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FCA Engine Mangement Operation and Diag

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2K views272 pages

FCA Engine Mangement Operation and Diag

Fca

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Cristobal Medina

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Engine Management:

KƉeƌaƟŽn anĚ iagnŽƐiƐ

WŚaƐe ϭ

Student Workbook
SAFETY NOTICE
This publication’s purpose is to provide technical training information to individuals in the
automotive trade. All test and repair procedures must be performed in accordance with
manufacturer’s service and diagnostic manuals. All warnings, cautions, and notes must be
observed for safety reasons. The following is a list of general guidelines:

• Proper service and repair is critical to the safe, reliable operation of all motor vehicles.
• The information in this publication has been developed for service personnel, and can help
when diagnosing and performing vehicle repairs.
• Some service procedures require the use of special tools. These special tools must be used as
recommended throughout this Technical Training Publication, the diagnostic manual, and the
service manual.
• Special attention should be exercised when working with spring- or tension-loaded
fasteners and devices such as E-Clips, Cir-clips, snap rings, etc. Careless removal may cause
personal injury.
• Always wear safety goggles when working on vehicles or vehicle components.
• Improper service methods may damage the vehicle or render it unsafe.
• Observe all warnings to avoid the risk of personal injury.
• Observe all cautions to avoid damage to equipment and vehicles.
• Notes are intended to add clarity and should help make your job easier.

Cautions and warnings cover only the situations and procedures FCA US LLC has encountered
and recommended. Neither FCA US LLC nor its subsidiaries or af iliates cannot know, evaluate,
and advise the service trade of all conceivable ways in which service may be performed, or of the
possible hazards for each. Consequently, FCA US LLC and its subsidiaries and af iliates have not
undertaken any such broad service review. Accordingly, anyone who used a service procedure or
tool that is not recommended in this publication, must be certain that neither personal safety, nor
vehicle safety, is jeopardized by the service methods they select.

No part of this publication may be reproduced, stored in a

retrieval system or transmitted, in any form or by any
means, electronic, mechanical, photocopying, recording,
or otherwise, without the prior written permission of
FCA US LLC.

FCA US LLC reserves the right to make changes from time

to time, without notice or obligation, in prices,
speci ications, colors and materials, and to change or
discontinue models. See your dealer for the latest
information.

Copyright © 2016 FCA US LLC

ŶŐŝŶĞDĂŶĂŐĞŵĞŶƚ͗KƉĞƌĂƟŽŶĂŶĚŝĂŐŶŽƐŝƐWŚĂƐĞϭ
TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
COURSE OBJECTIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
ǧ
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Step 1. Verify the Concern. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Step 2. Determine Related Symptoms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Step 3. Analyze the Symptoms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Step 4. Isolate the Cause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Step 5. Repair the Concern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Step 6. Verify Vehicle Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ͳ
ͳͲͳ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
ͳȍȎ. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
PCM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Speed Density Equation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
PCM Evolution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Next Generation Controller (NGC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Global Powertrain Electronic Controller, 1st Generation (GPEC1) . . . . . . . . . . . . . . . . . . . . .17
Global Powertrain Electronic Controller, 2nd Generation (GPEC2) . . . . . . . . . . . . . . . . . . . .18
Global Powertrain Electronic Controller, 3rd Generation (GPEC3) . . . . . . . . . . . . . . . . . . . . .19
8GMx Series Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
NGC Pinout Box #8815 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
GPEC 2/3 GPEC Diagnostic Adapter #10436. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Special Tool #8197A Terminal Pin Removal Tool Kit (FCA US LLC) . . . . . . . . . . . . . . . . . . . .23
Special Tool #10300 Terminal Pin Removal Tool Kit (FIAT) . . . . . . . . . . . . . . . . . . . . . . . . . . .24
VERIFYING PCM POWER, GROUND, AND COMMUNICATION CIRCUITS . . . . . . . . . . . . . . . . . . . . .25
Power and Ground Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Power and Ground Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
ͳ

. . . . . . . . . . . . . . . . . . 29
TASK ONE: PCM POWER AND GROUND DIAGNOSIS GPEC2 VE ICLE . . . . . . . . . . . . . . . . . . . . .29
TASK TWO: PCM POWER AND GROUND DIAGNOSIS 8GMX VE ICLE. . . . . . . . . . . . . . . . . . . . . . .32
ͳȍȎȍȎ . . . . . . . . . . . . . . . . . . . . . . . . 37
OBDII OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
J1962 Data Link Connector (DLC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
DIAGNOSTIC TROUBLE CODES DTCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Input Rationality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Output Functionality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

Engine Management: Operation and Diagnosis Phase 1 i

DTC and MIL Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Good Trips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Warm-up Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Clearing DTCs with Scan Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
Flashing MIL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
Freeze Frames . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Freeze Frame Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Clearing Freeze Frame Data (GPEC1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
DTC Priorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Multiple DTC Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
PCM SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
PCM REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
FLAS PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
DEMONSTRATION 2 FREEZE FRAME DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
TASK ONE: FREEZE FRAME ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
ʹ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
PCM DIGITAL INPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Typical CKP/CMP Sensor Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Crankshaft Position (CKP) and Camshaft Position (CMP) Sensors . . . . . . . . . . . . . . . . . . . . .56
Crankshaft Position (CKP) and Camshaft Position (CMP) Triggers. . . . . . . . . . . . . . . . . . . . .57
CKP Trigger Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Bi-directional Crank Sensor and Trigger Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
CMP Trigger Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
CMP Magnetic Trigger Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
World Engine CMP Trigger Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Crankshaft Position (CKP) and Camshaft Position (CMP) Sensor Diagnostics . . . . . . . . . .62
CKP and CMP Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Cam/Crank Variation Relearn or Target Linear Correlation . . . . . . . . . . . . . . . . . . . . . . . . . . .64
ʹ
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
TASK ONE: CRANKS AFT/CAMS AFT POSITION SENSOR DIAGNOSIS. . . . . . . . . . . . . . . . . . . . .67
ʹȍȎ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
MANIFOLD ABSOLUTE PRESSURE MAP SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
MAP Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
MAP Sensor Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
MAP Sensors on Turbocharged Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Throttle Position Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Electronic Throttle Control Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
TPS Voltage vs. Position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76

ii Engine Management: Operation and Diagnosis Phase 1

TPS Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
ETC TPS Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Accelerator Pedal Position (APP) Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
APP Sensor Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
APP Signal vs. Pedal Travel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
APP Signal Self Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
APP Sensor Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
EGR Position Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
EGR Position Sensor Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Fuel Tank Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Fuel Rail Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Fuel Rail Pressure Sensor Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
ʹ
ȍȎ. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
TASK TWO: MAP SENSOR DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
ʹȍȎ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
TWO WIRE ANALOG SENSOR INPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
NTC Thermistors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
NTC Thermistor Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
NTC Thermistor Temperature/Resistance Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
TEMPERATURE SENSOR RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Engine Coolant Temperature (ECT) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Engine Coolant Temperature (ECT) Sensor Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Intake Air Temperature (IAT) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Intake Air Temperature (IAT) Sensor Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Transmission Fluid Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Engine Oil Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
OT ER PCM INPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Sensed B+ Battery Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Knock Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
ʹ
ȍȎ. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ͳͲͷ
TASK T REE: INTAKE AIR OR COOLANT TEMPERATURE SENSOR CIRCUIT DIAGNOSIS . . 105
ʹȍȎ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ͳͲͻ
OXYGEN SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Oxygen Sensor Signal Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Oxygen Sensor Locations and Naming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Open-loop Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Closed-loop Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Oxygen Sensor Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

Engine Management: Operation and Diagnosis Phase 1 iii

Oxygen Sensor Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Downstream Oxygen Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Shift to Reduce igh Oxygen Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Shift to Reduce Low Oxygen Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Oxygen Sensor eaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Oxygen Sensor eater igh-side Driver Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Oxygen eater Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Wide Band Oxygen Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Zirconium Type Oxygen Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Cross Section of Zirconium Oxygen Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Lean Air/Fuel Ratio Exhaust Gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Rich Air/Fuel Ratio Exhaust Gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Wide Band Sensor Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Oxygen Sensor Voltage and Amperage Measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Wideband O2 Sensor Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
ʹ
ȍȎ. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
TASK FOUR: OXYGEN SENSOR CIRCUIT DIAGNOSIS NARROW BAND . . . . . . . . . . . . . . . . . . . 131
TASK FIVE: LINEAR AIR/FUEL SENSOR DIAGNOSIS WIDE BAND . . . . . . . . . . . . . . . . . . . . . . 132
͵. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
PCM OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Low-side Driver Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Low-side-controlled Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Low-side Output Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Low Side Driver Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
igh-side-controlled Devices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
igh-side Driver Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Power Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
GPEC1 Main Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Ignition Coil Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Ignition Coil Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Fuel Injector Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Fuel Injector Control Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Fuel Injector Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Fuel Pump Control Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Fuel Pump Control Module Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
ELECTRONIC T ROTTLE CONTROL ETC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
Motor Polarity Throttle Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Motor Polarity Throttle Closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160

iv Engine Management: Operation and Diagnosis Phase 1

Starting a Vehicle with ETC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
ETC Warning Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Fail-safe Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Limp-in mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
͵
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
TASK ONE: ELECTRONIC T ROTTLE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
͵ȍȎ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
MULTIPLE DISPLACEMENT SYSTEM MDS 5.7 LITER EMI. . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
MDS ydraulic Lifter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
MDS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
MDS Solenoid. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
VARIABLE CAMS AFT TIMING VCT SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
VCT System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
VCT Camshaft Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
VCT Oil Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
Oil Control Valve Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Variable Valve Timing Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
Valve Lift Pro iles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
Valve Overlap Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
Camshaft Phaser Actuator Solenoids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
Camshaft Phaser Oil Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
Cam Phaser with Cover Removed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
Camshaft Actuator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
Exhaust Camshaft Phaser Spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
Cam Phaser to DTC Relationship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
MultiAir® Actuator Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
MULTIAIR SYSTEM DIAGNOSIS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
Roller Follower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
MultiAir Oil Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
MultiAir Operation Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
Full Lift Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
Early Intake Valve Closing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
Late Intake Valve Opening Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
Multi-lift Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
Closed Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
͵
ȍȎ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
TASK TWO: VARIABLE CAMS AFT TIMING SYSTEM DIAGNOSIS. . . . . . . . . . . . . . . . . . . . . . . . . 193

Engine Management: Operation and Diagnosis Phase 1 v

TASK T REE: VARIABLE VALVE TIMING SYSTEM DIAGNOSIS. . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
TASK FOUR: MULTIAIR SYSTEM OPERATION AND DIAGNOSIS. . . . . . . . . . . . . . . . . . . . . . . . . . . 197
͵ȍȎ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ʹͲͳ
INDUCTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Linear EGR Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Manifold Tuning Valve (MTV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Short Runner Valve (SRV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
World Engine Flow Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Flow Control Valve Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Cooling Fan Multi-speed System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
TURBOC ARGER SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Turbocharger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Wastegate Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Boost Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Surge Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
After Run Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
͵
ȍȎ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
TASK FIVE: TURBOC ARGER ACTUATOR AND WASTEGATE SYSTEM . . . . . . . . . . . . . . . . . . . . 217
TASK SIX: EGR SYSTEM DIAGNOSIS OPTIONAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Ͷ
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
SPEED DENSITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Air low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Fuel Modi iers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Feedback Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Stoichiometric Air/Fuel Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
Adaptives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Open-loop Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
Closed-loop Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
Purge Vapor Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
Fuel Injector Pulse-width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
Short-term Adaptive Oxygen Sensor Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Fuel Monitor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
SCAN TOOL VALUES COMPARISON FOR ADAPTIVE DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Purge Vapor Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
OFF (Mode 0). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
LEARN (Mode 1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
NORMAL (Mode 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230

vi Engine Management: Operation and Diagnosis Phase 1

Ͷ
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
TASK ONE: ADAPTIVE FUEL STRATEGIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
Acronyms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
Vacuum Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
ETC Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
Manifold Absolute Pressure (MAP) Sensor Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
all-effect Throttle Position Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Throttle Position Sensor (TPS) Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Fuel Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Dual Fuel Level Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
Fuel Level Sensor Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
FCA US LLC ENGINE SCOPE PATTERNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
Four-cylinder Timing Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
Six-cylinder Timing Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
Six-cylinder 3.7 liter NGC Timing Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
Eight-cylinder Timing Diagram - 4.7 liter Coil-on-plug Ignition System . . . . . . . . . . . . . . 247
Eight-cylinder Timing Diagram - 5.7 liter emi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
Eight-cylinder 5.7 liter emi VCT Timing Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Six-cylinder 3.6 liter with VVT Timing Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253

Engine Management: Operation and Diagnosis Phase 1 vii

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

viii Engine Management: Operation and Diagnosis Phase 1

INTRODUCTION
This two-day, instructor-led course is intended to provide the technician with the knowledge and
skills necessary to diagnose and service engine management systems used on FCA US LLC vehicles.
This course is the second of three parts for engine management systems diagnostics training. This
course focuses on the knowledge and skills required to diagnose and repair diagnostic trouble
code (DTC) based concerns with an overview of the powertrain control module (PCM) and vehicle
operation. Service information procedures and the use of special tools are emphasized to help
increase productivity when returning to the dealership. Basic concepts are not explained unless
required for the understanding of the systems that are covered.
Use the information provided in this publication with the latest service information when
performing diagnosis or repairs.
Upon completion of this two-day, instructor led-course, you must log into DealerCONNECT under
the Training tab and go to the Learning Center in order to complete the review test to receive
credit for the course.

COURSE OBJECTIVES
After completing this course, the technician will be able to:
• Recognize proper PCM operation
• Identify PCM inputs and diagnose PCM input concerns
• Identify PCM outputs and diagnose PCM output concerns
• Discuss PCM control system concerns that would prevent the engine from operating
properly
• Recognize the speed density equation and how it affects engine operation
• Identify adaptive strategies and their effects on engine operation
• Identify, describe the operation of, and diagnose the electronic throttle control (ETC)
system

Engine Management: Operation and Diagnosis Phase 1 1

SIyͳSTEW TROUBLES,OOTIN' WROCEDURE
Accurate and consistent vehicle repairs do not happen by accident. They are the result of sound
diagnostic practices and principles. The six-step troubleshooting procedure is a time-proven,
problem solving method.
Step 1. Verify the Concern
Before any troubleshooting process can progress beyond the irst step, it is essential to verify the
customer’s concern. To verify the concern, it may be necessary to operate the vehicle under the
same conditions the customer does when the problem occurs.
It is essential to get an accurate description of the problem condition from the customer. Test
driving the vehicle with the customer is also an excellent way to verify the issue.
You should not perform any repairs unless you are able to verify and isolate the problem. An
exception to this rule would be when speci ic service information, such as that found in a Service
Bulletin, directs a repair. Under this circumstance, it is permissible to perform a repair when
certain conditions exist.
It is permissible to perform a repair when:
• The symptoms described by the customer match those described in the Service Bulletin
and no other symptoms are present.
• The model year, the platform, the system, or other identifying descriptions match the
Service Bulletin description.
In some cases, the only veri ication of a problem you may be able to obtain is the presence of a
diagnostic trouble code (DTC), which indicates a problem has occurred. If any DTCs are present,
you should accurately record them on the repair order.
Veri ication of a problem may also be limited to the presence of noises or other mechanical factors
indicating a problem has occurred.
After veri ication and throughout the repair process, always keep the original customer concern in
mind.
Step 2. Determine Related Symptoms
This step is a continuation of the irst step because you are still gathering information and have not
performed any repairs. Sometimes the actual fault conditions causing a customer concern affect
other systems as well.
Consequently, the repair process should include operational checks of all vehicle systems that are
related to the original problem.
Refer to service information and any diagrams to determine how they may be related.

2 Engine Management: Operation and Diagnosis Phase 1

You should be aware of problems that affect only a single function of a system, an entire system,
or multiple systems. If you identify multiple problems, attempt to determine how they may be
related. When systems share common components, a single repair can often correct multiple
conditions.
Step 3. Analyze the Symptoms
Step 3 is dependent on veri ication of the problem and builds on the information gathered from
Steps 1 and 2. During this step, you determine what components are required for the affected
system to operate properly by using service information.
Whenever possible, you should use the proper diagnostic tools to verify the operation of each
component or system. Each item that functions properly can likely be ruled out as a possible cause
of faulty operation.
When analyzing symptoms:
• Use service information to identify the components required for proper operation.
• Use diagnostic tools to verify component and system operation.
When you have an electrical system problem, some of the things you should monitor and attempt
to verify are:
• The supporting module or modules are active.
• The supporting switch and sensor states can be detected and are correct.
• The supporting outputs or devices can be actuated and are working correctly.
For mechanical problems, verify that:
• The system operates as intended.
• The supporting components are functioning and intact.
• No bent, broken, or misaligned components are present.
For all problems where there is a DTC, you must determine if the DTC observed relates to the
fault condition. Refer to the Possible Causes listed in service information for a description of
the conditions that cause the speci ic DTC to set. With this information, you can then use the
diagnostic tools to either associate the DTC to the problem, or clear the vehicle systems and
circuits listed in the Possible Causes section as the causes of that DTC. The more complete your
interrogation of the vehicle is, the more time you will save later.
When a DTC is set, you must either:
• Associate the DTC to the problem.
• Clear the vehicle systems and circuits listed as the causes of that DTC.

Engine Management: Operation and Diagnosis Phase 1 3

During this step, you should:
• Develop an action plan it is important to know speci ically what must be veri ied about
the vehicle systems based on your interrogation before beginning.
• If possible, identify any component test procedures from service information that may help
you identify suspected components.
Step 4. Isolate the Cause
Depending on the problem, Step 4 can have many variables. If proper planning was performed
during Step 3, this step should provide positive results.
To isolate the problem area you might:
• Isolate a single component.
• Disassemble part of the vehicle.
• If traced to a speci ic component, substitute the part with a known good part if possible.
CAUTION: Be aware that swapping certain modules on CAN bus vehicles can result in the
ϐǡǤ
ǡ
Ǥ
Step 5. Repair the Concern
If all the other steps have been done correctly, this step should usually consist of:
• Replacing the faulty component that was the source of the problem
• Repairing any wire connections or harnesses required
• Reinstalling and securing all removed components
You should consider the cause of the fault condition when making repairs. For example, if
incorrect routing of the wiring caused the problem, the repair should include relocating the
harness to the correct location to prevent the problem from recurring. Or, if water intrusion
caused the condition, you must address the cause of the water entry.
Step ϲ. Verify Vehicle OperaƟon
This step may require operating the vehicle through the same conditions as Steps 1 and 2.
When verifying proper operation:
• All vehicle systems should be tested, including those that were not of icially part of the
repair, to determine if the repair procedure caused any undesirable conditions.
• Check for DTCs if any were present originally; a inal check should not detect any DTCs.

4 Engine Management: Operation and Diagnosis Phase 1

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

Engine Management: Operation and Diagnosis Phase 1 5

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

6 Engine Management: Operation and Diagnosis Phase 1

ŝƌĐƵŝƚdĞƐƟŶŐϭϬϭ

DEMONSTRATION 1 CIRCUIT TESTIN' 1Ϭ1

Follow along as your instructor demonstrates proper measuring techniques to test circuits for
voltage, resistance, amperage, and voltage drop.

CIRCUIT VOLTA'E TESTIN'

L01_996

Figure 1 Voltage Testing

Using a multimeter to check a circuit for voltage will show you the available voltage on the circuit.
The circuit’s integrity and load resistance will determine the low of current (amperage) within the
circuit. Voltage testing shows the potential difference of energy between the source of the voltage
and the vehicle ground.

Engine Management: Operation and Diagnosis Phase 1 7

ŝƌĐƵŝƚdĞƐƟŶŐϭϬϭ

CIRCUIT RESISTANCE TESTIN'

L01_997

Figure 2 Resistance Testing

Resistance testing should be used only on components that have a speci ied or inherent resistance.
Resistance testing can be useful when checking for corrosion problems, but not very useful when
broken wiring is suspected. The multimeter’s current output can low through one strand of wire
in a multi-strand wire and show good resistance value, but that same wire will not light a higher
load device such as a general test light. This is why voltage drop testing is the preferred method of
testing circuit wiring.
NOTE: ǡ
ϐǤ

8 Engine Management: Operation and Diagnosis Phase 1

ŝƌĐƵŝƚdĞƐƟŶŐϭϬϭ

CIRCUIT AMWERA'E TESTIN'

L01_098

Figure 3 Amperage Testing

When testing circuit amperage, the multimeter becomes part of the circuit being tested; this is why
most multimeters have replaceable fuses to protect the meter. Most multimeters can measure up
to 10 amps continuously and 20 amps for a short period of time. This measurement will show you
how many amps the circuit is drawing. If it is drawing excessively high amperage, there may be a
short to ground or a short to another circuit near the one you are testing.

Engine Management: Operation and Diagnosis Phase 1 9

ŝƌĐƵŝƚdĞƐƟŶŐϭϬϭ

CIRCUIT VOLTA'E DROW TESTIN'

L01_001

Figure 4 Voltage Drop Testing

You can ind high resistance problems in a circuit by performing a voltage drop test. The volt
range of the multimeter measures the difference in potential between the two points being tested.
Should there be a voltage drop in a piece of wire? Should there be a voltage drop across a light
bulb? ow about a motor? To answer these questions, think about this: should a piece of wire
consume voltage? Does wire in a circuit do any work that would consume voltage? No, wiring
should not consume voltage unless it has some other unwanted resistance like corrosion or
multiple strands of wire broken within the wire. As a good rule of thumb, wiring should not have
a voltage drop greater than 0.2 of a volt (200mV). The loads of the circuit are the only components
that should use or consume voltage.

10 Engine Management: Operation and Diagnosis Phase 1

ŝƌĐƵŝƚdĞƐƟŶŐϭϬϭ

TzWES OF TEST LI',TS

General test lights put a load on the circuit being tested and can draw up to 2 amps. These test
lamps are good for verifying power and ground circuits to higher current devices and should not
be used on computer circuits as damage to the circuit or controller may occur.
igh-impedance test lights only put a minimal load on the circuit and are used for computer circuit
testing. This type of test lamp is good for computer circuits but will light with as little as 10 mA.
For this reason, a high-impedance test lamp is not good to use when verifying power and ground
supplies to high-current devices.
Logic probes are a high-impedance test light and are very useful to diagnose high-side and low-
side driver circuits.
Answer the following questions.
1. What does a voltage drop test tell you about the circuit?

2. What state must the circuit be in to perform a voltage drop test?

3. What state must the circuit be in when performing resistance testing?

4. When testing a circuit for amperage, how do you connect the multimeter?

5. Why is it important to load the circuit being tested when performing a voltage drop test?

Engine Management: Operation and Diagnosis Phase 1 11

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

12 Engine Management: Operation and Diagnosis Phase 1

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ

LESSON 1 WOtERTRAIN CONTROL MODULE ΈWCMΉ

WCM OWERATION
The PCM is an electronic control unit (ECU) that houses a processor containing software just
like a computer. The processor receives information from different sensors within the vehicle,
these sensors can be analog or digital and are in luenced by operator control or environmental
conditions. The PCM monitors these inputs and makes decisions according to its software
program. These decisions are then converted to outputs that can be analog or digital; these
outputs control the air and fuel that enter the engine and guide it to running within its most
ef icient parameters under all operating conditions as mandated by government requirements.
The PCM may also contain a transmission control unit that provides input, decision making, and
output control to operate the transmission ef iciently. aving the units combined allows shared
information between the engine and transmission to be quickly communicated via an internal bus,
and it also allows for packaging ef iciencies.
Speed Density EƋuaƟon

Feedback
Air Flow Fuel ModiĮerƐ AdapƟǀeƐ P.W.
Input
RPM MAP
Max RPM (X) Baro (X) Internal EGR (X) dP^ (X) Ed (X) IAd (X) ^enƐed Bн (X) Up O2 (X) ^d (X) >d (X) PurŐe sapor RaƟo с PulƐe WidtŚ

L03_036

Figure 5 Speed Density Equation

Most FCA US LLC vehicles use speed density fuel control systems. This system changes fuel
injection quantity largely based on changes in engine speed and load. Other parameters modify
the basic fuel calculation. The speed density equation is a representation of how PCMs calculate
fuel injector pulse-width in order to maintain a stoichiometric (14.7:1) air/fuel ratio.

Engine Management: Operation and Diagnosis Phase 1 13

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WCM EǀoluƟon
Powertrain control modules have evolved over time; as inputs increase, processor speed needed
to increases to handle the amount of data being monitored and the number of devices being
controlled.
Prior to the totally integrated power module (TIPM) based CAN bus applications, the PCMs
required the serial communication interface circuits for OEM scan tool communication and lash
programming.
When the NGC was irst introduced, it was referred to as NGC1; since that time it has had several
version changes, including processor improvements. For example, NGC1 had only one 5V supply
to feed all the three-wire sensors.
• The NGC2 controller was introduced, without transmission control. This provided space
for supporting hardware for the electronic throttle control (ETC) system.
• Later, the NGC3 was released with two 5V sensor supply circuits and a faster processor. It
supported ETC as well as automatic transmission control functions.
• NGC4 controllers provide even faster processor speeds along with ETC and automatic
transmission control support.
• Venom 1 and 2 controllers for Viper are a variation of the NGC4 controller, and do not need
to support automatic transmission control. These controllers are equipped with faster
processors and support the mass air low sensors, additional injectors, coil drivers, skip
shift solenoid, and the manual transmission reverse lock-out solenoid.

14 Engine Management: Operation and Diagnosis Phase 1

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The more common PCMs available today:

• The GPEC1 PCMs were utilized in vehicles with 1.8-, 2.0-, and 2.4-liter World engines. This
PCM supported engine and transmission functions and was phased out in 2010 with the
introduction of the GPEC2.
• The GPEC2 PCM offers faster processing speeds and automatic transmission control, but is
not equipped to support MultiAir® functions.
• The GPEC3 PCM launched in the 2013 PF with the 2.4-liter engine. This controller looks
similar to a GPEC2, but has a physical difference in the case. There is an extension in the
back cover to allow for the additional electronics for MultiAir control capability. This
controller can be quickly identi ied by the connector colors; it has one green and one blue
connector.
• The 8GMx controller is used in vehicles equipped with a 1.4-liter engine. This controller
includes an internal (board-mounted) barometric pressure sensor with a vent that is visible
from the external case. At this time, the 8GMx PCM does not have the capability to control
automatic transmission functions.
A PCMs original and current VIN should always be the same. Otherwise, someone may have tried
to swap a PCM and this may create problems. The PCM is considered the VIN master and new
modules get their VIN from the PCM. The scan tool needs a VIN to properly set up the screens and
allow full function of the tool. In some cases, if the scan tool is unable to get a VIN from the PCM,
it will request a VIN be manually input before further progress is allowed. In other words, a No
Response PCM could encounter this scenario.
Regardless of all the version changes, it is imperative that the vehicle has the correct PCM part
number and the correct VIN entered into the software.

Engine Management: Operation and Diagnosis Phase 1 15

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ

Neǆt 'eneraƟon Controller ;N'CͿ

A B C D L01_002

1 Powertrain Control Module 2 Four 38-pin Connectors

Figure 6 NGC PCM (NGC4 shown)
Four 38-pin connectors are used on the NGC PCM. The connectors are identi ied by color:
• C1 (A) black
• C2 (B) orange
• C3 (C) white
• C4 (D) green
Connector C4 is dedicated to transmission signals. If C4 is not populated with pins, the TCM
will be found separate controller, or the vehicle uses a manual transmission. Consult service
information for vehicle-speci ic information.

16 Engine Management: Operation and Diagnosis Phase 1

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ

'loďal Woǁertrain Electronic Controller͕ 1st 'eneraƟon ;'WEC1Ϳ

48 72
24 96

19 58

1 2
7 46

2 6

1 73

1 5 25 49
L01-002

1 Connector 1 (58-pin) 2 Connector 2 (96-pin)

Figure 7 GPEC1 PCM
The global powertrain electronic controller, 1st generation (GPEC1) was used on Caliber, Compass,
and Patriot vehicles until the 2011 model year. Two connectors are used on the GPEC 1 PCM: C1
has 58 pins and C2 has 96 pins.

Engine Management: Operation and Diagnosis Phase 1 17

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ

'loďal Woǁertrain Electronic Controller͕ 2nd 'eneraƟon ;'WEC2Ϳ

1 24 1 24

1 2

73 96 73 96
L01_003

1 Connector 1 (C1/gray) 2 Connector (C2/brown)

Figure 8 GPEC2 PCM
The global powertrain electronic controller, 2nd generation (GPEC2) was introduced on the 2011
LX/LD vehicles.
Two 96-pin connectors are used on the GPEC2 PCM. Connector C1 (gray) is dedicated to chassis
circuits, while connector C2 (brown) is dedicated to engine circuits.
NOTE:
ʹ ȋϐ ͳ Ȍ ʹʹ
Ǥǡ
or diagnosing the controller.

18 Engine Management: Operation and Diagnosis Phase 1

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'loďal Woǁertrain Electronic Controller͕ 3rd 'eneraƟon ;'WEC3Ϳ

1 24 1 24

1 2

73 96 73 96
L01_003

1 Connector 1 (C1/green) 2 Connector 2 (C2/blue)

Figure 9 GPEC3 PCM
The global powertrain electronic controller, 3rd generation (GPEC3) was introduced on the 2013
PF with the 2.4-liter MultiAir engine. This PCM allows for the control of the MultiAir components
on the 2.4-liter Tigershark engine. Blue and green 96-pin connectors help identify this controller
visually.

Engine Management: Operation and Diagnosis Phase 1 19

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ

ϴ'Mǆ Series Controllers

L01_003

1 Barometric Pressure Sensor 2 Connector 2 (C2)

3 Connector 1 (C1)
Figure 10 8GMx PCM
The eight gasoline MultiAir (8GMx) PCM is used on FIAT and some FCA US LLC vehicles equipped
with the 1.4 liter engine. Similar to the GPEC controller, there are different variants represented
by the x in 8GMx. Unlike the other controllers, the 8GMx includes an integral barometric pressure
sensor that is not serviced separately. The bullets below de ine the x character and the different
variations used for this engine:
• 2012–2013 Naturally aspirated 1.4-liter engines use an 8GMC controller.
• 2013 1.4 liter turbocharged engines use an 8GMW controller.
• 2014 and newer naturally-aspirated and turbocharged engines use an 8GMK controller.
These PCMs do not have the functionality to handle transmission control. Applications using these
controllers will have a separate transmission controller.
One 94-pin connector and one 60-pin connector are used on the 8GMx series PCMs.

20 Engine Management: Operation and Diagnosis Phase 1

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ

SWECIAL TOOLS
N'C Winout Boǆ ηϴϴ15

1 2

L01-005

1 Special Tool #8815 Pinout Box 2 Special Tool #8815-1 Pinout Box
Adapter Cable
Figure 11 Pinout Box and Adapter
When performing wiring harness diagnostics, it is important not to probe or back probe the
connector. Connector damage will occur if this procedure is not followed. Two special tools have
been designed for these connectors: Special Tool #8815 Pinout Box and Special Tool #8815-1
Pinout Box Adapter Cable. These special tools allow you to perform wiring harness tests. The
Special Tool #8638 Terminal Pin Removal Tool is used to remove the terminal pins from the PCM
connectors.
NOTE: ǡ
ͳͲǦǤ

Engine Management: Operation and Diagnosis Phase 1 21

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ

'WEC 2ͬ3 'WEC DiagnosƟc Adapter͓ͳͲͶ͵͸

2
1

L01_005

1 Special Tool #10436-1 GPEC Diagnostic 2 Special Tool #10436-2 and #10436-3
Adapter Adapters
Figure 12 Special Tool #10436-1 GPEC Diagnostic Adapters
The Special Tool #10436-1 GPEC Diagnostic Adapter should be used to test circuits at the PCM of
GPEC1, GPEC2, and GPEC3 controllers.
NOTE: ǡ
ͳͲǦǤ
CAUTION:
ǡ
Ǥ

the connectors.

22 Engine Management: Operation and Diagnosis Phase 1

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ

Special Tool ηϴ1ϵϳA Terminal Win Remoǀal Tool <it ;FCA US LLCͿ

L01_006

Figure 13 Special Tool #8197A Terminal Pin Removal Tool Kit

The Special Tool #8197A Terminal Pin Removal Kit is used to access terminal pins within most
connectors equipped on FCA US LLC vehicles. See section 29-Non-DTC Diagnostics for the
applications and proper usage of these tools.

Engine Management: Operation and Diagnosis Phase 1 23

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ

Special Tool η1Ϭ3ϬϬ Terminal Win Remoǀal Tool <it ;FIATͿ

L01-006

Figure 14 Special Tool #10300 Terminal Pin Removal Tool Kit

This kit is used to access terminal pins within most connectors equipped on FIAT vehicles. See
section 29-Non-DTC Diagnostics for the applications and proper usage of these tools.

24 Engine Management: Operation and Diagnosis Phase 1

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ

VERIFzIN' WCM WOtER͕ 'ROUND͕ AND COMMUNICATION CIRCUITS

L01_006

Figure 15 GPEC1 Power and Ground Connections

Woǁer and 'round Circuits
PCMs have multiple circuits that supply power and grounds. It is important to know what types
(ignition or battery feed for power circuits), how many, and where these connections are on the
vehicle. If one or more of any type of circuit is faulty, the PCM could have diagnostic trouble codes
(DTCs) that may be triggered by components not getting their 5V reference voltage. It could also
be caused by the PCM not being able to turn an output on or off, depending on what type of driver
(high-side or low-side) and components are in the circuit.
Sensor ground circuits need to be veri ied when multiple sensor DTCs have been triggered. Sensor
ground circuits are ground circuits are iltered by components within the PCM that remove noise
and other disturbances from the sensor circuits. They could inadvertently trigger DTCs or cause
glitches within the sensor circuits.

Engine Management: Operation and Diagnosis Phase 1 25

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ

Woǁer and 'round Diagnosis

L01_025

Figure 16 Voltage Drop Across Ground Terminal - DMM Set to DC Volts

Most ground conditions can be diagnosed by performing a voltage drop test across the ground
terminal at the PCM and the termination point of the ground. The ground lead may share a
common termination point or a splice. Con irmation of power and ground circuits are critical
before attempting to replace any control module. owever, there must be electrical current
lowing in the circuit to perform the voltage drop test. To perform the test properly, turn the
ignition switch to the RUN or START position to ensure the circuits being tested are under a load.
You CANNOT perform a voltage drop test if the circuit is OPEN. If the voltage drop is too high, a
check of the termination points and splices should be performed. If there is a splice between the
PCM ground and the ground termination point, and the voltage drop on the circuit is too high,
check the splice for loose wires or corrosion. If the termination points are dirty or corroded,
clean the termination points and perform the voltage drop test a second time to verify the repair.
Voltage drop should be no greater than 200 mV on any section of the circuit wiring being tested.
When in doubt, compare the readings to a known good vehicle.

26 Engine Management: Operation and Diagnosis Phase 1

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Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

Engine Management: Operation and Diagnosis Phase 1 27

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Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

28 Engine Management: Operation and Diagnosis Phase 1

ŝĂŐŶŽƐŝŶŐWDŝƌĐƵŝƚƐhƐŝŶŐĂŝŐŝƚĂůDƵůƟŵĞƚĞƌ

ACTIVITY 1 DIA'NOSIN' WCM CIRCUITS USIN' A DI'ITAL

MULTIMETER

TAS< ONE: WCM WOtER AND 'ROUND DIA'NOSIS ͳ 'WEC2 VE,ICLE

Using applicable service information, locate and record the following information for the
PCMs connectors. This information applies to the PCM microprocessor only, not the TCM
microprocessor.
When diagnosing a no-start condition due to an unresponsive PCM, it is important to be able to
identify the correct vehicle architecture, including other modules that are responsible for a PCMs
ability to power up and communicate.
1. Using a multimeter, record the values in the Measurements with Key in Position column
below while observing the proper position of the ignition switch.
NOTE: Ǥ
NOTE: ǡ
start or use the MIN/MAX function on the multimeter.
Function Connector/ ͓Ȁ
Color OFF RUN START
Fused Ign. RUN/
START
ASD Control
Output
ASD Control
Output
ASD Control
Output

Fused B+

ȋȌ

ȋȌ
2. With the ignition in the OFF position, short Fused B+ to the ignition RUN/START circuit at
the GPEC connector. Describe what happens to the main relay control ASD fused main relay
outputs.

Engine Management: Operation and Diagnosis Phase 1 29

ŝĂŐŶŽƐŝŶŐWDŝƌĐƵŝƚƐhƐŝŶŐĂŝŐŝƚĂůDƵůƟŵĞƚĞƌ

3. What was just tested by providing power to the ignition RUN/START circuit at the GPEC
connector?

4. Using service information, locate the sensor ground circuits.

Connector Ȁ ͓Ȁ Function
Sensor Ground
APP Sensor Ground 2
APP Sensor Ground 1
Knock Sensor 1 Return
Throttle Position Sensor
Return
Sensor Ground
Sensor Ground
5. Using service information, locate the 5-volt supply circuits of the GPEC.

Connector Ȁ ͓Ȁ Function

5V Supply
5V Supply
5V Supply
5V Supply
5V Supply

6. In addition to being used as a power source for the low-side drivers and as a diagnostic
input to the PCM, what other functions does the ASD or main relay have?

30 Engine Management: Operation and Diagnosis Phase 1

ŝĂŐŶŽƐŝŶŐWDŝƌĐƵŝƚƐhƐŝŶŐĂŝŐŝƚĂůDƵůƟŵĞƚĞƌ

7. Using service information, locate the bus communications circuits of the GPEC2 controller.

Connector ͓Ȁ Function Voltage Measurement

ǦǦ
ǦΪ

8. What is the signi icance of the sensor ground circuits?

9. After a PCM is replaced, what procedures need to be performed? ow are they performed?

10. If the PCM power and ground connections have been veri ied and the PCM will not
communicate with the scan tool, what external factor could cause this situation?

Engine Management: Operation and Diagnosis Phase 1 31

ŝĂŐŶŽƐŝŶŐWDŝƌĐƵŝƚƐhƐŝŶŐĂŝŐŝƚĂůDƵůƟŵĞƚĞƌ

TAS< TtO: WCM WOtER AND 'ROUND DIA'NOSIS ϴ'My VE,ICLE

1. Using a multimeter, record the values in the Measurements with Key in Position column
below while observing the proper position of the ignition switch.
NOTE: Ǥ
NOTE: ǡ
start or use the MIN/MAX feature on the multimeter to capture the voltages during
the start procedure.
Function Connector/ Circuit #/ ǣ
OFF ACC RUN START
Fused Ign. RUN/
START
ASD Control
Output 1
ASD Control
Output 2
ASD Control
Output 3

Control
Fused B+

ȋȌ

ȋȌ

ȋȌ

32 Engine Management: Operation and Diagnosis Phase 1

ŝĂŐŶŽƐŝŶŐWDŝƌĐƵŝƚƐhƐŝŶŐĂŝŐŝƚĂůDƵůƟŵĞƚĞƌ

2. Using service information, list the connector, cavity, circuit number, and wire color for these
sensor circuits.
Connector ͓Ȁ Function

ͷ
Feed
ͷ
Feed

3. Using service information, locate the bus communications circuits of the 8GMX controller.

Connector ͓Ȁ Function Voltage Measurement

ǦǦ
ǦΪ

4. In addition to being used as a power source for the high-side drivers and as a diagnostic
input to the PCM, what other functions does the ASD or main relay have?

5. What is the difference in the operation of the main relay and a traditional ASD relay?

6. What is the signi icance of the sensor ground circuits?

Engine Management: Operation and Diagnosis Phase 1 33

ŝĂŐŶŽƐŝŶŐWDŝƌĐƵŝƚƐhƐŝŶŐĂŝŐŝƚĂůDƵůƟŵĞƚĞƌ

7. After a PCM is replaced, what procedures need to be performed? ow are they performed?

8. If the PCM power and ground connections have been veri ied and the PCM will not
communicate with the scan tool, what external factor could cause this situation?

9. What functions does the ASD relay provide?

10. What is the signi icance of the sensor ground circuits?

34 Engine Management: Operation and Diagnosis Phase 1

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

Engine Management: Operation and Diagnosis Phase 1 35

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

36 Engine Management: Operation and Diagnosis Phase 1

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ;ŽŶƟŶƵĞĚͿ

LESSON 1 WOtERTRAIN CONTROL MODULE ΈWCMΉ ΈCONTINUEDΉ

OBDII OVERVIEt
J1ϵϲ2 Data LinŬ Connector ;DLCͿ
The PCM maintains communication with scan tools through the vehicle data link connector (DLC).
The DLC connector is located under the instrument panel, near the steering column.
Table 1 Data Link Connector Terminal Assignments

J1962 Data Link Con iguration A Con iguration B TIPM-based CAN PowerNet/CUSW
Connector Pin (1994–2002 MY) CAN Bus Bus CAN Bus
Location (2002 MY +)
Pin # Terminal
Assignment and Production Dev/Prod
Function
1 Mfr. Discretionary RKE Program Input Not Used/Empty Not Used/Empty Not Used/Empty
2 SAE J1850 (+) SAE J1850 (+) SAE J1850 (+) Not Used/Empty Not Used/Empty
3 Mfr. Discretionary CCD (+) Not Used/Empty Not Used/Empty CAN-I S (+)
4 Chassis Ground Power Ground Power Ground Power Ground Power Ground
5 Signal Ground Signal Ground Signal Ground Signal Ground Signal Ground
6 ISO 15765/CAN-C SCI A Rx ISO 15765-4/ Diagnostic/CAN-C CAN-C (+)
(+) CAN-C (+) (+)
7 K-line ISO 9141-2, K-line/ SCI Tx (engine) Not Used/Empty Not Used/Empty
SCI Tx
8 Mfr. Discretionary A/D Signal Output/ Switched Ignition Not Used/Empty Not Used/Empty
Switched Ign.
9 Mfr. Discretionary SCI B Rx/J1850 SCI Rx (trans)/ Not Used/Empty Not Used/Empty
Flash Enable J1850 Flash Enable
10 SAE J1850 (-) SAE J1850 (-) Not Used/Empty Not Used/Empty
11 Mfr. Discretionary CCD (-) Not Used/Empty Not Used/Empty CAN-I S (-)
12 Mfr. Discretionary SCI C Rx SCI Rx (engine) Not Used/Empty Not Used/Empty
13 Mfr. Discretionary Low Side Driver/ Not Used/Empty Not Used/Empty Not Used/Empty
SCI Tx
14 ISO 15765/CAN-C SCI D Rx ISO 15765-4/ Diagnostic/CAN-C CAN-C (-)
(-) CAN-C (-) (-)
15 L-line Inverted SCI Tx SCI Tx (trans) Not Used/Empty Not Used/Empty
16 Permanent Positive Battery Voltage Battery Voltage Battery Voltage Battery Voltage
Voltage

Engine Management: Operation and Diagnosis Phase 1 37

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ;ŽŶƟŶƵĞĚͿ

Beginning with the introduction of the NGC PCM in model year 2002 vehicles, FCA US LLC vehicles
switched over to a new J1962 DLC connector layout to comply with a revised SAE speci ication.
This was required for the introduction of the controller area network (CAN) bus. Pins 6 and 14
were originally designated as manufacturer-speci ic by SAE, but were recalled to be used for the
CAN bus. This forced a relocation of the SCI bus circuits that were previously assigned to these
terminals. Refer to the appropriate service information.

DIA'NOSTIC TROUBLE CODES ΈDTCSΉ

Table 2 Diagnostic Trouble Code Format

Ͳ 1 23
P=Powertrain 0=Generic DTCs (same 0=Total System 00=ZZ
for all manufacturers)
B=Body 1=Fuel and Air Metering Speci ic Fault
1=Manufacturer- Designation
C=Chassis 2=Fuel and Air Metering
speci ic DTCs
U=Network 3=Ignition System and Mis ire
2=SAE controlled
4=Auxiliary Emissions Controls
3=SAE controlled
5=Vehicle Speed and Idle Regulation
6=Control Module and Output
Signals
7=Transmission
8=Non-powertrain Faults
9=Control Modules, Input and
Output Signals

Diagnostic trouble codes (DTCs) are stored in PCM memory whenever an abnormal condition
within a system is detected. SAE standard J2012 and the EPA de ine OBDII standards for the ive-
digit alphanumeric DTC codes.
DTCs can help speed diagnosis by identifying which systems are affected by the fault. The
malfunction indicator light (MIL) illuminates when a DTC is set, based on monitor failure criteria.

38 Engine Management: Operation and Diagnosis Phase 1

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SAE J2012 requires a uniform DTC format. This format assigns alphanumeric codes to
malfunctions and suggests standard de initions for all generic (SAE universal) DTCs.
Manufacturers can also assign their own unique DTCs. The second digit indicates whether the DTC
is generic or manufacturer-speci ic.
Table 2 shows a sample of what the pieces of a DTC mean. Technicians diagnosing other vehicle
systems may ind DTCs with two additional characters at the end of the normal ive-digit code.
The additional sub-codes are indicators of a circuit fault detected by the reporting module.
Types of Faults
Comprehensive components are typically sensors, switches, solenoids, and relays that are
monitored continuously by the PCM. Circuits attached to comprehensive components are tested
for:
• Open circuits
• Shorts to ground
• Shorts to power
Any circuit abnormality detected causes a DTC to set. For example, P0107 MAP SENSOR LOW can
be caused by an open in the 5V supply, the supply circuit, or signal circuit shorted to ground.
When one of the above faults is detected, the PCM immediately illuminates the MIL. When the
fault is no longer active, the MIL will be turned off in three good trips.

Engine Management: Operation and Diagnosis Phase 1 39

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ;ŽŶƟŶƵĞĚͿ

Input RaƟonality
In addition to continuity checks, the PCM also checks powertrain component inputs for rationality.
This means the input signal is compared against other inputs and stored information to see if it
makes sense under the current conditions.
Sensor inputs that are checked for rationality include:
• Manifold absolute pressure (MAP) sensor
• Crankshaft position (CKP) sensor
• Camshaft position (CMP) sensor
• Vehicle speed sensor (VSS)
• Engine coolant temperature (ECT) sensors
• Intake air temperature (IAT) sensor
• Engine oil temperature (EOT) sensor
• Throttle position sensors (TPS)
• Accelerator pedal position (APP) sensors
• Ambient air temperature (AAT) sensor
• Oxygen sensors
• Oxygen sensor heaters
• Power steering pressure switch
• Brake switches
• Park/neutral switch
• Transmission controls
• EVAP pressure sensor
• Fuel level sensor
• Fuel tank pressure (FTP) sensor
• Fuel rail pressure sensor

40 Engine Management: Operation and Diagnosis Phase 1

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ;ŽŶƟŶƵĞĚͿ

Output FuncƟonality
The PCM tests outputs for functionality as well as circuit continuity. When the PCM supplies a
voltage or ground to an output component to perform a function, it can verify that the command
was carried out by monitoring speci ic input signals for expected changes.
For example, when the PCM commands the electronic throttle control (ETC) throttle blade to
change position under certain operating conditions, it expects to see a speci ic engine speed. If it
does not, a DTC is triggered.
Outputs that are checked for functionality may include:
• Fuel injectors
• Ignition coils
• Electronic throttle control (ETC)
• Relays
• Torque converter clutch (TCC) solenoid
• Solenoids
• Exhaust gas recirculation (EGR) system
• Fuel Pump Control Module
• Electric air pump
• Cooling fan control
• Transmission controls
DTC and MIL Strategies
dǁŽͲƚƌŝƉ&ĂŝůƵƌĞƐ;WĞŶĚŝŶŐĂŶĚĐƟǀĞ^ĞůĨͲĐůĞĂƌŝŶŐdƐͿ
The Trip is essential for running monitors and extinguishing the MIL. In OBD II terms, a trip is a set
of vehicle operating conditions that must be met for a speci ic monitor to run. All trips begin with
a key cycle.
If the PCM detects an emissions-related component fault or system fault on two consecutive
trips, it illuminates the MIL and sets a DTC. In addition to comprehensive component faults that
illuminate the MIL immediately upon detecting the fault, other components or emission-related
systems must fail the diagnostic monitor test on two consecutive trips for the MIL to illuminate.
These tests are two-trip monitors.
When the irst test fails, the task manager stores a Pending DTC. If the component fails for a
second time on the next trip, the DTC becomes Active and the MIL is illuminated. Non-emissions-
related monitor tests illuminate the MIL after a single failure. These tests are known as one-trip
monitors. A DTC is set and the MIL is illuminated after one failure.

Engine Management: Operation and Diagnosis Phase 1 41

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ;ŽŶƟŶƵĞĚͿ

'ood Trips

200
Temperature (F)

160
150 2 2

1
1

100
Time L01_009
1 Incomplete Warm-up Cycle 2 Complete Warm-up Cycle
Figure 17 Warm-up Cycle for Good Trip
To achieve a good trip for comprehensive components, typically the fault must be corrected. This
can be accomplished by utilizing the scan tool data or performing an actuator test to evaluate the
repair. The engine must run for at least 2 minutes (with no faults) and then a key cycle must be
performed. Good trip information is located in the Environmental Data screen. Double click the
DTC listed on the scan tool under the All DTCs tab.
tarmͲup Cycles
If the component or system failure does not reoccur after three consecutive good trips, the MIL is
turned off, but the stored DTC remains in memory. If the failure does not repeat after 40 warm-up
cycles (coolant temperature must begin below 71 °C [160 °F] and increase above 71 °C [160 °F]
with a minimum of at least 4.5 °C [40 °F] change), the DTC is erased from memory.

42 Engine Management: Operation and Diagnosis Phase 1

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ;ŽŶƟŶƵĞĚͿ

Clearing DTCs ǁith Scan Tools

0121716_016

Figure 18 Scan Report on wiTEC 2.0

DTCs can be erased at any time with a scan tool. Erasing the DTC also erases all stored OBD II
monitor information. This includes all counter information for warm-up cycles, start cycles, trips,
Freeze Frame data, and monitor completion data. Prior to clearing DTCs, a vehicle scan report will
provide a copy of the DTCs and applicable information that may be valuable later on after the DTCs
have been erased.
Flashing MIL
With ignition ON/engine off for 15 seconds, if the MIL is lashing, it means that the OBD II
monitors have not run and completed. Intermittent power or ground problems can cause this to
occur, but the monitors will still have to be run for the MIL to remain on with key ON/engine off.

Engine Management: Operation and Diagnosis Phase 1 43

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ;ŽŶƟŶƵĞĚͿ

Freeze Frames

0121716_017

Figure 19 Freeze Frame Data on wiTEC 2.0

When a fault is detected, the input data from various inputs and outputs is stored in the PCM
Freeze Frame memory, along with the date and odometer of the fault.

44 Engine Management: Operation and Diagnosis Phase 1

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ;ŽŶƟŶƵĞĚͿ

Data stored in Freeze Frame is usually recorded at the irst occurrence. If the fault is a two-trip
fault, the MIL will not illuminate until after the second occurrence, but Freeze Frame data is stored
after the irst occurrence. CARB Freeze Frame data is only overwritten by a different fault with a
higher priority.
Freeze Frame data may include:
• Open-closed loop or closed-loop
• Calculated load
• Engine coolant temperature
• Short-term adaptive
• Long-term adaptive
• Manifold absolute pressure
• Engine speed
• Vehicle speed
• DTC
• Freeze Frame priority

Engine Management: Operation and Diagnosis Phase 1 45

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ;ŽŶƟŶƵĞĚͿ

Freeze Frame Rules

Beginning with the NGC PCM, there are ive Freeze Frame locations. The CARB Freeze Frame is
the highest priority, regardless of order. Freeze Frame number 1 is the irst failure, regardless of
priority. Freeze Frame 2 is the second failure, Freeze Frame 3 is the third failure, and the most
recent failure is the last Freeze Frame. An intermittent or chronic condition could ill all ive
Freeze Frames with the same DTC, but sna pshot conditions and priority could vary. Current rules
state that for a two-trip fault in the CARB-mandated Freeze Frame, only the priority is updated,
not the data. EPA and CARB rules may change, so consult service information for the latest
information.
Table 3 Freeze Frame Rules
CARB Freeze Freeze Frame Freeze Frame Freeze Frame Freeze Frame
Frame 1 2 3 Ͷ
Order of Order of First Failure Second Failure Third Failure Most Recent
Occurrence Occurrence Failure
Does Not
Matter
Priority Does Priority Does Priority Does Priority Does Priority Does
Matter Not Matter Not Matter Not Matter Not Matter

Could Be Could Be Could Be Could Be Could Be

Pending Pending Pending Pending Pending
Failure or DTC Failure or DTC Failure or DTC Failure or DTC Failure or DTC
NOTE: ȋȌ Ǥ
Ǥ
Clearing Freeze Frame Data ;'WEC1Ϳ
On most vehicles, erasing DTCs with a scan tool also erases the Freeze Frame data. On vehicles
equipped with a GPEC1 controller will NOT erase DTCs or Freeze Frame data by disconnecting the
battery. The GPEC1 stores OBDII information in nonvolatile memory. OBDII information can only
be erased with a scan tool or by running three good trips and 40 warm-up cycles.

46 Engine Management: Operation and Diagnosis Phase 1

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ;ŽŶƟŶƵĞĚͿ

DTC WrioriƟes
CARB has mandated that DTCs are entered and ranked according to priority (the worst emissions
offenders). Certain DTCs with higher priority overwrite lower priority DTCs.
Non-emission-related failures have the lowest priority. One-trip failures of two-trip faults have the
next level of priority, followed by matured two-trip failures. One-trip and two-trip failures of fuel
system and mis ire monitors have higher priority over non-fuel-system and non-mis ire faults.
Table 4 DTC Priorities
Description
0 Non-emission-related DTC
1 One-trip failure of a two-trip fault, not for fuel system or mis ire
2 (currently not used)
3 Two-trip failure or matured fault, not for fuel system or mis ire
4 One-trip failure of a two-trip fault, for fuel system and mis ire
5 (currently not used)

6 Two-trip failure or matured fault, for fuel system and mis ire

MulƟple DTC Diagnosis

When more than one DTC is set, it is very important to research the possible connections between
the codes. For example, if you have DTCs for a system, a component, and a circuit, they are most
likely connected. Even if they are from different systems, they could share wiring and possibly the
same fault. The proper order for this process is as follows:
• Record DTCs and save Freeze Frame information; then clear DTCs and retest because this
will verify current faults are present.
• Identify common systems and components.
• Identify common component circuits.
• Identify common DTC description information (circuit high, low, etc.).
This will give you the information to diagnose a multiple-DTC concern properly through the
process of elimination.
Upon completion of the repair, and before returning the vehicle to the customer, verify the original
faults have not reset (this may require ensuring the one-trip monitor has completed testing) .

Engine Management: Operation and Diagnosis Phase 1 47

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ;ŽŶƟŶƵĞĚͿ

WCM SERVICE

0121716_002

Figure 20 Original VIN and Current VIN on wiTEC 2.0

WCM REWLACEMENT
Replacement PCMs now require programming with a scan tool. The PCM does not operate until
programmed and a NOT PROGRAMMED DTC is set.
CAUTION: ȋϐȌǡ
ϐǤ
ǡǡ
Ǥ
Ǥ
CAUTION:
ȋȌ ǡ
Ǥ
The scan tool (wiTEC 2.0) shows the original and current PCM VIN under the PCM/Details
tab. These should always be the same. Otherwise, someone may have tried to swap a PCM and
that may create problems. With most vehicles, the PCM is considered the VIN master and new
modules get their VIN from the PCM. Also, the scan tool needs a VIN to properly set up the screens
and allow full scan tool functionality. In some cases, if the scan tool is unable to get a VIN from the
PCM, it will request a VIN before further progress is allowed. A NO RESPONSE condition in the
PCM may result.

48 Engine Management: Operation and Diagnosis Phase 1

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0121716_019

Figure 21 wiTEC 2.0 Check VIN in Misc Functions

PCM replacement typically requires speci ic steps to be completed in addition to lashing the
correct software in the new PCM:
• Must program VIN through WCM (SKIM)
• Must enter service reminder indicator mileage
• Relearn ETC if applicable
• Pinion factor (early non-CAN)
– On later models (CAN), the pinion factor is programmed in the front control module
(FCM).
When replacing the PCM, always follow the speci ic procedure in TechCONNECT section 8E.
CAUTION: ϐ
Ǥ
PowerNet vehicles only require the PCM VIN entry in the PCM Misc screen on wiTEC 2.0.

Engine Management: Operation and Diagnosis Phase 1 49

WŽǁĞƌƚƌĂŝŶŽŶƚƌŽůDŽĚƵůĞ;WDͿ;ŽŶƟŶƵĞĚͿ

FLAS, WRO'RAMMIN'
When a lash is entered into a new PCM, you can only update that software version. For example,
if you selected a lash for a V6 engine, there is no way to change the program to work on a V8. The
battery voltage is critical during the lash, and battery charger usage is recommended during the
procedure. The newer battery chargers have a special mode for lashing that reduces electrical
noise while the charger is operating.
NOTE: ͺǦ ε
programming modules.

50 Engine Management: Operation and Diagnosis Phase 1

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

Engine Management: Operation and Diagnosis Phase 1 51

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

52 Engine Management: Operation and Diagnosis Phase 1

&ƌĞĞǌĞ&ƌĂŵĞĂƚĂ

DEMONSTRATION 2 FREEZE FRAME DATA

TAS< ONE: FREEZE FRAME ANALYSIS

This demonstration will allow students to review information that is captured in Freeze Frame
data after a DTC is set. This information is useful when diagnosing DTC faults. Information that is
recorded, such as mileage, key cycles, and run time are available to help determine the root cause
of the concern.
1. When the instructor set a fault in the vehicle, what was the Malfunction indicator lamp
(MIL) status?

2. With the scan tool connected, were there any DTCs stored? Write down any DTCs that were
recovered.

3. Is there any Freeze Frame data stored?

4. ow will this aid in diagnosing the vehicle concern?

Engine Management: Operation and Diagnosis Phase 1 53

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

54 Engine Management: Operation and Diagnosis Phase 1

WD/ŶƉƵƚƐ

LESSON 2 WCM INWUTS

The PCM receives inputs from sensors and switches that inform the PCM about physical conditions
such as temperatures, speeds, and the position of various components. This information
in luences the PCMs output decisions. Inputs can be either a sensor (analog) input or a switch
(digital) input. An analog sensor input will generate or modify a varying voltage signal that is sent
to the PCM, whereas a switch or digital input will send a IG /LOW or ON/OFF signal to the PCM.

WCM DI'ITAL INWUTS

all-effect devices are three-wire, digital sensors that are frequently used for digital PCM inputs
where accuracy and fast response are important. all-effect devices provide the PCM with digital
inputs that do not need analog-to-digital conversion.
The PCM supplies 5V to the all-effect sensor. This voltage powers the all-effect chip and the
electronics in the sensor. A ground for the sensor is provided through the sensor ground circuit.
The signal to the PCM is on a 5V reference circuit. The all-effect sensor contains a powerful
magnet. As the magnetic ield passes over the dense portion of a counterweight, lex plate, or
trigger wheel, the 5V signal is pulled low to approximately 0.3V through a transistor in the sensor.
When the magnetic ield passes over the notches in the crankshaft counterweight, lex plate, or
trigger wheel, the magnetic ield is lost, turning off the transistor in the sensor and supplying the
PCM with a 5V signal.

Engine Management: Operation and Diagnosis Phase 1 55

WD/ŶƉƵƚƐ

Typical C<WͬCMW Sensor Circuit

6
2
5

4 L02_002A

1 5V Reference Voltage 4 Camshaft or Crankshaft Position Sensor

2 Signal Circuit 5 all-effect Switch
3 Ground Circuit 6 Voltage Regulator
Figure 22 CMP and CKP Sensor Circuits
CranŬshaŌ WosiƟon ;C<WͿ and CamshaŌ WosiƟon ;CMWͿ Sensors
The CKP and CMP sensors are all-effect switch inputs to the PCM. all-effect devices toggle the
5V reference from the PCM on and off.
Each all-effect switch is a three-wire sensor. One wire is the 5V power supply. This feed powers
the internal electronics. Each sensor will share a common sensor ground wire. The remaining
wire on each sensor is an individual signal wire.

56 Engine Management: Operation and Diagnosis Phase 1

WD/ŶƉƵƚƐ

CranŬshaŌ WosiƟon ;C<WͿ and CamshaŌ WosiƟon ;CMWͿ Triggers

L02_003

Figure 23 Typical CKP Trigger Wheel

The CKP trigger, using the CKP sensor signal, determines engine position and speed. The
triggering device, whether a lex plate or a tone wheel, will have a tooth or notch that represent a
speci ic amount of degree of crankshaft rotation.

Engine Management: Operation and Diagnosis Phase 1 57

WD/ŶƉƵƚƐ

C<W Trigger theel

L02_005

Figure 24 Typical 58X CKP Trigger Wheel

The crankshaft sensor senses crankshaft position based on the position of a tone wheel that has
60 minus 2 teeth, or 58X. In this case, the tone wheel is located inside the engine crankcase; other
examples are externally mounted. When the gap created by the missing teeth passes by the sensor,
a signal is produced that indicates the number one piston is at top dead center (TDC).

58 Engine Management: Operation and Diagnosis Phase 1

WD/ŶƉƵƚƐ

BiͲdirecƟonal CranŬ Sensor and Trigger theels

1 2

L02_005

1 First Generation Bi-directional Sensor 3 Pattern in a Forward Direction

2 Second Generation Bi-directional Sensor
Figure 25 Bi-directional CKP Sensors and Trigger Wheels
Beginning in 2013, some applications utilize a bi-directional crankshaft sensor. The bi-directional
CKP sensor is a device that generates a highly accurate crankshaft position resolution that is
dependant on the direction as well as speed of the crankshaft.
Because vehicles equipped with stop/start are required to start within one crankshaft revolution,
this type of sensor is used instead of a standard crank sensor. The bi-directional sensor can also
be found in non-stop/start applications. Vehicles that use this type of sensor exhibit quicker start
times.
Vehicles equipped with bi-directional sensors also have PCM programming that allows the module
to read the unique crank signal pattern. One of the biggest differences in the patterns is that
low logic pulse remains the same regardless of engine speed. The only time the low logic pulse
changes duration is if the crankshaft rotates backwards. This will be present in an engine as it
nears 0 rpm during an engine shut-off.
• Engine rotating forward = 45 +/- 8 microseconds (μs) - low logic pulse
• Engine rotating backward = 90 +/- 15 microseconds (μs) - low logic pulse

Engine Management: Operation and Diagnosis Phase 1 59

WD/ŶƉƵƚƐ

CMW Trigger theel

L02_007

Figure 26 Typical Six-cylinder CMP Trigger Wheel

CMP sensor triggers are notched or have teeth, but not as many as the CKP trigger. Only one
switch of signal high-to-low at TDC compression stroke is required to operate the engine normally.
The multiple notches in the CMP trigger will allow the engine to continue running if the crankshaft
position signal becomes unavailable to the PCM.
Notice in the igure above how the windows in the cam gear line up with the top signal (CMP)
pattern and how the three windows line up with the bottom (CKP) signal pattern. The center
window on the CKP pattern and the low gap on the CKP pattern also align. This alignment makes
it possible for the PCM to continue to operate the engine if either signal is missing.

60 Engine Management: Operation and Diagnosis Phase 1

WD/ŶƉƵƚƐ

CMW MagneƟc Trigger theels

L02_009

1 Dual Camshaft Position Sensor 3 Exhaust Camshaft Magnetic Trigger

2 Intake Camshaft Magnetic Trigger
Figure 27 3.6 liter Cam Sensors and Magnetic Trigger Wheels
There is both an intake and an exhaust camshaft sensor on dual overhead camshaft (DO C)
vehicles. The variable valve timing (VVT) system used on most DO C engines requires the exact
position of both the intake and exhaust camshaft.
The 3.6 liter engine uses a dual sensor, which has two sensors in one component. The trigger
wheels use impregnated magnets and they must not be damaged. If there is an issue with the
magnet wheel, you must replace the entire camshaft. The PCM uses crankshaft sensor data along
with camshaft sensor data to determine the actual position of the camshafts.
CAUTION: 3.6 liter camshaft magnetic triggers are sensitive to being damaged through
Ǥ
Ǥ

Engine Management: Operation and Diagnosis Phase 1 61

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torld Engine CMW Trigger theel

L02_010

Figure 28 World Engine CMP Trigger Wheel

CranŬshaŌ WosiƟon ;C<WͿ and CamshaŌ WosiƟon ;CMWͿ Sensor DiagnosƟcs
Typically, the engine will start even if one of these two sensor signals is missing. The PCM will
eventually sort out engine position and start the vehicle on just one of these two inputs. owever,
there may be a slight delay in starting until the PCM can establish synchronization.
A DTC is set and the MIL will illuminate if either or both of the CKP and CMP signals are not
present during engine cranking. owever, intermittent loss of either sensor (especially the crank
sensor) will typically cause a driveability symptom such as stalling or stumbling without setting a
DTC. Further diagnosis requires either one or all of the following diagnostic tests: sensor graphing
on wiTEC 2.0, cam/crank synchronization monitor, data recording, and oscilloscope diagnosis.

62 Engine Management: Operation and Diagnosis Phase 1

WD/ŶƉƵƚƐ

C<W and CMW SynchronizaƟon

L02_013

Figure 29 Intermittent Cam Signal Failure

There are data values on the scan tool called CKP Sync and CMP Sync. These can be used to
monitor the cam and crank signal performance. If there is a concern with either one of the signals,
it can be seen by monitoring the synchronization status. If either sensor is dropping out, it will
be seen as a low spike in graph view as displayed in the igure above. The graph mode provides a
much faster refresh rate to detect intermittent faults than viewing the normal data display mode.

Engine Management: Operation and Diagnosis Phase 1 63

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Cam CranŬ SynchronizaƟon Eǀent Monitor Data

Whenever there are concerns regarding cam or especially crank signal disturbances, further
testing and diagnosis will be necessary. There are certain data parameters found under the OBDII
Monitors called Cam Crank Synchronization Event Monitor data.
Some of the data names you may want to monitor for a intermittent condition that is not setting a
DTC includes:
• Sync Event Mark Index
• Cam Sync Status
• Unlock Engine Position
• Unlock RPM
• Unlock Crank Status
Values to take note of in the different Mark Event and Timing lines include
• Out of Sync
• Cam Unlock
• Crank Unlock
• Crank Stalled
• True or False
This information can be used with the aid of a STAR Center agent to further diagnose a customer
concern.

CamͬCranŬ VariaƟon Relearn or Target Linear CorrelaƟon

The cam/crank variation relearn procedure must be performed using the scan tool any time there
has been a repair or replacement made to a cam- or crank-sensor related component.
Examples of component replacements that require relearn include: lywheel, valvetrain, camshaft
sensors, and crankshaft sensors. Any time a physical relationship between the sensors is changed,
this must be performed. Any time an engine is replaced, this procedure must be performed.

64 Engine Management: Operation and Diagnosis Phase 1

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

Engine Management: Operation and Diagnosis Phase 1 65

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

66 Engine Management: Operation and Diagnosis Phase 1

ŝĂŐŶŽƐĞ^ĞŶƐŽƌ/ŶƉƵƚƐ

ACTIVITY 2 DIA'NOSE SENSOR INWUTS

TAS< ONE: CRAN<S,AFTͬCAMS,AFT WOSITION SENSOR DIA'NOSIS

Provide answers to the following questions as you complete the activity.
1. Using service information, identify the wires at the crankshaft (CKP) sensor harness
connector by color and circuit function. Fill in the table below.

Ȁ Ȁ ͓Ȁ Circuit Function

Voltage

Sensor Signal

2. With the ignition ON and the connector unplugged, measure the voltage at each of the
harness connector pins. Fill in the table below with your results.

Ȁ Voltage
1
2
3

With the connector disconnected, crank the engine for 5 seconds.

3. What DTCs are now present?

Engine Management: Operation and Diagnosis Phase 1 67

ŝĂŐŶŽƐĞ^ĞŶƐŽƌ/ŶƉƵƚƐ

Reconnect the CKP connector and erase the DTCs.

4. Using service information, identify the wires at the camshaft (CMP) sensor harness
connector by color and circuit function. Fill in the table below.
NOTE: ʹǤ

Ȁ Ȁ ͓Ȁ Circuit Function

Voltage

Sensor Signal 1

Sensor Signal 2

5. With the ignition ON and the camshaft position sensor connector unplugged, measure the
voltage at each of the harness connector pins. Fill in the table below.

Ȁ Voltage measured

1
2
3
Ͷ

With the connector disconnected or the signal wire shorted to ground, crank the engine for 5
seconds.
6. Did the engine start?

7. Were there any other symptoms?

Reconnect the CMP connector and erase the DTCs.

68 Engine Management: Operation and Diagnosis Phase 1

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

Engine Management: Operation and Diagnosis Phase 1 69

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

70 Engine Management: Operation and Diagnosis Phase 1

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LESSON 2 WCM INWUTS ΈCONTINUEDΉ

MANIFOLD ABSOLUTE WRESSURE ΈMAWΉ SENSOR

L02_014

Figure 30 Typical MAP Sensor

MAW Sensor
The MAP sensor measures the level of pressure or vacuum existing in the intake manifold. The
MAP sensor also determines ambient barometric pressure. The PCM needs this information
because air density changes with altitude. The MAP sensor also helps to correct for varying
weather conditions. This sensor is relied upon heavily in determining engine operating
parameters especially under load.
The MAP sensor signal circuit receives 5V from the PCM and varies the voltage signal to the PCM
in proportion to manifold pressure (vacuum). The 5V power supply to the MAP sensor may
be shared with other sensors. The MAP sensor operating range is approximately 0.45V (high
vacuum) to 4.8V (low vacuum). Like the cam and crank sensors, ground is provided through the
sensor ground circuit.
The MAP sensor has the most authority of any sensor for determining injector pulse-width while
the engine is running. The MAP sensor also in luences spark advance, ETC throttle plate position,
and deceleration fuel shutoff.
There is always a slight lag in response from the MAP sensor itself. Therefore, the PCM calculates
the expected MAP value based on inputs for throttle position, barometric pressure, and idle
air control (IAC) position, if equipped. This is part of the model-based fuel strategy and this
calculated value is called T-MAP. The MAP sensor input validates this calculated value.

Engine Management: Operation and Diagnosis Phase 1 71

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MAW Sensor Circuit

V
3

4
L02_015

1 5V Reference Circuit 3 Ground Circuit

2 Signal Circuit 4 MAP Sensor
Figure 31 MAP Sensor Circuit
Table 5 Typical MAP Sensor Signal vs. Pressure
MAP Sensor Voltage Barometer Reading Altitude
4.43V 29.92 in. g Sea Level
4.36V 29.42 in. g 500 ft.
4.29V 28.92 in. g 1000 ft.
4.22V 28.42 in. g 1500 ft.
4.15V 27.92 in. g 2000 ft.
4.08V 27.42 in. g 2500 ft.
4.01V 26.92 in. g 3000 ft.
3.94V 26.42 in. g 3500 ft.
3.87V 25.92 in. g 4000 ft.
3.80V 25.42 in. g 4500 ft.
3.73V 24.92 in. g 5000 ft.

72 Engine Management: Operation and Diagnosis Phase 1

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MAW Sensors on Turďocharged Vehicles

Turbocharged vehicles have MAP sensors that are calibrated to measure positive as well as
negative pressure in the intake manifold. These vehicles have a second sensor called the throttle
inlet pressure/barometric (TIP/BARO) sensor.
This sensor is just like a MAP sensor and measures two different conditions: barometric
(atmospheric) pressure and inlet boost pressure. Inlet boost pressure is sensed after the charge-
air cooler and before the throttlebody. The throttle inlet pressure/barometric solenoid is switched
by the PCM to allow the TIP/BARO sensor to sense throttle inlet pressure 95% of the time, and
barometric pressure 5% of the time.
Table 6 Typical Throttle Inlet Pressure Sensor Signal vs. Pressure
MAP Sensor Voltage Barometer Reading Manifold Vacuum/Pressure
4.46V 60.46 in. g 15 lbs. (boost)
4.01V 54.35 in. g 12 lbs. (boost)
3.56V 48.24 in. g 9 lbs. (boost)
3.11V 42.14 in. g 6 lbs. (boost)
2.66V 36.03 in. g 3 lbs. (boost)
2.21V 29.92 in. g (sea level) 0 lbs. (boost)
2.11V 28.7 in. g 1.2 in. g
2.02V 27.42 in. g 2.5 in. g
1.91V 25.92 in. g 4.0 in. g
1.76V 23.92 in. g 6.0 in. g
1.62V 21.9 in. g 8.0 in. g
1.40V 18.9 in. g 11.0 in. g
1.25V 16.9 in. g 13.0 in. g
1.03V 13.9 in. g 16.0 in. g
0.88V 11.9 in. g 18.0 in. g
Voltage values will vary with changes in altitude and atmospheric pressure.

Engine Management: Operation and Diagnosis Phase 1 73

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ThroƩle WosiƟon Sensor

L02 017
1 Throttle Actuator Motor 3 Spring
2 Gears 4 Throttle Position Sensors (2)
Figure 32 ETC Throttlebody Assembly
Two throttle position sensors (TPS) are built into the electronic throttle control (ETC) throttlebody
and provide two throttle position signals to the PCM. Two sensors are used for fail-safe
redundancy and error checking. The sensors output analog signals to inform the PCM that the
throttle plate moves as expected.
Two three-wire potentiometer sensors are used. The sensors use 5V supply and sensor grounds,
which may be common with other sensors.

74 Engine Management: Operation and Diagnosis Phase 1

WD/ŶƉƵƚƐ;ŽŶƟŶƵĞĚͿ

Electronic ThroƩle Control Circuit

3
5V

5
L02_017

1 TPS 1 Signal Circuit 4 Ground Circuit

2 5V Reference Circuit 5 ETC Throttlebody
3 TPS 2 Signal Circuit
Figure 33 Electronic Throttle Control Circuit
Each sensor outputs an analog signal in proportion to throttle plate position, but one sensor
uses reverse logic. As the throttle plate opens, the signal voltage from TPS 1 increases while the
signal voltage from TPS 2 decreases. The sum of the two TPS signal voltages will always equal
approximately 5V. The PCM monitors this value to check system integrity.

Engine Management: Operation and Diagnosis Phase 1 75

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TWS Voltage ǀs. WosiƟon

2
L02_018

1 TPS Signal Voltage 3 TPS 1 Voltage

2 TPS 2 Voltage 4 Throttle Opening Percentage
Figure 34 TPS Signal Voltages vs. Throttle Plate Position

TPS1 + TPS2 = 5V
1.1 3.9 5V
2.4 2.6 5V
3.6 1.4 5V
4.3 0.7 5V
Table 7 Typical Signal Voltages
The ETC throttlebody uses a six-pin connector, four of the pins are for the two TPS sensors, and the
other two pins are for the throttle plate actuator motor.

76 Engine Management: Operation and Diagnosis Phase 1

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TWS Signals

L02_019

1 Throttle Blade Position 3 TPS 1 Volts

2 TPS 2 Volts
Figure 35 TPS Signals Graphed
ETC TWS DiagnosƟcs
Failure of one TPS will initiate the fail-safe mode. Loss of both TPS signals will cause the system to
enter the limp-in mode. Either one will cause the ETC failure light to illuminate and the ETC will
stop functioning.
When in fail-safe mode, the PCM will respond to the accelerator pedal input by advancing the
ignition timing and adding more fuel to allow for limited rpm increase. The throttle plate is
spring-loaded to remain open a small amount to support this strategy. When the accelerator pedal
is not depressed, the idle may seem very rough. The PCM retards ignition timing and reduces fuel
input, which reduces engine speed.
If the system enters limp-in mode, the same strategy applies except the accelerator pedal input
may not be functioning or is not being used. Pushing on the accelerator pedal will have no effect
on the engine rpm. The only input that will make a difference is the brake switch. By stepping on
the brake pedal, the PCM will attempt to reduce engine speed by retarding the ignition timing and
reducing the fuel input in the same manner as fail-safe mode.

Engine Management: Operation and Diagnosis Phase 1 77

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The throttlebody has no serviceable components and is replaced as a unit. Disconnect the battery
before replacing the throttlebody. After replacement, the new throttlebody must be relearned.
A typical relearn procedure is shown below. Always refer to the latest service information for
speci ic procedures.
• Disconnect the battery negative cable for at least 90 seconds.
• Reconnect the negative cable.
• Turn the ignition to the ON position (do not crank).
• Leave the ignition ON for at least 10 seconds; the wiTEC 2.0 will adapt the throttlebody.
This procedure needs to be performed whenever the battery has been disconnected. The PCM will
move the throttle plate through its full travel.

78 Engine Management: Operation and Diagnosis Phase 1

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Accelerator Wedal WosiƟon ;AWWͿ Sensors

L02_020

1 APP Sensor Assembly

Figure 36 Accelerator Pedal Position Sensors with Accelerator Pedal
Two accelerator pedal position (APP) sensors input the driver’s accelerator pedal request signal to
the PCM.
The two sensors are in one housing and located on the accelerator pedal assembly.
The sensors are two three-wire, linear, all-effect sensors that provide the PCM with two voltage
signals in proportion to the accelerator pedal position. Redundant sensors are used because of
their critical function.

Engine Management: Operation and Diagnosis Phase 1 79

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AWW Sensor Circuits

2
9

5
8

L02_021

1 APP 1 5V Reference Circuit 6 APP 2 Ground Circuit

2 APP 1 Signal Circuit 7 Accelerator Pedal Assembly
3 APP 1 Ground Circuit 8 APP 2 Sensor
4 APP 2 5V Reference Circuit 9 APP 1 Sensor
5 APP 2 Signal Circuit
Figure 37 APP Sensor Circuits

80 Engine Management: Operation and Diagnosis Phase 1

WD/ŶƉƵƚƐ;ŽŶƟŶƵĞĚͿ

AWW Signal ǀs. Wedal Traǀel

3
1

4
L02_022

1 Signal Voltage 3 APP 2 Voltage

2 APP 1 Voltage 4 Accelerator Pedal Travel
Figure 38 APP Sensor Signal Voltages vs. Accelerator Pedal Travel
On all powertrains except for 1.4 liter, the signals from the two sensors are not identical. As the
throttle opens, the signal from one sensor increases at about twice the rate of the signal from the
other sensor. The two sensors have completely separate circuits, with separate 5V references,
signals, and grounds. On 1.4 liter applications the APP sensor is a redundant sensor using the
same voltage scale.

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AWW Signal Self Test

L02_023

1 APP 2 Normal Sensor Signal

Figure 39 APP 2 Typical Sensor Signal with Self Test
NOTE: ʹ
ǤǤ

82 Engine Management: Operation and Diagnosis Phase 1

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AWW Sensor DiagnosƟcs

0121716 020
Figure 40 ETC Throttle Follower Test
Guidelines to assist in APP sensor diagnosis include:
• Loss of one APP signal will initiate the fail-safe mode.
• Loss of both APP signals will cause the system to enter the limp-in mode.
• DTCs will also set according to vehicle-speci ic applications.
• The ETC Learn mode must be performed if the APP sensor is replaced.
• The ETC Throttle Follower Test can be used to verify proper operation.

Engine Management: Operation and Diagnosis Phase 1 83

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E'R WosiƟon Sensor

L02_024.5

1 Solenoid 8 5-volt Supply

2 Solenoid Circuits 9 Sense Circuit
3 PCM Control Power 10 Spring
4 PCM Control Ground 11 Valve
5 Pintle 12 To Intake Manifold
6 Potentiometer Circuits 13 From Exhaust Manifold
7 Ground
Figure 41 Linear EGR Valve Components
The EGR position sensor is a three-wire, linear potentiometer providing feedback to the PCM for
EGR valve position. This allows for more precise control over EGR low for better NOx control.
The EGR position sensor shares the same 5V supply circuit as other three-wire sensors. The EGR
position sensor works similar to the TPS. When the valve is closed, the sensor voltage is high; and
when the valve is open, the sensor voltage is low.
E'R WosiƟon Sensor DiagnosƟcs
Guidelines to assist in EGR diagnosis include:
• The EGR Rationality Fault is set when low or valve movement is not what is expected.
• The EGR Position Sensor Too Low is set when the signal is less than a speci ied value.
• The EGR Position Sensor Too igh is set when the signal is greater than a speci ied value.
Fuel Tank Pressure Sensor

84 Engine Management: Operation and Diagnosis Phase 1

WD/ŶƉƵƚƐ;ŽŶƟŶƵĞĚͿ

Fuel TanŬ Wressure Sensor

0121716_007

1 Fuel Tank Pressure Sensor

Figure 42 Fuel Tank Pressure Sensor Location
The fuel tank pressure sensor (FTPS) is located between the fuel tank and fuel iller neck. The
FTPS measures the fuel tank pressure or vacuum level to determine component controls for
proper refueling and evaporative system venting. The sensor is a diaphragm-type pressure
sensor which uses a varying 0 to 5-volt voltage output in relation to fuel tank pressure. As fuel
tank pressure increases, the feedback voltage decreases. The PCM monitors tank pressure,
preventing pressure from increasing or decreasing excessively. Pressure changes in the tank due
to temperature changes while purge is disabled.

Insuĸcient or eǆcessiǀe fuel tanŬ pressure could cause:

• Fuel vapors to vent out the fuel iller cap
• Excessive vacuum causing tank collapse
• Loss of fuel pressure
• Component damage

Engine Management: Operation and Diagnosis Phase 1 85

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Fuel Tank Pressure Sensor Diagnostics

0121716_008

Figure 43 Fuel Tank Pressure Sensor

OBD1 diagnostics are performed on the input by the PCM. If a fault occurs, fuel tank pressure
sensor is set to a calibrated default value. You will want to read the fuel tank pressure sensor
readings on your scan tool in Pascals (Pa) unit of measurement. The amount of pressure changes
in the evaporative fuel system are measured in inches of 20 by the control module. An unwanted
1” to 2” of 2O pressure change in this system can cause a DTC. 1” of 2O is equal to 248.8 Pascals
(Pa). Please refer to service information for proper diagnostic procedures related to these DTCs

86 Engine Management: Operation and Diagnosis Phase 1

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Fuel Rail Wressure Sensor

0121716_005

1 Fuel Rail Pressure Sensor

Figure 44 Fuel Rail Pressure Sensor Location

The PCM uses the fuel rail pressure sensor signal as an input to determine if the variable speed
fuel pump is maintaining suf icient pressure to maintain proper fuel injection pressure demand.
The PCM compares the actual fuel pressure reading to the desired set pressure. The PCM
determines if any fuel pressure adjustments are required based on this comparison. As fuel rail
pressure changes occur, the PCM will signal to the fuel pump control module (FPCM) to regulate
the fuel pressure.

Engine Management: Operation and Diagnosis Phase 1 87

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Fuel Rail Wressure Sensor DiagnosƟcs

0121716_004

Figure 45 Fuel Rail Pressure Sensor

The Powertrain Control Module (PCM) provides a 5-Volt supply to the fuel rail pressure sensor
(FRPS). The PCM also provides a ground through the sensor return circuit. The fuel rail pressure
sensor provides a signal to the PCM on the fuel rail pressure sensor signal circuit. This sensor
signal voltage changes based on the pressure in the fuel rail. The PCM is capable of detecting a
low signal voltage, high signal voltage, as well as voltage out of range. The sensor is a standard
pressure transducer that operates on a 0-5V scale. The normal operating band of the sensor is 0.5
– 4.5V where 0.5V = Pzero and 4.5V = Pmax. The band 0V – 0.5V is the area reserved for an open
or shorted low sensor circuit fault. The upper band of 4.5V – 5.0V is reserved for sensor shorted
high.

88 Engine Management: Operation and Diagnosis Phase 1

WD/ŶƉƵƚƐ;ŽŶƟŶƵĞĚͿ

The PCM monitors the fuel pressure sensor signal for the following failures:
• Circuit performance
• Circuit voltage low
• Circuit voltage high
• Sensor rationality

Please refer to service information for proper diagnostic procedures related to these DTCs.

Engine Management: Operation and Diagnosis Phase 1 89

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

90 Engine Management: Operation and Diagnosis Phase 1

ŝĂŐŶŽƐĞ^ĞŶƐŽƌ/ŶƉƵƚƐ;ŽŶƟŶƵĞĚͿ

ACTIVITY 2 DIA'NOSE SENSOR INWUTS ΈCONTINUEDΉ

TAS< TtO: MAW SENSOR DIA'NOSIS

Answer the following questions as you complete the activity.
1. Using service information, identify the wires at the MAP harness connector by color and
circuit function. Fill in the table below.

Ȁ Ȁ ͓Ȁ Circuit Function

Voltage

NOTE: Ǥ
2. Start the engine, connect the scan tool, and navigate to the Data tab. Record the normal
MAP voltage, MAP vacuum, and BARO readings in the table below.

Scan Tool Data Values

ȋǤȌ

ȋǤȌ

3. What are the MAP voltage, MAP vacuum, and BARO values on the scan tool with the sensor
unplugged and the engine running? Cycle the ignition and record MAP voltage, MAP
vacuum, and BARO readings in the table below.

Scan Tool Data Values

ȋǤȌ
ȋȌ
ȋǤȌ

Engine Management: Operation and Diagnosis Phase 1 91

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4. With the ignition in the RUN position and the connector still unplugged, measure the
voltage at each of the harness connector pins. Record the values you measured in the table
below.

Voltage
1
2
3

5. Monitor the scan tool. List any DTCs present.

6. Start the vehicle with the MAP sensor still unplugged and let it idle, observe the MAP
vacuum value. Is the value real or T-MAP? Where does the MAP vacuum value come from?

7. Were any DTCs indicated? If yes, list the DTCs.

Connect the MAP sensor connector to the extra MAP sensor and lay the sensor on the engine out of
the way of any rotating components. Start the engine and monitor the scan tool.
8. What is your BARO value? Is the value different than what you recorded in question #2?
Why or why not?

9. What is your MAP value? Is it real or T-MAP?

92 Engine Management: Operation and Diagnosis Phase 1

ŝĂŐŶŽƐĞ^ĞŶƐŽƌ/ŶƉƵƚƐ;ŽŶƟŶƵĞĚͿ

10. ow do the answers in question #2 and question #9 compare?

Turn the ignition OFF. Connect a hand vacuum pump to the MAP sensor vacuum port. Using
the vacuum pump, apply 2–4 in. g of vacuum on the sensor. Turn the ignition ON and start the
vehicle.
11. What is your BARO value? Is the value different than what you recorded in question #2?

12. Why did having 2–4 in. g of vacuum on the MAP have such a great impact on the BARO
reading and the way the engine ran?

Turn the ignition OFF and disconnect the extra MAP sensor. Reconnect the MAP sensor connector
to the sensor on the vehicle. Clear all DTCs.

Engine Management: Operation and Diagnosis Phase 1 93

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

94 Engine Management: Operation and Diagnosis Phase 1

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LESSON 2 WCM INWUTS ΈCONTINUEDΉ

TtOͳtIRE ANALO' SENSOR INWUTS

L02_026

Figure 46 Typical NTC Thermistor

All two-wire sensors receive an individual 5V bias sensor signal from the PCM and may have a
common sensor ground. Always refer to the appropriate wiring diagram for the vehicle.
NTC Thermistors
Temperature sensors are thermistors, resistors that signi icantly change resistance value with
changes in temperature. All of the temperature sensors listed below are negative temperature
coef icient (NTC) thermistors. This means that their resistance changes inversely with
temperature. They have high resistance when cold and low resistance when hot.
The PCM sends 5V through a ixed resistor in the PCM to the sensor and measures the voltage
drop between the ixed resistor and the variable resistor in the sensor. When the sensor is cold, its
resistance is high and voltage sensed on the feed side remains high. As the temperature increases,
sensor resistance drops and the signal voltage gets pulled low.

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NTC Thermistor Circuit

L02_027

1 5V Reference 3 NTC Thermistor

2 Ground Circuit
Figure 47 Typical NTC Thermistor Circuit

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NTC Thermistor TemperatureͬResistance Curǀe

2
L02_028

1 Resistance in Ohms 2 Temperature in Degrees Fahrenheit

Figure 48 Typical NTC Thermistor Temperature and Resistance Curve

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Table 8 Typical NTC Sensor Temperature Resistance Values

TEMPERATURE RESISTANCE (O MS)
°C °F MINIMUM MAXIMUM
-40 -40 291,490 381,710
-20 -4 85,850 108,390
-10 10 49,250 61,430
0 32 29,330 35,990
10 50 17,990 21,810
20 68 11,370 13,610
25 77 9120 10,880
30 86 7370 8750
40 104 4900 5750
50 122 3330 3880
60 140 2310 2670
70 158 1630 1870
80 176 1170 1340
90 194 860 970
100 121 640 720
110 230 480 540
120 248 370 410

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TEMWERATURE SENSOR RATIONALITY

2
L02_029

1 Sensor Voltage 2 Temperature in Degrees Fahrenheit

Figure 49 Typical NTC Thermistor Temperature and Voltage Curve
Comparing all of the temperature sensors on a cold engine is a diagnostic method to see if they all
agree on the same temperature (example: intake air temperature, engine coolant temperature, and
transmission temperature. If not, there may be a problem with the erroneous sensors or excessive
resistance in the circuit wiring. Typically, the readings will be within 5°C (8 to 10 F°) of each other.
A DTC can set for this rationality check on some vehicles.
Engines that operate colder than normal (due to faulty thermostats, cooling system problems, or
erroneous coolant sensor readings) will usually have reduced fuel economy.
Engine Coolant Temperature ;ECTͿ Sensor
The ECT signal affects injector pulse-width, and enables OBDII monitors and cooling fan operation.
Its biggest in luence on pulse-width occurs with a cold engine, ignition-ON, to determine cranking
injector pulse-width. After the vehicle has reached operating temperature, the PCM uses the ECT
value to aid in calculating air density.
The ECT signal also affects spark advance curves, engine idle speed, cooling fan operation, A/C
operation, transmission operation, and purge solenoid operation.

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Engine Coolant Temperature ;ECTͿ Sensor DiagnosƟcs

There are four ECT sensor diagnostic routines:
• ECT sensor voltage too high (signal open) (5V)
• ECT sensor voltage too low (signal shorted to ground) (0V)
• ECT sensor too cold too long (rationality)
• Closed-loop temperature not reached (rationality)
When a hard fault occurs, a default temperature value will be substituted to keep the vehicle
running properly, but the voltage value will de ine the fault.
IntaŬe Air Temperature ;IATͿ Sensor
Air density changes as a factor of air temperature. The PCM uses the IAT signal to calculate the
density of the incoming air. The IAT’s greatest in luence on pulse-width occurs during extremely
cold intake air temperatures with wide open throttle conditions.
The IAT is typically located in the air intake tube, after the air cleaner but before the throttlebody.
Typically, the resistance speci ications for the ECT and IAT sensors are the same.
IntaŬe Air Temperature ;IATͿ Sensor DiagnosƟcs
• Voltage too low (near 0V)
• Voltage too high (near 5V)
When the IAT sensor signal indicates a voltage that is too high or too low, the PCM moves into
limp-in mode. In case of IAT failure, the PCM uses ambient air temperature for a limp-in value.
The PCM uses the ambient air temperature sensor information as long as this information is
believed to be accurate.
Intake air temperature sensor performance looks at the outputs of three temperature sensors and
compares them under cold start conditions. Following a start-to-run delay time, the outputs of
the ambient, engine coolant, and intake air temperature sensors will be compared. If the engine
coolant and ambient air temperature sensors agree, and the intake air temperature does not
agree, the intake air temperature sensor is declared as irrational. If declared irrational, a second
comparison will be done after a short drive cycle. If one sensor value is not within 10 °C (18 °F) of
the other temperature sensors for two consecutive trips, a fault will be set for that sensor.
Transmission Fluid Temperature Sensor
A transmission luid temperature sensor provides information to the PCM or TCM (depending on
application) of the transmission luid temperature for transmission operation. The information
from this sensor is used to validate other temperature sensors located on the engine.

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Engine Oil Temperature Sensor

L02_030

1 Engine Oil Pressure Sensor 2 Engine Oil Temperature (EOT) Sensor

Figure 50 EOT Sensor
The engine oil temperature sensor is used by engines that are equipped with variable valve timing,
variable camshaft timing, and the multiple displacement system. These systems are discussed in
the “Outputs” section of this Student Workbook.

OT,ER WCM INWUTS

Sensed Bн BaƩery Voltage
The direct battery feed to the PCM is used as a reference to sense battery voltage.
Fuel injectors are rated for operation at a speci ic voltage. If voltage increases, the plunger will
open faster and farther. If voltage is low, the injector will be slow to open and will not open as
far. If sensed battery voltage drops, the PCM increases injector pulse-width to maintain the same
volume of fuel through the injector.
If the charging voltage is too high, check the Voltage Sense value on the scan tool and verify it
matches the actual battery voltage. If not, check resistance in the speci ied circuit.
The PCM has a circuit that measures the output of the alternator. It compares the Fused B+ and
the alternator output. If the signals are inconsistent, battery charging shuts down to protect the
components.

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<nocŬ Sensors

L02_032

Figure 51 Typical Knock Sensor

Knock sensors contain a piezoelectric crystal that constantly vibrates and sends an input voltage
(signal) to the PCM while the engine operates. As the intensity of the crystal’s vibration increases,
the knock sensor output voltage also increases.
The voltage signal produced by the knock sensor increases with the amplitude of vibration.
The PCM receives the knock sensor voltage signal as an input. If the signal rises above a
predetermined level, the PCM will store that value in memory and retard ignition timing to reduce
engine knock. The PCM ignores knock sensor input during engine idle conditions. If the knock
sensor voltage exceeds a preset value, the PCM retards ignition timing for all cylinders. It is not a
selective cylinder retard.
NOTE:

Ǥ

102 Engine Management: Operation and Diagnosis Phase 1

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

Engine Management: Operation and Diagnosis Phase 1 103

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

104 Engine Management: Operation and Diagnosis Phase 1

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ACTIVITY 2 DIA'NOSE SENSOR INWUTS ΈCONTINUEDΉ

TAS< T,REE: INTA<E AIR OR COOLANT TEMWERATURE SENSOR CIRCUIT DIA'NOSIS

Answer the following questions as you complete the activity.
1. With the ignition ON, connect a scan tool to the vehicle and navigate to the PCM Data tab.
Record the IAT/ECT voltage and temperature.

2. Unplug the IAT/ECT sensor connector. Record the voltage and temperature values
displayed on the scan tool with the sensor unplugged.

3. Using a DMM, measure the voltage at each of the harness connector pins and record the
values below.

4. Navigate to the DTC tab on the scan tool, what DTCs are present? Do not erase DTCs.

5. With the IAT/ECT sensor connector still unplugged, navigate to the Data tab, observe the
IAT/ECT volts and temperature. Using a fused jumper wire, short the two sensor wires
together and record the values below.

6. Connect a scan tool to the vehicle. What DTCs are active?

7. By unplugging and shorting the IAT/ECT connector, what was just tested?

8. If the answer to question #5 was no change in voltage (5V), what might this indicate?

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9. With the IAT/ECT sensor connector still unplugged, short the sensor signal wire to a good
ground and record the values below. What does this indicate?

10. If the reading did not change, what would this indicate?

Reconnect the sensor.

11. If a vehicle cold soaked overnight and you monitored the data with a scan tool, should
there be a difference between ECT, IAT, ATS, and transmission temperature values on a cold
vehicle?

12. If you suspected a speci ic temperature sensor, would this rationality comparison method
help? ow?

Verify all sensors are reconnected and erase all DTCs.

106 Engine Management: Operation and Diagnosis Phase 1

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

Engine Management: Operation and Diagnosis Phase 1 107

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

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LESSON 2 WCM INWUTS ΈCONTINUEDΉ

OyY'EN SENSORS

1 2 1 2

6 3

5 4
L02_034

1 Exhaust Flow 4 Rich Exhaust

2 Ambient Oxygen 5 Lean Exhaust
3 Low Oxygen Content 6 igh Oxygen Content
Figure 52 Oxygen Sensor Operation
The heated oxygen sensors are four-wire, zirconium dioxide sensors placed in the exhaust system
to measure oxygen content in the exhaust stream.
After the sensor reaches approximately 315.5 °C (600 °F), the oxygen sensor becomes a galvanic
battery that typically generates a voltage signal of 0.0–1.0V. This is the operating voltage of the
sensor without being connected to the PCM wire harness. The sensor alone generates this voltage.
When the oxygen sensor is connected to the PCM wire harness, and the signal is monitored using
a scan tool or a voltmeter, you will see 2.5–3.5V (some PCMs will display both voltage readings,
biased and unbiased). This function of supplying 2.5 volts on the oxygen sensor return began with
the introduction of the NGC PCM. The sensor return being biased at 2.5V prevents the oxygen
sensor voltages from inverting and going below 0V. If the voltage goes below 0V, it would result in
a possible open-loop condition that could occur under the following conditions:
• Sensor contamination
• Oxygen air inlet clogged (preventing oxygen from being drawn into the sensor via the
wiring harness)
• igh-load, extreme heat conditions (trailer towing up a mountain in the desert)

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Oǆygen Sensor Signal Circuit

L02_035

1 Oxygen Sensor 5V Signal Circuit 3 Oxygen Sensor

2 2.5V Bias on Ground Circuit
Figure 53 Oxygen Sensor Signal Circuit
The PCM determines the air/fuel ratio from this information on oxygen content in the exhaust.
The PCM then adjusts injector pulse-width in order to achieve optimum air/fuel ratio, proper
engine operation, and control emissions. In order for the oxygen sensor to function properly,
outside air needs to enter the inside chamber of the sensor. The sensor compares the difference in
oxygen content between the inside chamber and exhaust gases contacting the outer surface area.
The PCM supplies a 5V bias voltage to the oxygen sensor circuit to monitor for heater performance.
When the sensor is cool (generally within 10 minutes after engine shutdown) it has high
resistance. This causes the bias voltage to stay high (5V); if the oxygen sensor heater begins to
function, the sensor gets hot (approximately 538 °C [1000 °F]) very quickly. The signal voltage is
now pulled low because the hot sensor has less internal resistance. The bias voltage within the
system is used for heater veri ication and oxygen sensor circuit diagnostics. If the oxygen sensor
is cold, and the scan tool does not indicate 5V for the sensor (make sure you are looking at the
correct value), try unplugging the oxygen sensor connector. If the scan tool now indicates 5V, the
sensor is most likely defective.

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Oǆygen Sensor LocaƟons and Naming

2
3
1

2 7
L02_036

1 Engine 5 Oxygen Sensor (1/2)

2 Exhaust Manifold 6 Catalytic Converter
3 Oxygen Sensor (2/1) 7 Oxygen Sensor (1/1)
4 Oxygen Sensor (2/2) 8 Cylinder Number 1
Figure 54 Oxygen Sensor Naming Conventions (V-6 shown)
Starting in 1996, all vehicles use at least one upstream and one downstream oxygen sensor.
Oxygen sensors are typically identi ied as 1/1, 1/2, 1/3, 2/1, etc. The irst digit indicates the
bank of the engine that the oxygen sensor is located. If the irst digit is numbered 1, this indicates
the oxygen sensor is on the same bank as the number 1 cylinder. If the irst digit is numbered 2,
this indicates the oxygen sensor is on the same bank as the number 2 cylinder. The second digit
represents upstream (1), downstream (2), or mid-catalyst (3) locations. As an example, 1/2
would represent an oxygen sensor located downstream, on the bank with the number 1 cylinder.
Upstream and downstream sensors operate in a similar way, but may not be interchangeable due
to physical differences.

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OpenͲloop OperaƟon
The PCM is in open-loop mode during a cold start and when the oxygen sensors are below 349
°C (660 °F), or when the engine is operated at wide open throttle (WOT). During open-loop
operation, the PCM ignores the oxygen sensors and performs air/fuel ratio adjustments based on
pre-programmed values and inputs from other sensors.
ClosedͲloop OperaƟon
A heater element heats the oxygen sensor; bringing it to operating temperature and allowing it
to enter closed-loop operation quickly (approximately 10 seconds). Closed-loop operation is
dependant on:
• Engine temperature
• Oxygen sensor temperature
• PCM Timers
– All timers have timed out following the start-to-run transfer (timer lengths vary, based
on engine temperature at key ON); the oxygen sensor must read greater than 3.25V or
less than 2.6V.
In closed-loop operation, the PCM monitors oxygen levels in the exhaust and makes air/fuel ratio
adjustments based on oxygen sensor feedback. The upstream oxygen sensor voltage signal veri ies
that the fuel system is operating at the 14.7:1 stoichiometric ratio.
At 14.7:1, the oxygen sensor voltage will luctuate between 2.5V and 3.5V. When the oxygen
sensor detects high oxygen content, the signal voltage will be closer to 2.5V. A low oxygen content
will result in a voltage signal closer to 3.5V.
Zirconium oxygen sensors do not respond in a linear way. The voltage generated by the sensor
is consistently high at air/fuel ratios richer than ideal (low oxygen), and the voltage generated
is consistently low at air/fuel ratios leaner than ideal (high oxygen). The sensor signal voltage
switches dramatically at the stoichiometric ratio and is relatively unchanging at all other air/fuel
ratios. This means that the oxygen sensor signal can tell the PCM that the air/fuel ratio is leaner or
richer than stoichiometric, but it cannot tell the PCM how rich or how lean the mixture is.
When voltage exceeds preset high or low thresholds, called switch points, the PCM begins to add
or remove fuel until the change in oxygen content causes the sensor to reach its opposite preset
threshold. The process then repeats itself in the opposite direction.

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Oǆygen Sensor Signal

1 2

3 L02_037

1 Lack of Oxygen 3 Air/Fuel Ratio

2 Excessive Oxygen 4 Sensor Voltage
Figure 55 Oxygen Sensor Signal
Oǆygen Sensor DiagnosƟcs
The oxygen sensor must have a source of oxygen from outside the exhaust stream for comparison.
Oxygen sensors receive their fresh oxygen supply through the sensors' wire harness. Never solder
an oxygen sensor circuit from the connector to the actual sensor or pack the connector with
grease. If the engine develops any type of leak that allows luids into the oxygen sensor electrical
connector, this may result in a sensor failure.
Exhaust system leaks upstream or downstream of the oxygen sensor can allow ambient air to be
drawn into the exhaust stream. The sensor will report this extra oxygen to the PCM, and the PCM
may incorrectly add extra fuel to compensate.

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If there is an oxygen sensor fault, it could be caused by any of the following: oxygen sensor, circuit
wiring, or the PCM. You can validate the PCM and circuit wiring by watching the scan tool and
disconnecting the oxygen sensor connector; the scan tool data display will show 5V. You can
jumper the oxygen signal circuit on the vehicle harness side to the oxygen sensor return on the
harness side and observe the scan tool; it should change to 2.5V, indicating the PCM and circuits
are good. If no change occurs and the scan tool still shows 5V, then jumper the oxygen signal
circuit to a good ground and the scan tool should show 0V (indicating the signal wire is good, but
the ground wire must be open). If no change occurs, you will need to check the signal line for an
open circuit.
When reinstalling the original oxygen sensor, coat the sensor threads with an anti-seize compound
such as Loctite 771-64 or equivalent. New sensors have compound on the threads and do not
require an additional coating. Do not add any additional anti-seize compound to the threads of a
new oxygen sensor.

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Doǁnstream Oǆygen Sensor

1 2

L02_038

1 Upstream Oxygen Sensor 4 Goal Voltage

2 Downstream Oxygen Sensor 5 Upper Switch Point
3 Lower Switch Point
Figure 56 Upstream and Downstream Oxygen Sensor Signal with Ef icient Catalyst
Depending on the vehicle’s emission calibration, it may be equipped with multiple upstream and
downstream oxygen sensors. Downstream sensors have two functions. The irst function is to
measure catalyst ef iciency to meet OBDII requirements. If the catalytic converter is working
properly, the oxygen content of the exhaust gases at the converter outlet luctuate signi icantly
less than at the converter inlet. The PCM compares the switching rates of both downstream
and upstream oxygen sensors under speci ic operating conditions to determine if the catalyst is
functioning properly. Any time the upstream-to-downstream switching ratio exceeds a calibrated
value, a catalyst ef iciency fault will be stored.

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ShiŌ to Reduce ,igh Oǆygen Content

1 2
5

L02_039

1 Upstream Oxygen Sensor 4 Goal Voltage

2 Downstream Oxygen Sensor 5 Upper Switch Point
3 Lower Switch Point
Figure 57 Goal Voltage and Switch Points Shift to Reduce igh Oxygen Content
The second function is downstream fuel control. This function adjusts the upstream oxygen goal
voltage within the range of operation of the upstream oxygen sensor. The upstream goal voltage
is used to ensure long catalytic converter life by allowing the PCM to control the amount of air and
fuel that is supplied to the catalytic converter. The goal voltage becomes the target that the PCM
uses to make sure the upstream oxygen sensor switches above and below a target threshold.
Before 1996, the goal voltage was a pre-programmed ixed value based upon where it was believed
the catalyst was most ef icient. While the upstream oxygen sensor input was used to maintain
the 14.7:1 air/fuel ratio, variations in engines, exhaust systems, and catalytic converter aging can
cause this ratio to be less than ideal for a given vehicle. If the gases leaving the catalyst contain
too much oxygen, the mixture is too lean. The PCM responds by raising the upstream oxygen goal
voltage. This increases fuel quantity and reduces excess oxygen.

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ShiŌ to Reduce Loǁ Oǆygen Content

1 2

4
3

L02_040

1 Upstream Oxygen Sensor 4 Goal Voltage

2 Downstream Oxygen Sensor 5 Upper Switch Point
3 Lower Switch Point
Figure 58 Goal Voltage and Switch Points Shift to Increase Low Oxygen Content
If the gases leaving the catalyst do not contain enough oxygen, the PCM lowers the upstream
oxygen goal voltage. This reduces fuel quantity and increases excess oxygen. This function is
active only during closed-loop operation.

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Oǆygen Sensor ,eaters

L02_041

1 eater Element
Figure 59 Oxygen Sensor Cutaway Showing eater
Beginning with the NGC PCM, and continuing to the present, the oxygen sensor heaters are
controlled using PWM high-side drivers. Prior systems used the ASD for power feed, and the
ground was either attached to the engine or chassis. Eventually the PCM progressed and the
ground was controlled by the PCM using a PWM low-side driver.
All current application oxygen sensor heaters are controlled using a PWM high-side driver.
Some of the advantages of the PWM heaters are:
• Meets tighter low-emission vehicle (LEV) and ultra-low-emission vehicle (ULEV) emissions
regulations
• Allows closed-loop operation as early as 5 to 10 seconds after start
• Delays activation after an overnight soak to allow moisture to burn off (to prevent cracking
of the thimble)
In addition, the high-side driver circuit is capable of detecting circuit failures immediately
and setting a DTC. Because of this detection, oxygen sensor circuits are now considered
comprehensive components.

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Oǆygen Sensor ,eater ,ighͲside Driǀer Circuits

L02_042

1 Bank 1 Oxygen Sensor 1 eater Supply 4 Bank 1 Sensor 2

Circuit
2 Internal Processor 5 eater Ground Circuit
3 Bank 1 Oxygen Sensor 2 eater Supply 6 Bank 1 Sensor 1
Circuit
Figure 60 Oxygen Sensor eater igh-side Driver Circuits
In the past, the only way to set a fault was during the once-per-trip monitor.
In the PCM, the PWM is modi ied in response to heater temperature in order to achieve a desired
temperature target. The heater temperature is measured by passing current through a resistor
connected in series with each heater element. The voltage drop across the resistor is used to
calculate the current and the temperature.

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Oǆygen ,eater DiagnosƟcs

In addition to monitoring the oxygen sensor on the scan tool at start-up and monitoring the 5V
signal voltage drop, there are additional diagnostic tests that can be performed.
First, disconnect the oxygen sensor from the vehicle wire harness, and use an ohmmeter to check
the oxygen heater resistance. A general resistance value for this sensor is 4–20 ohms (check the
diagnostic test procedures for actual speci ications). This will at least indicate if the heater has an
open or shorted circuit.
The second test uses the scan tool to perform an actuator test while monitoring the circuits with a
voltmeter and substituting a known good oxygen sensor to provide a similar load.
NOTE: Ǥ
Finally, if the PCM detects a fault on the heater circuit, it will set a DTC and shut down the high-side
driver. If the fault is corrected and a key cycle is performed, the high-side driver will attempt to
function again and the DTC status should become stored.

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tide Band Oǆygen Sensor

3
1
2
4

8
6 5
7

L03_016

1 Protective Metal Tube 5 Seal

2 Ceramic Substrate 6 Glass Seal
3 Outer Metal Body 7 Ceramic Bracket
4 Signal Wire 8 Zirconium Sensor Tip
Figure 61 Upstream Oxygen Sensors
The upstream oxygen sensor is a fast-acting, wide band oxygen sensor that measures oxygen
content in the exhaust gas. The sensing element uses zirconium dioxide (ZrO2), or zirconium, in a
ceramic substrate. The sensing element creates a voltage in response to oxygen levels.
The upstream oxygen sensor also contains an oxygen pumping function that provides the wide-
band sensing capabilities. The pumping feature is critical for proper oxygen measurement.
The sensing element is bonded to an alumina ceramic layer that contains a heating element. The
quick-acting heater allows the sensor to reach operating temperature in less than 8 seconds.
The operating temperature ranges from 600 °C to 830 °C (1112 °F to 1526 °F). The sensor can
withstand temperatures of up to 950 °C (1742 °F).
The connector is completely sealed and waterproof because there is no need for a reference
sample of atmospheric oxygen.

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Zirconium Type Oǆygen Sensors

L02_001

Figure 62 Zirconium Sensors

The sensor tip of the upstream oxygen sensor contains two layers of zirconium that provide
different, nearly opposite functions.
The sensing layer of zirconium functions like a traditional oxygen sensor. This layer creates
a voltage (0–1 volt) in response to oxygen content. Voltage is created because a higher
concentration of oxygen on one side of the zirconium compared to the other side forces oxygen
ions (with a negative charge) across the zirconium.
The pumping layer of zirconium is supplied a current so that oxygen ions are forced to move
across the zirconium. When the oxygen ions are forced across the zirconium, oxygen is pumped
from one side of the zirconium layer to the other.

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Cross SecƟon of Zirconium Oǆygen Sensor

1 2 3 4
5

9 7
8
0121716_013

1 Pumping Element (Ip) Cell 6 Common Bias Electrodes (Ip- and Vs-)
2 Porous Layer 7 Vs+ Sensing Cell Electrode
3 Ip+ Pumping Electrode 8 Aluminium Oxide Ceramic Material
4 Detection Cavity 9 eater Elements
5 Diffusion Barrier 10 Voltage Sensing (Vs) Cell
Figure 63 Upstream Oxygen Sensor Sensing Element Cross-sectional View
The cross-sectional view of the upstream oxygen sensor tip shows the voltage sensing cell (10)
and pumping cell (1) laminated into the sensor tip assembly. The sensing and pumping cells are
laminated with layers of alumina ceramic, a porous layer, that allows oxygen low and a passage
that allows exhaust gases to low into the open detection measurement cavity.
The entire sensor element is in the exhaust low, which allows extremely quick response. The
pumping cell constantly adjusts the amount of oxygen in the measurement chamber.
Note that there is no ambient oxygen supplied to the sensor. At key ON, the sensing element
electrodes are powered to pump oxygen to the lower electrode. This captured oxygen creates a
layer of reference oxygen, which resides with the lower electrode during engine operation. By
doing so, the need for ambient oxygen is eliminated.

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Lean AirͬFuel RaƟo Eǆhaust 'as

L02_002

Figure 64 Lean Air/Fuel Ratio Exhaust Gas

The exhaust low from a lean air/fuel ratio will have a relatively high oxygen content in the
detection cavity. When this is the case, current will be pumped from Ip+ (Positive Pumping
Current Control circuit) to the Ip- or the common bias circuit (O2 Return circuit) to cause oxygen
to move out of the detection cavity.
The scan tool will read a positive pumping current (mA) when the condition is lean. You can also
measure this amperage using a multimeter and Mopar special tool 10367, Wideband O2 Sensor
Diagnostic Adapter.
Because the pumping layer works very quickly, the sensing layer voltage (O2 Signal circuit) should
remain at or near 0.450 volts, even when the air/fuel ratio is lean.

124 Engine Management: Operation and Diagnosis Phase 1

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Rich AirͬFuel RaƟo Eǆhaust 'as

L02_003

Figure 65 Rich Air/Fuel Ratio Exhaust Gas

The exhaust low from a rich air/fuel ratio will have a relatively low oxygen content in the
detection cavity. When this is the case, current will be pumped from the Ip- (common bias O2
Return circuit) to the Ip+ Positive Pumping Current Control circuit electrode. The pumping
element will move oxygen into the detection cavity. The oxygen is removed from the exhaust low
through a porous layer and pumped into the detection cavity.
The scan tool will read a negative pumping current when the condition is rich. You can also
measure this amperage using a multimeter and Mopar special tool 10367, Wideband O2 Sensor
Diagnostic Adapter and monitor the amperage on the positive pumping current control circuit
Because the pumping layer works very quickly, the sensing layer voltage (O2 Signal circuit) should
remain at or near 0.450 volts, even when the air/fuel ratio is rich.

Engine Management: Operation and Diagnosis Phase 1 125

WD/ŶƉƵƚƐ;ŽŶƟŶƵĞĚͿ

tide Band Sensor SchemaƟc

1
2

5 4 3
0121716_012

1 Compensation Resistor pump cell 4 Vs+ Oxygen Sensor Signal

current trim
2 Ip+ Positive (Pumping) Current 5 O2 eater (+)
Control
3 O2 eater (-) 6 O2 Return (Ip- and Vs- common bias)
Figure 66 Wide Band Sensor Schematic
Refer to the service wiring information for pin designations for the circuit functions called out
above. The 6 and 8 pin connectors of the pumping oxygen sensor are mostly conventional. The
O2 return circuit provides a common bias supply to both the sensing element and the pumping
element. Call outs 1 and 2 reference the oxygen control pumping current circuits.

126 Engine Management: Operation and Diagnosis Phase 1

WD/ŶƉƵƚƐ;ŽŶƟŶƵĞĚͿ

Oǆygen Sensor Voltage and Amperage Measurements

Vs Ip

0mA
450mV

Rich Lean Rich Lean

L02_098

Figure 67 Oxygen Sensor Switching

The oxygen sensor switches resistance extremely rapidly, too quickly to be quanti ied. Therefore,
it is considered a switching sensor, and the input from the sensor is used to switch the current to
the pumping element.
Table 9 Oxygen Sensor Technical Speci ications
eater Supply Voltage 12V
eater Resistance 2.5 –4.0 25 °C (77 °F)
Exhaust Temperature Range 750–950 °C (1382–1742 °F)
Desired eater Duty Cycle Frequency Range 10 – 30 z
Activation Time 8 seconds
Electrical Connectors 6 or 8 pins
The value of the measurement chamber is typically 450 mV and pumping current varies from
positive to negative amperage.
CAUTION: Ǥ
ǤǤ

Engine Management: Operation and Diagnosis Phase 1 127

WD/ŶƉƵƚƐ;ŽŶƟŶƵĞĚͿ

tideďand O2 Sensor DiagnosƟcs

0121716_014

Figure 68 Mopar Special Tool 10367

When diagnosing suspected faulty wideband O2 Sensors or the related circuits, it's important
to use Mopar special tool 10367, Wideband O2 Sensor Diagnostic Adapter. This kit comes with
a breakout box and a wire harness adapter. Adapter 10367-1 is required on 6-pin O2 Sensor
harness connectors Adapter 10367-3, is required on 8-pin O2 sensor harness connectors. Refer to
service information to verify which O2 Sensor you are diagnosing.
NOTE: ͳͲ͵͸͹Ǧ͵ͺǦ
͸ǤͺǦ͸ǡͶ͸
ǤͳͲ͵͸͹̵
ʹ ͳǡ ʹǡ ͵
ͺǦʹͳǡʹǡ͵ǤͶ
ͷʹǤͷ
͸ʹ͸͹
ʹǤʹ
Ǥ

128 Engine Management: Operation and Diagnosis Phase 1

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

Engine Management: Operation and Diagnosis Phase 1 129

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

130 Engine Management: Operation and Diagnosis Phase 1

ŝĂŐŶŽƐĞ^ĞŶƐŽƌ/ŶƉƵƚƐ;ŽŶƟŶƵĞĚͿ

ACTIVITY 2 DIA'NOSE SENSOR INWUTS ΈCONTINUEDΉ

TAS< FOUR: OyY'EN SENSOR CIRCUIT DIA'NOSIS ΈNARROt BANDΉ

In this activity, you will learn about the narrow band oxygen sensor operation and diagnosis and
the operation of the oxygen sensor heater.
Using service information, your Student Workbook, and the classroom vehicle, answer the
following questions about the oxygen sensor operation and diagnosis.
Record your answers below.
Voltage Measurements ǁith DiagnosƟc Adapter
Using TechCONNECT, identify the oxygen sensor wires and pins to use while testing its circuits for
proper operation.
With the engine cold, connect the digital multimeter to the proper cavities of the sensor you have
looked up, start the engine, and monitor the oxygen sensor circuits.
1. What is the voltage reading at the oxygen sensor heater feed?

2. What is the voltage reading at the oxygen sensor heater ground control circuit?

3. What is the voltage reading at the signal wire?

4. Short the signal wire to sensor ground. What did the oxygen sensor voltage do?

5. Short the signal wire to vehicle ground. What did the oxygen sensor voltage do?

Engine Management: Operation and Diagnosis Phase 1 131

ŝĂŐŶŽƐĞ^ĞŶƐŽƌ/ŶƉƵƚƐ;ŽŶƟŶƵĞĚͿ

TAS< FIVE: LINEAR AIRͬFUEL SENSOR DIA'NOSIS ΈtIDE BANDΉ

In this activity, you will understand the wide band oxygen sensor operation.
Using service information, your Student Workbook, and the classroom vehicle, answer the
following questions about the operation of the wide band oxygen sensor operation and diagnosis.
To accurately diagnose the oxygen sensor used on the 1.4-liter engines, you must use special tool
10367, Wideband O2 Sensor Diagnostic Adapter. Using service information, perform the following
tests on the wide band oxygen sensor.
Record your answers below.
Voltage Measurements ǁith DiagnosƟc Adapter
Disconnect the upstream O2 Sensor and install the special tool 10367, Wideband O2 Sensor
Diagnostic Adapter. Make sure all of the the shorting bars are istalled in the breakout box.
1. On the table below, identify and ill in the six pins of the connector.
͓ Circuit Function Measurement ͓ Circuit Function Measurement
1 Ͷ

2 5

3 6

132 Engine Management: Operation and Diagnosis Phase 1

ŝĂŐŶŽƐĞ^ĞŶƐŽƌ/ŶƉƵƚƐ;ŽŶƟŶƵĞĚͿ

2. Locate the heater control pin test point on the diagnostic adapter. Install the multimeter
test leads to test the heater voltage. Turn the key to the RUN position, and observe the
voltage.
a. What happens to the voltage reading on the heater control circuit? Why?

3. Locate the common bias voltage pin test point on the diagnostic adapter. Install the
multimeter test leads to test the voltage to chassis ground. Turn the key to the RUN
position, and observe the voltage. Now start the engine and maintain 2500 RPM. Observe
the voltage.
a. What voltage is present on the common bias circuit? ow is this different than other
vehicles?

4. Install the multimeter test lead to test the oxygen sensor 1/1 signal voltage. Maintaining
2500 RPM, observe the voltage.
a. What voltage is present on the oxygen sensor 1/1 signal circuit? ow is this different
than a narrow band oxygen sensor? Is the reading stable or does it change?

5. Install the multimeter test leads to test the pumping cell current trim voltage. Maintaining
2500 RPM, observe the voltage.
a. What voltage is present on the pumping current trim control circuit? ow does this
reading resemble a narrow band oxygen sensor? Is the reading stable or does it
change?

6. Change the ground lead for the multimeter test lead to the common bias pin to test the
pumping oxygen positive current control voltage referenced to the common bias. Repeat
step 5.
a. What voltage is present on the pumping current trim control circuit? ow does this
reading resemble a narrow band oxygen sensor? Is the reading stable or does it
change?

Restore the vehicle and clear any codes as necessary.

Engine Management: Operation and Diagnosis Phase 1 133

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

134 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ

LESSON 3 WCM OUTWUTS

WCM OUTWUTS
PCMs may use either high-side or low-side drivers to control output devices. A driver is a solid
state transistor. A low-side driver (LSD) controls the ground circuit of a device. A high-side driver
( SD) controls the power supply of a device.
LoǁͲside Driǀer OperaƟon
A low-side driver controls the ground circuit of a device.
LoǁͲsideͲcontrolled Deǀices
The PCM contains drivers to control various low-current devices such as relays and solenoids.
Typical low-side outputs:
• Double start override (starter) relay
• Fuel pump relay
• EVAP solenoids
• Alternator
• Low-speed and high-speed radiator fans
• ASD/Main relay
• A/C clutch relay
• A/C variable displacement compressor control solenoid
• Vacuum solenoids
• Injectors
• Ignition coils
• Throttle blade (ETC)
• Oxygen sensor heater
• Vacuum pump (not applicable on FIAT)

Engine Management: Operation and Diagnosis Phase 1 135

WDKƵƚƉƵƚƐ

LoǁͲside Output Control

V
3

V
4

V
5

V
6

V
7

V
L03_006

1 ASD/Main Relay 5 Injector #4

2 Injector #1 6 Injector #5
3 Injector #2 7 Injector #6
4 Injector #3
Figure 69 Low-side Output Control

Low-side-controlled devices use a low-side driver. The PCM supplies a pulse-width-modulated

(PWM) ground for the device. On most gas powered CDJR vehicles, the fuel injectors are supplied
voltage via the ASD/Main relay. The ground is provided by the PCM over a low side PWM driver
circuit. The PWM duty cycle regulates the injector pulse width.

136 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ

Loǁ Side Driǀer DiagnosƟcs

Module-
Low Side Driver Circuit Ground Electronic
Control

12 Volts
50 K
Control Normal Circuit
Load
Logic Comparator Circuit
12 Volts
V - Ref
Load Open Circuit

12 Volts
12 Volts
Load Short To Voltage

12 Volts

Load Short To Ground

0121716_010

Figure 70 Low-side Driver Diagnostics

The PCM provides fault detection for the device, wiring, and internal driver. In the igure above,
the PCM uses an internal 50K ohms pull down diagnostic resistor connected in series, a calibrated
voltage reference (V-Ref), and a comparator circuit for fault detection purposes. When the
electrical device is commanded off, the PCM monitors the voltage present on the comparator
circuit (voltage high), indicating the circuit is complete which is measured against the V-Ref
voltage.

Engine Management: Operation and Diagnosis Phase 1 137

WDKƵƚƉƵƚƐ

• ǣ The PCM monitors for an open circuit and short

to ground when the driver switch or ield-effect transistor (FET) is switched off. When
switched off, the available voltage passes through the load and the 50K ohm internal pull
down resistor. The voltage at the comparator circuit should be close to battery voltage
since the majority of the voltage drop occurs through the diagnostic resistor. If the
available voltage at the comparator is less than the V-Ref because of a short to ground or
open, a fault is set. In this case the V-Ref is set to approximately battery voltage.
• ǣ The PCM monitors for a short to voltage when the driver is
switched on. When the driver is switched on providing a path to ground through the
transistor, instead of the 50K ohm resistor, the available voltage should be pulled low, near
zero volts since the comparator circuit is monitoring the ground side of the load. If the
voltage on the comparator circuit is greater than the V-Ref, because of a short to voltage a
fault is detected. In this case, V-Ref is set slightly above zero volts.
NOTE: ϐǡ
ǡ
on the internal driver. The driver will be switched off to protect against overheating
Ǥ
ǦǤ

138 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ

,ighͲsideͲcontrolled Deǀices

1
3

8
4

6
5

L03_001

1 Battery 5 Components Group 3

2 ASD Relay 6 Driver 1
3 Components Group 1 7 Driver 2
4 Components Group 2 8 Driver 3
Figure 71 igh-side Output Control
igh-side-controlled devices use a high-side driver. The PCM supplies a pulse-width-modulated
(PWM) power feed to the device. The pulse-width usually stays at a consistent frequency, for
example: 100 z (cycles per second). The variable output is accomplished by changing the duty
cycle, commonly known as the pulse duration. For example, the driver may operate at 100 z with
an 80% duty cycle, positive trigger, meaning the on-pulse duration will be 80% of the cycle while
the off-pulse duration is 20%.

Engine Management: Operation and Diagnosis Phase 1 139

WDKƵƚƉƵƚƐ

In some instances, variable output devices, such as the proportional purge solenoid (PPS) have
their ground connections made through the PCM, and power is supplied by the SD. In these
cases, the PCM is capable of monitoring the ground circuit to determine the position of the device.
The PCM high-side driver can control medium- and high-current outputs such as:
• Oxygen sensor heaters
• Electronic throttle control (ETC)
• Proportional purge solenoid (PPS)
• A/C clutch
• VCT solenoids
• VVT solenoids

140 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ

,ighͲside Driǀer DiagnosƟcs

Module-
High Side Driver Circuit 12 Volts Electronic
Control

50 K
Control Normal Circuit
Load
Logic Comparator Circuit

V - Ref
Load Open Circuit

12 Volts
Short To Voltage
Load

Short To Ground
Load

0121716_009

Figure 72 igh-side Drive Diagnostics

The PCM provides fault detection for the device, wiring, and internal driver. In the igure above,
the PCM uses an internal pull up diagnostic 50K ohm resistor, a calibrated reference voltage
(V-Ref) and a comparator circuit for fault detection. igh-side driver amperage is constantly
monitored; when the PCM detects a higher-than-normal amperage, the PCM disables the SD and
a DTC is set. The circuit will typically remain disabled, even if the fault has been resolved, until
the ignition key is cycled or the operator has turned the device off and back on again with no fault
detected.

Engine Management: Operation and Diagnosis Phase 1 141

WDKƵƚƉƵƚƐ

• ǣ The PCM monitors for an open circuit and

short to voltage when the internal driver ield-effect transistor (FET) is switched off. A
small amount of amperage is provided to the device through the 50K ohm internal pull up
diagnostic resistor connected in series with the load. This voltage is monitored between
the pull up resistor and the load on the comparator circuit and compared to the V-Ref. If the
resistance in the device or circuitry becomes too large (approaching an open) the voltage
supply will increase on the comparator circuit and become greater than V-Ref and a fault is
detected. A short to battery voltage will have the same effect.
• ǣThe PCM monitors for a short to ground when the internal
driver ield-effect transistor (FET) is switched on. When switched on, the voltage on the
comparator circuit to the load should be close to the 12 volt supply voltage. A short to
ground will pull the voltage at the comparator circuit below V-Ref and a circuit low fault is
detected.

142 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ

Woǁer Relays

1
8 2
9
7 10
A 11
B
6
5 12

13 3

4
L03_003

A Powertrain Control Module B Body Control Module

1 Ignition Coil/Injector Power 8 CAN Communication
2 ASD Relay 9 ASD Circuits (3)
3 Ignition RUN/START Relay 10 ASD Relay LSD Control
4 Fuel Pump Relay 11 Direct Battery Feed
5 Fuel Pump 12 Ignition RUN/START Input
6 Battery 13 Fuel Pump Control
7 PCM Ground Circuits (6)
Figure 73 PowerNet ASD Relay
WŽǁĞƌEĞƚƵƚŽŵĂƟĐ^ŚƵƚĚŽǁŶ;^ͿZĞůĂǇ
When energized, the ASD relay provides power to operate the injectors and ignition coils. The
PCM monitors the sense circuit for diagnostic purposes.
The PCM energizes the ASD:
• For approximately 2 seconds during initial key ON cycle
• Whenever the rpm signal exceeds a certain rpm value
The ASD relay coil is fed battery voltage. The PCM provides the ground and monitors the desired
ASD circuit. Consult service information for vehicle-speci ic information.

Engine Management: Operation and Diagnosis Phase 1 143

WDKƵƚƉƵƚƐ

'WEC1 Main Relay

1 2

11 3
B
12
A
13
9 10
14 5 4
8
15 6
7
C

L03_004

A Powertrain Control Module B Totally Integrated Power Module

C Wireless Control Module
1 To Ignition Coils 9 Battery
2 To Fuel Injectors and VVT Solenoids 10 PCM Ground
3 CAN-C Communication 11 ASD Power to PCM
4 To Fuel Pump 12 Run/Start Input
5 Run/Start Input 13 Fuel Pump LSD Control
6 Ignition Switch 14 Main Relay LSD Control
7 Main Relay 15 Fused B+ Power to PCM
8 Fuel Pump
Figure 74 GPEC1 Main Relay (2010 JS example)
The main relay is located under the hood, in a secondary power distribution box, with the radiator
fan relays. The main relay supplies voltage to the ignition coils, fuel injectors, and high-side
drivers similar to the ASD relay used on other applications. The main relay also provides the
voltage to power-up the GPEC1, and it continues to stay energized as long as the ignition key is
ON (unlike the ASD relay, which will time out after approximately 2 seconds unless engine rpm is
present).

144 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ

The main relay is energized by the PCM after a RUN/START signal is received by the TIPM. The
signal may be sent to the TIPM by the wireless ignition node (WIN) or wireless control module
(WCM) via a bus message. A hard-wired input may also be provided to the TIPM by the WIN or the
ignition switch. The TIPM acknowledges the request and turns on a high-side driver. This supplies
a voltage signal to activate the low-side driver within the PCM. The low-side driver energizes the
main relay. This circuit design allows for remote starting the engine by use of the key FOB.
There is also a feedback circuit from the GPEC1 to the ground side of the main relay coil. This
circuit allows the relay to remain energized for approximately 7 to 10 seconds after the vehicle is
shut off. During this time, the GPEC1 performs various shutdown functions.
Reverse voltage protection for the GPEC1 is provided by the main relay. During a reverse voltage
condition, the main relay is deactivated and does not provide power to the GPEC1.

Engine Management: Operation and Diagnosis Phase 1 145

WDKƵƚƉƵƚƐ

IgniƟon Coil Control

L03_005

1 ASD Relay 5 Ignition Coil #4

2 Ignition Coil #1 6 Ignition Coil #5
3 Ignition Coil #2 7 Ignition Coil #6
4 Ignition Coil #3
Figure 75 COP Ignition Coil Control Circuit
Most engines utilize coil-on-plug (COP) direct ignition systems. A few engines continue to use
distributor-less ignition system (DIS). Spark timing and cylinder selection are controlled by the
PCM.
With COP ignition, each spark plug typically ires once every two revolutions of the crankshaft.
Engines with DIS ire each spark plug every revolution of the crankshaft. In both systems, a low-
side driver controls each coil. Current low is limited to 7 to 11 amps in low-current mode and 11
to 15.8 amps in high-current mode.

146 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ

IgniƟon Coil Diagnosis

1 2 3

6
5 4

L03_005

1 Firing Section 4 Coil Saturated

2 Intermediate Section 5 Coil Energy Dissipation
3 Dwell Section 6 Spark Duration
Figure 76 Ignition Scope Pattern
The PCM may monitor spark plug ionization (burn time) and may set a DTC if an out-of-range
condition is detected. If the spark duration, indicated on the oscilloscope pattern as the spark line,
is above or below speci ications, a fault will be stored. This is accomplished by monitoring the
coil’s primary circuit current low.
The major diagnostic steps are: measuring the coil’s primary circuit resistance, verifying the coil
has suf icient supply voltage, and verifying proper function of the coil driver circuit to the PCM. In
most cases, these can be checked with a digital multimeter or an oscilloscope.
CAUTION: Ǣ
Ǥ

Engine Management: Operation and Diagnosis Phase 1 147

WDKƵƚƉƵƚƐ

Ignition coils have low impedance and can be easily damaged due to excessive current low. If the
coil driver circuit becomes shorted to ground, there is no current limiting, and coil damage can
occur.
In vehicles with DIS, an open ignition secondary circuit, may affect one or both spark plugs in the
circuit depending upon engine load. Under light load, only one spark plug may mis ire, and the
capacitive effect of the open circuit may ire the second plug. Under heavy load, both spark plugs
may mis ire.

ǣ

ǡ

Ǥ
Ǥ

148 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ

Fuel Injector Control

1
2

4
2034-133_0303

1 Injector Electrical Connector 3 Injector Body

2 Inlet with Screen 4 Spray Nozzle
Figure 77 Fuel Injector
All engines use 12-ohm, top feed injectors. The ASD relay or main relay supplies voltage to the
injectors, and the PCM controls the injectors using a low-side, pulse-width-modulated driver. All
injector circuits are clamped to a speci ied voltage to prevent damage from inductive kicks.
Fuel injectors are output-operated devices of the PCM. The PCM controls the on-time of the
injector. When the fuel injector is energized, fuel is sprayed into the engine. The fuel injectors are
electrical solenoids. The injector contains a pintle that closes off an ori ice at the nozzle end.
When electric current is supplied to the injector, the armature and needle move a short distance
against a spring, allowing fuel to low out of the ori ice. Because the fuel is under high pressure,
a ine spray is developed. The spraying action atomizes the fuel, adding it to the air entering the
combustion chamber.
The nozzle (outlet) ends of the injectors are positioned into openings in the intake manifold just
above the intake valve ports of the cylinder head. The engine wiring harness connector for each
fuel injector is equipped with an attached numerical tag (INJ 1, INJ 2, etc.). This is used to identify
each fuel injector.
The injectors are energized individually in a sequential order by the powertrain control module
(PCM). The PCM will adjust injector pulse-width by switching the ground path to each individual
injector on and off. Injector pulse-width is the period of time that the injector is energized. The
PCM will adjust injector pulse-width based on various inputs it receives. Battery voltage is
supplied to the injectors through the ASD relay. The PCM determines injector pulse-width based
on various inputs.

Engine Management: Operation and Diagnosis Phase 1 149

WDKƵƚƉƵƚƐ

Fuel Injector Control Circuit

V
3

V
4

V
5

V
6

V
7

V
L03_006

1 ASD Relay 5 Injector #4

2 Injector #1 6 Injector #5
3 Injector #2 7 Injector #6
4 Injector #3
Figure 78 Fuel Injector Control Circuit
Fuel Injector DiagnosƟcs
The PCM monitors the driver circuit for voltage when the ignition key is turned ON. The PCM
expects to see voltage on the circuit. If not, a DTC will set immediately. The PCM also monitors the
continuity of the circuit as well as the voltage spike (inductive kick) created by the collapse of the
magnetic ield in the injector coil. The inductive kick is typically above 60V. Any condition that
reduces the maximum current low to the injector or the magnitude of the kick can set a DTC of
INJECTOR PEAK CURRENT NOT REAC ED.

150 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ

1
5
1

2
1

0120516_0113

1 System voltage to injector 4 Inductive spike

2 LSD completes circuit to ground 5 Voltage dissipates to system voltage, the
bump indicates injector pintle closing
3 Injector pintle opens causing a voltage
drop across the injector wiring
Figure 79 Typical LSD Controlled Fuel Injector Scope Pattern

Engine Management: Operation and Diagnosis Phase 1 151

WDKƵƚƉƵƚƐ

Fuel Injector Clips

L03_007

1 Pliers 3 Injector
2 Fuel Injector Rail Clip 4 Fuel Injector Rail
Figure 80 Fuel Injector Clips

ǣ

Ǥ
Ǥ
Ǥǡ ǡ

Ǥ
ǯ Ǥ

ǣ Ǥ

Ǥ

152 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ

Fuel Wump Control Module

3
1 2
4 5 6
7

B+
8

10
0121716_011

1 PDC/Fuel Pump Relay 2 Fuel Pump Relay Control (low side

driver)
3 Powertrain Control Module (PCM) 4 FPCM PWM Control (PCM output)
5 FPCM PWM Feedback (PCM input) 6 Fuel Rail Pressure Sensor
7 Fuel Rail/Fuel Injectors 8 Fuel Line
9 Fuel Pump Control Module (FPCM) 10 Fuel Tank/Fuel Pump
11 Fuel Pump PWM control circuits
(shielded)
Figure 81 Fuel Pump Control System

Engine Management: Operation and Diagnosis Phase 1 153

WDKƵƚƉƵƚƐ

A pulse-width modulated fuel pump operates only at the level required by the engines demand.
This improves vehicle ef iciency by cutting down on the electrical energy used, and increases the
life of the fuel pump because it isn’t on all the time resulting in the fuel economy improvement.
Variable speed fuel pump system is a closed loop system, utilizing an input voltage from the fuel
rail pressure sensor (FRPS) to regulate fuel pressure. The PCM compares the FRPS reading to
the desired set pressure and sends a pulse-width control signal to the fuel pump control module
(FPCM) which in turn controls the fuel pump operation. The pump controller operates the pump
in a continuously variable range from 10% to 100% of its capacity, depending on the engine needs.

154 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ

0121716_006

Figure 82 Fuel Pump Control Module

The fuel pump input voltage from the fuel pump control module is PWM at a frequency of 20K z
in order to adjust its output pressure to any desired level. The average power delivered to the
pump is proportional to the applied duty cycle. Since pressure regulation is based on the output
pressure of the pump, the regulation scheme can compensate for any battery voltage variations.

Engine Management: Operation and Diagnosis Phase 1 155

WDKƵƚƉƵƚƐ

All software for OBD diagnostics and pressure regulation algorithms are contained in the PCM.
PCM PWM Control operating ranges:
• 11% to 89% is normal operation
• 0% to 11% indicates a short to ground
• 90% to 100% indicates either an open or short to battery voltage
The FPCM shall be capable of outputting a PWM feedback signal identifying the module status to
the PCM. When the FPCM detects a failure it will relay diagnostic information to the PCM via the
FPCM PWM feedback signal circuit. A feedback signal of 50% is a normal signal.
During pressure sensor failures, or other failures, the system software is programmed to run
the fuel pump at 100% duty cycle voltage and the mechanical regulator in the fuel delivery will
regulate the pressure to 430 kpa (62 psi).

156 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ

Fuel Wump Control Module DiagnosƟcs

FAILURE MODE SYSTEM BE,AVIOR
Wcode Failure Mode CondiƟon FWCM FWCM acƟon to control fuel
DiagnosƟc pump
FeedďacŬ
Signal
;WtMйͿ
WϬ25A FWCM WtM control Open or short 2Ϭй Last Ŭnoǁn ǀalue ;Timer startͿ
circuit open͕ short to present for Then 1ϬϬй duty cycle aŌer
ground͕ or short to approǆimately tǁo Ɵmer eǆpires
VďaƩ seconds
Inǀalid FWCM WtM чϴй or шϵ2й for 2Ϭй Try 5Ϭй poǁer output for
control from the WCM approǆimately tǁo caliďrated second͕ then
seconds shutdoǁn output
Inǀalid FWCM WtM чϵ5й or ш1Ϭ5й for 25й Last Ŭnoǁn ǀalue ;Timer startͿ
control from the WCM approǆimately tǁo Then 1ϬϬй duty cycle aŌer
seconds Ɵmer eǆpires
WϬ25B Output driǀer selfͲ Output driǀer ϲϬй Try 5Ϭй poǁer output͕ then
shutdoǁn temperature shutdoǁn
ш13Ϭ deg C for
approǆimately tǁo
seconds
WϬ25C System underͲǀoltage BaƩery feed ч ϲ ǀolts 4Ϭй 1ϬϬй
WϬ25D System oǀerͲǀoltage BaƩery feed ш1ϲ ǀolts 45й React to WCM reƋuest
WϬϲ2ϴ FWCM Output Failure Short to ground ϴϬй React to WCM reƋuest
WϬϲ2ϵ FWCM Output Failure Short to ďaƩery ϳϬй Try 5Ϭй poǁer output
for caliďrated Ɵme͕ then
shutdoǁn output
WϬϲ4A Fuel Wump driǀer oǀer Output current 3Ϭй React to WCM reƋuest
Current exceeds 15 Amps for
2 seconds
W12Ϭ5 FWCM Micro internal Loses the capaďility ϴ5й ConƟnue to run in normal
fault to detect short mode; run fuel pump at duty
UϬ1Ϭϵ circuits͕ output state͕ cycle commanded ďy WCM
oǀerǀoltage and
thermal runaǁay
W12Ϭϲ FWCM Output Failure Open Circuit ϳ5й React to WCM reƋuest
WC1Ϭϵ FWCM FeedďacŬ Signal WCM detects 1ϬϬй React to WCM reƋuest
to WCM Electrical electrical malfuncƟon
MalfuncƟon from feedďacŬ signal
from FWCM
NͬA FWCM WtM feedďacŬ Normal operaƟon 5Ϭй React to WCM reƋuest
normal operaƟon

Engine Management: Operation and Diagnosis Phase 1 157

WDKƵƚƉƵƚƐ

ELECTRONIC T,ROTTLE CONTROL ΈETCΉ SYSTEM

L03_031

1 ETC Throttlebody
Figure 83 ETC Throttlebody
The ETC throttlebody houses the throttle plate, electric actuator motor, dual throttle position
sensors, gears, and a spring.
The throttle actuator motor is controlled by a duty-cycle signal from the PCM. This is called ETC
directional duty cycle. A concentric clock spring works to close the throttle plate when it is opened
beyond a nearly-closed position. If electric power is lost, the spring will close the throttle to this
default position. The spring also tries to open the throttle plate when it is fully closed.

158 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ

Motor Wolarity ThroƩle Opening

L03_032

1 Pin 5 of throttlebody connector 3 ETC Throttlebody

2 Throttle Opening 4 Pin 3 of throttlebody connector
Figure 84 ETC Motor Polarity with Throttle Opening
The motor circuit reverses polarity to drive the throttle plate either open or closed. In the
igure above, Pin 5 is the pulse-width-modulated side of the motor circuit . The motor circuit is
completed through pin 3. Most of the time, circuit polarity causes the actuator motor to either
open the throttle plate or hold the throttle plate open against spring tension. To do this, pin 3 is
grounded and pin 5 is powered. To reverse the motor and rapidly close the throttle, the circuit
reverses polarity. Pin 3 supplies 12V and pin 5 is grounded. Regardless of polarity, the motor
circuit is always PWM on pin 5.

Engine Management: Operation and Diagnosis Phase 1 159

WDKƵƚƉƵƚƐ

Motor Wolarity ThroƩle Closing

3
L03_033

1 Pin 5 of throttlebody connector 3 ETC Throttlebody

2 Throttle Opening 4 Pin 3 of throttlebody connector
Figure 85 ETC Motor Polarity with Throttle Closing
dZĞƐƉŽŶƐĞƚŽEŽƌŵĂůĂŶĚďŶŽƌŵĂůŽŶĚŝƟŽŶƐ
The PCM looks at the accelerator pedal sensor signals (and many other inputs) and determines
throttle plate position. If the signals are within range, then the driver will get the requested
torque. If not, then the PCM will take some other course of action (such as reduced power, power-
free, and zero rpm).
StarƟng a Vehicle ǁith ETC
Starter engagement may be delayed brie ly at every start-up while the PCM conducts an ETC
spring test. The throttle plate is quickly driven open, then completely closed. The delay is
approximately 1 second, and the driver may or may not notice this delay. On some applications,
the delay is more noticeable than on others. Throttle plate movement can make noises that are
unfamiliar to the driver. The throttle plate has a full range of travel that is greater than the normal
operating range.

160 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ

ETC ThroƩle Wlate Stops

3 2

6
L03_034

1 Mechanical Limp-home Position 4 Upper Mechanical Stop

(default)
2 Air low 5 Position Sensor Range
3 Wide Open Throttle 6 Lower Mechanical Stop
Figure 86 ETC Throttle Plate Stops
This start-up delay may be noticed only if the driver goes directly from the lock position to
the start position. In rare cases, the delay can be up to 2 seconds before starter engagement is
allowed. This will only happen if all of the following are true:
• The battery has been disconnected.
• Both engine coolant and ambient temperature sensors indicate that ice may be present.
• The ETC throttle’s learned limp-in values do not match the actual limp-in values (this would
most likely happen if the entire throttlebody assembly is replaced).
If the above conditions are all true, then the PCM will do an entire throttle plate range sweep
(minimum to WOT and closed again) that takes place before starter engagement is allowed. This
may last up to 2 seconds. The scan tool displays the mileage when the starter was last disabled
with ETC STARTER IN IBIT: XXX. The PCM may decide to abort the ETC spring test if the key is
turned rapidly to the START position.

Engine Management: Operation and Diagnosis Phase 1 161

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ETC tarning Light

L03_035

Figure 87 ETC Warning Light

Regardless of accelerator pedal position, the PCM has the ability to reduce maximum engine
rpm. For example, on DR models with a 5.7 liter engine, in-gear, maximum rpm at WOT
request is approximately 5900 rpm. If the WOT request is maintained, maximum rpm drops to
approximately 5600 rpm. The in-neutral rev limiter holds rpm to approximately 3500 rpm.
NOTE: The throttle plate will not open with accelerator pedal input if the engine is not
ǡǤ
FailͲsafe Mode
Loss of one input will cause the PCM to start the fail-safe mode. The ETC system will limit
throttle opening, slow the response to the accelerator pedal, drop engine speed to idle with brake
application, and disable the speed control function. A DTC will be set, and the ETC warning light
will illuminate.

162 Engine Management: Operation and Diagnosis Phase 1

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LimpͲin mode
More serious faults will cause the system to enter the limp-in mode. In this mode, the ETC light
lashes, a DTC sets, and the MIL illuminates. The engine will run, but the vehicle can be driven with
severe restrictions. Speed control operation is not permitted. In the limp-in mode, accelerator
pedal position has no effect on the throttle plate opening or engine speed. The engine runs at two
different speeds, with engine speed controlled by the action of the brake pedal. When the brakes
are applied, engine speed is controlled at approximately 700 rpm. With brakes released, engine
speed slowly increases to 1200–1500 rpm. The PCM controls engine speed by controlling the
ETC motor, spark timing, and fuel. If the PCM cannot control the throttle blade position, the PCM
attempts to control rpm with spark timing and fuel.
Below are reasons for the ETC system to enter the limp-in mode:
• Low battery voltage
• ASD relay off
• ETC throttle adaptation routine limp-in learning
• PCM failure
• Auxiliary 5V supply failed (not primary)
• One throttle position sensor and the MAP sensor have failed
• Both throttle position sensors have failed
• ETC actuator motor failure
• Spring test open or close failure
• APP sensor internal signal failure
• One brake switch failure and one APP sensor failure

Engine Management: Operation and Diagnosis Phase 1 163

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

164 Engine Management: Operation and Diagnosis Phase 1

ŝĂŐŶŽƐĞWDKƵƚƉƵƚƐ

ACTIVITY 3 DIA'NOSE WCM OUTWUTS

TAS< ONE: ELECTRONIC T,ROTTLE CONTROL

On the classroom vehicle, perform the following checks and record the results of the test.
Locate the following ETC system components on the classroom vehicle.
• Accelerator pedal position (APP) sensor
• Electronic throttle control (ETC) body
1. What component or components control the idle speed control function?

Remove the air cleaner tube from the classroom vehicle to expose the ETC throttlebody assembly.
Lay the tube on the engine with the IAT connected. Crank the engine and closely observe the
throttle plate. Be sure to observe all events as the key is turned from OFF to the START position.

ǣ

Ǥ Ǥ
̻ʹǤͲ
Ǥ
2. Describe the throttle plate action when turning the key to the ON position.

3. Describe the throttle plate action during the start sequence.

4. Did the engine begin to crank immediately when the ignition is cycled to the START
position?

5. Using service information, locate the wiring schematic for the ETC throttlebody connector.
In the chart below, ill in the circuit number, wire colors, and circuit function.
͓Ȁ Circuit Function

Engine Management: Operation and Diagnosis Phase 1 165

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With the vehicle at idle and the scan tool connected, answer the following questions.
6. View the ETC directional duty cycle data value in graph mode with auto- it. What is your
average reading?

7. Depress the accelerator slowly to 2000 rpm and then back to idle. What did the ETC
directional duty cycle data value do?

Turn the engine off.

ThroƩle Folloǁer Test
With the ignition in the ON position, use the scan tool to perform the Throttle Follower Test.
8. Describe the change in TPS 1 sensor voltage as you open and close the throttle.

Scan Tool Data At Rest

ȋȌ ȋȌ
ͳ
ʹ
ͳ
ʹ

Exit the test.
Navigate to the Data tab and select TB%, APP 1, and APP 2 values, and view them in graph mode.
9. What does the APP2 graph do intermittently?

This is normal APP 2 activity, and is a self check.

Disconnect the APP connector. This will force the system into limp-in mode.
Start the engine.
10. What is the state of the ETC warning light?

11. What happens to engine rpm with the brake pedal depressed?

166 Engine Management: Operation and Diagnosis Phase 1

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12. What is the engine rpm with the brake pedal released?

13. Does engine rpm change when the accelerator pedal is depressed?

Turn the ignition OFF. Reconnect the APP sensor connector.

14. With the scan tool, retrieve all DTCs. Record them below.

15. With the engine off, unplug the throttlebody connector. Now start the engine and depress
the accelerator pedal. Does the engine rpm change?

16. ow high could you get the rpm to increase?

17. What happens with intake and exhaust cam timing?

18. ow do you think the results can occur with the throttlebody unplugged?

19. Are any other modules affected?

Perform the ETC Learn procedure.

20. Was it successful?

With the scan tool, clear all DTCs, and then start the engine.

Engine Management: Operation and Diagnosis Phase 1 167

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

168 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ;ŽŶƟŶƵĞĚͿ

LESSON 3 WCM OUTWUTS ΈCONTINUEDΉ

MULTIWLE DISWLACEMENT SYSTEM ΈMDSΉ ͳ 5.ϳ LITER ,EMI

1 2

#2 #4 #6 #8

#1 #3 #5 #7 3

L03_042

1 MDS Lifter Assembly 3 MDS Oil Return

2 MDS Oil Control Valve 4 MDS Oil Supply
Figure 88 MDS Components
The 5.7 liter EMI® was the irst FCA US LLC engine to offer a multiple displacement system
(MDS). MDS is also available on the 6.4 liter applications. The multiple displacement system
provides cylinder deactivation during steady-speed, low-acceleration, and shallow-grade climbing
conditions to increase fuel economy.
MDS provides a 5–20% fuel economy bene it when operating in four-cylinder mode, depending
on driving habits and vehicle usage. For EPA rating purposes, fuel economy is 8–15% higher than
if the engine was operating on eight cylinders at all times. MDS is integrated into the basic engine
architecture, requiring a minimum of additional parts: four solenoids, an oil temperature sensor,
and a wire harness. Eight unique valve lifters and a modi ied camshaft are also required.

Engine Management: Operation and Diagnosis Phase 1 169

WDKƵƚƉƵƚƐ;ŽŶƟŶƵĞĚͿ

MDS ,ydraulic LiŌer

L03_018

1 Latching Pins
Figure 89 MDS ydraulic Lifter
MDS OperaƟon
Both four- and eight-cylinder con igurations of MDS have even iring intervals, providing smooth
operation. Two cylinders on each bank are active when the engine is in four-cylinder mode (every
other cylinder in the iring order). All of the MDS cylinders have unique hydraulic valve lifters that
collapse when deactivated to prevent the valves from opening.
Engine oil pressure is used to activate and deactivate the valves. Oil is delivered through special oil
passages drilled into the cylinder block.

170 Engine Management: Operation and Diagnosis Phase 1

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MDS Solenoid

L03_022

Figure 90 MDS Solenoid

Solenoid valves control the oil low. When activated, pressurized oil pushes latching pins on
each valve lifter, which then becomes a lost motion link. Its base follows the camshaft, but its top
remains stationary. The top is held in place against the push rod by light spring pressure, but
unable to move because of the much higher force of the valve spring.
Deactivation occurs during the compression stroke of each cylinder, after air and fuel enter the
cylinder. Ignition then occurs, but the combustion products remain trapped in the cylinder under
high pressure, because the valves no longer open. No air enters or leaves the cylinder. During
subsequent piston strokes, this high-pressure gas is repeatedly compressed and expanded like an
air spring, but fuel is not injected.
Beginning in 2009, the 5.7 liter EMI® MDS lifters were redesigned to allow for more camshaft lift
when deactivated. These newer lifters can be used in prior model year 5.7 liter engines.
NOTE: ͷǤ͹
NOTE: ʹͲʹͺʹͲͲͲͻͲǡǡ
removing the MDS solenoid.

Engine Management: Operation and Diagnosis Phase 1 171

WDKƵƚƉƵƚƐ;ŽŶƟŶƵĞĚͿ

VARIABLE CAMS,AFT TIMIN' ΈVCTΉ SYSTEM

L03_016

1 VCT Oil Control Valve 3 Camshaft Oil Passages

2 Camshaft 4 VCT Actuator
Figure 91 Variable Camshaft Timing (VCT) System
This system is controlled by the powertrain control module (PCM). The PCM varies the timing
of the valves, advancing or retarding their opening, relative to piston motion. The lobes on the
camshaft open the valves for a certain amount of time during the combustion cycle. The timing
of the opening and closing of the valves is controlled by the VCT system. In a non-VCT system, the
timing is ixed and optimized for a certain engine speed, so there is a trade-off that limits power
and torque, emissions reduction, and fuel economy. VCT allows the timing to change, which means
the engine can achieve the best overall performance across the engine’s normal operating range.
The oil control valve (OCV) is an electronically pulse-width-modulated solenoid that controls oil
low to the camshaft phaser by taking supply oil and routing it to two oil passages inside the OCV.
The OCV is mounted horizontally and centered behind the timing cover. The OCV is attached to the
block. The OCV connector is part of the MDS harness.
VCT System OperaƟon
At 0% PWM, the camshaft is in the advanced position and is used to increase low-rpm torque by
moving the power band lower in the rpm range.
At 100% PWM, the camshaft is in the retard position and is used to increase high-rpm power by
moving the power band higher in the rpm range.

172 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ;ŽŶƟŶƵĞĚͿ

VCT CamshaŌ Components

4 3

L03_017

1 Camshaft Internal Oil Passages 3 Camshaft with Oil Passages

2 Oil Control Valve (OCV) 4 Camshaft Phaser with Tone Wheel
Figure 92 Variable Camshaft Timing Components
The camshaft phaser replaces the standard camshaft sprocket. The phaser is attached to the
camshaft by a single bolt. The phaser has internal vanes and oil chambers. The OCV regulates
oil low to either side of the vanes to cause the phaser to rotate and change the position of the
camshaft. One oil gallery supplies oil to the OCV and two oil galleries supply oil to the number 1
camshaft bearing to advance and retard the camshaft phaser. There is a tone wheel attached to the
camshaft phaser that is used by the camshaft position sensor.

Engine Management: Operation and Diagnosis Phase 1 173

WDKƵƚƉƵƚƐ;ŽŶƟŶƵĞĚͿ

VCT Oil Supply

Figure 93 VCT Oil Supply

Oil lows from the oil pump, through the oil ilter, then up through the block, where it splits to
supply both the main gallery and the VCT system. In the VCT system, the oil runs through a half-
horseshoe shaped gallery to the OCV, camshaft phaser, and camshaft.
The OCV controls oil low to the camshaft phaser, controlling the operation of the VCT phaser. If
the OCV is 0%, the valve timing is advanced. If the OCV is at 100%, the valve timing is retarded. If
the OCV is at 50%, there is no oil low and the system holds its current position.

174 Engine Management: Operation and Diagnosis Phase 1

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Oil Control Valǀe OperaƟon

A 2

3
7
4
6 5

B 2

7 4
6
5

C 2

5
L03_019

A OCV at 0% Duty Cycle; Phaser in 3 Camshaft

Advance Position
B OCV at 100% Duty Cycle; Phaser in 4 Oil Supply to Phaser
Retard Position
C OCV at 50% Duty Cycle; Phaser in old 5 Cylinder Block
Position
1 Oil Supply Passageway 6 Oil Return Passageway
2 Oil Control Valve 7 Vanes
Figure 94 Oil Control Valve Operation

Engine Management: Operation and Diagnosis Phase 1 175

WDKƵƚƉƵƚƐ;ŽŶƟŶƵĞĚͿ

Variaďle Valǀe Timing Systems

3
1

L03_007

1 Exhaust Camshaft Phaser 3 Oil Control Valves

2 Intake Camshaft Phaser
Figure 95 3.6 liter Cam Phasers and Oil Control Valves
There are several different versions of variable valve or camshaft timing applications used on
many engines today. The Pentastar 3.6 liter and four-cylinder World engines both vary the intake
and exhaust cam timing independently. This allows for variations in valve overlap.
All Pentastar and World engines are equipped with VVT by means of dual independent camshaft
phasers. The system advances or retards the intake and exhaust valve timing to adjust the valve
overlap as well as camshaft to crankshaft correlation. The system improves performance, mid-
range torque, idle quality, and fuel economy, and reduces emissions. Each phaser can move up to
25 degrees (50 crankshaft degrees) relative to the base camshaft position, resulting in an increase
in valve overlap of up to 100 crankshaft degrees.

176 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ;ŽŶƟŶƵĞĚͿ

Valǀe LiŌ WroĮles

1 2 3

8 4

7 6

L03_008

1 Valve Lift 5 Crank Angle

2 Small Overlap at Low rpm 6 Phase Direction
3 Large Overlap at igh rpm 7 Minimum Valve Overlap
4 Intake Valve Opening Pro ile 8 Exhaust Valve Opening Pro ile
Figure 96 Valve Lift Pro iles
The phasers begin at the minimum valve overlap condition, with the intake phaser biased toward
a retard position and the exhaust biased toward the advanced position. The phasers rotate away
from their start (or lockpin) positions as valve overlap increases.

Engine Management: Operation and Diagnosis Phase 1 177

WDKƵƚƉƵƚƐ;ŽŶƟŶƵĞĚͿ

Valǀe Oǀerlap Strategy

L03_009

1 Exhaust Cam Retards (valve opens later) 2 Intake Cam Advances (valve opens
earlier)
Figure 97 Valve Overlap Strategy
The phaser at 0% actuator duty cycle is in lockpin position (fully advanced). At 100% actuator
duty cycle, the exhaust camshaft retards up to 25 degrees camshaft and the exhaust valve opens
later. The phaser at 0% actuator duty cycle is in lockpin position and the intake phaser retards. At
100% duty cycle, the intake camshaft advances up to 25 degrees camshaft and the intake valves
open earlier.

178 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ;ŽŶƟŶƵĞĚͿ

CamshaŌ Whaser Actuator Solenoids

L03_010

1 Camshaft Phaser Solenoid Actuators

Figure 98 Camshaft Phaser Actuator Solenoids
The camshaft phaser actuator solenoids are electrically pulse-width-modulated solenoids. The
pintle of the solenoid pushes into the oil control valve located in the center of the camshaft phaser.
The movement of the control valve changes the position of the actuator.

Engine Management: Operation and Diagnosis Phase 1 179

WDKƵƚƉƵƚƐ;ŽŶƟŶƵĞĚͿ

CamshaŌ Whaser Oil Floǁ

1 2
3
4

3
L02_011

1
4

3 2

L03_012

1 Advance Passageway 3 Oil Supply Passageway

2 Retard Passageway 4 Oil Vent Passageway
Figure 99 Camshaft Phaser Oil Flow

180 Engine Management: Operation and Diagnosis Phase 1

WDKƵƚƉƵƚƐ;ŽŶƟŶƵĞĚͿ

Cam Whaser ǁith Coǀer Remoǀed

L03_013

1 Phaser Lockpin 3 Advance Oil Passageway

2 Oil Supply Ring 4 Advance Oil Passageway
Figure 100 Cam Phaser with Cover Removed
Each phaser position is adjusted using regulated oil pressure through an oil control valve (OCV),
which also serves as a bolt mounting the camshaft phaser assembly to the camshaft.
The camshaft phaser assembly replaces the standard camshaft sprocket. At engine start-up,
system oil pressure overcomes spring pressure and unlocks the phaser lockpin in preparation for
phasing. The phasers remain in this position until a PCM signal is given to pulse-width modulate
the actuator.
The spool valve is spring-loaded. If the actuator is energized, it pushes on the spool valve. When
the oil control valve is de-energized, the spring-loaded spool valve pushes back against the
actuator. To begin phaser movement, a voltage signal is applied to the actuator to extend or retract
the solenoid pintle. The pintle pushes against an internal spool valve within the bolt, moving the
valve forward and backward to direct oil low.
The position of the spool inside the bolt determines which ports and chambers inside the phaser
are fed. The actuator advances the timing of the phaser assembly, retards it, or holds a desired
position relative to the camshaft.

Engine Management: Operation and Diagnosis Phase 1 181

WDKƵƚƉƵƚƐ;ŽŶƟŶƵĞĚͿ

CamshaŌ Actuator OperaƟon

L03_014
A OCV at 0% Duty Cycle (lockpin) 2 Vane (attached to camshaft)
B OCV at 50% Duty Cycle (Phaser in old 3 Sprocket (attached to timing chain)
Position)
C OCV at 100% Duty Cycle Phaser 4 Retard Oil to Phaser
Transitions to Maximum Travel
1 Oil Supply 5 Advance Oil to Phaser
Figure 101 Spool Position vs. Rotor Vane Movement (exhaust phaser shown)
As oil pressure pushes against the vanes of the phaser rotor, the rotor begins to move. Because
this rotor is physically attached to the camshaft, rotor rotation causes the camshaft position to
rotate relative to the standard sprocket position.
The variable valve timing system is designed and calibrated to operate using speci ic weight engine
oil. Using any other type of oil may cause system response and control issues, potentially causing
fault codes and MIL lights, depending on the severity. Always refer to service information for
proper oil viscosity. 3.6 liter phasing is disabled when oil temperature is below -5 °C (23 °F) and
above 120 °C (248 °F). As long as all other enablers such as oil pressure, load, and speed are met,
phasing can occur within this operating range.

182 Engine Management: Operation and Diagnosis Phase 1

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Exhaust CamshaŌ Whaser Spring

L03_015

1 3.6 liter Exhaust Camshaft Phaser Clock Spring

Figure 102 Exhaust Camshaft Phaser
Upon engine shutdown, both phasers return to their lockpin position as oil pressure is reduced.
Because the exhaust phaser needs to travel to a position above and beyond the standard camshaft
clockwise rotation, the assistance of a clock spring is required. The intake phaser relies on the
torsional resistance from the valvetrain to push it back toward the lockpin position.
It is possible that the intake phasers do not have a chance to return to the lockpin position. In this
case, the phaser returns to lockpin position upon the irst revolution during engine restart.

Engine Management: Operation and Diagnosis Phase 1 183

WDKƵƚƉƵƚƐ;ŽŶƟŶƵĞĚͿ

Cam Whaser to DTC RelaƟonship

Bank 2 Bank 1

EXH 2 INT 2 INT 1 EXH 1 Fault

Cam #3 Cam #4 Cam #2 Cam #1 Descriptions
VVT Cam #2 VVT Cam #1 VVT Cam #1 VVT Cam #2
Cam A Cam B Cam B Cam A
P0345 P0390 P0365 P0340 Cam Missing
P0349 P0394 P0369 P0344 Cam Intermittent
P0346 P0391 P0366 P0341 Cam Sync Error
P0018 P0019 P0017 P0016 CC Out of Tolerance
P0023 P0020 P0010 P0013 VVT Circuit
P000D P000C P000A P000B VVT Slow Responce
P054C P052C P052A P054A Over Advanced
P054D P052D P052B P054B Over Retarded

Cam Cam
Sensor Sensor
#2 #1

2034-185_0001

Figure 103 Cam Phaser to DTC Relationship

184 Engine Management: Operation and Diagnosis Phase 1

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MulƟAir® Actuator Assemďly

L03_099

Figure 104 MultiAir Actuator Assembly

The primary component of the MultiAir system is the actuator. The actuator assembly is located
above the intake valves, next to the camshaft. The intake lobes on the camshaft operate hydraulic
pumping elements instead of directly acting on the valves. The pumping elements provide high-
pressure oil to open the intake valves.
The relationship between the camshaft lobe and the intake valve is controlled by a solenoid-
operated hydraulic port. The PCM is able to vary the solenoid activation, providing variable valve
operation.
The high-pressure oil in the actuator assembly passageways is delivered to the solenoid valve from
the pumping element. The solenoid valve is a normally-open hydraulic control valve; the high-
pressure oil is vented from the valve to a reservoir area unless the valve is powered.
When the valve is supplied 12 volts, the solenoid closes the vent portion of the valve. When
the valve vent is closed, the high-pressure oil is forced around the solenoid valve and through a
passageway to operate the intake valves.
One solenoid valve is used to control two intake valves for each cylinder. This is accomplished by a
hydraulic bridge. The solenoid valves are mechanically wedged (locked) into the actuator.
If a solenoid malfunctions or fails, the complete actuator assembly must be replaced.

Engine Management: Operation and Diagnosis Phase 1 185

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MULTIAIR SYSTEM DIA'NOSIS

Because the MultiAir system is so closely monitored, the diagnostics of the system are strongly
DTC driven. If the system does not perform according to design, many DTCs may be produced
from a condition in the system.
Engine performance diagnostics must be performed according to service manual guidelines to
eliminate unnecessary replacement of system components. The MultiAir engine is still a four-
stroke piston engine with all the typical failure modes of a standard engine.
If there is a failure of the system, the result is usually a no-start condition. A no-start is preferred
to a possible limp-in mode because the engine is an interference design engine. If the valve timing
is not precisely controlled, there is a remote possibility of catastrophic engine damage as the
pistons can come into contact the valves.
CamshaŌ
The camshaft in the MultiAir engine is in the standard position of an exhaust camshaft in a dual
overhead cam (DO C) engine. The camshaft is modi ied to include another four lobes that
function as the intake lobes. owever, the lobes are used to create hydraulic pressure in the
actuator assembly instead of directly driving the intake valves.
Roller Folloǁer
The four camshaft lobes drive four roller followers mounted on the actuator assembly. The roller
followers are similar to other roller follower designs used in overhead cam engines. The roller
feature reduces friction between the cam lobe and the follower. Each follower aligns to a pumping
element in the actuator assembly. The followers are serviceable separately from the actuator.
MulƟAir Oil Screen

L03_013

Figure 105 MultiAir Oil Screen ( low direction shown)

The MultiAir system has an internal ilter screen that protects the MultiAir system from debris that
may make it past the oil ilter. When diagnosing MultiAir concerns that oil pressure and low could
affect or when diagnosing a no-start concern, always make sure that this ilter is not restricted or
plugged.

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MulƟAir OperaƟon Whases

The system provides ive possible phases of operation. Each phase offers unique advantages
compared to normal camshaft operation.
Full LiŌ Whase

TDC BDC
9
8
7
Valve Lift (mm)

6
5
4
3
2
1
0
270 360 450 540 630 720

Crank Angle L03_038

Figure 106 Full Lift Phase

When the system functions in the full lift phase, all of the cam lobe lift is transferred to the intake
valves. The intake lobe is designed with a very aggressive duration and lift pro ile. This results
in good power in the upper rpm ranges with high loads. This pro ile is rarely used in everyday
driving.

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Early IntaŬe Valǀe Closing

TDC BDC
9
8

7
Valve Lift (mm)

6
5
4
3
2
1
0
270 360 450 540 630 720

Crank Angle
L03_039

Figure 107 Early Intake Valve Closing Phase

When the system functions in the early intake valve closing (EIVC) phase, the cam lobe lift
is transferred to the intake valves at the beginning of the lift duration cycle. If the hydraulic
connection between the cam lobe and the valve is taken away before the lobe reaches full lift, the
exact timing and lift can be in initely varied to meet driver requirements.
The EIVC phase provides smooth engine performance and more torque at lower engine speeds.

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Late IntaŬe Valǀe Opening Whase

TDC BDC
9

7
Valve Lift (mm)

1
0
270 360 450 540 630 720

Crank Angle
L03_040

Figure 108 Late Intake Valve Opening Phase

When the system functions in the late intake valve opening (LIVO) phase, the cam lobe lift is NOT
transferred to the intake valves at the beginning of the lift duration cycle.
The hydraulic connection between the cam lobe and the valve is completed after the roller follower
has already begun riding the ramp of the cam. When the hydraulic connection is completed, the
intake valve begins to open.
The valve lift timing can be varied in initely within the full pro ile of the cam lobe. As long as the
hydraulic connection is completed before the cam lobe reaches its maximum lift, some valve lift
results. The lift pro ile follows the cam lobe pro ile for the time that the hydraulic link is complete.
Like EIVC, the exact timing and lift can be in initely varied to meet driver requirements.
LIVO phase provides lower emissions and a higher ef iciency at lower loads or idle conditions.

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MulƟͲliŌ Whase

TDC BDC
9
8

7
Valve Lift (mm)

5
4

3
2
1
0
270 360 450 540 630 720

Crank Angle L03_037

Figure 109 Multi-lift Phase

The multi-lift phase is the most complicated of the phases. Multi-lift is a combination of EIVC
and LIVO because the hydraulic connection between the cam lobe and the intake valve is closed
early and then re-opened later in the cycle. This creates a longer duration valve lift with a smaller
amount of lift. The result is a higher velocity of air low into the cylinder over a longer period of
time.
Multi-lift may be used in mixed driving of acceleration and deceleration with moderate engine
speeds.
Closed Whase
The closed phase leaves the intake valve closed by not utilizing the cam lobe to lift the intake valve.
This phase is currently not in use.

190 Engine Management: Operation and Diagnosis Phase 1

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

Engine Management: Operation and Diagnosis Phase 1 191

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

192 Engine Management: Operation and Diagnosis Phase 1

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ACTIVITY 3 DIA'NOSE WCM OUTWUTS ΈCONTINUEDΉ

TAS< TtO: VARIABLE CAMS,AFT TIMIN' SYSTEM DIA'NOSIS

Using service information, your Student Workbook, and the classroom vehicle, answer the
following questions.
NOTE: ̻ʹǤͲǤ
Answer the following questions as you complete the activity.
1. Using your Student Workbook, list the oil temperature at which the VCT system will
operate.

2. Why is this important?

Start the engine and allow it to reach operating temperature. Using the scan tool, navigate to the
data tab and record the values in the table below.
Scan Tool Data Values Scan Tool Data Values
VVT Oil Temp Exhaust Cam 1 Actual Position
ͳ Exhaust Cam 1 Crank Difference

Increase engine speed to 1500 rpm and observe the desired and actual readings of the camshaft.
3. Record your observation below.

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4. If the cam did not move, list all the possible causes below.

Turn the engine off. Navigate to the Systems Tests tab and select VVT System Test.
5. ow many different set points are available to select for this test?

6. What two things must be done to enable this test to run?

Turn the ignition ON. Navigate to the Misc Functions tab and then Exhaust Phaser 1 Cleaning, and
then actuate the test.
7. Was any abnormal movement observed?

Navigate to the Actuators tab. Select VVT Exhaust Phaser 1 Actuator.

8. To what duty percentages can the actuator be commanded?

9. Why would you use this when diagnosing a vehicle?

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TAS< T,REE: VARIABLE VALVE TIMIN' SYSTEM DIA'NOSIS

Using service information, your Student Workbook, and the classroom vehicle, answer the
following questions.
1. Using your Student Workbook, list the oil temperature at which the VVT system will
operate.

2. Why is this important?

3. Start the engine and allow it to reach normal operating temperature. Select the PCM data
items and record their values in the table below.
Scan Tool Data Values Scan Tool Data Values
VVT Oil Temp
ͳ ͳ
Desired
ͳ ͳ
Actual
ʹ ʹ
Desired
ʹ ʹ
Actual
Increase engine speed to 1500 rpm and observe the desired and actual readings on all four cams.
4. Record the largest difference (and which cam) below.

5. If one cam was not moving as the others do, list all the possible causes below.

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6. ow do you identify the VVT actuators on the engine?

7. Disconnect one of the actuators until a DTC sets. What code was stored?

8. Using the Cam to DTC chart in your Student Workbook, what identi ies the actuator that
you disconnected?

Turn the engine off and clear DTCs.

9. Was any abnormal movement observed?

Return the vehicle to its original condition.

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TAS< FOUR: MULTIAIR SYSTEM OWERATION AND DIA'NOSIS

In this activity, you will observe MultiAir data values and view the scan tool screens associated
with the MultiAir system.
Using service information, your Student Workbook, and the classroom vehicle, answer the
following questions.
Connect the wiTEC 2.0 scan tool to the vehicle and start a diagnostic session. Access the PCM
Data screen. Create a custom template that includes all MultiAir-related parameters that are
available on wiTEC 2.0. Start and run the engine. Record the readings. While monitoring the
data, disconnect the cylinder number 1 MultiAir solenoid valve connector.
1. ow does the engine performance change with the MultiAir solenoid disconnected?

2. Disconnect the MultiAir solenoid for cylinder #3. ow does the engine performance
change?

Shut the engine off.

3. Will the engine restart with the #3 solenoid unplugged?

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Now unplug #1 solenoid.

4. ow does the idle change?

5. Will the engine restart? What does it sound like when you attempt to start it?

Reconnect all connectors.

6. With the key ON/engine off, use the scan tool to operate each actuator and record the
differences between the four cylinders.

7. Did all of the solenoids actuate?

8. Use service information Section 09 - Engine > 1.4-Liter I4 16V Turbo > Diagnosis and
Testing > Engine Performance diagnostic table. List some of the symptoms that may be
caused by a failure in the MultiAir system.

9. ow long can the vehicle be stored before exhibiting a hard to start?

10. Which component could function improperly or even cause damage to the cylinder head
assembly if the oil viscosity was not within range?

198 Engine Management: Operation and Diagnosis Phase 1

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

Engine Management: Operation and Diagnosis Phase 1 199

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

200 Engine Management: Operation and Diagnosis Phase 1

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LESSON 3 WCM OUTWUTS ΈCONTINUEDΉ

INDUCTION SYSTEM

L03_043

1 EGR Valve
Figure 110 Linear EGR Valve
Linear E'R Valǀe
The linear EGR valve controls the metering of exhaust gases into the intake manifold. The PCM
uses a high-side driver to control the linear EGR valve solenoid. The PCM controls the valve
position by varying the duty-cycle supplied to the solenoid. The circuit is grounded externally.
The linear EGR valve assembly also contains a three-wire potentiometer that provides valve
position feedback to the PCM.
In some applications, the PCM learns the EGR effects on engine performance. As more engines
equipped with variable valve timing are being used, EGR valves are not needed, due to exhaust gas
scavenging from valve overlap.
If the engine has an EGR valve, it is very important to make sure there are no exhaust leaks in the
gaskets or attaching components.
If the EGR valve is replaced, the PCM must be reset using the scan tool. Otherwise, a DTC may set
even after the EGR valve is replaced.

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Manifold Tuning Valǀe ;MTVͿ

1 2

5 3

4 L03_024

1 MTV On 4 RPM
2 SRV On 5 Torque (lbs./ft.)
3 orsepower
Figure 111 MTV and SRV Bene its
The manifold tuning valve (MTV) is used on vehicles equipped with an active intake manifold. Its
purpose is to vary the intake manifold runner con iguration to optimize torque over a wider RPM
range. It is a two-state device that electrically opens and closes a passageway that connects two
separate plenums within the intake manifold. A high-side driver controls the circuit, and there is
an external ground.

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Short Runner Valǀe ;SRVͿ

L03_025

1 Intake Manifold 2 Short Runner Valve (SRV) Actuator

Figure 112 5.7 liter DS/ B Intake Manifold Rear Showing SRV
The short runner valve (SRV) is used on vehicles equipped with an active intake manifold. It
optimizes the intake runner length to increase horsepower at high rpm. It accomplishes this
by opening passageways that shorten the path between the air inlet and cylinders. The SRV is
supplied power by the ASD relay and is controlled by the PCM via a latching, low-side driver. This
circuit is either full on or full off. The SRV is actuated by an electric motor.

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SRV Manifold

L03_026

1 Short Runner Valve Closed 2 Short Runner Valve Open

Figure 113 Short Runner Valve (5.7 liter shown)
The intake manifold features a dual shaft short runner valve (SRV) system to maximize both low
end torque and peak power. The SRV is bolted to the rear of the intake manifold and can be service
separately from the manifold.
The SRV system operates under wide open throttle conditions to maximize engine performance.
When activated by the PCM, the SRV actuates a mechanical linkage to redirect the intake air low
to eight short runners. The PCM looks for a signal feedback when the actuator is activated. If the
signal feedback is not present, the PCM sets a DTC.

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torld Engine Floǁ Control Valǀe

L03_027

1 Flow Control Valves

Figure 114 World Engine Flow Control Valves
The intake manifold is constructed of composite material and divided into equal length runners.
At the end of each runner is an intake manifold low control valve lap. The intake manifold low
control valve actuator controls the laps through a common shaft.
Manifold low control valves are unique to FCA US world gas engine (WGE) vehicles. They are
designed to promote maximum air/fuel atomization. The valve restricts air low, causing it to
tumble or swirl. The tumbling action helps ensure that the fuel and air mix thoroughly and burn
faster. The intake manifold low control valve and variable valve timing work together to improve
fuel economy, idle stability, and emissions.
The electrically-controlled intake manifold low control valve is located in the intake manifold at
the cylinder head.

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Floǁ Control Valǀe WosiƟons

1 2 L02_028

1 Valve Closed 2 Valve Open

Figure 115 World Engine Flow Control Flaps Closed and Open
The intake manifold low control valve actuator is a two-position torque motor that is pulse-width
driven by the PCM. The actuator is either energized to move the laps out of the way to the wide-
open position, or de-energized to move the laps up to a restricted position.
The intake manifold low control valve actuator also contains a potentiometer that provides
feedback and diagnostics for the PCM.
The potentiometer circuit reports the actual position of the intake manifold low control valve
laps. The PCM compares the actual position with the desired position to ensure that the system is
functioning correctly.
The valve actuator is energized to open the at higher engine speeds (greater than 3600 rpm for the
2.0 liter, or 4000 rpm for the 2.4 liter) or at wide open throttle. The actuator is de-energized when
the engine is at lower speeds than noted above and at closed or partially open throttle.

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Vacuum Wump

L03_029

1 Vacuum Pump 2 Check Valve

Figure 116 Electric Vacuum Pump
Under some engine operating conditions, low vacuum levels may occur in the intake. On models
with a 3.6 liter engine, a supplemental electric vacuum pump that is controlled by the PCM is used.
Typically the electric vacuum pump is mounted to a bracket on the front of the engine.
The pump uses a vacuum sensor located at the brake booster, as the primary input for pump
activation. The manifold absolute pressure (MAP) sensor is used as an additional input to control
the pump.
Vehicles with the 1.4 liter engine utilize a mechanical pump attached to the rear of the head to
supplement engine vacuum. The pump is driven by the camshaft.

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Vacuum Wump Electronic Controls

Vacuum
Relay Fuse
Switch

Check
Valve
Pump
PCM

L03_051

Figure 117 Typical Vacuum Pump Schematic

The vacuum pump receives power from a relay driven circuit controlled by the PCM and ignition
feed.

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Cooling Fan MulƟͲspeed System

1
0
2

L03_030

1 Control Module 5 Cooling Fans

2 B+ 6 igh-medium Relay
3 igh-medium Low-side Driver 7 Series-parallel Relay
4 Low-high Low-side Driver 8 Low-high Relay
Figure 118 Cooling Fan Relay Control
Cooling fans can be a single-fan or dual-fan con iguration, depending on the vehicle. In most cases,
a series of relays are used to achieve the different fan speeds. The graphic shown is for a vehicle
equipped with a TIPM and two fans, but the concept for other applications is the same. The PCM
uses the ECT sensor value to determine when and how many fans are to be activated. The A/C
system will also affect fan operation because it adds heat load to the vehicle’s radiator.

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TURBOC,AR'ER SYSTEM
Turďocharger

L03_047

1 Turbocharger
Figure 119 Typical Turbocharger
A turbocharger is an exhaust-gas driven air pump that consists of two sections: a turbine section
and an impeller section. The turbine and impeller are mounted to a common shaft and spin
together. The turbocharger delivers a pressurized charge of air to the engine’s cylinders. The
increased oxygen content allows more fuel to be burned in the engine, increasing power output.
The turbocharger uses exhaust gases to drive the turbine. ot exhaust gases exiting the engine are
routed to the turbine housing where they expand, causing the turbine to rotate.
The impeller side of the turbocharger is driven by the exhaust gases, compressing the intake air.
The exhaust gases and intake air do not come into contact with each other within the turbocharger.
The compressed air charge then lows through an intercooler, reducing the temperature of the air
charge before reaching the intake manifold.
A wastegate allows exhaust gases to bypass the turbine and low directly into the exhaust, allowing
turbine speed to decrease. The rapid reduction in the pressure created on the impeller side
controls the boost output, preventing overpressure situations that could damage the engine.

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tastegate Control

L03_046

1 Wastegate Control Solenoid

Figure 120 Wastegate Control Solenoid
The base turbocharger boost pressure is managed by the mechanical wastegate. The wastegate is
a mechanical valve that, when opened, allows exhaust gases to bypass the turbine. The wastegate
is spring-loaded in the closed position. Boost pressure is applied to a diaphragm that works
against the spring pressure of the wastegate. When the force created by the boost pressure
exceeds the spring force in the wastegate, the valve opens. This limits boost pressure by limiting
the speed of the turbocharger. The wastegate solenoid is pulse-width modulated (PWM) by the
PCM and is located between the compressor and mechanical wastegate. When opened by the PCM,
the wastegate solenoid bleeds boost pressure away from the mechanical wastegate; this allows
the PCM to increase boost pressure to a level higher than would be allowed by the mechanical
wastegate alone.
The system operates as follows:
• Boost pressure is supplied to the wastegate solenoid through a hose connected to the
compressor side of the turbocharger.
• The powertrain control module varies the signal to the wastegate solenoid to control the
amount of boost pressure applied against the wastegate.
• When more boost pressure is needed, the wastegate solenoid will direct more of the boost
pressure to the clean air tube upstream of the turbocharger and less against the wastegate
spring.

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Boost Wressure Sensor

L03_016

1 Boost Pressure Sensor

Figure 121 Boost Pressure Sensor
When the throttle blade is closed suddenly, excessive boost pressure can build up between the
turbocharger and the throttlebody, which can cause damage to the turbocharger. This occurs
because the compressed air created by the turbocharger has no outlet, resulting in a compressor
pressure surge. The PCM detects this pressure increase via input from the boost pressure sensor.
The boost pressure sensor operates like a typical three-wire MAP sensor. The PCM provides
a 5-volt supply and sensor return circuit to the boost pressure sensor and receives a feedback
voltage on the signal circuit.

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Surge Valǀe

L03_048

1 Surge Valve
Figure 122 Surge Valve
The turbocharger surge valve is responsible for venting the boost pressure between the
turbocharger and throttlebody during sudden deceleration. The turbocharger surge valve is
normally spring-loaded closed. When the PCM receives an input signal from the boost pressure
sensor that the pressure is above a calibrated amount, the PCM grounds the turbocharger surge
valve control circuit. This causes the valve to open, routing the excess pressure between the
turbocharger and the throttlebody back to the inlet area of the turbocharger. The relief of pressure
prevents compressor surge and allows turbine speed to be maintained, reducing turbo lag
conditions.

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AŌer Run Wump

0121716_002

1 After Run Pump

Figure 123 After Run Pump Location
The after-run pump is free spinning during a Key ON, Engine ON condition and activated during
Key OFF, Engine OFF condition for up to 10 minutes. When activated, the pump draws coolant in
from the thermostat housing and sends it to the turbocharger to help prevent damage due to heat
soaking.
Inputs to determine pump operation:
• Engine coolant temperature
• Throttle position
• Engine off time
The PCM latches the ASD Relay, and grounds the Electric Coolant Pump Relay Control circuit to
close the relay. Battery voltage is supplied to the Electric Coolant Pump motor via the Electric
Coolant Pump Output circuit. The motor is grounded through a dedicated ground circuit.

214 Engine Management: Operation and Diagnosis Phase 1

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0121716_003

Figure 124 After Run Pump

The PCM monitors the performance of the output voltage and pump via the Electric Coolant Pump
Signal circuit. Voltage passes through a bridge on the motor windings and back to the PCM on
the signal circuit. If the feedback voltage on the signal circuit is above 3.5 volts when the PCM
has commanded the pump on, it is determined that the relay closed and voltage output supply is
present.
The PCM also monitors the performance of the pump motor and ground circuit. The PCM looks for
a calculated ripple in the feedback voltage when the pump is commanded on. If the PCM does not
see a ripple in the voltage feedback when the pump motor is commanded on, then it is determined
that there is an open in the ground circuit or the pump motor windings.

Engine Management: Operation and Diagnosis Phase 1 215

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

216 Engine Management: Operation and Diagnosis Phase 1

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ACTIVITY 3 DIA'NOSE WCM OUTWUTS ΈCONTINUEDΉ

TAS< FIVE: TURBOC,AR'ER ACTUATOR AND tASTE'ATE SYSTEM

In this activity, you will view the wiTEC 2.0 screens associated with the 1.4 liter turbocharger
and its control system.
Using a hand vacuum pump, apply vacuum to the wastegate.
1. What happens when the vacuum is applied?

Using the hand vacuum pump, switch the hose on the pump to apply pressure to the wastegate.
2. What happens when pressure is applied?

3. What does this indicate?

Locate the wastegate solenoid and remove both hoses from it. Using regulated air and a blowgun,
apply air pressure to the solenoid. Using the scan tool, start a diagnostic session and access the
PCM. Locate the wastegate control solenoid in the Actuator tab. Actuate the solenoid and listen
for operation.
4. Describe what happens when the scan tool actuates the solenoid.

5. Using the scan tool, start a diagnostic session and access the PCM. Locate the after-run
coolant pump in the Actuators tab. Run the pump. What were the results?

6. ow can you determine the pump is running?

7. Locate the surge valve actuation procedure. Operate the valve. What were the results?

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2034-101_8014

View the Actual Boost Pressure and Surge Valve values on the scan tool in the combined graph
mode. Rev the engine three times: once to 1500 rpm, once to 2500 rpm, then accelerate the engine
quickly until you hear the surge valve pop off.
8. ow do you know the component is operating?

9. Record the highest actual boost pressure value below.

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TAS< SIy: E'R SYSTEM DIA'NOSIS ΈOWTIONALΉ

Connect wiTEC 2.0 to the vehicle, actuate the EGR system, and monitor the speci ic data values
called out below.
Start the engine and allow it to reach closed-loop status.
Increase the engine idle to 1000 rpm; using wiTEC 2.0 command the EGR to 10%.
1. What happens to the short-term adaptive values when you actuate the EGR valve to 10%?

2. What causes this effect?

3. What happened to the short-term adaptive values when you actuated the EGR valve to
25%?

4. What happened to engine operation when you actuated the EGR to 50%?

Engine Management: Operation and Diagnosis Phase 1 219

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

220 Engine Management: Operation and Diagnosis Phase 1

^ƉĞĞĚĞŶƐŝƚǇĂŶĚĚĂƉƟǀĞ^ƚƌĂƚĞŐŝĞƐ

LESSON 4 SWEED DENSITY AND ADAWTIVE STRATE'IES

SWEED DENSITY

Feedback
Air Flow Fuel ModiĮers AdapƟves P.W.
Input
RPM MAP
Max RPM (X) Baro (X) Internal EGR (X) TPS (X) ECT (X) IAT (X) Sensed Bн (X) Up O2 (X) ST (X) LT (X) Purge Vapor RaƟo с Pulse Width

L03_036

Figure 125 Speed Density Equation

Most FCA US LLC vehicles use speed density fuel control systems. This system changes fuel
injection quantity based on changes in engine speed and load. Other parameters modify the
basic fuel calculation. The speed density equation is a representation of how PCMs calculate fuel
injector pulse-width in order to maintain a stoichiometric (14.7:1) air/fuel ratio.
AirŇoǁ

Feedback
Air Flow Fuel ModiĮers AdapƟves P.W.
Input
RPM MAP
Max RPM (X) Baro (X) Internal EGR (X) TPS (X) ECT (X) IAT (X) Sensed Bн (X) Up O2 (X) ST (X) LT (X) Purge Vapor RaƟo с Pulse Width

L03_036
L03_036

Figure 126 Air low Calculation

The PCM calculates engine speed (rpm) from the crankshaft position (CKP) sensor signal. The
camshaft position (CMP) sensor determines which of the two companion cylinders should receive
fuel and spark. Basic air low requirements are determined by dividing the current engine speed
value by the theoretical maximum (rated) engine speed. The speed density equation allows the
PCM to determine the percentage of the maximum possible air low currently entering the engine.

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The manifold absolute pressure (MAP) sensor measures the pressure (vacuum) in the intake
manifold to determine the level of engine load. This measurement is compared with atmospheric
or barometric (BARO) pressure. The speed density equation divides MAP by BARO to determine
the level of engine load.
There is always a slight lag in response from the MAP sensor itself; the PCM calculates the
expected MAP value based on inputs for throttle position, barometric pressure, and IAC position,
if equipped. This is part of the model-based fuel strategy, and the calculated value is called T-MAP.
MAP sensor input validates the calculated value.
Exhaust gas recirculation (EGR) is used for control of oxides of nitrogen (NOx) emissions and to
improve fuel economy. Exhaust gases can be metered through a valve into the intake manifold
or by camshaft overlap. Exhaust gases are mostly inert; in the engine cylinder, they displace a
percentage of the incoming air. Because EGR gases effectively reduce the size of the combustion
chamber, there is less room for air/fuel mixture. Less air is drawn in and less fuel is needed; the
PCM will compensate by reducing fuel quantity.
NOTE:

Ǥ
ǡϐ
utilized.

222 Engine Management: Operation and Diagnosis Phase 1

^ƉĞĞĚĞŶƐŝƚǇĂŶĚĚĂƉƟǀĞ^ƚƌĂƚĞŐŝĞƐ

Fuel ModiĮers

Feedback
Air Flow Fuel ModiĮers AdapƟves P.W.
Input
RPM MAP
Max RPM (X) Baro (X) Internal EGR (X) TPS (X) ECT (X) IAT (X) Sensed Bн (X) Up O2 (X) ST (X) LT (X) Purge Vapor RaƟo с Pulse Width

L03_036

Figure 127 Fuel Modi iers Calculation

The throttle position sensor (TPS) input informs the PCM of operating demand: such as idle (Min
TPS), wide open throttle (WOT), deceleration, and the rate of throttle opening. Operator demand
affects engine fuel requirements. The fuel injection pulse-width calculation includes: acceleration
enrichment, deceleration fuel shutoff, WOT indicating open-loop while running, or fuel injector
shutoff (clear- lood) while cranking.
The engine coolant temperature (ECT) sensor is monitored to determine initial cranking injector
pulse-width and temperature compensation while the engine is running. The World engine PCM
currently has two ECT sensors: one in the cylinder head and one in the cylinder block. The ECT
input in the speed density equation comes from the sensor in the head.
Air density changes as a factor of air temperature and altitude. Denser air requires more fuel to
maintain a stoichiometric air/fuel ratio. The intake air temperature (IAT) sensor allows the PCM
to calculate the density of the incoming air and modify the speed density calculation accordingly.
The voltage applied to the fuel injectors affects how rapidly and how far the injector pintle opens.
The quantity of fuel injected in a given amount of time changes with variations in voltage. Sensed
B+ or sensed system voltage is monitored and used by the PCM to correct injector pulse-width.
FeedďacŬ Input

Feedback
Air Flow Fuel ModiĮers AdapƟves P.W.
Input
RPM MAP
Max RPM (X) Baro (X) Internal EGR (X) TPS (X) ECT (X) IAT (X) Sensed Bн (X) Up O2 (X) ST (X) LT (X) Purge Vapor RaƟo с Pulse Width

L03_036

Figure 128 Feedback Input Calculation

The oxygen sensor provides the PCM with a feedback signal for oxygen levels in the exhaust. The
PCM determines the air/fuel ratio from this signal to see how well the speed density calculation
has predicted fuel requirements for current engine speed, load, and other conditions.

Engine Management: Operation and Diagnosis Phase 1 223

^ƉĞĞĚĞŶƐŝƚǇĂŶĚĚĂƉƟǀĞ^ƚƌĂƚĞŐŝĞƐ

Stoichiometric AirͬFuel RaƟo

3
4

6
L04_010

1 Carbon Monoxide (CO) 4 Oxides of Nitrogen (NOx)

2 ydrocarbons ( C) 5 Oxygen (O2)
3 Carbon Dioxide (CO2) 6 Optimum Ratio 14.7:1
Figure 129 Stoichiometric Air/Fuel Ratio

224 Engine Management: Operation and Diagnosis Phase 1

^ƉĞĞĚĞŶƐŝƚǇĂŶĚĚĂƉƟǀĞ^ƚƌĂƚĞŐŝĞƐ

AdapƟǀes

Feedback
Air Flow Fuel ModiĮers AdapƟves P.W.
Input
RPM MAP
Max RPM (X) Baro (X) Internal EGR (X) TPS (X) ECT (X) IAT (X) Sensed Bн (X) Up O2 (X) ST (X) LT (X) Purge Vapor RaƟo с Pulse Width

L03_036

Figure 130 Adaptives Calculation

The PCM uses the speed density equation to calculate the base pulse-width required for the
speci ic operating conditions. The goal is to maintain the stoichiometric air/fuel ratio of 14.7:1.
At this ratio, all vehicle tailpipe emissions are reduced to their most manageable levels and the
catalytic converter gets what it needs to be ef icient.
When the fuel system goes into closed-loop operation, there are two adaptive memory programs
that begin to operate. The PCM operates these two fuel correction programs to modify fuel
delivery based on oxygen sensor feedback. These two programs are:
• Short-term adaptive
• Long-term adaptive
LongͲterm AdapƟǀe
After the vehicle has reached full operating temperature, the correction factors generated by short-
term adaptive are stored in long-term adaptive or long-term fuel trim (LTFT) memory cells. These
long-term values allow the short-term adaptive value to be brought back close to zero. After this
correction factor is stored in memory, it is used by the PCM under all operating conditions, open-
loop and closed-loop.
The main function of long-term adaptive is to make fuel corrections that allow short-term adaptive
to maintain a value near zero. In order to maintain correct emissions throughout all operating
ranges of the engine, a cell structure based on engine rpm and engine load measured by MAP
vacuum is used.
There are 26 cells total; two of the cells are used only during idle as determined by TPS and park/
neutral switch inputs. The other 24 cells each represent speci ic off-idle manifold pressure and
rpm ranges.
ShortͲterm AdapƟǀe
Short-term adaptive, or short-term fuel trim (STFT), is an immediate correction to fuel injector
pulse-width. It is an immediate response to an oxygen sensor signal that is switching high or low.
Short-term adaptive begins functioning shortly after the vehicle has started, as soon as the oxygen
sensor is heated to operating temperature.
Short-term adaptive values change very quickly and are not stored when the ignition is OFF. The
maximum range of authority for short-term adaptive is ±33%.

Engine Management: Operation and Diagnosis Phase 1 225

^ƉĞĞĚĞŶƐŝƚǇĂŶĚĚĂƉƟǀĞ^ƚƌĂƚĞŐŝĞƐ

OpenͲloop OperaƟon
The PCM operates in open-loop during a cold start, when the oxygen sensors are below 349
°C (660 °F), and also when the engine is operated at wide open throttle (WOT). In open-loop,
the PCM ignores the oxygen sensors and performs air/fuel ratio adjustments based on pre-
programmed values and inputs from other sensors.
ClosedͲloop OperaƟon
In closed-loop operation, the PCM monitors oxygen levels in the exhaust and makes air/fuel ratio
adjustments based on upstream oxygen sensor feedback to achieve the 14.7:1 stoichiometric
ratio. All tailpipe emissions ( C, CO, and NOx) are at their best balance when this fuel ratio is
maintained.
Wurge Vapor RaƟo
Purge vapor ratio is the proportion or concentration of fuel (hydrocarbon) vapors in the
evaporative system purge low. If purge low contains a high ratio of C vapors, less fuel from
the injectors is required. Purge can be used to correct a lean condition in some instances. Purge
low is only enabled when short-term fuel trim is active. Beginning with NGC and later PCMs, the
long-term adaptive correction never includes purge low. Purge low is shut off when a long-term
correction is required.
Fuel Injector WulseͲǁidth

Feedback
Air Flow Air Flow Adaptives P.W.
Input
RPM MAP
Max RPM (X) Baro (X) Internal EGR (X) TPS (X) ECT (X) IAT (X) Sensed B+ (X) Up O2 (X) ST (X) LT (X) Purge Vapor Ratio = Pulse Width

L03_036

Figure 131 Calculated Pulse-width

The PCM uses information from all available inputs to determine injector pulse-width. This output
of the PCM is constantly being adjusted to engine conditions and driver request. This command is
the inal result of all the parts of the speed density equation.

226 Engine Management: Operation and Diagnosis Phase 1

^ƉĞĞĚĞŶƐŝƚǇĂŶĚĚĂƉƟǀĞ^ƚƌĂƚĞŐŝĞƐ

ShortͲterm AdapƟǀe Oxygen Sensor Voltage

4
3
2

L04_040

1 Oxygen Sensor Voltage Stays igh 4 Percent of Change

2 Short-term Drops to Compensate 5 Oxygen Sensor Voltage
3 Short-term Adaptive 6 Oxygen Sensor Signal
Figure 132 Short-term Adaptive vs. Oxygen Sensor Voltage
During closed-loop operation, short-term adaptive makes immediate adjustments to fuel delivery
in direct response to the signal from the upstream oxygen sensor. The PCM determines air/fuel
ratio by monitoring oxygen content measured by the upstream oxygen sensor.
If the upstream oxygen sensor voltage is not switching between 2.5 and 3.5V, the PCM knows that
the base pulse-width calculation needs to be modi ied by adjusting the injector pulse-width until
a switching oxygen sensor voltage is achieved. This immediate correction is known as short-
term adaptive, or short-term fuel trim (STFT), and begins functioning shortly after the engine has
been started and enters closed-loop operation. STFT is not retained in memory; the amount of
correction created is lost after the ignition is turned to the OFF position.
The need to adjust the injector pulse-width may be a result of vehicle operating conditions, vehicle
wear, or fuel quality. The maximum range of authority for short-term adaptive is ±33%.

Engine Management: Operation and Diagnosis Phase 1 227

^ƉĞĞĚĞŶƐŝƚǇĂŶĚĚĂƉƟǀĞ^ƚƌĂƚĞŐŝĞƐ

Fuel Monitor

0121716_021

Figure 133 Adaptive Fuel Monitor Screen

After the vehicle has reached full operating temperature, short-term correction factors will be
stored in long-term adaptive memory cells based on vehicle load (rpm/MAP) to allow the short-
term adaptive value to be brought back to near zero. After this correction factor is stored in
memory, it will be used by the PCM under all operating conditions, open-loop and closed-loop.
owever, the values stored in long-term adaptive memory cells are updated only after the vehicle
has entered long-term, closed-loop operation at full operating temperature. This is done to
prevent any transition temperature or start-up compensation from corrupting long-term fuel
correction.

228 Engine Management: Operation and Diagnosis Phase 1

^ƉĞĞĚĞŶƐŝƚǇĂŶĚĚĂƉƟǀĞ^ƚƌĂƚĞŐŝĞƐ

The cell structure is a matrix, based on rpm and MAP characteristics, that is calibrated for each
powertrain package. Each row represents a different rpm range and each column represents a
different range of MAP values. In some PCMs, long-term adaptive value is maintained in memory
by battery voltage; a battery disconnect will cause it to be erased. This may lead to drivability
issues until the memory cells have matured again. In other PCMs, long-term adaptive value is
stored in nonvolatile memory. Disconnecting the battery will have no effect on the values. Do not
disconnect the battery if this information is needed for vehicle service.

ǡ
ǤǡǦǡ
ǦǤ
ǦǤ
ǦǡǦ
the engine is operated in each cell.

SCAN TOOL VALUES COMWARISON FOR ADAWTIVE DIA'NOSIS

Monitoring the short- and long-term fuel adaptive values can be very useful in diagnosing a rich or
lean condition. Positive numbers indicate fuel is being added, and negative numbers indicate fuel
is being taken away.
Wurge Vapor RaƟo
Canister purge is part of the speed density equation. The PCM learns the C content within
the components of the EVAP system, which allows it to predict the effect of purge low on the
inal pulse-width. Purge vapor ratio is learned on every start through O2 feedback and short-
term adaptive shift. The PCM operates in three different modes to learn how purge its into this
equation.
OFF ;Mode ϬͿ
This occurs shortly after the vehicle has been started and has entered short-term, closed-loop
operation. During Mode 0, purge is disabled while the PCM learns what it takes to operate the
vehicle at stoichiometric value without the extra load of purge vapors. This is when long-term
adaptive memory values are allowed to update.
LEARN ;Mode 1Ϳ
After the PCM has learned the engine’s fuel requirements, long-term adaptive memory values are
locked, and purge low slowly starts to ramp in. The objective of Mode 1 is to learn the C loading
of the fuel tank and the vapor canister. This is accomplished by monitoring the effects of purge on
short-term adaptive and comparing the results against the data accumulated during Mode 0. After
purge loading has been learned, the vehicle enters Mode 2.

Engine Management: Operation and Diagnosis Phase 1 229

^ƉĞĞĚĞŶƐŝƚǇĂŶĚĚĂƉƟǀĞ^ƚƌĂƚĞŐŝĞƐ

NORMAL ;Mode 2Ϳ
During this mode of operation, long-term adaptive memory values remain locked and purge low
is increased to normal high- low levels required to deplete the EVAP system of C vapors. The
PCM adjusts the injector pulse-width to automatically compensate for this extra source of fuel.
Remember that the PCM learns (during Modes 0 and 1) the effect of the additional C from purge.
It then can adjust the pulse-width in anticipation of what will occur when purge is ramped up to
normal levels.
Proper purge low is achieved by adjusting the low through the proportional purge solenoid
(PPS). The PPS is monitored by the PCM on the ground side of the circuit. The PCM uses this data
to regulate the opening of the solenoid to ensure proper purge low under changing operating
conditions. This is monitored by the PCM and displayed on the scan tool as P-Ad, or purge
adaptive.
If the PCM determines that the C level in the charcoal canister is below a calibrated amount (by
monitoring the purge vapor ratio), purge operation will be turned off. Periodically, the PCM will
re-enter the LEARN mode to determine whether there is suf icient C in the EVAP system to again
initiate purge low. These events can occur on the same key cycle.
Purge vapor content is learned shortly after short-term, closed-loop operation begins and is
factored into the speed density equation. All long-term cells represent fuel correction without
purge low. This means all long-term cells are purge-free cells.

230 Engine Management: Operation and Diagnosis Phase 1

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

Engine Management: Operation and Diagnosis Phase 1 231

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

232 Engine Management: Operation and Diagnosis Phase 1

ĚĂƉƟǀĞ&ƵĞů^ƚƌĂƚĞŐŝĞƐ

ACTIVITY 4 ADAWTIVE FUEL STRATE'IES

TAS< ONE: ADAWTIVE FUEL STRATE'IES

On the classroom vehicle, perform the following checks and record the results of the test.
Answer the following questions as you complete the activity.
Connect the scan tool, navigate to 1/1 and 1/2 closed-loop status. Start the vehicle, observe the
monitor, and note the time it takes to go into closed-loop.
1. ow long does the vehicle take to go into closed-loop?

2. At what ECT temperature does the vehicle allow LTFT adjustments?

Make sure purge is not active. LTFT will not update unless purge is off.
3. ow will you know purge is not active?

4. What is the difference between STFT and LTFT?

5. ow do you identify which cell the vehicle is operating in?

Engine Management: Operation and Diagnosis Phase 1 233

ĚĂƉƟǀĞ&ƵĞů^ƚƌĂƚĞŐŝĞƐ

6. Record the adaptive values and pulse-width for both banks (if applicable): ST, LT, and
injector pulse-width.

ͳ ʹȋȌ

ST ST

7. Use the OBDII simulator to decrease fuel pump output to create a lean condition. Start the
vehicle and wait at least 10 seconds to allow the vehicle to go into closed-loop. Record the
LT, ST, and pulse-width values again.

ͳ ʹȋȌ

ST ST

8. Explain the reaction of the injector pulse-width, O2, and STFT and LTFT values.

9. What DTCs, if any, are pending?

Using the propane enrichment tool, add propane to the engine intake (optional). Monitor and
record the ST, LT, and pulse-width.
ͳ ʹȋȌ

ST ST

10. Explain the reaction of the injector pulse-width, O2, and STFT and LTFT values.

11. What DTCs, if any, are pending?

234 Engine Management: Operation and Diagnosis Phase 1

ĚĂƉƟǀĞ&ƵĞů^ƚƌĂƚĞŐŝĞƐ

12. Did this affect both banks equally? If so what does this most likely indicate?

13. If both sides were not affected equally, what does this most likely indicate?

Restore the vehicle to its previous condition. Clear all DTCs.

TAS< TtO: WUR'E SYSTEM OWERATION AND VERIFICATION

1. Connect a scan tool and navigate to the Data tab. Start the vehicle and monitor purge
solenoid activity. Is purge allowed to low while in open-loop?

2. Navigate to the Actuators tab, and then select Purge Solenoid. Activate purge to 10%,
switch back to the Data tab, and monitor the short- and long-term adaptives. What
happened to the adaptive values when purge was activated?

Navigate back to the Actuators tab and stop purge low. Turn the vehicle off.
3. The PCM learns the purge vapor ratio in what modes?

Engine Management: Operation and Diagnosis Phase 1 235

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

236 Engine Management: Operation and Diagnosis Phase 1

AWWENDIy

Acronyms
The following is a list of acronyms used throughout this publication:
8GMx Eight Gasoline MultiAir (C = Chrysler, W and K = Worldwide)
APP Accelerator Pedal Position
BCM Body Control Module
CAN Controller Area Network
CKP Crankshaft Position
CMP Camshaft Position
DLC Data Link Connector
DTC Diagnostic Trouble Code
DMM Digital Multimeter
ECM Engine Control Module
ECT Engine Coolant Temperature
ECU Electronic Control Unit
EGR Exhaust Gas Recirculation
ESIM Evaporative System Integrity Monitor
ETC Electronic Throttle Control
FPCM Fuel Pump Control Module
FTPS Fuel Tank Pressure Sensor
GPEC Global Powertrain Engine Controller (1, 2, 2a, and 3)
SD igh-side Driver
IAT Intake Air Temperature
LSD Low-side Driver
LTFT Long-term Fuel Trim
MAP Manifold Absolute Pressure
NGC Next Generation Controller
PCM Powertrain Control Module
PDC Power Distribution Center
PWM Pulse-width-modulated
SRV Short Runner Valve
STFT Short-term Fuel Trim
TCM Transmission Control Module
TIPM Totally Integrated Power Module
TPS Throttle Position Sensor
VCI Vehicle Communication Interface

Engine Management: Operation and Diagnosis Phase 1 237

Vacuum LeaŬs
The electronic throttle control (ETC) system will compensate for some vacuum leaks. A vacuum
leak in the intake manifold will allow air into the manifold that has not come through the
throttlebody. There is no idle air control system, so the ETC system will simply adjust throttle
plate opening to compensate for the leak.
ETC DiagnosƟcs
To assist in diagnosis, use the ETC throttle follower test on the scan tool. In this mode, depressing
the accelerator pedal will cause the PCM to actuate the throttle plate motor. With this test, you can
verify throttle plate movement with accelerator pedal input. This ETC throttle follower test must
be performed with key ON/engine off. See service information for complete testing information.
The set rpm test is also used for ETC diagnosis. This test is used to performance test the ETC
system’s ability to control the engine idle speed.

0121716_020

Figure 134 wiTEC 2.0 PCM System Test Screen

238 Engine Management: Operation and Diagnosis Phase 1

Manifold Aďsolute Wressure ;MAWͿ Sensor DiagnosƟcs
There are typically ive MAP sensor diagnostic routines:
• MAP voltage high
• MAP voltage low
• No change in MAP voltage at START to RUN transfer (vacuum)
• MAP/TPS correlation (TPS values do not agree with MAP signals)
• MAP/TPS correlation (high low, vacuum leak)
Whenever a MAP DTC is set or a MAP problem occurs, the PCM enters limp-in and uses the T-MAP
substitute default value based on rpm and TPS values.
NOTE: ȋ Ȍ
ǡ̻
ʹǤͲǤ
After the ignition has been cycled to the ON position, the PCM determines the barometric pressure
from the MAP sensor. Unless the engine is started and there is an rpm value, the MAP sensor may
not be monitored unless another key cycle is performed. This may apply on some applications
while others appear to be monitored continuously.

Engine Management: Operation and Diagnosis Phase 1 239

ThroƩle WosiƟon Sensor ;TWSͿ ;NonͲETCͿ
The throttle position sensor is a three-wire potentiometer mounted on the side of the throttlebody.
The TPS is responsible for determining idle position (Min TPS), acceleration, and wide open
throttle (open-loop and clear- lood mode), and for in luencing fuel injector pulse-width and
ignition timing according to these changing requirements:
• Idle: With key ON/engine running, the PCM assumes that the lowest voltage signal value
received (above the fault threshold) must be where the throttle blade hits the idle stop.
This voltage signal (typically 0.5–1.0V) is recorded by the PCM as idle or minimum TPS.
• Off-idle: After the throttle is opened and the TPS signal value is approximately 0.04 volts
over minimum TPS, the PCM moves into its off-idle program. Spark-scatter advance idle
control is shut off and the IAC is set to act as a dashpot to prevent stalling from sudden
deceleration.
• Acceleration: A rapid rise in TPS voltage within a speci ied time causes the injector pulse-
width to increase. The amount of pulse-width increase is determined by the rate of TPS
voltage rise.
• Wide open throttle (WOT): The PCM is programmed to go into open-loop whenever TPS
voltage exceeds a programmed value, typically 2.5–2.7V above minimum TPS voltage. This
enables the PCM to increase pulse-width at WOT to improve full throttle performance.
• Deceleration: If the TPS is closed and manifold vacuum is high while the vehicle is in motion
(as indicated by the vehicle speed sensor), the PCM narrows the injector pulse-width
to reduce emissions. Under some conditions, the injector pulse-width may be zero, for
mileage bene its.
• WOT fuel cutoff during cranking: In case of looding, the driver can depress the accelerator
pedal to WOT so that the PCM will de-energize all injectors. This program is enabled only
during cranking and when TPS voltage indicates WOT. This is referred to as clear lood
mode.

240 Engine Management: Operation and Diagnosis Phase 1

,allͲeīect ThroƩle WosiƟon Sensor
Some vehicles use a all-effect TPS. These all-effect sensors output an analog signal voltage
similar to conventional TPS sensors, but the connector pin assignments are different. It may
be dif icult to determine this type of sensor from a standard potentiometer type sensor. They
are transparent to the technician when performing diagnostics using the scan tool or voltmeter.
owever, they cannot be tested using an ohmmeter. The design was created to reduce wear of the
standard potentiometer style sensors that may have caused intermittent drivability concerns.
ThroƩle WosiƟon Sensor ;TWSͿ DiagnosƟcs
There are three TPS diagnostic routines:
• TPS voltage too high (signal open or short to power)
• TPS voltage too low (signal shorted to ground)
• TPS voltage does not agree with MAP (rationality fault)
When observing the calculated TPS value on the scan tool while in limp-in mode, the TPS display
will change as if there were no problems with the circuit. In limp-in mode, the TPS calculation will
be based on rpm and MAP values, and the T-MAP value may appear unusual. MAP voltage should
be observed in addition to MAP vacuum to determine if T-MAP is being displayed.
Relearning the minimum TPS may be required if the sensor is replaced. Either use the scan tool
feature or cycle the ignition key from ON to OFF several times before starting the engine. The
sensor should sweep clean while in graph mode or using a oscilloscope.
Fuel Leǀel Sensor
A fuel gauge level sending unit is attached to the fuel pump module. The resistance of the sensor
rheostat changes with the amount of fuel in the tank. The sensor loat arm moves as the fuel level
changes.
Fuel level is used by the PCM, but it is typically a data bus reading supplied by either the BCM or
CCN in most cases. It affects the evaporative and mis ire monitors. When the fuel level goes below
15%, the mis ire monitor may be disabled.

Engine Management: Operation and Diagnosis Phase 1 241

FUEL LEVEL SENSOR

L02_033

Dual Fuel Leǀel Sensors

On vehicles equipped with a saddle-type fuel tank, there are two fuel level sensors. The two
sensor signals are averaged by the appropriate body control module to determine fuel level.
Regardless of what type of fuel sensor is being used, the fuel level input is critical to EVAP
diagnostics.
Fuel Leǀel Sensor DiagnosƟcs
The following are monitored by the PCM to check fuel level sensor operation:
• A speci ic amount of change in the fuel level over a set number of miles is monitored.
• The fuel level sensor signal voltage goes above the maximum acceptable value.
• The fuel level sensor signal voltage goes below the minimum acceptable value.

242 Engine Management: Operation and Diagnosis Phase 1

NATURAL VACUUM LEA< DETECTOR

2
3
4

1 5

7
L04_500

1 Electrical Connector 5 To Remote Filter

2 Vacuum Switch 6 Spring and Plunger
3 Diaphragm 7 To Canister
4 Pressure and Vacuum Relief Valve 8 Solenoid
The NVLD assembly is located on the atmospheric vent side of the charcoal canister. The NVLD
assembly is designed with a normally-open vacuum switch, a normally-closed (de-energized)
solenoid, and a pressure and vacuum relief valve, which is actuated by both the solenoid and a
diaphragm. The normally-open vacuum switch will close when about 0.25 kPa (1 in. 2O) vacuum
lifts the diaphragm. The normally-closed pressure and vacuum relief valve in the NVLD is intended
to maintain the seal on the evaporative system during engine off conditions.
If vacuum in the evaporative system exceeds 0.75–1.5 kPa (3–6 in. 2O), the valve is pulled off the
seat, opening the seal. This protects the system from excessive vacuum and allows suf icient purge
low if the solenoid is inoperative. A noise may be heard if this happens.
The solenoid actuates the valve to unseal the canister vent while the engine is running. The
solenoid is de-energized to close the vent during the medium and large leak tests and during the
purge low check. Pressure in the EVAP system exceeding 0.12 kPa (0.5 in. 2O) opens the seal.
This vents pressure from the evaporative system to permit the venting of vapors through the
canister during refueling. This also allows the tank to breathe during increasing temperatures,
limiting the pressure in the tank to a low level. Limiting pressure build-up allows vacuum to be
achieved sooner than if the tank had to decay this pressure with declining temperatures after
shutdown. The NVLD is no longer used except on the Viper.

Engine Management: Operation and Diagnosis Phase 1 243

FCA US LLC EN'INE SCOWE WATTERNS
FourͲcylinder Timing Diagram

L06_011

1 Crankshaft Degrees 4 Ignition Coil 1-4

2 Camshaft Position Sensor Signal 5 Ignition Coil 2-3
3 Crankshaft Position Sensor Signal
TDCI - Top Dead Center Intake Stroke
- Top Dead Center Power Stroke
BDCC - Bottom Dead Center Compression Stroke
BDCE - Bottom Dead Center Exhaust Stroke

244 Engine Management: Operation and Diagnosis Phase 1

SixͲcylinder Timing Diagram

1 0 120 240 360 480 600 0

TDCI 1 TDCI 2 TDCI 3 TDCI 4 TDCI 5 TDCI 6 TDCI 1
TDCP 4 TDCP 5 TDCP 6 TDCP 1 TDCP 2 TDCP 3 TDCP 4

3
4
5
6
7
8
9

1 60 180 300 420 540 660 60

BDCC 6 BDCC 1 BDCC 2 BDCC 3 BDCC 4 BDCC 5 BDCC 6
BDCE 3 BDCE 4 BDCE 5 BDCE 6 BDCE 1 BDCE 2 BDCE 3

L01_000

1 Crankshaft Degrees 6 Ignition Coil 3

2 Camshaft Position Sensor Signal 7 Ignition Coil 4
3 Crankshaft Position Sensor Signal 8 Ignition Coil 5
4 Ignition Coil 1 9 Ignition Coil 6
5 Ignition Coil 2
TDCI - Top Dead Center Intake Stroke
- Top Dead Center Power Stroke
BDCC - Bottom Dead Center Compression Stroke
BDCE - Bottom Dead Center Exhaust Stroke

Engine Management: Operation and Diagnosis Phase 1 245

SixͲcylinder 3.ϳ liter N'C Timing Diagram

1 0 120 240 360 480 600 0

TDCI 1 TDCI 6 TDCI 5 TDCI 4 TDCI 3 TDCI 2 TDCI 1
TDCP 4 TDCP 3 TDCP 2 TDCP 1 TDCP 6 TDCP 5 TDCP 4

2
3

4
5
6
7
8
9

1 60 180 300 420 540 660 60

BDCC 2 BDCC 1 BDCC 6 BDCC 5 BDCC 4 BDCC 3 BDCC 2
BDCE 5 BDCE 4 BDCE 3 BDCE 2 BDCE 1 BDCE 6 BDCE 5

1-6-5-4-3-2 L06_012

1 Crankshaft Degrees 6 Ignition Coil 3

246 Engine Management: Operation and Diagnosis Phase 1

EightͲcylinder Timing Diagram Ͳ 4.ϳ liter CoilͲonͲplug IgniƟon System

0 90 180 270 360 450 540 630 0

1 TDCI 1 TDCI 8 TDCI 4 TDCI 3 TDCI 6 TDCI 5 TDCI 7 TDCI 2 TDCI 1
TDCP 6 TDCP 5 TDCP 7 TDCP 2 TDCP 1 TDCP 8 TDCP 4 TDCP 3 TDCP 6

3
4
5
6
7
8
9
10
11

1 0 90 180 270 360 450 540 630 0

BDCC 7 BDCC 2 BDCC 1 BDCC 8 BDCC 4 BDCC 3 BDCC 6 BDCC 5 BDCC 7
BDCE 4 BDCE 3 BDCE 6 BDCE 5 BDCE 7 BDCE 2 BDCE 1 BDCE 8 BDCE 4

L06_013

1 Crankshaft Degrees 7 Ignition Coil 4

2 Camshaft Position Sensor Signal 8 Ignition Coil 5
3 Crankshaft Position Sensor Signal 9 Ignition Coil 6
4 Ignition Coil 1 10 Ignition Coil 7
5 Ignition Coil 2 11 Ignition Coil 8
6 Ignition Coil 3
TDCI - Top Dead Center Intake Stroke
- Top Dead Center Power Stroke
BDCC - Bottom Dead Center Compression Stroke
BDCE - Bottom Dead Center Exhaust Stroke

Engine Management: Operation and Diagnosis Phase 1 247

EightͲcylinder Timing Diagram Ͳ 5.ϳ liter ,emi

1 0 90 180 270 360 450 540 630 0

TDCI 1 TDCI 8 TDCI 4 TDCI 3 TDCI 6 TDCI 5 TDCI 7 TDCI 2 TDCI 1
TDCP 6 TDCP 5 TDCP 7 TDCP 2 TDCP 1 TDCP 8 TDCP 4 TDCP 3 TDCP 6

3
4
5
6
7
8
9
10
11

1 0 90 180 270 360 450 540 630 0

BDCC 7 BDCC 2 BDCC 1 BDCC 8 BDCC 4 BDCC 3 BDCC 6 BDCC 5 BDCC 7
BDCE 4 BDCE 3 BDCE 6 BDCE 5 BDCE 7 BDCE 2 BDCE 1 BDCE 8 BDCE 4

1 8 4 3 6 5 7 2

L06_014

1 Crankshaft Degrees 7 Ignition Coil 4

248 Engine Management: Operation and Diagnosis Phase 1

EightͲcylinder 5.ϳ liter ,emi VCT Timing Diagram

1 0 90 180 270 360 450 540 630 0

TDCI 1 TDCI 8 TDCI 4 TDCI 3 TDCI 6 TDCI 5 TDCI 7 TDCI 2 TDCI 1
TDCP 6 TDCP 5 TDCP 7 TDCP 2 TDCP 1 TDCP 8 TDCP 4 TDCP 3 TDCP 6

3
4
5
6
7
8
9
10
11
1 0 90 180 270 360 450 540 630 0
BDCC 7 BDCC 2 BDCC 1 BDCC 8 BDCC 4 BDCC 3 BDCC 6 BDCC 5 BDCC 7
BDCE 4 BDCE 3 BDCE 6 BDCE 5 BDCE 7 BDCE 2 BDCE 1 BDCE 8 BDCE 4

L06_015

1 Crankshaft Degrees 7 Ignition Coil 4

Engine Management: Operation and Diagnosis Phase 1 249

SixͲcylinder 3.ϲ liter ǁith VVT Timing Diagram

1 0 90 180 270 360 450 540 630 0

TDCI 1 TDCI 8 TDCI 4 TDCI 3 TDCI 6 TDCI 5 TDCI 7 TDCI 2 TDCI 1
TDCP 6 TDCP 5 TDCP 7 TDCP 2 TDCP 1 TDCP 8 TDCP 4 TDCP 3 TDCP 6

3
4
5
6
7
8
9
10
11
1 0 90 180 270 360 450 540 630 0
BDCC 7 BDCC 2 BDCC 1 BDCC 8 BDCC 4 BDCC 3 BDCC 6 BDCC 5 BDCC 7
BDCE 4 BDCE 3 BDCE 6 BDCE 5 BDCE 7 BDCE 2 BDCE 1 BDCE 8 BDCE 4

L06_016

1 Crankshaft Degrees 6 Crankshaft Position Sensor Signal

2 Camshaft Position Sensor Signal 7 Ignition Coil 1-4
3 Camshaft Position Sensor Signal 8 Ignition Coil 2-5
4 Camshaft Position Sensor Signal 9 Ignition Coil 3-6
5 Camshaft Position Sensor Signal
TDCI - Top Dead Center Intake Stroke
- Top Dead Center Power Stroke
BDCC - Bottom Dead Center Compression Stroke
BDCE - Bottom Dead Center Exhaust Stroke

250 Engine Management: Operation and Diagnosis Phase 1

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

Engine Management: Operation and Diagnosis Phase 1 251

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

252 Engine Management: Operation and Diagnosis Phase 1

'LOSSARY

adapƟǀe memory Short-term fuel trim value and long-term fuel trim values combined; this
factor provides a maximum total correction of ±77% from the base fuel injector
pulse-width calculation.
adapƟǀe numerator Learned variance in ideal and actual CKP signal; also called the target linear
compensation or target learning coef icient; takes into account variations in
machining of the trigger wheel and CKP sensor response.
air injecƟon Reduces hydrocarbon and carbon monoxide emissions by injecting air
reacƟon system directly into the exhaust and the catalytic converter.
alternate good trip Used in place of global good trips for comprehensive components and major
monitors; if a global good trip cannot be run, the task manager counts an
alternate good trip after two minutes of engine run-time where no other
faults occur; the task manager counts an alternate good trip for a speci ic
major monitor when the monitor runs and passes.
CARB readiness A scan tool screen indicating whether or not CARB-mandated once-per-trip
status monitors have run.
catalyst A substance that enhances a chemical reaction while not being changed or
used up in that reaction.
catalyƟc conǀerter Used in exhaust systems to convert pollutants into harmless substances
such as water and CO2; the three-way catalytic converter oxidizes C and
CO and reduces oxides of nitrogen (NOx).
closedͲloop When the PCM uses input from the O2 sensors to make feedback
corrections to the speed density equation; also see open-loop.
comprehensiǀe All input and output components that can affect emissions; these
components components are monitored for electrical faults such as opens and shorts,
and they may also be monitored for rationality and functionality.
conŇict A condition where a monitor may not be run because it would interfere
with or be affected by another currently running monitor; the task manager
prevents the second monitor from running until the irst monitor has
inished.
detonaƟon The spontaneous combustion of remaining air/fuel mixture in the chamber;
detonation always occurs after normal combustion is initiated by the spark
plug.

driǀe cycle A federal emissions procedure to drive a vehicle and allow most monitors
to run and perform their tests; drive cycles can specify calibrated values for
engine temperature increase, vehicle speed, time, and other parameters.
enaďling condiƟons Operating parameters or conditions that must be met for a monitor to
run; the list of conditions that may permit a monitor to run or prevent or
suspend monitor operation is calibrated and varies for each package.

Engine Management: Operation and Diagnosis Phase 1 253

eǀaporaƟǀe Fuel vapors from evaporating fuel in the tank and from refueling is
emissions system absorbed and stored in the EVAP charcoal canister; engine vacuum causes
air low through the canister during engine operation; this low purges C
and meters it into the intake manifold.
exhaust gas EGR systems dilute the air/fuel mixture with inert exhaust gases;
recirculaƟon recycling some inert exhaust gases back into the intake mixture can lower
combustion temperatures and reduce the quantity of oxides of nitrogen
(NOx) formed; EGR also improves fuel economy because less air and fuel
enter the cylinders, and it reduces engine knocking.
freeze frame Data stored from various sensors describing the engine operating
conditions at the time a fault is detected.
fuel system good Counted when the engine is in closed-loop, operating in a similar conditions
trip window, and the total adaptive memory factor (short-term adaptive value
and long-term adaptive value combined) does not exceed the threshold for
a calibrated time; if these conditions are met, the PCM counts a good trip
toward erasing a fuel system monitor (rich/lean) DTC.
funcƟonality OBDII systems test PCM outputs for functionality as well as circuit
continuity; when the PCM supplies a voltage to an output component, it
can verify that the command was carried out by monitoring speci ic input
signals for expected changes.
gloďal disaďle Monitors can be globally disabled if certain conditions occur; if there is
more than one condition, the scan tool displays only the highest-ranked
one; not every condition affects every monitor; for example, global disable
can display igh Fuel and the monitor status can indicate Waiting; the high
fuel condition is not calibrated to prevent that monitor from running, so the
monitor can run and complete its test.
gloďal good trip When all monitors that run once-per-trip have run and have passed; the
de inition varies by vehicle and model year; typically, the oxygen sensor and
catalyst ef iciency monitors must run in order to increment a global good
trip.
good trip An indication that the vehicle was operated under a speci ic set of operating
conditions and no fault was detected; there are different types of good trips
depending upon what the PCM is trying to verify.
intrusiǀe An active monitor test that actively changes operating conditions to run its
test; also see non-intrusive.
leaŬ detecƟon A leak detection pump pressurizes the EVAP system to detect leaks; used on
pump JTEC and SBEC vehicles.
longͲterm adapƟǀe See long-term fuel trim.
longͲterm fuel trim After the vehicle has reached full operating temperature, the fuel injector
pulse-width correction factors generated by short-term adaptive memory
factor is stored in long-term adaptive or long-term fuel trim memory cells;
when stored, it is used under all operating conditions; also see short-term
fuel trim.

254 Engine Management: Operation and Diagnosis Phase 1

misĮre Lack of combustion in a cylinder during the power stroke.
misĮre good trip Counted when 1000 engine revolutions occur with no mis ire.
monitor Software in the PCM that checks and veri ies the performance of various
emission-related systems and components.
natural ǀacuum Older vehicles use the natural vacuum leak detection (NVLD) method to
leaŬ detecƟon dependably detect 0.5 mm; (0.020 in.) leaks in the EVAP system; NVLD
replaces the leak detection pump previously used on SBEC and JTEC
vehicles; NVLD seals the EVAP system and monitors for a slight pressure
drop as the system cools.
nonͲintrusiǀe A passive monitor test that does not actively change any operating
condition to run its test; also see intrusive.
onďoard refueling ORVR systems greatly reduce C emissions during refueling by capturing
ǀapor recoǀery vapors in the EVAP canister; previous EVAP systems vented fuel vapor ( C)
emissions during refueling.
oneͲtrip monitor An emissions system test that sets a DTC and illuminates the MIL the irst
time a failure is detected; also see two-trip monitor.
oxygen sensor A sensor that provides a signal to the PCM for oxygen content in the exhaust
stream and make the closed-loop feedback engine management system
possible; the PCM infers air/fuel ratio from the sensor signal for oxygen
content and adjusts the quantity of fuel injected to keep the air/fuel ratio
stoichiometic (14.7:1).
openͲloop When the PCM ignores oxygen sensor feedback and only uses pre-
programmed values to perform air/fuel ratio adjustments; also see closed-
loop.
pending A monitor may not be run if the MIL is illuminated and a fault is stored; the
monitor will not run until the problem is no longer present.
priority CARB-mandated DTCs are entered and ranked according to priority; in
earlier vehicles with limited memory storage, DTCs with higher priority
overwrote lower priority DTCs; later vehicles can store as many as eight
DTCs before overwriting.
preͲigniƟon The ignition of the air/fuel mixture prior to the spark plug iring; pre-
ignition is usually caused by some other ignition source such as an
overheated spark plug tip or carbon deposits in the combustion chamber.

purge The process of taking stored hydrocarbon vapors from the charcoal canister
and adding them to the intake mixture.
purge ǀapor raƟo The proportion or concentration of fuel hydrocarbon( C) vapors in the
EVAP system purge low; if purge low contains a high ratio of C vapors,
less fuel from the injectors is required.
raƟonality OBDII systems compare input signals against other inputs and stored
information to see they make sense under the current conditions
shortͲterm adapƟǀe See short-term fuel trim.

Engine Management: Operation and Diagnosis Phase 1 255

shortͲterm fuel trim An immediate correction to fuel injector pulse-width; an immediate
response to an oxygen sensor signal that is not switching or is consistently
high or low; short-term fuel trim (also called short-term adaptive) begins
functioning shortly after the vehicle has started, as soon as the oxygen
sensor is heated to operating temperature; short-term adaptive values
change very quickly and are not stored when the ignition is OFF; also see
long-term fuel trim.
similar condiƟons Displayed on the scan tool, allows the user to operate the vehicle under
ǁindoǁ operating conditions similar to when the fault occurred.
speed density fuel A fuel control systems that changes fuel injection quantity largely based on
control changes in engine speed and load; most FCA US LLC vehicles use the speed
density system.
stoichiometry The ideal air/fuel ratio for gasoline, it is 14.7 parts air to 1 part fuel; other
fuels have different ratios.
suspend The task manager may not allow a two-trip fault to mature if conditions
might lead to erroneous results; this reduces the chances of the MIL
illuminating for the wrong fault.
tasŬ manager Software in the PCM that determines whether enabling conditions have
been met to run appropriate tests, monitors parameters during tests, and
records test results.
trip counter Criteria used by the PCM to turn off the MIL; a trip is de ined as starting
the vehicle and operating it to meet the criteria necessary to run a given
diagnostic test; CARB requires three good trips to extinguish the MIL.
tǁoͲtrip monitor Some diagnostic tests must fail more than one time before the PCM sets a
DTC and illuminates the MIL; these tests are two-trip monitors; also see
one-trip monitor.
ǁarmͲup cycle A warm-up cycle occurs when engine coolant temperature starts below
and rises above 71°C (160°F), and increases at least 22.2°C (40°F), while no
other faults occur; counted by the PCM and used to erase DTCs and Freeze
Frames.

256 Engine Management: Operation and Diagnosis Phase 1

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

Engine Management: Operation and Diagnosis Phase 1 257

Notes:_________________________________________________________________________________________________________

________________________________________________________________________________________________________________

258 Engine Management: Operation and Diagnosis Phase 1

WORLDWIDE
The special service tools referred to herein are required for certain service operations. These special service
tools or their equivalent, if not obtainable through a local source, are available through the following outlet:

Mopar EssenƟal Tools and Serǀice EƋuipment

SnapͲon Business SoluƟons

Telephone 1-855-298-2687 2801-80th Street Kenosha, WI 53143, U.S.A. FAX 1-855-303-8985

ǁǁǁ.moparessenƟaltools.com
No part of this publicaƟon maǇ be reproduced͕ stored in a retrieval
sǇstem or transmiƩed͕ in anǇ form or bǇ anǇ means͕ electronic͕
mechanical͕ photocopǇing͕ recording͕ or otherwise͕ without the
prior wriƩen permission of FCA US LLC.
CopǇright 2016 FCA US LLC

81-699-13019 Rev. 08/01/16

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FCA Engine Mangement Operation and Diag

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FCA Engine Mangement Operation and Diag

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Engine Management:

KƉeƌaƟŽn anĚ iagnŽƐiƐ

No part of this publication may be reproduced, stored in a

FCA US LLC reserves the right to make changes from time

Copyright © 2016 FCA US LLC

Engine Management: Operation and Diagnosis Phase 1 i

ii Engine Management: Operation and Diagnosis Phase 1

Engine Management: Operation and Diagnosis Phase 1 iii

iv Engine Management: Operation and Diagnosis Phase 1

Engine Management: Operation and Diagnosis Phase 1 v

vi Engine Management: Operation and Diagnosis Phase 1

Engine Management: Operation and Diagnosis Phase 1 vii

viii Engine Management: Operation and Diagnosis Phase 1

Engine Management: Operation and Diagnosis Phase 1 1

2 Engine Management: Operation and Diagnosis Phase 1

Engine Management: Operation and Diagnosis Phase 1 3

4 Engine Management: Operation and Diagnosis Phase 1

Engine Management: Operation and Diagnosis Phase 1 5

6 Engine Management: Operation and Diagnosis Phase 1

DEMONSTRATION 1 CIRCUIT TESTIN' 1Ϭ1

CIRCUIT VOLTA'E TESTIN'

Figure 1 Voltage Testing

Engine Management: Operation and Diagnosis Phase 1 7

CIRCUIT RESISTANCE TESTIN'

Figure 2 Resistance Testing

8 Engine Management: Operation and Diagnosis Phase 1

CIRCUIT AMWERA'E TESTIN'

Figure 3 Amperage Testing

Engine Management: Operation and Diagnosis Phase 1 9

CIRCUIT VOLTA'E DROW TESTIN'

Figure 4 Voltage Drop Testing

10 Engine Management: Operation and Diagnosis Phase 1

TzWES OF TEST LI',TS

2. What state must the circuit be in to perform a voltage drop test?

3. What state must the circuit be in when performing resistance testing?

Engine Management: Operation and Diagnosis Phase 1 11

12 Engine Management: Operation and Diagnosis Phase 1

LESSON 1 WOtERTRAIN CONTROL MODULE ΈWCMΉ

Figure 5 Speed Density Equation

Engine Management: Operation and Diagnosis Phase 1 13

14 Engine Management: Operation and Diagnosis Phase 1

The more common PCMs available today:

Engine Management: Operation and Diagnosis Phase 1 15

Neǆt 'eneraƟon Controller ;N'CͿ

1 Powertrain Control Module 2 Four 38-pin Connectors

16 Engine Management: Operation and Diagnosis Phase 1

'loďal Woǁertrain Electronic Controller͕ 1st 'eneraƟon ;'WEC1Ϳ

1 Connector 1 (58-pin) 2 Connector 2 (96-pin)

Engine Management: Operation and Diagnosis Phase 1 17

'loďal Woǁertrain Electronic Controller͕ 2nd 'eneraƟon ;'WEC2Ϳ

1 Connector 1 (C1/gray) 2 Connector (C2/brown)

18 Engine Management: Operation and Diagnosis Phase 1

'loďal Woǁertrain Electronic Controller͕ 3rd 'eneraƟon ;'WEC3Ϳ

1 Connector 1 (C1/green) 2 Connector 2 (C2/blue)

Engine Management: Operation and Diagnosis Phase 1 19

ϴ'Mǆ Series Controllers

1 Barometric Pressure Sensor 2 Connector 2 (C2)

20 Engine Management: Operation and Diagnosis Phase 1

Engine Management: Operation and Diagnosis Phase 1 21

'WEC 2ͬ3 'WEC DiagnosƟc Adapter͓ͳͲͶ͵͸

22 Engine Management: Operation and Diagnosis Phase 1

Figure 13 Special Tool #8197A Terminal Pin Removal Tool Kit

Engine Management: Operation and Diagnosis Phase 1 23

Special Tool η1Ϭ3ϬϬ Terminal Win Remoǀal Tool <it ;FIATͿ

Figure 14 Special Tool #10300 Terminal Pin Removal Tool Kit

24 Engine Management: Operation and Diagnosis Phase 1

VERIFzIN' WCM WOtER͕ 'ROUND͕ AND COMMUNICATION CIRCUITS

Figure 15 GPEC1 Power and Ground Connections

Engine Management: Operation and Diagnosis Phase 1 25

Woǁer and 'round Diagnosis

Figure 16 Voltage Drop Across Ground Terminal - DMM Set to DC Volts

26 Engine Management: Operation and Diagnosis Phase 1

Engine Management: Operation and Diagnosis Phase 1 27

28 Engine Management: Operation and Diagnosis Phase 1

ACTIVITY 1 DIA'NOSIN' WCM CIRCUITS USIN' A DI'ITAL

TAS< ONE: WCM WOtER AND 'ROUND DIA'NOSIS ͳ 'WEC2 VE,ICLE

KƉeƌaƟŽn anĚ iagnŽƐiƐ

Connector Ȁ ͓Ȁ Function

Connector ͓Ȁ Function Voltage Measurement

Connector ͓Ȁ Function Voltage Measurement

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