2.2l Efi Tests W/codes Chrysler LeBaron II

DESCRIPTION

The computerized engine control systems used on 2.2L fuel injected engines controls the fuel system, ignition system, and emission control system for proper engine operation. Throttle Body Injection is used on non-turbo models, while Multi-Point Fuel Injection is used on turbo models.

In order to control these systems, the computer monitors several engine and vehicle operating conditions. The engine conditions monitored include: manifold absolute pressure, throttle position, coolant temperature, charge temperature (turbo only), manifold air temperature, exhaust gas oxygen content, and vehicle distance/engine speed.

Vehicle conditions monitored include vehicle speed and the status (off or on) of several vehicle systems that affect engine load. These include the transmission neutral-safety, brake light and air conditioning clutch switches.

The engine control computer consists of 2 separate modules. The logic module processes all sensor inputs and controls all low power output devices. The logic module also controls the power module. The power module controls the injector(s), ignition coil, and auto shutdown relay.

Non-Turbo Computer, Input Sensors & Output Devices Schematic. Scheme 91

Turbo Computer, Input Sensors & Output Devices Schematic. Scheme 92

SYSTEM OVERVIEW

The computerized engine control system consists of 6 sub-systems: computer, sensors and switches, fuel control, ignition, emission control, and air conditioning compressor cut-out.

COMPUTER

The computer is divided into 2 modules. The logic module contains the operating software and performs the calculations and adjustments necessary for engine operation. This half of the computer is located inside the passenger compartment behind the right front kick panel.

The logic module is a microprocessor based digital computer, with two 25-pin connectors. This module receives input signals from various switches, sensors, and other components. Using these signals, the microprocessor computes the fuel injector pulse width, spark advance, ignition coil dwell, automatic idle speed actuation, canister purge, and EGR control solenoid cycles, cooling fan and alternator.

The logic module also contains a diagnostic circuit to test input and output circuits. The diagnostic circuit will store information about any malfunctions as they occur for readout prior to service. Either the Chrysler Diagnostic Readout Box (DRB), Tool No. (C-4805 ) or the flashing Power Loss/Power Limit Lamp may be used in diagnosing and displaying trouble codes. However, the Power Loss Lamp is limited in its diagnosis.

The second part of the computer is the power module, with 10-pin and 12-pin connectors. The power module contains a voltage converter which maintains the power supply at 8 volts. The module controls the circuits for the fuel injector, the ignition system, and the automatic shutdown relay.

The power module is located in the engine compartment because the high current draw of the devices being controlled can cause electrical noise which must be isolated from the logic module. The power module is controlled by the logic module.

Logic Module, Connectors and MAP Sensor. Scheme 93

Automatic Shutdown Relay (ASD)

The ASD relay is controlled by the power module. When the power module senses a distributor signal during cranking, it grounds the ASD closing contacts. This completes the circuit for the electric fuel pump, power module, and ignition coil. If the distributor signal is lost for any reason, the ASD shuts off this circuit in less then one second, preventing fuel, spark, and engine operations.

Manifold Absolute Pressure (MAP) Sensor

The MAP sensor is located in the passenger compartment, mounted on the logic module. The MAP sensor monitors manifold vacuum through a vacuum line from the throttle body to the sensor.

The sensor supplies the logic module with an electrical signal which keeps the module informed of manifold vacuum conditions and barometric pressure. This information is combined with data supplied by other sensors to determine correct air/fuel ratio.

Oxygen (O2) Sensor

The oxygen sensor is screwed into the top of the exhaust manifold, just ahead of the tail-pipe connection, so that it is exposed to exhaust gas flow. Its function is to monitor the oxygen content of the exhaust, and to supply the logic module with a voltage signal which is directly proportional to this content.

If the oxygen content of the exhaust is high (lean air/fuel mixture), the voltage signal from the sensor to the logic module is low. As oxygen content decreases (mixture becomes richer), the signal voltage increases.

In this manner, the logic module is kept constantly informed of air/fuel ratio. It can then alter fuel injector "on" time, in response to these signals, to obtain the best air/fuel ratio under any given condition.

Coolant Temperature Sensor (CTS)

The Coolant Temperature Sensor measures temperature of engine coolant. The coolant temperature sensor is mounted in the thermostat housing to monitor engine coolant (operating) temperature. It supplies the logic module with a voltage signal which varies with coolant temperature.

Information provided by this sensor allows the logic module to demand slightly richer air/fuel mixtures and higher idle speeds during cold engine operation.

Charge Temperature Sensor

The Charge Temperature Sensor (turbo only), measures the temperature of the incoming air/fuel mixture. The sensor, mounted in the intake manifold, supplies the logic module with information on the temperature of the incoming air/fuel mixture.

Lastly, if the coolant temperature switch should malfunction, information supplied by the charge temperature sensor (turbo only) is sufficient to determine engine operating temperature and engine warm-up cycles until the coolant temperature sensor can be repaired or replaced.

Throttle Position Sensor (TPS)

The TPS is a variable resistor which is operated by the movement of the throttle shaft. It is mounted on the throttle body and senses the angle of throttle blade opening.

A voltage signal is produced by the sensor which varies with this angle. This signal is transmitted to the logic module where it is used to adjust air/fuel ratio during acceleration, deceleration, idle, and wide open throttle conditions.

Engine Switches

Several switches provide operating information to the logic module. These include the idle, neutral safety, air conditioning clutch, and brake light switches. If one or more of these switches is sensed as being in the "on" position, the logic module signals the Automatic Idle Speed Motor (AIS) to increase idle speed to a specific RPM.

With the air conditioning on and the throttle blade above a specific angle, the wide open throttle cut-out relay prevents the air conditioning clutch from engaging until the throttle blade angle is reduced.

Fuel Pump

An electric, positive-displacement, roller vane type fuel pump is located in the fuel tank as an integral part of the fuel gauge sending unit. Shelby Turbo models use two fuel pumps, one inside the fuel tank and one outside. The fuel pump supplies fuel to the fuel regulator.

Power to the fuel pump is supplied by the power module via the Automatic Shut-Down (ASD) relay. The power module is supplied with an operating signal from the distributor. If this signal is not received, the ASD relay is not activated and power to the fuel pump is cut off.

Fuel Regulator

On non-turbo models, the fuel regulator supplies fuel to the fuel injector at a constant 36 psi (2.5 kg/cm 2 ) pressure. On turbo models, the regulator supplies fuel to the fuel rail and its four injectors at a constant 53 psi (3.7 kg/cm 2 ) pressure.

Fuel Injector

The fuel injector, an electrical solenoid, is mounted in the throttle body on non-turbo models so that fuel from the injector is directed into the incoming air stream. On turbo models, 4 injectors are mounted on a fuel rail, supplying the intake manifold with the proper fuel supply.

While power to the injector is supplied by the power module, it is controlled by indirect signal from the logic module, which actually determines when and how long the injector is open. When electric current is supplied to the injector, an integral armature and pintle valve move a short distance against a spring, opening a small orifice.

Fuel supplied to the injector is forced around the pintle valve and through this opening, resulting in a fine spray of fuel in the shape of a hollow cone. As a constant pressure drop is maintained across the injector (by the pressure regulator), the length of time that this opening is maintained (injector "on" time) determines the amount of fuel entering the engine and, therefore, the air/fuel ratio.

Cross-Sectional View of Fuel Injector 4 fuel injectors are used on turbo models. Scheme 94

Automatic Idle Speed Motor (AIS)

The AIS is mounted on the throttle body assembly and is controlled by electrical signal from the logic module. The logic module uses sensor input to determine optimum engine idle speed for any idle condition.

The AIS is then adjusted to allow a specific amount of air through an air by-pass on the back of the throttle body. This by-pass is enlarged or restricted, as an increase or decrease in engine idle speed is required to meet varying engine operating conditions.

This results in a change in air/fuel ratio, which alters the oxygen content of the exhaust gases as detected by the oxygen sensor. The logic module then changes the amount of fuel introduced into the intake charge to maintain an ideal air/fuel ratio.

IGNITION

The pick-up coil in the distributor feeds a signal to the power module and the logic module. Spark advance, dwell and timing are computed in the logic module. The logic module sends a signal back to the power module where the coil ground is switched off and on to create an ignition secondary pulse.

EMISSION CONTROL

Note. Both turbo and non-turbo systems use back pressure type EGR systems. A back pressure transducer measures amount of exhaust back pressure on the exhaust side of the GR valve and varies strength of the vacuum signal applied to the EGR valve. The transducer adjusts the EGR signal to provide programmed amounts of EGR under all conditions.

Exhaust Gas Recirculation Solenoid (Turbo)

On turbo models, EGR is controlled two ways. The logic module controls vacuum through the EGR solenoid, turning the vacuum circuit on and off. The transducer varies the strength of the vacuum signal applied to the EGR valve. When engine temperature is below 70°F (21°C), the logic module energizes the solenoid by completing the ground circuit. This closes the solenoid valve and prevents ported vacuum from reaching the EGR valve. When the predetermined temperature is reached, the logic module will break the ground circuit, which opens the valve allowing vacuum to reach the EGR valve. The solenoid valve is also closed, preventing EGR operation, during idle and wide open throttle operation.

Purge Solenoid

The purge solenoid operates in a manner similar to the EGR solenoid used on turbo models. When engine temperature is below 145°F (61°C), the logic module completes the ground circuit for the purge solenoid. This closes the solenoid valve, preventing vacuum from reaching the charcoal canister valve. When this temperature is reached, the logic module breaks the ground circuit, allowing vacuum to reach the canister purge valve so that fuel vapors may be purged from the canister.

A/C COMPRESSOR CUT-OUT

The air conditioning cut-out relay is wired in series with the cycling clutch switch and low pressure cut-out switch. This relay is normally closed during engine operation. When the logic module senses a wide open throttle condition through the throttle position sensor, it energizes the relay, opening the circuit and preventing compressor clutch engagement.

POWER LOSS/POWER LIMIT LAMP

This lamp comes on each time the ignition key is turned on and stays on for a few seconds as a bulb test. It also illuminates when incorrect signals or no signal is received from various sensors. It also is used to display some trouble codes, but does not have the capability of diagnosis provided by the Chrysler Diagnostic Readout Box (DRB), Tool No. (C-4805 ). See SYSTEM DIAGNOSIS .

WASTEGATE CONTROL SOLENOID

On turbo models, the logic module adjusts maximum boost to match changing engine conditions by varying the duty cycle of the wastegate solenoid.

BAROMETRIC READ SOLENOID

The barometric read solenoid is controlled by the logic module. Located in the MAP vacuum line, the solenoid measures barometric pressure at closed throttle, once per throttle closure, but no more often than once every 30 seconds and below a specified RPM. The information is used for boost control.

Removal & Installation

Remove the right side kick panel. Remove 2 module mounting screws. Disconnect wiring harness and remove module. Reverse removal procedure for installation.

Remove glove box assembly. Disconnect wiring harness (and vacuum hose) from components. Remove attaching screws and remove component. Reverse removal procedure for insatllation.

Remove right side kick panel. Remove vacuum hose from sensor. Remove sensor mounting screws, and remove sensor from login module. To install, reverse removal procedure.

Remove air cleaner duct from power module. Remove battery. Disconnect wiring harness and remove attaching screws. Remove module from vehicle. Reverse removal procedure for installation.

The oxygen sensor is located in the exhaust manifold. Use of a special wrench (C-4589) may aid in removal of the sensor. The threads in the exhaust manifold must be cleaned with a 18 mm x 1.5 x 6E tap prior to reinsertion of the sensor. If the old sensor is being reinstalled, the threads on the senosr must be coated anti-seize compound. Tighten the sensor to 20 ft. lbs. (27 N.m).

PRELIMINARY CHECKS

Most driveability problems in the engine control system result from faulty or poor wiring, or loose and/or leaking hose connections. To avoid unnecessary component testing, a visual check should be performed before beginning trouble shooting procedures to help spot these common faults. A preliminary visual check should include

1. Air ducts to air cleaner and from air cleaner to throttle body.
2. Electrical connections at all components. Clean, tight and unbroken.

Check vacuum lines for secure, leak-free connections in these areas

1. Throttle body (2 front, 2 rear).
2. EGR, purge, wastegate and barometric read solenoids (located on a common bracket on turbo models, at right rear corner of engine compartment).
3. Vapor canister.
4. Vacuum source and fuel pressure regulator.
5. PCV valve and turbocharger.
6. PCV valve to intake manifold vacuum port.
7. Back pressure transducer.
8. MAP sensor.

Ensure the following electrical connectors are securely attached

1. 25-way connectors (2) at logic module (connectors and sockets are color coded. Attach Black and White connectors (non- turbo) or Red and Blue connectors (turbo) to sockets of same color).
2. 3-way and 1-way connectors at ASD Relay.
3. 12-way and 10-way connectors at power module.
4. 2-way connector at purge solenoid (non-turbo).
5. 4-way and 1-way connector at solenoids (turbo).
6. 2-way connector at distance/speed sensor (located in line with speedometer cable).
7. 2-way connector at charge temperature sensor (turbo only).
8. 6-way connector at AIS motor and TPS (and ground wire to manifold).
9. 2-way connector at fuel injector (non-turbo) or at each of 4 fuel injectors (turbo).
10. O2 connector.
11. 2-way connector at coolant temperature sensor.
12. 3-way connector at distributor.
13. 3-way connector at distributor synchronizer (turbo only).
14. 3-way or 4-way and 1-way connectors at radiator fan relay.

LONG CRANK TIME & ROUGH IDLE AFTER HOT SOAK RESTART

Some 2.2L turbocharged engines with EFI may have a long crank time (3-6 seconds) and rough engine idle after hot soak restart. Engines affected have build dates before 1-452. Engine build date code may be found on left rear surface of valve cover below the throttle cable. Engine build date is the upper set of numbers.

The rough engine idle lasts about 1/2-1 1/2 minutes after 10-20 minute engine-off hot soak period. Condition is preceded by a 15-60 minute drive at highway speeds.

The long crank and rough idle are caused by the fuel injector housing contacting the intake manifold. With fuel rail assembly still installed in intake manifold, hold injector at wiring terminal and rotate it in the intake bore. The injector, once loosened, should rotate freely. If injector is difficult to rotate, injector housing-to-intake manifold can be suspected. Repeat procedure for other injectors. To correct this condition, use the following procedure

1. Remove fuel rail-to-valve cover bracket mounting screw. Loosen, but do not remove, 4 fuel rail-to-intake mounting screws. Remove fuel pressure regulator bracket-to-intake manifold mounting screws.
2. Loosen fuel rail from intake manifold just enough so that fuel injectors will not fall out of their bores in the manifold. Install fuel rail-to-intake manifold spacers (Part No. 4307245) between fuel rail and manifold mounting pads.
3. Tighten fuel rail-to-manifold mounting screws to 200-300 INCH lbs. (23-34 N.m.). Attach pressure regulator to manifold. Tighten attaching screws to 85-125 INCH lbs. (9-14 N.m.).
4. Attach fuel rail-to-valve cover bracket. Tighten mounting screws to 19-29 INCH lbs. (2-3 N.m.). Start vehicle and check for fuel leaks.

ERRATIC IDLE OR ACCELERATION SAG

An erratic idle or acceleration sag condition may exist on some vehicles with 2.2L EFI or turbo engines. Either condition may be caused by grease contamination of the throttle position sensor.

A replacement TPS is available to correct this condition. Use TPS repair package (PN 4179848 ) for turbo engines, and repair package (PN 4179849 ) for EFI engines. Before replacing the TPS, diagnose and repair the condition as follows

1. Connect positive voltmeter lead to pin 2 of logic module and negative lead to ground. Turn ignition to "ON" position. Check voltage at closed and open throttle positions. See «TPS VOLTAGE SPECIFICATIONS»(/chrysler/lebaron/ii-1981-1989/remont/testing-diagnostics/#22l-efi-tests-wcodes) chart for voltage specifications.
2. Connect positive voltmeter lead to pin 21 of logic module. Connect negative voltmeter lead to ground and turn the ignition to the "ON" position.
3. Check voltage at closed and open throttle positions. See «TPS VOLTAGE SPECIFICATIONS»(/chrysler/lebaron/ii-1981-1989/remont/testing-diagnostics/#22l-efi-tests-wcodes) chart for voltage specifications. If voltage readings are incorrect, go to step 4). If voltage readings are correct, TPS is functioning correctly.
4. Disconnect 6-way throttle body connector. Record connector wire positions for assembly reference. Remove wires from female section of connector and clean connector thoroughly.
5. Install new throttle position sensor onto throttle body. Ensure new "O" ring is properly positioned. Install 6 wires into connector. Fill connector with special grease (supplied in TPS repair package). Connect 6-way connector. Check vehicle operation.

TPS VOLTAGE SPECIFICATIONS

SYSTEM DIAGNOSIS OVERVIEW

The self-diagnostic capabilities of this system, if properly utilized, can greatly simplify testing.

If, at any time, the logic module receives an incorrect signal or no signal from either the Coolant Temperature Sensor, Charge Temperature Sensor (turbo), MAP sensor or TPS, a Power Loss Lamp on the instrument panel is illuminated. This lamp acts as a warning device to inform the operator that a malfunction in the system has occurred and immediate service is required.

When certain malfunctions occur, the logic module enters the "Limp In Mode". In this mode, the logic module attempts to compensate for the failure of the particular component by substituting information from other sources. Ideally, this will allow the vehicle to be operated until proper repairs can be made.

If the Power Loss Lamp comes on, or if certain driveability or engine performance difficulties exist, the probable source of these difficulties may be determined by entering "On Board Diagnosis" and recording the trouble codes as they are displayed. Trouble codes may be displayed on the Chrysler Diagnostic Readout Box (DRB), Tool No. (C-4805 ) or to a limited extent be flashed on the Power Loss Lamp.

Once these codes are known, refer to the trouble codes listed in this article to determine the questionable circuit. Then use the wiring diagram and connector identification charts to locate testing points for each circuit. With the ignition on, the wire(s) in question should read as specified under Wire Function in tables. Test circuits and repair or replace as needed. If the problem is repaired or ceases to exist, the logic module cancels the trouble code after 30 ignition on/off cycles.

ENTERING ON-BOARD DIAGNOSIS

Note. You will not get a code 88 if you are using the "CHECK ENGINE LIGHT" to diagnose the engine control system. There will be a 2-second bulb check, followed by the codes and ending with a code 55. A code 88 will only be set when using Chrysler's DRB: II Tester. Some other "SCAN" testers may also set a code 88 under certain conditions. Check manufacture equipment for specific instructions. Attach the Chrysler Diagnostic Readout Box (DRB), Tool No. (C-4805 ) to the self-test connector. The connector is located in the engine compartment near the right side strut tower. If this test box is not available, codes may be read off of the Power Loss Lamp. Start engine (if possible). Move transmission shift lever through all positions, ending in Park. Turn A/C switch on, then off (if present). Stop the engine and, without starting it again, turn the key on, off, on, off and on. Record 2-digit trouble codes as displayed on the DRB or by counting flashes of the Power Loss Lamp. The 2-digit codes displayed by the Power Loss Lamp are indicated by a series of flashes. For example, code 23 is displayed as flash, flash, 4-second pause, flash, flash, flash. After a slightly longer pause, any other codes stored are displayed in numerical order. Once the lamp begins to display trouble codes, it cannot be stopped. If you lose count, it will be necessary to start over with step 2. Unlike the DRB, the Power Loss Lamp cannot display any codes related to Code 88 diagnosis, show you if oxygen feedback system is switching (lean-rich), or perform actuation test mode. The setting of a specific trouble code is the result of a particular system failure, NOT the reason for that failure, such as failure of a specific component. Therefore, the existence of a particular code denotes the probable area of the malfunction, not necessarily the failed component itself.

SWITCH TEST

After all codes have been displayed, code 55 will flash. The lamp will turn on or off as the following switches are actuated and released

1. Brake Pedal.
2. Gear Shift Selector Park - Reverse - Park.
3. A/C Switch (if equipped).

INDICATOR CODE DECRIPTIONS

Indicator codes are 2-digit numbers that will tell you if certain sequences or conditions have occurred.

Code 88

This code implies the "start of diagnostic mode." If this code is not displayed first, trouble codes will be inaccurate.

Code 55

This is the "end of diagnostic mode." This code will always appear as the final code after all other trouble codes have been displayed.

Code 0

Indicates oxygen feedback system is lean with engine running.

Code 1

Indicates oxygen feedback system is rich with engine running.

Code 8 (Turbo Only)

Indicates detonation sensor system is detecting a knock.

Code 12

Problem with battery feed to logic module. Occurs when feed has been disconnected within last 20-40 engine starts.

ATM CODES

Actuation Test Mode (ATM) test codes are 2-digit numbers, appearing on the Diagnostic Readout Box (DRB), that identify various circuits that will be used during diagnostics. They are listed under applicable trouble codes.

TROUBLE CODE DESCRIPTIONS

The Chrysler Throttle Body and Multi-Point Fuel Injection systems are equipped with a self-diagnostic capability which stores certain "trouble codes" in the logic module when system malfunctions occur. These codes may be recalled to aid in system diagnosis. The following list presents these codes and the system malfunctions which they represent.

Code 11

Problem with distributor circuit. No distributor signal to logic module since restoration of battery voltage.

Problem with battery feed to logic module. Battery feed to logic module has been disconnected within last 20-40 starts.

Code 13

Problem with MAP sensor pneumatic system. Appears if sensor vacuum level does not change between cranking and when engine starts.

Code 14

Problem with MAP sensor electrical system. MAP sensor signal outside of .02-4.9 volt range.

Code 15

Problem with Distance/Speed Sensor circuit. During 7-second period of deceleration from highway speeds with throttle closed, sensor indicates less than 2 MPH when vehicle is moving.

Code 16

Problem with loss of battery voltage sense. Occurs if sensing voltage drops below 4 volts or between 7.5-8.5 volts for more than 20 seconds.

Code 17 (Turbo Only)

Problem with detonation sensor circuit. Occurs when there is no knock signal above 5000 engine RPM for 3 seconds.

Code 21

Problem with O2 Sensor feedback circuit. Occurs if engine temperature is above 170°F (77°C), engine speed is above 2000 RPM, but O2 sensor stays rich or lean (no signal) for more than 22 seconds.

Code 22

Problem with Coolant Temperature Sensor circuit. Appears if coolant sensor voltage is below .51 volt when engine is warm or above 4.96 volts when engine is cold.

Code 23 (Turbo Only)

Problem with Charge Temperature Sensor circuit. Appears if the charge temperature sensor voltage is below .06 volt or above 4.98 volts.

Code 24

Problem with TPS circuit. Appears if the sensor signal is either below .16 volt or above 4.7 volts.

Code 25

Problem with AIS control circuit. Appears if proper voltage from AIS system is not present. An open harness or motor will not activate this code. ATM code 03.

Code 26 (Non-Turbo Only)

During cranking, indicates that peak injector current level has not been reached. ATM code 02.

Code 26 (Turbo Only)

Problem with injectors 1 and 2 firing improperly during cranking. ATM code 02.

Code 27 (Non-Turbo Only)

Problem with fuel control circuit in the logic module, when fuel control interface fails to switch properly.

Code 27 (Turbo Only)

Problem with injectors 3 and 4 firing improperly during cranking. ATM code 02.

Code 31

Problem with Canister Purge Solenoid circuit. Appears if solenoid does not turn on and off when it should. ATM code 07.

Code 32

Problem with Power Loss Lamp circuit. Appears if the lamp does not turn on and off when it should.

Code 33

Problem with A/C cut-out relay driver circuit. Occurs when relay does not turn on and off when it should. ATM code 05.

Code 34 (Non-Turbo Only)

Problem with spare driver circuit.

Code 34 (Turbo Only)

Problem with EGR solenoid circuit. Occurs if solenoid does not turn on and off when it should. ATM code 08.

Code 35

Problem in the radiator fan relay circuit. Appears if relay does not turn on and off when it should. ATM code 04.

Code 36 (Non-Turbo Only)

Problem with spare driver circuit.

Code 36 (Turbo Only)

Problem with wastegate control solenoid circuit. Occurs if solenoid does not turn on and off when it should. ATM code 09.

Code 37 (Non-Turbo Only)

Problem with shift indicator lamp circuit (Man. Trans. only). Occurs when lamp does not turn on and off when it should.

Code 37 (Turbo Only)

Problem with the barometric read solenoid circuit. Appears when solenoid does not turn on and off when it should. ATM code 10.

Code 41

Problem with charging system. Appears if field control fails to switch properly.

Code 42

Problem in the ASD relay circuit. Appears if control voltage of the relay pull-in coil in the power module is not correct. Relay does not turn on and off when it should. ATM code 06.

Code 43

Problem in the spark control interface circuit. Appears if the spark control interface fails to switch properly. ATM code 01.

Code 44 (Non-Turbo Only)

Problem with battery temperature sensing voltage being out of .04-4.90 volt range.

Code 45 (Turbo Only)

Problem in the over boost shut-off circuit. This code appears if MAP sensor signal exceeds a predetermined amount of boost indication.

Code 46

Problem is battery voltage sensing is too high. Appears if battery sense voltage is more than 1 volt above the desired control voltage for more than 20 seconds.

Code 47

Problem is battery sensing voltage is too low. Appears if battery sensing voltage is more than 1 volt below the desired control voltage for more than 20 seconds. Occurs with engine temperature above 160°F and speed above 1500 RPM.

Code 51

Problem is with oxygen feedback system. System is monitored during closed loop operation. Problem occurs if system stays lean for more than two minutes.

Code 52

Problem with oxygen feedback system being latched rich. (stays lean more than 2 minutes).

Code 53

Problem with an internal logic module failure.

Code 54 (Turbo Only)

Problem in the synchronization pick-up circuit. Appears, if at start/run transfer speed, the distributor pick-up signal is present, but the synchronization pick-up signal is missing at the logic module.

Indicates end of diagnostic mode.

Indicates start of diagnostic mode.

Note. Code 88 must appear first in diagnostic mode or fault codes will be inaccurate.

Indicates oxygen feedback system is lean with engine running.

Indicates oxygen feedback system is rich with engine running.

TROUBLE CODE-TO-TEST MENU

TROUBLE CODE TEST INDICATION CHART

Turbo Engine Control System Wiring Diagram. Scheme 95

Non-Turbo Engine Control System Wiring Diagram. Scheme 96

Logic Module Pins - Connector 1 (Non-Turbo). Scheme 97

Power Module Pins - 12-Pin Connector (Non-Turbo). Scheme 98

Power Module Pins - 10-Pin Connector (Non-Turbo). Scheme 99

Throttle Position/AIS Motor Connector Terminals (All). Scheme 100

ASD Relay Connector Terminals (All Models). Scheme 101

Distributor Connector Terminals (All Models). Scheme 102

Purge Solenoid Connector Terminals (Non-Turbo). Scheme 103

EGR/Purge Solenoid Connector Terminals (Turbo). Scheme 104

Wide Open Throttle A/C Relay Connector Terminals (All). Scheme 105

Speed Sensor Connector Terminals (All Models). Scheme 106

Charge Temperature Sensor Connector Terminals (Turbo). Scheme 107

Coolant Temperature Sensor Connector Terminals (All). Scheme 108

MAP Sensor Connector Terminals (Non-Turbo). Scheme 109

MAP Sensor Connector Terminals (Turbo). Scheme 110

Logic Module Pins - Connector 2 (Non-Turbo). Scheme 111

Logic Module Pins - Connector 2 (Turbo). Scheme 112

Power Module Pins - 12-Pin Connector (Turbo). Scheme 113

Power Module Pins - 10-Pin Connector (Turbo). Scheme 114

Logic Module Pins - Connector 1 (Turbo). Scheme 115

POWER LOSS LAMP I/P CIRCUIT BOARD - (NON-TURBO)

Oxygen Sensor Connector Terminals (Non-Turbo). Scheme 116

Distributor Synchronizer Connector Terminals (Turbo). Scheme 117

NO START TESTS INFORMATION

Because of a limited amount of space for titles, NO START tests will be referred to as NS. This allows for a more complete description of the test to be displayed on the menu.

NS1 - 2.2L EFI NON-TURBO PRELIMINARY TESTS

Note. Before replacing major components, be sure connector pins or cavities are not damaged, preventing proper voltage readings.

1. Remove wire from spark plug, and insert insulated screwdriver in terminal. Hold screwdriver shaft 1/4" from good engine ground. Crank engine. A good spark should result, as long as engine is cranked. If spark results, proceed to step 4.
2. If no spark occurred, remove ignition coil wire from distributor cap. Hold coil wire 1/4" from a good engine ground. Crank engine. A good spark should result. If spark is okay, check distributor cap and rotor. If no spark occurred check coil wire.
3. If coil wire was okay, remove throttle body air intake hose. Crank engine and check fuel spray from injector. If spray is okay, perform «NS3 - 2»(/chrysler/lebaron/ii-1981-1989/remont/testing-diagnostics/#22l-efi-tests-wcodes) .2L EFI (ALL) IGNITION TEST. If no fuel spray occurred, perform «NS6 - 2.2L EFI (ALL) IGNITION/INJECTORS/FUEL TEST»(/chrysler/lebaron/ii-1981-1989/remont/testing-diagnostics/#22l-efi-tests-wcodes) .
4. If spark was good in step 1, remove throttle body air intake hose. Crank engine and check spray from injector. Fuel should spray from injector. If not, check fuel pressure and fuel pump and pump wiring. If problem still exists, perform «NS4 - 2.2L EFI NON-TURBO FUEL TEST»(/chrysler/lebaron/ii-1981-1989/remont/testing-diagnostics/#22l-efi-tests-wcodes) . If injector is flooding, perform only step 9 of NS4.
5. If spray pattern was good in step 4, connect the DRB to the engine harness connector. Turn ignition switch on-off-on-off-on within 5 seconds. Code 88 should appear on the display. If not, replace logic module.
6. If code 88 appears, remove spark plugs. Check tips for wet fuel. If wet, clean and reinstall. Attempt restart. If spark plugs were dry, check engine timing for 0-16° BTDC. If okay, check valve timing.
7. If timing was not 0-16° BTDC, set timing to 10° BTDC during cranking. Engine should start. If engine starts, reset timing to 10° BTDC. If engine does not start, check valve timing.

NS2 - 2.2L EFI TURBO PRELIMINARY TEST

1. Remove wire from spark plug, and insert insulated screwdriver in terminal. Hold screwdriver shaft 1/4" from good engine ground. Crank engine. A good spark should result, as long as engine is cranked. If spark results, proceed to step 4. If spark occurs for approximately 7 seconds and then stops, perform Test 5 - Injectors.
2. If no spark occurred, remove ignition coil wire from distributor cap. Hold coil wire 1/4" from a good engine ground. Crank engine. A good spark should result. If spark is okay, check distributor cap and rotor.
3. If no spark occurred in step 2, connect voltmeter positive lead to Green/White wire of injector 6-wire connector. Attach negative lead to ground. Crank engine for at least 7 seconds. Voltmeter should read within 1 volt of cranking voltage as long as engine is cranked. If voltage is okay, perform «NS3 - 2.2L EFI (ALL) IGNITION TEST»(/chrysler/lebaron/ii-1981-1989/remont/testing-diagnostics/#22l-efi-tests-wcodes) . If voltage was not present or only present for approximately 1 second, perform «NS6 - 2.2L EFI (ALL) IGNITION/INJECTORS/FUEL TEST»(/chrysler/lebaron/ii-1981-1989/remont/testing-diagnostics/#22l-efi-tests-wcodes) .
4. If good spark resulted in step 1, install fuel pressure gauge to fitting on fuel rail. Crank engine for at least 7 seconds. Fuel pressure should be at least 40 psi (2.8 mk/cm 2 ). If not, check fuel pump, fuel pump wires, and secondary fuel pump.
5. If fuel pressure was okay, connect voltmeter positive lead to Orange/Dark Blue wire of throttle body 6-wire connector. Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read .5-1.5 volt. If not, replace throttle position sensor.
6. If voltage was correct, connect the DRB to the engine harness connector. Turn ignition switch on-off-on-off-on within 5 seconds. Code 88 should appear on readout box display. If not, replace logic module.
7. If code 88 appeared, remove spark plugs. Check tips for wet fuel. If plugs are wet, clean and reinstall. Attempt restart. If spark plugs were dry, check engine timing for 0-16° BTDC. If okay, check valve timing.
8. If timing was not 0-16° BTDC, set timing to 10° BTDC during cranking. Engine should start. If engine starts, reset timing to 10° BTDC. If engine does not start, check valve timing.

Throttle Body 6-Wire Connector. Scheme 118

Scheme 119

1. Connect the DRB to the engine harness connector. Disconnect and reconnect battery connector. Crank engine for 5 seconds and turn ignition switch off. Call up diagnostic mode, and record all codes. If codes 88-12-43-55 come up, proceed to step 7.
2. If codes 88-12-55 came up, connect voltmeter positive lead to ignition coil positive terminal. Attach negative lead to ground. Activate ATM code 01. Voltmeter should read within 1 volt of battery voltage. If 0 volts, repair open wire to power module.
3. If voltage was okay in step 2, move voltmeter positive lead to coil negative terminal. Voltmeter should be pulsating between 1-3 volts. If voltage is okay, but engine will not start, replace ignition coil. If reading is 0-1 volts, proceed to step 5. (Scheme 119): Power Module 10-Wire Connector, Logic Module Red Connector View From Wire End & Power Module 12-Wire Connector
4. If voltage in step 3 was pulsating within 1 volt of battery voltage, turn ignition switch off. Disconnect 10-wire connector from power module. Connect ohmmeter leads to negative terminal of ignition coil and cavity No. 1 of power module 10-wire connector. Continuity should exist. If continuity exists, replace power module. If no continuity exists, repair or replace wire from cavity No. 1 to ignition coil.
5. With the DRB connected to engine harness connector, turn ignition switch off. Disconnect wire from negative terminal of coil. Connect voltmeter positive lead to negative terminal and negative lead to ground. Activate ATM code 01. Voltage should be pulsating within 1 volt of battery voltage. If not, replace ignition coil.
6. If voltage was okay in step 5, check for short to ground in wire from coil to 10-wire connector cavity No. 1. If wire is not shorted, replace power module.
7. With the DRB connected to engine harness connector, turn ignition switch off. Disconnect ignition coil wire from distributor cap, and place it on thermostat housing so there is 1/4" gap. Disconnect White connector from logic module, and connect one end of jumper wire to cavity No. 6. Turn ignition switch on and activate ATM.
8. Touch other end of jumper wire to a good engine ground. Make and break this connection several times. There should be a spark at the coil wire each time connection is broken. If sparks occur, replace logic module.
9. If no sparks occurred, turn ignition switch off and remove jumper wire. Disconnect power module 12-wire connector. Connect ohmmeter leads to cavity No. 6 of the logic module white connector and to cavity No. 10 of 12-wire connector. Continuity should exist. If so, but engine will not start, replace power module. If no continuity exists, repair open wire.

Scheme 120

Scheme 121

Scheme 122

1. Connect the DRB to the engine harness connector. Disconnect and reconnect battery connector. Crank engine for 5 seconds and turn off ignition switch. Turn on diagnostic mode and record codes. If codes 88-12-26-55 come up, proceed to step 3. If codes 88-12-27-55 comes up, proceed to step 6.
2. If codes 88-12-55 comes up, check fuel pressure for 34-38 psi (2.4-2.7 kg/cm 2 ). If no fuel pressure check fuel pump and wiring. If pressure is okay, connect voltmeter positive lead to Orange/Dark Blue wire of throttle body 6-wire connector. Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read.,5-1.5 volts. If voltage is okay, replace injector. If voltage is not okay, replace throttle position sensor.
3. If in step 1 codes 88-12-26-55 came up, leave system in diagnostic mode and disconnect fuel injector connector. Connect an analog voltmeter with 1 or 2 volt scale to terminals of fuel injector connector. Put system in ATM mode, code 02. Voltmeter should pulsate between 0-1 volt. If so, replace fuel injector.
4. If the voltmeter isn't pulsating, leave the connector disconnected. Turn ignition switch off. Disconnect power module 10-wire connector. Connect ohmmeter leads to cavity No. 7 of 10-wire connector and to White wire of injector connector. Continuity should be indicated. If not, repair open wire from cavity No. 7 to injector. (Scheme 120): Throttle Body 6-Wire Connector, Injector Connector & Power Module 10-Wire Connector
5. If continuity was present, move ohmmeter leads to cavity No. 5 of 10-wire connector and Tan wire of injector connector. Continuity should be indicated. If not, repair open wire from cavity No. 5 to injector. If continuity exists, replace power module.
6. If in step 1 codes 88-12-27-55 came up, leave the DRB connected to the engine harness connector. Turn ignition switch off. Disconnect injector connector. Connect voltmeter to injector connector terminals. Disconnect logic module White connector. Connect jumper wire between cavity No. 2 and ground. Turn ignition switch to "RUN" position, and press ATM button. (Scheme 121): Injector Connector, Power Module 10-Wire Connector & Logic Module White Connector View From Wire End
7. Voltmeter should show voltage, the amount not being important. If negative voltage is being shown, reverse leads at injector connector. If some voltage is present, replace the logic module.
8. If no voltage is found, leave logic module White connector disconnected. Turn ignition switch off and remove jumper wire from cavity No. 2. Disconnect power module 12-wire connector. Connect ohmmeter leads between cavity No. 2 of White connector and cavity No. 1 of 12-wire connector. Ohmmeter should indicate continuity. If so, replace power module. If not, repair open wire. (Scheme 122): Logic Module White Connector View From Wire End & Power Module 12-Wire Connector
9. If injector was flooding in step 4 of Test 1, remove throttle body air intake hose. Disconnect injector electrical connector. Crank engine and observe spray from injector. There should be none. If fuel is spraying, replace injector.
10. If no fuel is spraying, connect the DRB to the wiring harness connector. Turn ignition switch off. Disconnect logic module White connector. Reconnect injector connector. Turn ignition switch to "RUN" position. Press ATM button. No fuel should spray from injector. If no fuel is spraying, replace logic module.
11. If fuel is spraying from injector, turn ignition switch off. Disconnect power module 12-wire connector. Connect ohmmeter leads between cavity No. 1 of 12-wire connector and ground. Ohmmeter should not show continuity. If there is no continuity, replace power module. If continuity exists, repair wire shorted to ground.

Scheme 123

Scheme 124

Scheme 125

1. Connect the DRB to the engine harness connector. Disconnect and reconnect battery connector. Crank engine for 7 seconds and turn off ignition switch. Turn on diagnostic mode and record all codes. If 88-12-27-55 comes up, proceed to step 7.
2. If codes 88-12-26-55 comes up, turn ignition switch off. Connect voltmeter positive lead to White wire of injector 6-way connector. Attach negative lead to ground. Disconnect electrical leads for injectors 3 and 4.
3. Disconnect Red connector from logic module. Connect one end of jumper wire to cavity No. 2 of connector. Turn ignition switch to "RUN" position. Press ATM button. Touch other end of jumper wire to a good ground, making and breaking the connection several times. Voltmeter should pulsate as connection is broken. If so, but engine will not start, replace logic module. (Scheme 123): Injector 6-Wire Connector, Logic Module Red Connector View From Wire End & Power Module 12-Wire Connector
4. If voltmeter does not pulsate, turn ignition switch off. Disconnect power module 12-wire connector. Connect ohmmeter leads to cavity No. 2 of Red logic module connector and cavity No. 1 of 12-wire connector. Ohmmeter should show continuity. If not, repair open wire.
5. If continuity was present, disconnect power module 10-wire connector and turn ignition switch off. Connect ohmmeter leads to cavities No. 5 and 6 of 10-wire connector. Ohmmeter should again show continuity. If no continuity exists, repair open wires for cavities No. 5 and 6.
6. If continuity existed in step 5, disconnect the injector 6-wire connector. Connect an ohmmeter between White wire of 6-wire connector and ground. No continuity should be shown. If continuity exists, disconnect injector 1. If short goes away, replace injector 1. If short does not go away, replace injector 2. If no continuity was found, replace the power module. (Scheme 124): Injector 6-Wire Connector & Power Module 10-Wire Connector
7. If in step 1 codes 88-12-27-55 appeared, turn ignition switch off. Connect voltmeter positive led to Tan wire of injector 6-wire connector. Disconnect electrical leads from injectors 1 and 2.
8. Connect one end of jumper wire to cavity No. 3 of Red connector. Turn ignition switch to "RUN" position. Press ATM button. Touch other end of jumper wire to good ground, making and breaking the connection. If voltmeter pulsates when connection is broken and engine will not start, replace logic module.
9. If voltmeter does not pulsate, turn ignition switch off. Disconnect power module 12-wire connector. Connect ohmmeter leads to cavity No. 3 of logic module Red connector and cavity No. 8 of 12-way connector. If no continuity is shown, repair open wire. (Scheme 125): Injector 6-Wire Connector, Logic Module Red Connector View From Wire End & Power Module 12-Wire Connector
10. If continuity is shown, connect ohmmeter leads to cavities No. 6 and 7 of 10-way connector. If no continuity is shown, repair open wire for cavities No. 6 and 7.
11. If continuity existed in step 10, disconnect injector 6-wire connector. Connect ohmmeter leads to Tan wire of 6-wire connector and to ground. Continuity should not be indicated. If continuity is shown, disconnect injector 3. If short goes away, replace injector 3. If short still exists, replace injector 4.
12. If no continuity existed in step 11, replace power module.

Power Module 10-Wire Connector & Injector 6-Wire Connector. Scheme 126

Scheme 127

Scheme 128

Scheme 129

Scheme 130

1. Connect the DRB to the engine harness connector. Disconnect and reconnect battery connector. Crank engine for 5 seconds (7 seconds on Turbo), and then turn ignition switch off. Begin diagnostic mode and record all codes.
2. If codes 88-12-26-55 or 88-12-27-55 come up, replace power module. If codes 88-11-12-22-23-24-55 come up on turbo model, repair open wire in cavity No. 25 of logic module Red connector. If codes 88-11-12-22-24-55 come up on non-turbo models, repair open wire in cavity No. 25 of logic module White connector.
3. If codes 88-11-12-55 comes up, proceed to step 15. If codes 88-12-27-42-55 (turbo only) or codes 88-12-26-42-55 (all models) come up, proceed to step 20.
4. If there is no code 88 displayed, turn ignition switch off. Connect voltmeter positive lead to cavity No. 1 of logic module Black connector (Blue on turbo). Attach negative lead to ground. Turn ignition switch to the "RUN" position. Voltmeter should read at least 4.5 volts. If no voltage is indicated, proceed to step 7.
5. If voltage was correct, move voltmeter positive lead to cavity No. 2 of same connector. Voltmeter should read within 1 volt of battery voltage. If voltage is okay and engine will not start, replace the logic module. (Scheme 127): Logic Module Blue Connector Pins 1 & 2 - View From Wire End
6. If no voltage was recorded in step 5, disconnect 10-wire connector from power module. Move voltmeter positive lead to connector's cavity No. 4. Voltmeter should read within 1 volt of battery voltage. If voltage is good, but engine will not start, replace power module. If no voltage was recorded, repair open wire from cavity No. 4 to battery.
7. If in step 4 no voltage was indicated, turn ignition switch off. Disconnect White connector (Red on turbo) from logic module. Connect ohmmeter leads to cavity No. 24 and ground. Ohmmeter should show continuity. If not, repair open wire at cavity No. 24.
8. If continuity was indicated, connect voltmeter positive lead to cavity No. 23 of same connector. Turn ignition switch to "RUN". Voltmeter should show 7.5-9.0 volts. If voltage is not within correct range, proceed to step 11.
9. If voltage was correct, turn ignition switch off. Disconnect both connectors from logic module. Remove logic module. Remove cover plate of logic module to gain access to MAP sensor connector. Reconnect logic module connectors. Connect voltmeter positive lead to cavity No. 1 of Black connector (Blue on turbo). Connect negative lead to ground. Turn ignition switch to "RUN". (Scheme 128): Logic Module Red & Blue Connectors - Viewed From Wire End
10. Voltage should read at least 4.5 volts. If so, replace the MAP sensor. If no voltage is indicated, replace logic module.
11. If voltage was not correct in step 8, leave voltmeter connected to cavity No. 23 with ignition switch in "RUN" position. Disconnect distributor connector. Voltmeter should read 7.5-9.0 volts. If voltage is okay, replace distributor pick-up coil.
12. If no voltage was recorded in step 11, turn ignition switch off. Disconnect 12-wire connector from power module. Connect voltmeter positive lead to pin No. 12 of power module and negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read 7.5-9.0 volts. If voltage is correct, repair open in wire for cavity No. 12 (from power module to logic module).
13. If no voltage was indicated in step 10, turn ignition switch off. Disconnect 10-wire connector from power module. Connect voltmeter positive lead to cavity No. 2 and negative lead to either cavity No. 9 or 10. Turn ignition switch to "RUN" position. Voltmeter should read within 1 volt of battery voltage. (Scheme 129): Power Module 12-Wire & 10-Wire Connectors
14. If voltage is okay, replace power module. If no voltage was indicated, move negative lead to a good engine ground. If voltmeter now reads correctly, repair open in power module ground circuit. If voltmeter still reads no voltage, repair open wire in cavity No. 2 that leads to ignition switch.
15. Turn ignition switch off. Disconnect distributor pick-up coil connector. Remove coil wire from distributor and hold 1/4" from a good ground. Turn ignition switch to "RUN" position. Connect a jumper wire between cavities No. 2 and 3 of harness connector. Make and break the jumper connection. A spark should result each time at coil wire. Remove jumper wire.
16. If spark does not occur, proceed to step 17. If spark results, connect voltmeter positive lead to cavity No. 1 of distributor harness connector. Connect negative lead to ground. Voltmeter should read 7.,5-9.0 volts. If not, repair open wire of cavity No. 1 leading to harness splice. If voltage was okay, replace distributor pick-up coil.
17. If spark did not occur in step 15, connect voltmeter positive lead to cavity No. 3 of distributor harness connector. Connect negative lead to cavity No. 2 of same connector. With ignition switch in "RUN" position, voltmeter should read at least 4.0 volts. If voltage is correct, replace logic module.
18. If no voltage was indicated in step 17, move voltmeter negative lead from cavity No. 2 to a good engine ground. Voltmeter should read at least 4.0 volts. If okay, repair open wire from cavity No. 2 to splice in harness.
19. If no voltage was indicated in step 18, connect voltmeter positive lead to cavity No. 10 of White (Red on turbo) logic module connector. Attach negative lead to ground. Voltmeter should indicate at least 4.0 volts. If no voltage is indicated, replace logic module. If voltage is okay, repair open wire from cavity No. 10 to distributor harness connector. (Scheme 130): Distributor Harness Connector & Logic Module Red Connector Viewed From Wire End
20. Turn ignition switch off. Disconnect White (Red on turbo) connector from logic module. Connect voltmeter positive lead to cavity No. 17, and attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read within 1 volt of battery voltage. If voltage is okay, replace logic module.
21. If reading was 0-1 volt, turn ignition switch off. Disconnect 12-wire connector from power module. Turn ignition switch to "RUN" position. Connect voltmeter positive lead to pin No. 5 of the power module. Attach negative lead to ground. Voltmeter should read +/- 1 volt of battery voltage. If not, replace the power module. If voltage is okay, repair open or shorted wire in cavity No. 5 of the 12-way connector.

Logic Module Red Connector View From Wire End & Power Module 12-Wire Pin Connector. Scheme 131

DRIVEABILITY TEST INFORMATION

Because of a limited amount of space for titles, DRIVEABILITY tests will be referred to as DR. This allows for a more complete description of the test to be displayed on the menu.

DRIVEABILITY TESTS 2.2L EFI TURBO/NON-TURBO PRELIMINARY TESTS

1. Connect the DRB to the engine harness connector. Turn ignition switch on-off-on-off-on within 5 seconds. Record all trouble codes. If codes 15-21-47-51 or codes 15-21-47-52 come up, proceed to «TROUBLE CODE TEST INDICATION CHART»(/chrysler/lebaron/ii-1981-1989/remont/testing-diagnostics/#22l-efi-tests-wcodes) .
2. Turn ignition switch off. Disconnect and reconnect battery connector. Without depressing accelerator, start engine. Let engine run for 2 minutes. Cycle transmission gear selector on auto. trans. models. If equipped, turn A/C button on and off. Turn engine off.
3. Turn ignition switch on-off-on-off-on within 5 seconds, recording all codes. If the same code appears before and after engine is started, the problem still exists. Proceed to «TROUBLE CODE TEST INDICATION CHART»(/chrysler/lebaron/ii-1981-1989/remont/testing-diagnostics/#22l-efi-tests-wcodes) . If a code does not reappear after engine is started, the problem no longer exists, but was intermittent. Check for loose or corroded wiring connections in the circuit. Using wiring diagram as a guide.
4. If code 88 fails to display, repair battery feed to cavity No. 2 of logic module Black connector (Blue on turbo). If codes 88-12-53-55 come up, replace logic module. If codes 88-12-47-55 come up, check for loose fan belt. If okay, check the battery or alternator. On turbo models, if codes 88-12-31-34-36-37-55 come up, check ignition feed to solenoid assembly. If okay, replace logic module.
5. All codes will open by displaying codes 88 then 12. These will be followed by the indicated trouble code. Diagnosis will end with code 55. Only the indicated codes will be used in the majority of the Driveability Tests.

DR1 - CODES 13 &/OR 14, 2.2L EFI (ALL)

1. Turn ignition switch off. Disconnect vacuum hose from MAP sensor and connect vacuum gauge to it. Start engine and look at gauge with engine idling. Look at gauge while snapping throttle open and closed.
2. Gauge should read manifold vacuum with engine idling, and should immediately drop toward zero when throttle is snapped open and closed. If vacuum is zero, repair vacuum line to throttle body. If vacuum drops slowly, repair restriction in vacuum supply line.
3. If vacuum gauge reads manifold vacuum and immediately drops toward zero, turn engine off. Remove MAP sensor from logic module. Do not disconnect MAP sensor. Connect voltmeter negative lead to ground. Turn ignition switch to "RUN" position. Touch positive lead to point where Red wire connects to MAP sensor printed circuit board. Voltmeter should read at least 4 volts. If no voltage is present, replace logic module.
4. If voltage is okay, leave MAP sensor removed and ignition switch in "RUN" position. Disconnect MAP sensor connector. Connect voltmeter positive lead to White wire and negative lead to Black wire of connector that goes to logic module printed circuit board. Voltmeter should at least read 4 volts. If voltage is okay, replace MAP sensor. If voltage is not okay, replace the logic module.

MAP Sensor. Scheme 132

DR2 - CODE 15, 2.2L EFI (ALL)

1. With the DRB connected and ignition switch in "RUN" position, remove air cleaner assembly. Remove speed sensor from transaxle. Place system in Switch Test Mode. Slowly rotate speed sensor, while checking that display on readout box changes. If so, check for proper engagement of sensor to transaxle.
2. If display does not change, disconnect speed sensor connector. If vehicle is equipped with electronic instrument cluster, voice alert, or navigator, speed sensor wire must be removed from the 40-wire bulkhead connector before performing the rest of this test.
3. Connect voltmeter positive lead to White/Orange wire of speed sensor harness connector. Connect negative lead to Black/Blue wire of same connector. Turn ignition switch to "RUN" position. Voltmeter should read at least 4 volts. If voltage is okay, replace speed sensor. If no voltage is indicated, move voltmeter negative lead to a good engine ground. If reading is okay, repair open ground wire.
4. If voltmeter still reads 0 volts, connect voltmeter positive lead to cavity No. 14 of logic module Black connector (Blue on turbo). Attach negative lead to ground. Voltmeter should read at least 4 volts. If so, repair open wire between cavity No. 14 and speed sensor connector. If no voltage is indicated, replace logic module.

DR3 - CODE 16, 2.2L EFI (ALL)

1. Turn ignition switch off. Disconnect logic module Black connector (Blue on turbo). Connect voltmeter positive lead to cavity No. 22 and negative lead to ground. Voltmeter should read within 1 volt of battery voltage.
2. If voltage is okay, replace logic module. If no voltage is present, repair open wire from cavity No. 22 to wiring harness splice.

Logic Module Blue Connector View From Wire End. Scheme 133

DR4 - CODE 17, 2.2L EFI (ALL)

1. With the DRB connected to the engine harness connector, disconnect detonation sensor connector. Connect one end of jumper wire to detonation sensor connector. Start engine and increase speed to more than 1000 RPM. Momentarily touch the jumper wire to the positive post of the battery.
2. When wire touches battery, an 8 should be displayed on readout box. If so, replace detonation sensor. If not, turn engine off and remove jumper wire. Disconnect logic module Blue connector. Connect ohmmeter leads to cavity No. 24 of Blue connector and to detonation sensor connector. Ohmmeter should indicate continuity. If not, repair open wire. If continuity is shown, replace logic module.

Logic Module Blue Connector View From Wire End & Detonation Sensor Connector. Scheme 134

DR5 - CODE 21, 2.2L EFI (ALL)

1. With the DRB connected to the engine harness connector, turn ignition switch off. Disconnect oxygen sensor connector. Connect one end of jumper wire to harness end of oxygen sensor connector. Start engine and touch other end of jumper wire, in turn, to battery positive and negative posts.
2. When wire touches positive post, readout box should display 1. When negative post is touched, readout box should display 0. If so, replace oxygen sensor. If numbers do not appear, leave oxygen sensor disconnected. Turn engine off. Disconnect logic module Black connector (Blue on turbo).
3. Connect ohmmeter leads to cavity No. 18 of connector and to oxygen sensor wiring harness connector. Continuity should be indicated. If so, replace logic module. If not, repair open wire from cavity No. 18 to oxygen sensor.

Logic Module Blue Connector View From Wire End & O2 Sensor Harness Connector. Scheme 135

DR6 - CODE 22, 2.2L EFI (ALL)

1. Turn ignition switch off. Disconnect connector from coolant sensor. Connect ohmmeter leads to coolant sensor terminals. Ohmmeter should indicate resistance, how much is unimportant. If no resistance is indicated, check for open circuit or replace coolant sensor.
2. If resistance was indicated, turn ignition switch off. Reconnect coolant sensor connector. Disconnect both connectors from logic module. Connect ohmmeter leads between cavity No. 25 of White connector (Red on turbo) and cavity No. 23 of Black connector (Blue on turbo). Ohmmeter should show some resistance, how much is unimportant.
3. If some resistance is noted, replace logic module. If no resistance is indicated, repair open wire between cavity No. 23 of Black connector (Blue on turbo) and coolant sensor.

Logic Module Red & Blue Connectors Viewed From Wire End. Scheme 136

DR7 - CODE 23, 2.2L EFI TURBO

1. Turn ignition switch off. Disconnect charge sensor connector. Connect ohmmeter leads to sensor terminals. Ohmmeter should show resistance. If not, repair open wire or replace charge sensor.
2. If resistance was indicated, reconnect charge sensor connector. Disconnect both connectors from logic module. Connect ohmmeter leads to cavity No. 25 of Red connector and to cavity No. 25 of Blue connector. Ohmmeter should indicate some resistance. If not, repair open wire between cavity No. 25 of Blue connector and charge sensor. If resistance was shown, replace logic module.

Logic Module Red Connector View From Wire End & Logic Module Blue Connector View From Wire End. Scheme 137

Scheme 138

1. Turn ignition switch off. Disconnect throttle body 6-wire connector. Connect an ohmmeter leads between the Orange/White wire and the Orange/Blue wire of throttle body connector. Ohmmeter should show resistance. If not, check for open circuit or replace throttle position sensor.
2. If some resistance was indicated, leave ignition switch off and throttle body 6-wire connector disconnected. Connect ohmmeter reads between Orange/White wire and Black/Blue wire of throttle body connector. Ohmmeter should show some resistance. If not, repair open circuit or replace throttle position sensor. (Scheme 138): Throttle Body 6-Wire Connectors
3. If some resistance was noted, reconnect throttle body 6-wire connector. Disconnect logic module Black connector (Blue on turbo). Connect ohmmeter leads to cavities No.1 and 21. Ohmmeter should show resistance. If not, repair shorted or open wires in cavities No. 1 and 21.
4. If some resistance was indicated, leave ignition switch off and disconnect both logic module connectors. Connect ohmmeter leads to cavity No. 1 of Black connector (Blue on turbo) and cavity No. 25 of White connector (Red on turbo). Ohmmeter should show resistance. If not, repair open wire between cavity No. 25 and throttle body 6-wire connector. If resistance was indicated, replace logic module.

Logic Module Glue Connector View From Wire Ends & Logic Module Red Connector View From Wire End. Scheme 139

Scheme 140

1. Turn ignition switch off. Disconnect throttle body 6-wire connector. Connect ohmmeter leads to Brown/White wire and Gray/Red wire of throttle body connector. Ohmmeter should show resistance. If not, replace AIS motor. If resistance was indicated, move ohmmeter lead from Gray/Red wire to ground. Ohmmeter should indicate an open circuit. If 0 resistance is indicated, replace AIS motor. (Scheme 140): Throttle Body 6-Wire Connectors
2. If ohmmeter indicated an open circuit, disconnect logic module White connector (Red on turbo). Connect ohmmeter leads to cavities No. 18 and 22. Ohmmeter should show an open circuit. If 0 resistance is indicated, repair the shorted wires at cavities No. 18 and 22.
3. If open circuit was indicated, connect voltmeter positive lead to cavity No. 7 or 8 of White connector (Red on turbo). Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should indicate within 1 volt of battery voltage. If voltage is okay, replace logic module. If 0 volts are shown, repair open in fused J2 wire to power module.

Logic Module Red Connector View From Wire End & Test Logic Module White Connector View From Wire End. Scheme 141

Scheme 142

Scheme 143

1. Connect the DRB to the engine harness connector. Connect voltmeter positive lead to Pink/White wire (Pink wire of 4-wire connector on turbo) of canister purge solenoid connector. Attach negative lead to ground. Place system in ATM Test Mode, code 07. Voltmeter reading should pulsate and solenoid should click. (Scheme 142): Solenoid 4-Wire Harness Connector & Canister Purge Solenoid Connector
2. If so, check for poor connection in circuit. If voltmeter is not pulsating but reads 0-1 volt, disconnect logic module Black connector (Blue on turbo). If voltage is now within 1 volt of battery voltage, replace logic module. If not, proceed to step 4.
3. If in step 1 voltmeter did not pulsate, but read within 1 volt of battery voltage, turn ignition switch off. Connect voltmeter positive lead to cavity No. 5 of Black connector (Blue on turbo). Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read within 1 volt of battery voltage. If so, replace logic module. If no voltage is indicated, repair open wire from cavity No. 5 to canister purge solenoid.
4. Turn ignition switch off. Disconnect canister purge connector (4-wire and single connectors on turbo). Connect ohmmeter leads to solenoid terminals (to Blue wire of single connector and Pink wire of 4-wire connector on turbo). Ohmmeter should show resistance. If open circuit is indicated, replace canister purge solenoid assembly. (Scheme 143): Solenoid Assembly Connectors & Logic Module Blue Connector View From Wire End
5. On non-turbo models if some resistance was indicated in step 4, connect voltmeter positive lead to Blue wire of solenoid harness connector. Attach negative lead to ground. Turn ignition switch to the "RUN" position. Voltmeter should read within 1 volt of battery voltage. If so, repair shorted-to-ground Green wire to logic module. If no voltage is indicated, repair open Blue wire to ignition switch.
6. On turbo models, if some resistance was indicated in step 4, disconnect logic module Blue connector. Connect ohmmeter leads to cavity No. 5 of Blue connector and to ground. Ohmmeter should not read continuity. If it does, repair shorted-to-ground wire at cavity No. 5. If no continuity is indicated, replace logic module.

Logic Module Blue Connector View From Wire End. Scheme 144

DR11 - CODE 32, 2.2L EFI (ALL)

Turn ignition switch off. Disconnect logic module Black connector (Blue on turbo). Turn ignition switch to "RUN" position. Using a jumper wire, ground cavity No. 4 of module connector. Power loss lamp should be on. If so, replace logic module. If not on, repair open circuit to cavity No. 4

Logic Module Blue Connector View From Wire End. Scheme 145

Scheme 146

1. Connect the DRB to the engine harness connector. Connect voltmeter positive lead to Dark Blue/Orange wire of A/C cut-out relay. Attach negative lead to ground. Place system in ATM Test Mode, code 05. Voltmeter should pulsate and relay should click. If so, check for a poor connection.
2. If voltmeter is not pulsating, but reads 0-1 volt, disconnect logic module Black connector (Blue on turbo). If voltage is now within 1 volt of battery voltage, replace logic module. If not within 1 volt of battery voltage, proceed to step 4.
3. If voltmeter did not pulsate, in step 1 but read within 1 volt of battery voltage, turn ignition switch off. Connect voltmeter positive lead to cavity No. 3 of logic module Black connector (Blue on turbo). Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read within 1 volt of battery voltage. If voltage is okay, replace logic module. If voltage is not as specified, repair open wire from cavity No. 3 to A/C cut-out relay. (Scheme 146): A/C Cut-Out Relay 3-Wire Connector & Logic Module Blue Connector View From Wire End
4. Turn ignition switch off. Disconnect connectors from A/C cut-out relay. Connect ohmmeter leads to terminals 1 and 4 of relay. Ohmmeter should show resistance. If open is indicated, replace relay.
5. If some resistance was noted, connect voltmeter positive lead to single wiring harness connector of relay. Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read within 1 volt of battery voltage. If so, repair shorted-to-ground Blue/Orange wire of relay 3-wire connector. If no voltage is indicated, repair open wire in single connector to ignition switch.

A/C Cut-Out Relay. Scheme 147

Scheme 148

1. Connect the DRB to the engine harness connector. Connect voltmeter positive lead to Gray wire of EGR solenoid 4-wire connector. Attach negative lead to ground. Place system in ATM Test Mode, code 08. Voltmeter should pulsate and solenoid should click.
2. If so, check for poor connection. If voltmeter is not pulsating, but reads 0-1 volt, disconnect logic module Blue connector. If voltage is now within 1 volt of battery voltage, replace logic module. If voltage does not change, proceed to step 4.
3. If voltmeter did not pulsate in step 1 but reads within 1 volt of battery voltage, turn ignition switch off. Connect voltmeter positive lead to cavity No. 6 of Blue connector. Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read within 1 volt of battery voltage. If so, replace logic module. If no voltage is indicated, repair open wire from cavity No. 6 to EGR solenoid. (Scheme 148): Solenoid r-Wire Harness Connector & Logic Module Blue Connector View From Wire End
4. Turn ignition switch off. Disconnect EGR solenoid 4-wire connector and single connector. Connect ohmmeter leads to Blue wire of single connector and Gray wire of 4-wire connector. Ohmmeter should show resistance. If open is indicated, replace EGR solenoid assembly.
5. If some resistance was noted, disconnect logic module Blue connector. Connect ohmmeter leads to cavity No. 6 of Blue connector and ground. Continuity should not be indicated. If continuity exists, repair shorted-to-ground wire at cavity No. 6. If no continuity was indicated, replace logic module.

Solenoid Assembly Connectors & Logic Module Blue Connector View From Wire End. Scheme 149

DR14 - CODE 35, 2.2L EFI (ALL)

1. Connect the DRB to the engine harness connector. Connect voltmeter positive lead to Dark Blue/Pink wire of radiator fan relay. Attach negative lead to ground. Place system in ATM Test Mode, code 04. Voltmeter should pulsate and fan relay should click. If so, check for poor connections.
2. If voltmeter is not pulsating but reads 0-1 volt, disconnect logic module White connector (Red on turbo). If voltage is now within 1 volt of battery voltage, replace logic module. If not, proceed to step 4.
3. If in step 1 voltmeter was not pulsating but read within 1 volt of battery voltage, turn ignition switch off. Connect voltmeter positive lead to cavity No. 21 of White connector (Red on turbo). Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read within 1 volt of battery voltage. If so, replace logic module. If no voltage is indicated, repair open wire from cavity No. 21 to fan relay.
4. Turn ignition switch off. Disconnect smaller of two 3-wire connectors from relay. Connect ohmmeter leads to terminals 1 and 2 of relay. Ohmmeter should show some resistance. If an open is indicated, replace relay.
5. If some resistance was indicated, connect voltmeter positive lead to White wire of 3-wire connector. Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read within 1 volt of battery voltage. If so, repair shorted-to- ground Blue/Pink wire of 3-wire connector. If no voltage is indicated, repair open White wire from 3-wire connector to fuse box.

Radiator Fan Relay Terminals & Fan Relay Connector. Scheme 150

Scheme 151

1. Connect the DRB to the engine harness connector. Connect voltmeter positive lead to Green wire of wastegate solenoid assembly 4-wire connector. Attach negative lead to ground. Place system in ATM Test Mode, code 09. Voltmeter should pulsate and solenoid should click. If so, check for poor connections.
2. If voltmeter is not pulsating but reads 0-1 volt, disconnect logic module Red connector. If voltage is now within 1 volt of battery voltage, replace logic module. If not, proceed to step 4.
3. If in step 1 voltmeter was not pulsating but read within 1 volt of battery voltage, turn ignition switch off. Connect voltmeter positive lead to cavity No. 19 of Red connector. Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read within 1 volt of battery voltage. If so, replace logic module. If no voltage is indicated, repair open wire from cavity No. 19 to wastegate solenoid. NOTE: There is no wire in cavity No. 19, however there is a pin connector in the logic module which is an access point for measuring M.A.P. sensor output voltage. (Scheme 151): Solenoid 4-Wire Harness Connector & Logic Module Red Connector View From Wire End
4. Turn ignition switch off. Disconnect solenoid 4-wire and single connector. Connect ohmmeter leads to Blue wire of single connector and Green wire of 4-wire connector. Ohmmeter should show some resistance. If an open is indicated, replace solenoid assembly.
5. If some resistance was indicated, disconnect logic module Red connector. Connect ohmmeter leads to cavity No. 19 of Red connector and to ground. Ohmmeter should not indicate continuity. If so, repair shorted-to-ground wire at cavity No. 19. If no continuity is indicated, replace logic module.

Note. There is no wire in cavity No. 19, however there is a pin connector in the logic module which is an access point for measuring M.A.P. sensor output voltage.

Solenoid Assembly Connectors & Logic Module Red Connector View From Wire End. Scheme 152

Scheme 153

1. Connect the DRB to the engine harness connector. Connect voltmeter positive lead to Blue wire of Barometric Read solenoid 4-wire connector. Attach negative lead to ground. Place system in ATM Test Mode, code 10. Voltmeter should pulsate and solenoid should click. If so, check for poor connections.
2. If voltmeter is not pulsating but reads 0-1 volt, disconnect logic module Red connector. If voltage is now within 1 volt of battery voltage, replace logic module. If not, proceed to step 4.
3. If in step 1 voltmeter was not pulsating but read within 1 volt of battery voltage, turn ignition switch off. Connect voltmeter positive lead to cavity No. 15 of logic module Red connector. Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should be within 1 volt of battery voltage. If okay, replace logic module. If no voltage was indicated, repair open wire from cavity No. 15 to solenoid assembly. (Scheme 153): Solenoid 4-Wire Harness Connector & Logic Module Red Connector View From Wire End
4. Turn ignition switch off. Disconnect solenoid 4-wire and single connectors. Connect ohmmeter leads to Blue wire of single connector and Light Blue wire of 4-wire solenoid connector. Ohmmeter should show some resistance. If open circuit is indicated, replace solenoid assembly.
5. If some resistance was indicated, connect disconnect Red connector. Connect ohmmeter leads to cavity No. 15 and to ground. No continuity should be indicated. If continuity exists, repair shorted-to-ground wire at cavity No. 15. If no continuity was indicated, replace logic module.

Solenoid Assembly Connectors & Logic Module Red Connector View From Wire End. Scheme 154

DR17 - CODE 37, 2.2L EFI NON-TURBO

Turn ignition switch off. Disconnect logic module White connector. Turn ignition switch to "RUN" position. Using a jumper wire, ground cavity No. 15 of White connector. Shift indicator lamp should be on. If lamp is on, replace logic module. If lamp is off, repair open wire for cavity No. 15, check for burned out bulb or check ignition feed voltage to lamp.

Logic Module White Connector View From Wire End. Scheme 155

DR18 - CODES 41-46 OR 46, 2.2L EFI (ALL)

1. Disconnect power module 10-wire connector. Connect voltmeter positive lead to cavity No. 8 of 10-wire connector. Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read within 1 volt of battery voltage. If 0-1 volt is indicated, repair shorted-to-ground alternator field circuit. If voltmeter shows within 1 volt of battery voltage, go to step 2).
2. If voltage was correct in step 1, turn ignition switch off. Reconnect 10-wire connector to power module. Disconnect 12-wire connector from power module. Connect voltmeter positive lead to alternator terminal F2. Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read within 1 volt of battery voltage. If reading is 0-1 volt, replace power module.
3. If voltage was okay, turn ignition switch off. Disconnect logic module White connector (Red on turbo). Connect ohmmeter leads to cavity No. 11 of 12-wire connector and to ground. Ohmmeter should not show continuity. If continuity exists, repair shorted-to-ground wire at cavity No. 11. If no continuity was shown, replace logic module.

Power Module 10-Wire & 12-Wire Connectors. Scheme 156

Scheme 157

1. Connect a voltmeter to the battery. Connect one end of a jumper wire to a good engine ground. Start engine and note voltmeter reading. Very quickly touch jumper wire to alternator F2 terminal. Voltmeter should show an increase in voltage. If voltage does not increase, proceed to step 5.
2. If voltage increases, connect voltmeter positive lead to cavity No. 2 of logic module Black connector (Blue on turbo). Attach negative lead to ground. Connect one end of jumper wire to cavity No. 5 of logic module White connector (Red on turbo). Very quickly touch other end of jumper wire to logic module mounting stud. Voltmeter should show increase in voltage. If so, replace logic module. (Scheme 157): Logic Module Red & Blue Connectors Viewed From Wire End
3. If voltage did not increase, turn engine off. Remove jumper wire. Connect voltmeter positive lead to logic module White connector (Red on turbo). Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read within 1 volt of battery voltage. If no voltage is indicated, repair open wire from cavity No. 5 to power module.
4. If voltage was okay, turn ignition switch off. Disconnect 10-wire connector from power module. Connect voltmeter positive lead to cavity No. 8 of 10-wire connector. Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltage should be within 1 volt of battery voltage. If okay, replace power module. If no voltage was indicated, repair open wire from cavity No. 8 to the alternator.
5. Turn engine off. Connect voltmeter positive lead to alternator terminal F1. Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read within 1 volt of battery voltage. If so, repair alternator. If no voltage is indicated, repair open wire from alternator terminal F1 to ignition switch.

Power Module 10-Wire Connector. Scheme 158

DR20 - CODE 44, 2.2L EFI (ALL)

1. Turn ignition switch off. Disconnect logic module Black connector (Blue on turbo). Connect ohmmeter leads to cavity No. 20 and ground. Ohmmeter should show some resistance. If so, replace logic module. If an open circuit was indicated, proceed to step 3.
2. If in step 1 0 resistance was indicated, disconnect power module 12-wire connector. Ohmmeter should show an open circuit. If so, replace power module. If 0 resistance is indicated, repair shorted-to-ground wire for cavity No., 20.
3. Disconnect power module 12-wire connector. Connect ohmmeter leads to pins 3 and 12 of power module. Ohmmeter should show some resistance. If so, repair open wire in cavity No. 3 of power module connector. If 0 resistance or an open circuit was indicated, replace power module.

Logic Module Black Connector View From Wire End & Power Module 12-Wire Connector. Scheme 159

DR21 - CODE 54, 2.2L EFI TURBO

1. Turn ignition switch off. Disconnect distributor sync pick-up connector. Turn ignition switch to "RUN" position. Connect voltmeter negative lead to cavity No. 3 of harness connector. Connect positive lead, in turn, to cavities No. 1 and 2 of harness connector. Voltmeter should read at least 8 volts at each cavity. If so, replace distributor sync pick-up.
2. If no voltage was indicated at cavity No. 1, repair open wire leading to harness splice. If no voltage was indicated at cavity No. 2, connect voltmeter positive lead to cavity No. 17 of Blue connector. Attach negative lead to ground. Voltmeter should read at least 8 volts. If voltage is okay, repair open wire from cavity 17 to distributor sync pick-up. If no voltage was indicated, replace logic module.

Distributor Sync Pick-Up Harness Connector & Logic Module Blue Connector View From Wire End. Scheme 160

DR22 - CODES 88-12-55, 2.2L EFI (ALL)

Note. This test must begin with a cold engine.

Scheme 161

Scheme 162

1. Connect voltmeter positive lead to cavity No. 23 of Black connector (Blue on turbo). Attach negative lead to ground. Turn ignition switch to "RUN" position. Voltmeter should read 3-5 volts below 60°F or 1-3 volts 60-120°F. If voltage is not correct, replace coolant sensor.
2. If voltage was correct in step 1, connect voltmeter positive lead to cavity No. 21 of Black connector (Blue on turbo). Attach negative lead to ground. Check voltage with throttle in fully open and fully closed positions. (Scheme 161): Logic Module Blue Connector View From Wire Ends
3. Be sure cables attached to throttle body are not misadjusted, holding throttle open. With throttle fully closed, voltmeter should read.5-1.5 volts. With throttle fully open, voltmeter should read 3.5 volts. If voltage is not correct, replace throttle position sensor.
4. If voltage was okay, move voltmeter positive lead (digital voltmeter recommended) to cavity No. 19. Disconnect vacuum hose from MAP sensor. Connect auxiliary vacuum supply to sensor. Apply, in turn, 5 in. and then 20 in. Hg vacuum and record voltage. NOTE: There is no wire in cavity No. 19, however there is a pin connector in the logic module which is an access point for measuring M.A.P. sensor output voltage.
5. Subtract voltage recorded at 20 in. Hg from that recorded at 5 in. Hg. The voltage difference for non-turbo models should be 2.33-2.85 volts. For turbo models, voltage difference should be 1.13-1.39 volts. If not, replace MAP sensor.
6. If voltage was okay on turbo models, move voltmeter positive lead to cavity No. 25. Voltmeter should read 3-5 volts with engine below 80°F. If voltage is incorrect, replace charge temperature sensor. If okay, proceed to step 9. (Scheme 162): Logic Module Blue Connector View From Wire Ends
7. If voltage in step 5 was okay on non-turbo models, disconnect air duct from air cleaner snorkel. Disconnect vacuum supply hose to heated air intake sensor. Connect an auxiliary vacuum supply to sensor. Apply at least 15 in. Hg vacuum. When air temperature is below 76°F, vacuum should build up to 15 in. Hg and close heated air door and the slowly bleed down opening heated air door.
8. If vacuum builds up, but heated air door does not close, repair or replace door. If vacuum builds up, bleeds down, but heated door does not open, repair or replace door. If vacuum does not build up or does not bleed down, replace air temperature sensor.
9. If heated air door worked properly in step 8) (non-turbo), or step 6) (turbo), voltage was correct, check the EGR system. Disconnect vacuum hose from EGR valve and connect vacuum gauge to valve. Start engine and increase speed to 2000 RPM. On non-turbo models, gauge should show vacuum. If 0 vacuum is indicated, repair vacuum supply from throttle body. If vacuum is okay, go to step 11.
10. On turbo, vacuum gauge should show a steady reading of 0 at temperatures below 90°F. If gauge shows an unsteady reading above 0, replace EGR solenoid. If vacuum is okay, go to step 11.
11. Remove spark plugs. If spark plugs are wet with fuel, clean and reinstall them. Do not install new spark plugs. Check for gas in crankcase and change oil and filter, if required. If spark plugs are dry, proceed to Driveability Test No. 23, step 10.

DR23 - CODES 88-12-51-55 or 88-12-52-55, 2.2L EFI (ALL)

Note. This test must begin with a warm engine.

Scheme 163

Scheme 164

1. Connect voltmeter positive lead to cavity No. 23 of logic module Black connector (Blue on turbo). Turn ignition system to "RUN" position. Voltmeter should read 2.0-3.0 volts. If not, replace coolant sensor.
2. If voltage was okay, move voltmeter positive lead to cavity No. 21. Check voltage with throttle fully closed and fully open. Voltmeter should read.5-1.5 volts with throttle fully closed and at least 3.5 volts with throttle wide open. If not, replace throttle position sensor. (Scheme 163): Logic Module Blue Connector View From Wire Ends
3. If voltage was okay, move voltmeter positive lead (digital voltmeter preferred) to cavity No. 19. Disconnect vacuum hose from MAP sensor and install an auxiliary vacuum supply to sensor. Apply, in turn, 5 in. and then 20 in. Hg vacuum. NOTE: There is no wire in cavity No. 19, however there is a pin connector in the logic module which is an access point for measuring M.A.P. sensor output voltage.
4. Subtract the voltage recorded at 20 in. from voltage recorded at 5 in. Hg. On non-turbo models, the difference should be 2.33-2.85 volts; on turbo models, the difference should be 1.13-1.39 volts. If not, replace MAP sensor. If voltage is okay for turbo model, proceed to step 6.
5. For non-turbo models, if voltage was okay in step 4, disconnect air duct from air cleaner snorkel. Disconnect vacuum supply hose to the heated air intake system air temperature sensor. Connect an auxiliary vacuum supply to sensor. Try to apply vacuum. Vacuum should not hold and heated air door should be open. If okay, proceed to step 7. If vacuum holds, replace air temperature sensor. If heated air door does not open, repair or replace door.
6. For turbo models, if voltage was okay in step 4, move voltmeter positive lead to cavity No. 25 of Blue connector. Voltmeter should read 1-3 volts. If not, replace charge temperature sensor. If voltage is okay, proceed to next step. (Scheme 164): Logic Module Blue Connector View From Wire Ends
7. Disconnect vacuum hose from EGR valve. Connect an auxiliary vacuum supply to valve. Start engine and let it run at idle speed. Slowly apply vacuum. Engine speed should drop when applied vacuum approaches 3 in. Hg. If not, replace EGR valve, after checking that supply tube from manifold is not plugged.
8. If engine speed dropped in step 7, check EGR back pressure valve. Connect vacuum gauge to hose disconnected from EGR valve. Raise engine speed to 2000 RPM. Vacuum gauge should show 1-5 in. Hg. If vacuum is above 5 in. Hg, replace EGR back pressure valve. If 0 was indicated, proceed to step 9. If vacuum was okay, proceed to step 10.
9. Remove EGR valve vacuum supply hose from back pressure valve. Connect vacuum gauge to it. Raise engine speed to more than 2000 RPM. Vacuum should read more than 5 in. Hg. If okay and tube on EGR valve is not plugged, replace EGR back pressure valve. If 0 vacuum is recorded, check vacuum supply from throttle body.
10. Check AIS motor operation. Connect the DRB to the engine harness connector. Place system in ATM Test Mode, code 03. Listen for AIS motor to move 2 times every 4 seconds. If movement is okay, proceed to Driveability Test 24. If no motor movement is heard, turn ignition switch off. Disconnect throttle body 6-wire connector. Connect ohmmeter leads to terminals leading to AIS motor. Ohmmeter should show some resistance. If an open is noted, replace AIS motor.
11. If some resistance was noted, reconnect throttle body 6-wire connector. Disconnect logic module White connector (Red on turbo). Connect ohmmeter leads to cavities No. 18 and 22. Ohmmeter should show some resistance. If an open circuit is indicated, repair wires to throttle body 6-wire connector. If some resistance is noted, replace logic module.

Throttle Body 4-Wire Connector & Logic Module Red Connector View From Wire End. Scheme 165

DR24 - (ALL), LOGIC MODULE CONTROLLED COMPONENT CHECK

1. Connect the DRB to the engine harness connector. Place system in ATM Test Mode, code 04. Radiator fan should turn on and off every 2 seconds. If not, check to see if fan relay is clicking. If it is, repair circuit to radiator fan motor. If relay does not click, replace it. If fan operates properly, hold ATM button until code 05 appears on models with air conditioning. If code 07 appears on models without air conditioning, proceed to step 3.
2. When test code 05 appears, A/C cut-out relay should click every 2 seconds. If not, replace relay. If clicking is heard, press and hold ATM button until code 07 appears.
3. When code 07 appears, you should hear canister purge solenoid clicking. If not, replace solenoid. If it clicks, proceed to Driveability Test 25 for non-turbo models. On turbo models, press ATM button until code 08 appears. You should then hear EGR solenoid clicking. If not, replace EGR solenoid. If clicking is heard, press and hold ATM button until code 09 appears.
4. When code 09 appears, you should hear wastegate solenoid clicking. If not, replace solenoid. If clicking is heard press ATM button until code 10 appears. When code 10 appears, barometric read solenoid should be clicking. If not, replace solenoid. If clicking occurs, proceed to Driveability Test No. 25.

DR25 - 2.2L EFI (ALL), CHECKING INPUTS TO LOGIC MODULE

1. Connect the DRB to the engine harness connector. Place system in switch test mode. Check switch inputs by pressing down on brake pedal, by moving gear selector lever from park to reverse on auto. trans. models, and by moving blower switch to on position and pressing A/C button on air conditioned models.
2. Display on readout box should change as each switch is activated. If display changes for all switches, proceed to Driveability Test No. 27. If switch inputs do not change the display, proceed to step 3 for brake switch, step 4 for park/neutral switch, and step 5 for A/C button.
3. Turn ignition switch off. Disconnect logic module Black connector (Blue on turbo). Connect voltmeter positive lead to cavity No. 13. Attach negative lead to ground. Turn ignition switch to "RUN" position. Press down on brake pedal. Voltmeter should read within 1 volt of battery voltage. If so, replace logic module. If voltage was incorrect, repair open wire from cavity No. 13 to brake switch.
4. Turn ignition switch off. Disconnect logic module Black connector (Blue on turbo). Connect voltmeter positive lead to cavity No. 12. Attach negative lead to ground. Turn ignition switch to "RUN" position. Place gear selector in reverse or drive. Voltmeter should read at least 7.5 volts. If so, replace logic module. If voltage was incorrect, repair open wire from cavity No. 12 to park/neutral switch.
5. Turn ignition switch off. Disconnect logic module Black connector (Blue on turbo). Connect voltmeter positive lead to cavity No. 11. Attach negative lead to ground. Turn ignition switch to "RUN" position. Turn blower switch to an "ON" position. Press A/C button to "ON". Voltmeter should read within 1 volt of battery voltage. If so, replace logic module. If voltage was incorrect, repair open wire from cavity No. 11 to A/C switch.

Logic Module Blue Connector View From Wire End. Scheme 166

DR26 - 2.2L EFI NON-TURBO, CHECKING INJECTORS

Connect the DRB to the engine harness connector. Disconnect all 4 injector connectors. Place system into ATM Test Mode, code 02. Connect and disconnect each injector one at a time. It should click when injector is connected. If any injector does not click, replace it. If all click, proceed to next test.

DR27 - 2.2L EFI (ALL), CHECKING IGNITION

1. Connect an engine scope to the engine. Follow equipment manufacturer's instructions for secondary ignition system testing and pattern analysis. If not to specifications, repair as necessary. If system is okay, check ignition timing.
2. Connect a tachometer and power timing light to the engine. It may be necessary to remove air cleaner to see timing marks. Warm engine to normal operating temperature. Disconnect and reconnect engine coolant sensor connector. The power loss light must come on. Basic timing should be within 2° of emission label specification. If not, adjust as necessary.
3. If basic timing was correct, check spark advance. Turn engine off and restart it. Power loss lamp must go off. Increase engine speed to 2000 RPM. Timing should be 33-41° BTDC on turbo models; 34-42° BTDC of non-turbo models with man. trans. and 37-45° BTDC on non-turbo models with auto. trans. If timing is not to specifications, replace logic module. If spark advance was okay, proceed to Driveability Test No. 28.

DR28 - 2.2L EFI (ALL), CHECKING FUEL SUPPLY & RETURN

1. On non-turbo models, install Fuel Pressure Gauge (C-3292 with C-4799 Adapter) in fuel supply hose at throttle body. Start engine. Pressure should read 34-38 psi (2.4-2.7 kg/cm 2 ).
2. On turbo models, install Fuel Pressure Gauge (C-3292 ) to fitting on fuel rail. Connect the DRB to the engine harness connector. Press ATM button. Fuel pressure must be 53-57 psi (3.7-4.0 kg/cm 2 ).
3. On all models, if fuel pressure was below specified range, proceed to step 4. If above specified range, proceed to step 6.
4. Turn ignition switch off, and install pressure gauge before fuel filter, using Adapter (C-4799 ). On turbo models, press ATM button. On non-turbo models, reinstall hose to throttle body and start engine. Fuel pressure should be no more than 5 psi (.35 kg/cm 2 ) higher than previous reading. If more than 5 psi (.35 kg/cm 2 ) higher, replace fuel filter.
5. If still below proper pressure range, turn ignition switch off and release fuel pressure in fuel lines. Remove pressure gauge before fuel filter. On turbo models, reinstall gauge in fuel rail fitting, and press ATM button. On non-turbo models, start engine. On all models, gently squeeze fuel return line at throttle body and immediately let go. Fuel pressure should increase over operating pressure. If not, replace intake fuel pump. If pressure does increase, replace pressure regulator valve.
6. If fuel pressure was high in step 3, turn ignition switch off. Remove fuel return hose (smaller one) from pressure regulator. Connect a 3-foot piece of fuel hose to regulator and stick open end into an approved gasoline container. On turbo models, press ATM button; on non-turbo models, start engine. Look at gauge, and immediately release ATM button on turbos or shut off ignition switch on non-turbo models.
7. Fuel pressure should be 34-38 psi (2.4-2.7 kg/cm 2 ) on non-turbo models and 53-57 psi (3.7-4.0 kg/cm 2 ) on turbo models. If okay, check fuel return lines for kinks or restrictions, including lines and return line check valve inside fuel tank. If pressure is higher than specified range, replace pressure regulator.

Scheme 167

1. Disconnect vacuum line connector from wastegate diaphragm and connect a vacuum gauge to it. Disconnect vacuum line connector from the side of the wastegate solenoid and connect an auxiliary vacuum supply to it. Apply 15 in. Hg vacuum. Release vacuum. (Scheme 167): Code 45 - Overboost Cut-Off Test
2. Vacuum test gauge should read within 2 inches of the applied vacuum and then immediately drop to zero when released. If vacuum gauge does not read within one inch or drops slowly toward zero, repair vacuum line for a restriction or break.
3. If gauge reads correctly, disconnect the vacuum line connector from the wastegate solenoid and connect a vacuum gauge to it. Start the engine. Vacuum gauge should read manifold vacuum. If vacuum is okay, check wastegate calibration. If vacuum is zero, repair vacuum line to manifold nipple for a restriction or break.

Code 45- Overboost Cut-Off Test (Cont.). Scheme 168

WIRING DIAGRAMS

Note. The 12-Pin Connector identification in the diagram is designed to match the terminal numbers in the diagram. Since a view of the Pin I.D. is relative to whether or not the view is from the control module side or the harness side, refer to the specific DR test in which the 12-Pin connector is used. Also (Scheme 98)

See also:
• SYSTEM DIAGNOSIS
• TPS VOLTAGE SPECIFICATIONS