spark plugs TOYOTA CELICA 1987 Service Repair Manual

EFI SYSTEM - Troubleshootina
SYMPTOM - DIFFICULT TO START O-R NO START (CRANKS OK)
CHECK DIAGNOSIS SYSTEM
Check for output of diagnostic code.
(See page FI-26) Diagnostic code(s) (See pages FI-30,‘31,32)
Normal code
DOES ENGINE’START WITH
ACCELERATORPEDALDEPRESSED? OK ISC system
0) ISC valve
(2) Wiring connection
i NO I
CHECK FOR VACUUM LEAKS IN AIR I
BAD
INTAKE LINE
I OK
CHECK IGNITION SPARK ’
7M-GE (See page IO-61
7M-GTE (See page IG-12)
t OK
CHECKSPARKPLUGS
Plug gap:
7M-GE Conventional Tipped Type
0.8 ‘mm (0.031 In.)
7M-GE Platinum Tipped Type
: : 1.1 mm (0.043~in.)
.7M-GTE
0.8 mm (0.031 In.)
NOTE: Check compression pressure and
valve clearance if necessary.
OK CONTINUED ON PAGE FI-15
!
I
.
BAD 1. Oil filler cap
2. Oil dipstick
3. Hose connections
4. PCV hose
5. (w/ EGR)
EGR system - EGR valve stays open
1. High-tension cords
2. Distributor (‘IM-GE) or cam position
sensor (7M-GTE)
3. Ignition coil
4. Igniter
+
NO
BAD 1. Spark plugs
2. Compression pressure
Limit: 9.0 kg/cm2 (128 psi, 883 kPa)
at 250 rpm
3. Valve clearance (Cold)
STD: IN 0.16 - 0.25 mm
(0.008 - 0.010 in.)
EX 0.20 - 0.30 mm
(0.008 - 0.012 in.1
1. Injector - shorted or leaking
2. Injector wiring between resistor and
ECU shorted
3. Cold start injector - Leakage
(See page Fl-80)
4. Cold start injector time switch
(See page Fl-115)

l-16 EFI SYSTEM - Troubleshooting
SYMPTOM - ENGINE OFTEN STALLS
CHECK DIAGNOSIS SYSTEM
Check for output of diagnostic code.
(See page Fl-26) * Diagnostic code(s) (See pages FI-30, 31, 32)
Malfunction
code(s)
Normal code
CHECK FOR VACUUM LEAKS IN AIR
INTAKE LINE BAD 1. Oil filler cap
2. Oil level gauge
3. Hose connections
4. PCV hose
I OK
CHECK FUEL SUPPLY TO INJECTOR
‘*-- Fuel in tank BAD
L. Fuel pressure in fuel line
(1) Short terminals +B and FP of the check
connector.
(2) You can feel fuel pressure in fuel
return hose. .
3. Check circuit opening relay
(See page FI-113) .
1. Fuel line - leakage - deformation
2. Fuse
3. Fuel.pump (See’ page FI-73)
4. Fuel filter
5. Fuel pressure regulator (See page FI-84)
6. Circuit opening relay (See page FI:1 13).
,
OK
CHECK AIR FILTER
I BAD Element - Clean or replace
OK
CHECK IDLE SPEED
STD: 7M-GE wl TWC 700 rpm
7M-GE w/o TWC 800 rpm
7M-GTE 800 rpm
t w
BAD ISC system
(I 1 Wiring connection
(21 ISC valve
(3) ECU
CHECK IGNITION TIMING ‘-
‘I. Short terminals TiMA) or TEl (MS) and
El of the check connector..
2. Check ignition timing.
STD: 10” BTDC @ Idling
short circuited T(MA) or
1
OK
CHECK SPARK PLUGS
Plug gap:
7M-GE Conventional Tipped Type
0.8 mm (0.031 in.)
7M-GE Platinum Tipped Type
1.1 mm (0.043 in.)
7M-GTE
0.8 mm (0.031 in.)
NOTE: Check compression pressure and
-I------- :+ -nyrpCCpn, c
NO
-I-
BAD - Adjust ignition timing. (See page EM-1 7)
1. Spark plugs
2. Compression pressure
Limit: 9.0 kg/cm2 (128 psi, 883
kPa)
at 250 rpm
3. Valve clearance (Cold)
STD: IN 0.15 - 0.25 mm
(0.06 - 0.010 in.)

a EFI SYSTEM - Troubleshooting
SYMPTOM - ROUGH IrIiLlNG AND/OR MISSING
iECK DIAGNOSIS SYSTEM
leek for output of diagnostic code.
ee page FI-26)
1 -c Diagnostic code(s) (See pages FI-30, 31, 32)
Malfunction
code(s)
Normal code
HECK FOR VACUUM LEAKS IN’AIR
d-FAKE LINE
I OK’
If* “K AIR FILTER
ELEMENT Element - Clean or replace
I
I 1, Oil filler cap
2. Oil level gauge
3. Hose connections
4. PCV hose
5. EGR system - EGR vaive stays open (EGR)
OK
CHECK IDLE SPEED
STD: 7M-GE w/ TWC 700 rpm
7M-GE w/o TWC 800 rpm
7M-GTE
800 rpm
OK
,
BAD SC system
(1) Wiring connection
(2) ISC valve
(3) ECU
CHECK IGNITION TIMING
1, Short terminals T(MA) or TEI (MS) and
El of the check connector.
2. Check ignition timing.
STD: IO” BTDC @ Idling
w/ short circuited T(MA)
I TEl(MS1 - El NO F Adjust ignition timing. (See page EM-l 7)
i OK
‘.
7
I
CHECK SPARK PLUGS
Plug gap:
7M-GE Converitional Tipped Type
0.8 mm (0.031 in.)
7M-GE Platinum Tipped Type
1.1 mm (0,043 in.)
7M-GTE
0.8 mm (0.031 in.)
NOTE: Check compression pressure and
valve clearance if necessary.
OK CONTINUED ON PAGE FI-19 BAD 1. Spark plugs
2. Compression pressure
Limit: 9.0 kg/cm2 (128 psi, 883
kPa)
at 250 rpm
3. Valve clearance (Cold)
STD: IN 0.15 - 0.25 mm
(0.08 - 0.010 in.)
EX 0.20 - 0.30 mm
(0.008 - 0.012 in.)

Ii-22 EFI SYSiiM - Troubleshooting
SYMPTOM - MUFFLER EXPLOSION (AFTER FIRE)
-Rich Fuel Mixture-Misfire
CHECK DIAGNOSIS SYSTEM
Check for output of diagnostic code
(See page FI-26) pm Diagnostic code(s) (See pages Fl-30, 31, 32)
Malfunction
code(s)
4
c
Normal code
CHECK IGNITION TIMING
1. Short terminals TiMA) or TEl (MS) and
El of the check connector.
2. Check ignition timing.
STD: IO” BTDC @ Idling
w/ short circuited TfMA) or
C TEl(MS) - El I
OK NO
BAD
I-
Adjust ignition timing. (See page EM- 17)
I
1. Cold start injector
2. Cold start injector time switch
(See page FI- 115)
1
CHECK INJECTORS
BAD injector - Leakage
I
I OK
CHECK SPARK PLUGS
Plug gap:
7M-GE Conventional .Tipped Type
0.8 mm (0.031 in.)
7M-GE Platinum Tipped Type
1.1 mm (0.043 in.)
7M-GTE
0.8 mm (OiO31 in.)
NOTE: Check compression pressure and
valve clearance if necessary.
OK
CHECK EFI ELECTRONIC CIRCUIT USING
VOLT/OHMMETER
(See pages Fl-34, 57) NO
BAD - 1. Spark plugs
2. Compression pressure
Limit: 9.0 kg/cm2 (128 psi, 883
kPa)
at 250 rpm
3. Valve clearance (Cold)
STD: IN 0.15 - 0.25 mm
(0.06 - 0.010 in.)
EX 0.20 - 0.30 mm
(0.006 - 0.012 in.)
i
1. Throttle position sensor
2. Injection signal circuit
(I) Injector wiring
(2) Resistor
(3) ECU
3. Oxygen sensor

. .
FI-24 EFI SYSTEM - Troubleshooting
,)
OK CONTINUED FROM PAGE FL23
1
CHECK SPARK PLUGS
Plug gap:
7M-GE Conventional Tipped Type
03 mm (0.031 ,in.) .~
7M-GE Platinum Tipped Type
1.1 mm (0.043 in.)
7M-GTE
0.8 mm (0.031 in.)
NOTE: Check compression prossure and
valve clearance if necessary.
.
. r L
BAD
1
;HECK EFI ELECTRONIC’CIRCUIT
-;-;ilNG VOLT/OHMMETER
_
(See-pages FI-34;‘57) Y
.
1. Spark plugs
2. Compression pressure
Limit: 9.0 kg/cm2 (128 psi, 883
kPa)
at 250 rpm
3. Valve clearance (Cold)
STD: IN 0.15 - 0.25 m&
(0.06 -‘.O.OlO in.)
EX 0.20 - 0.30 mti
(0.008 - 0.012 in.1
c
BAD 1. Wiring connection
2. Power to ECU
(I) Fusible links
(2) Fuses
(3) EFI main relay
3. Air flow meter.
4. Water temp. sensor
5. Air temp. sensor
6. Throttle position sensor
7. Injection signal circuit
(I) Injector wiring
(2) Resistor
(3) ECU ’

ENGINE MECHANICAL -, Description
EM-3
The 7M-GE, 7M-GTE engines are an in-line 6-
cylinder engine with the cylinders numbered l-2-
3-4-5-6 from the front. The crankshaft is sup-
ported by 7 bearings specified by the inside of the
crankcase. These bearings are made of kelmet.
.The crankshaft is integrated with 8 weights
which are cast along with it for balancing. Oil holes
‘are built into the crankshaft for supplying oil to the
connecting rods, pistons and other components.
These engine’s ignition order is l-5-3-6-2-4 .
The cylinder head is made of aluminum alloy, with
a cross flow type intake and exhaust layout and
with pent roof type combustion chambers. The
spark plugs are located in the center of the com-
bustion chambers.
Exhaust and intake valves are equipped with
irregular pitch springs with symmetrical ends
made of oil tempered silicon chrome steel wire
which are capable of following the valves even at
,high engine speeds.
Both the exhaust side cam shaft and the. intake
side cam shaft are driven by a single timing belt.
The cam journal is supported at 7 places between
the valve lifters of each cylinder and on the
cylinder head of front end. Lubrication of the cam
journal and cam is accomplished by oil being sup-
plied through the oiler port in the center of the
camshaft.
Adjustment of the valve clearance is done by
means of an outer shim type system, in which
valve adjusting shims are located above the valve
lifters. This permits replacement of the shims
without removal of the camshafts.
The resin timing belt cover is made in 2 pieces.
Pistons are made of highly temperature-resis-
tant aluminum alloy, and depressions are built into
the piston head to prevent interference with
valves.
Piston pins are the full-floating type, with the
pins fastened to neither the piston boss nor the
connecting rods. Instead, snap rings are fitted on
both ends of the pins, preventing the pins from
falling out.
The No. 1 compression ring is made of stainless
steel and the No. 2 compression ring is made of
cast iron. The oil ring is made of a combination of
stainless steel. The outer diameter of each piston
ring is slightly larger than the diameter of the
piston
and the flexibility of the rings allows them
to hug the cylinder walls when they are mounted
on the piston. Compression rings No. 1 and No. 2
work to prevent the leakage of gas from the
cylinder and the oil ring works to scrape oil off the
cylinder walls to prevent it from entering the com-
bustion chamber.
The cylinder block is made of cast iron. It has 6
cylinders which are approximately 1.6 times the
length of the piston stroke. The top of the cylin- ders is closed off by the cylinder head and the
lower end of the cylinders becomes the crankcase,
in which the crankshaft is installed. In addition,- the
cylinder block contains a water jacket, through
which coolant is pumped to cool the cylinders.
The .oil pan is bolted onto the botiom of the
cylinder block. The oil pan is an oil reservoir made .
of pressed steel sheet. A dividing plate’is included
-inside the oil pan to keep sufficient oil in the bot-
tom of the pan even when the vehicle is tilted. This
dividing plate also prevent5 the oil from making
waves when the vehicle is stopped suddenly and
thus shifting the oil away from the oil pump suc-
tion pipe.

LM-4
I ENGINE MECHANICAL -* Troubleshooting
_.
TROUBLESHOOTING
Problem Possible cause I Remedy Page
Engine overheats Cooling system faulty Troubleshoot cooling system co-4
Incorrect ignition timing Reset timing EM-1 7
Engine will not crank or Starting system faulty Troubleshoot starting system ST-2
cranks slowly : .
Engine will not start/ Vacuum leaks Repair as necessary
hard to start 0 PCV hoses ”
(cranks OK) 0 (w/ EGR)
EGR valve
0 Intake manifold
0 Air intake chamber
0 Throttle body
0 ISC valve
Pulling in air between air flow meter and Repair as necessary FI-96, 93
throttle body
Ignition problems Perform spark test IG-5, 12
0 Ignition coil
0 Igniter
0 (7M-GE)
Distributor
(7M-GTE)
Cam position sensor
High-tension cord disconnected or broken Inspect cord IG-6, 13
No fuel supply to injector Troubleshoot EFI system FI-I 2
l No fuel in tank
0 Fuel pump not working
l Fuel filter clogged
0 Fuel line clogged or leaking
EFI system problems Repair as necessary
ISC system problem Check ISC system FL- 108
Spark plugs faulty Inspect plugs IG-7
Low compression Check compression EM-26, 2
Rough idle, stalls or Vacuum leaks Repair as necessary
misses 0 PCV hoses
0 (w/ EGR)
EGR valve
0 Intake manifold
0 Air intake chamber
0 Throttle body I
0 ISC valve
Pulling in air between sir flow meter and FI-96, 9
throttle body
Incorrect idle speed Check ISC system FI- 108
Incorrect ignition timing Reset timing EM-1 7
Ignition problems Perform spark test IG-5, 12
0 Ignition coil
0 Igniter
0 (-/M-GE)
Distributor
(-/M-GTE)
Cam position sensor
High-tension cord faulty Inspect cord IG-6, 13
EFI system problems Repair as necessary

ENGtNE MECHANKAL - Troubleshootinn EM-S
TROUBLESHOOTING (Cont’d)
-.
Problem Possible cause Remedy Page
sough idle, stalls or Spark plugs faulty Inspect plugs IG-7
misses (cont’d)
Engine overheats Check cooling system ’ co-4
Low compression Check compression EM-26, 2;
Engine hesitates/ Vacuum leaks Repair as necessary
poor acceleration 0 PCV hoses
. (w/ EGR)
EGR valve
0 Intake manifold
’ 0 Air intake chamber .c
0 Throttle body
0 ISC valve
Pulling in air between air flow meter and Repair as necessary FI-96, 96
throttle body
Incorrect ignition timing Reset timing _ EM-1 7
Emission control system problem
(cold engine)
0 (w/ EGR)
EGR system always on Check EGR system
High-tension cord faulty Inspect cord 1G-6,
Fuel system clogged Check fuel system FI-7
Air cleaner clogged Check air cleaner EM-7
EFI system problems Repair as necessary
Spark plugs faulty Inspect plugs IG-7
Engine overheats Check cooling system co-4
Low compression Check compression EM-26, 2
Engine diesels EFI system problems Repair as necessary
(runs after ignition
switch is turned off)
Muffler explosion Deceleration fuel cut system always off Check EFI (fuel cut) system FI-128
(after fire) on
deceleration only
Muffler explosion Air cleaner clogged Check air cleaner EM-7
(after fire) all the time
EFI system problem Repair as necessary
incorrect ignition timing Reset timing EM-l.7
Engine backfires Vacuum leak Check hoses and repair as
l PCV hoses necessary
. (w/ EGR)
EGR valve c
0 Intake manifold
0 Air intake chamber
l Throttle body
0 ISC valve
Pulling in air between air flow meter and Repair as necessary Fl-96, 91
throttle body
EFI system problem Repair as necessary
Insufficient fuel flow Troubleshoot fuel system
Incorrect ignition timing Reset timing EM-l 7
Carbon deposits in combustion chambers Inspect cylinder head EM-97

EM-6 ENGINE MECHANICAL - Troubleshooting
Problem
:- Excessive oil
consumption
Poor fuel economy
Unpleasant odor -.
TROUBLESHOOTING (Cont’d) ._
Possible cause
Oil leak
PCV line clogged
Piston rings worn or damaged
Valve stem and guide worn
Valve stem seal worn
Fuel leak
Air cleaner clogged
Incorrect ignition timing
EFI system problems
l Injector faulty
0 Deceleration fuel cut system faulty
Idle speed too high
Spark plugs faulty
EGR system always on
Low compression
Tires improperly inflated
Clutch slips
Brakes drag
Incorrect idle speed
Incorrect ignition timing
‘Vacuum leaks
0 PCV hoses
0 (w/ EGR)
EGR valve ’
0 Intake manifold
l Air intake chamber
l Throttle body
EFI system problems Remedy
Repair as necessary
Check PCV system
Check rings
Check valves
Check seals ~’
Repair as necessary
Check air cleaner
Reset timing
Repair as necessary
Check ISC system
Inspect plugs
Check EGR system
Check compression
Inflate tires to proper pressun
Troubleshoot clutch
Troubleshoot brakes
Check ISC system
Reset timing
Repair as necessary
Repair as necessary Page
EM-65
EM-37
EM-37
EM-7
EM-l 7
FI-108
IG-7
M-26, 2’
FI-108
EM-l 7

ENGINE MECHANICAL 2 Engine Tune-up
. . EM-7
ENGINE TUNE-UP
INSPECTlOi OF ENGINE COOLANT
(See page CO-51
INSPECTION OF ENGINE OIL
(See page LU-5)
t MA02931
INSPECTION Oi’AIR FILTER
(a) Visually check that the air cleaner element is not
excessively dirty, damaged or oily.
(b) Clean the element with compr&sed air.
First blow from back side thoroughly. Then blow off
the front side of the element.
INSPECTION OF BATTERY
(See page CH-3)
INSPECTION OF HIGH-TENSION CORDS
(See pages IG-6, 13)
INSPECTION OF SPARK PLUGS
(See pages 19-7 to 9)
INSPECTION OF DRIVE BELT
(See page CH-41