Captiva Control Motor

C100 Ser v i c e Traini rain i n g Man u al : En g i ne Con Contt rol ro l s (2.4L DOHC) Particip rti cipa ant’s nt’ s Handout ndo ut

02.1-3 C100 (2.4L DOHC) Engine Controls

Table bl e Of Of Content on tents s

Participant’s Handout

Components Components Location ………………………… …………………………………… …………...…… ...………….… …….…… … 5 Engine and ECM ECM types types …..…………………… …..………………………………...…… …………...………….…… …….…… 6 ECM Input Input and Output Factors Factors ……..…………………… ……..…………………………..…….…… ……..…….…… 7 Front Front Heated Heated Oxygen Oxygen Sens Sensor or ………… ……………… ………… ………… ……...… ...……… ……….… ….…… … 8 Rear Heated Oxygen Sensor Sensor ………………… ……………………….. ……..…….… …….……….… …….…… … 11 Engine Engine Coolant Coolant Temperatu Temperature re Senso Sensorr ……………… ……………………… ……………… ………….… ….… 14 Intake Intake Air Temperature Temperature Sensor Sensor ………… ………………… ……………… ……………… ………...…… ...……… … 16 Electronic Actuator Control System ………..……………...……….…… ………..……………...……….…… 18 Manifold Manifold Absolute Absolute Pressure Pressure Sensor Sensor ………..…… ………..…………... ……...……… ………….…… ….…… 22 Knock Sensor Sensor ………………………… ……………………………………… …………………... ……...……… ………….…… ….…… 24 Crankshaf Crankshaftt Position Position Sensor Sensor ……………… ……………………… ……………… ……………… ………….…… ….…… 26 Camshaft Position Sensor ……………… ……………………… ……………… …………...… …...………… ……….…28 .…28 Rough Rough Road Road Detection Detection ……………… ……………………… ……………… …………....… …....………… ……….…… .…… 30 Air Conditioning Conditioning Pressure Sensor …….……………………… …….…………………………….…… …….…… 31 Brake Switch ………………………… ……………………………………… ………………....... …...............…… ........…….…… .…… 33 Clutch Switch …………………...………… …………………...……………………….........… …………….........…….…… ….…… 34 Engine Oil Pressure Pressure Switch …………………………… …………………………….…......…….…… .…......…….…… 35 Electronic Electronic Ignition Ignition System System ……………… ……………………… ……………… …………...... …......…….… …….…… … 36 Fuel Injection Injection System System ……………… ……………………… ……………… …………...… …...………… ……………… ……… 38 Linear Exhaust Gas Re-circulati Re-circulation on System System ……………… ……………………… …………… …… 40 Controlle Controlled d Charcoal Charcoal Canis Canister ter Purge Purge Solenoi Solenoid d ……………… ……………………..… ……..…… … 42 Engine Engine Control Control Module(EC Module(ECM) M) ……………… ……………………… ……………… …………...… …...……..… …..… 44 Communic Communication ation ……………… ………………...……… ...……………… ……………… ………...…… ...………… ……...… ...…… … 45 MIL & Data Link Connector …………………………… …………………………………….……… ……….………… … 46 Diagnost Diagnostic ic Trouble Trouble Codes Codes ……………… ……………………… ……………… …………...… …...…..…… ..……..… ..… 48

rev 01



rev 01

Components Components Location



1. Air Cleaner Cleaner Assembly Assembly

10. Engine Engine Fuse Fuse Block Block

2. Camshaft Camshaft Positio Position n (CMP) (CMP) Sensor Sensor

11. 11. Batt Batter ery y

3. Engine Engine Oil Oil Fille Fillerr Cap

12. 12. Surge Surge Tank Tank Cap Cap

4. Electroni Electronic c Throttl Throttle e Body Body

13. Power Power Steering Steering Fluid Reservoir Reservoir

5. Intern Internal al PCV PCV Pip Pipe e

14. 14. Brake Brake Oil Oil Tank Tank

6. Exhaust Exhaust Gas Recir Recircula culation tion (EGR) (EGR)

15. Ignition Ignition Wires Wires

Valve 7. Direct Direct Ignition Ignition System System (DIS) (DIS) 8. Engine Engine Control Control Module Module (ECM) (ECM)

16. 16. Reson Resonato ator r 17. Intake Intake Air Temperatu Temperature re (IAT) Sensor

9. Washer Washer Fluid Fluid Tank Tank

rev 01

02.1-6

Engin e and ECM types

C100 (2.4L DOHC) Engine Controls


Model

General

Europe

Engine

ECM

Source

2.4D(GAS)

Bosch ME 7.9.9

Bosch

3.2D(GAS)

Bosch ME 9.6.1

Bosch

2.0L (DSL)

Bosch EDC16C39

Bosch

2.4D(GAS)

Bosch ME 7.9.9

Bosch

3.2D(GAS)

Bosch ME 9.6.1

Bosch

2.0L (DSL)

Bosch EDC16C39

Bosch

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

rev 01

Remarks

ECM Input and Output Factor s Input

Control

02.1-7 Output


1. Power supply(B+)


2. IG power 3. MAP

1. Injectors (#1,#2 ,#3 ,#4 )

4. TPS#1,#2 (Integrated in ETC) 5. Accelerator pedal position sensor(#1,#2)

E

6. ECT

3. Throttle control motor

7. O2 sensors - Front HO2S - Rear HO2S 8. IAT

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

C

9. ACP

4. A/C clutch relay 5. Fuel pump relay

10. CKP

6. Start relay

11. CMP

7. Cooling fan (HI, LOW)

12. Knock sensor

M

13. LEGR Position F/B 14. Fuel level sensor (# 1,2)

8. Canister purge solenoid 9. LEGR valve solenoid

15. Oil pressure switch

17. Clutch switch

10. O2 sensor heater - Front HO2S - Rear HO2S

18. Back-up switch(MT)

11. Serial data (DLC)

16. Brake switch

19. Generator L, F 20. Diagnosis request 21. Ground

GMLAN (CAN)

TCM EBCM BCM CLUSTER

rev 01

02.1-8

Front Heated Oxygen Sensor - 1

C100 (2.4L DOHC) 1. General Operation Engine Controls

The Oxygen Sensor is used to adjust and maintain desired engine air/fuel mixtures to better control exhaust emissions and fuel economy.


Most automotive Oxygen Sensors are made of Zirconia. This ceramic material will produce a voltage in response to the amount of unused oxygen in the exhaust stream. It does this by comparing the amount of oxygen in the exhaust to the amount of oxygen in the air. When the exhaust is lean (excess air), the sensor produces a low voltage (near zero volts). When the exhaust is rich (excess fuel), it produces a high voltage (up to one volt).

For the sensor to work correctly, it needs a good source of outside air for reference and temperatures of at least 260 degr.C (500 degr. F). Typically, an unheated sensor is open to the atmosphere at the outer shield and is heated by the exhaust gas. The ECM compares the voltage from the Oxygen Sensor to the values programmed into it. If the air/fuel ratio is lean, it adds fuel ; and if the air/fuel ratio is rich, it subtracts fuel to keep the engine running at the desired point.

The ECM uses Oxygen sensor information for: • Open loop/closed loop criteria • Ideal air/fuel ratio

rev 01

Front Heated Oxygen Sensor - 2

02.1-9 C100 (2.4L DOHC)

* Classifications The Oxygen sensors are classified according t o if the sensors have

Engine Controls

the heater and w here the sensors are located. The Oxygen sensors with the heater integrated are called The Heated


type Oxygen Sensor. The heater provides added heat to the Zirconia element to help the element come up to temperature faster, operate better in colder running engines, give improved fuel control, and be less sensitive to contaminants. If there are two oxygen sensors employed, the one located before the catalytic converter is the Front Heated Oxygen Sensor and the other after the catalytic converter is the Rear Heated Oxygen sensor. The Front Heated Oxygen sensor is to mainly feed-back A/F mixture condition while the Rear Heated Oxygen sensor to monitor the catalytic converter performances.

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

rev 01

02.1-10 C100 (2.4L DOHC)

Front Heated Oxygen Sensor - 3 3. Inspection

Engine Controls

ECM Participant’s Handout

1 3 Main Relay

2

4 J2 22

J2 3

Case Groun d

Front HO2S

J2 36

Signal(HI)

Ground(LO)

Heater Ground

Exhaust gas

•

Heater Resistance (1) Remove HO2 sensor connector (2) Measure the Heater resistance : 13.2 plus or minus 10.0% Ohm

•

Reference voltage (1) Remove the sensor connector, IGN ON and ground the LO signal line. (2) Measure the sensor signal of the ECM. Reference value

•

400 ~ 500 mV

Signal voltage (1) Re-connect the sensor connector. Warm up the engine(ECT 80 Degr. C) (2) Measure the signal voltage during the engine idle. It should toggle below 225 mV and above 725 mV. Reference voltage

rev 01

Below 225 mV, Above 725mV

Rear Heated Oxygen Sensor - 1

02.1-11

1. General Operation

C100 (2.4L DOHC)

The Heated type Oxygen Sensor is provided added heat to the zirconia

Engine Controls

element from an electric heater inside the sensor. This helps the element come up to temperature faster, operate better in colder running engines, give improved fuel control, and be less sensitive to contaminants.


The heater power comes directly from the vehicle electrical system and is usually turned on with the ignition switch. In some vehicles, relays may be used to turn the heater off and on under certain conditions.

The Rear Heated Oxy gen Senso r is located in the exhaust system after the catalytic converter. This sensor is used to check the performance of the converter and may also be used to aid in adjusting the engine air fuel ratio. If there are leaks in the exhaust system ahead of this sensor, it can cause improper emissions system performance.

While oxygen sensors used behind the catalytic converter are very similar to the sensors used for engine control, their signals may not look the same. The signal of an engine control sensor normally swings up and down between about 0.8 and 0.2 volts one or more times every second.When the converter is warmed up and operating correctly, the signal from the sensor behind the converter move very slowly. It is not unusual for the signal from this sensor to stay at either high voltage (greater than 0.8 volts) or a low voltage (less than 0.2 volts) for several seconds or even minutes. When it switches between high and low, the rate of change may be slow compared to the engine control sensor. All these indications are normal and are not a reason to replace the sensor.

rev 01

02.1-12


C100 (2.4L DOHC)

GOOD CATALYST 900 MV

Engine Controls PRE CATALYST


(HO2S) O2 SENSOR

THREE-WAY CATALYST

POST-CATALYST (HO2S) O2 SENSOR

S 2 O 450 H E R P

MV

0 MV 900 MV

PCM/VCM

S 2 O450 H T S O P

MV

0 MV

[ Front & Rear Oxygen Sensor Location ] [ Front & Rear Oxygen Sensor Signals ]

2. Location : After the Catalytic Converter

rev 01


02.1-13 C100 (2.4L DOHC)

3. Inspection

Engine Controls


1 3 Main Relay

2

4 J2 21

J2 3

Rear HO2S

Case Groun d J2 11

Signal(HI)

Ground(LO)

Heater Ground

Exhaust gas

• Heater Resistance (1) Remove HO2 sensor connector (2) Measure the Heater resistance : 13.2 plus or minus 10.0% Ohm • Reference voltage (1) Remove the sensor connector, IGN ON and ground the LO signal line. (2) Measure the sensor signal of the ECM. Specified voltage •

450mV

Signal voltage (1) Re-connect the connector and maintain idle RPM while the ECT is over 80 Degr C. (2) Measure the O2 sensor signal of the ECM. Specified voltage

100mV ~ 900mV (Flat signal)

The above signal is toggling between specified voltage range (100mV ~ 900mV), but it appears to be flat momentarily, because its toggling frequency is so long compared to the Front Heated Oxygen sensor. If the measured value is not within the specified value, possible cause may be in wiring, the O2 sensor or the ECM or the engine.

rev 01

02.1-14

Engine Coolant Temperature (ECT) Sensor - 1


The ECT sensor is a two-wired sensor. It is threaded into the engine coolant jacket in direct contact with the engine coolant. The coolant


sensor contains a Thermistor and provides the ECM with coolant temperature reading. The ECM supplies 5 volts reference to the ECT sensor through a dropping resistor. When the sensor becomes hot, it serves lower resistance, which the ECM detects as lower voltage. This feature is called NTC. The ECM uses the ECT information to make the needed calculations for - Rich fuel delivery in cold condition - Advanced Ignition in cold condition - Knock sensor system - Idle RPM control in cold condition - Torque converter clutch application - Canister purge solenoid - Cooling fan operation - A/C Compressor etc.

100,700 Ohm

3,520 Ohm

2. Location :

rev 01

177 Ohm

Engine Coolant Temperature (ECT) Sensor - 2

02.1-15 C100 (2.4L DOHC)

3. Inspection

Engine Controls

ECM


Sig J2 28

5V Ref

1

ECT

2

J2 6

(1) Disconnect the sensor connector, IGN ON and measure the reference voltage. - Reference value : 4.8 ~ 5.2 V If the above value is not measured, the sensor wiring may be opened or shorted or the ECM malfunctioned. (2) Connect the sensor connector and measure the voltage at the signal terminal according to engine temperature. - At 80 ~95 Degr. C : 1.8 ~ 2.5 V (3) Disconnect the sensor connector and measure the resistance of the sensor.

ECT

RESISTANCE

ECT

RESISTANCE

100

176,4 Ohm

20 degr. C

3520 Ohm

90

241 Ohm

10 degr. C

5670 Ohm

80

332 Ohm

0 degr. C

9420 Ohm

60

667 Ohm

-10 degr. C

16160,2 Ohm

40

1459 Ohm

-40 degr. C

100700 Ohm

rev 01


Intake Air Temperatu re (IAT) Sensor -1 1. General Operation The IAT sensor is a two-wire sensor to measure the temperature of inlet air to engine cylinder.


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

rev 01

Intake Air Temperatu re (IAT) Sensor -2

02.1-17 C100 (2.4L DOHC)

3. Inspectio n

Engine Controls

ECM


Sig J2 27

5V Ref

2 IAT

1

J2 5

1) IGN ON, disconnect the sensor connector and measure the voltage from the ECM between two terminals of the connector. - Reference value : 4.8 ~ 5.2 V If the above value is not measured, the sensor wiring may be opened or shorted or the ECM malfunctioned. 2) Connect the sensor connector and turn on the ignition key and measure the voltage between the ECM signal terminal and ground according to ambient temperature. - At Coolant Temp 80 ~ 95 Degr. C : 0.68 ~ 1.0 V 3) Disconnect the sensor connector and measure the sensor resistance according to temperature.

45,300 Ohm

187 Ohm

2,500 Ohm

Temp. Degr. C Resistance (Ohm)

-10

0

5

15

25

35

9200

5800

4651

3055

2055

1412 rev 01



Electronic Throttle Actuator Control (TAC) system -1 1. Description The Electronic throttle actuator control (TAC) system is used to improve emissions, fuel economy, and driveability. The TAC system eliminates the mechanical link between the accelerator pedal and the throttle plate. The TAC system eliminates the need for a cruise control module and idle air control motor. The following is a list of TAC system components: 1) The accelerator pedal assembly includes the following components: – The accelerator pedal. – The accelerator pedal position (APP) sensor. – The APP sensor 2. 2) The throttle body assembly includes the following components: – The throttle position (TP) sensor 1. – The TP sensor 2. – The throttle actuator motor. – The throttle plate. 3) The engine control module (ECM). 2. Electroni c TAC system config uration

Checking processor Checking Software

Throttle Position(2)

TAC Motor Sensor Outputs (2) Pedal Sensors

5 Volt Ref (2)

ETAC Output

Serial Data

PWM Test

Sensor Ground (2)

5 Volt Ref TPS(2) Throttle Control Sensor Ground Output

Ac cel erat or Pedal Module

Electronic Throttle Body

A/D A/D Brake Switches (2) Cruise Switches

TAC Software

Fuel Output

Other ECM inputs MAP,RPM,VSS,IAT, Battery voltage,etc

ECM Software

Spark Output

Main processor

rev 01

DC Motor

Electronic Throttle Actuator Control (TAC) system -2

02.1-19 C100 (2.4L DOHC)

3. Accelerator Pedal Posit ion (APP) sensor

Engine Controls

1) Operation The ECM monitors the driver demand for acceleration with 2 APP sensors. The APP sensor 1 signal voltage range is from about 0.7–4.5 volts as the accelerator pedal is moved from the rest pedal position to the full pedal travel position. The APP sensor 2 range is from about 0.3–2.2 volts as the accelerator pedal is moved from the rest pedal position to the full pedal travel position. The ECM processes this information along with other sensor inputs to command the throttle plate to a certain position.


2) Pin functi on of APP sensor Pin. No

Descr ip tion

Re mar ks

1

APP sensor #1 supply(Ref 5V)

ECM Pin "J1 21"

2

APP sensor #1 signal

ECM Pin "J1 16"

3

APP sensor #1 ground

ECM Pin "J1 79"

4

APP sensor #2 ground

ECM Pin "J1 78"

5

APP sensor #2 signal

ECM Pin "J1 54"

6

APP sensor #2 supply(Ref 5V)

ECM Pin "J1 19"

[ Accelerator Pedal Position Sensor]

rev 01



Electronic Throttle Actuator Control (TAC) system -3 4. Thrott le Body Assembly 1) Operation The throttle plate is controlled with a direct current motor called a throttle actuator control motor. The ECM can move this motor in the forward or reverse direction by controlling battery voltage and/or ground to 2 internal drivers. The throttle plate is held at a 5.7 Degr. TPS rest position using a constant force return spring.This spring holds the throttle plate to the rest position when there is no current flowing to the actuator motor. 2) Pin functi on o f Electronic Throttle Control (ETC)connector

Pi n. No 1

Descr ipt ion TPS 5V Ref

2

TPS #2 signal

3

TPS ground

4

TPS #1 signal

5

Throttle control Motor (Extend)

6

Throttle control Motor (Retract)

[Throttle body assembly]

3) Throttle position sensor The ECM monitors the throttle plate angle with 2 TP sensors. The TP sensor 1 signal voltage range is from about 0.7–4.3 volts as the throttle plate is moved from 0 percent to wide open throttle (WOT). The TP sensor 2 voltage range is from about 4.3–0.7 volts as the throttle plate is moved from 0 percent to WOT. The ECM performs diagnostics that monitor the voltage levels of both APP sensors, both TP sensors, and the throttle actuator control motor circuit. It also monitors the spring return rate of both return springs that are housed internal to the throttle body assembly. These diagnostics are performed at different times based on whether the engine is running, or not running. Every ignition cycle, the ECM performs a quick throttle return spring test to make sure the throttle plate can return to the 7 percent rest position from the 0 percent position.This is to ensure that the throttle plate can be brought to the rest position in case of an actuator motor circuit failure. rev 01

Electronic Throttle Actuator Control (TAC) system -4

02.1-21 C100 (2.4L DOHC)

5. Wiring diagram circuit

Engine Controls

ECM

Electronic Throttle Control(ETC) 6

J2 33

Motor control (Retract)

5

J2 38

Motor control (Extend)

3

J2 4

2

J2 23

1

J2 12

4

J2 31

6

J1 19

5

J1 54

4

J1 78

1

J1 21

2

J1 16

3

J1 79


M Throttle motor

TPS 2 Signal

TPS 2

5V Ref’

TPS 1

APP # 2

APP # 1

TPS 1 Signal

5V Ref’ APP 1 Signal

5V Ref’ APP 2 Signal

- If the reference value is not measured, inspect the sensor wiring open or short or the ECM.And measure the signal voltage Item

Signal Voltage (at Idle )

Sign al Volt age (at WOT)

TPS #1

0.65V ~1.35V

< 4.75V

TPS #1

3.65V~4.35V

> 0.25V

Remarks

rev 01


Manifo ld Abso lute Pressure (MAP) Sensor - 1 1. General Operation The speed density is a system of measuring intake air flow by sensing changes in intake manifold pressures which result from engine load and


speed changes. The ECM combines MAP along with IAT, RPM, EGR to calculate mass air flow. The MAP sensor is a three - wire sensor. It contacts with the vacuum pressure from the intake manifold to sense the manifold absolute pressure. The MAP sensor is the Piezo element type, which is a transducer to convert the pressure change into electric signal. Inside the sensor, the pressurized space is integrated, which is used as pressure reference. The sensor detects the pressure difference from this reference pressure. That’s how the MAP measures the absolute pressure. The air flow is one of the basic parameter in deciding fuel delivery and spark timing.When the engine is not running, the manifold is under atmospheric pressure and the MAP sensor is registering barometric (BARO) pressure. The ECM updates its BARO pressure reading when the ignition is cycled and when the TP is at wide open. The ECM uses MAP information for : 

Fuel delivery



Spark timing



Canister purge solenoid



Barometric pressure readings

2. Location : On the Intake Manifold

rev 01

Manifo ld Abs olut e Pressur e (MAP) Sensor - 2

02.1-23 C100 (2.4L DOHC)

3. Inspection

E C M MAP J2 13

3

J2 19

2

+-

5V Ref

Engine Controls


Signal

J2 5

1

1) Disconnect the sensor connector, turn the ignition key on and measure the voltage between the terminal “1” and “3” of the connector to see Ref voltage is supplied. Reference voltage

4.5 ~ 5.2 V

If the above value is not measured, the sensor wiring is opened or the ECM is malfunctioned. (check the connection with other sensors) 2) Connect the sensor connector, measure the voltage between terminal “2” and ground with the ignition “On”. Signal voltage

4.7 ~ 5.0 V

3) Run and idle the engine and measure the signal voltage between terminal “2” and ground. (Engine warmed-up , No loaded) Reference voltage

1.04 ~ 1.57 V

Idle

4.76 ~ 4.94 V

WOT

4) Connect the sensor connector, turn the ignition key on and connect the vacuum pump on the sensor vacuum terminal and measure the signal voltage between terminal “2” and ground as vacuum changes.

Vacuum pressure

Signal

Vacuum pressure

Signal

102 KPA

4.87 ~ 5.032 V

40 KPA

1.521 ~ 1.683 V

94 KPA

4.492 ~ 4.654 V

15 KPA

0.171 ~ 0.333 V

rev 01

02.1-24

Knoc k Sensor -1


The knock sensor is used to detect engine detonation.When the ECM experiences knocking, it retards ignition spark timing.


The knock sensor is a kind of gravity sensor, which produces irregular AC signals when it experiences some vibration. The ECM contains a non-replaceable knock filter module called a Signalto-Noise Enhancement Filter module. This module determines whether knock occurs by comparing the received knock signal to the pre-stored voltage in the noise channel. When the received knock signal is out of the voltage level in the noise channel, the ECM ignores the signal as a false knock signal by recognizing normal engine noise. When the ECM recognizes that an abnormally low voltage level of the noise channel is experienced, DTC(s) will be set.

[ Knock sensor ]

[ Knoc king s ignal at acceleration ]

rev 01

Knock Sensor - 2

02.1-25

2. Location : Under the Intake Manifold on the cylinder block.



3. Inspectio n

E C M

Knock sensor Shield earth 1

J2 16

2

J2 8

Signal (+)

Signal (-)

3

G108

Resistance

Ter. 1 - 2

4.87 MOhm ±10%

Ter. 1 - 3

Unlimited

Ter. 2 - 3

Unlimited

Sensitivity

18 ~ 34 mv/g (5 Khz)

Tightening torqu e

15 ~ 25 N.m

rev 01


Cranksh aft Posit ion (CKP) Sensor -1 1. General operation The Crankshaft Position Sensor (CKP) senses the crankshaft target wheel rotation to calculate Engine RPM used for EST, injection basic control.


The sensor type is an Inductive type. Volt HI

LO Time

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

rev 01

Cranksh aft Posit ion (CKP) Sensor -2

02.1-27

3. Inspection


E C M

CKP

Participant’s Handout Shield earth

S

1

J2 14

2

J2 15

N

Signal

Low

3

G108

Item

Specification

Value 1-2

460 ~ 620 (Ohm)

2-3

> 1 (MOhm)

1-3

> 1 (MOhm)

Clearance (between CK P and Pulley)

0.3 ~ 1.7 mm

Voltage (AC)

400 mV ~ 400 V

Tightening Torque

5 ~ 8 Nm

rev 01

02.1-28

Camsh aft Position (CMP) Sensor-1



The camshaft position (CMP) sensor detects the camshaft rotation speed. This sensor is Hall effect type. The ECM recognizes the No.1 cylinder piston position from this signal, used as a “synchronous pulse” to trigger the injectors in the proper sequence, which is the sequential fuel injection. If CMP sensor signals are lost while the engine is running, the fuel injection system will be substituted with a calculated sequential fuel injection mode based on the last valid fuel injection pulse, so the engine will continue to run.

Crankshaft Position Sensor

5V 0V

2. Location : Behind the Cam Sprocket

rev 01

Camsh aft Position (CMP) Senso r-2

02.1-29 C100 (2.4L DOHC)

3. Inspection

Engine Controls


Main Relay

E C M CMP sensor 1

3

J2 32

2

J2 7

Signal 5V Ref

1) Disconnect the sensor connector, turn the ignition on and measure the voltage.

Terminal

Specification

"1" - "2"

12 V

"2" - "3"

5V

Remarks

2) Inspect the sensor.

Clearance Resistance

0.3 ~ 2.0 mm

"1" - "2"

Inf.

"1" - "3"

Inf.

"2" - "3"

Inf.

rev 01

02.1-30 C100 (2.4L DOHC)

Rough Road Detection 1. Description

Engine Controls

When engine is running on a rough road, the transmission oscillations may be recognized as misfires and the MIL will switch up.


In order to avoid misfire detection in this case, a rough road sensor is included in the engine management system. The ECM uses the wheel speed sensor for rough road detection from the ABS system. In this system the wheel speed signal is transferred to the EBCM and re-send to the ECM by CAN

Rough road detection and misfi re detection

Digital

Wheel s peed sensor

rev 01

Air Con dit ion in g Press ure sens or - 1

02.1-31 C100 (2.4L DOHC)

1. General operation The ECM applies a positive 5 volts reference voltage and ground to the

Engine Controls

Air-conditioning (A/C) refrigerant pressure sensor. The A/C pressure sensor provides signal voltage to the ECM that is proportional to the A/C refrigerant pressure. The ECM monitors the A/C pressure sensor signal


voltage to determine the refrigerant pressure. The A/C pressure sensor voltage increases as the refrigerant pressure increases. When the ECM detects that the refrigerant pressure exceeds a predetermined value, the ECM activates the cooling fans to reduce the refrigerant pressure. When the ECM detects that the refrigerant pressure is too high or too low, the ECM disables the A/C clutch to protect the A/C compressor from damage.

K PA

SIGNAL (V)

FUNCTION A/C com p Low pressure cut-

OFF

195

0,49

ON

219

0,54

Cooling fan HI control

OFF

1.347

2,39

ON

1.760

3,01

A/C com p High pressure cut

ON

2.325

3,40

OFF

3.140

4,63

2. Location : Behind and Left side of Radiator

rev 01

02.1-32 C100 (2.4L DOHC)

Ai r Con di tio nin g Pres sur e sens or - 2 3. Inspection

Engine Controls

E C M Participant’s Handout

ACP J1 19

1

J1 55

3

5V Ref

Signal

J1 77

2

1) Disconnect the sensor connector, turn the ignition key on and measure the voltage from the ECM between the terminal 1 and 2 of the connector. Reference voltage

4.8 ~ 5.2 V

If the above value is not measured, the sensor wiring is opened or shorted or the ECM is malfunctioned. 2) Connect the sensor connector, install the manifold gage on the A/C system line and measure the signal voltage as the gage pressure is changing while the A/C compressor is running.

Pressure

rev 01

Pressure

/

KPA

Signal (V)

/

KPA

Signal (V)

1

98

0.35

15

1,471

2.42

3

294

0.64

17

1,667

2.72

5

490

0.94

18

1,765

2.86

8

785

1.38

20

1,961

3.16

10

981

1.68

25

2,452

3.90

12

1,177

1.97

30

2,942

4.64

13

1,275

2.12

Brake Switc h

02.1-33

1. General operation

C100 (2.4L DOHC)

A 4pin type of brake switch is fitted to C100 models.

Engine Controls

Inside the brake switch is a normally open and normally closed switch. The normally open brake switch between terminal 3 and 4 is used for activating the brake lights and as a cruise enable signal for the ECM.


The normally closed brake switch between terminal 1 and 2 is used for the ABS/ESP function. It is also used for deactivating cruise control and the Brake Transmission Shift Interlock (BTSI) release by the BCM.

2. Location : Upper side of Brake pedal

3. Inspection

E C M

Brake pedal switch

3

4

1

2

J1 17

Stop lamp voltage

rev 01


Clutch Switch 1. General operation The 4pin type of clutch switch is fitted to C100 models. The clutch switch Ter’ 1 and Ter’ 2 are used for start signal and this


signal is used for preventing engine RPM flaring when the clutch pedal is pressed by the ECM 2. Location : On the Clutch pedal

3. Inspection

E C M

Clutch switch

rev 01

1

2

3

4

J1 72

Signal

Engine Oil Pressure Switch -1

02.1-35

1. General operation

C100 (2.4L DOHC)

The Engine Oil Pressure switch measures engine oil pressure.

Engine Controls

When the Engine Oil Pressure switch signal is below a certain value, the ECM activates the Check Oil warning lamp in the instrument cluster. 2. Location : On the oil pump housing


3. Inspection

E C M

Oil pressure switch

1

J2 24

Signal

rev 01


Electronic Ignition System - 1 1. General Operation The DCP(Dual Coil Pack) is basically the same as the DIS in that there is no distributor, so each spark plug supplied ignition energy directly


from the ignition coil. The DCP has only the ignition coil pack, not the ignition module. The ignition module is integrated inside the ECM. So, the primary coil ON/OFF is directly controlled by the ECM.

Secondary coil Support

Primary coil Plastic

Shield

1

4

Case

* Spark Plug replacement : 30,000km / 18 months * Spark Plug Wire replacement : 96,000km

rev 01

2

3

Electronic Ignition System - 2

02.1-37

2. Inspection

C100 (2.4L DOHC) Engine Controls IGN


Ignition coil 1

2

4

1

J2 40

3

J2 35

EST “ B”

2

3

EST “ A”

1) Remove the DCP connector, turn the ignition on and measure the voltage between the terminal “2” and ground. If battery voltage is not measured, the fuse or the wiring is opened or shorted. 2) Re-connect the connector, measure the voltage between “1” and Ground or “3” and Ground during the cranking. You should earn some uniform voltagevariance. Otherwise you should check the EST wire, CKP signal and the ECM fault. 3) Measure the coil resistance : You can measure the secondary coil resistance.

APPLICATION

VAL UE

Primary coil

0.5 ± 0.05Ω

Secondary coil

5200 ± 400Ω

• Resistance of high tension cable Reference value

2.5 ~ 12 kOhm

rev 01


Fuel Injection System - 1 1. Description & specification A fuel injector is a solenoid device that is controlled by the ECM. The four injectors deliver a precise amount of fuel into the intake ports as required by the engine.

Participant’s Handout Ap pl ic ati on

2.4 DOHC

Static flow rate

194 ± 4 % g/min

Spray type

Dual Spray Type

Injection type

Sequential

Color

Black

Resistance(Ω)

12 ± 5 %

Basically, Injection timing is synchronized to the engine RPM and Camshaft position. Injection amount at a cycle is determined by how much air is coming into the combustion chamber. The fuel quantity control is implemented by how long the injector is opened by the ECM driver.

rev 01

Fuel Injection System - 2

02.1-39 C100 (2.4L DOHC)

2. Inspectio n

Engine Controls Main Relay 1

1

#1

1

#2

2

1

#3

2

J2 26

#4

2

J2 18


2

J2 10

J2 2

ECM

1) Disconnect the injector connector, turn the ignition key on and measure the voltage of the power supply terminals to see if battery voltage is measured. If the battery voltage is not measured, the engine room fuse or wiring is opened. 2) Disconnect the injector connector, install a test lamp or a voltage meter on the both terminals of the connector and crank the engine. Under the above condition, if the measured voltage does not change or the test lamp stays on, the wiring between the injector and the ECM is shorted to ground, and if the test lamp stays off, the wiring between the ECM terminals and the injector is opened or the ECM is malfunctioned. 3) Connect the injector connector, turn the ignition on and measure the voltage of the ECM terminals.If the voltage is not measured, the injector coil or the wiring is opened or the connector is bad connected.

Reference value

12 V

4) Measure the resistance of injector Reference value

12 Ohm plus or minus 5 %

rev 01


LEGR System -1 1. General Operation The Linear EGR valve is an electromechanical device that regulates the quantity of exhaust gas re-circulated into the air-induction system to


prevent the oxides of nitrogen(NOx) generating. The Linear EGR valve features continuously Variable EGR flow control through “Closed Loop” pulse-width modulated commands from the engine controller. The linear EGR solenoid valve is powered by the battery voltage through the main relay. The EGR is controlled by PWM signals from the ECM. There is the EGR pintle position sensor, a potentiometer.

• Too Much EGR may result in : * Increased HC emissions due to unburned fuel from partial burns. * Decreased Nox emissions due to lower combusion temperature. * Driveability sags and flat spots due to misfires and partial burns. * Spark timing that is too retarded (may burn off HC in the exhaust system). • Too Little EGR may result in : * Decreased HC emissions due to better combusion. * Increased NOx emissions due to higher combusion temperature. * Decreased fuel economy due to higher pumping losses. * Spark knock due to timing advanced too much.

Parameter

Enable Condition ≥

VSS

≥

TPS ECT IAT

rev 01

≥ ≥

≤

3 KPH

≥

RPM

Disable Condition

≤

1400 ≤

3.12 % ≤

75 Degr. C

2.75 Degr. C

Battery voltage

≥

11.5 V

Vacuum

≥

6 Kpa

2 KPH

≤

1300

1.95 %

70 Degr. C

-0.25 Degr. C , ≥ 85 Degr. C ≤

11 V , ≥ 16 V ≤

0 Kpa

Air Fuel ratio

≥

12.1

≤

12.05

EGR pintle positio n

≥

5.1%

≤

5.1 %

LEGR System -2

02.1-41

Application Pintle Position Sensor

VALUES

Sensor Resistance

5.0 kΩ ± 40%@25 Degr. C

Vout@Closed

0.16 ~ 1.08 V

Vout@Wide Open

3.55~4.47 V



* Wide Open position is determined by the software, is not the absolute physical maximum. Solenoid (Normal Close)

Coil Resistance

8.2 ± 0.4 Ω, 20 Degr. C

Frequency

128 Hz

2. Location

3. Inspectio n

ECM LEGR B

J2 6

C

J2 29

D

Signal

J2 13 5V ref

A

J2 37

E

Main Relay

rev 01


Controlled Charcoal Canister Purge(CCCP) Solenoid-1 1. General operation As temperature of fuel tank increases, vapor is generated in fuel tank and vapor from the fuel tank is collected in the canister.


Under engine “off-idle” conditions, the stored vapors are drawn into the engine intake manifold and consumed during combustion. On most vehicles, canister purge is controlled by a ECM-controlled solenoid that allows engine vacuum to purge the canister. To prevent purge at idle or when the engine is cold, vacuum is closed off from the canister. To achieve this, the normally-closed solenoid valve is de-energized by the ECM. Canister purge is controlled by pulse width modulation of the solenoid. Basically canister purge occurs when the following conditions have been met : - Engine running for a specific time - Coolant temperature above specified value - Vehicle speed above a specified valueThrottle off-idle - If the solenoid valve sticks open, the canister can purge to the intake manifold at all times. This can allow extra fuel to enter the intake manifold at idle or during engine warm-up, to cause a rough or unstable idle due to over rich condition.

PARAMETER

ENABLE CONDITION

ECT

-5 Degr. C

Battery

8 V ~ 19 V

Air flow

> O mg/stroke

Engine

Not Decel Fuel Cut Off

Idle max duty (ECT

≥

Operation range (ECT PARAMETER

65 Degr. C) ≥

65 Degr. C)

26% 0 ~ 100 %

VALUE

ON

25 ~33 L / min (50 kpa)

OFF

Below 0.05L / min

Vent flow rate

rev 01

Resistance

21.8 ~ 28.5  (20 Degr. C)

Frequency

16 Hz PWM

Control led Charcoal Canister Purge Solenoid - 2

02.1-43 C100 (2.4L DOHC)

2. Location

Engine Controls

: Behind the DCP module on the Intake Manifold


3. Inspectio n

ECM Main Relay J2 25 1

2

Canister purg e solenoid

1) Disconnect the CCCP solenoid connector, turn the ignition on and measure the voltage between the power supply terminal and ground. If battery voltage is not measured, check the relay operation and see if the fuse or the wiring is opened. 2) Measure the solenoid coil resistance. : 21.8 ~ 28.5 Ohm @ 20 Degr. C

rev 01

02.1-44

Engine Control Module(ECM)

C100 (2.4L DOHC) 1. Description Engine Controls

The engine control module (ECM), located beside of battery in engine room compartment , is the control center of the fuel injection system.


It constantly looks at the information from various sensors and controls the systems that affect the vehicles performance. The ECM also performs the diagnostic functions of the system. It can recognize operational problems, alert the driver through the Malfunction Indicator Lamp (MIL), SVC lamp and store diagnostic trouble code(s) which identify problem areas to aid the technician in making repairs. There are no serviceable parts in the ECM. The calibrations are stored in the ECM in the Programmable Read–Only Memory (PROM). 2. Features 1) 16 bits- Processor and Integrated 34 kByte RAM 2) 121 pins( “J1” connector : 81 pins, “J2” connector : 40 pins)

rev 01

Communication - 1

02.1-45

1. Description

C100 (2.4L DOHC)

The Engine Control Module (ECM) communicates directly with the

Engine Controls

following control units using the GMLAN(CAN) serial data communication protocol: 1) GMLAN High speed : Power-train & Chassis control {ECM, TCM,


EBCM, RDM, BCM–Gate way function) 2) GMLAN Mid speed :

Audio & Entertainment control

3) GMLAN Low speed : Body control(BCM,FATC controller,SDM, IPC,PK3+,RFA,XBCM Translate the cruise control switch signal & vehicle speed signal into a CAN serial data that can be received and recognised by the ECM.

ECM TCM CAN Hi speed (+)

CAN Hi speed (-)

J1 49

J1 7

J1 30

J1 17

CAN Hi speed (+)

CAN Hi speed (-)

CAN Hi (+)

CAN Hi (-)

J1 18

J1 8

12

13

CAN Hi (+)

CAN Hi (-)

EBCM

11

14

J7 8

J7 9

BCM CAN Hi speed (+)

CAN Hi speed (-)

The GMLAN is a prevalent way of communication between controllers in GM vehicles currently.

rev 01

02.1-46 C100 (2.4L DOHC)

MIL & DLC 1. Malfunction Indicator Lamp & Data Link Connector

Engine Controls SVS


MIL

Hot warning

1) MIL Lamp : When power train malfunction (emission related) 2) SVS Lamp : When power train malfunction (not emission related) 3) Hot Warning Lamp : When the engine temperature is more than 123 Degr. C

The MIL turns off after 3 consecutive ignition cycles without a fault. The way to delete history trouble codes - Erase command of the scan-100 - After 40 consecutive warm up cycles without a fault. 2. Data Link Connector The ECM also performs the diagnostic functions of the system. It can recognize operational problems, alert the driver through the MIL (Malfunction Indicator Lamp) and store diagnostic trouble codes(DTCs) which position the problem parts to aid the technician in repairing. The Data Link Connector (16 pins) is located left side of clutch or brake pedal under the instrument panel in passenger room.

16 15 14 13 12 11 10 9 8

rev 01

7

6

5

4

3

2

1

MIL & DLC

02.1-47 C100 (2.4L DOHC)

Wiring di agram

Engine Controls


Battery

High sp eed CAN(-)

16 15 14 13 12 11 10 9 8

7

6

5

4

3

2

High sp eed Ground Serial data CAN(+) (KWP 2000 and not used for C100)

1

Single Wire CAN

rev 01



Diagnostic Trouble Codes - 1 DTC

Type

MIL

SVS

P0030

HO2S Heater Control Circuit Sensor 1

E

YES

NO

P0031

HO2S Heater Control Circuit Low Voltage Senso r 1

E

YES

NO

P0032

HO2S Heater Control Circuit High Voltage Sens or 1

E

YES

NO

P0036

HO2S Heater Control Circuit Sens or 2

E

YES

NO

P0037

HO2S Heater Control Circuit Low Voltage Sensor 2

E

YES

NO

P0038

HO2S Heater Control Circuit High Voltage Sensor 2

E

YES

NO

P0106

Manifold Absolute Press ure (MAP) Senso r Performance

E

YES

NO

E

YES

NO

E

YES

NO

P0107 P0108

Manifold Absolute Press ure (MAP) Senso r Circuit Low Voltage Manifold Absolute Pres sure (MAP) Sensor Circuit High Voltage

P0112

Intake Air Temperature (IAT) Sensor Circuit Low Voltage

E

YES

NO

P0113

Intake Air Temperature (IAT) Sensor Circuit High Voltage

E

YES

NO

P0116

Engine Coo lant Temperature (ECT) Senso r Performan ce

E

YES

NO

E

YES

NO

E

YES

NO

P0117 P0118

rev 01

Func tion

Engine Coo lant Temperature (ECT) Senso r Circuit Low Voltage Engine Coo lant Temperature (ECT) Senso r Circuit High Voltage

P0121

Throttle Position (TP) Sens or 1 Performan ce

A

YES

NO

P0122

Throttle Position (TP) Sens or 1 C ircuit Low Voltage

A

YES

NO

P0123

Throttle Position (TP) Sens or 1 C ircuit High Voltage

A

YES

NO

P0125

Engine Co olant Tempe rature (ECT) Insufficient for Closed Loop Fuel Control

E

YES

NO

P0131

HO2S Circuit Low Voltage Sens or 1

E

YES

NO

P0132

HO2S Circuit High Voltage Sens or 1

E

YES

NO

P0133

HO2S Circuit Slow Res ponse Sens or 1

E

YES

NO

P0134

HO2S Circuit Sensor 1

E

YES

NO

P0137

HO2S Circuit Low Voltage Sens or 2

E

YES

NO

P0138

HO2S Circuit High Voltage Sens or 2

E

YES

NO

P0140

HO2S Circuit Sensor 2

E

YES

NO

P0201

Injector 1 C ontrol Circuit

E

YES

NO

P0202


E

YES

NO

P0203


E

YES

NO

P0204


E

YES

NO

P0221

Throttle Position (TP) Sens or 2 Performan ce

A

YES

NO

P0222

Throttle Position (TP) Sens or 2 Circuit Low Voltage

A

YES

NO

P0223

Throttle Position (TP) Sens or 2 Circuit High Voltage

A

YES

NO

P0261

Injector 1 Control C ircuit Low Voltage

E

YES

NO


Func tion

02.1-49 Type

MIL

SVS

P0262

Injector 1 Control Circuit High Voltage

E

YES

NO

P0264

Injector 2 Control Circuit Low Voltage

E

YES

NO

P0265


E

YES

NO

P0267


E

YES

NO

P0268


E

YES

NO

P0270


E

YES

NO

P0271


E

YES

NO

P0300

Engine Misfire Detected

A or E

Blink(A), YES

NO

P0301

Cylinder 1 Misfire Detected

A or E

Blink(A), YES

NO

P0302


A or E

Blink(A), YES

NO

P0303


A or E

Blink(A), YES

NO

P0304


A or E

Blink(A), YES

NO

P0324

Knock Senso r (KS) Module Performance

E

YES

NO

P0327

Knock Sensor (KS) Circuit Low Frequency

E

YES

NO

P0328

Knock Sensor (KS) Circuit High Frequency

E

YES

NO

P0335

Cranksha ft Position (CKP) Sensor Circuit

A

YES

NO

P0336

Cranksha ft Position (CKP) Sensor Performance

A

YES

NO

A

YES

NO

A

YES

NO

P0337 P0338

Cranksha ft Position (CKP) Sensor C ircuit Low Duty Cycle Cranksha ft Position (CKP) Sensor C ircuit High Duty Cycle

P0340

Cam sha ft Position (CMP) Sensor Circuit

A

YES

NO

P0341

Cam sha ft Position (CMP) Sensor Performance

A

YES

NO

P0342

Cam sha ft Position (CMP) Sens or Circuit Low Voltage

A

YES

NO

P0343

Cam sha ft Position (CMP) Sens or Circuit High Voltage

A

YES

NO

E

YES

NO

E

YES

NO

E

YES

NO

E

YES

NO

E

YES

NO

E

YES

NO

E

YES

NO

E

YES

NO

P0403 P0404 P0405 P0406 P0420 P0443 P0458 P0459

Exhaus t Gas Re circulation (EGR) Solenoid C ontrol Circuit Exhaus t Gas Re circulation (EGR) Open Pos ition Perfermance Exhaus t Gas Recirculation (EGR) Position Sensor Circuit Low Voltage Exhaus t Gas Recirculation (EGR) Position Sensor Circuit High Voltage Catalyst System Low Efficiency Evaporative Emission (EVAP) Purge Solenoid Control Circuit Evaporative Emission (EVAP) Purge Solenoid Control Circuit Low Voltage Evaporative Emission (EVAP) Purge Solenoid Control Circuit High Voltage

P0461

Fuel Level Sens or 1 Performance

E

YES

NO

P0462

Fuel Level Sensor 1 Circuit Low Voltage

E

YES

NO

P0463

Fuel Level Sensor 1 Circuit High Voltage

E

YES

NO



rev 01


Diagnostic Trouble Codes - 3 DTC P0489 P0490


Exhaus t Gas Recirculation (EGR) Solenoid Co ntrol Circuit Low Voltage Exhaus t Gas Recirculation (EGR) Solenoid Co ntrol Circuit High Voltage

Type

MIL

SVS

E

YES

NO

E

YES

NO

E

YES

NO

P049D

Offset Adaptation Position Sensor EGR Valve

P0504

Brake Switch Circuit 1-2 C orrelation

P0506

Idle Speed Low

E

YES

NO

P0507

Idle Speed High

E

YES

NO

P0513

Imm obilizer Key Incorrect

C

NO

YES

P0520

Engine Oil Pres su re (EOP) Switch Circuit

C

NO

YES

C

NO

YES

C

NO

YES

P0532 P0533

Air Cond itionin g (A/C) Refrig erant Pres s ure Se ns or Ci rcuit Low Voltage Air Cond itionin g (A/C) Refrig erant Pres s ure Se ns or Ci rcuit High Voltage

??

??

P0562

System Voltage Low

E

YES

NO

P0563

System Voltage Hi gh

E

YES

NO

P0571

Brake Switch Circuit 1

C

NO

YES

P0601

Con trol Modul e Rea d Only Mem ory (ROM)

A

YES

NO

P0602

Control Module Not Programm ed

A

YES

NO

P0604

Control Module Ran dom Access Mem ory (RAM)

A

YES

NO

P0606

Control Module Internal Performance

A

YES

NO

P0615

Starter Relay Control Circuit

C

NO

YES

P0616

Starter Relay Control Circuit Low Voltage

C

NO

YES

P0617

Starter Relay Control Circuit High Voltage

C

NO

YES

P0621

Generator L-Termina l Circuit

E

YES

NO

P0627

Fuel Pump Relay Control Circuit Open

E

YES

NO

P0628

Fuel Pump Relay Control Circuit Low Voltage

E

YES

NO

P0629

Fuel Pump Relay Control Circuit High Voltage

E

YES

NO

P0630

VIN Not Program me d or Mis matched Engine Control Modu le (ECM)

A

YES

NO

P0633

Imm obilizer Key Not Programm ed

C

NO

YES

P0638

Throttle Actuator control (TAC) Command Performance

A

YES

NO

P0645

Air Cond itionin g (A/C) Clutch Re lay Con trol Circu it

C

NO

YES

C

NO

YES

C

NO

YES

E

YES

NO

P0646 P0647 P0689

rev 01

Func tion

Air Cond itionin g (A/C) Clutch Re lay Con trol Circu it Low Voltage Air Cond itionin g (A/C) Clutch Re lay Con trol Circu it Hig h Voltage Engine Con trols Ignition Relay Feedback Circuit Low Voltage

P0691

Cooling Fan Relay 1 Control Circuit Low Voltage

C

NO

YES

P0692

Cooling Fan Relay 1 Control Circuit High Voltage

C

NO

YES

P0693

Cooling Fan Relay 2 Control Circuit Low Voltage

C

NO

YES

P0694

Cooling Fan Relay 2 Control Circuit High Voltage

C

NO

YES


02.1-51

Function

Type

MIL

SVS

P0700

Transm iss ion Con trol Module (TCM) Reques ted MIL Illumination

A

YES

NO

P0703

Brake Switch Circuit 2

C

NO

YES

P0800

Active Tra ns fer Ca se (ATC) Con trol Mod ul e Req ue s ted MIL Illum ination

E

YES

NO

P0833

Clutch Pedal Switch 2 Circuit

C

NO

YES

P0850

Park/Neutral Position (PNP) Switch Circuit

C

NO

YES

E

YES

NO

E

YES

NO

P1138 P1427

HO2S Circuit High Voltage Du ring Ded el Fuel Cut-Off (DFCO) Sens or 2 Diag nos is of Adaption Values of EGR Valve Position Sensor

P1551

Throttle Co ntrol Lowe r Position No t Reached During Learn

A

YES

NO

P1629

Imm obilizer Enable Signal Not Received

C

NO

YES

P1631

Imm obilizer Enable Signal Not Correct

C

NO

YES

P1632

Imm obilizer Disa ble Signal Re ceived

C

NO

YES

P1648

Imm obilizer Security Code Input Incorrect

C

NO

YES

P1649

Imm obilizer Security Code Not Programm ed

C

NO

YES

P1682

Ignition 1 Switch Circuit 2

E

YES

NO

P1845

Torque Limit Managem ent

A

YES

NO

P2066

Fuel Level Sens or 2 Performance

E

YES

NO

P2067

Fuel Level Sens or 2 Circuit Low Voltage

E

YES

NO

P2068

Fuel Level Sens or 2 Circuit High Voltage

E

YES

NO

P2096

Post Catalyst Fuel Trim System Low Lim it

E

YES

NO

P2097

Post Catalyst Fuel Trim System High Lim it

E

YES

NO

P2100

Throttle Actuator Control (TAC) Motor Con trol Circuit

A

YES

NO

P2101

Throttle Actuator Pos ition Perform ance

A

YES

NO

P2107

Throttle Actuator Control (TAC) Module Internal Circui t

A

YES

NO

P2119

Throttle Clos ed Pos ition Performance

A

YES

NO

P2121

Accele rato r Ped al Pos itio n (APP) Se ns or 1 Perform an ce

A

YES

NO

A

YES

NO

A

YES

NO

A

YES

NO

A

YES

NO

P2122 P2123 P2127 P2128

Accele rato r Ped al Pos itio n (APP) Se ns or 1 Voltage Accele rato r Ped al Pos itio n (APP) Se ns or 1 Voltage Accele rato r Ped al Pos itio n (APP) Se ns or 2 Voltage Accele rato r Ped al Pos itio n (APP) Se ns or 2 Voltage

Circuit Lo w Circuit Hig h Circuit Lo w Circuit Hig h

P2135

Throttle Position (TP) Sensor 1-2 Correlation

A

YES

NO

P2138

Accele rato r Ped al Pos itio n (APP) Se ns or 1 -2 C orrelatio n

A

YES

NO

P2176

Throttle control Lower Position Not Learned

A

YES

NO

P2177

Fuel Trim System Le an at Cruis e or Accel

E

YES

NO

P2178

Fuel Trim System Rich a t Cruis e or Accel

E

YES

NO

P2187

Fuel Trim System Too Le an at Idle

E

YES

NO

P2188

Fuel Trim System Too Rich at Idle

E

YES

NO

P2191

System Too Lean at Higher Loa d

E

YES

NO



rev 01

Captiva Control Motor

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