engine coolant CHEVROLET DYNASTY 1993 Service Manual

Fuel Injector #4
Fuel Injector #5
Fuel Injector #6
Idle Air Control Motor Open/Close
Radiator Fan Relay
A/C Clutch Relay
Auto Shutdown Relay
Purge Solenoid
S/C Serv Solenoids
Generator Field
Tachometer Output
Torque Converter Clutch Solenoid
EGR Solenoid
All Solenoids/Relays
ASD Fuel System Test
Speed Control Vacuum Solenoid
Speed Control Vent Solenoid
THROTTLE BODY MINIMUM AIR FLOW CHECK
PROCEDURE
(1) Warm engine in Park or Neutral until the cool-
ing fan has cycled on and off at least once. (2) Ensure that all accessories are off.
(3) Hook-up the timing check device and tachome-
ter. (4) Disconnect the coolant temperature sensor and
set basic timing to 12É BTDC 62É BTDC.
(5) Shut off engine. Reconnect coolant temperature
sensor wire. (6) Disconnect the PCV valve hose from the PCV
valve (Fig. 4). (7) Plug the PCV valve nipple.
(8) Disconnect the idle purge hose from the vac-
uum tube under the intake manifold (Fig. 5). (9) Install Air Metering Fitting #6457 (0.125 inch
orifice) in the intake manifold mounted idle purge
hose (Fig. 6). (10) Connect DRBII scan tool.
(11) Restart the engine, allow engine to idle for at
least one minute. (12) Using the DRBII scan tool, access Min. Air-
flow Idle Speed. (13) The following will then occur:
² Idle Air Control Motor will fully close.
² Idle spark advance will become fixed.
² Engine RPM will be displayed on DRBII scan tool
(14) Check idle RPM with tachometer, if idle RPM
is within the below specification then the throttle
body min. air flow is set correctly.
(15) If idle RPM is not within specifications, shut
off the engine and clean the throttle body as follows: (a) Remove the throttle body from engine.
Fig. 4 3.0L PCV Valve
Fig. 5 3.0L Idle Purge Hose
Fig. 6 Air Metering Fitting, Special Tool 6457
IDLE SPECIFICATIONS
Ä FUEL SYSTEMS 14 - 135

(6) Remove vacuum hose harness from throttle
body (Fig. 6). (7) Remove vacuum hoses from air intake plenum
(Fig. 6).
(8) If equipped with EGR, remove the EGR tube
flange from intake plenum (Fig. 7). (9) Remove the wiring connector from the coolant
temperature sensor (Fig. 8). (10) Remove vacuum connections from air intake
plenum vacuum connector (Fig. 8). (11) Remove fuel hoses from fuel rail (Fig. 8).
(12) Remove air intake plenum to intake manifold
mounting fasteners (Fig. 9). (13) Remove ignition coil.
(14) Remove air intake plenum (Fig. 10).
(15) Cover intake manifold while servicing injector
fuel rail (Fig. 11). (16) Remove vacuum hoses from fuel rail (Fig. 11).
(17) Disconnect fuel injector wiring harness from
engine wiring harness (Fig. 12). CAUTION: Do not damage the injector O-Rings
when removing the injectors and fuel rail assem-
bly.
Fig. 5 Throttle Cable Attachment
Fig. 6 Electrical and Vacuum Connection to Throttle Body
Fig. 7 EGR Tube to Intake Plenum
Fig. 8 Coolant Temperature Sensor
Fig. 9 Air Intake Plenum to Intake ManifoldAttaching Fasteners
14 - 140 FUEL SYSTEMS Ä

(18) Remove fuel rail mounting bolts. Lift fuel rail
assembly off of intake manifold.
INSTALLATION
(1) Be sure injectors are seated into the receiver
cup with lock ring in place. (2) Make sure the injector holes are clean and all
plugs have been removed. (3) To ease installation, lubricate injector O-ring
with a drop of clean engine oil. (4) Put the tip of each injector into their ports.
Push the assembly into place until the injectors are
seated in the ports. (5) Install fuel rail attaching bolts. Tighten bolts
to 13 N Im (115 in. lbs.) torque.
(6) Install fuel supply and return tube holddown
bolt and the vacuum crossover tube holddown bolt.
Tighten bolts to 10 N Im (95 in. lbs.) torque.
(7) Connect fuel injector wiring harness to engine
wiring harness. (8) Connect vacuum harness to fuel rail assembly.
(9) Remove covering from lower intake manifold
and clean surface. (10) Place intake manifold gaskets with beaded
sealer up on lower manifold. Put air intake in place.
Install ignition coil. Install attaching fasteners and
tighten to 13 N Im (115 in. lbs.) torque.
(11) Connect fuel lines to fuel rail. Tighten hose
clamps to 1 N Im (10 in. lbs.) torque.
(12) Connect vacuum harness to air intake plenum
and fuel pressure regulator. (13) Connect coolant temperature sensor electrical
connector to sensor. (14) Connect EGR tube flange to intake plenum.
Tighten mounting nuts to 22 N Im (200 in. lbs.)
torque. (15) Connect PCV and brake booster supply hose
to intake plenum. (16) Connect idle air control motor and throttle po-
sition sensor (TPS) electrical connectors. (17) Connect vacuum vapor harness to throttle
body. (18) Install throttle cable.
(19) Install air inlet hose assembly.
(20) Connect negative cable to battery.
CAUTION: When using the ASD Fuel System Test,
the Auto Shutdown (ASD) Relay remains energized
for either 7 minutes, until the test is stopped, or un-
til the ignition switch is turned to the Off position. (21) With the ignition key in ON position, access
the DRBII scan tool ASD Fuel System Test to pres-
surize the fuel system. Check for leaks.
FUEL PRESSURE REGULATOR SERVICE
REMOVAL
WARNING: THE 3.0L MPI FUEL SYSTEM IS UNDER
A CONSTANT PRESSURE OF APPROXIMATELY 330
KPA (48 PSI). PERFORM FUEL PRESSURE RE-
LEASE PROCEDURE BEFORE SERVICING THE
FUEL PRESSURE REGULATOR.
(1) Perform the Fuel Pressure Release Procedure.
(2) Disconnect negative cable from battery.
Fig. 10 Removing Air Intake Plenum
Fig. 11 Vacuum Connections at the Fuel Rail
Fig. 12 Fuel Injector Wiring Harness
Ä FUEL SYSTEMS 14 - 141

3.3L AND 3.8L MULTI-PORT FUEL INJECTIONÐSYSTEM OPERATION INDEX
page page
Air Conditioning (A/C) Clutch RelayÐPCM Output. 150
Air Conditioning Switch SenseÐPCM Input .... 147
Auto Shutdown (ASD) Relay and Fuel Pump RelayÐPCM Output .................... 151
Battery VoltageÐPCM Input ............... 147
Brake SwitchÐPCM Input ................. 147
Camshaft Position SensorÐPCM Input ....... 147
Canister Purge SolenoidÐPCM Output ....... 151
CCD Bus .............................. 146
Crankshaft Position SensorÐPCM Input ...... 148
Data Link ConnectorÐPCM Output .......... 152
Electric EGR Transducer (EET) SolenoidÐPCM Output .............................. 152
Engine Coolant Temperature SensorÐPCM Input. 148
Fuel Injectors and Fuel Rail Assembly ........ 155
Fuel InjectorsÐPCM Output ............... 152
Fuel Pressure Regulator .................. 156
Fuel Supply Circuit ...................... 155
General Information ...................... 145
Generator FieldÐPCM Output .............. 150
Heated Oxygen Sensor (O2Sensor)ÐPCM Input. 149
Idle Air Control MotorÐPCM Output ......... 151
Ignition CoilÐPCM Output ................. 153
Malfunction Indicator Lamp (Check Engine Lamp)ÐPCM Output ................... 151
Manifold Absolute Pressure (MAP) SensorÐPCM Input ................................ 149
Modes of Operation ...................... 153
Powertrain Control Module ................. 146
Radiator Fan RelayÐPCM Output ........... 153
Speed Control SolenoidsÐPCM Output ....... 153
Speed ControlÐPCM Input ................ 150
System Diagnosis ....................... 146
TachometerÐPCM Output ................. 153
Throttle Body ........................... 155
Throttle Position Sensor (TPS)ÐPCM Input .... 150
Transaxle Control ModuleÐPCM Output ...... 152
Transaxle Park/Neutral SwitchÐPCM Input .... 150
Vehicle Speed and Distance InputÐPCM Input . 150
GENERAL INFORMATION
3.3L and 3.8L engines use a sequential Multi-port
Electronic Fuel Injection system (Fig. 1). The MPI system is computer regulated and provides precise
air/fuel ratios for all driving conditions.
The MPI system is operated by the powertrain con-
trol module (PCM).
Fig. 1 Multi-Port Fuel Injection Components
Ä FUEL SYSTEMS 14 - 145

The PCM regulates ignition timing, air-fuel ratio,
emission control devices, cooling fan, charging sys-
tem, idle speed and speed control. Various sensors
provide the inputs necessary for the PCM to correctly
operate these systems. In addition to the sensors,
various switches also provide inputs to the PCM. All inputs to the PCM are converted into signals.
The PCM can adapt its programming to meet chang-
ing operating conditions. Fuel is injected into the intake port above the in-
take valve in precise metered amounts through elec-
trically operated injectors. The PCM fires the
injectors in a specific sequence. The PCM maintains
an air fuel ratio of 14.7 parts air to 1 part fuel by
constantly adjusting injector pulse width. Injector
pulse width is the length of time the injector is ener-
gized. The PCM adjusts injector pulse width by opening
and closing the ground path to the injector. Engine
RPM (speed) and manifold absolute pressure (air
density) are the primary inputs that determine injec-
tor pulse width.
SYSTEM DIAGNOSIS
The PCM tests many of its own input and output
circuits. If a fault is found in a major system, the in-
formation is stored in memory. Technicians can dis-
play fault information through the malfunction
indicator lamp (instrument panel Check Engine
lamp) or by connecting the DRBII scan tool. For di-
agnostic trouble code information, refer to the 3.3L/
3.8L Multi-Point Fuel InjectionÐOn-Board
Diagnostics section of this group.
CCD BUS
Various modules exchange information through a
communications port called the CCD Bus. The pow-
ertrain control module (PCM) transmits engine RPM
and vehicle load information on the CCD Bus.
POWERTRAIN CONTROL MODULE
The powertrain control module (PCM) is a digital
computer containing a microprocessor (Fig. 2). The
PCM receives input signals from various switches
and sensors that are referred to as PCM Inputs.
Based on these inputs, the PCM adjusts various en-
gine and vehicle operations through devices that are
referred to as PCM Outputs. PCM Inputs:
² Air Conditioning Controls
² Battery Voltage
² Brake Switch
² Camshaft Position Sensor
² Crankshaft Position Sensor
² Engine Coolant Temperature Sensor
² Manifold Absolute Pressure (MAP) Sensor
² Oxygen Sensor
² SCI Receive ²
Speed Control System Controls
² Throttle Position Sensor
² Transaxle Park/Neutral Switch (automatic tran-
saxle)
² Vehicle Speed Sensor
PCM Outputs:
² Air Conditioning Clutch Relay
² Generator Field
² Idle Air Control Motor
² Auto Shutdown (ASD) and Fuel Pump Relays
² Canister Purge Solenoid
² Malfunction Indicator Lamp (Check Engine Lamp)
² Data Link Connector
² Electronic EGR Transducer
² Fuel Injectors
² Ignition Coil
² Radiator Fan Relay
² Speed Control Solenoids
² Tachometer Output
Based on inputs it receives, the PCM adjusts the
EGR system, fuel injector pulse width, idle speed, ig-
nition spark advance, ignition coil dwell and canister
purge operation. The PCM regulates the cooling fan,
air conditioning and speed control systems. The PCM
changes generator charge rate by adjusting the gen-
erator field. The PCM adjusts injector pulse width (air-fuel ra-
tio) based on the following inputs.
² battery voltage
² engine coolant temperature
² exhaust gas oxygen content (oxygen sensor)
² engine speed (crankshaft position sensor)
² manifold absolute pressure
² throttle position
The PCM adjusts ignition timing based on the fol-
lowing inputs.
² engine coolant temperature
² engine speed (crankshaft position sensor)
² manifold absolute pressure
² throttle position
Fig. 2 PCM
14 - 146 FUEL SYSTEMS Ä

² transaxle gear selection (park/neutral switch)
The PCM also adjusts engine idle speed through
the idle air control motor based on the following in-
puts.
² brake switch
² engine coolant temperature
² engine speed (crankshaft position sensor)
² throttle position
² transaxle gear selection (park/neutral switch)
² vehicle speed
The auto shutdown (ASD) and fuel pump relays are
mounted externally, but turned on and off by the
PCM through the same circuit. The camshaft position sensor and crankshaft posi-
tion sensor signals are sent to the PCM. If the PCM
does not receive both signals within approximately
one second of engine cranking, it deactivates the
ASD and fuel pump relays. When these relays are
deactivated, power is shut off to the fuel injector, ig-
nition coil, oxygen sensor heating element and fuel
pump. The PCM contains a voltage converter that
changes battery voltage to a regulated 8.0 volts. The
8.0 volts power the camshaft position sensor, crank-
shaft position sensor and vehicle speed sensor. The
PCM also provides a 5.0 volts supply for the coolant
temperature sensor, manifold absolute pressure sen-
sor and throttle position sensor.
AIR CONDITIONING SWITCH SENSEÐPCM INPUT
When the air conditioning or defrost switch is put
in the ON position and the low pressure, high pres-
sure and ambient temperature switches are closed,
the PCM receives an input for air conditioning. After
receiving this input, the PCM activates the A/C com-
pressor clutch by grounding the A/C clutch relay.
BATTERY VOLTAGEÐPCM INPUT
The PCM monitors the battery voltage input to de-
termine fuel injector pulse width and generator field
control. If battery voltage is low the PCM will in-
crease injector pulse width.
BRAKE SWITCHÐPCM INPUT
When the brake switch is activated, the PCM re-
ceives an input indicating that the brakes are being
applied. the brake signal cancels speed control and
unlocks the torque convertor. The brake switch is
mounted on the brake pedal support bracket.
CAMSHAFT POSITION SENSORÐPCM INPUT
The camshaft position sensor provides cylinder
identification to the powertrain control module
(PCM) (Fig. 3). The sensor generates pulses as
groups of notches on the camshaft sprocket pass un-
derneath it (Fig. 4). The PCM keeps track of crank-
shaft rotation and identifies each cylinder by the pulses generated by the notches on the camshaft
sprocket. Four crankshaft pulses follow each group of
camshaft pulses.
When the PCM receives two camshaft pulses fol-
lowed by the long flat spot on the camshaft sprocket,
it knows that the crankshaft timing marks for cylin-
der one are next (on driveplate). When the PCM re-
ceives one camshaft pulse after the long flat spot on
the sprocket, cylinder number two crankshaft timing
marks are next. After 3 camshaft pulses, the PCM
knows cylinder four crankshaft timing marks follow.
One camshaft pulse after the three pulses indicates
cylinder five. The two camshaft pulses after cylinder
5 signals cylinder six (Fig. 4). The PCM can synchro-
nize on cylinders 1 or 4.
When metal aligns with the sensor, voltage goes
low (less than 0.5 volts). When a notch aligns with
the sensor, voltage spikes high (5.0 volts). As a group
of notches pass under the sensor, the voltage
switches from low (metal) to high (notch) then back
Fig. 3 Camshaft Position Sensor
Fig. 4 Camshaft Sprocket
Ä FUEL SYSTEMS 14 - 147

to low. The number of notches determine the amount of
pulses. If available, an oscilloscope can display the
square wave patterns of each timing events. Top dead center (TDC) does not occur when notches
on the camshaft sprocket pass below the cylinder. TDC
occurs after the camshaft pulse (or pulses) and after
the 4 crankshaft pulses associated with the particular
cylinder. The arrows and cylinder call outs on Figure 4
represent which cylinder the flat spot and notches
identify, they do not indicate TDC position. The camshaft position sensor is mounted to the top of
the timing case cover (Fig. 5). The bottom of the sensor
is positioned above the camshaft sprocket. The dis-
tance between the bottom of sensor and the
camshaft sprocket is critical to the operation of
the system. When servicing the camshaft posi-
tion sensor, refer to the 3.3L and 3.8L Multi-Port
Fuel InjectionÐService Procedures section in
this Group.
ENGINE COOLANT TEMPERATURE SENSORÐPCM
INPUT
The coolant temperature sensor is a variable resistor
with a range of -40ÉF to 265ÉF. The sensor is installed
next to the thermostat housing (Fig. 6). The PCM supplies 5.0 volts to the coolant tempera-
ture sensor. The sensor provides an input voltage to the
PCM. As coolant temperature varies, the sensor resis-
tance changes resulting in a different input voltage to
the PCM. When the engine is cold, the PCM will demand
slightly richer air-fuel mixtures and higher idle speeds
until normal operating temperatures are reached. The coolant sensor is also used for cooling fan control.
CRANKSHAFT POSITION SENSORÐPCM INPUT
The crankshaft position sensor (Fig. 7) senses slots cut
into the transaxle driveplate extension. There ar e a 3 sets
of slots. Each set contains 4 slots, for a total of 12 slots (Fig. 8). Basic timing is determined by the position of the
last slot in each group. Once the PCM senses the last slot,
it determines crankshaft position (which piston will next
be at TDC) from the camshaft position sensor input. The
4 pulses generated by the crankshaft position sensor
represent the 69É, 49É, 29É, and 9É BTDC marks. It may
take the PCM one engine revolution to determine crank-
shaft position during cranking.
The PCM uses the camshaft position sensor to deter-
mine injector sequence. The PCM determines igni-
Fig. 5 Camshaft Position Sensor Location
Fig. 6 Coolant Temperature Sensor
Fig. 7 Crankshaft Position Sensor
Fig. 8 Timing Slots
14 - 148 FUEL SYSTEMS Ä

within a range of 12.9 to 15.0 volts. Refer to Group
8A for charging system information.
AUTO SHUTDOWN (ASD) RELAY AND FUEL PUMP
RELAYÐPCM OUTPUT
The PCM operates the auto shutdown (ASD) relay
and fuel pump relay through one ground path. The
PCM operates the relays by switching the ground
path on and off. Both relays turn on and off at the
same time. The ASD relay connects battery voltage to the fuel
injector and ignition coil. The fuel pump relay con-
nects battery voltage to the fuel pump and oxygen
sensor heating element. The PCM turns the ground path off when the igni-
tion switch is in the Off position. Both relays are off.
When the ignition switch is in the On or Crank po-
sition, the PCM monitors the crankshaft position
sensor and camshaft position sensor signals to deter-
mine engine speed and ignition timing (coil dwell). If
the PCM does not receive the crankshaft position
sensor and camshaft position sensor signals when the
ignition switch is in the Run position, it de-energizes
both relays. When the relays are de-energized, bat-
tery voltage is not supplied to the fuel injector, igni-
tion coil, fuel pump and oxygen sensor heating
element. The ASD relay and fuel pump relay are located in
the power distribution center (Fig. 14).
IDLE AIR CONTROL MOTORÐPCM OUTPUT
The idle air control motor is mounted on the throt-
tle body. The PCM operates the idle air control motor
(Fig. 13). The PCM adjusts engine idle speed through
the idle air control motor to compensate for engine
load or ambient conditions. The throttle body has an air bypass passage that
provides air for the engine at idle (the throttle blade is closed). The idle air control motor pintle protrudes
into the air bypass passage and regulates air flow
through it. The PCM adjusts engine idle speed by moving the
idle air control motor pintle in and out of the bypass
passage. The adjustments are based on inputs the
PCM receives. The inputs are from the throttle posi-
tion sensor, crankshaft position sensor, coolant tem-
perature sensor, and various switch operations
(brake, park/neutral, air conditioning). Deceleration
die out is also prevented by increasing airflow when
the throttle is closed quickly after a driving (speed)
condition.
CANISTER PURGE SOLENOIDÐPCM OUTPUT
Vacuum for the Evaporative Canister is controlled
by the Canister Purge Solenoid (Fig. 15). The sole-
noid is controlled by the PCM.
The PCM operates the solenoid by switching the
ground circuit on and off based on engine operating
conditions. When energized, the solenoid prevents
vacuum from reaching the evaporative canister.
When not energized the solenoid allows vacuum to
flow to the canister. The PCM removes the ground to the solenoid when
the engine reaches a specified temperature and the
time delay interval has occurred. When the solenoid
is de-energized, vacuum flows to the canister purge
valve. Vapors are purged from the canister and flow
to the throttle body. The purge solenoid will also be energized during
certain idle conditions, in order to update the fuel de-
livery calibration.
MALFUNCTION INDICATOR LAMP (CHECK ENGINE
LAMP)ÐPCM OUTPUT
The malfunction indicator lamp (instrument panel
Check Engine Lamp) comes on each time the ignition
key is turned ON and stays on for 3 seconds as a
bulb test. The malfunction indicator lamp warns the
Fig. 14 Relay Identification
Fig. 15 Canister Purge Solenoid
Ä FUEL SYSTEMS 14 - 151

operator that the PCM has entered a Limp-in mode.
During Limp-in Mode, the PCM attempts to keep the
system operational. The malfunction indicator signals
the need for immediate service. In limp-in mode, the
PCM compensates for the failure of certain components
that send incorrect signals. The PCM substitutes for
the incorrect signals with inputs from other sensors. Signals that can trigger the Malfunction Indi-
cator lamp (Check Engine Lamp).
² Engine Coolant Temperature Sensor
² Manifold Absolute Pressure Sensor
² Throttle Position Sensor
² Battery Voltage Input
² An Emission Related System (California vehicles)
² Charging system
The malfunction indicator (Check Engine Lamp) can
also display diagnostic trouble codes. Cycle the ignition
switch on, off, on, off, on, within five seconds and any
diagnostic trouble codes stored in the PCM will be
displayed. Refer to the 3.3L and 3.8L Multi-Port Fuel
InjectionÐOn-Board Diagnostics section of this Group
for Diagnostic Trouble Code Descriptions.
DATA LINK CONNECTORÐPCM OUTPUT
The data link connector provides the technician with
the means to connect the DRBII scan tool to diagnosis
the vehicle.
TRANSAXLE CONTROL MODULEÐPCM OUTPUT
The PCM supplies the following information to the
electronic automatic transaxle control module through
the CCD Bus:
² battery temperature
² brake switch input
² engine coolant temperature
² manifold absolute pressure (MAP)
² speed control information
ELECTRIC EGR TRANSDUCER (EET)
SOLENOIDÐPCM OUTPUT
The electronic EGR transducer (EET) contains an
electrically operated solenoid and a back-pressure
transducer (Fig. 16). The PCM operates the solenoid.
The PCM determines when to energize the solenoid.
Exhaust system back-pressure controls the transducer. When the PCM energizes the solenoid, vacuum does
not reach the EGR valve. Vacuum flows to the EGR
valve when the PCM de-energizes the solenoid. When exhaust system back-pressure becomes high
enough, it fully closes a bleed valve in the transducer.
When the PCM de-energizes the solenoid and back-
pressure closes the transducer bleed valve, vacuum
flows through the transducer to operate the EGR valve. De-energizing the solenoid, but not fully closing the
transducer bleed hole (because of by low back- pressure), varies the strength of vacuum applied to
the EGR valve. Varying the strength of the vacuum
changes the amount of EGR supplied to the engine.
This provides the correct amount of exhaust gas re-
circulation for different operating conditions.
FUEL INJECTORSÐPCM OUTPUT
The fuel injectors are electrical solenoids (Fig. 17).
The injector contains a pintle that closes off an ori-
fice at the nozzle end. When electric current is sup-
plied to the injector, the armature and needle move a
short distance against a spring, allowing fuel to flow
out the orifice. Because the fuel is under high pres-
sure, a fine spray is developed in the shape of a hol-
low cone. The spraying action atomizes the fuel,
adding it to the air entering the combustion cham-
ber. The injectors are positioned in the intake mani-
fold.
The fuel injectors are operated by the PCM. They
are energized in a sequential order during all engine
operating conditions except start up. The PCM ini-
tially energizes all injectors at the same time. Once
Fig. 16 Electric EGR Transducer (EET) Assembly
Fig. 17 Fuel InjectorÐ3.3L Engine
14 - 152 FUEL SYSTEMS Ä

the PCM determines crankshaft position, it begins
energizing the injectors in sequence.The auto shutdown (ASD) relay supplies battery
voltage to the injectors. The PCM provides the
ground path for the injectors. By switching the
ground path on and off, the PCM adjusts injector
pulse width. Pulse width is the amount of time the
injector is energized. The PCM adjusts injector pulse
width based on inputs it receives.
IGNITION COILÐPCM OUTPUT
The coil assembly consists of 3 molded coils to-
gether (Fig. 18). The coil assembly is mounted on the
intake manifold. High tension leads route to each
cylinder from the coil. The coil fires two spark plugs
every power stroke. One plug is the cylinder under
compression, the other cylinder fires on the exhaust
stroke. The PCM determines which of the coils to
charge and fire at the correct time.
The auto shutdown (ASD) relay provides battery
voltage to the ignition coil. The PCM provides a
ground contact (circuit) for energizing the coil. When
the PCM breaks the contact, the energy in the coil
primary transfers to the secondary, causing the
spark. The PCM will de-energize the ASD relay if it
does not receive the crankshaft position sensor and
camshaft position sensor inputs. Refer to Auto Shut-
down (ASD) Relay/Fuel Pump RelayÐPCM Output
in this section for relay operation.
RADIATOR FAN RELAYÐPCM OUTPUT
The radiator fan is energized by the PCM through
the radiator fan relay. The radiator fan relay is lo-
cated on the drivers side fender well near the PCM
(Fig. 14). The PCM grounds the radiator fan relay
when engine coolant reaches a predetermined tem-
perature or the A/C system head pressure is high.
SPEED CONTROL SOLENOIDSÐPCM OUTPUT
The speed control vacuum and vent solenoids are
operated by the PCM. When the PCM supplies a ground to the vacuum and vent solenoids, the speed
control system opens the throttle blade. When the PCM
supplies a ground only to the vent solenoid, the throttle
blade holds position. When the PCM removes the
ground from both the vacuum and vent solenoids, the
throttle blade closes. The PCM balances the two sole-
noids to maintain the set speed. Refer to Group 8H for
speed control information.
TACHOMETERÐPCM OUTPUT
The PCM supplies engine RPM to the instrument
panel tachometer through the CCD Bus. The CCD Bus
is a communications port. Various modules use the
CCD Bus to exchange information. Refer to Group 8E
for more information.
MODES OF OPERATION
As input signals to the PCM change, the PCM
adjusts its response to output devices. For example, the
PCM must calculate a different injector pulse width
and ignition timing for idle than it does for wide open
throttle (WOT). There are several different modes of
operation that determine how the PCM responds to the
various input signals. There are two different areas of operation, Open
Loop and Closed Loop. During Open Loop modes the PCM receives input
signals and responds according to preset PCM pro-
gramming. Input from the oxygen (O
2) sensor is not
monitored during Open Loop modes. During Closed Loop modes the PCM does monitor
the oxygen (O
2) sensor input. This input indicates to
the PCM whether or not the calculated injector pulse
width results in the ideal air-fuel ratio of 14.7 parts air
to 1 part fuel. By monitoring the exhaust oxygen
content through the O
2sensor, the PCM can fine tune
the injector pulse width. Fine tuning injector pulse
width allows the PCM to achieve optimum fuel
economy combined with low emissions. The 3.3L multi-port fuel injection system has the
following modes of operation:
² Ignition switch ON (Zero RPM)
² Engine start-up
² Engine warm-up
² Cruise (Idle)
² Acceleration
² Deceleration
² Wide Open Throttle
² Ignition switch OFF
The engine start-up (crank), engine warm-up, and
wide open throttle modes are OPEN LOOP modes.
Under most operating conditions, the acceleration,
deceleration, and cruise modes, with the engine at
operating temperature are CLOSED LOOP modes.
Fig. 18 Coil PackÐ3.3L Engine
Ä FUEL SYSTEMS 14 - 153