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ENGINE PERFORMANCE
SPECIALIST TEST (L1)
AUTOMATIC TRANSMISSION
● Four-speed automatic overdrive transaxle, with shifting controlled by a transmission control
module (TCM). The TCM communicates with the ECM and other modules through the data bus.
● The TCM provides its own regulated 5 volt supply, performs all OBD II transaxle diagnostic
routines, and stores transaxle diagnostic trouble codes (DTCs). The control system software and
OBD II diagnostic procedures stored in the TCM can be updated in the same way as the ECM.
● Failures that result in a pending or confirmed DTC related to any of the following components will
cause the TCM to default to fail-safe mode: range switch, shift solenoids, turbine shaft speed
sensor, and the vehicle speed sensor. The TCM will also default to fail-safe mode if it is unable to
communicate with the ECM.
● When in fail-safe mode, maximum line pressure will be commanded, the transmission will default
to 2nd gear, and the torque converter clutch will be disabled.
FUEL SYSTEM
● Sequential Multiport Fuel Injection (SFI)
● Returnless Fuel Supply with electric fuel pump mounted inside the fuel tank
● Fuel pressure is regulated to a constant 50 psi (345 kPa) by a mechanical regulator in the fuel
tank. Minimum acceptable fuel pressure is 45 psi (310 kPa). The fuel system should maintain a
minimum of 45 psi (310 kPa) for two minutes after the engine is turned off.
IGNITION SYSTEM
● Distributorless Ignition (EI) with six ignition coils (coil-on-plug)
● Firing Order: 1-2-3-4-5-6
● Cylinders 1, 3, and 5 are on Bank 1, Cylinders 2, 4, and 6 are on Bank 2
● Ignition timing is not adjustable
● Timing is determined by the ECM using the crankshaft position (CKP) sensor signal
● The ignition coil drivers are integrated into the ECM
SENSORS
● MASS AIRFLOW (MAF) SENSOR
Senses airflow into the intake manifold. The sensor reading varies from 0.2 volts (0 gm/sec) at
key-on, engine-off, to 4.8 volts (175 gm/sec) at maximum airflow. At sea level, no-load idle (850
rpm), the sensor reading is 0.7 volts (2.0 gm/sec). Located on the air cleaner housing.
● KNOCK SENSOR
A two-wire piezoelectric sensor that generates an AC voltage spike when engine vibrations
within a specified frequency range are present, indicating spark knock. The signal is used by the
ECM to retard ignition timing when spark knock is detected. The sensor signal circuit normally
measures 2.5 volts DC with the sensor connected. Located in the engine block.
● HEATED OXYGEN SENSORS (HO2S 1/1, HO2S 2/1, AND HO2S 1/2)
Electrically heated zirconia sensors that measure oxygen content in the exhaust stream. Sensor
1/1 is located on the Bank 1 exhaust manifold (cylinders 1, 3 and 5). Sensor 2/1 is located on
the Bank 2 exhaust manifold (cylinders 2, 4, and 6). Both upstream sensor signals are used for
closed loop fuel control and OBD II monitoring. Sensor 1/2 is mounted in the exhaust pipe after
the catalytic converter (downstream). Its signal is used for OBD II monitoring of catalytic
converter operation. The sensor outputs vary from 0.0 to 1.0 volt. When a sensor reading is less
than 0.45 volts, oxygen content around the sensor is high; when a sensor reading is more than
0.45 volts, oxygen content around the sensor is low. No bias voltage is applied to the sensor
signal circuits by the ECM. With the key on and engine off, the sensor readings are zero volts.
Battery voltage is continuously supplied to the oxygen sensor heaters whenever the ignition
switch is on. The ECM will provide the ground for both of the upstream oxygen sensor heaters
as soon as the engine starts. Once the engine is started, the ECM will then provide the ground
for the downstream oxygen sensor heater after two minutes of continuous engine operation.
● IGNITION COILS
These six coils, mounted above the spark plugs, generate a high voltage to create a spark at
each cylinder individually. Timing and dwell are controlled by the ECM. The coil primary
resistance spec is 1 ± .5 ohms. The coil secondary resistance spec is 10K ± 2K ohms.
● GENERATOR FIELD
The ECM supplies this variable-duty cycle signal to ground the field winding of the generator
(alternator), without the use of a separate voltage regulator. Increasing the duty cycle results in a
higher field current and greater generator (alternator) output.
Gear SS 1 SS 2
P, N, R, or 1 On Off
2 Off Off
3 Off On
4 (OD) On On
● SYSTEM MONITORS
The OBD II diagnostic system also actively tests some systems for proper operation while the
vehicle is being driven. Fuel control and engine misfire are checked continuously. Oxygen
sensor response, oxygen sensor heater operation, catalyst efficiency, EGR operation, EVAP
integrity, variable valve timing, and thermostat operation are tested once or more per trip. When
any of the System Monitors detects a failure that will result in emissions exceeding a
predetermined level on two consecutive trips, the ECM will store a diagnostic trouble code (DTC)
and illuminate the malfunction indicator lamp (MIL). Freeze frame data captured during the first
of the two consecutive failures is also stored.
● Fuel Control - This monitor will set a DTC if the system fails to enter Closed Loop mode
within 5 minutes of startup, or the Long Term Fuel Trim is excessively high or low anytime
after the engine is warmed up, indicating the loss of fuel control. This is always the case
when the Long Term Fuel Trim reaches its limit (+30% or -30%).
● Engine Misfire - This monitor uses the CKP sensor signal to continuously detect engine
misfires, both severe and non-severe. If the misfire is severe enough to cause catalytic
converter damage, the MIL will blink as long as the severe misfire is detected.
● TRIP
A trip is a key-on cycle in which all enable criteria for a particular diagnostic monitor are met and
the diagnostic monitor is run. The trip is completed when the ignition switch is turned off.
● DRIVE CYCLE
Most OBD II diagnostic monitors will run at some time during normal operation of the vehicle.
However, to satisfy all of the different Trip enable criteria and run all of the OBD II diagnostic
monitors, the vehicle must be driven under a variety of conditions. The following drive cycle will
allow all monitors to run on this vehicle.
1. Ensure that the fuel tank is between ¼ and ¾ full.
2. Start cold (below 86°F / 30°C) and warm up until engine coolant temperature is at least
160°F (71°C).
3. Accelerate to 40-55 mph at 25% throttle and maintain speed for five minutes.
4. Decelerate without using the brake (coast down) to 20 mph or less, and then stop the
vehicle. Allow the engine to idle for 10 seconds, turn the key off, and wait one minute.
5. Restart and accelerate to 40-55 mph at 25% throttle and maintain speed for two
minutes.
6. Decelerate without using the brake (coast down) to 20 mph or less, and then stop the
vehicle. Allow the engine to idle for 10 seconds, turn the key off, and wait one minute.
● STORING AND CLEARING DTCS & FREEZE FRAME DATA, TURNING THE MIL ON & OFF
● One Trip Monitors: A failure on the first trip of a “one trip” emissions diagnostic monitor
causes the ECM or TCM to immediately store a confirmed DTC and Freeze Frame data, and
turn on the MIL. All Comprehensive Component Monitor faults set a confirmed DTC on one trip.
● Two Trip Monitors: A failure on the first trip of a “two trip” emissions diagnostic monitor
causes the ECM to store a pending DTC and Freeze Frame data. For all monitors, if the failure
recurs on the next trip during which the monitor runs, regardless of the engine conditions, the
ECM will store a confirmed DTC and turn on the MIL. In addition, for the misfire and fuel control
monitors, if the failure recurs on the next trip during which the monitor runs and where conditions
are similar to those experienced when the fault first occurred (engine speed within 375 rpm,
engine load within 20%, and same hot/cold warm-up status), the ECM will store a confirmed
DTC and turn on the MIL. If the second failure does not recur as described above, the pending
DTC and Freeze Frame data are cleared from memory. All of the System Monitors are two trip
monitors. Engine misfire which is severe enough to damage the catalytic converter is a two trip
monitor. However, the MIL will always blink when the severe misfire is occurring.
ECT: 248 to -40°F / 120 to -40°C / 0.0 to 5.0 v. Evap Purge Solenoid: 0 to 100%
IAT: 248 to -40°F / 120 to -40°C / 0.0 to 5.0 v. Evap Vent Solenoid: On / Off
MAP/BARO: 20 to 101 kPa pressure / Fuel Tank (EVAP) Pressure: -14.0 to +14.0
24 to 0 in.Hg. vacuum / 0.0 to 5.0 v. in.H2O / -0.5 psi to 0.5 psi / 0.0 to 5.0 v.
MAF: 0 to 175 gm/sec / 0.0 to 5.0 volts Fuel Tank Level: 0 to 100% / 0.0 to 5.0 v.
TP 1: 0 to 100% / 0.0 to 5.0 v. P/S Switch: On / Off
TP 2: 0 to 100% / 0.0 to 5.0 v. Brake Switch: On / Off
APP 1: 0 to 100% / 0.0 to 5.0 v. A/C Request: On / Off
APP 2: 0 to 100% / 0.0 to 5.0 v. A/C Pressure: 25 to 450 psi / 0.0 to 5.0 v.
CKP (engine speed): 0 to 6000 rpm A/C Clutch: On / Off
Calculated Load Value: 0 to 100% Fan Control: On / Off
HO2S 1/1: 0.00 to 2.00 v. Fuel Pump: On / Off
HO2S 2/1: 0.00 to 2.00 v. TR: P/N, R, 1, 2, 3, OD
HO2S 1/2: 0.00 to 2.00 v. TFT: 248 to -40°F / 120 to -40°C / 0.0 to 5.0 v.
Loop: Open / Closed VSS: 0 to 110 mph
Valid Ignition Key: Yes / No TSS: 0 to 6000 rpm
Fuel Enable: Yes / No SS 1: On / Off
Bank 1 Injector Pulse Width: 0 to 15 ms SS 2: On / Off
Bank 2 Injector Pulse Width: 0 to 15 ms TCC: 0 to 100%
Bank 1 Long Term Fuel Trim: -30% to +30% PC: 0 to 100%
Bank 1 Short Term Fuel Trim: -30% to +30% MIL: On / Off / Flashing
Bank 2 Long Term Fuel Trim: -30% to +30% Confirmed DTCs: P####, U####, etc.
Bank 2 Short Term Fuel Trim: -30% to +30% Pending DTCs: P####, U####, etc.
Ignition Timing Advance: 0 to 60° BTDC Monitor Status for this trip: Disabled /
Knock Sensor knock detected: Yes / No Not Complete / Complete
Throttle Actuator Control: 0 to 100% Time elapsed since engine start: hh:mm:ss
Battery Voltage: 0 to 18 v. Distance traveled with MIL on: #### miles/km
Generator Field: 0 to 100% Distance traveled since DTCs cleared:
Intake Cam 1 Desired Advance: 0 to 40° #### miles/km
Intake Cam 2 Desired Advance: 0 to 40° Number of warm-up cycles since DTCs
CMP 1: 0 to 40° cleared: ###
Software Calibration ID # (CAL ID)
CMP 2: 0 to 40°
Software Verification Number (CVN)
EGR Valve Opening Desired: 0 to 100%
Vehicle Identification Number (VIN)
EGR Position Sensor: 0 to 100% / 0.0 to 5.0 v.
ASE COMPOSITE VEHICLE TYPE 3 REFERENCE BOOKLET PAGE 13
Temperature Temperature Sensor
°F °C Voltage
ECT, IAT, and TFT Sensors
120 240
248 120 0.25 100
200
212 100 0.46
80
Temperature °F
176 80 0.84
Temperature °C
160
150 66 1.34 60
120
140 60 1.55 40
104 40 2.27 80
20
86 30 2.60
0 40
68 20 2.93
32 0 3.59 -20 0
-4 -20 4.24
-40 -40
-40 -40 4.90 0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
Sensor Voltage
Vacuum Manifold
at sea level Absolute Sensor MAP Sensor
110 -3
(in. Hg.) Press. (kPa) Voltage 100 0
0 101.3 4.50 90 3
Man. Abs. Press. (kPa)
80 6
9 70.8 3.00 60 12
50 15
12 60.7 2.50
40 18
15 50.5 2.00
30 21
18 40.4 1.50
20 24
21 30.2 1.00
10 27
24 20.1 0.50
0 30
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
MAP Sensor Voltage
4 1.00 140
8 1.50 120
15 2.00 100
30 2.50 80
50 3.00 60
80 3.50
40
110 4.00
20
150 4.50
0
175 4.80
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
MAF Sensor Voltage
0 4.50 0.50 80
0 0.50 1.50 80
5 0.65 1.65
(% depressed)
50 0.50 400
100 1.00
150 1.50
300
200 2.00
250 2.50
200
300 3.00
350 3.50
100
400 4.00
450 4.50
0
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
A/C Pressure Sensor Voltage
(in. H2O)
0.0 0.000 2.50 2
0.000
3.5 0.125 3.00 -2
7.0 0.250 3.50 -0.125
10.5 0.375 4.00 -6
-0.250
14.0 0.500 4.50 -10
-0.375
-0.500 -14
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
Fuel Tank (EVAP) Pressure Sensor Voltage
50 2.50
75 3.50 60
100 4.50
40
20
0
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
Fuel Level Sensor Voltage
50 2.50
75 3.50 60
100 4.50
40
20
0
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
EGR Valve Position Sensor Voltage
1 2 3
+5 v. Ign. B+ Fuel Pump
c 18 TP 1 c d
Throttle Position a b
a ECM Fuel Pump
Sensors 19 TP 2 FP 4 Relay
d b a A/C Clutch
b c d a
a EGR Valve A/C Clutch
b
Position Sensor A/C Clutch 5 Relay
20 EGR Position
c
b a Cooling
Fan Motor
b c d
a b
Fan Control
a 21 CKP + Fan Control 6 Relay
Crankshaft b a
Position
Sensor 22 CKP - c
b
Coil 1 7
a b a
MAP c
Sensor 23 MAP Coil 3 8
c
b a
c
b
Coil 5 9
Knock Sensor b a
24 KS
b a
+5v 5 3 1
c 54 HO2S 1/1 +
a
O2 Sensor -
EGR
Bank 1
55 HO2S 1/1 - EGR 35 Solenoid
b d b a
P/S Pressure
63 PSP INJ 4 41 Cyl. 4 Fuel Injector
Switch b a
a b
a
Camshaft Position
Sensor – Bank 1 66 CMP 1
c see
+5v Diagram 3
b Data Low 46
C
a Data High 47
Camshaft Position D
Sensor – Bank 2 67 CMP 2 E
c
+5v
b
a Mass
Airflow
see Sensor 68 MAF
c © 2005 – 2006 ASE. All rights reserved.
Diagram 1 +5v
B b
Electrical Diagram 3 of 3
To B+ in Start To B+ at To B+ in Start
and Run all times and Run
Fuse #69 Fuse #70 Fuse #72
69 70
Trans. Fluid
Temp. Sensor 80 TFT Ign. B+
b a
+5v TCC
a 81 VSS + TCC 72 Solenoid
Vehicle TCM b a
Speed Trans. Shift
Sensor 82 VSS - SS 1 74 Solenoid 1
b b a
a 83 TSS +
Trans. Shift
Trans. Turbine SS 2 75 Solenoid 2
Shaft Speed Sensor b a
84 TSS -
b
Trans. Pressure
PC 76 Control Solenoid
b 85 Park/Neutral b a
c 86 Rev
d 87 1st
a 88 2nd
e
97 Ant. -
Transponder Key Fuse #74
Ground
98
99 100 101
Ign. Data Low Data High
Ign. 1 2 3 4 5 6 7 8
Fuel Level
9 10 11 12 13 14 15 16
MIL
Tachometer Speedometer Temperature DATA LINK CONNECTOR
Ground Immobilizer
102
INSTRUMENT CLUSTER
101 Blue Seal Dr. S.E., Suite 101, Leesburg, VA 20175 ● (703) 669-6600 ● www.ase.com
Revised 12/2006
ACT 045181060 PEM AC00960043