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REPAIR MAINTENANCE OPERATION OF MOTOR VEHICLES
Kia Magentis / Optima (2000 release)

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Kia Magentis
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Kia
Magentis
Engines
Lubrication System
Cooling system
The control and toxicity
Fuel system
Technical data
Multi-point fuel injection (MFI)
Verification system of injection MFI
The control lamp fault (MIL)
Diagnostic trouble codes
The coolant temperature sensor (ECT)
The gauge of absolute pressure in an inlet collector (MAF) with the IAT
Meter of air (MAF)
The temperature sensor of air entering the engine (IAT)
Throttle position (TP)
The modulator control the speed of the crankshaft of the engine idling
The heated oxygen sensor (HO2S)
Camshaft position sensor (CMP)
Sensor crank angle (CKP)
Fuel injectors
The solenoid valve system EVAP
Knock sensor
Potentiometer adjustment WITH idling (only for leaded petrol)
Sensor power steering (PSP) [2,0 liter DOHC]
:20. Throttle position (TP)
Replacing fuel level sensor (2.0 L DOHC)
Checking the fuel pump (2,0 l DOHC)
Checking channel clearing of the canister with the activated coal (2,0 l DOHC)
Check of the pressure created by the pump (2,0 l DOHC)
Replacement of the fuel filter (2,0 l DOHC)
Purification of the throttle device
Checking channel purification with charcoal canister (2.5L V6)
Replacing fuel level sensor (2.5L V6)
Checking fuel pump (2.5L V6)
Check of the pressure created by the pump (2.5L V6)
Replacement of the fuel filter (2.5L V6)
Adjusting the throttle position sensor (TP) (2,5 l V6)
The pedal and the accelerator cable
Fuel line
Fuel tubes and tubes of system EVAP
Fuel tank
PROCEDURE FOR TROUBLE
Troubleshooting
Ignition system
Coupling
Transmission
Power shafts, axles
Suspension
Steering
Brakes
Body
The air conditioning system
Electrical equipment
Electrical diagrams
 


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Multi-point fuel injection (MFI)



A multipoint fuel injection (MFI) consists of sensors which determine the state of the engine, the engine control module (ECM) that controls the actuators based on information from the sensors. The engine control module (ECM) controls the injectors for direct injection of fuel, the air supply when the engine is idling and adjusts ignition timing. In addition, the engine control unit (ECM) has several diagnostic functions that facilitate troubleshooting.

Fuel injector

Torque control and the opening time of the fuel injectors is carried out so as to maintain an optimum air-fuel ratio at all operating conditions of the engine. At the inlet of each cylinder is set one fuel injector. Fuel from a fuel tank is supplied under pressure created by the fuel pump and an adjustable pressure regulator. Thus, stable fuel distributed to each fuel injector. Fuel injection nozzle is carried out once every two revolutions of the crankshaft, in the sequence of cylinders 1-3-4-2. The engine control module ECM enriches the fuel mixture, working on the "open loop" at warming up the engine and high duty cycle. In addition, when a hot engine operation at normal loads the engine control unit ECM controls toplivnovozdushnoy mixture ratio based on signals from the heated oxygen sensor in the "closed cycle" to ensure the normal operation of the three-way catalytic converter.

Management of engine speed to idle

The engine speed at idling is maintained at an optimum level of additional supply air flowing into the bypass throttle valve in accordance with changes in conditions and engine load. The engine control unit ECM controls the engine speed at idling (ISC), maintaining the predetermined frequency, depending on the coolant temperature and the load on the air conditioning system. Furthermore, when the air conditioning switch is turned off while the engine is running at idling speed is regulated by supplying additional air to bypass the throttle valve, in order to avoid oscillations in the engine speed.

Management of the ignition timing

Switch power located in the low voltage circuit of the ignition system controls the opening and closing current flowing in the primary winding of the ignition coil.

The switch controls the ignition timing to provide optimum ignition timing at all operating conditions of the engine. Setting the ignition timing determined by the engine control unit ECM depending on the rotational speed, the volume of incoming air, coolant temperature and atmospheric pressure.

Additional management features

1. The fuel pump control.

Includes fuel pump relay so that the current supplied to the fuel pump at startup and during operation of the engine.

2. Management of compressor clutch relay.

It turns the compressor clutch.

3. Management of the radiator fan relay.

Rotation frequency radiator and condenser fan are controlled in dependence on the coolant temperature and the vehicle speed.

4. Management EVAP.

Diagnostic mode

  • When a fault is detected in one of the sensors or actuators connected to the engine control as a warning to the driver turns the control lamp CHECK ENGINE / MALFUNCTION INDICATOR.
  • When a fault is detected in one of the sensors or actuators, will be recorded in the memory of the DTC.
  • DTC in the ECM, which is linked with the sensors and actuators can be read by a special device.

Simulation test traffic

If simulation test pull, fold, twist and pull the wiring of each of the sensors to determine the location of an intermittent malfunction.

  • Shake the connector up and down and left and right.
  • Shake harness up and down and left and right.
  • Create some element or vibration sensor.

Inspection Service at the fuse

Remove fuse and measure the resistance between the load side of the blown fuse, and "weight". Turn on all the switches located in the electrical circuit. If the resistance is zero, then there is a short circuit between these switches and the load. If the resistance is zero, it means that there is no short circuit, and the fuse blows as a result of short-term excess current.

The main reasons for short circuit.

  • Harness clamping elements of the car body.
  • Damage to the outer casing harness resulting abrasion or heat.
  • Water trapped in the connector or circuitry
  • Individual error.




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