holden commodore engine control module information

Holden Commodore Engine Control Module Information

Holden Commodore Engine Control Module Information

Sourced from http://www.commodorecodes.tk/

HOLDEN COMMODORE VN V6 3.8L (VH) 1989-91 Engine Management System

Fault Codes

System malfunctions fall into Two Categories.

1. Hard Faults.

These are indicated by the Check Engine Light (CEL) being illuminated;

Whenever the Engine is Running.

2. Intermittent Faults.

These cause the CEL to be illuminated while the Fault is Present.

The CEL will go out approximately Ten Seconds after the Fault Disappears.

Faults of Either Type will cause a Fault Code to be stored in Memory.

Fault Codes will be displayed on the Check Engine Light.

All Codes consist of Two Digits.

If No Fault Codes are stored in Memory;

A Code 12 will be displayed.

This consists of;

One Flash of the CEL

Followed by a 1.2 Second Pause

Two Flashes of the CEL

Followed by a Longer Pause.

The Code is Repeated.

This Sequence will continue;

While ever the System remains in Diagnostic Mode with the Ignition Switch turned ON.

If Multiple Fault Codes are present in Memory;

They will be displayed from Lowest to Highest.

Each Code will be displayed Three Times before moving on to the Next Code.

When all Codes have been displayed;

The Sequence will be Repeated.

After any faults indicated by Codes in Memory have been Repaired;

Field Service Mode may be implemented.

Fault Code Erasure

Note:

Ignition Key must be OFF before carrying out Fault Code Erasure.

Remove the "Engine Comp" Fusible Link for more than 15 Seconds.

Whenever Fault Codes are erased from Memory;

Short Term and Long Term Fuel Trim Memory is also erased.

This could result in an Engine Running Poorly for a short period after Memory Erasure.

Following Fault Code Erasure, it is recommended that the Re-Learn Procedure be carried out.

Diagnostic Connector

Located under the Left Hand End of the Dashboard above the ECM.

See link on front page.

Fault Code Extraction

Diagnostic Mode (open loop)

To enter Diagnostic Mode:

Ignition ON.

Connect the Diagnostic Test Terminal on the Diagnostic Connector to Earth. Eg use a paper clip.

Field Service Mode (closed loop)

To enter Field Service Mode:

Start Engine

Connect the Diagnostic Test Terminal on the Diagnostic Connector to Earth. Eg use a paper clip.

The CEL Flash Rate will be;

2.5 Flashes per Second.

This indicates that the System is Operating in Open Loop Mode.

(Not acting on the Oxygen Sensor Output).

Operate the Engine for up to 2 minutes at 1500 to 1800 RPM.

The Oxygen Sensor Reaches Operating Temperature.

(Closed Loop Mode)

The CEL Flash Rate will diminish to;

1 Flash per Second.

Once in Closed Loop Mode;

Air / Fuel Ratio will be indicated by;

The Period that the CEL is ON compared to

The Period that the CEL is OFF.

If the CEL is OFF All or Most of the Time;

A Lean Mixture is indicated.

If the CEL is ON All or Most of the Time;

A Rich Mixture is indicated.

Correct Air / Fuel Ratio is indicated by;

An Equal ON / OFF Period.

Note:

The Vehicle may be Driven at any Steady Speed in Field Service Mode and

The Air / Fuel Ratio Evaluated by observing the CEL Flash Rate.

This is useful in Diagnosing any Driveability Problems caused by Incorrect Fuel Delivery.

Fault Code Table

Code # Circuit and Status

12 No Fault Present

13 Oxygen Voltage not Changing

14 Engine Coolant Temp Sensor Voltage Low

15 Engine Coolant Temp Sensor Voltage High

16 Engine Coolant Temperature

1993 - ON

Signal Voltage Unstable

17 ECM Error

1993 - ON

Coolant Circuit

19 Throttle Position Sensor Stuck

1993 - ON

21 TPS Voltage High

22 TPS Voltage Low

23 Manifold Air Temp Sensor Voltage High

24 Vehicle Speed Sensor Fault

25 Manifold Air Temp Sensor Voltage Low

26 Intake Air Temperature

1993 - ON


31 Theft Deterrant Signal Missing

1993 - ON

(Where Fitted)

33 MAP Sensor Voltage too High

34 MAP Sensor Voltage too Low

35 Idle Speed Error

1993 - ON

36 Vacuum Leak

1993 - ON

41 No Crankshaft Reference while Cranking

42 EST Circuit Fault

43 Knock Sensor Open or Shorted

44 Oxygen Sensor Voltage Low

(Lean)

45 Oxygen Sensor Voltage High

(Rich)

46 No Reference Pulses while Cranking

1993 - ON

51 Memcal Error

54 System Voltage Unstable

1993 - ON

55 Analogue to Digital Error

56 Running Lean under Load

1993 ON

Overview

These Vehicles use a Delco Remy Computer Command Control (3C System)

From 1989 to 1993;

The V6 Auto and Manual Vehicles were fitted with ECM's.

From 1993 to 1995;

The V6 Auto Vehicles were fitted with Powertrain Control Modules (PCM's).

The V6 Manual Vehicles continued to use Engine Control Modules (ECM's).

Crankshaft Position Sensor

The Crankshaft Position Sensor is located on the front of the Engine Block.

It outputs both a 3X and 18X Signal to the Ignition System.

To Test Voltage:

See ECM Pin # B3 and B5.

Direct Fire Ignition (DFI) Module

The DFI Module is located underneath the Ignition Coil Pack.

See Ignition System.

Prior to October 1989 (series 1)

The DFI Module was powered direct from the Ignition Switch.

From November 1989 ON (series 2)

The DFI Module was powered from the Fuel Injector (Main/EFI) Relay.

To Test Voltage:

See ECM Pin # B3 and B5 and ECM Pin # D4 and D5.

ECM

The ECM is located behind the Left Hand Kickpanel.

It incorporates a Self Diagnostic Function which detects System Malfunctions.

These and indicated via the Check Engine Light (CEL) in the Instrument Cluster.

All ECMs for the various models are identical except for the replaceable Memcal.

This tailors the Unit for Individual Vehicles.

The ECM controls;

-Multipoint Fuel Injection.

-Ignition Timing and

-Torque Converter Clutch Lock-up on Vehicles with Automatic Transmission.

Engine Coolant Temperature (ECT) Sensor

There are two different locations for the ECT Sensor.

Models up to November 1990 (series 1)

The Engine Coolant Temperature Sensor is located at the Right Rear of the Valley.

It is directly below the Manifold Air Temperature Sensor.

Models after November 1990 (series 2)

The Engine Coolant Temperature Sensor is located at the Left Front of the Valley

It is behind the Alternator.

To Test Voltage:

See ECM Pin # C10.

Fuel Injectors

The Fuel Injectors are located in the Inlet Manifold.

The Fuel Injectors are fired Simultaneously and powered by the Main Relay.

To Test Voltage:

See ECM Pin # D15 and D16.

To Test Resistance:

Test Individually - Should be 16 Ohms Approx.

Fuel Injector (EFI) Relay

The Fuel Injector Relay is located within the Fuse/Relay Box in the Engine Compartment.

It is the Right Hand Rear Relay.

To Test Resistance:

Measure between Terminals Resistance

85 and 86 Continuity

30 and 87 Infinite Ohms

Apply Battery Voltage to Terminals 85 and 86.



Note:

Terminal Numbers are marked on the Relay.

Fuel Pump

The Fuel Pump is located inside the Fuel Tank.

Fuel Pressure

@Idle Fuel Pump Terminals Bridged on Diagnostic Connector

250 10 kPa 300 20 kPa

Fuel Pump Relay

The Fuel Pump Relay is located in the Fuse/Relay Box in the Engine Compartment.

In the rear Bank of Relays, it is the second from the Engine.

To Test Voltage:

See ECM Pin # A1.

To Test Resistance:







Note


Fuel Pump Run On

The Fuel Pump on some Commodores will continue to run for as long as 20 Seconds.

(After the Ignition Switch has been turned OFF)

This only occurs;

1. In Cool Weather

2. With a Cold Engine

3. Where the Vehicle has been driven a Very Short Distance. (eg moved within the Workshop)

The Problem arises because of the Circuitry which drives the Fuel Pump.

The Contacts within the Oil Pressure Switch are connected in Parallel with;

The Fuel Pump Relay Contacts.

This Circuit Design is intended as a Back-Up in the event of a Relay Failure.

It is NOT intended as an "Engine Kill" Device in the event of Oil Pressure Failure.

It does NOT act as Such.

In Cold Weather

With a Cold Engine;

It may take Some Time for the Oil Pressure to Drop.

This causes the Fuel Pump to Continue to Run.

Note

As this is a Normal Operating Condition and happens only on Rare Occasions;

NO Modification or Fix is suggested.

Idle Speed (Base)

Base Idle Adjustment is Pre-Set. It is NOT a Normal Service Adjustment.

To Adjust:

Ensure that Self Diagnosis is checked and Code 12 is evident.

If the adjustment has been found to be Altered, it can be Reset by the Following Procedure.

Cleaning of Throttle Body Bore:

Dirty Throttle Bodies are The Primary Cause of Engine Stalling.

1. Before Resetting the Throttle Stop Screw;

The Throttle Body must be Removed for Cleaning.

This requires the removal of;

The Throttle Position Switch (TPS) and

The Idle Air Control Valve (IACV).

2. Using a Small Brush dipped in Kerosene;

Carefully clear the Bore of the Throttle Body and wipe clean.

Wipe the end of the IACV Pintle.

Do NOT;

Dismantle

Attempt to Clean or

Attempt to Dismantle the IACV.

3. With the Throttle Body Dry;

Coat the IACV Sealing Ring with Engine Oil and

Reassemble the TPS & IACV.

4. On Pre 1991 Throttle Bodies (Not fitted with Roller Bearings);

Lightly lubricate the Throttle Shafts.

(Use a Molybdenum Disulphide based Oil)

5. Refit Throttle Body to Engine.

6. Disconnect the "Engine Comp" Fusible Link for 10 Seconds.

This ensures that the IACV will Reset.

7. Start Engine.

Raise Engine Revs to 3000 RPM for 10 Seconds.

8. Allow Engine Idle to Stabilise.

Throttle Stop Screw (Checking and Resetting)

9. Ensure Engine is at Normal Operating Temperature.

10. Connect a suitable Tachometer.

11. Ignition ON

Engine Stopped

Connect the ALDL Diagnostic Terminal on the Diagnostic Connector to Earth.

(Leave it Earthed Out until the end of the Procedure)

12. Wait for 30 Seconds.

Disconnect IACV Electrical Connector.

13. Ensure;

All Throttle Cables and Linkages are not causing Binding.

Throttle Cables and Linkages allow the Throttle Blade to Fully Close against it's Stop. Note

All Electrical Loads are turned OFF

Air Conditioning is turned OFF.

14. Start the Engine.

Ensure Engine is at Normal Operating Temperature.

Allow idle to Stablise for;

2 Minutes.

Wait for Any Electrical Fans to Cycle OFF.

15. Note RPM.

If Average Base Idle Speed is in Specified Tolerance Range;

Note

Do NOT Adjust.

Specified Tolerance:

1988 to 1990 1991 ON

500 to 600 RPM 375 to 525 RPM

16. If Average Base Idle Speed is Outside Specified Tolerance Range;

Adjust to the Resetting Tolerance.

Resetting Tolerance:

1988 to 1990 1991 ON

500 to 550 RPM. 450 RPM.

17. Reconnect IACV Electrical Connector and Air Duct.

18. Disconnect the Earth from the ALDL Diagnostic Test Terminal.

19. Remove the "Engine Comp" Fusible Link for 10 Seconds.

20. Start Engine.

Increase Engine Revs to 3000 RPM for 10 Seconds.

Allow Engine to Idle.

Ignition Coil

The Ignition Coil is located in front of the Left Cylinder Head.

There are Two Types of Coils used:

1. Series I - A 3 Coil Pack and

2. Series II - 3 Individual Coils.

To Test Resistance:

Series I - 1 X "3 Coil Pack" Series II - 3 X "Single Coils"

Primary Primary

0.3 to 1.5 Ohms 0.3 to 1.5 Ohms

Secondary Secondary

10 to 13 k Ohms 5 to 7 k Ohms

(13.5 k Ohms Absolute Max)

Ignition Lead Resistance

Leads are a Composite Type

Measuring the resistance of a High Tension Lead is not the best way of testing.

A Scope pattern is much more accurate because they are tested under load.

Often leads tested good off the vehicle are actually faulty under load.

1988 - 1990 prior to V7X Engine

Cylinder Min Max

1 1.8 6.2

2 3.9 13.5

3 3.1 10.6

4 2.2 7.8

5 3.3 11.5

6 4.1 14.1

1991 V7X Engine

Cylinder Min Max

1 1.6 5.7

2 3.9 13.6

3 1.8 6.4

4 4.2 14.6

5 2.0 6.8

6 3.8 13.0

Ignition System

Computer Controlled Coil Ignition (C31) or Direct Fire Ignition (DFI).

The Ignition System consists of;

1. The ECM

2. Ignition Module

3. Three Ignition Coils (Type 1 uses a 3 Coil Single Unit)

4. Crankshaft Position Sensor (Hall Effect Sensor) and Connecting Wires.

5. Electronic Spark Timing (EST) portion of the ECM and

6. Knock Sensor.

The Ignition Module uses a sealed 14 Pin Connector Cable which goes directly to the ECM.

Prior to October 1989:

The DFI Module was powered direct from the Ignition Switch.

From November 1989 ON:

The DFI Module was powered from the Fuel Injector (Main/EFI) Relay.

The Ignition Module uses Input Signals from the Crankshaft Position Sensor.

(RPM and Crank Position)

The Ignition Module selects and sequentially triggers each of the 3 Interconnected Coils.

This causes the Spark Plugs to fire at the proper times.

Each Cylinder is paired with the cylinder opposite it in the firing order.

The pairs are 1 & 4, 5 & 2, and 6 & 3.

Both Cylinders are fired at the same time.

The Exhaust Spark requires little of the available voltage to arc.

(Low Compression = Low Resistance)

The bulk of the voltage is used to fire the Spark Plug of the Cylinder on Compression Stroke.

A Failure in the C31 System may set a Code 41 or 42.

Ignition Timing (Base)

Base Ignition Timing is Computer Controlled and is NOT Adjustable.

It is set at 10 BTDC

Knock Sensor

The Knock Sensor is located on the Right Front of the Engine just behind the Oil Filter.

To Test Voltage:

See ECM Pin # B11.

Main (EFI) Relay

The Main Relay is located in the Fuse/Relay Box in the Engine Compartment.

In the Rear Bank of Relays, it is the the Outer Relay.

Note

The Main Relay does NOT supply power to the ECM.

The Main Relay powers the Fuel Injectors.

Note

In Models from October 1989 ON, the Main Relay also supplies power to the DFI Module.

To Test Resistance:







Note


Manifold Air Pressure (MAP) Sensor

The MAP Sensor is located behind the Left Hand Cylinder Head on the Firewall.

To Test Voltage:

See ECM Pin # C11.

Manifold Air Temperature Sensor

The Manifold Air Temperature Sensor is located at the Right Rear of the Valley.

It is just below the Fuel Pressure Regulator.

To Test Voltage:

See ECM Pin # C12.

Oxygen Sensors

The Oxygen Sensors are located in the Front Engine Pipe near the Exhaust Manifold.

These Vehicles were fitted across the range with;

1. Single Wire Oxygen Sensors (Earthed through Exhaust)

2. Twin Wire Oxygen Sensors (Earthed through Wiring) OR

3. Four Wire Oxygen Sensors with Heater.

To Test Voltage:

See ECM Pin # D6 and D7.

Re-learn Procedure

In most cases the Re-Learn Procedure involves only a Normal Test Drive.

In some cases a more stringent procedure is needed.

In such Cases;

Follow the Procedure outlined below;

For Automatic Transmission Models:

1. Idle in Drive for 30 Seconds with Air Conditioning ON.

2. Idle in Drive for 30 Seconds with Air Conditioning OFF

3. Idle in Neutral for 30 Seconds with Air Conditioning ON

4. Idle in Neutral for 30 Seconds with Air Conditioning OFF

For Manual Transmission Models:

1. Idle in Neutral for 30 Seconds with Air Conditioning ON

2. Idle in Neutral for 30 Seconds with Air Conditioning OFF

Throttle Position Sensor

The Throttle Position Sensor is located Underneath the Throttle Body.

To Test Voltage:

See ECM Pin # C13.

Vehicle Speed Sensor

The Vehicle Speed Sensor is located in the Extension Housing of the Transmission.

To Test Voltage:

See ECM Pin # A10.

Air Conditioner Compressor Clutch Relay

The A/C Compressor Clutch Relay is located in the Fuse/Relay Box in the Engine Compartment.

To Test Voltage:

See ECM Pin #C2.

To Test Resistance:


85 and 86................................... Continuity

30 and 87................................... Infinite Ohms

Apply Battery Voltage to terminals 85 and 86.


30 and 87................................... Continuity


Air Conditioner Condensor Fan Relay

The A/C Condensor Fan Relay is located in the Fuse/Relay Box in the Engine Compartment.

To Test Voltage:

See ECM Pin #C1.

To Test Resistance:


85 and 86................................... Continuity

30 and 87................................... Infinite Ohms

Apply Battery Voltage to terminals 85 and 86.


30 and 87................................... Continuity

Note:


Air Conditioner Evaporator Temperature Cycling Switch

The Air Conditioner Evaporator Temperature Cycling Switch is located at the Evaporator.

The Blower, A/C, Evaporator Temp, Refrigerant High and Low Switches are connected in Series.

To Test Voltage:

See ECM Pin #B8.

Air Conditioner High Refrigerant Pressure Switch

The Air Conditioner High Refrigerant Pressure Switch is located:

VN to VP

A/C Condensor


To Test Voltage:

See ECM Pin #B8.

Air Conditioner Low Refrigerant Pressure Switch

The Air Conditioner Low Refrigerant Pressure Switch is located:

Accumulator


To Test Voltage:

See ECM Pin #B8.

Air Conditioner Switch

The Air Conditioner Switch is located in the Instrument Cluster.


To Test Voltage:

See ECM Pin #B8.

Anti-theft Emergency Switch

The Anti-theft Emergency Switch is located:

In Glove Box

Anti-theft Module

The Anti-theft Module is located:

Under the Dash behind the Glove Box.

Automatic Transmission (4L60)

The ECM's control over the Transmission is limited to the Torque Converter Clutch Solenoid.

This Solenoid is controlled by signals received from:

1. The Automatic Transmission Fourth Gear Switch and

2. The Automatic Transmission Over Temperature Switch.

Automatic Transmission Fourth Gear Switch

The Automatic Transmission Fourth Gear Switch is located in the Transmission.

The ECM monitors this Switch to activate the Torque Converter Clutch Solenoid.

To Test Voltage:

See ECM Pin #C7.

Automatic Transmission Over Temperature Switch

The Automatic Transmission Over Temperature Switch is located in the Transmission.

It the Automatic Transmission Fluid Temperature is high;

The ECM actuates the TCC Solenoid at a lower speed to reduce Transmission Temperature.

To Test Voltage:

See ECM Pin #C7.

Automatic Transmission Park / Neutral Switch

The Automatic Transmission Park / Neutral Switch is located on the Transmission.

To Test Voltage:

See ECM Pin #B10.

Auto Trans Torque Converter Clutch Solenoid

The Auto Trans Torque Converter Clutch Solenoid is located within the Transmission.

To Test Voltage:

See ECM Pin #A7.

Brake Fail Warning Lamp

The Brake Fail Warning Lamp is located within the Instrument Cluster.

To Test Voltage:

See ECM Pin #B2.

Brake Fail Warning Lamp Switch

The Brake Fail Warning Lamp Switch is located on the Brake Master Cylinder.

To Test Voltage:

See ECM Pin #B2.

HOLDEN COMMODORE VN VG VQ 5.0L V8 (VU Eng) 1989 91 Engine Management System

Fault Codes

System malfunctions fall into Two Categories.

1. Hard Faults.

These are indicated by the Check Engine Light (CEL) being illuminated;

Whenever the Engine is Running.

2. Intermittent Faults.

These cause the CEL to be illuminated while the Fault is Present.

The CEL will go out approximately Ten Seconds after the Fault Disappears.


Fault Codes will be displayed on the Check Engine Light.

All Codes consist of Two Digits.

If No Fault Codes are stored in Memory;


This consists of;

One Flash of the CEL

Followed by a 1.2 Second Pause

Two Flashes of the CEL


The Code is Repeated.

This Sequence will continue;

While ever the System remains in Diagnostic Mode with the Ignition Switch turned ON.

If Multiple Fault Codes are present in Memory;

They will be displayed from Lowest to Highest.

Each Code will be displayed Three Times before moving on to the Next Code.

When all Codes have been displayed;

The Sequence will be Repeated.

After any faults indicated by Codes in Memory have been Repaired;

Field Service Mode may be implemented.

Fault Code Erasure

Ignition Key must be OFF before carrying out Fault Code Erasure.

Remove the "Engine Comp" Fusible Link for more than 15 Seconds.

Note:

Whenever Fault Codes are erased from Memory;

Short Term and Long Term Fuel Trim Memory is also erased.

This could result in an Engine Running Poorly for a short period after Memory Erasure.


The Diagnostic Connector is also known as the Assembly Line Diagnostic Link (ALDL) Connector

There are Two Diagnostic Connectors used, an Early and Late Series.

See link on front page


Diagnostic Mode


Ignition ON.

Connect the Diagnostic Test Terminal on the Diagnostic Connector to Earth.

Field Service Mode

To enter Field Service Mode:

Start Engine

Connect the Diagnostic Test Terminal on the Diagnostic Connector to Earth.

The CEL Flash Rate will be;

2.5 Flashes per Second.

This indicates that the System is Operating in Open Loop Mode.

(Not acting on the Oxygen Sensor Output).

Operate the Engine for up to 2 minutes at 1500 to 1800 RPM.

The Oxygen Sensor Reaches Operating Temperature.

(Closed Loop Mode)

The CEL Flash Rate will diminish to 1 Flash per Second.

Once in Closed Loop Mode;

Air / Fuel Ratio will be indicated by;

The Period that the CEL is ON compared to

The Period that the CEL is OFF.

If the CEL is OFF All or Most of the Time;

A Lean Mixture is indicated.

If the CEL is ON All or Most of the Time;

A Rich Mixture is indicated.

Correct Air / Fuel Ratio is indicated by;

An Equal ON / OFF Period.

Note

The Vehicle may be Driven in Field Service Mode at any Steady Speed and

The Air / Fuel Ratio Evaluated by observing the CEL Flash Rate.

This is useful in Diagnosing any Driveability Problems caused by Incorrect Fuel Delivery.

Fault Code Table

Code # Circuit and Status

12 No Fault Present

13 Oxygen Voltage not Changing

14 Engine Coolant Temp Sensor Voltage Low

15 Engine Coolant Temp Sensor Voltage High

16 Engine Coolant Temperature

1993 - ON


17 ECM Error

1993 - ON

Coolant Circuit

19 Throttle Position Sensor Stuck

1993 - ON

21 TPS Voltage High

22 TPS Voltage Low

23 Manifold Air Temp Sensor Voltage High

24 Vehicle Speed Sensor Fault

25 Manifold Air Temp Sensor Voltage Low

26 Intake Air Temperature

1993 ON


31 Theft Deterrant Signal Missing

1993 - ON

(Where Fitted)

33 MAP Sensor Voltage too High

34 MAP Sensor Voltage too Low

35 Idle Speed Error

1993 - ON

36 Vacuum Leak

1993 - ON

41 No Crankshaft Reference while Cranking

42 EST Circuit Fault

43 Knock Sensor Open or Shorted

44 Oxygen Sensor Voltage Low

(Lean)

45 Oxygen Sensor Voltage High

(Rich)


1993 ON

51 Memcal Error


1993 - ON

55 Analogue to Digital Error

56 Running Lean under Load

1993 ON

Overview

From 1989 to 1993;

The V8 Auto and Manual Vehicles used ECM's.

From 1993 ON;

The V8 Auto Vehicles used PCM's.

The V8 Manual Vehicles continued to use ECM's.

Distributor

The Distributor used is a High Energy Ignition - Electronic Spark Time (HEI-EST).

It is located at the Rear of the Valley.

The Distributor distributes the High Voltage Spark and contains the Crank Angle Sensor.

The Crank Angle Sensor is a Hall Effect Sensor.

note

Base Ignition Timing is set by rotation of the Distributor.

Should Base Ignition Timing be set incorrectly, the whole Spark Curve will be incorrect.

To Test Hall Effect Sensor:

@ 24C

Connect Voltmeter and Ammeter as shown.

With Trigger Vane Inside the Hall Effect Sensor Air Gap:

Should be 11 Volts and 20 Milliamps.

With Trigger Vane Outside the Hall Effect Sensor Air Gap:

Should be 360C);

This is achieved by operating the Engine for up to 2 minutes at 1500 to 1800 RPM.

The MIL Flash Rate will diminish to 1 Flash per Second.

This indicates that the System has commenced Closed Loop Mode operation.

Air / Fuel Ratio

Once in Closed Loop Mode:

The Air Fuel Ratio will be indicated by;

The Period that the MIL is ON

Compared to:

The Period that the MIL is OFF.

A Lean Mixture is indicated if:

The MIL is OFF

All or Most of the Time.

A Rich Mixture is indicated if:

The MIL is ON


Note:

Correct Air / Fuel Ratio is indicated by an equal ON OFF period.

The Air / Fuel Ratio may be evaluated by;

The Vehicle being driven in Field Service Mode

At any Steady Speed greater than 2000 RPM and

Observing the Duty Cycle of the MIL.

This is useful in diagnosing any Driveability Problems caused by Incorrect Fuel Delivery

Fault Code Table

Code #Circuit and Status

12*No RPM Signal

(OK Stationary Engine)

13No Oxygen Sensor Signal

14 ECT Sensor Voltage Low auto trans code

15 ECT Sensor Voltage High auto trans code

16*ECT Sensor Voltage Unsteady

17*PCM Error

19 TPS Stuck Open

21 TPS Voltage High auto trans code

22 TPS Voltage Low auto trans code

23*IAT Voltage High

24 No Vehicle Speed Sensor auto trans code

25*IAT Voltage Low

26*IAT Voltage Unstable

28 Pressure Switch Assembly Short Circuit auto trans code

31 Theft Deterrent Signal Missing

33 MAP Signal Voltage High

34 MAP Signal Voltage Low

35*Idle Speed Error

36*Vacuum Leak

41 EST Output Circuit Failure

42 Ignition Bypass Circuit Failure

43*Knock Sensor Fault

44 Exhaust Lean Indication

45 Exhaust Rich Indication

46No Reference Pulses While Cranking

47*18X Reference Signal Missing.

48*Crankshaft Reference Signal Missing

49*Cam / Crank Signal Intermittent

51PROM Error

52System Voltage High auto trans code

16 Volts for 109 Minutes

53 System Voltage High auto trans code

19.5 Volts for 2 Seconds


55 Analogue to Digital Error auto trans code

56*Running Lean Under Load

57 Injector Voltage Monitor Fault

58*Transmission Fluid Temperature auto trans code

Voltage Low

59 Transmission Fluid Temperature auto trans code

Voltage High

66 3-2 Shift Control Solenoid Circuit Fault auto trans code

67 TCC ON-OFF Solenoid Control Circuit auto trans code

68 Transmission Component Slipping auto trans code

69*TCC Stuck ON auto trans code

72 Vehicle Speed Sensor

Intermittent While Driving

73 Pressure Control Solenoid Current auto trans code

75 System Voltage Low auto trans code

79 Transmission Fluid Temperature auto trans code

Too High

812-3 Shift Solenoid B Fault auto trans code

82 1-2 Shift Solenoid A Faultauto trans code

83*TCC PWM Solenoid Fault auto trans code

Overview

The Engine Management System on these Vehicles is;

Based on and similar in most respects to the earlier Models.

The Principle Difference is that these Models use;

A Powertrain Control Module (PCM) which controls both the Engine and Transmission.

Earlier Versions used an Engine Control Module (ECM) which controlled the Engine only.

V6 Engines (Auto Only) are fitted with a Camshaft Sensor that controls Banked Injection.

The Vehicle Starts on Simultaneous Injection.

It switches to Banked Injection upon receiving a signal from the Camshaft Sensor.

If the Camshaft Sensor fails, the Vehicle reverts to Simultaneous Injection.

HOLDEN COMMODORE VR 5.0L V8 (VU Eng.) 1993-95 Engine Management System

Fault Codes

The PCM incorporates a Self Diagnostic Function which detects System Malfunctions.

It indicates the presence of a Fault via the Malfunction Indicator Light (MIL).

This is located in the Instrument Cluster.

(Formerly referred to as the Check Engine Light)

System Malfunctions fall into Two Categories.

1.Hard Faults

Indicated by the MIL being illuminated whenever the Engine is running.

2.Intermittent Faults.

Cause the MIL to be illuminated while the Fault is present.

The MIL will go out approximately Ten Seconds after the Fault disappears.


Some Fault Codes do NOT illuminate the MIL.

(Indicated in the Fault Code Table)

All Fault Codes consist of Two Digits.

If NO Fault Codes are stored in Memory:


This consists of;

One Flash of the MIL.

Followed by a 1.2 Second Pause.

Two Flashes of the MIL.


The Code is then repeated.

If more than One Fault Code is stored in Memory:

The Code with the Lowest Numerical Value will be displayed Three Times.

The Code with the Next Higher Numerical Value will be displayed Three Times.

This Sequence will continue while ever the System remains in Diagnostic Mode.

With the Ignition Switch turned ON.

If the MIL does not show any Codes:

Ensure that;

The Diagnostic Test Terminal is Properly Earthed.

The Ignition switch is turned ON.

A Malfunction of the Diagnostic System is indicated.

Fault Code Erasure

Ignition Key must be OFF before carrying out Fault Code Erasure

Remove Fuse # 25 for more than 15 Seconds.

When Viewed from the Front of the Vehicle;

There is a group of 6 Fuses under the Relay Housing Cover behind the Battery.

Fuse # 25 is the Fuse located in the Back Right-Hand Corner.


Diagnostic Mode


Join Terminal 5 and Terminal 6 on the Diagnostic Connector.

Turn the Ignition Switch ON.

The Fault Codes will be displayed on the MIL.

Field Service Mode

After any Faults have been repaired.

Field Service Mode may be implemented by;

Start the Engine.

Connect Terminal 5 & Terminal 6 in the Diagnostic Connector.

In Field Service Mode;

The MIL will initially flash 2.5 Times per Second.

This Indicates that the System is operating in Open Loop Mode.

(NOT acting on the Oxygen Sensor Output.)

When the Oxygen Sensor reaches Operating Temperature (>360C);




Air / Fuel Ratio




Compared to:



The MIL is OFF



The MIL is ON








Fault Code Table


12*No RPM Signal



14 ECT Sensor Voltage Low -auto trans code

15 ECT Sensor Voltage High -auto trans code


17*PCM Error

19 TPS Stuck Open

21 TPS Voltage High -auto trans code

22 TPS Voltage Low -auto trans code

23*IAT Voltage High

24 No Vehicle Speed Sensor -auto trans code

25*IAT Voltage Low


28 Pressure Switch Assembly Short Circuit -auto trans code




35*Idle Speed Error

36*Vacuum Leak









49*Crank Signal Intermittent

51PROM Error

52System Voltage High -auto trans code


53 System Voltage High -auto trans code



55 Analogue to Digital Error -auto trans code



58*Transmission Fluid Temperature -auto trans code

Voltage Low

59 Transmission Fluid Temperature -auto trans code

Voltage High

66 3-2 Shift Control Solenoid Circuit Fault -auto trans code

67 TCC ON-OFF Solenoid Control Circuit -auto trans code

68 Transmission Component Slipping -auto trans code

69*TCC Stuck ON -auto trans code



73 Pressure Control Solenoid Current -auto trans code

75 System Voltage Low -auto trans code


Too High

812-3 Shift Solenoid B Fault-auto trans code

82 1-2 Shift Solenoid A Fault-auto trans code

83*TCC PWM Solenoid Fault -auto trans code

HOLDEN COMMODORE/STATESMAN VS 3.8L V6 (VH Engine) 1995 - 1997 Engine Management System

TOYOTA LEXCEN 3.8L V6 (VH Engine) 1995 - 1997 Engine Management System

Fault CodesSystem Malfunctions fall into Two Categories.

1.Hard Faults.



These cause the MIL to be illuminated while the Fault is present.

They will go out approximately Ten Seconds after the Fault disappears.

Faults of either type will cause a fault code to be stored in memory.


See Fault Code Table.




This consists of;






If more than 1 Fault Code is stored in Memory:



This Sequence will continue while ever the System remains in ;






Fault Code Erasure


To Erase Fault Codes


When viewed from the Front of the Vehicle:

There is a Group of 6 Fuses under the Relay Housing Cover behind the Battery.

Fuse # 25 is located in the Back Right Hand Corner.

Relearn Procedure

Whenever Memory Codes are cleared or components are replaced.

It will be necessary to carry out the Relearn Procedure.

In most cases the Relearn Procedure involves a Normal Test Drive.

In Some Cases, however, a More Stringent Procedure is needed.

In such a case follow the procedure outlined below:

For Automatic Transmission Models:

1.Idle in Drive for 30 Seconds with Air Conditioning ON.

2.Idle in Drive for 30 Seconds with Air Conditioning OFF.

3.Idle in Neutral for 30 Seconds with Air Conditioning ON.

4.Idle in Neutral for 30 Seconds with Air Conditioning OFF.

For Manual Transmission Models:

1.Idle in Neutral for 30 Seconds with Air Conditioning ON.

2.Idle in Neutral for 30 Seconds with Air Conditioning OFF.





The Fault Codes will be displayed on the MIL

Field Service Mode



Start the Engine.










Air / Fuel Ratio




Compared to:



The MIL is OFF



The MIL is ON








Fault Code Table

Fault Codes marked *

Do NOT illuminate the Malfunction Indicator Light.

Code #Description

12No RPM Signal

(OK stationary engine)

13No RH Oxygen Sensor Signal

14 ECT Sensor -auto trans code

Voltage Low

15 ECT Sensor -auto trans code

Voltage High

16*ECT Sensor voltage unsteady

17*PCM Error

19 TPS Stuck Open



23*IAT Voltage High

24 No VSS -auto trans code

Automatic Only

25*IAT Voltage Low


28 Pressure Switch Assembly -auto trans code

Short Circuit


32 MAF Out of Range

35*Idle Speed Error




44 RH Exhaust Lean Indication

45 RH Exhaust Rich Indication


47*18X Reference Signal Missing


49*Cam / Crank Signal Error

51PROM Error







57*Injector Voltage Monitor Fault

58*Transmission Fluid Temp. -auto trans code

Voltage Low

59 Transmission Fluid Temp. -auto trans code

Voltage High

63 No LH Oxygen Sensor Signal

64 LH Exhaust Lean Indication

65 LH Exhaust Rich Indication

66*3-2 Shift Control Solenoid Circuit Fault -auto trans code



72 VSS Intermittent while Driving -auto trans code


75 System Voltage Low-auto trans code

76*LH & RH Short Term Fuel Trims Differ

78*LH & RH Long Term Fuel Trims Differ

79 Transmission Temperature too High-auto trans code

81 2-3 shift Control Solenoid Circuit Fault -auto trans code


83*Torque Converter Clutch PWM Circuit -auto trans code

92*Low Speed Cooling Fan.

No BCM (body control module) reply

93*SNEF Circuit Fault

94*No VSS

Manual Transmission

97*Canister Purge Circuit


The Diagnostic Connector is located under the Dashboard beneath the Steering Column.

Overview

The Engine Management System on these Vehicles is based on;

And is similar in most respects to the earlier Models.

These Vehicles (Manual & Automatic) were fitted with the Powertrain Control Module (PCM).

Included are also Statesman and Caprice Models.

These Vehicles are fitted with a Camshaft Sensor which controls Sequential Injection.

The Vehicle starts on Simultaneous Injection.

It switches to Sequential Injection upon receiving a signal from the Camshaft Sensor.

If the Camshaft Sensor fails, the Vehicle reverts to Simultaneous Injection.

The Principle Differences are that the Current Version incorporates;

1.Sequential Fuel Injection

2.A Hot Wire Mass Air Flow Meter and

3.Two Exhaust Gas Oxygen Sensors.

PCM (Powertrain Control Module)

The PCM controls all Engine and Automatic Transmission Management Functions.

It communicates with other System Modules such as;

1. The BCM (Body Control Module) and

2. The ABS (Antilock Brake System)

Via a Serial Communication Link.

Automatic Transmission

The 4L60E Transmission uses the PCM to control;

1.Transmission shifting

2.Line Pressure and

3.Torque Converter Clutch

while maintaining good driveability.

The PCM monitors Electrical Signals from various Transmission and Engines Sensors.

Fault Codes can be extracted by Connecting Pin 5 and 6 on the Diagnostic Connector.

This will illuminate the Powertrain Check Lamp.

Transmission Pass Thru Connector

This is an environment protected Connector.

It is designed to protect the Low Voltage and Low Current levels.

These pass between the PCM and the Sensors within the Transmission.

Correct connection within the Connector can be interfered with through;

1.Bent Pins

2.Pins pushing away from each other

3.Contaminants such as Dirt, Water and Corrosion within the Connector

Anything that interferes with this Connector can cause the Transmission to operate incorrectly.

It also causes Diagnostic Trouble Codes to be set.

Vehicle Speed Sensor (VSS) (Manual)

There are Two different Vehicle Speed Sensors used for the Automatic and Manual Vehicles.

The Gear driven Vehicle Speed Sensor is located in the Transmission Extension Housing.

The Sender is an Electronic Hall Effect Switch.

It pulses a Voltage to an Earth from the PCM.

The Pulses occur 10 times per revolution.

This information is used for the Speedo, IAC, Cruise Control and some Fuelling Modes.

Vehicle Speed Sensor (VSS) Automatic VehiclesThe VSS is mounted in the Extension Housing of the Transmission.

An Inductive Pick Up Style Sensor is utilised to produce the VSS Signal.

As the Transmission Output Shaft rotates;

A Toothed Rotor moves past a Coil wrapped around a Permanent Magnet.

(Both ends of the Coil are connected to the PCM)

As the Rotor turns, a fluctuating Magnetic Field is produced.

This induces a Voltage into the Coil which is sent to the PCM.

The AC Voltage produced varies between 0.5 and 100 Millivolts depending upon Vehicle Speed.

HOLDEN COMMODORE VS 5.0L V8 (VU Eng.) 1993-97

Engine Management System

Fault Codes

The PCM incorporates a Self Diagnostic Function which detects System Malfunctions.

It indicates the presence of a Fault via the Malfunction Indicator Light (MIL).

This is located in the Instrument Cluster.

(Formerly referred to as the Check Engine Light)

System Malfunctions fall into Two Categories.

1.Hard Faults



Cause the MIL to be illuminated while the Fault is present.

The MIL will go out approximately Ten Seconds after the Fault disappears.



(Indicated in the Fault Code Table)




This consists of;






If more than One Fault Code is stored in Memory:



This Sequence will continue while ever the System remains in Diagnostic Mode.



Ensure that;




Fault Code Erasure



When Viewed from the Front of the Vehicle;

There is a group of 6 Fuses under the Relay Housing Cover behind the Battery.

Fuse # 25 is the Fuse located in the Back Right-Hand Corner.


Diagnostic Mode




The Fault Codes will be displayed on the MIL.

Field Service Mode



Start the Engine.










Air / Fuel Ratio




Compared to:



The MIL is OFF



The MIL is ON








Fault Code Table


12*No RPM Signal



14 ECT Sensor Voltage Low -auto trans code

15 ECT Sensor Voltage High -auto trans code


17*PCM Error

19 TPS Stuck Open



23*IAT Voltage High

24 No Vehicle Speed Sensor -auto trans code

25*IAT Voltage Low


28 Pressure Switch Assembly Short Circuit -auto trans code




35*Idle Speed Error

36*Vacuum Leak









49*Crank Signal Intermittent

51PROM Error









58*Transmission Fluid Temperature -auto trans code

Voltage Low


Voltage High



68 Transmission Component Slipping -auto trans code





75 System Voltage Low -auto trans code


Too High

812-3 Shift Solenoid B Fault-auto trans code

82 1-2 Shift Solenoid A Fault-auto trans code

83*TCC PWM Solenoid Fault -auto trans code


The Diagnostic Connector is located under the Dashboard beneath the Steering Column.

HOLDEN COMMODORE VT 3.8L V6 (H & S Engines) 1997 - 2000 Engine Management System

HOLDEN CAPRICE 3.8L V6 (H & S Engines) 1997 - 2000 Engine Management System

HOLDEN STATESMAN 3.8L V6 (H & S Engines) 1997 - 2000 Engine Management System

(Supercharged and Non Supercharged Engines)

Overview

These Vehicle are fitted with the V6 3.8L VH Naturally Aspirated and Supercharged Engines.

Supercharged Engines run a lower (8.5:1) Compression Ratio.

They incorporate Sequential Fuel Injection and Ignition Control.

The Injection System operates Simultaneously during Cranking.

Should the Camshaft Sensor fail, it will revert to Simultaneous Injection.

Close monitoring of Stoichiometic Air/Fuel Ratio is by use of Two Oxygen Sensors.

Supercharged Models use Heated Oxygen Sensors.

The PCM also controls Engine Cooling Fans, Air Conditioning and Auto Transmission Operation.

Fault Codes

The Fault Codes are read as long an short flashes of the Powertrain Checklight.

The long flashes represent the "Tens" and the short flashes represent the "Single" Units.

Each Fault Code will be displayed three times.

If only one Fault Code is stored, there will be a long pause (3.2 seconds)

The Code will then be repeated.

If there is more than one Code stored, each Code will be displayed three times.

At the end of the sequence, following a 3.2 second pause, the Codes will repeat.

Note

As the Engine is Not Running when the Codes are extracted;

Code 12 (No Engine Speed Signal) will be displayed.

This does not indicate a Fault.

When the Ignition is switched to ON, the Powertrain Checklight will illuminate.

When the Engine starts, the Checklight will extinguish.

If an intermittent Fault is detected in the System;

The PCM will illuminate the Powertrain Checklight, indicating a current Fault.

When the Fault ceases, the Checklight will extinguish.

The Fault Code will, however, remain stored in the Fault Code Memory and the "History" memory. (The History Memory location can only be cleared with a suitable Data Scanner)

Fault Code Erasure

Remove Fuse #31 (located in Fuse Box behind Battery) for 10 Seconds.


Connect a Jumper Wire between the Terminals #5 and #6 on the Diagnostic Connector.

Switch Ignition ON.

Compare flashes to Fault Code Table.

Diagnostic Connector (Data Link Connector)

The Diagnostic Connector is located on the lower edge of the Dash Panel.

It is below the Steering Wheel.

Fault Code TableCode #Circuit and Status

12Engine Speed Detection No RPM Input

(Normal when Engine is Not Running)

No Crankshaft Reference Signal

(Check Wiring, DIS Module, Crankshaft Position Sensor)

Note

Does NOT illuminate the Powertrain Checklight

13Oxygen Sensor (Right bank) No Input Signal

Oxygen Sensor, Wiring or Connector

14Engine Coolant Temperature Sensor Voltage Signal LOW

Temperature Sensor

Note

See Engine Coolant Temperature Sensor

15Engine Coolant Temperature Sensor Voltage Signal HIGH

Temperature Sensor

Note


16Engine Coolant Temperature Sensor Voltage Signal Unstable

Temperature Sensor Open or Short Circuit (Intermittent)

Wiring or Connectors Open or Short Circuit (Intermittent)

Note



17Powertrain Control Module Engine Coolant Circuit.

Failure of PCM Circuit Resistor

Note



18EGR System (Non Supercharged)

Incorrect Gas Flow

EGR Valve Problem, Wiring or Connector

Note


19Throttle Position Sensor Sensor Jammed

Mechanical problem with Throttle Position Sensor (Broken Internal Spring)

21Throttle Position Sensor Voltage Signal HIGH

Circuit possibly Shorted to Voltage

22Throttle Position Sensor Voltage Signal LOW

Circuit possibly Shorted to Ground

23Intake Air Temperature Sensor Voltage Signal HIGH

Sensor Faulty, Wiring or Connector

Note


24Vehicle Speed Sensor Automatic Transmission

Signal Input Unchanging (While decelerating)

Note Sensor Faulty, Wiring or Connector

25Intake Air Temperature Sensor Voltage Signal LOW


Note


26Intake Air Temperature Sensor Voltage Signal Unstable

Sensor Faulty, Wiring or Connector Intermittent

Note


29 Exhaust Gas Recirculation (EGR) System: Pintle Position Fault

(EGR Position Sensor inside the EGR Valve)

Pintle Jammed

EGR Valve Failure

Note


31 Theft Deterrent System: No Signal

(Anti-theft communication between PCM and BCM)

32 Mass Air Flow Sensor

(No adjustments possible on this component)

Voltage Signal Out of Range


35Idle Speed Monitor

Idle Speed Error

Sensor Faulty , Wiring or Connector

Note


36Vacuum Monitor

Vacuum Leak

Vacuum Hoses, Clamps and fittings

Idle Speed Controller Faulty or Sticking

Note


41Electronic Spark Timing Timing Pulse Problem

(Code sets when Cranking)

PCM Terminal# D10 to DIS Module Terminal A

Wiring Circuit Problem - Open or Ground

Note

DIS Module Problem

42Electronic Spark Timing Bypass Circuit Fault

(Code sets above 1600 RPM)

DIS module, Wiring or Connector

43Knock Sensor Voltage Signal Outside of Specifications

(Too Low or Too High)

Sensor Faulty, Interference in Circuit

Incorrect Mass Air Flow Sensor frequency output (Low)

Incorrect Engine Coolant Temperature Sensor resistance (High)

Note


44Oxygen Sensor (Right Bank) Signal Indicates Too Lean


Mechanical Problem

45Oxygen Sensor (Right Bank) Signal Indicates Too Rich


Mechanical Problem

46Direct Ignition System No Crankshaft Reference Signal

(Received by PCM when Engine cranks)

DIS Module Problem

Wiring or Connector (DIS Module Terminal D to PCM Terminal #D12)

47Direct Ignition System / Crankshaft Position Sensor Missing 18X Signal

DIS Module

Crankshaft Position Sensor

Wiring or Connector

Note


48Camshaft Position Sensor No Signal (Received by PCM)

Sensor Fault, Wiring or Connector

Note


49Camshaft Position Sensor Signal Intermittent (Received by PCM)

Sensor Fault, Wiring or Connector

Note


51PCM PROM Error Code

PROM Module

PCM Module

52System Voltage High (16 V for 109 min.)

Alternator

53System Voltage High (19.5 V for 2 sec.)

Battery, Alternator, Wiring or Connector

54Voltage Monitor, Voltage Unstable

Battery, Alternator, Wiring or Connector

55PCM - Analogue to Digital Signal Converter Error Code

PCM Module

56Exhaust Oxygen Content (Supercharged Models)

Lean Condition Under Load

Mechanical Problem

57Fuel Injector Voltage Monitor (Voltage Out of Range)

Main Relay, Battery, Alternator, Wiring or Connector

Note


58Transmission Fluid Temp Voltage Low

Wiring, Sensor

Note


59Transmission Fluid Temp Voltage High

Wiring, Sensor or Connector

63Oxygen Sensor (Left Bank) No Input Signal

See

Oxygen Sensor, Wiring or Connector

64Oxygen Sensor (Left Bank) Signal Indicates Lean Exhaust Gas

Oxygen Sensor

Engine Mechanical Problem

65Oxygen Sensor (Left Bank) Signal Indicates Rich Exhaust Gas

Oxygen Sensor

Engine Mechanical Problem

66 3-2 Shift Control Solenoid Circuit Fault

Solenoid, Wiring or Connector

Note


67Torque Converter Clutch On-Off Solenoid Control Circuit

Inspect


69Torque Converter Clutch Stuck On

Wiring, Mechanical Problem

Note


72Vehicle Speed Sensor Intermittent While Driving

Sensor, Wiring or Connector

73Pressure Control Solenoid Current


75System Voltage Low

Wiring, Alternator or Connector

76PCM Fuel Trim Circuit - Short Term Fuel Trim (High)

PCM Module

Mechanical Problem causing Fuel Trim adjust to maximum

Note


78PCM Fuel Trim Circuit - Long Term Fuel Trim (High)

PCM Module

Mechanical Problem causing Fuel Trim adjust to maximum

Note


79Transmission Temp Too High

Slipping, Overheating, Wiring, Sensor

812-3 Shift Control Solenoid Circuit Fault

Inspect


821-2 Shift Control Solenoid Circuit Fault


83Torque Convertor Clutch Pulse Width Modulation Circuit

Wiring or Connector

Note


85Transmission Slipping

Difference between Engine RPM and Transmission Output RPM

Note


91PCM

Quad Driver Module Fault

PCM Module

Note


92Low Speed Fan No Response from BCM

BCM Module, Wiring or Connector

Note


93PCM Filter Circuit for Knock Sensor

Signal Noise Enhancement Filter Fault

PCM Module

Note


94Vehicle Speed Sensor Manual Transmission

(Signal Input Unchanging while decelerating)

Sensor, Wiring or Connector

95Transmission

Torque requested is out of Range

96Air Conditioner Pressure Sensor

Sensor Fail Code

Note


97Purge Canister fails to Operate


Note


Engine Coolant Temperature Sensor

This Sensor is located at different positions for Supercharged and NON Supercharged Engines.

Supercharged

The Engine Coolant Temperature Sensor is located at the rear of the Left Cylinder Head.

It is near the Thermostat Housing.

Non Supercharged

The Engine Coolant Temperature Sensor is located at the Front of the Engine.

It is just below the Thermostat Housing.

The resistance of the Sensor will vary according to Engine Coolant Temperature. (Thermistor)

The PCM outputs 5 Volts to the Temperature Sensor.

The Voltage in the Circuit will vary:

From 5 Volts approximately when the Engine Coolant is Cold (-20C).

To 2.6 Volts approximately when the Engine Coolant is Hot (80C).

When the Engine Coolant Temperature is below 50C approximately:

The Switch inside the PCM will direct the Voltage through the 4000 Ohm Resistor.

When the Engine Coolant Temperature is above 50C approximately:

The Voltage will be directed through the 348 Ohm Resistor.

To Test Voltage:

See PCM Pin #B5.

To Test Resistance:

@ 20C - Should be 3.555 k Ohms

@ 90C - Should be 0.244 k Ohms

Engine Cooling Fans

There are Two Cooling Fans with Four Terminals each.

Two of the Terminals are Battery Feed and the other Two Terminals are Ground Terminals.

If One of the Ground Terminals is connected to Ground via a Relay;

The Fan will operate at Low Speed.

If both Ground Terminals are connected to Ground via a Relay;

The Fan will operate at High Speed.

The Cooling Fans have 4 Capacitors built into the Wiring Circuits.

If the Capacitors are Open Circuit, the Fan Noise will be heard through the Vehicle Speakers.

If the Capacitors are shorted to Ground, the Fans could run continuously.

(The Fusible Link or Fuse may blow)

Automatic Transmission

The Automatic Transmission is PCM Controlled via the following:

1.Fluid Pressure Manual Valve Position Switch

2.Power Economy Switch

3.Pressure Control Solenoid

4.Shift Solenoids

5.Torque Converter Clutch Enable Solenoid

6.Torque Converter Clutch Pulse Width Modulation Solenoid

Fuel Pressure

Non Supercharged Models

Engine Idling;

Vacuum Line Connected270 to 350 kPa

Supercharged Models

Engine Idling;

Vacuum Line Connected290 to 410 kPa

Service Due Indicator Message

A service reminder message is built into the Trip Computer.

1,000 Km before the Service is actually due, the reminder message will appear.

This gives time to arrange for the Service to be carried out.

The message will be shown for 10 seconds whenever the Ignition is switched ON or OFF;

Until the Trip Computer is reset.

When the service is Overdue;

The message will flash for 10 seconds when the Ignition is switched ON or OFF.

Resetting Procedure

1.With the Ignition OFF, press and hold the Up and Down Buttons of the Trip Computer.

2.Turn the Iignition ON while holding down both buttons.

3.Keep both Buttons held in for 2 seconds Approx..

4.Press the MODE Button until SERV 10,000 Km (relevant numbers) is shown.

5.Press and hold the UP and DOWN buttons until the display stops flashing.

6.Turn the Ignition OFF then ON again.

Note

The Service Due Message is calculated only by distance.

Remember that if driving infrequently special Servicing may be required.

PCM

The PCM is located behind the Left Hand Kickpanel.

This Control Module is common to many different Vehicle Builds.

It is fitted with a removable PROM Module, which is specific for a particular Model.

(Type of Engine, Transmission, and Rear Axle etc)

New PCM's are not supplied with a PROM module.

The PCM is self testing and will generate a Fault Code to the Fault Code Memory.

(If any Sensors or Specifications are outside of the operating parameters)

If a Code is generated, the Powertrain Checklight Lamp will be illuminated.

The PCM and the BCM are Security Linked.

If either the PCM or BCM units are replaced, the Security Link must be re-established.

This can only be accomplished with the Tech 2 Data Scanner.

Serial Data Communication (BUS)

Bus communication is used to communicate with other Modules (Computers).

The Master Bus or controller is the Body Control Module (BCM).

This is the Main Communication Centre.

The BCM will request or send information to;

1.The Power Train Control Module (PCM)

2.The Electronic Climate Control (ECC)

3.The Instrument Cluster (INS)

.4The Anti-lock / Electronic Traction Control System (ABS/ETC)

5.The Diagnostic Connector (for use with the TECH 2 tool).

The Data provided by each Module may be used by any Module connected to the Bus Line.

Each Module has a unique response, Message Identifier Word (MIW) for identification.

The BCM surveys each Module for an status update Once every 300 milliseconds.

Except the PCM which will update the BCM Twice every 300 milliseconds.

Serial Data from the Bus line can be read via Data Stream by the TECH 2 Tool.

Information can be obtained from Various Modules for diagnosing Faults in the On Board Computers.

Supercharger

The Supercharger consists of two Helical Cut Counter rotating Rotors within a Housing.

The Rotors, which do not touch each other, are mechanically driven by the Main Drive Belt.

Air is drawn into the Supercharger and forced into the Inlet Manifold.

The Inlet Manifold Pressure is boosted to a Positive Pressure of around 50 to 80 kPa (Max).

Supercharger Boost Control Operation

More Air is pumped into the Engine than can be used under Light Engine Loads or at Idle.

Under these situations, Excess Air is recycled back to the Inlet Side of the Rotors.

The efficiency of the Rotors is thereby reduced, consequently reducing the "Boost" Pressure.

The recycling of the Supercharged Air is controlled by the Boost Control Actuator.

(A Diaphragm connected to a Butterfly Valve)

The PCM actuates the Boost Control Actuator through the Boost Control Solenoid.

Supercharger System

Supercharged Vehicles are fitted with a Mechanically Driven Supercharger.

This forces Air into the Combustion Chambers to improve Volumetric Efficiency.

The Supercharger System will greatly improve torque at low Engine Speed.

Boost Pressure is PCM controlled through the Supercharger Boost Control Solenoid.

Supercharger Boost Control Solenoid

Under most Operating Conditions, the Boost Control Solenoid is energised by the PCM.

While the Boost Control Solenoid is in the energised state;

Control of the Bypass Valve is dependant on the vacuum available at the Bypass Valve Actuator.

When the Engine is at Idle;

Maximum Vacuum will be applied to the Bypass Valve Actuator.

Maximum Vacuum will overcome the force of the Bypass Valve Actuator Internal Spring.

This causes the Bypass Valve to be kept open resulting in reduced Boost.

When the Vehicle is accelerating rapidly;

Minimum Vacuum will be applied to the Bypass Valve Actuator.

The Internal Spring in the Bypass Valve Actuator will force the Bypass Valve closed.

This will result in full boost.

Under some driving situations the Boost Control Solenoid will be de-energised.

(Decelerating, Very High Engine Load, driving in reverse)

This allows the Boost Pressure in the Inlet Manifold to bleed back into the Lower Chamber

of the Bypass Valve Actuator and force the Spring back.

This will result in the Bypass Valve opening and Reducing Boost Pressure.

If Removing the Bypass Valve Actuator;

Mark the Bracket so as to ensure correct Installation Alignment.

HOLDEN COMMODORE VT 5.7L V8 (VF Engine) 1999-2000 Engine Management System

HOLDEN CAPRICE 5.7L V8 (VF Engine) 1999-2000 Engine Management System

HOLDEN STATESMAN 5.7L V8 (VF Engine) 1999-2000 Engine Management System

Overview

These Vehicles were produced with the V8 Chevrolet Generation III 5.7L VF Engine.

It features Sequential Fuel Injection, Electronic Spark Control and Electronic Spark Timing.

They use a Powertrain Control Module (PCM) which controls Engine and transmission Operation.

The Transmission used is different to that used in the V6.

Close monitoring of Stoichiometric Air/Fuel Ratio is achieved by using Two Oxygen Sensors.


The 16 Pin Diagnostic Connector is located under the Right Hand Side of the Instrument Panel.

It is below the Steering Column.

Fault Codes

These Vehicles use OBDII Style Fault Codes.

(See Diagnostic Trouble Codes)

Fault Code Erasure

Fault Code Erasure can be carried out Only with an OBDII Compatible Scan Tool:

Such as the OTC 4000 Enhanced.


Fault Code Extraction can be carried out Only with an OBDII Compatible Scan Tool:

Such as the OTC 4000 Enhanced.

Ps: These devices start from $4000

Fault Code Table - Diagnostic Trouble Codes (DTC)Code #Circuit and Status

P0101Mass Air Flow Sensor

Out of Range


Frequency Low


Frequency High

P0107Manifold Absolute Pressure Sensor

Low Voltage

P0108Manifold Absolute Pressure Sensor

High Voltage

P0112Intake Air Temperature Sensor

Low Voltage


High Voltage

P0117Engine Coolant Temperature Sensor

Low Voltage


High Voltage

P0121Throttle Position Sensor

Out of Range


Low Voltage


High Voltage


Slow To Operate

P0131Heated Oxygen Sensor Bank 1

Low Voltage


High Voltage


Slow Response


Out of Range


Heater Malfunction


Low Voltage


High Voltage


Slow Response


Out of Range


Heater Malfunction

P0171Fuel Mixture Bank 1

Lean

P0172Fuel Mixture Bank 1

Rich

P0174Fuel System Bank 2

Lean

P0175Fuel System Bank 2

Rich

P0218Transmission Fluid Temperature

High

P0230Fuel Pump Circuit

Malfunction

P0325Knock Sensor Circuit

Out of Range

P0327Front Knock Sensor

Malfunction

P0332Rear Knock Sensor

Malfunction

P0335Crankshaft Sensor

No Voltage Cranking

P0336Crankshaft Sensor

No Voltage Running

P0341Camshaft Sensor

Out of Range


Low Voltage


High Voltage

P0351Ignition Control Cylinder #1 Circuit

Malfunction


Malfunction


Malfunction


Malfunction


Malfunction


Malfunction


Malfunction


Malfunction

P0443Emission Canister Purge Valve Circuit

Malfunction

P0481Cooling Fans High Speed Control Circuit

Malfunction

P0502Vehicle Speed Sensor

Low Voltage

P0503Vehicle Speed Sensor

Intermittent Voltage

P0506Idle Air Control Circuit

Idle Speed Low

P0507Idle Air Control Circuit

Idle Speed High

P0522Engine Oil Pressure Sensor

Low Voltage

P0523Engine Oil Pressure Sensor

High Voltage

P0530Air Conditioner Refrigerant Pressure Sensor

Out of Range

P0562Ignition Voltage Supply

Low Voltage

P0563Ignition Voltage Supply

High Voltage

P0601Powertrain Control Module Memory.(PCM)

Malfunction

P0602Powertrain Control Module Memory.(PCM)

Not Programmed

P0608Vehicle Speed Output Signal

Out of Range

P0654Engine Speed Output Signal

Out of Range

P0705Transmission Range Switch Circuit

Out of Range

P0706Transmission Range Switch Circuit

Out of Range

P0711Transmission Fluid Temperature Sensor

Out of Range


Low Voltage


High Voltage

P0719Brake Switch Circuit

Low Voltage

P0724Brake Switch Circuit

High Voltage

P0740Torque Converter Clutch Solenoid Circuit

Out of Range


Stuck ON

P0748Pressure Control Valve Solenoid Circuit

Out of Range

P07511-2 Shift Valve Solenoid

Malfunction


Out of Range


Malfunction


Out of Range


Out of Range


Intermittent High Voltage


Intermittent Low Voltage










Switching Low


Transmission Time Out of Range


Switching Low


Transmission Time Out of Range

P1258Engine Coolant Over Temperature Circuit

Malfunction

P1539Air Conditioner Clutch Status Circuit

High Voltage

P1546Air Conditioner Clutch Status Circuit

Low Voltage

P1626Theft Deterrent Fuel Enable Circuit

Malfunction

P1630Theft Deterrent PCM

Password Learn Mode

P1631Theft Deterrent

Password Incorrect

P16355 Volt Reference #1 Circuit

Manifold Absolute Pressure Sensor,

Throttle Position Sensor and Oil Pressure Sensor Out of Range

P16395 Volt Reference #2 Circuit

Air Conditioner Pressure Sensor Out of Range

P1810Transmission Fluid Pressure Position Switch Circuit

Out of Range


Malfunction

P1870Transmission Slip

Out of Range

B2002Low Speed Cooling Fan Circuit

NO Body Control Module Response

B2006Powertrain Interface Module Serial Data To Powertrain Control Module

No Data Transfer

B2007Starter Relay

Voltage High

B2009Powertrain Control Module EEPROM

Incorrect Reading

PCM

The PCM uses two 80 Pin Connectors.

It is located on the Left Hand Side of the Engine Compartment.

It is mounted on the Inner Guard Panel, near the Engine Coolant Surge Tank.

The PCM is connected to the Body Control Module (BCM) and Diagnostic Connector through;

The Powertrain Interface Module (PIM).

The PCM controls:1. Engine.3. Air Conditioner Compressor Clutch and

2. Transmission.4. Electronic Traction Control (If Fitted)

EEPROM

The EEPROM is part of the PCM and is Not Replaceable.

IF a new PCM is fitted, or If PCM Power is disconnected;

The EEPROM will require Programming. (Tech 2 Data Scanner ONLY)

Idle Re-learn is required and a Functional Check should be carried out.

PCM Connectors

There are Two Connectors on the PCM.

Connector J1, Blue Connector is Closest to the Engine.

Connector J2, Red Connector is toward the Outside of the Vehicle.

Powertrain Interface Module (PIM)The PIM is located under the Left Hand Side Passenger Kick Panel.

It is NOT Repairable.

The PIM is an Electronic Module which acts as an interface between the following:

1. Body Control Module

2. PCM

3. Instrument Panel and

4. Data Link Connector.

The GEN III System uses 2 Types of Serial Data.

The PIM translates both types and sends the Signals to the Correct Devices.

Older (UART) System

The Older System (UART) is 5 Volts Pulses at a Fixed Pulse Width.

Transmitted at 8,192 Bits per Second from Body Control Module.

New (Class II) System

The New System (Class II) is 7 Volts Pulses at Several Pulse Widths.

Transmitted at 10,400 Bits per Second from Powertrain Control Module.

The PIM Translates for the:1. Starter Motor Operation.6. Gear Position Indicator Lamps.

2. Malfunction Indicator Lamp.7. Air Condition Request Signal.

3. Cooling Fan Low Speed Operation.8. Power/ Economy Lamp.

4. Oil Pressure Warning Lamp.9. Theft Deterrent Immobilisation.

5. Low Coolant Lamp.

If the PIM is replaced, the BCM, PIM and PCM Must be Electronically Security Linked.

This Can Only be Performed with a Tech 2 Data Scan Tool.

Pin 6 UART Serial Data.Pin 11 Diagnostic Test Enable.

Pin 7 Class II Serial Data.Pin 15 Ignition Power.

Pin 8 Starter Relay.Pin 16 Ground.

Reverse Lock Out Solenoid (Manual Transmission)

The Reverse Lock Out Solenoid is located on the Left Hand Side of the Extension Housing.

This ON / OFF Solenoid receives it's voltage through Fuse F32.

At Speeds >5KPH, it is De-energised to Prevent the Selection of Reverse Gear.

holden commodore engine control module information

Documents

fault code table code

fault code erasure note

multiple fault codes

cel flash rate

check engine light cel

field service mode

open loop mode

diagnostic connector