¥ AJ6 4.0L Engine Management System /OBD I Diagnostic Guide Publication $-91 { © 1994 Jaguar Cars All rights reserved. All material contained herein is based on the latest information available at the time of publication. The right is reserved to make changes at any time without notice,¥ Foreword The AJ6 4.0 Litre Engine Management System {EMS} is used in 1990 - 1994 model year Sedan Range vehicles and 1993 ~ 1994 model year XJS Range vehicles. This system combines the con- trol of all engine operating and emission related components through a single microprocessor based Engine Control Module (ECM. The ECM incorporates an On-Board Diagnostics (OBD) sys- tem that monitors certain ECM control and drive functions for faults. The OBD system is known {as "OBD level one specification". OBD 1 is the common abbreviation. "AU6 4.0 LITRE ENGINEThis FOCUS booklet is designed to serve as a single source docu- ment for all descriptive, diagnostic and reference information relating to the AJ6 4.0 Litre Engine Management System. The information is arranged in four tabbed sections: ‘System Description Section 1 Components Description Section 2 Diagnostics Section 3 Reference Section 4 Each of the sections can be used either to gain an understanding of the EMS system or to aid in diagnosing a specific fault AA WARNING: tHe operamions aNoPROCEDURESCON- TAINED IN THIS PUBLICATION ARE INTENDED FOR USE BY PROFESSIONAL TECHNICIANS WITH KNOWLEDGE OF JAGUAR VEHICLE SYSTEMS. ALL NECESSARY SAFETY PRECAUTIONS MUST BE TAKEN WHENSERVICING OR TESTING SYSTEMS THAT HAVE THE POTENTIALFOR CAUSING BODILY INJURY ORDEATHSystem Description uonduoseg ws3shsSystem Description Contents Overview Engine Control Module (ECM) Crankease Emission Control Fuel Delivery and Evaporative Emission Control Fuel Injection; Idle Speed Control Ignition Timing Control Air Injection Exhaust Gas Recirculation ‘On-Board Diagnostics Vehicle Systems Interfaces Serial Communication System Description 1System Description Overview The AJB 4.0 Lite Engine Management System (EMS) is an integrated engine management sys- tem, controled through a diital Electronic Control Module (ECM) containing @ microprocessor ‘The system maintains optimum performance over the engine operating range by precisely con- trong fuel injection, ignition timing and emission control functions. In addon, the ECM provides various interface outputs and incorporates an on-board diagnostic function ‘A summary of EMS function and control includes: * Fuel delivery fuel pump) + Evaporative emission control (canister purge) + Fuel injection * Cold start © Warm-up ‘Exhaust emission + Oxygen sensor feedback * Overrun fuel cutoff ‘+ RPM limitation (engine overspeed) + Wide-oper-throtle fuel cutoff ‘Ignition timing + Idle speed contro! + Air injection + Exhaust gas recirculation * Adaptive idle fuel metering (1993 MY ON) * OnBoard Diagnostics (08D) + "Limp home” capabilty * Vehicle systems interfaces * Serial communication (ISO) 2 System Description= a com FoR TaN rrescune ||“) a uren nota —"—ana TLR | con |e: ‘SENSOR Eye ams a << con <> pen '—_@ ecm AR FUEL SENSOR SoLENOD i ol oo ‘YOM / INSTRUMENT PACK WALSAS INAWZOVNYIN 3NIONA 3HLN OF 9TY WOKAL uonduosag wa3shg JSystem Description Engine Control Module (ECM) ‘The AJ6 4.0L EMS is microprocessor based using the Lucas 15 CU ECM as the heart of the system. The 15 CU ECM microprocessor runs at 2.0 MHz, The ECM uses discrete components. plus analog-to-digital circuits to interface between the microprocessor and the input sensors and. output devices. Software, programmed into an EPROM, is divided into “control code” and “data” (engine calibration). Control code is common to all engine specifications; data is written for specific market specifications such as US EPA emission regulations. 16 CU ENGINE CONTROL MODULE yeuow awe ‘The ECM contains two double sided printed circuit boards. One is a low power board and the other is @ high power board. The yellow and blue 25-way connectors are therefore referred to as the low and high power connectors respactively. Most of the input signals from engine mounted sensors, and interfaces with other systems are located on the low power (Yellow) connector. The high power connector (Blue), mainly serves outputs such as fuel injector drive and relay activation. Inputs and outputs are included with the wiring diagrams. Refer to the REFERENCE section of this publication ‘The ECM receives sensor inputs and feedbacks, which are used to determine the optimum strat egy for the prevailing conditions. The ECM's strategy has 256 memory locations containing injector pulse durations and ignition timing angles for 16 different engine loads (engine load sites) and 16 different engine speeds (engine speed sites). Canister purge, idle speed, ar injection and exhaust gas recirculation are controlled by the ECM from stored strategies. 4 System DescriptionSystem Description Crankcase Emission Control In order to prevent crankcase vapor from escaping to the atmosphere, a closed crankcase emis- sion control system is employed that maintains a slight vacuum in the crankcase under all engine operating conditions, Crankcase vapor is collected from the carshaft _ [ GRanikGASE EMISSION CONTROL cover and from the oil filer tube, At part throttle, the gases are fed into the intake mani- fold through a coolant heated restrictor. During full load operation the gases are fed into the engine through both the coolant heated restrictor and air intake elbow connection. ‘The necessary crankcase vacuum is balanced by the part throttle restrictor and the full throttle orifice in the inlet elbow. The restrictor and orifice sizes have been carefully chosen to control the crankcase vacuum while not flow- ing so much gas that idle speed is affected. The part throttle restrictor is coolant heated to prevent icing during cold weather operation. An additional electrical breather heater element is located in the full throttle breather hose, The electrical heater provides heat to the gases passing through the hose, preventing ice forma: tion in the inlet elbow orifice. The electrical heater element is controlled independently of the EMS ECM by an ambient temperature sen- sor, thermal switch and relay. Starting in the 1994 model year, a throttle housing heated by engine coolant was introduced, PART LOAD RESTRICTOR: 25mm: FULLLOADORIRCE:8.0mm sient ‘TYPICAL ENGINE BREATHER HEATER CIRCUIT rs | " rl rl 8 ENGINE BREATHER BREATHER HEATER RELAY m4 wu x1. as ‘TEMPERATURE SENSOR. [REFER TO THE APPLICABLE ELECTRICAL GUIDE FOR DETALED INFORMATION me System Description 6System Description Fuel Delivery and Evaporative Emission Control Since the 1990 model year, two fual delivery and evaporative emission control systems have been used for all AJE 4.0 lite installations. The two systems are illustrated below. FUEL DELIVERY AND EVAPORATIVE EMISSION CONTROL: XJ6 SEDAN RANGE 1990 MY uccrons, Be ae ESO Rau Ute cae eve, sree — > TEDL AFORE RESON COTTOL TOF DAV RRNGE OCEAN ROT FUEL PUMP: may eh co “amen @ baa om bli ome 5G: 6 System DescriptionSystem Description a2 Fuel Delivery A recirculating fuel system provides @ continuous supply of pressurized, cooled fuel to the fuel rail. There is sufficient fuel flow to allow full load engine operation at all times Fuel pump: XJ6 Sedan 1990 MY Fuel is drawn from the fuel tank by an electric pump located on the rear subframe and is deliv- ‘ered to the fuel rail through a renewable filter mounted to the underbody. Unused fuelis returned. to the tank swirl chamiber where it passes through a venturi before mixing with the remaining fuel in the tank. This action cools the returning fuel FUEL PUMP: XJ6 SEDAN RANGE 1990 MY eo SMF <7 /) The inine fuel pump is a roller type pump driven by a permanent magnet electric motor. An ‘eccentric rotor mounted on the armature shaft has metal rollers housed in pockets around the circumference. When the motor is energized, centrifugal force acting on the rollers forces them ‘outward so that they act as seals. The fuel between the rollers is then forced to the outlet side of the pump. System Description 7System Description Fuel Delivery and Evaporative Emission Control (continued) Fuel Delivery (continued) Fuel pump module: 1991 MY ON vehicles ‘The fuel pump is an integral component of an in-tank fuel pump module. The fuel pump module mounts in a rubber holder attached to the bottom of the fuel tank on brackets. The fuel pump module and the rubber holder are indexed to ensure correct alignment in the tank. Fuel is drawn from the fuel tank through a 70 micron filter at the base of the module, then through a 400 micron fiter at the pump inlet. The pump delivers the fuel to the fuel ral through a renewable inne filter mounted to the underbody. Unused fuel is returned to the fuel pump ‘module where it passes through another 70 micron fiter. A small portion of the pressurized fuel flows through a venturi “teed” into the supply side inside the module. This flow enables a “jot pump" to pick up fuel so that the module remains full at all times, Both the outlet and return ports through the pump module have check valves. The outlet check valve reduces back flow from the fue! rail when the pump is off. The return check valve holds fuel pressure in the retum line from the fuel rail and prevents siphoning if a fuel line is disconnected. FUEL RETURN, FUEL PUMP MODULE: 1991 MY ON VEHICLES 8 System DescriptionSystem Description Ww Fuel pump control ‘The electrically powered fuel pump is controlled by the ECM via the fuel pump relay. After the ignition is turned on (position Ih, the pump runs for about 1 second to build fuel pressure for start- ing. When the ECM receives an engine speed signal from the crankshaft position sensor, it activates the fuel pump relay, which in tun switches on the fuel pump. The fuel pump will con- tinue to run either until the ignition is turned off or until approximately 1 second after there is no speed signal. The ECM monitors the output to the fuel pump relay for on-board diagnostics, FoR SOTO ome ane . . - al LIL. aan (cransHAFT SENSOR) : NOTE: THis D|AGRAM ILUSTRATES CONTROL LoGiC FLOW ONLY; PREFER TO hie APPUICALE WING SIAGHAM FOR POWER AND GRCUTT FORMATION. NOTE: In the event of a vehicle collision, the inertia switch will switch off all ignition powered Circuits, including the EMS main relay. This action will remove power from the ECM and cause the fuel pump relay to de-energize, switching off the fuel pump. System Description 9System Description Fuel Delivery and Evaporative Emission Control (continued) Fuel Delivery (continued) Fuel tank assembly: 1991 MY ON vehicles The fuel pump module connects to the tank outlet and return ports via flexible hoses. Electrical connection to the wiring harness is made through the evaporative flange. FUEL TANK ASSEMBLY: 1991 MY ON VEHICLES cre Ran 10 System DescriptionSystem Description a2 Fuel rail and pressure regulator Fuel is pumped to the fuel rail and injectors, where fuel pressure is controlled by the fuel pres- sure regulator. Excess fuel, above the engine requirement, is returned to the fuel tank. The pressure regulator spring chamber above the diaphragm is referenced to intake manifold vacuum. ‘The differential pressure across the fuel injector nozzles is therefore maintained constant at 44 psi (3.0 bar} and the quantity of fuel injected for a given injector pulse duration is also constant, Fuel pressure measured on a test gauge will vary between 32 psi [2.3 bar) at overrun to 44 psi (8.0 bar) at full load. ‘The fuel pressure regulator is located as close as possible to the fuel rail so that good dynamic control of fue! pressure is achieved. This design provides the same pressure across each injector, and delivers an equal quantity of fuel to each of the six cylinders. FUEL PRESSURE REGULATOR ‘Ac TARE MAO. cu amare Maro.) { messune sa va ae ees bapa —S 1 Tn = : rue. suerey | FUEL SUPPLY System Description 11System Description Fuel Delivery and Evaporative Emission Control (continued) Evaporative Emission Control: XJ6 Sedan 1990 MY The fuel tank incorporates a plastic vessel that iit the fill evel and allows for 10% fuel expan- sion. Tank venting is via a system of vapor tubes and liquid / vapor separator in the tank to the charcoal canister, located inthe left front wheel well. Vapor flow to the canister is controlled by {an engine vacuum-operated bypass valve which allows vapor flow to the canister when the engine is operating. A pressure / vacuum relisf valve prevents excessive pressure or vacuum from building in the fuel tank. Canister purging to the intake manifold is controled by the ECM through an electric purge valve located at the canister. Evaporative Emission Control: All models 1991 MY ON. The fuel tank is designed with a limited fill feature which allows about 10% fuel expansion. The ‘vapor pipe connected to the filler neck is connected into the tank at the maximum fuel level ‘When the fuel covers the bottom of the vapor tube, fuel rises in the filler neck shutting off the fuel delivery nozzle. Purging and control of vapor flow to the canister are identical to the 1990 model year system, 'AJ6 4.0L EMS EVAPORATIVE EMISSION CONTROL (TYPICAL) INTAKE MANIFOLD TRELEEVALVE EVAPORATIVE FLANGE FUELTANK, 42. System DescriptionSystem Description ye Evaporative flange ‘The top of the fuel tank incorporates a remow- able evaporative flange with three outlets. One outlet is used for the filler neck vent hose on 1991 model year vehicles and is cappec-off on later vehicles. The center outlet incorporates a 2.5 ~ 3 psi pressure relief valve and is con ected to 4 relief tube that vents to under the vehicle. The third outlet incorporates a rollover, valve and connects to the charcoal canister. Electrical connection to the fuel pump module is made through the evaporative flange. EVAPORATIVE FLANGE Vacuum / pressure relief valve The flow of vapor to the canister is controlled by the vacuum / pressure relief valve (Rochester valve). The valve has three functions: fuel tank pressure relief, fuel tank vacuum relief, and vapor flow control. When the vehice is not operating and fuel temperature in the tankis increasing, vapor is released, limiting the tank pressure to approximately 1 to 1.25 psi. When the vehicle is not operating and fuel temperature in the tank is decreasing, a negative pressure is created. The umbrella check valve in the vacuum / pressure relief valve allows vapor to flow back into the tank from the char- cosl canister, preventing the tank from collapsing. When the engine is operating, a manifold ‘vacuum signal, from the intake manifold, opens the valve allowing vapor flow to the canister and reducing the fuel tank pressure to near zero. An additional fuel tank overpressure safeguard is provided by 2 4 psi relief valve in the fuel cap. ‘VACUUM / PRESSURE RELIEF VALVE VACUUM (INTAKE MANIFOLD) TOFUEL TANK ‘TO CHARCOAL CANISTER ‘system Description 13@ System Description Fuel Delivery and Evaporative Emission Control (continued) Evaporative Emission Control: All models ‘CHARCOAL CANISTER PURGE VALVE Charcoal canister The charcoal canister contains activated char- coal that absorbs the fuel tank vapors. As the ccharéoal can become saturated, the canister is, purged of the collected vapors during engine operation. Three ports are provided on the canister: one for vapor flow in, one for purge flow to the intake manifold, and one to allow air to enter the canister during purging, Purge valve The engine management ECM operates the purge control valve 10 allow a regulated vapor flow to the intake manifold dependent on {engine operating conditions. The purge valve is a solenoid operated valve that is normally ‘open. The valve closing and sueseauent rate cof vapor flow (opening) is varied by the length” of a pulsed electrical signal provided from the ECM 14 System DescriptionSystem Description we Canister purging ‘The vapor adsorbed by the activated charcoal in the canister is purged by using engine vacuum to draw air through the charcoal and into the intake manifold. The conditions during which \vapor is purged and the quantity purged is programmed into the ECM. The purge rate has to be sufficient to prevent the charcoal canister from venting vapor to the atmosphere. On the other hand, purge rates that are too high would cause driveability problems. ‘CANISTER PURGE CONTROL — ome ritaeret ‘COOLANT TewP. ABOVE so TeOOUANT TE. SENSOR Mass an riOW SENSOR “THROTTLE POSTION SENSOR ENGINE SPEED (crancsHAFT SENSOR NOTE: THES DIAGRAM ILLUSTRATES CONTROL LOG FLOW ONLY: REFER TO THe APPUCASLE WING DIAGRAM FOR POWER AND CIRCUIT INFORBIATION. Canister purge is enabled by the ECM when the engine coolant temperature exceeds 93°F (34°C) and closed loop fuel metering control is operational. The rate of purge is determined from an 8x 16 load versus engine speed strategy ‘When the ignition is turned ON (engine inop- [ puRGE VALVE SIGNAL erative), the valve is fully energized and closed to prevent vapor flow to the engine. When the engine is operating at idle and purge flow is enabled, the purge flow will be small, AS P 7 engine load and speed increases, the purge | rate will increase proportionally. When the barr yours ignition is tumed off the valve is fully energized and held closed for a short period to prevent vapor from being drawn into the engine as it ROK OH ma slows to stop to prevent run-on. Purge valve operation at idle can be detected by holding the valve in the palm of the hand. The ECM ‘monitors the output signal to the purge valve for on-board diagnostics. |<—e| APPROX. 10 mses, ATIOLE + GROUND — "Tigao sil azonesncagin eShe day oye! puge mince System Description 15System Description Fuel Injection; Idle Speed Control Fuel Injection Fuel metering is obtained by controlling the injector pulse duration during each engine revolution. The pulse duration is varied by the engine control module (ECM) according to several sensor inputs. The sensed control inputs form two groups — primary and secondary. Primary control inputs are intake mass air flow (engine load) and engine speed; secondary control inputs consist of engine coolant temperature, cranking signal, throttle movement and position and exhaust ‘oxygen content. The injector pulse is then trimmed for battery voltage. Except during “crank- ing” and rapid throttle application, all six injectors are pulsed once per engine revolution (twice per engine cycle]. Half of the fuel requirement is delivered at each pulse and the pulse duration is recalculated before each succeeding injection. Fuel metering strategies are held in memory (EPROM) in the ECM and form an engine load versus engine speed matrix. The load and speed range of the engine is divided into 16 loads and 16 speeds (256 memory sites). Digital numbers representing injector pulse duration in milisec- Conds fil each site and cover the entire engine load and speed range. NOTE: The sites are numbered 0 to 15 (16 totall. Site Q is less than overrun load, and low engine speed. Site 15 is higher than full load and high engine speed. The load and speed sites ‘are purposely chosen to extend beyond the operational envelope of the engine. INJECTOR WAVE FORM All fuel injectors are pulsed simultaneously by the ECM “output stage”. To reduce power f consumption, the current drawn by the injec- | tors is controlled by the ECM. The injectors i are opened by a relatively large “turn on” pulse and are held open for the required dura- tion by a series of smaller “hold on” pulses. Additional fuel injection controls are used for ‘overrun fuel cutoff, engine overspeed preven- | tion and wide-open-throttle during cranking fuel cutoff. ~ BATT, VOLTS... ‘The ECM monitors its output signals to the uo fuel injectors and its input signals from sen- sors for on-board diagnostics. ‘Ginepri ofr Tom gan, og me Sunn joes pronase raqares puss dato, 16 System DescriptionSystem Description Fuel Injection Primary Control Fuel metering is controlled primarily as @ func- tion of engine load and speed. Engine load is sensed by 4 mass air flow sensor located in the engine air intake before the throttle hous- ing. Engine speed is sensed by a crankshaft sensor located behind the engine damper. In addition to engine speed, the sensor supplies crankshaft position inputs to the ECM for igni- tion timing. The ECM processes the input from the mass air flow meter and the crank- shaft sensor to access pulse duration from the fuel metering strategy. Usually, the load and speed at which the engine is running will be between sites. A function known as two dimensional interpolation is used to calculate the correct pulse duration for the between- sites engine condition a2 FUEL INJECTION PRIMARY AND SECONDARY CONTROL ns AR row! Sensor ‘Gusrart ‘Son fexveEn senson) (SBOUANT Te ‘Son morn Wosinon ‘soon nnot roan ‘sntraneous.y LOAD SITES 4812 versus ENGINE SPEED System Description 17System Description Fuel injection; Idle Speed Control (continued) Fuel Injection Secondary control e Secondary fuel metering control adjusts for engine coolant temperature, cranking signal, throttle movement and position and exhaust oxygen content. Cranking and after-start enrichment The ECM provides fuel metering enrichment for cranking and after-start conditions. The ECM recognizes engine cranking from the engine speed input (less than 200 rpm) and increases the injector pulse frequency to three injection pulses per engine revolution. The pulse duration is determined by engine coolant temperature. Cranking fuel metering is canceled at 250 rpm above a coolant temperature of 107°F (42°C) and at 500 rpm below the same tempera- ture. At that point, injection reverts to one pulse per revolution and after-start enrichment is then applied. The pulse duration, and the rate at which the enrichment is decreased back to the warm- up phase is dependent upon engine coolant temperature. Warm-up The programmed warm-up enrichment provides extra fuel during engine warm-up based on the engine temperature measured by the coolant temperature sensor. The injector pulse duration is increased above the fully war requirement when the coolant temperature is less than 186°F (85°C), Acceleration enrichment \When the ECM senses that the throttle is opening (thot poston sensor input, the injector pulse duration is lengthened by an amount dependent upon the rate at which the throttle is opened and fn engine coolant temperature, This acceleration envchment prevents a momentary lean cond tion that can cause diveablty or exhaust emission problems, Ifthe throttle is opened reply, 2 single “extra” injector pulse of about 5 miliseconds is generated to improve engine response @ Full load enrichment If the ECM senses a ful throttle input from the throttle position sensor, full load enrichment is applied and closed loop operation is temporarily canceled, Deceleration leaning When the ECM senses that the throttle is closing {throttle position sensor input), the injector ulse duration is shortened dependent on the rate at which the throttle closed, This action pre- vents a momentary rich condition that can cause exhaust emission problems, ‘Summary of ECM functions based on throttle position sensor input: Throttle Position ECM Function Throttle closed (signal 0.25-0.75 volts) _Idle speed control function Ignition idle strategy (Overrun fuel cut-off Idle fuel trim (adjustable mass air flow sensor otentiometer only) ‘Adaptive idle fueling trim Part throttle (signal above closed throttle voltage and below full throttle voltage) Opening throttle (signal voltage increasing) Closing throttle (signal voltage decreasing) Full throttle (signal greater than 3 votts) Main fuel metering strategy Main ignition strategy EGR enabled Acceleration enrichment, Deceleration leaning Full load enrichment {load dependent) NOTE: Other sensor inputs are required forthe initiation of most of the above listed ECM functions {as described in Fue! Injection, Idle Speed Control, ignition, EGR and Adaptive Idle Fuel Metering, 18 System DescriptionClosed loop operation In order to significantly reduce exhaust emis- sion, the exhaust system incorporates way catalytic converters that oxidize CO and HC, and reduce NOx. These converters operate efficient only if engine combustion is as com- plete as possible. Itis generally accepted that optimum combustion occurs with an air / fuel fatio of 14.7: 1 (Lambda = 1). A closed loop system between fuel injection, ECM control and exhaust oxygen content feedback is used tomaintain the air/fuel rato as close to 14.7 :1 as possible In response to the oxygen sensor voltage, the ECM continuously drives the air / fuel ratio fichlear-rich by adding to, or subtracting from, the injector pulse duration determined from the main fuel metering strategy. Note that the oxygen sensor voltage switches abruptly aan at fuel ratio of 14.7: 1 Lambda = 1) Closed loop operation is canceled by the ECM during the following functions: © full load enrichment * after-start enrichment © warm-up (below 95°F [35°C)) © deceleration fuel cutoff System Description ‘OXYGEN SENSOR CHARACTERISTIC (HOZSRAW) ‘ourpur voutace 200m System Description 19System Description Fuel injection; Idle Speed Control (continued) Fuel Injection Secondary Control (continued) ‘Oxygen sensor feedback Oxygen sensor feedback is an ECM output voltage that is used for technician monitoring of closed loop operation. Oxygen sensor feedback can only be accessed through serial communi- cations using JDS or PDU. The dampened or “average” feedback voltage is used to measure the amount of “dynamic” correction applied by the ECM to the fuel metering strategy in response to exhaust gas oxygen content, NOTE: Oxygen sensor feedback may also be called Lambda feedback or integrator voltage. The range for oxygen sensor feedback is 0 ~ 5 volts, representing 4 fuel metering strategy cor- rection of -22% to +22%. The normal “average” feedback voltage is 2 ~ 3 volts. Average oxygen sensor feedback voltage Correction (dynamic) applied by ECM 2.8 volts No correction is being applied. When closed loop operation is canceled, the ECM holds feedback at 2.6 volts. Less than 2.6 volts The ECM is correcting for a rich condition by subtracting from the injector pulse duration held in the engine load / speed site. Greater than 2.6 volts. The ECM is correcting for a lean condition by ‘adding to the injector pulse duration held in the engine load / speed site. ‘OXYGEN SENSOR FEEDBACK HOLE FUEL MIXTURE Currant Onygen Sensor Foectack (V1 2 % ‘Average Oxygen Sensor Feedback (V1 Battery voltage correction Because the time to achieve full lft of the injector pintle decreases as voltage increases, the amount of fuel delivered by the injector for a given pulse duration is dependent upon the injec- tor operating voltage. The ECM is programmed with a voltage correction strategy. The supply voltage is monitored by ‘2 software routine and the correction applied to the pulse duration 20. System DescriptionAdditional Fuel Injection Controls Overrun fuel cut-off In order to improve fuel economy and aid in controlling exhaust emission, the ECM cancels {uel injection during engine overrun conditions, The ECM determines overrun conditions from inputs received from the throttle position sen- sor, crankshaft sensor and coolant tempera- ture sensor. With the throttle closed and the engine speed above 1100 rpm, the ECM cancels fuel injec- tion, provided that the coolant temperature is above 86°F (30°C). The engine speed must always reach 1500 rpm first for overrun fuel cutoff to accur. In order to smooth the tran- sition back to power, the ECM retards the ignition timing and shortens the injector pulse duration as the throttle opens and fuel injec- tion is reinstated Engine overspeed contro! ‘An engine overspeed control function limits the maximum engine speed to 6300 rpm by canceling fuel injection. Fuel injection is rein- stated at a slightly lower engine speed. Wide-open-throttle during cranking If the ECM senses that the throttle is wide open (throttle position sensor input) during cranking (less than 200 rpm), fuel injection is canceled to help clear a flooded engine. System Description ¥ ‘OVERRUN FUEL CUT-OFF neomesione cnsorns CESS Rad wore ste poe SR se sg si eo SNES SCORE V vor eenon TG OVERSPEED CONTROL — encorocnm MM neutron vncepeas — ag “State y von ecnon WOE OFT ROTTE DURING GRAN arms weren conor EES Sr Pee ree ASIA oe System Description 21System Description Fuel Injection; Idle Speed Control (continued) Idle Speed Control Idle speed is regulated by the motorized idle speed control valve that controls throttle bypass air The control valve is driven by the ECM. The ECM uses inputs received from ignition ON, the ‘crankshaft sensor, coolant temperature sensor and throttle position sensor as well as inputs for {gear position, air conditioning compressor operation and road speed to control idle speed. ECM idle speed control occurs at closed throttle when road speed is less than 3 mph, The pro- ‘grammed idle speed accounts for engine temperature and the loads placed on the engine by the transmission (gear position N, D, etc.), and air conditioning compressor clutch operation. Typical controlled engine idle speeds Cold engine (68°F [20°C})/Neutral 800 rpm’ Cold engine (68°F 120°C) / Drive 650 spm ‘Warm engine (193°F [90°C}} / Neutral 700 rpm_ Warm engine (183°F [90°C))/ Drive 580 rpm. ‘An ECM software function allows for a correction to the idle speed “base line as the engine base idle changes with age. The automatic adjustment values are held in RAM within the ECM. and will be retained or updated as long as the ECM is connected to battery voltage. If battery voltage is removed for any reason, the stored correction values will be lost. The values will be relearned only after the battery is reconnected, the engine operated from cold to normal oper- ating coolant temmperature at idle, and the vehicle driven for approximately 50 yards above 3 mph. NOTE: At road speeds above 3 mph, the idle speed control valve is opened to limit overrun intake manifold pressure. The amount that the vaive is opened is based on engine speed and throttle opening, ‘The ECM monitors its output signal to the idle speed control valve for on-board diagnostics. 22 System DescriptionSystem Description yw a Ea ENGINE CorTROL MODULE teorne cose — — Pane ner Immo POSITION SENSOR Finan CONTROL MOOULE) coouanr remrenaTUnE ‘Arcousten oreranion (GOORANT Te SENSOR eteatnen encom Enaine seco oan sees (caansHaeT SENSOR (homo Sez senson > Engine start-up ECM idle speed control begins shortly after the engine is started, provided the throttle is closed throttle position sensor at idle) and the road speed is less than 3 mph. The stepper motor in the control valve is closed in stages until the target idle speed is reached, Gear position When the gear selector is moved to Park or Neutral from drive, the engine management ECM receives a ground signal from the transmission rotary switch (XJS) or transmission decoder XJ6 Sedan), The ECM then closes the idle speed control valve a predetermined number of steps in anticipation of the reduced engine load. When the engine is at normal operating temperature, the ECM maintains idle speed at 700 rpm in P or N and at 580 rpm in A, D, 2 or 3 Air conditioning compressor clutch oper ‘When the air conditioning compressor clutch is energized, a parallel circuit inputs battery voltage to the engine management ECM. The ECM opens the idle speed control valve a predetermined umber of steps to anticipate the change in engine load, Ignition switched OFF ‘When the ignition is switched OFF, the control valve indexes to a known parked position. On. 1990 model year vehicles, the reference is from the fully opened position. On later vehicles, the reference is from the fully closed position, 7 seconds after the ignition is switched OFF. System Descripion 23System Description Fuel Injection; Idle Speed Control (continued) Idle Trim (1990 - 1992 MY) e In order to compensate for slight differences from one vehicle to another, the ECM baseline to the idle fuel metering strategy can be adjusted with the mass air flow sensor idle trim potentiometer. IDLE TRIM ADJUSTMENT 24 System DescriptionSystem Description we Adaptive Idle Fuel Metering (1993 MY ON Systems) In order to ensure optimum performance, the ECM contains an adaptive idle fuel metering soft- ware function that automatically makes a baseline correction to the idle fuel metering strategy, throughout the life of the vehicle. The total available trim to the nominal injector pulse duration is + 10%. Adaptive idle fuel metering is performed by the ECM at idle, only when diagnostic ‘trouble codes (DTC) are cleared, and certain preconditions are met. If the DTCs are cleared and the preconditions are met, the ECM cancels purge flow and adapts the fuel metering strategy. Between adaptations, there is a delay of approximately eight minutes. The correction is applied across the entire engine speed and load range. NOTE: With the incorporation of adaptive idle fuel metering, the idle tim potentiometer was removed from the mass air flow sensor. ‘Adaptive idle fuel metering preconditions: © throttle is closed * engine speed is below 1000 rpm * road speed is below 3 mph (6 koh) * engine coolant temperature is above 170°F (76°C) * idle speed adaptive delay is complete (vehicle speed reached 3 mph for approximately 100 yards traveled) © closed loop air / fuel ratio control is operating and in control * oxygen sensor feedback (HO2SFB) voltage outside of the normal range (2 ~ 3 volts) If the ECM loses its battery voltage supply for any reason, the stored correction will be lost and fueling will revert to the programmed values. System Descripion 25System Description ¥ IGNITION TIMING PRIMARY AND SECONDARY CONTROL. ewan Loan (mass an FLOW SENSOR (CRANKSHAFT SERCON (Gaansiner enon) (TARE AR TEM SENGOR (THROTTLE POSTION SERGON TRansinssion ser (Trans: CONTROL MODULE) None sees (mansHAPr SENSOR rawmon mooue "ECM IGNITION OUTPUT SIGNAL TO IGNITION MODULE sv Ignition Timing Control Ignition Timing Ignition timing is controlled by the engine con- ‘ol module [ECM according to sensor inputs. ‘As with fuel injection, the sensed control inputs form two groups: primary and second- ary. Primary control inputs are intake mass air flow (engine load) and engine speed; secondary Control inputs consist of engine intake air tern- perature, throttle movement and position and transmission upshift (automatic transmission) Ignition timing strategies are held in memory (EPROM) in the ECM and form an engine load versus engine speed matrix. The load and speed range of the engine is divided into 16 loads and 16 speeds (256 memory sites). Digital numbers representing ignition timing values fil each site. The resulting 256 ignition timing values cover the entire engine load and speed range. Ignition timing is then calculated from the ignition timing strategy according to secondary input correction factors, ‘The ECM drives the ignition module to switch the ignition coil low tension circuit and moni- tors the output signal for on-board diagnostics, Ignition Timing Primary Control Ignition timing is controlled primarily as a func- tion of engine load and speed. Engine load is sensed by a mass air flow sensor located in the engine air intake before the throttle hous- ing. Engine speed is sensed by a crankshaft sensor located behind the engine damper. In addition to engine speed, the sensor supplies crankshaft position inputs to the ECM for igni- tion timing. The ECM processes the inputs from the mass air flow meter and the crank: shaft sensor and accesses ignition timing from the ignition timing strategy. Usually, the load and speed at which the engine is running will be between load and speed sites. Two dimensional interpolation is used to calculate the correct ignition timing for the between: sites engine condition 26 System DescriptionSystem Description 2 Ignition Timing Secondary Control ‘Secondary ignition timing control inputs consist of engine intake air ternperature, throttle move- ‘ment and position, battery voltage and transmission upshift (automatic transmission) Intake air temperature Ignition timing is corrected by the ECM for engine intake air temperature measured by the air temperature sensor mounted in the air inlet elbow. A portion of the ignition strategy (load sites 6 through 15; speed sites 4 through 15) is programmed with the temperature at which ignition retard commences for each load / speed site. In general, ight loads / low speeds have retard thresholds set to a high temperature (approximately 212°F [100°C)) while high loads / high speeds have retard thresholds set about 86°F (30°C). Above the threshold temperature, ignition timing is retarded at the rate of 2.25° per 10°C. Dwell angle ‘The dwell angle and peak coil current are controlled by the ignition module, located in the engine compartment near the ignition coil, A feature called "stall turn-off” is used to prevent coil over- heating and battery discharge. If the ignition switch is left on without the engine running, the ignition module switches the coil current off. Closed Throttle / Idle ‘CLOSED THROTTLE / IDLE IGNITION TIMING CONTROL There are separate closed throttle ignition NONE CONTROL MODULE strategies for gear positions Neutral and Drive, ‘each with 8 speed break points for engine speed versus timing. With the engine at nor- ‘mel operating temperature, the Ignition timing at idle will be 10° BTDC in N (700 rpm) and 16° BTDC in D (680 rpm) Ignition Secondary Circuit The ignition secondary circuit consists of a distributor and a standard ignition coi, The dis- tributor contains only a rotor arm and a cap. Peat The distributor must be correctly positioned to xia index the rotor to the cap; however, it has no affect on ignition timing. ‘anon MODULE ‘System Description 27System Description Air Injection Air Injection Operation Ar injection is used to promote reaction in the exhaust down pipe catalyst, reducing the time required for the catalyst to reach working temperature. The air pumped into the exhaust mani- folds mixes with exhaust gas and oxidation takes place. The heat generated in this process reduces the time required for the catalyst to reach operating temperature Ar injection is enabled by the ECM following each cold start and remains on until the engine coolant temperature reaches 95°F [34°C]. At 95°F the air injection circuit is switched off and closed loop air / fuel ratio control is enabled. If the engine speed exceeds 2500 rpm while air injection is enabled, the ECM will switch off the circuit (On 1993 - 94 MY vehicles, air injection is also enabled for approximately 30 seconds after each hot start. ‘AIR INJECTION, enone: Tee enone: (cnanasirr se ‘COOLANT TEMP. BELOW 35 COOLANT TEM SENSO ENGINE CONTROL MODULE stART Reta reco nse) wmcoven acl b wae SceganAll oS ah The ECM switches the air injection relay, which in turn switches both the air pump clutch and the air injection solenoid vacuum valve. The solenoid vacuum valve controls the vacuum signal to the air switching valve. The air switching valve performs two functions. It backs-up the air injection check valve and it prevents air from being sucked through the pump and check valve into the exhaust. Such leakage would cause an air / fuel ratio error at the oxygen sensor. The vacuum supply to the air switching valve is sourced from the intake manifold through a delay valve. The delay valve is used to ensure that the air switching valve is held open during short periods of high engine load. ‘The ECM monitors its output to the air injection relay for on-board diagnostics. 2B. System DescriptionSystem Description ye Exhaust Gas Recirculation EGR Operation Exhaust gas recirculation {EGR} is used to reduce the “oxides of nitrogen” (NOx) in the exhaust during periods of high engine combustion temperatures (high loads and engine speeds). The introduction of exhaust gas into the combustion chambers lowers the peak combustion tempere- ture by reducing the volume of air / fuel mixture to be combusted. The ECM both controls and monitors the operation of the system. [EXHAUST GAS RECIRCULATION ‘vacuum conTnots ‘EXHAUST OAS EXHAUST MAMFOLD TAKE MANIFOLD aR SLEWOID A VAGUOM VALVE gr cowmot SmmATEGY ENGNE CONTROL MOOULE COOLANT TEMPERATURE ABOVE 40 (CoOcANT TePERATURE SENSOR (GRANESHAFT SENSOR ENGINE LOAD NOT LE OF FULL LOAD [ntaSs an FLOW SENSOR “RANSWNSSION 8. ORIVE GEAR Soe ‘System Description 29System Description Exhaust Gas Recirculation (continued) EGR Operation (continued) EGR is enabled by the ECM when the following conditions exist: ‘The engine coolant temperature exceeds 140°F (60°C) * The engine is within @ load / speed envelope that excludes idle and full lad in the engine speed range 1000 - 4000 rpm + The transmission isin a driving gear (not P or N) [EGR OPERATING ENVELOPE. [MASS AIR FLOW SENSOR VOLTS. . » &© 2» & & & w ENGINE SPEED (RPM X 100) The ECM controls EGR by switching the EGR solenoid vacuum valve, which in turn, controls vacuum application to the EGR valve. The vacuum operated EGR valve controls the flow of ‘exhaust gases between the exhaust and intake manifolds. Flow through the valve is proportional to exhaust back pressure, which is itself proportional to engine load. Vacuum is applied to the EGR valve via the ECM switched solenoid vacuum valve. ‘The ECM monitors its output to the EGR solenoid vacuum valve for on-board diagnostics, ‘The temperature of the exhaust gas flow to the intake manifold is also monitored by the ECM for on-board diagnostics. Monitoring takes place over a load / speed range within the EGR operational envelope. 30. System DescriptionSystem Description ‘On-Board Diagnostics (OBD) ‘On-Board Diagnostic Facility (OBD 1) ‘The ECM includes a fault diagnosis facility that continuously monitors the operation of the engine management sensors and components. If fault is detected, the OBD system will activate the Malfunction Indicator Lamp (MIL) (CHECK ENGINE} warning in the instrument pack and flag @ diagnostic trouble code (OTC! in the ECM memory. The ECM can be interrogated through the instrument pack LCD display (KJ6 Sedan Range) or center console LCD display KIS Rangel. To display the code, switch the ignition OFF; wait 5 seconds, then switch the ignition ON (do not crank the engine). On Sedan Range vehicles, press the VCM button. On XJS Range vehicles, ‘a code is automaticaly displayed 5 seconds after the ignition is switched ON. The CHECK EN- GINE warning will display and the DTC.will appear 5 seconds later. If two or more DTCs are flagged in memory, only the highest priority code willbe displayed. If the vehicle battery is dis- connected, all stored codes willbe cleared from the ECM's memory. DTCs can also be accessed via serial communication. Refer to the DIAGNOSTICS section ofthis publication for more infor- ‘mation on retrieving codes, Limp Home Default In order to allow vehicle operation if a malfunction occurs, “limp home" default values are incor- porated as an ECM facility. If a sensor fault is detected by the OBD system, the ECM will ‘substitute a nominal value for the missing inputts) as follows: Missing Sensor Input __Default value Engine coolant temperature 78° F (25°C) Intake air temperature 86° F (80° C) Mass airflow Throttle position (voltage) Vs. pulse duration matrix; ignition timing = 8° BTDC @ idle, 20° BTOC above idle Throttle position 1.5 volts EGR temperature Switches off EGR Oxygen sensor voltage Closed loop operation canceled (feedback = 2.6 volts) Idle trim adjustment (1990 - 1992 MY only) 2.5 volts ‘System Description 31System Description On-Board Diagnostics (OBD) (continued) Diagnostic Trouble Code Summary (listed in order of priority ) DTC Limp Home Fault Area IDS / PDU Description Default 29 ECM softest Lucas injection ECM 44 x Oxygen sensor circuit HO2S / circuit 24 Ignition drive circuit IA drive circuit 12 x Mass air flow sensor circuit Mass air flow sensor / circuit 33 Injector dive circuit Fue injactor/ circuit 34 Rich condition during Fuel injector leakage overrun fuel cutoff 14 x Coolant temperature ETC Sensor / Circuit sensor circuit W x Throttle position sensor circuit TP potentiometer / circuit 18 Throttle postion sensor and ‘TP / potentiometer / calibration 1 mass air flow sensor (high throttle pos. voltage: low airflow voltage) 19 Throttle position sensor and mass air flow sensor TP J potentiometer / calibration 2 (low throttle pos. voltage; high ar flow voltage) 89 Purge valve drive circuit EVAP valve / circuit 6 ‘Oxygen sensor feedback (lean) Ar leak a EGR ative circuit EGR valve / circuit 39 x EGR temperature sensor circuit Exhaust gas temperature sensor 2 Fuel pump drive circuit Fuel pump / HO2S relay / circuit 23 Oxygen sensor feedback (rch) Fuel supply 46 Idle speed contol valve IACY circuit, coil 1 (coll + drive circuit) a7 Idle speed control valve IACV circuit, coil 2 (coll 2 drive circuit) 48 Idle speed control valve IACV position error 1" x Idle fuel trim (1990 ~ 92 MY XJ6} 68 Road speed sensor circuit Vehicle speed sensor / wiring 69 Drive / Neutral input circuit PNPS / circuit 16 x Intake air temperature circuit IAT Sensor / Circuit 66 Air injection pump drive circuit AIR relay /circuit NOTE: 1992 MY ON systems (ECM part no. DBC 9622 ONI: In order to prevent incorrect flag- ging of DTCs related to low fuel supply, fuel metering diagnostics are canceled when the fuel tank level falls below approximately 2.6 gallons (11 litres) 32. System DescriptionSystem Description Vehicle Systems Interfaces ‘The engine management system interfaces with the transmission control module, the instrument pack and the air conditioning compressor clutch circuit to provide operational control, sensor input and data input, Transmission Control Module Interface Engine torque reduction The ECM receives two ignition timing retard inputs from the TCM: transmission shift “up / down” signal (IGNITION SELECT) (pulsed signal, and transmission “shift in progress” signal (IGNITION RETARD) (pulsed signal). Refer to Ignition Timing, page 27, for ¢ detailed explanation. Engine speed and load ‘The ECM outputs engine load and speed signals (PULSED SIGNALS) to the TCM. The TCM uses the ‘engine load and speed data to determine shift patterns and torque converter clutch apply and release. Engine idle speed ‘The transmission decoder module (XJ6}, rotary switch 04S) outputs gear position signals to the ECM. ‘When the gear selector is in R, O, 2 0r3, the signal is 5 volts; when the gear selector is in P or N, the. signal is ground or 0 volts. The ECM uses the gear position inputs to contol idle speed and for DTC 69. Refer to Ignition Timing, page 27, and Idle Speed Control, pages 24 ~ 26, for a detailed explanation. Instrument Pack Interface Vehicle road speed ‘The instrument pack outputs a road speed signal (pulsed signal) to the ECM. The ECM uses the signal to determine idle speed control functions, Low fuel level (1992 MY ON [ECM part no. DBC 9622 ON) The instrument pack outputs a fuel level voltage signal to the ECM. When the voltage drops below 5.7 votts (25 gallons [11 litres] fuel remaining), fue! metering diagnostics (OBD) are can- celed. Canceling the fuel metering diagnostics prevents the ECM from flagging DTCs caused by the vehicle running out of fuel Engine speed Engine speed is output to the instrument pack for operation of the tachometer. Engine speed is sensed from the ignition col primary circuit (1990 - 92 MY Sedan and XJS). The ECM outputs {an engine speed signal (pulsed signal to the instrument pack (1983 MY ON Sedan) Fuel metering pulse The ECM outputs 2 fuel metering pulse to the instrument peck for use by the trip computer {average fuel consumption, instantaneous fuel consumption) Fuel fail warning If the OBD system detects a fault, the ECM outputs a fuel fail warning signal (ground) to the instrument pack. Refer to On-Board Diagnostics, page 33. Air Conditioning Compressor Clutch Interface When the air conditioning compressor clutch is operating, a parallel ctcuit applies battery voltage: to the ECM, The ECM uses this signal to determine the need for idle speed control compensation. Serial Communication Serial communication between the engine management system and JOS or PDU is available. Serial communication is used for engine setup, accessing stored DTCs, fault diagnosis and eras- ing DTCs. Refer to the DIAGNOSTICS section of this publication for detailed information, ‘System Description 33Component Description uondusseg jueuodwi0),Component Description Contents EMS Components installed on Engine EMS Components installed on Vehicle Fuel Pump Fuel Pump Module Fuel Pressure Regulator Purge Valve Fuel Injectors Mass Air Flow Sensor Crankshaft Sensor Throttle Position Sensor Coolant Temperature Sensor Intake Air Temperature Sensor Oxygen Sensor Idle Speed Control Valve Air Injection Pump Air Switching Valve Air Injection Check Valve Air Injection Solenoid Vacuum Valve EGR Valve EGR Solenoid Vacuum Valve EGR Temperature Sensor Ignition Module Ignition Distributor 16-17 18 18 19 19 20 21 2 22 22 Component Description 4wy Component Description EMS Components Installed on EngineComponent Description EMS Components installed on Vehicle TNTANK)” == FUEL PUMP FUEL PUMP RELAY veer soem "850 ruecruren VSopr "gem PURGE VALVE ‘uancoaL ehwisres | be E T F —— = ig | XJ6 SEDAN RANGE | ‘ofan >| < L. & — ial a oe goa ciguin magna enn oggenateon anaueeran eRe eS "ER SOA EY ca Fugeuten ruseuren rurnpumpaciay TUPOEVAYE cuancom, ‘eet “a2 MY" aNisreR FueL puMP i ran ENGINE CONTROL. = MODULE rer Component Description 3Component Description Fuel Pump (XJ6 Sedan 1990 MY) The intine fuel pump is a roller type pump driven by a permanent magnet electric motor. An ‘eccentric rotor mounted on the armature shaft has metal rollers housed in pockets around the circumference. When the motor is energized, centrifugal force acting on the rollers forces then ‘outward so that they act as seals. The fuel between the rollers is then forced to the outlet side of the pump. A replaceable non-return valve is threaded into the pump outlet. The non-return valve prevents fuel pressure loss when the pump is not running. The pump is located on the rear suspension subframe. FUEL PUMP: XJ6 SEDAN RANGE 1990 MY RA G RELEF VALVE sy SG 4 Component DescriptionComponent Description Fuel Pump Module (1991 MY ON vehicles) The fuel pump is an integral component of an in-tank fuel pump module. The fuel pump module mounts in a rubber holder attached to the bottom of the fuel tank on brackets. The fuel pump ‘module and the rubber holder are indexed to ensure correct alignment in the tank. Fuel is drawn from the fuel tank through a 70 micron filter at the base of the module, then through a 400 micron filter at the pump inlet. The pump delivers the fuel to the fuel rail through a renewable inline filter mounted to the underbody.. Unused fuel is returned to the fuel pump ‘module where it passes through another 70 micron fier. small portion of the pressurized fuel flows through a venturi “teed” into the supply side inside the module. This flow enables a “jet pump" to pick up fuel so that the module remains full at all times. Both the outlet and return ports through the pump module have check valves. The outlet check valve reduces back flow from the fuel rail when the pump is off. The return check valve holds fuel pressure in the return line from the fuel rail and prevents siphoning if @ fuel line is disconnected, The inlet filter must not be folded or damaged and must be squarely mounted on its neck. If the fiter is damaged in any way, the fuel pump module must be replaced. Fuel Pump Specifications Speed 7000 rpm Flow rate 640 ml /20 sec. @ 36 psi Curent 8-9 A@ 13.2 volts and 36 psi FUEL PUMP MODULE: 1991 MY ON VEHICLES. FUEL RETURN, FUEL SUPPLY, ‘CHECK VALVE eTuRN rte no i} “ET pune >» ‘wchino PUN ‘Component Description 6Component Description Fuel Pressure Regulator Fuel is pumped to the fuel rail and injectors, where fuel pressure is controlled by the fuel pres- sure regulator. Excess fuel, above the engine requirement, is returned to the fuel tank. The pressure regulator spring chamber above the diaphragm is referenced to intake manifold vacuum. The differential pressure across the fuel injector nozzles is therefore maintained constant at ‘44 psi (3.0 bar) and the quantity of fuel injected for a given injector pulse duration is also constant. Fuel pressure measured on a test gauge will vary between 32 psi (2.3 bar) at overrun to 44 psi (8.0 bar at full load The fuel pressure regulator is located as close as possible to the fuel rail so that good dynamic Control of fuel pressure is achieved. This design provides the same pressure across each injector, and delivers an equal quantity of fuel to each of the six cylinders, FUEL PRESSURE REGULATOR ‘VACUUM INTAKE MANIFOLD} ‘VACUUM ONTAKE MANIFOLD} <_ FUELSUPPLY FUELAETURN FUELRETURN The main component of the pressure regulator is the diaphragm, below which a steel ball valve is mounted on a disc. The upper side of the diaphragm incorporates a spring retaining cup. Spring length is set during manufacturing by deforming the top cover until the fuel pressure at which the diaphragm lifts at atmospheric pressure is set at 44 psi (3.0 bar). A filter screen pre- vents any small pieces of debris from the fuel rail becoming trapped under the disc. ‘The tube on the top of the upper case is connected to the intake manifold. During engine ‘operation, intake manifold vacuum “assists” the pressurized fuel to lift the diaphragm against the spring. When fuel pressure exceeds the control value, the valve lifts off the seat allowing @ Portion of the fuel to be directed to the outlet por, thereby maintaining fuel pressure at the con- ‘ol value. The excess fuel is returned to the fuel tank. & Component DescriptionComponent Description Purge Valve The engine management ECM operates the purge control valve to allow a regulated vapor flow to the intake manifold dependent on engine operating conditions. The purge valve is a solenoid operated “duty cycle" valve that is normally open. The valve closing and subsequent rate of vapor flow (opening) is varied by the “length” of a pulsed electrical signal provided from the ECM The resistance of the purge valve coil is epproximately 42 ohms. The purge valve is located in the left front fender arch, next to the chercoal canister. PURGE VALVE ‘Component Description 7we Component Description Fuel Injectors (1990 - 1992 MY) The fuel injectors are solenoid operated valves that are pulsed by the ECM. The mechanical design of the injectors incorporates a pintle valve with a waisted shape tip passing through the orifice at the bottom of the injector body. The waisted shape of the pintle tip and orifice cause the fuel flow to form a cone-shaped spray of small fuel particles. The fuel inlet at the top of the injector has a smal fiter to tap any debris that may be present in the fuel. “O” Rings are used to seal the injector between the fuel rail and intake manifold DINTLE-TYPE FUEL INJECTOR NOZZLE VALVE. ‘The electrical pulses applied to the injector coil INJECTOR WAVE FORM by the ECM attract the head of the pintle to the eal armature. This action overcomes Spring pressure. ond allows fuel to flow through the annulus between the pintle tip and the orifice. Full valve lift (approximately 01006 ins resched in about 1 mliscond The resistance of the fuel injector coi is approximately 2.5 ohms. uy wr vous ms iin ‘TURNON | eee ||| ‘ire ho secon of ve fm engine sag re Senting eves to owe oqates pass azo, 8 Component DescriptionComponent Description we Fuel Injectors (1993 MY ON) The basic design and operation of the fuel injectors is similar to the earlier type; however, the injector tips use a platetype, twin-spray design. This design has several benefits: it aims a fuel spray a each intake valve throat, itis quieter in operation, and the tip is less prone to contamination. The injectors are secured to the fuel ral with custom clips that ensure the twin jets of fuel are directed to the intake valve throats, A green band is used to identify the plate-type, twin-spray injector. TTWIN-SPRAY FUEL INJECTOR NozzLe VALVE SEAT rurer Se fe ARMATURE ot, ‘SPRING AsSeMaLy ‘Component Description ©¥ Component Description Mass Air Flow Sensor ‘The mass air flow sensor, located in the intake tract downstream of the air cleaner, measures the volume of air flow into the engine intake. The sensor has a cast alloy body with an integral elec- tronic module. Some of the air flows through a bypass channel containing two small wire coils: fa sensing coll and a compensating coll. The sensing coil is electrically heated by the electronic module; the compensating coil remains unheated (MASS AIR FLOW SENSOR 1990-82 My ONLY LOAD SITES 4 & 12 VERSUS ENGINE SPEED Intake air volume is determined by measuring the electrical cureent required to keep the tem perature differential ofthe two coils constant. This measurement occurs in the circuitry of the sensor. The sensor then provides @ voltage sig- nal representing air flow to the ECM. The theoretical full range ofthe signal is 0-5 votts. Idle voltage is normally 1.10 ~ 1.40 volts and torque converter stll ful throtle; 1850-2150 rpm) voltage is normally 3.00 ~ 3.30 On 1990 to 1992 MY vehicles, an adjustable potentiometer is incorporated into the mass air flow sensor to provide for idle fuel trim adjust ment during initial engine setup. This potentiometer operates independently of the airflow elements and provides a constant valt- age signal to the ECM. The idle trim potentiometer has an adjustment range of approximately 0 - 1000 ohms, measured be- tween pins 1 and 6 of the mass air flow sensor connector. The ECM applies a 5 volt ENGINE SPEED X10) sune reference to pin 6 and a ground to pin 1. With the mass air flow sensor connected, the reference measured at pin 6 must be less than 4 volts or DTC 11 will be flagged. Typically, the voltage is between 2 and 3 volts. During 1994 MY, gold plated connector pins were introduced to prevent corrosion and resistance build-up. The gole-plated pins can be identified by thei color. A. CAUTION! Tin plated pins and gold plated pins must not be matched: they are not compatible. 410 Component DescriptionCrankshaft Sensor The crankshaft sensor provides both engine speed and crankshaft position signals to the ECM. The sensor is a variable reluctance device, consisting of a bobbin coil with a mag- netic core. The resistance of the coil is approximately 1.36 kilo ohms. The steel teeth ‘on the crankshaft timing ring are used as 8 rotor, As the rotor teeth pass by the crank- shaft sensor, pulses are generated. ‘The rotor has 60 tooth positions set at 6° inter- vals with three teeth missing. The gaps identify the TOC position of the 6 cylinders during one complete engine cycle (two crank- shaft revolutions). The rotor thus provides both engine speed and crankshaft position informa- tion to the ECM. The missing pulses identify crankshaft position. Each tooth pulse after the missing pulse represents 6° of crankshaft rota- tion. Thus the frequency of the toothed pulses are a measure of engine speed. The sensor is mounted to the timing cover on the front of the engine. ‘CRANKSHAFT SENSOR Component Description (CRANKSHAFT SENSOR SIGNAL ‘CENTERLINE OF SeNsoR nar B ATE 1s ‘missin TOOTH a LARAR ATS i “ ooaroe “ig Sense in son ‘CRANKSHAFT SENSOR SIGNAL AT VARIOUS ENGINE SPEEDS ‘Ac VOLTAGE ‘AC VOLTAGE ‘AC VOLTAGE 2500 REM, ‘Component Description 11we Component Description Throttle Position Sensor The tote poston seer tin tack dsgncoaing wo spate pteriometr ras with wipers driven by a common spindle. The sensor is mounted on the throttle housing with the spindle connected to the throttle shaft. One potentiometer track is used by the engine management system; the other track is used by the transmission control system. Both poten- tiometers have the same resistance, voltage and angle of rotation characteristics. The range of resistance is approximately 500 ohms to 5.5 kilo ohms. The throttle position sensor provides @ voltage signal to the ECM that indicates throttle position and movement. The theoretical full range of the signal is 0 to 5 volts The throttle position sensor output relative to the throttle valve position is set at closed throttle Using JDS or PDU. The ECM software function that recognizes closed throttle is “adaptive” and will “learn” that voltage in a range from 0.25 to 0.75 volts is the closed throttle position. How= ever, to avoid the ECM having to relearn the idle setting each time the battery is disconnected, the idle voltage should be set very close to 0.6 vos. ‘THROTTLE POSITION SENSOR ‘The ECM uses the voltage signal provided by the sensor for a number of ECM functions: Throttle Position ECM Function Throttle closed (signal 0.25~0.75 volts) _Idle speed control function Ignition idle strategy Overrun fuel cut-off Idle fuel trim (adjustable mass air flow sensor potentiometer only) Adaptive idle fueling trim Part throttle (signal above closed throttle Main fuel metering strategy voltage and below full throttle voltage) Main ignition strategy GH ented Opening tote seal eta inessing)_ Acelaton enrchment Clesing tote oral votage dering) Declan leaning e Full throttle (signal greater than 3 volts) Full load enrichment (load dependent) NOTE: Other sensor inputs are required for the initiation of most of the above listed ECM functions. 12 Component DescriptionCoolant Temperature Sensor Component Description ‘The coolant temperature sensor, located on the thermostat housing, is @ negative temperature coefficient (NTC) thermistor. NTC means that the resistance of the thermistor decreases as the ‘sensed temperature increases. Pin 1 of the sensor is connected to ground through the ECM. The ECM applies 5 votts to pin 2 of the sensor and monitors the voltage across the sensor pins. The theoretical full voltage range is from 5 to O volts representing maximum cold to maximum hot ‘The ECM converts the monitored voltage into a digital numer that relates to an engine coo ant temperature, The temperature signal is then used for a number of functions: * Cranking enrichment Warm-up enrichment * Acceleration enrichment © Air injection * Idle speed control © Enable EGR © Evaporative canister purge NOTE: Other sensor inputs are required for the initiation of most of the above listed ECM functions. Coolant temperature sensor — ‘COOLANT TEMPERATURE SENSOR Coolant temperature sensor - temperature versus resistance: temperature versus typical approximate voltage: Coolant temperature Resistance Coolant temperature Voltage (measured at ECM Yellow - Cc (kilo ohms) - connector pin 2 or sensor pin 2), 14-10 920 4-10 4.05 320 590 2 0 3.64 50 10 3.70 5915 289 6 20 250 7% 242 8 30 1.70 8 30 220 104 40 118 104 40 178 122 50 oss 122 50 144 140-60 0.60 140 60 117 158 70 0.435 18870 0.95 176 80 0.328 76 (8 078 193 90 0.25 19390 0.65 212 100 0.19 22 © 100 055 Component Description 13Ww Component Description Intake Air Temperature Sensor The air temperature sensor, located in the air intake elbow, is a negative temperature coefficient (NTC) thermistor. NTC means that the resistance of the thermistor decreases as the sensed tem- perature increases. The sir temperature sensor construction differs from the coolant temperature ‘sensor in that the thermistor element is exposed by holes in the tip of the housing. The holes are designed to allow fast response in measuring air temperature changes while at the same time providing the necessary mechanical protection. Pin 1 of the sensor is connected to ground through the ECM. The ECM applies 5 volts to pin 2 of the sensor and monitors the voltage across the sensor pins, The theoretical fl voltage range is from 5 ~0 volts representing maximum cold to maximum hot. ‘The ECM converts the monitored voltage into a digital number thet is used to contro! the ignition timing strategy. Refer to Ignition Timing Control on pages 27 - 29 of the SYSTEM DESCRIPTION section of this publication. Intake air temperature sensor ~ temperature versus resistance: ‘A TEMPERATURE SENSOR Intake air temperature Resistance °F °C {kilo ohms) 14 10 9.20 32 0 5.90 50 10 3.70 68 20 2.50 8 30 1.70 10440 118 12280 0.84 140-60 0.60 15870 0.435 176-80 0.325 1938-90 0.25 212 100 0.19 sans ‘temperature sensor — I approximate voltage: Intake air temperature —_—_Voltage (measured at ECM Yellow Fe ‘connector pin 20 or sensor pin 1) 14-10 4.05 32 0 3.64 5915 289 mB 8 2.82 86 30 2.20 10440 178 12250 1.44 140 60 147 168 70 0.95 17% 80 0.78 193-90 0.65 212 100 0.55 414 Component DescriptionComponent Description ‘Oxygen Sensor ‘The oxygen sensor, located in the exhaust down pipe after the first catalyst, is a device that produces voltage by conducting oxygen ions at temperatures above 572°F (300°C). In lorder to reduce the amount of exhaust gas and resulting emission needed to bring the sensor up to working temperature, an internal electric heater is used. The tip portion of the sensor ceramic element isin contact with the exhaust gas. The remaining portion of the ceramic ele- ‘ment isin contact with ambient air via capillary action through the heater electrical wires, ‘OXYGEN SENSOR The sensor voltage output switches between approximately 800 milivots and approximately 200 milivolts depending on the oxygen level differential between ambient air and exhaust gas on either side of the ceramic element, ‘When the air / fuel ratio is richer than 14.7: 1 (Lambda = 1.0), the voltage output is high; when the air / fuel ratio is leaner then 14.7 :1 (Lambda = 1.0), the output voltage is low. Only a very small change in air / fuel ratio is required to switch the oxygen sensor. ‘OXYGEN SENSOR CROSS SECTION ‘OXYGEN SENSOR CHARACTERISTIC ‘ourPuT voLrAGe 200mV- RICHER Pa LEANER any ‘OXYGEN SENSOR VOLTAGE TRACE: oaev: Ho2srAW PDU HO2SRAW ‘Component Description 15Ww Component Description Idle Speed Control Valve Tid spe cont! vate assembly, cated onthe top ofthe intake mantles, contains» manually adjusted base idle throttle bypass passage and an additional variable bypass passage. Te ow of byposs trough he vale passoge rogite yo supper ott ven by to Ech, The stoper efor as to cle tae pulsed bythe ECM. The puso re phosed spats, The oar wc te colar ced deers to recon of topper nto reve The col estar sapproumatty 2 hs IDLE SPEED CONTROL VALVE aoe pus apwuerwent ‘STEPPER MOTOR CROSS SECTION 16 Component Descriotion‘The stepper motor has a total travel from fully ‘opened to fully closed of approximately 220 steos. During engine setup (using JDS or PDU), the ‘stepper motor is positioned at 200 steps from fully opened to allow the base idle speed to be set, using the manual air bypass screw. Once the base idle speed is set correctly, the step- per motor will hold the closed loop idle speed within a few rpm of the nominal idle speed (700 rpm in “N" and 580 rpm in “D"; normal ‘operating coolant temperaturel. ‘When the ignition is switched off, the control valve indexes to a known “parked” position (On 1990 model year vehicles, the reference is from the fully opened position. On later vehicles, the reference is from the fully closed Position. On 1993 and later model years, there is a 7-second delay after the ignition is switched off before the control valve closes. To accurately maintain a correct idle speed, the ECM “learns” the idle stepper position. If the ECM is disconnected from battery power, the idle position must be relearned. The simple way to allow the ECM to relearn the position is to start the engine from cold and allow it to idle until fully warm, then drive the vehicle for a short distance, Component Description ye ‘STEPPER MOTOR DRIVE SIGNAL. sar Volts cou Component Description 17‘AIR PUMP ‘AIR SWITCHING VALVE Flow Air Pump ‘The mechanical rotary vane air pump is belt driven through an electromagnetic clutch. The clutch allows the pump to be engaged/disen- ‘gaged by the ECM via the air injection relay. If the engine speed exceeds 2600 rpm while air injection is enabled, the ECM will switch off the circuit to prevent over speeding the air pump. Excessive back pressure would dam age the pump, Air Switching Valve ‘The vacuum actuated air switching valve, located behind the air pump, contains a spring- loaded diaphragm valve resting on a seat. When vacuum is applied, the diaphragm lifts 10 allow air flow. 18 Component DescriptionAir Injection Check Valve The check valve, located in the delivery tube behind the air pump, prevents the backflow of exhaust gas to the air pump. Air Injection Solenoid Vacuum Valve The air injection solenoid vacuum valve is located at the left front corner of the engine. ‘When activated via the air injection relay, the normally closed solenoid valve opens to apply intake manifold vacuum to the air switching valve. The resistance of the solenoid coil is approximately 45 ohms, Component Description ‘AIR INJECTION CHECK VALVE PEREQRATED —rexpie oisk isk Valve ‘AIR INJECTION SOLENOID VACUUM VALVE 7 anurou> WauuNe t. (CUT OFF VALVE Component Deseristion 19@ Component Description EGR Valve The EGR control valve is a “negative pressure” vacuum operated valve that compensates for exhaust back pressure. The amount of exhaust gas flow into the intake manifold varies depend- ing on intake manifold vacuum and variations in exhaust back pressure. The valve diaphragm has an intemal vacuum bleed hole that is held closed by a small spring when no exhaust back pres- sure exists. When vacuum is applied via the solenoid vacuum valve, the EGR valve opens against the pressure of the large spring. When intake manifold vacuum combines with negative exhaust back pressure, the vacuum bleed hole opens to close the valve. EGR VALVE EGR VALVE. [EGR VALVE OPERATION FUER pene contpotvave Sure HCLOSED) " AR FLOWN exHaust gas To INTARE MANIFOLD EXHAUST GAS 20. Component DescriptionEGR Solenoid Vacuum Valve ‘The EGR solenoid vacuum valve is located at the rear of the intake manifold. When act vated by the ECM, the normally closed solenoid valve opens to apply intake manifold vacuum to the EGR valve. The resistance of the solenoid coil is approximately 45 ohms. EGR Temperature Sensor The EGR sensor is a negative temperature coefficient (NTC) thermistor. NTC means that the resistance of the thermistor decreases as the sensed temperature increases. The ECM applies 5 volts to pin 1 of the sensor and moni- tors the voltage across the sensor pin to ground. The theoretical full voltage range is from 5 to 0 volts representing maximum cold to maximum hot. Typically, with the engine running at 2000 rpm, the sensor voltage will drop 0.1 volt when the EGR valve is opened. EGR temperature sensor ~ ‘temperature versus resistance : Intake air temperature Resistance FC {kilo ohms) 122-60 600) 212 100 90 302 150 rT 392 200 5 482-250 2 572 300 os 662-350 03 752 400 01 Component Description ¥ EGR SOLENOID VACUUM VALVE a7 aaniroup ‘vacuum | EGR VALVE sone [EGR TEMPERATURE SENSOR Component Description 21x Component Description IGNITION MODULE Ignition Module The ignition module is controlled by the ECM output signel and switches the ignition col pri mary circuit. The dwell angle and peek coi current is also controlled by the ignition module. A feature called "stall turnoff” is used to prevent coll overheating and battery discharge if the ign tion is left on without the engine running. NOTE: 1990 model year systems have a four- wire (plus ground) ignition module. 1991 ON model year systems have a three-wire (olus, ground) ignition module. The modules are interchangeable. ‘The module is mounted to an aluminum heat sink plate. If the module and heat sink are sepa- rated, heat sink compound must be applied between the components upon reassembly. Ignition Distributor The distributor is @ standard unit containing only a rotor arm and cap to distribute high volt- age to the spark plugs. The distributor has no effect on ignition timing and can be considered as a simple rotating switch. It is necessary only to position the distributor for correct rotor to-cap alignment at TOC. 22 Component DescriptionDiagnostics sopsoubeiqDiagnostics ye Contents General Diagnostic Information Important Customer Information 3 General Diagnostic Procedure 4 DS and POU 5 Data Link Connector 5 CHECK ENGINE MIL 6 DTC Manual Reset Procedure 6 Diagnostic Trouble Codes (OTC) 7 Intermittent Faults 8 Working Practice with a DVOM 9 Fault Finding Matrix 10 Vehicle Initial Inspection W414 Diagnostic Procedures Diagnostic Procedures Directory 15 Diagnostic Procedures 16-67 Diagnostics 1General Diagnostic Information Important Customer Information Certain engine management faults cannot be successfully diagnosed and repaired without ‘obtaining information about the fault from the customer. If necessary for the diagnosis of inter- mittent or unusual faults, obtain as much information as possible about the complaint condition Using the Engine Management Customer Questionnaire as a guide. Gar Pe NEUEN JAGUAT CUSTOMER QUESTIONNAIRE Dealer Name Service Advitor: Customers Name Date of Repair vi Mod Mleoge: Please describe the conditions and symptoms when the problem occurred: Dote of occurrence: How otten has the | constantly times per dayimonth once only problem eccurred? |) othor: ‘Ambient Temperature | C hot Clwarm cool (cold approx.temp.= °F Weather Conditions| dy Gi humid rainy Oi snow other: Type of operation | starting DD justeher staring O idle Di light throttle Denising [D acceleration deceleration B coming toa stop pulling away roma stop other: Driving conditions —_|O suburbs Drough roads uphill) downhill, i highway Ci heavy tfc other: Enginetemperature | cold O normal Ci warming up Cl other: Fuel lavel in tank Ow os4 O11 OM Oveviow! CHECK ENGINE ight | C1 was it after start up 1D Iitwhile driving © aid not tight oes vehicle run well | Ifno, describe other probloms that have been experienced: atall other times? 1 Does not start 1 dovs not erank ©) cranks - does not fre. fires - does not start 1D Hard to start [D cranks slowly ©) extended cranking (how long before start 1B repeated starting attompis required thow many before start? 1 Badiale Trough idle Ci too fast C1 too slow 1 incorrect idle RPM. Dl soon after stat after diving Cl always other: 1 Driveabitty CThesitaion surging C1 backfie C cun-onidetonation D knockinglpinging C1 low power 1 other: 1 Engine stating 1D stalls ater start up shiting Nt. © during AIC operation 1D stalls at idle C1 mancuvering st low speed Closes power then sal 1D stalls upon opening throttle) upon closing throttle, 1D stalls at steady throttle: RPM= restarts immediately [restarts efter extended cranking 1B will not start, 1B restarts after a wait how long?) Diagnostics 3General Diagnostic Information General Diagnostic Procedure If the intial inspection and any subsequent repairs do not correct the problem, follow this gen- eral diagnostic procedure to determine the fault and correct the problem: 1 Record and clear all EMS DTCs. Use JDS or PDU to retrieve and note all of the diagnostic trouble codes from the ECM memory. On 1993 and 1994 model year vehicles, JDS will print the number of failures that have been detected, as well as certain fault details (e.g,; intermittent or present, short circuit Cf open circuit). Record this information ‘To clear the codes, use JDS or PDU. if the power supply to the ECM is disconnected, all DTCs are cleared and cannot be retrieved. If DS or PDU is not available, DTCs can be retrieved and cleared one by one using the DTC reset connector. Refer to the DTC Manual Reset Procedure on page 6. 2 Operate the vehicle and determine if the fault still exists. Refer to the Engine Management Problem Questionnaire shown on page 3 and/or any ppl- cable DTC Fault Diagnosis Procedures. Note the "Conditions required for DTC flagging” Operate the vehicle and try to reproduce the conditions that cause the complaint or OTC. If 2 feult occurs orf @ DTC is retlagged, the fauits still present and can probably be identified 4uickly using PDU or a DVOM to monitor the system while driving, If 2 fault does not occur or it @ DTC was originally stored end is not relagged, the fault is in- termittent. Visually Inspect the systems and circuits listed as possible faults. 3 Test and repair the systems and circuits. Refer to the Fault Finding Matrix on page 10 and/or the applicable Fault Diagnosis Procedures. Test the indicated systems or circuits. Use PDU while driving to check for dynamic faults. Determine the required repairs. Hf more than one DTC is flagged, investigate the highest priority code first. Refer to the DTC list on page 8. Test the suspect systems and components using the information provided. Carry out repairs as necessary. 4 Retest the vehicle. Upon completion of repairs, retest the vehicle as described in step 3 above, 4 DiagnosticsGeneral Diagnostic Information JDS and PDU DS and PDU are diagnostic devices that interface with the engine management ECM through a data link connector. The use of either unit is essential for effective engine management diag- ‘nosis. In particular, oxygen sensor feedback can be accessed only using JDS or POU. DS isa stationary unit while PDU is portable. Both units interrogate the ECM and report flagged DTCs, read ECM inputs and outputs, and aid in engine setup and problem diegnosis. PDU in- cludes a dynamic “datalogger” function that will monitor systems, store data and capture faults while driving. For 1993 MY ON vehicles, both units offer “expanded diagnostics”, reporting ‘conditions and number of occurrences for DTCs. Data Link Connector The data link connector connects the ECM to JDS and PDU for serial communication Sedan Range: 1990 ~ 1992 MY XJS Range: 1993 MY The data link connector is @ brown PM4 type The data link connector is a brown PM type located in the engine compartment, next to located in the passenger side footwel, behind the battery. the center console panel ‘SEDAN RANGE 1990-92 MY DATA XS RANGE 1983 MY DATA LINK CONNECTOR TINK CONNEGTOR IGE 1898 ce eS Se ‘ wy Q 5 somaaeane A special data link connector is located in the trunk, on the battery tray brace. ‘SEDAN RANGE 1999-94 MY DATA LINK CONNECTOR XJS Range: 1994 MY A special data link connector is located in the trunk, behind the right tail light trim panel. ‘XUS RANGE 1994 MY DATA LINK CONNECTOR Diagnostics 6General Diagnostic Information CHECK ENGINE MIL The CHECK ENGINE MIL (malfunction indicator lamp) will ight for 5 seconds each time the ignition is switched ON to confirm that the bulb and the circuit are operating, IF the on-board diagnostic system detects an engine management fauit, the CHECK ENGINE MIL. williluminate and one or more DTCs) willbe flagged by the ECM. The CHECK ENGINE MIL wil remain illuminated until the fault is repaired and the ECM memory is cleared, ‘Only the highest priorty DTC can be reported on the instrument pack display. To display the code, ‘switch the ignition OFF: wait § seconds, then switch ON the ignition; do not crank the engine. On Sedan Range vehicles, press the VCM button, On XJS Range vehicles, a code is automatically displayed 5 seconds after the ignition is switched ON. If more than one code is flagged, the ‘additional information can be accessed using JDS or PDU or with the DTC manual reset procedure, DTC Manual Reset Procedure Without JDS or PDU, DTCs can be reported on the instrument pack display and cleared one by ‘one using the following procedure: ‘SEDAN RANGE DTC RESET CONNECTOR 1 Locate the DTC reset connector. ‘Sedan Range ~ red male Econoseal con- ector with a KR (pink / red) wire, located behind the passenger side under dash panel. XUS Range — purple male PMS connector with a YG (yellow / green} wire, located behind the passenger side center console footwell panel. 2 Record the highest priority DTC. Switch On the ignition. On Sedan Range vehicles, press the VCM button. On XJS Range vehicles, a code is automatically dis- played 5 seconds after the ignition is switched ON. Record the code. XJS RANGE DTC RESET CONNECTOR 3. Clear the highest priority DTC. To clear the code from the display and from the ECM memory, connect the wire in the DTC reset connector to ground for 3 seconds. 4. Check for additional flagged DTCs. Check for additional codes by switching the ignition OFF for 5 seconds and repeating steps 2 and 3. 6 DiagnosticsDiagnostic Trouble Codes (DTCs) The available DTCs are listed in order of priority on the following table. Limp home default is available as indicated. When multiple faults occur, only the highest priority code willbe displayed (on the vehicle condition monitor. DTC Limp Home Fault Area JDS/PDU Description Default 29 ECM self test Lucas injection ECM 44 x Oxygen sensor circuit HO2S / circuit 24 Ignition drive circuit 1A dive circuit 12 x Mass air flow sensor circuit Mass air flow sensor / circuit 2 Injector drive circuit Fuel injector / circuit 34 Rich condition during Fuel injoctor leakage overrun fuel cut-off 14 x Coolant temperature sensor circuit ETC Sensor / Circuit 7 x Throttle position sensor circuit TP potentiometer / circuit 18 Throttle position sensor and TP / potentiometer / calibration 1 mass air flow sensor (high throttle pos. voltage; low air flow voltage) 19 Throttle position sensor and TP / potentiometer / calibration 2 mass air flow sensor (low throttle pos. voltage; high ir flow voltage) 89 Purge valve drive circuit EVAP valve / circuit 6 Oxygen sensor feedback (lean) Air leak a EGR drive circuit EGR valve / circuit 39 x EGR temperature sensor circuit Exhaust gas temperature sensor 2 Fuel pump drive circuit Fuel pump / H02S relay / circuit 23 (Oxygen sensor feedback (rich) Fuel supply 46 Idle speed control valve (coll drive circuit) ACV circuit, coi 1 47 Idle speed control vale (coll drive circuit) ACV circuit, coil 2 48 Idle speed control valve IACY position error " x Idle fuel trim (1990 - 92 MY XJ) Cy Road speed sensor circuit Vehicle speed sensor / wiring 69 Drive / Neutral input circuit PNPS / circuit 16 x Intake air temperature circuit IAT Sensor / Circuit 66 Ar injection pump drive circuit AIR relay / circuit Multiple diagnostic trouble codes If the vehicle battery is disconnacted, or the power fuse removed, all stored codes will be cleared from the ECM’s memory, Diagnostics 7General Diagnostic Information Intermittent Faults rite ats csr, te prima spect eens ae comets ad wing aes fats, In low current “sensor” circuits, connector pin corrosion is @ particular concern. The simple action of breaking and remaking @ connection may be sufficient to correct an intermittent fault To test for intermittent faults that may be caused by vibration, manually shake wires and connec- to's, tap or shake components while performing diagnostic checks. Use the PDU “Datalogger” function to monitor signals and capture faults while driving TYPICAL PDU DATALOGGER TRIGGER PDU DATALOGGER TRIGGER IrvouTAce. Kt sovorrs 8 DiagnosticsGeneral Diagnostic Information Working Practice with a DVOM (Observe the following practices when using a DVOM for engine management diagnostic purposes. Breaking and making ECM connections ‘Always switch the ignition OFF before breaking or making the ECM connections.. Resistance measurement Before taking a resistance measurement, disconnect the component or the vehicle battery. Even a very low quiescent current will result in an incorrect resistance measurement. Ground conneetion resistance The ground connection resistance from a component to @ known good chassis ground point should be less than 1 ohm. Voltage measurements Voltage measurements are made with the DVOM negative probe connected to a known good chassis ground point, unless noted otherwise. Back probe when making voltage measurements ‘When making voltage measurements, do not disconnect components unless noted otherwise. Instead, back probe terminals while they are stil connected to the components. ‘To “back probe" a connector, frst pull back the connector cover if present). Then, insert the VOM measurement probe into the backside of the terminal block until the probe touches the terminal pin. In a terminal pinis difficut to reach, switch the ignition OFF, unplug the connector and insert the probe to the backside of the terminal block until the probe touches the termi- ral pin. Then, plug in the connector. bent paper clip can reach a terminal pin in a tight area, ‘Switch the ignition ON and take the voltage measurement A. cAUTION: Do not probe through wire to connector seals or through wire insulation. Doing so may damage the conductor and/or cause corrosion damage at a later date. Inspecting connectors ‘When inspecting block type connectors, unplug the connector and carefully inspect for pins that are bent, pushed back, corroded or spread open. Remove suspect terminals from the connector block for closer inspection, Inadvertent DTC flagging lf components are disconnected when the ignition is ON, a DTC may be inadvertently flagged. Disgnostics 9ion ic I % Fault Finding Matrix: Symptoms and Suspected Problem Areas When there is a driveability complaint but no DTC, identify suspected problem areas on the for lowing matrix. Investigate the lowest numbered areas first. ‘99 96ed ‘uonipuog 6\ IS 8ul6U3 -e:npedoiy onsoUBeIg oF HL ae ‘umopye9y eunsseid sepuyAo ‘Burn yeysyueso ‘uossaidiioo ouiBue '(o6e720I9) se10Au00 anA\e}20 ‘uoneledo anjen apro.yt ¥99UD) Ine} eotueyooU auiGUR wot? vauy WaTa0ud GaLd3asns 10 DiagnosticsGeneral Diagnostic Information Vehicle Initial Inspection ‘The cause of a driveability complaint or Diagnostic Trouble Code (DTC) can often be found and repaired quickly by performing a thorough intial inspection. The initial inspection should include the following: Ci Check the battery state of charge; perform a battery load test to ensure that battery perfor- ‘mance is satisfactory. NOTE: If the CHECK ENGINE MIL is iluminated, OTCs must be retrieved prior to disconnect- ing the vehicle battery. Ci Check the battery connections; clean and remake as necessary. C1 Visually check for disconnected wires to the engine management input and output components. O Visually check the engine management system for chaffed wire insulation or bare wires. Ol Check for loose or corroded ground connections atthe bukhead stud and atthe intake manifold stud 1 Check for loose or corroded engine ground strap connections. Cl Check the ECM connector pins for corrosion. Switch off the ignition and disconnect the yellow and blue ECM connectors. Clean the connector and ECM pins. Spray the ECM pins with JLM 11472, Reconnect the connectors Diagnostics 11Ww General Diagnostic Information DIRECT BATTERY POWER SUPPLY TO ECM veuow "ECM GROUNDS. Vehicle Initial Inspection (continued) Test the engine management system ECM power supplies and ground connections: 1 Direct battery power is supplied to the ECM through the blue connector pin 14. Test the voltage at pin 14 by back probing the blue connector with a voltmeter. If battery voltage is present, proceed to the next step; if the voltage reading is zero, troubleshoot the circuit between the bat- tery and the ECM. Refer to the wiring diagrams in the REFERENCE section. 2 Ignition switched power is supplied to the ECM through the yellow connector pin 1 and through the blue connector pins 10 and 22. Test the voltage at yellow pin 1 and blue pins 10 and 22 by switching ON the ignition and back prob- ing the three pins with a voltmeter. Battery voltage should be present and the readings should be within 200 mV of the reading from Step 1 above. If cor rect voltage is present, proceed to the next step; if the voltage reading is incor- rect, troubleshoot the circuit between the battery ignition switch and the ECM. Refer to the wiring diagrams in the REFERENCE section 3. Ground connection between the ECM, the engine and the chassis varies by the vehicle model year and between the XJ6 Sedan Range and XJS Range models. Refer to the wiring diagrams in the Refer- ence section. The ECM grounds are made at the yellow connector pin 18 and at the blue connector pins 11, 23 and 24. Disconnect the battery and test the ‘ground connections at yellow pin 18 and blue pins 11, 23 and 24 by back probing the four pins with an ohm meter. If the reading is zero ohms, ground connection is complete; if resistance is indicated, troubleshoot the ground circuit. 12 DiagnosticsGeneral Diagnostic Information ‘Additional checks for diveabiity complaints or DTCs related to fuel metering should include the folowing: Cicheck the air filter condition. Ci Check the fuel pressure: 1. Depressurize the fuel delivery system by running the engine and removing the fuel pump relay. When the engine stops, switch OFF the ignition and reinstall the relay. During this step, DTC 22 will lag, 2 "Tee" the fuel pressure gauge into the system at the inlet hose to the fuel rail. Restart the engine and observe the fuel pressure with the manifold vacuum hose connected to and disconnected from the fuel pressure regulator. Normal fuel pressure: 34~38 psi at idle (vacuum connected to fuel pressure regulator) 42 ~ 45 psi (vacuum disconnected from fuel pressure regulator! NORMAL FUEL PRESSURE 4-201 "DLE, VACUUM CONNECTED VACUUM DEscONNECTED 3. Switch OFF the ignition and observe the gauge for a drop in fuel pressure. Maximum pressure drop ~ 10 psi in the first minute If the pressure drop exceeds 10 psi inthe first minute, suspect the following ‘+ Fuel pressure regulator + External fuel pump check valve (1990 MY} ‘Fuel tank internal pump hoses and connections (1991 MY ON) ‘Injector leakage 4 Clear DTC 22. Refer to GENERAL DIAGNOSTIC PROCEDURE, page 4 Diagnostics 13EXAMPLES OF IGNITION SECONDARY VOLTAGE OSCILLOSCOPE PATTERNS. SRS Rairnarnsataasae = FraneverTase ATA San BSenae Ne BURRHERE ASB ea ans RMSECON General Diagnostic Information Vehicle Initial Inspection (continued) (OCheck for water in the fuel. Check the ignition osciloscope pattern. A fault in the ignition system secondary circuit will usually cause an engine mistire. Use these examples of ignition secondary volt- age oscilloscope patterns as a guide to diagnosing the problem: Oi Correct, repair and/or replace defective ‘components as necessary, then road test the vehicle to check for a reoccurring problem, 14 DiagnosticsDiagnostic Procedures we Diagnostic Procedures Directory Circuit; Component; ECM Input/Output DTC PAGE Idle fuel trim (1990 - 92 MY XJ6) n 46 Mass air flow sensor circuit 2 18 Coolant temperature sensor circuit 14 20 Intake air temperature circuit 1% 22 Throttle position sensor circuit 7 24 Throttle position sensor and mass airflow sensor (high throttle pos. voltage; low airflow voltage) 18.26 Throttle position sensor and mass air flow sensor (low throttle pos. voltage; high airflow voltage) 19-28 Fuel pump and oxygen sensor heater control circuit 2 © 30 Oxygen sensor feedback (rich) 23 32 Ignition drive circuit 2 34 (Oxygen sensor feedback (lean) 2% 36 ECM self test 2 8B Injector drive circuit 340 Air [fuel ratio rich during overrun fuel cutoff a4 a2 EGR control circuit a7 aa EGR temperature sensor circuit 346 Oxygen sensor circuit 4448 Idle speed control valve (coil 1 drive circuit) 46 50 Idle speed control valve (coil 2 drive circuit 7 60 Idle speed control valve 48 82 Air injection control circuit 6684 Road speed sensor circuit 6856 Drive / Neutral input circuit 6958 Purge valve drive circuit 89 60 Crankshaft sensor circuit None 62 Ignition primary and secondary circuits None 64 Engine stalling condition None 66 Diagnostics 15Liter i IDLE FUEL TRIM POTENTIOMETER AND CIRCUIT ‘The ECM looks fo the idle im potentiometer signal voltage to be out of the ‘nore operating range (On 1990-92 MY vehicles, the cle tim potentiometer is used to adjust the ECM mepped injector pulse duration at ice. This adjustment enables the feedback system to operate around the same fusing baseline on any parteu- lar engine. The tim adjustment is sat to obtain an oxygen senso feedback value of 2-3 volts at ide. Typically, the dle tim voltage is between T and 4 volts. The potentiometeris located inthe mass airflow sensor (MAFS) ar ‘mass meter. The dle trim potentiometer is nat used for 1983 ON model years. CONDITIONS REQUIRED FOR DTC 11 FLAGGING: “Throttle position Ide ti potentiometer signal votage to ECM Closed fide positon) Greater than 4.0 vets Monitoring ‘Ay time during ignition ON Response time 8 milisocends LUMP HOME DEFAULT: DTC 1s fagged, no corectionis applied to the njctor pulse duration atid. CIRCUIT DIAGRAM: POSSIBLE FAULTS: + Open cit witng from the ECM to the MAFS + Open circuit potentiometer within the MAFS + Incorect ECM part number + Incorrect MAES part number DIAGNOSTIC NOTES: 1 The ie vim voltage can be monitored and intermittent faults captured using the PDU “Datalogger* function. PDU DATALOGGER TRIGGER rvoLTace 4 sovorrs 2 IFDTC 12, 14, 16, 18,19 andor 39 are aso flagged, suspect a defective sensor ground circuit othe ECM (BY wire) or defective ECM ground ci- cet to the font bulkhead ground stud 3. The de tim potentomete: has an adjustable range of approximately 10 0 1000 ohm, measured between pins 1 and 6 on the MAFS. The po- tentiometer can be agusted attr the antitamper pug is enoved from the side of the MAFS. ‘XJ6 SEDAN RANGE 1990 - 92 MAFS IDLE TRIM POTENTIOMETER erTemy owen SUPPLY pwn ass AmFLOW ‘SENSOR "ines wan RELAY ream ewe) @ [ENGINE CONTROL ‘MODULE 16 Diagnostics4 sonsouberg nowarrucasis ore ncOnneer eeu neTaLLED INSTAL. coRRECTECH Sm oaaveemoucen ORR] Teemu _| osmucernarenrent ease eae wegtumwa ae congcrons | ISPART NUMBER CORRECT? 10 | INSTALL CORRECT MAFS -——— creer areal STE a swan . seer ————— etal | neracr nna mo comecr wore | moron eee Sect cess reetccre oro semcrounguenticssrinn eB | nergsorevomcamsiagyme fo peaee econ er O—— I “ADJUST MAFS IDLE TRIM \se 0s oR pou 10 Ser ee mera __,| otmatEgggurast. cae oy cena econ merase cron ce IroTc 1 AeriAgs,nerear Test (sSnecesearn aCIRCUIT DIAGRAMS: (MASS AIR FLOW SENSOR: 11990 ~ 82 XJ6 SEDAN RANGE BATTERY POWER SUPPLY Nore. orouno cncur ass AIRFLOW ‘SENSOR ream mu) @ ENGINE CONTROL. ‘MODULE (MASS AIR FLOW SENSOR: ALL VEHICLES 1993-98 MY Vin ES MAN RELA TOR FORE ‘ELON ewe) @ ENGINE CONTROL. ‘MODULE ass AIRFLOW ‘SENSOR LUCATION FOR CONNECTOR AND SPUCE DENTITION. MASS AIR FLOW SENSOR CIRCUIT ‘The ECM looks forthe mass airflow sensor [MAFS) lod signal to be out of ‘the normal operating range. ‘The mass airflow sonsor load signal is used by the ECM as one of the two rimaryinauts for determining fuel metering end ignition tring. 12 volt supply 0 the MAES provides power forthe heated sensor andcicuity. The load signal voltage responds to airflow through the sensor and normally varies between 1 and 4 volts; the higher the vatage, the higher the load. ‘The ECM wil fag DTC 12 if the MAFS signal voage is rot between 0.2 — 45 vols inthe engine speed range 400 ~ 3000 rpm. CONDITIONS REQUIRED FOR DTC 12 FLAGGING:——— 400 ~ 3000 rom Less than 0:2 or greater than 45 vots 5 consecutive engine revolutions Engine speed range IMAFS votage signal 0 ECM Response time LIMP HOME DEFAULT: DTC 12s fagged,thotte poston is substituted for engine ead. Throte positon and engine speed become the primary contol inputs for fue meter ing, A singe ignition timing value is used. POSSIBLE FAULTS: ‘+ Unmodified EMS main relay (1988 MYI; Refer to Technical Buletn 18-96 ‘+ Open or short circuit wing from the ECM to the MAFS ‘+ High resistance circuit wiring or connector from the ECM tothe MAES ‘+ Open circuit wing trom main relay power (spice! to MAFS 1+ Defective MAFS DIAGNOSTIC NOTES: 11 The MAFS signal voltage can be monitored and intermittent faults ‘captured using the POU *Datalagger” function. PDU DATALOGGER TRIGGERS (MAF VOLTAGE t. asvours -F— e2vour 2. 1990 model year vehicles with MAFS part no. EAC 6216 have a black ‘round wire connected atthe studon the MAFS body. From 1981 mode! year, the ground wires not used. Ifthe later MAFS is used on 2 1990 ‘adel year vehicle, the ground lead can be eliminated. 2 DTC 11, 14, 16,18, 19 anclor 39 ar also fagged, suspect a detective sensor ground circuit tothe ECM (BY wie) or defective ECM ground ci cuit to the front bulkhead ground stu 4 1998 MY XJ6 Seden and XIS vehicles: refer to Technical Bulletin 18:36 for diagnosis of incorrect DIC 12 flagging 18 Disgnosties MAFS TEST 1: ENGINE LOAD ~ IDLE = Run the engine at normal ele speed: normal operating temperature; soleet NEUTRAL; ar conditioning OFF. = Use an approved DVOM or monitor the POU MAF signal to measure the ‘mass ai How sensor signal voltage atthe ECM. Use only an approved [DVOM to measure the mass ai aw sensor signal votage atthe MAFS, = Back probe the connector pin as directed on the dlagnostic flow char. = The typical wotage measuted shoul be 1.20 - 1.50 volts, (MAFS TEST 2: ENGINE LOAD - HIGH This test requires two techicins, A.cAUTION: The test must not last longer than § seconds. Always allow the engine to idle for at least two minutes between tests to allow ‘the wansmission o cool. Do not carry out more than three tests with ‘ut allowing the engine to coo! down for atleast half an hour. Chock the road wheels and firmly aly both foot and hand broke. Fun the engine at normal ile speed select nouta: ir conditioning OFF. Use an approved DVOM or meniter the PDU MAF signa to measure the ‘mass airflow sensor signal voltage atthe ECM. Use onl an approved DVOM to measure the mass airflow sensor signal voltage atthe MAFS. ‘ack robe the connector pin 8s directed onthe diagnostic flow chart. = Select DRIVE; while fmly cessing the brake pedal spp ful thonte and ote the massac flow sensorsignal vatage atthe ECM, The typical votage measured should be 3.00 - 3:30 vols. NOTE: The voltage reacings given are typical for an engine in good consiton Ambient, elovation andlor barometric conditions wil effect the feedings obtains. ‘A known good MAFS should be used 2s a comparison before the MAFS being tested is condemned as detective. Continued at let on foldout page.GL sonsouserq CS eee ee eerie women eaernes Cid oof nea [4 aon marron eouvmow tte sears cea resomioesTesrd _ == Soccer : eres een CET oe con Teun oeren teen GRGATAN THON 1 VOUT? [MEASURE VOLTAGE TO GROUND REPAIR AS NECESSARY vs an mE ONTON ONY t aes | eg —— “SrnTon Pou SO — eS Laan peRTopOcNORTC TTT? ee Sector || oe ence) croton rasa ping ect suse STARNE ggg |_——____—+] ‘SWITCHIGNTIONOFF TEN | — oe pacer ro eres reer omygremrane aoe eet Aa sata ieas See +—+| —_— (MEASURE VOLTAGE TO GROUND [REPAIR AS NEESSARY es! a . piecocecy vac pau SSeOeRLe ce perarT war aD coECTOR Can meenees eee SESSA emery SEAR OTE, (1604 FOR REDEURRENCE wore 1a peruagenepeaT TestCIRCUIT DIAGRAM. ‘COOLANT TEMPERATURE SENSOR: ALL VEHICLES AND MODEL YEARS COOLANT "TEMP. SENSOR oepan nea Toor ‘eon | -Razroner—] au) [ENGINE CONTROL sunerooto ‘MODULE. NOTE: AEFER TO THE WIRNG CIAGRAMS INTHE REFERENCE SECTION OF TH PUBLICATION FOR CONNECTOR AN SPLICE DENTITION. pres ev COOLANT TEMPERATURE SENSOR AND CIRCUIT ‘The ECM looks forthe colan empeeture sensor signal votage outofenge, CONDITIONS REQUIRED FOR DTC 14 FLAGGING: ‘The coolant temperture sensoris a negative temperture coelicent sensor; 1 Alter col start the higher the temperature, the lower the resistance. The sensoris located Engine condition Alter start warm-up ae aa Coolant temp. sensor voltage signal 0 ECM .....68 vats o ess Response tine 6 minutes ‘COOLANT TEMPERATURE SENSOR — ‘TEMPERATURE VERSUS RESISTANCE: 2 Normal operating temperature Coolant temperatur Resistance Engine conciton Nowa operating (hilo ohms) temperature 14 220 Coolant tom. sensor voltage signal to ECM ..... Votege decrease of 2 590 07 vol or greater 50 370 2 eae Response time 196 mitiseconds 26 170 a ra 3. Normal coolant temperature sensor operating range ma ons Coolant temp. sensor voltage signal to ECM .....Less than 0.1 volt or 140 7) ‘reat than 4.9 vols 188 0.435 Eaaneel pe eae Conditions monitored fay tee ing Hay a ignition 22 01s Response time 64 mliseconds ‘COOLANT TEMPERATURE SENSOR - LUMP HOME DEFAULT: ‘TEMPERATURE VERSUS TYPICAL APPROXIMATE VOLTAGE: If TC 14's fogged, the warmup svategy dofauits 1 a tim value of 80°F Coolant temperature Voltage (measured at ECM Yellow (26°C). Start and after-start values are used that alow the engine to be —_—F_*C_connector pin 2 or sensorpin2) started over a wide temperature range. 18 ~~ 484 4 20 439 “ “10 405 7 x " aoe POSSIBLE FAULTS: 59 15 288 + High resistance connection at coolant temperature sensor or ECM 7 25 242 ie KS 28 + High resistance or open circuit witing from the ECM to the coolant fe fe ey temperature sensor 104 40 178. Short cieut wiring from the ECM to the coolant temperature sensor 3 45 182 ae ie ee + High resistance in ECM ground circuit 140 60 a7 + Detective engine coolant thermostat 188, 7 0.95 + Defective coolant temperature sensor 176 0 078 198 9 0.65 22 100 055 DIAGNOSTIC NOTES: ‘The coolant temperature sensor signal is used by the ECM forthe contolof ‘2 numberof functions: ‘The coolant tomperature sign! votage can be monitored and intermittent faults captured using the POU “Datalegger” function + Cranking ervichment + lle speed conto! + Warmup enrichment + Exhaust gas cecircuation PDU DATALOGGER TRIGGERS Acceleration envichrnent —*Evsporatve canister puge (AFTER COLO START + Acinietion Ect voLTace FH ssevours: Sou OccuR wirHin The signal votage is monitored three ways: (1) Coolant temperature se ater ‘S MINUTE PERIOD) engine cold star; (2) Coolant temperature decrease during engine noral (NORMAL ECT OPERATING RANGE) temperature operation 3) Signs wage outsie the normal coolant tempera ECT VOLTAGE + ssvours ture sensor operating venge, ECT VOLTAGE =F oavour 2 OTC 11, 12,16, 18, 19 andlor 39 ae aso lagged. suspect a defective ‘sensor ground crcut to the ECM (BY wre) or defective ECM ground i cuit to the tront bulkhead ground stue Continued at left on foldout page. 20 Diagnostics12 sonsouse1g Is CooLanT Level connec? ‘THEN SUTTER NTION ON ech Bu ANS OFC EPL ves eae ‘Ne wie AND 2 UY WR) —— ile "ENGINE To NGAUAL OPOERATING] ls ‘ToP UP coocane ano CORRECT tems) TUShe ws CA POU cconsecTon pn Ur WR) Bete SMSO Tear noes enGne reve pexcnae-c \\_No {AS REPORTED BY cOSOR POUT? >| POSSILE NTERMITTENT FAULT INSPECT WING AND ComECTONS COOLANT TEMPERATURE SEASON TN 8000 CONDON? ‘nan OmnerER -vencie NAL RSPECTION: REPAIR AS NECESSARY ‘SuTHGNETON OFF oscomecr eouyewon UY Hone) NO GNOLNO. RSA SasTIUTE ESN Insta NeW ECM coon Srarenehuostar |-——F] Lo Ina new ‘ockan FEIPERATURE SENSOR a nepamasnecessary — |_| ‘CHECK FoR OPEN CCU OR sere Coan COOLANT TEMP, ‘Senso8 |_| EPA AS NECESSARY 1 CooLaN TEMPERATURE SENSOR ~ AEX PSR MESCEURRENCE RENECESEAR VLCIRCUIT DIAGRAM. INTAKE AIR TEMPERATURE SENSOR: ALL VEHICLES AND MODEL YEARS "SRNR Treuow “alve) a @ [ENGINE CONTROL ‘MODULE L AIR TEMP, ‘SENSOR Laie 16 INTAKE AIR TEMPERATURE SENSOR AND CIRCUIT ‘The ECM loos fr the intake ar tomperature Sensor signal volage out ofthe oenal operating range. ‘Te intake air temperature senso isa negative temperature cootfcient sen- so; the higher the temperature, the lower the resistance. The sensor is located inthe air intake ebow. INTAKE AIR TEMPERATURE SENSOR — ‘TEMPERATURE VERSUS RESISTANCE: Intake air temperature Resistance “F “ {kilo ohens) 14 10 920 2 0 520 50 10 370 6 20 250 86 30 170 108 40 18. wm 50 oa 140 60 0.60 158, 7 0.495 178 80 0.325 193 0 025 22 100 019 INTAKE AIR TEMPERATURE SENSOR — ‘TEMPERATURE VERSUS TYPICAL APPROXIMATE VOLTAGE: Intake air temperature _Voltage (measured at ECM Yellow “F *C___connector pin 20 or sensor pin 1, ary Ey 468 4 20 439 1“ a0 405 2 ° 368 59 15 239 8 25 242 ca 30 220 9 38 198 to8 40 178 13 45 162 ore 50 14a 140 60 17 18 70 095 176 80 078 18 0 065 22 100 085 ‘The intake air temperature sensor signals used bythe ECM for conection ‘to the mapped ignition timing. Ignition retard is poied t higher intake sir ‘temperatures and higher load sites. ‘The ECM wil flag DTC 16if the signal voage is less than 0.1 vot or greater ‘than 49 volts any ie the igniton is ON. CONDITIONS REQUIRED FOR DTC 16 FLAGGING:——— Intake ai tonp. sensor voltage signal to ECM Less than 0.1 vot or greater than 4.8 volts Conditions monitored ‘Any tine during ignition ON Response time 64 milseconds 22 Diagnostics LIMP HOME DEFAULT: H-DTC 16 is Hagged, the inition ar temperature strategy defaults toa tim value of 86°F (20°C), NOTE: te intake ar temperature exceeds 86°F (during default), detonation or pinging may occur. POSSIBLE FAULTS: “+ High esistance connection at the sr temperature sensor or ECM ‘+ High resistance or open circuit wiring from the ECM to the intake air temperature sensor ‘+ Short creit wing from the ECM tothe intake sr temperature sensor “+ Defective itake sir temperature sensor DIAGNOSTIC NOTES: 1 The air temperature signal voltage can be monitored and intermittent faults captured using the POU “Datalogger” function. PDU DATALOGGER TRIGGERS aT VOLTAGE: tL sevours = aver 2 FDIC 11,12, 14, 18, 19 andlor 39 are aso flagged, suspect a detective ‘senso ground cuit tothe ECM (BY wire or defective ECM ground cit cut f0 the front aulkheed ground stue Continued at left on foldout page.“THEN SWITCH IGNITION ON NOFAIT FOND +d 2065 “CHECK ENGINE! aL Possmuemrenurtenr eau | Eaten se erosh ee cou Onn Dre TonEPLN pe “GN Goe conten) | eran asnecessany — | —— eee INSPECT wr ao Convscrons fe | 1 TEST equ GRGUNG GOWECTONS Win aN OMEN so xeurION On sea tt eccnc _ | MEASURE VOLTAGE BETWEEN, ° we ieanvecs Connector en (08 WR) REPAIR AS NECESSARY "NO GROUND BACK PROBE Ec YELLOW, ‘Sion cReUT NUS WAE (CONNECTOR P20 (U8 WE) SERWEEN ESHA ANT, IS MEASUREMENT APPROXMATELY Swot vor MEASURE VOLTAGE TO GROUND AEPAIA AS NECESSARY IS MEASUREMENT APPRORMATELY ‘swore seTWetn ConnectOn P20 Niguwing ano or wg) Nooncune? [7 wera Seesmrure En (Hox FoR REOCCURANCE Porc 1so0esnoTREFLAG, INSTALEREW ECM ee — woe |__| 1 Ir OTC 16ReFLAGS, REPEAT Test €2 sonsouberq £2) 517 THROTTLE POSITION SENSOR CIRCUIT ‘The ECM look forthe throttle position senso signal voltage below the low ent for ile recognition ‘The tvotle positon sensor has two tracks; one fr engine management and ‘one for ranamission control. The ECM menitors the EMS wack. The sen: otis connected to the thzate valve shat so that increased thrate opening resuits in higher voltage. Norm signal voltage at ile is 0:6 volt; normel sional votage at fll thot is approximstely 4.5 vols. ‘The throttle position sensor signal is used by the ECM forthe contol ofa umber of functions: le speed contol + Main fue! metering strategy ‘Ignition ile svategy selection * Main ignition strategy “© Overtun fuel eutot + Acceleration envchment + ide fuel vim 11990-92MY) © Deoeleaton leaning + Adaptive ile fling ein + Fullloed enrichment NOTE: Other sensor inputs ae also requied forthe above listed functions ‘The ECM will fag OTC 17 if the signal voageis less than 250 millvls any time the ignon is ON. CONDITIONS REQUIRED FOR DTC 17 FLAGGING: —— “Trrotl poston sensor voltage LIMP HOME DEFAULT: FDIC 17s lagged a fixed parthrottle voltage 1.5 Vis substituted forthe rising input. The thettle postion functions wil not operate POSSIBLE FAULTS: ‘+ High resistance connection to ECM or thvotle positon sensor ‘Shot cicuit or open circuit wiing for the ECM to the throttle position sensor + Loose or incorectlyadsted trots postion sensor + Defective thot position sensor (worn) DIAGNOSTIC NOTES: 1 The EMS throttle position sensor signal vatage can be monitored and intermittent fauts captured using the PDU "Datalogger” function, NOTE: JOS displays only the transmission contol tack voltage. PDU DATALOGGER TRIGGER signal to ECM Less than 250 rillvolis ‘PvotTace FT oxsvour Conditions monitored ‘Any tie during igition ON Response tine (64 milisaconds CIRCUIT DIAGRAM. ‘THROTTLE POSITION SENSOR: ALL VEHICLES AND MODEL YEARS arom POSITION SENSOR BATTERY POWER SUPPLY wn Woe maal Rey > [ENGINE CONTROL MODULE. NOTE: SECOND TRACK TOTRANSMISSON CONTROL MODULE 24 Diagnosticssz sonsovse.q Senson (P8) SECURE? ome BAaK PROBE EON ELON, CcONsECTon Pw ta GY WE) gma Wain ae ‘ST OUTAGE ar OU posmon no sn J58 OR POU ‘DAGK PROBE TPS ENS BE connector ema Gy WE) POSmMON THROTTLE ATIOLE MEASURE VOLTAGE TOGROUNO No ———_" DISCONNECT TPE CONNECTOR lyensune VOLTAGE BETWEEN ‘PS Hares ComeCTOR IN 2 (Ke WIRE) NO GROUND ves regtamess Connector rit (evi ARPS wR) 'SweAsuRewen ves acon eoayeLiOW eAguRE RESsrAcs BETWEEN (ich ANS RON t — 1 ‘DOES “CHECK ENGINE” om rea SERS Sanne j~—_____} aac Prog eau ve.oH cbtncEron en ee RE) (WIRE BETWEEN THE Eo en i eRNRe Forte is MEASUnEMEN appmoxwATELY ‘SowccrOn Tp wR ND ORONO * INSTALL SUBSTITUTE EO \woTe 7 90es Nor RErLAG, INSTAL NEW ECM ‘BETWEEN THE ECM AN THE TS ano ETS + REPAIR AS NECESSERY repamasnecessany — |__p + ssoxwinestonroncur \ YES | fepamaswecessany | fo *et TOGROUNOY senecest Te INSTALL NEW y orecx rSm RESCOURRENCE wore 1 periAgs,aepear Test RSNECES EARN A}CIRCUIT DIAGRAM. Vn SHAN RELAY TSHR ia ‘aun saoworomen f-WB ‘THROTTLE POSITION SENSOR AND MASS AIR FLOW SENSOR: ALL VEHICLES AND MODEL YEARS ass sR FLOW ‘SENSOR THROTRE POSITION SENSOR NOTE: SECOND TRACK. ToTRANSMESSION (CONTROL MODULE. ia) @ ENGINE CONTROL ‘MODULE NOTE: REFER TO THE WIRING DIAGRAMS IN THE REFERENCE SECTION OF THES PUBLICATION FOR CONNECTOR AND SFUCE]DERTHICATION. orem LLL THROTTLE POSITION SENSOR AND MASS AIR FLOW SENSOR bE (HIGH THROTTLE POS. VOLTAGE; LOW AIR FLOW VOLTAGE) Tre ECM looks for a combination of throtle postion voltage and mass air flaw voltage that cannot accurin 8 correctly operating system. ‘The throttle position sensor signal voltage EMS track! normally vanes between 0.6 vol at dle to 45 vots at full throttle, The mass alow sen sot load signal votiage norraly varies between 1 and 4 volts; the higher the ‘wottage, the higher the loa. ‘The ECM wil la DTC 18 the trvoreposion signs votage shows a large thvatle opening when the MAFS signal indicates a low load. EXAMPLE OF NORMAL SIGNAL: MAFS versus ENGINE SPEED LOAD SITE'& MASS AR FLOW SENSOR VOLTS POSSIBLE FAULTS: ‘+ High esistance connection to ECM or throttle positon sensor + Rostrcted air intake “+ Resticted exraust + Low fuel pressure ow engine power) + Engine mechanicel faut (ow engine power! + lonition faut ow engine power) + Shot cicut or open eieuit wing fom the ECM to the mass ac flow sensor 1+ Shor cicuit or open circuit wig from the ECM to the ttvotle position sensor + Incorrectly adjusted thotle poston sensor Defective trate poston sensor + Detective mess airflow sensor DIAGNOSTIC NOTES: 11 The thotle poston sensor ané mass a How sensor signal vtages can bbe monitored and intermittent faults captured using the PDU Datalogger" function Cs DDS HH De ww "ENGINE SPEED PMX 10) on CONDITIONS REQUIRED FOR DTC 18 FLAGGING: ——— Trott positon sensor vologe signal to ECM. 2.25 volts or greater Engine lad ste Load site 3 0° lower Response time S engine revolutions LIMP HOME DEFAUL' IF DTC 18's fagged, the MAFS signalis accepted a accurate. The throttle position voltage defauts toless than full thot (1.5 vots) so tht full rote ‘enrichment is sable. 28 Diagnostics PDU DATALOGGER TRIGGERS tt ssvours FO osvour ‘Tevotrace (MAF VOLTAGE MAFS TEST 2: ENGINE LOAD - HIGH Tris test requis two technicians AAcAUTION: The test must not last longer than 5 seconds. Always allow the engine to idle or at least two minutes between tests to allow the transmission to cool. Do not carry out more than three tests with- ‘out allowing the engine to cool down for atleast half an hour. = Chock the road wheels an firmly apaly bath foot and hand bake. = Pun the engine at normal ile speed slect noua: a conditioning OFF. = Use an approved DVOM ox monitor the PDU MAF signal to measure the ‘mass airflow sensor signal voltage atthe ECM. Use only an approved VOM to measure the mass airflow sensor signal voltage at the MAFS. Back probe the connector pin as rected on the agnostic low chart ~ Select RIVE: app fll thot and nate the mass a ow sensor signal voltage at the ECM, The typical voltage messured shouldbe 3.00 - 3.0 vols NOTE: The voitage reacngs given are typical for an engine in ood condition. Ambient, elevation andlor barometric conditions will effect the readings obtained. |A known good MAES should be used as @ comparison before the MAFS being tested is condemned as defective. Continued at let on foldout page.‘CHECK FOR GAISES OF NONE owen Loss ec: Low sua: Pmeseune’ mesrmcTeD sinhitangResiniteD Ls HAS ENGINE LosT POWER ‘OR STALLED? ed REFER TO DINGNOSTICNOTE TEST2 PERFORIAFS TET? on RESUME oe comeBton Pn sake mo ‘sweasuneuenr oncaren man \ YES | nena wor nesrance max wne| pf Seen an savour MEASURE VOLTAGE TOGHOUND sovouts? Senwcen Een vo woes REFER TO DAGNOSTIC NOTE TEST2 ves L__ CS SHTTSHENGNEOF ee EASURE VOLTAGE T0.6ROLNO a) esis nau wise BETWEEN Is THERE BATTERY VOLTAGE? eictiinelirinowars "|__| EPAR AS NECESSARY SATEH GNTON ON cisco mts coniecron sxcx noes ecu veiw Ta Fett SSensctom SEERA atime mencosacennwecs MEASURE VOLTAGE To GnoUNo, Prose ‘ShieamOn Tesco “Ro ONIN ‘ities ssoxwresronrcncur ves ,[ reransvomtcncur |__| ‘e775 vo.7AGe ar ous Posrmon "eens Nester BENVEEN SSID Om — { eva ne peser res | msc BSAGHoison §—§ | WO FAUT FOUND SOS OTE OSSILE NTERMITTENT FAULT canrwspeser connects) "SS “ior RasatSnoora eno seccr wrana ng conecrons |__| sere Seva MES a EME HE CoM HOMES ” a % EPAR AS NECESSERY OT (We WE) AND GROUND | MEASUREMENT APPROXIMATELY eee Svat MEASURE VOLTAGE TO GROUNO HeeKFOR ope CAC 'sweasuneyent apnoxmarety wownecermencevanoms | Seon es To ejay resermec cere, mee seer repamas necessary — |__p TSA SueSTTUTEEGN—] CHECK FOR REOCCURANCE “abwess COWECTOR PN \F OTC 180068 NOTREFLAG, Be) aRD Ne Trace Ne Eo ves sRoTTUE POSTION SENSOR -| 2 GR OTe é (CHECK FOR REOCCURRENCE 3 sr ore peace pepear rest 8 SLCIRCUIT DIAGRAM. ass AR FLOW ‘SENSOR SAT a aE > TORO eon sora poi THROTTLE POSITION SENSOR AND MASS AIR FLOW SENSOR: ALL VEHICLES AND MODEL YEARS. sHRoTe POSITION SENSOR NOTE: SECOND TRACK TOTRANSMISSION CONTROL MODULE. re ue) a a1 | ENGINE CONTROL, | J eaneone EXC THROTTLE POSITION SENSOR AND MASS AIR FLOW SENSOR Gi: 3aam (LOW THROTTLE POS. VOLTAGE; HIGH AIR FLOW VOLTAGE) ‘Tne EOM looks for@ combination of throttle poston signal votage and mass airflow sensor load signal voltage that eannot occu in correct operating system, ‘The throttle position sensor signal voltage [EMS track) normally varies between 0.6 vot at ile to 4.5 vols at ful tvotle, The mass ae ow sen- 0106 signal vtiage normaly varies between 1 and 4 vot; the higher the votage, the higher the load ‘Toe ECM will ag OTC 19 if the throttle position signal voltage is atthe “adapted idle" value and the engine speed greater than 1000 rpm when IMAFS signal indicates a high load EXAMPLE OF NORMAL SIGNAL: MAFS versus ENGINE SPEED LOAD SITE 12 Lomo se 12 PeeeREOSHSS CONDITIONS REQUIRED FOR DTC 19 FLAGGING:——— “Thottle position sensor wokage signal to ECM... On idle Engine lad ste Load ste 13 or higher Engine speed Greater than 1000 rpm Response time 5 engine revolutions LUMP HOME DEFAULT HF DTC 191s fagged, the aicow signals acoepted as socurate. The throttle positon votage defaults to more than le (1.5 vos) so that ie function ere dsebled. 28 Diagnostics POSSIBLE FAULTS: ‘+ High resistance connection to ECM, MAFS or TPS Water in MAFS ‘+ Shor circuit or open circu wiing frm the ECM to the mass ar ow sensor ‘+ Short 6rcuit or onen circuit wing from the ECM tothe throttle position sensor ‘+ Defective ttle positon sensor DIAGNOSTIC NOTES: 11 The throttle poston sensor and mass ai flow sensor signal wotages can be monitored and intermittent faults ceptured using the PDU “Datalogger” function, PDU DATALOGGER TRIGGERS + asvours z— oasvowr ‘TP VoLTAGE (MAF VOLTAGE (MAFS TEST 1: ENGINE LOAD - IDLE = Run the engine at normal idle speed: normal operating temperature; select NEUTRAL; airconditioning OFF. ~ Use an epproved DVOM ox monitor the PDU MAF signal to meesure the ‘mass airflow sensor gral voltage atthe ECM. Use only an approved ‘VOM to mesure the mass ai low sensor Sgnal votoge atthe MAFS. = Back probe the connector pin as directed on the agnostic flow char. = The typical wotage measured shoul be 1.20 - 1.50 vt. Continued at let on foldout page.4 we ‘SwTenieN sxcK PORE Eom vELLOW cONNESTOR PN TH GY WIRE) oe TORN 1 GLEN FOUL GoEN EN CLOSE OMe ainge suoorany Frou DRY AIR FIER AND AES PERFOR REFER TODIAGNOE Hessone vectace to GnStND ‘ORMONITOR FOU MAF SIGNAL Lo __1 oniouivoneo vou GREATER as 9 VOLTS? ures ISTIC NOTE TEST 1 [NSPEGT TPs wESnancaL COWDTTION "SEAWEEN MEE ARD NES gene) anos mk WE) | “fawess comecror one. 1 Sg ee T= 62. sonsoubeig 1 ‘orecx FSR RESCOURRENCE IroTc weperiAgs.nerear Test RSNECESSABYCIRCUTT DIAGRAMS. FUEL PUMP CONTROL: 1990 - 92 XJ6 SEDAN RANGE, ALL XS RANGE exrTeny powen supe Tin eS MAN RELAY = ££ TSI FOWER sarreny powen nd ere sh un icy Soon f earcowe. fH co pees 2s eioeorowen sofa __] NOTE: Lis 190-2167 vn Mosby FUEL PUMP co ewononnen aye —__| RELAY romencrcino at 8 >a @ > L\ _} FUEL PUMP ENGINE CONTROL PROTECTION eo _fomeose MODULE sonst COAT TN ee _ oe coer a oy . me en 2 rma > ee Forel @ pare pacer aed _ By FUEL PUMP CONTROL CIRCUIT ‘The ECM locks for 2 noorect intemal ckeit voltage that incéates the state ‘ofthe ful pump relay col switching cicutlonygen sensor heater relay: 1983, MY ON 6). This internal vattage cannot be massured, ‘The ECM switches on the fuel pump by grounding the fue pump relay col Circuit (65 pi fal XUS and 1990 ~ 82 MY XU). On 1983 MY ON XA, the ECM switches on the fuel aumo by grounding the oxygen sensor heater relay, which in tum switches the ful pump ray. The fel pup switched con for approximately 1 second ater the inition is switched ON, and when fan engine speed signal is present Tre ECM wal lag DTC 22 the fuel pump control citeuit is open or short crit while the fuel pum is operating CONDITIONS REQUIRED FOR DTC 22 FLAGGING.——— Ignition Ignition ON Fuel pump Fuel pump operating ECM internal circuit Iniestes thatthe fuel pump contol Creal is open or short cut Response tene 600 mitiseconds LIMP HOME DEFAULT: NONE POSSIBLE FAULTS: + Low battery votege + Poor ECM power feed or ground connections + Shor cicut or open cxcuit wiring from the ECM tothe fuel pump Fela fal XS and 1980 ~ 92 MY XJ6) ‘Shor cicuit or open Grcuit wiring frorn the ECM tothe oxygen sensor heater relay (1993 MY ONXI6) ‘Shor cuit or open ccut wiring in ignition switched power to sbove releys pin 86 + Loose connector pin (L18! ~ 6 way PM yellow connector under air cleaner (1991 ~ 92 MY 6) + Feuty relay + Airpump relay orcuit faut DIAGNOSTIC NOTES: 1 DTC 68 is eso flagged, frst investigate the ceuse ofthe ar injection relay contro cuit. 2. I the fue pumps inoperative but OTC isnot fagged, investigate the fue pump switched power supaly (relay, fuel pump ground and the fuel ‘pump mecharicsl canton. Continued at let on foldout. 30 Diagnostieste soaseuseg —_— SYILE MONaTOMNG VOLTAGE ease ier RELAY PIS BoaKDe® i corn rw casemrenporren)H¢/ Nouognmrace ure aS a SEESETEEE IS, )t2e| rooentecomeronenar escort SESE in caesgesersas “orssuanaa suas ee ssorcesasorucccor YS 5] anvesnexre orcs 'somcuraupconmecrons NO. EPA AS NECESSARY Se eee Beata Sy SE SR sonal secroe | —___________ sesame voice rocnon0 so svesace caesar orl Sr Nimiwaeeeweevencwin |—m| Seegkooanecron use ‘reamna Ps INSTALL NEW CONTROLLED RELAY aati tle ComnesTORN HH WIRE) Is Tene BATTERY VOLTAGE? ves PNT BO We) TO GROUND — ISS SES FUEL MP OSemATES ai TEST Eg aRGUND GoMMECTIONS VeHLe RITAL NSPECTION: \ove2 208 Nor REFLAG, WNL NeW ECA INSTALL NEW CONTROLLED RELAY REPAIR AS NECESSARY nepanasnecessary — | of 1 CHECK FSR REECOURRENCE \rorczeperiags.nerear TEST TERESA ce ByK!CIRCUT DIAGRAM: HEATED OXYGEN SENSOR: ALL VEHICLES AND MODEL YEARS BATTERY Powen SUPPLY wn oxvcen SENSOR ream @ ENGINE CONTROL, MODULE, [BATTERY POWER SUPPLY Ws ‘xyaen sensor nearer neLay DTC ya] OXYGEN SENSOR FEEDBACK (RICH) ‘The ECM lock for pocr close loop fel metering contol while comecting for {ich miaaure condition ‘The ECM shortens the injector pulse duration in response to high oxygen sensor voltage incicatng rch fuel metering. The fuel metering can vary by + 12.5 % without flagging a code. Ifthe fuel metering cannot be coxected bythe ECM, the oxygen sensor feecock vltage fmenter with JOS or PDL) falls to 0 vol and DTC 23 wil be lagged. CONDITIONS REQUIRED FOR DTC 23 FLAGGING:——— Engine coolant temperature Closed loop fuel metering (oxygen sensor feedback) Response time (Greater than 167°F Not in convo fh) ~ feedback voit £660 consecutive engine revolutions LIMP HOME DEFAULT NONE POSSIBLE FAULTS: + High fuel pressure “+ Onygen sensor heater ground loose or engine ground loose + ECM ground connection at bukhesd stud loose or corroded + Engine coolant thermostat stuck open + Purge valve stuck open + High resistance in MAFS connector + Incoxect mass air flow sensor calibration + 1992 MY ON vehicles (with adoptive ile fueing tml: Intake system sir leak - especially between the MAFS end the thot vale + Lary" or defective oxygen sensor DIAGNOSTIC NOTES: 1 Engine ueking correction (dynamic) can be monitored by using JDS or POU to ead the cxygen sensor feedback watage (HOZSFBI. Ifthe feed back votage is between 1 and 4 vals, the fueling is norms and the problem is intermittent. Ifthe feedoack votage stays below 1 vat, lok for causes of rich running [DTC 23). The PDU Datalogger can be set to ‘tiger on tagging DTC 23 PDU DATALOGGER TRIGGER ea t 4 21983 MY ON vehicles (with adaptive idle fueling trim) The ECM automaticaly corrects fr small fueling eros by adding to or subtracting from the "baseline" injector pulse duretion, To determine if a base ine correction has occured, frst monitor the oxygen sensor feedback vo- 292 and record the value. Then dsconnect and reconnect the ECM and recheck the oxygen sensor feedback voltage. A change inthe feedback votage indicates that a coviecton had been apalied.(Disconnectng the ECM erases the coxtecton 32. Diagnostics 3 Ach micure canton can be caused bythe engine coolant thermostat sticking open, At high road speed, the coolant temperature decreases, ‘causing enriching from the coolant temperature sensor nut tothe ECM. To test te thermostat, check the engine setup using JOS or POU. Ifthe coolant temperature does not reach 190°F (68°C) las monitored by JOS (0 POLI, repiace the thermostat 4 1993 MY ON vehicles (with adaptive idle fueing wim) DTC 23 can be caused by an unmeasured a leak. especaly between the MAFS end the throtte valve, The base ne correction, automaticaly apie forte lean ‘mixture contin at ide, can create a rich mdute condition while cv. ‘5 During closed loop fueling, the oxygen sensor "raw" voltage (signal voltage tothe ECM) normally swings between 0.2 and 0.8 vot. If the ‘oxygen sensor becomes contaminated othe heater i inoperative, the ‘sensor can be "lazy". A lazy sensor may show 8 voltage swing of (030.7 vottor even ess, The oxygen sensor raw voltage can be roni- tored using PDU (HO? $ RAW. ‘OXYGEN SENSOR VOLTAGE TRACE: PDU HO2S RAW ff tana (670 10 SWmNGS PER MINUTE ATIOLE FUEL PRESSURE CHECK 42-45 psi 34-38 psiat isle (vacuum connected to ful pressure regulate) (vacuum disconnected from fuel pressure regulator PURGE VALVE TEST ‘To test fora sticking purge vale ~ Disconnect the purge hose atthe intake marifld adopter. = Switch ignition ON: 6o not start the engine. — Apply vacuum to purge hose; vacuum should hol Ifthe vacuum does nt hol, the purge valve is stuck and should be replaced. = Switeh ignition OFF; vacuum should release afters few seconds. If the vacuum does not release, the purge velve is stuck and should be replaces. Continued at lft on foldout page.ge sonsoulerq SE,05 08 Pou TO REPORT “ie Stan Alc ee dt Oe ‘esr euone seve ‘SEnetosonrou 1 noes enane rewr reacuasrc wo | INSTALL Mew TaSREROnED BY JeSon POUT ‘coouna SEF emosTAT a Hepa | nstauLnew punce vatve ‘GREDK GRSING COMETTION INpENGNE GnoUND grRAe | A AREAL connec. if cea nce ‘GaN SOREN Ce} perhin as ecteeany ve |S VEHCLE 199.08 194 v2 sconnecr ano Reconnect ca EAL AND BLUE CONNECTORS] SEU Seenatwc roe, wa ue am uecron FX “nro way oPenare FoR se VERAC RARE IEER raRT-UP a {USE J98 OF POU TO MONITOR (oxy BENSOM PEEDBACR VOcTAGE| ozs) 'SQcyGeN sensor Feeomacx Settee eS an wort ve ‘Were OF FOUN court EROR Wa VOLTAGE ozs nam ore ae mouronED BN ‘ck PACE ONYGEN SENSOR "SncLe SOADE Tera MEASURE VOLTAGE TO GROUND wsTau.new oxvaen sensor | —m sym BER Bron eee serio FEEDBACK VOLTAGE (HO2SFE) erasers cia Woe SEs Sl foeseeneenen Sean : =a 10 of cateeneon sauce roves SLT ERRE EMhecny I ~ I Si | vara soma on oe MY VEHICLES oegersmsee |") ‘mass A FLOW SENSOR -| = | y GARDE, srorozaperiag,erear rest £e o1dL>yted pz} IGNITION DRIVE CIRCUIT ‘The ECM looks forthe ignition rive output levels 10 be outsido the normal range fo: both the ON and the OFF signal ‘The ECM ignition ve output controls the ignition module switching of the low tension cut. The dive signal isa square wave output that can be ‘monitored with an osciloscone, The ECM wil fg DTC 24 tthe ceive ON signal votlage i less than 4.5 vos; cif the OFF signal voltage is greater than 0.1 vot. [ECM IGNITION OUTPUT SIGNAL TO IGNITION MODULE. ry CONDITIONS REQUIRED FOR DTC 24 FLAGGING: Ignition Ignition dre ON signal votage Ignition crve OFF signal votage Response time Ignition ON Voltage less than 4.5 vats Votage greater than 0.1 volt {600 miliseconds CIRCUIT DIAGRAM: LIMP HOME DEFAULT: NONE POSSIBLE FAULTS: ————————_____— + Low battory wtage + Poor connection at ECM or ignition module + Water ingress at ECM blue connector (WR wie) * Shor cicuit in WR wire between ECM and ignition module *+ Detective ignition module + Defective ECM DIAGNOSTIC NOTES: 1 The ignition module in 1980 MY XJ6 vehicles has 4 wires plus @ ground; al ater vehicles have 3 wires plus ground. The Savite module can be used to replace the wie module without modification. 2 The ignition module and heat sink pte are replaced as a unit. If the ‘modulo and heat sink plate ae separated, use heat snk compound dur ing reassemby, IGNITION DRIVE: ALL VEHICLES AND MODEL YEARS (0900 seanne this) <—8§ $$] BATTERY POWER SUPPLY 5 arene owen suey om Tinlanon Suto ewrceoronn sefo—w ___| © ENGINE CONTROL ‘MODULE NOTE REFER TO THE WARING IAGRAMS IN THE REFERENCE SECTION OF THIS PUBLICATION FOR CONNECTOR AND SPUCE DENTICATION. 34 DiagnosticsConnections (60% FoR Loose TERMINAL PMS ‘foutnon MODULE An EAT Sm GROUNO — INSPECT ecu BLUE ConeCTOR P| nearer! t wsorggrucmrs ore of penasncetiy EAS acca sgueeeenites: Sesemeenss, ) oe] senvannnane |e = —————e | = 1 Tr SETS, roraaeroae suse sswessunevenriessmian no , [eran aroun ro 0unon cous RO WNTON MODILE COMNESTOR Stree Seunceon ems AND ‘umow gous counectOn ‘on 7 we) rsmeasunenenr ess Tuan \\_ NO. | opAfCAONONTESSANEESE ene | openemcuirmwavine penveen | pe (WR WIRE) AND GROUND ‘CHECK FOR REOCCURANCE IS MEASUREMENT OPEN CIRCUIT? SATION MOPSAE CHecx Fon orc ReoccuRance Sie NAMB OTS Be FLA 1 — 1 cuesnore sossvoreoxenone sn \\ ves | nerexr est con FSR MEBCCURRENCE row TEST Mo CHEOKFOR a ovo 2unergs pensar Test eee nets Ss sonsouBag ve oudCIRCUTT DIAGRAM. HEATED OXYGEN SENSOR: ALL VEHICLES AND MODEL YEARS. oxvcen stron al Tener tt ‘eon He ATTEN” POWER SUPPLY Wi: reer fame cowrnon fic as NCO NOTE: REFER TO THE WARING DAGRAMS INTHE REFERENCE SECTION F THIS PUBLICATION FOR CONNECTOR AND SPICE IDENTIFICATION DTC Aa OXYGEN SENSOR FEEDBACK (LEAN) ‘Te ECM looks for oor cosed loop fuel metering contol wile corecting for «lean einture condition ‘The ECM lenathens the injector pulse duration in response to low oxygen sensor votageinccating lean fuel metering. The fuel metering can vary + 1255 % without flagging a code. I the fuel metering cannot be corected by the ECM, the oxygen sensor feedback vottage (moritor with DS o” POU) ‘rises to 5 volts and DTC 26 will be fagge. CONDITIONS REQUIRED FOR DTC 26 FLAGGING:——— (Greater then 16°F Not in contol lean) ~ feedbac Engine coolant tomperatue Closed loop fuel metering (oxygen sensor feedback) Response ime 1660 consecutive engine revolutions LUMP HOME DEFAULT: NONE POSSIBLE FAULTS: + Low teal pressure ‘Intake manifold air leak + loniton misfire “+ Purge val stuck open + Fuel injectors blocked o sticking + Incortec injectors (3.6L injectors instead of 4.0L injectors) * Air injection pump running continuously + Oxygen sensor circuit fault + Oxygen sensor heater ground loose + Engine ground oose High resistance connection to MAFS. + Incorect mass ar fow sensor eaitation + “Lany”or defective oxygen sensor DIAGNOSTIC NOTES: 1 Engine fueing corection (dynamic) can be monitored by using JOS or POU to read the oxygen sensor feedback vatage (HOZSFE. I the feec- back volage is between 1 and 4 volts, the fueling is normal and the problem is itermittont. Ifthe feedback voltage stays above 4 vot, lok for causes of lean running (OTC 26), The POU Datalogger can be Sat 10 tigger on fogging DTC 26. PDU DATALOGGER TRIGGER eas to4 36. Diagnostics 21993 MY ON vehicles (with adaptive idle fueling tim) The ECM automaticaly corrects for sal fueling ors by adcing to or subtracting from the "base line” injector puse duzation To determine if ebese ine correction has occurred, fst monitor the oxygen sensor feedback vo ‘age and record the value. Then disconnect and reconnect the ECM and recheck the oxygen sensor feedback voltage. A change in the feadback voltage indcates that a correction had been applied. (Dsconnectng the ECM erases the correction} 3 Duting closed loop fueling the oxygen sensor “raw” voltage (signal valage to the ECM) normally swings between 0.2 and 0.8 volt, Ifthe ‘oxygen sensor becomes contaminated othe heater i inoperative, the ‘sensor can be “lazy”. /Alezy sensor may show a voltage swing of (030.7 valor even less. The oxygen Sensor raw voltage can be moni toced using PDU (HO? S RAW. ‘OXYGEN SENSOR VOLTAGE TRACE: POU Ho2SRAW Wozsnaw 4 1982 MY ON vehicles (ECM part number DBC 9622 ONT: OTC 26 and 44 ace inhibited when the fuel levels below aporoximately 25 galons. ‘fuel level signal isingut tothe ECM on the yellow connector 6 ror the fue! level sensor cicuit. When the vokage is above 5.7 volts the ‘codes cannot be flagged FUEL PRESSURE CHECK 42-45 ps 34-38 psiat ide (vacuum connected to fuel pressure regulator) (vacuum disconnected trom fuel pressure regulator PURGE VALVE TEST ‘To test fo sckng purge valve: ~ Disconnect the purge hose a the intake manifold adopter = Switch ignition ON: 60 not star the engine = Apply vacuum to purge hose; vacuum should hol Ifthe vacuum does not hold, he purge value is stuck and shouts be repiaced = Switch ignition OFF; vacuum should release ater a few seconds. tthe vacuum does not release, the purge valve is stuck and should be replaced, Continued at left on foldout page.DYE ECM SELF-TEST ‘The ECM runs an intemal softest routine each ie te pron switched ON. ‘Te engine management program and data are stored within the ECM as 2 continuous list of numbers, When the ECM checks itslf,it adds all the umbers together and compares the result to # programmed value (Checksum). If they are not the same, then some corruption ofthe deta or ‘rogram has taken place. ‘The ECM wil ag DTC 20'f the sol test reeut does not equal the checksum. CONDITIONS REQUIRED FOR DTC 29 FLAGGING: ——— Ignition lpniion ON ECM softest ‘Checksum fa LIMP HOME DEFAULT: NONE POSSIBLE FAULTS: + Lowbattery voltage + Poor connection 1o ECM power supnies + Poor ECM ground connections + eM DIAGNOSTIC NOTES: 1 Check the battery condition oa tes. f necessary, recharge or replace ‘the batter. Clear the code and check fra reoocutrence. f DTC 29 does not retlag, the code mey have been fagged during a previous period of low batery votage. Do not replace an ECM i DTC does not rfl, 38 DiagnosticsFOUSNING t aL ARE PIs coRRODED? Te SRA nae ae ‘SuTEHIONTIONON ‘Soyiecron pms 0 aN 2 MEASURE VOLTAGE TO GROUND ve ——— sie ‘REPAIR IGUTON SATEKED POWER REFEREES SECTION T= (Heck FoR REOCCURRENCE ee CME NAS OTS SUPER? INSTAL NeW ecu a v lr OTC 2@AEFLAGS, REPEAT TEST yA 31aCIRCUIT DIAGRAMS: FUEL INJECTOR DRIVE: 1990-82 XJ6 SEDAN RANGE BATTERY POWER SUPPLY pw ‘Gaessuan nec > ae) @ ENGINE CONTROL, FUEL INJECTORS DTC EES INJECTOR DRIVE CIRCUIT “The ECM looks fra low electrical load on the fuel injector dive circuit when the injectors are switched on ‘Tre fue injectors af supolied with 12 vols and are triggered on the ground side by the ECM, To reduce power consumption, the current drawn by the injectors is controled by the ECM. The injectors are opened by a relatively laige “turn on” electical pulse and are held open for the required pulse duration by a series of smaller “hold on” puses. Al six injectors ere con ected in paral and operate simuteneousWy INJECTOR WAVE FORM TRL STON DIVE Wed UN SEDANTOITE AL TB NOE Se Sete ae Sent ccan a anee ses aes muon pes ar at oe CONDON REQUIRED FOR DTC 33 FLAGGING perenne Injector drive ON. 1.2 volts or greater jaar eran [name a>: a LMP HOME DEFAULT: ares we ¥ 7 "re ean = von suecron bane “ Fe “ vu POSSIBLE FAULTS: < s + Poor connection atthe fel riectors or the ECM 8S va norco Mipetces ner annie ies + Fer pont tend comma on ECM ta 1 nd 2 st + bet pence lnc) oar N. eae 49 Diagnostics DIAGNOSTIC NOTES: 1 The two injector supp pins onthe ECM, blue 12 end 17, re connected together with pins 10 and 22 to supply 12 vols tothe injectors. 2 The two injector dtve pins on the ECM, blue 13 and 25, are connected together to provide the pulsed ground 3. I one or two injectors are not operating, the fait is likely to be located in the fuel ral area ofthe harness. 4 The individual injoctr col resistance is 22 ~3 ohms. Continued at left on foldout page.“tertnoere? | ppeerarerstnscme AS CES aeren To COAMEETSNEIN'DO0D Woy] reranasnecessary — | Te cors-cecxenoneus \\ YES ‘SWITCH IGNITION ON COME ON AND OTC 22 REFLAG? > CONNECTOR AND GROUND No oranrrowe (emezeernrecion 4 emacs senutconecn isang sop cncur SRCREENCEELS, neeneusns ° [|_ae ' ' EGR ON cosegpenmovnn \ x8 Sarr TN paceman ch -| [DISCONNECT ECM BLUE CONNECTOR OP AFFECTED" 6 AnD CONNECTOR PIV2.OF RUETORS| ( sewers ) uceunone es pan Pearce SSRN wires Las ISMEASUREMENT LESS THAN no! nee cee cect cate {od ee hee eee o | Sener taueauneerrs0-scomer "2 o[ SENSES, | Stas Stee se SARS ene | smereasionroncu \\ ves | fPARSoRToRUT corsqomenmovan \',| Foromocesnorreraa, oe a SREY =| TBST —{ REED = mona + correo \ 8 4| sven BFR TBrccrow “ee = r ° Ta oT chon rompers onc REEance vores geros gepenresr SUES g fo) alDTc 34 AIR / FUEL RATIO “RICH' DURING OVERRUN FUEL CUTOFF The ECM looks for the oxygen sensor feedback watage to incicate a “rich condition during overrun fuel cutft During overun fuel evo, the ECM checks the oxygen sensor raw voltage three times per engine revolution. Fuel cutoff occurs when the thettle is closed, engine speed is above 1100 rpm, and the coolant emperature is creat than 86°F (20°C) ‘The ECM wil fag OTC 34if the oxygen sensor feedback voltage indicates rich” dung overrun fuel extol! for more than 32 consecutive checks. CONDITIONS REQUIRED FOR DTC 34 FLAGGING: ——— Trott postion Acide Engine speed Greater than 2000 rom ‘°F (34°C) or greater 32 or move “rich” responses Engine coolant temperature Oxygen sensor feedback votoge Response time 5 seconds LIMP HOME DEFAULT: NONE POSSIBLE FAULTS: + Leaking fuel injectors) + Leaking stuck purge vave + Leaking vaouunipressure role! valve ("Rochester valve") chaphragm DIAGNOSTIC NOTES: 1 The oxygen sensor feedback voltage canbe monitored and intermittent faults captured using the PDU “Datalogger" function. The PDU Datalog {g8r can be set to tigger on flagging DTC 34, PDU DATALOGGER TRIGGER Feu —t' PURGE VALVE TEST To test fora sticking puge vahe: ~ Disconnect the purge hose at the intake marifold adapter. ~ Switch ignition ON: donot star the ensine Apply vacuum to purge hose; vacuum should hod Ifthe vacuum does not hold, the purge valve is stuck and should be replaced, = Switch ignition OFF; vacuum should release after 2 few seconds. ‘vacuum does not release, the purge vale is stuck and shoul be replaced 42 Diagnostics‘ep sonsoubeig FeNOUE FUE aH RECTORS TL oes une valve iwesmgaTe orc 9 REPLACE DRIFING NSECTORS) eCHECR FOR MJECTOA AGE INSTALL NEW PURGE VALVE TatvetneghasreR Ave) TR AEOCCURMENCE SELES Te Te CHECK FOR REOCCURANCE rere Since new een INSTALL NEW RELI VALVE (6 FOR RESECURRENCE orc anperage repeat Test oidDTC 37 EGR CONTROL CIRCUIT \When the ignition is switched ON, the ECM looks for an incorrect internal Ccreut votage that incicates the state ofthe EGA solenoid vacuum vaive svtchng cuit. This internal voltage eannot be measure. ‘The EGA solenoid vacuurn valve has @ 12vot power supply from the EMS main relay andis switched ON by the ECM by completing the circuit to ‘ground. When energized, the solenoid valve directs marifold vacuum othe EGR valve. EGR is actvatod when the engine coolant temperature is above 140*F (60°), he vansmission is in acing gear, an the engine is operating within the envelope EGR OPERATING ENVELOPE : 5 i 8 ae 2 3 3, [cor orenanon Hil con cs renrenarune creck > 5 6 8» & » & ENGINE SPEED PM X10) neon The ECM wil fag DTC 37 if the EGR solenoid vacuum valve contol cxcu is open o shor circu CONDITIONS REQUIRED FOR DTC 37 FLAGGING: ——— Engine Engine operating Indicates that the EGR solenoid vacuum valve contol cicut is open oF shor circuit OM intemal cxcut Response tine 100 mitiseconds LIMP HOME DEFAULT: NONE POSSIBLE FAULTS: + Low battery wotage + Poor ground connection to ECM ‘Short ereuit or open circuit wiring from the ECM to the EGR solenoid vacuum vale + Defective EGR solenoid vacuum valve 44 Diagnostics DIAGNOSTIC NOTES: ad 1 The EGR solenoid vecuur valve ea rsistance should be 37 - 4 ohms. 2 With the ignition ON and the engine off, there should be appconimately 12,oltsat pins 1 and 2 on the solenois vacuum valve. 3 During EGR operation, there should approximately 2 vais at pin 2.n the solenoid vacuurn valve, CIRCUIT DIAGRAM: EGR CONTROL: ALL VEHICLES AND MODEL YEARS. soLenow aCUM VALVE ye dal a eomoae fos feroeoronn fot _—__} ENGINE CONTROL | eemworne Nome 1 NOTE REFER 70 THE WARING OAGRAMS iN THE REFERENCE SECTION OF‘sr sonsouBerg Teer ] a (08S BATTERY ASS TEST? >| aS neaune be START ENGINE AND FUN TO Noni OrenaTING TEMPERATURE aati | rouge arson ( RES EEE Ney ro warner) ere eases vencie bE Brcrow ores nara Paterno CNRS ‘ohnecron nan WE) MENACE eae ‘SHTCHIONTION OFF “gegoumnoo VAcGuM ALE EGAMECTOR PING AND? t ssieasunenenrar-ssonusr )—™e! con souletat ar vaive oR SRENOD VACUUM VALVE DISCONNECT ECMBLUE CONNECTOR ‘swirostanmiow ox BLUE coMcToRPnaDroR WE) ‘CHECK FOR OP=N OR SaoRT GACT ‘hare ter Ween Eo REPAIR AS NECESSARY RO i ccc “gee |) ‘sonornion EPARASNECESSARY voacue NTA ASPECTION. TSAI EW ECM. 1 (cH FOR RESECURRENCE NECESSARY Le BIT]CIRCUTT DIAGRAM: [EGR CONTROL AND MONITORING: ALL VEHICLES AND MODEL YEARS ores uan Reany > $$ HSTPONER “eue) une cowon «fy —G8__| corner nf wcageneve sf GR smencroven fw oe ENGINE CONTROL. senuosne DTC ks} EGR TEMPERATURE SENSOR CIRCUIT ‘The ECM looks for @ ow EGR temperature signal when the EGR solenoid ‘vaeuur valve is open anda high EGR temoeratue signal when the EGR so- lenoid vacuum valve ig closed. In addition, the ECM looks for an over temperature condition when EGR is enabled, ‘The ECM monitors the temperature atthe intake manifold EGR adapter to determine if exhaust gas flowing when the engine is operating within the EGR operating envelope, When EGR i cisabed by the ECM, 5 minutes are allowed for the system to cool down EGR OPERATING ENVELOPE. [MASS AR FLOW SENSOR VOLTS 8 8 [ENGNE SPEED PMX 100) ‘The EGR temperature sensors a “negative temperature coeticent" (NTC) ‘therristerin which the resistance decreases asthe temperature increases. ‘The ECM apples 8 vos tothe sensor and mantrs fora voltage decrease when exhaust 99s flows. ‘The ECM wil lag DTC 39 f the EGR temperature signals ouside a init (higher or lower when EGR is ensbled or dsabies CONDITIONS REQUIRED FOR DTC 39 FLAGGING:——— Engine coolant temp... Grester than 180°F (82°C) Throttle poston nu. Within the expected range forthe engine speed Engine speed 1700-3000 Load site range. 2-7 requires road ost) EGR ensbled EGR temperature greater than $25°F (275°C) (temp, sensor voltage signal ess than 0.95 V) Response time 64 Miliseconds| EGR ensbled EGR temperature less than 212°F (100°C) (temp. sensor votage signal greater than 4.72 V) Response time 1 rinute EGR asabled EGR temperature greater than 122°F (50°C), (temp, sensor vottage less than 4.96 V) Response time 5 minutes 46. Diagnostics LMP HOME DEFAULT: DTC 29's fagge, EGR is disabled POSSIBLE FAULTS: + Blockage in EGR transfer pipe between EGR valve and intake menifold + Blockage in intake manifold EGR adapter + Disconnected, leaking or blocked vacuum hose to EGR solercic veouurn valve EGR valve + Detective EGR solenoid vacuum vane + Defective EGR valve + Defective EGR temperature sensor + Open a short ereuit wiring DIAGNOSTIC NOTES: 11 The EGR temperature sensor signal votage can be monitored and the signals stored using the POU Datalogger. There is no PDU Datslogger twgger 2. Test for 8 DIC reoccurrence by ro8¢ testing the vehicle at highway speed, Maintain a steady throttle positon and engine speed between 1700 ané 2000 rom for mare than 1 minute 3. Test for EGR transfer pipe or intake manifold adapter blockage by ‘anual iting the EGR valve diaphragm while the engine is running at 1000 rpm. Ifthe engine speed decreases when the daphvagm is fed, exhaust ga is flowing tothe intake manifold, WARNING: THE EGR VALVE IS HOT WHEN THE ENGINE IS RUNNING AND WILL BURN UNPROTECTED SKIN. 4 EGR Temperature Sensor resistance versus temperature Temperature _ Resistance (kilo ohms) 122°F (50°C) §60-710 DIVE (100%) 76-94 Continued at let on foldout page.DIAGNOSTIC NOTES (CONTINUED) XJ6 Seden Range vehicles upto VIN 664840 - When replacing an oxygen sensor, install a splash shield (P/N C23139/4). All vehicles after tis VIN, including XUS, ae equioped with splash shields. 1992 MY ON vehicles (ECM part number DBC 9622 ON! DTC 26 and 44 ae inhibited when the fu! level's betow approximately 2.5 talons. A fue! lev! signals input to the ECM on the yellow connector in 6 fom the fuel evel sensor crcut. When the vag s sbove 57 vos, the codes cannot be flagged FUEL PRESSURE CHECK = 42-45 pei (vacuuen deconnectes for fue pressure requater) — 34-38 psiat ile acum connected to ful pressure regulator) PURGE VALVE TEST To tes for a sticking purge vahe: — Disconnect the purge hose atthe intake manifold adopter. — Switch ignition ON; donot start the engine. — Apply vacuum to purge hose; vacuum should hold If the vacuur does net hod, the purge valve is stuck and should be replaced, — Switch ignition OFF; vacuurn should release after a few seconds. If the vacuum does not release, the purge valve is stuck and should be replaced, CIRCUIT DIAGRAM. HEATED OXYGEN SENSOR: ALL VEHICLES AND MODEL YEARS. OXYGEN SENSOR ore ‘ream @ ENGINE CONTROL, boy ‘MODULE (aos eau SEDAN RANGE, ALL NOTE: REFER TO THE WIRING DIAGRAMS NTE REFERENCE SECTION OFTHIS PUBLICATION FOR CONNECTOR ANO SPUCEIDENTINCATION, Lore gry OXYGEN SENSOR CIRCUIT “The ECM looks for p00: closed loop fuel metering control white correcting for «ich of lean misture condition. “The heated oxygen sensor, located inthe exhaust gas steam, compares exhaust oxygen content to ambient air that is drawn through the heater wires. The heater is powered by the fuel pum relay (1980 - 82 MY ve- hicls! or oxygen sensor heater clay (1993 MY ON vehicles) ‘The ECM lengthens or shortens the injector pulse duration in esponse tothe ‘oxygen sensor detecting @fich oa leen mature. The fuel metering can vay +125 % without flagging @ code. Ifa rch mixture cannot be corected by ‘the ECM, the oxygen sensor Feeback voltage (monitor with JDS or PDU) J 00 vot; 3 lean maxtuce cannot be covected by the ECM, the oxygen ‘sensor feedback voltage (monitor with JDS or POU! rises 105 vols. A fu ther 37.5 % fuel metering adjustments then mace. If the cxygen sonsor signal vtage does not respond, DTC 44s flagged. Inaction the ECM wl flag DTC 44 if the oxygen sensor signal vottage (aw is not sensed at the ECM fopen or short circuit CONDITIONS REQUIRED FOR DTC 44 FLAGGING ——— Less than 3 vats Grester than 167° F Not in contol ch andor ean Trvotle positon Engine coolant temperature Closed lop fuel metering (oxygen sensor feocback) (Oxygen sensor signal vatage (ra) Condition monitored fo Not switching 450 consecutive engine revolutions UMP HOME DEFAULT OTC ais flagged, closed loop fuel motrin is canceled and no dynamic ‘using correction is spied to the ful metering strategy. The axygen son 0 feedback votage will remain statonary atthe mid point (25 vos POSSIBLE FAULTS + Fuel pressure faut + Stuck open purge valve + Poor ground connections + Poor oxygen sensor connection + Open or short crit nygen sensor wing ‘+ Open or short circuit oxygen sensor heater wing 229" oF defective oxygen sensor ‘+ Defective ai injection pump or creut “+ Intake ait leak + Blocked or inoperative fue injectors + Defective mass airflow sensor 48. Diagnostics DIAGNOSTIC NOTES 1 Engine fueling coreetion (dynamic) can be monitored by using LIDS or POU to ead the oxygen senso: feedback wotage (HO2SFB). If ‘the feedback voltage is between 1 and 4 vats, the fueling fs normal and the problem i intermittent. Ifthe feedback voltage stays below 1 vot, look for causes of rch running (OTC 22 if the Feedback voltage stays ‘200ve 4 vols, ook for causes of lan running (DTC 26). The PDU Date logger can be set to tigger upon DTC 44 being flagged PDU DATALOGGER TRIGGER eu to 2 Test for# DTC reoccurrence by bringing the engine to normal operating temperature then holding the speed at 2000 rm for 1 minute. 3. 1993 MY ON vehicles (wth adaptive idle fueling trim) The ECM automaticaly coments for smal fueling eros by adding o or subtracting fom the “base ine” injector ause duration. To determine ita base ine ‘correction has occured, ist monitor the oxygen sensor feedback vot- ‘age and recotd the value, Then disconnect and reconnect the ECM and ‘recheck the oxygen sensor feedback voltage. A change in the feedback 2 indeates that a corecion had been applied. (Disconnecting the ECM erases the corection 44 Arch mixture condton canbe caused by the engine coolant thermostat, sticking open, At high road speed, the coolant temperature decreases, causing erschng rom the coolant temperature sensor input tothe ECM. To test the thermostat, check the engine setup using JOS or PDU. Ifthe coolant temperatue does not reach 190° F(88"C) as monitored by JOS fr POU, repiace the thermostat '5 During closed loop fueling, the oxygen sensor “raw" voltage (signal vottage tothe ECM) normaly swings between 0.2 and 08 vat. Ifthe ‘oxygen sensor becomes contaminated or the heater i inoperative, the sensor can be “lazy”. A lazy sensor may show a voltage swing of (030.7 vitor even ess, The oxygen sensor rew voltage can be mon tored using PDU (HO? § RAW. ‘OXYGEN SENSOR VOLTAGE TRACE: PDU Ha2S RAW o2snaw Continued at let on foldout.(same) SRLS ssoresonseasonaccenr )YE | nvegrgargore “venous TAC RSPECTON" wounseemecres >| conecr rom. ressune rat cud cdnore7 | DOES VENICLE LOSE ENGINE —\, YES ote eS wet mat 1 SE A L088 Or Pe ves [REPAIR AS NECESSARY. | soar cero >| rue RIE ATT ueo EERE Sen welche Sn no. Lean ano | ‘Scena SECURE? | —_REPRIAAS NECESSARY 1 HEATER CORMETONS UlLY ENGAGED? SECURE ConvECTIONS =| GAR ENGNE OAINTO ‘Satrenes OFF SEVER RTS ATO STARTUP —__¥ loxvGen Sensor reeoence voce SND ONVGEN SENSOR RA VOLTAGE (H225F9) AND 028K) [s oxygen sensor saw votrace Sona NOEL IsoxyGen sevson reenaecK ProeiEs FOUND. MOUSE ta? ues pessune ee Grou, SHYGENSENGOR CONNECTIONS? TF OXYGEN SENSOR rEEDEKCK | | VOLTAGE 1S LESS THAN 1 VOLT | NOFAULT FOUND WESTIE FOR DTC POSSIBLE WTERMITTENT FAULT TScOMECT ONGREESOR | * vroxvoesenson reevanck | ‘HEATER CONNECTOA (2 PIN) VOLTAGE IS GREATER THAN 4 VOLTS, HATER wan seas oe |__reramasnecessany | ono 7e6t ano use Poy 70 wowsroR] SevGen SENSOR FEEDOACK VOLTAGE) OneeN SENSOR averSthaate Ds YOLTE? — ‘GREGKFOR OPEN GARCUT OR SHOT ey sonsoubeig PREPARA NECESSARY 4 tnencemennomce )% o[ eRRSRANSRH ECS] ( eenanremvecian ) 2 o| RESET Waster comacTon tal? | ‘Supncr omcu | % _Sreainene’ = nem ssacen cea SWITCH IGNTION OW ‘GHEOK FOR OPEN CIRCUIT OR HIGH SAT aoe |] venga erge nemo SERRE ho OO cteox FSA REOCCRAENCE Seneca oLaDTC Zs IDLE SPEED CONTROL VALVE (COIL 1 DRIVE CIRCUIT) IDLE SPEED CONTROL VALVE (COIL 2 DRIVE CIRCUIT) ‘Tre ECM loos forthe idle spe contro valve col crive voltage outside the normal range for valve operation ‘The idle speed actustorisa stepper motor that agusts the flow of ai bypass: ing the thot vale to cont idle speed. The ECM dives the ide speed ‘actuator toward open or dose by pulsing ci 1 end col 2. The eo pulses are ‘phased 80" apart. To reverse the valve direction (@.9. from opening to clos- ing), the phasing i reversed. The idle speed contol valve signal can be ‘monitored with an osciloscope. Loss of one coil will cause the stepper ‘moto 10 be inoperative ‘STEPPER MOTOR DRIVE SIGNAL “The ECM wil lag DTC 46 or 47 ithe ive ccuit voltage is loss than 0.85, vot when OFF or les than 12.25 volts when ON, CONDITIONS REQUIRED FOR DTC 46 FLAGGING: ——— Ignition on Coll cout votage — OFF... Less than 0.85 voit Coll cxcuit wotage ~ ON... Less than 12.25 volts Response time 100 mitseconds CONDITIONS REQUIRED FOR DTC 47 FLAGGING:——— lonion on Col2 cient votage - OFF Coil 2 creut votage - ON Response time Less than 0:8 volt Les than 12.25 voits 100 miliseconds LUMP HOME DEFAULT NONE 50 Diagnostics POSSIBLE FAULTS: + Lowbattey votge ‘+ Poor ECM power feed or ground connections + Open or short circuit in eal 1 or col 2 ve circuit witing * Open or short circuit in col 1 oF col 2 ground circuit wiring ‘+ Woter ingress to ECM connector + Defective isle spoed actuator DIAGNOSTIC NOTES: 1 DIC 46 applies only to coil 1 idle speed control valve pins 1 and 4). DTC 47 applies only tocol 2 (ile speed conti! valve pins 2 and 3) 2. The ile speed control valve col resistance should be 40 ~ 60 ohms. 3 Drive the idle speed contro va by switching OFF the ignition, waiting 10 seconds, than switching ON the inion, CIRCUIT DIAGRAM: IDLE SPEED CONTROL VALVE: ALL VEHICLES AND MODEL YEARS. vous seeeo omega | @_ seven ranean ong eoIs sonsoubeg DTC rs TeuLOWNG “BATTERY TEST REPORT Wi t alle SOwerom ons 18(or WR ‘0 1808 win 1 pisconnecrecu aie connector gq ¢ ors carreneassrest? 10 g| eouner onnenacseareny bs SwtaON OFF cohPRee VALUE CONNECTOR Meagune Resistance BeTWEN ‘Sonnac woSGR'oN NOs | ef eran mone tee ve Te ARETE Sa i (omrsascn 0 rena it paler pl cae a om OF ONE ANOTHER? ves INSPECT uF ao CoMECTIONS 100E SPEED CONTROL VALVE if Sextneuerewmin | EPA POWER SUPPLIES) SaaS sess ron cons aaa BEES —— creoconneocince recowgcrcowecins —! cgson ccc ee ace 1 vomrrone SRE, oxo Stee sF orosaner.age,pepeat Test 1 o1dDTC gt IDLE SPEED CONTROL VALVE ‘The ECM looks forthe idle speed actuator far out of poston ati. ‘Th idle speed contol valve is opened or closed by the ECM to maintain engine idle speed. Once the base ide speed has been correctly set using the air bypass adjustment sorew, the idle speed control valve wil hol the ie soeed to within a few 1pm of the nominal controlled idle speed. Typical contraled engine ile speeds: Cold engine (68°F (20°C) Neutral 800 rpm Cold engine (68°F 20°C) Drive 650 pm Worm engine (193°F (90°C}- Neural 700 pm Warm engine (193°F (90°C})- Orie 880 pm ‘The ECM wil lag DTC 48 if the icle speed actuator is full open when the ‘engine coolant temperature is greater then 168°F (75°C) othe idle speed _acatoris full dosad when the engine coolant temperature is less than 98°F (85°C) andthe nominal idle speed cannot be maintained, CONDITIONS REQUIRED FOR DTC 48 FLAGGING:——— Trrotl positon Aide Engine coolant temperature Ale speed actuator position Engine speed Greater than 168°F (75°C) Fullopen Less than nominal idle speed Engine coolant temperature Ide speed sctustor positon Less than 94°F (35°C) Ful closes Engine speed Greater than nominal ide speed Response time 64 millseconds LUMP HOME DEFAULT NONE POSSIBLE FAULTS: + Lowbattey vitage + Loss of ECM memory power suoply blue connector, in 14) + Loss of ECM ground conection bulkhead stu ‘+ Besly misadusted idle a bypass sew + Bly misadustedthotte vave ‘+ Aicoak past idle speed contol vave or hott vee + Lowengine power at ide when hot + operative idle speed conto vaive + Blocked ide ar bass hose or vave 52 Diagnostics DIAGNOSTIC NOTES: —————__ 1 The idle speed control valve motions are as follows: igiton ON ~ the valve moves to a mapped position; ignition OFF (1990 MY vehicles) the va fully opens, then moves toa “park” poston; gniton OFF (1991 MY ON vehicies)~after a 7 second delay, the velve fully closes, then maves to 8 "park" position 2 I battery voltage is cisconnected from the ECM, the leamed stepper ‘meter postions ("un line”) wl be erased and may resultin engine speed fae-up upon starting and possible refiagging of OTC 48, To enable the ECM to relearn the “run line”, star the engine from cold ‘and alow it to reach normal operating temperature at ide. Then, dive the vehicle for at least 60 yards above 3 mph, The thatle valve clearance is adjusted for minimum airflow without sticking cased. Adjustments requiced onl if the base idle speed is to high and cannot be caected rif the throttle sks inthe Cosed poston. “Thottle valve clearance: 0.001 - 0.008 in. caRCUTT DIAGRAM TDLE SPEED CONTROL VALVE: ALL VEHICLES AND MODEL YEARS owraoe eerie unser $$ ENGINE CONTROL'€$ sonsoubeq DTC gr “eaTTERY FEST RESORT We i SHTTCHIGNTION FF ‘onsenve mus sree conn NOFAULTFOUND | \oLE SPEED CONTROL VALVE en ROOREET YEON RE INSPECT FOR PR CORROSION aot win a are t ‘GieaK BATTERY Powen Super t ‘Win Ona TER VOACLE RITA HSPECTION: REPAIR AS NECESSARY oesearrenvassresrr MO g| RECHARGE opnetace srrERY be | rostrameme sre Ly L___ | TERT FOE | eGveSn re wake MNFOLD UANERS coat ow Ane Bue ComeSTOnS| SwToH TOON, SWE ONION SFr iaive neon {OES CONTROL VALVE MOVE? REFER TO OAGNOSTIC NOTE ve EPA AS NECESSARY SES 08 POU TO RESET BASE IDLE Tous seLED COWROL VALVE HECx FOR REOCCURRENCE vr oo ss nese pepeat Test er Ke}CIRCUIT DIAGRAMS (CONTINUED) TA NCECTION CONTROL ea Ks SEDAN RANGE "RESEND $y ansusenon mer a ee a cum snap b 7 ose Y aie enn naceanon NSS na fs TR RECTON CONTROL 3 RGB RANGE ae ren ae mene fame cocrmen ef ms | mms vf woes come. - nceaTON mae AIR INJECTION CONTROL CIRCUIT “The ECM looks for an incorrect internal Greuit voltage thet ncioates the state ofthe a inection relay coil switching cut. This intemal veltage cannot be measured, ‘The ECM switches onthe ai inaction pump by grounding the air injection relay col ccuit 85 pn). Air injection is enabled aterengine stat up and remains on unl the coolant temperature reaches S5*F (34°C). On 1998 MY ON vehicles, sic injection is enabled after each engine start for a mapped petiod, Ai injection is esabled above 2500 rpm engine speed. ‘The ECM wil flag DTC 66 ifthe ac injetion contol cuit is open or short circuit CONDITIONS REQUIRED FOR DTC 66 FLAGGING:——— Ignition ON Incicats thatthe ai injection contol cxcut is open or short ccut 100 mitiseconds Ignition ECM intemal circuit Response time LIMP HOME DEFAULT NONE POSSIBLE FAULTS: + Low battory votage + Poor ECM power feed or ground connections + Shor cxcut or open circuit wiring from the ECM to the ar injection relay + Shot cicuit or open circuit in ignition switched power supaly to the sir injection relay pin 86 * Detective olay DIAGNOSTIC NOTES: 1 Ifthe air injection pump is inoperative but OTC 66 is not flagged, investgnt the arijection pump switched power supp (ea injec: tion clutch cicut and the ar injaction pump mechanical condition 2. If an ai injaction control cceut faut is present when the ignition is ‘switched ON, both DTC 66 and 22 will be flagged. CIRCUIT DIAGRAMS: ‘AIR INJECTION CONTROL: 1990-92 MY XJ6 SEDAN RANGE Soren aetna ao wren oie Oe mm! = reeves es ues so “| es Kio Jsmeceoromen uma tw _J ~ 00 josronse fot sh Amuse stove eons connor fa MODULE ‘AIR INJECTION ar ; Contin a ot on flo page 54 Diagnostics$$ sonsouberg “aarTeny FEST REPORT Wi “Te DOES BATTERY PASS TEST? Rechanot onnerace ertenr Ler = Swintagecores, | STH TON ON OES cHECK ENGEL coe aS Ser POSSOLE NTERMETTENTFALLT Swan avon OFF 1H ON "SOCTAGE APSE CNETONTS 1 SHATCHIONTION OF REMOVE AR NIECTION RELAY wosgresrarsage i eat anna nepamasnecessary = | J TET EGa GROW SoMmTONS vecue NITACNBPECTON AEPAIRASNECESSARY Caer mea be sau new RENSTALL ORGRAL RELAY ‘swmroa onion on lueagune VOLTAGE BeTweEN ule Convecron a2 (08 wke Is Wene BATTERY VOLTAGE? 1 Cconecr cow s.ue connector PN? (OB he) TO GROUND | thie soa SSR eae = "SRSNRART es ‘ARE ORGUTS a4 CONNECTIONS INGOOD CONONT oR 0 Te ‘ores p08 nor REFLAG, INSTALL NeWECNT Hex FOR REOCOURRENCE vr orcea erage repeat Test 99 ey Ke}68 ROAD SPEED SENSOR CIRCUIT “The EOM looks fra low road speed signal when the engine lad and speed ‘ate high ‘Tho engine managemont ECM recvives a road speed signal (5 volt square wavel from the instrument pack. The ECM uses the road speed signal 10 etermine idle speed contol functions. The idle speed is controled when the road speed is less than 3 mph, The ECM wil fog DTC 68 if the road speed is 1.5 moh or less when the engine speed is greater than 2800 rpm and the mess ait flow sensor signsl wotage is grater than 3 vols CONDITIONS REQUIRED FOR DTC 68 FLAGGING: ——— oad speod 1.5 mph or oss Engine spoed 2800 or greater Mass airflow signal votage... Gester than 3 vot Response time. 8 seconds LUMP HOME DEFAULT: NONE POSSIBLE FAULTS: Open rut or short oad speed outout 1990 ~ 92 MY’XI6 Sedan Range — Instrument pack output to EMS ECM and Cruise Control Module; 1990 ~ 94 MY X16 Sedan Range — Instrument pack output to EMS ECM, Cruise Control Module and Contral Microprocessor 1990-94 X45 Range ~ ‘Speed nteroce unit output to speedometer, EMS ECM and Caise Cont + Delecive instrument pack + 1980 ~ $2 MY 46 Sedan Range and XJS vehicles ~ Detective road speed senso, or shot cuit or open cuit between oad speed sensor and instrument pack + 1999 MY ON vehicles ~ Detective ABS contol module, or shor cicut o open circuit between [ABS control module sensor and instrument pack. Defective whee! speed ‘eager, or short cuit or open circuit between whee speed sensor and [ABS contol module ‘Defective Engine Contiol Module 56 Diagnostics DIAGNOSTIC NOTES: 1 ‘The road speed input can be monitored as a loge input using the POU Datalogger (0 = no signa: = signal) Test for 8 DTC reoccurrence by road testing the vehicle, Drive the ve hicle under load withthe ongine spaed above 2800 rpm for more than 8 seconds, ‘The instrument pack provides 3 road speed signal forthe engine management system and the crise contrat system. If DIC 6s flagged ‘and the speedometer operates corect, suspect 8 witing or connection fault beeen the instrument pack and the ECM, If DTC 68 is flagged ‘andthe speedometer does rot operate correctly, suspect signa fault to ‘the instrument pack To test the r08d speed sensor {1980 - 92 MY vehicles), beck probe the rosd speed connector in the trunk. Measure the AC voltage between the ced and the blue wites. At30 ph, the vaage is aparox mately 1.4V AC. NOTE: The votage love i not critical asthe speedometeris@ requency counter.15 sensouseq Sane rosorervone See [REFER TO DIAGNOSTIC NOTE 2 comes Are leoaree |] POssiate mrTERMITTENT FAULT Specros winrar ERE, )Le| neecrmmaugconccrae |—*) “herwerseomecrn SEETASSERIEL, ) Ho] noreromp coe mengorangeoe © of emnsvecesiy | area neanee seearSSf Sector |_| segmam, )"-( eeeusmm ) = a = (eaoae] ESE 900 — 92 MODEL VEARS ‘CHECK ROAD SPEED INPUT (CHECK ROAD SPEED SENSOR INPUT TO SPEED INTERFACE IT +-——-- - SSR soaeneerename 1969-8 MODEL YEARS TEST CIRCUITS FOR OPEN 0” STE ec Hanes corer | "90~ 98 MODEL YEARS ‘CHECI ROAD SPEED OUTPUT FROM omgarememene| | "sien CRUSE CONTPOS MOAE [REFER TO “ELECTRICAL GUIDE” ie) cerry | omnarnenrr™ pereen ene eee | eens aE Ra TER SRE RERS SSAA IS DRIVE VEHICLE AT VERY SLOW SPEED [REPAIR CIRCUNT(S) ANDIOR INSTALL [MEASURE VOLTAGE TO GROUND NEW COMPONENTS AS NECESSARY SERN cmpggigemrenare 10 [SRE | OL commscncsemy | aa aN western concen a aT earerersi me GREEN, \e| ceorenrecccnnes asecrseeeen ses | el ne ecitteiamece AERTS, YE recowect cmeten Sentara (oHtx FOR RECURRENCE IF OTC on ReFLAGS, REPEAT Test 39 oL1dCIRCUTT DIAGRAMS. DTC 69 DRIVE / NEUTRAL INPUT CIRCUIT - 3 3] | 3 5 5 3 ‘The ECM looks for an incorrect gear position (DRIVE; NEUTRAL) input sig- = DIAGNOSTIC NOTES: . 8 3 nal. The ECM uses the gear position input for idle control functions. The |, i i na. Te EC vt he ga poston moore con The gsr ssn sensor snl canbe onto wing the POU 5 speed Dnt" rcon, PARK onsNEUTRA sot anal er da . Taree le The ECM ouput a5 vot our postion senso sigrantelow power alga postions he sali The POU Dale’ este Voge we, |E lon comecer pn. Viton ie geo s8ecor BhPARKG NEUTRAL tbe on fagpnp TCS 5 volapeSuralsewichede gun byan enteral eve en 3 volape ry becomes zero. PDU DATALOGGER TRIGGER Cn X Sedan Range etic, th gtr postin sensor sais suttedo ' ‘round by he ceca moda hie recebes gee boiboniforation fem ne Vrersoen ary swch On 180" 2 Yves, coos i qq, twat cated dove re component pre betind erg ender re to 4 Cash ganet, On 155 MY ON vies, ne eocadr moses eset onthe Z — 1h pt ater 2 Testiora TC by rod : ie ose jt for 8 OTC rocourencn by od texting the eid, Acclate t 2 # ‘0n,XS vices, the gue postin sensor signals switched to ound bythe Tul ttt to above 3650 rn j . q & taramsson ony etch, 2: Avie dander media vesinvodend 0 18 Scan Fge vhs 3 1 | = E a ‘The EOM wil fog DTC 69 fhe ges pastonis not PARK oc NEUTRAL when _& NIN. 648808 prevent false flagging of DTC 69 caused by setting 3 a Ells i & the engine is started, DTC 69 wil also fag if the gear postion is PARK or ee ed si sr i i NEUTRAL won teenie bod and seed oe hh 4 Wan checking the goa sitar tr sitchausenent check ls : ile strat, 8 wr HH 4 ‘he gearshift cable adjustment fst. When the manual valve selector i ; 3 | : | Shas held the NEUTRAL poston by he tan ego! sect é i ; , es CONDMONS REQUIRED FOR DTC69 FLAGGING:———_mustoucenerdin ne NEUTRAL gt raeh, Chock ny sch 5 proven ang sede oa i 4 fe lealbe Hl ee aa ser ao 8 i a H 3 Hl@ls E Ege nd Load ste 1207 hgher Eke i iy Ele Oleg a Gow poston wotoge gn! Lesstton 1 wt PARK NEUTRAL) DECODER MODULE INPUTS 3 lie i (ul 2 Geer postion umber (eo) e u Re i 3 z Erajoe speed Lass than 20 rom sacri” "2 uGw! 131.68) ze ali F Gow postion votage sgn! Bots DAVE GEAR P 1 1 0 2 f g pod Response time ‘engine revolutions * : ' : 5 z Pog spor 83 engine revolut n 0 ; ; es ; D 0 ° : : i 7 LMP HOME DEFAULT: 3 ° ° ° a 2 NONE 2 1 ° ° = switch dosed crt ound ; nich open eat © gun | | POSSIBLE FAULTS: v5 4 } see ee . TT lilys + ion switches too qc tom OFF to START 08 Sean Range 4 i wp toW esau esr) | 2 5 acd] + Gur sit abl incorecty eduted 5 . . + Tanamison tr swith inert sted 5 1 ai TET IE Fi " s a —S TE | 18 i + Onan ctu or tr cru wing beweon the ECM and he caer i | wre HE] lz ; red 08 Sean Range! sie a }/e] 18 «Open crautor shor cre wing benween the ECM andthe tansmisson a POCIEECLS 2 J fy svth US Range) — 5 * Detective ECM 2 ff z i. i 2, z i Es i ey i i g | lO Elis a 3 uli a ie #3 5 58 Diagnostics6s sousouse.g a 1 pes ane ronssrversconmecrr Mm] AONST GEAR CAKE MO = —. | swmneaane — [#———— a canescens, 2°! -cagthuens Tas nomurrone | 1 SEDAN UPTO VN G19 moon RENEE Seer eee eee eee SWITCH IGNITION ON [ROTARY SWITCH (X38), St Tg EAR STON ‘SRoES rian vOut ve? “Sof scuncusenaswensote0 | “Sour oucer TosTaN Pause wraion ny PeeN BEFORE SOARING. enreniied cakes ‘BECORRECT DCCODER NODULE itseSs Conner rn (na wine ao Gouna on teu ‘Saenvze oa WD ARO ‘hou soso ‘Dscomect nora snircn | iecas Comme cton ge ve stat 9 BELO veasune voLTAGe Bee es "itncse se connecton ewe "5 Mine AND GROUND ‘sweasunewenrt sereoxaurety HO ‘STEHTGRTIONOF CERROTARY SUT RENO ‘Seenaraon. nevany such "ho OPEN HLL OTHER POSITIONS lesegenorensren cnt cl EPARLAS NECESSARY ——_1- creoxronneoccunance ot Dba any ‘emencenrrenyvo.rsaer M0 | MSASUOE OLS BETES emencomenvance \Y,| “wacnmeweaoe” || i 6 oka ePan A NECESSARY Swaine Fo rsncinsaion nee REPAIR AS NECESSARY | creo rom RebEiRRENCe 69 fo) Ke]CIRCUIT DIAGRAM. PURGE VALVE: ALL VEHICLES AND MODEL YEARS ENGINE CONTROL ‘MODULE PuRce VALVE earreav rower En [NOTE: REFER TO THE WIRING DIAGRAMS INTHE REFERENCE SECTION OFTHIS PUBLICATION FOR CONNECTOR IDENTIFICATION. | 89 PURGE VALVE DRIVE CIRCUIT The ECM looks for the purge valve drive circuit voltage tobe outside the ‘exnected range whon the vave is switched ON and OFF. ‘The ECM drives the purge valve by grounding the purge valve solenoid co The ckivesigral (pulse wicth rodulted) isa square wave that's mapped in the ECM to provde optimum purge rates. When purge is enabed, the tre- ‘quency of the dive signal is constant, bu the dwell ("valve open” time) changes with engine load and speed. Ifthe oxygen sensor detects excess icin the exhaust, the ECM closes the purge valve for up 1020 minutes, ab lowing the canister to colect more vapor. PURGE VALVE SIGNAL Divas oecloom aro POSSIBLE FAULTS: + Low battey votage * Poor ECM power feed 0” ground connections + Open oF short circuit wing in the purge valve crive cuit + Open crit wing inthe purge valve power supply crcut ‘X46 Sedan Range vehicles 11990 - 1982 MY) ~ Loose terminal pins in connector LI (alow PMA below ai clesner housing) + Defective puge valve DIAGNOSTIC NOTES: 1 The purge deve signal can be mentored with an oslloscope. 2. The purge valve col resistance should be approximately 42 ohms. Intermittent power loss will fag DTC 89. Check the security of the ‘connections tothe lt and ght bukhead power studs passenger side — X46 Sedan Range vehicles; engine side ~ JS Range vehicles) 4 1990 - 92 MY X46 Sedan Range vehicles - Intermittent faults can be caused by loose terminal pins in connector L18 yellow PMA} losted below the az cleaner housing. Remove the female pins from the connec- tor Bock and inspect for @ loose condition. The contact ange must bent toward the inside ofthe female terial, ‘The ECM monitors the purge valve cive signal and checks that when the valve is closed, the dive signal is close to round and when the valve is ‘opened, the signal is near battery votage, The exact voltage levels vary depending upon battery witage. ‘The ECM wil fog DTC 89 the civ Grout votageis grater han approximately 25 volts when the purge valve is ven closed, orf the tive creut votage is less than ppoxirstely 105 voits when the purge valves dven open. CONDITIONS REQUIRED FOR DTC 89 FLAGGING: ON (valve closed) (Greater than 2.5 wots lapproximetel Purge dive sana. Drive circuit voltage Purge dive OFF (valve open) Drive creuit voltage Less than 10.5 volts fapproximste) LUMP HOME DEFAULT: NONE 60 Diagnostes PURGE VALVE TEST To test foc an inoperative oscking purge valve: — Disconnect the purge hose at he intake manifold adopter. — Switch ignition ON: do not start the engine — Aopy vacuum to purge hose; vacuum should hold If the vacuum does not hold, the purge valve is stuck and should be repaced, — Switch ignition OFF; vecwurn should release after a few seconds. If the vacuum does not release, the purge valve is stuck and should be repaced, Continued at let on foldout page.19 seusouseg DTC 89 “BATTERY TEST REPORT 18 RECHARGE On RERACE BATTERY om LODSENESS On CORROSION VeHCLE RITAL NSPECTION: a t “SrehaTaNG TEMPERATURE NO FAULT FOUND "Sehicen cro sume vate REPAIR AS NECESSARY co PURGE VALVE PIS 1AND PURGE VALNE COL 58-20 OS? wsraucnewrunce vawwe © Pt ‘SNITOHIGNTON ON wogageateuaeaea Somos Nopunce UAL Is HERE BATTERY VOLTAGE? eR TO TH wea OAC REFER TO DUGNOSTICNOTE9 ‘SUITEHIONTON OFF RECONNECT ORIGINAL PURGE VALE| ‘SCORWECT EM BLUE COWECTOR sumToH¥oNTION ON Somiecron pats se gnne wae inns on wc wine peTweEN a Eewaio Pune VALVE IS THERE BATTERY VOLTAGE? Tt) even zo m4e nna puaaays [TT INTHE REFERENCE SECTION, PANS IBS OR We WIRE) TO GROUND DOES PURGE VALVE “OHO WH | TEST PURGE VANE |nereR ro me oAGNOSTIC NOTE TES te HSubwacuat INSTAL SUBSTITUTE EO (CHECK FoR REDCCURANCE ean OTS, Hk FOR REDCCURRENCE OTC 99 00ES Nor ReFLAG, INSTAL New ECat i orceoperiagenenEAT TEST 31aCIRCUIT DIAGRAM. (CRANKSHAFT SENSOR: ALL VEHICLES AND MODEL YEARS ‘eam @ ENGINE CONTROL a MODULE, £ NOTE REFER TO THE WRING OUAGRAMS INTHE REFERENCE SECTION OF TH PUBLICATION FOR CONNECTOR ANO IOENTINCATION, iedtem §=CRANKSHAFT SENSOR CIRCUIT ‘There is no ECM OBD monitoring of this circuit. Intermittent loss of the signal will cause engine misfire andor staling, Total loss will stop the engine completely ‘The crenkshat sensor, located onthe engine front timing cover, produces an [AC wotege. The sensor output votage to the ECM wil increase rapidly 2s engine speed increases from cranking to runing, ‘CRANKSHAFT SENSOR SIGNAL eta a eee eon Fhanaananannan RAMAN as — m4 T msec me of | 82 Disgnostes POSSIBLE FAULTS: DIAGNOSTIC NOTES: Incorrect sensor core gap ‘Open circuit ox short cxcut wiring between ECM and crankshaft sensor Poor ground connection between the sensor shilding end bulkhead ground stud Detective cankshatt sensor Damages toothed wheel ‘The crankshaft sensor signal can be monitored with an oscilloscope. ‘Te crankshaft AC voltage output can be measured between ECM yellow connector pins 13 and 24 25 volts AC @ 1000 rpm (eppreniatel 5.0 volts AC @ 3000 cpm (approximate) The sensor coi resistance should be 1.25 to 1.45 klo ohms at 70" Replace the sensor if the resistance is incorrect ‘Te sensor sir gap should be 0.020 - 0,040 in. Ifthe ga i incocect, remove the mounting bracket from the engine and the crankshaft sensor from the mounting bracket, File the mounting bracket to reduce the oore 2p. Instal the assembly and recheck the gap. To check the crankshaft sensor circuit, disconnect the ECM yellow conneeto’ and the eankshaft sensor connector. Check for an open c- cuit ora short crcuit to ground between the ECM yellow connector pin 13 RED wice and the crankshaft sensor connector, and the ECM yelow connector pin 24 (BLUE wire} and the crankshaft sensor connector. Check the crenkshatt sensor shield connection to ground at the harness side ofthe crankshaft sensor connector pin 2. Ian engine misfire is accompanies by erratic tachometer readings, suspect a poor crankshaft senso: output Continued at left on foldout page.£9 sonsouberq CRANKSHAFT SENSOR CIRCUIT TOOTHED WHEEL FOR OMNGE (was oamace rounor TS | erainAs necessany cuore ancar severe | —rs amon ae ~ | crateSHat Senson | ‘SCOWEST SOU YELLOW “Conmecton 1 See eee Soe seueae psn crates SoN80R RETREAT] ———— (_SHERRVEISE “Ep remmeggeemme ek nl REFS mn aa . eNom eFERO DAGNOSTIC MATA INVESTIGATE OTHER CAUSES 9 a PJ 3 ra 2 = Py a a m FA Q ° 2 Q 2 3 is 3CIRCUIT DIAGRAM: ‘CRANKSHAFT SENSOR: ALL VEHICLES AND MODEL YEARS SxTTERY POWER suPrEY pw TACHOMETER we (0000-ey XS us) —— a0) + +0} ‘GNTION GO eee | _sore-nascncur, wo myisecny | @ ENGINE CONTROL MODULE. ToNTiOn MODULE ie cemm IGNITION PRIMARY AND SECONDARY CIRCUITS ‘Te ignition mdule is contraled by the ECM. This functon is monitored by the ECM and faults ae flagged 2s DTC 24, Tere are no dagaostic rouble ‘codes forthe remainder ofthe system; however, DTC 26 can be flagged if thet is @ severe ignition mis, resulting in excess oxygen inthe exhaust. ‘The ignition module switches the ignition col rena cxcut to ground. The «ol saturation period (dwell and peak col current are also controled by the ignition module. function cae “stall tuna” prevents the col overheat- ing and batter discharge the ignition i et ON without the engine running. ‘The coil current is cischarged slowly to avoid causing a spark. “The inition secondary system uses a standard distributor rotor am and cap. ‘The distributor has no affect on ignition timing; tis simaly 8 rotating switch {or the secondary curent DIAGNOSTIC NOTES: 11 Toe iition secondary circuit canbe monitored with a standard ignition ‘osciloscope. 2 The ignition module in 1990 MY XU vehicles has 4 wires plus @ round; al lter vehicles have 3 wite plus ground module. The Svire ‘madule can be used to replace the 4-wire module without modifestion. 2. If misfiring occurs at high engine speed or load, check the distributor positon in elation tothe engine poston. The distributer poston is set ‘sng special too! 1D 189 with the number 1 cylinder at TDC on the com pression stoke, ‘SET DISTRIBUTOR POSITION WITH NUMBER 1 CYLINDER ‘AT TDC ON COMPRESSION STROKE 4A fauitia the ignition system primary etcuit will cause staling oF a “no start condition. If there is no spark, use the agnostic procedure shown ‘on the opposite page, ‘A fault inthe ignition system secondary cuit will usualy cause an engine misfire. Use these exemgles of ignition secondary voltage osc loscope patterns 28a guide to dagnosing the problem: "EXAMPLES OF IGNITION SECONDARY VOLTAGE ‘OSCILLOSCOPE PATTERNS: » SRM OHBunaranaasae Continued at let on foldout page. 64 Diagnostics$9 sonsouberg Se iS a) SECONDARY CIRCUITS ‘CONDITION: NO START CAUSED BY IGNITION FAULT TesT1 how wir west y Test2 mest2 y oT sero neccr aah” @§ an| © reste tS NORBERT Ho vx ea chancenane mae ESE | FOMOFON S| smu newnovon 5 SoA ROTER On. relay: \SUALLY SPECT THE HIGH TENSION SYSTEM DISTABUTORCH® SHOULD CLEAN. RY AND HAVE NOC I AUVGNOD4S sila fa} § | 3 2 z F 5 EY > 2 5NO DTC ENGINE STALLING CONDITION SYMPTOM: A momentary loss of engine power, o¢staling; the engine restarts immec ‘ately. The CHECK ENGINE MIL remains off and no DTC is flagged Use this procedure to dagnase and repair the stalin condition. All ofthe steps in the procedure must be completed, DIAGNOSTIC NOTES: 1 Stang can occu rom high tension tracking caused by dit accumulating fn the ignton cl high tension (HT) tower. 2 1998 MY vehicles - Hella relays are marked with @ manufactur ing date code. The fst 1wo digits indicate the week: the last digit ind cates the year. Code 183 indicates the 18th weak of 1963, 3 Engine ueting correction (dynamic can be monitored by using JOS or POU to rae the axygen sensor feedback voltage IHOZSFBI. Ifthe feec- ‘back voltage is between 1 and 4 vols, the fueling is nocmal. If the eedack votage stays below 1 vt, ook for causes of ich running (DTC 23); fhe feedback votage stays above 4 volts, look for causes of len ‘uoning (OTC 26). ‘OXYGEN SENSOR FEEDBACK ous FUEL MIXTURE During closed lon fueling, the oxygen sensor “raw” votage (signal vo- ‘29 10 the ECM normally swings between 0.2 and 0.8 vot If the oxygen sensor becomes contaminated oF the heater is inoperative, the sensor ‘canbe "lazy". Alazy sensor may show voltage swing of 0.3-0.7 volt ‘er even lass, The oxygen sensor raw voltage can be monitored using POU HO? S RAW, ‘OXYGEN SENSOR VOLTAGE TRACE: PDU H0ZS RAW (70 1 SRNGS PER MINUTE AT IDLE {66 Diagnostics 4 During 1994 MY, gold-plated connector pins were introduced to prevent corrosion and esistance buildup. The gold plated pins canbe identified ‘by their cole A. caution: Tinplated pins and gold plated pins must not be matched: they are not compatible YY19 sousousaig ENGINE STALLING CONDITION pe -—,— re WY _——— = —_ i ‘SET GASE IDLE SPEED n FH 2 FA fa cy ei Fs c £ Fa a Q fe} Fe i} | fe} EContents Specifications 3 Engine Management Systems Wiring Diagrams and Data XJ6 1990 Model Year 4-5 XJ6 1991/92 Model Year 6-7 XJ6 1999/94 Model Year 8-9 XJS (4.0L) 1993 Model Year 10-11 XJS (4.0L) 1994 Model Year 12-13 Reference 1Reference AJ6 4.0 Litre Engine Test Specifications Engine Menagement (fuel injection; ignition; fuel delivery; evaporative emission control) Valve clearance intake and exhaust) Spark plugs and gap Ignition coil resistance (measures at 68° F) Ignition coil power consumption Firing order (Distributor) Ignition high tension wire resistance Fuel pressure Idle speed (normal operating temperature) Compression pressure Microprocessor controlled engine management system (15 CU) 0.012 ~0.014 in, Champion RCSYC 0.038 in. Primary winding: 0.5 Ohm « 10% Secondary winding: 6 KOhm # 109% Engine stationary: 5 -6.5 amps Engine running: 2.5 -3 amps Firing order: 1,5,3,6,2,4; Rotation: clockwise (viewed from above) Coil lead (King lead): 1.8 ~ 4.1 kOhms Plug 1: 8.6 - 13.2 kOhms Plug 2: 6.0- 14.0 kOhms Plug 3: 6.6 - 15.5 kKOhms Plug 4: 7.7 - 18.2 kOhms Plug : 9.5 - 22.3 Ohms Plug 6: 9.1 ~ 21.4 kOhms 34-38 psi at idle (vacuum connected to fuel pressure regulator) 42 ~ 45 psi (vacuum disconnected from fuel pressure regulator) ‘Automatic NEUTRAL Manual 700 = 50 «pm (automatic) 800 + 50 rpm (manual) 160 - 170 psi (max 10 psi differential between cylinders) Note: Compression pressure should be checked under the following conditions: ‘all spark plugs removed throttle full open. ‘engine at normal operating temperature * vehicle battery fully charged Reference 3v XJ6 1990 Model Year Engine Management System ‘CONNECTORS Erase (Soa era roe SE ace ieoraleetri de ease” seh tur Socket eo ‘raven roorwee Ene hansen Eo GROUNDS INPUTS / OUTPUTS. 4 Referencevy XJ6 1991/92 Model Year Engine Management System connectors g Rae oes Se pa aces = A aeSee oe Sine caput scent & Bene, Br eater agnor crounps inputs oureurs Ger ier ggeemaumacer se = z 6 Referencee Mass ‘COOLANT IDLE SPEED EMS MAIN ‘AIR FLOW CRANK. "TEMP. AIRTEMP. CONTROL RELAY SENSOR SENSOR SENSOR SENSOR’ VALVE. wef Sil 5/3 5\6) ‘Trans. CONT. MODULE re A USS OY (SERIAL COMMUNIOATIONS) @ ENGINE CONTROL MODULE [esr tomer surrey © taon sworn roven suey EGR EGR TEMP.SOL. VAC. PURGE VALVE THROTTLE POSITION SENSOR ‘OXYGEN ‘SENSOR SENSOR VALVE Ht Sa] 25) ge >| ‘TRANS. CONT. MODULE (ON, TIMING SELECT) INSTRUMENT PACK (ROAO SPEED) ‘TRANS. CONT. MODULE (ENGINE SPEED) INSTRUMENT PACK (FUELING FAULT) TRANS, DECODER MODULE (DLE FUEL) ‘TRANS. CONT. MODULE (IGN. RETARO) COMPRESSOR CLUTCH (DLE STEP) INSTRUMENT PACK (FUELING PULSE) og INSTRUMENT PACK (TACHOMETER) TRANS. CONT. MODULE (ENGINE LOAD) SE os 2 iste SERIAL COMMUNICATIONS Ye ts BATALINK CONNECTOR vu ms FUELINJECTORS XJ6 1990 Model Year cd | rust pune | RELAY FUEL PUMP [AIR INJECTION RELAY AIR INJECTION SOLENOID VALVE ‘AIR INJECTION PUMP HK 1GNTION CON. Reference 5XJ6 1991/92 Model Year Ld ass eoouaxt ue speeD ton EMS MAIN ‘AIR FLOW CRANK. TEMP. ‘CONTROL THROTTLE EGRTEMP.SOL. VAC. PURGE © OXYGEN | FUEL PUMP meu Soison__Sewson_sensoa Suwon’ “Quire _posmonstvson“Sewwon “yAive" VALVE _ SERGOR nd all ee ola 7a) yf yf ul sas ohh othe oh bh oh : @ 2 sissp] =| >]; Bla] al Biisls] «aS sla] 3]s) 2 >]; > Baar Se bam pe tins PSE ! tse p> BW r ht “a = ~ sins fp aN ! 7 Raw. CONT. MODULE (GN. THING SELECT) = : Ey Maran ncn soto se f-ca a INSTRUMENT PACK (FUEL LEVEL) obec ae Ly awe. com os ore sec + f : _/ spas, CODER MODULE (DLE FUEL Sr Mo —fae vet + 7 IR INJECTION oo = Tie Go NOOR a TR maw is boos on 1PF feels : coveressoncon tur ste tion pose B__/ usTRUMENT PACK (FUELING PULSE) ima | Ue ven Ros ‘GB ™ BY INSTRUMENT PACK (TACHOMETER) /—BIL pe > ray ue a 7 “22. a EW TRANS. CONT. MODULE (ENGINE LOAD) sa = = AR RGEeTON a = = sotnoo Ave a 7 SEES ce comcanons : 4 om som a <=" BO on a Fe Lo or 4 AIR INJECTION Ke) uae oe si = d ne ee mE, GR oe ue 7 i om | ve you ceate X—7rrans. cont. mooute ww Fi cc TZ va common tooue oY Yoo Tearon woout [esrren rower surrey D sewmon suosenrowen suey onGULT ArmOMMATE ELECTRA. GUEyw XJ6 1993/94 Model Year Engine Management System connectors ‘anounos wwpurs OUTPUTS Sete oe PETE i Snes =| eet z 8 ReferenceXJ6 1993/94 Model Year ¥ mass coouant woLe speeD cor amriow crank. “Tew.” artewp. "Contnot THROTTLE _EGRTEMP.soLVAc, PURGE OXYGEN oxvaen sens. SENSOR SENSOR SENSOR SENSOR VALVE” __-POSITIONSENSOR “SENSOR VALVE VALVE SENSOR TR RELAY w}—s alias o oc] & ne U2 gery Hue ni B J J Bg a = = ratte so +t —# vy —t we 4 oe kan ath ath at pp te hh mabe bos we = w}-—2 zee] «| fala] gl al at ofa slal 2/8] 2] | li >| a =a ree i ™ Towrowen t ue REL Jp me 1S vet uM nes Pe ! Mo Foye rene pp Be | ar SEE om =F of Vee | feo pe az oo Dy Ran, CONT. MODULE (GN. THANG SELECT “Cc | me em res pe mr i ww. oP ge <— H NST RUMEN PACK ENGINE SPEED = reas EL + on A INE a ee | pee De TRANS, CONT. MODULE (ENGINE SPEED) ts reas DB a oh BU/ TRANS, DECODER MODULE (OLE FUEL) = reves pe rt Fens fo-GE wea tte SU 7 Trans, CONT, MODULE IGN. RETARD) ra TTL ow FUEL PUMP ae IiSTRUMENT Pho GOW FUELLEVED eae DE u : : smmuccrion PROTECTION Fear fp Ste rt U7 nsTRUMENT PACK (ROAD SPEED) RELAY monu! = ron Pc uc 7 capi 4 \NSTRUMENT PACK FUELNG FALL al ow a on — atc on a INSTRUMENT PACK (FUELING PULSE) fel 33 (COMPRESSOR CLUTCH (IDLE STEP) ey Py i Bae Re rena Be PW} TRANS, CONT. MODULE (ENGINELOAD) mice eon bw weg AIR INJECTION on) ope ATAU SERIALNPUT SOLENOD VALVE . fos pas Sorta unacsema ouTrur re eee ie 1 Paar Feuos 4Z— Be e a am we rs rows pt — TES AIR INJECTION nes Poa rn 3 oS PUMP: on = a xs lw 7 vn ° eon Ew ms ra mpot +O7F non Be e Ee Pn we _ Few2s SB 6. IGNITION COIL ao wtipowen we an FUEL MJECTORS x A) @ —_ ws ENGINE CONTROL 2 NODULE 3 M Tanmion MODULE cons Aeromare mck Une Reference 9 [Clesrrenr owen surrey © sreon sro rowen sueyXJS (4.0L) 1993 Model Year Engine Management System = Sareea 22 Seo Blues, SRN ties evr” Anvevremone sats ‘Straeo voLrAat: 20v 870" aC) a 10 ReferenceXJS (4.0L) 1993 Model Year Mass cooLaNt IDLE SPEED OR es MAIN amriow crank. “Tenp. ainTewe. —“contmot THROTTLE EGRTEMP.SoLVAC. PURGE OXYGEN FUEL PUMP RELAY SENSOR SENSOR SENSOR SENSOR VALVE” __POSITIONSENSOR SENSOR VALVE VALVE _ SENSOR RELAY 2 a c b nde re dun 4 —* me vel fe oefeaiys ob bb bbe cafe fe uele Te ues Te u nm @ o— “l [ oefost un 19] sa] aga] Si Ee N baal 2 TowpoWeR TWELLOM ef W a Pou ; ss BS. Y om bs ane fy S- ann Hy (=) 8 Se fp tes F ra ta ft H UN 7 "TRANS. CONT. MODULE (IGN. THANG SELECT) FUEL PUMP nowt use PGR + + ot COMPRESSOR CLUTCH (IDLE STEP) oot BB on PL_7 TRANs. CONT. MODULE (ENGINE SPEED) te po. pt 20 sen Dror ; “TRANS. CONT. MODULE VOLE FUEL) . sen Doe |: SU) ans. CONT. MODULE (GH. RETARO) > eH == EES I WL) sTRUMENT PACK ROAD SPEED) bo low a co os te ; INSTRUMENT PACK LOW FUEL LEVEL) al 1m ca : 7 aTRUMENT PACK FUELING FAULT cere v n we INSTRUMENT PACK (FUELING PULSE) AIR INJ. RELAY | yyy Pa ‘TRANS. CONT. MODULE (ENGINE LOAD). ey 3 aad os eee SB B feser gd BY bu oioe2 w oon insrRUMENT PACK Wau ECT wee Ls oo uJ ‘SOLENOID VALVE Si — co = soe : ‘im. SERAL CoMUNCATIONS oe eet sa USE BATACINK CONNECTOR Gy Loa a os AIRIRJECTION 8 So) Bees Bint ae ena Coanneat ons) a Sor wat 28 une ze Hu KB Ku wsu_ ust Se wm Pome o— 38 z we ‘GR usa! mer us = wal Ot + un oS wo] IGNITION Con. 0 = Pm . we Pm ox PoweR| ane x) FUEL INJECTORS, ont we") @ rae ENGINE CONTROL * tanmion soa dV 7 |. = [esr rowan surrey © roveron sverorDroven suery cOnGULT ArmOPRATE ELECTRA GUOE Reference 11XJS (4.0L) 1994 Model Year Engine Management System CONNECTORS ‘GROUNDS INPUTS / OUTPUTS 12 ReferenceXJS (4.0L) 1994 Model Year “7 mass cooLant tole SPEED FoR EGR EMS MAN AR FLOW TEMP. AIRTEMP. "CONTROL THROTTLE TEMP. SOL VAC. PURGE OXYGEN FUEL PUMP. RELAY SENSOR SENSOR SENSOR “VALVE” _—_POSITIONSENSOR SENSOR VALVE VALVE _SENSOR RELAY se} ww a aw A rv oA} | hd 4 Bl i) os f cs UU Lit L LY | : ane unlaleleley> wh fe oe php eee o SE ale ap le wel eo ee > 2 wa No No | 4 4 g = | 5 Fe Sa saggy a ea 4 a3 ta ve] ES ia . : a AA ; = ~ Lom powen| a eal m1 u (YELLOW) uss: fo Hat : a pws ; 6 Lam t Tp we K ; : BSE ! 9 tT ni tee peo. fo R FEE =i we ta wre tren PR tt 7 TRANS. CONT. MODULE (GN. TIMING SELECT FUEL PUMP FL me : mw PROTECTION oP a r COMPRESSOR CLUTCH (OLE STEP) MODULE Sipe rs tt 217 TRANS. CONT. MODULE (ENGINE SPEED) wee Poy i; 287 spans. CONT. MODULE (OLE FUEL) No__fop cou pas U7 TRANS. CONT. MODULE (GN. RETARD) = or ptet qo Wy usrRuMent PACK ROAD SPEED) aaa ces Pot LS0_Y wistmueNT PACK (LOW FUEL LEVEL) a ratihey wa cee Daw 57 Tp conuren (uEuna FAULT ‘ aa : " AIRING. RELAY “RiP COMPUTER (FUELING PULSE) pes ow 4 “TRANS. CONT. MODULE (ENGINE LORD) oe ‘om foe “ Rae om Bae & [ee a INSTRUMENT PACK, —_wsu ARDLECTON es fp Po TACHOMETER) SOLENOID VALVE oe ome a = Pee wSe 3 PH pee DATAUNK SERIAL OUTPUT ten fo 7 DATALINK SERIALINPUT rs uma.12 KUL on AIR INJECTION Soa pts PUMP. isi ror Tete ep e 2: Pn nm usr unr) ry ‘use sun | tenp ot a Ls oF wen Bog Tree es wa on Dae 7 e milet +07, eB an o fl wo "amon cn. ape wa oad mm oe en pe waa a vit PoweR FUEL INJECTORS ot) @ le . al a lp ENGINE CONTROL, a coe “ fron fom oes uw [lesen rowensurny sermon sorter rowen suey CONSULT APPROPRIATE ELECTRICAL OUDE Reference 13,@ ENGINE MANAGEMENT 3.2 AND 4.0 LITRE aye CONTENTS DESCRIPTION ACRONYM OPERATION OPERATION PAGE No. No. AIR CONDITIONING SIGNAL . BASE IDLE SPEED ........ COMPONENT DETAILS .... COMPONENT IDENTIFICATION CRANKSHAFT POSITION SENSOR - CRANKSHAFT POSITION SENSOR CRANKSHAFT POSITION TIMING Ril CRANKSHAFT POSITION TIMING RING DISTRIBUTOR IGNITION .. DISTRIBUTOR IGNITION CAP DISTRIBUTOR IGNITION CARBON BRUSH DISTRIBUTOR IGNITION LEADS ..... DISTRIBUTOR IGNITION ROTOR ARM ...... ENGINE COOLANT TEMPERATURE SENSOR .... ECTS .- ENGINE COOLANT TEMPERATURE SENSOR .... ECTS DESCRIPTION . SETTING + 18.1-18 +++ 18.30.14... 18.1-19 + 18.20.20 -.. 181-14 + 18.20.10... 181-13 18.20.22 ... 181-12 + 18.20.11... 181-15 18.20.23 DIAGNOSTIC CHECK 18.1-16 ENGINE COOLANT TEMPERATURE SENSOR .... ECTS RENEW ...... 18.30.10 ... 181-17 ENGINE MANAGEMENT SYSTEM ...... INTRODU + 18.1-08 ENGINE MANAGEMENT SYSTEM . DESCRIPTION + 18.1-06 DIAGRAM .. + 18.1-04 ENGINE MANAGEMENT SYSTEM SCHE! FUEL INJECTORS. : FUEL INJECTORS, FUEL PRESSURE REGULATOR . FUEL PUMP RELAY . FUEL RAIL. IDLE AIR CONTROL VALVE IDLE AIR CONTROL VALVE DESCRIPTION RENEW RENEW RENEW RENEW |. DESCRIPTION RENEW 18.10.02 19.45.11 18.30.30 -.. 18.1-25 19.60.13... 18.1-11 fevsses 181-23 18.30.41... 18.1-23 IDLE AIR CONTROL VALVE HOUSING GASKET . RENEW 18.30.56 -.. 181-24 IGNITION AMPLIFIER . : RENEW. 18.20.30 ... 181-15 IGNITION COIL RENEW 18.20.32... 181-14 RENEW DESCRI 18.1-25 IGNITION ‘ON’ RELAY - INERTIA FUEL SHUTOFI & RESETTING = 181-24 INERTIA FUEL SHUTOFF SWITCH .. ses IPSS ....... RENEW .. + 18.1-24 INTAKE AIR TEMPERATURE SENSOR las. + DESCRIPTION’ + 18.1-17 INTAKE AIR TEMPERATURE SENSOR ses IATS......, DIAGNOSTIC CHECK . seceseses 181-16 INTAKE AIR TEMPERATURE SENSOR las RENEW 18.30.52... 18.1-17 INTAKE ELBOW . an RENEW 18.40.13... 18.1-22 INTAKE ELBOW TO THROTTLE HOSE RENEW «2... 18.40.14 ... 18.1-21 MASS AIR FLOW SENSOR testessssMAFS 22.) DESCRIPTION + 18.1-19 MASS AIR FLOW SENSOR SsMAFS ..... DIAGNOSTIC CHECK . MASS AIR FLOW SENSOR -MAFS ..... RENEW. PARK / NEUTRAL POSITION DESCRI POWERTRAIN CONTROL MODULE EI RENEW .. POWERTRAIN CONTROL MODULE ENGINE — PIN CONNECTIONS . PCME . : SPARK PLUGS ......0..0000 CLEAN &ADJUST ... 18.20.01 ... 18.1-13 SPARK PLUGS ............- RENEW ...... 18.20.02 .-. 18.1-13 + 18.1-22 + 18.1-22 THROTTLE POSITION SENSOR THROTTLE POSITION SENSOR DESCRIPTION ......... RENEW ...... 18.30.17$42 ENGINE MANAGEMENT 32 AND 40 LITRE @ ‘TRADITIONAL NAME AIR CONDITIONING SIGNAL AIR FLOW METER ‘AIR PUMP RELAY ‘AIR TEMPERATURE SEN: COOLANT TEMPERATURE SEI CRANKSHAFT SENSOR CRANKSHAFT SENSOR TOOTHED GEAR .. CRANKSHAFT POSITION FiMING RING DISTRIBUTOR . DISTRIBUTOR CAP . DISTRIBUTOR CARBON BRUSH .. DISTRIBUTOR LEADS .. : DISTRIBUTOR ROTOR ARM ... ELECTRONIC CONTROL UNIT FUEL PUMP RELAY GEAR BOX SENSOR . IDLE SPEED CONTROL ACTUATOR . IGNITION AMPLIFIER INERTIA SWITCH INJECTORS THROTTLE PO’ AIR CLEANER TRANSMISSI SOLENOID VACUUM Vs EGR SOLENOID VALVE ... EGR TEMPERATURE SENSOR .. EXHAUST GAS RECIRCULAT ‘TEMPERATURE SENSOR FUEL PUMP. FUEL PUMP MODULE LAMBDA SENSOR « PURGE VALVE . COMPONENT IDENTIFICATION (NEW NAME SAE J1930 . AIR CONDITIONING SIGNAL | MASS AIR FLOW SENSOR ...... | SECONDARY AIR INJECTION RELAY. INTAKE AIR TEMPERATURE SENSOR . + ENGINE COOLANT TEMPERATURE SENSOR . . CRANKSHAFT POSITI 1 DISTRIBUTOR IGNITION ..... 1 DISTRIBUTOR IGNITION CAP | DISTRIBUTOR IGNITION CARBOT BRUSH . DISTRIBUTOR IGNITION LEADS DISTRIBUTOR IGNITION ROTOR ARM POWERTRAIN CONTROL MODULE ENGINE ..... sss PCME : FUEL PUMP RELAY. * FPR PARK / NEUTRAL POSITION SWITCH |..... PNPS IDLE AIR CONTROL VALVE . IGNITION AMPLIFIER . INERTIA FUEL SHUTOFF SWITCH FUEL INJECTORS . THROTTLE POSITION SENSOR . AIR CLEANER . TRANSMISSION CONTROL MODULE SECONDARY AIR INJECTION ‘SOLENOID VACUUM VALVE . EXHAUST GAS RECIRCULAT SOLENOID VACUUM VALVE HEATED OXYGEN SENSOR EVAPORATIVE EMISSION CONTROL PURGE CONTROL VALVE ....... For Torque Figures see Section 06 and the Table at the end of this Section 781-2 Tesue 2 January 93B ENGINE MANAGEMENT 3.2 AND 4.0 LITRE Ay a COMPONENT DETAILS COMPONENT ACRONYM — LOCATION FIXING Battery Battery tray (Boot) Bolt Crankshaft Position sensor cKPS: Timing chain cover Allen screw C/shaft Position Timing Ring CKPTR Crankshaft pulley Bolts Distributor Ignition oy) Engine RH front Bolt Engine Coolant Temp. Sensor ECTS. Thermostat housing Body union Fuel Filter Ujside rear footwell LH Nuts and bolts Fuel Injectors Fl Inlet manifold Retaining clips Fuel Pressure Regulator Fuel rail Union nuts Fuel Pump Module FPM Inside fuel tank Mtg. rubber Fuel Pump Relay FPR Boot RH rear Securing tab Fuel Rail Inlet manifold Bolts Heated Oxygen Sensor Ho2s Exhaust downpipe Body union Idle Air Control Valve lacy Inlet Manifold Screws Ignition Amplifier A Engine comp’t RH front Screws Ignition Coil Engine comp't RH front Bolts Ignition ‘ON’ Relay Passenger footwell Securing tab Inertia Fuel Shutoff Switch IFSS Driver footwell Screws Intake Air Temp. Sensor lats Air inlet elbow Body union Main Relay Engine comp’t Securing tab Mass Air Flow Sensor MAFS Air filter outlet Retaining clips Park/Neutral Position Switch PNPS. LH side gearbox screws. Powertrain Control Module PCME Passenger footwell Screws Sec. Air Inj. Pump AIRP Engine LH front Nuts and bolts Sec. Air Inj. Relay AIRR Engine comp't LH front Securing tab Start Relay Engine comp't LH front Securing tab Start Switch Column switch assembly Throttle Position Sensor TPS Ujside Throttle Body Screws CABLE COLOUR CODES: N- Brown B-Black W-White K-Pink G-Green R-Red Y~Yellow O-Orange S~Slate L=Light For Torque Figures see Section 06 and the Table atthe end ofthis Section “August?aye ENGINE MANAGEMENT 3.2 AND 4.0 LITRE @ |. Fuel Pump Module (FPM) 16. Fuel Filter 7, Fuel Rail 18, Fuel Return 19. Fuel Pressure Regulator 20. Fuel Injector (Fl) 21. . Idle Air Control Valve (IACV) 22 . Intake Air Temperature Sensor (IATS) 23. |. Mass Air Flow Sensor (MAFS) 24. |. Throttle Position Sensor (TPS) 25. . Fuel Pump Relay (FPR) 26. . Main Relay 2. . Ignition ‘ON’ Relay 28. |. Inertia Fuel Shutoff Switch (FSS) 23. . Start relay Start Switch Battery Park / Neutral Position Switch (PNPS) Air Conditioning Signal (A/ CS) Idle Override/Road Speed Signal VCM1 MIL Lamp VCM1 Fuel Used and DTC Powertrain Control Module Engine (PCME) Ignition Amplifier (IA) Ignition Coil Distributor Ignition (DI) Crankshaft Position Sensor (CKPS) Engine Coolant Temperature Sensor (ECTS) Heated Oxygen Sensor (HO2S) Fig.1 Engine Management System For Torque Figures see Section 08 and the Table at the end ofthis Section 18. -4 ‘August 92B ENGINE MANAGEMENT 3.2 AND 4.0 LITRE En 13 ad 141 114 25 13 a8 HIGH POWER BOARD LOW POWER BOARD BLUE CONNECTOR (B) YELLOW CONNECTOR (A) 1. Ignition output 2. AIRR output 3. MAFS ground 4. spare 5. EVAPP output Trans. Shift in progress. input 6 spare Low fuel level. input 7. HO2S heater relay. output Trans. Shift up / down. input 8 EGRT input Road Speed. input 9. Trans. Load signal. output spare 10. Ignition Supply 12V. input 11. Heavy current ground MAFS Idle Trim. input Engine Speed. Output to Trans. 12. Injector Supply MIL output 13. Injector Drive CKPS input 14. 12V Supply (BAT) ‘TPS Wiper. input 15. IACV (A) output Fuel Used / DTC output 16. IACV(D) output MAFS input 17. Injector Supply HO2S input 18. IACV (C) output HO2S ground 19. 1ACV(B) output 20. EGRS output 21. spare 22 Ignition Supply 12V. input 23. Heavy current ground 24. Small signal ground 28. Injector Drive 1. Serial Link out (K) . ATS input AICS Load signal. input . TPS Supply. output |. spare |. CKPS ground spare Fig.1 15CU PCME pin connections. For Torque Figures see Section 06 and the Table st the end of this Section “August 92Ay a ENGINE MANAGEMENT 3.2 AND 4.0 LITRE @ INTRODUCTION ‘The engine management system maintains optimum engine performance over its load and speed range by metering the fuel delivered to each cylinder and adjusting the ignition timing spark angle for the en- gine dynamic condition. These functions are performed by the Powertrain Control Module (PCME) (note that the modules for the two engine sizes differ in function and are not interchangeable), data is received from sensors located on and around the engine (Fig.1 Page 18.1-04), the PCME calculates optimum fuel quantity and ignition timing parameters from the data. Additional functions of the system include: Fuel Pump Module (FPM) contro! to prevent fuel flooding and / or spillage when the engine is stationary with the ignition switch in position ‘I. Cold start / Warm-up control to ensure sufficient fuel exists in the inlet port to provide the correct air / fuel mixture in the combustion chamber during the start and warm-up phase. Idle speed control to compensate for varying engine temperature and load conditions, e.g. the engaging or disengaging of the transmission (4.0 Litre automatic only) and /or the air conditioning clutch ‘Overrun fuel cut-off is used to improve fuel economy and reduce exhaust emissions by eliminating fuel supply when no engine power is required. Engine overspeed control to impose a maximum engine speed limit of 6100RPM. manual transmission. and 5800RPM. auto. transmission 4.0 Litre. Air pollution control to reduce exhaust emi haust emission regulations. Fuel delivery monitored to provide precise fuel used information to the trip computer. On Board Diagnostic System (OBD) fault monitoring to provide Diagnostic Trouble Codes (DTC) to the instrumentation system for display. A‘Limp Home’ feature permits continued engine operation on detection of certain sensor failures, the sensor failure being indicated by the Malfunction Indicator Lamp (MIL) on the instrument pack. Afuel level signal is used as an input to the OBD system. This is used to prevent false flagging of DTC if the fuel level is low enough to cause loss of fuel pressure. DESCRIPTION ‘The PCME contains a microprocessor and discrete electronic component circuits that provide interfacing to peripheral input / output devices, engine locations of which are shown in Fig. 1, Page 18.1-04. ions to levels which comply with the various country ex- ‘The microprocessor performs all system control functions and has a memory pre-loaded with system parameters that are accessed under software control. System response times are, therefore, reduced to a minimum and the system is rendered operational immediately the ignition switch is set to position ‘tI. System peripherals are as follows: Fuel Injectors (Fl): solenoid actuated devices which spray quantities of fuel into the inlet ports. Ignition Amplifer (IA): an electronic device which provides he low tension signal tothe coil, the coil gener ates high energy electrical pulses (HT) for distribution to the sparking plugs. Mass Air Flow Sensor (MAFS): a hot wire sensing device which monitors air flow into the inlet manifold for fuelling and ignition control. Idle Air Control Valve (IACV): a stepper motor driven device which varies the volume of air bypassing the throttle to maintain the programmed idle speed. On USA specification vehicles the valve is also used to limit overrun inlet manifold pressure. This is achieved by opening the IACV when the road speed is above 3mile/hat small throttle openings. The amount that the valve is opened is mapped againstengine speed and throttle opening. For Torque Figures see Section 08 and the 18.1-6@ ENGINE MANAGEMENT 3.2 AND 4.0 LITRE & 4 a Crankshaft Position Sensor (CKPS): 2 device which generates engine speed and crankshaft position in- formation for precise triggering of the ignition timing and fuelling control. ‘Throttle Position Sensor (TPS): a device which interprets the throttle position and movementto identity idle, acceleration and full power demands. Park / Neutral Position Switch (PNPS) (not manual transmission): a rotary switch monitors the gear se- lect shaft position. A decoder module uses the rotary switch information and outputs a signal to the PCME when ‘drive’ or ‘reverse’ is engaged from ‘N’ or‘P’. Changes to the IACV programmed to compen- sate for load changes. On vehicles fitted with manual transmission units, the switch input to the PCME is connected to logic earth. Heated Oxygen Sensor (HO2S) Relay: a device which controls the power supply to the Oxygen Sensor heater and Fuel Pump Relay (FPR) coil circuit to control the Fuel Pump Module (FPM). Engine Coolant Temperature Sensor (ECTS): an NTC thermistor which monitorsthe coolant temperature to control injector pulse width against engine temperature. Intake Air Temperature Sensor (IATS): an NTC thermistor mounted in the air inlet elbow. Provides air inlet temperature information for the PCME. Heated Oxygen Sensor (HO2S): a device which monitors the oxygen content of the exhaust to induce AFR corrections on catalyst equipped vehicles. Air Conditioning Signal (A / CS): the air conditioning compressor clutch operation is signalled to the PCME which induces idle speed corrections to compensate for engine load changes that occur when the clutch is engaged or disengaged. ‘Secondary Air Injection Relay (AIRR): controls the injection of air into the exhaust system on vehicles fitted with exhaust emission control. Idle Fuel Control: on catalyst equipped vehicles the PCME monitors the AFR correction applied at idle and automatically adapts the fuelling to the centre of the control range. No adjustment is required, and there is no potentiometer on the SAM MAFS. On non-catalyst vehicles the MAFS. potentiometer is used to adjust idle fuel. This device is set during vehicle manufacture and only requires adjustment when the MAFS assembly, of which it forms an integral part, is renewed. Other system devices and communications are as follows: Ignition ‘on’ sensing: an input taken from contact 87 of the ignition ‘on’ relay which, in a ing power to the ignition coil, energises the main and FPR through the PCME. A timer is also initiated which, through the FPR, permits FPM operation for approximately 0.5 seconds to ensure that the fuel rail is pressurized prior to cranking Cranking sensing: determined by the PCME from the CKPS. Battery voltage sensing: an input taken from contact 87 of the main relay which, in adddition to applying power to the MAFS, Fl, EGRS, AIRR and HO2S heater relay, induces fuelling corrections that compensate for battery voltage fluctuations. Idle override: an input derived from the instrumentation system which, in addition to displaying the ve-~ hicle road speed on the instrument pack, inhibits the IACV at road speeds greater than 3 mile /h(4.8km rh. VEM 1: an output applied to the instrument pack to provide MIL indication of an engine management system fault \VEM 2: a dual purpose output applied to the instrumentation system to (1) identity individual DTC when the ignition switch is initially set to position ‘I, and (2) provide the quantity of fuel used signal to the trip computer when the engine is running. Fuel Metering An electrically driven FPM mounted in the fuel tank delivers fuel to the solenoid operated Fl via the fuel rail, the fuel pressure is controlled by a fuel pressure regulator. ‘Actual fuel pressure however, varies between 2.4 to 3.0 bar depending on the inlet manifold vacuum act- ing on the fuel pressure regulator diaphragm at the time. The differential pressure across the Fl nozzle therefore remains constant and the quantity of fuel injected for a given duration of injector ‘on’ (open) time is thus maintained constant. For Torque Figures see Section 06 and the Table at the end ofthis Section January 83 lesue? 181-74 4 g ENGINE MANAGEMENT 3.2 AND 4.0 LITRE @ ‘The Ftis a solenoid vaive operated by an electrical pulse. The duration of the pulse, and hence the quan- tity of fuel injected, is determined by the PCME on a basis of intake air flow (engine load) and engine speed, information derived from the MAFS and CKPS. This information is used to access. a mapped look-up table, containing injector pulse durations pertaining tossixteen engine loads at sixteen different speeds. Between load and speed sites, the values in surround- ing sites are used to calculate the correct pulse duration. Correction factors are imposed on the basic injector pulse to compensate for varying conditions. The resultant pulses are then normally applied to the Fl twice per engine cycle, i.e. once per crankshaft revol- ution, with only half the required amount of fuel being injected at each injector ‘on’ time. Fl pulse adjustments are necessary to provi Cranking enrichment during starting. After-start enrichment during warm-up. ‘Temperature enrichment during starting and warm-up. Demand corrections during idle, full power and acceleration. Voltage corrections for variations in the electrical system voltage. ‘Air Fuel Ratio (AFR) corrections for emission control 2s follows: Cranking enrichment: provided appropriate to the engine temperature when the starter motor is acti- vated. This is achieved by increasing the injector operating frequency from one pulse to three pulses per crankshaft revolution and is implemented by the PCME in response to the speed signal from the CKPS. Cranking enrichment terminates at an engine speed of 250 RPM above a coolant temperature of 42°C (07°F) and at 500 RPM below a coolant temperature of 42°C (107°F). After-start enrichment: the PCME increases the injector ‘on’ time above the temperature enrichment re- quirement, appropriate to the engine temperature from the ECTS. The after-start enrichment is then decayed back to the main temperature enrichment law (warm-up law) against time in seconds. The dacay time varies with temperature, short times are used with a hot engine and longer times following a cold start. mperature enrichment: provided during starting and warm-up. Thisis achieved by increasing the in- jector ‘on’ time above the fully warm requirement and is implemented by the PCME in response to an input from the ECTS. Demand corrections: provided for idle, acceleration (rate of throttle movement) and full power demands. This is achieved by increasing the injector ‘on’ time above that of basic reqirements and is implemented by the PCME in response to an input from the TPS. Voltage corrections: the PCME monitors the electrical system voltage, ie. the battery voltage. The time taken for an injector to open is affected by supply voltage and results in a corresponding change in the quantity of fuel delivered. The PCME compensates for battery voltage by adjusting the injector’on’ time accordingly. Air Fuel Ratio corrections: on catalyst equipped vehicles exhaust pollution is reduced to a minimum by ‘monitoring the oxygen content of the exhaust and correcting the air/fuel mixture to maintain an intake ratio of approximately 14.7:1. This is achieved by the PCME in response to an input from the HO2S ‘mounted in the exhaust downpipe. On USA specification vehicles additional air is also introduced into the exhaust system by a relay acti- vated AIRP and Secondary Airinjection Solenoid Vacuum Valve (AIRV). The AIR is controlled by the PCME fora variable time period depending upon the engine starting temperature. e.g. cold engine, a few min- utes; hot engine, a few seconds. Tesue2 January 93@ ENGINE MANAGEMENT 3.2 AND 4.0 LITRE aye Ignition timing The IA controlled by the PCME supplies the low tension voltage to the ignition coil which generates high tension pulses for the sparking plugs via the DI. Depending on the engine speed and supply voltage, the

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