Engine Management System Motronic E9: Other Saab 9-3 II

To fit

1. Position the bypass valve and fit the bolts.
2. Plug in the bypass valve connector.
3. Fit the coolant pipe and battery cover.

Scheme 720

1. Carry out «PROCEDURES BEFORE DISMANTLING THE CONTROL MODULE»(ref-275869-S11589311752007122900000) . IMPORTANT: It is important to follow the order in Tech 2 as some data is loaded into the new control module.
2. Move the ignition key to the LOCK position.
3. Remove the upper engine cover.
4. Detach the ground cables from the control module.
5. Carefully press down the catches and carefully unplug the connectors from the control module one at a time so that the connection pins are not damaged. IMPORTANT: Take care when releasing the locking mechanism on the connector so as not to damage the connector. Pull the halves straight apart to avoid bending the pins. For further information regarding connectors, refer to «CONNECTORS, HANDLING AND INSPECTION»(ref-275842-S26624887112007122900000) .
6. Remove the control module.

Scheme 721

1. Fit the control module. Tightening torque 10 Nm (7 lbf ft)
2. Plug in the connectors and check that they are locked. IMPORTANT: Take care when plugging in the connector so as not to damage or press out the pins/sleeves in the connector. For further information regarding connectors, refer to «CONNECTORS, HANDLING AND INSPECTION»(ref-275842-S26624887112007122900000) .
3. Attach the ground cables.
4. Fit the upper engine cover.
5. If the control module has been replaced, carry out «MEASURES AFTER CHANGING THE CONTROL MODULE»(ref-275869-S36767608072007122900000)

Control module, ME9 (608)

ECM reads the driver's required power output (torque request) and with the help of several sensors, it calculates the permissible amount of fuel to use in mg/combustion.

Its internal diagnosis can be read directly using the diagnostic tool.

ECM also reads the digital information from the cruise control system switch and, if required by the driver, the engine control module will control the speed of the car.

The radiator fan speed is controlled by ECM.

Generator (2)

ECM controls the charge from the generator and compensates for its torque load.

When ECM has registered that the engine has started by calculating the engine speed signal, charging will start.

Brake light switch (29)

The switch informs ECM of the brake pedal position. It is used to turn off cruise control.

Relay, fuel pump (102)

The relay is activated by ECM when it is time to start the fuel pump.

Clutch switch, cruise control (133)

The switch informs ECM of the clutch pedal position. It is used to turn off cruise control.

Brake switch, cruise control (134)

The switch is used to carry out a feasibility assessment of the brake light switch. It is also used to turn off the cruise control.

Relay, A/C compressor (156)

The relay controls engagement and disengagement of the A/C compressor after a command from ECM. Meanwhile, ECM will compensate for the increase/decrease in engine torque requirements.

Boost pressure control valve (179a)

A PWM regulated solenoid valve that controls air pressure to the turbocharger wastegate box and thereby boost pressure.

Temperature sensor, coolant, engine management system (202)

The temperature sensor measures the engine temperature. ECM uses the reading to deliver more fuel to the engine when the engine is cold. In addition, it can protect the engine against harmful overheating because the control module will limit the amount of fuel if there is a risk of overheating. The speed of the radiator fans is controlled by the engine temperature.

Mass air flow sensor (205)

Measures air mass coming in to the engine in grams per second. This value is used to calculate required fuel, engine torque and ignition timing.

Injectors (206a-f)

Each cylinder has a high-ohm, dual jet injector that delivers a fine mist of fuel to the intake valves.

Main relay, engine management system (229)

The relay controls the power supply to most of the engine management system components.

Level sensor, engine oil (243)

A float sensor whose tongue-element switch opens when the oil level becomes too low.

Ignition coil with integrated power amplifier (320a-f)

Each spark plug has an inductive ignition coil with integrated power amplifier.

Solenoid valve, EVAP canister purge (321)

The purge valve controls the quantity of air/fuel drawn into the engine for the current operating conditions.

Relay, secondary air injection pump (324)

The relay regulates activation of the secondary air injection pump.

Crankshaft position sensor (345)

An inductive sensor transmits alternating current with a frequency proportional to engine speed. ECM uses each pulse to determine when the engine is in top dead center.

Accelerator pedal position sensor (379)

The position sensor contains two potentiometers that inform ECM on the driver's torque request. Potentiometer 1 gauges the position of the accelerator pedal, which potentiometer 2 is used to diagnose potentiometer 1.

Knock sensor, front cylinder bank (516F)

A piezoelectric accelerometer that measures engine noise, especially the characteristic engine noise that occurs during knocking.

Knock sensor, rear cylinder bank (516R)

A piezoelectric accelerometer that measures engine noise, especially the characteristic engine noise that occurs during knocking.

Relay, +50 (517)

When ECM has checked that all the starting conditions have been met, it will activate the relay so that the starter motor cranks.

Atmospheric pressure sensor (539)

Measures existing atmospheric pressure.

Position sensor, intake camshaft, front cylinder bank (555F)

Hall sensor that gauges the position of the intake camshafts. Also used to synchronize the engine.

Position sensor, intake camshaft, rear cylinder bank (555R)

Hall sensor that gauges the position of the intake camshaft.

Manifold absolute pressure sensor (585)

The pressure sensor values are used to detect leaks in the EVAP system.

Solenoid valve, shut-off EVAP (588)

Shut-off valve used during diagnosis to detect leaks in the EVAP system.

Preheated oxygen sensor, front (592)

Wideband oxygen sensor with pumped O2 reference that measures the current lambda value in the exhaust flow.

Preheated oxygen sensor, rear (593)

Narrow band oxygen sensor whose values are used to diagnoses the front catalytic converter.

Throttle body actuator unit (604)

Throttle body with spherical neck. The throttle is maneuvered by a DC motor and two potentiometers. Potentiometer 1 measures the throttle disc position and potentiometer 2 is used to diagnose potentiometer 1.

Solenoid valve, turbo by-pass (605)

A PWM-regulated solenoid actuates a valve cone, which in turn prevents the compressor from passing the pump limit when the throttle valve closes.

A/C pressure sensor (620)

Measures the prevailing pressure in the high pressure side of the A/C system.

Used for load compensation, cooling fan function and sent as a bus message for use by the ACC.

Fuel pressure sensor, fuel rail (653)

The fuel rail pressure is measured by the pressure sensor so that ECM can regulate the pressure in the fuel rail and thereby the amount of fuel to the injector.

Intake air sensor (688)

The combined pressure and temperature sensor measures the temperature and pressure of the intake air.

The pressure sensor (607) measures the pressure in the intake manifold so that ECM can control turbocharger boost pressure.

The temperature sensor (403) measures the temperature of intake air so that ECM can request the correct air mass for combustion (hot air requires a high volume).

Fuel pump unit (689)

The fuel pump unit contains the fuel level sensor (46) and the fuel pump (323).

The level sensor measures the amount of fuel in the tank.

The fuel pump works at low pressure and delivers fuel to the high-pressure pump.

Solenoid valve, intake camshaft, front cylinder bank (695F)

A PWM-regulated solenoid actuates a valve plunger, which in turn directs the oil to the CVCP mechanism.

Solenoid valve, intake camshaft, rear cylinder bank (695R)

A PWM-regulated solenoid actuates a valve plunger, which in turn directs the oil to the CVCP mechanism.

Engine oil pressure sensor (696)

The value is used to warn of low oil pressure and to compensate PWM control of the solenoid valves for CVCP.

Control module, fuel pump (697)

Gauges the fuel pump via a PWM signal in order to regulate fuel pressure.

CIM (703)

If the transponder code is approved, a signal is sent to the ISM to allow the key to turn. Once this has been done, the engine can be started.

With help of the integrated cruise control switch (141) the driver can request that ECM should maintain vehicle speed alternatively reduce or increase the set vehicle speed.

Relay unit, radiator fans (706a)

Based on the engine temperature reading and the A/C pressure, ECM controls the radiator fan speed via the relay unit.

Scheme 722

Scheme 723

General

Engine torque control is used to ensure the correct engine torque is supplied by the engine. ECM controls engine torque by regulating the air mass per combustion (cylinders' capacity) and also by regulating the ignition timing.

The maximum engine torque allowed for the engine is stored as a table in the control module memory. The table specifies the highest torque the engine is allowed to generate at various engine speeds.

Engine torque is primarily calculated using air mass per combustion and engine speed. But, ignition timing and current lambda value also affect the torque calculation. Retarded ignition timing generates lower engine torque. This is the case in knock control. As regards the lambda value, there is an optimal lambda value for each operating point. If the engine runs richer or leaner than the optimal value, engine torque reduces.

Note that a lambda value lower than the optimal value (richer mixture) produces lower torque.

The calculation also takes the engine's own torque consumption, i.e. internal friction, into consideration. The following values are used for this calculation

1. Air mass
2. Engine speed
3. Coolant temperature
4. Idling torque

Idle speed control is used to regulate the engine torque so that the balance between the torque developed by the engine and the torque required to keep the engine and its auxiliary equipment running is maintained.

The nominal idling speed of a warm engine is 650 rpm. The engine speed is higher just after starting, especially if the engine is cold. Nominal idling speed also depends on coolant temperature.

Idle speed control is active when the accelerator pedal is released and the vehicle speed is 0.

Several different functions, whether they be external or internal control module functions, can request engine torque. This request can be either positive or negative (limitation). ECM combines these sometimes opposing requirements.

The following functions can request positive engine torque. The highest value is selected and sent on to "limitations."

1. Pedal request (from driver)
2. Cruise control
3. TCS/ESP
4. Idle speed control
5. Compensation for A/C, generator
6. Active surge dampening

But it is not always that the requested engine torque can be attained. This can be due to the maximum permissible engine torque for the engine speed in question has already been attained or that TCS/ESP has requested a reduction in torque. The following functions can limit engine torque

Scheme 724

1. Maximum permissible engine torque
2. TCM
3. Manual gearbox
4. Engine protection function
5. Brake
6. Safety-critical fault in throttle control.
7. Misfiring
8. Emission limitation
9. Active surge dampening
10. Maximum permissible vehicle speed

Once the engine has been started, all torque requests are combined into a joint driving torque request. When starting the engine, there is a starting torque request that is selected by upon start of the engine. The result - a starting or driving torque request - is sent on to be converted to an air mass request.

Scheme 725

Two potentiometers are integrated in the accelerator pedal bracket. Potentiometer 1 provides ECM with information on the driver's torque request in the form of a voltage signal 0-5V.

Potentiometer 2 is a safety potentiometer that provides ECM with information on the pedal position in the form of a voltage signal 0-2.5V. This voltage is used to ensure that information from potentiometer 1 is reliable.

If the information from the potentiometers does not agree, one of them must be malfunctioning. The engine throttle control will then go into limp-home mode.

Function

Pedal potentiometer 1 provides ECM with information on the drivers torque request. The pedal position together with the engine speed gives a requested torque using a matrix. The torque request varies between 0 Nm (idling) and a value that is somewhat greater then the maximum torque allowed for the engine.

To obtain good driveability and response to the pedal position, a given pedal position will give a higher torque at lower engine speeds and lower torque at higher engine speeds.

The torque request finally results in a requested air mass per combustion so that the engine can attain the requested torque.

Adaptation of pedal position

When the pedal is completely released, potentiometer 1 adapts the voltage value for the released pedal. This constitutes the idling position of the pedal. the lowest voltage value for potentiometer 1 is defined as a completely released pedal. Adaption occurs each time the ignition is switched on.

Scheme 726

Scheme 727

TCS/ESP request, general

In the event of wheel spin, TCS can request a limitation of engine torque (negative request) to counteract it. Likewise, ESP can request a limitation of engine torque if the car skids. TCS, but above all ESP, can request an increase in engine torque (positive request) to counteract a skid, for example.

Torque can be requested from this function in order to keep the specified engine torque independent from the prevailing load from the A/C compressor and generator. Consequently, this is a positive request.

Compensation, A/C

The relay for the A/C compressor is controlled by ECM, which also reads the prevailing pressure in the A/C system via the pressure sensor (620). In this way, ECM can calculate the torque that must be added to compensate for the torque taken by the A/C compressor.

Compensation, generator

The generator informs ECM of the prevailing load through a wire from generator connection L. In this way, ECM can calculate the torque that must be added to compensate for the torque taken by the generator.

Scheme 728

The maximum engine torque allowed for the engine is stored as a table in the control module memory. The table specifies the highest torque the engine is allowed to generate at various engine speeds.

Engine protection function

Under certain operating conditions, engine torque must be limited to prevent damage. Examples of protective functions

Scheme 729

1. When driving at high altitudes, engine torque may be limited to prevent the turbocharger from overrevving.
2. When the engine is cold, engine torque is limited to prevent engine damage.
3. If there is a risk of overheating, engine torque is limited by restricting air mass and through fuel cut-off.
4. Limitation of maximum permissible engine speed.

Brake

Maximum permissible engine torque must be limited when the brake pedal is depressed for reasons of durability.

Scheme 730

Safety-related fault in throttle control

If there is a safety-related fault in the throttle control, throttle control is in limp-home mode or pedal sensor is in limp-home mode, the engine's maximum torque is limited.

Scheme 731

Misfiring

To protect the turbocharger and the catalytic converter in the event of misfiring, engine torque is limited if there is a risk of overheating. The degree of misfiring that is allowed without engine torque limitation depends on the current operating point, engine speed and load.

Scheme 732

Emission limitation

Increases in engine torque can be limited in order to reduce emissions. A rapid increase in torque requires relatively high fuel enrichment, giving higher exhaust emissions.

Scheme 733

Active surge dampening

Surges (variations) may occur during acceleration. These are caused by sudden increases in engine torque combined with a certain elasticity in the power train and engine mountings. Through compensation, these variations can be reduced or eliminated completely.

Scheme 734

The anti-surge function detects variations in engine speed and dampens them by changing engine torque via ignition timing, which is usually retarded.

Maximum permissible vehicle speed

If vehicle speed exceeds the programmed value for speed limitation, the function limits engine torque, thus limiting the car's maximum speed.

Scheme 735

Scheme 736

The highest value is chosen from among the functions that can limit torque, e.g. accelerator pedal 400 Nm. This value is sent on to the function for limitations, at which time the lowest value is selected. It is usually "maximum permissible engine torque" that is the limiting function. This value may change as it is dependent on engine variant. Let's say the value is 350 Nm. The driver requests 400 Nm via the accelerator pedal, but the system only allows 350 Nm for this engine variant. The value 350 Nm is the one chosen by the system.

If the engine begins to knock due to poor fuel, "knock control" limits torque to 300 Nm, for example, to prevent engine damage. In this case "knock control" is lower than "maximum permissible torque", thus "knock control is selected.

The system's torque request is sent on to the sub-functions

1. Throttle adjustment
2. Ignition
3. Turbo adjustment
4. CVCP control

Throttle control, principle

The value from torque control is converted to air mass/combustion. Throttle control converts this to a specific requested value for throttle position sensor 1 and compares the requested value with the actual sensor value. The difference (deviation) gives rise to a throttle motor PWM of a magnitude and polarity that will turn the throttle until the desired value (area) is obtained. If there is a major fault in throttle control, it is deactivated and the throttle disc assumes its rest position, which is controlled by a spring. At this time, engine torque can only be regulated through cylinder (fuel) cut-off and ignition timing.

When the system's total requested air mass/combustion (engine torque) has bee calculated it is realized by the throttle and, if necessary (high engine load) turbo control. CVCP control works in parallel with the throttle and turbo control.

Requested air mass/combustion is corrected with the density of the charge air (air before throttle). Thinner air (lower density) gives a greater throttle opening angle (larger area) so that the same air mass/combustion is obtained as with normal air density.

Air density is calculated using the charge air absolute pressure and the temperature.

This value is converted to a certain requested value for throttle position sensor 1. The requested value is compared to the current value of the sensor. The difference (deviation) gives rise to a throttle motor PWM of a magnitude and polarity that will turn the throttle until the desired value (area) is obtained.

The PWM value is finely adjusted if necessary so that the requested position agrees with the current one, i.e. zero deviation.

If the requested air mass/combustion is too high to be treated (attained) by throttle control only, the excess (difference) is handled by turbo control.

In the event of a safety-related fault in throttle control, it will go into limp-home mode. The Check Engine symbol will illuminate immediately. A message appears in SID to indicate that engine performance is limited.

Note. It is entirely normal if the throttle is not completely open when the accelerator pedal is completely depressed.

CVCP control

ECM regulates camshaft position based primarily on engine speed and load. A number of other values are used for minor compensations. Based on these values, ECM calculates requested camshaft position, converts it to the necessary PWM value and sends it out to the valves. A Hall sensor reads the position of the aperture discs and thereby the current position of the camshafts. ECM compares the requested and actual positions. If there is deviation, the PWM voltage to the valves is corrected.

Scheme 737

Scheme 738

Fuel injection is sequential. Continual lambda control is done with the help of a wideband oxygen sensor. In order to maintain the correct amount of fuel, ECM varies injection timing and fuel pressure. The most important starting values for fuel injection are

1. Engine speed
2. Air mass

Through use of a wideband oxygen sensor, lambda control can be active even if the current lambda value deviates from 1.00. This is not possible with a conventional narrow band oxygen sensor.

Some advantages of continual lambda control with wideband sensor are

1. Control of he current lambda value over the entire load/engine speed range. This provides improved emissions at full load.
2. Possibility to have the EVAP canister purge valve active throughout the entire load/engine speed range.
3. Improved ability to diagnose components such as the catalytic converter and AIR.

Scheme 739

The lambda value describes the relationship between the actual mixture ratio and the mixture ratio for stoichiometric combustion (14.7:1 for petrol) Lambda = actual A/F / 14.7.

Example

Scheme 740

1. A mixture richer than stoichiometric, e.g. 12.0 parts air to 1 part fuel (12.0:1) generates a lambda value of 12.0/14.7 = 0.82.
2. A mixture leaner than stoichiometric, e.g. 16.0 parts air to 1 part fuel (16.0:1) generates a lambda value of 16.0/14.7 = 1.09.

The lambda value at idling speed is about 1.00 or a little less.

At high engine torque, the lambda value drops due to the extra fuel supplied via full load enrichment.

The lowest specific fuel consumption is obtained when the lambda value is between 1.10 and 1.20. The best output is obtained when lambda is 0.85-0.95. Neither of these is optimal for emissions, as the catalytic converter must operate at around lambda = 1.00.

Scheme 741

The mass air flow sensor transmits a voltage whose size is determined by mass air flow. When mass air flow increases, the voltage increases. The control module converts the voltage to grams of air/second (g/s).

It is the size of the air mass (capacity, volumetric efficiency) drawn into each cylinder that is most interesting since it is this air to which fuel shall be supplied. The control module registers the air mass taken in during one engine revolution. Since the engine is a 6-cylinder, 4-speed engine, three cylinders draw in air during the same engine revolution. The air mass that passes the mass air flow sensor is divided by three. Now the control module knows how much air each cylinder has drawn in. The unit is now changed to milligrams of air/combustion (mg/c).

To achieve lambda = 1, there must be a specific fuel/air ratio, namely 1 kg fuel to 14.7 kg air. As we know how much air has been drawn into each cylinder per combustion, the control module can easily calculate how much fuel is to be injected into the cylinders each time. The milligrams air/combustion is divided by 14.7 and the result is the number of mg fuel/combustion to be injected into the cylinder.

The value is corrected in a matrix to account for air vibrations and thereby measurement errors of the mass air flow sensor. Additionally, certain operating points need to deviate from lambda = 1.00 to generate the best driveability or emissions.

The following text is an account of why the basic fuel quantity must sometimes be adjusted to a leaner, or most often, a slightly richer mixture so that the engine will run smoothly and emissions will be kept within required limits.

Scheme 742

The calculated basic quantity of fuel will enable the engine to run perfectly under normal conditions, i.e. as long as it is warm and the load or rpm does not change. However, the fuel/air mixture must sometimes be corrected for the engine to function well and emissions to remain low under all conditions.

The basic fuel quantity is multiplied by a correction factor which is normally 1.00. If the correction factor is changed, for example to 1.01, the fuel quantity will be increased by 1%. If instead the correction factor is changed to 0.98, the fuel quantity will be reduced by 2%. Lambda control is usually disabled if the correction has a value other than 1.00. Otherwise the compensation would be corrected by lambda control and be ineffective.

Scheme 743

1. A compensation factor over 1.00 generates a richer mixture, which is the same as a lower lambda value.
2. A compensation factor below 1.00 generates a leaner mixture, which is the same as a higher lambda value.

Scheme 744

Right after engine start, the correction factor is slightly over 1 and then slowly drops to 1.00. high over 1 the correction factor is and how long it takes before it reaches 1.00 is determined by coolant temperature.

On cars with a carburetor engine, this function is called choke.

Scheme 745

Requested lambda value drops during compensation.

Scheme 746

A sudden load increase causes the mg air/combustion to increase rapidly and it is well known that petrol engines then require a richer mixture. This is because fuel is deposited on the walls of the intake manifold due to the increase in pressure there, and the wet-film thickness increases. The fuel quantity used here must be replaced by a slightly larger quantity of injected fuel, which is achieved by increasing the correction factor by a few percentage points. For example, the correction factor can be increased from 1.00 to 1.03, which gives 3% more fuel.

As soon as the load increase stops, the correction factor returns to its original value.

Scheme 747

Requested lambda value drops during compensation.

Scheme 748

In the case of a load reduction, the function is reversed. The wet-film deposited on the walls of the intake manifold thins quickly as the pressure drops. The quantity of injected fuel must then be reduced to avoid a negative effect on emissions and fuel consumption, so the correction factor is reduced by a few percentage points. For example, the correction factor can be reduced from 1.00 to 0.96, giving a 4% reduction in fuel quantity.

How far from 1.00 the correction factor migrates in conjunction with load change depends on how quickly the air mass/combustion changes and on coolant temperature.

On a car with a carburetor engine, the function described above corresponds to the accelerator pump or damper piston.

Requested lambda value increases during compensation.

Scheme 749

Engine knocking is corrected through delayed firing of the cylinder in question. If knocking continues despite a delay in ignition timing, the fuel will be enriched through an increase in the correction factor.

Lambda control is active during compensation.

Scheme 750

Requested lambda value drops during compensation.

Scheme 751

At high engine load, the requested lambda value will drop to prevent engine component overheating. The lower lambda value also reduces the engine's knock tendencies.

ECM calculates exhaust temperature and corrects the lambda value to keep the calculated value within given limit values.

Lambda control is active during compensation.

Scheme 752

Requested lambda value drops during compensation.

Using basic fuel quantity and any compensations, ECM calculates the requested lambda value. This is converted to values for

1. Injection timing
2. Fuel pressure

ECM can compare the actual lambda value with the requested one by measuring the actual lambda value in the exhaust flow. Should they deviate, ECM corrects injection timing and, as necessary, fuel pressure.

At idling speed and when driving with a moderate load, the lambda value is about 1.00.

Requested lambda value drops during high engine load.

Lambda control as well as requested and actual lambda values can be read out using the diagnostic tool.

Lambda control is active when coolant temperature exceeds 35°C.

Scheme 753

The fuel which evaporates in the tank is passed through a pipe to the evaporative emission canister. The active charcoal in the canister absorbs the hydrocarbon vapors. When the engine starts, ambient air is drawn through the canister via the purge valve into the intake manifold. The petrol vapors follow with it and are burned in the engine.

Through the use of continual lambda control, purging can also be active when driving with a high engine load.

Scheme 754

The flow is regulated by the pulse conditions so that is always constitutes a particular proportion of the total flow consumed by the engine.

If the air/fuel ratio of the flow differs from 14.7:1, lambda control is affected. However it is not the task of lambda control to correct for purge surplus. Purge therefore has a correction factor which is influenced by lambda control as soon as the purge begins. The entire lambda control deviation from 1.00 is transferred to the purge correction factor, which means that the lambda control fluctuates around 1.00 (0%) even if the purge contains large quantities of hydrocarbon or consists of pure air.

When the purge is not active, a factor of 1.00 is used and the entire fuel error is corrected by lambda control as well as multiplicative and additive adaptation

Scheme 755

To compensate for e.g. normal manufacturing tolerances, ageing, etc., continuous deviations from lambda 1.00 are adapted. Fuel adaptation is divided into two sub-functions - multiplicative (partial load) and additive (idling). Together, these adaptations make lambda control work with a correction factor of around 1.00.

Scheme 756

If lambda control is continuously correcting a deviation in the fuel system, it will be adapted. Adaptation takes place regularly while driving.

The fuel quantity is always multiplied by a multiplicative adaptation factor of 1.00 when the control module is new or has had its power disconnected. Multiplicative adaptation takes place under conditions of partial load. Purging is stopped during adaptation because other factors that can affect the fuel must not be active.

he entire lambda control deviation from 1.00 is transferred to the multiplicative adaptation factor. This makes it possible for the correct fuel quantity to be injected even when lambda control is not active, such as during a cold start.

After engine start, a multiplicative adaptation must always occur before an additive adaptation.

Conditions for multiplicative adaptation

1. Coolant temperature over +60°C.
2. Charge air temperature equal to or below +60°C.
3. Load and engine speed within limits.

Scheme 757

If lambda control is continuously correcting a deviation in the fuel system, it will be adapted. Adaptation takes place regularly at idling speed. The additive adaptation, which is a 0.000 ms injection duration when the control module is new or has had its power disconnected, is always added to the fuel quantity. The additive adaptation takes place at idling speed. Purging is stopped during adaptation because other factors that can affect the fuel must not be active.

The fuel quantity is added or subtracted until the lambda control value fluctuates around 1.00 (0%). Additive adaptation is required because air leaks at idling speed will lead to a greater fault that must not be adapted multiplicatively as the fuel quantity would then be far too great when the load was increased.

Conditions for additive adaptation

1. Coolant temperature over +60°C.
2. Charge air temperature equal to or below +60°C.
3. Load and engine speed within limits.

Scheme 758

As soon as the control module has localized the large gap in the slotted ring, injection will take place according to the crankshaft angle.

The fuel quantity is still controlled by the coolant temperature alone and gradually diminishes as starter motor cranking continues.

Injection ceases if the accelerator is pressed down fully. So if the engine is suspected of being flooded, it can be ventilated.

Scheme 759

As soon as engine speed exceeds 500 rpm, the engine is deemed started and fuel quantity is calculated using the mass air flow sensor as primary sensor.

Scheme 760

Fuel mass per combustion

The fuel mass to be injected into the engine per combustion has been calculated. The value is divided by 0.76 and is now converted to ml petrol/combustion.

The volume is accumulated for each combustion and the value sent on the bus. The main instrument unit uses the value to correct the tank gauge and the information display uses it to calculate the petrol consumption.

Scheme 761

Injector opening time

Fuel volume/combustion is converted to injector opening duration based on knowledge of the injector flow.

Injection twice/combustion

Before the camshaft position has been detected, injection will take place semi-sequentially at 120 degree intervals. This means two cylinders at a time in the following order

Scheme 762

1. Cylinders 1+4
2. Cylinders 2+5
3. Cylinders 3+6

Each injector injects fuel once per crankshaft rotation and this means that the basic duration must be divided by two.

Needle lift compensation

The amount of time it takes for the needle in the injector to lift is voltage-dependent. Depending on the battery voltage, the delay time is added to the basic duration.

Scheme 763

Fuel shut-off

If any of the following criteria are fulfilled, fuel shut-off will take place

Scheme 764

1. Power supply +15 not found
2. Fully depressed accelerator pedal while starter motor is cranking
3. Engine speed exceeding 6600 rpm
4. Immobilizer code faulty.
5. Major fault in throttle control
6. Engine braking during certain conditions
7. Cylinder shut-off upon fault in throttle control
8. Cylinder shut-off when overheating protection active

Scheme 765

ECM controls the injector that is to deliver fuel. Sequence is governed by firing order. At which crankshaft angles injection is to occur depends on the operating conditions. The injection is divided into a pre-injection and a main injection.

The pre-injection occurs when the intake values through evaporation of the fuel toward the valve stem cap. This improves fuel preparation. The degree of pre-injection depends on coolant temperature. At low temperatures, the degree of pre-injection is null or small.

The main injection occurs when the intake valves are open. Evaporation of the fuel absorbs heat from the combustion chamber, thereby cooling the engine. This results in reduced thermal stress and reduced propensity toward knocking.

The injectors are supplied with voltage from the main relay (229) and are grounded by the control module as follows

1. Injector 1 is regulated from pin 63(A)
2. Injector 2 is regulated from pin 62(A)
3. Injector 3 is regulated from pin 46(A)
4. Injector 4 is regulated from pin 45(A)
5. Injector 5 is regulated from pin 47(A)
6. Injector 6 is regulated from pin 64(A)

Scheme 766

This ignition function is the one normally used when driving.

The ignition timing is regulated depending on the engine load and speed (air mass per combustion mg/c). The objective of this ignition regulation is to obtain the correct combustion pressure build-up.

The combustion pressure should normally attain its maximum value at around 16-17 degrees ATDC. In order to achieve this, the fuel/air mixture must ignite slightly earlier. Normal ignition timing at 2000 rpm, light load, can be around 35 degrees BTDC so that the igniting flame has time to expand and allow the pressure in the cylinder to reach its maximum at the correct point in time.

Scheme 767

The expansion rate of the flame varies with the conditions in the combustion chamber, heat, pressure and turbulence. The ignition timing must therefore vary over the engine's load/speed range.

Scheme 768

The principle is that the degree of advanced ignition must increase as the engine speed increases or the combustion pressure will build up too late. This would result in poor engine efficiency and exhaust temperature.

Early ignition of the fuel/air mixture would cause pressure to build up too soon, resulting in lower output but increased knock sensitivity.

Scheme 769

With increasing load (air mass/combustion), the pressure, temperature and turbulence in the cylinders will also increase, as will the combustion rate.

Normal ignition timing at 2000 rpm and wide open throttle can be around 12 degrees BTDC, compared with 35 degrees with a light load at the same speed.

The difference in ignition timing is reflected in the difference in combustion rate between high engine loads and low engine loads. Consequently, the ignition timing must be retarded at high engine loads.

Optimization

A matrix (map, kennfeldt) in the control module memory contains the ignition timing for each respective load and engine speed.

Ignition timing is optimized to find the best compromise between torque in the actual operating point, which is also the best efficiency and thereby best fuel economy, and NOx and CO emissions.

Normal ignition timing that is the basis for ignition timing control when driving must occasionally be compensated to a slightly more advanced or retarded ignition timing due to other factors than just load and engine speed.

Scheme 770

This function is used to calculate the actual ignition timing upon engine start.

Starting ignition is active from the time the engine is stopped until engine speed reaches 500 rpm. Ignition timing for starting ignition is regulated based on engine speed and coolant temperature. Normal ignition timing for starting ignition if engine coolant temperature is 20°C is 10 degrees BTDC.

To compensate the differences in the expansion rate of the flame, ignition timing when starting must vary depending on the engine coolant temperature. At low temperatures, the flame will expand slowly in the combustion chamber. In order for the pressure in the cylinder to reach its maximum value at the correct crankshaft position, ignition timing must consequently be relatively advanced when the coolant temperature is low.

Conversely, the flame expands quickly when temperature is high. Ignition timing must then be slightly retarded. Otherwise, the pressure in the cylinder would reach high values BTDC, which would result in the engine starting hard with spiking sounds.

During slow starter motor cranking, ignition timing is retarded slightly. When the engine speed during starter motor cranking is high, ignition timing must be set to a more advanced position. This is to compensate for the flame expansion rate.

Once the engine has started, ignition timing from the start function will be increased to the value from the idling speed ignition timing.

Scheme 771

Low coolant temperature results in advanced ignition timing to compensate for the lower combustion rate at low temperatures.

Scheme 772

High coolant temperature results in retarded ignition timing to compensate for the higher combustion rate at high temperatures.

The ignition timing applicable at idling speed is determined mainly by the engine load/speed. But this can be compensated by the effect of various parameters. The idling speed ignition timing function is active during idling. (Accelerator pedal released).

Scheme 773

Basic matrix for idling speed ignition timing, principle

The basic value for idling speed ignition timing is based on engine load and speed. This is called "basic value idling speed ignition timing."

Ignition timing is slightly later than optimal to obtain a torque reserve, i.e. the possibility of increasing engine torque quickly through advanced ignition timing.

Temperature correction of idling speed ignition timing, principle

The value of "basic value idling speed ignition timing" is corrected with the current coolant and intake air temperature to obtain the correct effect to engine torque.

Scheme 774

Correction, coolant temperature dependent

Low coolant temperature gives a positive compensation, i.e. the ignition timing is displaced to a somewhat more advanced value.

Scheme 775

Correction, charge air temperature dependent

High intake air temperature gives a negative compensation, which means the ignition timing is displaced to a more retarded value.

Scheme 776

The "catalytic converter heating" function is activated during certain cold start conditions. This function causes a delay in ignition timing, usually after top dead center together with the AIR function, which injects air into the exhaust ports.

As a result, exhaust gas temperature increases considerably and the catalytic converter is warmed up quickly.

This function is combined with slight opening of the throttle to compensate for the engine's reduced efficiency due to delayed ignition timing as well as to increase idling speed. This increases the air mass flow through the catalytic converters.

Scheme 777

Surges (variations) may occur during acceleration. These are caused by sudden increases in engine torque combined with a certain elasticity in the power train and engine mountings. Through compensation, these vibrations can be reduced or eliminated completely.

The anti-surge function detects variations in engine speed and dampens them by influencing ignition timing, normally to a somewhat more retarded value.

Final ignition timing

Depending on whether ignition works in start, idling or normal mode, after all compensation the value will be converted to a signal that regulates the power amplifiers of the ignition coils for the six cylinders.

Scheme 778

Scheme 779

Combustion in an Otto engine can be beneficial (normal combustion) or destructive (knocking).

During normal combustion, the air/fuel mixture is ignited by the spark form a spark plug. The flame expands in the combustion chamber originating from the centrally located spark plug.

Normal combustion takes place in a controlled fashion at a speed in the range 20-40 m/s, depending on the prevailing operating conditions.

The pressure in the cylinder now rises in a controlled manner as the combustion proceeds and maximum pressure will be attained at approx. 16-17 degrees ATDC. Occasionally, the pressure and temperature in the cylinder are so high that the unburned air/fuel mixture can self-ignite, either before or after the spark has ignited. This self-ignition usually takes place at very high speed and therefore releases large amounts of energy into the cylinder in a very short time.

This generates pressure waves that can move at supersonic speed. Uncontrolled knocking could damage the engine through, for example, heat damage to pistons and cylinder heads. Pressure waves can cause fatigue damage to pistons and cylinder heads. It is necessary to distinguish between controlled knocking that is handled by the engine management system and uncontrolled knocking that can occur if the engine is run on poor quality fuel at high air temperature and high altitude.

A high compression ratio is advantageous to engine efficiency and consequently fuel consumption.

The engine's propensity for knocking increases as the compression ratio increases. The engine compression ratio is thus selected with both engine knock propensity and fuel knock propensity in mind.

Knock control in modern engines is not a safety function but a standard function. Consequently, it is normal for knock control to be active during normal driving. At times in certain operating conditions, the engine can be heard knocking. This is controlled knocking that can be considered normal.

Knock control is individual to each cylinder and is adaptive.

Scheme 780

Detection

The engine is equipped with two piezoelectric knock sensors - one per cylinder bank. The sensors register engine working noise. Knocking generates a characteristic noise, the frequency of which depends on the factors such as the shape of the combustion chamber. By filtering the sound from the sensors through a bandpass filter that only allows sound within the frequency characteristic of knocking to pass through, some of the engine's other noises can be filtered out.

Adaption

Adaption of knock detection is done by analyzing the level of the engine's normal working noise under certain driving conditions. Adaption is individual to each cylinder bank.

Scheme 781

The signal that has been bandpass filtered is compensated with the current knock adaption and is then analyzed for any knocking. To further reduce risks, ECM only "listens" for knocks within a certain number of crankshaft degrees after the spark was fired, i.e. when knocking usually occurs. The signal is evaluated for knock intensity and a raw value for knocking is obtained. This raw value is further processed as a different intensity of the raw value is allowed at different engine loads/engine speeds.

The processed raw value can then result in one of the following countermeasures

1. Ignition retardation
2. Ignition retardation and fuel enrichment
3. Ignition retardation, fuel enrichment and torque reduction

Scheme 782

The role of the ignition system is to provide the igniting spark. The ignition system consists of six inductive ignition coils - one for each cylinder - with integrated power amplifier.

The ignition coils are mounted on top of the spark plug of the respective cylinder and are secured with a screw. The coils can be replaced individually.

Scheme 783

The ignition system consists of six inductive ignition coils - one for each cylinder. The ignition coils are supplied B+ from the main relay (229) on pin 2 while pin 4 is connected to grounding point G7F for the front bank or G7R for the rear bank.

When the main relay is pulled, B+ is supplied to pin 2 of the ignition coils. When ECM supplies pin 1 of the respective ignition coil a pulse of 20 mA, a power transistor integrated in the ignition coil closes the primary circuit. The primary winding consists of relatively few copper wire coils. A magnetic field gradually builds in the ignition coil. When the spare is to be fired, ECM stops supply B+ to pin 1 and induces (builds up) a high voltage across the ignition coil's secondary winding.

The time during which ECM supplies pin 1 with the pulse and the magnetic field is formed in the ignition coil depends on battery voltage and engine speed. See CHARGING TIMES, IGNITION COILS for more information. The voltage on the secondary side is very high as there is a large number of copper windings. This voltage builds up until a spark crosses the spark plug gap. This takes place at approx. 5-30 kV depending on the prevailing conditions in the cylinder in question. The high pressure that arises from high loading of the engine requires a higher voltage compared to lighter operating conditions.

The ignition coils can generate voltages of up to 40 kV.

Four ignition trigger lines from ECM are connected to the ignition system as follows

1. Ignition coil 320a for cylinder 1 is connected to ECM pin 42(A)
2. Ignition coil 320b for cylinder 2 is connected to ECM pin 26(A)
3. Ignition coil 320c for cylinder 3 is connected to ECM pin 58(A)
4. Ignition coil 320d for cylinder 4 is connected to ECM pin 9(A)
5. Ignition coil 320e for cylinder 5 is connected to ECM pin 41(A)
6. Ignition coil 320f for cylinder 6 is connected to ECM pin 25(A)

Scheme 784

Ignition coil changing time depends on system voltage and engine speed. To obtain the right energy/voltage in the spark, not more that would cause ignition coil wear or less that would cause misfires, charging time is compensated for battery voltage and engine speed.

The charging time is around 3 ms at normal system voltage.

A relatively low battery voltage requires a longer charging time to obtain the same spark energy/voltage.

Conversely, a relatively high battery voltage gives a shorter charging time in order to prevent unnecessary heating of the ignition coils and to reduce wear on the spark plug electrodes.

Cruise control is operated with a switch on the direction indicator stalk. The switch (141) is an integrated part of CIM (703), which sends the position of the switch as bus messages.

Scheme 785

ECM uses these bus messages for the cruise control function. When the switch is moved to "ON", the cruise indicator lamp in MIU will come on. When the "SET" button is pressed, ECM will store the current vehicle speed in its memory. This is provided all the conditions for activating cruise control have been met.

Scheme 786

ECM then reads from a table containing the nominal rolling resistance on a flat surface at different vehicle speeds. This results in an engine torque request to maintain a constant speed.

Vehicle speed below requested

If vehicle speed is lower than that requested by the cruise control function, ECM will increase the requested engine torque until the vehicle speed is the same as the requested speed. The maximum engine torque that cruise control can request is limited to provide the best comfort. Likewise, the increase in torque is limited to prevent excessive acceleration.

Vehicle speed above requested

If vehicle speed is higher than that requested by the cruise control function, ECM will decrease the requested engine torque until the vehicle speed is the same as the requested speed. To provide the best comfort, torque reduction is filtered so that engine torque does not suddenly disappear completely. Note that on steep downward inclines, vehicle speed may exceed that requested by the cruise control function.

Conditions for activation

The following criteria must be fulfilled before cruise control can be activated

1. Brake light switch inactive
2. Brake and clutch switches inactive
3. Vehicle speed, front wheel, exceeds 25 km/h
4. Vehicle speed, rear wheel, exceeds 25 km/h
5. Retardation not too rapid
6. Gear engaged
7. Brake pedal pressed before activating cruise control
8. +15 present
9. No active fault codes affecting cruise control
10. TCS/ESP not active
11. Vehicle speed below 200 km/h

Note. For safety reasons (brake system function), the brakes must be applied once while the engine is running before the system can be activated. If an attempt is made to activate cruise control without testing the brakes, the following message will be shown on SID: Test brakes before activating cruise control.

Switch positions

1. ON: Engage
2. OFF: Disengage
3. SET/+: Set speed and increase set speed
4. SET/-: Set speed and reduce set speed
5. RESUME: Resume set speed

The cruise control indicator in MIU comes on when the slider has been moved to ON. If the engine is turned off with the system on, the system will still be on next time the engine is started.

Setting the desired speed

1. Move the slide control to ON.
2. Move the control to SET/+ or SET/- when the car has attained the desired speed (above 25 km/h).

Increasing the set speed

When cruise control is not active

1. Accelerate to the desired speed. Move the control briefly to SET/+ or SET/-.

When cruise control is already active

1. Move the control briefly to SET/+ , the speed increases 1.6 km/h (1 mph).
2. Hold the control in SET/+ position until the desired speed is attained.

To decrease the set speed

When cruise control is not active

1. Brake to the desired speed. Move the control briefly to SET/+ or SET/-.

When cruise control is already active

1. Move the control briefly to SET/- to reduce the speed 1.6 km/h (1 mph).
2. Hold the control in SET/- position until the desired speed is attained.

Temporary speed increase

Accelerate without changing down (cars with manual gearbox) such as when overtaking. The set speed will be resumed after releasing the accelerator pedal.

Disengage temporarily

Move the slide control to the left towards OFF but only far enough to disengage cruise control. The control will spring back.

Re-engaging

Slide the switch to RESUME. The vehicle will resume at the speed that was set earlier. The vehicle speed must be above 40 km/h.

Disengaging

The system is disengaged

1. As soon as the brake pedal or clutch pedal is depressed (cars with manual gearbox).
2. When the slide control is moved to "Disengage temporarily"
3. When the slide control is moved to OFF.
4. When the TCS/ESP system is operating
5. When position N is selected (cars with automatic transmission).

Main task

Brake light information is used by the control module to

1. Disengage cruise control
2. Limit fuel when idling
3. Allow for vehicle speed signal diagnosis.

Type

Closing switch.

Scheme 787

Connection

CONNECTION DESCRIPTION

Scheme 788

Disengages cruise control when the clutch pedal is depressed.

The control module uses the clutch switch to calculate gear position with the help of an additional sensor.

Breaking switch.

CONNECTION DESCRIPTION

Diagram

Scheme 789

The control module uses brake switch information to disengage cruise control.

The switch opens when the pedal is depressed.

CONNECTION DESCRIPTION

When the brake pedal is depressed, B+ to control module pin 42(B) is interrupted, at which point the control module pin sinks to ground potential.

Diagram

Scheme 790

The task of the position sensor is to translate the driver's request from an accelerator position to instructions the engine control module can understand and process. This is directly affected by the accelerator.

The position sensor houses two potentiometers that vary voltage on the control module sensor inputs based on the position sensor's shaft angle.

The position sensor consists of a resistance track with collector shoes. The collector shoes are mounted on the position sensor shaft and move over the resistance track in relation to the movements of the shaft.

To ensure that information from the position sensor is accurate, there are two different potentiometers. Both are supplied 5 V, but the signal to the control module is always twice as much on P1 as on P2, 0-5 V on the one and 0-2.5 V on the other. This ensures both the function and diagnosis of the position sensor. See the illustration of the inner connections of the sensor.

When idling, voltage on the control module inputs is 1.1 V and 0.55 V respectively.

Scheme 791

CONNECTION DESCRIPTION

Voltage from the sensor varies in relation to the angle of the sensor shaft.

Diagram

Scheme 792

Ignition Switch Module (20)

Location: in the floor console between the front seats

Scheme 793

The electrical center for most of the operations in the compartment and dashboard.

BCM control module 707 is located in the electrical center

Electrical center with relays, maxi and micro-fuses.

Connect

The 16 pin connector from the BCM 707 control module is connected directly to the electrical center.

The electrical center is fed with +30 voltage from the engine bay electrical center 342 and is connected to the dashboard harness via a 42 pin connector.

Scheme 794

The following current circuits are distributed by the electrical center

1. Power supply +30, dashboard's electrical center
2. Power supply +15, dashboard's electrical center
3. Power supply +54, dashboard electrical center

Scheme 795

The electrical center can contain a greater number of fuses than those listed below. In such cases, these are not connected to a wiring harness. For additional fuse information, see CIRCUIT PROTECTION DEVICES and POWER DISTRIBUTION .

FUSES SPECIFICATIONS

Scheme 796

The electrical center can contain a greater number of relays than those listed below. In such cases, these are not connected to a wiring harness. For additional relay information, see BUZZERS, RELAYS & TIMERS .

RELAYS SPECIFICATIONS Location No. Description Graphic Diagram R1 21 Relay, +54 - R2 757C Relay, +15, IPEC - R3 - - - - R4 - - - - R5 - - - - R6 756 Relay, accessories R7 - - - - Soldered circuit board 717 Interior lighting relay INTERIOR LIGHTING AND READING LAMPS, 4D/5D INTERIOR LIGHTING AND READING LAMPS CV

Scheme 797

Scheme 798

Scheme 799

Scheme 800

List of components

LIST OF COMPONENTS

Scheme 801

LIST OF COMPONENTS

Location: On pedal bracket

Scheme 802

Location: on pedal bracket

Scheme 803

Location: on pedal bracket

Scheme 804

Charge air solenoid valve (179a)

Location

Z19DT

on radiator crossmember

Scheme 805

Z19DTH

on radiator crossmember

Scheme 806

Coolant temperature sensor (202)

Location

Z18XE

on the engine's top right front corner

Scheme 807

on the engine's top left front corner

Scheme 808

on the engine's top left front corner

Scheme 809

Location: On right-hand MacPherson strut tower

Scheme 810

Scheme 811

Scheme 812

Scheme 813

Scheme 814

Injector, cyl 1 (206a)

Location

under the cable duct

Scheme 815

on top of engine

Scheme 816

on top of engine

Scheme 817

Injector, cyl. 2 (206b)

Location

under the cable duct

Scheme 818

on top of engine

Scheme 819

on top of engine

Scheme 820

Injector, cyl. 3 (206c)

Location

on top of engine

Scheme 821

on top of engine

Scheme 822

Injector, cyl. 4 (206d)

Location

under the cable duct

Scheme 823

on top of engine

Scheme 824

on top of engine

Scheme 825

Injector, cyl 5 (206e)

Location: on rear cylinder bank near gearbox side

Scheme 826

Injector, cyl 6 (206f)

Location: on front cylinder bank near gearbox side

Scheme 827

Main relay, engine control system (229)

Location

T8

in the main fuse box in front of battery

Scheme 828

Simtec

in engine bay electrical center 342

Scheme 829

EDC16

in engine bay electrical center 342

Scheme 830

Engine oil level switch (243)

Location

at the bottom of front edge of the oil pan

Scheme 831

on rear of engine under crankshaft position sensor

Scheme 832

on rear of engine under crankshaft position sensor

Scheme 833

Heated oxygen sensor element (271)

Location: integrated in the oxygen sensor

front heated oxygen sensor

Scheme 834

rear heated oxygen sensor

Scheme 835

Ignition coil with integrated power stage, cyl 1 (320a)

Location: on the spark plug

Scheme 836

Scheme 837

Ignition coil with integrated power stage, cyl 2 (320b)

Location: on the spark plug

Scheme 838

Scheme 839

Ignition coil with integrated power stage, cyl 3 (320c)

Location: on the spark plug

Scheme 840

Scheme 841

Ignition coil with integrated power stage, cyl 4 (320d)

Location: on the spark plug

Scheme 842

Scheme 843

Ignition coil with integrated power stage, cyl 5 (320e)

Location: on the spark plug

Scheme 844

Ignition coil with integrated power stage, cyl 6 (320f)

Location: on the spark plug

Scheme 845

Secondary air injection pump relay (324)

Location: at bottom of engine front

Scheme 846

Secondary air injection pump motor (326)

Location: on bracket in front of starter motor

Scheme 847

Act as the electrical center for the front of the car and handle some parts of the logic for the front lighting as well as the visibility and signal systems.

Distributes current from the battery to the other electrical centers.

The electrical center contains the transport fuse (fuse 37).

Electrical center with relays, maxi and micro-fuses and integrated control module for logic operations.

The fuse box is connected to the battery and to grounding points G30A, G31 and G33S. The electrical center is connected via three switches in its base to the engine harness, front harness and main harness.

Power supply circuit for +30

Power supply circuit for +15

The engine harness is connected via switch M

Scheme 848

The front harness is connected via switch F

Scheme 849

The main harness is connected via switch B

Scheme 850

Scheme 851

The electrical center can contain a greater number of fuses than those listed below. In such cases, these are not connected to a wiring harness. For additional fuse information, see CIRCUIT PROTECTION DEVICES and POWER DISTRIBUTION .

FUSES SPECIFICATIONS No. Amp Type Function 1 30 +30 Z18XE (Simtec) via main relay 229: Control module, Simtec (705) Heated oxygen sensors (271) EVAP canister purge valve (321) Control valve, VIM damper (454) Module, mass air flow sensor (686) Z19 (EDC16) via main relay 229: ECD16 control module (595B) Glow plug control module (596) Boost pressure control valve (179a) Heating element, oxygen sensor (271) Actuator, swirl throttle (403) Actuator, throttle body (604) Solenoid valve, EGR (606) 2 10 +30 TCM (502a/b) Trionic T8 control module (589A) Control module, ME9 (608B) Simtec control module (705B) 3 20 +30 Horn 4 10 +15 TCM, AF 40 (502b) Battery disconnect switch (700) B207 (T8): Trionic T8 control module (589A) Z18XE (Simtec): Simtec control module (705B) Module, ignition coils (552) Module, power steering unit (745) B284 (ME9): Control module, ME9, switch B (608B) Mass air flow sensor (205) Z19 (EDC16): ECD16 control module (595B) Module, mass air flow sensor (686) Water level sensor, fuel filter (692) Module, power steering unit (745) 5 - - - 6 10 +30 TCM, FA 57 (502a) Immobilizer switch, automatic (77) Gear selector, automatic (245) Immobilizer switch (411) 7 - - 8 5 +15 Vacuum pump unit (459) 9 - - - 10 - - - 11 - - - 12 - - Washer fluid pump, rear window (63c) 13 10 +30 EDC16 and Simtec: A/C compressor (170) 14 - - - 15 30 +30 Motor, high-pressure headlight washer pump (668) 16 30 - Lighting, left front: Side direction indicators, dipped beam, fog light Lighting, right front: Position lamp, direction indicator, side direction indicator, main beam 17 30 - Windscreen wiper motor, low-speed 18 30 - Windscreen wiper motor, high-speed 19 20 +30 Parking heater, diesel (597) Connection, accessories (711) 20 10 +15 Motors, manual headlamp levelling (280) AHL control module (664) 21 - - - 22 30 +30 Washer fluid pump, windscreen (63b) 23 - - - 24 20 +30 Auxiliary lamp 25 20 +30 Front amplifier (354F) 26 30 +30 Lighting, left front: direction indicator, position lamp, main beam Lighting, right front: dipped beam, fog light 27 60 +30 B207 (T8): - maxi - Main fuse for fuse box 727 - 20 - Z18XE and Z19 (Simtec and EDC16): - maxi - fuel pump (323) 28 40 maxi +30 Control module, TCS/ESP (382/671) 29 60 maxi +30 Main fuse 2 for rear electrical center 30 60 maxi +30 Main fuse 2 for dashboard electrical center 31 40 maxi +30 Starter motor solenoid via relay 517 32 60 maxi +30 Main fuse 1 for dashboard electrical center 33 40 maxi +30 Control module, TCS/ESP (382/671) 34 60 maxi +30 Main fuse 1 for rear electrical center 35 30 +30 B207 and Z18XE: Radiator fan - maxi - B248: Vacuum pump unit 36 20 +30 B207: Radiator fan - maxi - EDC16: Heating element, fuel filter 37 60 maxi +30 Transport lock. Main fuse 3 for rear electrical center

Scheme 852

Relays

The electrical center can contain a greater number of relays than those listed below. In such cases, these are not connected to a wiring harness. For additional relay information, see BUZZERS, RELAYS & TIMERS .

RELAYS SPECIFICATIONS Location No. Description Graphic Diagram R1 432b Relay, washer fluid pump, windscreen - R2 156 Relay, A/C compressor (Simtec and EDC16) AIR CONDITIONING A/C, B207/Z18XE AIR CONDITIONING A/C, DIESEL R3 - - - - R4 641 Relay, diesel preheating - R5 675 Relay, extra lights - - R6 68 Horn relay - R7 229 Main relay, engine management system (Simtec and EDC16) - R8 517 Relay, +50 STARTING SYSTEM, B207 STARTING SYSTEM, Z18XE STARTING SYSTEM, B284 STARTING SYSTEM, Z19 R9 83 Windscreen wiper relay - R10 432c Relay, washer fluid pump, rear window - R11 757F Relay, +15, UEC - R12 709 Relay, windscreen wiper, full/half speed - R13 - - - - R14 667 Relay, washer fluid pump, high-pressure, headlamp - R15 - - - - R16

Scheme 853

Scheme 854

Scheme 855

Scheme 856

Scheme 857

Scheme 858

Scheme 859

Scheme 860

Scheme 861

Scheme 862

LIST OF COMPONENTS

CRIMP J26, ENGINE HARNESS, TRIONIC

Scheme 863

LIST OF COMPONENTS

CRIMP J42, ENGINE HARNESS, TRIONIC

CRIMP J232, ADAPTER HARNESS, SIMTEC

CRIMP J275, ADAPTER HARNESS EDC16

Location

under the oil filter

Scheme 864

under the starter motor

Scheme 865

under the starter motor

Scheme 866

Location: on pedal bracket

Scheme 867

Intake air temperature sensor (407)

Location

integrated in mass air flow sensor 686 at the right-hand MacPherson strut tower

Scheme 868

integrated in the intake air sensor 688

Scheme 869

integrated in the intake air sensor 688

Scheme 870

Location: at rear edge of starter motor

Scheme 871

Location: center of rear cylinder bank

Scheme 872

Location: at the top of connector H7-1 on the rear cylinder bank

Scheme 873

Main instrument display panel (540)

Location: opposite the driver in the dashboard

Scheme 874

SID (541)

Location: at the top of the instrument panel

Scheme 875

Location: on the front cylinder bank's belt circuit end near the rear bank

Scheme 876

Location: on the rear cylinder bank's belt circuit end near the front bank

Scheme 877

Front heated oxygen sensor (592)

Location

component: before/on the catalytic converter

connector: on a bracket at the oil filter

Scheme 878

Rear heated oxygen sensor (593)

Location

on the exhaust pipe behind the engine

on a bracket at the rear center of the engine

Scheme 879

Charge air pressure sensor (603)

Location: integrated in the intake air sensor 688 on the charge air pipe

Scheme 880

Scheme 881

Scheme 882

Scheme 883

Throttle body actuator (604)

Location: integrated in the throttle body

Scheme 884

Scheme 885

Scheme 886

Scheme 887

Scheme 888

Solenoid valve, turbo bypass (605)

Location

Control module, Motronic E9, B284, switch A, engine (608A)

Location at the top of the rear cylinder bank, lower switch

Scheme 889

Control module, Motronic E9, B284, switch B, (608B)

Location: at the top of the rear cylinder bank, upper switch

Scheme 890

Location

under induction pipe on right-hand end of fuel rail

Scheme 891

on top of engine on left-hand end of fuel rail

Scheme 892

Location

in middle of induction pipe on top of engine

Scheme 893

in the center of the intake manifold on the rear of the engine

Scheme 894

Location: on the front cylinder bank's belt circuit end near the front edge

Scheme 895

Location: on the rear cylinder bank's belt circuit end near the rear edge

Scheme 896

Pressure sensor, engine oil (696)

Location: above the A/C compressor

Scheme 897

Act as the electrical center for the engine management system T8 as well as the petrol pump relay 102, which is located in the compartment under the right A-pillar.

Electrical center with relays, maxi and micro-fuses.

The electrical center is integrated into the engine harness.

Power supply, main fuse box 727. See appropriate POWER DISTRIBUTION wiring diagram.

Fuses

For additional fuse information, see CIRCUIT PROTECTION DEVICES and POWER DISTRIBUTION .

FUSES SPECIFICATIONS

For additional relay information, see BUZZERS, RELAYS & TIMERS .

RELAYS SPECIFICATIONS Location No. Description Graphic Diagram 2 156 A/C compressor relay - 3 443 Heated oxygen sensor relay - 4 229 Main relay, engine management system CRIMP J45, ENGINE HARNESS, TRIONIC CRIMP J37, ENGINE HARNESS, TRIONIC

Scheme 898

Scheme 899

Scheme 900

Main fuse box for the ME9 engine management system except for fuel pump relay 102, which is located in the cabin under the right-hand A-pillar.

Main fuse box with relays, maxi and micro fuses.

The main fuse box is integrated in the engine harness.

Power supply, main fuse box 727. See appropriate POWER DISTRIBUTION article.

For additional fuse information, see CIRCUIT PROTECTION DEVICES and POWER DISTRIBUTION .

FUSES SPECIFICATIONS

For additional relay information, see BUZZERS, RELAYS & TIMERS .

RELAYS SPECIFICATIONS Location No. Description Graphic 1 324 Secondary air injection pump relay 2 156 A/C compressor relay, 3 - - - 4 229 Engine control system main relay

Scheme 901

Scheme 902

Scheme 903

Scheme 904

LIST OF COMPONENTS

Crimp J307, adapter harness ME9

Scheme 905

LIST OF COMPONENTS

CRIMP J290, ENGINE HARNESS ME9

CRIMP J293, ENGINE HARNESS ME9

CRIMP J298, ENGINE HARNESS ME9

Crimp J307, adapter harness ME9

CRIMP J309, ADAPTER HARNESS ME9

CRIMP J319, INJECTOR HARNESS, ME9

CRIMP J320, INJECTOR HARNESS, ME9

Connector H2-2

Location: In engine bay at right headlamp

Scheme 906

Connector H7-1

Location: on engine at rear corner of upper intake manifold on gearbox side.

Scheme 907

Connector H10-8

Location: On engine next to upper intake manifold on gearbox side

Scheme 908

Connector H24-6 (ME9)

Location: Grey connector in front of battery on side of left structural member

Scheme 909

Connector H33-1

Location: black connector on the console to the left of the ignition switch

Scheme 910

Connector H102-1

Location: Under the LH A-pillar

Scheme 911

LIST OF COMPONENTS

LIST OF COMPONENTS

CRIMP J309, ADAPTER HARNESS ME9

LIST OF COMPONENTS

LIST OF COMPONENTS

LIST OF COMPONENTS

LIST OF COMPONENTS

LIST OF COMPONENTS

LIST OF COMPONENTS

LIST OF COMPONENTS

CRIMP J309, ADAPTER HARNESS ME9

LIST OF COMPONENTS

LIST OF COMPONENTS

LIST OF COMPONENTS

LIST OF COMPONENTS

CRIMP J290, ENGINE HARNESS ME9

CRIMP J293, ENGINE HARNESS ME9

CRIMP J298, ENGINE HARNESS ME9

LIST OF COMPONENTS

LIST OF COMPONENTS

LIST OF COMPONENTS

LIST OF COMPONENTS

Scheme 912

Location: On the side of the LH structural member near the connector console

Connected components

GROUNDING POINT G2 REFERENCE

Scheme 913

Scheme 914

Location: In the center of the front cylinder bank

GROUNDING POINT G7F REFERENCE

Scheme 915

Scheme 916

Location: On the rear cylinder bank toward the gearbox side

GROUNDING POINT G7R REFERENCE

Scheme 917

General data

GENERAL DATA

Connector, clutch, cruise control (133)

CONNECTOR, CLUTCH, CRUISE CONTROL (133) REFERENCE

Connector, brake, cruise control (134)

CONNECTOR, BRAKE, CRUISE CONTROL (134) REFERENCE

Scheme 918

RESISTANCE TABLE

Accelerator position sensor (379)

RESISTANCE TABLE

Scheme 919

PRESSURE SENSOR, A/C (620) REFERENCE

TIGHTENING TORQUE TABLE

GENERAL DATA

RESISTANCE TABLE

GENERAL DATA

GENERAL DATA

TEMPERATURE AND RESISTANCE TABLE

Scheme 920

Scheme 921

GENERAL DATA

TEMPERATURE TABLE

Scheme 922

GENERAL DATA

GENERAL DATA

GENERAL DATA

Scheme 923

Throttle motor

RESISTANCE TABLE

THROTTLE POSITION SENSOR TABLE

THROTTLE POSITION SENSOR TABLE

GENERAL DATA

Scheme 924

GENERAL DATA

Scheme 925

Scheme 926

FUEL LEVEL SENSOR REFERENCE

Fuel level sensor (46), T8

FUEL LEVEL SENSOR REFERENCE

Scheme 927

RESISTANCE TABLE

Scheme 928

CHARGE AIR SOLENOID VALVE (179A) REFERENCE

Scheme 929

RESISTANCE TABLE

GENERAL DATA

Scheme 930

Transport

No restrictions apply when transporting this product.

Scheme 931

86 12 798 Toolboard T1 Service

Group: Engine

ENGINE SPECIFICATIONS

Scheme 932

Fitting tool, seals, timing cover

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

BASIC ENGINE SPECIFICATIONS

Scheme 933

Crow foot spanner 17 mm 3/8" "Facom"

Group: Basic engine

BASIC ENGINE SPECIFICATIONS

Scheme 934

The control module is sensitive to electrostatic discharges. In order to prevent damage to internal components in control modules, they must be changed very carefully in the following manner

1. Never touch the pins on a control module with your hands or clothes.
2. Ground yourself by touching the car body/engine. Unplug the connector on the car's control module.
3. Ground yourself by touching the car body/engine. Plug-in the connector on the car's control module.

SPS programming

Connect Tech 2 and use TIS 2000 to check whether the control module requires programming. Go to the "SPS" menu, select "Read control module data" and follow the instructions. This is done so that the control module receives the latest available software and is also adapted to the car variant and market.

Add

Once the control module has been fitted and in certain cases SPS programming has been carried out, Tech 2 must be used to marry the control unit to the car. Go to the "All" menu and select the control module under "Add/Remove". Then select "Add" and follow the instructions. The ignition key must be in ON position. TIS 2000 may be required.

The action involves the following

Properties files are downloaded, security codes are written, bus lists are updated, data in another control modules are updated and fault codes cleared in all control modules.

Scheme 935

Scheme 936

Scheme 937

Scheme 938

Scheme 939

Scheme 940

Scheme 941

Scheme 942

1. When detaching connectors with locks, it is essential that the lock is released before the connector is detached. Ensure the connector locks properly when connecting. Example of some different connector types used in the car: Pull out the slide to unlock the connector. After attaching the connector lock it by pressing in the slide. NOTE: Using a small screwdriver will help to unlock the connector. Press in the lock tab to unlock the connector. Make sure the connector is locked properly when connecting. Pull out the slide to unlock the connector. After attaching the connector lock it by pressing in the slide. Press in the brace catch and push forward the brace. Push back the brace to lock the connector after connecting. NOTE: Make sure the brace is locked in the right position to ensure good contact between connectors. Lift up the lock tab to unlock the connector. Make sure the connector is locked properly when connecting. Press in the connector lock tab to release the brace. Release the connector slide while pushing the brace forward. NOTE: The connector may be damaged if too much force is used to push forward the brace without first releasing the slide. Push back the brace to lock the connector after connecting.
2. Ground yourself by touching the car body/engine before removing or fitting any of the connectors on the car's control modules.
3. Never pull the wiring harness when removing a connector.
4. Never touch the pins on the control module with your hands or clothes. IMPORTANT: Incorrect handing or the use of the wrong tool can damage the sleeves in the connector. Use a test cable (part no. 86 12 731) of the correct size to avoid damaging the sleeves in the connector.
5. When testing only probe tips intended for the purpose are to be used to avoid damaging the contacts. Use a test cable (part no. 86 12 731) of the right size.
6. Connectors may only be repaired when using specified special tools and spare parts.
7. The following connectors must not be repaired: Screened wires/coaxial cables (e.g. ESP sensor cable) Airbag system and pyrotechnical seat-belt tensioner system High tension cable (e.g. ignition system, xenon lamp).

Scheme 943

Scheme 944

1. Check for any contact problems in connections.
2. Check contacts, connectors and crimp connections with respect to oxidation, loose pins and pin clamping force. IMPORTANT: Incorrect handing or the use of the wrong tool can damage the sleeves in the connector. Use a test cable (part no. 86 12 731) of the correct size to avoid damaging the sleeves in the connector.
3. To check the connector clamping force, use a test cable with the right pin size (from kit 86 12 731). NOTE: Using a test cable that is too big will damage connector sleeves. Insert the test cable pin into the connector pin to feel the clamping force of the pins in question. Poor clamping force of the connector pins can cause bad contact. Also check that the engagement height of the pin is the same as the other pins in the connector. An engagement height that is too low could be an indication of a loose pin in the connector, which could cause bad contact.
4. Check wires and connections for open circuits.
5. Check wiring harness, connectors and ground connections.

Procedures after disconnecting the battery

1. Clear diagnostic trouble codes in all systems. IMPORTANT: Some diagnostic trouble codes can be generated if there is a voltage drop. These diagnostic trouble codes can be ignored and will not be regenerated after deletion.
2. Set the clock as follows: Turn the ignition key to the ON position. Press CUSTOMIZE on SIDC (SID control panel). Turn the INFO knob until the displays shows "Clock/Alarm". Press to confirm "OK". Turn the INFO knob to "Set Clock". Press "OK". Turn the INFO knob to "Manual" or "RDS adjust" and set the correct time. Press "OK".
3. Set the date as follows: Turn the ignition key to the ON position. Turn the INFO knob to "DATE". Press the INFO knob until the display shows "YEAR 2000". Turn the INFO knob to the correct year. Press to confirm "OK". Turn the INFO knob to the correct month. Press "OK". Turn the INFO knob to the correct date. Press "OK". IMPORTANT: Draw the customer's attention to the fact that all remote controls must be synchronized by placing the key/keys in the ignition lock. If this is not done, the remote control will not work.
4. Synchronize the remote control's code by inserting the key in the ignition switch. WARNING: The trap protection is not active until the window lifters have been calibrated after a power failure.
5. Cars with pinch protection: Program the pinch protection, see «CALIBRATION OF PINCH PROTECTION»(ref-275877-S29850865622007122900000) .

Type of lamp illumination

TYPE OF LAMP ILLUMINATION

Scheme 945

Conditions

1. No DTCs stored with the fault symptom in question.
2. Key can be turned to ST position.
3. Automatic: Selector lever in P.
4. Manual US/CA: Clutch pedal depressed.

The engine control module also controls the following systems

1. «RADIATOR FAN SYSTEM, B284»(ref-275856-S34724378522007122900000)
2. «STARTING SYSTEM, B284»(ref-275861-S18888054992007122900000)
3. «AIR CONDITIONING A/C, B284»(ref-275884-S19065595692007122900000)
4. «CHARGING SYSTEM, PETROL»(ref-275860-S15122825402007122900000)
5. «FUEL SYSTEM, MOTRONIC E9, US/CA»(ref-275858-S05243174192007122900000) «FUEL SYSTEM, MOTRONIC E9, OTHER MARKETS»(ref-275858-S02484463782007122900000)

LIST OF COMPONENTS No. Name Location Graphic - Components - 179a Solenoid valve, charge air, on turbocharger delivery pipe 229 Main relay, engine control system in the main fuse box in front of battery 243 Engine oil level switch at the bottom of oil pan's rear edge 345 Crankshaft position sensor, at bottom of rear bank toward gearbox side 555F Position sensor, intake camshaft, front cylinder bank on the front cylinder bank's belt circuit end near the rear bank 555R Position sensor, intake camshaft, rear cylinder bank on the rear cylinder bank's belt circuit end near the front bank 605 Solenoid valve, by-pass turbo, on turbocharger delivery pipe 608 Control module, V6 petrol at the top of the rear cylinder bank CONTROL MODULE, MOTRONIC E9, B284, SWITCH A, ENGINE (608A) CONTROL MODULE, MOTRONIC E9, B284, SWITCH B, (608B) 695F Solenoid valve, intake camshaft, front cylinder bank on the front cylinder bank's belt circuit end near the front edge 695R Solenoid valve, intake camshaft, rear cylinder bank on the rear cylinder bank's belt circuit end near the rear edge 696 Pressure sensor, engine oil above the A/C compressor 727 Main fuse box 727 in engine bay in front of battery FUSE 4, MAIN FUSE BOX 727 FOR B284 - 7-pin connector - H7-1 On engine at rear corner of upper intake manifold on gearbox side - Crimp connections - J293 Approx. 110 mm from branching of engine control module toward front cylinder bank - J294 Approx. 70 mm from branching of engine control module toward engine control module - J295 Approx. 120 mm from branching of engine control module toward engine control module - J297 Approx. 70 mm from branching of fuel pressure sensor toward rear cylinder bank - J309 Approx. 240 mm from branching of battery toward engine control module

Scheme 946

Scheme 947

Scheme 948

Scheme 949

Scheme 950

Scheme 951

Scheme 952

Scheme 953

Scheme 954

Scheme 955

Scheme 956

Scheme 957

For additional information, see COMPONENT LOCATION GRAPHICS .

LIST OF COMPONENTS No. Name Location Graphic - Components - 205 Mass air flow sensor, on the center of the radiator member 206a Injector, cyl. 1, on rear cylinder bank near belt circuit side 206b Injector, cyl. 2, on front cylinder bank near belt circuit side 206C Injector, cyl. 3, in center of rear cylinder bank 206D Injector, cyl. 4, in center of front cylinder bank 206e Injector, cyl. 5 on rear cylinder bank near gearbox side 206f Injector, cyl. 6 on front cylinder bank near gearbox side 229 Main relay, engine control system in the main fuse box in front of battery 342 Underhood electrical center 342 (UEC), next to battery FUSE 2, ENGINE BAY FUSE BOX 342 FUSE 4, ELECTRICAL CENTRE ENGINE BAY 342 407 Intake air temperature sensor, integrated in the intake air sensor 688 539 Barometric pressure sensor, at the top of connector H7-1 on the rear cylinder bank 603 Pressure sensor, charge air, integrated in the intake air sensor 688 608 Control module, V6 petrol at the top of the rear cylinder bank CONTROL MODULE, MOTRONIC E9, B284, SWITCH A, ENGINE (608A) CONTROL MODULE, MOTRONIC E9, B284, SWITCH B, (608B) 653 Fuel pressure sensor, fuel rail, on short side of fuel rail toward belt circuit side 688 Intake air sensor on intake manifold next to air filter 727 Main fuse box 727 in engine bay in front of battery FUSE 4, MAIN FUSE BOX 727 FOR B284 - 7-pin connector - H7-1 On engine at rear corner of upper intake manifold on gearbox side - 10-pin connector - H10-8 On engine next to upper intake manifold on gearbox side - Crimp connections - J290 Approx. 50 mm from branching of cylinder 1 ignition coil toward grounding point G7R - J294 Approx. 70 mm from branching of engine control module toward engine control module - J295 Approx. 120 mm from branching of engine control module toward engine control module - J298 Approx. 110 from branching of cylinder 2 ignition coil toward rear cylinder bank - J308 Approx. 50 mm from branching of battery toward engine control module - J309 Approx. 240 mm from branching of battery toward engine control module - J311 Approx. 290 mm from branching of battery toward engine control module - J319 Approx. 30 mm from branching of cylinder 3 injector toward cylinder 1 - J320 Approx. 30 mm from branching of cylinder 5 injector toward cylinder 3

Scheme 958

Scheme 959

Scheme 960

Scheme 961

Scheme 962

Scheme 963

Scheme 964

Scheme 965

Scheme 966

Scheme 967

Scheme 968

Scheme 969

Scheme 970

Scheme 971

Scheme 972

Scheme 973

For additional information, see COMPONENT LOCATION GRAPHICS .

LIST OF COMPONENTS No. Name Location Graphic - Components - 20 Ignition switch module, in the floor console between the front seats 22 Electrical center 22 in the instrument panel (IPEC), on the short side of the dashboard by the left door FUSE 6, INSTRUMENT PANEL ELECTRICAL CENTRE 22 FUSE 21, DASHBOARD ELECTRICAL CENTRE 22 29 Brake light switch on pedal bracket 133 Clutch switch, cruise control on pedal bracket 134 Brake switch, cruise control on pedal bracket 141 Cruise control switch integrated in the switch for the direction indicators - 379 Accelerator position sensor on pedal bracket 540 Main instrument unit, in front of driver in instrument panel 541 SID, on top of instrument panel 604 Throttle body actuator integrated in the throttle body 608 Control module, V6 petrol at the top of the rear cylinder bank CONTROL MODULE, MOTRONIC E9, B284, SWITCH A, ENGINE (608A) CONTROL MODULE, MOTRONIC E9, B284, SWITCH B, (608B) 703 Column Integration Module, on the steering column below the steering wheel - 24-pin connector - H24-6 Grey connector in front of battery on side of left structural member - 33-pin connector - H33-1 Black connector on the console to the left of the ignition switch - 102-pin connector - H102-1 Under left A-pillar - Crimp connections - J95 4D: Approx. 60 mm from branching point to the LH front door towards the engine bay CV: Approx. 30 mm from branching point to LH front door towards the engine bay

Scheme 974

Scheme 975

Scheme 976

Scheme 977

Scheme 978

Scheme 979

Scheme 980

Scheme 981

Scheme 982

Scheme 983

Scheme 984

Scheme 985

For additional information, see COMPONENT LOCATION GRAPHICS .

LIST OF COMPONENTS No. Name Location Graphic - Components - 229 Main relay, engine control system in the main fuse box in front of battery 271 Heated oxygen sensor element, integrated in the oxygen sensor 320a Ignition coil with integrated power stage, cyl. 1, on the spark plug 320b Ignition coil with integrated power stage, cyl. 2, on the spark plug 320C Ignition coil with integrated power stage, cyl. 3, on the spark plug 320D Ignition coil with integrated power stage, cyl. 4, on the spark plug 320e Ignition coil with integrated power stage, cyl 5 on the spark plug 320f Ignition coil with integrated power stage, cyl 6 on the spark plug 324 Secondary air injection pump relay in UEC 727 326 Motor, injection pump, secondary air, at bottom of engine front 516F Knock sensor, front cylinder bank at rear edge of starter motor 516R Knock sensor, rear cylinder bank in the center of the rear cylinder bank 540 Main instrument unit, in front of driver in instrument panel 541 SID, on top of instrument panel 592 Front heated oxygen sensor, component: before/on the catalytic converter connector: at rear corner of upper intake manifold on gearbox side below connector H7-1 593 Rear heated oxygen sensor, component: after the catalytic converter connector: below the engine control module 608 Control module, V6 petrol at the top of the rear cylinder bank CONTROL MODULE, MOTRONIC E9, B284, SWITCH A, ENGINE (608A) CONTROL MODULE, MOTRONIC E9, B284, SWITCH B, (608B) 727 Main fuse box 727 in engine bay in front of battery FUSE 1, MAIN FUSE BOX 727 FOR B284 FUSE 4, MAIN FUSE BOX 727 FOR B284 - 2 pin connector - H2-2 In engine bay at right headlamp - 7-pin connector - H7-1 On engine at rear corner of upper intake manifold on gearbox side - 24-pin connector - H24-6 Gray connector in front of battery on side of left structural member - 102-pin connector - H102-1 Under left A-pillar - Crimp connections - J290 Approx. 50 mm from branching of cylinder 1 ignition coil toward grounding point G7R - J291 Approx. 30 mm from branching of cylinder 3 ignition coil toward grounding point G7R - J292 Approx. 30 mm from branching of cylinder 5 ignition coil toward grounding point G7R - J293 Approx. 110 mm from branching of engine control module toward front cylinder bank - J298 Approx. 110 from branching of cylinder 2 ignition coil toward rear cylinder bank - J299 Approx. 40 mm from branching of cylinder 2 ignition coil toward cylinder 4 - J300 Approx. 60 mm from grounding point G7F - J309 Approx. 240 mm from branching of battery toward engine control module - J312 Approx. 150 mm from branching of battery toward engine control module - - Grounding points - G2 On the side of the left structure strut by the connector bracket - G7F In the center of the front cylinder bank - G7R On the rear cylinder bank toward the gearbox side

Scheme 986

Scheme 987

Scheme 988

Scheme 989

Scheme 990

Scheme 991

Scheme 992

Scheme 993

Scheme 994

Scheme 995

Scheme 996

Scheme 997

Scheme 998

Scheme 999

Scheme 1000

For additional information, see ELECTRICAL COMPONENT LOCATOR .

LIST OF COMPONENTS No. Name Location Graphic - Components - 46 Fuel level sensor, integrated in the fuel pump unit 689 102 Fuel pump relay below the right A-pillar 229 Main relay, engine control system in electrical center 727 in front of battery 321 Solenoid valve, EVAP canister purging, on rear cylinder bank below connector H7-1 323 Fuel pump motor, in engine bay 342 Electrical center 342 (UEC), integrated in the fuel pump unit 689 FUSE 4, ELECTRICAL CENTRE ENGINE BAY 342 540 Main instrument unit, in front of driver in instrument panel 585 Pressure sensor, EVAP on fuel tank by fuel pump 588 Solenoid valve, EVAP shut-off on the fuel tank 608 Control module, V6 petrol at the top of the rear cylinder bank CONTROL MODULE, MOTRONIC E9, B284, SWITCH A, ENGINE (608A) CONTROL MODULE, MOTRONIC E9, B284, SWITCH B, (608B) 689 Fuel pump unit, in the fuel tank 697 Control module, fuel pump 4D/5D: under right seat CV: under rear seat 727 Electrical center 727 in engine bay in front of battery FUSE 2, MAIN FUSE BOX 727 FOR B284 FUSE 3, ELECTRICAL CENTER 727 FUSE 4, MAIN FUSE BOX 727 FOR B284 - 7-pin connector - H7-1 On engine at rear corner of upper intake manifold on gearbox side - 10-pin connector - H10-3 On a bracket by the tank strap on the front edge of the fuel tank H10-16 Grey connector below left headlamp - 24-pin connector - H24-6 Grey connector in front of battery on side of left structural member - 102-pin connector - H102-1 Under left A-pillar - Crimp connections - J98 4D/5D: Approx. 160 mm from branching of grounding point G33P/S towards the left rear door CV: Approx. 170 mm from branching point to grounding point G33P/S towards the LH rear door - J203 In branching point connector H24-1 - J293 Approx. 110 mm from branching of engine control module toward front cylinder bank - J308 Approx. 50 mm from branching of battery toward the engine control module - J309 Approx. 240 mm from branching of battery toward the engine control module - J310 Approx. 290 mm from branching of battery toward the engine control module - J311 Approx. 290 mm from branching of battery toward the engine control module - - Grounding points - G33P On the floor below the left A-pillar

Scheme 1001

Scheme 1002

Scheme 1003

Scheme 1004

Scheme 1005

Scheme 1006

Scheme 1007

Scheme 1008

Scheme 1009

Scheme 1010

Scheme 1011

For additional information, see ELECTRICAL COMPONENT LOCATOR .

LIST OF COMPONENTS No. Name Location Graphic - Components - 46 Fuel level sensor, integrated in the fuel pump unit 689 102 Fuel pump relay below the right A-pillar 229 Main relay, engine control system in electrical center 727 in front of battery 321 Solenoid valve, EVAP canister purging, on rear cylinder bank below connector H7-1 323 Fuel pump motor, integrated in the fuel pump unit 689 342 Electrical center 342 (UEC), in engine bay FUSE 4, ELECTRICAL CENTRE ENGINE BAY 342 540 Main instrument unit, in front of driver in instrument panel 608 Control module, V6 petrol at the top of the rear cylinder bank CONTROL MODULE, MOTRONIC E9, B284, SWITCH A, ENGINE (608A) CONTROL MODULE, MOTRONIC E9, B284, SWITCH B, (608B) 689 Fuel pump unit, in the fuel tank 697 Control module, fuel pump 4D/5D: under right seat CV: under rear seat 727 Main fuse box 727 in engine bay in front of battery FUSE 2, MAIN FUSE BOX 727 FOR B284 FUSE 4, MAIN FUSE BOX 727 FOR B284 - 7-pin connector - H7-1 On engine at rear corner of upper intake manifold on gearbox side - 10-pin connector - H10-3 On a bracket by the tank strap on the front edge of the fuel tank H10-16 Grey connector below left headlamp - 24-pin connector - H24-6 Grey connector in front of battery on side of left structural member - Crimp connections - J98 4D/5D: Approx. 160 mm from branching of grounding point G33P/S towards the left rear door CV: Approx. 170 mm from branching point to grounding point G33P/S towards the LH rear door - J203 In branching point connector H24-1 - J293 Approx. 110 mm from branching of engine control module toward front cylinder bank - J308 Approx. 50 mm from branching of battery toward the engine control module - J309 Approx. 240 mm from branching of battery toward the engine control module - J310 Approx. 290 mm from branching of battery toward the engine control module - - Grounding points - G33P On the floor below the left A-pillar

Scheme 1012

Scheme 1013

Scheme 1014

Scheme 1015

Scheme 1016

Scheme 1017

Scheme 1018