Engine Control System - 4.8L, 5.3L, and 6.0L - Introduction: Other Chevrolet RV Cutaway G3500

Temperature vs Resistance

Temperature vs Resistance

Altitude vs Barometric Pressure

Altitude vs Barometric Pressure

CKP System Variation Learn Procedure

1. Install a scan tool.
2. Monitor the powertrain control module (PCM) for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to «Diagnostic Trouble Code (DTC) List - Vehicle»(ref-197822-S12394037522005101300000) in Vehicle DTC Information for the applicable DTC.
3. Select the crankshaft position variation learn procedure with a scan tool.
4. 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 the 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.
5. Enable the CKP system variation learn procedure with the scan tool.
6. Accelerate to WOT.
7. Release throttle when fuel cut-off occurs.
8. The scan tool display reads Test In Progress.
9. 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»(ref-197895-S09567166602005101300000) . If any other DTCs set, refer to «Diagnostic Trouble Code (DTC) List - Vehicle»(ref-197822-S12394037522005101300000) in Vehicle DTC Information for the applicable DTC.
10. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully.
11. 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: An engine replacement A PCM replacement A harmonic balancer replacement A crankshaft replacement A CKP sensor replacement Any engine repairs which disturb the crankshaft to CKP sensor relationship.

Tools Required

J 39194-B Oxygen Sensor Wrench. See Special Tools .

J 39194-B Oxygen Sensor Wrench. See Special Tools .

J 39194-B Oxygen Sensor Wrench. See Special Tools .

J 39194-B Oxygen Sensor Wrench. See Special Tools .

Fuel Pressure Relief Procedure

Tools Required

J 34730-1A Fuel Pressure Gage

1. Disconnect the negative battery cable in order to avoid possible fuel discharge if an accidental attempt is made to start the engine. Refer to «Battery Negative Cable Disconnect/Connect Procedure»(ref-197839-S13087982362005101300000) in Engine Electrical.
2. Loosen the fuel filler cap in order to relieve the fuel tank vapor pressure.
3. Remove the engine cover. Refer to «Engine Cover Replacement»(ref-197833-S02368659242005101300000) in Interior Trim.
4. Connect the J 34730-1A to the fuel pressure valve. Wrap a shop towel around the fitting while connecting the gage in order to avoid spillage.
5. Install the bleed hose of the gauge into an approved container.
6. Open the valve on the gage to bleed the system pressure. The fuel connections are now safe for servicing.
7. Drain any fuel remaining in the gauge into an approved container.

Tool Required

J 34730-1A Fuel Pressure Gage

J 37088-A Fuel Line Quick-Connect Separator, Tool Set

J 39765 Fuel Sender Lock Nut Wrench

Fuel Tank Cleaning

1. Disconnect the negative battery cable. Refer to «Battery Negative Cable Disconnect/Connect Procedure»(ref-197839-S13087982362005101300000) in Engine Electrical.
2. Relieve the fuel system pressure. Refer to «Fuel Pressure Relief Procedure»(ref-197835-S09271968882005101300000) .
3. Drain the fuel tank. Refer to «Fuel Tank Draining Procedure»(ref-197835-S14547861612005101300000) .
4. Remove the fuel tank. Refer to «Fuel Tank Replacement (Cutaway Van Side Tank)»(ref-197835-S35640840392005101300000) or «Fuel Tank Replacement (Passenger/Cargo Van)»(ref-197835-S26535941682005101300000) or «Fuel Tank Replacement (Cutaway Van Rear Tank)»(ref-197835-S15102993152005101300000) .
5. Remove the fuel sender assembly. Refer to «Fuel Sender Assembly Replacement»(ref-197835-S40767438192005101300000) .
6. Inspect the fuel pump strainer. Replace a contaminated strainer and inspect the fuel pump.
7. Inspect the fuel pump inlet for dirt and debris. Replace the fuel pump if you find dirt or debris in the fuel pump inlet.
8. Flush the fuel tank with hot water.
9. Pour the water out of the fuel sender assembly opening. Rock the tank to be sure that removal of the water from the tank is complete.
10. Remove the fuel rail assembly. Refer to «Fuel Rail Assembly Replacement»(ref-197835-S37168976742005101300000) .
11. Drain the fuel from the fuel rail. It will be necessary to remove the fuel injectors from the fuel rail to properly clear all debris from the fuel rail and fuel injectors. Use light shop air to remove any debris from the fuel rail and injectors.
12. Replace the fuel injector O-rings.
13. Use light shop air in the opposite direction of the fuel flow in order to remove any debris from the fuel lines. Catch any fuel from the fuel lines with an approved gasoline container.
14. Install the injectors to the fuel rail.
15. Install the fuel rail assembly onto the engine. Refer to «Fuel Rail Assembly Replacement»(ref-197835-S37168976742005101300000) .
16. If equipped with a serviceable fuel filter, replace the fuel filter.
17. Install the fuel sender assembly. Refer to «Fuel Sender Assembly Replacement»(ref-197835-S40767438192005101300000) .
18. Install the fuel tank. Refer to «Fuel Tank Replacement (Cutaway Van Side Tank)»(ref-197835-S35640840392005101300000) or «Fuel Tank Replacement (Passenger/Cargo Van)»(ref-197835-S26535941682005101300000) or «Fuel Tank Replacement (Cutaway Van Rear Tank)»(ref-197835-S15102993152005101300000) .
19. Refill the fuel tank.
20. Install the fuel filler cap.
21. Connect the negative battery cable. Refer to «Battery Negative Cable Disconnect/Connect Procedure»(ref-197839-S13087982362005101300000) in Engine Electrical.
22. Purge the fuel sender assembly. Disconnect the fuel feed line from the fuel filter. Connect a length of hose to the fuel feed pipe. Insert the other end of the hose into an empty 3.8 liter (1 gallon) approved gasoline container. Add 23 liters (6 gallons) of clean fuel into the fuel tank. Turn on the fuel pump using the scan tool until 2 liters (1/2 gallon) of fuel flows into the fuel container.
23. Inspect for leaks. Turn the ignition switch ON for 2 seconds. Turn the ignition switch OFF for 10 seconds. Turn the ignition switch ON. Inspect for fuel leaks.

Fuel Injector Cleaning Procedure

Tools Required

1. J 37287 Fuel Line Shut-Off Adapters
2. J 35800-A Fuel Injector Cleaner. See «Special Tools»(ref-197835-S34028178262005101300000) .
3. J 42873-1 3/8 Fuel Line Shut-Off Valve
4. J 42873-2 5/16 Return Pipe Shut-Off Valve
5. J 42964-1 3/8 Fuel Pipe Shut-Off Valve. See «Special Tools»(ref-197835-S34028178262005101300000) .
6. J 42964-2 5/16 Fuel Pipe Shut-Off Valve. See «Special Tools»(ref-197835-S34028178262005101300000) .

Note. GM Top-Engine Cleaner is the only injector cleaning agent recommended. Do not use other cleaning agents, as they may contain methanol which can damage fuel system components. Under NO circumstances should the top engine cleaner be added to the vehicles fuel tank, as it may damage the fuel pump and other system components. Do not exceed a 10 percent cleaning solution concentration. Higher concentrations may damage fuel system components. Testing has demonstrated that exceeding the 10 percent cleaning solution concentration does not improve the effectiveness of this procedure.

1. Obtain J 35800-A (2). See «Special Tools»(ref-197835-S34028178262005101300000) .
2. For US dealers, empty 2 pre-measured GM Top-Engine Cleaner containers, 24 ml (0.812 oz) each, GM P/N 12346535, into the J 35800-A . See «Special Tools»(ref-197835-S34028178262005101300000) .
3. For Canadian dealers, measure and dispense 48 ml (1.62 oz) of Top-Engine Cleaner, Canadian P/N 992872, into the J 35800-A . See «Special Tools»(ref-197835-S34028178262005101300000) .
4. If you are using any other brand of tank you will need a total of 96 ml (3.24 oz) of Top-Engine Cleaner mixed with 864 ml (29.16 oz) of regular unleaded gasoline.
5. Fill the injector cleaning tank with regular unleaded gasoline. Be sure to follow all additional instructions provided with the tool.
6. Electrically disable the vehicle fuel pump by removing the fuel pump relay and disconnecting the oil pressure switch connector, if equipped.
7. Disconnect the fuel feed and return line, if equipped, at the fuel rail. Plug the fuel feed and return line, if equipped, coming off the fuel rail with J 37287 , or J 42964-1 , and J 42964-2 or J 42873-1 , and J 42873-2 as appropriate for the fuel system. See «Special Tools»(ref-197835-S34028178262005101300000) .
8. Connect the J 35800-A to the vehicle fuel rail. See «Special Tools»(ref-197835-S34028178262005101300000) .
9. Pressurize the J 35800-A to 510 kPa (75 psi). See «Special Tools»(ref-197835-S34028178262005101300000) .
10. Start and idle the engine until it stalls due to lack of fuel. This should take approximately 15-20 minutes.
11. Disconnect J 35800-A from the fuel rail. See «Special Tools»(ref-197835-S34028178262005101300000) .
12. Reconnect the vehicle fuel pump relay and oil pressure switch connector, if equipped.
13. Remove J 37287 or J 42964-1 , and J 42964-2 or J 42873-1 , and J 42873-2 and reconnect the vehicle fuel feed and return lines. See «Special Tools»(ref-197835-S34028178262005101300000) .
14. Start and idle the vehicle for an additional 2 minutes to ensure residual injector cleaner is flushed from the fuel rail and fuel lines.
15. Repeat steps 1-5 of the Injector Balance Test, and record the fuel pressure drop from each injector.
16. Subtract the lowest fuel pressure drop from the highest fuel pressure drop. If the value is 15 kPa (2 psi) or less, no additional action is required. If the value is greater than 15 kPa (2 psi), replace the injector with the lowest fuel pressure drop.
17. Add one ounce of Port Fuel Injector Cleaner, GM P/N 12345104 (Canadian P/N 10953467), to the vehicle fuel tank for each gallon of gasoline estimated to be in the fuel tank. Instruct the customer to add the reminder of the bottle of Port Fuel Injector Cleaner to the vehicle fuel tank at the next fill-up.
18. Advise the customer to change brands of fuel and to add GM Port Fuel Injector Cleaner every 5 000 km (3,000 mi). GM Port Fuel Injector Cleaner contains the same additives that the fuel companies are removing from the fuel to reduce costs. Regular use of GM Port Fuel Injector Cleaner should keep the customer from having to repeat the injector cleaning procedure.
19. Road test the vehicle to verify that the customer concern has been corrected.

J 41413 EVAP Pressure/Purge Diagnostic Station

EVAP Cleaning Procedure

1. Remove the EVAP canister. Refer to «Evaporative Emission (EVAP) Canister Replacement (Passenger/Cargo Van)»(ref-197838-S33979120552005101300000) or «Evaporative Emission (EVAP) Canister Replacement (Cutaway Van)»(ref-197838-S21243465672005101300000) .
2. Turn OFF the main valve on the J 41413 EVAP pressure/purge diagnostic station.
3. Disconnect the hose from the diagnostic station pressure regulator.
4. Using a section of vacuum hose, connect one end to the diagnostic station pressure regulator.
5. Connect the other end of the vacuum hose to the canister side of the purge pipe.
6. Turn ON the main nitrogen cylinder valve and continue to discharge nitrogen for 15 seconds.
7. If the nitrogen does not dislodge the carbon particles, replace the purge pipe. Refer to «Evaporative Emission (EVAP) System Hoses/Pipes Replacement»(ref-197835-S27440462052005101300000) .
8. Return the EVAP pressure/purge diagnostic station to the stations original condition.
9. Install a new EVAP canister. Refer to «Evaporative Emission (EVAP) Canister Replacement (Passenger/Cargo Van)»(ref-197835-S25961345782005101300000) or «Evaporative Emission (EVAP) Canister Replacement (Cutaway Van)»(ref-197835-S35967614712005101300000) .
10. Connect all previously disconnected EVAP pipe connectors.
11. Lower the vehicle.
12. Continue with the published service manual diagnostic DTC procedure.

Spark Plug Wire Length V8

1. The Melco® (square design) uses a spark plug wire (1) that is 145 mm (5.70 in) length cable seal to cable seal.
2. The Delphi® (round design) uses a spark plug wire (2) that is 110 mm (4.30 in) length cable seal to cable seal.
3. There are 2 different manufacturers for the ignition coils. the Melco® (1) (square design), and the Delphi® (2) (round design). These 2 coils use 2 different spark plug wire, and mounting brackets.
4. Melco® (square design) coil mounting bracket (1).
5. Delphi® (round design) coil mounting bracket (2).

Spark Plug Usage

1. Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions. Refer to «Ignition System Specifications»(ref-197835-S05575676972005101300000) for the correct spark plug.
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

Exhaust Gas Recirculation (EGR) System Cleaning

1. Remove the exhaust gas recirculation (EGR) valve. Refer to «Exhaust Gas Recirculation (EGR) Valve Replacement»(ref-197835-S34623202462005101300000) .
2. Depress the pintle several times using a pencil eraser or other suitable soft instrument. The pintle should move in and out smoothly. Replace the valve if the valve exhibits tendencies to stick.
3. Try to rotate the EGR valve electrical connector housing. Repeat for the coil housing. Replace the valve if the valve exhibits any looseness.
4. Inspect the EGR valve pintle and seat for deposits. Use a cloth or other suitable soft device to remove the deposits. Remove all loose particles. Replace the valve if the deposits are such that the pintle to base interface cannot be cleaned adequately to allow the pintle to seal against the seat. Damage to the powdered metal EGR valve base occurs if cleaned with solvents, sharp tools, wire brush or wheel, or sand blasting. Cleaning by these methods is not recommended.
5. Remove the EGR pipe (2). Refer to «Exhaust Gas Recirculation (EGR) Valve Replacement»(ref-197835-S34623202462005101300000) .
6. Clean the passages with a wire brush. Remove all loose particles.
7. Install the EGR pipe. Refer to «Exhaust Gas Recirculation (EGR) Pipe Replacement»(ref-197835-S26523324492005101300000) .
8. Install the EGR valve. Refer to «Exhaust Gas Recirculation (EGR) Valve Replacement»(ref-197835-S34623202462005101300000) .

Powertrain

The powertrain has electronic controls to reduce exhaust emissions while maintaining excellent driveability and fuel economy. The powertrain control module (PCM) is the control center of this system. The PCM monitors numerous engine and vehicle functions. The PCM constantly looks at the information from various sensors and other inputs, and controls the systems that affect vehicle performance and emissions. The PCM also performs the diagnostic tests on various parts of the system. The PCM can recognize operational problems and alert the driver via the malfunction indicator lamp (MIL). When the PCM detects a malfunction, the PCM stores a diagnostic trouble code (DTC). The problem area is identified by the particular DTC that is set. The control module supplies a buffered voltage to various sensors and switches. Review the components and wiring diagrams in order to determine which systems are controlled by the PCM.

The following are some of the functions that the PCM controls

1. The engine fueling
2. The ignition control (IC)
3. The knock sensor (KS) system
4. The evaporative emissions (EVAP) system
5. The secondary air injection (AIR) system (if equipped)
6. The exhaust gas recirculation (EGR) system
7. The automatic transmission functions
8. The generator
9. The A/C clutch control
10. The cooling fan control

Powertrain Control Module Function

The powertrain control module (PCM) constantly looks at the information from various sensors and other inputs and controls systems that affect vehicle performance and emissions. The PCM also performs diagnostic tests on various parts of the system. The PCM can recognize operational problems and alert the driver via the malfunction indicator lamp (MIL). When the PCM detects a malfunction, the PCM stores a diagnostic trouble code (DTC). The problem area is identified by the particular DTC that is set. The control module supplies a buffered voltage to various sensors and switches. The input and output devices in the PCM include analog-to-digital converters, signal buffers, counters, and output drivers. The output drivers are electronic switches that complete a ground or voltage circuit when turned on. Most PCM controlled components are operated via output drivers. The PCM monitors these driver circuits for proper operation and, in most cases, can set a DTC corresponding to the controlled device if a problem is detected.

Trip

A trip is an interval of time during which the diagnostic test runs. A trip may consist of only a key cycle to power up the powertrain control module (PCM), allow the diagnostic to run, then cycle the key off to power down the PCM. A trip may also involve a PCM power up, meeting specific conditions to run the diagnostic test, then powering down the PCM. The definition of a trip depends upon the diagnostic. Some diagnostic tests run only once per trip (i.e., catalyst monitor) while other tests run continuously during each trip (i.e., misfire).

Warm-Up Cycle

The powertrain control module (PCM) uses warm-up cycles to run some diagnostics and to clear any diagnostic trouble codes (DTCs). A warm-up cycle occurs when the engine coolant temperature increases 22°C (40°F) from the start-up temperature. The engine coolant must also achieve a minimum temperature of 71°C (160°F). The PCM counts the number of warm-up cycles in order to clear the malfunction indicator lamp (MIL). The PCM will clear the DTCs when 40 consecutive warm-up cycles occur without a malfunction.

Accelerator Pedal Position (APP) Sensor

The accelerator pedal assembly contains 2 individual APP sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors, each with the following circuits

1. A 5-volt reference circuit
2. A low reference circuit
3. A signal circuit

The APP sensors are used to determine the pedal angle. The control module provides each APP sensor a 5-volt reference circuit and a low reference circuit. The APP sensors then provide the control module with signal voltage proportional to pedal movement. Both APP sensor signal voltages are low at rest position and increase as the pedal is applied.

Throttle Actuator Control Module

The throttle actuator control (TAC) module is the control center for the throttle actuator control system. The TAC system is self-diagnosing and provides diagnostic information to the powertrain control module (PCM) through a dedicated serial data line. The TAC achieves throttle positioning by providing a pulse width modulated voltage to the TAC, as directed by the PCM.

Powertrain Control Module

The powertrain control module (PCM) determines the driver's intent, then calculates the appropriate throttle response. This information is sent to the throttle actuator control (TAC) module through a dedicated serial data line.

Normal Mode

During the operation of the throttle actuator control (TAC) system, several modes or functions are considered normal. The following modes may be entered during normal operation

1. Minimum pedal value-At key-up the powertrain control module (PCM) updates the learned minimum pedal value.
2. Minimum throttle position (TP) values-At key-up the PCM updates the learned minimum TP value. In order to learn the minimum TP value, the throttle blade is moved to the closed position.
3. Ice break mode-If the throttle is not able to reach a predetermined minimum throttle position, the ice break mode is entered. During the ice break mode, the control module commands the maximum pulse width several times to the throttle actuator motor in the closing direction.
4. Battery saver mode-After a predetermined time without engine RPM, the control module commands the battery saver mode. During the battery saver mode, the TAC module removes the voltage from the motor control circuits, which removes the current draw used to maintain the idle position and allows the throttle to return to the spring loaded default position.

Reduced Engine Power Mode

When the PCM detects a condition with the TAC system, the PCM may enter a reduced engine power mode. Reduced engine power may cause one or more of the following conditions

1. Acceleration limiting-The control module will continue to use the accelerator pedal for throttle control; however, the vehicle acceleration is limited.
2. Limited throttle mode-The control module will continue to use the accelerator pedal for throttle control; however, the maximum throttle opening is limited.
3. Throttle default mode-The control module will turn off the throttle actuator motor and the throttle will return to the spring loaded default position.
4. Forced idle mode-The control module will perform the following actions: Limit engine speed to idle by positioning throttle position, or by controlling fuel and spark if throttle is turned off. Ignore accelerator pedal input.
5. Engine shutdown mode-The control module will disable fuel and de-energize the throttle actuator.

Fuel Tanks

The fuel tanks store the fuel supply. 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. Once the fill vent is obstructed, fuel backs up the fill pipe and trips the dispensing nozzle. The fuel tank vent valves are connected and route to the canister to collect hydrocarbon emissions during operation of the vehicle.

Scheme 62

Scheme 63

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 clicks. This indicates that the cap is correctly torqued and fully seated. A built-in device indicates that the fuel filler cap is fully seated. A fuel filler cap that is not fully seated may cause a malfunction in the emission system.

Scheme 64

The fuel sender assembly on single tank applications consists of the following major components

1. The fuel level sensor
2. The fuel tank pressure (FTP) sensor
3. The fuel tank fuel pump module
4. The fuel strainer
5. The fuel filter

Fuel Level Sensor

The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor cord. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor, which changes resistance in correspondence to the amount of fuel in the fuel tank. The powertrain control module (PCM) sends the fuel level information via the class 2 circuit to the instrument panel (I/P) cluster. This information is used for the I/P fuel gage and the low fuel warning indicator, if applicable. The PCM 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 rail at a specified flow and pressure. The fuel pump delivers a constant flow of fuel to the engine during low fuel conditions and aggressive vehicle maneuvers. The powertrain control module (PCM) 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 Strainer

The fuel strainer attaches to the lower end of the fuel sender. The fuel strainer is made of woven plastic. The functions of the fuel strainer are to filter contaminants and to wick fuel. Fuel stoppage at this point indicates that the fuel tank contains an abnormal amount of sediment.

Fuel Filter

The fuel filter is contained in the fuel sender assembly inside the fuel tank. the paper filter element of the fuel filter traps particles in the fuel that may damage the fuel injection system. The fuel 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.

Nylon Fuel Pipes

Nylon pipes are constructed to withstand maximum fuel system pressure, exposure to fuel additives, and changes in temperature. There are 3 sizes of nylon pipes used: 9.5 mm (3/8 in) ID for the fuel supply, 7.6 mm (5/16 in) ID for the fuel return, and 12.7 mm (1/2 in) ID for the vent. Heat resistant rubber hose or corrugated plastic conduit protects the sections of the pipes that are exposed to chafing, to high temperatures, or to 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.

On-Board Refueling Vapor Recovery System (ORVR)

The On-Board Refueling Vapor Recovery System (ORVR) is an on-board vehicle system designed to recover fuel vapors during the vehicle refueling operation. The flow of liquid fuel down the fuel filler pipe provides a liquid seal which prevents vapor from leaving the fuel filler pipe. An EVAP pipe transports the fuel vapor to the EVAP canister for use by the engine.

Fuel Pipe O-Rings

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

Scheme 65

The fuel rail assembly attaches to the engine intake manifold. The fuel rail assembly performs the following functions

1. Positions the injectors (3) in the intake manifold
2. Distributes fuel evenly to the injectors
3. Integrates the fuel dampener (2) into the fuel metering system

Fuel Injectors

The fuel injector assembly is a solenoid device controlled by the PCM that meters pressurized fuel to a single engine cylinder. The PCM energizes the injector solenoid to open a normally closed ball valve. This allows the fuel to flow into the top of the injector, past the ball valve, and through a director plate at the injector outlet. The director plate has machined holes that control the fuel flow, generating a spray of finely atomized fuel at the injector tip. Fuel from the injector tip is directed at the intake valve, causing the fuel to become further atomized and vaporized before entering the combustion chamber. This fine atomization improves fuel economy and emissions.

Fuel Pressure Regulator

The fuel pressure regulator is contained in the left fuel sender assembly.

Starting Mode

When the ignition is first turned ON, the PCM energizes the fuel pump relay for 2 seconds. This allows the fuel pump to build pressure in the fuel system. The PCM calculates the air/fuel ratio based on inputs from the engine coolant temperature (ECT), mass air flow (MAF), manifold absolute pressure (MAP), and throttle position (TP) sensors. The system stays in starting mode until the engine speed reaches a predetermined RPM.

Clear Flood Mode

If the engine floods, clear the engine by pressing the accelerator pedal down to the floor and then crank the engine. When the TP sensor is at wide open throttle (WOT), the PCM reduces the fuel injector pulse width in order to increase the air to fuel ratio. The PCM holds this injector rate as long as the throttle stays wide open and the engine speed is below a predetermined RPM. If the throttle is not held wide open, the PCM returns to the starting mode.

Run Mode

The run mode has 2 conditions called Open Loop and Closed Loop. When the engine is first started and the engine speed is above a predetermined RPM, the system begins Open Loop operation. The PCM ignores the signal from the heated oxygen sensors (HO2S). The PCM calculates the air/fuel ratio based on inputs from the ECT, MAF, MAP, and TP sensors. The system stays in Open Loop until meeting the following conditions

1. Both front HO2S have varying voltage output, showing that both HO2S are hot enough to operate properly.
2. The ECT sensor is above a specified temperature.
3. A specific amount of time has elapsed after starting the engine.

Specific values for the above conditions exist for each different engine, and are stored in the electrically erasable programmable read-only memory (EEPROM). The system begins Closed Loop operation after reaching these values. In Closed Loop, the PCM calculates the air/fuel ratio, injector ON time, based upon the signal from various sensors, but mainly from the HO2S. This allows the air/fuel ratio to stay very close to 14.7:1.

Acceleration Mode

When the driver pushes on the accelerator pedal, air flow into the cylinders increases rapidly. To prevent possible hesitation, the PCM increases the pulse width to the injectors to provide extra fuel during acceleration. This is also known as power enrichment. The PCM determines the amount of fuel required based upon the TP, the ECT, the MAP, the MAF, and the engine speed.

Deceleration Mode

When the driver releases the accelerator pedal, air flow into the engine is reduced. The PCM monitors the corresponding changes in the TP, the MAP, and the MAF. The PCM shuts OFF fuel completely if the deceleration is very rapid, or for long periods, such as long, closed-throttle coast-down. The fuel shuts OFF in order to prevent damage to the catalytic converters.

Battery Voltage Correction Mode

When the battery voltage is low, the PCM compensates for the weak spark delivered by the ignition system in the following ways

1. Increasing the amount of fuel delivered
2. Increasing the idle RPM
3. Increasing the ignition dwell time

Fuel Cutoff Mode

The PCM cuts OFF fuel from the fuel injectors when the following conditions are met in order to protect the powertrain from damage and improve driveability

1. The ignition is OFF. This prevents engine run-on.
2. The ignition is ON but there is no ignition reference signal. This prevents flooding or backfiring.
3. The engine speed is too high, above red line.
4. The vehicle speed is too high, above rated tire speed.
5. During an extended, high speed, closed throttle coast down-This reduces emissions and increases engine braking.
6. During extended deceleration, in order to prevent damage to the catalytic converters

Fuel Trim

The powertrain control module (PCM) controls the air/fuel metering system in order to provide the best possible combination of driveability, fuel economy, and emission control. The PCM monitors the HO2S signal voltage while in Closed Loop and regulates the fuel delivery by adjusting the pulse width of the fuel injectors based on this signal. The ideal fuel trim values are around 0 percent for both short term and long term fuel trim. A positive fuel trim value indicates the PCM is adding fuel in order to compensate for a lean condition by increasing the pulse width. A negative fuel trim value indicates that the PCM is reducing the amount of fuel in order to compensate for a rich condition by decreasing the pulse width. A change made to the fuel delivery changes the short term and long term fuel trim values. The short term fuel trim values change rapidly in response to the HO2S signal voltage. These changes fine tune the engine fueling. The long term fuel trim makes coarse adjustments to the fueling in order to re-center and restore control to short term fuel trim. A scan tool can be used to monitor the short term and long term fuel trim values. The long term fuel trim diagnostic is based on an average of several of the long term speed load learn cells. The PCM selects the cells based on the engine speed and engine load. If the PCM detects an excessive lean or rich condition, the PCM will set a fuel trim diagnostic trouble code (DTC).

Check Gas Cap Message

The powertrain control module (PCM) sends a class 2 message to the driver information center (DIC) illuminating the Check Gas Cap message when any of the following occur

1. A malfunction in the evaporative emission (EVAP) system and a large leak test fails
2. A malfunction in the EVAP system and a small leak test fails

EVAP System Components

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

EVAP Canister

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 solenoid valve controls the flow of vapors from the EVAP system to the intake manifold. The purge solenoid valve opens when commanded ON by the control module. This normally closed valve is pulse width modulated (PWM) 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 solenoid valve controls fresh airflow into the EVAP canister. The valve is normally open. The control module commands the valve ON, closing the valve 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 0.1-4.9 volts. A high FTP sensor voltage indicates a low fuel tank pressure or vacuum. A low FTP sensor voltage indicates a high fuel tank pressure.

EVAP Service Port

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

Crankshaft Position (CKP) Sensor

The crankshaft position (CKP) sensor is a three wire sensor based on the magneto resistive principle. A magneto resistive sensor uses two magnetic pickups between a permanent magnet. As an element such as a reluctor wheel passes the magnets the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The PCM supplies a 12-volt, low reference, and signal circuit to the CKP sensor. The sensor returns a digital ON/OFF pulse 24 times per crankshaft revolution.

Crankshaft Reluctor Wheel

The crankshaft reluctor wheel is mounted on the rear of the crankshaft. The wheel is comprised of four 90 degree segments. Each segment represents a pair of cylinders at TDC, and is further divided into six 15 degree segments. Within each 15 degree segment is a notch of 1 of 2 different sizes. Each 90 degree segment has a unique pattern of notches. This is known as pulse width encoding. This pulse width encoded pattern allows the PCM to quickly recognize which pair of cylinders are at top dead center (TDC). The reluctor wheel is also a dual track-or mirror image-design. This means there is an additional wheel pressed against the first, with a gap of equal size to each notch of the mating wheel. When one sensing element of the CKP sensor is reading a notch, the other is reading a set of teeth. The resulting signals are then converted into a digital square wave output by the circuitry within the CKP sensor.

Camshaft Position (CMP) Sensor

The CMP sensor is also a magneto resistive sensor, with the same type of circuits as the CKP sensor. The CMP sensor signal is a digital ON/OFF pulse, output once per revolution of the camshaft. The CMP sensor information is used by the PCM to determine the position of the valve train relative to the CKP.

Camshaft Reluctor Wheel

The camshaft reluctor wheel is either pressed onto the camshaft or part of the timing gear depending on the application. The feature-or target- is read in a radial or axial fashion respectively. The wheel is a smooth track, half of which is of a lower profile than the other half. This feature allows the 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

Each ignition coil has an ignition 1 feed and a ground. The PCM supplies a low reference and an ignition control (IC) circuit. Each ignition coil contains a solid state driver module. The PCM 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 PCM 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 across the spark plug electrodes. The coils are current limited to prevent overloading if the IC current is held high too long. The spark plugs are connected to their respective coils by a short secondary wire. The spark plugs are tipped with iridium for long life and efficiency.

Powertrain Control Module (PCM)

The PCM controls all ignition system functions, and constantly corrects the basic spark timing. The PCM monitors information from various sensor inputs that include the following

1. The throttle position (TP) sensor
2. The engine coolant temperature (ECT) sensor
3. The mass air flow (MAF) sensor
4. The intake air temperature (IAT) sensor
5. The vehicle speed sensor (VSS)
6. The transmission gear position or range information sensors
7. The engine knock sensors (KS)

Purpose

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