Function, Structure, Operation of Engine Null (4JK1)

30/7/2020 Function, structure, operation of engine null (4JK1)
Function, structure, operation of engine (4JK1)
1. Function, structure, operation of engine
ECM
The ECM is designed to withstand normal current draws associated with vehicle operations. Avoid overloading
any circuit. When testing for open circuits and short circuits, do not ground or apply voltage to any of the ECU
circuits unless instructed to do so. In some cases, these circuits should only be tested using a DMM. The ECM
should remain connected to the ECM harness. The ECM mainly controls the following items.
Fuel system control
EGR system control
Glow system control
A/C compressor control
Immobilizer system control
On-board diagnosis for engine control
The ECM constantly monitors the information from various sensors. The ECM controls the systems that affect
vehicle performance. The ECM performs the diagnostic function of the system. The ECM can recognize
operational problems, alert the driver through the MIL, and store DTCs. DTCs identify the system faults to aid the
technician in making repairs.
Note
ECM input/output
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ECM voltage description

The ECM applies the buffer voltage to various switches and sensors. The ECM can do this because resistance in
the ECM is so high in value that a test light may not illuminate when connected to the circuit. An ordinary shop
voltmeter may not give an accurate reading because the voltmeter input impedance is too low. Use a 10-
megaohm input impedance DMM to ensure accurate voltage readings. The input and/or output devices in the
ECM include analog-to-digital converters, signal buffers, counters, and special drivers. The ECM controls most
components with electronic switches which complete a ground circuit when turned ON.
MIL operation
The MIL is located in the instrument panel cluster. The MIL displays the engine symbol when "ON" is
commanded.
The MIL indicates that an engine performance related fault has occurred and vehicle service is required. The
following is a list of operation modes for the MIL.
The MIL illuminates when the ignition switch is turned ON and the engine is turned OFF. This is a light test to
confirm that the MIL is able to illuminate.
The MIL turns OFF after the engine is started if a diagnostic fault is not present.
The MIL remains illuminated after the engine is started if the ECM detects a fault. A DTC is stored any time the
ECM illuminates the MIL due to an engine performance related fault.
SVS lamp operation

The SVS lamp is installed inside the instrument panel cluster. The SVS lamp shows the vehicle with wrench
symbol when commanded ON.
The SVS lamp indicates that vehicle maintenance is required due to a non-emission related malfunction.
The following is a list of SVS lamp operation modes.
The SVS lamp illuminates when the engine is turned OFF with the ignition switch ON. This is the lamp test for
verifying that the SVS lamp illuminates.
If there are no failure diagnostics, the SVS lamp remains ON after the engine is started. When the ECM
illuminates the SVS lamp due to a non-emission related malfunction, a DTC is stored.
Accelerator pedal position sensor

The accelerator pedal position sensor is mounted together with the accelerator pedal. The sensor consists of 2
individual sensors within 1 housing. The ECM uses the accelerator pedal position sensor to determine the
amount of acceleration or deceleration that is desired. The accelerator pedal position sensors are hall element
type sensors. Each accelerator pedal position sensor provides a different signal to the ECM on each signal
circuit, which is relative to the position changes of the accelerator pedal angle. The signal voltage of accelerator
pedal position sensor 1 and 2 is low at rest and increases as the pedal is depressed.
1. Accelerator pedal position sensor

2. Accelerator pedal
Barometric pressure sensor

The barometric pressure sensor is installed onto the air cleaner. The barometric pressure sensor is a transducer
that varies voltage according to changes in the barometric pressure. The barometric pressure sensor provides a
signal to the ECM on the signal circuit, which is relative to the pressure changes of the barometric pressure. The
ECM should detect a low signal voltage at a low barometric pressure at places with high altitude, etc. The ECM
should detect high signal voltage at a high barometric pressure. The ECM uses this voltage signal to calibrate
the fuel injection quantity and injection timing for altitude compensation.
Boost sensor
The boost sensor is located in the air induction tubing. The boost sensor is a transducer that varies voltage
according to changes in the air pressure inside the air tubing. The boost sensor provides a signal to the ECM on
the signal circuit, which is relative to the pressure changes in the air tubing. The ECM should detect a low signal
voltage at a low boost pressure, such as when the engine load is low. The ECM should detect high signal voltage
at a high boost pressure, such as when the engine load is high.
CMP sensor
The CMP sensor is installed on the timing chain sprocket cover at the front of the camshaft idle gear. The CMP
sensor detects five projections in total per one engine rotation. Four projections arranged equally every 90° and
one reference projection on the timing chain sprocket surface. The CMP sensor is a magnetic resistance
element type sensor, which generates a square wave signal pulse.
1. Timing chain sprocket

2. CMP sensor
3. Rotational direction
CKP sensor
The CKP sensor is located on the left-hand of the cylinder block rear section. The sensor rotor is secured to the
crankshaft. There are 56 notches spaced 6° apart and a 30° opening. This opening allows for detection of top
dead center. The CKP sensor is a magnetic resistance element type sensor, which generates a square wave
signal pulse. Detecting the opening from the CKP sensor and one reference projection from the CMP sensor, the
ECM determines cylinder No. 1 compression top dead center, and confirms that they correlate with each other.
1. CKP sensor
2. Sensor rotor
3. Rotational direction
Engine coolant temperature sensor

The engine coolant temperature sensor is installed onto the thermostat housing. The engine coolant temperature
sensor is a variable resistor and it measures the temperature of the engine coolant. When the engine coolant
temperature sensor is cold, the sensor resistance is high. When the engine coolant temperature increases, the
sensor resistance decreases. With high sensor resistance, the ECM detects a high voltage on the signal circuit.
With lower sensor resistance, the ECM detects a lower voltage on the signal circuit.
Fuel temperature sensor

The fuel temperature sensor is installed on the fuel supply pump.
The fuel temperature sensor is a variable resistor and it measures the temperature of the fuel entering the fuel
supply pump. When the fuel temperature sensor is cold, the sensor resistance is high. When the fuel
temperature increases, the sensor resistance decreases. With high sensor resistance, the ECM detects a high
voltage on the signal circuit. With lower sensor resistance, the ECM detects a lower voltage on the signal circuit.
1. Fuel temperature sensor

2. FRP regulator
IAT sensor
The IAT sensor is attached between the air cleaner and turbocharger. It is inside the MAF sensor. The IAT
sensor is a variable resistor and it measures the temperature of the air entering the engine. When the IAT sensor
is cold, the sensor resistance is high. When the air temperature increases, the sensor resistance decreases.
With high sensor resistance, the ECM detects a high voltage on the signal circuit. With lower sensor resistance,
the ECM detects a lower voltage on the signal circuit.
MAF sensor
The MAF sensor is an air flow meter that measures the amount of air that enters the engine. It is attached
between the air cleaner and turbocharger. A small quantity of air that enters the engine indicates deceleration or
idle rotation. A large quantity of air that enters the engine indicates acceleration or a high load condition. The
MAF sensor assembly consists of an MAF sensor element and an IAT sensor. Both components are exposed to
the air flow to be measured. The MAF sensor element measures the inflow air volume through a measurement
duct on the sensor housing.
Common rail type electronic control fuel injection system

The common rail system uses an accumulator, which is also called a common rail, to store pressurized fuel and
also use injectors including the electric control solenoid valve to inject the pressurized fuel into the combustion
chamber. Injection pressure, injection rate and injection timing are controlled by the ECM, and therefore the
common rail system can be controlled independently, free from the influence of engine speed and load. This
ensures stable injection pressure at all time, particularly in the low engine speed range, and therefore, black
smoke specific to diesel engines generated during vehicle starting or acceleration can be significantly reduced.
As a result, the cleanliness and volume of exhaust gas are improved and higher output can be achieved.
High pressure control

Enables high pressure injection from low engine speed range.
Optimizes control to minimize particulate matter and NOx emissions.
Injection timing control

Enables finely tuned optimized control in accordance with running conditions.
Injection rate control

Pre injection control that performs a small amount of injection before main injection.
The common rail system consists primarily of a fuel supply pump, fuel rail, injectors, and ECM.
Note
Fuel system diagram
1. Fuel rail
2. Pressure limiter
3. Fuel leak-off pipe
4. Injector
5. Fuel return pipe
6. Fuel tank
7. Fuel tank unit
8. Fuel filler cap
9. Fuel feed pipe
10. Fuel filter with sedimenter
11. Clogging switch
12. Fuel supply pump
Injector
Electronic control type injectors controlled by the ECM are used. Compared with conventional injection nozzles,
a command piston, solenoid valve, etc. are added. ID codes displaying various injector characteristic are laser
marked in the connector housing. This system uses injector flow rate information indicated by the ID codes to
optimize the injection quantity control. When an injector is newly installed in a vehicle, it is necessary to input the
ID codes in the ECM. QR codes or injector flow rate information are used to enhance the injection quantity
precision of the injectors. The use of codes enables injection quantity dispersion control throughout all pressure
ranges, contributing to improvement in combustion efficiency and reduction in exhaust gas emissions.
1. Injector ID code
2. Fuel leak-off pipe
3. 2D barcode
4. Fuel inlet port
5. O-ring
Non-injection state
The TWV closes the outlet orifice by means of a spring force, when no current is supplied from the ECM to the
solenoid. At this point, the fuel pressure applied to the nozzle leading end is equivalent to the fuel pressure
applied through the inlet orifice to the control chamber. As for the force competition in this state, the sum of
pressure on the command piston upper surface and nozzle spring force is greater than the pressure applied to
the nozzle leading end, and therefore the nozzle is pressed down and the injection hole is closed.
Injection start
When current is supplied from the ECM to the solenoid, the TWV is raised to open the outlet orifice and the fuel
flows into the return port. As a result, the nozzle is pressed up along with the command piston by the fuel
pressure applied to the nozzle leading end and then the nozzle injection hole opens to inject the fuel.
Injection end
When the ECM finishes supplying power to the solenoid, the TWV comes down and the outlet orifice is closed.
As a result, the fuel stops flowing into the return port from the control chamber and the fuel pressure within the
control chamber sharply rises. Then, the nozzle is pressed down by the command piston and the nozzle injection
hole is closed to stop fuel injection.
Fuel supply pump

The fuel supply pump is the heart of the common rail type electronic fuel injection system. The fuel supply pump
is installed at the same location as the conventional injection type pump, which rotates at a 1 to 1 ratio of fuel
supply pump to crankshaft speed. The FRP regulator and fuel temperature sensor are part of the fuel supply
pump assembly.
Fuel is drawn from the fuel tank via the fuel supply pump by the use of a trochoid type internal feed pump. This
feed pump feeds fuel into 2 plunger chambers within the fuel supply pump. Fuel into this plunger chamber is
regulated by the FRP regulator which is solely controlled by current supplied from the ECM. No current to the
solenoid results in maximum fuel flow whereas full current to the solenoid produces no fuel flow. As the engine
rotates, these two plungers produce high pressure in the fuel rail. Since the ECM controls the flow of fuel into the
2 plunger chambers, it therefore controls the quantity and pressure of the fuel supply to the fuel rail. This
optimizes performance, improves fuel economy and reduces NOx emissions.
Fuel rail
Along with the employment of a common rail type electronic control fuel injection system, the fuel rail is provided
to store high pressure fuel between the fuel supply pump and injectors. The FRP sensor and pressure limiter are
installed on the fuel rail. The FRP sensor detects the fuel pressure inside the fuel rail and sends signals to the
ECM. Based on these signals, the ECM controls the fuel pressure inside the fuel rail via the FRP regulator of the
fuel supply pump. The pressure limiter opens the valve mechanically to relieve the pressure when the fuel
pressure inside the fuel rail is excessive.
1. Pressure limiter valve

2. FRP sensor
FRP sensor
The FRP sensor is installed onto the fuel rail and it detects the fuel pressure in the fuel rail, converts the
pressure into a voltage signal, and sends the signal to the ECM. The ECM monitors the FRP sensor signal
voltage. Higher fuel rail pressure provides higher signal voltage while lower pressure provides lower signal
voltage. The ECM calculates actual fuel pressure from the voltage signal and uses the result in fuel injection
control and other control tasks.
Pressure limiter valve

The pressure limiter relieves pressure by opening the valve if abnormally high pressure is generated. The valve
opens when pressure in fuel rail reaches approximately 220 MPa (32000 psi), and closes when pressure falls to
approximately 50 MPa (7250 psi). Fuel relieved from the pressure limiter returns to the fuel tank.
1. Valve
2. Valve body
3. Valve guide
4. Spring
5. Housing
6. Fuel inlet
7. Fuel outlet
FRP regulator
The FRP regulator is installed on the fuel supply pump. The ECM controls the duty ratio of the FRP regulator in
order to control the quantity of fuel supplied to the high-pressure plungers. Since only the quantity of fuel that is
required for achieving the target fuel rail pressure is drawn in, the drive load of the fuel supply pump is
decreased. When current flows to the FRP regulator, variable electromotive force is created in accordance with
the duty ratio, moving the solenoid plunger to the right side and changing the opening of the fuel passage and
thus regulating the fuel quantity. With the FRP regulator is off, the return spring stretches, completely opening the
fuel passage and supplying fuel to the plungers. When the FRP regulator is on, the fuel path is closed by the
return spring force. By turning the FRP regulator on and off, the fuel is supplied in an amount corresponding to
the actuation duty ratio, and the fuel is discharged by the plungers.

2. FRP regulator
Fuel injection quantity control

This control determines the fuel injection quantity by adding coolant temperature, fuel temperature, intake air
temperature, barometric pressure and some switch input information corrections to the basic injection quantity
calculated by the ECM based on the engine operating conditions. More fuel rate indicates that the engine load is
increased as the accelerator pedal is stepped on at constant engine speed.
Combined with high pressure injection of atomized fuel, this control improves exhaust gas and ensures proper
fuel consumption. Compared with conventional mechanical governors, an electronic control system provides
higher degree of freedom of fuel injection quantity control, thereby presenting high accelerator response.
Starting injection quantity control

At the engine starting, optimum fuel injection quantity is controlled based on the information on the engine speed
and coolant temperature. At low temperature, the fuel injection quantity increases. When the engine started
completely, this boosted quantity mode at the starting is cancelled and normal running mode is restored.
Idle speed control

A control is made so as to achieve stable idling speed at all time regardless of changes to the engine overtime or
engine condition variations. The ECM sets target idling speed and controls the fuel injection quantity according to
the engine conditions so that the actual engine speed follows the target idling speed ensuring a stable idling
speed.
Idle vibration control

Controls are performed to reduce the engine vibration caused by torque variations between cylinders due to
variations in fuel injection quantity of each cylinder or injector performance. The ECM corrects the injection
quantity between cylinders based on the rotation signals from the CKP sensor. Normal range of correction
quantity between cylinders is within (-5) - 5 mm 3.
EGR system
The EGR system re-circulates a part of the exhaust gas to the intake manifold, and by mixing in inert gas to the
intake air, the combustion temperature is lowered and the generation of NOx is suppressed. The EGR control
system uses an electronic control system to ensure both drivability and low emission. A control current from the
ECM operates a motor to control the lift amount of EGR valve. Also, the actual valve lift amount is fed back to the
ECM for more precise control of the EGR amount.
The EGR control starts when the conditions for engine speed, coolant temperature, intake air temperature and
barometric pressure are satisfied. Then, the valve opening is calculated according to the engine speed, and the
target fuel injection quantity is determined. Based on this valve opening, the drive duty of the motor is provided
and the valve is driven accordingly.
1. EGR cooler
2. Coolant outlet
3. Coolant inlet
4. EGR valve
5. ECM
6. MAF sensor
7. Intake throttle valve
EGR valve
The EGR valve is mounted on the inlet manifold. The ECM controls the EGR valve opening based on the engine
running condition. The ECM controls the EGR valve by controlling the motor. The motor is controlled based on
pulse width modulation signal sent from the ECM via CAN. The EGR valve control is performed by changing the
duty ratio from 0 % to an appropriate percentage. When the duty ratio increases, the valve opens. When the duty
ratio decreases, the valve closes.
The EGR valve position is detected by the controller installed inside the EGR valve body, and signals are sent to
the ECM via CAN. The ECM should detect a low signal voltage at a small lift amount or closed position. The
ECM should detect high signal voltage at a large lift amount.
Intake throttle valve

The intake throttle valve is located on the inlet manifold. The ECM controls the intake throttle valve opening
based on the engine running condition. The ECM controls the intake throttle valve by controlling the motor. The
motor is controlled based on pulse width modulation signal sent from the ECM. The intake throttle valve opening
angle is controlled by changing the duty ratio from 0 % to the appropriate percentage. When the duty ratio
increases, the valve closes. When the duty ratio decreases, the valve opens.
The intake throttle valve position is detected by the position sensor, and relayed to the ECM. The position sensor
provides a signal to the ECM on the signal circuit, which is relative to the position changes of the intake throttle
valve. The ECM should detect a low signal voltage at a small opening amount or closed position. The ECM
should detect high signal voltage at a large opening amount.
Turbocharger
The turbocharger is used to increase the amount of air that enters the engine cylinders. This allows a
proportional increase of fuel to be injected into the cylinders, resulting in increased power output, more complete
combustion of fuel, and increased cooling of the cylinder heads, pistons, valves, and exhaust gas. This cooling
effect helps extend engine life.
Heat energy and pressures in the engine exhaust gas are utilized to drive the turbine. Exhaust gas is directed to
the turbine housing. The turbine housing acts as a nozzle to direct the shaft wheel assembly.
Since the compressor wheel is attached directly to the shaft, the compressor wheel rotates at the same speed as
the turbine wheel. Clean air from the air cleaner is drawn into the compressor housing and wheel. The air is
compressed and delivered through a crossover pipe to the engine air intake manifold, then into the cylinders.
1. Exhaust gas
2. Wastegate valve
3. Turbine wheel
4. Compressor wheel
5. Air cleaner
6. Intercooler
The amount of air pressure rise and air volume delivered to the engine from the compressor outlet is regulated
by the wastegate in the exhaust housing. The wastegate valve position is controlled by the pressure amount
accumulated at the intake side of the turbocharger. The diaphragm inside the wastegate is sensitive to pressure.
It controls the valve position inside the turbocharger. The valve position increases or decreases boost amount to
the turbocharger. (Standard output engine)
The amount of air pressure rise and air volume delivered to the engine from compressor outlet is regulated by a
turbocharger nozzle control actuator indirectly. The position of the turbocharger nozzle is controlled by the ECM.
The ECM utilizes a turbocharger nozzle control solenoid valve and a boost pressure sensor to control the
turbocharger nozzles. When the engine is not under load, the turbocharger nozzles are in open position A, or no
boost condition. When the engine is under load, the ECM commands the control solenoid valve to close the
turbocharger nozzles as B, thus increasing the boost. The ECM varies the boost dependent upon the load
requirements of the engine. The ECM uses a pulse width modulation on the control circuit to open and control
the solenoid valve. (High-output engine)
The intercooler also helps the performance of the diesel. Intake air is drawn through the air cleaner and into the
turbocharger compressor housing. Pressurized air from the turbocharger then flows forward through the
intercooler located in the front of the radiator. The air from the intercooler flows back into the intake manifold.
The intercooler is a heat exchanger that uses air flow to dissipate hear from the intake air. As the turbocharger
increases air pressure, the air temperature increases. Lowering the intake air temperature increases the engine
efficiency and power by packing more air molecules into the same space.
1. Turbocharger nozzle control actuator

2. Nozzle
Cylinder block
The cylinder block is cast iron, and has a highly rigid structure with appropriate rib placement.
Piston
The pistons are thermal flow pistons made of an aluminum alloy and cast struts, and the combustion chamber is
a spherical re-entrant type.
Cylinder heads
The heads are aluminum alloy. They have four valves per cylinder. Tighten the head bolts using the plastic
region rotational angle tightening method. The plastic region rotational angle tightening method further improves
reliability and durability.
Connecting rod cap bolt

Tighten the mounting bolt of the connecting rod cap using the plastic region rotational angle tightening method.
Fuel filter with sedimenter

This is a fuel filter that has a sedimenter to remove moisture content by using the difference of the relative
density of light diesel oil and water, and has an indicator which shows water accumulation.
1. Clogging switch
2. Fuel filter element
3. Sedimenter switch
Cooling system
The cooling system is a force-circulation system, and its main components are the water pump, the thermostat,
the cooling fan, and the radiator.
To quickly increase cold engine coolant temperature for smooth engine operation, the coolant is circulated by the
water pump and the thermostat through the bypass pipe and back to the cylinder body. At this time, the coolant
does not circulate through the radiator.
When the coolant temperature reaches the specified value, the thermostat begins to open to gradually increase
the amount of coolant circulating through the radiator.
When the coolant temperature reaches the specified value, the thermostat is fully opened. Then all of the coolant
circulates through the radiator to cool the engine effectively.
1. Thermostat
2. Turbocharger
3. EGR cooler (Euro 3 and Euro 4 specifications only)
4. Cylinder head
5. Oil cooler
6. Heater
7. Cylinder block
8. Water pump
9. Cooling fan
10. Radiator
11. Reserve tank
Water pump
The centrifugal water pump performs forced circulation of the coolant through the cooling system.
The water pump cannot be disassembled.
Thermostat
The thermostat is a wax pellet type.
Radiator
The radiator is a tube type with corrugated fins. To raise the boiling point of the coolant, a pressurized radiator
cap is attached. The open valve pressure of the radiator cap is 93.3 - 122.7 kPa (0.95 - 1.25 kg/cm2 / 13.5 - 17.8
psi).
Opening/closing mechanism of the radiator cap is double-action.
Manual transmission vehicles are not equipped with an oil cooler.
Caution
When removing the radiator cap, do not pull it by force, but loosen it until it cannot rotate further.
To install the cap, turn the radiator cap until it does not turn.
Starting system
The starting system is composed of the batteries, starter, ignition switch, inhibitor switch (for A/T only), starter
relay, etc. Each of these main components are wired as shown in the starter circuit diagram.
1. Pinion clutch
2. Ring gear
3. Shift lever
4. Magnetic switch
5. S-terminal
6. B-terminal
7. Inhibitor switch (for A/T vehicles only)
8. Starter relay
9. Ignition switch
10. Battery
11. Armature
Note
Starter circuit diagram
Starter
The starter is a magnetic shift type starter and is an outer gearing mesh method reduction starter.
The contact point of the magnetic switch closes and the armature rotates when the ignition switch is turned ON.
At the same time, the plunger is drawn in and the pinion is pushed to the front via the shift lever to mesh with the
ring gear, and when the ring gear rotates the engine starts. After the engine starts, the plunger returns, the pinion
separates from the ring gear, and the armature stops rotating when the ignition switch is turned OFF. When the
engine rotation increases faster than the pinion, the pinion will be caused to turn in reverse, but because the
pinion is idling, it does not drive the armature.
1. Lead wire
2. Bolt
3. Magnetic switch assembly
4. Torsion spring
5. Plunger
6. Dust cover
7. Magnetic switch
8. Screw
9. Through bolt
10. Rear cover
11. Motor assembly
12. Brush holder
13. Yoke
14. Armature
15. Bolt
16. Bearing retainer
17. Pinion assembly
18. Pinion stopper clip
19. Pinion stopper
20. Return spring
21. Pinion shaft
22. Clutch
23. Dust cover
24. Shift lever
25. Gear case
Note
Ignition switch
Charging system
The charging system is an IC integral regulator charging method. The main components are connected as
shown in the circuit diagram. The regulator is an integrated solid-state type regulator. This is installed onto the
rear end cover along with the brush holder assembly and is built-in to the generator.
Generator maintenance, such as adjusting the voltage is unnecessary.
There are 8 diodes in the rectifier connected to the stator coil to convert alternating current voltage into direct
current voltage. The direct current voltage is connected to the generator output terminal.
The generator used for 4JK1 engine cannot be disassembled.
Note
Generator
Note
Circuit diagram
Exhaust system
The main components consist of front exhaust pipe and exhaust silencer.
1. Front hanger rubber

2. Front exhaust pipe
3. Silencer hanger rubber
4. Rear hanger rubber
5. Exhaust silencer
Lubrication system
A full-flow bypass integrated filter element, water-cooling oil cooler, and piston coolant oil jet are adopted for the
lubrication system.
Oil flows through the water cooling oil cooler and around each sliding section from the oil gallery for lubrication.
Note
Engine control component location diagram
1. Accelerator pedal position sensor
1. Barometric pressure sensor
1. No.1 cylinder injector

1. CMP sensor
2. Engine coolant temperature sensor
1. CKP sensor
1. Boost sensor
2. Turbocharger control solenoid valve
1. EGR valve
2. Intake throttle valve
1. Common rail
2. Pressure limiter valve
3. FRP sensor
1. FRP regulator
1. Swirl control solenoid valve

2. Swirl control actuator
1. MAF sensor
1. Vehicle speed sensor, MT specification

2. Vehicle speed sensor, AT specification 2WD
3. Vehicle speed sensor, 4WD
1. ECM
Note
Vacuum hose routing diagram
1. Swirl control solenoid valve

2. Actuator control vacuum hose
3. Swirl control actuator
4. Brake booster
5. Vacuum pipe
6. Vacuum pump
7. Actuator control vacuum hose
8. Air cleaner
9. Turbocharger nozzle control actuator
10. Solenoid valve ventilation hose
11. Turbocharger nozzle control solenoid valve
Note
General wiring diagram
ECM pin layout (81 pin connector）
PIN No. Pin function

A1 ECM power ground
A2 Battery voltage
A3 ECM power ground
A4 ECM power ground
A5 Battery voltage
A6 MIL control
A7 Not used
A8 Not used
A9 Not used
A10 Glow plug relay control
A11 Not used
A12 A/C compressor relay control
A13 Not used
A14 Starter cut relay control
A15 Not used
A16 Not used
A17 Not used
A18 Not used
A19 VSS signal
A20 APP sensor 1 shield ground
A21 ECM main relay control
A22 MAF sensor low reference
A23 Not used
A24 Ignition voltage
A25 Cruise main switch signal
A26 Clutch pedal switch 1 signal
A27 Brake switch 2 signal
A28 Not used
A29 Ground
A30 Clutch pedal switch 2 signal
A31 Not used
A32 Not used
A33 Not used
A34 Thermo relay signal
A35 Not used
A36 Not used
A37 Not used
A38 Not used
A39 APP sensor 2 shield ground
A40 ECM main relay control
A41 APP sensor 1 and cruise control switch low reference
A42 APP sensor 1 5 volts reference
A43 ECM signal ground
A44 Not used
A45 Brake switch 1 signal
A46 Ignition switch signal
A47 Not used
A48 Not used
A49 Not used
P or N range switch (A/T)
A50
Neutral switch (M/T)
A51 Not used
A52 Diagnostic request switch
A53 Not used
A54 Not used
A55 Not used
A56 Not used
A57 Not used
A58 CAN high signal
A59 MAF sensor shield ground
A60 APP sensor 2, BARO sensor and IAT sensor low reference
A61 APP sensor 2 and BARO sensor 5 volts reference
A62 ECM signal ground
A63 APP sensor 1 signal
A64 APP sensor 2 signal
A65 Cruise control switch signal
A66 Not used
A67 Not used
A68 Not used
A69 MAF sensor signal
A70 Not used
A71 BARO sensor signal
A72 IAT sensor signal
A73 Not used
A74 Not used
A75 Not used
A76 Not used
A77 Not used
A78 CAN low signal
A79 Not used
A80 Not used
A81 ECM case ground
ECM pin layout (40 pin connector）
PIN No. Pin function

B1 FRP sensor signal
B2 FT sensor signal
B3 ECT sensor signal
B4 Intake throttle position sensor signal
B5 Not used
B6 CMP sensor and FRP sensor 5 volts reference
B7 Swirl control solenoid valve control
B8 FRP regulator low side
B9 FRP sensor signal
B10 Boost pressure sensor signal
B11 Not used
B12 Not used
B13 Not used
CKP sensor, intake throttle position sensor and boost pressure sensor 5
B14
volts reference
B15 Turbocharger nozzle control solenoid valve control
B16 FRP regulator low control
B17 CMP sensor signal
B18 Not used
B19 CMP sensor and FRP sensor shield ground
B20 CMP sensor and FRP sensor low reference
B21 Not used
B22 Not used
B23 Intake throttle control low side
B24 FRP regulator control high side
B25 Fuel filter switch signal
B26 CKP sensor signal
B27 CKP sensor and boost pressure sensor shield ground
CKP sensor, intake throttle position sensor, boost pressure sensor, FT
B28
sensor and ECT sensor low reference
B29 Not used
B30 Not used
B31 Intake throttle drive voltage
B32 FRP regulator control high side
B33 Not used
B34 Not used
B35 Common 2 (Cylinder #2 and #3) fuel injector charge voltage
B36 Cylinder #4 fuel injector control
B40 Common 1 (Cylinder #1 and #4) fuel injector charge voltage
2. Engine number
Note
Engine number stamping position
1. Engine number stamping

2. Engine model stamping
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Function, Structure, Operation of Engine Null (4JK1)

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Function, Structure, Operation of Engine Null (4JK1)

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Function, Structure, Operation of Engine Null (4JK1)

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30/7/2020 Function, structure, operation of engine null (4JK1)

Function, structure, operation of engine (4JK1)

1. Function, structure, operation of engine

ECM voltage description

SVS lamp operation

Accelerator pedal position sensor

1. Accelerator pedal position sensor

Barometric pressure sensor

1. Timing chain sprocket

Engine coolant temperature sensor

Fuel temperature sensor

1. Fuel temperature sensor

Common rail type electronic control fuel injection system

High pressure control

Injection timing control

Injection rate control

Fuel supply pump

1. Pressure limiter valve

Pressure limiter valve

1. Fuel temperature sensor

Fuel injection quantity control

Starting injection quantity control

Idle speed control

Idle vibration control

Intake throttle valve

1. Turbocharger nozzle control actuator

Connecting rod cap bolt

Fuel filter with sedimenter

1. Front hanger rubber

1. Accelerator pedal position sensor

1. Barometric pressure sensor

1. No.1 cylinder injector

1. Swirl control solenoid valve

1. Vehicle speed sensor, MT specification

1. Swirl control solenoid valve

PIN No. Pin function

ECM pin layout (40 pin connector）

PIN No. Pin function

1. Engine number stamping

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