Vauxhall - Cavalier - Workshop Manual - 1994 - 1994

GENERAL INFORMATION OA-1 SECTION 0A CAUTION: This vehicle Is equipped with an AIR BAG. Refer to CAUTIONS, Section 12, In this Volume of the Preliminary Service Information before performing any service operation on or around Air Bag components, the steering mechanism or wiring. Failure to follow the CAUTIONS could result in air bag deployment, resulting In possible personal Injury or unnecessary SRS system repairs. GENERAL INFORMATION CONTENTS Ref. Subject 1. GENERAL INFORMATION Page OA-1 1.1 PRINCIPLE FEATURES OF THE CALIBRA TURBO 4X4 Seats and Associated Items Instruments . Air Bag Road heels Brakes DOHC Turbo Engine Clutch/Flywheel Manual Transmission Transfer Box Propeller Shaft Exhaust System OA-1 OA-1 OA-1 OA-2 OA-2 OA-2 OA-3 OA-4 OA-5 OA-6 OA-7 OA-7 1. GENERAL INFORMATION The introduction of the four wheel drive Calibra Turbo is the first Holden production vehicle that is equipped with four wheel drive at the factory. This vehicle has a substantial number of changed vehicle specifications when compared to the two wheel drive models. The following provides a summary of these features, while subsequent Sections in this Volume detail more specific information relevant to the engine management system of the new C 20 LET turbocharged engine, and the permanent, four wheel drive system. 1.1 PRINCIPLE FEATURES OF THE CALIBRA 4X4 Seats and Associated Items Calibra 4x4 is fitted with leather trim on the seat covers, door panelling and the rear quarter panelling, as standard fitment. The seats are electrically heated and thermostatically controlled. Instruments While the arrangement of the instruments is the same as previous Calibra models, speedometer operation is now electronic, providing greater accuracy. The scale up to 60 km/h is now spread, providing better driver legibility in the lower speed range and the Calibra Turbo speedometer is now calibrated to a top speed of 260 km/h. OA-2 A four wheel drive telltale lamp for the four wheel drive system in the Calibra Turbo, is now included ('1' in Figure OA-2), that is illuminated continuously or flashes when a system fault has been detected and the normally permanent four wheel drive mode is disengaged. Refer to Section 4 in this Volume for more detailed information. Air Bag All Calibra models are now fitted with a driver’s air bag as standard equipment. Should a fault develop in the air bag s stem, an air bag warning lamp in the instrument pane ('2' in Figure OA-2), will be illuminated. Road Wheels Together with revised design wheel hubs, the Calibra 4x4 is fined with 5 hole, 6J x 16, light alloy disc wheels with a rim offset of 49 mm. These wheels are fitted with 205/50 ZR 16 tyres as standard. Note that snow chains are not to be fitted to these tyre and wheel assemblies. Rear wheel hubs are also drilled to accommodate the new road wheels. Brakes The front brakes on the Calibra Turbo, feature a revised design, single piston, front brake caliper with a piston diameter of 54 mm, with ventilated discs of 284 mm diameter. The rear brakes retain the fixed caliper, two 33 mm piston design, fitted to solid discs of 270 mm. The brake master cylinder has an increased bore size that changes from 22.2 mm to 23.8 mm to correspond to the increased diameter calipers fitted to the front brakes. GENERAL INFORMATION GENERAL INFORMATION OA-3 DOHC Turbo Engine The new 2 litre, 16 valve C 20 LET engine features a new integral turbocharger system with intake charge cooling and sequential fuel infection and knock control and is based on the existing C 20 XE engine. The engine management system used, is the Motronic 2.7, that is also used to control the intake charge pressure. For a more detailed explanation of the engine management system, refer to Section 6C in this Volume. Engine Data - C 20 LET Displacement . ................................................................................................................................................................ 1,998 cm Bore diameter ................................................................................................................................................................. 86.0 mm Stroke .............................................................................................................................................................................. 86.0 mm Valve Diameter - Inlet . ............................................................................................................................................................................. 33.0 mm - Exhaust ......................................................................................................................................................................... 29.0 mm Valve Stroke ................................................................................................................................................................... 8.5 mm Output at Engine Speed ................................................................................................................................................. 150 kW @ 5,600 rpm Maximum Torque at Engine Speed ................................................................................................................................ 280 Nm @ 2,400 rpm Compression ratio .......................................................................................................................................................... 9.0 : 1 Spark Plugs .................................................................................................................................................................... FR 7 LC 2 Engine Management with Knock Control and Charge Pressure Control ....................................................................... Motronic M 2.7 Fuel . ............................................................................................................................................................................... Unleaded 91 octane OA-4 Power and Torque Curves Clutch/Flywheel The clutch has been adapted to suit the increase in engine torque. This has been achieved by increasing the driven plate surface area and increasing the force applied by the Belleville spring in the pressure plate. As a general design change, the flywheel used on all Calibra engines is now of the 'pot' design. This change results in a higher mass moment of inertia that contributes to smoother running and a reduction in transmission gear rollover rattle. This now means that the clutch can be replaced only when the transmission has been removed. GENERAL INFORMATION GENERAL INFORMATION OA-5 Manual Transmission The Calibre Turbo is fitted with a newly developed, compact, fully synchronized, 6-speed manual transmission. Known as the F 28/6, the extra sixth gear, results in low engine speed at high road speeds, providing high engine torque and low fuel consumption. Essentially, there are no serviceable components within the transmission. Gear Ratios Gear Selected 1 2 3 4 5 6 Reverse Front Output Drive Axle Rear Output Drive Axle Ratio :1 3.57 2.13 1.46 1.10 0.89 0.74 3.32 3.72 3.70 OA-6 Sensing Switches In the transmission housing, in addition to the speedometer drive and reversing lamp switches, a first gear switch is also fitted. Both the reverse and first gear switch signals are used by the Motronic M 2.7, to disengage turbo boost when either starting from rest in first or reverse gear, to minimise the possibility of a loss of control of the vehicle, in these operating modes. Refer to Section 6C ENGINE MANAGEMENT in this Volume for more information relating to these switch functions. Shift Lever The shift selection arrangement on the leather covered shift knob has been changed to show the 6 speed ranges and reverse. Transfer Box The engine torque to the rear axle is transferred to the hypoid gear in the transfer box, via a hollow shaft, which is connected to the transmission and this diverts the power flow through 90°. The torque flows to the viscous coupling via a secondary planetary gear, comprising a ring gear, planet gears and sun gear. The outer housing of the viscous coupling is connected to the rear propeller shaft. A mufti-disc clutch plate controls the operation of the planetary gear set, with the inner discs being splined to the ring gear and the outer discs, to the outer housing. When the apply fluid pressure builds up from 3,600 -5,200 kPa, the clutch apply piston compresses the clutch pack, effectively locking the ring gear of the planetary gear set to the outer transfer box housing. This action engages four wheel drive operation. When the apply fluid pressure drops below a pre-set value, a spring pushes the apply piston back, releasing the clutch pack, thereby freeing the planetary gear set. When this occurs, four wheel drive operation ceases. For information relating to the servicing of the transfer box, refer to page K-176 in Volume 2 of the Vectra, Cavalier, Calibra Service Instructions (PM M403278). GENERAL INFORMATION GENERAL INFORMATION OA-7 Propeller Shaft With the independent rear suspension, movement by the road wheels during compression and rebound, results in undesirable motions for the smooth transmission of power to the rear wheels. The effect of these motions has been overcome by using a rear propeller shaft comprised of a number of different components, as indicated in Figure OA-12. Illustration Key 1 Homokinetic joint, front 2 Front and rear sliding gears with locking nut 3 Front and rear centre bearings 4 Universal joint 5 Single disc joint, rear Exhaust System The Calibra Turbo vehicle uses an exhaust system that has several special features, compared to the two wheel drive vehicle: - - The combination of the fantail manifold and front exhaust pipe are no longer used. - Exhaust gases are now collected behind the turbocharger and passed through to the exhaust system in a short baffle manifold, that is fitted with a spherical graphite seal ring, which effectively reduces vibration transfer. The pipe diameter used for this engine is 60 mm. OA-8 GENERAL INFORMATION - - The front muffler is of an absorption design, while the rear muffler is constructed for reflection and absorption. - - The entire exhaust system is also made from stainless steel, to improve life. - The catalytic converter has a larger, effective catalytic surface and to achieve the same outer dimensions, a metal construction has been adopted. Instead of the more conventional ceramic converter, a backing is processed from metal for the platinum/rhodium coating. This results in: Low dynamic pressure. Operating temperatures are reached more quickly An extremely effective conversion (more than 90%) of noxious substances. Illustration Key: 1. Stainless steel housing. 2. Metal backing with platinum/rhodium coating. For more detailed information relating to the turbocharger and associated controls, refer to Section 6A, ENGINE MECHANICAL in this Volume. FOUR-WHEEL DRIVE SYSTEM 4-1 SECTION 4 CAUTION: This vehicle Is equipped with an AIR BAG. Refer to CAUTIONS, Section 12, In this Volume of the Preliminary Service Information before performing any service operation on or around Air Bag components, the steering mechanism or wiring. Failure to follow the CAUTIONS could result In air bag deployment, resulting In possible personal Injury or unnecessary SRS system repairs. FOUR-WHEEL DRIVE SYSTEM CONTENTS Ref Subject Page 1. GENERAL INFORMATION ............................................................ 4-1 Ref Subject Page 3.1 SERVICE TIPS................................................................ 4-17 The Four-Wheel Drive Function ................................................... 4-2 Rear Axle .................................................................................. 4-17 Braking Safety ............................................................................... 4-3 Driveline ................................................................................... 4-17 Other Four-Wheel Drive Features ................................................ 4-3 System Isolation ................................................................ 4-17 2. COMPONENTS OF THE FOUR-WHEEL DRIVE SYSTEM Transmission/Transfer Box Overhaul ................................ 4-17 2.1 MECHANICAL, HYDRAULIC ......................................................... 4-5 Extract from the Wiring Diagram ................................ 4-18 Transfer Box .................................................................................. 4-5 Terminal Assignment of Wiring Hydraulic System for Four-Wheel Drive Disengagement........... 4-8 Harness Plug for E C U ........................................................... 4-19 Rear Axle, Rear Axle Mounting .................................................... 4-10 Diagnostic Trouble Codes ...................................................... 4-19 4-5 Driveshaft ....................................................................................... 4-11 2.2 3. 4. DIAGNOSIS .............................................................................. 4-20 ELECTRONIC, ELECTRICAL ........................................................ 4-12 Introduction ............................................................................. 4-20 Block Diagram of Electronics ...................................................... 4-12 General Instructions/Safety Measures ................................ 4-20 Survey of Four-Wheel Drive System ............................................ 4-13 Checking With TECH 1............................................................ 4-20 SERVICE OPERATIONS ................................................................ 4-16 4.1 TROUBLE CODE TABLE......................................................... 4-21 Hydraulic Fluid Level Control ...................................................... 4-16 4.2 F0: DATA LIST - Quick Check ................................................ 4-26 System Bleeding ........................................................................... 4-16 4.3 F5: ACTUATOR TEST.............................................................. 4-28 Transfer Box Maintenance ........................................................... 4-16 5. SPECIFICATIONS ................................................................ 4-29 6. SPECIAL TOOLS ................................................................ 4-30 1. GENERAL INFORMATION The Calibra Turbo 4x4 is equipped with a permanent four-wheel drive system; i.e. always engaged. The drive forces are distributed to the front and rear axles by a non-wearing fluid coupling (viscous coupling) integrated into the transfer box. The amount of power transmitted to the rear wheels varies according to requirement as a result of the difference in speed between the front and rear axles. A new feature in four-wheel drive technology is that, on braking at a speed over 25 km/h, the drive train is disengaged by a hydraulically controlled multi-disc plate and the four-wheel drive is switched off. The advantages of four-wheel drive are: a. Good driving even on slippery roads. b. Low slip when accelerating. c. Increased climbing ability on slippery surfaces. 4-2 FOUR-WHEEL DRIVE SYSTEM Figure 4-1 Figure 4-1 shows the climbing ability (A) at a certain frictional coefficient (B) for a four-wheel drive and for a normal front wheel drive. The constant four-wheel drive substantially increases driving and traction forces. The advantages of this can be noticed particularly when starting from rest and driving on difficult terrain such as unsealed roads or surfaces that have been made slippery by ice and snow. Driving under these road conditions presents few problems in terms of becoming bogged or losing traction, as the four-wheel drive function allows normal driving regardless of the road conditions. When braking, the same need for care applies as with a normal front wheel drive vehicle. THE FOUR-WHEEL DRIVE FUNCTION Engine, clutch and transmission form a unit, as in standard vehicles, and drive the front wheels. The rear wheels are driven fully automatically via: – – – – The transfer box (6) which is flanged onto the right hand side of the transmission and has an integrated viscous coupling and four-wheel drive cut-off, – A three part drive shaft (7) and, – The rear axle and differential assembly (8). The four-wheel drive is permanently and automatically effective - without any interaction required by the driver. Primarily it is the front axle that is driven but the amount of power transferred to the rear axle is changed by the viscous coupling as required, up to almost 100%. Because it is always engaged, the viscous coupling compensates when there is a difference in speed between the drive axles. Engine torque is therefore distributed according to the frictional relationships of the road surface. Illustration Key: 1. 1. Engine. 2. 2. Clutch, Transmission, Front Drive Axle and Differential, Front Wheels. 3. 3. Angle Drive with Hypoid Gear Teeth. 4. 4. Planetary Gear and Multi-Disc Clutch. 5. 5. Viscous Coupling. 6. 6. Transfer Box. 7. 7. Drive Shaft. 8. 8. FOUR-WHEEL DRIVE SYSTEM 4-3 BRAKING SAFETY For the first time, a new type of safety system has been integrated into this four-wheel drive design. When brake lock occurs on road surfaces with differing coefficients of friction on the left and right hand vehicle sides, e.g. dry asphalt on one side and dirt or gravel on the other side, four-wheel drive vehicles of this size range may swerve as, owing to the system, they display mutual influence of the axes caused for example by rigid four-wheel drive and they have no ABS. The vehicle turns on is own axis when the brakes are applied. On the Calibra Turbo 4x4, a hydraulically controlled multi-disc clutch, which is integrated into the transfer box, guards against such driving situations; i.e. the front and rear axle separated when four-wheel drive would be disadvantageous. At vehicle speeds above 25 km/h, the gear train is separated and the four-wheel drive disengaged within a fraction of a second when the brake pedal is actuated, even at the lowest temperatures. This means that the vehicle direction remains constant and ABS suitability guaranteed without engaging other systems. Illustration Key: A Start of braking. B Vehicle with four-wheel drive and rear axle disengagement (by means of multi-disc clutch). C Vehicle without rear axle disengagement. Figure 4-3 shows braking with (B) and without (C) rear axle disengagement and with differing road surfaces. OTHER FOUR-WHEEL DRIVE FEATURES 1. Unless the brakes are applied at vehicle speeds below 25 km/h, the four-wheel drive can remain engaged. 2. The four-wheel drive is also fully effective when coasting. 3. When the vehicle is stationary, the four-wheel drive is disengaged. 4. The vehicle can be raised, shunted or towed on one axle. 4-4 FOUR-WHEEL DRIVE SYSTEM SYSTEM BLOCK DIAGRAM Figure 4-4 Illustration Key: 1. Hydraulic Accumulator. 2. Control Valve. 3. Transfer Box. 4. Power Steering. 5. Fluid Reservoir. 6. Fluid Pump. 7. Electronic Control Unit. A Electrical connection, control unit to control valve. B Electrical connection, control unit to pressure switch. An inherent part of the new safety system used in the Calibra Turbo 4x4, is an electronic control unit that provides the necessary controls. The system is also equipped with self-diagnosis. A malfunction in the four-wheel drive is indicated by the illumination or flashing of the four-wheel drive telltale on the instrument panel. Instructions for customers when the four-wheel drive telltale illuminates or flashes are contained in the owner's manual. FOUR-WHEEL DRIVE SYSTEM 2. COMPONENTS OF THE FOUR-WHEEL DRIVE SYSTEM As indicated in Figure 4-4, the components of this four-wheel drive system can be divided into two main groups: Mechanical, hydraulic Electronic, electrical 2.1 MECHANICAL, HYDRAULIC COMPONENTS TRANSFER BOX The transfer box is flanged onto the transmission, on the right-hand side looking toward vehicle front and consists of the following parts: Illustration Key: 1 2 3 4 5 Drive via hollow shaft Ring Gear Planetary Gear Sun Gear Hypoid Gear 6 7 8 9 A Mufti-Disc Clutch Hydraulic Piston Cylinder Chamber Viscous Coupling To Rear Axle 4-5 4-6 FOUR-WHEEL DRIVE SYSTEM SYSTEM DIAGRAM - POWER FLOW The torque to the rear axle is transferred to the hypoid gears via a hollow shaft, which is connected to the transmission, and this deflects the power flow by 90°. The torque flows to the viscous coupling via a planetary gear set (comprising a ring gear, planet gears and sun gear), where the outer housing of the viscous coupling is coupled to the three-part propeller shaft. A mufti-disc clutch is positioned at the ring gear, the inner discs of which are connected to the ring gear, while the outer discs are connected to the housing and do not move. When the fluid pressure is built up in the cylinder chamber - 3600 to 5200 kPa, a hydraulically pressurised piston compresses the disc package and effectively locks the ring gear to the outer housing. This action engages four-wheel drive. When the pressure behind the hydraulic piston falls, a spring pushes the piston back, the multi-disc clutch releases the ring gear allowing it to turn again. This disengages four-wheel drive FOUR-WHEEL DRIVE SYSTEM 4-7 VISCOUS COUPLING The viscous coupling is a non-wearing hydraulic shear coupling which is used in the drive train to transfer torque to the rear wheels. The automatic slip-regulated torque split can be tuned to the special requirements of each vehicle. The outer discs (2) on the input side engage in the teeth of the housing (4), while the inner discs (3) on the output side, engage in the teeth of the hub (1) of the sun gear. The special qualities of the silicon fluid allow the coupling to transfer greater drive forces. As the viscous coupling is filled with a silicon fluid and completely sealed, repair work is not possible. 4-8 FOUR-WHEEL DRIVE SYSTEM When there is a small difference in speed between input at sun gear and output to drive shaft, the blocking resistance is overcome by the low viscosity of the silicon fluid resulting in slight slipping. When the difference is greater, the silicon fluid is sheared off between the discs. This produces heat and the pressure in the viscous coupling housing increases. The pressure increase causes a sharp increase in the viscosity of the silicon fluid, i.e. the silicon fluid is more difficult to shear off from the discs. The viscous coupling begins to lock and power transfer occurs at the discs without them moving directly. Illustration Key: 1 Outer Disc 2 Silicon 3 Inner Disc HYDRAULIC SYSTEM FOR FOUR-WHEEL DRIVE DISENGAGEMENT Construction Illustration Key: 1 Fluid pump for Power Steering 2 Fluid Pressure Regulator with Hydraulic Accumulator (LHD) A Fluid Pressure Regulator with Hydraulic Accumulator (RHD) 3 Control Valve with Solenoid Valve & Pressure Switch (LHD) B Control Valve with Solenoid Valve 8 Pressure Switch (LHD) 4 5 C Fluid Reservoir Power Steering (LHD) Power Steering (RHD) The new safety system used in the Calibra Turbo 4x4 (when the vehicle's brakes are applied), is hydraulically controlled by fluid pressure from the power steering fluid pump. A small amount of fluid is diverted from the hydraulic circuit for the power steering by means of the fluid pressure regulator (see Figure 4-11) and fed to the hydraulic accumulator. In this way, the hydraulic accumulator is charged without impairing the power steering. The piston of the mufti-disc clutch in the distributor housing is actuated to engage and disengage the four-wheel drive by means of an electrically operated control valve. FOUR-WHEEL DRIVE SYSTEM Fluid Pressure Regulator with Hydraulic Accumulator Fluid supply (A) coming from the power steering pump is regulated by the throttle valve (1) and fed via the on-off valve (2) and the non-return valve (3) to the hydraulic accumulator (4). The greater majority of the fluid supply is fed past the throttle valve to connection (C) of the power steering. When the upper switching pressure has been reached in the hydraulic accumulator (4), the entire fluid stream is supplied to the power steering by means of appropriate action on the part of the throttle valve (1). Illustration Key: A From power steering fluid pump to fluid pressure regulator. B From hydraulic accumulator to control valve. C From fluid pressure regulator to power steering. D From fluid pressure regulator to fluid reservoir. Control Valve The control valve is mounted on the bracket for the oil pressure regulator with the hydraulic accumulator. It is an electrically operated 2/3 way seat valve. In the neutral position, the hydraulic cylinder chamber is connected to the return line and the oil pressure supply is blocked from the hydraulic accumulator. This releases the multi-disc clutch, disengaging the four wheel drive. If the control valve receives voltage from the electronic control unit, the return line is closed and the hydraulic accumulator is connected to the hydraulic cylinder chamber. This applies fluid pressure to the mufti-disc clutch, engaging the four-wheel drive. Illustration Key: 1 2 3 4 5 A B Valve housing Valve piston Electromagnet Electric plug connection Pressure switch Connection for return line Connection for hydraulic accumulator NOTE: In this sectioned view, the connection to the transfer box is not shown. The control valve is supplied with voltage by the electronic control unit (ECU) and in this way, its functioning is monitors d. During, driving, the control valve is constantly provided with voltage except when the brake pedal is actuated at a speed higher than 25 km/h. When the engine is switched off, the control valve receives no voltage. A hydraulic throttle in the control valve permits soft engagement of the multi disc clutch while driving. 4-9 4-10 FOUR-WHEEL DRIVE SYSTEM Pressure Switch The pressure switch, screwed into the control valve, controls the hydraulic system pressure between the control valve and the mufti-disc clutch. The electrical contact opens when pressure rises and this signals the control unit when the required hydraulic pressure to operate the multi-disc clutch is available. Fluid Reservoir Because of the greater quantity of fluid present in the power steering four-wheel drive hydraulic circuits in this four-wheel drive vehicle and the fluctuations which occur due to the hydraulic accumulator, a larger fluid reservoir is installed in Calibra Turbo 4x4 vehicles than in normal power steering. REAR AXLE, REAR WHEEL MOUNTING Illustration Key: 1 Tubular cross member 2 Semi-trailing arm 3 Differential assembly 4 Driveshaft 5 Rear springs 6 Stabiliser bar 7 Shock absorber 8 Bracing for cross member on underbody 9 Differential bracket on underbody FOUR-WHEEL DRIVE SYSTEM 4-11 Unlike the rear axle on vehicles with front wheel drive, a new, specific semi -trailing arm rear axle mounting has been developed for the Calibra Turbo 4x4, which builds on the already familiar concept of the independent roar suspension available on the VR Commodore range of vehicles. The semi-trailing arms have an inclined to give the vehicle a relatively high negative camber of -1°40' which provides good cornering stability. The differential is separated from the rear axle suspension system and attached to the crossmember with four fastening bolts. DRIVESHAFT The drive train installed in the Calibra Turbo 4x4 is, because of the power transfer to the roar axle, a new design specific to this vehicle and differs from designs used in Holden vehicles until now. With the independent suspension, movement that occurs at the rear wheels during compression rebound of the coil springs, creates undesirable motion for the smooth transmission of power to the rear wheels. By adopting the design shown in Figure 4-17, the effect of these undesirable motions has been eliminated. Illustration Key: 1 Homokinetic joint, front 2 Front and rear sliding gears with locking nut 3 Front and roar centre bearings 4 Universal joint 5 Single disc joint, roar 4-12 FOUR-WHEEL DRIVE SYSTEM 2.2 ELECTRONIC ELECTRICAL COMPONENTS BLOCK DIAGRAM OF ELECTRONICS FOUR-WHEEL DRIVE SYSTEM 4-13 SURVEY OF FOUR-WHEEL DRIVE SYSTEM A number of electrical/electronic signals are used by the Electronic Control Unit (ECU) to determine the optimum and safe operation of the four-wheel drive system. Illustration Key: 1 Pulse pickup for engine speed signal 2 Control valve 3 Pressure switch 4 Diagnostic plug (ALDL) 5 Electronic control unit Inductive Pulse Pickup The inductive pulse pickup is required for the evaluation of the engine speed and its transmission to the electronic control unit. The sensor pick-up is located in the side of the engine block, while the sensor disc consists of a toothed ring that is attached to the crankshaft. Control Valve and Pressure Switch Construction and method of operation are described under 'Hydraulic System for Four-Wheel Drive Disengagement' (See page 4-8 in this Section). 6 Odometer frequency sensor 7 Brake lamp switch 8 Four-wheel drive telltale 9 Transfer box fluid temperature switch 4-14 FOUR-WHEEL DRIVE SYSTEM Diagnostic Plug The diagnostic plug is located in the engine compartment on the left hand side behind the strut tower. (The plug k=n has not changed from previous two wheel drive models.) The four-wheel drive can be checked with the hand tester TECH 1 and the Program Module "OPEL 87-94 ECU', when used with the 10 pin adapter, SD28224. Using the optional diagnostic plug KM-640, stored trouble codes of the four-wheel drive can also be called up in switch position "J". Electronic Control Unit The electronic control unit's function is to switch from four-wheel drive to normal front wheel drive, depending on programmed parameters. One condition for disengagement of the rear axle from the transfer box is when braking is sensed at a vehicle speed greater than 25 km/h. Another situation that will cause the ECU to disengage four wheel drive is in the event of an excessive transfer box fluid temperature (above 160 °C) being registered by a thermal switch mounted in the transfer box case. Disengagement of four-wheel drive also takes place when the engine is stationary, engine speed is greater than 500 rpm, depending on brakes. The electronic control unit also monitors the input and output signals for non-standard conditions. In the event of a fault, it switches to two-wheel drive and the four-wheel drive symbol in the instrument panel is illuminated continuously or it flashes and a trouble code Is stored in memory. FOUR-WHEEL DRIVE SYSTEM Odometer Frequency Sensor On the Calibra Turbo 4x4, the odometer frequency sensor is located in the speedometer. The rectangular signal produced by the odometer frequency sensor, which increases relative to vehicle speed, is received by the control unit and converted to the instant vehicle speed. Brake Lamp Switch On Calibra Turbo 4x4 a combined, double contact brake lamp switch is used. When the brake pedal is depressed, the brake lamp switch interrupts the connection to the control unit. At speeds below 25 km/h the four-wheel drive is disengaged by the hydraulic multi-disc clutch. After completion of braking (brake pedal in normal position again) the power connection to the rear axle is immediately re-established by the application of the multi-disc clutch, i.e. the four-wheel drive functions again. Four-Wheel Drive Telltale When there is a malfunction in the four-wheel drive, this Is indicated immediately by the constantly illuminated / flashing four-wheel drive telltale on the right hand side of the instrument panel. After a fault has been registered, the control valve is switched off and the four-wheel drive telltale is switched on, either constant or flashing, according to the severity of the fault. If the fault is no longer Indicated after the ignition has been switched on and off, the function software proceeds normally again. Transfer Box Temperature Switch The function of this switch is to interrupt a voltage signal from the Electronic Control Unit if the transfer box fluid temperature exceeds 160 °C. If this should occur, the ECU will set a diagnostic trouble code 33 and disengage the four-wheel drive function. The four-wheel drive malfunction indicator lamp on the instrument panel will also be illuminated. Excessive temperatures can be caused by; A lack of fluid in the transfer box. Transfer box fluid level too high. Differing amounts of tyre wear between the front and rear axles. The maximum difference in profile must not exceed 2 mm and the difference in tyre circumference must not exceed 15 mm. NOTE: When the temperature switch interrupts the ECU voltage signal (indicating an over-temperature condition), it wild not reset itself when the fluid temperature falls. Therefore, if a trouble code 33 is set, the switch MUST be replaced. 4-15 4-16 FOUR-WHEEL DRIVE SYSTEM 3. SERVICE OPERATIONS HYDRAULIC FLUID LEVEL CONTROL The fluid level can only be checked when the mufti-disc clutch pressure accumulator is full. With ignition ON, operate the brake approximately 10 to 15 times until fluid level does not rise any more, then check fluid level. - With hot fluid (80°C), fluid level max. at the upper marking (1). - With cold fluid (20°C), fluid level min. at the lower marking (2). SYSTEM BLEEDING An Allen screw fixed in the control valve (arrow) serves to bleed the entire hydraulics - four-wheel drive and power steering. This Allen screw must be opened approximately 3 turns and the engine should run for approximately 10--15 minutes. The hydraulic system bleeds itself. TRANSFER BOX MAINTENANCE Fluid Change The oil in the transfer box is a synthetic fluid and does not require changing. Fluid Level Check 1. 1. Remove the wiring harness connection from the temperature switch. 2. 2. Remove the switch from the transfer box, using a thin walled 19 mm ring spanner. If necessary, the outer diameter may need to be ground down to provide clearance. 3. 3. The fluid level should be at the lower edge of the aperture. Fluid Level Top-up Using the recommended synthetic fluid, top up the transfer box fluid level, using a funnel and the transfer box vent hose, as shown in Figure 4-30, until the fluid reaches the lower edge of the temperature switch opening. NOTE: The fluid will flow very slowly. Reinstall the temperature switch tighten to the recommended torque specification and reinstall wiring. TRANSFER BOX TEMPERATURE SWITCH TORQUE SPECIFICATION ........................................... 25 Nm FOUR-WHEEL DRIVE SYSTEM 3.1 SERVICE TIPS REAR AXLE a. The rear wheel drive shafts are held in the differential by self-locking rings. b. The homokinetic joints are micro-encapsulated and therefore require no maintenance. c. As the same special tools are used for differential repairs as for the VR Commodore IRS, no new special tools are required. DRIVELINE An essential advantage of the drive shaft is that, when installing and removing the transmission, distributor gear or differential, the drive shaft need not be removed from the vehicle. Depending on the type of repair, either the front or the rear locking nut of the sliding gear (refer Figure 4-18) is loosened and the homokinetic joint (front) or the single disc joint (rear) moved down the drive shaft tube. This provides enough space for installing or removing major components. SYSTEM ISOLATION When running the Calibra Turbo 04 on a chassis dynamometer, the four-wheel drive must be disengaged by removing fuse F 19. TRANSMISION/TRANSFER BOX OVERHAUL At the time of publication, essentially there are no serviceable items released for either of these two components, except for some gaskets. For further service information relating to the transfer box, refer to page K-176 in Volume 2 of the Vectra, Cavalier, Calibra Service Instructions (P/N M40327B). 4-17 4-18 FOUR-WHEEL DRIVE SYSTEM EXTRACT FROM THE WIRING DIAGRAM COMPONENT IDENTIFICATION Abbreviation Wiring Diagram Location Description F19 Fuse in Fuse Box. 357 K83 4x4 Electronic Control Unit. P61 Temperature Sensor- Transfer Box. 355 S117 Control Valve Pressure Switch. 353 Y44 Solenoid Switch. 357 X13 ALDL Diagnostic Plug - 10 pin 351 350 - 357 ABBREVIATIONS ABS VR Wheel speed sensor RHF ABS VL Wheel speed sensor LHF INS WEG Circuit to 4x4 Malfunction Indicator Lamp Circuit to Odometer frequency sensor CROSS REFERENCE TO OTHER ELECTRICAL CIRCUITS 367 Motronic M2.7 Electronic Control Unit - pin 43 564 Battery Voltage via Fuse F2. 565 Brake lamp switch 700 Brake lamp switch 1121 ABS Electronic Control Unit - pin 22. 1122 ABS Electronic Control Unit - pin 17. Figure 4-30 FOUR-WHEEL DRIVE SYSTEM 4-19 TERMINAL ASSIGNMENT OF WIRING HARNESS PLUG FOR ELECTRONIC CONTROL UNIT K 83 Terminal Assignment 1 2 3 4 5 6 7 Open signal from brake lamp switch. Unoccupied. ABS control unit, LHF wheel speed sensor. Unoccupied. Unoccupied. Unoccupied. Signal lead for pressure switch. 8 4x4 Malfunction indicator lamp. " too 9 10 11 12 13 14 15 16 17 Signal lead for temperature sensor. Signal, engine speed. Signal lead for control valve. Supply voltage, via fuse F2. Unoccupied. Diagnostic data lead, four-wheel drive. Unoccupied. Closed signal from brake lamp switch. ABS control unit, RHF wheel speed sensor. Unoccupied. Unoccupied. Unoccupied. Unoccupied. Unoccupied. Unoccupied. Unoccupied. Unoccupied. Earth. 18 19 20 21 22 23 24 25 26 DIAGNOSTIC TROUBLE CODES Stored Trouble Code Information Sensor Possible Cause of Fault Telltale 12 Start of Diagnosis 15 Fluid Temperature Sensor (Transfer Box) Circuit interruption. On 31 Inductive Pulse Pick-up (Engine Speed) Failure of engine speed signal. On 32 Pressure Switch Pressure switch open, despite solenoid valve off. 33 Solenoid Circuit interruption. On 34 Solenoid Short circuit to earth. On 37 Brake Lamp Switch Failure of signal from brake lamp switch On 39 ABS Control Unit Front wheel speed sensor/circuit fault. On 55 Electronic Control Unit ECU defective. 71 Brake Lamp Switch Circuit interruption. On 72 Brake Lamp Switch Short circuit to earth. On 73 Brake Lamp Switch Failure in brake lamp switch On 74 Pressure Switch Pressure switch closed, despite solenoid valve on. On 75 Fluid Temperature Sensor (Transfer Box) Short circuit to earth. On Flashes Flashes 4-20 FOUR-WHEEL DRIVE SYSTEM 4. DIAGNOSIS INTRODUCTION When used in conjunction with the TECH 1 diagnostic tool, fitted with the 'Opel/Vauxhall 87-94 ECU GB' program module cartridge, the following information will assist in the accurate diagnosis and troubleshooting of the four wheel drive electronic/electrical system. GENERAL INSTRUCTIONS/SAFETY MEASURES Readout of data using TECH 1 takes place with the ignition ON and/or with the engine operating. During communication between TECH 1 and the four wheel drive ECU, ensure that the four wheel drive indicator lamp is constantly illuminated. Safety Measures Allow at least 20 seconds after switching off the ignition and disconnecting/reconnecting plugs to/from the electronic control module. Never disconnect the battery from the vehicle electrical system with the engine running. During any welding operations, always remove electronic control units from the vehicle. At temperatures above +80 °C (drying oven), electronic control units must be removed from the vehicle. Never use a quick charger for starting. Take care when working around high voltage components of the ignition system. Only use a high impedance digital multimeter when taking any electrical measurements. Should the battery be disconnected, volatile memories must be re-programmed such as the clock board computer and radio. In the case of radio coding and radio station programming the customer should be informed about the decoding and deleted station programming. CHECKING WITH TECH 1 Observe all directions listed in the Operator's Manual, before connecting the unit. Connecting TECH 1 to the Vehicle 9. 1. Ignition OFF. 10. 2. Connect TECH 1 to diagnostic plug in the engine compartment. 11. 3. Select OPEL/VAUXHALL 87-94 ECU with the 'YES' key. 12. 4. Enter Model Year '4' - Model Year 1994_. 13. 5. Select vehicle type using the 'NO' key, then confirm with the 'YES' key. 14. 6. Engine OFF, ignition ON, confirm with 'YES' key. 15. 7. When 'AUTOMATIC SYSTEM IDENTIFICATION? (YES/NO) appears in the display, the following will be a guide to selection:' ° If the 'YES' key is pressed, each electronic system equipped with self-diagnosis is automatically checked. Therefore if any trouble codes are present, they will be displayed. If the 'NO key is pressed, the electronic chassis system and the four wheel drive system should be selected. Then if any trouble codes are stored they will be displayed after the data has been checked. Procedure Note any trouble codes present. Dial 'F0: DATA LIST' with the 'YES' key. Start the engine which should be at operating temperature. Compare all displayed data with the nominal values in the tables that follow. If any variation is noted, carry out trouble shooting according to instructions. Test codes for which no steps in the 'F0: DATA LIST - Quick Check' apply, should be handled as follows: – – – – – – – – Determine in which wiring or sub-assembly the fault lies that could have led to the setting of the trouble code (see Trouble Code Table). Measure the affected wiring or sub-assembly, using a high impedance, digital multimeter. Replace any defective parts. FOUR WHEEL DRIVE SYSTEM 4-21 TROUBLE CODE TABLE Trouble Code 15 Information Sensor Causing Fault OIL TEMPERATURE SENSOR - VOLTAGE HIGH Reference in F0: DATA LIST Trouble Code is Stored When… Open circuit occurs in oil temperature sensor circuit. The fault will be recognised when the engine is under load. 09 Results: Four Wheel Drive will be switched off and the four wheel drive indicator lamp will be illuminated. Engine speed is more than 8,000 rpm (which is outside permissible limits). The fault will be recognised when the engine is under load. 31 INCORRECT RPM SIGNAL 02 Results: Four Wheel Drive will be switched off and the four wheel drive indicator lamp will be illuminated. When Stationary: Engine is running. The system pressure is higher than 1,000 kPa, even though the four wheel drive is switched OFF. The above conditions must exist for at least 0.5 seconds. 32 PRESSURE SWITCH HIGH PRESSURE 4x4 OFF 07 When Driving: The system pressure is higher than 1,000 kPa, even though the four wheel drive is switched OFF. The above condition must exist for at least t second. Results: Four Wheel Drive will be switched off and the four wheel drive indicator lamp will flash. TROUBLE CODE TABLE - Cont'd. Trouble Code 33 34 Information Sensor Causing Fault SOLENOID VALVE VOLTAGE HIGH SOLENOID VALVE VOLTAGE LOW Reference in F0: DATA LIST Trouble Code is Stored When… A short or open circuit exists in the Solenoid Valve or its electrical circuit The fault will be recognised when the engine is under load. 08 Results: Four Wheel Drive will be switched off and the four wheel drive indicator lamp will be illuminated. A short circuit exists in the Solenoid Valve or its electrical circuit The fault will be recognised when the engine is under load. 08 Results: Four Wheel Drive will be switched off and the four wheel drive indicator lamp will be illuminated. Stationary: 37 CONTINUOUS BRAKING – The engine is running. The system pressure is lower than 1,000 kPa. The engine is started, the vehicle started from rest and the speed exceeds 50 km/h, then comes to rest and braking has been identified at least once (or operated longer than 0.1 seconds). The fault will then be identified and stored. Results: Four Wheel Drive will be switched off and the four wheel drive indicator lamp will be illuminated. TROUBLE CODE TABLE - Cont'd. Trouble Code 39 Information Sensor Causing Fault NO ABS SIGNAL Reference in F0: DATA LIST Trouble Code is Stored When… No wheel speed sensor signal has been received by the ABS Electronic Control Module from the left hand front wheel. Engine speed is more than 2,300 rpm. The above conditions must exist for at least 15 seconds. 03, 04 Results: Four Wheel Dive will be switched off and the four wheel drive indicator lamp will be illuminated. 55 REPLACE ECU – When the solenoid valve is burnt out or open circuited. This fault will only be recognised when the solenoid valve is activated by the control unit. Results: Four Wheel Drive will be switched off and the four wheel drive indicator lamp will flash. Engine is running. The electronic control unit recognises battery voltage at both inputs simultaneously, at ECU terminals 1 and 16. The above conditions must exist for at least 10 milliseconds. 71 BRAKE SWITCH VOLTAGE HIGH Results: 05,06 Four Wheel Drive will be switched off and the four wheel drive indicator lamp will be illuminated. Hint: The ECU recognises this condition as an error in logic as the two signals (at terminals 1 and 16) should only occur one at a time, not simultaneously. That is, if one switch contact is closed, the other should be open. TROUBLE CODE TABLE - Cont'd. Trouble Code Information Sensor Causing Fault Reference in F0: DATA LIST Trouble Code is Stored When… The engine is running. The ECU recognises voltage at both inputs simultaneously, at control unit terminals 1 and 16. The above conditions must exist for at least 10 seconds. 72 BRAKE SWITCH VOLTAGE LOW Results: 05,06 Four Wheel Drive will be switched off and the four wheel drive indicator lamp will be illuminated. Hint: The ECU recognises this condition as an error in logic as the two signals (at terminals 1 and 16) should only occur one at a time, not simultaneously. That is, it one switch contact is closed, the other should be open. 73 STOP WITHOUT BRAKING 05, 06 The engine is running. With the vehicle stationary, after coming to rest from above a speed of 60 km/h, without using the brake. The above conditions must exist for at least 2 seconds. Results: Four Wheel Drive will be switched off and the four wheel drive indicator lamp will be illuminated. TROUBLE CODE TABLE - Cont'd. Trouble Code Information Sensor Causing Fault Reference in F0: DATA LIST Trouble Code is Stored When… When Stationary: 74 PRESSURE SWITCH LOW PRESSURE 4x4 ON The engine is running. The system pressure is less than 1,000 kPa, even though the four wheel drive is switched ON. The above conditions must exist for at least 80 seconds. 07 When Driving: The system pressure is less than 1,000 kPa, even though the four wheel drive is switched ON. The above condition must exist for at least 0.5 second. Results: Four Wheel Drive will be switched off and the four wheel drive indicator lamp will be illuminated. 75 OIL TEMPERATURE SENSOR VOLTAGE LOW The oil temperature is above or close to 140 °C with a vehicle speed above 190 km/h. The oil temperature is above 180 °C. The fault will be recognised when the engine is under load. 09 Results: Four Wheel Drive will be switched off and the four wheel drive indicator lamp will be illuminated. F0: DATA LIST - Quick Check Test Stop No. P TECH 1 Display Test Conditions Ignition ON. 01 BATTERY VOLTAGE Nominal Values Possible Trouble Codes 11.5 to 13.5 V - All electrical loads switched OFF. Engine running in Neutral. ECU Terminal Number 12 13.0 to 15.0 V - 02 ENGINE SPEED Engine running in Neutral, at normal temperature. 880 - 1,020 rpm 31 10 03 FT LEFT WHEEL SPEED Ignition ON. With the front of the vehicle raised off the ground, slowly rotate the left hand front road wheel. Approx. 5 km/h 39 3 OR 04 FT RIGHT WHEEL SPEED Drive the vehicle at a speed of approximately 50 km/h. OR TECH 1 & Speedometer readings should be approximately the same. Ignition ON. Brake not applied. Brake applied. Brake not applied. Brake applied. Closed – 12 V Open – 0 V Open – 0 V Closed –12 V 17 1 37, 71, 72, 73 05 BRAKE SWITCH 1 06 BRAKE SWITCH 2 07 PRESSURE SWITCH Ignition ON. Engine running In Neutral, at normal temperature. Closed – 0 V Open – 12 V 32, 74 7 08 SOLENOID VALVE Ignition ON. Engine running In Neutral, at normal temperature. Inactive – 0 V Active – 12 V 33, 34 11 09 OIL TEMPERATURE 15, 75 9 - 8 10 CHECK LIGHT Ignition ON. Oil temperature: 30 °C 30 °C approx. 4.98 V 52 °C 52 °C approx. 4.38 V 70 °C 70 °C approx. 3.75 V 91 °C 91 °C approx. 3.13 V 110 °C 110 °C approx. 2.50 V 730 °C 130 °C approx. 1.88 V 752 °C 152 °C approx. 1.25 V 185 °C 185 °C approx. 0.83 V Ignition ON. ON - 0 V 18 4.3 F5: ACTUATOR TEST SOLENOID VALVE Test Conditions Nominal Values Test Point: ECU Terminal No. 11 Possible Trouble Codes:- 33, 34 Engine OFF. Ignition ON. Vehicle Stopped. With TECH 1 connected as per the Operator's Manual, press F5: at the Main Menu, then select the desired actuator test with the arrow keys and confirm with YES. Follow the instructions on the TECH 1 display. TECH 1 Display: SOLENOID VALVE Hint: The Electronic Control Unit (ECU) activates the four wheel drive indicator lamp, for 2 seconds ON and OFF. This test should not be continued for more than 30 seconds. Alternatively: Inactive: 0 V and Active: 12 V FOUR WHEEL DRIVE INDICATOR LAMP Test Point: ECU Terminal No. 8 Possible Trouble Codes: Engine OFF. Ignition ON. Vehicle Stopped. With TECH 1 connected as per the Operator's Manual, press F5: at the Main Menu, then select the desired actuator test with the arrow keys and confirm with YES. Follow the instructions on the TECH 1 display. TECH 1 Display: CHECK LAMP Hint:Check Lamp - ON The Electronic Control Unit (ECU) activates the four wheel drive indicator lamp, for 1 second ON and OFF. This test should not be continued for more then 30 seconds. Alternatively: ON: 0 V Check Lamp - ON and OFF: 12V Check Lamp – OFF FOUR-WHEEL DRIVE SYSTEM 5. SPECIFICATIONS Electronic Control Unit Broadcast Code .....................................................................JZ Transmission Lubricant .................................................................................Gear Oil 80W GL4 to Holden's Specification HN1820, HN1855 or equivalent Lubricant Capacity .................................................................1.8 litre Transfer Box Lubricant Type .......................................................................Synthetic Lubricant to Holden's Specification HN2157, such as Castrol SYNTRANS 75W/85 or equivalent. Lubricant Capacity .................................................................600 ml approximately Maximum Permissible Fluid Temperature ..............................160 °C Power Steering/4x4 Hydraulic System Fluid Type . .............................................................................Dexron® IIE or III Automatic Transmission Fluid 4-29 4-30 FOUR-WHEEL DRIVE SYSTEM 6. SPECIAL TOOLS TOOL No. REF. IN TEXT TOOL DESCRIPTION COMMENTS SERVICE KIT 7000018 Previously released. SD28224 Previously released. Required to interface between the Calibra diagnostic connector and the TECH 1 cable. 09017102 New release N/A Commercially available KM-640 Available optional tool ENGINE MECHANICAL 6A-1 SECTION 6A CAUTION: This vehicle Is equipped with an AIR BAG. Refer to CAUTIONS, Section 12, In this Volume of the Preliminary Service Information before performing any service operation on or around Air Bag components, the steering mechanism or wiring. Failure to follow the CAUTIONS could result In air bag deployment, resulting in possible personal Injury or unnecessary SRS system repairs. ENGINE MECHANICAL CONTENTS Ref. 1. 1.1 2. 2.1 2.2 2.3 3. Subject Page GENERAL INFORMATION ........................................................ 6A-1 ENGINE MECHANICAL CHANGES .......................................... 6A-2 Engine Block .............................................................................. 6A-2 Crankshaft and Pistons .............................................................. 6A-2 Cylinder Head ............................................................................ 6A-2 Camshaft .................................................................................... 6A-2 TURBOCHARGER SYSTEM ..................................................... 6A-3 OVERVIEW OF COMPONENTS ............................................... 6A-3 Turbocharger ............................................................................. 6A-0 Control Unit for Charge Pressure Regulating Valve ........................................................................ 6A-4 Air Bypass Valve ........................................................................ 6A-4 Charge Cooler ............................................................................ 6A-4 Engine Ventilation ...................................................................... 6A-4 CHARGE PRESSURE CONTROL ............................................ 6A-5 SURVEY OF PRESSURE/VACUUM LINES .............................. 6A-6 SPECIFICATIONS ..................................................................... 6A-6 1. GENERAL INFORMATION As the 2.0 litre DOHC, C 20 LET, turbocharged engine used in the four-wheel drive Calibra, is based on the familiar, C 20 XE, naturally aspirated engine, this Section only discusses the mechanical differences between the two engines. For information relating to the Motronic M 2.7 engine management system, refer to Section 6C in this Volume. 6A-2 1.1 ENGINE MECHANICAL CHANGES ENGINE BLOCK An additional tapping into the main oil gallery (1) is used for the turbocharger oil return line (2) Replacing the previously used plug behind the oil filter housing, is the oil supply line for the turbocharger (1). CRANKSHAFT AND PISTONS A revised design crankshaft damper is used to match the changed engine performance Pistons with recessed crowns are used, which effectively reduces the compression ration from 10.5: to 9.0:1. CYLINDER HEAD Heat resistant bolts are used on the exhaust manifold side. The cylinder head gasket is of a special steel design. CAMSHAFT Valve timing has been changed by decreasing the valve lift from 9.5 - 8.5 mm and a smaller valve overlap angle has been used to match the intake system to the turbocharger output. ENGINE MECHANICAL ENGINE MECHANICAL 6A-3 2. TURBOCHARGER SYSTEM The most exceptional technical feature of the "integral" turbocharger system used in the CALIBRA TURBO 4x4, is the combining of exhaust manifold and turbine housing into one component. This integral turbocharger system design has several advantages: 4. Low weight. 5. Minimal thermal loss: Because the hot exhaust gases only have to travel a short distance to the turbine, very little energy is lost in heating other components. This means that the turbocharger responds very quickly. 6. High efficiency: As there is no turbocharger flange, the exhaust gases flow into the exhaust turbine with minimal swirl. 2.1 OVERVIEW OF COMPONENTS Illustration Key: 1. 2. 3. 4. 5. 8. 7. Exhaust manifold with integrated turbine casing Bypass manifold Oxygen sensor Oil return to engine block Bearing housing Pressure side of compressor housing Compressor housing 8. 9. 10. 11. 12. 13. 14. Coolant feed from radiator Air bypass valve Oil feed Coolant return to compensation tank Intake side of compressor housing Connection for engine ventilation Control unit with actuating rod for charge pressure control valve 6A-4 ENGINE MECHANICAL Turbocharger The turbine housing and the charge pressure regulating valve are integrated into the exhaust manifold. The compressor housing, with the bearing housing and the air bypass valve, is bolted onto the exhaust manifold. There are bolted connections on the bearing housing for pressure circulating lubrication and fluid cooling. On the pressure side of the compressor housing, there is a connection for the pressure hose to the charge pressure bypass valve. On the intake side of the compressor housing, there is a connection for the hose to the engine full load ventilation. The hose serves at the same time as a vacuum supply for the charge pressure bypass valve. Note: After operation at high engine speeds, or extreme engine loads, allow the engine to run at low load, i.e. allow the engine to idle for approx. 30 seconds before switching off. This helps to protect the turbocharger. Control Unit for Charge Pressure Regulating Valve The control unit for the charge pressure regulating valve is fastened to the compressor housing with a retainer. In the control unit, there is a spring-loaded diaphragm which closes the charge pressure regulating valve with its spring force. When vacuum is applied by the charge pressure bypass valve, the diaphragm opens the charge pressure regulating valve against the spring force, so that the exhaust gasses can flow directly into the exhaust through the bypass channel. Air Bypass Valve The air bypass valve is bolted to the pressure side of the compressor housing. In the air bypass valve, there is a spring-loaded diaphragm, which closes the bypass channel under the action of spring force. To prevent excessive pressure increase between the turbocharger and the throttle valve when the throttle valve is suddenly closed (e.g. sudden deceleration), the bypass channel is opened via the air bypass valve and the pressure side of the compressor housing is ventilated to the intake side, effectively dumping boost pressure to atmosphere. This prevents the turbine from decelerating too quickly and this reduces 'lag' time for the turbocharger to respond, when acceleration is resumed. The air bypass valve is actuated via a vacuum connection in the throttle body. Charge Cooler When the air in the turbocharger is compressed, the air temperature is increased, effectively reducing its density. The charge cooler reduces this temperature by approximately 40 °C, thus supplying the engine with a greater mass of air, as the atmospheric density is higher. This results in a greater final compression and therefore an increase in engine output. The charge cooler is located on the left beside the water cooler. Engine Ventilation The engine is ventilated at full load via a vacuum hose to the intake side of the compressor housing. At idle speed, the engine is ventilated via a vacuum hose between the intake manifold and the cylinder head cover. It is equipped with a return valve to protect the crank drive when the charge pressure increases. ENGINE MECHANICAL 6A-5 2.2 CHARGE PRESSURE CONTROL The charge pressure is controlled via the pulsed charge pressure bypass valve (3). It is actuated by the Motronic M 2.7 control unit (1) and connects - depending on the calculated charge pressure nominal value - the control unit (4) for the charge pressure regulating valve alternately with the intake side or with pressure side of the compressor. Depending on the length of pulse of the pressure or vacuum present, a median vacuum forms in the control unit which pulls the diaphragm against the force of the spring. The aperture of the charge pressure regulating valve (5), and thus the exhaust gas throughput through the turbine housing, is set by the actuating rod. The charge pressure is limited to maximum 0.8 bar. If the intake air temperature sensor (2) reports to the control unit that the charge air temperature is too high, the charge pressure is reduced. If there is a signal from the switch for 1st gear recognition (7) or the switch for reverse gear recognition (8), the charge pressure is limited according to the characteristic curve, depending on engine speed and load signal, so that an engine torque of 230 Nm is not exceeded. FUNCTION DIAGRAM - CHARGE PRESSURE CONTROL Illustration Key: Signal wiring 1. Motronic M 2.7 control unit 2. Intake air temperature sensor 3. Charge pressure control bypass valve 4. Charge pressure regulating valve control unit Pressure/vacuum hoses 5. Charge pressure regulating valve 8. Air bypass valve 7. Switch - 1st gear recognition 8. Switch - reverse gear recognition 6A-6 ENGINE MECHANICAL 2.3 SCHEMATIC OF PRESSURE/VACUUM LINES Illustration Key: 1. Brake servo 2. Tank vent valve 3. Charge pressure regulating valve control unit 4. Air by-pass valve 5. Charge pressure control bypass valve 6. Hot start valve 7. Motronic M2.7 control unit 8. Active carbon canister - tank vent 9. Throttle valve manifold 10. Fuel pressure regulator 11. Intake manifold 3. SPECIFICATIONS Engine Lubricant Specification ........................................................................... Service classification SF or SG. Viscosity grade 20W/40 for normal use. Lubricant Capacity .................................................................................. 4.5 litre (including oil filter) Engine Idle Speed .................................................................................. 860 - 1,020 rpm (see Section 6C in this Volume for more details) ENGINE MANAGEMENT 6C-1 SECTION 6C CAUTION: This vehicle is equipped with an AIR BAG. Refer to CAUTIONS, Section 12, In this Volume of the Preliminary Service Information before performing any service operation on or around Air Bag components, the steering mechanism or wiring. Failure to follow the CAUTIONS could result in air bag deployment, resulting in possible personal Injury or unnecessary Air Bag system repairs. ENGINE MANAGEMENT CONTENTS Ref. 1. 1.1 1.2 . 2. 2.1 2.2 . 2.3 . Subject........................................................... Page GENERAL INFORMATION............................ 6C-1 MOTRONIC M 2.7 SYSTEM OVERVIEW. .... 6C-2 COMPONENT DESCRIPTIONS ................... 6C-3 Fuel Flow Sub-System .................................. 6C-4 Air Flow Sub-System .................................... 6C-6 Electrical/Electronic Sub-System .................. 6C-10 SIGNAL PROCESSING ................................ 6C-14 BASIC CONTROL UNIT OPERATION ......... 6C-14 Operation ...................................................... 6C-15 BASIC IGNITION SYSTEM OPERATION ..... 6C-15 Start ............................................................... 6C-15 Idling ............................................................. 6C-15 Partial Load ................................................... 6C-15 Full Load ....................................................... 6C-15 Anti-Jerk Function ......................................... 6C-16 BASIC KNOCK CONTROL OPERATION...... 6C-16 Function Diagram of Knock Control ............... 6C-16 Automatic Octane Number Adjustment.......... 6C-18 Ref. Subject.......................................................................... Page 2.4 BASIC FUEL INJECTION SYSTEM OPERATION ................................................................ 6C-18 Injection Timing Computation ....................................... 6C-19 Deceleration Fuel Cutoff .............................................. 6C-19 Oxygen Regulation System .......................................... 6C-20 Idle Speed Control ....................................................... 6C-20 Computing the Nominal Engine Speed ......................... 6C-20 Tank Ventilation ........................................................... 6C-21 3. MOTRONIC M 2.7 WIRING DIAGRAM ........................ 6C-22 Terminal Assignment of Wiring Harness Plug for Control Unit K61 ............................... 6C-24 4. DIAGNOSIS .................................................................. 6C-26 Introduction .................................................................. 6C-26 Back-Up Operation ....................................................... 6C-26 Important Notes and Precautions ................................. 6C-26 Trouble Code Table ..................................................... 6C-26 Checking With TECH 1 ................................................ 6C-27 5. CHECKING PROCEDURES – MOTRONIC M2.7 ........ 6C-29 5.1 TABLE OF CONTENTS ..................................................6C-31 1. GENERAL INFORMATION Even though the Motronic M 2.7, engine management system used in the CALIBRA TURBO 4x4, provides optimised ignition control, sequential fuel injection, air flow metering and knock control, as in the Motronic M 2.5 and M 2.8, used in 2 wheel drive Calibra models, it also controls the charge pressure produced by the turbocharger. While this description describes the features of the Motronic M 2.7 engine management system, it will also prove useful as a general overview for both the M 2.5 and the M 2.8 versions. 6C-2 ENGINE MANAGEMENT 1.1 MOTRONIC M 2.7 SYSTEM OVERVIEW Illustration Key: 1. 1. Fuel tank 2. 2. Tank vent valve 3. 3. Active carbon canister - tank vent valve 4. 4. Idle speed adjuster 5. 5. Intake air temperature sensor 6. 6. Inductive pulse pick-up 7. 7. Inductive pulse pick-up sensor gear 8. 8. Knock sensor 9. 9. High voltage distributor 10. 10. Coolant temperature sensor 11. 11. Oxygen sensor 12. 12. Turbocharger 13. 13. Bypass valve - charge pressure control 14. 14. Hot-wire mass air flow meter 15. 15. Ignition module 16. 16. Control unit with diaphragm, spring and actuating rod for charge pressure control valve 17. 17. Fuel filter 18. 18. Injection valves 19. 19. Fuel pressure regulator 20. 20. Hot start valve 21. 21. Charge cooler 22. 22. Throttle valve potentiometer 23. 23. Fuel pump 24. 24. Vibration damper 25. 25. Diagnostic plug 26. 26. Recognition – 1st gear 27. 27. Recognition - Reverse gear ENGINE MANAGEMENT 6C3 1.2 COMPONENT DESCRIPTIONS To provide a logical sequence to the various components that make up the Motronic M 2.7 engine management system, the following descriptions will proceed through various sub-systems of: Fuel Flow. Air Flow. Electrical/Electronic 6C-4 FUEL FLOW SUB-SYSTEM FUEL PUMP, FILTER AND PULSATION DAMPER The in-tank electric fuel pump is of the familiar roller-cell design that pumps fuel through the in-line fuel filter, via a fuel pulsation damper, into a fuel distribution manifold at a pressure of 250 kPa, maintained by a pressure regulator, mounted at the outlet end of the distribution manifold. From the pressure regulator, excess fuel is directed back to the fuel tank. The fuel filter is installed to match the direction of fuel flow. The function of the non-adjustable fuel damper is to absorb fuel flow pulsations from the action of the fuel pump rollers. FUEL PUMP RELAY Fuel pump operation is controlled by a fuel pump relay that prevents fuel from being pumped when the engine is switched ON but not operating such as might occur in an accident. If no ignition pulse is received by the Motronic M 2.7 control unit, the fuel pump relay is de-activated, preventing fuel pump operation. FUEL PRESSURE REGULATOR Flange mounted to the outlet end of the fuel distribution manifold, the pressure regulator is a diaphragm controlled unit that maintains a fuel pressure that is a constant 250 kPa, relative to the intake manifold pressure. Location is as shown in Figure 6C-3 ('1'). Illustration Key: 1. Fuel inlet. 2. Fuel return line. 3. Valve plate. 4. Valve plate holder. 5. Diaphragm. 6. Pressure spring. 7. Intake manifold pressure connection FUEL DISTRIBUTION MANIFOLD The design is such that the fuel distribution manifold capacity is sufficient to reduce pressure variations and noise. This means that each of the fuel injectors attached to the manifold, are all supplied with the same fuel pressure. In addition to the fuel pressure regulator ('1'), a non-return valve ('2') is also fitted to the distribution manifold, that provides a convenient point at which to check system fuel pressure. ENGINE MANAGEMENT ENGINE MANAGEMENT INJECTION NOZZLES The fuel injection nozzles are opened by pulsed electrical signals from the control unit. The longer the pulsed signal (pulse width), the more fuel is injected into the intake manifold. The fuel injection nozzles are unique to the Motronic M 2.7, as they have been modified to provide an increased flow rate, compared to other systems. FUEL TANK VENT VALVE The function of the fuel tank vent valve is to control the purging of stored fuel vapour from the activated charcoal canister. This control is achieved by the control unit activating the Vent Valve when engine operating conditions are such that exhaust emission levels will not be unduly affected by the burning of the stored fuel vapours. Once activated, the electro-magnetic valve opens, allowing intake manifold vacuum to draw the fuel vapours into the engine. The vapours are replaced with fresh air via a vent hose fitted to the base of the canister. Compared to the valve fitted to earlier Motronic systems, the tank vent valve for the Motronic M 2.7. is a pressure sealed version to withstand the high pressures involved. HOT START VALVE To prevent a fuel vapour lock occurring in the fuel system on hot engine starts, fuel pressure is increased, dependent on engine coolant temperature. This is achieved by the fuel pressure regulator vacuum connection to the engine intake manifold, being routed via the hot start valve, to atmosphere. When cranking signals are received by the control unit and engine coolant temperature is above pre-set parameters, the Hot Start Valve is activated effectively closing off intake manifold vacuum from the pressure regulator valve, allowing atmospheric pressure to act on the regulator diaphragm. This action produces the maximum fuel pressure in the fuel distribution manifold for starting. Refer to Figure 6A-6 in this Volume for hose connections. Unique to the Motronic M 2.7, the hot start valve is bolted onto the throttle valve manifold. 6C-5 6C-6 ENGINE MANAGEMENT AIR FLOW SUB-SYSTEM HOT-WIRE MASS AIR FLOW METER Introduced with the Motronic M 2.5, the calibration of the air flow meter for the M 2.7 has been modified to suit the increased air flow rate. The optimal means of determining the load on a petrol engine is to measure the air mass taken in by the engine. The reading thus obtained, is independent of air pressure, height above sea level (important when traveling in mountains) and air temperature. Construction of Hot Wire Air Mass Meter Illustration Key: m Intake air mass SE Control electronics RK Temperature sensor RH Hot wire RM Precision resistance Operation Measurement is made by guiding the air mass (m) into the engine, past a thin, electrically heated wire (hot wire, RH). This hot wire is part of an electrical bridging circuit and is monitored by an electronic control unit (SE). The electronic control unit (SE) regulates the flow of heating current (I) through the hot wire so that the hot wire always has a constant temperature. If the mass of the intake air rises, this results in the hot wire cooling down proportionally. Then the electronic control unit in the air mass meter (SE) increases the heating current so that the hot wire returns to constant temperature. The heating current flows through the precision resistance (RM), causing a voltage drop that is always in the same proportion as the intake air mass. This voltage drop is recorded at terminals 2 and 3 and conducted to the Motronic M 2.7 control unit as an air mass signal. ENGINE MANAGEMENT 6C-7 This heating current is therefore a measurement of the air mass flowing into the engine. To avoid faulty measurement due to contamination, the hot wire is burnt free after each operation. A pre-condition for this burning free period is that an engine speed of 1,000 rpm and an engine temperature in excess of 31 °C must have been reached. This means that the hot wire is not burnt free every time the ignition is switched ON or OFF. Provided these pre-conditions are fulfilled, the burning free begins approx. 4 seconds after the ignition is switched off and lasts for approximately 1.6 seconds when the process is visibly recognisable by the red glowing hot wire. Illustration Key I Heat current m Intake air mass SE Control electronics RK Temperature sensor RH Hot wire Rl Resistor in the measuring bridge of the control electronics (for better clarity, shown outside of the control electronics) RM Precision resistance measurement A Measuring leads P 44 P 44/Ter.1 P 44/Ter. 2 P 44/rer. 3 P 44/Ter. 4 P 44/Ter. 5 P 44/Ter. 6 K 61 K 68 Hot wire air mass meter Ground Ground to Motronic M 2.5 control unit Signal lead hot wire air mass meter Signal 'bum free' (pulsed ground) Voltage supply +12 V Not used with Motronic M 2.7 Motronic M 2.7 control unit Fuel pump relay Should the hot wire air mass meter or the lead between the hot wire air mass meter and the Motronic M 2.7 control unit become defective, then the Engine Telltale Lamp will be lit and a diagnostic trouble code (DTC) will be stored in the Motronic M 2.7 control unit. OTC 65: Voltage CO potentiometer too low. OTC 66: Voltage CO potentiometer too high. OTC 73: Voltage hot wire air mass meter too low. DTC74: Voltage hot wire air mass meter too high. Once a trouble code is logged, the control unit sets a default value which allows the vehicle to still operate until the fault can be located and corrected. Refer to 5. CHECKING PROCEDURES - Motronic M 2.7 in this Section for further details of these and other diagnostic trouble codes. 6C-8 THROTTLE BODY The throttle body has a compound throttle valve and is mounted on the intake manifold below the pre-volume chamber. The design has been developed to achieve smooth and fine control over this high performance engine. Illustration Key: 1. Primary throttle valve (1st stage) 2. Secondary Throttle valve (2nd stage) 3. 'Rucksack' Only the relatively small primary stage opens for the first 22° of throttle angle i.e. the second stage does not start to open until the primary has opened more than 22°. Even then, the second stage is restricted from opening by the 'rucksack' on its lower half, until a throttle angle of 24° has been attained. This staged and controlled opening provides a perfect transition from stage 1 to 2. IDLE SPEED ADJUSTMENT A by-pass hose around the throttle valve is installed, that has an electric idle speed adjuster inserted into it. Depending on the aperture left open by the rotary spool valve, the amount of air that by-passes the throttle valve will affect the engine idle speed. The position of the rotary spool valve is determined by the action of the motor working against a return spring that tries to close the valve. When the two are 'balanced' by a constant battery voltage being applied to the motor by the control unit, a specific bypass aperture is achieved that determines the engine Ore speed. Control of the voltage to the motor is determined by the internal control unit program 'Idle Speed Adjustment', that serves as a final controlling element of the idle speed adjustment. This device replaces the auxiliary air valve that has been used in the past, with the 'L' Jetronic fuel injection systems. With the variable flexibility provided by the control unit, the idle speed can be varied or maintained, independent of the load conditions on the engine. Illustration Key: 1. Electrical connector 2. Housing 3. Permanent magnet 4. Armature 5. Air channel by-passing throttle valve 6. Rotary spool valve ENGINE MANAGEMENT ENGINE MANAGEMENT 6C-9 BYPASS VALVE - CHARGE PRESSURE CONTROL Illustration Key: 1. Charge pressure control bypass valve 2. Charge pressure regulating valve control unit 3. Air bypass valve Intake air, charge pressure control is carried out via this pulsed, 3-way valve ('1) which, depending on the actuation from the Motronic M 2.7 control unit, applies the charge pressure regulating valve control unit ('2'), to either the intake or pressure side of the turbocharger, thereby controlling the amount of boost provided. Refer to Section 6A, ENGINE MECHANICAL, in this Volume for further information relating to the turbocharger operation. The charge pressure control bypass valve is fastened by a retainer to the coolant return hose of the turbocharger, as shown in the above inset. 6C-10 ENGINE MANAGEMENT ELECTRICAL/ELECTRONIC SUB-SYSTEM With the complexity of the electrical/electronic interface with other vehicle components, the following block diagram shows the input signals required by the Motronic M 2.7 control unit to make decisions about the output circuits controlled by the control unit. A brief description of the Motronic M 2.7 control unit follows, together with some of the input signal sources. MOTRONIC M 2.7 BLOCK DIAGRAM ENGINE MANAGEMENT MOTRONIC M 27 CONTROL UNIT This unique control unit has an internal charge pressure sensor fitted, that measures the intake air pressure via a connection to the throttle body, by a plastic hose (arrowed), routed in with the wiring harness. The 55-pin wiring harness plug can only be disconnected after the control unit has removed. Coding -Control Unit Engine Part Number Alpha Code C 20 LET 90 461 295 JZ INTAKE AIR TEMPERATURE SENSOR For an exact determination of the intake air temperature, after the air to air inter-cooler, a temperature sensor (arrow) is installed in the throttle valve manifold. THROTTLE VALVE SENSOR The throttle valve sensor determines the throttle valve position and thus sends load information to the Motronic M 2.7 electronic control unit. HIGH VOLTAGE DISTRIBUTOR With the Motronic M 2.7 operating in a cylinder selective fashion; i.e. the calculations for fuel infection, ignition point and knock control are determined for each individual cylinder, the control unit needs to know when No.1 cylinder is firing. This is achieved by having a Hall sensor in the high voltage distributor providing a signal when this occurs and the control unit then triggers m accord with the pre programmed firing order of 1.3, 4, 2. 6C-11 6C-12 OXYGEN SENSOR The oxygen sensor is boiled into the baffle manifold of the turbocharger and is a three wire unit. Current for the heater element is fed via the fuel pump relay, while the remaining two leads are for earth and signal circuits. The electrical heating element ensures that the sensor is operational as soon as possible after a cold engine start, providing accurate control of the fuel/air mixture. CRANKSHAFT IMPULSE SENSOR The inductive crankshaft sensor has two functions: 7. To sense the engine speed and transmit this to the 8. Motronic M 2.7 control unit. 9. To establish the reference marks for determining the 10. ignition advance angle. Location: The pulse sensor is mounted in the side of the engine block, while the sensor disc consists of a toothed ring attached to the crankshaft. Operating Principle As the teeth on the sensor ring pass the pulse sensor, the air gap changes. This causes the magnetic flux to also change, inducing an alternating voltage with the same frequency as that of the moving teeth. The amplitude of the voltage depends upon the circumferential speed, the engine speed, the size of the air gap, the shape of the tooth, the magnetic properties of the sensor ring material and the mounting. The amplitude, which varies between 0.5 and 100 Volts, is processed in the Motronic M 2.7 control unit and is changed to a square wave signal with a constant amplitude. The control unit counts the edges of the square wave signals, knowing that each tooth and tooth gap take up 3° of crankshaft rotation; that is, except for the reference mark. At the reference point position, two teeth are replaced by a gap, so that five gaps come together. This means that on only 58 of the possible 60 tooth positions are occupied. KNOCK SENSOR Located as shown, the knock sensor monitors vibrations in the engine block and converts them into voltage signals. These signals are filtered in the knock control computer (this is a separate microprocessor in the ) and evaluated. The sensor is an active, wide-band acceleration pick-up, consisting of piezo-ceramic material with an inherent frequency of 25 kHz and has a maximum operating temperature of 130 °C. Should a problem develop with the sensor or its electrical wiring, the check engine telltale lamp will be lit and a trouble code stored in Me Motronic M 2.7 control unit. DTC 16: Knock sensor or wiring to control unit defective. DTC 18: Knock control microprocessor is defective. Apart from this action, the control unit retards the dwell angle by 10°, bringing it into the knock-resistant range so the vehicle can be driven to the closest Holden Dealership for attention, without damaging the engine. RECOGNITION -1ST/REVERSE GEAR When Reverse or First gear is engaged, the Motronic control unit receives a signal from one of the two switches installed in the F 28/6 transmission (refer to Section OA, in this Volume for locations). When a signal is received, turbocharger boost is disengaged to minimise the possibility of a loss of vehicle control when starting from rest in either First or Reverse gears when poor road conditions are prevalent. ENGINE MANAGEMENT ENGINE MANAGEMENT 6C-13 WIRING HARNESS The separate wiring harness for the Motronic M 2.7 is in a self-continued engine wiring harness that connects all sensors and actuators with the Motronic M 2.7 control unit. Illustration Key 1. Diagnostic plug (ALDL) 2. Ignition coding plug 3. Motronic M 2.7 control unit plug 4. Oxygen sensor 5. Hot wire air mass meter 6. Throttle valve sensor 7. Fuel injectors 8. Earth terminals 9. Fuel pump relay 10. Trigger box 11. Engine wiring harness plug 12. Fuel tank vent valve 13. Hall sensor-cylinder recognition 14. Knock sensor 15. Idle speed adjuster 16. Crankshaft inductive impulse sensor 17. Engine coolant temperature sensor ENGINE MANAGEMENT 2. SIGNAL PROCESSING 6C-14 ENGINE MANAGEMENT 6C-15 2.1 BASIC CONTROL UNIT OPERATION To establish a basic understanding of the way in which an electronic control unit functions, there are three different processes that perform separate tasks within the unit, which are: a. Preparation of Input Signals: 11. Interface 12. A-D converter b. Information processing: 13. SEFI computer (Sequential Fuel Injection computer). 14. CPU (Central Processing Unit). 15. RAM (Random Access Memory, read/write memory with random access to individual data). 16. ROM (Read Only Memory, non-erasable program memory). 17. Knock control computer. c. Output Controls: 18. Output stages (actuating signal boosters). 19. Diagnostic plug (ALDL) for connecting to TECH 1 Operation The CPU receives commands from the ROM and executes them. This means that the CPU: 20. Loads the measured values, which are edited by the interface, into the RAM. 21. Recognises the various operating conditions on the basis of these values. 22. Fetches the characteristic curves and diagrams, which belong to these operating conditions, from the ROM. 23. Links the measured values with the characteristic curves/diagrams in accordance with the computing rules stored in the ROM 24. Computes the actuating signals and passes these on to the output stages. The Output Stages trigger the actuators: 25. Separate injection valves for each cylinder 26. Idle speed adjuster 27. Fuel pump relay 28. Signal 'burn free' for hot wire air mass meter 29. Tank vent valve 30. Engine telltale (self-diagnosis) 31. Trigger box 2.2 BASIC IGNITION SYSTEM OPERATION When computing the dwell angle, a difference is made between start, idling, partial load and full load. In addition, the dwell angle is also dependent on the anti- jerk function, knock control, the idle speed control and the deceleration fuel cutoff (these latter three are discussed in 2.3 BASIC OPERATION OF KNOCK CONTROL and 2.4 BASIC FUEL INJECTION SYSTEM OPERATION in this Section). Start When starting, the dwell angle is calculated according to a characteristic curve dependent on engine temperature and speed. Idling When idling, a characteristic curve dependent on engine speed becomes effective, which is corrected by the idle speed control program component of the CPU: 32. 33. If engine idle speed falls below the nominal value, the ignition is 'advanced' to raise the engine torque. If the engine speed rises above the nominal value, the ignition is 'retarded" to reduce engine torque. Partial Load In a partial load condition, the dwell angle is based on the dwell angle map, which is dependent on load and engine speed. A dwell angle change limitation prevents the dwell angle from changing rapidly. The anti-jerk function is an exception from this dwell angle change limitation. (See 'Anti-Jerk Function' in this Section). Full Load In a fully loaded situation, a characteristic curve dependent on engine speed is valid, which is subject to an attitude correction. The control unit recognises the increased altitude when, with the throttle valve fully open (full load switch closed), a pre-programmed air flow mass is not achieved. It then 'advances' the ignition to increase engine torque. In this way a reduced performance, due to a reduced density in the intake air, resulting from low air pressure at high altitudes, is overcome. 6C-16 ENGINE MANAGEMENT Anti-Jerk Function The control unit recognises jerking by comparing the engine speed at two short consecutive intervals, filtering the values and computing the difference. 34. If the engine speed is rising, the ignition is 'retarded' to reduce engine torque. 35. If the engine speed is falling, the ignition is 'advanced' to increase engine torque. This prevents jerking in the partial load range. Because jerking does not occur with greater loads or higher engine speed. For this reason, the anti-jerk function is disabled in this range. 2.3 BASIC KNOCK CONTROL OPERATION Engines with high compression ratios cannot normally be operated with optimal spark advance as they would otherwise be damaged by detonation during combustion. As a result, the spark advance in a conventional ignition systems is set with a corresponding safety margin to the detonation limit. The use of knock control dispenses with the need for this safety margin and the need to have an octane number plug. This means that the engine is always operated with optimal spark advance and provides the following advantages: 36. high performance 37. good torque values 38. low fuel consumption 39. automatic adjustment to fuel quality 40. no engine damage due to knocking combustion Function Diagram of Knock Control FUNCTION DIAGRAM OF KNOCK CONTROL ENGINE MANAGEMENT 6C-17 The knock sensor supplies a structure-bome signal in which all secondary noises are also contained (e.g. engine vibrations). Because the knocking frequency of the C 20 LET engine has been determined in trials in the region of 15 kHz, only this frequency is used for further evaluation. This frequency is conveyed to the integrator only within the measuring window (10° - 60° ATDC), where the integrator aligns the signal within the measuring window. The signal so formed, is allotted to the appropriate cylinder by the A-D converter. The actual value of this cylinder is now compared with is reference level (average value of the last 16 phases). If the actual value exceeds the reference level by a certain amount, the combustion is recognised as knocking. If the actual value lies below a certain level related to engine speed, then the actual value is used as a new reference level for knocking recognition. Thus the knock control reacts to even minimal engine noise. If the knock control has recognised knocking combustion for any one cylinder, the CPU will adjust the dwell angle by 3° in a retard direction for the next phase. The dwell angle of the other cylinders is not affected by this measure (cylinder-selective control). The dwell angle adjustment in a 'retard' direction is repeated for every combustion which is recognised as knocking and for each cylinder selectively (individually). If no more detonation is sensed, the ignition is adjusted by 0.75° in direction 'advance' after 20 to 120 knock-free combustions (approx. 2 seconds). This is repeated until the pilot control value is reached again or until knocking combustion is registered. The knock control only affects the dwell angle in an engine speed dependent load range in which knocking combustion is to be expected. As the knock limit varies from one cylinder to another in an engine and can change drastically within the operating range, every cylinder has its own ignition point for operation at the knock limit. This type of 'cylinder-selective' knock recognition and control is an essential advantage in Motronic M 2.7 because it allows the optimisation of engine performance and fuel economy. Figure 6C-22 shows the individual cylinder knock control for a 4 cylinder engine, such as the C 20 LET fitted to the Calibra 04 Turbo. 6C-18 ENGINE MANAGEMENT Automatic Octane Number Adjustment The knock control makes automatic octane number adjustment possible. Two ignition characteristic maps are programmed in the control unit. The knock control computer selects the appropriate ignition characteristic map for the fuel quantity according to the following criteria: 41. 42. After 50 knocking combustions the control unit switches to the map with the more retarded dwell angle (low octane number). After approx. 8.5 minutes of knock-free operation, the control unit switches back to the map with the more advanced dwell angle (higher octane number). 2.4 BASIC FUEL INJECTION SYSTEM OPERATION Motronic M 2.7 continues with sequential fuel injection, as introduced with the earlier M 2.5. What follows is an illustration of the difference between simultaneous and sequential fuel injection: Figure 6C-23 With simultaneous injection, all injection valves inject once per crankshaft revolution regardless of which phase each cylinder is in. With sequential injection, only the cylinder in the induction phase is supplied with fuel. The advantages of sequential injection are: 43. 44. 45. 46. 47. 48. 49. exact amount of fuel required for each cylinder spontaneous reaction to load change high performance high torque low fuel consumption uniform mixture distribution improved exhaust emissions (no injection onto open intake valve) A separate microprocessor and one output stage for each injection valve are provided in the control unit to provide exact computation and triggering of the injection. ENGINE MANAGEMENT 6C-19 INJECTION TIMING COMPUTATION The injection timing is dependent on the load signal. The load signal is computed from the voltage reduction in the hot wire air mass meter, the engine speed and an injection valve constant. In order to counteract vibrations (jerking), this signal is put through an electronic filter which collects these vibrations. The injection timing is computed from the product of these processed load signals and all correction factors in the current operating condition. The mixture is enriched in the following dynamic operating conditions: 50. after-Start 51. warming-up 52. acceleration 53. re-engagement after deceleration fuel cutoff The mixture is also corrected in the following stationary operating conditions: 54. when idling above an engine speed dependent characteristic curve (idling, deceleration fuel cutoff) 55. at partial load via a characteristic curve dependent on engine speed and load 56. at full load via an engine speed dependent characteristic curve 57. Start Starting is divided into two phases. In phase 1 the load signal is not yet useable and is therefore replaced by a fixed value of 2.5 ms. Depending on engine temperature, it is determined whether it is a: Cold start (engine temperature below 0 °C) Normal start (engine temperature from 0°C-125 °C) Hot start (engine temperature above 125 °C) Phase 1 is valid as long as the engine speed has not yet exceeded an engine speed threshold, dependent on engine temperature or that 12 ignitions after starting have not been exceeded. Intake air mass and engine speed are not considered until phase 2. 58. After-Start When starting is finished, the so-called after-start phase begins. Now the load signal is used together with an after-start correction to compute the injection timing. After a cold start, a cold start correction follows, after a hot start, a hot start correction. With a hot start, an injection time reduction occurs for a pre-set period of time. 59. Warm-up When idling, the mixture is enriched In accordance with a characteristic curve dependent on engine temperature and engine speed. When not idling, a characteristic map dependent on load and engine speed is called upon. 60. Acceleration Enrichment The acceleration enrichment is triggered when the intake air mass increase per second exceeds a certain value. In order to attain a better dynamic ratio during the acceleration phase, auxiliary injectors are actuated to supplement the injection extension. The extent of acceleration enrichment is determined by the degree of acceleration, the engine temperature and a characteristic map dependent on load and engine speed. DECELERATION FUEL CUT-OFF Conditions for deceleration fuel cutoff are: 61. idle contact closed or load signal below a certain threshold 62. engine speed below a threshold dependent on engine temperature Once these conditions are met, the deceleration fuel cutoff immediately begins. That is: 63. 64. the ignition is retarded to the idling dwell angle. then fuel injection is switched off. Before re-engagement occurs, either the engine speed must fall below a certain engine temperature dependent threshold, the load signal must exceed a certain threshold or the idling switch must open. Injection is resumed and the dwell angle is slowly adjusted to the characteristic map value (soft reengagement). If the engine speed falls very quickly, the injection reengages earlier in order to prevent the engine from dying (fast re-engagement). If the load signal increases sharply, the ignition is immediately related to the characteristic map value so that the engine torque is increased (fast re-engagement). 6C-20 ENGINE MANAGEMENT OXYGEN REGULATION SYSTEM When catalytic converters are used for exhaust gas conversion, then unleaded fuel must only be used and the air-fuel ratio may only deviate very slightly (t 0.15%) from the stoichiometric ratio (Lambda = 1, which corresponds to approximately 14 kg air to 1 kg fuel). Only under these conditions can the exhaust constituents CO, HC, NO. be reduced by 90%. Such accuracy in mixture formation is not possible without regulation. Therefore the computation of injection timing described above is supervised by the oxygen regulator. Two factors are responsible for oxygen regulation: 1. 2. 1. The integrator regulates without delay. 2. The block learn function adapts the regulator to long term changes, as for example those which occur due to running in and aging of the engine, density and changes in quality of the fuel, air leaks etc. Block learn function 1 is effective during idling. Block learn function 2 is effective in the partial and full load phases. IDLE SPEED CONTROL The idle speed is controlled by means of the idle speed adjuster and the dwell angle adjustment. The dwell angle adjustment is a fast but limited measure that operates until the idle speed adjuster takes over regulation with the slower volume control. The dwell angle control is described in Section 2.2 BASIC IGNITION SYSTEM OPERATION, in this Section. The idle speed adjuster is actuated in all operating conditions. The following additional functions are fulfilled above and beyond the true idling zone: 65. Auxiliary air valve: for mixture enrichment at low engine temperatures 66. Vacuum limitation: If the throttle valve is closed, the control unit opens the idle speed adjuster in order to limit the vacuum in the intake system. 67. Soft deceleration fuel cut-off and re engagement: before switching off the injection, the idle speed adjuster is closed and does not return to the open position until after re-engagement. In this way, together with the dwell angle control (see Section 2.2 BASIC IGNITION SYSTEM OPERATION, in this Section), a smooth deceleration fuel cutoff and reengagement is achieved. 68. Idle speed modification when the air conditioning system is activated. COMPUTING THE NOMINAL ENGINE SPEED In order to compute the nominal idle engine speed, a characteristic curve dependent on engine temperature and engine speed is drawn on during starting. After starting, a corresponding characteristic map serves this purpose. Apart from this, the nominal engine speed is dependent on the battery voltage. If the battery voltage falls below a pre-set value, the nominal engine speed is increased. This increase is not reversed until the voltage rises again. At low temperatures the nominal engine speed is also increased to guarantee smooth engine running. Computing the Nominal Air Requirement The nominal air requirement (the air which should flow through the idle speed adjuster) is computed in accordance with the PI regulator principle (Proportional Integral Regulator). Proportional means that the idle air adjuster is opened by an amount corresponding to engine speed deficit when compared to the nominal value. The integral part results from the average of all previous engine speed deviations. This results in the equalising and compensating function of the integrator. Idle Speed Adjuster Triggering The nominal air requirement which has been computed is converted to a frequency with which the idle speed adjuster is triggered. When the engine idles for quite a long period, the computed nominal air requirement is compared to the actual intake air mass and the computer adjusts its calculation by adapting to the actual situation. In this way slowly changing conditions are taken into account. For example: 69. 70. 71. An increased idle air requirement in brand new engines (due to greater friction). Air leaks in older engines. Diversity of engines due to manufacturing tolerances. ENGINE MANAGEMENT 6C-21 TANK VENTILATION If the fuel in the tank becomes warmer due to outside influence or in passing through the fuel supply system (fuel pump, fuel line, distributor pipe), then vapours form which cannot be released into the atmosphere in a vehicle with catalytic converter. The vapours which form in the tank are released into the atmosphere via the active carbon filter when the engine is not running The petrol vapours are retained by the active carbon and temporarily stored until the next time the engine is operated. In the partial and full load ranges the tank ventilation valve is opened by the control unit. Due to the vacuum in the intake manifold, fresh air induction takes place via the active carbon filter when the engine is running. The temporarily stored fuel vapours are thus expelled. In order to prevent this flushing of the active carbon canister from interfering with the engine running, the tank ventilation valve is only triggered during active oxygen regulation, when the engine temperature is greater than 49.8 °C and when the idling switch is open. 6C-22 ENGINE MANAGEMENT 3. MOTRONIC M 2.7 WIRING DIAGRAM NOTE: This is an extract from the complete vehicle wiring diagrams as detailed in 3. WIRING DIAGRAMS in Section 12, ELECTRICAL, in this Volume. ENGINE MANAGEMENT 6C-23 COMPONENT IDENTIFICATION Abbreviation Description F11 K20 Fuse (in fuse box) Ignition module K61 Motronic control unit K68 L1 M21 M33 P12 P29 P32 P34 P35 P44 P46 P47 S53 S7 X13 Y7 Y11 Y12 Y33 Y34 Fuel pump relay Ignition coil Fuel pump Idle speed adjuster Coolant temperature sensor Intake air temperature sensor Oxygen sensor, heated Throttle valve potentiometer Inductive pulse pick-up Hot-wire mass air flow meter Knock sensor Phase sensor Recognition – 1st gear Recognition - reverse gear Diagnostic plug Injection valves Hot start valve Bypass valve - charge pressure control Ignition distributor Tank vent valve Wiring Diagram Location 399 361.to.364 366.to.396 393.to.397 361 399 381.to.382 381 382 391.to.392 383.to.385 373.to.375 393.to.397 377.to.378 385.to.387 372 599 371 374.to.391 375.to.376 377.to.378 360.to.362 379.to.380 6C-24 ENGINE MANAGEMENT TERMINAL ASSIGNMENT OF WIRING HARNESS PLUG FOR MOTRONIC M 2.7 CONTROL UNIT K61 Terminal Assignment Ter. 1 Ter. 2 Ter. 3 Ter. 4 Ter. 5 Ter. 6 Ter. 7 Ter. 8 Ter. 9 Ter. 10 Ter. 11 Ter. 12 Ter. 13 Ter. 14 Ter. 15 Ter. 16 Ter. 17 Ter. 18 Ter. 19 Ter. 20 Ter. 21 Ter. 22 Ter. 23 Ter. 24 Ter. 25 Ter. 26 Ter. 27 Ter. 28 Ter. 29 Ter. 30 Final stage, ignition module K 20/Ter. 4 Recognition - 1 at gear S 53 Ground actuation for fuel pump relay K 68 / Ter. 85 B Ground actuation for idle speed adjuster M 33 Ground actuation for tank vent valve Y 34 Unoccupied Signal, hot-wire mass air flow meter P 44/Ter. 3 Signal, Hall sensor cylinder recognition P 47/Ter. 2 Signal, odometer frequency sensor P 21 Ground Ter. 31 Signal, knock sensor Voltage supply, Hall sensor P 47/Ter. 3; throttle valve potentiometer P 34/Ter. 1 Diagnostic excitation lead, diagnostic plug X 1 3/Ter. B Ground Ter. 31 Unoccupied Ground actuation for injection valve Y 7, cylinder 3 Ground actuation for injection valve Y 7, cylinder 1 Battery Ter. 30 Ground Ter. 31 Unoccupied Ground actuation for charge pressure bypass valve Y 12 Ground actuation for engine telltale Unoccupied Ground Ter. 31 Ground actuation for hot-wire mass air flow meter P 44 / Ter. 4, 'burn-off' signal Ground, hot-wire mass air flow meter P 44/Ter. 2 Battery Ter. 1 5 Signal, oxygen sensor P 32 Unoccupied Ground supply for: - knock sensor P 46 - coolant temperature sensor P 12 - intake air temperature sensor P 29 - throttle valve potentiometer P 34 ENGINE MANAGEMENT Ter. 31 Ter. 32 Ter. 33 Ter. 34 Ter. 35 Ter. 36 Ter. 37 Ter. 38 Ter. 39 Ter. 40 Ter. 41 Ter. 42 Ter. 43 Ter. 44 Ter. 45 Ter. 46 Ter. 47 Ter. 48 Ter. 49 Ter. 50 Ter. 51 Ter. 52 Ter. 53 Ter. 54 Ter. 55 Ground actuation for hot start valve Tj signal for hoard computer Unoccupied Ground actuation for injection valve Y 7, cylinder 2 Ground actuation for injection valve Y 7, cylinder 4 Ground actuation for fuel pump relay K 68/Ter. 85 Voltage supply for: - control unit K 61 - hot-wire mass air flow meter P 44/Ter. 5 Unoccupied Unoccupied Input signal, air conditioning compressor Input switch, air conditioning ready Ground Ter. 31 Tachometer Signal, Intake air temperature sensor P 29 Signal, coolant temperature sensor P 12 Unoccupied Unoccupied Signal, inductive pulse pick-up P 35/Ter. 2 Ground, inductive pulse pick-up P 35/Ter. 1 Unoccupied Unoccupied Recognition - reverse gear Signal, throttle valve potentiometer P 34/Ter. 3 Unoccupied Bi directional data lead, diagnostic plug X 13/Ter. 6 6C-25 6C-26 ENGINE MANAGEMENT 4. DIAGNOSIS INTRODUCTION The program section self-diagnosis within the control unit, checks the sensor signals against pre-programmed, 'look-up' tables. If an open circuit should occur say, in the temperature sensor, this would result in an infinite resistance. The corresponding temperature of -35 °C is not plausible. The malfunction is therefore recognised. Similar plausibility controls are carried out with other sensor signals. A fault which has been recognised is stored with the corresponding trouble code. BACK-UP OPERATION If a fault does occur, the control unit substitutes the following values so that the vehicle is not immobilised. Sensor/Fault Replacement Value Oxygen sensor circuit Coolant temperature sensor Knock sensor circuit Throttle valve sensor malfunction Intake air temperature sensor Hot wire mass air flow meter 450 mV 40 °C Ignition timing is retarded b 8.5° Throttle angle 30° 20 °C Replacement characteristic curve, dependent on engine speed and throttle valve angle. IMPORTANT NOTES AND PRECAUTIONS When dealing with electronic control units and systems, observe the following instructions carefully, to avoid damaging the engine, control unit or ignition coil or endangering life: 1. 1. 'Trouble codes' in the memory of electronic systems with self-diagnosis are deleted by disconnecting the battery. 2. 2. Never start engine when battery connections are not absolutely tight. 3. 3. Wrong polarity of power supply (e.g. by battery terminals or ignition coil being wrongly connected) can lead to control unit being irreparably damaged. 4. 4. Disconnect battery from vehicle electrical system before charging or using a battery booster. Assist start only with a second 12 volt battery and jump cables. 5. 6. 7. 8. 5. Never disconnect battery while engine is operating. 6. Never short-circuit ignition coil Ter. 1 to ground (e.g. to stop engine). Ignition coil and possibly also control unit could be irreparably damaged. 7. Never allow battery positive terminal and ignition coil Ter. 1 to come into contact. Control unit will be damaged. 8. Do not disconnect or connect wiring harness plug of control unit while ignition is switched on. First remove control relay or wart for approx. 20 seconds after switching off the ignition. 9. 9. Remove control unit at temperatures over 80 °C (drying oven). 10. 10. Remove control unit during electrical welding operations. ENGINE MANAGEMENT Trouble Code 6C-27 Information Sensor Cause of Fault 12 Start of diagnosis - 13 Oxygen sensor No voltage change 14 Coolant temperature sensor Voltage low 15 Coolant temperature sensor Voltage high 16 Knock sensor circuit Knock signal 18 Knock control module Defective, replace control unit 19 Inductive pulse pick-up Incorrect engine speed signal 21 Throttle valve potentiometer Voltage high 22 Throttle valve potentiometer Voltage low 23 Knock control module Defective, replace control unit 25 Injection valve, cylinder 1 Voltage too high 26 Injection valve, cylinder 2 Voltage too high 27 Injection valve, cylinder 3 Voltage too high 28 Injection valve, cylinder 4 Voltage too high 31 Inductive pulse pick-up No engine speed signal 38 Oxygen sensor circuit . Voltage too low 39 Oxygen sensor circuit . Voltage too high 41 Recognition -1 at gear Voltage too low 42 Recognition -1 at gear Voltage too high 48 Alternator circuit . Voltage too low 49 Alternator circuit . Voltage too high 52 Engine telltales, final stage in control unit Voltage too high 55 Control unit . Defective, replace control unit 56 Idle air control system, final stage in control unit Voltage too high 57 Idle air control system, final stage in control unit Voltage too low 61 Tank vent valve, final stage in control unit Voltage too low 62 Tank vent valve, final stage in control unit Voltage too high 69 Intake air temperature sensor Voltage too low 71 Intake air temperature sensor Voltage too high 73 Mass air flow meter Voltage too low 74 Mass air flow meter Voltage too high 75 Torque control Voltage too low 82 Injection valve, cylinder 2 Voltage too low 83 Injection valve, cylinder 3 Voltage too low 84 Injection valve, cylinder 4 Voltage too low 93 Hall sensor Voltage too low 94 Hall sensor Voltage too high 95 Hot start valve . Voltage too low 96 Hot start valve Voltage too high 113 Charge control sensor Standard tolerance too large 114 Charge control sensor Standard tolerance in idle range too large 115 Charge control sensor Standard tolerance in full load range too large 116 Charge control sensor Charge pressure too high 117 Charge pressure bypass valve Voltage too low 118 Charge pressure bypass valve Voltage too high CHECKING WITH TECH 1 The Motronic control unit can be connected with TECH 1 via the ALDL plug. Trouble-shooting familiar from other electronic systems and the Actuator Test can thus be carried out. The Actuator Test can actuate the following: 72. Fuel injectors 1 - 4 73. Tank vent valve 74. Idle speed adjuster 75. Hot start valve 76. Charge pressure control bypass valve – 77. Ignition final stage (with checking spark plug) Further information about the checking of the Motronic M 2.7 can be found in the 'Checking Procedures, Motronic M 2.7' that follows, in this Section. ENGINE MANAGEMENT 5. CHECKING PROCEDURES MOTRONIC M 2.7 Combined Fuel Injection and Ignition System Checking with TECH 1 Program Module OPEL/VAUXHALL 87 - 94 control unit CALIBRA TURBO CAVALIER TURBO 6C-29 ENGINE MANAGEMENT 5.1 TABLE OF CONTENTS 6C-31 PAGE 1. Introduction . ........................................................................................................................ 5 1.1 The Checking System ......................................................................................................... 5 1.2 General Instructions/Safety Measures . ............................................................................... 5 2. Checking Equipment ........................................................................................................... 5 3. Survey of the System .......................................................................................................... 6 3.1 Diagram of Motronic M 2.7................................................................................................... 7 3.2 Block Diagram, Motronic M 2.7 ........................................................................................... 7 3.3 Survey of Engine Compartment, CALIBRA TURBO ........................................................... 9 4. Checking ............................................................................................................................. 10 4.1 Features Specific to this System ........................................................................................ 10 4.2 Diagnostic Switch KM-640 . ................................................................................................ 10 4.2.1 Diagnostic Switch KM-640, Connect to Vehicle ................................................................. 10 4.2.2 Trouble Codes, Flash out using Diagnostic Switch KM-640 .............................................. 10 4.3 Checking with TECH 1 ....................................................................................................... 11 4.3.1 TECH 1, Connect to Vehicle .............................................................................................. 11 4.4 Abbreviations, Definitions ................................................................................................... 12 4.5 F0: DATA LIST ................................................................................................................... 15 4.6 Explanation of Tables ......................................................................................................... 61 4.6.1 Table 1, TECH 1 - Checking . ............................................................................................. 61 4.6.2 Table 2 Trouble Code Table . ............................................................................................. 65 4.6.3 Table 3 System Components ............................................................................................. 95 4.6.4 Table 4 Emergency Characteristics, Notes on 'Engine Does Not Start' ............................. 96 4.6.5 Table 5 F5: ACTUATOR TEST .......................................................................................... 97 5. Terminal Assignment . ....................................................................................................... 113 5.1 Terminal Assignment of Wiring Harness Plug X6 (51 pin) ................................................ 113 5.2 Terminal Assignment of Wiring Harness Plug X 8 (2 pin) ................................................. 113 5.3 Terminal Assignment of Wiring Harness Plug X9 (6 pin) .................................................. 114 5.4 Terminal Assignment of Wiring Harness Plug X 11 (6 pin) ............................................... 114 5.5 Terminal Assignment of Diagnostic Plug X 13 (10 pin) ..................................................... 115 5.6 Terminal Assignment of Wiring Harness Plug X 18 (5 pin) ............................................... 115 5.7 Terminal Assignment of Hot Wire Mass Air Flow Meter P 44 (6 pin) ................................ 116 6. Appendix ............................................................................................................................ 117 6.1 Complaints Table . ............................................................................................................. 117 1 Introduction This Section describes the checking of the Motronic M 2.7 from the C 20 LET engine with TECH 1 and the newly developed Program Module OPEL/VAUXHALL 87 - 94 ECU 1.1 The Checking System A checking concept has been developed which has pointed the way for the checking of electronic systems in vehicles. Using TECH 1, as well as universal checking adapters, checking leads and the optional Electronic Kit 1 (KM-609), the electronics of all vehicles can be checked. With TECH 1 and the appropriate Program Module, it is possible to read out streams of data from electronic control units via diagnostic plugs. A precondition for this is the use of electronic systems with microprocessor techniques self-diagnosis serial data lead 1.2 General Instructions / Safety Measures Readout of data using TECH 1 takes place with ignition ON and/or with engine operating. During communication between TECH 1 and the Motronic control unit, ensure that the relevant telltale illuminates constantly. Safety Measures: Allow at least 20 seconds after switching off ignition before disconnecting/reconnecting plugs of electric/electronic modules. Never disconnect battery from vehicle electrical system with engine running. During welding work, always remove control units. At temperatures above +80 °C/+176 °F (drying oven), control units must be removed. Never use the quick-charger for starting. Caution when touching voltage-bearing parts of the ignition system. Use only high-resistance voltage tester for checking. IMPORTANT: After disconnecting the battery, volatile memories must be reprogrammed. In the case of radio coding and radio station programming, the customer should be informed about the decoding and deleted station programming. 2 Checking Equipment TECH 1 Case] Program Module "OPEL/VAUXHALL 87 - 94 ECU" 10 pin Adapter Cable, SD 28224 Electronic Kit 1, KM-609 (Available, Optional Tool) Multimeter, Digital (Commercially Available) Diagnostic Switch KM-640 (Available, Optional Tool) Pressure Gauge KM-J-34730-91 Checking Spark Plug ST-125 Injector Test Light KM-602-1 Pressure and Vacuum Pump J23738 3 3.1 Diagram of Motronic M 2.7 Survey of System 3.2 Block Diagram, Motronic M 2.7 3.3 Survey of Engine Compartment, CALIBRA TURBO 4 Checking 4.1 Features Specific to this System The Motronic M 2.7 system is equipped with self-diagnosis. This means: If the Motronic M 2.7 control unit recognizes a fault in the system, it will be stored after a certain period of time. If any trouble codes are stored, the engine telltale in the instrument is switched on. Note: The Motronic M 2.7 permits readout of measured values while travelling. For this, the snapshot mode (F3 key) must be activated. This allows sporadic faults (e.g. loose contacts) to be detected. Important: Trouble codes can only be deleted using TECH 1 or by disconnecting the ground lead from the battery for approx. 1 minute. After diagnosis with TECH 1 is completed, the ignition must be switched off at least once. Replace closure plug on the diagnostic plug and diagnostic plug on the base. 4.2 Diagnostic Switch KM-640 Note: If TECH 1 is not available, blink code readout can be initiated using Diagnostic Switch KM-640. TECH 1 is however necessary for exact determination of faults. 4.2.1 Diagnostic Switch KM-640, Connect to Vehicle The switch is turned to position "B" and connected to the diagnostic plug X 13 (ALDL plug) in the engine compartment. 4.2.2 Trouble Codes, Flash out using Diagnostic Switch KM-640 Using Diagnostic Switch KM-640, the diagnostic excitation lead X 13/Ter. B in the diagnostic plug (diagnostic excitation lead for the M 2.7) is connected with terminal "A" (ground). This triggers blink code readout when the ignition is ON. Any trouble codes that may be stored will now be displayed via the engine telltale. 4.3 Checking with TECH 1 Observe the directions in the TECH 1 Operating Instructions before connecting the unit. Note: The program modules may only be changed or inserted by pressing the two outer catches with ignition OFF. 4.3.1 TECH 1, Connect to Vehicle • Ignition OFF. • Using the 10 pin Adapter Cable SD 28224, connect TECH 1 to the diagnostic plug X 13 in engine compartment. • Select OPEL/VAUXHALL 87 - 94 ECU with "YES". • Enter Model Year; "4" key - Model Year 1994. • Select vehicle type via "NO" key, confirm with "YES" key. • Engine OFF, ignition ON, confirm with "YES" key. • Answer "AUTOMATIC SYSTEM IDENTIFICATION?" with "NO" key. • Select "ELECTRONIC ENGINE SYSTEM", confirm with "YES" key. • Select engine designation "C 20 LET" via " " keys, confirm with "YES" key. • Confirm 'COMPARE OPEL PART N0. XXXXXX XX WITH CHART 3" with "YES" key. • Note trouble codes (if present). • Select "F0: DATA LIST' with "YES" key and confirm with "F0" key. • Compare all data shown on display with the nominal values in the Checking Procedures. • If there are deviations from the nominal values, carry out checks according to instructions. 4.4 Abbreviations, Definitions BATTERY VOLTAGE – – Battery voltage INTAKE AIR TEMP. – – Intake air temperature COOLANT TEMP. – – Coolant temperature MASS AIR FLOW S . – – Hot wire mass air flow meter signal TPS SIGNAL – – Signal from throttle valve potentiometer ENGINE LOAD SIG. – – Engine load in ms, calculated from hot wire mass air flow meter signal – – JAC ADAPT. SLOPE – – JAC INTEGRATOR – – Integrator value of idle speed adjuster JAC BLOCK LEARN – – Pattern recognition value of idle speed adjuster 02 SENSOR LOOP – – Open/closed loop via oxygen sensor 02 INTEGRATOR – – Integrator value of mixture - (02) - correction 02 BLM IDLE THR. – – Learned mixture characteristic curve at idle speed 02 SENSOR – – Oxygen sensor voltage in mV 02 BLM PART THR. – – Learned mixture characteristic curve in partial load range BATTERY VOLTAGE – – Control unit voltage supply VEHICLE SP.PULSE – – Odometer frequency sensor KNOCK RTD. CYL.1 KNOCK RTD. CYL.2 KNOCK RTD. CYL. 3 KNOCK RTD. CYL.4 Ignition timing adjustment of each individual cylinder when knock occurs Deviation of idle speed adjuster pulse from value calculated by control unit 4.4 Abbreviations, Definitions (cont’d) INJECTION PULSE – – Injection period in ms ENGINE SPEED – – Engine speed at idle speed SPARK ADVANCE – – Firing angle BTDC calculated by control unit SIM. IDLE POS.SW – – Idle position of throttle valve potentiometer SIM. FULL POs. SW – – Full load position of throttle valve potentiometer MAP SENSOR – – Intake manifold absolute pressure sensor 1. SPEED IDENT SW – – Switch for 1st gear recognition FUEL TANK VENT. – – Tank vent valve HALL SENSOR – – Hall sensor on high voltage ignition distributor A/C INFORMAT. SW – – Air conditioning switch A/C COMPRESS. SW – – Air conditioning compressor A/C CUTOFF RELAY – – AC cutoff relay for AC compressor cutoff HOT START VALVE – – Bypass valve for fuel pressure WASTE GATE VALVE – – Charge pressure valve WASTE GATE BLM – – Charge pressure characteristic curve HIM – – Hot Film Mass Air Flow Meter ECU – – Electronic Control Unit Master Cartridge – – Program Module TECH 1 SELF-Test Routine – – TECH 1 self-test – – PWM Pulse Width Modulated signal (throttle valve potentiometer) from Motronic control unit to transmission control unit 4.5 No. 01 F0: DATA LIST TECH 1 Display Conditions for Checking BATTERY VOLTAGE Ignition ON, switch off all consumers Start engine Engine running at idle speed Notes for TroubleShooting Ignition ON 81. Start engine 83. Engine 11.5 to 13.5 V >8V 13.0 to 15.9V Trouble Codes Terminal 48,49 27,24 Nominal Value: >11.5V 78. Nominal Value >8V Cause of Fault 79. Battery discharged 80. Corroded contacts 82. 84. running >13V Alternator or regulator defective Alternator or regulator defective 85. Control unit K61 defective F0: DATA LIST No. 02 TECH 1 Display Conditions for Checking TPS SIGNAL Ignition ON, engine OFF Throttle valve CLOSED (accelerator pedal in idle position) Throttle valve completely OPEN (accelerator pedal fully depressed) Notes for Trouble-Shooting Nominal Value: Nominal Value 0.1 to 0.7V 3.5 to 4.7V Trouble Codes Terminal 21, 22 53/30 Cause of Fault 88. 86. 87. Ignition ON Remove plug from throttle valve potentiometer P34 Bridge Ter. 2 with Ter. 3 on throttle valve potentiometer plug with Adapter Lead KM-609-09 from Electronic-Kit I KM609 93. Using multimeter, measure voltage between Ter. 1 and Ter. 2 in throttle valve potentiometer plug P 34 >4.9V 91. Short circuit between signal lead Ter. 3 and ground Ter. 2 89. Short circuit to ground in control unit lead K 61/Ter. 53 to throttle valve potentiometer P 34/Ter. 3 90. Control unit K 61 defective 92. Lead interruption from – – Control unit K61/Ter. 30 to throttle valve potentiometer Ter. 2 <0.1V – – Control unit K 61/Ter. 53 to throttle valve potentiometer Ter. 3 – – Control Unit K 61 defective 94. >4.9V Lead interruption or short circuit to ground from control unit K 61/ Ter. 12 to throttle valve potentiometer plug P 34/Ter. 2 F0: DATA LIST No. TECH 1 Display Conditions for Checking Engine running at idle SIM. IDLE speed POS. SW Actuate accelerator pedal slightly 03 Nominal Value: Notes for TroubleShooting Nominal Value Trouble Codes Terminal ACTIVE INACTIVE 21, 22 INTERN. Cause of Fault 97. 95. Engine running at idle speed 96. Remove plug from throttle valve potentiometer P 34 TECH 1 Display Conditions for Checking Nominal Value Trouble Codes Terminal SIM. FULL POS. SW Engine running at idle speed Depress accelerator pedal briefly to full load stop INACTIVE ACTIVE 21, 22 INTERN. Notes for TroubleShooting Nominal Value: Cause of Fault INACTIVE 102. Short circuit between Ter. 3 and Ter. 1 in throttle valve potentiometer plug P 34 103. Lead interruption from – – Control unit K 61 / Ter. 53 to throttle valve potentiometer Ter. 3 – – Control unit K 61 / Ter. 30 to throttle valve potentiometer Ter. 1 – – Control unit K61 / Ter. 12 to throttle valve potentiometer Ter. 2 104. Control unit K 61 defective No. 04 INACTIVE Short circuit between Ter. 3 and Ter. 1 in throttle valve potentiometer plug P 34 98. Lead interruption from – – Control unit K 61 / Ter. 53 to throttle valve potentiometer Ter. 3 – – Control unit K 61 / Ter. 30 to throttle valve potentiometer Ter. 1 – – Control unit K 61 / Ter. 12 to throttle valve potentiometer Ter. 2 99. Control unit K 61 defective 100. Engine running at idle speed 101. Remove plug from throttle valve potentiometer P 34 F0: DATA LIST No. 05 TECH 1 Display INTAKE AIR TEMP. Conditions for Checking Engine running at idle speed, operating temperature Notes for Trouble-Shooting 105. Engine OFF, ignition ON 106. Remove intake air temperature sensor plug P 29 109. Short-circuit both contacts in the temperature sensor plug using Adapter Lead KM609-09 from ElectronicKit I KM-609 Nominal values are attained Nominal Value: <-35°C/ 31°F > 4.9V 10 to 74°C/ 50 to 165°F 3.9 to 1.4 V Trouble Codes Terminal 69, 71 44/30 Cause of Fault 107. Short circuit between signal and ground leads in wiring harness 108. Control unit K 61 defective 110. >180°C/ 356°F < 0.1V Nominal Value Lead interruption from – – Control unit K 61 / Ter. 44 to temperature sensor P 29 – – Control unit K 61 / Ter. 30 to temperature sensor P 29 111. Control unit K 61 defective 112. Temperature sensor P 29 defective Test values, intake air temperature sensor: 15°C to 30°C/59°F to 86°F: 1450 W TO 3300 W F0: DATA LIST TECH 1 Display No. COOLANT TEMP. 06 Conditions for Checking Engine running at idle speed, operating temperature Notes for Trouble-Shooting 113. Engine OFF, ignition ON 114. Remove coolant temperature sensor plug P 12 117. Short-circuit both contacts in temperature sensor plug using Adapter Lead KM609-09 from ElectronicKit I KM-609 Nominal Value: Terminal 14, 15 45/30 115. Short circuit between signal and ground leads in wiring harness 116. Control unit K 61 defective 118. Lead interruption from – – Control unit K 61 / Ter. 45 to >180°C / 356°F < 0.1 V Test values: coolant temperature sensor: 87 to 114°C/ 188.6 to 237.2°F 1.07 to 0.6 V Trouble Codes Cause of Fault <-35°C/31°F > 4.9 V Nominal values are attained 360 W Nominal Value temperature sensor P 12 – – Control unit K 61 / Ter. 30 to 119. temperature sensor P 12 Control unit K 61 defective 120. Temperature sensor P 12 defective 15°C to 30°C/59°F to 86°F: 1450 W to 3300 W 80°C / 176°F: 250 W to F0: DATA LIST No. 07 TECH 1 Display MAP SENSOR Conditions for Checking Engine running at idle speed Drive vehicle and accelerate rapidly Nominal Value 02.5 to 0.40 bar > Trouble Codes Terminal INTERN. 1 bar Note: The pressure sensor in the control unit measures the intake manifold pressure as an absolute pressure Notes for Trouble-Shooting Nominal Value: Display on vacuum pump 121. Engine OFF 122. Remove vacuum hose from control unit K61 123. Connect Vacuum Pump MKM-667 to control unit K 61 124. Engine running at idle speed -1.0 bar -0.8 bar -0.6 bar 0.4 bar 0.2 bar 0 bar Cause of Fault Display on TECH 1 0.0 to 0.1 bar 0.18 to 0.22 bar 0.38 to 0.42 bar 0.58 to 0.62 bar 0.78 to 0.82 bar 0.98 to 1.02 bar 125. Vacuum hose leaky or blocked 126. Control unit K 61 defective F0: DATA LIST No. TECH 1 Display 08 MASS AIR FLOW S. Conditions for Checking Nominal Value Trouble Codes Terminal Engine running at idle speed, operating temperature 13 to 16 Kg/h 73, 74 7/26 Notes for Trouble-Shooting Nominal Value: Cause of Fault 127. Adapt Multimeter to mass air flow meter P 44 with Adapter Cables KM-609-9 and KM-60910 from Electronic-Kit I KM-609 128. Ignition ON – – Measure voltage at Ter. 5 to Ter. 1 130. Engine running at idle speed 131. Measure voltage at Ter. 2 to Ter. 3 134. Remove adapter cables 135. Loosen hose clamp on intake side 136. Connect hot wire mass air flow meter plug 137. Engine running at an engine speed greater than 1000 rpm fro approx. 10 s. Switch off engine and remove intake hose 138. Observe hot wire in mass air flow meter 129. Interruption or short circuit from – – Main relay K 68 / Ter. 87 to mass air 11.5 to 13.5 V flow meter P 44 / Ter. 5 – – Central ground to mass air flow meter P 44 / Ter. 1 Interruption or short circuit from – – Control unit K 61 / Ter. 7 to mass air flow meter P 44 / Ter. 3 – – Control unit K 61 / Ter. 26 to mass air flow meter P 44 / Ter. 2 133. Control unit K 61 defective 132. 2.0 to 2.5 V 139. After approx. 4 secs pause the hot wire is heated for approx. 1.5 secs (glows red) Interruption or short circuit from – – Main relay K 68 / Ter. 87 to mass air flow meter P 44 / Ter. 5 – – Main relay K 68 / Ter. 85 to control unit K 61 / Ter. 36 – – Control unit K 61 / Ter. 25 to mass air flow meter P 44 / Ter. 4 – – Mass air flow meter P 44 / Ter. 1 to ground 140. Main relay K68 defective 141. Hot wire mass air flow meter P44 defective 142. Control unit K 61 defective F0: DATA LIST No. TECH 1 Display 09 ENGINE SPEED Conditions for Checking Engine running at idle speed, operating temperature Nominal Value Trouble Codes Terminal 900 to 980 rpm 19, 31 48/49 Note: 143. In the Motronic M 2.7, trouble code 31 is always set when the ignition is switched ON. This code can either be displayed via TECH 1 or flashed out when the diagnostic plug is short circuited with KM-640 in switch position “B”. If the control unit receives engine speed signals from the inductive pulse pick-up on starting, trouble code 31 is automatically deleted and does not remain stored. If trouble code 31 is not cleared on starting, a malfunction is present and trouble-shooting should be carried out. 144. Trouble code 19 is set only if there is a very brief interruption of the engine speed signal at engine speeds >2000 rpm. If the interruption is longer, and if the engine speed in <2000 rpm, the data stream from the control unit to TECH 1 is interrupted. Test step 09 is divided into 3 parts: A) Engine does not start, trouble code 31 remains stored B) Brief engine speed interruption, trouble code 19 may be stored C) Engine speed deviates from nominal values, no trouble code stored A) Engine does not start, trouble code 31 remains stored Notes for Trouble-Shooting Nominal Value: 145. Ignition OFF 146. Check plug connection from inductive pulse pick-up to control unit Firm connection 147. 148. Checking spark plug ignites If no spark: 151. Ignition coil L 1 defective 152. Lead interruption from – – Ignition coil L1 to trigger box K 20 – – Trigger box K 20 to control unit K 61 / Ter. 1 – – Ignition coil to ignition distributor – – Ignition coil to Ter. 15 153. Control unit K 61 defective 154. Lead interruption from – – Pulse pick-up Ter. 1 to control unit K 61 / Ter. 49 – – Pulse pick up Ter. 2 to control unit K 61 / Ter. 48 149. Connect checking spark plug to lead 4 of ignition coil 150. Start engine 155. Check resistance in pulse pick-up plug P 35 / Ter. 1 to Ter. 2 157. Check resistance in pulse pick-up plug P 35 / Ter. 1 to Ter. 3 and Ter. 2 to Ter. 3 159. Nominal values are attained 0.5 to 0.8 KW Cause of Fault 156. 158. Loose contact Corroded contacts Pulse pick-up P 35 defective Short circuit from – – Pulse pick-up P 35 / Ter. 1 to Infinite W Ter. 3 – – Pulse pick up P 35 / Ter. 2 to Ter. 3 160. Segment disc/teeth corroded 161. Metal shavings on pulse pick-up F0: DATA LIST B) Brief engine speed interruption, trouble code 19 may be stored Notes for Trouble-Shooting Nominal Value: 162. As for A) trouble code 31 164. Check shielding in inductive pulse pickup P 35/Ter. 3 on control unit side to ground 166. Check that segment disk is firmly seated and undamaged As for A) trouble code 31 0W Cause of Fault 163. As for A) trouble code 31 165. Interference pulses in engine speed signal led 167. Segment disc loose, teeth damaged Nominal values are attained 168. Exchange pulse pick-up C) Engine speed deviates from nominal values, no trouble code stored Notes for Trouble-Shooting 169. Nominal Value: Cause of Fault See F0: DATA LIST, test step 23 and F5: ACTUATOR TEST, test step 06 F0: DATA LIST TECH 1 Display No. Conditions for Checking Nominal Value Trouble Codes Terminal 93, 94 8/12 Ignition ON INACTIVE HALL SENSOR 10 Engine running at idle speed, operating temperature Alternating INACTIVE and ACTIVE Note: The Hall sensor on the high voltage ignition distributor is used for cylinder recognition. It informs the control unit of the crankshaft revolution on which cylinder “1” ignites. The control unit requires this information to time the fuel injection properly. If the Hall sensor malfunctions, the control unit assumes a random point in time for injection valve actuation. The Hall sensor malfunction causes cold start problems and increased fuel consumption Notes for TroubleShooting 170. Nominal Value: Cause of Fault Ignition ON 171. Adapt multimeter to Hall sensor P 47 with Adapter Cable KM-609-16 from Electronic-Kit I KM609 172. 174. 173. Measure voltage at Ter. 3 to Ter. 1 Interruption of short circuit from – – Control unit K 61 / Ter. 12 to Hall 4.7 to 5.2 V sensor P 47 / Ter. 3 – – Ground or shielding to Hall sensor P 47/Ter. 1 175. Measure voltage at Ter. 3 to Ter. 2 176. Push vehicle with gear engaged Change between 0 and 5 V 177. Interruption or short circuit from – – Control unit K 61 / Ter. 8 to Hall sensor P 47 / Ter. 2 178. Hall sensor P 47 defective F0: DATA LIST No. TECH 1 Display Conditions for Checking Nominal Value Engine running at idle speed VEHICLE Move vehicle SP. PULSE slowly to and fro approx. 1 m/1 yd or test drive 11 VEHICLE SPEED 12 TECH 1 display Vehicle travelling at approximately approx. 50 km/h the same as (30 MPH) speedometer display Notes for TroubleShooting 179. Alternating RECEIVED and NOT RECEIVED Nominal Value: Trouble Codes Terminal - 9/24 - 9/24 Cause of Fault Ignition ON 180. Adapt multimeter on Motronic plug to instrument panel X 9 using Adapter Cables KM-609-9 and KM609-10 from Electronic-Kit I KM609 181. Measure voltage at Ter. 2 to ground 182. Jack up vehicle Turn on drive wheels Voltage change between 0 and >8 V 183. 184. 185. Fuse F 2 defective Instrument panel defective Ignition lock defective F0: DATA LIST No. TECH 1 Display Conditions for Checking Nominal Value Trouble Codes Terminal - 41/19 INACTIVE Ignition ON 13 A/C INFORMAT. SW 0V Engine running at INACTIVE idle speed, operating 0V temperature Vehicles with AC: ACTIVE Actuate AC switch 12 V Notes for Trouble-Shooting 186. Using multimeter, measure voltage at wiring harness plug X 11 / Ter. 2 to ground 187. Engine running at idle speed – – A/C OFF – – A/C ON Nominal Value: 0V 12 V (compressor switches on) Cause of Fault 188. Interruption or short circuit in lead to X 11 / Ter. 2 to A/C switch 189. Control unit K 61 defective F0: DATA LIST No. TECH 1 Display Conditions for Checking Nominal Value Trouble Codes Terminal - 41/19 Ignition ON 14 A/C COMPRESS. SW Engine running at idle speed, operating temperature Actuate AC switch The compressor now switches on automatically (vehicle interior should warm, thermostat on COLD) Notes for Trouble-Shooting 190. Using multimeter, measure voltage at wiring harness plug X 9 / Ter. 3 to ground 191. Engine running at idle speed – – A/C OFF – – A/C ON Nominal Value: 0V 12 V (compressor switches on) INACTIVE 0V INACTIVE 0V ACTIVE 12 V Cause of Fault 192. Interruption or short circuit in lead to X 9 / Ter. 3 to A/C switch 193. Control unit K 61 defective F0: DATA LIST No. 15 TECH 1 Display Conditions for Checking Nominal Value Engine running at idle speed, no gear 1. SPEED engaged IDENT SW Depress clutch, engage 1st gear, wait approx. 10 s Notes for TroubleShooting Trouble Codes Terminal 41, 42 2/19 INACTIVE 0V ACTIVE 5V Nominal Value: Cause of Fault 194. Adapt multimeter to 1st gear recognition switch S 53 using Adapter Cables KM-609-10 and KM-609-16 from Electronic Kit I KM609 195. Measure voltage at Ter. 1 to Ter. 2 196. Ignition ON 198. Engine running at idle speed, transmission in neutral 200. Depress clutch, engage 1st gear, wait approx. 10 sec. 197. Short circuit or lead interruption from – – 1st gear recognition switch S 53 to 0V control unit K 61 / Ter. 2 – – 1st gear recognition switch S 53 to ground 0V 199. 1st gear recognition switch S 53 defective 5V 201. Control unit K 61 defective F0: DATA LIST No. TECH 1 Display Conditions for Checking Nominal Value Trouble Codes Terminal INACTIVE 12 V 95, 96 31/24 Engine running at idle speed, operating temperature HOT START VALVE 16 Note: The TECH 1 display for the hot start valve is only ACTIVE 0 V if the engine temperature is >100.8°C/213.44°F when engine is started Notes for TroubleShooting 202. Nominal Value: See Table F5: ACTUATOR TEST, test step 07 Cause of Fault F0: DATA LIST No. TECH 1 Display 17 FUEL PUMP RELAY Conditions for Checking Engine running at idle speed Notes for Trouble-Shooting Ignition OFF Remove fuel pump relay K 68. Using multimeter, measure voltage at relay base Ter. 3 to 203. 204. 205. ground 207. Using multimeter, measure voltage at relay base Ter. 2 to ground 209. Remove control unit K 61. 210. Bridge relay base Ter. 1 and Ter. 3 using Adapter Cable KM-609-09 from Electronic Kit I KM-609 211. Using multimeter, measure voltage at control unit plug 36. to ground Nominal Value ACTIVE Nominal Value: 0V Trouble Codes Terminal 95, 96 31/24 Cause of Fault 11.5 to 13.5V 206. Interruption or short circuit to ground from fuel pump relay K 68 / Ter. 3 to Ter. 30 11.5 to 13.5 V 208. Interruption or short circuit to ground from fuel pump relay K 68 / Ter. 2 to Ter. 30 11.5 to 13.5 V 212. Interruption or short circuit to ground from – – Fuel pump relay K 68 / Ter. 3 to control unit K 61 / Ter. 36 215. Interruption or short circuit to ground from – – Fuel pump relay K 68 / Ter. 8 to control unit K 61 / Ter. 37 213. Bridge relay base Ter. 2 and Ter. 8 with Adapter Cable KM609-09 from Electronic Kit I KM-609 214. Using multimeter, measure voltage at control unit plug Ter. 37 to ground 11.5 to 13.5 V 217. Bridge relay base Ter. 2 and Ter. 9 with Adapter Cable KM609-09 from Electronic Kit I KM-609 218. Using multimeter, measure voltage at control unit plug Ter. 3 to ground 11.5 to 13.5 V 220. Bridge relay base Ter. 2 and Ter. 4 using Adapter Cable KM-609-09 from Electronic Kit I KM-609 Nominal values are attained Fuel pump is operating 216. 8 to – – – – – Short circuit to ground from fuel pump relay K 68 / Ter. – – – – – 219. Injection valves Y 7-1 to Y 7-4/Ter. 1 Idle speed adjuster M33 / Ter. A Hot start valve Y 11 / Ter. + Charge pressure valve Y 12 / Ter. 2 Tank rent valve Y 34 / Ter. A Interruption or short circuit to ground from – – Fuel pump relay K 68 / Ter. 9 to control unit K 61 / Ter. 3 221. 222. 223. 224. 225. Fuse F11 defective Interruption or short circuit to ground from – – Fuel pump relay K 68 / Ter. 4 to fuese F11 or oxygen sensor heating P 32 – – Fuse F 11 to fuel pump M 21 Fuel pump relay defective Fuel pump M 21 defective Control Unit K 61 defective F0: DATA LIST TECH 1 Display Conditions for Checking FUEL TANK VENT. Engine running at idle speed, operating temperature Accelerate to approx. 3000 rpm Notes for TroubleShooting Nominal Value: No. 18 226. Nominal Value 0% >0% See Table F5: ACTUATOR TEST, test step 05 Trouble Codes Terminal 61, 62 5/24 Cause of Fault F0: DATA LIST No. 19 TECH 1 Display INJECTION PULSE Conditions for Checking Engine running at idle speed, operating temperature Switch off all consumers Nominal Value Trouble Codes Terminal 2.0 to 2.8 ms 25, 26, 27, 28 81, 82, 83, 84 16, 17 34, 35 /14 This test step serves as a learning and checking value fro better comprehension of the system and to evaluate the system on external influences. The injection period is composed of several elements which have an effect on the size of the signal. If the measurements of the following test steps deviate from the nominal values, carry out trouble shooting Test Step No. Check of 01 BATTERY VOLTAGE 02 TPS SIGNAL INTAKE AIR TEMP. COOLANT TEMP. MASS AIR FLOW S. ENGINE SPEED FUEL PUMP RELAY ENGINE LOAD SIG. 02 SENSOR 02 INTEGRATOR 02 BLM IDLE THR. 05 06 08 09 11 20 26 27 28 Further additional causes of fault 227. 228. 229. 230. Injection valves defective Carry out F5: ACTUATOR TEST, test steps 01 to 04 Injection valves jammed Electromagnetic interference caused by – – Ignition leads (position further away from wiring harness) – – Alternator (worn carbon brushes produce sparks) 231. Control unit K 61 defective F0: DATA LIST No. TECH 1 Display Conditions for Checking Nominal Value Trouble Codes Terminal 20 ENGINE LOAD SIG. Engine running at idle speed, operating temperature 0.9 to 1.2. ms - INTERN. Note: 232. 233. The ENGINE LOAD SIG. is a processed throttle valve potentiometer signal The throttle valve signal is the only influencing variable on the signal Possible causes of fault: 234. Air leak in intake system 235. Mass air flow meter defective; trouble codes 73, 74 236. Engine speed signal senor faulty; trouble codes 19, 31 237. Lead connection from throttle valve potentiometer P 34 / Ter. 3 to control unit K 61 / Ter. 53 interrupted 238. Control unit K 61 defective F0: DATA LIST TECH 1 Display No. SPARK ADVANCE 21 Conditions for Checking Engine running at idle speed, operating temperature Note: Ignition timing adjustment is not possible Nominal Value Trouble Codes Terminal 10 to 21° CA BTDC (not constant) - 1/24 Note: 11 to 21°CA (nominal values) are the values programmed in the control unit. This does not mean that this pre-ignition is actually present Notes for Trouble-Shooting Nominal Value: 239. Check of inductive pulse pick-up, see F0: DATA LIST, test step 09 See F0: DATA LIST, test step 09 Cause of Fault 240. Lead interruptions from: – – Control unit K 61 / Ter. 1 to trigger box K 20 / Ter. 4 – – Trigger box K 20 to ignition coil L 1 Nominal values are attained / Ter. 1 – – Trigger box K 20 / Ter. 3 to Ter. 15 – – Trigger box K 20 / Ter 4 to ground 241. 242. 243. Ignition coil L 1 defective Trigger box K 20 defective Control unit K 61 defective No. TECH 1 Display Conditions for Checking Nominal Value 22 IAC ADAPT. SLOPE Engine running at idle speed, operating temperature 87 to 107 steps Notes for TroubleShooting Nominal Value: 244. Trouble Codes Terminal 56, 57 4/19 Cause of Fault See test step 23 Important: 245. If the idle speed adjuster wiring harness plug becomes disconnected, the mechanical emergency program is activated. This increases the idle speed from 1.2k to 1.5k rpm F0: DATA LIST No. TECH 1 Display Conditions for Checking 23 IAC INTEGRATOR Engine running at idle speed, operating temperature Nominal Value 121 to 135 steps Trouble Codes Terminal 56, 57 INTERN. Note: The IAC INTEGRATOR indicates the opening tendency (observance of the pulse duty ratio necessary for nominal engine speed) of the idle speed adjuster. This means: Values > 128 steps mean larger, Values < 128 steps mean smaller opening cross-sections of the idle speed adjuster The IAC INTEGRATOR requires the following information for regulation: 246. ENGINE SPEED (inductive pulse pick-up) 247. Throttle valve closed (via TV. POT. SIGNAL) 248. COOLANT TEMP. Notes for Trouble-Shooting Nominal Value: Cause of Fault 249. First check TPS SIGNAL and engine speed. If OK, start trouble-shooting 250. If IAC. ADAPT. SLOPE is constantly between 87 and 107 steps and IAC INTEGRATOR constantly at a value >128 steps 252. If IAC. ADAPT. SLOPE is constantly between 87 and 107 steps and IAC INTEGRATOR constantly at a value <128 steps IAC ADAPT SLOPE 87 to 107 steps IAC INTEGRATOR 121 to 135 steps IAC ADAPT SLOPE 87 to 107 steps IAC INTEGRATOR 121 to 135 steps 251. Lack of air – – Idle speed adjuster jams, does not open – – Bypass air hose blocked on kinked 253. Throttle valve open, accelerator cable or throttle valve jams 254. Idle speed adjuster jams, does not close 255. Coolant temperature sensor P 12 defective 256. Throttle valve potentiometer P 34 defective 257. Mass air flow meter P 44 defective 258. Mixture too rich (see test step 27) 259. Control unit K 61 defective F0: DATA LIST No. TECH 1 Display Conditions for Checking Nominal Value Trouble Codes Terminal 24 IAC BLOCK LEARN Engine running at idle speed, operating temperature 124 to 136 steps 56, 57 INTERN Note: The IAC BLOCK LEARN gives the nominal air requirements of the engine Via the IAC BLOCK LEARN, evaluation of the learned values of the system can be made after a journey (speed influence) Notes for Trouble-Shooting 260. If IAC BLOCK LEARN constantly <75 steps and simultaneously IAC ADAPT. SLOPE constantly between 87 and 107 steps IAC INTEGRATOR constantly at a value <128 steps 261. If IAC BLOCK LEARN constantly >175 steps and simultaneously IAC ADAPT. SLOPE constantly between 87 and 107 steps IAC INTEGRATOR constantly at a value >128 steps Nominal Value: AC BLOCK LEARN 124 to 136 steps IAC ADAPT. SLOPE 87 to 107 steps IAC INTEGRATOR 121 to 135 steps AC BLOCK LEARN 124 to 136 steps IAC ADAPT. SLOPE 87 to 107 steps IAC INTEGRATOR 121 to 135 steps Cause of Fault See test step 23 See test step 23 F0: DATA LIST No. TECH 1 Display 25 02 SENSOR LOOP 26 02 SENSOR Conditions for Checking Nominal Value Ignition ON, engine cold OPEN Engine running at idle CLOSED speed, operating OPEN temperature Accelerate fully 40 to 460 Ignition ON, engine mV cold constant value Engine running at idle speed, operating 40 to 1000 temperature mV Switch off all alternating consumers value Notes for Trouble-Shooting 262. Ignition ON 263. Remove oxygen sensor wiring harness plug 264. Measure voltage between oxygen senor plug P 32 / Ter. C and Ter. A on control unit side using multimeter and Adapter Cable KM-609-15 from Electronic Kit I KM609 269. Adapt multimeter with adapter Lead KM609-14 and KM-609-15 from Electronics Kit I KM609 to oxygen sensor plug connection 270. Allow engine to run at 1200 to 1600 rpm with coolant temperature 85°C/185°F 271. Measure voltage at Ter. C to Ter. A with engine running Nominal Value: 0.4 to 0.5V Terminal 13, 38, 39 INTERN. 13, 38, 39 28/10 Cause of Fault 265. Interruption or short circuit from 266. Control unit K 61 / Ter. 28 to oxygen sensor P 32 / Ter. C 267. Control unit K 61 / Ter. 10 to ground 268. Oxygen sensor P 32 / Ter. A to ground 272. If loop closes only very slowly: – – Oxygen sensor heating defective – – Lead interruption from K 68 / Ter. 4 Voltage change between 0.1 and 0.9 V to oxygen sensor P 32 / Ter. B – – Lead interruption from oxygen sensor P 32 / Ter. A to ground 273. Oxygen sensor P 32 defective 274. Mixture constantly too rich (see test step 27) 275. Mixture constantly to lean (see test step 27) 276. Control unit K 61 defective 278. 279. 277. Measure voltage at Ter. B to Ter. A Trouble Codes 11.5 to 13.5 V Oxygen sensor heating defective Lead interruption from – – K 68 / Ter. 4 to oxygen sensor P 32 / Ter. B – – Oxygen sensor P 32 / Ter. A to ground F0: DATA LIST No. TECH 1 Display 27 02 INTEGRATOR Conditions for Checking Engine running at idle speed, operating temperature Nominal Value Trouble Codes Terminal 123 to 133 steps 13, 38, 39 INTERN. Note: The air / fuel mixture correction of the oxygen senor regulation can be evaluated using the 02 INTEGRATOR. If, for example, the air/fuel is too lean, the 02 INTEGRATOR value and thus the injection period is increased in steps until the oxygen sensor signal that the mixture is too rich. The 02 INTEGRATOR is then decreased again in steps and thus the injection period shortened until the oxygen sensor indicates that the mixture is too lean (closed loop only). Stochiometric air/fuel ratio of approx. 14.7 parts by volume 02 INTEGRATOR = 128 means air to one part by volume fuel; i.e. for the combustion of either each fuel particle, there is one air particle available The circuit has been opened by the control unit, as a fault Or is present, (e.g. oxygen sensor defective) or the conditions for closed loop have not yet been attained System becomes leaner, mixture is too rich (injection 02 INTEGRATOR <128 means: period is reduced) System becomes richer, mixture too lean (injection period 02 INTEGRATOR >128 means: is increased) Note: The 02 INTEGRATOR affects the injection period and thus also the amount of fuel injected. As the amount of fuel depends on the fuel pressure, incorrect fuel pressure can be detected as follows: 280. Fuel pressure too 02 INTEGRATOR and thus injection period is reduced in high: steps (system becomes leaner) 281. Fuel pressure too 02 INTEGRATOR and thus injection period is increased in low: steps (system becomes richer) In order to evaluate a deviation of the 02 INTEGRATOR value, the values of the 02 BLM IDLE THR. Correction and 02 BLM PART THR. Correction must also be evaluation. Possible interrelationships if nominal values are not attained: 282. 02 INTEGRATOR <123 and System becomes leaner, mixture too rich BLM IDLE THR. <80 283. 02 INTEGRATOR <123 and System becomes leaner, mixture too rich BLM PART THR. <124 284. 02 INTEGRATOR >133 and System becomes richer, mixture too lean BLM IDLE THR. >127 285. 02 INTEGRATOR >133 and System becomes richer, mixture too lean BLM PART THR. >131 F0: DATA LIST (CONTINUED) Notes for Trouble-Shooting Nominal Value: Cause of Fault Measured value < 123 steps (system becomes leaner, mixture too rich) 286. Check fuel pump pressure (observe safety regulations) 287. Install pressure gauge in feed and return lines 288. Engine running at idle speed Feed pressure: 2.2 to 2.7 bar Return pressure: 0.3 to 1.5 bar 293. Remove vacuum hose from fuel pressure regulator. Close off vacuum hose Feed pressure: 3.0 to 3.5 bar Return pressure: as above 289. Fuel pressure too high 290. Pressure regulator defective 291. Return line blocked or kinked 292. Baffle plate in fuel tank blocked 294. Vacuum hose to pressure regulator leaky 295. Tank vent valve constantly open 296. Injection valves leaky 297. Temperature sensor P 12 defective (see test step 06) 298. Oxygen sensor P 32 defective (see test steps 25/26) 299. Control unit K 61 defective Measured value < 133 steps (system becomes richer, mixture too lean) 300. Check fuel pump pressure (observe safety regulations) 303. Fuel pressure too low 304. Fuel pump defective 301. Install pressure Feed pressure: 2.2 to gauge in feed and return 2.7 bar 305. Baffle plate in tank lines loose 302. Engine running at idle speed Return pressure: 0.3 306. Fuel filter dirty to 3.5 bar 307. Dirty pre-filter 308. Remove vacuum Feed pressure: 3.0 to 309. Check fuel pump hose from fuel pressure 3.5 bar supply quantity (see regulator Return pressure: as Technical Data) Close off vacuum hose above Further causes of fault: 310. Injection valve defective or dirty 311. Poor fuel quality 312. Intake system leaky (air leak) 313. Temperature sensor P 12 defective (see test step 06) 314. Oxygen sensor P 32 defective (see test steps 25/26) 315. Exhaust system leaky (in front of oxygen sensor) 316. Control unit K 61 defective F0: DATA LIST TECH 1 Display No. Conditions for Checking Engine running at idle 02 BLM speed, operating IDLE THR. temperature 28 Notes for TroubleShooting Nominal Value: Nominal Value 90 to 150 steps Trouble Codes Terminal 13,38, 39 INTERN. Cause of Fault Note: Via the 02 BLM IDLE THR., learned deviations from the ideal mixture (e.g. caused by an air leak) are detected by the control unit and stored in the permanent memory. The learning process only occurs when oxygen control is active and the engine is operating normally. The 02 BLM IDLE THR., is effective in the entire characteristic curve range, but predominantly in the lower engine speed range. The correction values learned by the system are stored in a permanent memory and are thus always available, even if the supply voltage has been cut off and the engine has then been switched on again. Using the 02 BLM IDLE THR., the values learnt by the system can be evaluated. To evaluate a deviation of the 02 BLM IDLE THR., the 02 INTEGRATOR must be observed. If this is also outside the tolerance range, a statement about the engine mixture condition can be made. 317. See test step 27 F0: DATA LIST No. TECH 1 Display Conditions for Checking Nominal Value 29 02 BLM PART THR. Engine running in partial 124 to load range, operating 131 temperature steps Trouble Codes Terminal 13, 38, 39 INTERN. Note: Via the 02 BLM PART THR., learnt multiplicative deviations from the ideal mixture (e.g. caused by changes in the air density; changes to the density and quality of the fuel; injection faults, etc) are detected by the control unit and stored in the permanent memory. The learning process only occurs when oxygen control is active and the engine is operating normally. The multiplicative correction factor is effective in the entire characteristic curve range, but predominantly in the medium and upper lower engine speed ranges. Using the 02 BLM PART THR., the values learnt by the system can be evaluated. To evaluate a deviation of the 02 BLM PART THR., the 02 INTEGRATOR must be observed. If this is also outside the tolerance range, a statement about the engine mixture condition can be made. 318. See test step 27 F0: DATA LIST TECH 1 Display Conditions for Checking WASTE GATE VALVE Engine running at idle speed, operating temperature Vehicle travelling, accelerate briefly Notes for TroubleShooting Nominal Value: No. 30 319. 0% >0% Trouble Codes Terminal 113, 114, 115 116, 117, 118 21/24 Cause of Fault See Table F5: ACTUATOR TEST, test step 08 TECH 1 Display No. 31 Nominal Value Conditions for Checking Engine running at idle WASTE speed, operating GATE BLM temperature Nominal Value 103 to 153 steps Trouble Codes Terminal 113, 114, 115 116, 117, 118 INTERN. Note: If the values measured in the following test steps deviate from the nominal values, carry out trouble shooting Test Step No Check of 02 TPS SIGNAL 09 ENGINE SPEED MAP SENSOR 07 Further additional causes of fault: 320. Charge pressure valve defective (see F5: ACTUATOR TEST, test step 08) 321. Control Unit K 61 defective 4.6 Explanation of Tables TECH 1 is equipped with a 4 line/16 character display. Only a limited amount of information can be indicated on this display. Therefore listings of trouble codes, coding tables or additional necessary instructions are summarized in "Tables". A detailed explanation is contained in the TECH 1 Operating Instructions. The relevant table is indicated in the TECH 1 display. 4.6.1 Table 1 TECH 1 Checking TECH 1 refers to table 1, if the equipment is correctly connected, but no data (with ignition ON) can be received by TECH 1. Start TECH 1 self-test. Connect TECH 1 Opel Test Adapter between TECH 1 and the diagnostic plug in the vehicle (see TECH 1 Operating Instructions). If data can still not be received after the self-test: Diagnostic plug (ALDL) Engine telltale Control unit voltage supply Control unit ground connection are to be checked according to Table 1. Table 1, Diagnostic Plug ALDL and Voltage Supply, Check Test Step No. 1 2 3 4 5 6 7 8 Test Equipment Multimeter MKM-587-A Test of Terminal Notes Nominal Values Ohmmeter Diagnostic plug (ALDL): ground A/ground Ignition OFF approx. 0 B/ground Ignition ON > 11.5 V Lead interruption between X 13/Ter. B or X 11/Ter. 4 and K 61/Ter. 13 Control unit K 61 defective F/ground Ignition ON > 11.5 V Battery voltage too low Lead interruption between X 13/Ter. F and voltage supply Fuse FS defective G/ground Ignition ON >9V Voltmeter range: Diagnostic plug (ALDL): 20 V excitation lead DC Diagnostic Voltmeter range: plug (ALDL): 20 V voltage DC supply Voltmeter range: Diagnostic 20 V plug (ALDL): DC data lead - Telltale H 30 (ALDL): ground - Ignition ON Telltale ON See TECH 1 TECH 1 selfOperating test Instructions Note: After test steps 7 and 8, any trouble codes that are stored are deleted. Ter. 14/ ground Ignition OFF Control unit Ter. 19/ Disconnect plug approx. Ohmmeter plug ground from control unit 0 K 61: ground Ter. 24/ K 61 ground Control unit plug K 61: Ignition OFF Ter. 18/ ground Voltmeter range: voltage Remove plug Ter. 27/ 20 V > 11.5 V supply K 61 ground DC Ter. 30 and Ignition ON Ter. 15 Possible Cause of Fault, Trouble-shooting Transfer resistance at grounding point too high Lead interruption between X 13/Ter. G or X 11/Ter. 5 and K 61/Ter. 55 Control unit K 61 defective Telltale H 30 defective Fuse F 2 defective Lead interruption between H 30 and K 61/Ter. 22 Control unit K 61 defective - Transfer resistance at grounding point too high Lead interruption between K 61 and grounding point Control unit K 61 defective Battery voltage too low Lead interruption between Ter. 30 or Ter. 15 and control unit K 61 Control unit K 61 defective Fuel pump relay K 68 defective 4.6.2 Table 2, Trouble Codes The following tables give the information sensor and the possible cause of the fault for each trouble code. At the same time, the conditions are given under which the trouble code in question is set. To find out the defective circuit or defective part, the remedial measure can be read off from the F0: DATA LIST via the reference code. Trouble Code Information Sensor Cause of Fault Remedy in FO:DATA LIST No. Trouble Code Storage when Conditions for setting fault: The fault is recognized by the control unit if over a period of time t > 2.5 s the oxygen sensor voltage is in the region 380 to 590 mV (lead interruption, oxygen sensor defective) Conditions for storage of fault: The fault is stored and the replacement value called up if 13 02 SENSOR OPEN CIRCUIT 15, 16 The following conditions are fulfilled consecutively: 1. 1. Coolant temperature T > 70 °C/157 °F, 2. 2. Condition 1.) is fulfilled for 3 min, 3. 3. Load signal > 3.5 ms, 4. 4. After conditions 1.) to 3.) are fulfilled, 5. 5. waiting time of 5 s elapsed, 6. 6. Trouble code 73 or 74 not recognized Replacement value: If trouble code 13 was recognized, the control unit takes 450 mV as replacement voltage (oxygen sensor regulation switched off). Engine temperature > 146 °C/295 °F (short circuit to ground) If trouble code 14 was recognized, the control unit takes a replacement value of 40 °C/104 °F, if the intake air temperature is > 0.4 °C/32.72 °F. 14 COOLANT TEMP. VOLTAGE LOW 06 If the intake air temperature is < 0.4 °C/32.72 °F, the intake air temperature is taken as a replacement value for 3 min after engine start, and then 40 °C/104 °F again. In general, the learn functions are blocked and the last valid values are used for calculation. Remarks Table 2, Trouble Codes Trouble Code Information Sensor Cause of Fault Remedy in FO:DATA LIST No. Trouble Code Storage when Intake air temperature > -20 °C/- 4 °F Engine temperature < -35 °C/- 31 °F(short circuit to battery voltage, lead interruption) 15 COOLANT TEMP. VOLTAGE HIGH 06 If trouble code 15 was recognized, the control unit takes a replacement value of 40 °C/104 °F, if the intake air temperature is > 0.4 °C/32.72 °F. If the intake air temperature is < 0.4 °C/32.72 °F, the intake air temperature is taken as a replacement value for 3 min after engine start, and then 40 °C/104 °F again. In general, the learn functions are blocked and the last valid values are used for calculation. Engine temperature > 40 °C/104 °F Charge pressure > 8270 kPa (at 1500 rpm) or 6500 kPa (at 6350 16 KNOCK SIGNAL CIRCUIT - rpm), control unit takes intermediate values from a table Since ignition ON, engine speed was once > 1250 rpm Engine speed > 2400 rpm Control unit reference voltage for knock sensor < 0.3 V Knock sensor voltage is evaluated and produces an implausible resulting value for 255 consecutive ignitions If trouble code 16 was recognized, the control unit retards the firing angle for reasons of safety by 8.4 ° CA. Knock control and charge control are switched off. 18 KNOCK CONTROL MODULE; REPLACE ECU - Engine temperature > 40 °C/104 °F The control unit carries out one internal knock sensor test per ignition. If this test is not passed for 255 consecutive ignitions, the trouble code is set (control units malfunction) If trouble code 18 was recognized, the control unit retards the firing angle for reasons of safety by 8.4 ° CA. Knock control and charge pressure control are switched off. Remarks Table 2, Trouble Codes Trouble Code Information Sensor Cause of Fault 19 INCORRECT RPM SIGNAL 21 THROTTLE POSIT. SENSOR VOLTAGE HIGH 22 THROTTLE POSIT. SENSOR VOLTAGE LOW Remedy in FO:DATA LIST No. Trouble Code Storage when Since ignition ON, there was at least one start with correct synchronization Engine speed > 2000 rpm Incorrect engine speed signal recognized 09 If trouble code 19 was recognized, no replacement value is used for the engine speed signal. For the mixture and requirement adaption, current values are used and neutral values are used for idle control and characteristic curve adaption. If this fault occurs, the data transfer to TECH 1 is interrupted Throttle valve potentiometer voltage > 4.8 V (short circuit to battery voltage) 02, 03, 04 If trouble code 21 was recognized, the control unit calculates with a throttle valve angle of 30°. Other functions recognize only partial load and full load. Recognition is dependent on the engine load signal, engine speed and the mass air flow meter signal. Throttle valve potentiometer voltage < 0.1 V short circuit t0 ground) 02, 03, 04 If trouble code 22 was recognized, the control unit calculates with a throttle valve angle of 30°. Other functions recognize only partial load and full load. Recognition is dependent on the engine load signal, engine speed and the mass air flow meter signal. Engine temperature > 40 °C/104 °F 23 KNOCK SIGNAL OUT OF RANGE - The control unit carries out one internal knock sensor test per ignition. If this test is not passed for 255 consecutive ignitions, the trouble code is set (control units malfunction) If trouble code 23 was recognized, the control unit retards the firing angle for reasons of safety by 8.4° CA. Knock control and charge pressure control are switched off. Remarks Table 2, Trouble Codes Trouble Information Sensor Code Cause of Fault Remedy in FO:DATA LIST No. Trouble Code Storage when 25 INJECTOR VALVE 1 VOLTAGE HIGH Short circuit to battery voltage (final stage check) 26 INJECTOR VALVE 2 VOLTAGE HIGH Trouble code storage is taken over by the appropriate final stage module 27 INJECTOR VALVE 3 VOLTAGE HIGH 28 INJECTOR VALVE 4 VOLTAGE HIGH 19 If trouble code 25, 26, 27 or 28 was recognized, the defective valve is no longer actuated. The other injection valves function normally. The learn functions are blocked and the control unit calculates with the last valid adaption values. Ignition ON Engine speed < 23 rpm Trouble code 19 not yet stored Since ignition ON, there has not yet been a start with correct synchronization 31 NO ENGINE RPM SIGNAL 09 Note: Trouble code 31 is always displayed when the ignition is switched on. As soon as an engine speed signal is received from the pulse pick-up on starting, the fault is deleted if the system is intact and does not remain stored. If trouble code 31 was recognized, no replacement value is used for the engine speed signal. For the mixture and requirement adaption, current values are used and neutral values are used for idle control and characteristic curve adaption. Remarks Table 2, Trouble Codes Trouble Code Information Sensor Cause of Fault Remedy in FO:DATA LIST No. Trouble Code Storage when Conditions for setting fault: The fault is recognized by the control unit if over a period of time t > 2.5 s the oxygen sensor voltage is < 0.1 V (short circuit to ground) 38 02 SENSOR CIRCUIT VOLTAGE Low 25, 26, 27, 28, 29 Conditions for storage of fault: The fault is stored and the replacement value called up if the following conditions are fulfilled consecutively: 1. Coolant temperature T > 70 °C/157 °F, 2. Condition 1.) is fulfilled for 3 min, 3. Load signal > 3.5 ms, 4. After conditions 1.) to 3.) are fulfilled, waiting time of 5 s elapsed, 5. Trouble code 73 or 74 not recognized Replacement value: If trouble code 38 was recognized, the control unit takes 450 mV as replacement voltage (oxygen sensor regulation switched off). Conditions for setting fault: The fault is recognized by the control unit if over a period of time t > 2.5 s the oxygen sensor voltage is > 1.1 V (short circuit to battery voltage) 39 02 SENSOR CIRCUIT VOLTAGE HIGH Conditions for storage of fault: The fault is stored and the replacement value called up if the following conditions are fulfilled consecutively: 25, 26, 27, 28, 29 1. Coolant temperature > 70 °C/157 °F, 2. Condition 1.) is fulfilled for 3 min, 3. Load signal > 3.5 ms, 4. After conditions 1.) to 3.) are fulfilled, waiting time of 5 s elapsed, 5. Trouble code 73 or 74 not recognized Replacement value: If trouble code 39 was recognized, the control unit takes 450 mV as replacement voltage (oxygen sensor regulation switched off). Remarks Table 2, Trouble Codes Trouble Code 41 42 Information Sensor Cause of Fault 1 . SPEED IDENT SWITCH VOLTAGE LOW 1 . SPEED IDENT SWITCH VOLTAGE HIGH Remedy in FO:DATA LIST No. 15 15 Trouble Code Storage when Engine speed > 1520 rpm Vehicle speed is in range from 10 km/h to; 18 km/h (1520 rpm) 23 km/h (2000 rpm) 34 km/h (3000 rpm) 45 km/h (4000 rpm) 56 km/h (5000 rpm) 66 km/h (6000 rpm) Control unit recognizes dosed switch for the 1st gear recognition (should be open) (short circuit to ground) Control unit recognizes open switch for the reverse gear recognition (should be closed) Above conditions must exist for at least 15 s Engine speed > 1520 rpm Vehicle speed > 90 km/h Control unit recognizes open switch for the 1st gear recognition (should be closed) (short circuit to battery voltage or lead interruption) Control unit recognizes dosed switch for the reverse gear recognition (should be open) Above conditions must exist for at least 15 s If trouble code 42 was recognized, the control unit decreases the charge pressure until it is at base charge pressure. 3 min elapsed since engine start Battery voltage < 10 V 48 BATTERY VOLTAGE LOW 01 If trouble code 48 was recognized, the control unit compensates for the battery voltage to a certain extent. In addition, the learn functions are blocked and the last valid values are used for calculation. Battery voltage > 16 V 49 BATTERY VOLTAGE HIGH 01 If trouble code 49 was recognized, the control unit compensates for the battery voltage to a certain extent. In addition, the learn functions are blocked and the last valid values are used for calculation. Remarks Table 2, Trouble Codes Trouble Information Sensor Code Cause of Fault Remedy in FO:DATA LIST No. 52 CHECK LIGHT VOLTAGE HIGH 55 REPLACE ECU 56 IDLE AIR CONTROL VOLTAGE HIGH 22, 23, 24 IDLE AIR CONTROL VOLTAGE LOW 20, 21, 22, 23 - Trouble Code Storage when Final stage diagnosis in control unit Short circuit to battery voltage Control unit hardware failure (RAM, ROM, EPROM defective) 57 61 62 FUEL TANK VENT. VALVE VOLTAGE LOW FUEL TANK VENT. VALVE VOLTAGE HIGH - If trouble code 55 was recognized, the normal functions are carried out as far as possible Final stage diagnosis in control unit Short circuit to battery voltage If trouble code 56 was recognized, the learn functions are blocked and the last valid values are used for calculation. Final stage diagnosis in control unit Short circuit to ground If trouble code 57 was recognized, the learn functions are blocked and the last valid values are used for calculation. 18 Final stage diagnosis in control unit Short circuit to ground 26 Final stage diagnosis in control unit Short circuit to battery voltage Intake air temperature > 140 °C/284 °F (short circuit to ground) 69 71 INTAKE AIR TEMP. VOLTAGE LOW INTAKE AIR TEMP. VOLTAGE HIGH 05 05 If trouble code 69 was recognized, the control unit calculates with a replacement value of 20 °C/68 °F. The learn functions are blocked and the last valid values are used for calculation. Engine running longer than 3 min Throttle valve dosed longer than 10 s (idle speed) Intake air temperature < -35 °C/-31 °F (short circuit to battery voltage or interruption) If trouble code 71 was recognized, the control unit calculates with a replacement value of 20 °C/68 °F. The learn functions are blocked and the last valid values are used for calculation. Remarks Table 2, Trouble Codes Trouble Code Information Sensor Cause of Fault Remedy in FO:DATA LIST No. Trouble Code Storage when Engine speed < 2520 rpm Short circuit to ground in signal lead of mass air flow meter (Ter.3 on plug of mass air flow meter) 73 MASS AIR FLOW SENSOR VOLTAGE LOW 08 If trouble code 73 was recognized, the control unit calculates for the load signal with a replacement characteristic curve dependent on the engine speed and throttle valve angle. If the throttle valve potentiometer is also defective, the following replacement values are used for calculation: For engine speed < 1520 rpm with load signal - 2.0 ms For engine speed > 1520 rpm with load signal - 4.5 ms Short circuit to battery voltage in signal lead of mass air flow meter (Ter.3 on plug of mass air flow meter) 74 MASS AIR FLOW SENSOR VOLTAGE HIGH 08 If trouble code 74 was recognized, the control unit calculates for the load signal with a replacement characteristic curve dependent on the engine speed and throttle valve angle. If the throttle valve potentiometer is also defective, the following replacement values are used for calculation: For engine speed < 1520 rpm with load signal = 2.0 ms For engine speed > 1520 rpm with load signal = 4.5 ms Short circuit to ground for longer than 2.5 s 75 TORQUE CONTROL VOLTAGE LOW If trouble code 75 was recognized, no further ignition adjustment is carried out during shifting. Note: Trouble code 75 can only be cleared in the next operating cycle, due to the type of request (after ignition OFF - ON). The telltale remains switched on for the entire operating cycle in which it occurred, even after the source of the fault has been eliminated. Remarks Table 2, Trouble Codes Trouble Information Sensor Remedy in Code Cause of Fault FO:DATA LIST No. INJECTOR VALVE 81 1 VOLTAGE LOW INJECTOR VALVE 82 2 VOLTAGE LOW 19 INJECTOR VALVE 83 3 VOLTAGE LOW INJECTOR VALVE 4 84 VOLTAGE LOW Trouble Code Storage when Short circuit to ground or lead interruption Trouble code storage is carried out by the appropriate final stage module. If trouble code 81, 82, 83 or 84 was recognized, the defective valve is no longer actuated. The other injection valves function normally. The learn functions are blocked and the control unit uses the last valid adaption values for calculation. 93 HALL SENSOR VOLTAGE LOW 10 Recognition of more than one phase information during one work cycle with correct reference mark (short circuit to ground) 94 HALL SENSOR VOLTAGE HIGH 10 Five camshaft revolutions with phase sensor information inactive with correct reference mark (short circuit to battery voltage) 95 HOT START VALVE VOLTAGE LOW 16 Short circuit to ground in lead to fuel pressure switchover valve (hot start valve) 96 HOT START VALVE VOLTAGE HIGH 16 Short circuit to battery voltage in lead to fuel pressure switchover valve (hot start valve) 113 BOOST CONTROL OUT OF RANGE 30, 31 Charge control active Engine speed > 2950 rpm Overboost function (increased charge pressure) not active Throttle valve angle > 47 ° Charge control deviation (nominal value - actual value) > 1550 kPa with positive regulation deviation or < -1240 kPa with negative regulation deviation Above conditions exist for 6 s If trouble code 113 was recognized, the charge control is switched off. Remarks Table 2, Trouble Codes Trouble Information Sensor Remedy in Code Cause of Fault FO:DATA LIST No. 114 115 BOOST PRESSURE IDLE ABOVE UPPER LIMIT BOOST PRESSURE FULL BELOW LOWER LIMIT 30, 31 Trouble Code Storage when Trouble code 21, 22 not recognized Throttle valve angle < 1.3 ° (idle range) Engine speed > 1800 rpm Intake manifold absolute pressure >7000 kPa Above conditions exist for 5 s If trouble code 114 was recognized, the charge control is switched off. The knock control remains active. 30, 31 Trouble code 21,22 not recognized Throttle valve angle > 65 ° (full load range) Engine speed > 2500 rpm intake manifold absolute pressure <7500 kPa Above conditions exist for 5 s If trouble code 115 was recognized, the charge control is switched off. The knock control remains active. Trouble code 114, 115 not recognized Intake manifold absolute pressure; > 15 920 kPa at 6 600 rpm > 16 770 kPa at 5 800 rpm > 17 470 kPa at 5 000 rpm > 18 320 kPa at 4 200 rpm > 19 480 kPa at 3 400 rpm > 18 470 kPa at 2 600 rpm > 16 460 kPa at 1 800 rpm > 16 000 kPa at 1 200 rpm Above conditions must exist for 1.5 s 116 BOOST PRESSURE ABOVE UPPER LIMIT 30, 31 117 WASTE GATE VALVE VOLTAGE LOW 30, 31 Short circuit to ground in leads to valve charge control 118 WASTE GATE VALVE VOLTAGE HIGH 30, 31 Short circuit to battery voltage in leads to valve charge control Remarks 4.6.3 Table 3, System Components This table contains all important information, such as control unit and wiring harness coding, required for the coding of each vehicle configuration. Control Units Part Numbers Model Engine Part Number Alpha Code CALIBRA TURBO C 20 LET 90 461 295 JZ Wiring Harness Coding CALIBRA MT; Control unit K61/Ter. 42 to ground CALIBRA with A/C; Control unit K 61/Ter. 40 to compressor Control unit K 61/Ter. 41 to A/C switch 4.6.4 Table 4, Emergency Characteristics, Notes on "Engine Does Not Start" In Table 4, there is a list of the tests required when data is received from the control unit but no trouble codes are stored and the engine does not start. Battery (see also F0: DATA LIST, test step 10) Starter Compression Primary voltage Secondary voltage (see also F0: DATA LIST, test step 09) CO and HC measurement Injection signal (see also F0: DATA LIST, test step 19 and F5: ACTUATOR TEST, test steps 01, 02, 03, 04) Engine speed signal of inductive pulse pick-up (see also F0: DATA LIST, test step 09) Hall sensor signal (see F0: DATA LIST, test step 10) 4.6.5 Table 5, F5:ACTUATOR TEST No. TECH 1 Display Conditions for Checking Nominal Value Trouble Codes Terminal 01 Ignition ON Press key F5 (Actuator Test), select the desired test with SELECT ACTUATOR the arrow keys and confirm with YES. Follow the instructions in the TECH 1 display. FUEL INJECT. 1 Note: Injection valve 1 is actuated at a frequency of 10 Hz (switch-on time 1.0 ms). The test is completed after max. 30 s. Injection valve 1 is actuated and switches: clicking noise 25, 81 17/14 02 Ignition ON Press key F5 (Actuator Test), select the desired test with SELECT ACTUATOR the arrow keys and confirm with YES. Follow the instructions in the TECH 1 display. FUEL INJECT. 2 Note: Injection valve 2 is actuated at a frequency of 10 Hz (switch-on time 1.0 ms). The test is completed after max. 30 s. Injection valve 2 is actuated and switches: clicking noise 26, 82 34/14 03 Ignition ON Press key F5 (Actuator Test), select the desired test with SELECT ACTUATOR the arrow keys and confirm with YES. Follow the instructions in the TECH 1 display. FUEL INJECT. 3 Note: Injection valve 3 is actuated at a frequency of 10 Hz (switch-on time 1.0 ms). The test is completed after max. 30 s. Injection valve 3 is actuated and switches: clicking noise 27, 83 16/14 04 Ignition ON Press key F5 (Actuator Test), select the desired test with SELECT ACTUATOR the arrow keys and confirm with YES. Follow the instructions in the TECH 1 display. FUEL INJECT. 4 Note: Injection valve 4 is actuated at a frequency of 10 Hz (switch-on time 1.0 ms). The test is completed after max. 30 s. Injection valve 4 is actuated and switches: clicking noise 28, 84 35/14 F5:ACTUATOR TEST Notes for Trouble-shooting: Nominal Value: Ignition ON Using multimeter, measure voltage at injection valve plug Ter. 1 to ground 11.5 to 13.5 V Remove wiring harness strip from all 4 injection valves. Connect Checking Lamp KM-602-1 to all injection plug cables consecutively. Start engine Checking lamp flashes Nominal values are attained Injection valve checking value at room temperature: approx. 16 S2 Cause of Fault: Interruptions or short circuit to ground from - - Control unit K 61/Ter. 37 - - Fuel pump relay K 68/Ter. 87 to relevant injection valve Interruptions or short circuit to ground from - - Control unit K 61/Ter. 17 to injection valve cyl. 1/Ter. 2 - - Control unit K 61/Ter. 34 to injection valve cyl. 2/Ter. 2 - - Control unit K 61/Ter. 16 to injection valve cyl. 3/Ter. 2 - - Control unit K 61 /Ter. 35 to injection valve cyl. 4/Ter. 2 Control unit K 61 defective Injection valve defective F5:ACTUATOR TEST No. 05 TECH 1 Display SELECT ACTUATOR Conditions for Checking Nominal Value Ignition ON Press key F5 (Actuator Test), select the desired test with the arrow keys and confirm with YES. Follow the instructions in the TECH 1 display. Hold tank vent valve in hand: clicking noise FUEL TANK VENT Trouble Codes Terminal 61, 62 5/24 Note: The tank vent valve is actuated at a frequency of 1 Hz (actuation duration 500 ms). The test is completed after max. 30 s. Notes for Trouble-shooting: Ignition ON Using multimeter, measure voltage at tank vent valve plug Y 34/Ter. A to ground Nominal Value: 11.5 to 13.5 V Lead interruptions from control unit K 61/Ter. 37 or from fuel pump relay K 68/Ter. 87 to tank vent valve Y 34/Ter. A Passage Lead interruption in lead from tank vent valve Y 34/Ter. B to control unit K 61/ Ter. 5 Short circuit to ground in lead from tank vent valve Y 34/Ter. B to control unit K 61 /Ter. 5 Ignition OFF Disconnect control unit K 61 from wiring harness Check from tank vent valve plug Y 34/Ter. B to control unit K 61/Ter. 5 for continuity and short circuit to ground using multimeter. Nominal values are attained Cause of Fault: Tank vent valve Y 34 defective Control unit K 61 defective F5:ACTUATOR TEST No. 06 TECH 1 Display Conditions for Checking Ignition ON Press key F5 (Actuator Test), select the desired test with SELECT ACTUATOR the arrow keys and confirm with YES. Follow the instructions in the TECH 1 display. IDLE AIR CONTR Nominal Value Trouble Codes Terminal Clicking noise 56, 57 4/24 Note: The idle air stepper control switches at a frequency of 1 Hz. The test is completed after max. 30 s. Notes for Trouble-shooting: Remove right front wheel Ignition ON Using multimeter, measure voltage at idle speed adjuster plug M 33/Ter. A to ground Nominal Value: Cause of Fault: 11.5 to 13.5 V Lead interruptions from control unit K 61/Ter. 37 or from fuel pump relay K 68/Ter. 87 to idle speed adjuster M 33/Ter. A Ignition OFF Disconnect control unit K 61 from wiring harness Check from idle speed adjuster plug M 33/Ter. B to control unit K 61/Ter. 4 for continuity and short circuit to ground using multimeter Nominal values are attained Passage Lead interruption in lead from idle speed adjuster M 33/Ter. B to control unit K 61/Ter. 4 Short circuit to ground in lead from idle speed adjuster M 33/Ter. B to control unit K 61 /Ter. 4 Idle speed adjuster M 33 defective Control unit K 61 defective F5:ACTUATOR TEST No. 07 TECH 1 Display Conditions for Checking Ignition ON Press key F5 (Actuator Test), select the desired test with the arrow keys and confirm with YES. Follow the SELECT ACTUATOR instructions in the TECH 1 display. HOT START V. Hold hot start valve in hand: clicking noise Trouble Codes Terminal 95, 96 31/24 Note: The hot start valve is actuated at a frequency of 1 Hz (actuation duration 500 ms). The test is completed after max. 30 s. Notes for Trouble-shooting: Ignition ON Using multimeter, measure voltage at hot start valve plug Y 11/Ter. + to ground Nominal Value: 11.5 to 13.5 V Ignition OFF Disconnect control unit K 61 from wiring harness Check from hot start valve plug Y 11/ Ter. - to control unit K 61/Ter. 31 for continuity and short circuit to ground using multimeter Nominal values are attained Nominal Value Passage Cause of Fault: Lead interruptions from control unit K 61/ Ter. 37 or from fuel pump relay K 68/ Ter. 87 to tank vent valve Y 11/Ter. + Lead interruption in lead from tank vent valve Y 11/Ter. - to control unit K 61/Ter. 31 Short circuit to ground in lead from tank vent valve Y 11 /Ter. - to control unit K 61 /Ter. 31 Hot start valve Y 11 defective Control unit K 61 defective F5:ACTUATOR TEST No. 08 TECH 1 Display SELECT ACTUATOR WASTE GATE V . Conditions for Checking Nominal Value Ignition ON Press key F5 (Actuator Test), select the desired test with the arrow keys and confirm with YES. Follow the Hold charge pressure instructions in the TECH 1 display. valve in hand: clicking Note: The charge pressure valve is actuated at a noise frequency of 1 Hz (actuation duration 500 ms). The test is completed after max. 30 s. Trouble Codes Terminal 117, 118 21/24 Notes for Trouble-shooting: Nominal Value: Ignition ON Using multimeter, measure voltage at charge pressure valve plug Y 12/Ter. 2 to ground 11.5 to 13.5 V Lead interruptions from control unit K 61/Ter. 37 or from fuel pump relay K 68/Ter. 87 to charge pressure valve Y 12/Ter. 2 Passage Lead interruption in lead from charge pressure valve Y 12/Ter. 1 to control unit K 61 /Ter. 21 Short circuit to ground in lead from charge pressure valve Y12/Ter. 1 to control unit K 61/Ter. 21 Ignition OFF Disconnect control unit K 61 from wiring harness Check from charge pressure valve plug Y 12/Ter. 1 to control unit K 61/Ter. 21 for continuity and short circuit to ground using multimeter Nominal values are attained Cause of Fault: Charge pressure valve Y 12 defective Control unit K 61 defective F5:ACTUATOR TEST No. TECH 1 Display Ignition OFF Connect checking spark plug Ignition ON, engine OFF, vehicle stationary SELECT ACTUATOR Press key F5 (Actuator Test), select the desired test with the arrow keys and confirm with YES. Follow the IGNITION SPARK Instructions in the TECH 1 display. 09 Nominal Value Trouble Codes Terminal Ignition spark visible at checking spark plug 117, 118 21/24 Conditions for Checking Note: The checking spark plug is actuated at a frequency of 5 Hz. The test is completed after max. 30 s. Notes for Trouble-shooting: - - Ignition ON Using multimeter, measure voltage at Control unit K 61/Ter. 27 Ignition final stage K 20/Ter. 3 Ignition coil L 1/Ter. 1 Ignition coil L 1/Ter. 15 to ground Using multimeter, with 1,000 Volt DC range selected, connect between ignition coil L 1 /Ter. 1 and ground. Start engine. Nominal Value: Interruption or short circuit to ground of lead - Control unit K 61/Ter. 27 to ignition final stage K 20/Ter. 3 - - From ignition final stage K 20 to ignition coil L 1/Ter. 15 or Ter. 1 - - From ignition final stage K 20/Ter. 2 to ground - 11.5 to 13.5 V - 300 to 400 V Nominal values are attained Ignition coil resistance at room temperature: Cause of Fault: - Interruption or short circuit to ground of lead Ignition final stage K 20/Ter. 4 to control unit K 61/Ter. 1 - - Ignition final stage K 20 to ignition coil L 1/Ter. 1 Ignition final stage K 20 defective Control unit K 61 defective Ignition coil L 1 defective Primary side: approx. 0.5 Ohms Secondary side: approx. 7 kOhms 5 Terminal Assignment 5.1 Terminal Assignment of Wiring Harness Plug X 6 (51-pin) Ter. 17 from fuel pump M 21 to fuse F 11 in fuse box For identification of remaining terminal assignments, refer to page 6C-24. 5.2 Terminal Assignment of Wiring Harness Plug X 8 (2-pin) Ter. 1 from fuse F 11 to fuel pump relay K 68/Ter. 87b 5.3 Terminal Assignment of Wiring Harness Plug to Instrument Panel X 9 (6-pin) Ter. 2 from Motronic control unit K 61/Ter. 9 to instrument panel connection plug X 21/Ter. 3 Ter. 3 from Motronic control unit K 61/Ter. 40 to AC connection plug X 7/Ter. A Ter. 5 from Motronic control unit K 61/Ter. 32 to board computer U 2/Ter. 24 Ter. 6 from fuel pump relay K 68/Ter. 87 to board computer U 2/Ter. 6 5.4 Terminal Assignment of Wiring Harness Plug to Instrument Panel X 11 (6-pin) Ter. 4 from Motronic control unit to diagnostic plug X 13/Ter. B Ter. 5 from Motronic control unit to diagnostic plug X 13/Ter. G 5.5 Terminal Assignment of Diagnostic Plug X 13 (10-pin) Ter. A - Ground Ter. B - Engine electronics diagnostic excitation lead Ter. F - Battery voltage Ter. 30 Ter. G - Bi-directional data lead 5.6 Terminal Assignment of Wiring Harness Plug to Engine X 18 (5-pin) Ter. A from idle speed adjuster M 33/Ter. 1 to Motronic control unit K 61/Ter. 4 Ter. B from idle speed adjuster M 33/Ter. 2 to fuel pump relay K 68/Ter. 87 Ter. C from knock sensor shielding P 46 to Motronic control unit K 61/Ter. 19 Ter. D from knock sensor P 46 to Motronic control unit K 61/Ter. 30 Ter. E from knock sensor P 46 to Motronic control unit K 61/Ter. 11 5.7 Terminal Assignment of Hot Wire Mass Air Flow Meter P44 (6-pin) Ter. 1 from hot wire mass air flow meter P 44 to ground Ter. 2 from hot wire mass air flow meter P 44 to Motronic control unit K 61/Ter. 26 Ter. 3 from hot wire mass air flow meter P 44 to Motronic control unit K 61/Ter. 7 Ter. 4 from hot wire mass air flow meter P 44 to Motronic control unit K 61/Ter. 25 Ter. 5 from hot wire mass air flow meter P 44 to fuel pump relay K 68/Ter. 87 Ter. 6 internally occupied 6. Appendix 6.1 Complaints Table If these complaints occur, check the marked test steps in more detail. Complaints Table (continued) If these complaints occur, check the marked test steps in more detail. Complaints Table (continued) If these complaints occur, check the marked test steps in more detail. Complaints Table (continued) If these complaints occur, check the marked test steps in more detail. This document was created with Win2PDF available at http://www.daneprairie.com. The unregistered version of Win2PDF is for evaluation or non-commercial use only.