differential PONTIAC FIERO 1988 Service Owner's Guide

REAR AXLE 48-19
RING NON US US GEAR WPQ RATIO BRAKES AXLE AXLE SIZE CODE CODE
GU2 2.73 ALUMINUM DRUM
6HE
GU2 2.73 CAST IRON DRUM 6HP
GU2 2.73 CAST IRON DRUM
6HT
7.625 G U4 3.08 CAST IRON DRUM 6HF
GU4 3.08 CAST IRON DRUM 6HK
G U4 3.08 ALUMINUM DRUM 6HB
GU6 3.42 CAST IRON DRUM 6HL
REAR AXLE SPEClFICAnONS
TIGHTENING SPECIFICATIONS
Bolt - Rear
Universal Joint to Pinion Flange
Strap or U-Bolt
- All ................................................................................ 20 Nem (15 LBS. FT.)
Bolt
- Rear Axle Housing Cover to Carrier ........................................... 41 N.m (30 LBS. FT.)
Nut
- Brake Assembly to Rear Axle Housing .......................................... 48 N-m (35 LBS. FT.)
Bolt
- Ring Gear to Differential Tail Case ............................................. 120 N.m (90 LBS. FT.)
Bolt
- Bearing Cap to Carrier ....................................................................... 81 N-m (60 LBS. FT.)
Nut
- Rear Wheel to Axle Shaft .................................................................. 108 N-m (80 LBS. FT.)
Nut
- Filler Plug ............................................................................................. 34 N-m (26 LBS. FT.)
LlMlTS FOR FI"TTINGS AND
ADJUSTMENTS
Pinion Bearing Pre-Load (Measured at Pinion Flange Nut)
New Bearings
................................................... 2.26 - 2.82 N-m (20-25 LBS. IN.) Rotating Torque
............................................. Reused Bearings - All 1.69 N-m (10-
15 LBS. IN.) Rotating Torque
Total Assembly Preload (Measured at Pinion Flange Nut)
New Bearings
.......................................... 3.95 - 4.52 N.m (35-40 LBS. IN.) Rotating Torque
.......................................... Reused Bearings 2.26 - 2.82 N.m (20-25 LBS. IN.)
Rotating Torque
Ring Gear Position
........................................................................................ .006"-.008" Backlash
Fig. 618 Axle Usage Chart

BRAKES
NOTICE: All brake attaching fasteners are important attaching parts in that they could affect the performance of vital parts
and systems.
andlor could result in major repair expense . They must be replaced with one of the same part number or with an
equivalent part if replacement becomes necessary
. Do not use a replacement part of lesser quality or substitute design .
Torque values must be used as specified during reassembly to assure proper retention of parts .
CAUTION: When servicing brake parts. do not create dust by grinding. sanding brake linings. or by cleaning brake
parts with a dry brush or with compressed air
. Many brake parts contain asbestos fibers which can become airborne if
dust is created during servicing
. Breathing dust containing asbestos fibers may cause serious bodily harm . A water
dampened cloth or water based solution should be used to remove any dust on brake parts
. Equipment is commer-
cially available to perform this washing function
. These wet methods will prevent asbestos fibers from becoming
airborne
.
CONTENTS
......................... General Description 5.2
Composite Master Cylinder
.................. 5.2
Brake Fluid Level
lndicatgr ................... 5.2
Operation of Disc Brake
..................... 5.2
Operation of Drum Brake
.................... 5.2
Operation of Combination Valve
............... 5.2
Brake Pressure Differential
.......................... Warning Switch 5.2
Diagnosis and Inspection ..................... 5.3
Brake System Testing
....................... 5.3
External Conditions That Affect Brake Performance
.................... -5-3
Warning Lamp Operation .................... 5.3
Brake Fluid Leaks
.......................... 5.3
Master Cylinder Check
...................... 5.3
Substandard or Contaminated
BrakeFluid ............................. 5-3
............................. On-Car Service 5.7
Brake Pedal Replacement
................... 5.7
Stoplamp Switch Adjustment ................. 5-7
Filling Master Cylinder Reservoirs
............. 5-7
Bleeding Brake Hydraulic System
............. 5.7
Manual Bleeding
......................... 5.8
Pressure Bleeding
........................ 5.8
Flushing Brake Hydraulic System
............. 5.9
Brake Pipe Replacement
.................... 5.9
............................. I.S.O. Flare 5.9
Brake Hose Inspection
...................... 5.9
Brake Hose Replacement
.................... 5.11
Front Brake Hose
........................ 5.11
....................... Center Brake Hose 5.12
..................... Rear Disc Brake Hose 5.12
ParkingBrake ............................. 5-13
Parking Brake Control Assembly
.............. 5.13 Parking Brake Cables
....................... 5.14
Parking Brake Front Cable
................. 5.14
Parking Brake Rear Cable (Drum Brakes)
..... 5.14
Parking Brake Rear Cable (Disc Brakes)
...... 5.15
Brake Lining Inspection
..................... 5.15
............. Inspecting and Refinishing Rotors 5-15
Thickness
Variat~on Check ................. 5.15
Lateral
Runout Check ..................... 5.15
Rotor Tolerance and Surface Finish
.......... 5.16
Refinishing Brake Rotors
.................. 5-16
lnspecting and Refinishing Brake
Drums
................................. 5-16
Cracked Scored, or Grooved Drum
.......... 5.16
Out-of-Round or Tapered Drum
............. 5.16
Refinishing Brake Drums
.................. 5.16
Brake Drum Balance
..................... -5-16
Combination Valve ......................... 5.17
Testing Combination Valve Electrical
............................... Circuit 5.17
Testing Combination Valve Warning
.......................... Lamp Switch 5.17
.......... Combination Valve Replacement 5.17
............ Power Brake Vacuum Hose Filter 5.17
Unit Repair
................ Composite Master Cylinder .5A 3.1
Disc Brake Caliper Assembly
....................... 300013100 Series 581 -1
Disc Brake Caliper Assembly
3548 Series
........................... .5B 6.1
........ Direct Torque Drum Brake Assembly .5C 3.1
Power Head Assembly
-
.................... Tandem Diaphragm .5D 2.1
.............. Specifications and Special Tools 5F-1

5-2 BRAKES
GENERAL DESCRIPTION
COMPOSIE EASTER CYLINDER
This vehicle uses a composite master cylinder which has
an aluminum body and a clear nylon reservoir with fluid
level indicators. The master cylinder uses a "quick take-up" feature in the
rear chamber to reduce pedal travel which may result from
increased fluid displacement required to move the caliper
piston. The quick take-up master cylinder includes a spring
loaded ball check valve which holds pressure in the
large-
diameter rear chamber. When the brake is first applied, the
movement of the rear piston causes fluid to be displaced
forward, past the primary piston primary seal and into the
primary high pressure chamber, which feeds the front
brakes. At a predetermined pressure, 480-690
kPa (70-100
mi), the ball unseats and fluid from the largi! rear bore is
disblaced past the ball and into the reservoir. The primary
and secondary high pressure chambers supply pressure to
the front and rear brakes, respectively, in the usual way.
When the pedal is released, the large-bore chamber is filled
with fluid by drawing fluid from the reservoir around the
quick take-up lip seal, and also through a small orifice in the
ball seat.
BRAKE FLUID LEVEL INDICATOR
(Figure 1)
The nylon master cylinder reservoir has two windows
which allow the brake fluid level to be checked without
removal of the reservoir cover.
OPERATION OF DISC BRAKE
When the brakes are applied, fluid pressure behind the
caliper piston increases. Pressure is exerted equally
against the bottom of the piston and also against the bottom
of the piston bore. The pressure applied to the piston is
transmitted to the inner shoe and lining, forcing the lining
against the inner rotor surface. The pressure applied to the
bottom of the piston bore forces the caliper to slide on the
Figure
1 Master Cylinder Reservoir Window (Typical) mounting bolts toward the inner side,
or toward the car.
Since the caliper is one piece, this movement toward the
car causes the outer section of the caliper to apply pressure
against the back of the outer shoe and lining assembly,
forcing the lining against the outer rotor surface. As line
pressure increases, the shoe and lining assemblies are
pressed against the rotor surfaces with increased force,
bringing the car to a stop. When line pressure is released,
the seal and seal groove cause the piston to be slightly
retracted, resulting in less drag on the rotor by the shoe and
lining assembly.
Outward movement of the piston and inward movement
of the caliper automatically compensate for lining wear. As
the linings wear, the increased area behind the piston is
filled with brake fluid from the master cylinder reservoir.
OPERATION OF DRUM BRAKE
The drum brake assembly is a duo-servo design. In the
duo-servo brake, the force that the wheel cylinder applies to
the primary shoe is
multipled by the primary lining friction to
provide a very high force applied to the secondary shoe.
Torque from the brake shoes is transferred through the anchor pin to the axle flange. Adjustment is automatic when
the brakes are applied while the car is backing up.
OPERATION OF COMBINATION VALVE
The metering, or hold-off section of the combination
valve, limits pressure to the front disc brakes until a prede-
termined front input pressure is reached, approximating
the pressure to overcome the rear shoe and lining retractor
springs. There is no restriction at inlet pressures below 20
kPa (3 psi) to allow for pressure equalization during non
apply periods.
To prevent early rear wheel lock-up under heavy braking
loads, the proportioning section of the combination valve
proportions outlet pressure to the rear brakes after a prede-
termined rear input pressure has been reached.
The valve has a by-pass feature which insures full system
pressure to the rear brakes in the event of a front brake
system failure. Similarly, full front pressure is retained in
the event of a rear brake pressure failure.
BRAKE PRESSURE DIFFERENTIAL
WARNING
SWITCH
The pressure differential warning switch constantly com-
pares brake pressure in both parts of the system. The
switch will activate the "BRAKE" warning lamp on the
instrument panel in a failure in either part. The combination
valve is designed so the switch will stay in the "warning"
position once a failure has occurred. The lamp can only be
turned off by repairing the failure and applying a pedal force
as required to develop up to 3100
kPa (450 psi) line pres-
sure.

BRAKES 5-3
DIAGNOSIS AND INSPECTION
BRAKE SYSTEM TESTING
(Figures
2 through 4)
Brakes should be tested on dry, clean, reasonably
smooth and level roadway. A true test of brake performance
cannot be made if the roadway is wet, greasy or covered
with loose dirt so that all tires do not grip the road equally.
Testing will also be affected if the roadway is crowned
which would throw the weight of the car toward the wheels
on one side. If the roadway is too rough, the wheels will tend
to bounce. Test brakes at different car speeds with both light and
heavy pedal pressure, avoid locking the brakes and sliding
the tires. Locked brakes and sliding tires do not indicate
brake efficiency, because heavily braked, but turning
wheels will stop the car in less distance than locked brakes.
More tire-to-road friction is present with a heavily braked
turning tire than with a sliding tire. The brake system is designed and balanced to avoid
locking the wheels, except at very high deceleration levels.
The shortest stopping distance and best control is achieved
without brake lock-up.
Because of high deceleration capability, a firmer pedal
may be felt at higher deceleration levels.
External Conditions That Affect Brake Performance
1. Tires. Tires having unequal contact and grip on road
will cause unequal braking. Tires must be equally
inflated and tread pattern of right and left tires must
be approximately equal.
2. Car Loading. A heavily loaded car requires more
braking effort. When a car has unequal loading, the
most heavily loaded wheels require more braking
power than others.
3. Wheel Alignment. Misalignment of the wheels, par-
ticularly excessive camber and caster, will cause the
brakes to pull to one side.
4. Front Wheel Bearings. A loose front wheel bearing
BRAKE FLUID LEAKS
With engine running at idle and the transmission in neu-
tral, depress the brake pedal and hold a constant foot pres-
sure.
If the pedal gradually falls away with the constant
pressure, the hydraulic system may be leaking. Perform a
visual check to confirm any suspected leak.
Check the master cylinder fluid levels. While a slight drop
in reservoir level does result from normal lining wear, an
abnormally low level in either reservoir indicates
a leak in
the system. The hydraulic system may be leaking either
internally or externally. See "Master Cylinder Check."
Also, the system may appear to pass this test but still have
slight leakage.
If fluid levels are normal, check the vacuum booster
pushrod length. If an incorrect length pushrod is found,
adjust or replace the
pushrod. Check the service brake
pedal travel and the parking brake adjustment.
When checking the fluid levels, the master cylinder reser-
voir may be as low as
25 mm (1 inch) from the top if the front
linings are worn. This is not abnormal.
MASTER CYLINDER CHECK
These checks will help locate some master cylinder mal-
functions. Use the Brake Diagnosis Charts to help isolate
the problem if it is not found by using these tests.
1. Check for a cracked master cylinder casting or brake
fluid around the master cylinder. Leaks are indicated
only if there is at least a drop of fluid. A damp condi-
tion is not abnormal.
2. Check for a binding pedal linkage.
3. Disassemble the master cylinder and check for swol-
len or stretched piston
seal(s). If swollen seals are
found, substandard or contaminated brake fluid
should be suspected.
If contaminated, all compo-
nents should be disassembled and cleaned. All rub-
ber components should be replaced and all the pipes
should be flushed.
permits the front wheel to tilt and lose contact with the
SUBSTANDARD OR CONTAMINATED brake shoe linings causing erratic brake operation. BRAKE FLUID
WARNING LAMP OPERATION
The brake system uses a single red "BRAKE" warning
lamp located in the instrument panel cluster. When the
ignition switch is in the "START" position, the "BRAKE"
warning lamp should come on. It should go off when the
ignition switch returns to the "RUN" position.
The following conditions will activate the "BRAKE"
warning lamp:
1. Parking brake applied. The lamp should be on when
tfie parking brake is applied and the ignition switch is
"ON."
2. Pressure differential switch detects a failure. See
"Brake Pressure Differential Warning Switch" in this
section. Improper
brake fluid, mineral oil or water in the fluid may
cause the brake fluid to boil or the rubber components to
deteriorate.
If piston cups are swollen, the rubber parts have dete-
riorated. This deterioration may also be seen by swollen
wheel cylinder piston cups on the drum brake wheels or a
swollen master cylinder cover diaphragm.
If rubber deterioration is evident, disassemble all hydrau-
lic parts and wash with alcohol. Dry these parts with com-
pressed air before assembly to keep alcohol out of the
system. Replace all rubber parts in the system, including
hoses. Check for fluid on the linings. If excessive fluid is
found, replace the linings.
If master cylinder piston seals are satisfactory, check for
leakage or excessive heat conditions. If condition is not
found, drain fluid, flush with brake fluid, fill and bleed the
system.

BRAKES 5-17
maintaining proper wheel balance, brake drums should be
checked for balance. Brake drums may be checked for
balance on most off-the-car balancers.
COMBINATION VALVE
Testing Combination Valve Electrical Circuit
When removing the electrical wire connector from the
pressure differential switch, squeeze the
eliptical shaped
plastic locking ring and pull up. This will move the locking
tangs away from the switch. Pliers can be used to help
remove the connector.
1. Disconnect wire from switch terminal and use a
jumper to connect wire to a good ground.
2. Turn ignition key to "ON." The warning lamp should
light. If lamp does not light, bulb is burned out or
electrical circuit is faulty. Replace bulb or repair elec-
trical circuit as necessary.
3. When warning lamp lights, turn off ignition switch.
Disconnect jumper and connect wire to switch termi-
nal.
Testing Combination Valve Warning Lamp Switch
1. Attach a bleeder hose to a rear brake bleed screw and
immerse the other end of the hose in a container
partially filled with clean brake fluid. Be sure master
cylinder reservoirs are full.
2. Turn ignition switch to "ON." Open bleeder screw
while an assistant applies moderate pressure to the
brake pedal. Warning lamp should light. Close
bleeder screw before assistant releases brake pedal.
Apply brake pedal with moderate-to-heavy pressure.
Lamp should go out.
3. Attach the bleeder hose to a front brake bleeder
screw and repeat steps
1 and 2. Warning lamp action
should be the same as in step
2. Turn off ignition
switch.
4. If warning lamp does not light during steps 2 and 3,
but does light when a jumper is connected to ground,
the warning lamp switch portion of the combination
valve is faulty. Do not disassemble the combination
valve.
If any portion of the combination valve is faulty,
it must be replaced with a new combination valve.
Combination Valve Replacement
Remove or Disconnect (Figure
16)
r The combination valve is not repairable and must be
serviced as a complete assembly.
1. Hydraulic pipes at combination valve.
Plug pipes to prevent loss of fluid and entrance
of dirt.
2. Wiring harness from valve switch terminal.
3. Nut attaching valve to power booster.
4. Combination valve.
@ Install or Connect (Figure 16)
NOTICE: See "Notice" on page 5-1.
1. Combination valve.
2. Nut attaching valve to power booster.
Tighten
* Nut to 24 N.m (18 Ibs. ft.).
3. Wiring harness to valve switch terminal.
4. Hydraulic pipes at combination valve. * Bleed brakes. See "Bleeding Brake Hydraulic Sys-
tem" in this section.
CAUTION: Do not move the car until a firm brake
pedal is obtained. Air in the brake system can
cause loss of brakes.
POWER BRAKE VACUUM HOSE FILTER
See Figure 17.
COMBINATION VALVE ASM.
MASTER CYLINDER BRAKE PIPES
Figure 16 Combination Valve
2 FILTER 4. BOOSTER
Figure 17 Power Brake Vacuum Hose Filter (Typical)

6E-8 DRIVEABILITY AND EMISSIONS - FUEL INJECTION
Throttle Position Sensor (TPO) Coolant Q~erature
Values read will be the voltage as seen by the Engine
temperature is displayed in Celsius
ECM. The voltage should be the TPS specification degrees.
After the engine is started, temperature
with the throttle closed and go up to about 5 volts should
rise steadily to about
85-95" C, then stabilize
with throttle wide open
(WOT). when the thermostat opens.
Throttle Angle
Displayed, in percent, is the amount the throttle is
open. 0% is closed throttle, 100% is wide open throttle.
Oxygen (Of) Sensor
The reading will be read out in millivolts (mv)
with a range from 1 to 999 mv. If the reading is
consistently below 350 (350 mv), the fuel system
is
running lean as seen by the ECM; and if the reading is
consistently above 550 (550 mv), the system is
running rich.
In this position, information is used for assembly
verification only. PROM ID is useful only when the
vehicle
is equipped with the original ECM and PROM
or Mem-Cal.
Reading displays engine rpm. It is often useful if
extra reference pulses are suspected. A sudden high
rpm indication while at a steady throttle would
indicate electrical interference
(EMI) in the reference
circuit. This interference
is usually caused by ECM
wires too close to ignition secondary wires or an open
distributor ground circuit.
Displayed is vehicle speed, useful in checking TCC
application speed or speedometer accuracy.
MAF
This displays the amount of air passing the Mass
Air Flow
(MAF) sensor, in grams per second. It is
useful when comparing the airflow between a problem
vehicle and a known good one. Normal readings at
idle are about
4 to 8 grams. If a MAF code is set, this
reading will display the ECM default value.
This display should be the same as MAF when
there are no failures in the MAP sensor circuit. When
an MAF code is set, however, this value will not
change, and will indicate the
grn/sec that the failure
has detected.
Manifold Air Temperature (MAT) Sensor
This displays temperature of the intake manifold
air. It should read close to ambient air temperature
when the engine is cold, and rise as underhood and
engine temperatures increase.
Manifold Absolute Pressure (MAP)
The MAP sensor produces a low signal voltage
when manifold pressure is low (high vacuum) and a
high voltage when the pressure is high (low vacuum).
With the ignition "ON" and the engine stopped,
I
the manifold pressure is equal to atmospheric
pressure, and the signal voltage will be high. This 1
information is used by the ECM as an indication of
vehicle altitude and is referred to as BARO.
Comparison of this
BARO reading with a known good
vehicle with the same sensor is a good way to check
accuracy of a "suspect" sensor
*. Readings should be
the same
+ .4 volt. I
* A MAP sensor has a colored plastic insert visible I I
in the connector cavity. Sensors with the same insert I
color are identical in calibration. The harness I
I
electrical connector color also should be the same as 1 the sensor insert color.
I Vacuum (Differential Pressure) Sensor
The vacuum sensor produces a low signal voltage
when manifold vacuum is low, and a high voltage
when the vacuum is high.
With the ignition "ON" and the engine stopped,
there is no vacuum, so the voltage is low (under
1
volt). With the engine idling the vacuum is high so the
voltage is high (over
3 volts).
A vacuum sensor has a colored plastic insert
visible in the connector cavity. Sensors with the same
insert color are identical in calibration. The harness
electrical connector color also should be the same as
the sensor insert color.
This displays barometric pressure. The ECM uses
this information to adjust for altitude and pressure.
This value will vary depending on barometric
pressure and altitude. Some vehicles use a dedicated
bar0 sensor, while others take a MAP reading before
the engine is started, and at various times during
engine operation.

DRIVEABILITY AND EMISSIONS - FUEL INJEC"F0N 6E-11
@ A/% "On" or "Off" r Air Management
r Engine Coolant Temwrature r Canister Purge
@ Engine crank signal r Exhaust Gas Recirculation (EGR)
@ Exhaust Oxygen(02) Sensor @ Electronic Spark Timing (EST)
r Distributor Reference @ Fuel Control
@ Crankshaft Position @ Idle Air Control (lAC)
@ Engine Speed (RPM) Transmission Converter Clutch (TCC)
Manifold Absolute Pressure (MAP)
@ Park Neutral Switch (PB) Position @ Electric Fuel Pump
r System Voltage Air Conditioning
r Throttle Position (TPS) @ Engine Cooling Fan
r Transmission Gear Position
r Vehicle Speed (VSS) @ "Service Engine Soon" Light
@ Fuel Pump Voltage @ Diagnostic Terminal (ALDL)
r Power Steering Pressure @ Data Output (ALDL)
Mass Air Flow (MAF) @ Electronic Spark Control (ESC)
@ Manifold Air Temperature (MAT) @ Early Fuel Evaporation (EFE)
r EGR Vacuum @ Idle Speed (ISC, ILC,)
@ Engine Knock (ESC)
r Differential Pressure (VAC) 6-1-87
*7S
3429- 6E
Figure
4 - ECM Operating Conditions Sensed and Systems Controlled
driveaway. This system is not used on all engines and Electric Cooling Fan Control
may or may not be controlled by the ECM.
Under certain conditions, the
ECM may control
Exhaust Gas Recirculation (ECR) the electric cooling fan to cool the engine and A/C
condenser. At cruising speed, the ECM may turn the
The
EGR system uses a valve to feed a small fan
off for better fuel economy. This control is on
amount of exhaust gas back into the intake manifold transverse
engine front wheel drive vehicles.
to control formation of
NO,.
Positive Crankcase Ventilation (PCV) or
Transmission Converter
Clutch (TCC) Crankcase Ventilation (CV)
The TCC is ECM controlled and is used on all
engines with an automatic transmission. This system
reduces slippage losses in the torque converter by
coupling the engine flywheel to the output shaft of the
transmission.
Shift Light Control
The ECM controls the shift light on some manual
transmission vehicles to indicate the best shift point
for maximum fuel economy. This control is not on all
applications.
NC Clutch Control
The ECM may control the AJC clutch on the
compressor to improve idle quality. This control is not
on all engines. The
PCV or CV system passes crankcase vapors
into the intake manifold. This system is not controlled
by the
ECM and is used on all engines.
Thermostatic Air Cleaner (THERMAC)
The THERMAC system regulates heated air
through the air cleaner to provide uniform inlet air
temperature, which gives good driveability under
various climatic conditions. This system is not
controlled by the
ECM.
ABBREVIATIONS AND GLOSSARY OF TERMS
Abbreviations used in this section are listed below
in alphabetical order with an explanation of the
abbreviation. There are some variations in the use of
periods and in capitalization (as mph,
m.p.h., Mph,

DRIVEABILIW AND EMISSIONS - FUEL INJECTION 6E-13
When the voltage to the solenoid is turned off, (de-
energized), a spring raises the plunger.
ESC - ELECTRONIC SPARK CONTROL - Used to
sense detonation and retard spark advance when
detonation occurs.
EST - ELECTRONIC SPARK TIMING - ECM
controlled timing of ignition spark.
EVRV - ELECTRONIC VACUUM REGULAWR
VALVE - Controls EGR vacuum.
FED - FEDEWL - VehicleIEngine available in all
states except California.
GROUND - The negative (-) side of the battery.
Also could be a wire (conductor) shorted to ground.
HC - HYDROCARBONS - One of the pollutants
found in engine exhaust.
HIGH IMPEDANCE VOLTMETER - Mas high
opposition to the flow of electrical current.
Good for
reading circuits with low current flow, such as found
in electronic systems because it allows tests to be
made without affecting the circuit.
HE1 - HIGH ENERGY IGNITION - A distributor that
uses an electronic module and pick-up coil in place of
contact points.
Hg - MERCURY - A calibration material used as a
standard for vacuum measurement.
IAC - IDLE AIR CONTROL - A valve installed in the
throttle body of fuel injected systems and controlled by
the ECM to regulate idle speed.
IDEAL MIXWRE - The airlfuel ratio which provides
the best performance, while maintaining maximum
conversion of exhaust emissions. Typically it is
14.7:1.
ID1 - INTEGRATED DIRECT IGNITION - Produces the
ignition spark without the aid of an ignition
distributor or spark plug wires.
IDLE AIR BLEED VALVE - Controls the amount of
air let into the idle fuel mixture prior to the mixture
entering the carburetor idle system, when the
MIC
solenoid is energized.
ILC - IDLE LOAD COMPENSATOR - Device used to
control throttle angle during long deceleration, such
as coasting down a long grade; it extends at wide open
throttle position or to prevent engine stalls at idle.
INPUTS - Information from sources (such as
coolant temperature sensors, exhaust oxygen sensor,
etc.) to the ECM that indicate how the systems are
performing.
INTERMITTENT - Occurs now and then; not
continuously. In electrical circuits, refers to
occasional open, short, or ground.
I.P. - INSTRUMENT PANEL
ISC - IDLE SPEED CONTROL - Regulates throttle
valve position to control idle speed. Idle speed is
controlled by the ECM and is not adjustable.
KMIHR - KILOMEnR PER HOUR - A metric unit
measuring speed needed to travel distance of one
kilometer (1000 meters) in one hour.
L - LITER - A metric unit of capacity.
L4 - FOUR CYLINDER IN-LINE ENGINE
MAF - MASS AIR FLOW - Sensor which measures
the amount of air entering the engine.
MALFUNCTION - A problem that causes the
system to operate incorrectly. Typical malfunctions
are wiring harness opens or shorts, failed sensors or
circuit components.
MANIFOLD VACUUM SENSOR - Indicates vacuum
in the intake manifold by measuring the pressure in
intake manifold in relation to barometric pressure. It
is also called a differential pressure sensor because
it
measures the difference between the two pressures. It
puts out a voltage which is highest when the vacuum
is highest. The maximum voltage is between 4 and 5
volts.
MAP - MANIFOLD ABSOLUTE PRESSURE SENSOR -
Reads pressure changes in intake manifold with
reference to zero pressure. It puts out a voltage which
is highest when the pressure is highest. The
maximum voltage is between
4 and 5 volts.
MAT - Manifold Air Temperature Sensor.
Measures temperature of air in the intake manifold.
MIC - MIXTURE CONTROL
MEM-CAL
- MEMORY CALIBRATOR - Contains
specific calibrations to meet the requirements of a
specific engine.
MFI - MULTlPORT FUEL INJECnON - Individual
injectors for each cylinder are mounted in the intake
manifold. The injectors are fired in groups rather than
individually.
MIXTURE CONTROL (MIC) SOLENOID - Device,
installed in carburetor, to regulate the airlfuel ratio.
MODE - A particular state of operation.
MPH - MILES PER HOUR - A unit measuring speed
needed to travel distance of one mile (5280 feet) in one
hour.
N.C. - NORMALLY CLOSED - State of relay contacts
or solenoid plunger when no voltage is applied.
N-rn - NEWTON METER (Torque) - A metric unit
describing force.

6E-14 DRIVEABILITY AND EMISSIONS - FUEL INJECTION
N.O. - NORMALLY OPEN - State of relay contacts
or solenoid plunger when no voltage
is applied.
NOx - NITROGEN, OXIDES OF - One of the
pollutants found in engine exhaust.
O2 - OXYGEN (Sensor) - Monitors the oxygen
content of the exhaust system and generates a voltage
signal to the ECM.
OIL or OILOOP - OPEN LOOP - Describes ECM fuel
control without use of oxygen sensor information.
OUTPUT - Result of a function typically controlled
by the ECM.
OXYGEN SENSOR. EXHAUST - Device that detects
the amount of oxygen
(02) in the exhaust stream.
P.A.1.R - PULSE AIR INJECTION REACTOR system -
pulsed air directed into engine to reduce exhaust
emissions.
PCV - POSITIVE CRANKCASE VENTILATION -
Prevent fumes in crankcase from passing into
atmosphere.
PFI - PORT FUEL INJECTION
PIN
- PARWNEUTWL
PORT - EXHAUST OR INTAKE PORT
PROM
- PROGRAMABLE READ ONLY MEMORY-
an electronic term used to describe the engine
calibration unit
.
RPM - REVOLUTIONS PER MINUTE - A measure of
rotational speed.
RVB - REAR VACUUM BMKE - is used to control
choke operation during cold engine conditions.
SELF-DIAGNOSTIC CODE - The ECM can detect
malfunctions in the system.
If a malfunction occurs,
the ECM turns on the "Service Engine Soon" light.
A
diagnostic code can be obtained from the ECM
through the "Service Engine Soon" light, or by use of a
"Scan" tool. This code will indicate the area of the
malfunction.
SES - SERVICE ENGINE SOON LIGHT - Lights when
a malfunction occurs in Computer Command Control
system.
TACH - TACHOMETER
TBI
- THROTTLE BODY INJECTION (Unit) - is
controlled by the ECM to supply precise airlfuel
mixture into the intake manifold.
TCC - TWNSMISSION I TRANSAXLE CONVERTER
CLUTCH
- ECM controlled solenoid in transmission
which positively couples the transmission to the
engine.
THERMAC - THERMOSTATIC AIR CLEANER -
provides preheated air to intake manifold to provide
better driveability when engine
is cold.
TPS - THROnLE POSITION SENSOR - Device that
tells the ECM the throttle position.
TVS - THERMAL VACUUM SWITCH - Used to
control vacuum in relationship to engine temperature.
V - VOLT
V-6 - SIX CYLINDER ENGINE - Two banks of
cylinders, arranged in a
"V".
V-8 - EIGHT CYLINDER ENGINE - Two banks of
cylinders, arranged in a
"V".
VACUUM - Negative pressure; less than
atmospheric pressure.
VACUUM, MANIFOLD - Vacuum source in
manifold below throttle plate.
VACUUM, PORTED - A vacuum source above I (atmospheric side ) of closed throttle plate. , I
WAC SENSOR - Abbreviation for differential
pressure sensor which is a
vacuum sensor.
VIN - VEHICLE IDENTIFIUTION NUMBER. 1
VSS - VEHICLE SPEED SENSOR - Sensor which
sends vehicle speed information to the ECM.
WASTECATE - A means of controlling the amount
of boost available for a Turbo charged engine.
WOT- WIDE OPEN THROPTLE. I
WIRING HARNESS SERVICE I
The ECM wire harness electrically connects the
ECM to the various solenoids, switches, and sensors in
vehicle engine compartment. The ECM is located
inside the vehicle passenger compartment.
Most connectors in the engine compartment are
protected against moisture and dirt which could create
oxidation and deposits on the terminals. This
protection is important because of the very low voltage
and current levels found in the electronic system. The
connectors have a lock which secures the male and
female terminals together. A secondary lock holds the
seal and terminal into the connector.
GENERAL
Molded-on connectors (like Metri-Pack) require
complete replacement of the connector. This means
splicing a new connector assembly into the harness.