Captiva Control Motor

C100 Service Training Manual : Engine Controls (2.
4L DOHC)
Participants Handout
02.1-3
C100 (2.4L DOHC) Engine Controls Participants Handout
Table Of Contents
Components Location .... 5 Engine and ECM types ...... 6 ECM Input and Output Factors ..... 7 Front Heated Oxygen Sensor .... 8 Rear Heated Oxygen Sensor .... 11 Engine Coolant Temperature Sensor . 14 Intake Air Temperature Sensor ... 16 Electronic Actuator Control System ...... 18 Manifold Absolute Pressure Sensor ...... 22 Knock Sensor .... 24 Crankshaft Position Sensor . 26 Camshaft Position Sensor ....28 Rough Road Detection ..... 30 Air Conditioning Pressure Sensor .. 31 Brake Switch ................ 33 Clutch Switch ............. 34 Engine Oil Pressure Switch ........ 35 Electronic Ignition System ....... 36 Fuel Injection System ... 38 Linear Exhaust Gas Re-circulation System 40 Controlled Charcoal Canister Purge Solenoid .. 42 Engine Control Module(ECM) ..... 44 Communication ......... 45 MIL & Data Link Connector . 46 Diagnostic Trouble Codes ....... 48
rev 01
02.1-4
rev 01
Components Location
02.1-5
1. Air Cleaner Assembly 2. Camshaft Position (CMP) Sensor 3. Engine Oil Filler Cap 4. Electronic Throttle Body 5. Internal PCV Pipe 6. Exhaust Gas Recirculation (EGR) Valve 7. Direct Ignition System (DIS) 8. Engine Control Module (ECM) 9. Washer Fluid Tank
10. Engine Fuse Block 11. Battery 12. Surge Tank Cap 13. Power Steering Fluid Reservoir 14. Brake Oil Tank 15. Ignition Wires 16. Resonator 17. Intake Air Temperature (IAT) Sensor
rev 01
02.1-6
Engine and ECM types

Engine 2.4D(GAS) General 3.2D(GAS) 2.0L (DSL) 2.4D(GAS) Europe 3.2D(GAS) 2.0L (DSL) ECM Bosch ME 7.9.9 Bosch ME 9.6.1 Bosch EDC16C39 Bosch ME 7.9.9 Bosch ME 9.6.1 Bosch EDC16C39 Source Bosch Bosch Bosch Bosch Bosch Bosch Remarks
Model
1) 2.4D ECM : Bosch ME 7.9.9 (16Bit processor)
rev 01
ECM Input and Output Factors Input Control Output
02.1-7
C100 (2.4L DOHC) Engine Controls
1. Power supply(B+) 2. IG power 3. MAP 4. TPS#1,#2 (Integrated in ETC) 5. Accelerator pedal position sensor(#1,#2) 6. ECT 7. O2 sensors - Front HO2S - Rear HO2S 8. IAT 9. ACP 10. CKP 11. CMP 12. Knock sensor 13. LEGR Position F/B 14. Fuel level sensor (# 1,2) 15. Oil pressure switch 16. Brake switch 17. Clutch switch 18. Back-up switch(MT) 19. Generator L, F 20. Diagnosis request 21. Ground 1. Injectors (#1,#2 ,#3 ,#4 )
2. Electronic spark timing (#1,#2, #3, #4) 3. Throttle control motor
4. A/C clutch relay 5. Fuel pump relay 6. Start relay 7. Cooling fan (HI, LOW) 8. Canister purge solenoid 9. LEGR valve solenoid 10. O2 sensor heater - Front HO2S - Rear HO2S 11. Serial data (DLC)
GMLAN (CAN)
TCM EBCM BCM CLUSTER
rev 01
02.1-8
C100 (2.4L DOHC)
Front Heated Oxygen Sensor - 1

1. General Operation
Engine Controls Participants Handout
The Oxygen Sensor is used to adjust and maintain desired engine air/fuel mixtures to better control exhaust emissions and fuel economy. Most automotive Oxygen Sensors are made of Zirconia. This ceramic material will produce a voltage in response to the amount of unused oxygen in the exhaust stream. It does this by comparing the amount of oxygen in the exhaust to the amount of oxygen in the air. When the exhaust is lean (excess air), the sensor produces a low voltage (near zero volts). When the exhaust is rich (excess fuel), it produces a high voltage (up to one volt). For the sensor to work correctly, it needs a good source of outside air for reference and temperatures of at least 260 degr.C (500 degr. F). Typically, an unheated sensor is open to the atmosphere at the outer shield and is heated by the exhaust gas. The ECM compares the voltage from the Oxygen Sensor to the values programmed into it. If the air/fuel ratio is lean, it adds fuel ; and if the air/fuel ratio is rich, it subtracts fuel to keep the engine running at the desired point. The ECM uses Oxygen sensor information for: Open loop/closed loop criteria Ideal air/fuel ratio
rev 01

* Classifications The Oxygen sensors are classified according to if the sensors have the heater and where the sensors are located. The Oxygen sensors with the heater integrated are called The Heated type Oxygen Sensor. The heater provides added heat to the Zirconia element to help the element come up to temperature faster, operate better in colder running engines, give improved fuel control, and be less sensitive to contaminants. If there are two oxygen sensors employed, the one located before the catalytic converter is the Front Heated Oxygen Sensor and the other after the catalytic converter is the Rear Heated Oxygen sensor. The Front Heated Oxygen sensor is to mainly feed-back A/F mixture condition while the Rear Heated Oxygen sensor to monitor the catalytic converter performances.
02.1-9
2. Location Just below the exhaust manifold on the exhaust pipe.
rev 01
02.1-10

3. Inspection
ECM
Main Relay 2 1 3 4
J2 22
Signal(HI)
J2 3
Front HO2S
Case Ground
J2 36
Ground(LO)
Heater Ground
Exhaust gas
Heater Resistance (1) Remove HO2 sensor connector (2) Measure the Heater resistance : 13.2 plus or minus 10.0% Ohm
Reference voltage (1) Remove the sensor connector, IGN ON and ground the LO signal line. (2) Measure the sensor signal of the ECM.
Reference value 400 ~ 500 mV
Signal voltage (1) Re-connect the sensor connector. Warm up the engine(ECT 80 Degr. C) (2) Measure the signal voltage during the engine idle. It should toggle below 225 mV and above 725 mV. Reference voltage Below 225 mV, Above 725mV
rev 01
Rear Heated Oxygen Sensor - 1

1. General Operation The Heated type Oxygen Sensor is provided added heat to the zirconia element from an electric heater inside the sensor. This helps the element come up to temperature faster, operate better in colder running engines, give improved fuel control, and be less sensitive to contaminants. The heater power comes directly from the vehicle electrical system and is usually turned on with the ignition switch. In some vehicles, relays may be used to turn the heater off and on under certain conditions.
02.1-11
The Rear Heated Oxygen Sensor is located in the exhaust system after the catalytic converter. This sensor is used to check the performance of the converter and may also be used to aid in adjusting the engine air fuel ratio. If there are leaks in the exhaust system ahead of this sensor, it can cause improper emissions system performance.
While oxygen sensors used behind the catalytic converter are very similar to the sensors used for engine control, their signals may not look the same. The signal of an engine control sensor normally swings up and down between about 0.8 and 0.2 volts one or more times every second. When the converter is warmed up and operating correctly, the signal from the sensor behind the converter move very slowly. It is not unusual for the signal from this sensor to stay at either high voltage (greater than 0.8 volts) or a low voltage (less than 0.2 volts) for several seconds or even minutes. When it switches between high and low, the rate of change may be slow compared to the engine control sensor. All these indications are normal and are not a reason to replace the sensor.
rev 01
02.1-12

GOOD CATALYST 900 MV
PRE CATALYST
POST-CATALYST THREE-WAY CATALYST (HO2S) O2 SENSOR
PRE-HO2S POST-HO2S
(HO2S) O2 SENSOR
450 MV
0 MV 900 MV
PCM/VCM
450 MV
0 MV
[ Front & Rear Oxygen Sensor Location ] [ Front & Rear Oxygen Sensor Signals ]
2. Location : After the Catalytic Converter
rev 01

3. Inspection
02.1-13
ECM
1 3 Main Relay 2 4
J2 21
Signal(HI)
J2 3
Rear HO2S
Case Ground
J2 11
Ground(LO)
Heater Ground
Exhaust gas
Heater Resistance (1) Remove HO2 sensor connector (2) Measure the Heater resistance : 13.2 plus or minus 10.0% Ohm Reference voltage (1) Remove the sensor connector, IGN ON and ground the LO signal line. (2) Measure the sensor signal of the ECM. Specified voltage Signal voltage (1) Re-connect the connector and maintain idle RPM while the ECT is over 80 Degr C. (2) Measure the O2 sensor signal of the ECM. Specified voltage 100mV ~ 900mV (Flat signal) 450mV
The above signal is toggling between specified voltage range (100mV ~ 900mV), but it appears to be flat momentarily, because its toggling frequency is so long compared to the Front Heated Oxygen sensor. If the measured value is not within the specified value, possible cause may be in wiring, the O2 sensor or the ECM or the engine.
rev 01
02.1-14
C100 (2.4L DOHC)
Engine Coolant Temperature (ECT) Sensor - 1

The ECT sensor is a two-wired sensor. It is threaded into the engine coolant jacket in direct contact with the engine coolant. The coolant sensor contains a Thermistor and provides the ECM with coolant temperature reading. The ECM supplies 5 volts reference to the ECT sensor through a dropping resistor. When the sensor becomes hot, it serves lower resistance, which the ECM detects as lower voltage. This feature is called NTC. The ECM uses the ECT information to make the needed calculations for - Rich fuel delivery in cold condition - Advanced Ignition in cold condition - Knock sensor system - Idle RPM control in cold condition - Torque converter clutch application - Canister purge solenoid - Cooling fan operation - A/C Compressor etc.
100,700 Ohm
3,520 Ohm
177 Ohm
2. Location :
rev 01
Engine Coolant Temperature (ECT) Sensor - 2

3. Inspection
02.1-15
C100 (2.4L DOHC)
ECM
Sig
J2 28

5V Ref
1 ECT 2
J2 6
(1) Disconnect the sensor connector, IGN ON and measure the reference voltage. - Reference value : 4.8 ~ 5.2 V If the above value is not measured, the sensor wiring may be opened or shorted or the ECM malfunctioned. (2) Connect the sensor connector and measure the voltage at the signal terminal according to engine temperature. - At 80 ~95 Degr. C : 1.8 ~ 2.5 V (3) Disconnect the sensor connector and measure the resistance of the sensor.
ECT 100 90 80 60 40
RESISTANCE 176,4 Ohm 241 Ohm 332 Ohm 667 Ohm 1459 Ohm
ECT 20 degr. C 10 degr. C 0 degr. C -10 degr. C -40 degr. C
RESISTANCE 3520 Ohm 5670 Ohm 9420 Ohm 16160,2 Ohm 100700 Ohm
rev 01
02.1-16
Intake Air Temperature (IAT) Sensor -1

1. General Operation The IAT sensor is a two-wire sensor to measure the temperature of inlet air to engine cylinder. The IAT sensor is a kind of thermistor which provides a varying voltage signal to the ECM depending on its varying resistance. The resistance decreases as temperature increases. This feature is called NTC (Negative Temperature Coefficient). The ECM supplies a 5 volt reference to the IAT sensor through a dropping resistor. Sensor resistance and resulting sensor voltage become high together when the sensor is cold. Air temperature readings are of particular importance during the cold engine operation in open loop. A reading of the manifold or the intake air temperature is used by the ECM to : 1) Adjust the A/F ratio in accordance with air density, particularly during the cold engine operation when the exhaust manifold and fuel are below normal operating temperature. 2) Control spark advance and acceleration enrichment. 3) Determine when to enable the EGR and CCCP and so on. (some applications) 2. Location : On the Elbow Hose
rev 01
Intake Air Temperature (IAT) Sensor -2

3. Inspection
02.1-17
ECM
Sig
J2 27
5V Ref
2 IAT
J2 5
1) IGN ON, disconnect the sensor connector and measure the voltage from the ECM between two terminals of the connector. - Reference value : 4.8 ~ 5.2 V If the above value is not measured, the sensor wiring may be opened or shorted or the ECM malfunctioned. 2) Connect the sensor connector and turn on the ignition key and measure the voltage between the ECM signal terminal and ground according to ambient temperature. - At Coolant Temp 80 ~ 95 Degr. C : 0.68 ~ 1.0 V 3) Disconnect the sensor connector and measure the sensor resistance according to temperature.
45,300 Ohm
2,500 Ohm
187 Ohm
Temp. Degr. C Resistance (Ohm)
-10 9200
0 5800
5 4651
15 3055
25 2055
35 1412
rev 01
02.1-18
Electronic Throttle Actuator Control (TAC) system -1

1. Description The Electronic throttle actuator control (TAC) system is used to improve emissions, fuel economy, and driveability. The TAC system eliminates the mechanical link between the accelerator pedal and the throttle plate. The TAC system eliminates the need for a cruise control module and idle air control motor. The following is a list of TAC system components: 1) The accelerator pedal assembly includes the following components: The accelerator pedal. The accelerator pedal position (APP) sensor. The APP sensor 2. 2) The throttle body assembly includes the following components: The throttle position (TP) sensor 1. The TP sensor 2. The throttle actuator motor. The throttle plate. 3) The engine control module (ECM). 2. Electronic TAC system configuration
Checking processor
Throttle Position(2)
Checking Software TAC Motor

ETAC Output DC Motor
Sensor Outputs (2) Pedal Sensors 5 Volt Ref (2) Sensor Ground (2)
Serial Data
PWM Test 5 Volt Ref TPS(2) Throttle Control Sensor Ground Output
Accelerator Pedal Module

Brake Switches (2) Cruise Switches Other ECM inputs MAP,RPM,VSS,IAT, Battery voltage,etc A/D A/D TAC Software ECM Software
Electronic Throttle Body

Fuel Output
Spark Output
Main processor
rev 01

3. Accelerator Pedal Position(APP) sensor 1) Operation The ECM monitors the driver demand for acceleration with 2 APP sensors. The APP sensor 1 signal voltage range is from about 0.74.5 volts as the accelerator pedal is moved from the rest pedal position to the full pedal travel position. The APP sensor 2 range is from about 0.32.2 volts as the accelerator pedal is moved from the rest pedal position to the full pedal travel position. The ECM processes this information along with other sensor inputs to command the throttle plate to a certain position. 2) Pin function of APP sensor
Pin. No 1 2 3 4 5 6 Description APP sensor #1 supply(Ref 5V) APP sensor #1 signal APP sensor #1 ground APP sensor #2 ground APP sensor #2 signal APP sensor #2 supply(Ref 5V) Remarks ECM Pin "J1 21" ECM Pin "J1 16" ECM Pin "J1 79" ECM Pin "J1 78" ECM Pin "J1 54" ECM Pin "J1 19"
02.1-19
[ Accelerator Pedal Position Sensor]
rev 01
02.1-20

4. Throttle Body Assembly 1) Operation The throttle plate is controlled with a direct current motor called a throttle actuator control motor. The ECM can move this motor in the forward or reverse direction by controlling battery voltage and/or ground to 2 internal drivers. The throttle plate is held at a 5.7 Degr. TPS rest position using a constant force return spring.This spring holds the throttle plate to the rest position when there is no current flowing to the actuator motor. 2) Pin function of Electronic Throttle Control (ETC)connector
Pin. No 1 2 3 4 5 6
Description TPS 5V Ref TPS #2 signal TPS ground TPS #1 signal Throttle control Motor (Extend) Throttle control Motor (Retract)
[Throttle body assembly]
3) Throttle position sensor The ECM monitors the throttle plate angle with 2 TP sensors. The TP sensor 1 signal voltage range is from about 0.74.3 volts as the throttle plate is moved from 0 percent to wide open throttle (WOT). The TP sensor 2 voltage range is from about 4.30.7 volts as the throttle plate is moved from 0 percent to WOT. The ECM performs diagnostics that monitor the voltage levels of both APP sensors, both TP sensors, and the throttle actuator control motor circuit. It also monitors the spring return rate of both return springs that are housed internal to the throttle body assembly. These diagnostics are performed at different times based on whether the engine is running, or not running. Every ignition cycle, the ECM performs a quick throttle return spring test to make sure the throttle plate can return to the 7 percent rest position from the 0 percent position.This is to ensure that the throttle plate can be brought to the rest position in case of an actuator motor circuit failure.
rev 01

5. Wiring diagram circuit
Electronic Throttle Control(ETC)
6 J2 33
02.1-21
ECM
Motor control (Retract) Motor control (Extend)
M
5 J2 38 J2 4 J2 23
Throttle motor
3 2
TPS 2 Signal
TPS 2
J2 12
5V Ref
TPS 1
4 J2 31
TPS 1 Signal
J1 19
5V Ref APP 1 Signal
J1 54
APP # 2
J1 78
J1 21
5V Ref APP 2 Signal
J1 16
APP # 1
J1 79
- If the reference value is not measured, inspect the sensor wiring open or short or the ECM.And measure the signal voltage
Item TPS #1 TPS #1 Signal Voltage (at Idle) 0.65V ~1.35V 3.65V~4.35V Signal Voltage (at WOT) < 4.75V > 0.25V Remarks
rev 01
02.1-22
Manifold Absolute Pressure (MAP) Sensor - 1

1. General Operation The speed density is a system of measuring intake air flow by sensing changes in intake manifold pressures which result from engine load and speed changes. The ECM combines MAP along with IAT, RPM, EGR to calculate mass air flow. The MAP sensor is a three - wire sensor. It contacts with the vacuum pressure from the intake manifold to sense the manifold absolute pressure. The MAP sensor is the Piezo element type, which is a transducer to convert the pressure change into electric signal. Inside the sensor, the pressurized space is integrated, which is used as pressure reference. The sensor detects the pressure difference from this reference pressure. Thats how the MAP measures the absolute pressure. The air flow is one of the basic parameter in deciding fuel delivery and spark timing.When the engine is not running, the manifold is under atmospheric pressure and the MAP sensor is registering barometric (BARO) pressure. The ECM updates its BARO pressure reading when the ignition is cycled and when the TP is at wide open. The ECM uses MAP information for : Fuel delivery Canister purge solenoid 2. Location : On the Intake Manifold Spark timing Barometric pressure readings
rev 01
Manifold Absolute Pressure (MAP) Sensor - 2

3. Inspection
02.1-23
E C M
MAP 3 J2 13
5V Ref
+ -
J2 19
Signal
J2 5
1) Disconnect the sensor connector, turn the ignition key on and measure the voltage between the terminal 1 and 3 of the connector to see Ref voltage is supplied.
Reference voltage 4.5 ~ 5.2 V
If the above value is not measured, the sensor wiring is opened or the ECM is malfunctioned. (check the connection with other sensors) 2) Connect the sensor connector, measure the voltage between terminal 2 and ground with the ignition On.
Signal voltage 4.7 ~ 5.0 V
3) Run and idle the engine and measure the signal voltage between terminal 2 and ground. (Engine warmed-up , No loaded)
Reference voltage
1.04 ~ 1.57 V 4.76 ~ 4.94 V
Idle WOT
4) Connect the sensor connector, turn the ignition key on and connect the vacuum pump on the sensor vacuum terminal and measure the signal voltage between terminal 2 and ground as vacuum changes.
Vacuum pressure 102 KPA 94 KPA
Signal 4.87 ~ 5.032 V 4.492 ~ 4.654 V
Vacuum pressure 40 KPA 15 KPA
Signal 1.521 ~ 1.683 V 0.171 ~ 0.333 V
rev 01
02.1-24
Knock Sensor -1
1. General Operation The knock sensor is used to detect engine detonation.When the ECM experiences knocking, it retards ignition spark timing. The knock sensor is a kind of gravity sensor, which produces irregular AC signals when it experiences some vibration. The ECM contains a non-replaceable knock filter module called a Signalto-Noise Enhancement Filter module. This module determines whether knock occurs by comparing the received knock signal to the pre-stored voltage in the noise channel. When the received knock signal is out of the voltage level in the noise channel, the ECM ignores the signal as a false knock signal by recognizing normal engine noise. When the ECM recognizes that an abnormally low voltage level of the noise channel is experienced, DTC(s) will be set.
[ Knock sensor ]
[ Knocking signal at acceleration ]
rev 01
Knock Sensor - 2
2. Location : Under the Intake Manifold on the cylinder block.
02.1-25
3. Inspection
Knock sensor
Shield earth 1 J2 16
E C M
Signal (+)
2 3
J2 8
Signal (-)
G108
Ter. 1 - 2 Resistance Ter. 1 - 3 Ter. 2 - 3 Sensitivity Tightening torque
4.87 MOhm 10% Unlimited Unlimited
18 ~ 34 mv/g (5 Khz) 15 ~ 25 N.m
rev 01
02.1-26
Crankshaft Position (CKP) Sensor -1

1. General operation The Crankshaft Position Sensor (CKP) senses the crankshaft target wheel rotation to calculate Engine RPM used for EST, injection basic control. The sensor type is an Inductive type.
Volt HI
LO Time
2. Location : At the Crank Shaft Target Wheel on the crankshaft.
rev 01
Crankshaft Position (CKP) Sensor -2

3. Inspection
02.1-27
CKP
E C M
Shield earth
J2 14
Signal
2 N 3
J2 15
Low
G108
Item 1-2 Specification 2-3 1-3 Clearance (between CKP and Pulley) Voltage (AC) Tightening Torque
Value 460 ~ 620 (Ohm) > 1 (MOhm) > 1 (MOhm) 0.3 ~ 1.7 mm 400 mV ~ 400 V 5 ~ 8 Nm
rev 01
02.1-28
C100 (2.4L DOHC)
Camshaft Position (CMP) Sensor-1

The camshaft position (CMP) sensor detects the camshaft rotation speed. This sensor is Hall effect type. The ECM recognizes the No.1 cylinder piston position from this signal, used as a synchronous pulse to trigger the injectors in the proper sequence, which is the sequential fuel injection. If CMP sensor signals are lost while the engine is running, the fuel injection system will be substituted with a calculated sequential fuel injection mode based on the last valid fuel injection pulse, so the engine will continue to run.
Crankshaft Position Sensor
5V 0V
2. Location : Behind the Cam Sprocket
rev 01
Camshaft Position (CMP) Sensor-2

3. Inspection
02.1-29
Main Relay
E C M
CMP sensor 1
J2 32
Signal 5V Ref
J2 7
1) Disconnect the sensor connector, turn the ignition on and measure the voltage.
Terminal "1" - "2" "2" - "3"
Specification 12 V 5V
Remarks
2) Inspect the sensor.
Clearance "1" - "2" Resistance "1" - "3" "2" - "3"
0.3 ~ 2.0 mm Inf. Inf. Inf.
rev 01
02.1-30
Rough Road Detection

1. Description When engine is running on a rough road, the transmission oscillations may be recognized as misfires and the MIL will switch up. In order to avoid misfire detection in this case, a rough road sensor is included in the engine management system. The ECM uses the wheel speed sensor for rough road detection from the ABS system. In this system the wheel speed signal is transferred to the EBCM and re-send to the ECM by CAN
Rough road detection and misfire detection
Digital
Wheel speed sensor
rev 01
Air Conditioning Pressure sensor - 1

1. General operation The ECM applies a positive 5 volts reference voltage and ground to the Air-conditioning (A/C) refrigerant pressure sensor. The A/C pressure sensor provides signal voltage to the ECM that is proportional to the A/C refrigerant pressure. The ECM monitors the A/C pressure sensor signal voltage to determine the refrigerant pressure. The A/C pressure sensor voltage increases as the refrigerant pressure increases. When the ECM detects that the refrigerant pressure exceeds a predetermined value, the ECM activates the cooling fans to reduce the refrigerant pressure. When the ECM detects that the refrigerant pressure is too high or too low, the ECM disables the A/C clutch to protect the A/C compressor from damage.
02.1-31
FUNCTION KPA A/C comp Low pressure cutCooling fan HI control A/C comp High pressure cut OFF ON OFF ON ON OFF 195 219 1.347 1.760 2.325 3.140
SIGNAL (V) 0,49 0,54 2,39 3,01 3,40 4,63
2. Location : Behind and Left side of Radiator
rev 01
02.1-32
Air Conditioning Pressure sensor - 2

3. Inspection
E C M
ACP 1
J1 19
5V Ref
J1 55 Signal
J1 77
1) Disconnect the sensor connector, turn the ignition key on and measure the voltage from the ECM between the terminal 1 and 2 of the connector.
Reference voltage 4.8 ~ 5.2 V
If the above value is not measured, the sensor wiring is opened or shorted or the ECM is malfunctioned. 2) Connect the sensor connector, install the manifold gage on the A/C system line and measure the signal voltage as the gage pressure is changing while the A/C compressor is running.
Pressure / 1 3 5 8 10 12 13 KPA 98 294 490 785 981 1,177 1,275
Signal (V) 0.35 0.64 0.94 1.38 1.68 1.97 2.12
Pressure / 15 17 18 20 25 30 KPA 1,471 1,667 1,765 1,961 2,452 2,942
Signal (V) 2.42 2.72 2.86 3.16 3.90 4.64
rev 01
Brake Switch
1. General operation A 4pin type of brake switch is fitted to C100 models. Inside the brake switch is a normally open and normally closed switch. The normally open brake switch between terminal 3 and 4 is used for activating the brake lights and as a cruise enable signal for the ECM. The normally closed brake switch between terminal 1 and 2 is used for the ABS/ESP function. It is also used for deactivating cruise control and the Brake Transmission Shift Interlock (BTSI) release by the BCM.
02.1-33
2. Location : Upper side of Brake pedal
3. Inspection
E C M
Brake pedal switch

Stop lamp voltage
1 2
J1 17
rev 01
02.1-34
Clutch Switch
1. General operation The 4pin type of clutch switch is fitted to C100 models. The clutch switch Ter 1 and Ter 2 are used for start signal and this signal is used for preventing engine RPM flaring when the clutch pedal is pressed by the ECM 2. Location : On the Clutch pedal
3. Inspection
E C M
Clutch switch
J1 72
1 3
2 4
Signal
rev 01
Engine Oil Pressure Switch -1

1. General operation The Engine Oil Pressure switch measures engine oil pressure. When the Engine Oil Pressure switch signal is below a certain value, the ECM activates the Check Oil warning lamp in the instrument cluster. 2. Location : On the oil pump housing
02.1-35
3. Inspection
E C M
Oil pressure switch
J2 24
Signal
rev 01
02.1-36
Electronic Ignition System - 1

1. General Operation The DCP(Dual Coil Pack) is basically the same as the DIS in that there is no distributor, so each spark plug supplied ignition energy directly from the ignition coil. The DCP has only the ignition coil pack, not the ignition module. The ignition module is integrated inside the ECM. So, the primary coil ON/OFF is directly controlled by the ECM.
Secondary coil Support
Primary coil Plastic Shield
1 Case
* Spark Plug replacement : 30,000km / 18 months * Spark Plug Wire replacement : 96,000km
rev 01
Electronic Ignition System - 2

2. Inspection
02.1-37
IGN
ECM
Ignition coil 1 2
4 2
J2 40
EST B
J2 35
EST A
1) Remove the DCP connector, turn the ignition on and measure the voltage between the terminal 2 and ground. If battery voltage is not measured, the fuse or the wiring is opened or shorted. 2) Re-connect the connector, measure the voltage between 1 and Ground or 3 and Ground during the cranking. You should earn some uniform voltagevariance. Otherwise you should check the EST wire, CKP signal and the ECM fault. 3) Measure the coil resistance : You can measure the secondary coil resistance.
APPLICATION Primary coil Secondary coil
VALUE 0.5 0.05 5200 400
Resistance of high tension cable Reference value

2.5 ~ 12 kOhm
rev 01
02.1-38
Fuel Injection System - 1

1. Description & specification A fuel injector is a solenoid device that is controlled by the ECM. The four injectors deliver a precise amount of fuel into the intake ports as required by the engine. Application Static flow rate Spray type Injection type Color Resistance() 2.4 DOHC 194 4 % g/min Dual Spray Type Sequential Black 12 5 %
Basically, Injection timing is synchronized to the engine RPM and Camshaft position. Injection amount at a cycle is determined by how much air is coming into the combustion chamber. The fuel quantity control is implemented by how long the injector is opened by the ECM driver.
rev 01
Fuel Injection System - 2

2. Inspection
02.1-39
Main Relay 1 #1 #2 1 #3 1 #4 1
J2 26
J2 18
J2 10
J2 2
ECM
1) Disconnect the injector connector, turn the ignition key on and measure the voltage of the power supply terminals to see if battery voltage is measured. If the battery voltage is not measured, the engine room fuse or wiring is opened. 2) Disconnect the injector connector, install a test lamp or a voltage meter on the both terminals of the connector and crank the engine. Under the above condition, if the measured voltage does not change or the test lamp stays on, the wiring between the injector and the ECM is shorted to ground, and if the test lamp stays off, the wiring between the ECM terminals and the injector is opened or the ECM is malfunctioned. 3) Connect the injector connector, turn the ignition on and measure the voltage of the ECM terminals.If the voltage is not measured, the injector coil or the wiring is opened or the connector is bad connected.
Reference value 4) Measure the resistance of injector Reference value
12 V
12 Ohm plus or minus 5 %
rev 01
02.1-40
LEGR System -1
1. General Operation The Linear EGR valve is an electromechanical device that regulates the quantity of exhaust gas re-circulated into the air-induction system to prevent the oxides of nitrogen(NOx) generating. The Linear EGR valve features continuously Variable EGR flow control through Closed Loop pulse-width modulated commands from the engine controller. The linear EGR solenoid valve is powered by the battery voltage through the main relay. The EGR is controlled by PWM signals from the ECM. There is the EGR pintle position sensor, a potentiometer. Too Much EGR may result in : * Increased HC emissions due to unburned fuel from partial burns. * Decreased Nox emissions due to lower combusion temperature. * Driveability sags and flat spots due to misfires and partial burns. * Spark timing that is too retarded (may burn off HC in the exhaust system). Too Little EGR may result in : * Decreased HC emissions due to better combusion. * Increased NOx emissions due to higher combusion temperature. * Decreased fuel economy due to higher pumping losses. * Spark knock due to timing advanced too much.
Parameter VSS RPM TPS ECT IAT Battery voltage Vacuum Air Fuel ratio EGR pintle position
Enable Condition 3 KPH 1400 3.12 % 75 Degr. C 2.75 Degr. C 11.5 V 6 Kpa 12.1 5.1%
Disable Condition 2 KPH 1300 1.95 % 70 Degr. C -0.25 Degr. C , 85 Degr. C 11 V , 16 V 0 Kpa 12.05 5.1 %
rev 01
LEGR System -2
Application Pintle Position Sensor Sensor Resistance Vout@Closed Vout@Wide Open VALUES 5.0 k 40%@25 Degr. C 0.16 ~ 1.08 V 3.55~4.47 V
02.1-41
* Wide Open position is determined by the software, is not the absolute physical maximum. Solenoid Coil Resistance 8.2 0.4 , 20 Degr. C (Normal Frequency 128 Hz Close)
2. Location
3. Inspection
ECM
LEGR B J2 6
J2 29
Signal
D A
J2 13 5V ref J2 37
Main Relay
rev 01
02.1-42
Controlled Charcoal Canister Purge(CCCP) Solenoid-1

1. General operation As temperature of fuel tank increases, vapor is generated in fuel tank and vapor from the fuel tank is collected in the canister. Under engine off-idle conditions, the stored vapors are drawn into the engine intake manifold and consumed during combustion. On most vehicles, canister purge is controlled by a ECM-controlled solenoid that allows engine vacuum to purge the canister. To prevent purge at idle or when the engine is cold, vacuum is closed off from the canister. To achieve this, the normally-closed solenoid valve is de-energized by the ECM. Canister purge is controlled by pulse width modulation of the solenoid. Basically canister purge occurs when the following conditions have been met : - Engine running for a specific time - Coolant temperature above specified value - Vehicle speed above a specified valueThrottle off-idle - If the solenoid valve sticks open, the canister can purge to the intake manifold at all times. This can allow extra fuel to enter the intake manifold at idle or during engine warm-up, to cause a rough or unstable idle due to over rich condition.
PARAMETER ECT Battery Air flow Engine Idle max duty (ECT 65 Degr. C) Operation range (ECT 65 Degr. C)
PARAMETER Vent flow rate ON OFF VALUE
ENABLE CONDITION -5 Degr. C 8 V ~ 19 V > O mg/stroke Not Decel Fuel Cut Off 26% 0 ~ 100 %
25 ~33 L / min (50 kpa) Below 0.05L / min 21.8 ~ 28.5 (20 Degr. C) 16 Hz PWM
Resistance Frequency
rev 01
Controlled Charcoal Canister Purge Solenoid - 2

2. Location : Behind the DCP module on the Intake Manifold
02.1-43
3. Inspection
ECM
Main Relay J2 25 1 2
Canister purge solenoid
1) Disconnect the CCCP solenoid connector, turn the ignition on and measure the voltage between the power supply terminal and ground. If battery voltage is not measured, check the relay operation and see if the fuse or the wiring is opened. 2) Measure the solenoid coil resistance. : 21.8 ~ 28.5 Ohm @ 20 Degr. C
rev 01
02.1-44
C100 (2.4L DOHC)
Engine Control Module(ECM)

1. Description
The engine control module (ECM), located beside of battery in engine room compartment , is the control center of the fuel injection system. It constantly looks at the information from various sensors and controls the systems that affect the vehicles performance. The ECM also performs the diagnostic functions of the system. It can recognize operational problems, alert the driver through the Malfunction Indicator Lamp (MIL), SVC lamp and store diagnostic trouble code(s) which identify problem areas to aid the technician in making repairs. There are no serviceable parts in the ECM. The calibrations are stored in the ECM in the Programmable ReadOnly Memory (PROM). 2. Features 1) 16 bits- Processor and Integrated 34 kByte RAM 2) 121 pins( J1 connector : 81 pins, J2 connector : 40 pins)
rev 01
Communication - 1
1. Description The Engine Control Module (ECM) communicates directly with the following control units using the GMLAN(CAN) serial data communication protocol: 1) GMLAN High speed : Power-train & Chassis control {ECM, TCM, EBCM, RDM, BCMGate way function) 2) GMLAN Mid speed : Audio & Entertainment control IPC,PK3+,RFA,XBCM Translate the cruise control switch signal & vehicle speed signal into a CAN serial data that can be received and recognised by the ECM. ECM TCM
CAN Hi speed (+) J1 49 J1 7 CAN Hi speed (+)
02.1-45
3) GMLAN Low speed : Body control(BCM,FATC controller,SDM,
CAN Hi speed (-)
J1 30
J1 17
CAN Hi speed (-)
CAN Hi (+) J1 18
CAN Hi (-) J1 8
12 CAN Hi (+)
13 CAN Hi (-)
EBCM
11
14
J7 8
J7 9
BCM
CAN Hi speed (+)
CAN Hi speed (-)
The GMLAN is a prevalent way of communication between controllers in GM vehicles currently.
rev 01
02.1-46
MIL & DLC

1. Malfunction Indicator Lamp & Data Link Connector
SVS
Hot warning
MIL
1) MIL Lamp : When power train malfunction (emission related) 2) SVS Lamp : When power train malfunction (not emission related)
3) Hot Warning Lamp : When the engine temperature is more than 123 Degr. C
The MIL turns off after 3 consecutive ignition cycles without a fault. The way to delete history trouble codes - Erase command of the scan-100 - After 40 consecutive warm up cycles without a fault. 2. Data Link Connector The ECM also performs the diagnostic functions of the system. It can recognize operational problems, alert the driver through the MIL (Malfunction Indicator Lamp) and store diagnostic trouble codes(DTCs) which position the problem parts to aid the technician in repairing. The Data Link Connector (16 pins) is located left side of clutch or brake pedal under the instrument panel in passenger room.
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
rev 01
MIL & DLC

Wiring diagram
02.1-47
Battery High speed CAN(-)
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
High speed Ground Serial data CAN(+) (KWP 2000 and not used for C100)
Single Wire CAN
rev 01
02.1-48
Diagnostic Trouble Codes - 1

DTC P0030 P0031 P0032 P0036 P0037 P0038 P0106 P0107 P0108 P0112 P0113 P0116 P0117 P0118 P0121 P0122 P0123 P0125 P0131 P0132 P0133 P0134 P0137 P0138 P0140 P0201 P0202 P0203 P0204 P0221 P0222 P0223 P0261 Function HO2S Heater Control Circuit Sens or 1 HO2S Heater Control Circuit Low Voltage Sens or 1 HO2S Heater Control Circuit High Voltage Sens or 1 HO2S Heater Control Circuit Sens or 2 HO2S Heater Control Circuit Low Voltage Sens or 2 HO2S Heater Control Circuit High Voltage Sens or 2 Manifold Abs olute Pres s ure (MAP) Sens or Perform ance Manifold Abs olute Pres s ure (MAP) Sens or Circuit Low Voltage Manifold Abs olute Pres s ure (MAP) Sens or Circuit High Voltage Intake Air Tem perature (IAT) Sens or Circuit Low Voltage Intake Air Tem perature (IAT) Sens or Circuit High Voltage Engine Coolant Tem perature (ECT) Sens or Perform ance Engine Coolant Tem perature (ECT) Sens or Circuit Low Voltage Engine Coolant Tem perature (ECT) Sens or Circuit High Voltage Throttle Pos ition (TP) Sens or 1 Perform ance Throttle Pos ition (TP) Sens or 1 Circuit Low Voltage Throttle Pos ition (TP) Sens or 1 Circuit High Voltage Engine Coolant Tem perature (ECT) Ins ufficient for Clos ed Loop Fuel Control HO2S Circuit Low Voltage Sens or 1 HO2S Circuit High Voltage Sens or 1 HO2S Circuit Slow Res pons e Sens or 1 HO2S Circuit Sens or 1 HO2S Circuit Low Voltage Sens or 2 HO2S Circuit High Voltage Sens or 2 HO2S Circuit Sens or 2 Injector 1 Control Circuit Injector 2 Control Circuit Injector 3 Control Circuit Injector 4 Control Circuit Throttle Pos ition (TP) Sens or 2 Perform ance Throttle Pos ition (TP) Sens or 2 Circuit Low Voltage Throttle Pos ition (TP) Sens or 2 Circuit High Voltage Injector 1 Control Circuit Low Voltage Type E E E E E E E E E E E E E E A A A E E E E E E E E E E E E A A A E MIL YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES SVS NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO
rev 01

DTC P0262 P0264 P0265 P0267 P0268 P0270 P0271 P0300 P0301 P0302 P0303 P0304 P0324 P0327 P0328 P0335 P0336 P0337 P0338 P0340 P0341 P0342 P0343 P0403 P0404 P0405 P0406 P0420 P0443 P0458 P0459 P0461 P0462 P0463 Function Injector 1 Control Circuit High Voltage Injector 2 Control Circuit Low Voltage Injector 2 Control Circuit High Voltage Injector 3 Control Circuit Low Voltage Injector 3 Control Circuit High Voltage Injector 4 Control Circuit Low Voltage Injector 4 Control Circuit High Voltage Engine Mis fire Detected Cylinder 1 Mis fire Detected Cylinder 2 Mis fire Detected Cylinder 3 Mis fire Detected Cylinder 4 Mis fire Detected Knock Sens or (KS) Module Perform ance Knock Sens or (KS) Circuit Low Frequency Knock Sens or (KS) Circuit High Frequency Cranks haft Pos ition (CKP) Sens or Circuit Cranks haft Pos ition (CKP) Sens or Perform ance Cranks haft Pos ition (CKP) Sens or Circuit Low Duty Cycle Cranks haft Pos ition (CKP) Sens or Circuit High Duty Cycle Cam s haft Pos ition (CMP) Sens or Circuit Cam s haft Pos ition (CMP) Sens or Perform ance Cam s haft Pos ition (CMP) Sens or Circuit Low Voltage Cam s haft Pos ition (CMP) Sens or Circuit High Voltage Exhaus t Gas Recirculation (EGR) Solenoid Control Circuit Exhaus t Gas Recirculation (EGR) Open Pos ition Perferm ance Exhaus t Gas Recirculation (EGR) Pos ition Sens or Circuit Low Voltage Exhaus t Gas Recirculation (EGR) Pos ition Sens or Circuit High Voltage Catalys t Sys tem Low Efficiency Evaporative Em is s ion (EVAP) Purge Solenoid Control Circuit Evaporative Em is s ion (EVAP) Purge Solenoid Control Circuit Low Voltage Evaporative Em is s ion (EVAP) Purge Solenoid Control Circuit High Voltage Fuel Level Sens or 1 Perform ance Fuel Level Sens or 1 Circuit Low Voltage Fuel Level Sens or 1 Circuit High Voltage Type E E E E E E E A or E A or E A or E A or E A or E E E E A A A A A A A A E E E E E E E E E E E MIL YES YES YES YES YES YES YES
Blink (A), YES Blink (A), YES Blink (A), YES Blink (A), YES Blink (A), YES
02.1-49
SVS NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO
YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES
rev 01
02.1-50

DTC P0489 P0490 P049D P0504 P0506 P0507 P0513 P0520 P0532 P0533 P0562 P0563 P0571 P0601 P0602 P0604 P0606 P0615 P0616 P0617 P0621 P0627 P0628 P0629 P0630 P0633 P0638 P0645 P0646 P0647 P0689 P0691 P0692 P0693 P0694 Function Exhaus t Gas Recirculation (EGR) Solenoid Control Circuit Low Voltage Exhaus t Gas Recirculation (EGR) Solenoid Control Circuit High Voltage Offs et Adaptation Pos ition Sens or EGR Valve Brake Switch Circuit 1-2 Correlation Idle Speed Low Idle Speed High Im m obilizer Key Incorrect Engine Oil Pres s ure (EOP) Switch Circuit Air Conditioning (A/C) Refrigerant Pres s ure Sens or Circuit Low Voltage Air Conditioning (A/C) Refrigerant Pres s ure Sens or Circuit High Voltage Sys tem Voltage Low Sys tem Voltage High Brake Switch Circuit 1 Control Module Read Only Mem ory (ROM) Control Module Not Program m ed Control Module Random Acces s Mem ory (RAM) Control Module Internal Perform ance Starter Relay Control Circuit Starter Relay Control Circuit Low Voltage Starter Relay Control Circuit High Voltage Generator L-Term inal Circuit Fuel Pum p Relay Control Circuit Open Fuel Pum p Relay Control Circuit Low Voltage Fuel Pum p Relay Control Circuit High Voltage VIN Not Program m ed or Mis m atched Engine Control Module (ECM) Im m obilizer Key Not Program m ed Throttle Actuator control (TAC) Com m and Perform ance Air Conditioning (A/C) Clutch Relay Control Circuit Air Conditioning (A/C) Clutch Relay Control Circuit Low Voltage Air Conditioning (A/C) Clutch Relay Control Circuit High Voltage Engine Controls Ignition Relay Feedback Circuit Low Voltage Cooling Fan Relay 1 Control Circuit Low Voltage Cooling Fan Relay 1 Control Circuit High Voltage Cooling Fan Relay 2 Control Circuit Low Voltage Cooling Fan Relay 2 Control Circuit High Voltage Type E E E ?? E E C C C C E E C A A A A C C C E E E E A C A C C C E C C C C YES YES NO NO NO NO YES YES NO YES YES YES YES NO NO NO YES YES YES YES YES NO YES NO NO NO YES NO NO NO NO MIL YES YES YES SVS NO NO NO ?? NO NO YES YES YES YES NO NO YES NO NO NO NO YES YES YES NO NO NO NO NO YES NO YES YES YES NO YES YES YES YES
rev 01

DTC P0700 P0703 P0800 P0833 P0850 P1138 P1427 P1551 P1629 P1631 P1632 P1648 P1649 P1682 P1845 P2066 P2067 P2068 P2096 P2097 P2100 P2101 P2107 P2119 P2121 P2122 P2123 P2127 P2128 P2135 P2138 P2176 P2177 P2178 P2187 P2188 P2191 Function Trans m is s ion Control Module (TCM) Reques ted MIL Illum ination Brake Switch Circuit 2 Active Trans fer Cas e (ATC) Control Module Reques ted MIL Illum ination Clutch Pedal Switch 2 Circuit Park/Neutral Pos ition (PNP) Switch Circuit HO2S Circuit High Voltage During Dedel Fuel Cut-Off (DFCO) Sens or 2 Diagnos is of Adaption Values of EGR Valve Pos ition Sens or Throttle Control Lower Pos ition Not Reached During Learn Im m obilizer Enable Signal Not Received Im m obilizer Enable Signal Not Correct Im m obilizer Dis able Signal Received Im m obilizer Security Code Input Incorrect Im m obilizer Security Code Not Program m ed Ignition 1 Switch Circuit 2 Torque Lim it Managem ent Fuel Level Sens or 2 Perform ance Fuel Level Sens or 2 Circuit Low Voltage Fuel Level Sens or 2 Circuit High Voltage Pos t Catalys t Fuel Trim Sys tem Low Lim it Pos t Catalys t Fuel Trim Sys tem High Lim it Throttle Actuator Control (TAC) Motor Control Circuit Throttle Actuator Pos ition Perform ance Throttle Actuator Control (TAC) Module Internal Circuit Throttle Clos ed Pos ition Perform ance Accelerator Pedal Pos ition (APP) Sens or 1 Perform ance Accelerator Pedal Pos ition (APP) Sens or 1 Circuit Low Voltage Accelerator Pedal Pos ition (APP) Sens or 1 Circuit High Voltage Accelerator Pedal Pos ition (APP) Sens or 2 Circuit Low Voltage Accelerator Pedal Pos ition (APP) Sens or 2 Circuit High Voltage Throttle Pos ition (TP) Sens or 1-2 Correlation Accelerator Pedal Pos ition (APP) Sens or 1-2 Correlation Throttle control Lower Pos ition Not Learned Fuel Trim Sys tem Lean at Cruis e or Accel Fuel Trim Sys tem Rich at Cruis e or Accel Fuel Trim Sys tem Too Lean at Idle Fuel Trim Sys tem Too Rich at Idle Sys tem Too Lean at Higher Load Type A C E C C E E A C C C C C E A E E E E E A A A A A A A A A A A A E E E E E MIL YES NO YES NO NO YES YES YES NO NO NO NO NO YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES SVS NO YES NO YES YES NO NO NO YES YES YES YES YES NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO
02.1-51
rev 01
02.1-52

DTC P2192 P2231 P2232 P2270 P2271 P2533 P2536 P2636 U0073 U0101 U0102 U0121 U0140 U0402 U0415 U0422 U1405 U1415 U1416 U2101 Function Sys tem Too Rich at Higher Load HO2S Signal Circuit Shorted to Heater Circuit Sens or 1 HO2S Signal Circuit Shorted to Heater Circuit Sens or 2 HO2S Signal Stuck Lean Sens or 2 HO2S Signal Stuck Rich Sens or 2 Ignition 1 Switch Circuit Ignition Acces s ory Switch Circuit Fuel Pum p 2 Flow Ins ufficient Control Module Com m unication Bus Off Los t Com m unication with TCM Los t Com m unciation with Trans fer Cas e Control Module Los t Com m unciation with ABS Control Module Los t Com m unication with Body Control Module Invalid Data Received from Trans m is s ion Control Module Invalid Data Received from Anti-Lock Brake Sys tem Control Module Invalid Data Received from Body Control Module Invalid Data Received from Cruis e Control Switch Invalid Data Received from Driven Wheel Control Module Invalid Data Received from Non-Driven Wheel Control Module Maxim um Lis t of CAN Control Modules Not Program m ed Type E E E E E C C E C C C C C C C C C C C C MIL YES YES YES YES YES NO NO YES NO NO NO NO NO NO NO NO NO NO NO NO SVS NO NO NO NO NO YES YES NO YES YES YES YES YES YES YES YES YES YES YES YES
rev 01

Captiva Control Motor

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Captiva Control Motor

Uploaded by

Copyright:

Available Formats

C100 Service Training Manual : Engine Controls (2.

Engine and ECM types

1) 2.4D ECM : Bosch ME 7.9.9 (16Bit processor)

ECM Input and Output Factors Input Control Output

2. Electronic spark timing (#1,#2, #3, #4) 3. Throttle control motor

TCM EBCM BCM CLUSTER

Front Heated Oxygen Sensor - 1

Engine Controls Participants Handout

Front Heated Oxygen Sensor - 2

2. Location Just below the exhaust manifold on the exhaust pipe.

Front Heated Oxygen Sensor - 3

Rear Heated Oxygen Sensor - 1

Rear Heated Oxygen Sensor - 2

POST-CATALYST THREE-WAY CATALYST (HO2S) O2 SENSOR

2. Location : After the Catalytic Converter

Rear Heated Oxygen Sensor - 3

Engine Coolant Temperature (ECT) Sensor - 1

Engine Controls Participants Handout

Engine Coolant Temperature (ECT) Sensor - 2

Engine Controls Participants Handout

ECT 20 degr. C 10 degr. C 0 degr. C -10 degr. C -40 degr. C

Intake Air Temperature (IAT) Sensor -1

Intake Air Temperature (IAT) Sensor -2

Temp. Degr. C Resistance (Ohm)

Electronic Throttle Actuator Control (TAC) system -1

Checking Software TAC Motor

Accelerator Pedal Module

Electronic Throttle Body

Electronic Throttle Actuator Control (TAC) system -2

[ Accelerator Pedal Position Sensor]

Electronic Throttle Actuator Control (TAC) system -3

Electronic Throttle Actuator Control (TAC) system -4

5V Ref APP 1 Signal

5V Ref APP 2 Signal

Manifold Absolute Pressure (MAP) Sensor - 1

Manifold Absolute Pressure (MAP) Sensor - 2

1.04 ~ 1.57 V 4.76 ~ 4.94 V

Vacuum pressure 102 KPA 94 KPA

Signal 4.87 ~ 5.032 V 4.492 ~ 4.654 V

Vacuum pressure 40 KPA 15 KPA

Signal 1.521 ~ 1.683 V 0.171 ~ 0.333 V

[ Knocking signal at acceleration ]

Ter. 1 - 2 Resistance Ter. 1 - 3 Ter. 2 - 3 Sensitivity Tightening torque

4.87 MOhm 10% Unlimited Unlimited

18 ~ 34 mv/g (5 Khz) 15 ~ 25 N.m

Crankshaft Position (CKP) Sensor -1

2. Location : At the Crank Shaft Target Wheel on the crankshaft.

Crankshaft Position (CKP) Sensor -2

Camshaft Position (CMP) Sensor-1

Engine Controls Participants Handout

Crankshaft Position Sensor

2. Location : Behind the Cam Sprocket

Camshaft Position (CMP) Sensor-2

Terminal "1" - "2" "2" - "3"

2) Inspect the sensor.

Clearance "1" - "2" Resistance "1" - "3" "2" - "3"

0.3 ~ 2.0 mm Inf. Inf. Inf.

Rough Road Detection

Rough road detection and misfire detection

Wheel speed sensor

Air Conditioning Pressure sensor - 1

SIGNAL (V) 0,49 0,54 2,39 3,01 3,40 4,63

2. Location : Behind and Left side of Radiator

Air Conditioning Pressure sensor - 2