Trionic T8 Fuel Control System: Other Saab 9-3 II

Upper heated oxygen sensor (592)

Scheme 149

Scheme 150

1. Unplug the oxygen sensor and carefully lower the cable.
2. Remove the heat shield over the turbocharger (note the clip underneath the heat shield, see illustration).
3. Remove the oxygen sensor.

Scheme 151

Scheme 152

1. Lubricate the threads sparingly with 30 20 971 Screw-thread paste and fit the oxygen sensor. Tightening torque 40 Nm (30 lbf ft).
2. Plug in the oxygen sensor connector and secure it.
3. Fit the turbocharger heat shield (note the clip underneath the heat shield).

Lower heated oxygen sensor (593)

Scheme 153

Scheme 154

Scheme 155

Scheme 156

1. Unplug the connector for the oxygen sensor and carefully lower the cable.
2. Raise the car. CV: Remove «CHASSIS REINFORCEMENT, FRONT SUBFRAME, CV, PETROL»(ref-275876-S05650643942007122900000)
3. Remove the lower turbocharger pressure pipe.
4. Bend out the corner of the heat shield slightly.
5. Run the cable forward and remove the oxygen sensor.

Scheme 157

Scheme 158

Scheme 159

Scheme 160

1. Lubricate the threads sparingly with 30 20 971 Screw-thread paste and fit the oxygen sensor. Tightening torque 40 Nm (30 lbf ft).
2. Check that the cables are NOT twisted or damaged. Bend back the corner of the heat shield.
3. Lift up the oxygen sensor cable, making sure it does not get pinched or is exerted to chafing.
4. Fit the turbocharger delivery pipe. CV: Fit «CHASSIS REINFORCEMENT, FRONT SUBFRAME, CV, PETROL»(ref-275876-S05650643942007122900000) Tightening torque 22 Nm (16 lbf ft).
5. Lower the car.
6. Plug in the oxygen sensor connector and secure it.

Scheme 161

Scheme 162

Scheme 163

1. Remove the upper engine cover.
2. Detach the turbocharger delivery hose from the throttle body and bend it aside.
3. Carefully bend up the bracket catch and remove the EVAP canister purge valve from the bracket.
4. Remove the bracket from the throttle body and carefully bend it aside.
5. Unplug the connector from the throttle body.
6. Remove the throttle body.
7. Remove the old seal and clean the sealing surfaces.

Scheme 164

Scheme 165

Scheme 166

1. Fit the throttle body with a new seal.
2. Plug in the connector.
3. Fit the bracket.
4. Fit the EVAP canister purge valve and bend the catch back in place.
5. Fit the turbocharger delivery hose to the throttle body.
6. Fit the upper engine cover.

Scheme 167

Scheme 168

1. Remove the upper engine cover.
2. Remove the connector from the control valve.
3. Press down the catch carefully with a screwdriver and remove the control valve from its mounting.
4. Detach the hoses from the control valve.

Scheme 169

Scheme 170

1. Connect the hoses to the control valve. To inlet pipe To bypass valve To temp/pressure on turbocharger delivery pipe
2. Fit the control valve to the mounting, make sure the hoses are not pinched together and adjust them as necessary.
3. Plug in the connector.
4. Replace the upper engine cover.

Scheme 171

1. Unplug the sensor connector.
2. Remove the sensor.

Scheme 172

1. Fit the sensor with a new O-ring sparingly lubricated with Vaseline.
2. Plug in the connector.

Scheme 173

Scheme 174

1. Remove the cover over the ignition coils.
2. Remove the bolts, lift up each ignition coil and move aside. Start with the ignition coil for cylinder 1.
3. Remove the spark plugs, socket 8394785.

Scheme 175

Scheme 176

1. Check the spark plug gap as described in «SPARK PLUG (157)»(ref-275835-S05658973492007122900000) .
2. Fit the spark plugs, keeping the socket straight so the spark plugs are not damaged. Tightening torque 28 Nm (21 lbf ft)
3. Fit the respective ignition coils starting with the one for cyl 4. Tightening torque 20 Nm (15 lbf ft).
4. Make sure to locate the ignition coil cables so they are not pinched.
5. Fit the cover over the ignition coils. Tightening torque 8 Nm (6 lbf ft).

Scheme 177

1. Remove «SOUND INSULATION PANEL, DRIVER»(ref-275837-S20291105042007122900000) .
2. Remove the handle and cover for steering wheel adjustment.
3. Press down the clutch pedal as much as possible. Pull out the switch's pushrod and locking sleeve.
4. Press in the catch and remove the switch.
5. Unplug the connector.

Scheme 178

1. Plug in the connector.
2. Pull out the switch's pushrod and locking sleeve.
3. Press down the clutch pedal as much as possible and fit the switch. NOTE: The switch should fit in the coding in the bracket. Press in the locking sleeve.
4. Press down the clutch pedal as much as possible and pull out the switch's pushrod. Release the pedal.
5. Fit «SOUND INSULATION PANEL, DRIVER»(ref-275837-S20291105042007122900000) .

Scheme 179

1. Remove the electrical connection from the sensor.
2. Carefully remove the pressure sensor as it contains loose parts.

Scheme 180

1. Fit the sensor.
2. Fit the electrical connection to the sensor.

Scheme 181

1. Unplug the connector to CDM.
2. Remove CDM.

Scheme 182

1. Fit CDM.
2. Plug in the connector to CDM.

Scheme 183

Scheme 184

Scheme 185

1. Control module, Trionic T8 (589)
2. Generator (2)
3. Ignition lock (20)
4. Contact, brake light (29)
5. Engine oil pressure sensor (44)
6. Fuel level sensor (46) Engine, fuel pump (323)
7. Relay, fuel pump (102)
8. Main relay, engine control system (229)
9. Relay, oxygen sensor preheating (443)
10. Electrical unit, petrol engine (727)
11. Contact, clutch, cruise control (133)
12. Contact, brake, cruise control (134)
13. Boost pressure control valve (179a)
14. Coolant temperature sensor (202)
15. Mass air flow sensor (205)
16. Injectors cyl. 1-4 (206a-d)
17. Engine oil level sensor (243)
18. Ignition coil with integral power stage, cyl. 1-4 (320a-d)
19. EVAP canister purge valve (321)
20. Relay, A/C compressor (156)
21. Relay, starting relay (517)
22. Crankshaft position sensor (345)
23. Accelerator pedal position sensor (379)
24. Intake manifold sensor (688)
25. Manifold absolute pressure sensor (431)
26. Diagnostic socket, 16-pin, CARB (445)
27. Atmospheric pressure sensor (539)
28. Pressure sensor, EVAP (585)
29. Solenoid valve, shut-off EVAP (588)
30. Preheated oxygen sensor, front (592)
31. Preheated oxygen sensor, rear (593)
32. Throttle body actuator unit (604)
33. Solenoid valve, turbo by-pass (605)
34. Pressure sensor, A/C (620)
35. CIM (703)
36. Pressure sensor, power steering fluid (739)
37. CDM (740)

Scheme 186

1. Control module, Trionic T8 (589)
2. Generator (2)
3. Ignition lock (20)
4. Contact, brake light (29)
5. Engine oil pressure sensor (44)
6. Fuel level sensor (46)
7. Engine, fuel pump (323)
8. Relay, fuel pump (102)
9. Main relay, engine control system (229)
10. Relay, oxygen sensor preheating (443)
11. Electrical unit, petrol engine (727)
12. Contact, clutch, cruise control (133)
13. Contact, brake, cruise control (134)
14. Boost pressure control valve (179a)
15. Coolant temperature sensor (202)
16. Mass air flow sensor (205)
17. Injectors cyl. 1-4 (206a-d)
18. Engine oil level sensor (243)
19. Ignition coil with integral power stage, cyl. 1-4 (320a-d)
20. EVAP canister purge valve (321)
21. Relay, A/C compressor (156)
22. Relay, starting relay (517)
23. Crankshaft position sensor (345)
24. Accelerator pedal position sensor (379)
25. Manifold absolute pressure sensor (431)
26. Diagnostic socket, 16-pin, CARB (445)
27. Atmospheric pressure sensor (539)
28. Pressure sensor, EVAP (585)
29. Solenoid valve, shut-off EVAP (588)
30. Preheated oxygen sensor, front (592)
31. Preheated oxygen sensor, rear (593)
32. Throttle body actuator unit (604)
33. Solenoid valve, turbo by-pass (605)
34. Pressure sensor, A/C (620)
35. Intake manifold sensor (688)
36. CIM (703)
37. Pressure sensor, power steering fluid (739)
38. CDM (740)

Saab Trionic T8 was developed by Saab and is a highly advanced engine control system. The main task of the ECM is to control the air mass, fuel and ignition.

When the driver presses the accelerator pedal, a pedal position sensor integrated into the pedal is activated.

This information, in the form of a voltage, is connected to the ECM which converts the voltage value into a torque request from the driver.

The torque request is then processed by the ECM with regard to the prevailing operating conditions and restrictions, and the result is an air mass request to achieve the torque requested by the ECM. The driver's requested torque can be higher than that requested by the ECM. This could be because e.g. the maximum engine torque is already being supplied at the current operating time, or due to TCS control or knock control.

The ECM controls the throttle area (opening angle) together with the turbo (wastegate) to achieve the correct torque, i.e. air mass per combustion.

The system has the following advantages

1. Turbo lag can be reduced to a minimum
2. Exhaust emissions on load changes are reduced
3. Idle control is integrated
4. Load compensation is possible over the entire load and speed range
5. Effective torque restriction is possible over the entire load and speed range
6. Cruise control can easily be integrated into the system

The fuel injection function is sequential and controlled by air mass per combustion and engine speed as the main parameters.

Ignition takes place with individual ignition coils placed on the spark plug concerned. The plug together with the ignition coil and CDM are used to detect combustion and any knocking.

This means that neither a camshaft sensor nor a separate knock sensor are required.

Compared with the earlier Trionic T7 system, the following functions are new

Throttle body actuator unit (604)

1. Contains the throttle position sensor and throttle motor with associated reducing gear.
2. The throttle housing is spherical to improve the throttle area control at low loads.
3. There is no mechanical limp-home function as on T7.

Accelerator pedal position sensor (379)

1. Integrated into the pedal set for the accelerator pedal.
2. Contains the pedal position sensor.

Ignition coil with integrated power module (320)

1. Inductive separate ignition coils with ion stream measurement.
2. The power module is integrated in the ignition coils.

CDM (740)

1. The Combustion Detection Module first processes the ion stream signal from the ignition coils.
2. Supplies information to the ECM on the combustion quality and any knocking.

Atmospheric pressure sensor (539)

1. New design, sits mounted on the engine instead of integrated in the control module.
2. Function as in the former Trionic T7 system.

Engine oil level sensor (243)

1. Informs the ECM when the oil level is low.
2. Used for indication in SID.

Fuel level sensor (46)

1. Informs the ECM of the prevailing fuel level.
2. Used for certain diagnosis and driving computer functions, and to indicate the fuel level in MIU.

Relay, starting relay (517)

1. Controlled by ECM.

Cooling fan control

1. The fan logic is located in the ECM which also activates the fan relays.
2. The fans can be run in four different positions.

Generator (2)

1. The ECM controls whether or not the generator charges.
2. Used to couple in the generator charge with a degree of delay after start-up, and in certain positions to disconnect the generator charge. In this way reduces the engine load occasionally on idle to stabilize the idle speed.

Engine oil pressure sensor (44)

1. Informs the ECM when the oil pressure is low.
2. Used for display in MIU and SID.

Pressure sensor, A/C (620)

1. Informs ECM of the pressure in the A/C system high pressure side
2. Used for load compensation, fan function, and sent as a bus message to be used by ACC.

General

The following functions can request engine torque

1. Pedal matrix (10)
2. Cruise control (11)
3. Idle (12)

Current torque request/limitation can be read on the diagnostic tool. See read values TORQUE REQUEST

Pedal request, general

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.

Scheme 187

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 request

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 fully released, the voltage value from potentiometer 1 for the released pedal will be adapted and constitute the idling speed position for the pedal.

Scheme 188

Cruise control, general

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

Scheme 189

This bus message is used by ECM for the cruise control function. When the switch is put to "ON", the "CRUISE" lamp on MIU will come on. Pushing the "SET" button on the switch will store the current vehicle speed in ECM memory provided all the criteria for activating cruise control have been fulfilled.

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

Cruise control, vehicle speed lower than requested

If the vehicle speed is lower than the one requested by cruise control, ECM will increase the requested engine torque until the vehicle speed is the same as the requested. Maximum engine torque that can be requested by cruise control is limited to provide optimum comfort.

Cruise control, vehicle speed higher than requested

If the vehicle speed is higher than the one requested by cruise control, ECM will reduce the requested engine torque until the vehicle speed is the same as the one requested. The torque reduction is filtered to provide optimum comfort.

Cruise control, criteria 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 cruise control activated
8. +15 present
9. No active fault codes affecting cruise control
10. TCS not active
11. Vehicle speed below 200 km/h

Switch positions

Note. For safety reasons (brake system functions), the brakes must be applied once while the engine is running before the system can be activated.

The following message is shown on SID: Tap brakes lightly before using cruise control

The system has the following functions

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 indicator in the main instrument unit comes on when the slide control has been moved to ON. If the engine is turned off with the system in position ON, it will also be ON the next time the engine is started.

Setting a 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

The speed can be increased in one of the following ways

1. Accelerate to the desired. Move the control briefly to SET/+ or SET/-.
2. Move the control briefly to SET/+, the speed will increase 1.6 km/h (1 mph) (when cruise control is already active).
3. Hold the control in SET/+ position until the desired speed is attained (when cruise control is already activated).

Reducing the set speed

The speed can be reduced in one of the following ways

1. Brake to the desired speed. Move the control briefly to SET/+ or SET/-.
2. Move the control briefly to SET/- to reduce the speed 1.6 km/h (1 mph).
3. 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

Move the slide control to RESUME. The car will resume the earlier set speed. Vehicle speed must be over 40 km/h for cars with petrol engine and 25 km/h for cars with diesel engine.

Disengaging

The system is disengaged

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

Idle speed control, general

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.

Scheme 190

The nominal idle speed is the number of revolutions per minute with a warm engine according to VEHICLE SPEED SPECIFICATIONS TABLE . Under certain circumstances the idle speed can increase to 900 rpm. This can occur e.g. at high load of the A/C compressor, power steering pump etc.

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

VEHICLE SPEED SPECIFICATIONS TABLE

Scheme 191

The following functions can limit the engine torque requested by "Drive Master"

1. Max engine torque (20)
2. TCS/ESP (21)
3. Manual gearbox (22)
4. Automatic transmission (23)
5. Stall limit (Automatic) (24)
6. Special Mode (25)
7. Reverse (Automatic) (26)
8. Misfiring (27)
9. Brake (28)
10. Differential protection system (Automatic) (29)

Current torque request/limitation can be read on the diagnostic tool. See read values TORQUE REQUEST

TCS/ESP limitation, general

In case of wheel spin, TCS can lower the engine torque to reduce wheel spin. Likewise, ESP can lower the engine torque if the car skids.

Scheme 192

Manual gearbox

Reverse gear is limited to 250 Nm.

Scheme 193

Special mode

Special engine torque limitation.

Scheme 194

Scheme 195

Misfiring

To protect the turbo unit and the catalytic converter if misfiring should occur, the engine torque will be limited when 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 196

Brake

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

Maximum permitted torque with brake pedal depressed is 200 Nm.

Scheme 197

If the vehicle speed exceeds the programmed value for speed limitation, the following function will limit engine torque

Scheme 198

1. Max vehicle speed (31)

Current torque request/limitation can be read on the diagnostic tool. See read values TORQUE REQUEST

Vehicle speed limitation

When the vehicle speed exceeds the value programmed in ECM, the engine torque will be limited. In this way, the maximum speed of the car can be limited.

Engine variants B207E and B207L are limited to a speed of 220 km/h.

The following functions can increase engine torque

1. TCS/ESP increase engine torque (40)
2. Minimum load (41)
3. Dashpot (42)

Current torque request / limitation can be read on the diagnostic tool. See read values TORQUE REQUEST

Minimum load

In order to obtain stable combustion, the engine load can be allowed to increase in certain cases. Irregular combustion gives a higher content of unburned fuel (HC) in the exhaust gases.

Scheme 199

Dashpot

To avoid jarring when suddenly decelerating, the dashpot function will request engine torque for a brief period so that it can then be reduced gradually. This also reduces emissions.

Scheme 200

You can compare this function with the throttle damper on older injection or carburetor cars where the throttle movement towards idling was slowed down.

The following functions can reduce engine torque in order to protect the engine

1. Knock limit (50)
2. Max engine speed (51)
3. Max turbo speed (53)
4. Charge air control fault (55)

Current torque request/limitation can be read on the diagnostic tool. See read values TORQUE REQUEST

Knock control, general

During knock control, there is first a retardation of the ignition timing in each cylinder. If the average value of the ignition retardation exceeds a certain value then the fuel will be enriched.

If the average value of the ignition retardation increases ever more, the engine torque will be limited to protect the engine from damage.

Torque limitation is continuous depending on the average value of the ignition retardation.

Maximum engine speed

Engine torque is limited to protect the engine from damage at higher engine speeds so that the engine speed cannot increase even more.

Scheme 201

When the engine speed exceeds 5900 rpm, engine torque will be limited. If the engine speed should increase above 6200 rpm then the fuel supply will be cut.

Turbo speed limitation

Engine torque is limited in case of high pressure ratios across the compressor to protect the turbo from being damaged by overrevving.

Scheme 202

The pressure ratio is the absolute pressure from the turbocharger divided by its inlet pressure.

The charge air absolute pressure sensor (688) and the atmospheric pressure sensor (539) are used to calculate the pressure ratio.

High pressure ratios arise when driving with heavy engine loads at altitudes where the atmospheric pressure is low. A high pressure ratios gives high turbine speed.

Charge air control fault

Engine torque is limited in the following cases

Scheme 203

1. Electrical faults in charge air control
2. Mechanical faults in charge air control that result in engine torque exceeding the requested engine torque.

The following function can reduce engine torque in order to reduce emissions

Scheme 204

1. Transient control (60)

Current torque request / limitation can be read on the diagnostic tool. See read values TORQUE REQUEST

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.

The following function can limit engine torque for safety reasons when there is a fault in the throttle control.

Scheme 205

1. Max throttle when pedal released (70)

Fuel adaptation, general

The objective of fuel adaptation is to compensate for normal production tolerances, ageing and minor deviations in fuel/air ratio in case of a system fault.

Scheme 206

Scheme 207

The function is divided into two parts, multiplicative adaptation that takes place under partial load and additive adaptation that takes place at idling speed.

Together, these adaptation will make closed loop work with a correction factor of around 1.00.

Multiplicative adaptation

If closed loop continuously corrects a deviation in the fuel system, it will be adapted. Adaptation occurs every 5 minutes and takes 30 seconds.

Scheme 208

Scheme 209

The fuel quantity is always multiplied by a multiplicative adaptation factor of 1.00 when the control module is new or has been 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.

The entire closed loop deviation from 1.00 is transferred to the multiplicative adaptation factor. This means that the correct fuel quantity will be injected even when closed loop is inactive, e.g. when cold starting or driving under full load. A multiplicative adaptation must always take place before an additive after starting the engine. Limits for multiplicative adaptation are 0.75 and 1.25 respectively.

The following conditions must be fulfilled for multiplicative adaptation to take place

1. Closed loop active.
2. No purging in progress; this takes place for 4 minutes and 30 seconds during each 5-minute period. However, a multiplicative adaptation will take place directly the first time the other conditions have been fulfilled.
3. Engine coolant temperature exceeds 76°C.
4. Engine speed 1500-2750 rpm.
5. Engine load 175-350 mg/c.

If closed loop continuously corrects a deviation in the fuel system, it will be adapted. Adaptation occurs every 5 minutes and takes 30 seconds.

The fuel quantity is always multiplied by a multiplicative adaptation factor of 1.00 when the control module is new or has been 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.

The entire closed loop deviation from 1.00 is transferred to the multiplicative adaptation factor. This means that the correct fuel quantity will be injected even when closed loop is inactive, e.g. when cold starting or driving under full load. A multiplicative adaptation must always take place before an additive after starting the engine. Limits for multiplicative adaptation are 0.75 and 1.25 respectively.

The following conditions must be fulfilled for multiplicative adaptation to take place

1. Closed loop active.
2. No purging in progress; this takes place for 4 minutes and 30 seconds during each 5-minute period. However, a multiplicative adaptation will take place directly the first time the other conditions have been fulfilled.
3. Engine coolant temperature exceeds 75°C.
4. Engine speed 1500-2750 rpm.
5. Engine load 175-350 mg/c.

Additive adaptation

If closed loop continuously corrects a deviation in the fuel system, it will be adapted. Adaptation occurs every 5 minutes and takes 30 seconds. The additive adaptation, which is 0.000 mg fuel/combustion when the control module is new or has been 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.

Scheme 210

Scheme 211

The fuel quantity is added or subtracted until closed loop 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.

The limits for the additive adaptation are minus 4 and 4 mg fuel/combustion respectively.

A multiplicative adaptation must always take place before an additive after starting the engine.

The following conditions must be fulfilled for additive adaptation to take place

1. Closed loop active.
2. No purging may occur; this takes place for 4 minutes and 30 seconds every 5-minute period.
3. Engine coolant temperature exceeds 76°C.
4. Engine speed 750-950 rpm.
5. Engine load 85-230 mg/c.
6. Car stationary.

Starter motor cranking

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 212

As soon as engine speed exceeds 500 rpm the engine is considered to have started and the quantity of fuel is calculated with the mass air flow sensor as the main sensor.

Scheme 213

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 214

Injector opening duration

Fuel volume/combustion is converted to injector opening duration, based on knowledge of the injector flow at 3 bar differential pressure.

Injection twice/combustion

Before the camshaft position has been detected, injection will take place semi-sequentially at 180 intervals. This means two cylinders at a time in the following order

Scheme 215

1. Cylinders 1 and 4.
2. Cylinders 2 and 3.

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

Needle lift delay

The time taken 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 216

Scheme 217

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

1. supply +15 not present.
2. fully depressed accelerator pedal during starter motor cranking
3. engine speed above 6200 rpm.
4. air mass/combustion exceeds a calibrated value, unique for each engine variant.
5. immobilizer code faulty.
6. major fault in throttle control
7. ignition system not supplied with current.
8. during engine braking on certain conditions.
9. engine torque exceeds a calibrated value during throttle limp-home.

Scheme 218

The injectors are of solenoid type with needle and seat. They open when current flows through the coil and a powerful spring closes them when the current is cut off.

To achieve optimum combustion and thereby cleaner exhaust gases, the injectors have air-flushed jets to give a good distribution of the fuel.

Air is fed to the injectors from a passage in the intake manifold. Air from in front of the throttle is led to the passage via a bypass in the throttle body.

The injectors must not be rotated; the connectors must point straight up. Otherwise, the fuel will hit the walls of the inlet ports and affect emissions and driveability.

The injectors are identical on all 4-cyl engines.

The injectors are supplied with current from the main relay and are grounded by the control module as follows

Scheme 219

Scheme 220

Scheme 221

Scheme 222

1. Injector 1 is controlled by pin 33(B).
2. Injector 2 is controlled by pin 49(B).
3. Injector 3 is controlled by pin 51(B).
4. Injector 4 is controlled by pin 50(B).

The microprocessor controls the transistor concerned according to the firing order so that injection is finished roughly when the inlet valve opens for the cylinder concerned.

The crankshaft angle when injection takes place depends on the current operating point.

Scheme 223

Scheme 224

Scheme 225

1. Idling speed ignition timing When idle speed control is active, the ignition timing is adjusted to stabilize idling speed. The value is sent to box 3.
2. Normal ignition timing When the idle speed control is not active, the ignition timing is obtained from a load and speed-dependent matrix. The matrix value is optimized for the lowest fuel consumption (best torque). The value is sent to box 3.
3. Selection of ignition timing One of the ignition timing calculations is selected, depending on which function is active. The value is sent to box 6.
4. Catalytic converter heating ignition In order to heat the catalytic converter as fast as possible after starting, the ignition will be retarded. The value is load and engine speed dependent.
5. Engagement of catalytic converter heating ignition The function is active when the coolant temperature is above -8°C and below +35°C.
6. Total The value from box 5 is added to the value from box 3.
7. Compensation The ignition timing is corrected depending on the engine coolant temperature and intake air temperature. The value is sent to box 6.
8. Knock control If knocking occurs, the amount by which the ignition should be retarded is calculated. The value is sent to box 6.
9. Total The compensation angle and knock retardation are added to the current ignition timing. The value is sent to box 7.
10. Selection of ignition timing Starting ignition timing is selected when the engine has not yet started. The value is sent to box 9.
11. Starting ignition timing Starting ignition timing is calculated depending on intake air temperature and engine coolant temperature. The value is sent to box 9 via box 7.
12. Activate relevant trigger At the calculated crankshaft angle, the microprocessor controls the transistor for the trigger which is next in the firing order.

Scheme 226

This function is used when the engine is idling, i.e. accelerator pedal released. The objective of idling speed ignition timing is to make sure the engine runs with optimum ignition advance.

Together with engine air mass control, idling speed ignition timing makes sure the engine develops the correct idling speed/torque to drive e.g. the generator, power steering pump and A/C compressor.

Scheme 227

Scheme 228

The normal idle speed is shown in VEHICLE SPEED SPECIFICATIONS TABLE but if necessary can be increased to 950 rpm. This can be done e.g. at high alternator load or high power steering assistance required. Immediately after starting, the idle speed is always increased and falls after a while to the normal idle speed.

This is done by regulating the ignition timing and air mass control.

VEHICLE SPEED SPECIFICATIONS TABLE

Coolant temperature dependent compensation

This function compensates the normal ignition timing depending on the current coolant temperature.

With coolant temperatures around +95°C, the compensation will be zero. The objective of compensation is to adjust the normal ignition timing so that the correct pressure is built up during combustion.

Coolant temperature affects the speed of the combustion.

Principle, coolant temperature above 95°C

With coolant temperatures exceeding +95°C, the expansion rate of the flame is greater than it would be with a coolant temperature of +95°C.

This results in the combustion pressure building up too early in the cylinder, which gives inferior efficiency and risk of knocking.

To counteract the higher combustion rate, the ignition will be retarded slightly to provide the correct pressure build-up in the cylinder.

See GENERAL, IGNITION .

Principle, coolant temperature below 95°C

With coolant temperatures below +95°C, the expansion rate of the flame is lower than it would be with a coolant temperature of +95°C.

This results in the combustion pressure building up too late in the cylinder, which gives inferior efficiency and reduced engine performance.

To counteract the lower combustion rate, the ignition will be advanced slightly to provide the correct pressure build-up in the cylinder.

See GENERAL, IGNITION .

Scheme 229

Charge air temperature dependent compensation

This function compensates the normal ignition timing depending on the current charge air temperature. The objective of compensation is to adjust the normal ignition timing so that the correct pressure is built up during combustion.

Charge air temperature affects the speed of the combustion. The temperature of the charge air is affected by various factors such as outside temperature, vehicle speed and heating of the A/C condenser.

Principle, high charge air temperature

With high charge air temperatures, the expansion rate of the flame is greater than it would be under more normal conditions.

This results in the combustion pressure building up too early in the cylinder, which gives inferior efficiency and risk of knocking.

To counteract the higher combustion rate, the ignition will be retarded slightly to provide the correct pressure build-up in the cylinder.

See GENERAL, IGNITION .

Principle, low charge air temperature

With low charge air temperatures, e.g. in winter, the expansion rate of the flame is lower than it would be under more normal conditions.

This results in the combustion pressure building up too late in the cylinder, which gives inferior efficiency and reduced engine performance.

To counteract the lower combustion rate, the ignition will be advanced slightly to provide the correct pressure build-up in the cylinder.

See GENERAL, IGNITION .

Scheme 230

Scheme 231

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 25-28 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.

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.

Principle, increasing engine speed

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.

Premature ignition of the fuel/air mixture would give a premature pressure build-up, resulting in lower output and increased knocking sensitivity.

Principle, increasing load

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 5-6 degrees BTDC, compared with 25-28 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 obtain the best torque at the current operating point, which also coincides with the best efficiency and therefore best fuel economy.

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 232

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 gives rise to shock waves that can move faster than the speed of light. Uncontrolled knocking can damage the engine through not only fusion on pistons and cylinder head but also fatigue damage caused by shock waves in pistons and bearings. Controlled knocking that can be handled by the engine management system must be differentiated from uncontrolled knocking that can arise if the engine is driven on inferior fuel at high temperatures and high altitudes, etc.

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

The tendency an engine has to knock, however, increases with compression ratio so the compression ratio for a specific engine is chosen with regard to the engine's tendency to knock and the fuel's tendency to knock.

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

By analyzing the knock signal, the ECM will be able to identify the knocking cylinder and in that case how much.

Scheme 233

If the level of knocking exceeds a specific value, ECM will retard the ignition for the cylinder in question until the knocking ceases.

The ignition timing correction will subsequently return to zero, its original setting. If the average value for the retardation on all cylinders exceeds a specific value then the mixture will be enriched.

If despite of this the average value of the timing retardation rises even more, there will be a limitation of the maximum permitted engine torque, air mass per combustion.

Scheme 234

This function is used when starting the engine.

Starting ignition timing will be active from when the engine is stationary until the engine speed reaches 500 rpm. The starting ignition timing depends on the engine speed and coolant temperature. Normal starting ignition timing when the coolant temperature is 20°C is 6 degrees BTDC.

Principle, low coolant temperature

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

Principle, high coolant temperature

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

Ignition system, general

The ignition system is used to generate the igniting spark, measure the combustion quality and knocking. It comprises four inductive ignition coils, one for each cylinder, with integrated power stage and ionization current measurement, CDM (Combustion Detection Module) that carries out initial processing of the ionization signal from the respective ignition coils. The ignition system receives four ignition trigger signals from the ECM and delivers two combustion signals plus one knock signal to the ECM. The ignition coils are screwed on above the spark plugs of the respective cylinders with an aluminum cover over them. The ignition coils are individually exchangeable. CDM is located on a bracket on the left-hand side of the cylinder head.

Scheme 235

Ignition

The ignition system comprises four inductive ignition coils, one for each cylinder. The ignition coils are supplied with B+ on pin 1 from the main relay (229), pin 2 is connected to grounding point G7.

Scheme 236

When the main relay is activated, B+ is applied to pin 1 on the ignition coils. When pin 3 on each ignition coil is supplied with B+ by ECM, a power transistor integrated in the ignition coil will close the primary circuit where the primary winding comprises relatively few coils of copper wire. A magnetic field now gradually forms in the ignition coil and just as the spark is to ignite, ECM will stop supplying B+ to pin 3 and a high tension will be induced across the secondary winding of the ignition coil.

The time during which ECM supplies pin 3 with B+ and the magnetic field is formed in the ignition coil depends on the battery voltage and the 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 and 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 27(B)
2. Ignition coil (320b) for cylinder 2 is connected to ECM pin 14(B)
3. Ignition coil (320c) for cylinder 3 is connected to ECM pin 13(B)
4. Ignition coil (320d) for cylinder 4 is connected to ECM pin 22(B)

CDM (740) is also connected to the ignition trigger lines but has nothing to do with the ignition itself but is a synchronizing pulse for processing the ionization current signal.

Charging time, general

The ignition coil charging time depends on the system voltage and engine speed. The objective is to obtain the correct energy/voltage in the spark irrespective of the battery voltage and engine speed.

The charging time is around 4 ms at 2000 rpm and normal system voltage.

Scheme 237

Principle, voltage dependence

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.

Principle, engine speed dependence

The ignition coil charging time is also engine speed dependent. This is to give the correct energy/voltage in the spark, no more, which would cause wear on the spark plug, or less, which would cause misfiring.

Scheme 238

Trionic T8 does not have a conventional knock sensor and instead uses the spark plugs as sensors for ionization current measurement.

A voltage of 120V is continuously applied across the spark plugs. As the pressure and temperature are very high in conjunction with combustion, the gases in the combustion chamber will be electrically conductive so that electric current can flow across the spark plug gap without causing a spark.

The degree of ionization (current) is reflected in the conditions in the combustion chamber. By analyzing the ionization current, ECM can determine whether combustion is normal or misfiring and whether there is knocking.

The ignition coils of the respective cylinders generate an ionization voltage, measure the ionization current and send the results to CDM for initial processing of the ionization signal from the respective ignition coil.

CDM generates a knock signal from the ionization information from the four cylinders and the signal is used by ECM to determine whether the engine is knocking. Once the spark has ignited, ECM will "listen" to the knock signal of each cylinder for a specific number of crankshaft degrees, a so-called window.

Combustion signals, synchronization

Trionic T8 does not have a camshaft position sensor, which is normally needed for sequential knock control and fuel injection.

When starting, ECM is not aware of whether it is cylinder 1 or 4 that is in compression stroke, i.e. the cylinder containing the air/fuel mixture.

Scheme 239

Consequently, ignition will take place in both cylinders and in the same way, ignition will take place in cylinders 2 and 3 at the same time.

In order to synchronize the firing order, ECM must detect the result (combustion or not) after the simultaneous spark in cylinders 1/4 and 2/3 respectively.

This is achieved in the following way

Suppose a spark has been generated in cylinder 1 and 4. CDM will detect this because it is connected to the ignition trigger line of the respective ignition coils. CDM analyses the ionization signal from ignition coil pin 4 for cylinder 1 pin 16 and cylinder 4 pin 15 on CDM.

Scheme 240

The cylinder in which combustion has taken place will produce a powerful ionization signal.

If combustion takes place in cylinder 1 then CDM will send a pulse from pin 4 to ECM pin 20(B) and from CDM pin 11 to ECM pin 21(B) if in cylinder 4. With regard to cylinders 2 and 3, if combustion takes place in cylinder 2, a pulse will be sent from CDM pin 11 to ECM pin 21(B) and cylinder 3 a pulse from CDM pin 4 to pin 20(B) on ECM.

When combustion signals arrive on ECM pins 20(B) and 21(B), the firing order and fuel injection will be synchronized.

Scheme 241

Combustion signals, misfiring detection

The combustion signals are also used to detect misfiring, i.e. no combustion or poor combustion.

Scheme 242

Knock detection

CDM analyses the ionization signals from pin 4 on the respective ignition coils.

Scheme 243

1. Cylinder 1 ignition coil is connected to CDM pin 16.
2. Cylinder 2 ignition coil is connected to CDM pin 7.
3. Cylinder 3 ignition coil is connected to CDM pin 8.
4. Cylinder 4 ignition coil is connected to CDM pin 15.

CDM synchronizes the ionization current measurement with the firing order and generates a knock signal that is sent to ECM pin 37(B).

The engine management system uses the following information

ENGINE MANAGEMENT BUS INFORMATION

The engine management system sends the following information

ENGINE MANAGEMENT BUS INFORMATION

Main task

Brake light information is used by the control module to

1. Disengage cruise control
2. Limit engine torque when braking
3. Allow for vehicle speed signal diagnosis.

Type

Closing switch.

Scheme 244

Connection

PINS DESCRIPTION

Scheme 245

Scheme 246

Pressure switch with closing function in the event of loss of oil pressure. Also known as an On-Off switch. In the event of loss of oil pressure, the switch closes, grounding ECM, which in turn sends the bus message "No oil pressure" to MIU and SID.

On-Off switch that grounds the connection to ECM if there is no oil pressure.

Scheme 247

PINS DESCRIPTION

Scheme 248

Informs ECM on how much fuel is in the tank. ECM then sends this information on the bus.

Level sensor with variable resistance, whose value corresponds to the level at which the sensor float lies in the tank. Feed via pull-up in ECM.

Scheme 249

PINS DESCRIPTION

Diagram

Scheme 250

The relay feeds the fuel pump and the oxygen sensor preheating.

Scheme 251

PINS DESCRIPTION

The fuel pump relay is controlled from pin 51(A), which is grounded so that the relay pulls. When the ignition is switched "ON", the fuel pump relay pulls for 1 second. This builds up pressure before preinjection, which occurs when the crankshaft begins to rotate.

When the crankshaft then rotates, relay 7 is pulled until the ignition leaves the ON position or the crankshaft stops rotating.

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.

PINS DESCRIPTION

Scheme 252

Diagram

Scheme 253

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

The switch opens when the pedal is depressed.

PINS DESCRIPTION

When the brake pedal is depressed, B+ to the control module pin 27(A) is interrupted, at which point the control module pin drops to ground potential.

Diagram

Scheme 254

The A/C compressor's electromagnetic clutch connects the belt pulley driven by the belt circuit and the A/C compressor's shaft.

Scheme 255

The compressor clutch consists of a coil, belt pulley and follower. When the coil is supplied with voltage, the belt pulley and follower are coupled together as one unit.

Scheme 256

Connection, petrol engine B207, B284

The compressor clutch is activated through a voltage feed from relay 156 in the underhood electric center (727) and is grounded through grounding point G7.

Scheme 257

Connection, Z18XE petrol engine

The compressor clutch is activated through a feed from relay 156 in the engine bay main fuse box (342) and is connected to ground through grounding point G2.

Scheme 258

Connection, Z19DT/DTH diesel engine

The compressor clutch is activated through a feed from relay 156 in the engine bay main fuse box (342) and is connected to ground through grounding point G2.

Scheme 259

Air flow from the turbo unit compressor is regulated with a solenoid valve that pneumatically controls the wastegate of the exhaust turbine.

Scheme 260

PINS DESCRIPTION

Scheme 261

Scheme 262

Compressor flow increases as the pulse ratio increases.

When the requested air mass/combustion is too large to be regulated by the throttle alone, turbo control must provide for the remaining need. The remaining portion is converted to a PWM, which controls the charge air control valve, which will then guide the wastegate in an opening direction. Flow through the exhaust valve is limited due to exhaust flow through the wastegate.

The value for atmospheric absolute air pressure and the temperature of intake air are used to correct the conversion. With low atmospheric pressure or high intake air temperature, a greater PWM ratio is needed to maintain the same air mass/combustion.

The control module then checks that the actual air mass/combustion matches that requested. If necessary, the PWM ratio is adjusted by multiplying it by a correction factor.

The correction factor (adaption) is stored in the control module memory and is always included when calculating the PWM ratio.

The purpose is to have the actual air mass/combustion equal the request as quickly as possible after a load change. The adaption limit is 100%.

Informs the control module of current coolant temperature.

The value from the temperature sensor is used for

1. controlling the radiator fans
2. determining injection duration during preinjection
3. determining injection duration during starter motor cranking
4. after-start enrichment
5. determining when closed loop should be engaged
6. correcting idling speed.

The temperature sensor is of NTC type.

Scheme 263

PINS DESCRIPTION

Scheme 264

Scheme 265

Sends frequency-modulated information on air mass flow to the control module and serves as main sensor for fuel injection.

The mass air flow sensor contains two PTC resistors (RH) connected in parallel that are located in the air stream and are electrically heated to 220°C above air temperature.

Air temperature is measured with a special PTC resistor (RS).

Scheme 266

PINS DESCRIPTION

Scheme 267

Scheme 268

When airflow increases, higher voltage is required to keep the temperature difference constant. The necessary voltage is converted to ground pulses, the frequency of which increases with the air mass flow.

The mass air flow sensor is grounded in grounding point G7 and power is supplied from the main relay. Note that the control module has a pull-up to 5 V on control module input pin 29(B) and that the mass air flow sensor pulses to ground.

When the ignition is switched "ON", the main relay pulls and B+ is supplied to mass air flow sensor pin 3. Current passes RT and the low-ohm heat resistors RH via R1 to ground. Because the RH resistors are cold, resistance is low. The amplifier then sends a powerful base current to transistor T1, which quickly warms RH. As RH warms, resistance gradually increases and a state of equilibrium is created.

If RH is cooled by a stream of air, its temperature will be increased again immediately by increased current through transistor T1. The voltage needed to keep RH resistance constant is fed to a frequency converter which in turn controls transistor T2. T2 grounds the control module input with a frequency corresponding to air mass flow. The ground pulses are 40 ms long.

Temperature sensor resistor RS, together with R2, is part of a circuit whose purpose is to correct amplifier A so that RH's temperature is always 220°C above the air temperature.

The control module coverts the frequency to grams of air per second and then, using the value from the crankshaft position sensor, to milligrams of air per combustion. This unit is written as mg/c (milligrams per combustion) and constitutes the primary measurement value for fuel injection. 14.7 mg/c normally uses 1 mg fuel. This value is also a good gauge of engine torque or load.

Adds fuel to the air streaming into the cylinders. Distributes the fuel in the combustion chamber.

The injectors are solenoid type with needle and seat. They open when current flows through the coils and close with the help of a strong spring when current is interrupted.

Scheme 269

PINS DESCRIPTION

Scheme 270

To achieve optimal combustion and thereby cleaner exhaust, the location and spray pattern of injectors is very important.

Do not turn the injectors. The connectors should point straight up. Otherwise, streams of fuel will hit the walls of the intake channels, which affects emissions and driveability.

Wiring diagram, injector 1 (206a)

Scheme 271

Wiring diagram, injector 2 (206b)

Scheme 272

Wiring diagram, injector 3 (206c)

Scheme 273

Wiring diagram, injector 4 (206d)

Scheme 274

The relay feeds ECM.

Scheme 275

PINS DESCRIPTION

When the ignition is switched "ON", +15 is supplied to control modules pins 19(A) and 2(A). The control module thereby grounds pin A1 and the main relay pulls. At the same time, the control module receives supply voltage on pins 48(A) and 64(A) from main relay pin 87. The control module supply is used internally to feed the throttle motor.

In addition to the control module, the main relay feeds the following components

1. Injector, cyl. 1-4 (206a-d)
2. EVAP canister purge valve (321)
3. Solenoid valve, turbo bypass (605)
4. Charge air solenoid valve (179a)
5. CDM (740)
6. Ignition coil with integrated power stage, cyl 1-4 (320a-d)
7. Mass air flow sensor (205)
8. EVAP shut-off solenoid valve (588)

When the ignition is switched "OFF", the main relay is pulled for an additional 10 seconds to allow the throttle to assume a completely closed position.

To warn of low coolant level.

Magnetic reed actuated by a magnet situated in a float.

PINS DESCRIPTION

Scheme 276

Function

The float will drop when the coolant level is low so that the ring magnet acts on the reed and closes the circuit.

The sensor sends a message to the engine control module, which confirms that the level is low by evaluating the time it has been low.

The engine control module then transmits the bus message "Oil level low", which is used by SID. The information from the oil level sensor is a filtered value as temperature, engine speed, acceleration, and speed are used to calculate the average oil level.

It is still important that the oil level is checked using the dipstick as before as that message is not sent in SID. If the message is nonetheless displayed, the oil level is at MIN on the dipstick.

The sensor is float type with switch function. Open contact when oil level too low, closed at correct level.

Scheme 277

PINS DESCRIPTION

Scheme 278

Scheme 279

An ignition coil has the following tasks

1. Generate the high-voltage spark that starts the combustion.
2. Together with the spark plug, measure ionization current.

These signals are used for knock control, synchronization of ignition timing/fuel injection and for misfire detection.

Inductive ignition coil with integrated power stage and circuits for ionization current measurement.

Scheme 280

PINS DESCRIPTION

Scheme 281

The ignition coil contains a transformer (ignition coil) and a power stage that is operated, triggered, by ECM.

When ignition coil pin 3 is grounded, the power stage conducts so that current can move through the ignition coil's primary winding. When the conduction is no longer grounded, the spark is fired.

Thus, ECM determines both ignition coil charge time (cam angle) and ignition angle. The ignition coil also contains circuits for ionization current measurement.

One end of the secondary winding is connected to a voltage source of 80 V. Thus, 80 V runs across the spark plug continually, except for when the spark is fired, as voltage is then considerably higher.

The existing pressure and temperature in the combustion chamber cause the gases to ionize, which means that current begins to flow across the spark plug gap without a spark being generated. The degree of ionization determines how much current can flow across the spark plug gap. No combustion means there is no ionization. Knocking produces extreme ionization.

Ionization current measurement makes it possible to measure existing pressure and temperature in the combustion chamber. This information is used for knocks, misfires and combustion detection.

The ionization signal from the ignition coils constitutes a "raw signal" that must be further processed (which occurs in CDM) before it is used by ECM.

Wiring diagram, supply

Scheme 282

Wiring diagram, control (ignition coil 1)

Scheme 283

Wiring diagram, control (ignition coil 2)

Scheme 284

Wiring diagram, control (ignition coil 3)

Scheme 285

Wiring diagram, control (ignition coil 4)

Scheme 286

The purge valve controls the amount of air/hydrocarbons which are to be drawn into the engine according to the current operating conditions.

Fuel which evaporates in the tank is led through a pipe to the EVAP. canister. The active carbon in the canister becomes saturated as it absorbs the hydrocarbon vapors. When the motor starts ambient air is sucked through the carbon filter via the purge valve and a non-return valve in the intake manifold. The petrol vapors follow with the air and are burnt in the engine.

Scheme 287

PINS DESCRIPTION

Scheme 288

Scheme 289

When not supplied with current the purge valve is closed.

The control module receives information on crankshaft position and speed from the crankshaft position sensor.

Rpm is used to

1. indicate engine operating point (together with the engine load). The operating point indicates which values are to be used in matrices and tables.
2. Regulate idle.

Crankshaft angle is used to calculate when angle-related functions are to be activated. These include ignition, injection and knock detection.

A perforated disc with 58 ribs is mounted on the crankshaft. The sensor is inductive and is mounted in the engine's crankcase wall. The distance between the sensor and the perforated disc is 0.4-1.3 mm and cannot be adjusted.

Scheme 290

PINS DESCRIPTION

Scheme 291

Scheme 292

The sensor works like a generator and yields a sinusoidal AC. By measuring the frequency, the control module can determine engine speed. After the 58th rib of the perforated disc, there are 2 empty rib spaces. When rib 1 then passes the sensor, the control module knows that the crankshaft is 117° before top dead center (BTDC).

Voltage from the crankshaft sensor varies with engine speed. When idling, voltage is 5-10 V (AC) and at 2500 rpm, it is approx. 15-20 V (AC). It is the frequency, not voltage, that is important to the control module. As soon as the control module receives pulses from the crankshaft sensor, it grounds the fuel pump relay. Sensor resistance is 860 ± 90 Ohm.

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 293

PINS DESCRIPTION

Scheme 294

Scheme 295

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

During quick load changes, the engine load or air mass/combustion that is calculated based on values from the mass air flow sensor may differ from the actual air mass sucked into the cylinder during the intake stroke. This is caused by the inertia of the large air volume in the intake system. Therefore, intake pressure is used during load changes to correct the air mass/combustion used when calculating fuel quantity.

The pressure is also used to correct purging's PWM ratio. With high intake pressure, a greater PWM ratio is needed to maintain the same purge flow.

The value from the pressure sensor is also used as a substitute value for the mass air flow sensor if the diagnostic system has detected a fault in the mass air flow sensor.

The pressure sensor contains two metal plated ceramic discs mounted in close proximity. The disc located closest to the pressure connection is thinner and bends when subjected to pressure. By this means, capacitance between the metal plating of the discs is changed based on the pressure.

Scheme 296

PINS DESCRIPTION

Scheme 297

Scheme 298

A circuit integrated in the sensor converts the capacitance to an analogue voltage. The pressure sensor is secured in the engine's intake manifold after the throttle.

Based on the pressure in the intake manifold, the pressure sensor yields a proportional voltage to control module pin 12. At normal atmospheric pressure, 100 kPa, voltage from the sensor is approx. 2.1 V.

The pressure sensor is used for onboard diagnostics to detect leakage in the purge system.

Scheme 299

PINS DESCRIPTION

Scheme 300

Scheme 301

Based on the pressure difference between the tank and atmosphere, the pressure sensor yields a proportional voltage to control module pin 11(A). The pressure sensor value is adapted to 0 kPa when the ignition is switched on provided coolant temperature is less than 40°C and fuel level is less than 50 liters.

The shut-off valve is used for onboard diagnostics to detect leakage in the purge system.

Scheme 302

PINS DESCRIPTION

Scheme 303

Scheme 304

The shut-off valve is open when there is no power.

Main use

Trionic T8 mainly regulates

1. Engine torque
2. Fuel injection
3. Ignition timing

The control module has two processors. A number of sensors send information to the control module, which processes it using matrices stored in its memory after optimizing the function of the engine. Examples of these essential matrices are the timing matrices, fuel matrices and air mass matrices.

A control module can be damaged by electrostatic charges or if one of its outputs is short circuited and consequently, great care must be taken when handling control modules during fault diagnosis with BOB, for example.

Fuel injection is primarily controlled with the assistance of the mass air flow sensor. There are substitute functions for all the sensors, except the crankshaft position sensor, should a fault occur.

The atmospheric pressure is used to

1. Correct the charge air control valve PWM ratio. A greater PWM ratio is needed to attain the same air mass/combustion at low atmospheric pressures.
2. Correct the PWM ratio of the ventilation system. A greater PWM ratio is needed to attain the same ventilation flow at low atmospheric pressures.
3. Protect the turbocharger from overrevving at low atmospheric pressures by limiting the maximum permitted air mass per combustion.

Scheme 305

Power supply, ground and bus communication

PINS DESCRIPTION

Scheme 306

The Trionic T8 control module has a 70-pin connector.

The control module is continuously supplied with +30 current on pin 3(A) and 20(A), and will lose its adapted values and stored trouble codes if it loses power.

The control module is adapted to a voltage between 8-16V when driving.

After turning on the ignition, the control module will be activated and turn on the CHECK ENGINE lamp as a function check. The fuel pump relay is activated for 1 second to build up pressure and then, the control module will wait for pulses from the crankshaft position sensor.

In order for the exhaust purification to be effective the catalytic converter requires an air/fuel ratio of exactly 14.7:1. The system is therefore equipped with an oxygen sensor which is fitted before the catalytic converter. The front oxygen sensor is called 1 or O2S 1.

Scheme 307

PINS DESCRIPTION

Scheme 308

Scheme 309

In order to quickly generate a signal after start the oxygen sensor must be preheated. In order to control the heating effect the grounding of the circuit is pulse width modulated.

The control module estimates the exhaust gas temperature on the basis of load and engine speed. At high temperatures the preheating is disconnected to avoid damaging the oxygen sensor.

When the exhaust gases pass the oxygen sensor the oxygen content is measured by a chemical reaction. The sensor output voltage is proportional to the oxygen content and the oxygen content is a reflection of the air/fuel mixture. If the engine receives a richer than normal fuel mixture (lambda less than 1) the output voltage of the oxygen sensor will be about 0.9 V. If the fuel mixture is weaker than normal (lambda greater than 1) the output voltage of the oxygen sensor will be about 0.1 V.

The sensor voltage changes very quickly when the lambda value exceeds 1.

The lambda control factor is 1.00 when the lambda control is inactive. As soon as the lambda control is activated the oxygen sensor voltage is allowed to affect the control correction factor. If the sensor voltage is less than 0.50 V (weak mixture) the correction factor will slowly be raised, i.e. more petrol is injected. Conversely the correction factor will slowly be lowered if the sensor voltage exceeds 0.50 V.

In order to check the condition of the forward catalytic converter a further oxygen sensor is fitted to the exhaust system after the catalytic converter. This is called oxygen sensor 2 or O2S 2.

PINS DESCRIPTION

Scheme 310

Scheme 311

In order to quickly generate a signal after start the oxygen sensor must be preheated. In order to control the heating effect the grounding of the circuit is pulse width modulated.

The preheating is activated as soon as the coolant temperature exceeds 30°C.

The control module estimates the exhaust gas temperature on the basis of load and engine speed. At high temperatures the preheating is disconnected to avoid damaging the oxygen sensor.

If the catalytic converter is damaged its oxygen storage capability is reduced. The normal swings in the lambda control will then be noted from the voltage signal of the second oxygen sensor and a trouble code will be set. The catalytic converter is checked once every drive cycle.

The signal value of the second sensor is also used to adjust the lambda control to compensate for minor faults in the first sensor.

The best emission values are obtained when the voltage from oxygen sensor 2 is 0.6V.

If the voltage is, for example, 0.3 V the engine has a slightly weak mixture. The lambda control factor will then be locked in the rich condition for a certain number of cycles before the voltage from sensor 1 is allowed to influence the factor again.

Air mass control requests a specific air mass/combustion. Throttle control converts this value to a requested value for throttle position sensor 1 and compares this with the actual value for the sensor. The difference generates a throttle motor PWM with a polarity that turns the throttle until the actual value matches the requested one.

When the total requested air mass/combustion for the system has been calculated, first the throttle, and then, if necessary, turbo control make this a reality.

Requested air mass/combustion is corrected by air density before the throttle. Thinner air requires a larger throttle angle to obtain the same air mass/combustion. Density is calculated using the boost pressure and the temperature of the intake air.

The value is then converted to requested voltage for throttle position sensor 1. The throttle motor rotates the throttle so that actual sensor voltage matches the requested one.

The control module then checks that actual air mass/combustion matches that requested. If necessary, throttle position is fine-tuned.

Scheme 312

Scheme 313

Scheme 314

The throttle is rotated by a brushless throttle motor that is fed 600 Hz PWM from control module pins 64(B), 47(B), 46(B) and 63(B).

The control module can rotate the throttle in either direction by reversing the polarity of the motor. The PWM ratio increases as the throttle moves farther away from the desired value.

Two throttle control sensors are connected to the throttle spindle. The sensors consist of potentiometers that are supplied 5 V from control module pin 30(B) for sensor 1 and 31(B) for sensor 2. They are grounded from control module pins 34(B) and 35(B).

Voltage from sensor 1 is connected to control module pin 28(B) and increases with the throttle position.

Voltage from sensor 2 is connected to control module pin 25(B) and decreases with the throttle position. The total of the two sensor voltages is always approx. 5 V. Voltage from sensor 1 is used by the control module as the value of the actual throttle position.

In the event of a serious fault in throttle control, it is switched off and the control module goes into limphome mode.

Principal use

The value is used by ECM for load compensation based on the A/C compressor's load on the engine. Also used for radiator fan logic and block conditions (pressure monitor) in the A/C system.

The pressure sensor contains two metal plated ceramic discs mounted in close proximity. The disc located closest to the pressure connection is thinner and bends when subjected to pressure. By this means, capacitance between the metal plating of the discs is changed based on the pressure. A circuit integrated in the sensor converts the capacitance to an analogue voltage.

Scheme 315

Scheme 316

T8

PINS DESCRIPTION

The pressure sensor is secured to the A/C pipe of the high-pressure side. Based on the pressure in the intake manifold, the pressure sensor yields a proportional voltage to control module pin A7.

The sensor is a combined pressure and temperature sensor. The sensor measures the current absolute pressure and temperature in the charge air pipe.

Temperature is used to

1. Together with boost pressure determine charge air density. Charge air density is used by air mass control to correct the throttle angle.
2. Correct the charge air control valve's PWM ratio. At high temperatures, a higher PWM ratio is required to maintain the same air mass/combustion.
3. Correct ignition angle. At low temperatures, earlier ignition is required.
4. Blocking of certain diagnostics: Blocks certain diagnostics at temperatures below -7°C. Reactivates certain diagnostics at temperatures greater than +5°C.

The pressure sensor contains two metal plated ceramic discs mounted in close proximity. The disc located closest to the pressure connection is thinner and bends when subjected to pressure. The temperature sensor is of NTC type.

Scheme 317

PINS DESCRIPTION

Scheme 318

Scheme 319

Sensor capacitance between the metal plating of the discs is changed based on the pressure. A circuit integrated in the sensor converts the capacitance to an analogue voltage.

Based on the pressure in the charge air pipe, the pressure sensor yields a proportional voltage to control module pin 24(B).

The control module measures air temperature in the induction pipe by supplying the sensor 5 V through a 1.50 kOhm resistor integrated in the control module from pin 10(B). Voltage across the resistor in the control module is proportional to the intake air temperature.

Air mass control determines which air mass/combustion is to be sucked in during the cylinder's intake stroke. The value corresponds to engine torque.

Throttle control sets the throttle so that the actual air mass/combustion matches that which is requested. If air density before the throttle is high, a smaller throttle angle is required than if the air density is low. Air density is therefore calculated by the control module using boost pressure and intake air temperature.

At normal atmospheric pressure, 100 kPa, voltage from the sensor is approx. 2.1 V.

The main uses of the Column Integration Module (CIM) include

1. Disengaging vehicle immobilizer using a transponder in the key and a receiver in the ignition switch (ISM).
2. Controlling the steering column lock (SCL).
3. Receiving information from the ISM and sending key position information on the bus.
4. Preventing the key from turning LOCK - ON before the SCL has been unlocked.
5. Preventing the key from turning LOCK - ON before the car has stopped with the selector lever in P or N.
6. Receiving radio signals from the integrated key remote control and sending a message on the bus regarding which button has been pressed.
7. Reading the steering wheel levers and steering wheel button positions and sending information on the bus.
8. Transferring current to the two driver airbag detonation circuits.
9. Sends current steering wheel angle on the bus.
10. Acting as a transfer point between the P-bus and the I-bus.
11. Connecting the P-bus and the I-bus to the data link connector.

CIM is a complete unit that integrates the traditional steering column covers, steering wheel levers and steering wheel angle sensor. CIM includes also a remote control antenna and contact roller.

Scheme 320

The stalks are replaceable and when the cruise control is fitted, the existing stalk is replaced by one with a cruise control button. CIM has a microprocessor with clock and memory. An internal bus connects the processor and memory with the I/O unit. The I/O unit is responsible for reading the values from the A/D converter for analog inputs, digital inputs and bus, and for activating the transistors in the final stage.

Steering wheel angle sensor

The steering wheel angle sensor is fitted to a snap mounting inside the CIM and is directly connected to the circuit board with a 4-pin connector. The steering wheel angle sensor reads the steering wheel angle with a toothed wheel which meshes with the toothed inner sleeve of the contact roller.

The sensor contains 4 Hall sensors and a microprocessor. The CIM continuously sends steering wheel angle information on the bus. 0° corresponds to a straight ahead position; a value which increases when the steering wheel is turned to the left. The sensor must be calibrated after changing the straight ahead position of the steering wheel or steering wheel replacement. Sensor fault requires CIM replacement.

PINS DESCRIPTION

Scheme 321

Wiring diagram, power supply

Scheme 322

Wiring diagram, steering wheel contact unit, airbag

Scheme 323

Wiring diagram, steering wheel contact unit, horn/switch

Scheme 324

To inform ECM when great servo assistance is requested. If necessary, engine idling speed is increased.

Pressure-controlled, closing switch.

Scheme 325

PINS DESCRIPTION

Scheme 326

Scheme 327

Check the function of the bypass valve

PINS DESCRIPTION

Diagram

Scheme 328

When the throttle closes an under pressure is quickly created in the intake manifold by means of combustion, while the overpressure before the throttle remains. In order to avoid pressure shocks in the intake manifold with subsequent jerking, when the throttle is re-opened the overpressure before the throttle must be released. The bypass valve signal line, which under normal driving is in connection with the outlet before the throttle, is then instead connected with the outlet after the throttle by means of a solenoid valve controlled by Trionic.

By means of the under pressure in the intake manifold an under pressure is also obtained on the spring side in the bypass valve. The under pressure means that the valve opens and releases the overpressure from the compressor housing and the intake system in the intake hose. This connection remains active until the pressure before the throttle restabilizes itself. After which the connection between the signal line and the outlet before the throttle is re-engaged.

The CDM does an initial signal processing of the ionization signals from each ignition coil. The CDM transmits three signals to the ECM

1. Knock signal
2. Combustion signal 1 (cylinders 1 and 3)
3. Combustion signal 2 (cylinders 2 and 4)

These signals are used for knock control, synchronization of ignition timing/fuel injection and for misfire detection.

The digital unit which does an initial processing of the ionization signals.

Scheme 329

Note. The CDM incorporates digital signal processing. It can not be used on vehicles of an earlier model year because they use analogue signal processing. In order to prevent any interchanging, the connectors are different.

PINS DESCRIPTION

Scheme 330

Scheme 331

Scheme 332

CDM performs an initial processing of the ionization signal from each ignition coil. CDM generates a common knock signal from the ionization information of the four cylinders. This signal is used by ECM to evaluate engine knocks.

After the spark has been fired, ECM "listens" to the knock signal of each cylinder over a certain number of crankshaft degrees, known as "windows".

The ionization signal is bandpass filtered to filter out the part of the signal containing knock information.

Knock information is characterized by "ringings" which are oscillations in the ionization signal. To obtain the combustion signal, the ionization signal passes a low-pass filter, where relatively slower oscillations pass through.

These ionization signal oscillations make up the part containing information on combustion quality.

Wiring diagram, ignition coils

Scheme 333

Wiring diagram, power supply and communication

Scheme 334

Location

Z18XE

on the rear long side of the engine (right)

Scheme 335

Z19DT

on the rear long side of the engine (right)

Scheme 336

Z19DTH

on the rear long side of the engine (right)

Scheme 337

Ignition Switch Module (20)

Location: in the floor console between the front seats

Scheme 338

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 339

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 340

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 341

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 342

Scheme 343

Scheme 344

Scheme 345

List of components

COMPONENTS LIST

Scheme 346

COMPONENTS LIST

Brake light switch (29)

Location: On pedal bracket

Scheme 347

Engine oil pressure switch (44)

Location

by the front edge of the oil filter

Scheme 348

Simtec

under the generator

Scheme 349

EDC16 8V

by the front edge of the oil filter

Scheme 350

EDC16 16V

by the front edge of the oil filter

Scheme 351

Location

integrated in the fuel pump unit 689

Petrol, US/CA market

Scheme 352

Petrol, other markets

Scheme 353

Diesel

Scheme 354

Fuel pump relay (102)

Location: below the right A-pillar

Scheme 355

Clutch switch, cruise control (133)

Location: on pedal bracket

Scheme 356

Brake switch, cruise control (134)

Location: on pedal bracket

Scheme 357

Charge air solenoid valve (179a)

Location

on radiator crossmember

Scheme 358

on radiator crossmember

Scheme 359

Coolant temperature sensor (202)

Location

on the engine's top right front corner

Scheme 360

on the engine's top left front corner

Scheme 361

on the engine's top left front corner

Scheme 362

Mass air flow sensor (205)

Location: On right-hand MacPherson strut tower

Scheme 363

Scheme 364

Scheme 365

Scheme 366

Scheme 367

Injector, cyl 1 (206a)

Location

under the cable duct

Scheme 368

on top of engine

Scheme 369

on top of engine

Scheme 370

Injector, cyl. 2 (206b)

Location

under the cable duct

Scheme 371

on top of engine

Scheme 372

on top of engine

Scheme 373

Injector, cyl. 3 (206c)

Location

under the cable duct

Scheme 374

on top of engine

Scheme 375

on top of engine

Scheme 376

Injector, cyl. 4 (206d)

Location

under the cable duct

Scheme 377

on top of engine

Scheme 378

on top of engine

Scheme 379

Main relay, engine control system (229)

Location

in the main fuse box in front of battery

Scheme 380

in engine bay electrical center 342

Scheme 381

EDC16

in engine bay electrical center 342

Scheme 382

Engine oil level switch (243)

Location

at the bottom of front edge of the oil pan

Scheme 383

on rear of engine under crankshaft position sensor

Scheme 384

on rear of engine under crankshaft position sensor

Scheme 385

Heated oxygen sensor element (271)

Location: integrated in the oxygen sensor

front heated oxygen sensor

Scheme 386

rear heated oxygen sensor

Scheme 387

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

Location: on the spark plug

Scheme 388

Scheme 389

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

Location: on the spark plug

Scheme 390

Scheme 391

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

Location: on the spark plug

Scheme 392

Scheme 393

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

Location: on the spark plug

Scheme 394

Scheme 395

EVAP canister purge valve (321)

Location

above the generator

Scheme 396

Motor, fuel pump (323)

Location: integrated in the fuel pump unit 689

Petrol, US/CA market

Scheme 397

Petrol, other markets

Scheme 398

Diesel

Scheme 399

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 400

The front harness is connected via switch F

Scheme 401

The main harness is connected via switch B

Scheme 402

Scheme 403

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 Illustration 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 404

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 405

Scheme 406

Scheme 407

Scheme 408

Scheme 409

Scheme 410

Scheme 411

Scheme 412

Scheme 413

Scheme 414

COMPONENTS LIST

CRIMP J26, ENGINE HARNESS, TRIONIC

Scheme 415

COMPONENTS LIST

CRIMP J42, ENGINE HARNESS, TRIONIC

CRIMP J232, ADAPTER HARNESS, SIMTEC

CRIMP J275, ADAPTER HARNESS EDC16

Crankshaft position sensor (345)

Location

under the oil filter

Scheme 416

under the starter motor

Scheme 417

under the starter motor

Scheme 418

Location: on pedal bracket

Scheme 419

Intake air temperature sensor (407)

Location

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

Scheme 420

integrated in the intake air sensor 688

Scheme 421

integrated in the intake air sensor 688

Scheme 422

Pressure sensor, intake manifold (431)

Location: next to the throttle body motor

Scheme 423

Heated oxygen sensor relay (443)

Location: in the main fuse box in front of battery

Scheme 424

Data link connector 16 pin, CARB (445)

Location: under the dashboard by steering column

Scheme 425

Relay, +50 (517)

Location: in main fuse box in engine bay 342

Scheme 426

Main instrument display panel (540)

Location: opposite the driver in the dashboard

Scheme 427

SID (541)

Location: at the top of the instrument panel

Scheme 428

Pressure sensor, EVAP (585)

Location: on fuel tank by fuel pump

Scheme 429

EVAP shut-off solenoid valve (588)

Location: on the fuel tank

Scheme 430

Control module, Trionic, B207, switch A (589A)

Location: engine front

Scheme 431

Control module, Trionic, B207, switch B (589B)

Location: in front on the engine

Scheme 432

Front heated oxygen sensor (592)

Location

component: before/on the catalytic converter

connector: on a bracket at the oil filter

Scheme 433

Rear heated oxygen sensor (593)

Location

on the exhaust pipe behind the engine

on a bracket at the rear center of the engine

Scheme 434

Charge air pressure sensor (603)

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

Scheme 435

Scheme 436

Scheme 437

Scheme 438

Throttle body actuator (604)

Location: integrated in the throttle body

Scheme 439

Scheme 440

Scheme 441

Scheme 442

Scheme 443

Solenoid valve, turbo bypass (605)

Location

Location: near the left front corner of the air filter

Scheme 444

Scheme 445

Scheme 446

Scheme 447

Scheme 448

Intake air sensor (688)

Location

in middle of induction pipe on top of engine

Scheme 449

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

Scheme 450

Fuel pump module (689)

Location: in the fuel tank

Petrol, US/CA market

Scheme 451

Petrol, other markets

Scheme 452

Diesel

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

Fuses

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

FUSES REFERENCE TABLE

For additional relay information, see BUZZERS, RELAYS & TIMERS .1

RELAYS REFERENCE TABLE 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 453

Scheme 454

Scheme 455

Scheme 456

COMPONENTS LIST

Crimp J29, engine harness, Trionic

Scheme 457

COMPONENTS LIST

Crimp J29, engine harness, Trionic

CRIMP J37, ENGINE HARNESS, TRIONIC

CRIMP J45, ENGINE HARNESS, TRIONIC

Infotainment control panel (736)

Location: Under SID

Scheme 458

SID control panel (737)

Location: On instrument panel next to main instrument unit

Scheme 459

Ionization Detection Module (740)

Location: on the engine's short left side by the vacuum pump

Scheme 460

Connector H8-9

Location: By the generator

Scheme 461

Connector H24-2 (T8)

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

Scheme 462

Connector H33-1

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

Scheme 463

Connector H102-1

Location: Under the LH A-pillar

Scheme 464

COMPONENTS LIST

COMPONENTS LIST

COMPONENTS LIST

COMPONENTS LIST

COMPONENTS LIST

COMPONENTS LIST

COMPONENTS LIST

COMPONENTS LIST

CRIMP J45, ENGINE HARNESS, TRIONIC

COMPONENTS LIST

COMPONENTS LIST

CRIMP J39, ENGINE HARNESS, TRIONIC

CRIMP J44, ENGINE HARNESS, TRIONIC

COMPONENTS LIST

COMPONENTS LIST

COMPONENTS LIST

CRIMP J37, ENGINE HARNESS, TRIONIC

COMPONENTS LIST

CRIMP CONNECTION J203, MAIN HARNESS

COMPONENTS LIST

COMPONENTS LIST

Scheme 465

Location: Above the upper RH engine control module attachment eye

Connected components

COMPONENTS LIST

Scheme 466

Scheme 467

Location: At the floor below the right A-pillar (BK/WH cable)

The grounding point is connected to grounding point G43 via the crimp connections J108 and J80.

COMPONENTS LIST

Crimp J108

Scheme 468

Connection to G43

Scheme 469

Scheme 470

ENGINE SPECIFICATIONS

Scheme 471

FUEL PRESSURE SPECIFICATIONS

Control module, Trionic T8 (589)

FUEL PRESSURE SPECIFICATIONS

Fuel level sensor US (46), T8

FUEL PRESSURE SPECIFICATIONS

Fuel level sensor (46), T8

FUEL PRESSURE SPECIFICATIONS

RESISTANCE SPECIFICATIONS

Connector, clutch, cruise control (133)

CHARACTERISTIC REFERENCE

Connector, brake, cruise control (134)

CHARACTERISTIC REFERENCE

Scheme 472

RESISTANCE SPECIFICATIONS

Spark plug (157)

SPARK PLUG SPECIFICATIONS

Tightening torque: B207E/B207L: 28 Nm (21 lbf ft)

Electrode gap

Measure the spark plug using a wire-type feeler gauge

CHARACTERISTIC REFERENCE

Scheme 473

TEMPERATURE SPECIFICATIONS

Power supply 5V through 1.0 kohm resistor in control module.

Scheme 474

TEMPERATURE SPECIFICATIONS

Injectors (206), T8

INJECTOR SPECIFICATIONS

RESISTANCE SPECIFICATIONS

CHARACTERISTICS REFERENCE

Fuel pump motor (323), T8

FUEL PUMP MOTOR SPECIFICATIONS

Crankshaft position sensor (345), T8

CRANKSHAFT POSITION SENSOR SPECIFICATIONS

Accelerator position sensor (379)

ACCELERATOR POSITION SENSOR SPECIFICATIONS

Scheme 475

POWER SUPPLY REFERENCE

Measurement range: 15-235 kPa

The pressure given in kPa denotes the absolute pressure, i.e. 100kPa is equivalent to atmospheric pressure at sea level.

When checking the pressure sensor with a pressure/vacuum pump a lower voltage reading may be obtained at high altitude.

Scheme 476

DIFFERENTIAL PRESSURE SPECIFICATIONS

The pressure sensor determines the difference in pressure between the tank and the atmosphere, and supplies the control module with a proportional voltage.

CHARACTERISTICS REFERENCE

Scheme 477

HEATED OXYGEN SENSOR REFERENCE

Pins 3 and 4 are gold plated.

Note. The connector must not be treated with any sort of contact cleaner.

Heated oxygen-sensor, rear (593)

HEATED OXYGEN SENSOR SPECIFICATIONS

Pins 3 and 4 are gold plated.

Note. The connector must not be treated with any sort of contact cleaner.

Throttle body actuator, T8 (604)

THROTTLE BODY ACTUATOR SPECIFICATIONS

Scheme 478

CHARACTERISTIC REFERENCE

When the solenoid valve is not supplied with current the bypass valve control lead is connected after the throttle.

POWER SUPPLY REFERENCE

Scheme 479

Temperature sensor

TEMPERATURE SPECIFICATIONS

Power supply 5V through 2.74 kohm resistor in control module.

Absolute pressure sensor

ABSOLUTE PRESSURE SENSOR SPECIFICATIONS

Pressure given in kPa is absolute pressure, i.e. 100 kPa corresponds to atmospheric pressure at sea level.

When checking pressure sensor with pressure/vacuum pump, a somewhat lower voltage may be obtained when measuring at high altitudes.

Power train