chack Used atthe dealer to check tho present of all MPFI components Activated by using the green connectors locatod under the driver side kick panel and following the procedures outined In the service manual Clear memory Clears all codes in ECM memory Activated by usin
28. ing the tank in saddle type design This design makes it necessary to supply means of removing fuel from side of the tank ta the ether The pump is on the right side of the tank as viewed from the rear with the jet pump pickup on the left Tho speed of the fuel raturing to the tank is used by the Jet pump to creato siphoning effect transfering fuel from the lett sida of the tank to he right The main fuel pump can then pickup the tuel FUEL PUMP Fuel Pump Tho fuel sending units on each side of the tank are wired in series o provide the fuel gauge with correct information to show correct level The fuel pump creates pressure by moving the fuel through a series of impeller vanas and force Pressurized fuel lows through the clearance between the armature and the magnet ofthe motor to he discharge port of the pump If tho pressure output is too high a roof valve opens and the pressurized fuel exits the pump to the tank When tho pressure retums to the relief valve will close Toro rue one mer DIAPHRAGM 5 _ 20 Fus Pressure Fuel pressure regulator operation controls fel pressure by adjusting the size of a passage through spring tension and maniold pressure that allows fuel to retum to the tank When pressure is high during acceleration the opening is small allowing less tuel to retum to the tank This p
29. ing unit assembly from the molded bracket and temporarl set it aside inside the tank Then Iit the fuel pump assembly fom tha molded bracket Radiator Fan Control The radiator fan uses ve 5 relays which aro located in he main fusa box behind the battery They are 4 pole NO type relays Removing Fuel Pump Remove the fuel pump assembly by gently rotating tack and forth Thon gently rotate t righthand sending unit clockwise in order to ust the tank Next disconnect the electrical connector rom the sending unit and remove the ight hand sending unit rom the tank Removing Sanding Unit Gently rotate the left hand sending unit counter clockwise until it is upside down Remove the assembly with the wiring harness attached CAUTION WHEN REMOVING THE SENDING UNITS USE CARE SO AS NOT TO BEND THE FLOAT ARMS THIS CAN AFFECT THE FUEL GAUGE CALIBRATION For reassembling the fuel tank components reverso the order of disassembly 82 Fan Control Schematic The three speed dual fan operation allows for Quieter operation during idle conditions and it allows for increased air flow during other operating modes Example Slow speed driving The two 3 speed 160 Watt Fans each have 2 B control wires and two 2 ground wires The relays are controlled by tha The provides 2 separato control signals signals 1 and 2 to the fan relays Signal 1 dete
30. irements Over speeding of the turbine can lead to Turbocharger failure particularly in conjunction with tho Increase in the pressure diferential across the turbine Fuel Octane Rating The high combustion pressures resulting trom the increase in volumetric efficiency require high octane fuel If the octane the fuel is oo ow knocking will occur The end result of knocking is damage to the engine The ECM is programmed to retard ignition timing knocking is detected Excess knocking wil cause the 1o enter Fal safo mode where the boost pressure is reduced to the minimum value determined by the wastegate actuator Turbo Lag The pressure of the exhaust gas is low at low engine speeds As the Turbocharger uses exhaust energy to operate it does not respond when the throttle is opened This phenomenon is referred 1o as Turbo Lag In an attempt to overcome this phenomenon design characteristics ol the Turbocharger are matched to the prospective use of the vehicle October 2001 E Fuel Injection and Engine Management 168 Fuel Pump Controller Terminal Layout The WRX Impreza is equipped with a fuel pump controller This device is designed to adjust he speed and volume output of the fuel pump The controler is located in the right rear trunk or cargo area behind tho trim panel The controller receives 5volt signal input rom the ECM This signal
31. lied to the wastegate controler diaphragm by leaking off boost pressure to the Inlet side of the turbine October 2001 as Fuel Injection and Engine Management Wastepate Duty Solenoid Tho wastegate controler response to the Duty Solenoid opens the wastegate flap valve to by pass exhaust gas and so decrease the rotating nergy ofthe turbine keeping the boost pressure 1o the desired level When operating at increasing altitudes the atmospheric pressure becomes lower and hereoro the diferenca between the desired level boost pressure and atmospheric pressure becomes greater maintain the same level of boost pressure air mustbe compressed more which requires more turbine rotating energy Therefore less boost pressure is applied to the wastegate controller via the solenoid valve and boost remains constant However at very high altitudes the extra compression of tho alr at maximum boost causes too high intake alr temperature even after intercooling and engine knock will occur Therefore it is necessary to decrease the maximum boost pressure at very high alttudes Turbocharger Testing Wastegate Control 157 Pressure Gauge Connection Attach a regulated pressure supply directly tothe wastegate actuator hose connection The actuator should begin open at approx 50 0 60 0kPa 7 2 8 7 p 84 Check associated hoses for damage or loose connection The Turbocharg
32. linders 42 Ignition Coli Construction Cylinders 1 amp 2 Forward coll 49 8 4 Rear coll Tho secondary voltage is sent to tho spark plugs ot cylinders simultaneously ona cyinder wil be on the power stroke and the other on exhaust stoke CAUTION DURING CYLINDER POWER BALANCE TESTS DO NOT ALLOW FUEL TO ENTER THE EXHAUST SYSTEM ALWAYS DISCONNECT THE APPROPRIATE FUEL INJECTOR HARNESS DO NOT SHORT SECONDARY VOLTAGE TO THE CYLINDER SHORTING THE SECONDARY VOLTAGE WILL ALLOW FUEL TO ENTER THE CYLINDER THE SPARK PLUG MAY FRE ON THE EXHAUST STROKE WHENIGNTION IS RESTORED THIS MAY CAUSE SEVERE DAMAGE TO THE EXHAUST SYSTEM NEVER START THE ENGINE WITH THE EXHAUST REMOVED THE CYLINDER FRING ON EXHAUST STROKE MAY NITE BUND FUEL October 2001 Fuel Injection and Engine Management Tho colis are controlled by the ignitor construction composed of transistors that Control the ground circuits of the primary windings of the Transistors the control the igitar The ignitor is necessary because of the amperage flow through the primary windings would damage the ECM Signals trom the cam and crank angle sensors aro received by the ECM At engine start the ignition timing is fixed at 10 degrees BTDC Afer engine start ignition timing is influenced by the mass airflow mater coolant temperature knock sensor and eng
33. located below the Injector Operation and diagnostic procedures are also shared The ISC of the L MPI system is a stepping type solenoid valve which consists of coils shaft permanent magnet spring and housing The housing is buit into the throtle body In operation current flows sequential through ol paired cols which arranged to react With the permanent magnet that is fixed tothe shaft The ECM controis the of the cols which effects the position of the permanent magnet This action rotates the threaded shaft of increasing or decreasing the depth of sealing surface When replacing or instaling ISC it must be initialization accomplished by turing on the ignition with the engine off for at least three seconds The engine may now be started te a Fuel Injection and Engine Management The pressure sensor and prossure sources switching solenoid are ot th style used in 1998 Subaru vehicles sampling atmospheric pressure at start up and then cycling over to measure manifold pressure Tho and knock sensor of the L MPL are aiso sheared with the D The trot pasion sensor functions the same as the D MPI except itis adjustable The LMP system utlizes and Air fow meter with the same operating characteristics of the Air Flow Moter used on tha 1998 Model Subaru vehicles Oxygen sensors of the L MPI are the same as used on the 1998 model year vehicles 200
34. lve o he vacuum storage tank lo dose the valve and to the atmosphere to open 1 Vacuum storage is accomplished with the storage tank and s maintained there with ho use ota check valve for conditions of low manifold IRIS Valve Closed IRIS operation Includes two modes Mode ono is active from low to approximately 4200 RPM The IRIS valve dosed separating he two sides ofthe intake manifold Construction of the Intake Includes a resonance tube that in mode synchronizes the intake pulses Simply sated the air fling one cylinder wil continue t move after the intake valve has closed That air push tho airin front of tint the next cylinder in the fing order In mode ono the resonance tube guides the moving air to tho opposito ofthe manifold as the fring orderis 1 6 5 4 3 2 IRIS Valve Open with Resonance Tube The IRIS vale is closed because the volume of alin mode one moving too slow for the valve to be effective Resonance tube operation maintains the speed of the moving alr keeping the pushing affect at maximum Ait lw volume in mode two is too great fo the small size of the resonance tube so just above 4200 rpm the IRIS valve opens and guides the as in moda one October 2001 Fuel Injection and Engine Management SVX Ignition P 67 Ignition Spark Plug The ignition system of the SVX uses a for each of tho six cylinders
35. ober 2001 Slide No Description Page No 3 7 E ow gee Sen wr E E Ei wm E E Sara Te GRE October 2001 October 2001 Fuel Injection and Engine Management Introduction This Technicians Reference Booklet contains information about Subaru Fuel Injection and Engine Management systems Iis not intended tobe stand alone publication on the operation diagnosis or repair ot any system or component The objective of this class is to provide training that wil assist you with properly diagnosing and repairing the Subaru vehicle in timely manner the first ime Coverage of information wil begin with Subaru Legacy es AIR FLOW METER 7 e Current Models Only the diferences of other models willbe reviewed and supplemental information wil be provided for you to take back to the dealership Air Induction System Tho Ai Induction provides the correct amounts fart the cylinders under a varity of operating conditions and performance demands Components include induction Piping Mass Air Meter Throttl
36. ober 2001 Fuel Injection and Engine Management ECM Failsafe Schematic Falcsafo results the action taken by the ECM in the event a component is not operating within established parameters wil force tho ECM to mina injection duration using TPS and EREV ony ar Mass Air Flow Sensor Testing is performed by observing resistance and voltage values QA Value can be monitored using the select monitor QA value shouid increase with engine speed and decrease to approximately 1 volt as engine speed approaches idle Fall safe value wil result in a constant signal which is not effected by engine speed Ido Air Control Valves The installation of improper replacement parts result crveabity or no start condition Verity with your parts department using Vehicle Identiication and Producton Date numbers as necessary For example earlier production Legacy Vehicles wore equipped with either a HITACHI produced air flow m dependent on whether they were Automatic or Standard shit transmission vehicles Throttle Body with Accel Cable TPS The Throttle Body regulates the amount of air into the intake manitoid controling oie engine speed Operation ol the throttle body is accomplished the movement of the accelerator cable Coolant flows through the base of the throttle body to prevent ice from forming The throttle body is fa
37. or duly ratio has levels Th frst level is 33 duty ratio which produces 501 drop onthe ground creut of the uel pump This resuts in the pump operating at ts slowest speed and producing the lowest volume The ECM wil select this duty ratio a warm engine after engine has been operating for 30 seconds the vehicle remains at idle The next level or duty Tatio is 67 This duty ratio input to the controler produces 34 volt drop on the ground circuit of tho pump tho vehicle is cruising at light engine load the ECM wil select 33 and increase tho duty ratio to 67 upon medium to heavy acceleration Full throtle acceleration wil result in the ECM adjusting the fuel pump duty ratio to 100 100 duty ratio is also used for 30 seconds after a warm or cold engine start This duty ratio wil result 9 volt drop on the fuel pump ground circuit This level produces the fastest fuel pump speed and largest volume output The duty ratio wil remain at 100 uni therate of acceleration has been decreased The duty ratio at all levels operates at 81 4 HZ The 10 connector atthe fuel pump controler contains 6 wires Terminal 5 a Black wire is the ground for the controller Terminal 6 BW a Black wire with a White tracer ground the fuel pump Measure the voltage drop at this wire when checking for proper controller operation Terminal 7 BOr Black wire with an Orange
38. or operation determines crankshaft postion and speed by sensing pulses created by a reluctor passing through a magnetic feld The reluclor is machined to back side ofthe crankshaftiming beit sprocket The shape of tho reluctor teeth is very important to the stengh and cary of the signal produced A chip deformation on tooth can result in driveability no start condition The signal generated is and varies from approximately The crank angle sensor is mado from permanent magnet and coll of vire Do not drop the crank angle sensor as the magnet may be damaged or the shape of the sensor which ater the signal generated a Crank Angle Sensor Reluctor Construction Tho crank angle relucor has 6 teeth making two sets each having teeth set at 10 65 and 97 degrees BTDC is October 2001 Fuel Injection and Engine Management Tho uses tho crank angle sensor input to Influence or control the fuel and Ignition systems Determines engine rpm fuel injection timing dwell and timing advance Tamanan rotation two rotation 27 Cyinder Discrimination Signal Cam Angle Sensor and Roluctor The cam angle sensor in operation functions the as the crank angle sensor The value of the signal is sightly lower and tho signal pattern diferent Cam angle sensor rluctor teat are locate
39. proper procedure for draining tuel from the fuel tank Fuel Pump Top Fuel Pump Flat Arm View This round housing is designed to accept a fuel fiter however the North American market wil not usea fiter located on the fuel pump The body of ho new fuel pump assembly is resin based The gasket for the assembly has Iwo location prongs that must be pulled Into the outer Fuel Pump Static Strap View The small wire connected to area ofthe tuel pump housing carries statie charges away from the pump body to vehicle ground October2001 Fuel Injection and Engine Management Tho low fuel level sensor operation has been enhanced The sensor works the same however low level when sensed riggers a rout located in the fuel gauge to maintain the ow level indicator lumintion unti the tank has had fuel added Fuel Level Sensor Al Legacy vehicles willbe equipped wih phase 225 Iter engines using the D MPI tuel systems Spec making he 2000 model Legacy a50 stale car Two fuel systems willbe used for the 2000 model year the AAI UJ and AAI systems The AAI UJ system will be equipped on the Legacy automatic Impreza 2 5 itr and all Forester models The AAI ND system will bo equipped on tho Legacy manual transmission and Impreza 22 Mer models The UJ system has two new components an AAI Air Assist Solenoid Valve and an Intake Air T
40. r compression of the induction alr Rotational speeds of the turbine ae inthe range 20 000 rev min at idle to 150 000 200 000 rev min at full power a result of these very high operating speeds and temperatures makes lubrication and cooling of the center shaft bearings o prime importance October 2001 Fuel Injection and Engine Tho shaft bearings are lubricated by a constant supply of engine An oll cooler positioned above the oll fiter transfers heat from the to the engine coolant Further cooling of the Turbocharger s achieved by coolant fed rom the right cylinder haad to coolant passages around the exhaust turbine bearing Wastegate 152 Wastergate Valve The ECM references a boost pressure map programmed into Read Orly Memory ROM ater first reading the signals By calculating the actual boost pressure and after compensating for engine temperature and atmospheric pressure the ECM is able to provide an output duty ratio signal to the Wastegate Control Solenoid This regulates the amount of pressure Wastegato Operation Due to the limited strength of the engine there is a limit to the amount of boost pressure that can be used The limiting of boost pressure is achieved by use of a wastegate which by passes the exhaust gas around the turbine wheel When the desired level of boost is reached app
41. rmines low speed tor the left hand and right hand fans Signal 2 determines medium speed and signals 1 and 2 combined provide high speed Several ECM inputs determine the operating speeds Coolant temperature compressor ON OFF condition Pressure switch Vehicle speed October 2001 Fuel Injection and Engine Management Relay Control Circuit Battery B power is provided by the ignition hitch to all of tho relay cols signal 1 supplies grounds to relay cols 1 and 4 low speed Signal 2 grounds relay 83 82 and 5 Motor Control Circuit Relays 1 and 4 supply B power to one positivo terminal of ach fan motor Relay 1 powers the hand motor and relay 4 powers the right hand moter Relays 2 and 5 mid speed supply B power to the other positive terminal of each fan motor Relay 5 supplies the right hand motor and relay 2 supplies the iett hand motor Relay 3 supplies an additional ground the lef hand and right hand motors Two 2 fused 20A circuits supply B power for each motor relay power supply cicul A fuse protection function is part of the ECM fan control Section It initially limits the fan to start from low speed Thon it goes through medium to high speed during hot startup conditions gradually increasing the fan speed from Low to Medium and then to High a large current surge across the tuses is prevented Torque Reduction Syst
42. rovides higher fuel pressure at the injectors During cantons of low manifold pressure the opening is large allowing more fuel to retum to the tank reducing the fuel pressure at the Injectors A check valve in the regulator maintains pressure in the tuel system after the engine is tumed CAUTION THE FUEL SYSTEM 19 ALWAYS UNDER PRESSURE DISCONNECT THE FUEL PUMP AND STAAT THE ENGINE TO REMOVE THE PRESSURE ALLOW THE ENGINE TO RUN UNTIL IT STALLS AND ATTEMPT RESTART TURN THE KEY THE SYSTEM i NOW SAFE TO OPEN FOLLOW ALL SAFETY PROCEDURES OUTLINED IN THE October 2001 Fuel Injection and Engine Management Tho tuel injector is described as galley side feed type that delivers fuel to the intake manifold Control is achieved by varying the ground signal ofthe injeclor This is accomplished by the ECM magnetic field develops inside the Injector When the ground is established The magnetic its plunger off ofits seat and fuel under pressure enters injector and exits through the tip ofthe injector The design ofthe tip creatas the proper spray pattern that results inthe best mixing with inthe manifold Design The time or length of grounding of the Injector is referred toas injection duration The elect monitor wil isplay Injection duration as FTIN riocton Duraton Fuel injectors Fuel Injector Circuit Sensors Crank angle sens
43. th O rings and double seals Additonal the alr assist injector is supplied with alr trom the idie Speed Control This is used to provide faster atomization of fuel providing lower emission output and improved driveability The air the ISC is delivered through a passage made into the the bottom of the injector The negative pressure area below the injector is constant filed wit the more postive pressure trom the ISC The ale must travel through chamber attached the bottom of the injector Injector AA Chamber October 2001 Fuel Injection and Engine Management 91 Chamber Ar The chamber has 4 small holes that meter the air the uel stream beginning the atomization process when the injector is tumed on Looking through the two lower holes of the chamber the our holes ofthe injector aro visible The Idle Speed Control Valve of the D system is a rotary type controling speeds The electrical operation of the ISC itself includes a closing col and an opening The cose coil is always on tying to close the rotary valve The opening is controled by a signal or duty fom the Engine Control Unit adjusting the ISC maintain the correct engine ide speed Part the controlled alr by passes the throttle plate effocting idie speed Tho remainder s delvored tothe inj
44. the tank cover assembly The valve incorporates float which prevents liquid fuel intrusion into the vapor hose o the charcoal canister Example Fuel slosh during hard driving Fuel tank components serviceable with the tank in vehicle They aro accessed through large opening in the top of the tank similar to he Legacy Inaction to the fuel pump there are two sending units mounted inside the fuel tank maln unit anda sub unit The main unit incorporates a low ui sensor The function and diagnostics tor the sending units ls similar to the Legacy Fuel Tank Servicing Removing Spanner Ring Remove allo the fuel tank components in order Start with the spanner ring using service tool Then remove the cover after disconnecting the tuel hoses from the pipes in thetank NOTE MARK THE HOSES SO THEY CAN CORRECTLY RENSTALLED ON THE DISCHARGE D AND THE RETURN A LINES Disconnect the 2 electrical connectors for the tuel pump and the fuel gauge sending unit Push the Wires back into the tank and remove the crossover hose with ts retaining clips Sub Assembly Retaining Clamp Now reach inside the tank and remove the metal retaining clamp by ting the two tabs on the left side of he clamp NOTE THERE ARE THREE ASSEMBLIES ISIDE THE TANK EACH ASSEMBLY COMES OUT SEPARATELY ANDIN ORDER October 2001 Fuel Injection and Engine Management Sub Assemblies Lit tho right hand send
45. tracer is the power supply to the fuel pump votago Terminal VW a Violet wire with a Whit tracer is the duty rato signal to the fuel pump controller Terminal 9 08 a Light Green wire with a Fed tracer is also an ECM input to the fuel pump controler This signal approsimatel the fuel pump controller that the engine is operating if the value ofthis signa drops to zero the fuel pump controller will remove the power supply from the pump and iwi stop The signal at terminal 9 wil terminate affer 2 seconds after the ignition has been tumed on if the start signal is not received atthe ECM Terminal 10 BY a Black wire with a Yellow tracer is the power supply for the controler and the pump This power is received from fuel pump relay Octber2001 Fuel Injection and Engine Management Notes October 2001 Fuel Injection and Engine Management State Program Advisories Bulletins wo AWD Wt TST 115147 12 06 87 Al Subaru Full Time AWD Mods Diagnostic Service Cautions 725246 05 2 06 1980 Model Subaru AWD Modals State Emission Testing 11 49 97 080038 1998 MY Legacy Impreza amp SVK OBD Check During State UM Progam 18298 14640 pS8 Lepacy Impreza and forester 24822
46. ve is controlled by the variable intake control solenoid which receives its operating Signals from the The vacuum storage for the solenoid is buit into the manifold as separate tank When a signal fram the ECM is generated o the solenoid the vacuum in the reservoir tank Figure 87 is routed from the solenoid to the variable Intake control valve This action wil close the valve and in the event of low manifold vacuum the check valve will Keep the vacuum to the variable Intake contol valve steady When the ECM is ready to open the variable intake control valvo the solenoid wil ba tumed off and vent the vacuum from he variable intake control valve to the atmosphere Octobera00t Fuel Injection and Engine Management Ignition and Spring Contact Direct onion cols are used foreach cylinder They contain the ignitor current control circu as wol as the primary and secondary windings 12 square wave sont from the engine control modula the primary circuit on and Figure 8990 127 Cylinder Cam Sig e E E prn E Tho new crank angle sensor is mounted tothe wheel end of the crankshaft This end of the crankshaft has less trsonal vibrations and offers a moro stable signal generating area providing Very accurate crankshaft signals As the crankshaft rotates the relucor produces 30 pulses which are sent to the The indic
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