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 Automotive Engine Electronics

How to Diagnose and Repair the Automotive Computer

Control System

by Dr. Robert C. McElroy

Second Revised Edition

Accuracy Publishing, Homestead, Florida

 photo by Rick Bernskoetter

Bob McElroy at the wheel of his Hilborn Fuel Injected Corvette at an SCCA autocross.
Note video camera attached to windshield.

Published by:
Accuracy Publishing Co.
Post Office Box 514
Homestead, FL 33035-0514

Corvette Cover Artwork

Compliments of:
Micrografx Corporation
I
Allrights reserved. No part of this book may be used or re-
produced or transmitted in any form or by any means,
electronic or mechanical, including photocopying, record-
ing or by any information storage and retrieval system
without prior written permission from the author except in
the case of brief quotations embodied in critical reviews
and articles.
Copyright 1987,1988 by Robert C. McElroy, Ph.D.
First Printing 1987
Second Printing 1988, revised
Third Printing 1988, revised
Printed in the United States of America
1511
Bob McElroy
Library of Congress Cataloging in Publication Data
McElroy, Robert C.
Automotive Engine Electronics
Understand, Diagnose & Repair: Fuel, Ignition
& Computer Control Systems
1. Automotive Electronics--Computers, sensors, etc.
2. Electricity and Electronics--Computers, sensors, etc
3. Diagnosis--Computers, sensors, etc.
4. Mathematics--Computers, sensors, etc
I. Title
ISBN 0-929603-37-0 S o f t c o v e r
SECTION I -- Sensors & Systems SECTION II -- Driveability Diagnosis

TOPIC PAGE TOPIC PAGE

Table of Contents 3 Driveability Diagnosis Philosophy

Objective 4 Systems Approach to Diagnosis
Foreward 5 Electronic Control Module -- ECM
Introduction 6 ALCL Terminal Circuits
About the Author 8 Scanner Use
Background of Today's Automobile 9 Integrator & Block Learn
Electrical & Electronic Terms 11 Scanner Error
OHM'S Law 16 Diagnostic Procedures
Series Circuits 18 Digital Multimeter -- DMM
Parallel Circuits 20 Jumper Wires & Connectors
Series Parallel Circuits 21 Computer Harness Adaptive Tester
Diodes 22 Diagnostics & ECM Voltage Checks
Despikeing and Clamping Diodes 24 Continuity Tests
Transistors 25 CHAT Basic Test Procedures
Point Style Ignition Systems 26 CHAT Advanced Testing Procedures
HE1 -- High Energy Ignition 29 Advanced Circuit Testing
EST -- Electronic Spark Timing 31 ECM Codes
Distributorless Ignition Systems -- CI 33 Open & Closed Loop
CCC -- Computer Command Control 35 Fuel Injector Balance Test
EFI -- Electronic Fuel Injection 38
PFI -- Port Fuel Injection 40
Transition -- fuel to electronic systems 43
Throttle Position Sensor -- TPS 44 SECTION Ill --
Temperature Sensors -- CTS & MAT 46
Manifold Absolute Pressure -- MAP 47 SELECTED
Electronic Spark Control -- ESC 48 ECM VOLTAGES &WIRE DIAGRAMS
Mass Air Flow Sensor -- MAF 49 Which can be read with CHAT.
Eshaust Gas Recirculation -- EGR 50 Note: CHAT will interface BCM and GMP4 design
Idle Air Control -- IAC 53 ECMs. BCM and GMP4 circuits have not been included
Vehicle Speed Sensor -- VSS 54 in this publication. CCC and EFI systems incorporating
Evaporative Emission Control -- EEC 55 "edgeboard"connectors were not included.

CHAT is covered by U.S. Patent No. 4,690,475 and is available from Diagnostic Products Co.
P.O. Box 1136, Homestead, Fl. 33090
Diagnostic Products Co.is the Electronics Subsidiary of Spectra Investments Ltd. Inc.
Objectives of this manual:

1. Provide a comprehensive general explanation for electronically

spark controlled and fuel injected engines manufactured by GM.

2. Provide specific information for the use of ALCL "scan" tools.

3. Provide specific information for the use of "CHAT' the Computer

Harness Adaptive Tester.

4. Provide specific information for the use of CHAT to perform voltage

and continuity testing for all wires and circuits interfacing the ECM.

This manual has been prepared for:

1. Professional Technicians in the field of automotive repair.

2. Students of Automotive Technology.

3. Automotive Enthusiasts who wish to know more about

contemporary automotive engine electronics.

This manual has been prepared with a "systems" approach:

1. Diagnosis and repair must be performed in a step by step method, to ensure

that you "isolate" the problem, and not simply replace what seems to be wrong.

2. Automotive systems are broken down so that you can see how they are intended
to work in a conceptual method. When you understand the general concept you
will be able to apply your understanding to systems and components which differ
from those included in this manual.

This manual is not intended to replace applicable service manuals pertaining to the
service of any automobile. This manual is intended to complement service manuals
specificallyprepared by the vehicle manufacturer.
In order to understand the complex na- Always try and do the job right the first
ture of today's automobile we must be time even if it takes a few extra minutes.
able to speak and understand the lan- One good example would be a water
guage used to describe these vehicles. pump. If it leaks then you will probably
You may be reluctant to want to learn have to do the whole job over and I don't
anything, but you have made it this far by know of anyone who wants to redo a
purchasing this book. A book which you water pump. The same sort of thinking
can use and learn new technology from. applies to this new technology. If the car
A book written to help you each and still has a driveability problem then it is
every day on the job. going to be a comeback and rechecks eat
your earnings.
Actually, when you start to dig into this
material it will be fun and interesting.
The trick is to just take your time and
master these basic terms and concepts.
One thing that you really need to do is
understand how these things work, at
least on a simple level. This book will
approach everything on a simple level
and use this basic principle of under-
standing to build upon.

Some of the things which we will look at

in the beginning will seem too simple to
really work with. However, I have seen
too many repairs done incorrectly. When
you really analyze what you are doing the
bottom line really must be to get the car
fixed. Hopefully, this will happen the
first time or else you will have a recheck
to perform. Rechecks mean that you will
not be making money on the next car
waiting for you. Therefore, the fewer NO RECHECKS
rechecks the more money you ought to
make. That seems simple enough,
doesn't it?
This book has been prepared with the
objective of presenting basic concepts
which apply to the modern automobile
which uses a small computer or ECM to
control fuel delivery to the engine. In
order to understand how this system
functions, you will be presented the basic
concepts relating to how air and fuel
management is accomplished.
If you know and understand the relation-
ships between the sensor inputs and
computer outputs you will be able to
diagnose problems which occur with the
modern automobile. No one book can
be expected to provide all information
which can apply to all situations. How-
ever, the information provided will be of
value when you must diagnose and re-
pair these vehicles.
Your use of a definite method of analysis
will increase your productivity and reduce
the number of comebacks and your
number of rechecks. This increase in
productivity will make you a better tech-
nician which should also correspond to an
increase in your paycheck.
In order that you understand how this
system works we will first investigate the
ignition system. Understanding of
today's ignition systems is 100%essential.
Proper fuel delivery to the engine is based
upon this input signal and without it the
vehicle will not run due to loss of both
spark and fuel delivery.

As you gain experience with computer

equipped cars and trucks you will find
that they do perform and react in a
predictable way. There are certain
things which you must know and under-
stand. Some things must work or the
vehicle simply will not run. These facts
will be covered so that you will be able to
NO WRENCHES ON
quickly and accurately determine if
these necessary inputs are present. Use THE RED TERMINAL
of a definite strategy will mean that your
diagnosis is done quickly and in a logical
procedure. Always remove the ground cable first. If you
accidentally hit some sheet metal you will not
risk blowing up the battery.
I believe that many technicians do not
have a good understanding of how igni- YOUR TECHNICAL JOB
tion systems operate. Therefore, we will THE MORE YOU KNOW
study a conventional point-type ignition THE MORE THINGS
first. If you know and understand how YOU CAN FIX
this system works you will not have any
difficulty with electronic systems. More FASTER &
cars are being designed each year without MORE RELIABLE
distributors. As you progress through
your study of this book, you will clearly
come to understand why a distributor is
not needed. As you learn how these
systems operate and how other inputs
can provide the same necessary signal
you will be able to figure out and trou-
bleshoot systems which you have not per-
sonally worked on yet.

As you study this manual and compare its

information to the cars which you work
with daily you will become a better tech-
nician. Additional education at your
local technical school or community col-
lege will also help you to be more profes-
sional in your duties. If you are not
already certified by ASE, you are encour-
aged to participate. ASE certification is
a highly desirable goal and those techni-
cians who wear the ASE patch take pride
in their accomplishment. You make your EVERYONE BENEFITS
living as a technician. Vehicles which you FROM TECHNICIAN
work on daily are highly complex and the CERTIFICATION
more you know about these vehicles the
better off you are. Your need for techni-
cal literature and education have never
been greater. You demonstrate your
professionalism when you wear the ASE
certification patch. SUPPORT IT!
I walked into my local Chevrolet dealer
and asked for a job as a junior mechanic
and grease monkey during my summer
break from college in 1969. That did not
last long; soon I was tearing apart engines
and trying to figure out how to get them
running again. The more things which I
could fix, the more work I got in the shop.
equipment. When you know what you
are supposed to do, and you do it well,
then you can really enjoy what and how
you do things. I would hope that you
personally feel that way about your
occupation ...if you do not then I hope
that this book will help you to gain this
type of confidence.

I drove my first race car in 1965. It was For a period of three years I was in the
while I was a senior in high school in State position of resident engine instructor, at
College, Pennsylvania. We even raced in one of the 31 GM training centers in
the winter. I remember trying to run over operation at that time, after having been
a snowbank during one event while rac- recruited by General Motors in 1983 . In
ing on the icy surface. This interest in Detroit we would be given product infor-
racing has probably been the key to why mation which would be used to conduct
I have always kept a strong interest in classes about new engine systems and
automotives. their operation for dealership techni-
cians who would attend our classes. All
Over the years I have raced many differ- this new information was great, but this
ent types ofvehicles including the likes of information had to be passed on to the
jeep, ferrari, pantera, vega, corvair, mus- fellows and an occasional lady who actu-
tang, police cars, and my favorite, the ally "turns a wrench" to make a living. It
corvette. Those police cars came from really was a lot of fun.
when I taught High Performance Driving
to police officers at the Texas Transpor- Additional qualifications to be your au-
tation Institute. thor to write this book besides my expe-
rience with GM, racing, and having been
I have always felt that if you are going to a "Chevrolet Certified Technician"
win on the track then you must field the would include formal college education
best car. Even if you happen to be the background of a BS, MA, and finally a
best driver around, if your machine is not Ph.D. in industrial education from Texas
set up properly then you cannot win. I A&M University. In 1987 I was one of
have never gone to an event with the idea 375 people inducted into the Automo-
to lose. Of course I don't always win and bile Hall of Fame in Midland, Michigan
I do get beat sometimes, but I don't lose. as an "ASIA/ASE 'World Class' Techni-
It really is a state of mind where you feel cian" for holding all 16 ASE area certifi-
confident about your ability and your cations.
Way back in the old days, pre-computer
cars that is, we basically concerned our-
selves with three types of problems: 1)
fuel, 2) ignition, or 3) mechanical. How-
ever, today there is an additional 4) elec-
tronic problem area which really gives
technicians a tough time. This latest
addition to our problems is the most dif-
ficult to understand. You simply cannot
take apart a transistor with a 9/16" or
lOmm wrench. Since you cannot easily
disassemble this electronic stuff it means
that you will probably have to learn about
these things either on your own or in a
class somewhere. This book will help you
understand how automotive electronics
work and this book will help you fix
today's electronically complex cars.
When cars were simple it was not too
difficult to figure out which area theprob-
lem was in and then it could be attacked.
If there was a question about ignition,
then did spark come out of the plug wire?
If not then points were pretty easy to fix.
I remember a 1970 LT-1 corvette at the
dealership, the ticket said "won't run". I
found the car, it would crank but not start.
I popped off a plug wire and hung it on top
of the air cleaner wingnut; crank engine
again and no spark but the 12 volt test
light says power to the coil and a good
ground. Hmmm ...the points must be
locked up. Off with the chrome shroud,
remember this is a corvette, off with the
distributor cap ...what the .... So much for
my first introduction to transistorized
ignition.
Today's cars may affect you the same
way. There is no denying that cars are
much more complex than ever before
and there is no alternative to under-
standing how they operate. Because of
Federal regulations for improved fuel
and emission characteristics of our ve-
hicles it became necessary to develop
more sophisticated engine control sys-
tems to meet these new standards. Many
of you reading this book look favorably
on the past but you know that "simple"
cars are no longer built; also you know
that the carburetor is in fact only a "cali-
brated leak" which will not do the job
today.
Microprocessors are the heart of the
computer or Electronic Control Mod-
ule, ECM for short. Microprocessors get
information from many sensors placed
all over the vehicle. Microprocessors
take this information and run it through
the operational program recorded per-
manently inside the machine found on
10
ROMS and PROMS. After all this analy- When you finish reading this book you
sis is done then some sort of output will will find it to be an excellent reference.
come from the ECM such as when to Others will want to use this book. As with
inject fuel and how long the injectors are any tool you will need to have it available
to be held open. at times. You know who borrows your
tools and this book is no exception. A
This entire information transmission saying that I have seen on one master
process at first seems almost impossible technician's toolbox is "I would rather
to figure out. However, this is not the loan you my dog than my tools. The dog
case. There are some very logical rela- always comes home." It applies to this
tionships which do exist and you as a book too.
professional technician already know the
basic principles of engine operation. We
will take these things which you are al-
ready familiar with and use them as the
basis for all the new systems. New sys-
tems may be new but they accomplish the
same sort of things as the old systems.
Whether or not new systems are better is
something which most mechanics and
technicians have personal opinions
about ...j ust ask one! Let's face it, there is IF YOU WANT TO FIRE TWO
no alternative ...you have to know how the SPARK PLUGS AT THE SAME
new systems operate if we are going to be TIME, HERE IS HOW IT'S DONE.
successful in this occupation.

How did you learn to be a technician in

the first place? Were you taught by other
mechanics or did you attend a technical
training program? I expect that you actu-
ally have some of both. You have already
invested heavily in your education; some
people would call this the "School of
Hard Knocks." You have invested thou-
sands of dollars in your tool box. Every
time the tool truck comes by you can
think of additional tools which will make
you more productive. Tools are an in-
vestment in your future, there is no other
alternative there.
First off let's look at wire. With wire we
can "pipe" electricity to every device in
the car which needs energy to operate.
Most wires in the car are made from
copper. Some wires in the body harness
of the car are aluminum but these are
rare, and require special wire repair tech-
niques.

Copper is a very good conductor. A

conductor is a material which allows elec-
trons to flow through it easily. If you are
going to keep the electrons in the wire
you must cover the wire with a tough
material which will not let the electrons INSULATION
get out of the wire. This material is called
an insulator. Most wires are covered with
an insulator, which is generally a type of
plastic. Wires carry electrons. Electrical pressure is
called voltage. Quantity of electrons is
Enough electrons moving will create an measured in amps.
electrical current. How many electrons
you need to perform a job depends on the
load. A crank or starting motor requires
a large electric cable cLming right-from
the battery, while a dome light needs only
a small wire to work effectively.
I
The electrical pressure to both the crank
motor and dome light are the same.
Electrical Pressure is called VOLTAGE.
Both items get the same voltage or pres-
sure coming from the battery because
12
wires conduct the electrons to each item.
If the battery has a 12 volt potential
difference between the B + (red) and B-
(black) terminals at the battery and we
connect a wire to the B + and a wire to the
B- and then go to the end of each wire and
place a voltmeter between them we
should have 12volts shown on the meter.

If both the crank motor and the dome

light get the same electrical pressure then
why the different size of electrical wires
and cables? Both devices get 12 volts.
The difference is how much work each
device must do. That large cable to the BAllERY VOLTAGE (PRESSURE) IS
crank motor will allow many more elec- CARRIED BY WIRES
trons to move than the small wire to the
dome light. The quantity or amount of
electrons flowing is called AMPS.

SY MBOL - - CRANK
MOTOR
-I
-
DOME LIGHT AND CRANK MOTOR GET 12 VOLTS
CRANK MOTOR USES MORE AMPS THAN DOME LIGHT
CRANK MOTOR USES LARGE CABLE
DOME LIGHT USES A WIRE
INSUlATION

WIRE
A LARGE WIRE WILL CARRY MQRE AMPS
REMEMBER -- TjYE SAME V ' LTAG€ IS
AFTLIED TO B U M WRES!

If I had two cars, one with a 4 cylinder

engine breathing through a lbbl carbure-
tor and the other car had tunnel ram and
two Holley Double Pumpers ...then SHORT CIRCUIT
which one will use the most fuel? The
tunnel ram will use the most fuel because BRACKET HAS WORN THROUGH
THE INSULATION ON THIS WIRE
it needs that fuel to do its job properly, CAUSING A SHORT TO GROUND
just like the crank motor will need a lot
of amps to do its job properly. If both our
cars use the same type of pump gas, then
in order to make more horsepower we
must deliver more fuel to the engine.
Therefore we invest in the big 110 gallon
per hour electric fuel pump and use a I/
2" or larger fuel line between the fuel tank
and tunnel ram.

If a fuel fitting leaks our car will not run

the way it is supposed to. If an electrical
wire starts to corrode it will not conduct
current properly. If a fuel line breaks the
car will not run. If an electrical wire is cut
the component will not work. If gasoline
spills and is ignited your car may be
destroyed. If an electrical wire is shorted
to ground the electrical system and pos-
sibly the car might burn up.
Current, when flowing inside a good wire, DO NOT USE CRIMP CONNECTORS ON TODAY'S CAR.
can be considered to have no resistance
to its flow. Wires act as a pipeline of CRIMP CONNECTORS PROMOTE CORROSIONWHC IH
energy to the item or component we need CREATES RESISTANCEAND HEAT IN THE WIRE.
to run. When current cannot flow easily
to a component, resistance has been
added to our circuit.

Resistance in a wire is bad. It generates

heat inside the wire and it means that not
enough current will get to the component
on the end of the wire. The component
may not work properly because it does
not have enough current to perform
within its operating limits. This reduc-
tion in current may cause the component
to fail.

Resistance in a component means that

the item will perform work for us. Imag-
ine you are holding a fire hose with water
spraying into the air. If you aimed this
hose at the side of a mountain you would
start to wash away the mountain and the
stream of water would be doing work for Crimp connectors used for repair on this late
you. The mountain becomes resistance model T Bird will create electrical problems for
the rest of this car's life.
to the flow of water. Work is performed
as you wash away the mountain.

Each electrical item which performs

work in the car has some resistance.
Resistance means that current cannot
simply flow right through the item to
ground. The current must do something
which we want it to do in order for the
current to get to ground. This internal
electrical activity or flow will operate
each electrical component in the car for
US.
Some components offer static resistance
to current flow and some items have
dynamic resistance to current flow. If you
have ever taken apart a solenoid coil you MAGNETIC FIELD
have found that there are many feet of
wire in the coil. The length of wire and the
size of wire cause resistance inside the
coil. This is an example of a static resis-
tance.

Light bulbs and crank motors have dy-

namic resistance to the flow of current.
When these items are working current
cannot get across them fast enough. As
the armature moves past the brushes in
the crank motor, current flow is not con-
tinuous because current is directed to
different parts of the armature winding
because of the contact point placement
under the brush. A crank motor which is
locked up can have a very high current
draw.

CRANK MOTOR

COMMUTATOR

MAGNETIC FIELD
A mathematical relationship exists be-
tween volts, amps and ohms in any elec- Ohm's Law Terms:
trical circuit. George Simon Ohm discov-
ered the relationship between these fac- E = Voltage
tors and named the formula after him-
self, hence the name Ohm's Law. I = Amps
Mr. Ohm found that volts or pressure in R = Resistance
a circuit will move a quantity of electrons
or amps through a defined resistance or
ohms. This relationship means that if you Ohm's Law:
know any two of the three factors then it
is possible to determine the third item
mathematically. T - -E
Although many technicians have diffi-
I
- R
culty in learning Ohm's Law it is a very
important relationship which definitely E = IXR
needs to be mastered. Specifically, when
you know and can even visualize (yes
actually see in your mind) how these
three aspects of electrical flow work to-
gether then you will be in a much better
position to fin the modern car which uses
a microcomputer to control engine op-
eration.

The Electronic Control Module or ECM

does everything electrically. Voltage is
the language of the ECM. Voltage is
pressure. The ECM will control electri-
cal pressure to get things done. Just like
you flip a switch to turn the lights on, the
computer will controlvoltage to a transis-
tor (functioning as an electrical switch) in
order to activate an output. For example,
the air conditioning compressor clutch In Ohm's Law:
which would be disabled during wide Amps x Ohms Volts
open throttle to allow maximum accel-
eration.

Ohm's Law will help you fix problem cars.

The ECM is designed to handle only 1/2
amp on most circuits. This means that the
relays and solenoids must have 20 ohm or
greater resistance or you will blow the
ECM. Only "protected" circuits can
handle currents greater than 1/2 amp, an
example being the fuel injector solenoid
but this circuit is only pulsed in millisec-
onds (thousands of a second).
12VOLT
12
RESISTANCE A
M
SYMBOL P 1 OHM

12VOLT

1
OMEGA SIGN IS A
M
USED TO SHOW OHMS P 12 OHM

12VOLT

A
M
OHMS P 24 OHM
In a series circuit all the components or BLOWER MOTOR RESISTOR BLOCK
devices are hooked up end-to-end. This SERIES CIRCUIT DIAGRAM
arrangement means that all the current
(amps) in the circuit is the same through
each componenet used in the circuit.

Current flow in a series circuit is like a

water hose. All the water passes through
the hose from end to end. In a series
circuit the same amount of current passes
through each component.

SERIES CIRCUIT LAWS:

1. In a series circuit the current flowing in

the circuit is the same at all points in the
circuit.

2. Total resistance of the series circuit is

the total of all individual resistances
present in the the circuit.

3. The sum of all voltage drops, across

each resistance, in a series circuit equals
the applied or source voltage.

w MOTOR
Question: In a series circuit with three resistors, calculate the total
resistance (R T), and calculate the current flow using
Ohm's Law.

12 VOLT wd
Step 1 -- list given values I H I

Step 2 -- determine total

resistance R T
RT=R1 +R2+R3
RT=2Q+4n+6Q=12n
R 3 I
AAAII

Step 3 -- apply Ohm's Law to I = -E = 12

-=
V
lamp
determine amp flow R 12 fl

Question -- Now that you know the amount of current flowing

calculate the voltage drop across each resistor
using Ohm's Law.

E= IX R Ohms' Law equation

to determine voltaqe drop across each resistor

multiply amp flow times individual resistor values
E r l = 1 ~ =~ I1ampx2R = 2 w I t s
Er2 = I X R ~= 1 ampx4R = 4volts
Er3 = IxR3 = 1 ampx6R = 6volts
total voltage drop = Erl + Et2 + Er3 = 2 + 4 + 6 = 12 volts .
A parallel circuit has two or more INSTRUMENT PANEL LIGHTING
branches in which all the positive termi- PARALLEL CIRCUIT DIAGRAM
nals are connected to a common point
and all the negative terminals connected
to a common point. Therefore, the same
voltage is applied across each compo-
nent.

Parallel Circuit Laws :

1. In a parallel circuit, the voltage is

the same across each branch.

2. Total current in the circuit is the

sum of the current flow in each branch.

3. Total resistance of the parallel cir-

I RHEOSTAT

cuit is always less than the smallest

resistive branch.

Maximum Panel Brightness

Set rheostat for O ohm.
12 u. is applied across each bulb.
Ohm's Law equation I = wE

I = elr I = 12vl2Oohm 1 .6 amp {per bulb)

Amps total = amps per bulb x number of bulbs
lt=.6ax5=3amp
Series - parallel circuits combine aspects INSTRUMENT PANEL LIGHTING
of both series and parallel circuits. In the PARALLEL CIRCUIT DIAGRAM
series part of the circuit all the current
passes through one circuit component.
In the parallel circuit there are multiple
paths for the current to pass through.

In this example the rheostat is the series

load and the bulbs are the parallel load.

To calculate current (amps) first deter-

mine the resistance of the parallel com- F
ponents. Add the parallel resistance to U
the series resistance in order to deter- 5 HEADLIGHT
E
mine total resistance. Use Ohm's Law in RHEOSTAT
order to determine amp flow in this cir-
cuit.

Voltage drop across series and parallel

segments can be determined by Ohm's
Law by multiplying amps times resis-
tance for the series segment.

Parallel resistance = 20 ohm / 5 = 4 ohm

Series resistance = 8 ohm
+
Total resistance = 4 8 = 12 ohm
Amp=E/I = 12v/12ohm=lamp
Voltage drop of series, E = I x R, 1 x 8 = 8V
Voltage drop of parallel, 1a x 4 ohm = 4 volt
Amp flow through each bulb I = E/R
I = 4 v / 2 0 o h m = .2amp
Total amp flow through bulbs
.2 amp x 5 bulbs = 1 amp
DIODES
DIODE ELECTRICAL SYMBOL
Diodes are devices which will allow elec-
tricity to pass through in only one direc-
tion. DIODES are simply a ONE WAY
VALVE. They allow current to pass
through in one direction and if the cur-
rent tries to reverse direction, then the
diode will block current flow.

Alternators use nine diodes. Six diodes

are in the rectifier bridge and three in the DIODE CURRENT FLOW
diode trio. These diodes turn the spin-
ning action of the alternator and its alter-
nating current (AC) into direct current
(DC). If any one of these diodes fail,
performance of the charging system will
be greatly affected.

LIGHT EMITTING DIODES

Light Emitting Diodes or LED's are used

frequently in many automotive applica-
LIGHT EMITTING DIODE
tions. They are built like a regular diode
only they are designed to produce light .
Whereas a regular diode made from sili-
con will require about .6v to turn on and
pass current, the LED needs 1.5to 2 . 2 in
~
most applications. LED's are just like
regular diodes because they will not pass
current that wants to go against it.
 ALTERNATOR OPERATION
X X X X X X THROUGH EACH PHASE
TRACE CURRENT FLOW THROUGH
DIODE BRIDGE IN EACH DIAGRAM

WOUND STATOR

I
SINCE ALL THE CiJRRENT CONVENTWNAL
MUST PASS THRGUGH
THE CENTER CONNECTION Y
LESS OUTPUT RESULTS 5TATOR
Diodes are also used to "bridge" sole-
noids. Review of the information on A / C COMPRESSOR
ignition systems shows in detail how the CLAMPING DIODE
primary coil builds up a strong electrical
field in the secondary coil, enough to fire
the spark plug when the primary coil is
turned off. This condition is normal for
the many electrical coils and solenoids in
the car.

Of special concern are the coils con-

trolled by the ECM. Diodes are placed
across many coils. They are installed in a
"reverse bias" position to block B + and
therefore the current passes through the
coil. When B + is turned off the magnetic
field of the coil collapses inducing cur-
rent flow in the coil. This current then
passes through the diode, since this cur-
rent is headed in the same direction as
the diode arrow, which was previously
blocking B+ and thus this current flow
induced by the electric field of the coil is
allowed to "collapse upon itself'. A
spark is not produced and the delicate
ECM is protected against damage.
CURRENT CONTINUES TO FLOW
THROUGH THE CLAMPING DIODE
Even small coils, found in simple relays, UNTIL THE COMPRESSOR FIELD
can produce over 100volts when they are COLLAPSES UPON ITSELF
turned off. Large air conditioning clutch
coils can produce 60v to 130v with much
greater amp flow. Higher voltages are
produced with quicker clutch return
times. You will see this despiking diode
connected to and taped over, on the elec-
trical plug attaching to the ac compres-
sor.
Transistors are simple little devices when N P N TRANSISTOR
you understand how they do in fact work. NPN TRANSISTOR
The best way to understand them is to
Nclativc
first look at a simple old light switch on POSI~~VC
Nejativc
the wall. You flip the switch up and the
Semiconductor
light goes on. You flip it down and the nternal cm~tructim
light goes off. Now if I tell you that the
transistor works exactly the same way as
the light switch, only electrically, and that
instead of manually pushing the switch
you need only send a little voltage to it in
order to turn the light on, then we've P N P TRANSISTOR
almost got it licked.
PNP TRWSTOR
Look at the diagram on the NPN transis- R
tor. Notice that the main current path is
from top to bottom. Coming in from the
F Semiconductor
side is the small current path necessary to L internalconstruction
turn on the large current flow. This
means that you could use a very small and
light duty switch to turn on a high current
requirement accessory. It only takes .6v
to turn on the average transistor.

Transistors function as switches and they

can function as a flow control valve. Now
that we have the transistor turned on, if A SMALL CURRENT
we want to let more current flow through IN THE BASE LEG
WILL TURN THE
it, top to bottom, then we simply apply
more voltage to the base. When the
transistor is at "saturation" it is allowing
all the current through it is designed for. -
I

Drive it beyond saturation and it will be

destroyed. 9,000 rpm with your street
motor won't work. However, a little
voltage change on that base lead will be
just like your foot on the accelerator.

----------
----------
Point type ignition systems were the stan-
dard ignition method for cars by winning
out over early magneto systems. If you
understand how the point system works
you will be able to service millions of
different cars, but they all work the same,
even if the actual components are differ-
ent.
Refer t o the picture and find the 12 volt
source. Let's follow our current through
the system and see what actually goes on.
First the current flows through the Pri-
mary Ignition Coil, which is composed of
large diameter wires to allow lots of amps
through. If you were to check a primary
ignition coil with an ohmmeter you will
probably find about one ohm of resis-
tance. One ohm means that there is very
POINT SET
-
-
-
POINT TYPE I G N I T I O N SYSTEM
little resistance to current flow, but
when the current does flow it sets up a
large electromagnetic field around the
coil (see page 13). This electromagnetic
field is essential to the operation of the
coil because it will induce current into
the Secondary Ignition Coil later on,
but for now this magnetic field is just
building up in strength.
Now that the current has passed
through the primary coil it heads onto
the Contact Point assembly. In fact it
goes all the way to the Top contact
point, as shown in the diagram. The top
contact point always will be hot. If you
took a voltmeter and touched it to the
top point you would see 12 volts.
If you have ever installed or held a set of
 27
points you know that there is a spiral the process of collapsing they cut across
spring used to bring the contact points the secondary ignition coil winding and
together. In order to separate the points begin to induce electrical pressure in this
the rotor lobes must be positioned, in coil. The secondary coil can have 6,000 to
relation to the rubbing block on the point 14,000ohms resistance which means that
locator arm, so that the points will alter- it is a very long coil of wire and the
nately open and close as the rotor turns. collapse of the electromagentic field will
cut across a lot of wire length.
Since the top point is always electrically
hot, whenever the points come together This is exactly what happens and the
current will flow across to the bottom electrical pressure built up in the secon-
point and thus to ground completing the dary coil becomes so great that it will
circuit. Many amps will then flow eventually jump a large air gap. The air
through the primary ignition coil rapidly gap of course will be on our spark plug,
buildingtheelectromagneticfield around igniting the engine air fuel mixture at just
both primary and secondary coils. the right time to make for good power
and driveability.
Since the rotor is generally driven by the
camshaft it will continue to turn. A lobe CAPACITOR
of the rotor will begin to rise, eventually
pushing the top point away from the This is a good time to look at the "electri-
bottom point. At that time the primary cal shock absorber" or capacitor. Let's go
coil will be turned off since current can no back to the primary ingition coil for a
longer flow through the primary coil. minute and look at what's happening.
When the contact points close current
The Electromagnetic Field which was passes through the primary coil and on
built up around both the primary and sec- through the contact point set to ground.
ondary coil will start to collapse. This When the points are pushed apart the
field is made up of "magnetic force lines" circuit is broken and the electromagnetic
which will start to fall back upon the field will start to collapse inducing elec-
primary coil. These lines of magnetic trical pressure strong enough in the sec-
force will attempt to push current ondary coil to fire the spark plug. What
through the primary coil to keep the about the primary coil...it will have an
current flowing...sort of like lifting your induction also....
foot off the gas while driving at 50 mph,
the car will continue to coast since you Imagine the points just opening, many
have already built up speed and momen- electrons will be hurriedly moving along;
tum. just like that car at 50 mph. Your car
might "stop on a dime" but I would guess
These magnetic lines of force try to do the that a lot of skid marks would result if you
same thing only electrically. However, in locked up the brakes all the way to a
28
"dead stop," then you would need to go
buy some new tires because of the flat
spots. If you haven't tried this just ask
some of the guys at your service facility;
I'm sure that there is someone there who
has destroyed some perfectly good tires
by locking up the brakes. Of course the
best way to stop is to use the brakes, that's
why a car has brakes.
Electricity flowing in the coil needs a way
to stop without "crashing out." Such is
the job of the capacitor, it provides a "run
off area" or another path for this electric-
ity to go. Have you ever been to the
mountains and noticed "truck run offs"
which are large sand pits that 18wheelers
can head into if their brakes quit while
going downhill. A capacitor is exactly the
same thing, an electrical run off with no
escape other than go back out the way the
current originally came in.
When the points close many electrons
will start moving. When the points open
these electrons will build up tremendous
pressure on the top point as they all try to
keep on moving. If we add a capacitor
then the electrons will electrically take
the capacitor for ground and head off
into the capacitor. A capacitor is a "false
ground" in this application because the
electrons cannot actually get to ground
they only think that they can. The capaci-
tor will use a large internal surface area
or "plate" wrapped up inside it, posi-
tioned very close to another "plate"
which is attached to ground. Thus the
electrons think that they can get to
ground by going through the capacitor.
As more and more electrons enter the
capacitor it will build up electrical pres-
sure and start to build up resistance to the
other electrons which are also headed
into the capacitor. When the electrical
pressure gets higher than that of elec-
trons trying to get in, then electrons will
flow back out of the capacitor. Thus the
similarity to the shock absorber give-and-
take.
If you have ever wondered about those
bumpy little lines on an ignition
oscilloscope...well now you know. Those
funny lines are the electrons bouncing
back and forth because of the capacitor.
If the capacitor is bad then you will burn
out the points because instead of just
sparking the spark plug you will also
spark the points and they will simply burn
UP.
Capacitors are used in many applica-
tions. They reduce alternator hum in the
radio. They are used any place that
electrical pressure (voltage) fluctuates
and you need to smooth things out.
Nothing is supposed to go through them,
unless it's been blown out. They normally
seem to work quietly and forever...until it
quits and something burns up.

12
VOLT
4 HE I
Now that we know how a set of points
work we can move into HE1 which is
really a logical progression of ideas and
technology. In review, we know that the
points close allowing the primary coil to
build up an electromagentic field which
collapses when the points open inducing
electrical pressure (voltage) into the
secondary coil which causes the spark of
the spark plug.
HE1 works the same except that a tran-
sistor is used instead of points. Since the
transistor is electronic it won't burn up
like a set of points. I didn't say it
wouldn't burn up, I'm sure that you can
destroy anything but that's not the
point. Anyway, the idea is that a transis-
4 CYLINDER
MAGNET IC
TRANSISToR PICKUP C O I L
I -
HIGH ENERGY I G N I T I O N SYSTEM
tor will not need as much attention or
maintenance as the points. Now all we
have to do is turn the transistor off and on
and everything will be great.
If you haven't read the section on transis-
tors stop here and go do it. This book is
designed with the KISS method, meaning
Keep It Simple Stupid and your author
thinks that you better understand how this
mess workswith the easy stuff first. I didn't
say-I was easy, I said that it was going to
be explained simply. If you do not under-
stand how point ignition systems work or
you do not understand how the transistor
works, then do yourself a favor and go
back to these systems now for review. HE1
can be simple but it will only be simple if
30
you understand the basics. Have you ever
seen a 440-T4 transmission pulled all the
way down? It will cover every workbench
in the shop. I can overhaul a turbo 400
but I would not even want to think about
the 440-T4. What does this have to do
with HEI? As a wise man once said (he
was with the World of Outlaws, the sprint
L-
car association) "if you're going to run 4 Terminal HE1 Module

with the 'big boys' you better come pre-

pared." Moral of the story... don't try to Therefore: 4 star = 4 cylinder, 6 star = 6
fix something you don't understand and cylinder, or 8 star = 8 cylinder.
you can't fix something that's not broke.
If this explanation makes sense to you
In order to make the HE1 transistor work then you will be well prepared to deal
all we need do is to provide it with a small with any electronic ignition system.
voltage to turn the primary coil on. This Making the primary coil work will be the
small voltage comes from the Magnetic function of a power transistor. Making
Pickup assembly which now replaces the the power transistor work will be a func-
rotor of our point ignition system. Have tion of some sensor. The pickup sensor
you ever noticed how magnets react to may be magnetic, hall effect, or optical.
each other? Either you cannot pull them However there must be some sort of
apart or you cannot push them together, pickup mechanism. Once you have the
no matter how hard you try. general electronic ignition system fig-
ured out you should be able to diagnose
Now we've got HE1 licked. Put a star most problems by referring to specific
magnet on the distributor shaft and put a information provided by the manufac-
magnetic ring outside it. When the dis- turer of the subject ignition system.
tributor shaft spins the magnets will pro-
duce an alternating current. Take this Remember, what we are dealing with in
current and pass it through a diode and this book are general concepts which will
now we have pulsating DC because half help you diagnose problems. This type of
the original AC is blocked. Now add the information is universal and therefore it
Zener diode and we have a nice square can be applied each and every day to your
wave produced which will make that work. You have special tools in your tool
transistor work just like a set of points. box which you seldom use. This informa-
tion is valuable each and every day as you
To get the HE1 right for your engine the approach new problems. To fii the car is
magnetic pickup needs to have the same one thing. To understand what was
number of star points as the number of wrong with it and then be able to fi it is
cylinders in your particular engine. much more difficult.

---------
-
- I
EST
HIGH ENERGY I G N I T I O N SYSTEM
WITH ELECTRONIC SPBRK TIMING
With advent of the on board computer or
ECM, mechanical and vacuum advance
could be eliminated. The computer
could simply look at its sensor values and
determine what it wanted to do with
ignition timing.
In order to get this system to work we
simply change the routing of the signal
from the original HEI. When the engine
starts the HE1 works like normal, as we
have looked at, with the magnetic signal
going to the transistor to operate the
primary ignition coil. When the engine
reaches 500 rpm the computer will apply
-
- I
REFERENCE
5 VOLT BYPhSS
5 volts to energize the bypass coil. The
bypass coil pulls the relay control arm
over to the Electronic Spark Timing
contact and this signal is then fed to the
power transistor.
Inside the ECM there is a signal linking
between reference and EST. Hence,
when the reference signal is received the
ECM knows to send out an EST signal. If
reference is lost the engine will stop
running. Why? Send no signal to the
ECM and it will think that the engine is
not running so no signal will be sent out
to the power transistor.
 Engine Starts on
Base Timing
ECM During crank and until
500 rpm the engine runs
EST
on Base Timing, just like
Rclcrcncc -)
standard HEI.
Bypus
Ground
h .
1

Enginc Runninj
With EST At 500 rpm the ECM
ECM sends 5 volts down the
EST t bypass. This switches
Rcfcrcncc -)
Bypass
Ground
?= timing control to the ECM
and Electronic Spark
Timing is engaged.
1

During the 1982 model year GM ignition
modules for this type of ignition system
began incorporating an internal resistor
at the end of the EST contact. This was
done so that the ECM could send a circuit
checking voltage down the wire before
EST was engaged. Otherwise, if the EST
circuit was open or shorted to ground the
engine would stall when EST was cycled
on by the ECM. This circuit check is now
performed before EST is engaged. Be-
fore this feature became standard the en-
gine would stall when EST was engaged.
This start and stall cycle would happen
repeatedly. On carburetor equipped cars
you could disconnect the 4 wire connec-
tor of the distributor and the car would
continue to run because then the 5 volt
bypass signal would not be applied to the
module.
On EFI' and PFI cars if you jumper to-
gether the A to B connectors in the
ALDLyou should notice a change in rpm
to show you that the EST is working. GM
diagnostics say to do this at 2,000 rpm but
you can notice the rpm difference at idle.
Do not drive the car with A to B jumpered
together, you can burn the car up. For
more on this subject refer to the scanner
and how it affects the car.

You really don't need a distributor, you
only think that you need it. Let's think
about this a minute and maybe it will not
seem quite so bad. At first it really
bothered me that the distributor was
gone but then I realized that it wasn't any
good to me and that if it was eliminated
then I would have one less thing to take
up space on top of the engine.
For many six cylinder engines a 3 vaned rotor is
mounted on the back side of the harmonic balancer.
When these vanes pass through the Hall Effect sensor
a square wave signal is produced. Each vane is
dedicated to only one coil pack which will fire two
spark plugs at one time. The cylinder on compression
and the cylinder on exhaust.
SWARE WAVE PRODUCED
BY W EFFECT SYSTEM

As for the basic idea, well let's start with

the distributor shaft. It is powered by the
camshaft. With the pole piece creating
the control signal for power transistor of
the HE1 module. If a Hall effect sensor
were hooked to the harmonic balancer
then the spinning crankshaft would give
us the best indication of exactly where the
1
( \ FIXED POSITION
MAGNET
-
--.
crank is. However, since the crank goes
around twice for every revolution of the
camshaft we must fire two cylinders at the
same time in order to get the engine
working properly, which is how it works. This start up signal could also come off a
Hall effect sensor mounted on the timing
The only trick is to get the coils started off gear since it would also identify where to
in the right sequence and then the elec- start and then the crank Hall effect would
tronics will keep everything working take over for crank position.
right. This initial signal can come from
several places such as using a double Hall These crank generated signals provide
effect sensor on the balancer with one the same information to the ECM as it
having only one vane to electronically would receive from the magnetic pickup
signal the start up sequence and then the in a standard HE1 only now we do not
regular vaned sensor can provide the need the distributor to generate these
control signal to operate the coil packs. signals.
 c31 COMPUTER CONTROLLED COIL IGNITION

3 VANES ARE MOUNTED O N

THE BACK SIDE OF THE BALANCER EACH VANE CONTROLS ONE COIL

SQUflRE WflUE PRODUCED BY HflLL EFFECT SENSOR

I S SENT TO THE ECN I S ENGINE REFERENCE SIGNIL
Federally mandated Corporate Average
Fuel Economy or CAFE standards set
minimum emission requirements and
fuel economy requirements. GM deter-
mined that the traditional carburetor
system could no longer get the job done
of controlling the air / fuel mixture.
Computer Command Control or simply
CCC could adequately meet these legal
standards. CCC put a computer in the
CCC Carburetor is an expensive and com-
average automobile.
plex device. Special training and special
tools are necessary before making any
A small on-board microcomputer was adjustments to this type of carburetor.
selected to perform the task of keeping
watch on the air / fuel mixture. Specifi-
cally, this microcomputer called an Elec-
tronic Control Module or simply, ECM is
A regular carburetor (no wires coming
intended to watch what happens in the
exhaust pipe and use this reading to out of it) will have metering jets or orifice
to allow fuel to pass through in order to
meter fuel into the engine.
get into the airstream going into the.
The basic principle is straightforward. engine. CCC carburetors can control
Monitor engine exhaust in order to con- fuel flow through the jets.
trol fuel delivery. This is the operational
principle behind every automobile CCC carburetors (look for the wires)
have a Mixture Control solenoid or MC
manufacturer's system relating to air /
fuel control in order to meet applicable solenoid inside the carburetor which can
be turned on and off by the ECM. When
fuel and emission standards.
the MC solenoid is turned on fuel deliv-
ery is restricted and the engine will run
In order to make this control system work
it seems that just about everything under lean. When the solenoid is off the engine
the hood and on the engine had some sort will run rich. Pulsing of the MC solenoid
of computer wire coming out of it. is the sound you hear coming from under
Making a carburetor into a precision the hood of the car when you turn the
metering device seemed like a good idea ignition key on.
at the time.
 Close up internal view of CCC carburetor.
Let's look at what happens when the MC Clearly visible are rich and lean stops for
solenoid is energized so we can under- Mixture Control (MC) solenoid. MC solenoid
is energized in this picture.
stand exactly what the ECM is trying to
do. First off, the solenoid runs hot,
meaning that it is wired to B+ and then
all the ECM needs to do is ground the
wire and the solenoid will be energized.
This ECM controlled switch is called a
"Driver" or "ECM Driver".

When the ECM grounds this circuit,

current flow energizes the MC solenoid.
An electromagnetic field is developed.
This field pulls down a metal plate, about
the size of a postage stamp, mounted just
above the solenoid inside the carburetor.
This plate is normally held up by a high
' quality spring.

When the plate comes down two things

happen. Fuel is reduced because the
metering rods are pushed down into the gas stream so that it can get a reading on
main metering jets and an idle air bleed the amount of' oxygen in the exhaust
is opened which allows air access be- gases. AN OXYGEN SENSOR
tween the idle tube and a fuel channel SENSES OXYGEN. An oxygen sensor
restriction. In simple terms ...when the is a voltage generator, it makes voltage
chemically...that is correct. The oxygen
solenoid goes on fuel is reduced and air is
dumped in. sensor is a sophisticated device which
uses several exotic metals which will
This combined action will make a big produce electricity when heated in the
difference between rich and lean condi- presence of oxygen.
tions and gives the ECM a wide range of
control over engine operation. This book Let's look inside this sensor. It screws
will not attempt to get into specific ad- into the exhaust so exhaust gasses can
justments for any carburetor, only to pass over the face of the sensor. The
provide a general theory of operation. sensor is hollow so that normal air can get
Overhaul and adjustment of carburetors to the inside of the sensor. When the
is a science by itself. sensor gets hot a voltage is produced
because of the difference in oxygen con-
An oxygen sensor is placed in the exhaust tent of the two air surfaces.
For instance, if the sensor were simply
hot and hanging out on the end of a rope
in the middle of the shop then the oxygen THE OBJECTIVE 15 TO MAINTAIN
content of the air inside and outside the OPTIMAL AIR I FUEL RATIO FOR :
sensor would be the same with no differ- 1) EMISSION CONTROL
ence in oxygen content, thus no voltage. 2) FUEL ECONOMY
Now back to the car. With exhaust gases
going over the sensor there is a difference
m
in oxygen content between the two air
masses. If you add more fuel you will
have less oxygen in the exhaust stream
because it will have been burnt up in the
combustion process. If you remove fuel
then you will have more oxygen in the
exhaust stream. The greater the differ-
ence in the oxygen between the two then
the greater the voltage produced.

Oxygen sensors are designed to produce

voltage over a range of .l to .9 volt. They
are designed with a .45 volt mid range or
center. If a voltage greater than .45 is
produced the engine is said to be rich, all
I

015
1
I

I
1
I

I
I

:I:@
I

I
I

1
I

I
I

1
I
I
I
I

n
I I
I
I

I
I

I
I

I
I

I
I

I
I

I
I

I
I

I
I

I
I

I
I

I
I

the oxygen has been burnt up. Less than

.45 volt and the engine is lean, because
there is a lot of oxygen in the exhaust
stream which has not been burnt up.

The ECM will adjust the on time of the

MC solenoid so that the oxygen sensor
voltage "toggles" or pivots around .45
volt. If the ECM cannot do this job
properly then the Check Engine or Serv-
ice Engine Soon light will come on and a
Code will be set for the rich or lean
condition which the ECM cannot cor-
rect.
 THE OBJECTIVE 15 TO MAINTAIN
UP'TIMAL AIR I FUEL RATIO FOR :
11 EMISSION CONTROL
2 ) FUEL ECONUMY

CADILLAC HT-4100 USES A DUAL

Electronic Fuel Injection is one of the THROlTLE BODY FUEL INJECTOR.
best systems to come along in the history IN,IECTORS FIRE ALTERNATELY WHEN
of automotive technology. It is simple, REFERENCE SIGNALS ARE RECEIVED BY
precise and reliable. EFI is a "single THE ECM.
point" fuel delivery system meaning that
all the fuel to the engine is supplied from
a central location by one or two fuel
injectors.

Using the reference signal to the ECM

provides accurate information about
crankshaft position and engine rpm.
Each time the ECM receives a reference
signal the ECM will pulse the fuel injec-
tor. This means that short pulses of fuel
are delivered into the intake manifold at
the same point as the carburetor used to
be placed. Each pulse of fuel will be
metered to provide the necessary fuel for
each cylinder needing an air and fuel
charge.

If you take a timing light and hook it to

the ignition coil wire you can see the fuel
pattern delivered from the fuel injector.
If you push the Throttle Position Sensor
or TPS down with the timing light in-
stalled, you will see extra pulses of fuel
being delivered since the ECM interprets
this action as acceleration. Since you do
not have an accelerator pump then you
will need this extra fuel to prevent a
possible tip in hesitation. If you put a
vacuum pump on the Manifold Absolute
Pressure sensor or MAP sensor you can
cause the engine to stall because fuel
delivery can be cut back or cut off en-
tirely. The ECM will interpret this high
vacuum as high deceleration with closed
throttle.

If you spend time around the circle track

you know that carburetors have to be
rebuilt several times a season because the
gaskets are simply sucked into the carbu-
retor. Imagine how the racing carburetor
will go wide open down the straights and
then at high rpm have the throttle valves
snapped shut as the car slows for the
corner ...lap after lap. The ECM says that
with high vacuum in the intake manifold
and with low TPS voltage that you do not
need fuel, so the injector is simply not
turned on at all.
DUAL THROlTLE BODY INJECTORS ARE
USED ON MANY DIFFERENT TYPES OF 6
AND 8 CYLINDER ENGINES. ALL SYS-
TEMS WORK VERY SIMILAR. THE DUAL
THROlTLE BODY "CROSSFIRE" ALSO
ALTERNATELY PULSES EACH INJECTOR.
AIR LEAKS CAN RESULT IF THE TOP "0"
RING LEAKS. FUEL LEAKS CAN RESULT
IF THE BOlTOM " 0 " RING LEAKS.

EFI generally works in a Synchronous
mode, meaning that for every reference
pulse you get a shot of fuel. However, it
can also work in an Asynchronous mode
under acceleration or deceleration when
synchronous fuel delivery just will not do
the job right. Another example of asy-
chronous fuel delivery occurs with Prime
Pulses which occur on some engine sys-
tems. Prime pulses occur with a cold
engine to get it started. Since you do not
have an accelerator pump to provide that
extra fuel to get the car started in cold
weather prime pulses will be delivered
before you start cranking to get fuel into
the engine. The ideal airlfuel ratio for
the engine is 14.71b of air to 1 lb of fuel
when the engine is warmed up. When the
engine is cold, 20 below zero, then 1.5 to
1is the ratio. Carburetors have chokes,
EFI likes asynchronous prime pulses.
Port Fuel Injection is the most precise
fuel metering system used in today's
automobile. Fuel is metered independ-
ently to each cylinder in this system. A
fuel injector is mounted in the intake
manifold so that it will spray fuel directly
on top of the intake valve. This method
gives the highest degree of response and
increases both performance and econ-
omy.

Fuel injectors can be pulsed on together

or sequentially. Most systems pulse each
injector on every revolution of the crank- PORT FUEL INJECTION SYSTEMS USE AN
shaft. This means that an injector must INDIVIDUAL FUEL INJECTOR FOR EACH
be turned on twice in order to deliver the CYLINDER. BUCK GRAND NATIONAL
correct amount of fuel for each intake TURBO SEQUENTIAL SYSTEM SHOWN
cycle. Sequential systems deliver the full ABOVE. 3.8 MFI SYSTEM BELOW.
fuel charge when the intake valve is open
so that the engine will use this amount of
fuel for the next compression and power
stroke.

It is important to remember that fuel

travels from the in-tank mounted fuel
pump, through the fuel rail and to the
fuel pressure regulator. The fuel pres-
sure regulator has a connection to the in-
take manifold with the objective to main-
tain about 35 psi across the injector
throughout engine operation.

Although EFI and PFI fuel pumps look

basically the same they are not. EFI uses
a twin turbine generating about 12 psi.
PFI pumps can generate 60 to 90 psi.
There is an internal relief valve in the I I
pump if a fuel return line were to become ( I
restricted producing high fuel pressure.
 PFI THROlTLE BODY ASSEMBLY

THROTTLE

I A C

PORT FUEL INJECTION COLD START INJECTOR

PRESSURE REGULATOR Cold Slarl Injecioc is
INTAKE MANIFOLD mergized to provide
VACUUM / PRESSURE extra luel when lhermo-
lime 4 t h is closed.
TO STARTER CRANK FUSE
SOLENOID Cold dort injeclor is
no1 found on all qines.

II is only enerqized
when the crank motor
SPRING is energized.

I
THERMO
TIME
SWITCH

I #,1 FUEL RETURN

TO TANK
8 SECONDS MAX COLD START VALVE
PORT FUEL INJECTION

FUEL SYSTEM
Sensors provide the ECM with vital in- and 4) injector resistance. Although this
formation necessary for the job of main- detailed procedure is designed for PFI it
taining proper air / fuel ratio. Just as also applies to EFI. Included in this book
is a "Fuel Injector Test Procedure."
most people have the senses of: sight, Reference and use this testing proce-
hearing, touch, smell, and taste; theECM dure. If you do use it, you will quickly be
needs its sensors also. Just like people, if able to determine if you do in fact have a
the ECM loses a sensor it can continue to fuel problem.
operate but it's performance will be
impaired to a certain degree. This state- Remember that this book is written for
you, the fellow turning the wrench. You
ment being true with exception to the do not get paid to diagnose. You get paid
reference signal. If that signal is lost then to fix. Way back in the old days it was: 1)
the fuel injected car will not run. fuel, 2) ignition, and 3) mechanical prob-
lems which occurred. Today there is 4)
At this point in our study of the ECM electronic. You must know which area to
controlled automobile several things look in before you can fix the car. If you
think the car has a fuel problem run the
need to be stated. First off, we have test. If you run the test you will know
already covered the basic principles of whether or not you in fact have a fuel
engine operation for fuel injection. This related problem. If everything checks out
being that the engine receives fuel from then proceed on to areas 2), 3) and 4).
fuel injector(s) based upon a controlling
Now that you're a professional 1) fuel
signal from the ECM. A decision is made expert {and you will be if you use the
by the ECM to inject fuel based upon test!) let's move on into area 4), the
engine rpm and engine load. electronic domain. Before we do...let's
see...2) has already been covered and
If you understand this relationship be- 3)...well if you feel unsure about general
tween ECM and fuel injectors you are mechanical then you better take some
well on your way to success with the fuel classes or read a ood book. If you insist
system. Do not forget that an in-tank fuel
ump pressurizes the fuel system. TBI
f
upon using 1/2" rives on 114"bolts then
this book is not for you.
Re1 pressures would be between 8 to 12
psi. PFI fuel pressures range from 28 to In summary, the fuel injection system is
42 psi, with turbocharged engines reach- very tough in the beginning. However,
ing 50 psi. since injection is a precision fuel meter-
ing method it can be checked and evalu-
In your diagnosis of the fuel system you ated in a logical and orderly way. After
7
need to check 1) fuel ressure, 2) how you do check it you do not need to re-
much fuel is injected, 3 wiring harness, check it.
 THROTTLE BODY

One of the most important sensors is the

Throttle Position Sensor or TPS. This
device provides the ECM with a signal
concerning where your right foot is. Are
you accelerating, decelerating or main-
taining speed? The first indication of
change comes from the TPS. Your input
to the engine is through the accelerator
pedal, which just happens to be con-
nected to the TPS.

The sensor is attached to the side of the

throttle body and is actuated (moved) by
the throttle shaft going through the
throttle body. When your foot moves the
accelerator cable and opens the air valve
the TPS is also moved. This movement
tells the ECM that you are accelerating
and that extra fuel is needed.

Inspection of the TPS reveals that it has

THROlTLE POSITION SENSOR
a 3 wire connection. One lead is a 5 volt (TYPICAL TYPE D I A G M )
input from the ECM. Another lead is a
ground. Between these two outside leads
is the TPS signal for the ECM. Internally AorC j
the TPS is a rheostat capable of giving the
ECM voltage changes in thousands of a
volt!
TPS CHECK
A TPS sensor is designed to provide
throttle position voltage to the ECM. We
will check this voltage to check sensor
operation. Insert jumper wires or use the
CHAT tool. A scanner will give you a
voltage reading if there is voltage coming
back but it is not accurate enough if your
problem car has a hesitation or surge
driveability problem.
There are three wires and we need to
check each of them. Use a high imped-
ance digital multimeter such as the Kent
Moore J34029A or equivalent for all
tests.
Test 1. Input power to TPS of approxi-
mately 5 volts.
Test 2. Ground wire has proper continu-
ity.
Test 3. TPS voltage signal output. Ini-
tially check with multimeter on 20 DCV
scale for maximum Wide Open Throttle
(WOT) voltage. Do not be alarmed if it
will only go to 3.5 v., on some cars this
might be the case but generally 4.5 will be
the high reading. Return throttle to idle.
Set DMM on 2 DCV scale. You should
get readings in .001v. changes. If you get
erratic or jumpy voltage changes then
your TPS may be deteriorating or coming
apart inside. You may need to use a small
screwdriver to move the TPS control arm
for voltages up to the meter limit of
1.99%. With practice you can get the TPS
to give voltage readouts in thousands
(.001) of a volt.
I \
h I
TPS SENSOR
E
t C
M
DIGITAL
MULTIMETER
TPS VOLTAGE CHECK
Remember, if TPS voltage changes the
ECM will think you want to accelerate or
slow down. When a TPS starts to deterio-
rate and flake apart internally erratic
high and low voltages will come from the
sensor. The rheostat is electrically con-
ductive. When it comes apart and you
have an electrically conductive "dust"
you will get jumpy voltage readings.
Cars which have the EGR near the TPS
experience a higher degree of TPS fail-
ure. Any time you see these two close
together check very closely because of
the heat which comes off the EGR has
traditionally been very hard on TPS sen-
sors.
Coolant temperature sensor provides a
signal to the ECM which is used for fuel Coolant Temperature is used by the
delivery calculation and other tempera- ECM to Control:
ture related functions. Temperature * Fuel Delivery
readings are provided by a circuit which
uses a thermistor which is a specialized Coolant Temperature may be used by
resistor that changes resistance accord- the ECM to Control or Modify:
ing to temperature. * Electronic Spark Timing
* Idle Air Control
A signal voltage is sent to the coolant * Exhaust Gas Recirculation
temperature sensor from the ECM. The * Canister Purge
ECM will then interpret this signal as * Cooling Fan
engine temperatue. When the engine is * Electronic Spark Control
very cold a high voltage reading will be
observed. As the engine warms up the
thermistor resistancewill drop and so will
THERMISTORS CHANGE
the signal voltage. At normal engine RESISTANCE WITH
operating temperature the voltage read- I I

TEMPERATURE
ing will be between 1to 1.5 volt.

If the coolant temperature sensor were to

go open or the signal voltage wire to it
were to become open the ECM would see I I

high voltage. High voltage would be GROUND -

I
C
~1

interpreted as very cold conditions. Very

cold conditions would mean lots of fuel
for "choke" type conditions. It is possible k-

that the engine would be over fueled and COOLANT TEMPERATURE TO

could not start under these condtions. COOLANT TEMPERATURE SENSOR READINGS

Manifold air temperature sensors tell the Degree F Degree C O h m s Resistonce

ECM what temperature the incoming air 21 0 100 185
is. This reading is used in the fuel ratio 160 70 450
100 38 1,800
calculation. MAT sensors can be 70 20 3,400
32 0 10,000
mounted in the air cleaner assembly or in 20 -7 13,500
the intake manifold. 0 -18 25.000
-40 -40 100,000
An automobile engine is an air pump.
Whenever the intake valves open a cer-
tain amount of air enters. If you have a
turbocharger there will be boost pressure
applied which will force even more air
into the cylinders. The faster the engine
spins over the more air you move, thus
the need for better intake, cylinder head
and exhaust design.

In order to make the most power and

have optimal economy the ECM must
know just how much air is entering the
engine. Manifold Absolute Pressure or
MAP sensors are used to provide this
information. At sea level atmospheric Manifold Absolute Pressure sensor provides
pressure is about 30 inches of mercury ECM with reading on how much air enters
and decreases about one inch per thou- the engine.
sand feet of elevation. Therefore, at
Denver the "Mile High City" atmos-
pheric pressure would be about 25 ifiihes
of mercury. A car in Denver would not Barometric pressure sensors are used so
have as much air entering its cylinders that the ECM will always know what
and would not make as much power. If atmospheric pressure is. However, it
the same amount of fuel were to be in- became evident to GM that under wide
jected then the engine would run rich. open throttle conditions intake manifold
pressure was the same as barometric
MAP sensors tell the ECM how much pressure sensor readings. This fact led to
pressure will be moving air into the cylin- the elimination of the barro sensor be-
ders. A silicon chip is diaphragm cause the ECM was reprogrammed to
mounted so that it will flex according to accept engine crank and wide open
the applied intake manifold absolute throttle MAP readings for barometric
pressure. Chip deflection is electrically pressure. Whenever you start the car a
transmitted to the ECM so that an accu- MAP value is taken and whenever TPS
rate pressure is provided for fuel calcula- voltage indicates WOT the MAP value is
tion. I updated.
Electronic Spark Control is a system ELECTRONIC SPARK CONTROL
designed to provide the ECM with infor-
IGN B+
mation concerning engine detonation or
spark knock. A piezoelectric knock sen- I ESC SIGNAL
E
sor is screwed into the block and it pro- C
duces voltage when vibrated or shook at M
the frequency of spark knock. This signal
is used by the ECM to retard spark timing
1-l 1
of the Electronic Spark Timing program. -
--
-
-
-
KNOCK
ESC MODULE SENSOR
The knock sensor provides an electrical
input when spark knock occurs. This ~iezoelectficKnock Sensor is screwed into
input will turn on a transistor and thus the block and produces a voltaga when
takes away the voltage signal the ECM spark knock vibrations occur.
should be receiving from the ESC Mod-
ule. When the ECM notes that the input
voltage has dropped, spark timing will be
quickly retarded.

After timing has been retarded, up to the

limit of 20 degrees, timing will gradually
be brought back up to the value the ECM
would like. Timing can be retarded at the
rate of 2 degrees per second and it can be
advanced at the rate of 1 degree per
second.

It is possible for the knock sensor to
produce voltage when things other than
timing shake it at certain frequencies.
Connecting rods, piston slap, bad bear-
ings, loose sheet metal and just about
anything else which can make a good
"rap" will set it off. Also, if the ESC wire
leading to the ECM accidentally gets
near a spark plug wire voltage could be
induced into the ESC wire from the igni-
tion system.
Screw the knock sensor into the block to
14 ft/lb of torque, with antisieze applied
to the threads. Over torque and it would
be like trying to wear a pair of shoes one
size too small...whenever you put your
foot down...OUCH...all day long.
If the wire comes off the sensor, the
engine could be damaged because the
ECM would not receive the warning sig-
nal from the sensor.
Mass Air Flow or MAF sensors are very
accurate devices designed to measure the
mass of the incoming air to the engine.
When the temperature is low air be-
comesvery dense. When air is hot it is less
dense. Fog staying low to the ground or
warm thermals rising are examples of
dense and light air.

Optimal air / fuel ratios are based upon

weight (mass x gravity) and not upon
volume. Want a quick test? Take a Coke
bottle and put it in the freezer until it is
cold. Put a balloon over the bottle's
mouth. Set the bottle out in the sun. This
will be a good example of how air ex-
pands when heated. Incoming air passes over the air temperature
sensing thermistor, through an air direction
Two types of MAF sensors are in use. tube and over the metal foil sensing element.
Most common is the metal foil sensing
element using a postage stamp size sens-
ing element and a temperature sensing
thermistor. The metal foil sensing ele-
ment is heated above the temperature Carefully inspect the metal foil sensing
sensor and the amount of heat required element. If the two metal layers separate
will allow the ECM determine air mass. an air pocket will be formed around the
On 5L and 5.7L V-8 a hot wire MAF is ceramic coated wire sandwiched be-
used. A small wire is cooled by air flow. tween the foil layers. Air will insulate the
This value is used to determine air mass. wire so less energy is required to maintain
wire temperature which will cause the
If the MAF tells the ECM that no air is ECM to deliver less fuel than the engine
flowing the engine will run rough because needs. This can be a major problem
of a lean condition. If it tells the ECM the before the engine goes into Closed Loop
air is dense a rich condition can exist. operation.
EGR Systems Operation

Exhaust Gas Recirculation or EGR is

one of the most misunderstood engine
systems. If you had a way to change
engine displacement, get better fuel
economy, and reduce emissions all at one
time that would be good. EGR does that
for you.

I realize that you hate EGR, everyone

hates EGR, right? It's just what you've
heard since there was an EGR. Let's look
at this technically for a minute and then
if you still hate it ...well, then that's up to
you.

When a piston goes down, air and fuel are

sucked into the combustion chamber. A
strong vacuum is created. If the throttle
valve were opened the vacuum would go
away and you would have atmospheric
pressure blasting into the combustion
chamber (review the MAP sensor if you
need to). The engine has to work very
hard to make that vacuum. It takes en-
ergy to do it. If you could reduce the
vacuum your engine would not have to
work so hard on the intake stroke. When
the EGR valve opens and some exhaust
gases are admitted back into the intake
air stream this high vacuum will be re-
duced somewhat. The engine will not
have to work as hard on its intake stroke.
ECM controlled vacuum turns EGR on.
Exhaust gases are inert. Oxygen used in
the original combustion process is gone.
EGR will dilute the new air charge. In-
side the combustion chamber and on the
power stroke, ignition will be slightly
slower producing a longer cleaner fuel
burn. Slower burn will reduce exhaust
temperatures and reduce oxides of nitro-
gen or NOx ...that is why we don't have
11/1compression anymore. If your eyes
burn in the shop because of a particular
vehicle NOx is probably the reason.
EGR Diagnosis

Does the EGR valve work? Take a hand

held vacuum gun and hook it up to the
vacuum fitting. When you apply vacuum
the engine should falter or even die. This
EGR valve is working. If you pull a
vacuum and nothing happens then you
have found the problem.

I have heard of cases where technicians

have found ball bearings and other things
in EGR vacuum control lines to cut off
vacuum to the EGR valve. This will
create a driveability problem including
hesitation, shaking and surging. When
the vacuum line starts to harden up vac-
uum will slip around the block activating
the EGR. Therefore, the EGR valve will
When the ECM turns on the solenoid, vac-
end up being on at times when it really uum is applied to both EGR and vacuum
ought to be off. Remember, the EGR is diagnostic switch.
off at WOT; so for all the performance
people why let it bother you anyway?

There are three types of EGR valves:

positive back pressure, negative back
pressure and ported. They all do the
flc +SOURCE V r n M

same thing with respect to permitting

exhaust gases back into the intake as 12V

necessary. You can refer to the pictures ECM

if you are interested in the particular
workings. It is very important that if you
do change an EGR that you install the
same type as you find on the vehicle. You
will have a problem if you install the
1.1.11

EM
SOLTNOlD /1-
-
EM

wrong type. DWOSTW:

EGR VACU)M 1
- MCH
DIAGNOSTIC
m
CH
ORN
EGR OFF: EGR DENTFEATION

Engine Cold
In Park or Neutral
Wide Open Throttle
TPS Reading Low
D IA 16648727

In order for the ECM to be sure that the

EGR is working when it is supposed to be ASSEMBLY PART
RAHl NUI.BER
two types of diagnostic sensors are used. COOE
D I A 06641727
The EGR vacuum diagnostic switch is
6314 P
closed when vacuum is applied to the [ P I -- P 0 8 M FfEGSUR
BAa(
[N] - - MEGb,rmE BACX PAEffiURE
EGR valve. Note that vacuum first goes BULT [ 1--W-POAlEDVALVE
through the controlling vacuum valve
when the ECM turns the valve on. Vac-
uum passing through the valve is applied
to both the EGR and the vacuum diag- TEMPERATURE
nostic switch. If the ECM turns the sole-
noid on, by grounding the control power
circuit, the ECM expects to see a circuit
created through the vacuum diagnostic
switch. If this circuit is not completed the
ECM will think that no vacuum is going
to the EGR so the Check Engine or
Service Engine Soon light will be turned
on. If the ECM sees a circuit created by
the vacuum diagnostic switch and the
ECM has not turned on the EGR the
Check Engine or Service Engine Soon was encased in a ceramic centered, metal
light will again be turned on. jacketed body which in turn would thread
into the outside of the EGR flow passage
Also used to keep the EGR system housing. The sensor does not actually
monitored is a heat sensing switch which touch the exhaust. It gets heat from the
is used on certain engines. This is a housing where the exhaust gases pass
normally open, thermally controlled through on their way back to the intake
switch, which will close when it reaches manifold. If the switch breaks loose in-
about 600.F. This switch closes and cre- side the ceramic an open circuit will
ates a signal for the ECM to know EGR develop and the the Check Engine or
is working. These switches have had a Service Engine Soon light will be turned
high failure rate because the sensor is on. Under these conditions carefully
fragile. The switch is attached to the end inspect the temperature switch. Be care-
of the connecting wire. Then the switch ful, it is very fragile.
Engine idle speed is determined by the
ECM and is controlled by the Idle Air
Control valve. When the engine is cold
idle speed is increased similar to a stan-
dard carburetor choke. As the engine
warms, idle speed will be reduced.

Inside the throttle body an idle air con-

trol passageway permits air to move past
the "pintle" which is moved in and out by
the small motor of the IAC. There are
two windings used to move the pintle,
one winding extends the pintle and the Idle speed is maintained by the IAC which is
other winding retracts the pintle. Air mounted in the throttle body assembly and
passing the pintle maintains idle rpm. is controlled by the ECM.

When the car is at cruising speed the IAC

will totally close off the air passage allow-
ing the throttle body to totally control air
entering the engine.

When the engine is turned off the IAC

motor will seat the pintle and then retract
the pintle about 213 so that the engine
will quickly start when the engine is next
cranked.

IAC operation will maintain engine

speed during warm or cold operation for
optimal performance.

BUFFER CIRCUIT
VEHICLE SPEED SENSOR
In order for the ECM to maintain proper
control of engine and transmission func-
tions,vehicle speed is needed as an input.
This important reading is provided by
either an optical sensor mounted in the
speedometer head or a Permanent
Magnet or PM generator mounted in the
transmission. Readings provided by ei-
ther sensor will be in the form of a square
wave voltage reading. An increase in
speed will produce an increase in the
number of waveforms received over a
given period of time. The ECM will take
the square wave frequency and compare
it with the ECM internal clock. This
frequency comparison will be used to
determine vehicle speed.
It is important that VSS wires leading to
the ECM not accidentally be placed near
other high voltage wires. Such a condi-
tion could induce a voltage signal into the
VSS wire which would affect signal inter-
pretation by the ECM.
With the optical type sensor, any foreign
material either on the rotating vane on
the speedometer cable or on the optical
sensor will affect the VSS signal. If there
is a problem with this sensor be sure to
check the rotatingvane. There have been
recorded cases of grease affecting the
sensor. Grease can be forced onto the
vane and sensor by pressure speedome-
ter greasing techniques. These unaccept-
able techniques include both grease
nipple fittings which can be attached to
the cable end by the transmission for
quick grease application and by someone
greasing the cable by using shop air
presssure to simply blow grease up the
cable using some cup grease and a rag
over the end of their air nozzle. D o not
use these techniques, they will produce
major problems.
PM GENERATOR
WIRING
HARNESS
CONNECTOR
 CHARCOAL CANISTER
VACUUM W M l F C C
/ SOLENOID

The ECM controls a vacuum source

which will be applied to the canister
purge valve. With vacuum applied a
diaphragm valve will be lifted. Lifting the
valve will cause airflow through the can-

-
ister because of the applied ported vac-
uum or pcv connection. A filter on the
AJRUV&V€ .
/ ! ! 7
ECM WMROLLED
PORlEDVAalUM bottom of the canister will allow air to
NELT M K
V ~ cowEcnol
R '4 UNE enter the canister.

If the canister purge valve leaks then the

engine will run very rich until the canister
is finally empty of fuel vapors. This con-
dition will be aggravated by heat soak
conditions which would fill the canister.
To check the canister there are two
Evaporative Emission Control System checks. First, hook a short length of
(EECS) is used on all vehicles to reduce tubing or hose to the lower port and try to
fuel vapors which would escape into the blow through it, there should be no flow
atmosphere. A canister containing acti- unless the canister has a small purge hole
vated carbon (charcoal) will soak up fuel which will only permit a small amount of
vapors when the vehicle is not running. air flow. Next, apply a hand held vauc-
When the vehicle is running, captured cum pump and apply 15" Hg. for 20 sec-
vapors will be purged from the canister by onds. If the diaphragm does not hold this
using engine vacuum to pull these vapors amount of vacuum then replace canister.
into the engine so that they can be con-
sumed during the combustion process. Visually inspect the canister for evidence
of cracks or other damage which will
Canister purge will start after the engine require replacement. If fuel leaks from
has warmed up and gone into closed loop the canister it will have to be replaced.
operation and when TPS throttle signal The filter on the bottom of the canister is
to the ECM indicates that the throttle is a replaceable item. If it is dirty or has
off idle. been damaged replace it.
 SECTION 2
DRIVEABILITY DIAGNOSIS
In this section a "systems" approach will be used to determine which system is causing
the driveability problem. Analysis by "systems"will allow you to determine if: fuel,
ignition, mechanical or electronic systems need attention.

In Section 1the general building blocks of today's electronically controlled automo-

bile have been addressed. In Section 2 these building blocks will be incorporated into
systems so that a procedure or method can be followed to logically determine where
you will need to concentrate your investigation.

If the "Service Engine Soon" light, which used to be called the "Check Engine" light,
is on then pull the ECM codes. Jumper A to B of the ALCL and read the flashes for
code determination. Use these codes to help you in diagnosis. These procedures are
discussed in detail in this section. Page D32 lists codes. No vehicle will have all of
these code possibilities.

If you use a scanner refer to the scan related material included in this manual to speed
your diagnosis. Be careful that you read your scanner properly. Scanner manufac-
turers include an instruction manual with their equipment. If you have not read this
information then you need to spend some time with your scanner manual.

CHAT the Computer Harness Adaptive Tester is included in Section 2 so that you
will be familiar with its operation. CHAT represents a natural extension of
diagnostic equipment, incorporating accepted factory service methods, used for
analysis of automotive engine electronics. CHAT can be used by itself or you can use
a scanner with CHAT installed. CHATdoes not affect the ECM "mode of operation"
like the scanner does.

Voltage is the "language" of the ECM. CHAT was designed with one specific
objective: to provide you with easy access to each wire of the ECM. CHAT allows
extremely quick voltage and continuity checks for all ECM wires and circuits.

You need to know and understand what these voltage readings represent in order
to service today's cars and trucks. That is precisely why you are reading this book!
So you will have a better understanding of automotive engine electronics. You need
to be able to interpret and understand the "language" of these electronic compo-
nents in order to be successful in what you are doing. Define success as the increase
in the size of your paycheck after you understand how all of these electronic items
make the engine work.
Troubleshooting requires that you be
able to determine what is causing the
problem with your car. Whether you
have been in the automotive trade for
many years or only a few years it is still
necessary to approach a problem auto-
mobile in a logical and organized man-
ner.
Somewhere you have probably looked at
some book that has told you about how to
approach a problem car. However, I
really doubt that the author of that book
asked your problem car if it could read in
order to cooperate with his book!
Let's get serious. There are potentially
all sorts of ways to attack this problem of
driveability,which we will define as any
sort of problem relating to the way the
engine and powertrain work, but lets
look at a method which will hopefully be
very logical to you. I have been diagnos-
ing and fixing cars for many years and
there are several things which must work
as Systems or else your car will not run
properly.
My personal background strong point is
in engines so I am approaching this prob-
lem of driveability from that of an engine
mechanic or technician. If you happen to
be a transmission expert then you may
very well look at driveability from a
totally different viewpoint ...such as the
engine being a boat anchor attached to
your "perfectly good" transmission.
However, I look at it from the other end,
andwhat is bolted to the backof theblock
is somebody else's problem. I might say
you have a transmission problem and
even be able to pull one apart but I make
it a point to let the transmission guy be
the "expert" on the inner workings of
transmissions. I am the engine expert
and I do not fix transmissions, or at least
I would not admit to it if I did. There are
many people in the automotive repair
trade which claim to know everything
there is to know about a car ....watch out
for these guys. If you can, try to specialize
in just a few areas so you can be the best
in several areas. Learning new things is
great but, the more you learn in one
week, the smaller your pay check will be
on Friday!
In order to be an engine expert I have to
have a quick and logical way of approach-
ing engine related problems. Always use
this method and you will never have to
worry about second guessing yourself.
The objective is to fix it right the first time
which means that my first objective is to
determine which system the problem is
in. Then I will worry about what is specifi-
cally causing the problem. However, the
first thing I always do is determine just
which system is creating the problem.
A SYSTEMS APPROACH: FROM
AN PORT FUEL INJECTION
ENGINE SPECIALIST'S POINT OF VIEW.
FUEL SYSTEM

There are four systems which we need to -

I
I
f--
,
" FUEL R M UNE
UNE

use in our evaluation and diagnosis:l) -1 FUEL PRESSURE

FUEL, 2) IGNITION, 3) MECHANI-

CAL and 4) ELECTRONIC. These
FUEL PRESSURE
REGULATOR ki
areas do overlap, but if we organize our
thinking we will be able to clearly define
where one area is so that we can logically
deal with the problem.

FUEL SYSTEM. Consists of electric in

RETAINING
tank fuel pump, supply lines, fuel filter, CUP

injector(s), pressure regulator and return

line for all fuel injection systems.

IGNITION SYSTEM. Consists of

w
pickup sensor and the device it is sensing, INJECTOR

ECM timing circuitry, HE1 control mod-

ule, ignition coil(s), and connective wir-
ing.

MECHANICAL SYSTEM. Heads,

block, intake, exhaust, nuts, bolts, belts,
oil pump, camshaft, crankshaft, water Let's look at how a systems approach can
pump,timing chain or belt, and similar so get us through the diagnosis quickly and
called "hard" parts. accurately. Always start at the fuel sys-
tem. If you do not have any fuel the car
ELECTRONIC SYSTEM. ECM, en- will not run. If by chance you have bad or
gine wiring harness, sensors, output de- contaminated fuel the car will run poorly
vice and ALCL. at best. Our concern is fuel pressure,
fuel delivered by the injector, and ECM
injector on time.
 F U E L TANK

I F U E L PUMP I

I
I
I
F U E L FILTER (
I
1 I
PRESSURE

I REGULATOR

E
Verify ECM ground driver with engine
ENGINE
running or cranking to pulse test light.

12 volt will be applied with ignition on.

F U E L FLOW SYSTEM DIAGRAM Special 6 volt test lights are available which
plug directly into harness. Regular 12 volt
test light will work as shown below.

35
to
Fuel rail pressure should 42
be within specifications. PSI

Supply the fuel pump

with 12 volts through
the fuel pump test lead
located in the engine
-
- '1 (y--T,l\
I '
' +I2 VOLT
compartment or I
I
\ /
I
I
\
- ---/
-->
\'
I
'- I <'

ECM

12 VOLT
 Spark plug wires should have a resistance
IF YOU WANT TO FIRE TWO
of about 5,000 ohms per foot length.
SPARK PLUGS AT THE SAME
2 foot long x 5,000 = 10,000 ohms TIME, HERE IS HOW IT'S DONE.

With the ignition system the first thing to

ask is there spark coming out of the plug
wire? Of course you could remove a plug
wire, then take a small screwdriver, stick
it in, hang near a good ground and crank
G n n -9 Bt -
-
- +
the engine to see if a spark jumps. This is
a "quick and dirty" method, but it is not
100% accurate. If you do have a coil
problem then you will not have subjected
the coil to a satisfactory test. Use a spark
L!"Cnn
+ Bt -
-
9

plug adaptive tester such as the ST 125 or

simply remove the ground electrode
from an old spark plug so that the spark
will have to work harder to jump the gap.
Be sure to attach a good ground to the
body of your test plug.
CAUTION: Distributorless ignitions systems
have extremely powerful coils. If one or both
wires are open or disconnected, you can
receive a much more powerful shock than
on conventional HE1 systems.
I NO RECHECKS I 't"Y If this light blinks
when the engine is
being cranked, the
ECM is receiving a
reference signal from
the ignition system.
.*. .

Mechanical systems benefit from a good

visual inspection. In fact the first test you
need to perform is a good visual inspec-
tion. When you jump to conclusions
without carefully checking things out you
always end up making an error in diagno-
sis. There are 15,000 parts in the average

, automobile. Your probability for a

wrong diagnosis is high so take time to
carefully inspect each vehicle before you
make a final diagnosis.

Electronic system consists of the ECM,

wiring harness, input sensors and output
devices. This is the last system to look at
simply because it is the most difficult to
deal with. If you have a "check engine" or
"service engine soon" light then immedi-
ately deal with it. However, be sure and
ask yourself "why" did this problem oc-
cur. If you have a vehicle which repeat-
edly blows up the same thing then you
have been missing something.
ECM SENSOR INPUTS ECM CONTROLLED OUTPUTS

Q
E-49
Electronic Control Module "
0 0
q z ?

ROM RAM PROM

CLOCK
I
 A N A L O G SIGNAL

VOLTAGE

NEUTRAL

- VOLTAGE

SIGNAL WAVELENGTH

- O N TIME
DIGITAL S I G N A L

OFF

CLOCK SIGNAL
1111111111111111111111111111111111111111111111

Sensor signals are converted from analog Analog signals can be continuously vari-
to digital so that the ECM can process able in both voltage and frequency.
input information. Digital signals are variable but not con-
tinuously. Digital signals can be off or on,
Digital signals are converted into binary yes or no, or high and low. This would be
words which are processed by the ECM. called a digital binary signal. One level is
On page D8 is a chart which illustrates a positive voltage, the other is novoltage.
how the ECM can count up to 255, which As you can see in the above picture a
means that all 8 switches are in the on digital binary signal produces a "square
position. If the ECM adds 1more to 255 wave".
all the switches will be turned off, repre-
senting "0".
D 8
Automotive computers do everything ECM uses an "8 Bit" microprocessor.
according to a detailed list of instructions 8 segments make up each "word".
which is called the program. Automotive 255 is the largest number which can
programs take into effect all possible be recorded with an 8 Bit chip.
combinations of sensor input so that the
best degree of driveability will result. For
example, cutting off the a/c compressor
when the TPS indicates wide open
throttle, so maximum acceleration will
be possible.

A microprocessor functions as the

"brain" of the computer, since it does all
the necessary calculations. All other
parts of the computer support the micro-
processor.

Since the microprocessor cannot store

information it has specialized memories.
ROMs, RAMs and PROMs are the
memories of the automotive computer.
Read Only Memories or ROMs are used
for permanent storage of information,
which is programmed in when the ROM
is built. Random Access Memories or
RAMs act as the file cabinet because
temporary information can be stored and
retrieved from there such as current
sensor input values used by the micropro-
cessor. Most RAMs are of the "non-
volatile" design and will lose their stored
information if power is removed. Pro-
grammable Read Only Memory or
PROM can be removed from the ECM.
PROMs are used to provide the ECM
with specific design and operating char-
acteristics for each car model, even
though the same ECM type may be used
in several car lines.
 -

AIR DIVERT AIR DIVERT

SOLENOID SILENCER

CHECK VALVE

-
-
FUSE & HOLDER :kESSURE
SWITCH
 ALCL Connector Terminal Identification
Scanners read what information is sent
along the serial data stream. Scanners
are extremely helpful, if you know what
the heck they do and how they interface
with the ECM. Scanners do not provide FEDCBA
all the information. They do however,
provide some very useful information
and they also provide some information
which on the surface may seem correct A - Ground Terminal
but can cause driveability problems. It is B - Diagnostic Enable
extremely important to understand just C - Exhaust Port Air Switching Solenoid
D - Service Engine Soon Light
how far a scanner can take you concern- E - Serial Data
ing diagnosis. F - Torque Converter Clutch
G - Fuel Pump Test Lead
Were you aware that the computer is like
a 4-speed transmission? You plug the Not all terminals are found on all engines.
scanner into the Assembly Line Commu-
nication Link (ALCL) or Assembly Line
Diagnostic Link (ALDL), which are the
same connector called different names Create a circuit on A9 in order to receive
by the various car divisions of GM. In this ECM Serial Data from terminal E.
manual we will use ALCL to identify this
connector, however if you see ALDL be

-,
aware that it is the same device.

When you install the scanner onto the car

you change the way the ECM operates.
SERIAL DATA 1 1
In fact the ECM has four modes of opera-
tion: open, diagnostic, fuel back up, and
special or ALCL mode. Most scan tools
are designed to automatically switch the
ECM into the special mode of operation.
Because of this many technicians are not
aware of the other modes. This has
caused many problems, such as trying to
set engine idle speed and the scanner has
sped the engine up to 1200 rpm, which is
part of the ECM's programming when
put into the special mode.
Scanners apply specific resistances across
Unfortunately, scanners can get you into the A and B terminals in order to change
trouble. When the computer is in special ECM modes of operation. Normal operating
mode they cannot spend all of their time mode is called 20,000 ohm which is an open
circuit with no connection.
taking care of engine operation. Some
functions become locked in because the
microprocessor does not have time to
deal with them because the microproces-
sor must take time out from its comput-
ing function to answer your
questions ...such as integrator and block DIAGNOSTICS I A9

learn or any other request which you

enter in your scanner.

Special mode is the only mode where you

can get fairly reliable information, but
you need to keep this in mind, fairly
accurate not totally accurate.

Scanners can also shift the ECM into the

fuel back up mode where the engine will
run on the calpac. Or, the engine can be
put into open mode, where it normally
operates. If the engine is in open mode
you probably will not get accurate infor-
mation. If you do get good information SCANNER II

that'sgreat. But if you want TPS and with !-----------------------------I

your foot flat on the floor your reading is

.45 instead of 4.5 then I would not believe
your scanner.

The final mode of operation is the diag- MODE A-B RESISTANCE A9 VOLTAGE
nostic mode where the scanner could
Open 20,000 ohm 5.0 volts
ground the diagnostic terminal in order 10,000 ohm 2.5 volts
ALCL
to flash the service engine soon light in Fuel Backup 3,900 ohm 1.4 volts
order to use the light for code retrieval or Diagnostic 0 ohm 0 volts
check EST operation. Some scanners
will not do this because of electrical cir-
cuit problems with the external power
source from the lighter.
 Integrator and Block Learn will both read 128
Integrator and Block Learn are two read- when the car is not in closed loop operation.
ings which tell you how much fuel the
ECM is providing to the engine. These
values can be read with the scan tool and
are extremely important for you to un-
derstand. m u 0 1 SCANNER

As you are aware, the ECM will inject

fuel into the engine based upon sensor
inputs. However, reference, throttle
position and coolant sensors are the most
significant inputs with the other sensors
used to fine-tune fuel delivery.

In the section which discussed the micro-

processor it was covered that 255 was the
highest number which could be recorded
with an "8 bit" computer chip. If you Integrator and block learn work the same
count the possibilities of 0 to 255 then 128 way. Integrator is the first value to move
would be the mid point. and after a while block learn will move
over to that point. However, now that the
128 is the mid point for both integrator airlfuel ratio has been corrected to the
and block learn. If the engine needs right value (14.7 to 1) our integrator is
additional fuel then a higher number will ready to take off in either direction again
be registered to indicate an increase in as needed. For example with a small air
injector on time. If the engine is rich then leak downstream from the mass airflow
the numbers will be less than 128. sensor the ECM will think it's running
lean because of the air which has not
Now that we have covered the basic prin- been accounted for, thus it will command
ciple of integrator and block learn, which a longer on time. Since this is a perma-
are two different values, let's explore nent condition, the block learn might be
them in greater detail. Imagine that you 150, indicating extra injector on time,
are taking a four year old kid to the toy with the integrator value at 128. If the air
store. Whenever something new pops up leak were greater then both values would
the kid is off and you sort of tag along. be permanently over 128.
Before the engine goes into closed loop More fuel is delivered due to a lean condition
operation both integrator and block such as a restricted fuel filter.
learn values will be fixed at 128. When
the ECM gets a strong acceleration com- ( 128I 150
mand both values will again be locked in
at 128. Injector on time of 128 does not SCANNER

mean that the injector is on 112 the time

the engine is running. It means that the
injector is held open 112 the amount of
time which could possibly be allowed by
the program in the PROM. There are
limits to injector on time. On passenger
cars 90 to 150could be the range. On per-
formance vehicles the maximum on time
could increase to around 200.
Less fuel is delivered due to a rich condition
An engine with a restricted intake or a such as a restricted air filter.
restricted exhaust would run rich be-
cause it could not properly breathe. Thus 1128 90 /
the ECM would reduce fuel delivery in SCANNER
order to maintain 14.7 to 1. However,
during full throttle bursts or engine
warm-up a very rich condition would
result because the full fuel charge would
be delivered to the engine.

If you have a scanner then make a note of

integrator and block learn values with the
engine idling in closed loop. Induce a
small vacuum leak and note what hap- More fuel is delivered due to a lean condition
pens. Partially restrict the air intake and such as an air leak. -

note your readings. If you have a scanner, INT BLOCK

then integrator and block learn are two

values which you need to closely check on
SCANNER I
each car. Remember, if the car did not
have a problem you would not be doing
this! Learn about these values, they
apply to all EFI and PFI vehicles. Inte-
grator and block learn values are two of
the most helpful values you can get from
the ECM on your scanner.
Scanners can get you into trouble and you trouble. Technicians who have used the
need to be aware of their limitations. scanner to set TPS on CCC carburetor
Scanners receive all of their information vehicles and have gotten away with it will
from the serial data transmitted from the cause driveability problems with fuel in-
ECM. This information represents a jection. Remember that canister purge
"snapshot" of what the ECM has stored and TCC are ECM outputs which look at
in the RAM. Therefore, there are certain the TPS signal.
readings which will appear to be correct
but are not in fact accurate enough for When you install the scanner in the diag-
your diagnosis. nostic mode you will not always get the
proper diagnostic codes. Always per-
A very good example of this is TPS, and form a Diagnostic Circuit Check and
you should perform this experiment so then use your scanner to rough out the
that you will know exactly what limita- problem area affecting your subject ve-
tions you are dealing with for scanners. If hicle.
you access the scanner reading of TPS
and compare it at the same time you have If you use the scanner in any mode other
installed a digital multimeter on the TPS than the ALCL 10K mode you need to be
signal wire you will notice the difference extremely cautious of any reading you do
clearly. Scanners will give you a TPS get. If the coolant temperature is locked
reading but this is not sufficiently accu- in at one value or the car stays in open
rate to set baseline TPS voltage readings. loop, according to the scanner...switch to
Set the DMM to the 2 volt dc scale and the ALCL mode and verify your reading.
note the real ECM signal input. Com- There is no sense trying to fix something
pare this to your scanner. Move the TPS which isn't broke.
arm through a small arc and you will see
that the sensor provides variances in Scan tools allow for a quick check of
thousands of a volt (.001). Scanners will sensors and switches. Serial data only
vary but their variance is really only reli-
updates every 1.25 seconds and vibration
able to the first decimal place (.I). This induced intermittents will not necessarily
degree of accuracy can cause the baseline show up on the scanner. Remember that
setting where .45 volt (3.8 l), + or - .075the scanner interprets the sensor input
volt can really get you into trouble. wire. However the sensor functions as
part of a circuit and thus any problem in
Perform this little check and you will see the circuit will have some type of effect
how easy the scanner can get you into upon the sensor reading even if the
component is perfectly good.
Amps,volts and ohms are the language of Occasionally you will find a short to
today's automotive electronics. You power where a wire will have come in
need to know how to measure each of contact with an unwanted source of
these values in order to service these power. This can come from defective
vehicles. If you do not feel comfortable insulation, or internal component failure
with amps, volts and ohms then review so that current can pass through a com-
the sections of this manual which deal ponent in a way it is not supposed to, or
with these subjects. It is very important a physical connection existing between
that you fully understand how these elec- the two circuits in question. Knowing
trical characteristics inter-relate with how to check continuity will allow you to
each other. be sure that your wires go where they are
supposed to and only where they are
Volts represent electrical pressure. supposed to.
Measure volts at any point in the circuit.
Amps represent how much current flows
through a circuit, sort of like how wide is
a river for example. Ohms act as the
resistance to flow, the more resistance
the less flow. Voltage readings of sensors is made by
installing jumper wires and attaching DMM.
Ohm's law is the equation used to express
the relationship between these elements
E=IxR. Volts = amps x resistance.
Perform the diagnostic checks on each
circuit so you will know just what is hap-
pening.

Continuity checking will tell you that

your wires go where they are supposed to.
If you have a short it would be like trying
to wash your car with a hole in the
hose ...the water would not get to the DIGITAL
MULTlMEl'ER
nozzle. With a short the current is flow-
ing somewhere it is not supposed to.
Shorts generally occur to ground and TPS VOLTAGE CHECK
tend to blow fuses and burn up wires.
Resistance measurments are made across Continuity checks are made with the circuit
the component. isolated.

0200 OHM

Voltage checks are made when the circuit is Amperage checks are made by allowing all
operational. the current to flow through the meter.

20m DCA
 Schematic diagram of circuit. Continuity test of control wire to relay.

E
C
M
7

-
-
-
RELAY
R+
12v

-
-
.-. 0
200 OHM

10

-
-
-
-:$
COOLING
FAN
R E LAY

$@=
B+
12V

-
-
-

Continuity test of individual wire in harness. Voltage test for each ECM wire is performed
Disconnect ECM before testing. with with ignition on and idling in closed loop

SENSORS
High impedance digital multimeters are
necessary to perform checks of the auto-
motive electronic system. Throughout
this manual you have seen it and now is
the time to explain why you must use this
type of meter.
Remember the discussion of magnetism
and how current flowing in a wire created
a magnetic field? That technology is used
in the older "swing needle" type of meter.
Consequently, it takes a lot of current
flow in order to make this meter work.
Additional current flow can cause you
problems because this type of meter can
damage the sensitive electronic circuits
of the ECM.
The ECM has circuits which are primar-
ily designed to handle 112 amp of current
flow. There are "protected" ECM cir-
cuits which have greater capacity, such as
the fuel injector drivers, but these are
different than standard sensor circuits.
By now you realize that a sensor signal
can involve only a small amount of actual
current because the voltage present will
act as the information carrier. Older
swing needle meters require so much
current flow that they could totally con-
sume some signals. High impedance
digital multimeters require so little cur-
rent that it is difficult to measure how
much they would affect a circuit, out of
the laboratory environment.
Pictures included in this text show how
the meter is supposed to be used. Refer
to the pictures if you have questions
about meter installation. However, it
seems that one of the most difficult prob-
lems is the reading of the meter itself. If
you have experienced difficulty with re-
ally understanding all of the symbols and
settings of your meter then you will need
to do a little homework. You may not
have done homework in years but this
can be both fun and interesting!
Take your digital multimeter and hook it
up to some sensors which have variable
outputs and take the time to understand
exactly what you are doing. For instance,
I removed the 3 wire connector to a TPS
and set my DMM to the 20 K scale (K is
1,000 so 20 K is 20,000 ohm, the only 20K
scale is for ohms on your meter). I in-
serted one probe into the center terminal
and one lead into an end terminal. My
meter said 1.8K. I moved the probe from
the end terminal to the other end termi-
nal and the meter read 5.15 K; this was
correct. I moved the TPS throttle arm by
moving the throttle valve and my meter
resistance dropped to 1.8K, indicating
wide open throttle. How did I know that
I had originally installed the meter back-
wards? Ohm's Law, that's how. With
high resistance the ECM, off the center
wire, will read low voltage. So when
properly installed, high resistance will
fall to low resistance and so the ECM will mentation until you really feel comfort-
see an increase in voltage signal. able with your meter. Anyone who had
made it this far reading this book needs to
Install three jumper wires to the TPS, or know everything about that meter. It is
install the CHAT unit and perform this the device which will tell you if a problem
test with the meter set to 20 DCV and exists. Have you ever seen the flashing
turn on the ignition. Move the TPS lights of a police car behind you? Well, if
through its' operating range. TPS should you have then you know that he's trying to
vary smoothly. Just for the heck of it, if tell you something!
you have a scanner hook it up and com-
pare its' reading to your DMM, you will If you do not fully understand how that
be shocked at how far off the scanner is, meter works you may have a problem
especially with the DMM on the 2 DCV getting the message! Be sure to know all
scale. Remember that most of your driv- there is to know about your meter. If your
ing is done with TPS below 2 DCV. meter has a diode check, then go by your
local Radio Shack store and pick up a
Now let's try turning our attention to the diode assortment and try them. And, if
oxygen sensor. Insert a jumper wire or you really start getting into this whole
simply hook into the CHAT unit sensor thing, break down and purchase one of
signal. Again, the DMM should be on the their "200 in 1"experiment kits when it is
2 DCV scale and you can see exactly what on sale. You will be able to build all sorts
voltage you are generating. This is agood of things. Take that DMM and work it
hookup to inspect for rich or lean run through some of these circuits. Figure
conditions which would include canister out why diodes are in certain places.
purge and vacuum leak diagnosis. Air Figure out why capacitors are placed as
leaks will pull in propane if you use an they are in your circuits. A couple of
enrichment tool. The meter will immedi- hours, when you can, this electronic stuff
ately pick up any change in sensor output. will really make a lot of sense which will
Remember to never try the ohm test help you out on the job. Remember, we
across an oxygen sensor, it is a voltage want to do it right the first time!
generator and could be damaged perma-
nently because an ohmmeter placed
energy into a circuit to make resistance
checks.

If you have problems reading the meter,

take it home and play with it. Take along
a couple of sensors and do some experi-
Now that you have mastered the DMM and cut to length will make a good con-
you are ready to get the information out nection. Remember to crimp and solder
of the car. By now you know that the with rosin core solder to ensure that a
scanner does not have all the answers, good connection exists, just like with
only some of them. Now we need to get every electrical repair which you will
to the bottom of things and that is where make on the ECM wiring harness. Do
the DMM becomes your top tool. not use crimp connectors! Or, you will
have intermittents which will begin the
Accessing all of the circuits is tough, it day the car leaves your shop!
does require work and it requires circuit
understanding. If you find that you need After you have your jumper cables and
a particular type of connector then you wires you will have access to the wiring
will need to make up some test jumper harness in order to make necessary
connectors. These are available from checks with the DMM. Of course, you
your friendly tool truck man and will do will need to know just what circuits you
a good job. However if you find that you are checking and what types of readings
need a specific type of connector which you are getting. These readings would
has not made it into his selection yet, then then be compared with what you person-
you need to make a trip to the junk yard. ally would anticipate them to be and you
For a couple of bucks you can get all sorts would also reference the expected read-
of connectors which will fit the specific ings listed in the shop manual or in the
types of vehicles which you work on. reference section of this text.

After you have the connectors then they Keep in mind that no reference is 100%
need to be prepared for service. Termi- right. That is why you need to have an
nal ends need to be fitted to the ends of idea about the reading which you are
the connectors so that you can quickly getting. Is the reading which you are
install them to make your circuits opera- getting from your DMM what you per-
tional. If you are using the standard sonally think should be coming out of
"weatherpack" type connectors then that sensor? When you understandECM
these can be had from any GM dealer and wiring harness circuitry then you will
under part number 12014836 and feel comfortable making this type of
12014837for the male and female termi- decision. Of course, do not overlook
nals. performing the same test on a known
good car, this is a good way to verify test
If you are using the very small connectors results.
then a paper clip of the proper diameter
CHAT, the patented Computer Harness
Adaptive Tester, is the most significant
new diagnostic test tool for GM cars and
trucks. CHAT has been designed and
built for the tune-up and electrical tech-
nician servicing highly complex engine
control systems. Because of its interface
features, CHAT is the most sophisticated
service tool available to professional
technicians.
In recent years diagnostic computer in-
terface systems have been developed to
help with the service of complex automo-
tive engine electronic systems. These
devices can cost $18,000 and use an ECM
interface terminal to provide vehicle
data for analysis.
CHAT provides a way to access each
wire, sensor, solenoid, relay, and control
used for all ECM engine functions.
CHAT uses the exact same Packard
Electric connectors which are in the
original equipment wiring harness.
All CHAT tests are performed with a
digital multimeter and this data need
only be compared with available diagnos-
tic and ECM voltage charts so that neces-
sary decisions can be made in order to f
i
i tive technology. Very few technicians are
the vehicle. CHAT costs about the same
as a scan tool.
In order to fix the car you have to deter-
mine exactly what is wrong with it in the
first place. Finding out what is wrong can
be a difficult task ...especially if you do not
have any idea about what is causing the
problem. You must understand how the
ECM system is designed to work if you
want to fix it.
There are logical service procedures for
the electronic system. These procedures
take into account the operational para-
meters and provide you with a logical
sequence to approach driveability prob-
lems. In fact, after you become comfort-
able with the right way to perform diag-
noses and you become confident with the
fact that it is possible to fix the electronic
system you will probably become very
proficient with this system.
If you use CHAT you will be performing
voltage, continuity and short testing.
These are the same tests you would be
performing without CHAT only now
these tests are easy to do.
As you become more confident with
ECM operation you will be turning the
corner into the newest area of automo-
competent in this area. CHAT will help
you achieve success with difficult drivea-
bility problems by making necessary di-
agnostic checks quick and easy to per-
form.
Performing voltage, continuity and short
testing will have to be done if anything
other than a simple sensor failure occurs.
Perform a diagnostic circuit check and
see what the ECM tells you. If you have
a code then you need to deal with the
code. Always start at the lowest code and
work up, unless you have a 50 series code
and then go immediately to that. To get
the codes simply jumper terminal A to B
in the ALCL and watch the service en-
gine soon light. It will blink code 12 three
times, followed by any recorded codes,
and repeat the code 12 again. Code 12
will be one flash followed by a pause and
then two flashes of the light. Code 34
would be three flashes, a pause, and four
flashes, for example. See the reference
section of this book for code identifica-
tion.
If the sensor checks out then you need to
go into the wiring. You will need to drop
the ECM from its mounting and see just
what voltage is getting to the ECM on the
appropriate circuit. After you remove
the ECM you will need to remove the
retainer comb in order to gain access to
the back of the wire entering the ECM
header connector. You can now use the
exposed wire end in order to perform
ECM header connector voltage testing Refer to the diagrams about installation
or use the DMM and go from the appro- and voltage testing with the CHAT tool.
priate terminal on the connector back to
the sensor connector to verify wire conti-
nuity.
If all of this activity up under the dash
sounds tough; well it is, especially when
you perform wiring continuity checks.
However, if you have CHAT then these
tests are much easier. If you have the
CHAT unit simply remove the header
connectors from the ECM which you do
not need to remove. Leave the header
connector wiring retainer combs in place
and plug the header connectors into the
CHATjunction head. Install the jumper
harness from the junction head to the
ECM and you have completed CHAT
installation.
To perform voltage checks from the
CHAT pinout first verify the ground ter-
minal using your DMM on the 200 ohm
scale. If this ground checks then insert
the black probe into the dedicated
ground and simply select the circuits you
need to check. Refer to the reference
section of this manual as necessary. If the
ground does not check out, attach the
DMM black lead to a good ground and
perform the tests. If your results do not
match the reference values, inspect the
engine grounds. The dedicated CHAT
ground is tied to one of the engine
grounds which use terminal A-12.
 D 23
Voltage tests are
CHAT used in the performed like this.
performance of voltage
and continuity tests. b l u U M m

Continuity tests are performed

like this after removing ECM
To perform continuity checks, first re-
move the two jumpers from the CHAT
junction head to the ECM. You do not
want your results influenced by the ECM.
Insert one DMM probe into the appro-
priate CHAT pin out terminal and touch
the other probe to the wire in the connec-
tor which would attach to the sensor or
output.
With CHAT continuity checks can be
performed very easily. Without CHAT
continuity checks must be made with one
ohmmeter probe up under the dash stuck
in the back of the header connector while
you are out under the hood with the other
probe. Without CHAT this vital test is
difficult, slow, and not too reliable.
GM vehicle with header connectors
1 which will accept CHAT.
I CHAT uses Packard Electric connectors
1 which are the same type used to build the
I wiring harness. If you need to attach
I CHAT into a Body Computer or BCM
you will have no problems. Be sure to
reference the appropriate service man-
ual for readings of the 24 pin and 32 pin
connectors. CHAT will also fit the newer
P4 computers, simply watch which circuit
you plug into so that you do not get your
circuits confused.

To perform a short to ground use the

same setup as for continuity with the
ECM jumpers removed. Simply place
one probe in the suspect circuit pinout
and touch the other probe to the dedi-
cated ground terminal. If the DMM
shows continuity on the 200 ohm scale,
then you will need to trace the wire. If
your meter makes an audible beep when
continuity is established you can shake
the harness to speed diagnosis.
Electrical Danger
Not all scanners will work with all GM
cars unless the scanner has been appro-
priately updated with the annual
The ignition should always be off
changes. You can use your DMM on any
whenever removing or reinstalling
ECM connectors.
 GROUND PIN-OUT

CHAT
0000
A9 A 1 D A l l A12
8
@ 000 GROUND
09 BID E l l 612
00000000
C9 C10 C11 C12 C13 C14 C15 C16
COMPUTER HARNESS
00000000 ADAPTIVE TESTER

NSTALLATION AND IDENTIFICATION

CHAT PIN-OUT \ \ DIAGRAM

2 0 I N C H LONG
3 2 WIRE JUMPER CABLE 32 PIN
WIRLNG H A R N E S S C O N N E C T O R

TO E N G I N E

TO ENGINE

\
24 PIN
24 W I R E JUMPER CABLE WIRING HARNESS CONNECTOR
2 0 INCH LONG CHAT
JUNCTION HEAD

CHAT is covered by U.S. Patent Number 4,690,475

CHAT is available from Diagnostic Products Company
 VOLTAGE CHECK ALL ECM WIRES AND
CIRCUITS LIKE THIS

COMPARE ACTUAL TPS VOLTAGE

WITH ECM VOLTAGE IDENTIFICATION
CHART OR SHOP MANUAL
IF .724 VOLT WAS YOUR ACTUAL
READING OF BASE TPS ON A
PORT FUEL INJECTED CAR YOU
WOULD HAVE TO ADJUST THE TPS.

IF TPS REQUIRES ADJUSTMENT FOLLOW SHOP MANUAL PROCEDURE TO LOOSEN TPS

ATTACHMENT SCREWS AND ROTATE SENSOR UNTIL VOLTAGE SPECIFICATION IS SET.
TIGHTEN TPS ATTACHMENT SCREWS ACCORDING TO SPECIFICATION.
 SHORT TO GROUND OF THE
DISTRIBUTOR REFERENCE
0
200 OHM
SIGNAL WILL PFIODUCE A
"NO RUN" CONDITION WITH
A FUEL INJECTED VEHICLE.

Perform short to ground test like this.

32 WlRE JUMPER CABLE

\\
SHEET METAL SCRRN
CALISES SHORT-TOGROLIND
PRODUCING A NORUN CONDmON
24 WlRE JUMPER CABLE
 CONTINUITY TEST SHOWS WlRE IS GOOD.

32 WIRE JUMPER CABLE

24 WlRE JUMPER CABLE

CONTINUITY TEST SHOWS WlRE IS OPEN (BAD).

32 WlRE JUMPER CABLE

24 WIRE JUMPER CABLE

"OL" READING MEANS
OUT OF LIMITS
ADVANCED DIAGNOSTIC PROCEDURES
Use CHAT to Verify Series Circuits with an Ohmmeter.
Many circuits are connected together. Components and wiring which make up an
individual series circuit, can be checked for continuity at the CHAT Pin-Out.

p9 :
2 A$)pApgAgAg
82 0.l B l 05 86 07 S B B l O B l l B 1 1 20K OHU
000000000000
CJ C4 C5 C6 C7 D C) ClOClI C l l C l l
h%@0@00@~00@0
ot M DI M m M 07 m a o i o o t o~ n or, ot4 01, ota
\ COMPUTER HARNESS ADAPTIVE 1
\ I MANIFOLD AIR TEMP

This is an example of how i t is possible to check sensors and wiring with CHAT.

Place one digital multimeter probe into terminal D 2 of the CHAT pin-out. Then you will be able to
check all wiring and sensors by continuity testing the individual series circuits, by using CHAT.

Series circuits are formed between terminal D 2 and C10, C13, C14, and C12 in this example.
ADVANCED DIAGNOSTIC PROCEDURES
Use CHAT to Verify Powered Circuits.
Many circuits are connected to a source of power. Components and wiring which compose each
individual series circuit, can be checked for the presence of source voltage at the CHAT Pin-Out.

Also, in this representative circuit, a functional test of the brake switch could be performed by simply
pushing down on the brake pedal and observing the meter reading.

GAGES FUSE
IGN. 12 V.
1 12.2 VOLT

S.E.S. LAMP
BRAKE SWITCH
I
-
TI
Inl
-
1 3 1
AUTOMATIC
TRANSMISSION
TCC SOLENOID
I1
I

FIEIDICIBIA
G I ) ] ( ) OVERDRIVE LIGHT

r-l
M/T
OVERDRIVE SOLENOID

CANISTER PURGE SOLENOID

A3
12.2 VOLT

DIVERT
SOLENOID
I 12.2 VOLT 1

A2 -
(BLACK CONN.)
PORT
SOLENOID
I

note: This diagram shows both automatic and manual

transmission options available for this vehicle.
 CHECK FOR CONTINUITY TO GROUND
CIRCUIT TO GROUND

CHECK FOR CIRCUIT CONTINUITY

POWERED CIRCUITS
CHECK FOR APPLIED VOLTAGE

A TPS sensor generally has around 7,000

Systems testing can be done with CHAT in
order to check and verify much of the ECM ohms resistance. Go between any two of
wiring and sensors with voltage and continuity the three wires with the DMM on the 20
test procedures. K (20,000 ohm) scale and you should
haveacircuit. In this example the tests are
between C14&lD2,C14&C13orC13&D2.
Circuits are necessary for signals to come
into and go out of the ECM. If you have Look through the wiring diagram and
a CHAT unit for GM vehicles, or a pin- repeat this procedure. You will find and
out for Ford or other vehicles, this sec- be able to isolate other circuits including
tion will be of great value to you. complex circuits with interconnected
sensors, switches or devices.
Take the necessary time to become famil-
iar with CHAT and system testing proce- Many circuits use the vehicle for ground.
dures before you go out and attack any You can perform continuity tests to
problem cars which come your way. ground in order to verify these circuits.
Knowing how to use this tool and these
procedures, will save you hours of time With the ECM still disconnected, switch
when trying to determine what is wrong the DMM to the 20 DCV scale and turn
with a so called "problem" vehicle. on the ingition. The ECM will ground
powered circuits in order to turn them
Refer to page D 28 of this book, which on. Page D 30 illustrates that "powered"
shows a conventional continuity check of circuits will be electrically hot and system
a wire using CHAT. voltage should be present when checked.

Now, let's use a systems approach to
continuity test the same TPS system. Use
of a systems approach will greatly speed
your testing procedure. Refer to the wir-
ing diagram as shown on D 29.
Voltage and continuity systems checks
can be used to verify most of the ECM
circuitry and components. This is a valu-
able new procedure which significantly
speeds diagnosis. This testing procedure
is simply not practical without CHAT.
CODE IDENTIFICATION

12 - No reference (engine not running) \ \ / /

Thb b a check d the ECM to doid a signal and d m not indicate a
problem. It dmply meana that you have no reference. SERVICE -
13 - Open oxygen sensor circuit ENGINE SOON
/
14 - Coolant sensor signal low

15 - Coolant sensor signal high

21 - TPS signal voltage high

22 - TPS signal voltage low

23 - Manifold air temperature low

To perform diagnostic circuit check insert
24 - Vehicle speed sensor jumper between ALCL terminals A & B.
Read code flashes: blink, pause, blink blink
25 - Manifold air temperature high as code 12. Note additional codes. Remove
ECM power by disconnecting ECM fuse for
31 - Wastegate electrical signal -turbocharged engines. 10 seconds. Start engine and see if code
returns to indicate that problem actually
32 - EGR failure exists. Some codes will require that vehicle
be driven in order to duplicate conditions.
33 - MAP sensor signal high

34 - MAP sensor signal low

35 - IAC problem

36 - Mass Air Flow 46 - VATS

41 - Cylinder select error 51 - PROM

42 - Electronic spark timing 52 - Fuel CALPAC missing

43 - Electronic spark control 53 - Over voltage condition

44 - Lean exhaust condition 54 - Low fuel pump voltage

45 - Rich exhaust condition 55 - ECM

Open loop operation exists until the
vehicle reaches operating temperature.
There are three things which must occur
in order for the engine to enter closed
loop operation.

First, the oxygen sensor must warm up

and start to produce an electrical feed-
back signal to the ECM, which occurs at
about 600°F. Secondly, the coolant tem-
perature sensor must show about 135°F.
Thirdly, a given amount of time must pass
so that engine rpm will have a chance to
stabilize. Thirdly, there is a time element
which will vary from 10 seconds on 1985 In closed loop operation the ECM will
maintain a 14.7 to 1 air/fuel ratio.
EFI and PFI models. This time element
was lengthened to 30 seconds beginning
in 1986. CCC systems will require about
two minutes before entering closed loop
operation.

When closed loop operation is reached TO ENTER CLOSED LOOP:

the ECM will maintain an air fuel ratio of
14.7 to 1for optimal emission and econ- 1. OXYGEN SENSOR SIGNAL
omy operation. When the vehicle is 2. COOLANT TEMPERATURE
operating in open loop a rich condition 3. SPECIFIED TIME
will exist to promote engine warmup.
Port fuel injectors can become clogged then injectors will need to be cleaned. If
with a tar-like residue which will cut fuel an injector falls outside of this range then
delivery. Generally this condition results repeat procedure. Do not fire injector
from the use of fuel which does not have more than three times or you will flood
sufficient detergent additives and can the engine and soak the spark plugs with
occur invehicles having a high heat-soak. fuel.
Short trips in town can produce clogged
injectors. If all injectors check within specification,
check the injectors electrically. Install
In order to determine if there is an injec- the test light and be sure it cycles when
tor problem perform an injector balance the engine is cranked. It is also good
test. Specifically, this test will determine policy to take your ohmmeter and check
if each injector delivers the same amount each injector. Injectors may look the
of fuel. This is accomplished by turning same but they can have different flow
each injector on for a specific amount of rates and different resistances.
time and recording the pressure drop on
a gauge attached to the fuel rail. A If the gauge will not hold pressure then
suitable tool is the Kent Moore 5-34730 the fuel pressure regulator is probably
or equialent, which contains a pressure defective and will need to be replaced. If
gauge, injector tester, and test light. you have very high fuel pressure look for
a restricted fuel return line. If your fuel
Install the fuel pressure gauge onto the pressure is low suspect a clogged fuel
fuel pressure tap. Cycle the fuel pump filter or other restriction on the supply
either by turning on the ignition and side.
letting the pump cycle for two seconds or
apply 12 volts to the fuel pump test lead. If an injector does not deliver sufficient
Purge air from gauge line in this process fuel a lean condition will exist and preig-
to ensure accurate reading. nition can result. A vehicle surge can
occur which will typically be very noti-
Remove harness wires from injectors. cible upon light acceleration after the
Install injector tester onto first injector to TCC has just engaged in the range of 35
be tested. Cycle fuel pump, record read- to 42 mph.
ing in kPa. Fire injector and immediately
note pressure reading. Repeat proce- If the injectors need to be cleaned, there
dure for each injector. If there is a differ- are special injector cleaning tools avail-
ence of 10 kPa + or - from the average able such as 5-35800 or equivalent.
 SECTION 3
SELECTED ECM VOLTAGES AND
WIRING DIAGRAMS

Section 3 includes selected ECM circuits and voltages to assist in diagnosis.

Use on& a high impedance digital multimeter ( J 34029-A or equivalent) for all ECM
tests.

For voltages in the engine run column, be sure the vehicle is idling in closed loop with
no scan tools installed. You can use the "Service Engine Soon" light to indicate
closed loop. JUMPER ALCL A to B; if the light blinks quick (twice a second) you
are in open loop. If the light blinks slow (once per second) you are in closed loop.

Diagnostic Products has attemped to make our technical information as accurate as

possible. However, with the many changes which are made in production of vehicles
you should verify the voltages by being sure that the reading you get from a circuit
does in fact reflect the component you are attempting to test.

Revisions to this manual and particularly to this section are planned. Your tool
dealer will have copies of the revised publication when it becomes available or you
can contact Diagnostic Products directly so you can receive this information as soon
as it is available.
W2
ECM VOLTAGE IDENTIFICATION CHART

1.8 L "J"TURBO
VOLTAGE VOLTAGE
KEY ENG I
ION I R U N I CIRCUIT PIN
,I
NOTE
IN II CIRCUIT
1 KEY 1 ENG
I ON 1 RUN
10 1 13.4 1 Fuel Pump Relay - -- -
1 ~ 11 Battery 12v lnput
Not Used A2
Not Used A3
1 12.4 1 .S 1 Wastegate -- -
IA~ b4 ( Not Used I I
13.8 Service Engine Soon A5 5 ( Reference 11.6

13.6 Ign. -- ECM Fuse A6 6 Not Used

TCC Control A/T 7 ESC Sensor Signal 9.1 9.1
12.2 13.8
ALCL -- Serial Data 0 0

g NotUsed
10 Park Neutral Switch &:
0
Vehicle Speed Sensor A10 I
, 13,7
-

2.5 MAT, MAP Ground A1 1 11 Not Used

0 System Ground A12

0 I Coolant Fan
1 12.2 1 13.8 1 A/C Relav Control 1 ~ 21 5
1 Not Us ldle Air Control --B--Low
1 Not Us ldle Air Control - - B - - H ~ Q ~
1I Not Us ldle Air Control --A--High
Not Us ldle Air Control --A--Low
Not Used
P/S Pressure Switch
Crank Signal
Coolant Temperature
M A P - s ~ ~ ~ ~
MAT Signal D l 2 Notused
.45 TPS Sensor Signal C13 D l 3 Not Used
4.9 TPS 5v Reference C14 ~ 1 4Fuel lnjectors 3 & 4 12.2 13.8
--

Not Used 1~15 ~ 1 5NotUsed

~ 1 6Fuel lnjectors 1 & 2 12.2 13.8

NOTES & SPECIAL INFORMATION VOLTAGE TESTING REQUIREMENTS:

[ I ] Fuel pump relay will read 12v tor 2 seconds when lgnttion is M c h e d on.
(21 Vonage reading varier. 1) This chart is for use with a digital multimeter.
[3] Varies trom .8 w n to battery w n depending upon driK wheel posttion. 2) Engine must be at operating temperature.
[4] Varies with ternparalure.
(51 Engine running witage will be high or low depending U A/C k on or off. 3) ldle engine in "Closed Loop"for ENG RUN voltages.
[8] Note voltage change when s h ~ e d Into gear for autoihalIitransrnosaon. 4) Diagnostic test terminal in ALCL not grounded.
[TJ Hdl Effect Senmr. Voltage will be lowwnan vane 1s passing through M c h . 5 ) No "Scan"tools installed.
6) "Key On' readings represent known good battery.
ECM VOLTAGE IDENTIFICATION CHART

2.OL "J"BODY
VOLTAGE VOLTAGE
KEY I ENG ~ P E N I
ION I
RUN CKT. 1 I CIRCUIT
I
I
I
P'N]NOTE blNI CIRCUIT I I KEY ENG OPEN
RuN1cK-r. I
113.4 1 I Fuel Pump Relay IAI 1 1 61 Battery 12v Input 11.9 13.7 12.1
Not Used A2 ~2 Voltage Monitor 0 13.9 0
12.2 A/C Relay
On
on 13.8 A3 b3 1 HE1 Ground l o l o 1 I
Not Used b4 1 Not Used I I I I
I
I I 1 I

c; I Distributor Reference 1 0 1 .8 1 0
13.6 Ign. -- ECM Fuse
0-3 TCC Control or m/t shift light A7 37 Not Used
2.5
4.5
.1 ALCL -- Serial Data

Coolant & TPS Ground

IAI
A8

~ 1 1
1
38

31 1
A/C Signal

Not Used
.1 0 System Ground 2 Not Used I
ID1 I System Ground 0 1 0 .1

~2 MAP Ground 0 0

03 Ground

~5 EST Bypass Signal 4.5 4.5 0

~6 Oxygen Sensor Ground .1 .1 0

! 07 Oxygen Sensor Signal .2 .5 0

08 Not used

Not Used C12

.45 .45 .1 TPS Sensor Signal C13 IDl31 Not Used
I I
4.9 4.9 .1 TPS 5v Reference C14 r- ---

Not Used C15 015 N Ou~s e d

11.9 13.7 12.1 Battery 12v Input C16 lD1 6 Fuel Injector Driver 12.3 13.2 12.1
NOTES & SPECIAL INFORMATION VOLTAGE TESTING REQUIREMENTS:

[I]Fuel pump relay will read 12v for 2 seconds when ignition is witched on.
[2] VoRage reading variea
1) This chart is for use with a digital multimeter.
[3] V a r b fmm .4!5 vo4i to batlory voh depending upon drhw wheel pamion. 2) Engine must be at operating temperature.
[4] Vadea Mth temperature. 3) Mle engine in "Closed Loop"for ENG RUN voltages.
[5] Engine funning whage will be high or low depending if A/C Is on or off.
[B] Note w b g e change when shifted into gear for automatic transmission. 4) Diagnostic test terminal in ALCL not grounded.
m Hall EffactSensor. VoRage will be low when vane is passing through witch. 5) No "Scan"tools installed.
6) "Key On" readings represent known good battery.
W4
ECM VOLTAGE IDENTIFICATION CHART

2.8L LB6 "A & J" BODY

VOLTAGE VOLTAGE

NOTE

2 5

3 6

7 4

NOTES & SPECIAL INFORMATION VOLTAGE TESTING REQUIREMENTS:

( I ] Fuel pump relay will mad 12vfor 2 seconds when ignition is switched on.
(21 Voltage reading varies.
1) This chart is for use with a digital multimeter.
(31 Var* from .45 volt to battery w k depending upon drive wheel position. 2) Engine must be at operating temperature.
(41 Vanes with temperature. 3) Idle engine in "Closed Loop" for ENG RUN voltages.
151 Engine funning vokage will be high or low depending if A/C is on or off.
[8] Note voltage change when shifted into gear for automatic transmisaton. 4) Diagnostic test terminal in ALCL not grounded.
m Hall Effect Sensor. Voltage will b e low when vane IS passing through switch 5) No "Scan" tools installed.
6) "Key On" readings represent known good battery.
 W5
ECM VOLTAGE IDENTIFICATION CHART

2.8 L "F"BODY
VOLTAGE VOLTAGE
KEY ENG
NOTE
CIRCUIT ON I RUN I
1 Battery 12v Input
1 Voltage Monitor (fuel pump:

HE1 Ground (EST ref low)

EST Control
Reference
Mass Airflow Sensor
Not Used
2 5 A/C Signal
Power Steering Pr. S/H
3 8 Park Neutral Switch $:-,
4 Not Used
Not Used

D l 2 Not Used
~ 1 3TPS,CTS,MAT Ground 0 0
~ 1 4Fuel lnjectors 2-4-6 12.2 13.8
~ 1 5Fuel lnjectors 2-4-6 12.2 13.8
~ 1 6Fuel lnjectors 1-3-5 12.2 13.8
NOTES & SPECIAL INFORMATION VOLTAGE TESTING REOUIREMENTS:

[I] Fuel pump relay will read 12v tor 2 recondswhen ignRlon is switched on.
[2]Vonage reading mi-. 1) This chart is for use with a digital multimeter.
[3]Varier horn .B wll to battery wll depending upon drive wheel portlion. 2) Engine must be at operating temperature.
[4]Varies with temperature.
[5] Engine tunning wnage Mil be high or low depending If A/C is on or off. 3) Idle engine in "Closed Loop' for ENG RUN voltages.
[el Note wnage change when shllled into gear for automatic transmimion. 4) Diagnostic test terminal in ALCL not grounded.
[7] Hall EffectSensor. Voltage Mli be low when vane is w i n g through owitch. 5) No "Scan" tools installed.
[a] Mewred between terminals C13 and 013.
6) "Key On" readings represent known good battery.
W6
ECM VOLTAGE IDENTIFICATION CHART

2.8L "P"FlERO
VOLTAGE VOLTAGE
KEY ENG I I I I I KEY I ENG I
ON l R u N CIRCUIT PIN N O T E =IN CIRCUIT ON RUN
Fuel Pump Relay A1 1 ~1 Battery 12v Input 11.9 13.7
Not Used A2 B2 NotUsed
Not Used A3 B3 HE1 Ground (EST ref low) 0 0
EGR Control A4
--. B4
- . ESTControl 0 1.3
Service Engine Soon IA~ B5 Reference 0 1.6
Ign. -- ECM Fuse 1~6 ] 6 I
I
Not Used
I
Shift Light M/T
I IF37 I Not Used I I

ALCL -- Serial Data 8 I A/C Signal On

TXT n
12.2
13.8
n

CI
ALCL -- Diag. Terminal

7~4
MAT Signal
System Ground hi21
Not Used IDA I System Ground 10 10 I

1 Not ~ s h a b l e 1 ldle Air Control - - A - - ~ i g k5

h 1 51 EST Bypass Signal 1 0 14.5 I
1~6 1 Oxygen Sensor Ground ( o 10 1
Not Used c7 2 1~~ ( Oxygen Sensor agnal 1 .2 1.5 I
Not Used C8 1 ~ 81 EGR Diagnostic s/w ( 12.2 113.8 1
I I ( Not Used
Coolant Temperature
MAP Signal -

MAP Signal ~12 TPS, CTS Ground 0 0

TPS Sensor Signal D l 3 MAT, MAP Ground 0 0
TPS 5v Reference D l4 Fuel Injectors 1-3-5 12.2 13.8
Fuel Injectors 2-4-6 D l 5 Fuel Injectors 1-3-5 12.2 13.8
Battery 12v l nput 016 Fuel lnjectors 24-6 12.2 13.8
- -

NOTES & SPEClAL INFORMATION VOLTAGE TESTING REQUIREMENTS:

[ I ] Fuel pump relay will read 12vfor 2 seconds when ignition is switched on.
[2] Vokage reading v a r i . 1) This chart is for use with a digital multimeter.
131 Vanes from .8 wit to battery wn depending upon drive wheel position.
141 Varies A h temperature.
2) Engine must be at operating temperature.
[5] Engine ~ n n l n vdlage
g will be high or larr depending If A/C is on or off. 3) ldle engine in "Closed Loop" for ENG RUN voltages.
[6] Note wnage change whan rhifted into gear for automatic transmission. 4) Diagnostic test terminal in ALCL not grounded.
[7] Hall E f f d Sensor. Voltage Mli be low when vane is passing through switch.
[B] Measured betwen terminals C13 and D13.
5) No "Scan" tools installed.
6) "Key On" readings represent known good battery.
 W7
ECM VOLTAGE IDENTIFICATION CHART

3.OL "N& H" BODY

VOLTAGE VOLTAGE

NOTE
1

2 5

3 8

7 4

-
-
Dl Ground 0 0 .1
D2 Coolant Fan Control 12 .1 0
D3 Cylinder Select for 6 cyl 11.9 13.7 12.1
04 Not Used
D5 EST Bypass Signal 4.5 4.5 0
D6 Oxygen Sensor Ground .1 .1 0
2
D7 Oxygen Sensor Signal .2
D8 Not Used
D9 Not Used
Dl0 Ground .1
D l1 Power Steering Switch 12.0
D l2 TPS/CTS/ATS Ground 0
D13 Ground .1
D l4 Fuel lnjector Cy12-4-6 11.9
D l 5 Fuel lnjector Cyl 1-3-5 11.9
D l 6 Fuel Injector Cy12-4-6 11.9
NOTES & SPECIAL INFORMATION VOLTAGE TESTING REQUIREMENTS:

[ I ] Fuel pump relay will read 12vfor 2 seconds when ignaion is A c h e d on.
121 Voltaae readlna varies. 1) This chart is for use with a digital multimeter.
"~ -

i3j ~ a r i i f r o r n
.45 wH to battery voll depending upon drive wheel position. 2) Engine must be at operating temperature.
[4] Varia with temperature. 3) Idle engine in "Closed Loop" for ENG RUN voltages.
[S] Engine Nnning wnage will be high or low depending if A/C is on or off.
[a] Note wnage change *en shifted Into gear for aulomallc transmission. 4) Diagnostic test terminal in ALCL not grounded.
m Hell Effect Sensor. Voltage will be law when vane is passing through witch. 5) No "Scan" tools installed.
181 X Body only 6) 'Key On" readings represent known good battery.
W8
ECM VO .TAGE IDENTIFICATION CHART

3.8L A, C AND H BODY STYLES

OLTAGE v

NOTE
1

2 5

Not Used C1 Dl Ground 0

Not Used c2 D2 Coolant Fan Control 12
.8 .8 0 Idle Air Control --B--Low ~3 D3 Cylinder Select for 6 cyl
10.6 12.3 0 Idle Air Control --B--High (-4 D4 Not Used
10.6 12.3 0 Idle Air Control --A--High ~5 D5 EST Bypass Signal
.8 .8 0 Idle Air Control --A--Low ~6 D6 Oxygen Sensor Ground
.1 .1 0 EGR Vacuum Diag. Sw. c7 D7 Oxygen Sensor Signal
I -

.1 I 4th Gear Switch IC8 D8 Not Used

I 0 1 13.5 ( 0 I Cruise Control ~CS I D9 Not Used
1 2.0 1 2.2 1
I
.1 1
I
Coolant Temperature lCIOl
- -
-
1 1
-

2.5 2.0 ( 0 Manifold Air Temp. 1 ~ 1 1 Dl 1 Power Steering Switch 12.0

Dl2 TPS/CTS/ATS Ground 0
.45 .1 TPS Sensor Signal C13 Dl 3 TPS/CTS/ATS Ground 0
4.9 .1 TPS 5v Reference C14 Dl 4 Fuel Injector, Cyl 1 11.9
12.0 13.2 12.1 Fuel Injector, Cyl 2 C15 Dl 5 Fuel lnjector, Cyl3 11.9
11.9 13.7 12.1 Battery 12v Input C16 Dl 6 Fuel Injector, Cyl4 11.9

NOTES & SPECIAL INFORMATION VOLTAGE TESTING REQUIREMENTS:

11 Fuel pump relay will read 12vfor 2 ssconds when ignition is .witched on.
2) VoHage reading h a . 1) This chart is for use with a digital multimeter.
31 V a r i from .45 wH to battery w H depending upon drive wheel position. 2) Engine must be at operating temperature.
4) Varier with temperature. 3) ldle engine in "Closed Loop"for ENG RUN voltages.
51 Engine running voHage will k high or low depending If A/C is on or off.
81 Note voltage change when shifted into gear for automatic transmission. 4) Diagnostic test terminal in ALCL not grounded.
71 Hall Effect Sensor. Voltage wlll be low when vane is passing through witch. 5) No "Scan"tools installed.
6) "Key On" readings represent known good battery.
ECM VOLTAGE IDENTIFICATION CHART

3.8L TURBO GRAND NATIONAL "G"BODY

VOLTAGE VOLTAGE
KEY
KEY ENG
ON lRuN OPEN
CKT. I CIRCUIT CIRCUIT ON

;;:;1
0

:;:;1
I Fuel Pump Relay
A/C CIutchControl
Canister Purge Control
EGR control
Service Engine Soon
A' +3
Battery 12v lnput

Crank Reference Low

Crank Reference High

1 Ign. -- ECM Fuse

1~2.2 ALCL -- TCC control
ALCL -- Serial Data
Mass Air Flow Sensor

.1 I ALCL -- Diag. Terminal

Vehicle Speed Sensor
A9
El Not Used
Park Neutral Switch

11 Not Used
$-,

0 Ground bid Fuel Injector, Cyl 5

ID1 I Ground
lD2 1 Coolant Fan Control 1 12 ( .1 10
Wastegate Controll 11.9 13.7 12.1
Not Used
lD5 1 EST Bypass Signal 14.5 14.5 10

Oxygen Sensor Signal

Not Used
EGR Diagnostic S/W
Ground
Power Steering Switch
12.0 13.2 12.1 Fuel Injector, Cyl 6 c12 TPS/CTS/ATS Ground
.45 .45 .1 TPS Sensor Signal C13 Not Used
4.9 4.9 .1 TPS 5v Reference C14 Fuel Injector, Cyl 1
12.0 13.2 12.1 Fuel Injector, Cyl 2 C15 Fuel Injector, Cyl 3
11.9 13.7 12.1 Battery 12v Input C16 Fuel Injector, Cyl 4

NOTES & SPECIAL INFORMATION VOLTAGE TESTING REQUIREMENTS:

:I] Fuel pump relay will read 12v for 2 sewnds when ignition is switched on.
121 VoHage reading varlea.
1) This chart is for use with a digital multimeter.
:3] Varies from .45 volt to battery volt depending upon drive wheel position. 2) Engine must be at operating temperature.
:4] Varies A h temperature. 3) Idle engine in 'Closed Loop" for ENG RUN voltages.
:5] Engine running voltage will be high or low depending WA/C Is on or off.
:8] Note voltage change when shifted Into gear for automatic transmission. 4) Diagnostic test terminal in ALCL not grounded.
71 Hall Effect Sensor. Voltage will be low when vane Is p i n g through switch. 5) No "Scan"tools installed.
6) "Key On" readings represent known good battery.
W 10
ECM VOLTAGE IDENTIFICATION CHART

4.3 L "B & G" BODY VOLTAGE

VOLTAGE
1 KEY I ENG 1
KEY
ION I I
ENG
RUN CIRCUIT INOTEp" ! ClRCUlT
I ON I RUN I

0 13.4 Fuel Pump Relay A1 Battery 12v lnput

Not Used A2
1 12.4 1 0 1 Canister Purge Control 1 ~ 3I
Not Used A4

S I
.1 13.8 Service Engine Soon A5
Not Used
ESC Signal
ALCL -- Serial Data 8 1 A/C Signal m
I
122
0 0
I
13.8
I1
1 4.9 1 4.9 1 ALCL -- Diag. Terminal 1 ~ 9I b9 I EGR Temp Diag.
- s/w
. ( 12.3 113.8
PIN o
.5 .5 Vehicle Speed Sensor A1 0 BlO Park Neutral Switch ( A ~ - JD y2.3 13.7

0 0 Coolant & TPS Ground A1 1 b111 Not Used I I I

.1 .1 System Ground 1~12 h121 Not Used I I I

Not Used c12 D l 2 NotUsed

.5 .5 TPS Sensor Signal C13 D13 Not Used
4.9 4.9 TPS 5v Reference C14 D l 4 Fuel Injector "B" Driver 12.2 13.7
12.2 13.7 Fuel Injector "B" Driver C15 D l 5 Fuel Injector " A Driver 12.2 13.7
12.2 13.7 Battery 12v Input C16 D l 6 Fuel Injector "A Driver 12.2 13.7
NOTES 81SPECIAL INFORMATION VOLTAGE TESTING REQUIREMENTS:

( I ] Fuel pump relay will read 1% for 2 seconds when ignition is switched on.
[2]Voltage reading varies. 1) This chart is for use with a digital multimeter.
(31 Varies from .8 w i l to banery w i l depending upon drive wheel posttion. 2) Engine must be at operating temperature.
[4] Varies wllh temperature.
(51 Engine running wilage will be high or low depending If A/C is on or off. 3) Idle engine in "Closed Loop"for ENG RUN voltages.
(61 Note wltage change whan ~htftedinto gear for automatic transmiasion. 4) Diagnostic test terminal in ALCL not grounded.
(7) Hall Efied Sensor. Voilage will be low when vane is passong through switch. 5) No "Scan"tools installed.
6) "Key On" readings represent known good battery.
 W 11
ECM VOLTAGE IDENTIFICATION CHART

5.OL, 5.71 "F"BODY

VOLTAGE VOLTAGE

CIRCUIT
1 Battery 1% Input 11.9 13.7

12.2 13.8 Air Switch (Port Solenoid) A2 1 2 Fuel Pump Signal 0 13.8

12.2 o Canister Purge A3 63 HE1 Ground (EST ref low) 0 0

1 12.2 1 0 1 EGR control I A ~1 84 Not Used
.1 13.8 Service Engine Soon . A5 b5 I Reference 10 11.6 I
B6 Not Used
12.2 I
13.8 I - -- ECM Fuse
Ign. I
A6
12.2 1 13.8 ( Shift Ught M/T
TCC ControiA/T IA~ 87 ESC Sensor Signal 9.2 9.2

El 01 1 1 1
12.2 13.8
4.3
2.5
,
ALCL -- Serial Data A8 2 5 8 A/C Signal On
Off 0 0

4.9 4.9 ALCL -- Diag. Terminal A9 g Not Used

1.6 1.6 ( Vehicle Speed Sensor IAI 1
0 3 6 Park Neutral Switch zh,, 2
:
i
3 :3,7

10 10 1 MAF Analog Ground ~AI1 I 11 Not Used

10 10 1 System Ground 1~121 2 12 MAF Sensor Input .4 to 1

2.5 2.1 MAT Signal c12 DI2 Burn-Off Relay Control 0 0

.55 .55 TPS Sensor Signal C13 D l 3 Notused

4.9 4.9 TPS 5v Reference C14 D l 4 Notused
12.2 13.8 EGR Diagnostic s/w C15 D l 5 Fuel Injectors 1-3-5-7 12.2 13.8

11.9 13.8 Battery 1% Input C16 ~ 1 6Fuel lnjectors 2-4-6-8 12.2 13.8

NOTES & SPECIAL INFORMATION VOLTAGE TESTING REQUIREMENTS:

I ] Fuel pump relay will read 12vtor 2 seconds when ignition Is switched on.
21 Vonage madlng varier. 1) This chart is for use with a digital multimeter.
3) Varies from .8 wn to battery wn depending upon d h wheel position. 2) Engine must be at operating temperature.
:4] Varier with temperature.
:5] Englne wnning wnage wlll be high or low depending if A/C Is on or off. 3) Idle engine in "Closed Loop' for ENG RUN voltages.
:8] Note wnage change when shined into gear for automatic transmission. 4) Diagnostic test terminal in ALCL not grounded.
71 Hall Effect Sensor. Vonage will be low when vane is passing through switch. 5) No "Scan" tools installed.
81 + or - .075V mee~ured betwen C13 and D l 2
91 OVwith circuit closed by a/c high pressure switch.
6) "Key On" readings represent known good battery.
W 12
ECM VOLTAGE IDENTIFICATION CHART

5.OL LB9 "F"BODY VOLTAGE

VOLTAGE

NOTE

2 5

3 6

NOTES & SPECIAL INFORMATION VOLTAGE TESTING REQUIREMENTS:

[ I ] Fuel pump relay will mad 12vfor 2 seconds when ignition is mltched on.
[Z] Vohage mading varies.
1) This chart is for use with a digital multimeter.
[3] Varies from .45 w h to battery wtl depending upon drive wheel position. 2) Engine must be at operating temperature.
[4] Varies with temperature. 3) Idle engine in "Closed Loop" for ENG RUN voltages.
151 Engine running whage will be high or low depending If A/C Is on or off.
[6] Note whage change when shied into gear for automatic transmission. 4) Diagnostic test terminal in ALCL not grounded.
PI Hall EffectSonsor. Vonage wlll be iow when vane is passing through switch. 5) No "Scan" tools installed.
6) "Key On" readings represent known good battery.
ECM VOLTAGE IDENTIFICATION CHART

5.7L LB9 "Y"CORVETTE VOLTAGE

VOLTAGE
KEY ENG PEN I I 1 KEY I ENG OPEN
loN 1RuNfkT.I cmcun- NOTE
IN CIRCUIT ON RUN CKT.
0 13.9 0 Fuel Pump Relay A1 I b1 I
--
Battery l2v lnput
- -
1 11.9 1 13.7 12.1
12.4 13.9 Air Switch -- Port Solenoid A2 2 Fuel Pump Signal 0 13.9 0
12.4 13.8 12.2 Canister Purge Control A3 3 EST Reference Low 0 0
12.4 13.8 12.2 EGR Control A4
Service Engine Soon Distributor Reference
-.1 13.8 12.2 A5 7 0
13.3 13.6 12.1 Ign. -- ECM Fuse A6
12.4 13.8 0
M/T Ovedrive or
A/T TCC Control I~7 0
1 ~ 81 2
12.2
~ALCL-- Serial Data 5 0

14.9 14.9 1.1 ~ALCL-- Diag. Terminal 1 ~ 9I Not Used

.5 .5 .6 Vehicle Speed Sensor A10 3 C Park Neutral Switch &: 0
12.3
0
13.7
0
0

0 0 MAF Sensor Ground A1 1 s11 NotUsed

.1 .1 0 Ground 1~12) 4 MAF Sensor Input 2.5 .4- 1

NOTES & SPECIAL INFORMATION VOLTAGE TESTING REQUIREMENTS:

[I] Fuel pump relay will read 12vfor 2 seconds when ignition is switched on.
(21 Voilage reading varies.
1) This chart is for use with a digital multimeter.
[3]Varies from .45 van to battery volt depending upon drive wheel position. 2) Engine must be at operating temperature.
141 Varies with temperature. 3) Idle engine in "Closed Loop" for ENG RUN voltages.
[S] Engine ~ n n i n wnage
g will be high or low depending if A/C Is on or off.
161 M e Mitage change when shiftad into gear for automatic transmisrrion. 4) Diagnostic test terminal in ALCL not grounded.
m Hall E f f d Sensor. Vonagewill be low when vane is parsing through Jwitch. 5) No *Scanu tools installed.
6) "Key On" readings represent known good battery.
W 14
ECM VOLTAGE IDENTIFICATION CHART

5.7L "Y"CORVETTE 1985

VOLTAGE VOLTAGE
I
I I I KEY I ENG I
CIRCUIT
NOTE
IN CIRCUIT ON RUN

Fuel Pump Relay 1 Bl Battery 12v Input 11.9 13.7

1 82 Fuel Pump Signal 0 13.8

112.2 10 1 Canister Purge 1 ~ 3I b3 1- - -
HE1 Ground (EST ref low)l 0
--
10 --
1
-

EGR Control 64 EST Control 0 1.3

B5 Reference (EST Ref Hi) 0 1.6

A6 ~6 Not Used
I

12.2 1 13.8 1 Shin Ught M/T

TCC Control AD 1 ~ 7
J
B7 ESC Sensor Signal 9.2 9.2
4.3 ,,
2.5
ALCL -- Serial Data A8 2 5 88 A/C Signal off
On
12.2
o
13.8
o
4.9 4.9 ALCL -- Diag. Terminal A9 sg Not Used
- - - -
.6 .6 Vehicle Speed Sensor A10 10 Park Neutral Switch zk 0
12,3
0
13,7

0 0 MAF Analog Ground A1 1 11 MAF Sensor 2.5 .4 to 1

0 0 I System Ground IAI 2 12 Not Used I I

NOTES 8 SPECIAL INFORMATION VOLTAGE TESTING REQUIREMENTS:

[ I ] Fuel pump relay will read 12v for 2 seconds when ignition Is witched on.
[2] Voitage reading varier. 1) This chart is for use with a digital multimeter.
[3] Varies from .6 vok to battery volt depending upon drive wheel position.
2) Engine must be at operating temperature.
[4] Varies with temperature.
[5] Engine mnning voltage will be high or low depending If A/C is on or off. 3) Idle engine in "Closed Loop" for ENG RUN voltages.
[6] Note witage change when shifted into gear tor automatic transm~ssion. 4) Diagnostic test terminal in ALCL not grounded.
[7] Hall E f f d Sensor. Voltage will be low when vane is passing through switch.
5) No "Scan" tools installed.
-
[8] + or .075V measured between C13 and D l 2
6) "Key On" readings represent known good battery.
[Bl OV with c~rcultclosed by a/c h ~ g hpressure svntch.
 W 15
ECM VOLTAGE IDENTIFICATION CHART

VOLTAGE
2.5 L S I T TRUCK M VAN VOLTAGE

NOTE

2 5

3 8

3.5 1.2 MAP Sensor Signal (211

2.5 2.2 Manifold Air Temp Sensor C12 Dl2 Not Used

.45 .45 C13 ~ 1 NotUsed

3
TPS Sensor Signal
4.9 4.9 C14 ~ 1 Not Used
4
TPS 5v Reference
C15 015 Not Used
Not Used
11.9 13.7 C16 DI 6 Fuel Injector "A" Driver 12.2 13.7
Battery 12v Input
NOTES & SPECIAL INFORMATION VOLTAGE TESTING REQUIREMENTS:

[ I ] Fuel pump relay will read 12vfor 2 seconds when ignition is switched on.
[2] Voltage reading varies. 1) This chart is for use with a digital multimeter.
[3] Varies from .45 volt to batiery wH depending upon driva wheel position. 2) Engine must be at operating temperature.
[4] Vatim with temperature. 3) Idle engine in "Closed Loop" for ENG RUN voltages.
[SJEnglne ~ n n l n voltage
g will be high or low dependlno If AIC Is on or off.
[6] ~ o i voltage
e change when shntez Into gear for aulo~atlc'transmission. 4) Diagnostic test terminal in ALCL not grounded.
[7] Hall Ened Senaor. Voltage will be low when vane Is passing through switch. 5) No "Scan" tools installed.
6) "Key On" readings represent known good battery.
W 16
ECM VOLTAGE IDENTIFICATION CHART

4.3L, 5.OL, 5.7L, 7.4L TRUCK VOLTAGE

VOLTAGE
KEY
ION I I
ENG
RUN CIRCUIT NOTE
CIRCUIT
0 13.4 Fuel Pump Relay A1 1
- - -

Not Used A2 2 Voltage Monitor (fuel pump) 0 13.9

Not Used 3 HE1 Ground (EST ref low) 0 0
12.4

1;1 1 ; :1 1
1 13.3 1 13.6 ( Ign. -- ECM Fuse 1 ~ 6I
12.2 ( 13.8 1 TCC Control or M/T shift light IA~
.5i:i ALCL -- Serial Data
4.9 4.9 ALCL -- Diag. Terminal

- -
Vehicle S ~ e e d
- -
Sensor -
A10 10 Park Neutral Switch 2; ,, 0
12,3

1o 1o [MAT &TPS Ground IAI i l 11 Not Used

.1 .1 System Ground 1~12 b121 Not Used I

Not Used c12

.45 .45 TPS Sensor Signal C13
4.9 4.9 TPS 5v Reference C14
Not Used C15
11.9 13.7 Battery 12v Input C16
NOTES & SPECIAL INFORMATION VOLTAGE TESTING REQUIREMENTS:

[I] 12v for 2 reconds on 4.3 & 5.0 Land 20 seconds for 5.7 & 7.4 L 1) This chart is for use with a digital multimeter.
[2] Voltage reading varies.
[3]Varies from .45wll to baliery voh depending upon drive whwl position. 2) Engine must be at operating temperature.
[4] Varies with temperature. 3) Idle engine in "Closed Loop" for ENG RUN voltages.
[5] Voiiage measured between C13 and A1 1 (+ or - .05 V)
[6]Note voltage change when shmed into gear for aulomatic transmission. 4) Diagnostic test terminal in ALCL not grounded.
Also, darmshM control on THM 400. 5) No "Scan" tools installed.
[7] Except 4.3 L M & G van. this system is wired at opposlte ends. 6) "Key On" readings represent known good battery.
[B] Nd used on 7.4L
 3.8L "C& H" BODY

TWROTTLE
POSITION
SENSOR

OXYGEN SENSOR CR(3UND

-5s nm n o w -u

VMCLE SPEED
VE-E
WEED LCM -
- GROUND mi
I FLn€
SENSOR
-
- I
PARK
3
-
-
-
CYLI-R YLCCT
KIN. SWITCH
6 CYLMER
- m m w o Pi CRANKIRUN
ru-c LINK a+ MTTERY

'=L
CONSTANT
BATTERY
MLTACC

--
-
- -mnz
CIH
5w.
RUN

A I C

P V RCONTROL
EDR
FMI CC
CANISTER
RELAY

A I C RELAY
L5 C
M A F
TCC
POWER
STCEWNa
PR stw

F U n PUMP C 3 NJCCTOR

I SWTCHEO
#-I-
 3.8L "C& H" BODY
-7
R/C DRSH SWITCH

R/C OH S I G M L

rI
F-.J$
t I
POWER SlEERW3
P O K R STEERING PRESSURE SIW
PRESSURE SWITCH
ECN FUSE
;En* ,
R/C CLUTCH
COMROL

E6R DIRGHOSTIC SWITCH

HIGH
PRESSURE
E6R COHTROL S U I T C H SWITCH
CRHISTER PURGE URLUE
"SERUICE EHGIHE GAUGES FUSE
-
-
- COWRESSOR
CASE
"SERUICE EHGIHE SOOH- L I G H T IGH GROUtQ
T
7 R BR8KE SWITCH E C FUSE
~

3RD 6ERR S V I T C H
I
TCC COHTROL
D
!
4 T H GERR
87
-
I

I % -I .
TRRHSllISSIOH
4TH GERR SWITCH

CRH SIGHRL

IGHITIoH

I:
::
CONTROL

FRH CONTROL

ECM
@ "C" CRR W I L L USE
RESISTOR. JUMPER
WIRE W I L L BE USED
 MAGNETIC PICKUP &
ECM IGNITION MODULE

EST
REFERENCE
BYPASS
GROUND

IAC VALVE
IAC COlL "A" HI
IAC COlL "A" LO
IAC COlL "B" HI
IAC COlL "B" LO

OXYGEN SENSOR
SIGNAL

OXYGEN SENSOR
GROUND ENGINE GROUND

INJECTOR DRIVE

INJECTOR DRIVE

EGR DIAGNOSTIC
TEMP. SWITCH

PARK NEUTRAL
SWITCH (A/T)

-
-
VEHICLE SPEED
SENSOR

A/C SIGNAL
 5.0LITRE 1

GAGES FUSE
ECM IGN. 12 V.

SERVICE ENGINE
SOON LIGHT A5
CONTROL DRIVER S.E.S. LAMP A

B BRAKE SWITCH

A AUTOMATIC
B
TCC CONTROL A/T c TRANSMISSION
A7 rn D
TCC SOLENOID
I
FIEJDCIBIA
I

EGR SOLENOID
EGR CONTROL A4 d &

CANISTER PURGE SOLENOID

CANSITER PURGE
A3

(GRAY CONN.)
AIR CONTROL SOL. c2 DIVERT
SOLENOID
P
(BLACK CONN.)
AIR SWITCH PORT
SOLENOID
A2 -
1
SOLENOID

I
FIEIDCIBIA
, 1 I I , FAN
CONTROL
RELAY

B+ E
-
D
FAN -
B+ C
COOLING FAN FUSE -
CONTROL c1 B
-
A

\ COOLING

1-
- FAN

ECM -

I
 ECM
DIAGNOSTIC TEST

SERIAL DATA

SYSTEM GROUND

SYSTEM GROUND

SYSTEM GROUND

COOLING FAN
REQUEST, HIGH
A/C PRESSURE

MAT SIGNAL

5 V. REFERENCE
TPS SIGNAL
5V. RETURN

COOLANT TEMP
SENSOR SIGNAL
 5.0LITRE FUSE & HOLDER
----- --
ECM I

12 VOLT
12 VOLT

FUEL PUMP A1
RELAY DRIVER
( + 12 VOLT)

SYSTEM GROUND A12

PUMP FUEL

-
FUEL PUMP
VOLTAGE OIL
MONITOR
I I -
- PRESSURE
SWITCH

ENGINE
GROUND

MAF SENSOR
POWER R E L T 4 ,
iA 9
B -C E

MAF SENSOR
BURN-OFF
RE LAY

SYSTEM GROUND ~1

ANALOG GROUND ~ 1 1

MAF SIGNAL

BURN-OFF
CONTROL
 A must book
technician or
This book will take you from easily What n t h m r e a r m e a v i n m m :A ?u
.,
understoodI basic electrical theory t6
microcomputer engine control. A rE-~.s.
....
+
r C

concept in automotive the a v t r a r n m h WDII

~ w r ~ m n
technology is explained. It will intro-
duce you to the new techniques and ,=, veer,
'-5 + !!
" .

-
took which will enable you to diag- Brock Yates
-
L. I.:

-*
f i r ,
nose and fix today's automobiles. Car & Driver Magazine' - ! -M*r +
4. L-4 ,

I , You will learn how to:

for your audi
Use Ohm's Law for diagnosis
Determine electical failures improve and IGUIII rrrurr UWI;W~U I W I #
;

Access ECM codes profession. % -_ -.

a
2.. r:".
t
Use swners reliably Dr. Dawn Lee ~ e f i e l d
~se~wiring harness adapters to Texas A&M University
pinpoint open & short c i r ~ i t s
t-x- ").
TMs - ook is for: -4 -

Definitelythe best available text onthe --

':
-1

subject for my students. 7. -

If

AuWmtW Enthysiasts
AutomatSve Technology Students Rick Maldonado v!
ProfessionalAutomotive Technicians Alief-Hastings High School,H w , T&
- +
This book is your reference on GM-andBosch technology Electrical & m
p
24

electronic sensors, wiring, ECM operation, diagnostic procedures and :.

$.
-..
C$4
,.
proper repair procedures are explained.
C, .-- -
,:-

, Written by a former GM instructor who has taught over 7,000 professional

techjcians. This stepby-step guide is quick to read and easv to a~ohr. L.