Fiat barchetta Engine

Fuel system

Fan activation operating diagram for air conditioned specifications

Low speed fan: comes on when coolant temperaturereaches95°C.

High speed fan: comes on when coolant temperaturereaches100°C:the first fan is activated after the
second.
Fanactivation is dependenton the status of air conditioning systemthree-level pressureswitch because
this determineswhether the first fan will come on, followed after a certain delay by the second,and also
controls subsequent de-activation.

P3W17AJO1

1. Condition of three-level pressureswitch

2. Condition of high speed fan
3. Condition of low speed fan
4. Coolant temperaturecurve
5. Delay in three-level pressureswitch activation/deactivation

ON: fan/pressure switch active

OFF: fan/pressure switch deactive

Copyright Fiat Auto 17

Engine Fiat barchetta
Fuel system

DIAGNOSIS

The system is equipped with a self-diagnostic function, which detects faults in the following compo-
nents:

Actuators Sensors
injectors rpm sensor
coils engine timing sensor
carbon filter flushing solenoid air flow meter
engine idle adjustment solenoid lambda probe
fuel pump contactor coolant temperature sensor
timing variator solenoid relay throttle position sensor
air conditioner compressor relay (if vehicle speed sensor
present) knock sensor

Location of F/L Tester connector If confirmed, the fault is saved permanently

and the relevant sensor excluded from the
system until repaired.
If confirmed, the fault usually causes the
dashboard warning light to come on. The
light goes off when the fault is eliminated.

A Fiat Lancia Tester can be used to carry out

~ full fault diagnosis on. the system. This con-
sists of three stages:
1. display of a set of functional parameters
~ (with engine running);
2. display of errors and deletion;
3. activation of certain actuators (active di-
agnosis).

P3W18AJO1

1. Parameters displayed
The following engine parametersare displayed:
- air flow, - carbon filter flushing solenoid duty cycle,
- coolant temperature, - injection time,
- throttle sensor position, - engine load (TP),
- lambda probe voltage, - engine idle speed objective,
- battery voltage, - idle speed adjustment solenoid duty-cycle,
- LAMBDA probe status, - FIAT CODE status,
- vehicle speed, - errors present.
- engine rpm,
- air flow/maximum flow,
- ignition advance,

18 Publication no. 506.586

2. Recording and deleting faults

Recordingfaults
This is carried out while implementing baseline sensor/actuator management functions.

Memorising error and structure of error memory

The ECU memorises errors in the order they occur.
The following are saved for each error:
- error code (component and error type),
- error counter,
- time elapsed since fault recorded,
- two environmental conditions (specific for each fault type) recorded at the time of the fault.

Defect classification
If a defect is identified for the first time and error status persists for a certain time, the defect is memorised
as "permanent". If the defect subsequently disappears, it is memorised as "not present". Classifying a
fault as "permanent" activates the recovery functions. The normal reading or function is restored when
the fault disappears.
A dashboard warning light also comes on when the fault is "permanent".

Frequencycounter
The counter counts from 0 to 127 and is activated in the caseof a fault. It is decreasedeachtime the ve-
hicle is startedwithout the fault reappearing.The fault is automaticallydeleted from the memorywhen
the counter reacheszero.

Warning light
The warning light comes on when the memory contains at least one "permanent" fault.

NOTE Upon start-up, the warning light is:

- lit for 4 seconds,

- off for 0.15 seconds,
- kept on/off indefinitely according to whether "permanent"errorsare presentor not.

Error deletion
When the frequency counter reaches0, the fau.lt and associatedparametersare deleted.
The entire error memory is deleted immediatelyin the following cases:
- "delete error memory" command sent by Fiat/Lancia Tester;
- supply to control unit cut off (by disconnecting battery or control unit connector) for at least60 sec-
onds.

3. Activation of actuators {active diagnosis}

The following actuators may be activated by the F/L Tester with the engine off:
- injectors (cyl. 1, 2, 3 and 4 in order), - air conditioner compressor relay (if pre-
- coils (cyl. 1, 2, 3 and 4 in order), sent),
- fuel pump contactor, - timing variator solenoid,
- carbon filter flushing solenoid, - low speed radiator fan,
- engine idle adjustment solenoid, - high speed radiator fan (if present).
- system warning light,
- rev counter signal,

Copyright Fiat Auto 19

Engine Fiat barchetta
Fuel system

RECOVERY STRATEGIES

If sensor/actuatorfaults are detected, the ECU replaces the missing signal (where possible) with a set-
ting from its memory (recovery) to keep the engine running.
Recovery cannot be provided for sensors/actuators not mentioned in the following list.

Engine timing sensor

recovery:the engine cannot be started. The engine keeps running, however, if the fault occurs after
start-up.
Air flow meter
recovery:air flow is calculated according to throttle position and rotation speed values.
additional measures:concentration and idle self-adaption de-activated: carbon filter flushing solenoid
de-activated.

Coolant temperature sensor

recovery:upon start-up T = 20°C; otherwise T = 20°C increasing1°Cevery6 secondsup to 80°C;radia-
tor fan is off upon start-up or with key turned to STOP,otherwise it is activated.
additional measures:concentration and idle self-adaption not enabled.

Throttle position sensor

recovery: throttle angle fixed = 7°; if engine load (TP) is lessthan 1.75 ms and speed is lessthan 1000
rpm, engine is idling, otherwise it is not idling.
additional measures: idle self-adaption' not enabled.

Vehicle speed sensor

recovery:set at speed = O.
additional measures:idle self-adaption not enabled.

lambda probe
recovery: probe voltage reading disenabled (open-loop)

Knock sensor
recovery:base advance reduced by 5° on averageif engine load greaterthan 2.5 ms.

Engine idle speed regulator solenoid

recovery:valve kept open at a pre-establishedvalue.

20 Publication no. 506.586

Fiat barchetta Engine
Fuel system

ELECTRIC/ELECTRONIC CIRCUIT

Connectsall systemcomponentsand provides them with electricity.

- wiring with fuses;
- HITACHI engine control unit;
- dual relay;
- sensors: '
throttle position sensor,
coolant temperature sensor,
air flow meter,
rpm sensor,
engine timing sensor,
lambda probe,
vehicle speed sensor,
knock sensor;

- actuators:
electric fuel pump,
injectors,
idle speed adjustment solenoid,
carbon filter flushing solenoid,
inertia switch for pump arrest,
ignition power module,
ignition coils;

devices connected to control unit:

radiator fan relay,
air conditioner compressor relay (if present),
timing variator solenoid relay,
FIAT CODE control unit.

Arrangement of system earth points

The number and arrangement of earth points

has received particular attention in order to
increase electromagnetic compatibility and
functional reliability. See following diagram:

1. ECU case, connected to vehicle body;

2. coil secondary winding connected under-
neath cylinder head cover;
3. ECU internal earths (pins 6, 12, 107, 108,
116, 40, 48), lambda probe heater earth,
dual relay earth, ignition power module
earth connected to engine block.

P3W21AJO1

Copyright Fiat Auto 21

 Fiat barchetta Engine
Fuel system

Key to Hitachi system wiring diagram

1. Engine timing sensor

2. lambda probe
3. Air flow meter
4. Ignition coils
5. Coil secondary earth below cylinder head cover
6. Ignition power module
7. Throttle position sensor
8. Coolant temperature sensor
9. Knock sensor
10. Rpm sensor
11. ECU case earth on vehicle body
12. Vehicle speed input
13. Kline-pin 23/EEPROM writing-pin 13
14. Input from air conditioner three-stage pressure switch (if present)
15. Calibration setting
16. Specification setting (connected to earth only for versions without a/c)
17. FIAT CODE control unit connection
18. low speed fan relay control
19. High speed fan relay control (if present)
20. Air conditioner compressor activation request input (if present)
21. Rev counter control
22. Air conditioner compressor relay control (if present)
23. System warning light control
24. Idle speed adjustment solenoid
25. Injectors
26. Carbon filter flushing solenoid
27. Timing variator solenoid
28. Timing variator solenoid relay
29. Electric fuel pump
30. Dual relay
31. Engine signal activated from ignition key (+50)
32. Power supply from ignition key (+15)
33. Supply from battery (+30)
34. Fuse A (20 A)
35. Fuse B (10 A)
36. Fuse C (3 A)
37. Fuse D (7,5 A)
38. Earth on engine lock

Copyright Fiat Auto 23

~
 Engine Fiat barchetta
Fuel system

Connector A
101. Cylinder 1 injector control 109. Engine idle adjustment solenoid negative
102. N.C. 110. Cylinder 4 injector control
103. Cylinder 2 injector control 111. Engine idle adjustment solenoid positive
104. Dual relay, section A control 112. Control unit supply
105. Cylinder 3 injector control 113. Air conditioner compressor relay control (if present)
106. Carbon filter flushing solenoid negative 114. Timing variator solenoid relay control
107. Earth 115. N.C.
108. Earth 116. Earth

Connector B
1. Cylinder 1 coil control 7. Cylinder 2 coil control
2. Cylinder 3 coil control 8. Cylinder 4 coil control
3. Rev counter control 9. Low speed fan relay control
4. N.C. 10. High speed fan relay control
5. N.C. 11. System warning light control
6. Earth 12. Earth

Connector C
13. EEPROM writing 24. N.C.
14. Air flow meter positive 25. Throttle position sensor signal
15. Coolant temperatu~e sensor positive 26. lambda probe negative
16. lambda probe positive 27. N.C.
17. Three-stage pressure-switch signal 28. Compressor activation signal (if present)
18. N.C. 29. Start-up signal from ignition switch (+50)
19. N.C. 30. N.C.
20. Connection with FIAT CODE 31. Knock sensor earth
21. Knock sensor positive 32. Coolant temperature and throttle position negative
22. Air flow meter negative
23. Kline

Connector D
33. Rpm sensor positive 42. Engine timing sensor negative
34. Engine timing sensor positive 43. N.C.
35. Rpm sensor earth 44. Calibration setting
36. Vehicle speed sensor signal 45. Specification setting (earthed only on non.afc ver-
37. Throttle position sensor positive sions)
38. N.C. 46. Control unit supply (+30)
39. Control unit supply (+15) 47. Control unit supply (+15)
40. Earth 48. Earth
41. Rpm sensor negative

24 Publication no. 506.586/04

~
Fiat barchetta Engine
Fuel system

DUAL RELAY

This device consists of a single case contain-

ing two normally-open relays, whose func-
tion is to supply the control unit and system
components.

With ignition key set to MAR (+15), both re-

lay excitation coils are activated (pins 2 and
14) and close the respective power contacts.
The first relay (sect. A) supplies (pin 11) the
fuel pump, receiving voltage directly from the
battery (pin 1).
The second relay (sect. B) ensures (pins 15,
6 and 5) multiple power supplies to the ECU
and various system sensors and actuators,
P3W25AJO1
both directly and through connector blocks.
Wiring connector

P3W25AJO2

1. Timing sensor 7. Ignition power module

2. Air flow meter 8. Fuse 20 A
3. Timing variator solenoid relay 9. Fuse 10 A
4. Timing variator solenoid 10. Dual relay
5. Carbon filter flushing solenoid 11. Electric fuel pump
6. Injectors

Copyright Fiat Auto VII-96"S\Jpersedespteyious Yers. 25

 Engine Fiat barchetta
Fuel system

Principle of operation

The sensor consists of a tubular case (1)

containing a permanent magnet (3) and an
electrical winding (2):
The magnetic flux set up by magnet (3) fluc-
tuates as the teeth pass the phonic wheel due
to changes in the gap.
These fluctuations set up an electromotive
force in winding (2) and the voltage set up at
the terminals is alternatively positive (teeth
facing sensor) or negative (gap facing sen-
sor: see paragraph on "signal management").
Peak sensor output voltage depends (all oth-
er factors being equal) on the distance be-
tween sensor and tooth (gap).

Wiring connector

Sensor resistancemay be measuredby dis-

connecting the connector and connecting an
ohmmeter across the sensor terminals.

Resistance: 570 % 57 ohm at 20°C

P3W26AJO4

26 Publication no. 506.586/04

~
Fiat barchetta Engine
Fuel system

ENGINE TIMING SENSOR

Together with the rpm and TOC signal, the

engine timing signal allows the ECU to
recognise the order of cylinders during
phased injection.
This signal is generated by a Hall sensor fitted
on the exhaust camshaft pulley.

NOTE Angular sensor position cannot be

adjusted in any way.
P3W27AJO1

Principle of operation

A semi-conducting layer with current flow-

ing through it is placed in a normal magnetic
field (force lines at right angles to current di-
rection). A potential difference known as a
P3W27AJO2 HALL voltage is set up at its terminals.
If current intensity remains constant, the volt-
1. Deflector
age generated depends only on magnetic
2. Magnetic material
field intensity. Intensity only needs to alter at
3. Gap
intervals to obtain a modulated electrical sig-
nal with frequency proportional to speed
Wiring connector with which magnetic field changes.
To achieve this change, the sensor is crossed
by a metal ring (internal part of pulley) with
an opening. The moving metal part of the ring
covers the sensor and blocks the magnetic
field to produce a low output signal. The sen-
sor generates a high signal when aligned
with the opening, i.e. with magnetic field
present.
The alternation of signals is therefore depen-
dent on the succession of openings (see
chapter on "signal management").

Copyright Fiat Auto 27

 AIR FLOW METER

~
\-~ /
v)" .
The air flow meter is hot-wire type and mea-
sures air flow indirectly.
,
A duct through the top of the meter and par-
~, allel to the main flow contains a hot wire.
/
/ ~ Part. of the air intake passes into the duct and
1-::
-~ rejoins the main flow at the other end.
Only a proportion of the air mass flowing

~ "
( \'"

,
through the meter is therefore measured. This
quantity is nevertheless proportional to the
\
~~'" \, "~ overall mass flowing through the meter.
\
\
Meter electrical output is there representative
'
---'I
/~~ of total flow, which is calculated by applying
appropriate ratios.
) ~~ ',- "" '7 .",
This type of meter offers two advantages over
a full flow meter:
"'~
..
~
~"-,,
~"'/'.--'
-/
/ ~//, /
" ,
- hardly susceptible to air column pulses,
particularly common at low speeds with
high loads;
P3W28AJO1 - less fouling of the filament due to the re-
duced mass of air flowing over it. The ECU
, does not need to clean the wire (burn-in).

c~ 2

4"" I'-.~.,
<-
--
~~
~ '# ,/
--,.--

~
.)

I. ~

' ; ,/1\
-, r
\: i~f::::'"/

I ~ ' \1\ - I [.
I,
\ " [

" I
i

-~~ ""--- 1/'

,

"--~ ~ ~ f
-
Wirina connector

16-
P3W28AJO2 -
1. Channel
2. Meter case
air intake ~

3. Channel air outlet. L 114 +

4. Air outlet,
5. I ntake air
6. Metered air
~

28 Publication no. 506.586

~
Fiat barchetta Engine
Fuel system

LAMBDA PROBE

The lambda probe measures exhaust gas

oxygen content. It is fitted on the exhaust
pipe upstream of the catalytic converter.
The sensor output signal is sent to the ECU to
correct mixture concentration retro-actively
(feed-back).
When the probe supplies a low signal (volt-
age less than 200 mV) the ECU identifies a
lean mixture and increases injection time;
when the probe signal is high (voltage higher
than 800 mV), the ECU identifies a rich mix-
ture and decreases injection time.
This sequence repeats itself at a rate in the or-
der of tens of Hertz to ensure the engine runs
on a mixture continually oscillating about
stoichiometric levels.
At temperatures less than 300°C the ceramic
material is inactive and the probe does not
send reliable signals: the probe is fitted with a
permanently active electrical heating coil to
ensure rapid heating upon start-up and
maintain temperature at minimum levels.

The probe may be swiftly put out of

action by the presenceof even slight
amounts of lead in the fuel.

P3W29AJO2

A= 1 Ideal mixture (stoichiometric) Probe electrical resistance may be measured

A> 1 Lean mixture by disconnecting the connector and con-
Excess air; CO levels tend to be low necting an ohmmeter as shown in the figure.
A< 1 Rich mixture
Lack of air; CO levelstend to be high
Wiring connector Resistance: 4.5 %0.5 ohm at 20°C

P3W29AJ04 P3W29AJO3

Copyright Fiat Auto 29

Engine Fiat barchetta
Fuel system

THROTTLE POSITION SENSOR

This takes the form of a potentiometer with

its mobile part controlled directly by the but-
terfly valve spindle.

TIMING VARIATOR CONTROL SOLENOID

A timing variator (electronic control and hydraulic activation) is adopted on the intake camshaft
This device allows the timing graph (intake stage) to be altered according to engine load requirement.
This parameter is processed by the HITACHI control unit on the basis of electronic signals received by
the air flow meter and rpm sensor, and sent as a command to the timing variator control solenoid.
The device consists of a main assembly fitted to the intake camshaft. It alters the angular position of the
camshaft in relation to the drive pulley.
An activation valve is also present; driven by a solenoid. Both are fitted on the intake manifold and con-
nected hydraulically to the main assembly by means of ducts.
The principle of operation is as follows:
when engine load is below a set level, solenoid (1) is not activated and box of valve (2) pushed by
counter spring (3) stays up so that oil from duct (A) cannot reach variator. In this case, intake valve tim-
ing remains unaltered (OFF position).
If engine load exceeds a set level, solenoid (1) is excited and box of valve (2) is pushed downward. In
this position, oil from duct (A) enters chamber (B) of piston and then flows on to inner channel (C)
through a hole. . .. . . .
Oil may emerge from this channel only through an upper hole (communicating with varlator Inlet duct
(0). Because valve box (2) is lowered, the lower hole does not communicate with inlet duct (E).

30 Publication no. 506.586

Fiat barchetta Engine
Fuel system

Through the duct (D) and (F), the fluid reachesthe chamber(G), axially moving the piston (4) towards
the engine; as a result of this axial movement, the piston, which has helical teeth, is forced to rotate in a
clockwise direction (seen from the timing side).
Its rotation is transmitted, by means of a splined profile with straight teeth, to the pinion (5) which, bolted
onto the threaded end of the camshaft (6), transmits the rotation to the shaft, thereby altering the inlet
valve timing (ON position).
As the electro-magnet is de-energized, the valve body (2) returns to its original position, interrupting the
flow of oil under pressure to the chamber (G), but allowing the return of the oil to the exhaust, thanks to
the force of the opposing spring (7).
An additional duct guarantees the lubrication of the camshaft bearing even when the device is not acti-
vated.
The oil which reachesthe electro-magnet chamber (H) through seepage,is drained via the drainage duct
(E).

3W31BJO2

1. Phase transformer electro-magnet A. Oil supply duct

2. Phase transformer valve B. Valve piston chamber
3. Valve opposing spring C. Valve piston internal duct
4. Piston D. Oil supply duct to the transformer
5. Pinion E. Oil drainage duct
6. Camshaft F. Oil return duct to the transformer
7. Piston opposing spring G. Transformerinternal chamber
8. Solenoid relay H. Valve upper chamber

Copyright Fiat Auto 31

 Motor Fiat barchetta
Brandstofsysteem
-
KOEL VLOEISTOFTEM PERA TU U RSENS
1/ \
~ OR

De sensor is op de thermostaat geplaatst.

~ :::::--:::=
~~ ~ De sensor bestaat uit een beschermende ko-
peren huis, waarin een thermistor met een
negatieve temperatuur coefficient (NTC) is
geplaatst. De weerstand van deze sensor
neemt af bij het stijgen van de koelvloeistof-
~ temperatuur.
De twee NTC-weerstanden leveren informa-
tie over de temperatuur aan respectievelijk de
temperatuurmeter (A) op het instrumenten-
paneel en de regeleenheid voor de inspui-
, . ting/ontsteking (B).
1\ \ De referentiespanning voor de NTC-
\
\ weerstand van de inspuiting is 5 Volt: omdat
JW32BJO1 het meetcircuit in de regeleenheid is uitgevo-
erd als spanningdeler, wordt de referentie-
NTC INSPUITING spanninQ verdeeld tussen de weerstand in de
Hierdoor kan de regeleenheid de wijziging in
de sensorweerstand afleiden uit de wijziging
in de spanning, waardoor informatie over de
koelvloeistoftemperatuur wordt verkregen.

In nevenstaandetabel wordt het weerstands-

verloop van de sensor aangegeven, die kan
worden gemeten door de stekker los te ma-
ken en een ohmmeter op de aangegevenwi-
jze aan te sluiten.
3W32BJO2

Aansl u itstekker
3W32BJO3

32 Druknummer 506.590/12

~
Fiat barchetta Engine
Fuel system

VEHICLE SPEED SENSOR

This sensor is located at the differential out-

put, on the left half-axle joint and sends in-
formation on vehicle speed to the ECU. This
signal is also used to operate the speedome-
ter.
The sensor is Hall effect (see paragraph on
"engine timing sensor"), and set so that each
pulse corresponds to one metre. Vehicle
speed can therefore be obtained by calculat-
ing pulse frequency.

P3W33AJO3

Wiring connector
P3W33AJO1

KNOCK SENSOR

This piezo-electricsensor is fitted to the en-

gine block in a symmetrical position in rela-
tion to cylinder pairs 1 -2 and 3-4.
This positioning is necessary in order to de-
tect the onset of knock in all cylinders equal-
ly.
When the engine knocks, vibrations of a spe-
cific frequency are set up in the engine block.
These are converted by the sensor into a volt-
age signal proportional to intensity.

P3W33AJ04

Wiring connector
P3W33AJO2

Copyright Fiat Auto 33

Engine Fiat barchetta
Fuel system

IGNITION SYSTEM

The ignition system is static, inductive discharge type. The power module is external to the ECU, while
the high tension supply comes through four ignition coils fitted directly to the spark plugs (top-plug
coils).
The primary winding of each coil is supplied with power from the battery through a dual relay, and
earthed through the control module.
The ECU computes optimum ignition advance on the basis of engine speed and load. This is implement-
ed as the time between the moment when the power supply to the coil primary winding is cut and com-
bustion TOC.

P3W34AJO1

1. Cytinder 1 coil 5. Ignition power module

2. Cylinder 2 coil 6. Dual relay
3. Cylinder 3 coil 7. Fuse (20 A)
4. Cylinder 4 coil

34 Publication no. 506.586

Fiat barchetta Engine
Fuel system

77T IGNITION POWER MODULE

The power module fitted on the side of the

intake manifold is essentially an electronic
switch, which controls current in the ignition
coil primary winding by means of pulses from
the ECU.
It uses a specific circuit to limit current flow-
ing through the coil primary winding, when
~\ this reaches a peak value, in order to reduce
module heating.
In order to prevent the coil overheating if the
ignition is activated with the engine off, the
module comprises a resting cut-out device
:\\ which comes into operation when the flow of
ignition pulses from the ECU ceases.
W'
P3W35AJO1

Wiring connector

A: module input B: module output C: ignition coil

P3W35AJO2

IGNITION COIL

'- '--
~-
The coil consists of a closed magnetic circuit
type. Its windings are enclosed in a plastic
case and embedded in epoxy resin.
The coil is connected to the spark plug di-
rectly through a silicone extension with high
dielectric properties.
The secondary circuit is earthed via a special
wire because the coil is insulated from the
cylinder head.

P3W35AJO3

Copyright Fiat Auto 35

Engine Fiat barchetta
Fuel system

P3W36AJO1

36 Publication no. 506.586