engine coolant MAZDA 232 1990 Suplement User Guide

E OUTLINE
OUTLINE
OUTttNE OF CONSTRUCTION
The cooling system in the 323 4WD model is basically the same as in the 323 2WD model.
Although there is no fundamental change from the BP DOHC of the 2WD model, the coolant circulation
path has been changed to direct coolant to the water-cooied turbocharger.
A two-stage thermostat is used in the BP DUHC turbocharged engine to stabilize the engine coolant tem-
peratu re.
The radiator and cooling fan specifications are different. The BP DOHC turbocharged engine of the 4WD
model uses a two-speed electric cooling fan.
93GOEX-704
COOLANT FLOW CHART (BP DOHC TURBO)
E-4

SPECIFICATlONS
-
km
Cootlng system
Coolant camacltv
EnginelTtansaxte
lrters [US Qt. Imo at)
8P SOHC ] 8P DOW Turbo
MTX ATX
I MTX
Water-cooled, forced crrculation
5.0 (5.3, 4.4)
I 6.0 t&3,5.3) -
1 Type
Water puma 1
I Water seal Centrifugal
Unified mechanical
seal
: Type I Wax,single stage”‘, Wax, two-stage*’ 1 Wax, two-stage
80.5-83.5 (177-182)“1
Opening temperature
“C (OF)
Main: 86.5-89.5 (188-l 93) *’ Main: 86.5-89.5 (lSS--193)
The:mosta! 1 Sub : 83.5-86.5 (182-188) Sub 83.G86.5 (182-188)
1 Full-open temperature OC
(OF) 95 (203)*‘, 100 (212)*’ i 100 (212)
L I
“...Except cold area, *2...Cotd area only
1 r 1 93GOEX-706 j Full-open lift mm (in) 8.5 (0.335) or more’l
Main: 8.0 (0.31).mln.‘2
Sub : 1.5 10.061 min * Main: 8.0 (0.31) min.
Sub : I.5 (0.06) mm.
Radiator 1 Type
Cap vaive opening-pressure ’
kPa (kglcm2, psi) Corrugated fin
74-l 03 (0.75-I .05, 11-l 5) j Tvm?
EIectnc I
Coohg fan f Outer drameter mm (in) 320 (12.6) 340 (13.4)
Blade
Number 4 5
Motor
/ Current A
6.6 * 1 Hi : 13.3 + 10% max.
Lo: 8.8 + 10% max. E-5

E OUTlANE
TWO-STAGE THERMOSTAT (BP DOHC TURBO)
MAIN VALVE
SINGLE-STAGE THERMOSTAT
(AMBIENT fEMP. -20% (4*f))
NTRANCE PORT TEMP
GINE EXIT PORT TEMP.
- 100 km/h
60 kndh
(63 mph) ~~~~~ (38 mph)
TWO-STAGE THERMOSTAT
A sub-valve is incorporated in the thermostat to stabilize the coolant temperature in the engine, to improve
cold weather performance, and to reduce heater output temperature fluctuations as noted in the diagram.
Operation
Stage 1
During cold weather operation, 83.5*C [182°F]-86.50C [t 88OF] only the sub-valve opens to control the
engine coolant temperature.
Stage 2
During normal operation, 86.5OC (1 88°F)-89.50C (I 93OF) the main valve opens to permit increased coul-
an: flow through the radiator.
E-6

E ELECTRIC COOLING FAN SYSTEM
ELECTRIC COOLING FAN SYSTEM (BP
DUHC TURBO)
SYSTEM ClRCUIT
r
WITH A/C
r-- _______ ------
I ADDITIONAL
1 FAN
I PRESSL
SWITCH
I WATER
THERMOSWfTCtl
ABOVE 87OC (207OF): ON
RADlATOjl THERMOSWITCH
ABOVE 105*C (221 “I=): ON
8 93GOEX-719
-
%
J--- QY- -THERMOME?ERsi-=i
--
--------L-
93GOEX-7 i 2
E-10 SYSTEM INSPECTION
1. Jump across the test fan (TFA) terminal and the ground
(GN D) terminal of the diagnosis connector.
2. Turn the ignition switch ON and verify that the fan operates.
If the fan does not operate, inspect the cooling fan system
components and wiring harness.
3. Remove the radiator cap and place a thermometer in the
radiator filler neck.
4. Start the engine.
5. Verify that the fan operates when the coolant temperature
reaches approx. 97*C (207°F).
If it does, check the water thermoswitch.
(Refer to page
E--i I.)

F2 CONTROL SYSTEM
KNOCK CONTROL SYSTEM [BP TURBO]
This svstem retards the ignition timina when enaine knocking occurs because of usage of low octane fuel, etc.
1NTAKE
MANIFO
KNOCK SENSOR
(INSTALLED BETWEEN No.2 AND
No.3 CYLINDER)
IGNITER
KNOCK iX?NTROL
UNIT
Operation
When the engine vibrates, the knock sensor generates a slight voltage signal that is the sent to the knock
control unit. The knock control unit determines whether the signal is a knocking signal. If it is a knocking
signal, the ignition spark is retarded according to the intensity of the knock to a maximum of 4O.
Inhibition of spark retardation
In order to improve drivability and fuel economy, the ECU inhibits the above spark retardation when the
‘engine load Ls light, the coolant temperature is below O°C (32OF), the engine is cranking during engine test
conditions.
Note
l The knock ~ensur and knock control unit cannot be inspected individually.
When a matfunction code number 05 is indicated, replace the knock controt unit or sensor
only after inspecting the related wiring and connectors.
F2-22

CONTROL SYSTEM F2
t OXYGEN SENSOR [BP TURBO]
I
CERAMlC HEATER
93GOF2-733
Because the temperature of the exhaust gas is inherently low in turbocharged engines, the BP Turbo model
uses a rapid heating ceramic heater to detect the air/fuel ratio,
PRESSURE REGULATOR CONTROL SYSTEM [BP TURBO]
PRESSURE
REGULATOR
I SOLENOID VALVE
(PRESSURE REGULATOR CONTROL)
FUEL
+ (FROM
DELIVERY PIPE1
II
FUEL INJ I
RELAY
(MAIN REU\Y)
I
II Ir
-__. _ - -’ VACUUM
CT0 DYNAMIC
Ill
CHAMBER)
BATTERY -
c
FUEL
(TO FUEL TANK)
nme*rn -.-a
To prevent percolation of the fuel during hot restart idle, vacuum to the pressure regulator k cut for 180
sec., and the fuel injection pressure is increased to slightly more than 284 kPa (2.90 kg/cm’, 41.2 psi).
Operating condition
l Coolant temperature: Above 90°C (194OF)
l Intake air temperature: Above 58OC (136OF)
g No-load condition
FZ-23

TURSUCHARGER CONTROL SYSTEM F2
Removal I InstaIlation
Caution
l Be carefui of following points after turbocharger removal.
l Do not carry the turbocharger by the actuator rod or actuator hose.
l Do not drop the turbocharger.
l Set the turbocharger down with the turbine shaft horizontal.
9 Cover the intake, exhaust, and oil passages to prevent dirt or other materia1 from entering.
l Use the specified new studs when installing the turbocharger.
1. Disconnect the negative battery cable.
2. Lift up the vehicle.
3.
Remove the undercover.
4. Drain
the engine coolant.
5. Remove in
the order shown in the figure.
6. fnstall in the reverse order of removat, referring to Installation Note.
7.8-l 1 N-m (80-l 10 cm-kg, 69-95 in-lb)
G I’
/
43-61 (4.4-6.2, 3245)
36-42 (3.94.3, 28-
7.8-1 1 N-m (80-110 cm-kg, 6
cm-kg, 69-95
indb)
26-31
12.7~g-2. 20-231
w
19-26 (l-9-2.6, 14-19)
7.6-17 N-m (80-7 t d cm-kg, 69-95 in-lb)
N-m (m-kg, Mb]
I 93GOF2-762
F2-47

F2 CONTROLSYSTEM
erminat Input ’ Output Connected to Test condition Correct voltage Remark
1N 0 I Throttle sensor Accelerator pedal released &low l.OV j Ignition switch
(Idle switch)
Accelerator pedal depressed Approx. 12V *N
IO I 0 j [ Stoplight switch Brake pedal released Betow 1 .OV -
1P j 0 1 i P/S pressure lgnitlon switch ON Approx. 12V
I
switch
f/S ON at idle Below 1 .UV
I
P/S OFF at idle Approx. 12V -
I
to 0 A/C switch A/C switch ON
NC switch OFF Beiow 2.W ignition switch
ON and blower
Approx* t2V motor ON
i
1R 0 Electric fan switch Fan operating (Engine coolant tempera- Betow l.OV
ture over 91 *C (t96*F) or diagnosis con-
-
nector terminal TFA grounded)
Fan not operating (Idle) Approx.. f 2V
IS 0 Blower control Blower controf switch OFF or 1st position Approx. 13 Ignition switch
switch
Blower control switch 2nd or higher po- Below 7 .OV ON
sition
IT
Cl Rear window
defroster switch Rear window defroster switch OFF
Rear window defroster switch ON Below 1 .OV Ignition switch
Approx. 12V ON
1u 3 Headlight switch Headlights ON Approx. 12V
-
Headlights OFF Below 1 .OV
-Iv Cl ’ Neutral/Clutch
Neutral position or clutch pedal Below I .OV
switches
depressed
Others Approx. 12V
l-7 I r
f
2V 2W 2U 25 20 20 2M 2K 21 2G IZE 2C 2A IU IS 10 10 IM 1K 11 1G rE tC IA
22 2X (2V 2T 2R 2P 2N 2L 2J 2H’ZF 20 2B fV 1T 1R IP IN 1L 7J III If ItI 1B l F2-62

F2 CUNTRULSYSTEM
‘erminal Input Output i Connected to Test condition Correct voltage Remark
2A - - ’ Ground {Injector)
Constant OV -
2B - - I Ground (Output)
Constant OV -
2c , - - 1 Ground (CPU)
Constant OV - 20
-i- Ground (Input) Constant
OV -
2E ’ 0 1 Distributor I
Ignition switch ON Approx. OV
(Ne-signal)
or 5v -
Idle Approx. 2V
2F -j- - - - -
2G 0
Distributor ignition switch ON Approx. OV
(G-stgnal) or 5V
Idle Approx. I.3
2t-I - - -
- - -
21 - - - - - -
2J C
Knock control unit
Idle Approx. 4. OV -
2K 0
Thronle sensor/ Constant . 4.5--5.W
Airflow meter
-
2L
- -
- - - -
I
2M 0 Throttle sensor
Accelerator pedal released Approx. 0.W
-
Accelerator pedal fully depressed Approx. 4.W
2N 0
20 0
2P 0
1
2Q ! 0
2R Oxygen sensor
Airflow meter
Intake air
thermosensor
Water
thermosensor 0
’ Turbocharge
indicator Ignition switch ON
f OV
Idle (Cold engine) ov
Idle (After warm-up) O-l .ov -
Increasing engine speed [After warm-up) 0.5-I .ov
Deceleration o-0.4v
ignition switch ON
’ Idle Approx. 3.8V
-
Approx. 3.OV
Ambient air temperature 20°C (68OF) Approx. 2SV In airflow meter
Engine coolant temperature 20°C (68OF) Approx. 2.5V
-
After warm-up
Below 03
Ignition switch ON
Approx. f2V
-
F2-64

F2 CONTROLSYSTEM
Terminal I Input Output Connected to Test condition Correct voltage Remark
25 0
Overboost warning lgnltion switch ON Approx. 12V
-
buzzer
2T 0 1 Solenoid valve 180 seconds atter engine started when Below 1 SV
(Pressure regulator) engine coolant temperature above 90%
(I 94OF) and Intake air temperature above -
58OC (13WF)
1 Other condition at Idle Approx. 12V
2u 0 Injector (Nos. I 1 3) Ignrtion switch ON Approx. 12V * Engine Signal
Idle Approx. 12V’ Monitor: Green
and red lamps
Engrne speed above 2,000 rpm on de- Approx. f2V
flash
celeratlon (Atter warm-up)
2v 0 Injector (Nos. 2, 4) lgnitlon swrtch ON Approx. 12V
Idle Approx. 12V’
Engine speed above 2,000 rpm on de- Approx. 12V
ceieration (After warm-up)
2W 0
ISC valve Ignition switch ON Approx. 7V
-
Idle Approx. 9V
2x 0 Solenoid valve Ignition switch ON Approx. 12V
(Purge control)
t Idle -
Approx. f2V
t
2Y 0 Cmxit opening Ignition switch UN Approx. 12V
-
relay
Idle Below 1 .OV
22 - - - - - -
-L J
u-
v I U-1 l-
2y 2w 2u 2s 20 20 2M 2K 21 2G 2E 2C
2A 1U 1S IQ 10 1M 1K 11 1G 1E IC 1A
22 2X 2V 2T 2R 2P 2N 2L 2.J i’t-( 2F 2D 2B 1V 1T 1R tP IN IL I..! ItI IF
tD 18
F2-66