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qxd
10/22/03
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by Steve Garrett
question
that
everyone
could
benefit from having asked. We
realize that some of the information that
we are covering is quite complex and
that we could actually use several hours
to fully train someone who does not
have the background fundamentals
regarding the subjects.
The problem is as clear as the nose
on many of our faces. The solution on
the other hand is much more of a challenge. At ATRA we have made a conscious choice to become part of the
solution, rather than part of the problem. In other words, the articles that
are chosen for this magazine are
designed to not only help you with specific product concerns, but they are also
designed to teach you how the systems
you are working with operate along
with how to efficiently diagnose them.
In addition we offer quality factory
hands-on training through AC Delco as
well as various types of books and literature from our book store.
And that leads us to this editions
TAC
Starting with the 1994 GM 6.5L
EFI diesel, and followed by the 1997
LS1 5.7L gas application, GM introduced the Electronic throttle control
system. Since its introduction, several
other applications and manufactures
have adopted electronic throttle control
systems. The GM-Delphi system were
going to discuss in this article will vary
slightly based on the application and
the year of the vehicle. Other manufactures share some of the chacteristics
utilized by the GM system but the
fundamental principles the systems try
to accomplish is the same.
Electronic throttle control is a conGEARS November 2003
7/8/03
12:18 PM
Page 9
We have a
transmission solution
for any vehicle.
CAUSE: The front pump seal may have been installed too
deeply into the converter housing. This can cause the seal
to block off half of the drain back hole in the pump, leading
to an increase in oil pressure behind the seal. Which, in turn,
can make the front seal pop out of the housing or
oil to blow past the seal between its lip and
converter hub.
SOLUTION: Precision Internationals
redesigned Vamac front pump seal
number 63704. Its pre-notched and indexed
to avoid blocking the drain black hole. You can
order the seal, including complete installation
instructions, under the number Sub-K63704.
Viton is a Registered Trademark of DuPont.
TM
garret.qxd
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3:19 PM
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cept that was developed to reduce production costs while improving throttle
response. By controlling the throttle
electronically the throttle cable and the
cruise control system could be eliminated.
The early gas applications utilized
5 major components to make the system operate, they were:
The Accelerator Pedal Position
Sensor (APP)
The Throttle Actuator Control
Module (TAC)
The Throttle Actuator Motor
12
APP Sensor
Known as the Accelerator Pedal
Position Sensor (APP) it is mounted to
the bulk head and physically takes
place of the vehicles accelerator pedal.
The sensor assembly contains 2 or 3
individual pedal position sensors
mounted within the one APP housing.
garret.qxd
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APP 1
Idle
50%
WOT
.61
1.65
2.65
APP 2
.61
1.60
2.59
.71
1.3
2.5
4.3
3.71
2.5
4.0
3.60
2.9
One thing to
keep in mind
with any APP
or TP voltage
values you are
monitoring,
the values you
see may vary
slightly from
vehicle to
vehicle.
Solve your 4L60E, 4R100 and A518 problems. Get the tips and solutions you need at www.pdqparts.com
13
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TAC MOTOR
The gas applications typically use
a device known as a Throttle Actuator
Control Motor (TAC motor) to control
the position of the throttle plates. The
motor is connected mechanically to the
throttle body throttle plate. To open or
close the throttle plate, the TAC module
sends a PWM signal to the TAC motor.
The Bi Directional (reversible) DC
motor responds to the signal, opening
or closing the throttle plate the desired
amount. The motor is driven at 24 kHz,
12 volts and the duty cycle is varied via
a pair of PWM driver circuits. Neither
the 6.5L EFI diesel nor the Dura Max
Diesel uses the TAC motor, TP sensors
or a TAC module.
TP Sensors
Mounted to the side of the throttle
body is the TP sensor assembly. Within
the TP assembly, two potentiometers
send throttle plate position values to the
TAC module. The TAC module determines if the actual TP values match the
commanded APP position. In other
words if the customer is opening the
14
TAC Module
The TAC module is the heart
of the system on most of the gas applications. The processor receives input
information from several sensors and
switches and then sends out the appro-
PCM Interface
Gas applications typically share
information between the TAC module
and the PCM. The information is sent to
the PCM via a UART data line hard
wired between the TAC module and the
PCM. The information that is sent is
related to the TP sensors, APP sensors,
and other relevant information. In addition the PCM sends the TAC module
information regarding the vehicles
GEARS November 2003
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Diagnostic DTCs
Several DTCs are available to aid
you in diagnosing faults with this system. In some instances if multiple
DTCs are set, the SES and the
REDUCED POWER lights will be illuminated and drivability concerns may
arise. The most common DTCs on
the 3 APP sensor systems are:
P1220
Conditions needed to set the DTC
Neither P1517 or P1518 are
set
Ignition is in the Run or Crank
position
TP 2 voltage less than .13
volts or greater than 4.87 volts
The above conditions are present for more than one second
P1221
Conditions needed to set the DTC
Neither P1517 or P1518 are
set
Ignition is in the Run or Crank
position
TP 2 and TP 1 values vary
from each other by more than
7.5%
The above conditions are met
for more than 1 second
P1275
Conditions needed to set the DTC
P0601, P0602, P0606, P1517,
P1518 are not set
Ignition is in the Run or Crank
position
APP sensor 1 voltage is less
than .25 volts or greater than
4.22 volts
The above condition are met
for more than 1 second
P1276
Conditions needed to set the DTC
P0606, P1517, P1518 are not
set
Ignition is in the run or crank
position
APP sensor 1 disagrees with
GEARS November 2003
Get to
Know Slauson
15
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P1280
Conditions needed to set the DTC
P0601, P0602, P0606, P1517,
P1518 are not set
Ignition is in the Run or Crank
position
APP sensor 2 voltage less than
.83 volts or more than 4.84
volts
The above conditions are met
for more than 1 second
P1281
Conditions needed to set the DTC
* P0606, P1517, P1518 are not
set
Ignition is in the run or crank
position
APP sensor 2 disagrees with
the value from sensor 1 by
more than 10.5% and with
sensor 3 by more than 13%
The above conditions are met
for more than 1 second
P1285
Conditions needed to set the DTC
P0606, P1517, P1518 are not
set
Ignition is in the Run or Crank
position
APP sensor 3 voltage less than
1.63 volts or more than 4.28
volts
The above conditions are met
for more than 1 second
P1286
Conditions needed to set the DTC
P0606, P1517, P1518 are not set
16
P2125
Conditions needed to set the DTC
P0601, P0602, P0606, P1518,
P2108 are not set
Ignition is in the Run or Crank
position
APP sensor 2 voltage is less
than .25 volts or greater than
4.49 volts or 5 v ref circuit is
less than 4.54 volts or more
than 5.21 volts
The above condition are met
for more than 1 second
P2135
Conditions needed to set the DTC
P1518, P2108 are not set
Ignition is in the run or crank
position
APP sensor 2 disagrees with
the value from sensor 1 by
more than 7.5%
The above conditions are met
for more than 1 second
Well as you can see, the TAC system is not as overwhelming as one
might think when you first look at it.
Remember, dont be shy about asking
questions. Questions are how we all
learn and believe me; I have never met
anyone that knows every thing about
anything. A lot of people think they do;
only to find out they really did not
know as much as they thought. In my
humble opinion, if I do not learn something new during the day it really was
not a very good day. In reality I have
found that the more I know, the more I
realize how much I do not know, so
keep the questions coming. Until next
time just keep the pedal to the metal!