Engine Controls - 1.6l (l91) - Introduction Chevrolet Aveo I

Temperature vs Resistance

Temperature vs Resistance

Altitude vs Barometric Pressure

Altitude vs Barometric Pressure

Ignition System Specifications

Ignition System Specifications

Fastener Tightening Specifications

Fastener Tightening Specifications

Action Taken When the DTC Sets - Type A

The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.

Action Taken When the DTC Sets - Type B

The control module illuminates the MIL on the second consecutive ignition cycle that the diagnostic runs and fails.

Action Taken When the DTC Sets - Type B1

1. The following applies to misfire DTCs: If the control module detects a low level or an emission level misfire condition during 2 consecutive trips, the control module illuminates the MIL. If the control module detects a high level or catalyst damaging misfire, the control module flashes the MIL at a rate of once per second. If the control module detects a misfire during 2 non-consecutive trips, the stored conditions are compared with the current conditions. The control module illuminates the MIL when the following conditions occur: The engine load is within 10 percent of the previous test that failed. The engine speed is within 375 RPM of the previous test that failed. The engine coolant temperature is in the same range of the previous test that failed.
2. The following applies to fuel trim DTCs: If the control module detects a fuel trim condition during 2 consecutive trips, the control module illuminates the MIL. If the control module detects a fuel trim condition during 2 non-consecutive trips, the stored conditions are compared with the current conditions. The control module illuminates the MIL when the following conditions occur: The engine load is within 10 percent of the previous test that failed. The engine speed is within 375 RPM of the previous test that failed. The engine coolant temperature is in the same range of the previous test that failed.

Conditions for Clearing the MIL/DTC - Type A or Type B

1. The control module turns OFF the MIL after 3 consecutive ignition cycles, when the diagnostic runs and passes.
2. An active DTC clears when the diagnostic runs and passes.
3. A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
4. Use a scan tool in order to clear the MIL and the DTC.

Non-Emissions Related DTCs

Action Taken When the DTC Sets - Type C

1. The control module stores the DTC information into memory when the diagnostic runs and fails.
2. The MIL will not illuminate.
3. The driver information center, if equipped, may display a message.

Conditions for Clearing the DTC - Type C

1. A last test failed, or active DTC, clears when the diagnostic runs and passes.
2. Use a scan tool in order to clear the DTC.

Diagnostic Trouble Code (DTC) Type(s)

Diagnostic Trouble Code (DTC) Type(s)

Scheme 1

Scheme 2

Scheme 3

Engine Controls Schematic Icons

Engine Controls Schematic Icons Icon Icon Definition NOTE: The OBD II symbol is used on the circuit diagrams in order to alert the technician that the circuit is essential for proper OBD II emission control circuit operation. Any circuit which fails and causes the malfunction indicator lamp (MIL) to turn ON, or causes emissions-related component damage, is identified as an OBD II circuit

Scheme 4

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Scheme 9

Scheme 10

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Scheme 12

Scheme 13

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Scheme 16

Scheme 17

Engine Control Module (ECM) Connector End Views

Engine Control Module (ECM) K Connector Part Information AMP 0-368434-2 64-Way F ECU 64P Conn Assembly (32-bit-B) (BN) Pin Wire Color Circuit No. Function K1 OG 440 Battery Positive Voltage K2-K4 - - Not Used K5 BK/WH 51 Ground (w/Octane Switch) K6 D-GN/WH 817 Vehicle Speed Signal (Manual Transmission) K7 D-BU 876 Rough Road Signal - W/ABS K8-K11 - - Not Used K12 D-BU 473 High Speed Cooling Fan Relay Control K13 - - Not Used K14 PU 1807 CAN Serial Data High K15 YE 710 CAN Serial Data Low K16 BN/WH 1669 Heated Oxygen Sensor (HO2S) 1 Heater Control K17 OG 440 Battery Positive Voltage K18 PK/D-BU 539 Ignition 1 Voltage K19-K20 - - Not Used K21 D-GN 602 Rough Road Sensor Signal (w/o ABS) K22 L-BU 380 A/C Refrigerant Pressure (ACP) Sensor Signal K23 - - Not Used K24 D-GN 135 Engine Coolant Temperature (ECT) Sensor Gage Signal K25 GY 121 Engine Speed Signal K26-K27 - - Not Used K28 D-GN/WH 335 Low Speed Cooling Fan Relay Control K29 D-GN 67 A/C Clutch Relay Control K30 WH 30 Fuel Level Sensor Signal K31 - - Not Used K32 PU 2000 Serial Data K33 - - Not Used K34 PU/WH 632 Low Reference K35 D-GN/WH 762 A/C Request Signal K36 PU 1670 Heated Oxygen Sensor (HO2S) 2 Signal K37-K47 - - Not Used K48 L-BU/BK 1986 Evaporative Emissions (EVAP) Canister Vent Solenoid Control K49 - - Not Used K50 GY 605 5-Volt Reference K51 GY 1936 Fuel Level Sensor Signal K52 YE/D-GN 890 Fuel Tank Pressure Sensor Signal K53 L-GN 413 Low Reference K54 L-GN 465 Fuel Pump Relay Control K55-K63 - - Not Used K64 BN/WH 419 Malfunction Indicator Lamp (MIL) Control

Engine Control Module (ECM) M Connector Part Information AMP 1-368434-1 64-Way F ECU 64P Conn Assembly (32-bit-B) (BK) Pin Wire Color Circuit No. Function M1 L-BU 406 Ignition Coil (IC) Timing Control 1 and 4 M2 BN/BK 1671 Heated Oxygen Sensor (HO2S) 2 Heater Control M3 GY 120 Fuel Pump Supply Voltage M4 WH 428 Evaporative Emissions (EVAP) Canister Purge Solenoid Control M5 YE/BK 1868 Low Reference M6 GY 417 Throttle Position (TP) Sensor Signal M7 GY 472 Intake Air Temperature (IAT) Sensor Signal M8 D-BU/WH 432 Manifold Absolute Pressure (MAP) Sensor Signal M9 WH/BK 1456 Exhaust Gas Recirculation (EGR) Valve Position Sensor Signal M10 - - Not Used M11 D-GN/WH 844 Fuel Injector 4 Control M12 GY 1653 Heated Oxygen Sensor (HO2S) 1 Low Reference M13 BN 1747 Idle Air Control (IAC) A High Control M14 WH 444 Idle Air Control (IAC) B Low Control M15 YE 1748 Idle Air Control (IAC) A Low Control M16 L-BU/BK 1688 5-volt Reference M17 - - Not Used M18 YE/BK 496 Knock Sensor Signal M19 D-GN 435 Exhaust Gas Recirculation (EGR) Solenoid Valve Control M20 - - Not Used M21 D-BU/WH 1869 Crankshaft Position (CKP) Sensor Signal M22 BN/WH 1745 Fuel Injector 2 Control M23 - - Not Used M24 D-GN/BK 1746 Fuel Injector 3 Control M25 YE/D-BU 1744 Fuel Injector 1 Control M26 PU 633 Camshaft Position (CMP) Sensor Signal M27 - - Not Used M28 L-GN 410 Engine Coolant Temperature (ECT) Sensor Signal M29 D-GN/RD 1665 Heated Oxygen Sensor (HO2S) 1 Signal M30 PU/WH 1749 Idle Air Control (IAC) Coil B High Control M31 - - Not Used M32 D-GN/WH 416 5-volt Reference M33 L-BU 406 Ignition Coil (IC) Timing Control (1 and 4) M34 - - Not Used M35 D-GN/WH 423 Ignition Coil (IC) Timing Control (2 and 3) M36 - - Not Used M37 BK/WH 51 Ground M38 BK/WH 51 Ground M39 BK/WH 51 Ground M40 BK/WH 51 Ground M41 BK/WH 51 Ground M42-M47 - - Not Used M48 OG/BK 469 Low Reference M49-M50 - - Not Used M51 D-GN/WH 423 Ignition Coil (IC) Timing Control (2 and 3) M52 D-GN 435 Exhaust Gas Recirulation (EGR) Valve Control M53-M63 - - Not Used M64 BK 808 Low Reference

Engine Controls Connector End Views

Camshaft Position (CMP) Sensor Connector Part Information AMP 85205-1 3-Way F JR Power Timer 3P Housing Assembly (BK) Pin Wire Color Circuit No. Function 1 BN 1733 Ignition 1 Voltage 2 BK/WH 51 Ground 3 L-BU/BK 1748 Camshaft Position (CMP) Sensor Signal

Crankshaft Position Sensor (CKP) Sensor Connector Part Information AMP 85205-1 3-Way F JR Power Timer 3P Housing Assembly (BK) Pin Wire Color Circuit No. Function 1 D-BU/WH 1869 Crankshaft Position (CKP) Sensor Signal 2 YE/BK 1868 Low Reference 3 BK/WH 51 Ground

Engine Coolant Temperature (ECT) Sensor Connector Part Information PED 12040753 2-Way F Metri-Pack 150 Series Sealed, Pull To Seat (BK) Pin Wire Color Circuit No. Function A L-GN 410 Engine Coolant Temperature (ECT) Sensor Signal B D-GN 808 Low Reference

Evaporative Emissions (EVAP) Canister Purge Solenoid Valve Connector Part Information PED 12052643 2-Way F Metri-Pack 150 Series Sealed (RD) Pin Wire Color Circuit No. Function A WH 452 EVAP Canister Purge Valve Solenoid Control B BN 1733 Ignition 1 Voltage

Evaporative Emissions (EVAP) Canister Vent Solenoid Connector Part Information AK 32229 2-Way F (BN) Pin Wire Color Circuit No. Function 1 YE 1578 EVAP Canister Vent Solenoid Control 2 D-GN 1733 Ignition 1 Voltage

Scheme 18

Exhaust Gas Recirculation (EGR) Valve Connector Part Information PED 12110790 5-Way F Metri-Pack 150 Series Sealed (GY) Pin Wire Color Circuit No. Function A D-BU 436 Exhaust Gas Recirculation (EGR) Valve Control B D-GN 813 Low Reference C D-GN 435 Exhaust Gas Recirculation (EGR) Valve Position Sensor Signal D D-GN/WH 416 5V Reference E BN 1733 Ignition 1 Voltage

Fuel Injector 1 Connector Part Information AMP 368468-1 2-Way F Injector Plug Assembly (BK) Pin Wire Color Circuit No. Function 1 BN 1733 Ignition 1 Voltage 2 BN/BK 1747 Fuel Injector 1 Control

Fuel Injector 2 Connector Part Information AMP 368468-1 2-Way F Injector Plug Assembly (BK) Pin Wire Color Circuit No. Function 1 BN 1733 Ignition 1 Voltage 2 L-GN 1746 Fuel Injector 2 Control

Fuel Injector 3 Connector Part Information AMP 368468-1 2-Way F Injector Plug Assembly (BK) Pin Wire Color Circuit No. Function 1 BN 1733 Ignition 1 Voltage 2 BN/WH 1745 Fuel Injector 3 Control

Fuel Injector 4 Connector Part Information AMP 368468-1 2-Way F Injector Plug Assembly (BK) Pin Wire Color Circuit No. Function 1 BN 1733 Ignition 1 Voltage 2 YE 1744 Fuel Injector 4 Control

Fuel Pump/Sender Connector Part Information AMP 936039 6-Way F Fuel Pump 6 POS Connector Assembly (BN) Pin Wire Color Circuit No. Function 1 GY 1936 Fuel Level Sensor Signal 2 BK 850 Ground 3 BN 1723 Fuel Pump Supply Voltage 4 L-BU 850 Ground 5 PU 172 Low Fuel Indicator Control 6 BK 1937 Low Reference

Fuel Tank Pressure Sensor Connector Part Information PED 12059595 3-Way F Metri-Pack 150 Series Sealed (BK) Pin Wire Color Circuit No. Function A GY/D-GN 1029 Low Reference B L-BU 1030 Fuel Tank Pressure Sensor Signal C WH 1031 5-Volt Reference

Heated Oxygen Sensor (HO2S) 1 Connector Part Information PED 12162144 4-Way F Metri-Pack 150 Series Sealed (BK) Pin Wire Color Circuit No. Function A WH 428 Heated Oxygen Sensor (HO2S) 1 Signal B D-BU/BK 429 Heated Oxygen Sensor (HO2S) 1 Low Reference C BN 50 Ground D BN 1733 Ignition 1 Voltage

Heated Oxygen Sensor (HO2S) 2 Connector Part Information PED 12162144 4-Way F Metri-Pack 150 Series Sealed (BK) Pin Wire Color Circuit No. Function A D-GN/BK 1670 Heated Oxygen Sensor (HO2S) 2 Low Reference B L-GN/OG 413 Heated Oxygen Sensor (HO2S) 2 Signal C BN 1671 Heated Oxygen Sensor (HO2S) 2 Heater Control D BN 1733 Ignition 1 Voltage

Idle Air Control (IAC) Valve Connector Part Information PED 12040754 4-Way Metri-Pack 150 Series (BK) Pin Wire Color Circuit No. Function A D-GN 415 Idle Air Control (IAC) B Low Control B L-GN 417 Idle Air Control (IAC) B High Control C WH/D-BU 533 Idle Air Control (IAC) A Low Control D L-GN 534 Idle Air Control (IAC) A High Control

Ignition Coil (IC) Module Connector Part Information PED 12059595 3-Way F Metri-Pack 150 Series Sealed (BK) Pin Wire Color Circuit No. Function A OG 423 Ignition Coil (IC) Timing Control 2 and 3 B PK 539 Ignition 1 Voltage C L-BU 406 Ignition Coil (IC) Timing Control 1 and 4

Intake Air Temperature (IAT) Sensor Connector Part Information AMP 85202-1 2-Way JR Power Timer 2P Housing Assembly (BK) Pin Wire Color Circuit No. Function 1 L-BU 468 Intake Air Temperature (IAT) Sensor Signal 2 D-GN 808 Low Reference

Intake Manifold Tuning Valve Connector Part Information AMP 174352-2 2-Way F Econoseal J Mark II + Connector Plug Housing (BK) Pin Wire Color Circuit No. Function 1 BN 1733 Ignition 1 Voltage 2 YE 492 Intake Manifold Tuning Valve Solenoid Control

Knock Sensor (KS) Connector Part Information AMP 368215-1 3-Way JPT 3P Assembly for Knock Sensor (GY) Pin Wire Color Circuit No. Function 1 YE/BK 496 Knock Sensor (KS) Signal 2 D-BU/WH 1876 Low Reference 3 BK 808 Low Reference

Manifold Absolute Pressure (MAP) Sensor Connector Part Information PED 12059595 3-Way F Metri-Pack 150 Series Sealed (BK) Pin Wire Color Circuit No. Function A WH 433 Low Reference B L-BU 432 Manifold Absolute Pressure (MAP) Sensor Signal C L-BU 469 5-Volt Reference

Octane Selector Switch Connector Part Information KET MG 620395 3-Way M Series Sealed (WH) Pin Wire Color Circuit No. Function 1 GY 892 Octane Selection Signal 2 BK/WH 51 Ground 3 - - Not Used

Rough Road Sensor Connector Part Information PED 12162185 3-Way F Metri-Pack 150.2 Series Sealed, Pull To Seat (BK) Pin Wire Color Circuit No. Function A L-BU 1937 Low Reference B D-GN 602 Rough Road Sensor Signal C WH/RD 1031 5-Volt Reference

Throttle Position (TP) Sensor Connector Part Information PED 12078090 3-Way F Metri-Pack 150 Series (BK) Pin Wire Color Circuit No. Function A PU 427 5-Volt Reference B D-BU 426 Low Reference C WH 425 Throttle Position (TP) Sensor Signal

Removal Procedure

1. Disconnect the negative battery cable.
2. Disconnect the engine control module (ECM) connectors.
3. Remove the ECM retaining bolts.
4. Remove the ECM from the ECM mount.

Installation Procedure

1. Position the ECM in place.
2. Install the ECM to the ECM mount and install the retaining bolts. Tighten: Tighten the ECM retaining bolts to 4 N.m (35 lb in).
3. Connect the negative battery cable.
4. Perform the following procedures: Program the ECM «CKP System Variation Learn Procedure»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction__ckp-system-variation-learn-procedure)

CKP System Variation Learn Procedure

1. Monitor the engine control module (ECM) for DTCs with a scan tool. If other DTCs are set, except DTC P0300, or P0315, refer to «Diagnostic Trouble Code (DTC) List»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-diagnostic-information-and-procedures__diagnostic-trouble-code-dtc-list) for the applicable DTC.
2. Select the crankshaft position variation learn procedure with a scan tool.
3. The scan tool instructs you to perform the following: Accelerate to wide open throttle (WOT). Release throttle when fuel cut-off occurs. Observe fuel cut-off for applicable engine. Engine should not accelerate beyond calibrated RPM value. Release throttle immediately if value is exceeded. Block drive wheels. Set parking brake. DO NOT apply brake pedal. Cycle ignition from OFF to ON. Apply and hold brake pedal. Start and idle engine. Turn A/C OFF. Vehicle must remain in Park or Neutral. The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: Crankshaft position (CKP) sensors activity-If there is a CKP sensor condition, refer to the applicable DTC. Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC. Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature.
4. Enable the CKP system variation learn procedure with the scan tool and perform the following: IMPORTANT: While the CKP variation learn procedure is in progress, hold the throttle at WOT for 5 fuel-cutoffs. The learn procedure must determine there has been 5 fuel-cutoffs to properly perform the test. Accelerate to WOT. Hold throttle while fuel cut-off occurs.
5. The scan tool displays Learn Status: Learned this ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to «DTC P0315»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-dtc-p0201-to-dtc-p0455) . If any other DTCs set, refer to «Diagnostic Trouble Code (DTC) List»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-diagnostic-information-and-procedures__diagnostic-trouble-code-dtc-list) for the applicable DTC.
6. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully.

The CKP system variation learn procedure is also required when the following service procedures have been performed, regardless of whether or not DTC P0315 is set

1. An engine replacement
2. An ECM replacement
3. A harmonic balancer replacement
4. A crankshaft replacement
5. A CKP sensor replacement
6. Any engine repairs which disturb the crankshaft to CKP sensor relationship.

Idle Learn Procedure

Procedures 1 and 2 listed below needs to be performed whenever the following occurs

1. The battery cables are disconnected.
2. The ECM is disconnected or replaced.
3. The fuse that supplies ignition 1 or battery positive voltage to the ECM is removed.
4. The IAC valve is removed or replaced.
5. There is an IAC system fault.

Procedure 1

1. Turn OFF all accessories.
2. Start the engine.
3. Allow the engine to idle for 10 seconds.
4. Turn OFF the ignition for 1 minute.
5. Perform Procedure 2.

Procedure 2 - Automatic Transmission

1. Allow the engine to run until the engine coolant temperature is more than 85°C (185°F).
2. Allow the engine to idle for 10 minutes.
3. Turn ON the A/C for 1 minute, if equipped.
4. Turn OFF the A/C for 1 minute, if equipped.
5. Apply the parking brake and place the transmission into drive (D).
6. Allow the engine to idle for 1 minute.
7. Turn ON the A/C for 1 minute, if equipped.
8. Turn OFF the ignition. The idle learn procedure is complete.

Procedure 2 - Manual Transmission

1. Allow the engine to run until the engine coolant temperature is more than 85°C (185°F).
2. Allow the engine to idle for 10 minutes.
3. Turn ON the A/C for 1 minute, if equipped.
4. Turn OFF the ignition. The idle learn procedure is complete.

1. Relieve the coolant system pressure.
2. Disconnect the negative battery cable.
3. Drain the coolant below the engine coolant temperature (ECT) sensor level.
4. Disconnect the ECT sensor connector.
5. Remove the ECT sensor.

1. Install the ECT sensor. Tighten: Tighten the ECT sensor to 20 N.m (15 lb ft).
2. Connect the ECT sensor connector.
3. Fill the cooling system. Refer to «Draining and Filling Cooling System»(/chevrolet/aveo/i-2003-2008/remont/cooling-system-mechanical/#engine-cooling-system__draining-and-filling-cooling-system) in Engine Cooling.
4. Connect the negative battery cable.

1. Disconnect the negative battery cable.
2. Disconnect the intake air temperature (IAT) sensor connector.
3. Remove the IAT sensor by pulling it out of the air intake tube.

1. Insert the IAT sensor into the air intake tube.
2. Connect the IAT sensor connector.
3. Connect the negative battery cable.

1. Disconnect the negative battery cable.
2. Remove the manifold absolute pressure (MAP) sensor electrical connector.
3. Remove the MAP sensor bolt.
4. Remove the MAP sensor.

1. Install the MAP sensor with the bolt. Tighten: Tighten the MAP sensor bolt to 10 N.m (89 lb in).
2. Connect the MAP sensor electrical connector.
3. Connect the negative battery cable.

1. Disconnect the negative battery cable.
2. Disconnect the front heated oxygen sensor (HO2S1) connector.
3. Carefully remove the HO2S1 from the exhaust manifold.

1. Coat the threads of the HO2S1 will an anti-seize compound, if needed.
2. Install the HO2S1 to the exhaust manifold. Tighten: Tighten the oxygen sensor to 42 N.m (31 lb ft).
3. Connect the HO2S1 connector.
4. Connect the negative battery cable.

1. Disconnect the negative battery cable.
2. Disconnect the electrical connector.
3. Remove the heated oxygen sensor 2 (HO2S2).

1. Coat the threads of the HO2S2 with an anti-seize compound, if needed.
2. Install the HO2S2. Tighten: Tighten the heated oxygen sensor to 42 N.m (31 lb ft).
3. Connect the electrical connector.
4. Connect the negative battery cable.

1. Disconnect the negative battery cable.
2. Disconnect the throttle position (TP) sensor connector.
3. Remove the TP sensor retaining bolts and the TP sensor.

1. With the throttle valve closed, position the TP sensor on the throttle shaft. Align the TP sensor with the bolt holes.
2. Install the TP sensor retaining bolts. Tighten: Tighten the throttle position sensor retaining bolts to 2 N.m (18 lb in).
3. Connect the TP sensor connector.
4. Connect the negative battery cable.

1. Disconnect the negative battery cable.
2. Disconnect the idle air control (IAC) valve connector.
3. Remove the IAC valve retaining bolts.
4. Remove the IAC valve.
5. Clean the IAC valve O-ring seal area, the pintle valve seat, and the air passage with a suitable fuel system cleaner. Do not use methyl ethyl ketone.

1. Lubricate a new O-ring with engine oil. Install the new O-ring onto the valve.
2. Install the IAC valve into the throttle body.
3. Install the IAC valve retaining bolts. Tighten: Tighten the idle air control valve retaining bolts to 3 N.m (27 lb in).
4. Connect the IAC valve connector.
5. Connect the negative battery cable.
6. Start the engine and check for the proper idle speed.

1. Disconnect the negative battery cable.
2. Remove the air intake tube from the throttle body.
3. Disconnect the throttle cables by opening the throttle and moving the cable through the release slot.
4. Disconnect the vacuum hoses from the throttle body.
5. Disconnect the throttle position (TP) sensor and the idle air control valve connectors.
6. Remove the coolant hoses from the throttle body.
7. Remove the throttle body retaining bolts.
8. Remove the throttle body and discard the gasket.
9. Remove the TP sensor.
10. Remove the idle air control (IAC) valve.

1. Clean the gasket mating surface on the intake manifold.
2. Clean the throttle body.
3. Install the TP sensor.
4. Install the IAC valve.
5. Install the throttle body assembly with a new gasket to the intake manifold.
6. Install the throttle body retaining bolts. Tighten: Tighten the throttle body retaining bolts to 15 N.m (11 lb ft).
7. Install the coolant hoses.
8. Connect the vacuum hoses to the throttle body.
9. Connect the throttle cables.
10. Install the air intake tube.
11. Connect the TP sensor connector and the IAC valve connector.
12. Connect the negative battery cable.
13. Fill the cooling system.

Throttle Body Service

1. Remove the air cleaner outlet duct.
2. Inspect the throttle body bore and throttle plate for deposits. You must open the throttle plate in order to inspect all of the surfaces.
3. Clean the throttle body bore and the throttle plate using a clean shop towel and top engine cleaner, GM P/N 1052626 (Canadian P/N 993026), or equivalent.
4. If the deposits are excessive, remove and disassemble the throttle body for cleaning. Refer to the following procedures: «Throttle Body Assembly Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) «Throttle Position (TP) Sensor Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) «Idle Air Control (IAC) Valve Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction)
5. After disassembly, clean the throttle body using a parts cleaning brush. DO NOT immerse the throttle body in any cleaning solvent.
6. If removed and disassembled for throttle body cleaning, assemble and install the throttle body. Refer to the following procedures: «Throttle Body Assembly Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) «Throttle Position (TP) Sensor Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) «Idle Air Control (IAC) Valve Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction)
7. Install the air cleaner outlet duct.

Fuel Pressure Relief Procedure

1. Remove the fuel cap.
2. Remove the fuel pump fuse EF10 from the engine fuse box.
3. Start the engine and allow the engine to stall.
4. Crank the engine for an additional 10 seconds.

Tools Required

J 34730-1A Fuel Pressure Gage

Note. Clean all of the following areas before performing any disconnections in order to avoid possible contamination in the system: The fuel pipe connections The hose connections The areas surrounding the connections

1. Install the J 34730-1A to the fuel pressure connection, located on the fuel rail.
2. Place the bleed hose of the fuel pressure gage into an approved gasoline container.
3. Open the bleed valve on the fuel pressure gage in order to bleed the air from the gage.
4. Turn ON the ignition, with the engine OFF.
5. Command the fuel pump ON with a scan tool until all of the air is bled out of the gage.
6. Close the bleed valve on the fuel pressure gage.
7. Command the fuel pump ON with a scan tool.
8. Inspect for fuel leaks.

1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve to bleed fuel system pressure.
2. Place a shop towel under the fuel pressure gage to catch any remaining fuel spillage.
3. Remove the J 34730-1A from fuel pressure connection.
4. Drain any fuel remaining in the fuel pressure gage into an approved container.
5. Install the cap on the fuel pressure connection.
6. Place the shop towel in an approved container.

Fuel Tank Draining Procedure

Tools Required

1. J 42960-2 Fuel Flapper Door Holder
2. J 42960-1 Fuel Drain Hose

1. Remove the fuel filler cap.
2. Install the J 42960-2 into the fuel fill pipe in order to hold the door open.
3. Insert the J 42960-1 into the fuel tank until the hose reaches the bottom of the fuel tank.
4. Use an air operated pump device in order to drain as much fuel through the fuel fill pipe as possible.

1. Relieve the fuel pressure. Refer to «Fuel Pressure Relief Procedure»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction__fuel-pressure-relief-procedure) .
2. Disconnect the negative battery cable.
3. Drain the fuel tank.
4. Disconnect the parking brake cable retainer clamps and the support along the fuel tank to provide clearance for the tank.
5. Remove the fuel tank filler tube clamp at the fuel tank.
6. Disconnect the fuel tank filler tube.
7. Disconnect the fuel tank filler tube at the fuel tank.
8. Disconnect the canister vapor tube at the control valve vapor tube.
9. Disconnect the fuel line near the right front of the fuel tank.
10. Disconnect the wiring harness clips and the fuel line clips as needed.
11. Remove the front exhaust pipe. Refer to «Front Pipe Replacement»(/chevrolet/aveo/i-2003-2008/remont/exhaust/#engine-exhaust-system) in Engine Exhaust.
12. Support the fuel tank.
13. Remove the fuel tank retaining nuts.
14. Carefully lower the fuel tank.
15. Remove the fuel tank.
16. Transfer any parts as needed.

1. Raise the fuel tank into position.
2. Install the fuel tank mounting straps and bolts. Tighten: Tighten the fuel tank strap retaining bolts to 20 N.m (15 lb ft).
3. Connect the fuel line.
4. Connect the wiring harness clips and the fuel line clips as needed.
5. Connect the fuel pump electrical connector.
6. Connect the fuel vapor line.
7. Connect the fuel tank filler tube and the fuel tank vent tube.
8. Install the fuel tank filler tube clamp at the fuel tank.
9. Install the front exhaust pipe. Refer to «Front Pipe Replacement»(/chevrolet/aveo/i-2003-2008/remont/exhaust/#engine-exhaust-system) in Engine Exhaust.
10. Install the parking brake cable retainer clamps and the support. Tighten: Tighten the parking brake cable retainer clamps to 10 N.m (89 lb in).
11. Connect the negative battery cable.
12. Fill the fuel tank.
13. Perform a leak check of the fuel tank and the fuel line connections.

1. Remove the fuel fill cap.
2. Disconnect the negative battery cable.
3. Remove the rear seat. Refer to «Seat Cushion Replacement - Rear»(/chevrolet/aveo/i-2003-2008/remont/seats/#seat-system) in Seats.
4. Remove the fuel sender assembly access cover.
5. Disconnect the fuel tank pressure (FTP) sensor electrical connector.
6. Remove the FTP from the fuel sender assembly.

1. Install the FTP sensor to the fuel sender assembly.
2. Connect the FTP sensor electrical connector.
3. Install the fuel pump access cover.
4. Install the rear seat. Refer to «Seat Cushion Replacement - Rear»(/chevrolet/aveo/i-2003-2008/remont/seats/#seat-system) in Seats.
5. Connect the negative battery cable.
6. Install the fuel fill cap.

1. Relieve the fuel system pressure. Refer to «Fuel Pressure Relief Procedure»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction__fuel-pressure-relief-procedure) .
2. Disconnect the negative battery cable.
3. Remove the rear seat. Refer to «Seat Cushion Replacement - Rear»(/chevrolet/aveo/i-2003-2008/remont/seats/#seat-system) in Seats.
4. Remove the fuel pump access cover.
5. Disconnect the electrical connector at the fuel pump assembly.
6. Disconnect the fuel line.
7. Remove the fuel pump assembly clip.
8. Remove the fuel pump assembly from the tank.
9. Remove and discard the gasket.

1. Clean the gasket mating surface on the fuel tank.
2. Position the new gasket in place.
3. Install the fuel pump into the fuel tank in the same location as removed for ease of line and connector installation.
4. Install the fuel pump assembly clip.
5. Connect the fuel pump assembly connector.
6. Install the fuel pump line.
7. Install the fuel pump access cover.
8. Install the EF10 fuse.
9. Connect the negative battery cable.
10. Perform an operational check of the fuel pump.
11. Install the rear seat. Refer to «Seat Cushion Replacement - Rear»(/chevrolet/aveo/i-2003-2008/remont/seats/#seat-system) in Seats.

1. Relieve the fuel pressure. Refer to «Fuel Pressure Relief Procedure»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction__fuel-pressure-relief-procedure) .
2. Disconnect the front fuel hose from the fuel rail.
3. Lift and suitably support the vehicle. Refer to «Lifting and Jacking the Vehicle»(/chevrolet/aveo/i-2003-2008/remont/hoistjack/#general-information__lifting-and-jacking-the-vehicle) in General Information.
4. Disconnect the front fuel hose from the fuel pipe.
5. Disconnect the rear fuel hose from the fuel pipe.
6. Remove the fuel pipe mounting plastic bolt.
7. Remove the fuel pipe mounting screws and cover.
8. Remove the fuel pipe.
9. Remove the fuel pump access cover. Refer to «Fuel Sender Assembly Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) .
10. Disconnect the fuel hose from the fuel pump.
11. Remove the fuel tank. Refer to «Fuel Tank Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) .
12. Remove rear fuel hose.

1. Connect the rear fuel hose.
2. Install the fuel tank. Refer to «Fuel Tank Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) .
3. Install the fuel pump access cover. Refer to «Fuel Sender Assembly Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) .
4. Install the fuel pipe.
5. Install the fuel pipe mounting screws and cover
6. Install the fuel pipe mounting plastic bolt.
7. Connect the rear fuel hose to the fuel pipe.
8. Connect the front fuel hose to the fuel pipe.
9. Lower the vehicle.
10. Connect the fuel hose to the fuel rail.
11. Connect the negative battery cable, if disconnected.

Fuel System Cleaning

1. Remove the fuel tank. Refer to «Fuel Tank Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) .
2. Remove the fuel sender assembly. Refer to «Fuel Sender Assembly Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) .
3. Inspect the fuel sender strainer. Replace the fuel sender assembly if the fuel strainer is contaminated.
4. Flush the fuel tank with hot water.
5. Pour the water out of the fuel sender assembly opening in the fuel tank. Rock the fuel tank in order to be sure that the removal of the water from the fuel tank is complete.
6. Allow the tank to dry completely before reassembly.
7. Disconnect the fuel pipes at the engine compartment fuel pipes.
8. Clean the fuel pipes by applying air pressure in the opposite direction of the fuel flow.
9. Connect the fuel pipes to the engine compartment fuel pipes.
10. Replace the fuel filter. The fuel filter is located within the fuel sender assembly.
11. Install the fuel sender assembly. Refer to «Fuel Sender Assembly Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) .
12. Install the fuel tank. Refer to «Fuel Tank Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) .

1. Relieve the fuel system pressure. Refer to «Fuel Pressure Relief Procedure»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction__fuel-pressure-relief-procedure) .
2. Disconnect the negative battery cable.
3. Remove the intake manifold bracket bolts.
4. Remove the intake manifold bracket.
5. Disconnect the fuel injector harness connectors.
6. Remove the fuel feed line.
7. Remove the fuel rail mounting bolts.
8. Remove the fuel rail with the fuel injectors attached.
9. Remove the fuel injector retainer clips.
10. Remove the fuel injectors by pulling down and out.
11. Discard the fuel injector O-rings.

1. Lubricate the new fuel injector O-rings with engine oil. Install the new O-rings on the fuel injectors.
2. Install the fuel injectors into the fuel rail sockets with the fuel injector terminals facing outward.
3. Install the fuel injector retainer clips onto the fuel injectors and the fuel rail ledge.
4. Make sure that the clip is parallel to the fuel injector harness connector.
5. Install the fuel rail assembly into the cylinder head.
6. Install the fuel rail mounting bolts. Tighten: Tighten the fuel rail mounting bolts to 25 N.m (18 lb ft).
7. Connect the fuel feed hose.
8. Connect the fuel injector harness connectors. Rotate each fuel injector as required to avoid stretching the wiring harness.
9. Install the intake manifold bracket with the bolts.
10. Connect the negative battery cable.
11. Perform a leak check of the fuel rail and fuel injectors.

1. Raise and suitably support the vehicle. Refer to «Lifting and Jacking the Vehicle»(/chevrolet/aveo/i-2003-2008/remont/hoistjack/#general-information__lifting-and-jacking-the-vehicle) in General Information.
2. Remove the evaporative emission (EVAP) canister vent solenoid valve bracket bolt.
3. Remove the EVAP canister vent solenoid valve bracket.
4. Disconnect the EVAP canister vent solenoid valve electrical connector.
5. Remove the EVAP canister vent solenoid valve hose clip.
6. Disconnect the EVAP canister vent solenoid valve hoses.
7. Remove the EVAP canister vent solenoid valve.

1. Connect the EVAP canister vent solenoid valve hoses.
2. Install the EVAP canister vent solenoid valve hose clip.
3. Connect the EVAP canister vent solenoid valve electrical connector.
4. Install the EVAP canister vent solenoid valve bracket to the EVAP canister vent solenoid valve.
5. Install the bolt to the EVAP canister vent solenoid valve bracket. Tighten: Tighten the EVAP canister vent solenoid valve bracket bolt to 4 N.m (35 lb in).
6. Lower the vehicle.
7. Connect the negative battery cable, if disconnected.

1. Disconnect the evaporative emission (EVAP) canister purge solenoid valve to intake manifold hose.
2. Remove the EVAP canister front tube from the EVAP canister purge solenoid valve and the EVAP canister vapor pipe.
3. Disconnect the EVAP canister pipe from the EVAP canister vapor rear tube.
4. Lift and suitably support the vehicle. Refer to «Lifting and Jacking the Vehicle»(/chevrolet/aveo/i-2003-2008/remont/hoistjack/#general-information__lifting-and-jacking-the-vehicle) in General Information.
5. Remove the EVAP canister vapor pipe plastic bolt and cover.
6. Remove the EVAP canister vapor pipe 4 mounting screws and cover.
7. Remove the EVAP canister vapor pipe.
8. Remove the EVAP canister vapor rear tube clip.
9. Disconnect the EVAP canister vapor rear tube.
10. Remove the EVAP canister purge tube clip.
11. Disconnect the EVAP canister purge tube.
12. Remove the fuel tank. Refer to «Fuel Tank Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) .
13. Remove the rollover valve tube from the fuel tank.

1. Install the rollover valve to the fuel tank.
2. Install the fuel tank. Refer to «Fuel Tank Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) .
3. Connect the EVAP canister purge tube.
4. Install the EVAP canister purge tube clip.
5. Connect the EVAP canister vapor rear tube.
6. Install the EVAP canister vapor rear tube clip.
7. Install the EVAP canister vapor pipe.
8. Install the EVAP canister vapor pipe mounting screws and cover.
9. Install the EVAP canister vapor pipe plastic bolt and cover.
10. Lower the vehicle.
11. Connect the EVAP canister vapor pipe from the EVAP canister vapor rear tube.
12. Connect the EVAP canister front tube from the EVAP canister purge solenoid valve and the EVAP canister vapor pipe.
13. Connect the EVAP canister purge solenoid valve to intake manifold hose.

1. Remove the bolt that secures the canister flange to the vehicle.
2. Slide the canister out of the track holder.
3. Disconnect the canister fuel vapor hoses.
4. Remove the canister cover.
5. Remove the canister.

1. Insert the canister into the track and slide it into position.
2. Connect the canister fuel vapor hoses. Tighten: Tighten the evaporative emission (EVAP) canister flange bolt to 4 N.m (35 lb in).
3. Install the canister flange bolt.

1. Disconnect the negative battery cable.
2. Disconnect the evaporative emission (EVAP) canister purge solenoid connector.
3. Disconnect the vacuum hoses from the EVAP canister purge solenoid.
4. Remove the EVAP canister purge solenoid bracket bolt from the intake manifold.
5. Unclip the EVAP canister purge solenoid from the mounting bracket.

1. Attach the EVAP canister purge solenoid to the mounting bracket.
2. Install the EVAP canister purge solenoid and the mounting bracket to the intake manifold with the bracket bolt. Tighten: Tighten the EVAP canister purge solenoid bracket bolt to 5 N.m (44 lb in).
3. Connect the vacuum hoses to the EVAP canister purge solenoid.
4. Connect the EVAP canister purge solenoid connector.
5. Connect the negative battery cable.

1. Disconnect the negative battery cable.
2. Disconnect the electronic ignition (EI) system ignition coil connector.
3. Note the ignition wire location and remove the ignition wire.
4. Remove the EI system ignition coil retaining nuts.
5. Remove the EI system ignition coil.

1. Install the EI system ignition coil into the mounting location and install the retaining nuts. Tighten: Tighten the EI system ignition coil retaining nuts to 10 N.m (89 lb in).
2. Connect the EI system ignition coil connector.
3. Connect the negative battery cable.

Spark Plug Wire Inspection

Spark plug wire integrity is vital for proper engine operation. A thorough inspection will be necessary to accurately identify conditions that may affect engine operation. Inspect for the following conditions

1. Correct routing of the spark plug wires. Incorrect routing may cause cross-firing.
2. Any signs of cracks or splits in the wires.
3. Inspect each boot for the following conditions: Tearing Piercing Arcing Carbon tracking Corroded terminal

If corrosion, carbon tracking, or arcing are indicated on a spark plug wire boot or on a terminal, replace the wire and the component connected to the wire.

1. Turn OFF the ignition.
2. Remove the engine cover from the engine.
3. Disconnect the spark plug wire (1) at each spark plug. Twist each spark plug boot 1/2 turn before removing. Pull only on the boot or use a tool designed for this purpose in order to remove the wire from each spark plug.
4. Disconnect the spark plug wire from the coil (2). Twist each spark plug boot 1/2 turn before removing. Pull only on the boot or use a tool designed for this purpose in order to remove the wires from the coil.

1. Install the spark plug wire on the coil (2).
2. Install the spark plug wire (1) at each spark plug.
3. Inspect the wires for proper installation: Push down on each boot in order to inspect the seating. Reinstall any loose boot. Wire routing must be kept intact during service and followed exactly when wires have been disconnected or when replacement of the wires is necessary. Failure to route the wires correctly can lead to radio interference and crossfire of the plugs, or shorting of the leads to the ground. Any time the spark plug wires or boots are installed on the spark plugs, new dielectric grease needs to be applied inside the boot.
4. Install the engine cover on the engine. Tighten: Tighten the engine cover bolts to 3 N.m (31 lb in).

Spark Plug Inspection

Spark Plug Usage

1. Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions.
2. Ensure that the spark plug has the correct heat range. An incorrect heat range causes the following conditions: Spark plug fouling-Colder plug Pre-ignition causing spark plug and/or engine damage-Hotter plug

Spark Plug Inspection

1. Inspect the terminal post (1) for damage. Inspect for a bent or broken terminal post (1). Test for a loose terminal post (1) by twisting and pulling the post. The terminal post (1) should NOT move.
2. Inspect the insulator (2) for flashover or carbon tracking, soot. This is caused by the electrical charge traveling across the insulator (2) between the terminal post (1) and ground. Inspect for the following conditions: Inspect the spark plug boot for damage. Inspect the spark plug recess area of the cylinder head for moisture, such as oil, coolant, or water. A spark plug boot that is saturated causes arcing to ground.
3. Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead of the electrodes (3, 4).
4. Inspect (3) for evidence of improper arcing. Measure the gap between the center electrode (4) and the side electrode (3) terminals. An excessively wide electrode gap can prevent correct spark plug operation. Inspect for the correct spark plug torque. Insufficient torque can prevent correct spark plug operation. An over torqued spark plug, causes the insulator (2) to crack. Inspect for signs of tracking that occurred near the insulator tip instead of the center electrode (4). Inspect for a broken or worn side electrode (3). Inspect for a broken, worn, or loose center electrode (4) by shaking the spark plug. A rattling sound indicates internal damage. A loose center electrode (4) reduces the spark intensity. Inspect for bridged electrodes (3, 4). Deposits on the electrodes (3, 4) reduce or eliminates the gap. Inspect for worn or missing platinum pads on the electrodes (3, 4), if equipped. Inspect for excessive fouling.
5. Inspect the spark plug recess area of the cylinder head for debris. Dirty or damaged threads can cause the spark plug not to seat correctly during installation.

Spark Plug Visual Inspection

1. Normal operation-Brown to grayish-tan with small amounts of white powdery deposits are normal combustion by-products from fuels with additives.
2. Carbon fouled-Dry, fluffy black carbon, or soot caused by the following conditions: Rich fuel mixtures Leaking fuel injectors Excessive fuel pressure Restricted air filter element Incorrect combustion Reduced ignition system voltage output Weak coils Worn ignition wires Incorrect spark plug gap Excessive idling or slow speeds under light loads can keep spark plug temperatures so low that normal combustion deposits may not burn off.
3. Deposit fouling-Oil, coolant, or additives that include substances such as silicone, very white coating, reduces the spark intensity. Most powdery deposits will not effect spark intensity unless they form into a glazing over the electrode.

Note. Observe the following service precautions: Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads. Clean the spark plug recess area before removing the spark plug. Failure to do so can result in engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug. Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either hotter or colder than those specified for the vehicle. Installing spark plugs of another type can severely damage the engine.

1. Turn OFF the ignition.
2. Loosen the 4 bolts and remove the engine cover.
3. Remove the spark plug wires from the spark plugs. Refer to «Spark Plug Wire Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) .
4. Remove the spark plugs from the engine.

1. Gap the spark plugs to the specifications. Refer to «Ignition System Specifications»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction__ignition-system-specifications) .
2. Install the spark plugs to the engine. Tighten: Tighten the spark plugs to 25 N.m (18 lb ft).
3. Install the spark plug wires to the spark plugs. Refer to «Spark Plug Wire Replacement»(/chevrolet/aveo/i-2003-2008/remont/testing-diagnostics/#engine-controls-16l-l91-introduction) .
4. Install the engine cover and tighten the 4 bolts. Tighten: Tighten the engine cover bolts to 3 N.m (31 lb in).

1. Disconnect the negative battery cable.
2. Disconnect the crankshaft position (CKP) sensor electrical connector.
3. Remove the CKP sensor bolt.
4. Remove the CKP sensor.

1. Install the CKP sensor with the bolt. Tighten: Tighten the CKP sensor bolt to 6.5 N.m (58 lb in).
2. Connect the CKP sensor electrical connector.
3. Connect the negative battery cable.

1. Disconnect the negative battery cable.
2. Remove the engine cover bolts and the nuts.
3. Remove the engine cover.
4. Disconnect the camshaft position (CMP) sensor electrical connector.
5. Remove the timing belt front cover. Refer to «Timing Belt Replacement»(ref-196120-S41628167902005100600000) in Engine Mechanical-1.6L.

1. Install the CMP sensor and bolt. Tighten: Tighten the CMP sensor bolts to 7 N.m (62 lb in).
2. Install the timing bolt front cover. Refer to «Timing Belt Replacement»(ref-196120-S41628167902005100600000) in Engine Mechanical-1.6L.
3. Connect the CMP sensor electrical connector.
4. Install the engine cover.
5. Connect the negative battery cable.

1. Disconnect the negative battery cable.
2. Disconnect the rough road sensor electrical connector and remove the rough road sensor.

1. Install the rough road sensor and connect the electrical connector.
2. Connect the negative battery cable.

1. Disconnect the negative battery cable.
2. Remove the intake manifold. Refer to «Intake Manifold Replacement»(ref-196120-S25745969622005100600000) in Engine Mechanical - 1.6L.
3. Disconnect the knock sensor (KS) electrical connector.
4. Remove the KS.

1. Install the KS with the bolts. Tighten: Tighten the KS bolt to 20 N.m (15 lb ft).
2. Connect the KS electrical connector.
3. Install the intake manifold. Refer to «Intake Manifold Replacement»(ref-196120-S25745969622005100600000) in Engine Mechanical - 1.6L.
4. Connect the negative battery cable.

1. Disconnect the negative battery cable.
2. Disconnect the electrical exhaust gas recirculation (EGR) valve electrical connector.
3. Remove the EGR valve retaining bolts.
4. Remove the EGR valve.

1. Install the EGR valve with the bolts. Tighten: Tighten the electrical EGR valve retaining bolts to 30 N.m (22 lb ft).
2. Connect the EGR valve electrical connector.
3. Connect the negative battery cable.

1. Remove the exhaust gas recirculation (EGR) pipe mounting bolts from the intake manifold.
2. Remove the EGR pipe mounting bolts from the EGR valve.
3. Raise and suitable support the vehicle. Refer to «Lifting and Jacking the Vehicle»(/chevrolet/aveo/i-2003-2008/remont/hoistjack/#general-information__lifting-and-jacking-the-vehicle) in General Information.
4. Remove the lower mounting bolt attaching the EGR pipe to the intake manifold.
5. Remove the EGR pipe.

1. Install the EGR pipe and the lower bolt attaching the EGR pipe to the intake manifold. Tighten: Tighten the EGR pipe mounting bolt to 12 N.m (106 lb in).
2. Install the EGR pipe mounting bolts to the EGR valve. Tighten: Tighten the EGR pipe to EGR valve mounting bolts to 10 N.m (89 lb in).
3. Lower the vehicle.
4. Install the EGR pipe mounting bolts to the intake manifold. Tighten: Tighten the EGR pipe to intake manifold mounting bolts to 12 N.m (106 lb in).

1. Disconnect the negative battery cable.
2. Disconnect the intake manifold tuning (IMT) valve solenoid (2) connector.
3. Disconnect the vacuum hoses from the IMT valve solenoid (2).
4. Remove the IMT valve solenoid (2).

1. Install the IMT valve solenoid.
2. Connect the vacuum hoses to the IMT valve solenoid (2).
3. Connect the IMT valve solenoid (2) connector.
4. Connect the negative battery cable.

1. Disconnect the vacuum hose from the intake manifold tuning (IMT) valve actuator valve.
2. Remove the IMT valve actuator valve bolts.
3. Remove the IMT valve actuator valve from the IMT valve.

1. Install the IMT valve actuator valve to the IMT valve.
2. Install the IMT valve actuator valve bolts. Tighten: Tighten the IMT valve actuator valve retaining bolts to 12 N.m (106 lb ft).
3. Connect the vacuum hose to the IMT valve actuator valve.

1. Remove the vacuum hoses from the intake manifold (IMT) vacuum reservoir (1).
2. Remove the IMT valve reservoir (1).

1. Install the IMT valve reservoir (1).
2. Install the vacuum hoses to the IMT valve reservoir (1).

1. Turn OFF the ignition.
2. Disconnect the electrical connector from the intake air temperature (IAT) sensor.
3. Disconnect the breather tube from the air cleaner intake duct.
4. Loosen the clamps securing the air cleaner intake duct.
5. Remove air cleaner intake duct.

1. Install the air cleaner intake duct.
2. Tighten the clamps securing the air cleaner intake duct. Tighten: Tighten the clamp to 3 N.m (27 lb in).
3. Connect the breather tube to the air cleaner intake duct.
4. Connect the electrical connector to the IAT sensor.

1. Loosen the air cleaner intake duct clamp at the air cleaner assembly.
2. Remove the air cleaner intake duct from the upper air cleaner cover.
3. Remove the upper air cleaner screws.
4. Remove the upper air cleaner cover from the lower air cleaner housing.
5. Remove the air cleaner filter from lower air cleaner housing.

1. Install the air cleaner filter into the lower air cleaner housing.
2. Install the upper air cleaner cover to lower air cleaner housing.
3. Install the upper air cleaner screws. Tighten: Tighten the upper air cleaner cover screws to 3 N.m (27 lb in).
4. Install the intake duct to the upper air cleaner cover. Tighten: Tighten the intake duct clamp to 3 N.m (27 lb in).

1. Loosen the air cleaner intake duct clamp at the air cleaner assembly.
2. Remove the air cleaner intake duct from the air cleaner assembly.
3. Remove the air cleaner assembly attachment bolts.
4. Remove the air cleaner assembly.

1. Install the air cleaner assembly.
2. Install the air cleaner assembly attachment bolts. Tighten: Tighten the nut to 10 N.m (89 lb in).
3. Install the air cleaner intake duct to the air cleaner assembly. Tighten: Tighten the air cleaner intake duct clamp to 3 N.m (27 lb in).

Engine Control Module (ECM) Description

Note. Refer to Handling ESD Sensitive Parts Notice in Cautions and Notices.

The engine control module (ECM),is the control center of the fuel injection system. It constantly looks at the information from various sensors and controls the systems that affect the vehicle's performance. The ECM also performs the diagnostic functions of the system. It can recognize operational problems, alert the driver through the malfunction indicator lamp (MIL), and store diagnostic trouble codes which identify problem areas to aid the technician in making repairs.

There are no serviceable parts in the ECM. The calibrations are stored in the ECM in the programmable read only memory (PROM).

The ECM supplies either 5 or 12 volts to power the sensors or switches. This is done through resistances in the ECM which are so high in value that a test light will not come ON when connected to the circuit. In some cases, even an ordinary shop voltmeter will not give an accurate reading because its resistance is too low. You must use a digital voltmeter with a 10 megohm input impedance to get accurate voltage readings. The ECM controls output circuits such as the fuel injectors, the idle air control (IAC) valve, the A/C clutch relay, etc., by controlling the ground circuit through transistors or a device called a quad-driver.

Comprehensive Component

Comprehensive component monitoring diagnostics are required to monitor emissions-related input and output powertrain components.

Input Components

Input components are monitored for circuit continuity and out-of-range values. This includes rationality checking. Rationality checking refers to indicating a fault when the signal from a sensor does not seem reasonable, i.e. throttle position (TP) sensor that indicates high throttle position at low engine loads or manifold absolute pressure (MAP) voltage. Input components may include, but are not limited to, the following sensors

1. Vehicle speed sensor (VSS)
2. Crankshaft position (CKP) sensor
3. Throttle position (TP) sensor
4. Engine coolant temperature (ECT) sensor
5. Camshaft position (CMP) sensor
6. Manifold absolute pressure (MAP) sensor

In addition to the circuit continuity and rationality check, the ECT sensor is monitored for its ability to achieve a steady state temperature to enable closed loop fuel control.

Output Components

Output components are diagnosed for proper response to control module commands. Components where functional monitoring is not feasible will be monitored for circuit continuity and out-of-range values if applicable. Output components to be monitored include, but are not limited to the following circuits

1. Idle air control (IAC) motor
2. Control module controlled EVAP canister purge valve
3. A/C relays
4. Cooling fan relay
5. VSS output
6. Malfunction indicator lamp (MIL) control

Passive and Active Diagnostic Tests

A passive test is a diagnostic test which simply monitors a vehicle system or component. Conversely, an active test, actually takes some sort of action when performing diagnostic functions, often in response to a failed passive test. For example, the exhaust gas recirculation (EGR) diagnostic active test will force the EGR valve open during closed throttle deceleration and/or force the EGR valve closed during a steady state. Either action should result in a change in manifold pressure.

Intrusive Diagnostic Tests

This is any on-board test run by the diagnostic management system which may have an effect on vehicle performance or emission levels.

Warm-Up Cycle

A warm-up cycle means that engine temperature must reach a minimum of 70°C (160°F) and rise at least 22°C (72°F) over the course of a trip.

Freeze Frame

Freeze Frame is an element of the diagnostic management system which stores various vehicle information at the moment an emissions-related fault is stored in memory and when the MIL is commanded ON. These data can help to identify the cause of a fault.

Failure Records

Failure Records data is an enhancement of the Freeze Frame feature. Failure Records store the same vehicle information as does Freeze Frame, but it will store that information for any fault which is stored in on-board memory, while Freeze Frame stores information only for emission-related faults that command the MIL ON.

Diagnostic

When used as a noun, the word diagnostic refers to any on-board test run by the vehicle's diagnostic management system. A diagnostic is simply a test run on a system or component to determine if the system or component is operating according to specification. There are many diagnostics, shown in the following list

1. Misfire
2. Front heated oxygen sensor (HO2S1)
3. Rear heated oxygen sensor (HO2S2)
4. Exhaust gas recirculation (EGR)
5. Catalyst monitoring
6. Fuel system

Enable Criteria

The term enable criteria is engineering language for the conditions necessary for a given diagnostic test to run. Each diagnostic has a specific list of conditions which must be met before the diagnostic will run.

Enable criteria is another way of saying conditions required.

The enable criteria for each diagnostic is listed on the first page of the diagnostic trouble code (DTC) description under the heading Conditions for Setting the DTC. Enable criteria varies with each diagnostic and typically includes, but is not limited to the following items

1. Engine speed
2. Vehicle speed
3. Engine coolant temperature (ECT)
4. Manifold absolute pressure (MAP)
5. Barometric pressure (BARO)
6. Intake air temperature (IAT)
7. Throttle position (TP)
8. High canister purge
9. Fuel trim
10. A/C ON

Trip

Technically, a trip is a key-on run key-off cycle in which all the enable criteria for a given diagnostic are met, allowing the diagnostic to run. Unfortunately, this concept is not quite that simple. A trip is official when all the enable criteria for a given diagnostic are met. But because the enable criteria vary from one diagnostic to another, the definition of trip varies as well. Some diagnostics are run when the vehicle is at operating temperature, some when the vehicle first starts up. Some require that the vehicle be cruising at a steady highway speed, some run only when the vehicle is at idle. Some run only immediately following a cold engine start-up.

A trip then, is defined as a key-on run key-off cycle in which the vehicle was operated in such a way as to satisfy the enable criteria for a given diagnostic, and this diagnostic will consider this cycle to be one trip. However, another diagnostic with a different set of enable criteria, which were not met during this driving event, would not consider it a trip. No trip will occur for that particular diagnostic until the vehicle is driven in such a way as to meet all the enable criteria.

Diagnostic Information

The diagnostic charts and functional checks are designed to locate a faulty circuit or component through a process of logical decisions. The charts are prepared with the requirement that the vehicle functioned correctly at the time of assembly and that there are not multiple faults present.

There is a continuous self-diagnosis on certain control functions. This diagnostic capability is complemented by the diagnostic procedures contained in this manual. The language of communicating the source of the malfunction is a system of diagnostic trouble codes. When a malfunction is detected by the control module, a diagnostic trouble code is set, and the malfunction indicator lamp (MIL) is illuminated.

Primary System-Based Diagnostics

There are primary system-based diagnostics which evaluate system operation and its effect on vehicle emissions. The primary system-based diagnostics are listed below with a brief description of the diagnostic function.

Oxygen Sensor Diagnosis

The fuel control front heated oxygen sensor (HO2S1) is diagnosed for the following conditions

1. Slow response
2. Response time, time to switch R/L or L/R
3. Inactive signal, output steady at bias voltage approximately 450 mV
4. Signal fixed high
5. Signal fixed low

The catalyst monitor rear heated oxygen sensor (HO2S2) is diagnosed for the following conditions

1. Heater performance, time to activity on cold start
2. Signal fixed low during steady state conditions or power enrichment, hard acceleration when a rich mixture should be indicated
3. Signal fixed high during steady state conditions or deceleration mode, deceleration when a lean mixture should be indicated
4. Inactive sensor, output steady at approximately 438 mV

If the oxygen sensor pigtail wiring, connector, or terminal are damaged, the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly, it must have clean reference air provided to it. This clean air reference is obtained by way of the oxygen sensor wires. Any attempt to repair the wires, connector, or terminals could result in the obstruction of the reference air and degrade oxygen sensor performance.

Misfire Monitor Diagnostic Operation

The misfire monitor diagnostic is based on crankshaft rotational velocity, reference period, variations. The engine control module (ECM) determines crankshaft rotational velocity using the crankshaft position (CKP) sensor and the camshaft position (CMP) sensor. When a cylinder misfires, the crankshaft slows down momentarily. By monitoring the CKP and CMP sensor signals, the ECM can calculate when a misfire occurs.

For a non-catalyst damaging misfire, the diagnostic will be required to monitor a misfire present for between 1,000-3,200 engine revolutions.

For catalyst-damaging misfire, the diagnostic will respond to misfire within 200 engine revolutions.

Rough roads may cause false misfire detection. A rough road will cause torque to be applied to the drive wheels and drive train. This torque can intermittently decrease the crankshaft rotational velocity. This may be falsely detected as a misfire.

A rough road sensor, or G sensor, works together with the misfire detection system. The G sensor produces a voltage that varies along with the intensity of road vibrations. When the ECM detects a rough road, the misfire detection system is temporarily disabled.

Misfire Counters

Whenever a cylinder misfires, the misfire diagnostic counts the misfire and notes the crankshaft position at the time the misfire occurred. These misfire counters are basically a file on each engine cylinder. A current and a history misfire counter are maintained for each cylinder. The misfire current counters, Misfire Current #1-4, indicate the number of firing events out of the last 200 cylinder firing events which were misfires. The misfire current counter will display real time data without a misfire DTC stored. The misfire history counters, Misfire History #1-4, indicate the total number of cylinder firing events which were misfires. The misfire history counters will display 0 until the misfire diagnostic has failed and a DTC P0300 is set. Once the misfire DTC P0300 is set, the misfire history counters will be updated every 200 cylinder firing events. A misfire counter is maintained for each cylinder.

If the misfire diagnostic reports a failure, the diagnostic executive reviews all of the misfire counters before reporting a DTC. This way, the diagnostic executive reports the most current information.

When crankshaft rotation is erratic, a misfire condition will be detected. Because of this erratic condition, the data that is collected by the diagnostic can sometimes incorrectly identify which cylinder is misfiring.

Use diagnostic equipment to monitor misfire counter data on compliant vehicles. Knowing which specific cylinders misfired can lead to the root cause, even when dealing with a multiple cylinder misfire. Using the information in the misfire counters, identify which cylinders are misfiring. If the counters indicate cylinders numbers 1 and 4 misfired, look for a circuit or component common to both cylinders number 1 and 4.

The misfire diagnostic may indicate a fault due to a temporary fault not necessarily caused by a vehicle emission system malfunction. Examples include the following items

1. Contaminated fuel
2. Low fuel
3. Fuel-fouled spark plugs
4. Basic engine fault

Fuel Trim System Monitor Diagnostic Operation

This system monitors the averages of short-term and long-term fuel trim values. If these fuel trim values stay at their limits for a calibrated period of time, a malfunction is indicated. The fuel trim diagnostic compares the averages of short-term fuel trim values and long-term fuel trim values to rich and lean thresholds. If either value is within the thresholds, a pass is recorded. If both values are outside their thresholds, a rich or lean DTC will be recorded.

The fuel trim system diagnostic also conducts an intrusive test. This test determines if a rich condition is being caused by excessive fuel vapor from the evaporative (EVAP) emission canister. In order to meet requirements, the control module uses weighted fuel trim cells to determine the need to set a fuel trim DTC. A fuel trim DTC can only be set if fuel trim counts in the weighted fuel trim cells exceed specifications. This means that the vehicle could have a fuel trim problem which is causing a problem under certain conditions, i.e., engine idle high due to a small vacuum leak or rough idle due to a large vacuum leak, while it operates fine at other times. No fuel trim DTC would set, although an engine idle speed DTC or HO2S2 DTC may set. Use a scan tool to observe fuel trim counts while the problem is occurring.

A fuel trim DTC may be triggered by a number of vehicle faults. Make use of all information available, such as other DTCs stored, rich or lean condition, etc., when diagnosing a fuel trim fault.

Fuel Trim Cell Diagnostic Weights

No fuel trim DTC will set regardless of the fuel trim counts in cell 0 unless the fuel trim counts in the weighted cells are also outside specifications. This means that the vehicle could have a fuel trim problem which is causing a problem under certain conditions, i.e. engine idle high due to a small vacuum leak or rough due to a large vacuum leak, while it operates fine at other times. No fuel trim DTC would set, although an engine idle speed DTC or HO2S2 DTC may set. Use a scan tool to observe fuel trim counts while the problem is occurring.

Fuel System Overview

The fuel system is a returnless on-demand design. The fuel pressure regulator is a part of the fuel sender assembly, eliminating the need for a return pipe from the engine. A returnless fuel system reduces the internal temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal temperature of the fuel tank results in lower evaporative emissions.

The fuel tank stores the fuel supply. An electric turbine style fuel pump attaches to the fuel sender assembly inside the fuel tank. The fuel pump supplies high pressure fuel through the fuel filter contained in the fuel sender assembly and the fuel feed pipe to the Fuel Injection System. The fuel pump provides fuel at a higher rate of flow than is needed by the fuel injection system. The fuel pump also supplies fuel to a venturi pump located on the bottom of the fuel sender assembly. The function of the venturi pump is to fill the fuel sender assembly reservoir. The fuel pressure regulator, a part of the fuel sender assembly, maintains the correct fuel pressure to the fuel injection system. The fuel pump and sender assembly contains a reverse flow check valve. The check valve and the fuel pressure regulator maintain fuel pressure in the fuel feed pipe and the fuel rail in order to prevent long cracking times.

Fuel Tank

The fuel tank stores the fuel supply. The fuel tank is located in the rear of the vehicle. The fuel tank is held in place by 2 metal straps that attach to the frame. The fuel tank is molded from high-density polyethylene.

Fuel Fill Pipe

The fuel fill pipe has a built-in restrictor in order to prevent refueling with leaded fuel.

Scheme 19

Note. Use a fuel tank filler pipe cap with the same features as the original when a replacement is necessary. Failure to use the correct fuel tank filler pipe cap can result in a serious malfunction of the fuel system.

The fuel tank filler pipe is equipped with a turn to vent screw on the type cap which incorporates a ratchet action in order to prevent over-tightening.

The turn to vent feature allows the fuel tank pressure relief prior to removal. Instructions for proper use are imprinted on the cap cover. A vacuum safety relief valve is incorporated into this cap.

The fuel fill pipe has a tethered fuel filler cap. A torque-limiting device prevents the cap from being over-tightened. To install the cap, turn the cap clockwise until you hear audible clicks. This indicates that the cap is correctly torqued and fully seated. A fuel filler cap that is not fully seated may cause a malfunction in the emission system.

Fuel Level Sensor

The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the position of the float arm. The control module sends the fuel level information to the instrument panel cluster (IPC). This information is used for the IPC fuel gage and the low fuel warning indicator, if applicable. The control module also monitors the fuel level input for various diagnostics.

Fuel Pump

The fuel pump is mounted in the fuel sender assembly reservoir. The fuel pump is an electric high-pressure pump. Fuel is pumped to the fuel injection system at a specified flow and pressure. The fuel pump delivers a constant flow of fuel to the engine even during low fuel conditions and aggressive vehicle maneuvers. The control module controls the electric fuel pump operation through a fuel pump relay. The fuel pump flex pipe acts to dampen the fuel pulses and noise generated by the fuel pump.

Fuel Sender Strainers

The strainers act as a coarse filter to perform the following functions

1. Filter contaminants
2. Separate water from fuel
3. Provide a wicking action that helps draw fuel into the fuel pump

Fuel stoppage at the strainer indicates that the fuel tank contains an abnormal amount of sediment or water. Therefore, the fuel tank will need to be removed and cleaned, and the filter strainer should be replaced.

Fuel Filter

The fuel filter is contained in the fuel sender assembly inside the fuel tank. The paper filter element traps particles in the fuel that may damage the fuel injection system. The filter housing is made to withstand maximum fuel system pressure, exposure to fuel additives, and changes in temperature. There is no service interval for fuel filter replacement.

Scheme 20

The fuel pressure regulator (2) is contained in the fuel sender assembly. The fuel pressure regulator is a diaphragm relief valve. The diaphragm has fuel pressure on one side and regulator spring pressure on the other side. A software bias compensates the injector on-time because the fuel pressure regulator is not referenced to the manifold vacuum. The fuel pressure regulator keeps fuel available to the injectors at a regulated pressure.

On-Board Refueling Vapor Recovery (ORVR) System

The on-board refueling vapor recovery (ORVR) system is an on-board vehicle system to recover fuel vapors during the vehicle refueling operation. The flow of liquid fuel down to the fuel tank filler neck provides a liquid seal. The purpose of ORVR is to prevent refueling vapor from exiting the fuel tank filler neck. The ORVR components are listed below, with a brief description of their operation

1. The fuel tank-The fuel tank contains the modular fuel sender, the fuel limiter vent valve (FLVV), and 1 rollover valve.
2. The fuel filler pipe-The fuel filler pipe carries fuel from the fuel nozzle to the fuel tank.
3. The evaporative emission (EVAP) canister-The EVAP canister receives refueling vapor from the fuel system, stores the vapor, and releases the vapor to the engine upon demand.
4. The vapor lines-The vapor lines transport fuel vapor from the tank assembly to the EVAP canister and engine.
5. The check valve-The check valve limits fuel spit-back from the fuel tank during the refueling operation by allowing fuel flow only into the fuel tank. The check valve is located at the bottom of the fuel filler pipe.
6. The modular fuel sender assembly-The modular fuel sender assembly pumps fuel to the engine from the fuel tank.
7. The fuel tank pressure (FTP) sensor is located on top of the fuel tank vapor dome.
8. The FLVV-The FLVV acts as a shut-off valve. The FLVV is located in the fuel tank. This valve has the following functions: Controlling the fuel tank fill level by closing the primary vent from the fuel tank Preventing fuel from exiting the fuel tank via the vapor line to the canister Providing fuel spillage protection in the event of a vehicle rollover by closing the vapor path from the tank to the engine
9. The pressure vacuum relief valve-The pressure vacuum relief valve provides venting of excessive fuel tank pressure and vacuum. The valve is located in the fuel fill cap.
10. The vapor recirculation line-The vapor recirculation line is used to transport vapor from the fuel tank to the top of the fill pipe during refueling to reduce vapor loading to the enhanced EVAP canister.

Fuel Feed Pipes

The fuel feed pipe carries fuel from the fuel tank to the fuel injection system.

Nylon Fuel Pipes

Nylon pipes are constructed to withstand maximum fuel system pressure, exposure to fuel additives, and changes in temperature. There are 2 sizes of nylon pipes used

1. 9.53 mm (3/8 in) ID for the fuel feed
2. 12.7 mm (1/2 in) ID for the vent

Heat resistant rubber hose or corrugated plastic conduit protect the sections of the pipes that are exposed to chafing, high temperature, or vibration.

Nylon fuel pipes are somewhat flexible and can be formed around gradual turns under the vehicle. However, if nylon fuel pipes are forced into sharp bends, the pipes kink and restrict the fuel flow. Also, once exposed to fuel, nylon pipes may become stiffer and are more likely to kink if bent too far. Take special care when working on a vehicle with nylon fuel pipes.

Quick-Connect Fittings

Quick-connect fittings provide a simplified means of installing and connecting fuel system components. The fittings consist of a unique female connector and a compatible male pipe end. O-rings, located inside the female connector, provide the fuel seal. Integral locking tabs inside the female connector hold the fittings together.

Fuel Pipe O-Rings

O-rings seal the threaded connections in the fuel system. The fuel system O-ring seals are made of special material. Service the O-ring seals with the correct service part.

Fuel Rail

The fuel rail consists of 3 parts

1. The pipe that carries fuel to each injector
2. The fuel pressure test port
3. Four individual fuel injectors

The fuel rail is mounted on the intake manifold and distributes the fuel to each cylinder through the individual injectors.

Fuel Injectors

The fuel injector is a solenoid device that is controlled by the engine control module (ECM). When the ECM energizes the injector coil, a normally closed ball valve opens, allowing the fuel to flow past a director plate to the injector outlet. The director plate has holes that control the fuel flow, generating a dual conical spray pattern of finely atomized fuel at the injector outlet. The fuel from the outlet is directed at both of the intake valves, causing the fuel to become further vaporized before entering the combustion chamber.

The fuel injectors will cause various driveability conditions if the following conditions occur

1. If the injectors will not open
2. If the injectors are stuck open
3. If the injectors are leaking
4. If the injectors have a low coil resistance

Fuel Pump Relay

The fuel pump relay allows the engine control module (ECM) to energize the fuel pump. The ECM enables the fuel pump whenever the crankshaft position (CKP) sensor pulses are detected.

Engine Fueling

The engine is fueled by four individual injectors, one for each cylinder, that are controlled by the engine control module (ECM). The ECM controls each injector by energizing the injector coil for a brief period once every other engine revolution. The length of this brief period, or pulse, is carefully calculated by the ECM to deliver the correct amount of fuel for proper driveability and emissions control. The period of time when the injector is energized is called the pulse width and is measured in milliseconds, thousandths of a second.

While the engine is running, the ECM is constantly monitoring the inputs and recalculating the appropriate pulse width for each injector. The pulse width calculation is based on the injector flow rate, mass of fuel the energized injector will pass per unit of time, the desired air/fuel ratio, and actual air mass in each cylinder and is adjusted for battery voltage, short term, and long term fuel trim. The calculated pulse is timed to occur as each cylinders intake valves are closing to attain largest duration and most vaporization.

Fueling during a crank is slightly different than fueling during an engine run. As the engine begins to turn, a prime pulse may be injected to speed starting. As soon as the ECM can determine where in the firing order the engine is, the ECM begins pulsing the injectors. The pulse width during the crank is based on the coolant temperature and the engine load.

The fueling system has several automatic adjustments in order to compensate for the differences in the fuel system hardware, the driving conditions, the fuel used, and the vehicle aging. The basis for the fuel control is the pulse width calculation that is described above. Included in this calculation are an adjustment for the battery voltage, the short term fuel trim, and the long term fuel trim. The battery voltage adjustment is necessary since the changes in the voltage across the injector affect the injector flow rate. The short term and the long term fuel trims are fine and gross adjustments to the pulse width that are designed in order to maximize the driveability and emissions control. These fuel trims are based on the feedback from the oxygen sensors in the exhaust stream and are only used when the fuel control system is in a Closed Loop operation.

Under certain conditions, the fueling system will turn OFF the injectors for a period of time. This is referred to as fuel shut-off. Fuel shut-off is used in order to improve traction, save fuel, improve emissions, and protect the vehicle under certain extreme or abusive conditions.

In case of a major internal problem, the ECM may be able to use a back-up fuel strategy for limp in mode that will run the engine until service can be performed.

Sequential Fuel Injection (SFI)

The engine control module (ECM) controls the fuel injectors based on information that the ECM receives from several information sensors. Each injector is fired individually in the engine firing order, which is called sequential fuel injection. This allows precise fuel metering to each cylinder and improves the driveability under all of the driving conditions.

The ECM has several operating modes for fuel control, depending on the information that has been received from the sensors.

Starting Mode

When the engine control module (ECM) detects reference pulses from the crankshaft position (CKP) sensor, the ECM will enable the fuel pump. The fuel pump runs and builds up pressure in the fuel system. The ECM then monitors the manifold absolute pressure (MAP), intake air temperature (IAT), engine coolant temperature (ECT), and the throttle position (TP) sensor signals in order to determine the required injector pulse width for starting.

Clear Flood Mode

If the engine is flooded with fuel during starting and will not start, the Clear Flood Mode can be manually selected. To select Clear Flood Mode, push the accelerator to wide open throttle (WOT). With this signal, the engine control module (ECM) will completely turn OFF the injectors and will maintain this stage as long as the ECM indicates a WOT condition with engine speed below a predetermined value.

Run Mode

The Run Mode has 2 conditions: Open Loop operation and Closed Loop operation. When the engine is first started and the engine speed is more than a predetermined value, the system goes into Open Loop operation. In Open Loop operation, the engine control module (ECM) ignores the signals from the oxygen sensors and calculates the required injector pulse width based primarily on inputs from the manifold absolute pressure (MAP), intake air temperature (IAT) and engine coolant temperature (ECT) sensors.

In Closed Loop, the ECM adjusts the calculated injector pulse width for each bank of injectors based on the signals from each oxygen sensor.

Acceleration Mode

The engine control module (ECM) monitors the changes in the throttle position (TP) and the manifold absolute pressure (MAP) sensor signals in order to determine when the vehicle is being accelerated. The ECM will then increase the injector pulse width in order to provide more fuel for improved performance.

Deceleration Mode

The engine control module (ECM) monitors changes in throttle position (TP) and manifold absolute pressure (MAP) sensor signals to determine when the vehicle is being decelerated. The ECM will then decrease injector pulse width or even shut OFF injectors for short periods to reduce exhaust emissions, and for better (engine braking) deceleration.

Battery Voltage Correction Mode

The engine control module (ECM) can compensate in order to maintain acceptable vehicle driveability when the ECM detects a low battery voltage condition. The ECM compensates by performing the following functions

1. Increasing the injector pulse width in order to maintain the proper amount of fuel being delivered
2. Increasing the idle speed to increase the generator output

Fuel Shut-Off Mode

The engine control module (ECM) has the ability to completely turn OFF all of the injectors when certain conditions are met. These fuel shut-off modes allow the ECM to protect the engine from damage and also to improve the vehicles driveability.

The ECM will disable all of the injectors under the following conditions

1. Ignition OFF-Prevents engine run-on
2. Ignition ON but no crank position (CKP) signal-Prevents flooding or backfiring
3. A high engine speed-Above the red line
4. A high vehicle speed-Above the rated tire speed
5. Closed throttle cast down-Reduces the emissions and increases engine braking.

EVAP System Operation

The evaporative emission (EVAP) control system limits fuel vapors from escaping into the atmosphere. Fuel tank vapors are allowed to move from the fuel tank, due to pressure in the tank, through the vapor pipe into the EVAP canister. Carbon in the canister absorbs and stores the fuel vapors. Excess pressure is vented through the vent line and EVAP vent valve to the atmosphere. The EVAP canister stores the fuel vapors until the engine is able to use them. At an appropriate time, the control module will command the EVAP purge valve ON open, allowing engine vacuum to be applied to the EVAP canister. With the EVAP vent valve OFF open, fresh air will be drawn through the valve and vent line to the EVAP canister. Fresh air is drawn through the canister, pulling fuel vapors from the carbon. The air/fuel vapor mixture continues through the EVAP purge pipe and EVAP purge valve into the intake manifold to be consumed during normal combustion. The EVAP system is capable of detecting a leak as small as 0.04 inch. The control module uses several tests to determine if the EVAP system is leaking.

Large Leak Test

This tests for large leaks and blockages in the evaporative emission (EVAP) system. The control module will command the EVAP vent valve ON closed and command the EVAP purge valve ON open with the engine running, allowing engine vacuum in the EVAP system. The control module monitors the fuel tank pressure (FTP) sensor to verify that the system is able to reach a predetermined level of vacuum within a set amount of time. The control module then commands the EVAP purge valve OFF closed, sealing the system and monitors the vacuum level for decay. If the control module does not detect that the predetermined vacuum level was achieved, or the vacuum decay is more than a calibrated level on 2 consecutive tests, DTC P0455 will set.

Small Leak Test

If the large leak test passes, the control module will test for small leaks by continuing to monitor the fuel tank pressure (FTP) sensor for a change in voltage over a period of time. If the decay rate is more than a calibrated value, the control module will rerun the test. If the test fails again, DTC P0442, or DTC P0456 will set.

Canister Vent Restriction Test

After the small leak test has passed, a vacuum is retained in the evaporative emission (EVAP) system. The control module tests for a restricted vent path by commanding the purge valve OFF closed and the vent valve OFF open. The fuel tank pressure (FTP) sensor is monitored for a decrease in EVAP system vacuum. If the vacuum does not decrease to near 0 inch H2O in a calibrated time, DTC P2422 will set.

Purge Valve Leak Test

If the evaporative emission (EVAP) purge valve does not seal properly, fuel vapors could enter the engine at an undesired time causing driveability concerns. The control module tests for this by commanding the EVAP purge valve OFF closed and vent valve OFF OPEN, and monitors the fuel tank pressure (FTP) for an increase in vacuum. If the control module detects that EVAP system vacuum increases above a calibrated value, DTC P0441 will set.

EVAP System Components

The evaporative emission (EVAP) system consists of the following components

EVAP Canister

The EVAP canister is a sealed unit with 3 ports.

1. Purge pipe
2. Vapor pipe
3. Vent pipe

The canister is filled with carbon pellets used to absorb and store fuel vapors. Fuel vapor is stored in the canister until the control module determines that the vapor can be consumed in the normal combustion process.

EVAP Purge Solenoid Valve

The EVAP purge valve controls the flow of vapors from the EVAP system to the intake manifold. This normally closed valve is pulse width modulated by the control module to precisely control the flow of fuel vapor to the engine. The valve will also be opened during some portions of the EVAP testing, allowing engine vacuum to enter the EVAP system.

EVAP Vent Solenoid Valve

The EVAP vent valve controls fresh airflow into the EVAP canister. EVAP valve is normally open. The control module will command the valve closed during some EVAP tests, allowing the system to be tested for leaks.

Fuel Tank Pressure Sensor

The fuel tank pressure (FTP) sensor measures the difference between the pressure or vacuum in the fuel tank and outside air pressure. The control module provides a 5-volt reference and a ground to the FTP sensor. The FTP sensor provides a signal voltage back to the control module that can vary between 0.1-4.7 volts. As fuel tank pressure increases, FTP sensor voltage decreases, high pressure = low voltage. As fuel tank pressure decreases, FTP voltage increases, low pressure or vacuum = high voltage.

EVAP Service Port

The EVAP service port is located in the EVAP purge pipe between the EVAP purge valve and the EVAP canister. The service port is identified by a green colored cap.

Evaporative Emission System Tester

The J 41413-200 Evaporative Emission System Tester is used to help locate leaks in the evaporative emission (EVAP) system. See Special Tools . The EEST provides a clean, dry, regulated supply of nitrogen to pressurize the EVAP system. It also provides smoke to help in locating the leak source. Refer to the directions on the cart for proper operation.

The GE-41415-50 Fuel Tank Cap Adapter is used to adapt the J 41413-200 to the fuel filler neck. See Special Tools . Pressurizing, or inducing smoke to the EVAP system at the fuel filler neck allows testing of the filler neck and the fuel fill cap on vehicles with onboard refueling vapor recovery (ORVR).

The J 41413-SPT High Intensity White Light is used to help locate the leak source. See Special Tools .

This vehicle is equipped with an On Board Refueling Vapor Recovery System (ORVR). This system has developed and equipped to meet enhanced evaporative emission (EVAP) control requirements during vehicle moving, parking, and refueling. The ORVR system operates in the following manner

1. One canister collects evaporative vapors while the vehicle is moving, parking, and refueling.
2. Collected vapor flows into the engine through the intake manifold, where it is consumed during vehicle operation.
3. Fuel flowing through a reduced diameter section in the filler pipe creates suction in the filter neck.

The ORVR system operates by the liquid trap, liquid seal, system which ensures long-term durability. The ORVR system has been designed with the following functional features

1. Collection and routing of refueling vapors to the canister
2. Nozzles that are compatible with conventional and Stage II vapor recovery nozzles
3. Fuel shut-off signal
4. Prevention of liquid fuel entering the canister during normal driving and during vehicle rollover
5. Fuel tank over-pressure prevention
6. Fuel tank venting to canister during vehicle operation
7. Fuel vapor dome overfill protection

This vehicle is also equipped with an On Board Diagnostic II (OBD II) system. This system identifies failures or malfunctions of the ORVR system and warns the driver through the malfunction indicator lamp (MIL) on the instrument cluster.

The ORVR system requires no special refueling procedures and maintenance.

Electronic Ignition (EI) System Description

The direct ignition (DIS) system is responsible for producing and controlling a high energy secondary spark. This spark is used to ignite the compressed air/fuel mixture at precisely the correct time. This provides optimal performance, fuel economy, and control of exhaust emissions. This ignition system uses one coil for each pair of cylinders. Each pair of cylinders that are at top dead center (TDC) at the same time are known as companion cylinders. The cylinder that is at TDC of the compression stroke is called the event cylinder. The cylinder that is at TDC of the exhaust stroke is called the waste cylinder. When the coil is triggered both companion cylinder spark plugs fire at the same time, completing a series circuit. Because the lower pressure inside the waste cylinder offers very little resistance, the event cylinder uses most of the available voltage to produce a very high energy spark. This is known as waste spark ignition. The DIS system consists of the following components

Crankshaft Position (CKP) Sensor

The crankshaft position (CKP) sensor is a permanent magnet generator known as a variable reluctance sensor. The CKP sensor produces an AC voltage of varying amplitude and frequency. The frequency depends on the velocity of the crankshaft. The AC output depends on the crankshaft position and the battery voltage. The CKP sensor works in conjunction with a 58-tooth reluctor wheel attached to the crankshaft. As each reluctor wheel tooth rotates past the CKP sensor, the resulting change in the magnetic field creates an ON/OFF pulse 58 times per crankshaft revolution. The engine control module (ECM) processes the pulses to determine the crankshaft position. The ECM can synchronize the ignition timing, the fuel injector timing, and the spark knock control based on the CKP sensor and the camshaft position (CMP) sensor inputs. Using the CKP sensor signals in conjunction with the CMP sensor signals, the ECM determines the engine position with great accuracy. The CKP sensor is also used to detect misfire and for tachometer display. The ECM learns the variations between all 58 teeth under different speed and load conditions to correctly detect misfires. The CKP sensor circuits consist of a signal circuit, a low reference circuit, and a shielded ground circuit. Both CKP sensor circuits are protected from electromagnetic interference by the shielded ground circuit.

Crankshaft Reluctor Wheel

The crankshaft reluctor wheel is part of the crankshaft. The reluctor wheel consists of 58 teeth and a reference gap. Each tooth on the reluctor wheel is spaced 6 degrees apart with a 12-degree space for the reference gap. The pulse from the reference gap is known as the sync pulse. The sync pulse is used to synchronize the coil firing sequence with the crankshaft position, while the other teeth provide cylinder location during a revolution.

Camshaft Position (CMP) Sensor

The camshaft position (CMP) sensor is a Hall-Effect type sensor. The CMP signal is a digital ON/OFF pulse, which outputs once per revolution of the camshaft. The CMP sensor does not directly affect the operation of the ignition system. The CMP sensor information is used by the engine control module (ECM) to determine the position of the valve train relative to the crankshaft position. By monitoring the CMP and crankshaft position (CKP) signals, the ECM can accurately trigger the fuel injectors. This allows the ECM to calculate true sequential fuel injection mode of operation. If the CMP signal is lost while the engine is running, the fuel injection system will shift to a calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will continue to run. The CMP sensor consists of an ignition 1 voltage circuit, a ground circuit, and a signal circuit.

Camshaft Reluctor Wheel

The camshaft reluctor wheel is bolted to the front of the camshaft. The wheel is a smooth track, half of which is of a lower profile than the other half. This track is read in a radial or axial fashion respectively. This allows the camshaft position (CMP) sensor to supply a signal as soon as the key is turned ON, since the CMP sensor reads the track profile, instead of a notch.

Ignition Coils (IC)

The ignition coil (IC) provides the voltage for 2 spark plugs simultaneously. The IC is a dual coil pack, and directly supplies voltage to each spark plug. The engine control module (ECM) will command the IC circuit ON, this allows the current to flow through the primary coil windings for the appropriate time or dwell. When the ECM commands the IC circuit OFF, this will interrupt current flow through the primary coil windings. The magnetic field created by the primary coil windings will collapse across the secondary coil windings, which induces a high voltage. The secondary coil voltage travels from the coil output terminal, through the spark plug wire, and across the spark plug gap to the engine block. The IC is not serviceable and must be replaced as an assembly. The IC consists of an ignition 1 voltage circuit, an IC 1 and 4 control circuit, and an IC 2 and 3 control circuit.

Engine Control Module (ECM)

The engine control module (ECM) is responsible for maintaining proper spark and fuel injection timing for all driving conditions. The electronic spark timing (EST) is the method the ECM uses to control spark advance. The ignition module is integrated inside the ECM, and the primary coil ON/OFF is directly controlled by the ECM. To provide optimum driveability and emissions, the ECM monitors input signals from the following components in calculating ignition spark timing

1. The crankshaft position (CKP) sensor
2. The throttle position (TP) sensor
3. The engine coolant temperature (ECT) sensor
4. The manifold absolute pressure (MAP) sensor
5. The intake air temperature (IAT) sensor
6. The vehicle speed sensor (VSS)
7. The knock sensor (KS)

Modes of Operation

There is one normal mode of operation, with the spark under the engine control module (ECM) control. If the crankshaft position (CKP) sensor pulses are lost the engine will not run. The loss of the camshaft position (CMP) signal may result in a longer crank time since the ECM cannot determine which stroke the pistons are on. Diagnostic trouble codes are available to accurately diagnose the ignition system with a scan tool.

Noteworthy Ignition Information

The ignition coils secondary output voltage is more than 40,000 volts. Avoid body contact with the ignition high voltage secondary components when the engine is running or personal injury may result.

Be careful not to damage the secondary ignition coil boots when servicing the ignition system. Rotate each spark plug wire in order to loosen the boot from the spark plug before removing. Never pierce a secondary ignition boot for any testing purposes. Future ignition system problems are guaranteed if pinpoints or test lights are pushed through the secondary ignition component insulation during testing.

Purpose

The knock sensor (KS) system enables the engine control module (ECM) to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The ECM uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock.

Sensor Description

The knock sensor (KS) system uses one 3-wire flat response sensor. The sensor uses a piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependent upon the level of knock that the KS detects. The KS is connected to the engine control module (ECM) by a signal circuit and a low reference circuit. Both KS circuits are protected from electromagnetic interference by a shielding ground circuit. The shielding ground circuit is grounded through the ECM.

The ECM learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the engine speed range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal is within the noise channel. As engine speed and load changes, the noise channel upper and lower parameters change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the ECM only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the ECM detects that the signal is outside of the noise channel.

If the ECM detects that knock is present, the ECM retards the ignition timing to attempt to eliminate the knock. The ECM always attempts to adjust back to a zero compensation level, or no spark retard. An abnormal KS signal stays outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the ECM, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose, damaged component, or excessive engine mechanical noise.

Exhaust Gas Recirculation (EGR) System Description

The exhaust gas recirculation (EGR) system is used to reduce the amount of nitrogen oxide (NOx) emission levels caused by combustion temperatures exceeding 816°C (1,500°F). It does this by introducing small amounts of exhaust gas back into the combustion chamber. The exhaust gas absorbs a portion of the thermal energy produced by the combustion process and thus decreases combustion temperature. The EGR system will only operate under specific temperature, barometric pressure, and engine load conditions in order to prevent driveability concerns and to increase engine performance. The engine control module (ECM) calculates the amount of EGR needed based on the following inputs

1. The engine coolant temperature (ECT) sensor
2. The intake air temperature (IAT) sensor
3. The barometric pressure (BARO)
4. The manifold absolute pressure (MAP) sensor
5. The throttle position (TP) sensor
6. The mass air flow (MAF) sensor

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The exhaust gas recirculation (EGR) valve consists of the following circuits

1. An ignition 1 voltage circuit which supplies 12 volts to the coil of the EGR valve
2. Two control circuits which grounds the coil of the EGR valve-The control circuit is a pulse width modulated (PWM) ground produced by an internal low side driver of the engine control module (ECM).
3. A 5-volt reference circuit supplied from the ECM to the internal position sensor of the EGR valve
4. A signal circuit which sends a feedback voltage from the internal position sensor of the EGR valve to the ECM-This voltage varies depending on the position of the EGR valve pintle. The ECM interprets this voltage as the position of the EGR valve pintle.
5. A low reference circuit supplied from the ECM to the internal position sensor of the EGR valve

EGR Diagnostics

The engine control module (ECM) tests the exhaust gas recirculation (EGR) flow during deceleration by momentarily commanding the EGR valve to open while monitoring the signal of the manifold absolute pressure (MAP) sensor. When the EGR valve is opened, the ECM will expect to see a predetermined increase in MAP. If the expected increase in MAP is not detected, the ECM records the amount of MAP difference that was detected and adjusts a calibrated fail counter towards a calibrated fail threshold level. When the fail counter exceeds the fail threshold level, the ECM will set a DTC.

Normally, the ECM will only allow one EGR Flow Test Count during an ignition cycle. To aid in verifying a repair, the ECM allows 12 EGR Flow Test Counts during the first ignition cycle following a code clear or a battery disconnect. Between 9-12 EGR Flow Test Counts should be sufficient for the ECM to determine adequate EGR flow and pass the EGR flow test. If the ECM detects an EGR flow error, a DTC will set.

The ECM monitors the position of the EGR valve pintle via the EGR position sensor. If the ECM detects a calibrated variance between the desired EGR valve pintle position and actual position for a calibrated amount of time, a DTC will set.

The ECM also monitors the circuits of the EGR valve for electrical faults. If a circuit fault is detected for a calibrated amount of time, a DTC will set.

Crankcase Ventilation System Description

The compressed combustion gas which escapes past the piston rings into the crankcase is known as blow-by gas. Blow-by gas contains large amounts of CO and HC. The positive crankcase ventilation (PCV) system prevents the blow-by gas from being emitted into the atmosphere. The PCV system routes the crankcase blow-by gas back into the intake system where the blow-by gas becomes part of the combustion process. The PCV system consists of the following components

1. The crankcase oil separator
2. Any hoses or couplers
3. The valve cover

Operation

The primary control of engine crankcase blow-by gas is the oil separator. The oil separator separates the oil from the blow-by gases and meters the flow of blow-by gas according to the manifold vacuum signal. The manifold vacuum draws the blow-by gases from the oil separator into the valve cover then into the intake where it is consumed by the normal combustion process. The volume of blow-by gas entering the intake manifold is precisely controlled in order to maintain idle quality.

Results Of Incorrect Operation

A plugged oil separator or hose may cause any of the following conditions

1. A rough engine idle
2. Engine stalling or low engine idle speed
3. High engine crankcase pressure
4. Engine oil leaks
5. Engine oil in the air cleaner
6. Oil sludge in the engine
7. Engine oil consumption
8. Excessive exhaust emissions

A faulty separator or hose may cause any of the following conditions

1. A rough engine idle
2. Engine stalling
3. High engine idle speed
4. Incorrect engine crankcase pressure
5. Excessive exhaust emissions
6. Engine oil consumption

Air Induction System

The air induction system provides air with oxygen for the combustion process. The air cleaner keeps dirt from entering the engine. Outside air is drawn into the air cleaner lower assembly and passes through the air cleaner element. Next the air enters the air cleaner upper assembly and flows through the inlet air duct to the throttle body, and into the intake manifold. Finally the air travels into the cylinder head and through the intake port, ending in the combustion chamber. The intake manifold contains the intake air temperature (IAT) sensor.

Special Tools

Special Tools Illustration Tool Number/Description J 23738-A Vacuum Pump J 26792 Spark Tester J 34730-1A Fuel Pressure Gage J 34730-405 Injector Test Lamp J 35616-B Connector Test Adapter Kit J 35616-200 Un-powered Test Light Kit J 37027-1A IAC Motor Driver J 37287 Fuel Line Shut-Off Adapters J 39021 Fuel Injector Coil/Balance Test J 39021-380 Injector Test Adapter J 39194-B Heated Oxygen Sensor Wrench J 39200 Digital Multimeter (DMM) J 41413-200 Evaporative Emission System Tester (EEST) J 41413-300 EVAP Cap and Plug Kit J 41413-SPT High Intensity White Light J 41415-50 Fuel Tank Cap Adapter J 42960 Fuel Flapper Door Holder J 43244 Relay Puller Pliers J 44175 Fuel Composition Tester J 45004 Fuel Tank Drain Hose 70000081 Tech II Scan Tool

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See also:
• Battery Disconnect Caution
• Fastener Notice
• Diagnostic Trouble Code (DTC) List
• DTC P0315
• Draining and Filling Cooling System
• Relieving Fuel Pressure Caution
• Front Pipe Replacement
• Fuel Tank Strap Fastener Notice
• Seat Cushion Replacement - Rear
• Lifting and Jacking the Vehicle
• Handling ESD Sensitive Parts Notice
• CKP System Variation Learn Procedure
• Throttle Body Assembly Replacement
• Fuel Pressure Relief Procedure
• Ignition System Specifications
• Special Tools