control electrónico 3,2

C100 Service Training Manual :Engine Controls (HFV-3.2L DOHC)

Participants Handout

02.2-3

C100 (3.2 L) Engine Controls


rev 01

Table Of Contents

Components Location ...5Engine and ECM types .. 6ECM Input and Output Factors ..... 7Front Heated Oxygen Sensor........ 8Rear Heated Oxygen Sensor . 10Engine Coolant Temperature Sensor . 13Mass Air Flow Sensor ...... 15Intake Air Temperature Sensor . 17Electronic Actuator Control System ... 18Knock Sensor .. 22Crankshaft Position Sensor ... 24Camshaft Position Sensor ...26Rough Road Detection .... 28Air Conditioning Pressure Sensor .... 29Brake Switch . ... 31Clutch Switch . ... 32Engine Oil Pressure Switch .. . 33Engine Oil Level & Temperature sensor . 35Electronic Ignition System .......... 37Fuel Injection System ....... 39Variable Intake Manifold System . 41 Camshaft Position Actuator Control System . 43Controlled Charcoal Canister Purge Solenoid .. 46Engine Control Module(ECM) ........................... 48Communication .................... 49MIL & Data Link Connector ....................... 50Diagnostic Trouble Codes ............................ 52

02.2-4



rev 01

02.2-5



rev 01

3.2L Engine Control : Components Location

1. Air Cleaner Assembly

2. Engine Oil Filler Cap

3. Ignition Coil

4. Intake Manifold

5. Throttle Body Assembly

6. Engine Control Module (ECM)

7. Washer Fluid Tank

8. Battery

9. Engine Fuse Block

10. Surge Tank Cap

11. Power Steering Fluid Reservoir Cap

12. Brake Oil Tank Cap

13. Evaporative (EVAP) Emission Canister Purge Solenoid

14. Variable Intake Manifold(VIM)

15. Mass Air Flow (MAF) Sensor

02.2-6



rev 01

1) 3.2D ECM : Bosch ME 9.6.1

Model Area Engine ECM Source Remarks

2.4D(GAS) Bosch ME 7.9.9 Bosch

3.2D(GAS) Bosch ME 9.6.1 Bosch E77

2.0L (DSL) Bosch EDC16C39 Bosch

2.4D(GAS) Bosch ME 7.9.9 Bosch

3.2D(GAS) Bosch ME 9.6.1 Bosch E77

2.0L (DSL) Bosch EDC16C39 Bosch

Europe

General

Engine Control : Engine and ECM types

02.2-7



rev 01

3.2L Control : ECM Input and Output Factors

Input OutputControl

E

C

M

1. Power supply(B+)

2. IG power

3. TPS#1,#2(Integrated in ETC)

4. Accelerator pedal position sensor(#1,#2)

5. ECT

6. O2 sensors - Front HO2S - Rear HO2S

7. MAF & IAT

8. ACP

9. VSS (FromEBCM by CAN)

10. CKP

11. CMP (Bank 1 In/Ex,Bank 2 In/Ex)

12. Knock sensor(Bank 1,2)

13. VIM monitoring sensor

14. Fuel level sensor(# 1,2)

15. Rough RD detection(From EBCM BY CAN)

16. NSBU switch (TCM)

17. A/C request signal(From BCM by CAN)

18. Oil pressure sensor

19. Oil level & Temperature sensor

20. Brake switch

21. Clutch switch

22. Back-up switch(MT)(to control back up lamp relay for reverse lamp)

23. Diagnosis request

24. Ground

1. Injectors(#1,#2,#3,#4,#5,#6 )

2. Electronic spark timing (#1,#2,#3,#4,#5,#6 )

3. Throttle control motor

4. A/C clutch relay

5. Fuel pump relay

6. Start relay

7. MIL.,SVS,Hot warningOil pressure, Charging warning

8. Cooling fan(HI, LOW)

9. Canister purge solenoid

10. O2 sensor heater- Front HO2S- Rear HO2S

11. Camshaft actuator(Bank 1,2 In/Ex)

12. VIM solenoid

13. Cluster (through the BCM by CAN)

14. Serial data (DLC)TCM

EBCM

BCM

RDM

GMLAN(CAN)

02.2-8



rev 01

3.2L Control : Front Heated Oxygen Sensor - 1

1. Measuring Cell (Nernst cell and pump cell)

2. Double Protective Tube

3. Seal Ring

4. Seal Packing

5. Sensor Housing

6. Protective Sleeve

7. Contact Holder

8. Contact Clip

9. PTFE Sleeve (Teflon )

10. PTFE Shaped Sleeve

General OperationThe heated oxygen sensors (HO2S) are mounted in the exhaust system and enable the ECM to measure oxygen content in the exhaust stream. The ECM uses this information to accurately control the air / fuel ratio, because the oxygen content in the exhaust gas is indicative of the air / fuel ratio of engine combustion.When the sensor is cold, it produces little or no signal voltage, therefore the ECM only reads the HO2S signal when the HO2S sensor is warm.As soon as the HO2S are warm and outputting a usable signal, theECM begins making fuel mixture adjustments based on the HO2S signals. This is known as closed loop mode.HFV6 engines have four HO2S, one wide-band planar type HO2S upstream of the catalytic converter in each exhaust pipe, and two-step planar type HO2S in each exhaust pipe downstream of the catalytic converter.1. Wide-band planar heated oxygen sensorsThe wide-band planar heated oxygen sensors have six wires:The internal heater element supply, which has 12 V continually appliedwhenever the ignition is on.

Heater element ground The ECM applies pulse width modulated (PWM) ground to the HO2S heater control circuit to control the rate at which the sensor heats up. This reduces the risk of the sensor being damaged from heating up too quickly under certain conditions such as extreme cold temperatures. Once the sensor has reached the desired operating temperature, the ECM will monitor and continue to maintain the sensor temperature.

02.2-9



rev 01

3.2L Control : Front Heated Oxygen Sensor - 2

3. Location

Just below the exhaust manifold on the exhaust pipe.

2. OperationWhen the fuel system is correctly operating in the closed-loop mode,

the oxygen sensor voltage output is rapidly changing several times per

second, fluctuating from approximately 100mV (high oxygen content

lean mixture) to 900mV (low oxygen content rich mixture).

The transition from rich to lean occurs quickly at about 450-500 mV (air

flow (A/F) ratio 14.7:1, or lambda = 1). Due to this, two-step HO2S

sensors are also known as switching type HO2S sensors.

A. Rich Mixture

B. A/F Ratio 14.7:1 (Lambda = 1)

C. Lean Mixture

D. Sensor Voltage

02.2-10



rev 01

3.2L Engine Control : Rear Heated Oxygen Sensor - 1

1. Two-step planar heated oxygen sensors The two-step planar heated oxygen sensors have four wires:The internal heater element supply, which has 12 V continually appliedwhenever the ignition is on.

Heater element ground The ECM applies pulse width modulated (PWM) ground to the HO2S heater control circuit to control the rate at which the sensor heats up. This reduces the risk of the sensor being damaged from heating up too quickly under certain conditions such as extreme cold temperatures. Once the sensor has reached the desired operating temperature, the ECM will monitor and continue to maintain the sensor temperature.

1. Protective Tube

2. Ceramic Seal Packing

3. Sensor Housing

4. Ceramic Support Tube

5. Planar Measuring Element

6. Protective Sleeve

7. Connection Cable

02.2-11



rev 01

3.2L Engine Control : Rear Heated Oxygen Sensor - 2

3. Location

: After the Catalytic Converter

2. OperationWhen the fuel system is correctly operating in the closed-loop mode,

the oxygen sensor voltage output is rapidly changing several times per

second, fluctuating from approximately 100mV (high oxygen content

lean mixture) to 900mV (low oxygen content rich mixture). The

transition from rich to lean occurs quickly at about 450-500 mV (air flow

(A/F) ratio 14.7:1, or lambda = 1). Due to this, two-step HO2S sensors

are also known as switching type HO2S sensors.

A. Rich Mixture

B. A/F Ratio 14.7:1

(Lambda = 1)

C. Lean Mixture

D. Sensor Voltage

[ Bank 1 Rear Oxygen sensor ] [ Bank 2 Rear Oxygen sensor ]

02.2-12



rev 01

3.2L Control : Front & Rear Heated Oxygen Sensor

Wiring diagram

02.2-13



rev 01

3.2L Engine Control : Engine Coolant Temperature (ECT) Sensor - 1

1. General OperationThe 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.

2. Location :

Temperature

Resistance

02.2-14



rev 01

3.2L Engine Control : Engine Coolant Temperature (ECT)Sensor - 23. Inspection

(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 : 1.8 ~ 2.5 V(3) Disconnect the sensor connector and measure the resistance of

the sensor.

5V Ref

Sig

1

2

ECM

ECT

J1 82

J1 43

ECT RESISTANCE ECT RESISTANCE

100 176 20 352090 241 10 567080 332 00 942060 667 -10 1616040 1459 -40 100700

02.2-15



rev 01

3.2L Engine Control : Mass Air Flow sensor -1

1. General DescriptionThe air intake system draws outside air through an air cleaner assembly.The air is then routed through a mass air flow (MAF) sensor and into the throttle body and intake manifold. The air is then directed into the intake manifold runners, through the cylinder heads and into thecylinders.An arrow marked on the body of the MAF sensor indicates correct air flow direction. The arrow must point toward the engine.

A hot film type mass air flow (MAF) sensor is used which measures the air mass inducted into the engine, regardless of the engines operating state. The MAF precisely measures a portion of the total airflow and takes into account the pulsation and reverse flows generated by the engines inlet and exhaust valves.Changes in intake air temperature have no effect on measuring accuracy.

3. StructureProjecting into the MAF sensor body is the compact design sensor assembly (1), which consists of the sensor element (2),partial airflowmeasuring tube (3), and integrated evaluation electronics (4).

2. Location : On the Elbow Hose

02.2-16



rev 01

3.2L Engine Control : Mass Air Flow sensor -2

4. OperationA diaphragm (1) on the sensor element (2) is heated by a centrally mounted heater resistor (3), which is held at a constant temperature. The temperature drops sharply each side of the heating zone.Temperature of the diaphragm is registered to the evaluation electronics by two temperature-dependent resistors located on the upstream (4) and downstream (5) side of the resistor.With no air flow through the air flow measuring tube and over the sensor element, the temperature characteristic is the same each side of the heating zone and the resistance values are identical.As air flows over the sensor element, the upstream resistor value alters due to the cooling effect of the air flow. As the air flows over the heating zone the air temperature is increased.

The air then passes over the downstream resistor and alters the resistance value, but as the air temperature is higher, the value is different to the upstream resistor. This change in temperature creates a temperature differential between the two resistors.It is this differential that is used to calculate the air mass flow, which is independent of absolute temperature. The differential is also directional, which means the MAF not only measures the mass of the incoming air, but also its direction.As the evaluation electronics are measuring the resistance differential between the resistors, the air mass flow for the entire amount of air passing through the MAF is calculated and sent to the ECM as an analog signal of 0 5 V.The ECM can also detect air flow that is inappropriate for a given operating condition based on the signal voltage, or a signal that appears to be fixed based on the lack of normal signal fluctuations expected during engine operation.

02.2-17



rev 01

1. General operation

Temperature

Resistance

2. Wiring diagram

ECM

Ref 5V

B

A

MAF & IAT sensor

J1 13

E J2 22

IAT SignalD J2 50

C

MAF Signal

15AF27

MAF

IAT

The intake air temperature (IAT) sensor is a thermistor, which is a resistor that changes its resistance value based on temperature.

The IAT sensor is part of the air mass sensor and is not a serviceable item. The sensor is a negative temperature coefficient (NTC) type, intake air temperature produces a high sensor resistance while high engine coolant temperature causes low sensor resistance

The ECM provides a 5 V reference signal to the IAT and monitors the return signal which enables it to calculate the intake air temperature.

The ECM uses this signal to make corrections to the operating parameters of the system based on changes in intake air temperature.

3.2L Engine Control : Intake Air Temperature Sensor

02.2-18



rev 01

3.2L Engine Control : Electronic Throttle Actuator Control (TAC) system -11. Description

The Electronic throttle actuator control (TAC) system is used to improveemissions, fuel economy, and driveability. The TAC system eliminatesthe mechanical link between the accelerator pedal and the throttle plate.The TAC system eliminates the need for a cruise control module andidle 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. Electronic TAC system configuration

Accelerator Pedal Module

DC Motor

TPS(2)

Serial Data

Fuel Output

Spark Output

ETAC Output

TAC Motor

Throttle Position(2)

Electronic Throttle

Body

5 Volt Ref

Sensor Ground

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

Sensor Ground (2)

5 Volt Ref (2)

Sensor Outputs (2)

Brake Switches (2)Cruise Switches

Throttle ControlOutput

A/D

Pedal Sensors

A/D

PWM Test

TAC Software

ECM Software

Checking processorChecking Software

Main processor

02.2-19



rev 01

3.2L Engine Control : Electronic Throttle Actuator Control (TAC) system -23. Accelerator Pedal Position(APP) sensor

1) OperationThe ECM monitors the driver demand for acceleration with 2 APP sensors. The APP sensor 1 signal voltage range is from about 0.74.5 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 0.32.2 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.

[ Accelerator Pedal Position Sensor]

2) Pin function of APP sensor

Pin. No Description Remarks1 APP sensor #1 supply(Ref 5V) ECM Pin "J2 49"

2 APP sensor #1 signal ECM Pin "J2 15"

3 APP sensor #1 ground ECM Pin "J2 34"

4 APP sensor #2 ground ECM Pin "J2 47"

5 APP sensor #2 signal ECM Pin "J2 25"

6 APP sensor #2 supply(Ref 5V) ECM Pin "J2 48"

02.2-20



rev 01

3.2L Engine Control : Electronic Throttle Actuator Control (TAC) system -3

1) Operation

The ECM monitors the accelerator pedal position through the two APP sensors and processes this information along with other system sensor inputs to command the throttle plate to a certain position.The throttle plate is controlled by a direct current motor called the throttle actuator control motor. The ECM operates this motor in the forward or reverse direction by controlling battery voltage and / or ground to two internal drivers. The throttle plate is held at a rest position of 7 percent open 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.The ECM monitors the throttle plate angle through two TP sensors. Using this information, the ECM can precisely adjust the throttle plate.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. These diagnostics are performed at different times based on whether the engine is running, or not running, or whether the ECM is currently in a throttle body relearn procedure. Two sensors within the accelerator pedal assembly and throttle body assembly are used to provide redundancy. If a malfunction is detected, the throttle plate is moved to a pre-determined position.Every ignition cycle, the ECM performs a quick throttle return spring test to ensure the throttle plate can return to the seven percent rest position from the zero percent position. This is to ensure the throttle plate can be brought to the rest position in case of an actuator motor circuit failure.

4. Throttle Body Assembly

[Throttle body assembly]

2) Pin function of Electronic Throttle Control (ETC) connector

Pin. No Description

1 Throttle control Motor(Retract)

2 Throttle control Motor(Extend)

3 TPS ground

4 TPS #1 signal

5 TPS 5V Ref

6 TPS #2 signal

02.2-21



rev 01

3.2L Engine Control : Electronic Throttle Actuator Control (TAC) system -4

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

5. Wiring diagram circuit

Item Signal Voltage(at Idle)Signal Voltage

(at WOT) Remarks

TPS #1 0.47V ~0.97V 4.02VTPS #2 4.02V~4.36V 0.97V

Motor control(Retract)

Electronic Throttle Control(ETC)

TPS 2

TPS 2 Signal

5V Ref

M

TPS 1 Signal

TPS 1

Throttle motor

ECM

5V Ref

APP 1 Signal

APP # 2

5V Ref

APP 2 Signal

APP # 1

J1 48

Motor control(Extend)

J1 24

J2 4

J1 89

J1 39

J1 90

J2 48

J2 25

J2 49

J2 15

1

2

6

5

3

4

J2 34

J2 47

1

2

3

6

4

5

02.2-22



rev 01

3.2L Engine Control : Knock Sensor -1

1. General OperationThe knock sensor (KS) signal is used by the ECM to provide optimum ignition timing while minimising engine knock or detonation.The ECM monitors the voltage of the left-hand (Bank 2) sensor during the 45 degrees after cylinder 2, 4, or 6 has fired and the voltage of the right-hand (Bank 1) sensor during the 45 degrees after cylinder 1, 3, or 5 has fired.If knock occurs in any of the cylinders, the ignition will be retarded by three degrees for that particular cylinder. If the knocking then stops, the ignition will be restored to what it was before in steps of 0.75 degrees.Should knocking continue in the same cylinder despite of the ignition being retarded, the ECM will retard the ignition an additional step of three degrees, and so on, up to a maximum of 12.75 degrees. The ignition will also be retarded at high ambient temperatures to counteract knocking tendencies provoked by high intake air temperatures.Should either Bank 1 or Bank 2 sensor fail to work, or should an open circuit occur, the ignition timing will then be set at a default strategy that will retard the ignition much greater than normal.

The knock sensor is tuned to detect the

frequency of the vibration created by

combustion knock. The vibration is

transferred to the knock sensor through

the cylinder block (1).

Inside the sensor is a mass (2) that is

excited by this vibration, and the mass

exerts a compressive force onto a

piezo-ceramic element (3).

The compressive force causes a

charge transfer inside the element, so

that an AC voltage appears across the

two outer faces (4) of the element.

The amount of the AC voltage

produced is proportional to the amount

of knock.

02.2-23



rev 01

3.2L Engine Control : Knock Sensor - 2

1

2

J1 83

J1 59

E C MBank 1 Knock sensor

Signal (+)

Signal (-)

2. Location : On the cylinder block.

3. Wiring diagram

[Bank 1 Knock sensor] [Bank 2 Knock sensor]

1

2

Bank 2 Knock sensor

J1 60

J1 84

Signal (+)

Signal (-)

1. Wiring harness connector.2. Knock sensor.3. Attaching bolt.

02.2-24



rev 01

3.2L Engine Control : Crankshaft Position (CKP) Sensor -1

1. General operation

In conjunction with the camshaft position sensor, the crankshaftposition (CKP) sensor enables the ECM to determine engine rotational position. The CKP is also used to determine engine speed (r.p.m.).

The CKP sensor (1) operates on the variable reluctance (pulse generator) sensing principle. It contains a magnet and pickup coil and is used in conjunction with a 58 tooth ferromagnetic reluctor wheel (2) attached to the crankshaft (3).

As the crankshaft rotates, the reluctor wheel revolves past the CKP, causing fluctuations in the magnetic field inside the sensor. This action creates an AC voltage across the pickup coil which is processed by the ECM. An increase in engine speed will increase the output voltage and frequency.

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

02.2-25



rev 01

3.2L Engine Control : Crankshaft Position (CKP) Sensor -2

S

N

E C MC K P

J1 46

2

1Low Ref

SignalJ1 35

3. Inspection

5 RefJ1 453

Value

Specification 1-2 850 ~ 1040 ()

0.5 ~ 1.5 mm

400 mV ~ 160 V

8 ~ 12 Nm

Item

Clearance (between CKP and Pulley)

Tightening Torque

Voltage (AC)

02.2-26



rev 01

3.2L Engine Control : Camshaft Position (CMP) Sensor-1

1. General OperationHFV6 engines are fitted with four camshaft position (CMP) sensors, one for each camshaft.The CMP sensors are used by the ECM to determine the position of the camshafts. In conjunction with the crankshaft position sensor, the CMP enables the ECM to determine engine rotational position.

The CMP sensor operates on the dual-Hall sensing principle. The sensor contains two hall elements (1) which operate in conjunction with a two-track trigger wheel (2) mounted on the camshaft. As the tracks (3) on the trigger wheel pass the elements, magnetic flux affects a voltage in the Hall elements. The integrated circuit inside the sensor conditions the signal generated by the Hall elements to provide a rectangular wave on / off signal to the ECM.The ECM supplies the CMP sensors with a 5 V reference and groundcircuit.

2. Location : Each cam shaft end of engine front side

[Bank 1 Intake CMP sensor] [Bank 2 Intake CMP sensor]

02.2-27



rev 01

3.2L Engine Control : Camshaft Position (CMP) Sensor-2

3. Wiring diagram

5V Ref

Bank 1 IntakeCMP Signal

3

2

Bank 1 Intake CMP sensor J1 15

1

3

2

1

3

2

1

3

2

1

Bank 1 ExhaustCMP Signal

Bank 2 IntakeCMP Signal

Bank 2 ExhaustCMP Signal

Low Ref

Bank 1 Exhaust CMP sensor

Bank 2 Intake CMP sensor

Bank 2 Exhaust CMP sensor

J1 7

J1 34

J1 41

J1 33

J1 9

02.2-28



rev 01

3.2L Engine Control : Rough Road Detection

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

Digital

[ Wheel speed sensor ]

1. Description

02.2-29



rev 01

2. Location : Behind and Left side of Radiator

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

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.

KPA

OFF 195 0,49

ON 219 0,54

OFF 1.347 2,39

ON 1.760 3,01

ON 2.325 3,40

OFF 3.140 4,63

A/C comp Highpressure cut off

FUNCTION SIGNAL(V)

A/C comp Lowpressure cut-off

Cooling fanHI control

3.2L Engine Control : Air Conditioning Pressure sensor - 1

02.2-30



rev 01

3.2L Engine Control : Air Conditioning Pressure sensor - 2

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.

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

Reference voltage 4.8 ~ 5.2 V

3. Inspection

1

2

3

E C M

5V Ref

Signal

ACPJ2 35

J2 39

J12 11

/ KPA / KPA1 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

Pressure Signal(V)

Pressure Signal(V)

02.2-31



rev 01

3.2L Engine Control : Brake Switch

2. Location : Upper side of Brake pedal

1. General operationThe 4pin type of brake switch is fitted to C100 models.

The Brake switch Ter 3 and Ter4 are used for activating the brake lights

and enable cruise control by the ECM, and this signal sends to the TCM.This is a normally open switch.

The Brake switch Ter 1 and Ter 2 is used for the ABS/ESP function and

combined in the same switch(Normal close switch). This switch is used

to deactivate cruise control and Transmission Shift Interlock (BTSI) release by the BCM.

3. Inspection

E C M

Stop lamp voltage

J2 523 4

Brake pedal switch

1 2

02.2-32



rev 01

3.2L Engine Control : Clutch Switch

2. Location : On the Clutch pedal

1. General operationThe 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.

3. Inspection

E C M

SignalJ2 161 2

Clutch switch

3 4

02.2-33



rev 01

3.2L Engine Control : Engine Oil Pressure sensor -1

2. Location

1. General operationThe engine oil pressure (EOP) sensor measures engine oil pressure. When the EOP sensor signal is below a certain value, the ECM activates the Check Oil warning message in the instrument cluster multi-function display (MFD).

The EOP sensor provides a voltage signal to the ECM that is a function of engine oil pressure. It does this through a series of deformation resistors (1), which change resistance when a mechanical force is applied. This force is applied to the resistors by a diaphragm on which the engine oil pressure acts (2).The sensor has an internal evaluation circuit (3) and is provided with a 5 V reference voltage, a ground and a signal circuit.

02.2-34



rev 01

3.2L Engine Control : Engine Oil Pressure sensor -2

3. Wiring diagram

Oil pressure sensor

2

1

3

E C M

5V Ref

Signal

J1 40

J1 61

J1 44

02.2-35



rev 01

3.2L Engine Control : Engine Oil Level sensor andTemperature sensor -1

2. Engine oil temperature sensor

The engine oil temperature sensor is a negative temperature coefficient (NTC) type. At low engine oil temperature, the sensor produces a high resistance, whilst at high temperature the sensor produces a low resistance.The ECM provides a 5 V reference signal to the engine oil temperature sensor and monitors the return signal which enables it to calculate the engine oil temperature.The ECM uses oil temperature as one of the inputs in determining the point at which camshaft phasing will commence.

1. General operationThe engine oil level (EOL) and temperature sensor is a dual purpose sensor and is fitted in the engine sump. It combines a switch to signal oil level and a thermistor type temperature sensor to provide oil temperature signal to the ECM.

Temperature

Resistance

02.2-36



rev 01

3.2L Engine Control : Engine Oil Level sensor and Temperature sensor -2

3. Engine oil level sensorThe engine oil level sensor is comprised of a magnetic reed switch (1) contained within the sensor, a float (2) and a magnetic pin (3). The magnetic reed switch is a normally open switch, which closes when a magnet field is present.When the engine oil level is within specifications, the pin on the inside of the float is pushed up against the reed switch (view A). When the oil level drops and the magnetic pin moves away from the reed switch(view B), the switch contacts opens. The ECM provides a 5 V reference signal to the engine oil temperature sensor and monitors the return signal. The ECM only monitors the oil level signal prior to engine start-up, and once the engine is cranking, the ECM disregards the oil level sensor signal.

4. Wiring diagram

ECM

Oil temperaturesensor Signal

1 J1 44

2 J1 85Oil temperature

sensor

Oil level sensorsignal

3

Oil level sensor

J1 11

02.2-37



rev 01

3.2L Engine Control : Electronic Ignition System - 1

1. General OperationLong-life platinum tip spark plugs are used which, along with the ignition coil spark plug boot and spring, require replacement at 100,000 kilometre service intervals. The spark plugs, featuring a J-gap and a conical seat, do not require inspection between services, and must not be re-gapped.Individual pencil-type ignition coils, one for each cylinder, are mounted in the centre of the camshaft covers, and have short boots connecting the coils directly to the spark plugs.The pencil coil makes use of the space available in the spark plug cavity in the cylinder head and camshaft cover. As a pencil coil is always mounted directly on to the spark plug, no high-tension ignition leads are required, further enhancing reliability.

2. StructurePencil coils operate similarly to other compact coils, however due to their shape, the structure differs considerably.The central rod core (1) consists of laminations of varying widths, stacked in packs that are nearly spherical. A yoke plate (2), made from layered electrical sheet steel, provides the magnetic circuit. The primary winding (3) is located around the secondary winding (4), which supports the core.A printed circuit board, or driver module, (5) is located at the top of the coil and controls the firing of the coil based on input from the ECM.

02.2-38



rev 01

3.2L Engine Control : Electronic Ignition System - 2

3. Wiring diagram

02.2-39



rev 01

3.2L Engine Control : Fuel Injection System - 1

1. Fuel Injector

Application 3.2 DOHC

Static flow rate 193.6 g/min

Spray type Single Spray Type(4holes)

Injection type Sequential

Injection angle 15 deg

Resistance() 11.4 ~ 12.6

A fuel injector is a solenoid device that is controlled by the ECM. The six injectors deliver a precise amount of fuel into the intake ports as required by the engine.

The fuel port (1) connects to the fuel rail. A strainer (2) is provided in the port to protect the injector from fuel contamination.In the de-energised state (no voltage), the valve needle and sealing ball assembly (3) are held against a cone-shaped valve seat (4) by spring force (5) and fuel pressure.When the injector is energised by the ECM, the valve needle, which has an integral armature, is moved upward by the injector solenoids magnetic field, un-seating the ball.An orifice plate (6), located at the base of the injector has four small holes which provide very fine atomisation of the fuel. The plate is insensitive to fuel deposits ensuring reliable fuel delivery.The fuel is directed at each of the intake valves, causing the fuel to become further vaporised before entering the combustion chamber.

02.2-40



rev 01

3.2L Engine Control : Fuel Injection System - 2

2. Fuel Rail

The fuel rail assembly is mounted on the lower intake manifold and distributes the fuel to each cylinder through individual fuel injectors. The fuel rail assembly consists of:- the pipe that carries fuel to each injector,- a fuel pressure test port, - six individual fuel injectors,- wiring harness, and wiring harness tray.

21#1

21#3

21#5

21#2

Injectors

21

21#6

#4

ECM

J2 58

J1 51

J1 26

J1 28

J1 52

J1 50

J 1 4

Main relay (#86)Main relay(#87)

3. Wiring diagram

02.2-41



rev 01

3.2L Engine Control : Variable Intake Manifold System - 1

1. General descriptionThe purpose of the Variable Intake Manifold (VIM) control valve is to alter the length and volume of the intake manifold runners. Varying the intake manifold takes advantage of the natural pulse/ pressure waves occurring in the manifold that are created by the process of air induction into the cylinders. During induction with an open intake valve, a return pressure wave is generated in the intake manifold. At the open (throttle)end of the intake manifold, the pressure wave encounters ambient, inactive air and is reflected back again, returning in the direction of the intake valve.The waves vary in length and speed, and are proportional to engine speed, and the length and volume of the intake manifold runners. Therefore, at a given engine speed, the manifold can be tuned to increase the air charge into the cylinders via the returning pulse waves to achieve higher engine torque. By using varying geometry intake manifold tubing, there is a wider speed range in which the tuning can be effected.

02.2-42



rev 01

3.2L Engine Control : Variable Intake Manifold System - 2

2. OperationThe VIM control valve is supplied with ignition voltage via the main relay and its operation is controlled by the ECM by switching the ground circuit.At lower engine speeds the valve flap is open (A), while at higher engine speeds, the ECM commands the valve to close (B) by switching the circuit to ground.The characteristic flow in the manifold is altered by the VIM control valve position.

VIM valve openedIdle / Low speed

VIM valve closedHigh speed

3. CircuitECM

Main relay(#87)

PWM

Signal

J1 12

J1 65

3

1

G 109

4 2

VIM solenoid

VIM valve opened3300 ~ 4800 rpm

VIM valve closed0 ~ 3300 / 4800 ~ 6400 rpm

02.2-43



rev 01

3.2L Engine Control : Camshaft Position Actuator Control System - 1

1. General descriptionThe HFV6 engine has variable timing on the intake and exhaust camshafts.The ECM adjusts the timing of each camshaft by applying a pulse width modulated (PWM) control signal to the camshaft position (CMP) actuator solenoid valve (1), which in turn controls the oil pressure / flow to the CMP actuator (2). The engine control module (ECM) advances or retards the camshaft timing, based on various system inputs, to provide optimum valve overlap over the entire operating range of the engine. The intake camshafts can be advanced up to 25 camshaft degrees, and the exhaust camshafts can be retarded up to 25 camshaft degrees. The crankshaft position (CKP) sensor and the camshaft position (CMP) sensors are used to monitor changes in the camshaft positions.

02.2-44



rev 01


2. OperationA CMP actuator assembly is fitted to each variable camshaft (1). The actuator has an outer housing (2) that is driven by the engine timing chain, and an inner housing (3), When the engine is not running or at idle, a lock pin (4) contained in each actuator locks the camshaft to the outer housing, to prevent camshaft timing adjustment.

3. Variable valve timing phases1) Increase (Retarded)-Exhaust camshaft sideWhen the ECM commands the actuator solenoid valve (1) to redirect the oil pressure supply to the CMP actuator (2), the oil pressure supply (A) moves the lock pin (3) in the direction of the arrow (B) to unlock the actuator, At the same time, oil pressure(A) is applied to the one side of each of the four fixed vanes (4). The oil pressure builds up, until it overcomes the CMP actuator return spring (not shown) and starts to advance the camshaft (intake) or retard the camshaft (exhaust). As the camshaft starts to move, the oil (C) on the opposite side of the vane where the oil pressure is currently being applied, drains back through theCMP actuator oil galleries and out through the actuator solenoidvalve (D).

02.2-45



rev 01


1) MaintainedWhen the valve timing has been advanced or retarded, and the timing is to be maintained, the actuator solenoid valve (1) applies oil pressure (A) and (C) to both sides of the fixed vane.

3) Reduced (Advanced)-Intake camshaft sideWhen the amount of variable valve timing is reduced, the actuator solenoid valve (1) applies oil pressure (C), to one side of the vane (2) (this is to the opposite side of the vane used to increase the valve timing).As the camshaft begins to move, the oil (A) on the opposite sideof the vane where the oil pressure is currently being applied, drains back through the CMP actuator oil galleries and out through the actuator solenoid valve (D).

02.2-46



rev 01

3.2L Engine Control : Controlled Charcoal Canister Purge(CCCP) Solenoid - 1

1. General descriptionThe evaporative emission control system used is the activated carbon (charcoal) canister storage method. Fuel vapour is drawn from the fuel tank into the canister where it is held by the activated carbon until the ECM commands the evaporative emission (EVAP) purge solenoid valve to open.The ECM energises the EVAP purge solenoid valve by applying a pulse width modulated (PWM) ground to the EVAP purge solenoid valve control circuit.

2. Operating condition1) The engine coolant temperature is less than 20C at cold

start up and the engine has been running longer than three minutes and 10 seconds,

2) The engine coolant temperature is greater than 80C and the engine has been running longer than five seconds.

3) The engine is not in decel fuel cut-off mode and the throttle opening is less than 96%, or the engine is in closed loop fuel mode.

4) A higher purge rate is used under conditions that are likely to produce large amounts of vapour, when the following conditions have been met:

- The intake air temperature is greater than 50C.- The engine coolant temperature is greater than 100C.- The engine has been running for greater than 15 minutes.The EVAP purge PWM duty cycle varies according to operating conditions determined by mass air flow, fuel trim and intake air temperature. The EVAP canister purge valve is re-enabled when throttle position angle decreases below 96%.

02.2-47



rev 01

3.2L Engine Control : Controlled Charcoal Canister Purge Solenoid - 2

4. Inspection

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. : 24 ~ 28

3. Location

: Behind the DCP module on the Intake Manifold

ECMMain Relay

1 2

Canister purge solenoid

J1 5

02.2-48



rev 01

3.2L Engine Control : Engine Control Module (ECM)

1. Description

2. Features

1) 16 bits- Processor and Integrated 34 kByte RAM

2) 121 pins ( J1 connector : 96 pins, J2 connector : 58 pins

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.

02.2-49



rev 01

3.2L Engine Control : Communication - 1

1. DescriptionThe Engine Control Module (ECM) communicates directly with the following control units using the GMLAN(CAN) serial data communication protocol:1) GMLAN High speed : Power-train & Chassis control

(ECM,TCM,EBCM,RDM,BCMGate way function)2) GMLAN Mid speed : Audio & Entertainment control3) GMLAN Low speed : Body control (BCM,FATC controller,

SDM,IPC,PK3+,RFA,XBCMTranslate the cruise control switch signal & vehicle speed signal into a CAN serial data that can be received and recognised by the ECM.

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

ECM

J1 7CAN Hi speed (+) J2 42

J1 17J2 55

TCM

CAN Hi speed (-)

CAN Hi speed (+)

CAN Hi speed (-)

EBCM

CAN Hi (+) CAN Hi (-)

BCM

J7 8 J7 9

11 14

12 13

J1 18 J1 8

CAN Hi (+) CAN Hi (-)

CAN Hi (+) CAN Hi (-)RDM(CCM)J7 16CAN Hi speed (+) 7

J7 178CAN Hi speed (-)

CAN Hi (+)

CAN Hi (-)

02.2-50



rev 01

3.2L Engine Control : MIL & DLC

1. Malfunction Indicator Lamp & 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.

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 The MIL turns off after 3 consecutive ignition cycles without a faultThe way to delete history trouble codes -Erase command of the scan-100After 40 consecutive warm up cycles without a fault.2. Data Link Connector

MILHot warning

SVS

1234567816 15 14 13 912 11 10

02.2-51



rev 01

3.2L Engine Control : MIL & DLC

1234567816 15 14 13 912 11 10

Wiring diagram

Single Wire CANHigh speed

CAN(+)Ground

High speed CAN(-)

Battery

Serial data(KWP 2000 and

for only SSPS in C100)

02.2-52



rev 01

3.2L Engine Control : Diagnostic Trouble Codes - 1DTC Function Type MIL SVS

P0030 HO2S Heater Control Circuit Sensor 1 E YES NO

P0031 HO2S Heater Control Circuit Low Voltage Sensor 1 E YES NO

P0032 HO2S Heater Control Circuit High Voltage Sensor 1 E YES NO

P0036 HO2S Heater Control Circuit Sensor 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 Pressure (MAP) Sensor Performance E YES NO

P0107 Manifold Absolute Pressure (MAP) Sensor Circuit LowVoltage E YES NO

P0108 Manifold Absolute Pressure (MAP) Sensor Circuit HighVoltage E YES NO

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 Coolant Temperature (ECT) Sensor Performance E YES NO

P0117 Engine Coolant Temperature (ECT) Sensor Circuit LowVoltage E YES NO

P0118 Engine Coolant Temperature (ECT) Sensor Circuit HighVoltage E YES NO

P0121 Throttle Position (TP) Sensor 1 Performance A YES NO

P0122 Throttle Position (TP) Sensor 1 Circuit Low Voltage A YES NO

P0123 Throttle Position (TP) Sensor 1 Circuit High Voltage A YES NO

P0125 Engine Coolant Temperature (ECT) Insufficient forClosed Loop Fuel Control E YES NO

P0131 HO2S Circuit Low Voltage Sensor 1 E YES NO

P0132 HO2S Circuit High Voltage Sensor 1 E YES NO

P0133 HO2S Circuit Slow Response Sensor 1 E YES NO

P0134 HO2S Circuit Sensor 1 E YES NO

P0137 HO2S Circuit Low Voltage Sensor 2 E YES NO

P0138 HO2S Circuit High Voltage Sensor 2 E YES NO

P0140 HO2S Circuit Sensor 2 E YES NO

P0201 Injector 1 Control Circuit E YES NO




P0221 Throttle Position (TP) Sensor 2 Performance A YES NO

P0222 Throttle Position (TP) Sensor 2 Circuit Low Voltage A YES NO

P0223 Throttle Position (TP) Sensor 2 Circuit High Voltage A YES NO

P0261 Injector 1 Control Circuit Low Voltage E YES NO

02.2-53



rev 01


P0262 Injector 1 Control Circuit High Voltage 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




P0324 Knock Sensor (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 Crankshaft Position (CKP) Sensor Circuit A YES NO

P0336 Crankshaft Position (CKP) Sensor Performance A YES NO

P0337Crankshaft Position (CKP) Sensor Circuit Low DutyCycle A YES NO

P0338Crankshaft Position (CKP) Sensor Circuit High DutyCycle A YES NO

P0340 Camshaft Position (CMP) Sensor Circuit A YES NO

P0341 Camshaft Position (CMP) Sensor Performance A YES NO

P0342 Camshaft Position (CMP) Sensor Circuit Low Voltage A YES NO

P0343 Camshaft Position (CMP) Sensor Circuit High Voltage A YES NO

P0403 Exhaust Gas Recirculation (EGR) Solenoid ControlCircuit

E YES NO

P0404 Exhaust Gas Recirculation (EGR) Open PositionPerfermance E YES NO

P0405 Exhaust Gas Recirculation (EGR) Position SensorCircuit Low Voltage E YES NO

P0406 Exhaust Gas Recirculation (EGR) Position SensorCircuit High Voltage E YES NO

P0420 Catalyst System Low Efficiency E YES NO

P0443 Evaporative Emission (EVAP) Purge Solenoid ControlCircuit E YES NO

P0458Evaporative Emission (EVAP) Purge Solenoid ControlCircuit Low Voltage E YES NO

P0459Evaporative Emission (EVAP) Purge Solenoid ControlCircuit High Voltage E YES NO

P0461 Fuel Level Sensor 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

02.2-54



rev 01


P0489Exhaust Gas Recirculation (EGR) Solenoid Control Circuit Low Voltage E YES NO

P0490Exhaust Gas Recirculation (EGR) Solenoid Control Circuit High Voltage E YES NO

P049D Offset Adaptation Pos ition Sensor EGR Valve E YES NO

P0504 Brake Switch Circuit 1-2 Correlation ?? ??

P0506 Idle Speed Low E YES NO

P0507 Idle Speed High E YES NO

P0513 Im m obilizer Key Incorrect C NO YES

P0520 Engine Oil Pressure (EOP) Switch Circuit C NO YES

P0532Air Conditioning (A/C) Refrigerant Pressure Sensor Circuit Low Voltage C NO YES

P0533Air Conditioning (A/C) Refrigerant Pressure Sensor Circuit High Voltage C NO YES

P0562 System Voltage Low E YES NO

P0563 System Voltage High E YES NO

P0571 Brake Switch Circuit 1 C NO YES

P0601 Control Module Read Only Mem ory (ROM) A YES NO

P0602 Control Module Not Program m ed A YES NO

P0604 Control Module Random Access Mem ory (RAM) A YES NO

P0606 Control Module Internal Perform ance 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-Term inal Circuit E YES NO

P0627 Fuel Pum p Relay Control Circuit Open E YES NO

P0628 Fuel Pum p Relay Control Circuit Low Voltage E YES NO

P0629 Fuel Pum p Relay Control Circuit High Voltage E YES NO

P0630 VIN Not Program m ed or Mism atched Engine Control Module (ECM)

A YES NO

P0633 Im m obilizer Key Not Program m ed C NO YES

P0638 Throttle Actuator control (TAC) Com m and Perform ance A YES NO

P0645 Air Conditioning (A/C) Clutch Relay Control Circuit C NO YES

P0646Air Conditioning (A/C) Clutch Relay Control Circuit Low Voltage C NO YES

P0647 Air Conditioning (A/C) Clutch Relay Control Circuit High Voltage C NO YES

P0689Engine Controls Ignition Relay Feedback Circuit Low Voltage E YES NO

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

02.2-55



rev 01


P0700Transmission Control Module (TCM) Requested MILIllumination A YES NO

P0703 Brake Switch Circuit 2 C NO YES

P0800Active Transfer Case (ATC) Control Module RequestedMIL Illumination E YES NO

P0833 Clutch Pedal Switch 2 Circuit C NO YES

P0850 Park/Neutral Position (PNP) Switch Circuit C NO YES

P1138HO2S Circuit High Voltage During Dedel Fuel Cut-Off (DFCO) Sensor 2 E YES NO

P1427 Diagnosis of Adaption Values of EGR Valve PositionSensor E YES NO

P1551 Throttle Control Lower Position Not Reached DuringLearn

A YES NO

P1629 Immobilizer Enable Signal Not Received C NO YES

P1631 Immobilizer Enable Signal Not Correct C NO YES

P1632 Immobilizer Disable Signal Received C NO YES

P1648 Immobilizer Security Code Input Incorrect C NO YES

P1649 Immobilizer Security Code Not Programmed C NO YES

P1682 Ignition 1 Switch Circuit 2 E YES NO

P1845 Torque Limit Management A YES NO

P2066 Fuel Level Sensor 2 Performance E YES NO

P2067 Fuel Level Sensor 2 Circuit Low Voltage E YES NO

P2068 Fuel Level Sensor 2 Circuit High Voltage E YES NO

P2096 Post Catalyst Fuel Trim System Low Limit E YES NO

P2097 Post Catalyst Fuel Trim System High Limit E YES NO

P2100 Throttle Actuator Control (TAC) Motor Control Circuit A YES NO

P2101 Throttle Actuator Position Performance A YES NO

P2107 Throttle Actuator Control (TAC) Module Internal Circuit A YES NO

P2119 Throttle Closed Position Performance A YES NO

P2121 Accelerator Pedal Position (APP) Sensor 1 Performance A YES NO

P2122Accelerator Pedal Position (APP) Sensor 1 Circuit LowVoltage A YES NO

P2123 Accelerator Pedal Position (APP) Sensor 1 Circuit HighVoltage A YES NO

P2127Accelerator Pedal Position (APP) Sensor 2 Circuit LowVoltage A YES NO

P2128Accelerator Pedal Position (APP) Sensor 2 Circuit HighVoltage A YES NO

P2135 Throttle Position (TP) Sensor 1-2 Correlation A YES NO

P2138 Accelerator Pedal Position (APP) Sensor 1-2 Correlation A YES NO

P2176 Throttle control Lower Position Not Learned A YES NO

P2177 Fuel Trim System Lean at Cruise or Accel E YES NO

P2178 Fuel Trim System Rich at Cruise or Accel E YES NO

P2187 Fuel Trim System Too Lean at Idle E YES NO

P2188 Fuel Trim System Too Rich at Idle E YES NO

P2191 System Too Lean at Higher Load E YES NO

02.2-56



rev 01


P2192 System Too Rich at Higher Load E YES NO

P2231 HO2S Signal Circuit Shorted to Heater Circuit Sensor 1 E YES NO

P2232 HO2S Signal Circuit Shorted to Heater Circuit Sensor 2 E YES NO

P2270 HO2S Signal Stuck Lean Sensor 2 E YES NO

P2271 HO2S Signal Stuck Rich Sensor 2 E YES NO

P2533 Ignition 1 Switch Circuit C NO YES

P2536 Ignition Accessory Switch Circuit C NO YES

P2636 Fuel Pump 2 Flow Insufficient E YES NO

U0073 Control Module Communication Bus Off C NO YES

U0101 Lost Communication with TCM C NO YES

U0102 Lost Communciation with Transfer Case Control Module C NO YES

U0121 Lost Communciation with ABS Control Module C NO YES

U0140 Lost Communication with Body Control Module C NO YES

U0402Invalid Data Received from Transmission ControlModule C NO YES

U0415 Invalid Data Received from Anti-Lock Brake SystemControl Module C NO YES

U0422 Invalid Data Received from Body Control Module C NO YES

U1405 Invalid Data Received from Cruise Control Switch C NO YES

U1415 Invalid Data Received from Driven Wheel Control Module C NO YES

U1416 Invalid Data Received from Non-Driven Wheel ControlModule C NO YES

U2101 Maximum List of CAN Control Modules Not Programmed C NO YES

control electrónico 3,2

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