INTRODUCTION
This article covers basic description and operation of engine performance-related systems and components. (Scheme 1) Read this article before diagnosing vehicles or systems with which you are not completely familiar.
Scheme 1
RESONANCE FLAPS
Intake system is divided by 2 resonance flaps. This allows natural occurrence of intake air oscillations to draw more air into engine. Resonance flaps are activated by DME control unit via a resonance flap solenoid, which opens resonance flaps with help of a diaphragm valve when engine speed exceeds 5500 RPM. Solenoid is connected with a vacuum supply tank.
Solenoid and diaphragm valve will close when engine speed drops to less than 5400 RPM. To avoid seizure of resonance flaps (from deposits in intake), solenoid is activated briefly each time ignition is turned on. This causes resonance flaps to move from closed to open and back to closed position.
THROTTLE VALVE ASSEMBLY
To improve engine pickup and transition behavior during slow acceleration, movement of throttle valve assembly has been modified so that smaller diameter throttle valve plate opens first. Large diameter throttle valve plate is also opened via a drag arm, after small diameter throttle valve is opened about 5 degrees. In addition, idle speed switch must open before small throttle valve plate moves.
COMPUTERIZED ENGINE CONTROLS
All models are equipped with Digital Motor Electronics (DME) engine management system. (Scheme 1) DME system uses various sensors to monitor intake air volume, engine speed, crankshaft position, intake air temperature and throttle position. Signals from these sensors, along with start and oxygen sensor signals, are sent to DME control unit. DME control unit uses input from these sensors to determine correct fuel amount and ignition timing.
DME CONTROL UNIT
A 55-pin DME control unit monitors and controls all engine management functions. (Scheme 2) DME control unit is located under driver seat. DME control unit has the ability to store fault codes related to fuel injection and ignition system. Detected faults remain stored for at least 50 engine starts.
DME control unit coding distinctions are made between manual and automatic transmissions. DME control unit also has the ability to activate Malfunction Indicator Light (MIL) (or CHECK ENGINE light).
Scheme 2
Note. Components are grouped into 2 categories. The first category is INPUT DEVICES, which are components that control or produce voltage signals monitored by DME control unit. The second category is OUTPUT SIGNALS, which are components controlled by DME control unit.
INPUT DEVICES
Vehicles are equipped with different combinations of input devices. Not all devices are used on all models. To determine input device usage on a specific model, see WIRING DIAGRAMS article in ENGINE PERFORMANCE. Available input signals include
Mass Airflow (MAF) Sensor
MAF Sensor is located in intake air stream and supplies air volume information to DME control unit. DME control unit uses this and other information to regulate fuel injection rate.
MAF sensor incorporates an airflow measuring flap. Measuring flap is connected to a potentiometer and opens when engine draws in air. Potentiometer informs DME control unit of engine load by transmitting an electrical signal determined by position of measuring flap. Potentiometer also signals control unit when fuel enrichment is necessary to prevent loss of engine power during sudden acceleration or deceleration.
Knock Sensors
Engine is fitted with 2 knock sensor brackets, each with a knock sensor attached. These brackets unite cylinders No. 1 and 3 and cylinders No. 4 and 6. If engine knock is detected, ignition timing for pertinent cylinder is retarded 3 degrees. If engine knock continues, ignition will continue to be retarded in 3-degree decrements (up to 9 degrees maximum). When engine knock stops, ignition timing is returned in small steps to its optimal value.
Engine Speed/Reference Mark Sensor
Speed sensor is mounted on an adjustable bracket with reference mark. Sensor measures engine speed by monitoring teeth on flywheel signal ring gear. Sensor sends 2 voltage pulses to DME control unit as each tooth passes. Reference mark sensor is located on crankcase flange. Sensor detects crankshaft position in relation to TDC and sends signal to control unit. Sensor is triggered by reference mark sender ring gear on flywheel.
Engine (Coolant) Temperature Sensor
Sensor is located in cylinder head, near cylinder No. 3. Sensor supplies information on engine temperature to control air/fuel ratio (as engine temperature varies during cold start) and spark timing.
Full Throttle Switch
Full throttle switch is mounted on throttle housing. Full throttle switch signals DME control unit of optimum power demands.
Hall Effect Sensor
Hall Effect sensor is installed in double-ignition distributor. Hall Effect sensor identifies ignition timing of cylinder No. 1 and appropriately correlates signals of both knock sensors to control fuel injectors.
Heated Oxygen Sensor (HO2S)
HO2S is mounted in engine exhaust stream, in front of catalytic converter. HO2S supplies a low voltage signal (less than 0.5 volt) when fuel mixture is lean (high oxygen), and a higher voltage (up to one volt) when fuel mixture is rich (low oxygen). This rich-to-lean fluctuating signal is used by DME control unit in calculations of air/fuel mixture (fuel injector) control.
HO2S has 4 wires. One wire is a 12-volt reference signal. On all models, 2 wires are for heater element (power and ground) and one for HO2S signal. HO2S heating element allows sensor to reach operating temperature faster. DME (fuel pump) relay energizes heating element when ignition is turned on. Connector from HO2S to wiring harness is located near flywheel engine speed/reference mark sensor connector.
Idle Switch
Switch is used to sense closed throttle position and is mounted on throttle housing, opposite full throttle switch. Idle switch signals DME control unit when to control idle stabilization and coasting fuel cut-off.
Intake Air Temperature (IAT) Sensor
Sensor is located in air stream of airflow meter and supplies incoming air temperature information to control unit. DME control unit uses this, along with other information, to regulate fuel injection rate.
OUTPUT SIGNALS
Note. Vehicles are equipped with different combinations of computer-controlled components. Not all components listed below are used on every vehicle. For theory and operation on each output component, refer to indicated system.
A/C Compressor Control
See A/C COMPRESSOR CONTROLS under MISCELLANEOUS CONTROLS.
DME (Fuel Pump) Relay
See FUEL DELIVERY under FUELSYSTEM.
Double-Ignition
See IGNITION TIMING CONTROL SYSTEM under IGNITION SYSTEM.
Fuel Injectors
See FUEL CONTROL under FUEL SYSTEM.
Fuel Tank Vent Solenoid
See EVAPORATIVE EMISSIONS SYSTEM under EMISSION SYSTEMS.
Idle Speed Control
See IDLE SPEED CONTROL under FUEL SYSTEM.
Malfunction Indicator Light (MIL)
See MALFUNCTION INDICATOR LIGHT under SELF-DIAGNOSTIC SYSTEM.
Resonance Flap Solenoid
See RESONANCE FLAPS under AIR INDUCTION SYSTEM.
Fuel Pressure Regulator
Pressure regulator is located at end of injection collection line. (Scheme 1) Pressure regulator maintains constant fuel pressure to fuel injectors.
Fuel Pump & DME (Fuel Pump) Relay
Electric fuel pump is located in fuel tank. (Scheme 3) It maintains a constant fuel supply to injection system. DME relay supplies power for fuel pump. DME control unit energizes fuel pump portion of DME relay.
Scheme 3
FUEL CONTROL
DME control unit meters amount of fuel distributed to each cylinder by sequential control of fuel injectors. Amount of fuel reaching each cylinder is controlled separately, once for each working (compression) stroke, according to firing order. DME control unit changes injection timing depending on engine temperature, engine speed and load, or other engine operating conditions.
A fuel rail links fuel pressure regulator with fuel injectors. Each cylinder is provided with a solenoid-operated injector, which sprays fuel toward backside of each inlet valve. DME control unit determines length of time each injector is open. Injector "on" time determines amount of fuel delivered.
All models use an air regulating valve to provide auxiliary air valve operation and idle speed stabilization. Air regulating valve is located near throttle body and is controlled by DME control unit. When necessary, air regulating valve will adjust air by-pass opening to maintain both cold and warm engine idle speeds.
Air Regulating Valve
Valve controls air by-pass opening around throttle. When necessary, control unit operates air regulating valve to stabilize idle speed.
IGNITION TIMING CONTROL SYSTEM
Engine speed/reference mark sensor sends a signal to DME control unit. DME control unit uses this signal to fire coils for secondary ignition. Based on information received from sensors, spark control allows DME control unit to determine exact instant that ignition is required.
Double-Ignition System
Two spark plugs per cylinder ignite air/fuel mixture. With this system, burn time of air/fuel mixture is shorter because of shorter spark travel. Detonation is also less likely, making it possible to increase compression ratio and improve thermodynamic efficiency in engine. Ignition must be triggered about 6 degrees later because of shorter spark travel and burn time. Ignition triggering signal goes from DME control unit to 2 ignition control units installed on left side in engine compartment.
In each ignition final stage, a transistor is activated, which interrupts secondary circuit of both ignition coils (also installed on left side of engine compartment). In this manner, an ignition spark is created by both ignition coils for each cylinder in sequence. A Hall Effect sensor, installed in double-ignition distributor, identifies cylinder No. 1 (ignition TDC). (Scheme 4) Hall signal is required by DME control unit for assignment of both knock sensor signals, as well as for sequential fuel injection control.
Each distributor rotor is controlled by centrifugal weights. This ensures alignment between distributor rotor and corresponding ignition contact in distributor cover.
Double-Ignition Distributor, Hall Effect Sensor & Centrifugal Weights ID. Scheme 4
EVAPORATIVE EMISSIONS SYSTEM
Fuel evaporation control system is designed to prevent fuel vapors from escaping into atmosphere. (Scheme 5) System consists of a non-vented fuel tank filler cap, expansion tank, evaporation tank, charcoal canister, fuel tank vent solenoid, purge diaphragm valve, restrictor, and connecting lines and hoses. Expanded fuel, caused by high ambient temperatures, is collected in expansion tank. Liquid fuel is returned to main tank by venting action as fuel is used from main tank.
Fuel vapor passes through a vent line to charcoal canister where it is stored. A second vent line connects canister to a purge control diaphragm valve. Purge control diaphragm valve is closed when engine is not running. When engine is started, manifold vacuum is applied to top fitting of purge diaphragm valve. This opens an internal passage in diaphragm valve, allowing vapors stored in charcoal canister to be drawn into intake manifold for burning during combustion process. Purge line also contains a fuel tank vent solenoid which is controlled by DME control unit.
Scheme 5
SELF-DIAGNOSTIC SYSTEM
DME control unit can store trouble codes related to fuel injection and ignition systems. Detected codes remain stored for at least 50 engine starts. If battery cable or DME control unit connector is disconnected, trouble code memory and system adaptation will be cleared. For additional information, see TESTS W/CODES article.
MALFUNCTION INDICATOR LIGHT
All models are equipped with a Malfunction Indicator Light (MIL) (or CHECK ENGINE light), which comes on if a component related to fuel injection and ignition system fails. MIL is installed in oil temperature/pressure gauge cluster. For additional information, see TESTS W/CODES article.
MISCELLANEOUS CONTROLS
Note. Although not considered true engine performance-related systems, some controlled devices may affect driveability if theymalfunction.
A/C COMPRESSOR CONTROLS
DME control unit receives input and sends output signals over terminal No. 40 (A/C compressor), terminal No. 41 (heating control unit), and terminal No. 50.
Poses Online