Captiva Control Motor

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C100 Service Training Manual :

Engine Controls (2.4L DOHC)

Participant’s Handout





02.1-3

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Table Of Contents

Components Location ……………………………………...………….…… 5

Engine and ECM types …..………………………………...………….…… 6

ECM Input and Output Factors ……..…………………………..…….…… 7

Front Heated Oxygen Sensor …………………………...………….…… 8

Rear Heated Oxygen Sensor ………………………..…….……….…… 11Engine Coolant Temperature Sensor ………………………………….… 14

Intake Air Temperature Sensor …………………………………...……… 16

Electronic Actuator Control System ………..……………...……….…… 18

Manifold Absolute Pressure Sensor ………..…………...………….…… 22

Knock Sensor ……………………………………………...………….…… 24

Crankshaft Position Sensor ………………………………………….…… 26

Camshaft Position Sensor …………………………………...………….…28

Rough Road Detection …………………………………....………….…… 30

Air Conditioning Pressure Sensor …….…………………………….…… 31

Brake Switch …………………………………………...............…….…… 33

Clutch Switch …………………...……………………….........…….…… 34

Engine Oil Pressure Switch …………………………….…......…….…… 35

Electronic Ignition System …………………………………......…….…… 36

Fuel Injection System …………………………………...………………… 38

Linear Exhaust Gas Re-circulation System …………………………… 40

Controlled Charcoal Canister Purge Solenoid ……………………..…… 42

Engine Control Module(ECM) …………………………………...……..… 44

Communication ………………...………………………...…………...…… 45

MIL & Data Link Connector …………………………………….………… 46

Diagnostic Trouble Codes …………………………………...…..……..… 48



02.1-4

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01



02.1-5

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Components Location

1. Air Cleaner Assembly

2. Camshaft Position (CMP) Sensor

3. Engine Oil Filler Cap

4. Electronic Throttle Body

5. Internal PCV Pipe

6. Exhaust Gas Recirculation (EGR)

Valve

7. Direct Ignition System (DIS)

8. Engine Control Module (ECM)

9. Washer Fluid Tank

10. Engine Fuse Block

11. Battery

12. Surge Tank Cap

13. Power Steering Fluid Reservoir

14. Brake Oil Tank

15. Ignition Wires

16. Resonator

17. Intake Air Temperature (IAT)

Sensor



02.1-6

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Engine and ECM types

1) 2.4D ECM : Bosch ME 7.9.9 (16Bit processor)

ModelEngine ECM Source Remarks

2.4D(GAS) Bosch ME 7.9.9 Bosch


2.0L (DSL) Bosch EDC16C39 Bosch



2.0L (DSL) Bosch EDC16C39 Bosch

Europe

General



02.1-7

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

ECM Input and Output Factors

Input OutputControl

E

C

M

1. Power supply(B+)

2. IG power 3. MAP

4. TPS#1,#2(Integrated in ETC)

5. Accelerator pedalposition sensor(#1,#2)

6. ECT

7. O2 sensors- Front HO2S- Rear HO2S

8. IAT

9. ACP

10. CKP

11. CMP

12. Knock sensor

13. LEGR Position F/B

14. Fuel level sensor (# 1,2)

15. Oil pressure switch

16. Brake switch

17. Clutch switch

18. Back-up switch(MT)

19. Generator L, F

20. Diagnosis request

21. Ground

1. Injectors(#1,#2 ,#3 ,#4 )

2. Electronic sparktiming(#1,#2, #3, #4)

3. Throttle controlmotor

4. A/C clutch relay

5. Fuel pump relay

6. Start relay

7. Cooling fan(HI, LOW)

8. Canister purgesolenoid

9. LEGR valve

solenoid

10. O2 sensor heater - Front HO2S- Rear HO2S

11. Serial data (DLC)

TCM

EBCM

BCM

CLUSTER

GMLAN

(CAN)



02.1-8

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Front Heated Oxygen Sensor - 1

1. General Operation

The Oxygen Sensor is used to adjust and maintain desired engine air/fuel

mixtures to better control exhaust emissions and fuel economy.

Most automotive Oxygen Sensors are made of Zirconia. This ceramic

material will produce a voltage in response to the amount of unused

oxygen in the exhaust stream. It does this by comparing the amount of

oxygen in the exhaust to the amount of oxygen in the air.

When the exhaust is lean (excess air), the sensor produces a low voltage

(near zero volts). When the exhaust is rich (excess fuel), it produces a

high voltage (up to one volt).

For the sensor to work correctly, it needs a good source of outside air for

reference and temperatures of at least 260 degr.C (500 degr. F).

Typically, an unheated sensor is open to the atmosphere at the outer

shield and is heated by the exhaust gas. The ECM compares the voltage

from the Oxygen Sensor to the values programmed into it. If the air/fuel

ratio is lean, it adds fuel ; and if the air/fuel ratio is rich, it subtracts fuel to

keep the engine running at the desired point.

The ECM uses Oxygen sensor information for:

• Open loop/closed loop criteria

• Ideal air/fuel ratio



02.1-9

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01


* Classifications

The Oxygen sensors are classified according to if the sensors have

the heater and where the sensors are located.

The Oxygen sensors with the heater integrated are called The Heatedtype Oxygen Sensor. The heater provides added heat to the Zirconia

element to help the element come up to temperature faster, operate

better in colder running engines, give improved fuel control, and be less

sensitive to contaminants.

If there are two oxygen sensors employed, the one located before the

catalytic converter is the Front Heated Oxygen Sensor and the other

after the catalytic converter is the Rear Heated Oxygen sensor.

The Front Heated Oxygen sensor is to mainly feed-back A/F mixture

condition while the Rear Heated Oxygen sensor to monitor the catalytic

converter performances.

2. Location

Just below the exhaust manifold on the exhaust pipe.



02.1-10

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Reference voltage


3. Inspection

• Heater Resistance

(1) Remove HO2 sensor connector

(2) Measure the Heater resistance : 13.2 plus or minus 10.0% Ohm

• Reference voltage

(1) Remove the sensor connector, IGN ON and ground the LO signal

line.

(2) Measure the sensor signal of the ECM.

Below 225 mV, Above 725mV

• Signal voltage

(1) Re-connect the sensor connector.Warm up the engine(ECT 80 Degr. C)

(2) Measure the signal voltage during the engine idle. It should toggle

below 225 mV and above 725 mV.

Reference value 400 ~ 500 mV

Case Ground

Signal(HI)

Exhaust gas

Front HO2S

Ground(LO)

ECM

Heater Ground

Main RelayJ2 22

J2 3

J2 36

2

1

4

3



02.1-11

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Rear Heated Oxygen Sensor - 1


The Heated type Oxygen Sensor is provided added heat to the zirconia

element from an electric heater inside the sensor. This helps the element

come up to temperature faster, operate better in colder running engines,

give improved fuel control, and be less sensitive to contaminants.

The heater power comes directly from the vehicle electrical system and

is usually turned on with the ignition switch. In some vehicles, relays may

be used to turn the heater off and on under certain conditions.

The Rear Heated Oxygen Sensor is located in the exhaust system after

the catalytic converter. This sensor is used to check the performance of

the converter and may also be used to aid in adjusting the engine air fuel

ratio. If there are leaks in the exhaust system ahead of this sensor, it can

cause improper emissions system performance.

While oxygen sensors used behind the catalytic converter are very

similar to the sensors used for engine control, their signals may not look

the same. The signal of an engine control sensor normally swings up

and down between about 0.8 and 0.2 volts one or more times every

second.When the converter is warmed up and operating correctly, the

signal from the sensor behind the converter move very slowly. It is not

unusual for the signal from this sensor to stay at either high voltage

(greater than 0.8 volts) or a low voltage (less than 0.2 volts) for several

seconds or even minutes. When it switches between high and low, the

rate of change may be slow compared to the engine control sensor.

All these indications are normal and are not a reason to replace the

sensor.



02.1-12

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01


[ Front & Rear Oxygen Sensor Location ] [ Front & Rear Oxygen Sensor Signals ]

2. Location

: After the Catalytic Converter

PRE CATALYST

(HO2S) O2 SENSORTHREE-WAY

CATALYST

POST-CATALYST

(HO2S) O2 SENSOR

PCM/VCM

GOOD CATALYST

900 MV

900 MV

450 MV

0 MV

450 MV

0 MV

P R E - H O 2 S

P O S T - H O 2 S



02.1-13

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Specified voltage

Specified voltage


3. Inspection

100mV ~ 900mV (Flat signal)

The above signal is toggling between specified voltage range (100mV ~

900mV), but it appears to be flat momentarily, because its toggling

frequency is so long compared to the Front Heated Oxygen sensor.

If the measured value is not within the specified value, possible cause

may be in wiring, the O2 sensor or the ECM or the engine.

• Signal voltage

(1) Re-connect the connector and maintain idle RPM while the ECT

is over 80 Degr C.

(2) Measure the O2 sensor signal of the ECM.

450mV

• Heater Resistance

(1) Remove HO2 sensor connector

(2) Measure the Heater resistance : 13.2 plus or minus 10.0% Ohm

• Reference voltage

(1) Remove the sensor connector, IGN ON and ground the LO

signal line.

(2) Measure the sensor signal of the ECM.

Case Ground

Signal(HI)

Exhaust gas

Rear HO2S

Ground(LO)

ECM

Heater Ground

Main RelayJ2 21

J2 3

J2 11

2

1

4

3



02.1-14

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Engine Coolant Temperature (ECT) Sensor - 1


The ECT sensor is a two-wired sensor. It is threaded into the engine

coolant jacket in direct contact with the engine coolant. The coolant

sensor contains a Thermistor and provides the ECM with coolant

temperature reading. The ECM supplies 5 volts reference to the ECT

sensor through a dropping resistor.

When the sensor becomes hot, it serves lower resistance, which the

ECM detects as lower voltage. This feature is called NTC.

The ECM uses the ECT information to make the needed calculations for

- Rich fuel delivery in cold condition

- Advanced Ignition in cold condition

- Knock sensor system

- Idle RPM control in cold condition

- Torque converter clutch application

- Canister purge solenoid

- Cooling fan operation

- A/C Compressor etc.

2. Location :

100,700 Ohm

177 Ohm3,520 Ohm



02.1-15

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Engine Coolant Temperature (ECT) Sensor - 2

3. Inspection

(1) Disconnect the sensor connector, IGN ON and measure the

reference voltage.

- Reference value : 4.8 ~ 5.2 V

If the above value is not measured, the sensor wiring may be opened

or shorted or the ECM malfunctioned.

(2) Connect the sensor connector and measure the voltage at the signal

terminal according to engine temperature.

- At 80 ~95 Degr. C : 1.8 ~ 2.5 V

(3) Disconnect the sensor connector and measure the resistance of the

sensor.

5V Ref

Sig

1

2

ECM

ECT

J2 28

J2 6

ECT RESISTANCE ECT RESISTANCE

100 176,4 Ohm 20 degr. C 3520 Ohm

90 241 Ohm 10 degr. C 5670 Ohm

80 332 Ohm 0 degr. C 9420 Ohm

60 667 Ohm -10 degr. C 16160,2 Ohm

40 1459 Ohm -40 degr. C 100700 Ohm



02.1-16

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Intake Air Temperature (IAT) Sensor -1


The IAT sensor is a two-wire sensor to measure the temperature of inlet

air to engine cylinder.

The IAT sensor is a kind of thermistor which provides a varying voltage

signal to the ECM depending on its varying resistance. The resistance

decreases as temperature increases. This feature is called NTC

(Negative Temperature Coefficient).

The ECM supplies a 5 volt reference to the IAT sensor through a

dropping resistor. Sensor resistance and resulting sensor voltage

become high together when the sensor is cold.

Air temperature readings are of particular importance during the cold

engine operation in open loop.

A reading of the manifold or the intake air temperature is used by the

ECM to :

1) Adjust the A/F ratio in accordance with air density, particularly during

the cold engine operation when the exhaust manifold and fuel are

below normal operating temperature.

2) Control spark advance and acceleration enrichment.

3) Determine when to enable the EGR and CCCP and so on.

(some applications)

2. Location : On the Elbow Hose



02.1-17

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Intake Air Temperature (IAT) Sensor -2

3. Inspection

Temp.

Degr. C -10 0 5 15 25 35Resistance

(Ohm)9200 5800 4651 3055 2055 1412

1) IGN ON, disconnect the sensor connector and measure the voltagefrom the ECM between two terminals of the connector.

- Reference value : 4.8 ~ 5.2 V

If the above value is not measured, the sensor wiring may be openedor shorted or the ECM malfunctioned.

2) Connect the sensor connector and turn on the ignition key andmeasure the voltage between the ECM signal terminal and groundaccording to ambient temperature.

- At Coolant Temp 80 ~ 95 Degr. C : 0.68 ~ 1.0 V

3) Disconnect the sensor connector and measure the sensor resistanceaccording to temperature.

5V Ref

Sig

2

1

ECM

IAT

J2 27

J2 5

45,300 Ohm

187 Ohm2,500 Ohm



02.1-18

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Electronic Throttle Actuator Control (TAC) system -1

1. Description

The Electronic throttle actuator control (TAC) system is used to improve

emissions, fuel economy, and driveability. The TAC system eliminates

the mechanical link between the accelerator pedal and the throttle plate.

The TAC system eliminates the need for a cruise control module andidle air control motor.

The following is a list of TAC system components:

1) The accelerator pedal assembly includes the following components:

– The accelerator pedal.

– The accelerator pedal position (APP) sensor.

– The APP sensor 2.

2) The throttle body assembly includes the following components:

– The throttle position (TP) sensor 1.

– The TP sensor 2. – The throttle actuator motor.

– The throttle plate.

3) The engine control module (ECM).

2. Electronic TAC system configuration

Accelerator Pedal Module

DC Motor

TPS(2)

Serial Data

Fuel Output

Spark Output

ETAC Output

TAC Motor

Throttle Position(2)

Electronic

ThrottleBody

5 Volt Ref

Sensor Ground

Other ECM inputs

MAP,RPM,VSS,IAT,

Battery voltage,etc

Sensor Ground (2)

5 Volt Ref (2)

Sensor Outputs (2)

Brake Switches (2)

Cruise Switches

ThrottleControlOutput

A/D

PedalSensors

A/D

PWM Test

TAC Software

ECM Software

Checking processor

Checking

Software

Main processor



02.1-19

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01


3. Accelerator Pedal Posit ion(APP) sensor

1) Operation

The ECM monitors the driver demand for acceleration with 2 APP

sensors. The APP sensor 1 signal voltage range is from about 0.7–4.5volts as the accelerator pedal is moved from the rest pedal position to

the full pedal travel position.

The APP sensor 2 range is from about 0.3–2.2 volts as the accelerator

pedal is moved from the rest pedal position to the full pedal travel

position.

The ECM processes this information along with other sensor inputs to

command the throttle plate to a certain position.

[ Accelerator Pedal Position Sensor]

2) Pin function of APP sensor

Pin. No Descr iption Remarks

1 APP sensor #1 supply(Ref 5V) ECM Pin "J1 21"

2 APP sensor #1 signal ECM Pin "J1 16"

3 APP sensor #1 ground ECM Pin "J1 79"

4 APP sensor #2 ground ECM Pin "J1 78"

5 APP sensor #2 signal ECM Pin "J1 54"

6 APP sensor #2 supply(Ref 5V) ECM Pin "J1 19"



02.1-20

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01


1) Operation

The throttle plate is controlled with a direct current motor called a throttle

actuator control motor. The ECM can move this motor in the forward or reverse direction by controlling battery voltage and/or ground to 2 internal

drivers.

The throttle plate is held at a 5.7 Degr. TPS rest position using a constant

force return spring.This spring holds the throttle plate to the rest position

when there is no current flowing to the actuator motor.

[Throttle body assembly]

2) Pin function of Electronic Throttle Control (ETC)connector

Pin. No Descr ipt ion

1 TPS 5V Ref

2 TPS #2 signal

3 TPS ground

4 TPS #1 signal

5Throttle control Motor

(Extend)

6Throttle control Motor

(Retract)

3) Throttle position sensor

The ECM monitors the throttle plate angle with 2 TP sensors. The TP

sensor 1 signal voltage range is from about 0.7–4.3 volts as the throttle

plate is moved from 0 percent to wide open throttle (WOT). The TP

sensor 2 voltage range is from about 4.3–0.7 volts as the throttle plate is

moved from 0 percent to WOT.

The ECM performs diagnostics that monitor the voltage levels of both

APP sensors, both TP sensors, and the throttle actuator control motor

circuit. It also monitors the spring return rate of both return springs that

are housed internal to the throttle body assembly. These diagnostics are

performed at different times based on whether the engine is running, or

not running. Every ignition cycle, the ECM performs a quick throttle

return spring test to make sure the throttle plate can return to the 7

percent rest position from the 0 percent position.This is to ensure thatthe throttle plate can be brought to the rest position in case of an

actuator motor circuit failure.

4. Thrott le Body Assembly



02.1-21

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01


- If the reference value is not measured, inspect the sensor wiring open

or short or the ECM.And measure the signal voltage

5. Wiring diagram circuit

ItemSignal Voltage

(at Idle)

Signal Voltage

(at WOT)Remarks

TPS #1 0.65V ~1.35V < 4.75V

TPS #1 3.65V~4.35V > 0.25V

Motor control

(Retract)

Electronic Throttle

Control(ETC)

TPS 2

TPS 2 Signal

5V Ref’

M

TPS 1 Signal

TPS 1

Throttle motor

ECM

5V Ref’

APP 1 Signal

APP # 2

5V Ref’

APP 2 Signal

APP # 1

J2 33

Motor control

(Extend)

J2 38

J2 4

J2 23

J2 12

J2 31

J1 19

J1 54

J1 21

J1 16

1

2

6

5

3

4

J1 79

J1 78

6

5

3

2

4

1



02.1-22

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Manifo ld Absolute Pressure (MAP) Sensor - 1


The speed density is a system of measuring intake air flow by sensing

changes in intake manifold pressures which result from engine load and

speed changes.

The ECM combines MAP along with IAT, RPM, EGR to calculate mass

air flow.

The MAP sensor is a three - wire sensor. It contacts with the vacuum

pressure from the intake manifold to sense the manifold absolute

pressure.

The MAP sensor is the Piezo element type, which is a transducer to

convert the pressure change into electric signal. Inside the sensor, the

pressurized space is integrated, which is used as pressure reference.

The sensor detects the pressure difference from this reference pressure.

That’s how the MAP measures the absolute pressure.

The air flow is one of the basic parameter in deciding fuel delivery and

spark timing.When the engine is not running, the manifold is under

atmospheric pressure and the MAP sensor is registering barometric

(BARO) pressure.

The ECM updates its BARO pressure reading when the ignition is cycled

and when the TP is at wide open.

The ECM uses MAP information for :

Fuel delivery Spark timing

Canister purge solenoid Barometric pressure readings

2. Location

: On the Intake Manifold



02.1-23

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Manifold Absolute Pressure (MAP) Sensor - 2

3

2

1

J2 13

J2 19

J2 5

E C M

5V Ref

+-Signal

MAP

3. Inspection

Vacuum

pressureSignal

Vacuum

pressureSignal

102 KPA 4.87 ~ 5.032 V 40 KPA 1.521 ~ 1.683 V

94 KPA 4.492 ~ 4.654 V 15 KPA 0.171 ~ 0.333 V

1.04 ~ 1.57 V Idle

4.76 ~ 4.94 V WOT

Reference

voltage

1) Disconnect the sensor connector, turn the ignition key on and

measure the voltage between the terminal “1” and “3” of the connector

to see Ref voltage is supplied.

Reference voltage 4.5 ~ 5.2 V

If the above value is not measured, the sensor wiring is opened or the

ECM is malfunctioned. (check the connection with other sensors)

2) Connect the sensor connector, measure the voltage between terminal“2” and ground with the ignition “On”.

3) Run and idle the engine and measure the signal voltage between

terminal “2” and ground. (Engine warmed-up , No loaded)

Signal voltage 4.7 ~ 5.0 V

4) Connect the sensor connector, turn the ignition key on and connect

the vacuum pump on the sensor vacuum terminal and measure the

signal voltage between terminal “2” and ground as vacuum changes.



02.1-24

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Knock Sensor -1


The knock sensor is used to detect engine detonation.When the ECM

experiences knocking, it retards ignition spark timing.

The knock sensor is a kind of gravity sensor, which produces irregular AC signals when it experiences some vibration.

The ECM contains a non-replaceable knock filter module called a Signal-

to-Noise Enhancement Filter module. This module determines whether

knock occurs by comparing the received knock signal to the pre-stored

voltage in the noise channel.

When the received knock signal is out of the voltage level in the noise

channel, the ECM ignores the signal as a false knock signal by

recognizing normal engine noise. When the ECM recognizes that an

abnormally low voltage level of the noise channel is experienced,

DTC(s) will be set.

[ Knocking s ignal at acceleration ]

[ Knock sensor ]



02.1-25

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Knock Sensor - 2

1

2

3

J2 16

J2 8

G108

E C M

Shield earth

Knock sensor

Signal (+)

Signal (-)

Ter. 1 - 2 4.87 MOhm ±10%

Ter. 1 - 3 Unlimited

Ter. 2 - 3 Unlimited

Sensitivity

Tightening torque

Resistance

15 ~ 25 N.m

18 ~ 34 mv/g (5 Khz)

2. Location : Under the Intake Manifold on the cylinder block.

3. Inspection



02.1-26

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Crankshaft Posit ion (CKP) Sensor -1

1. General operation

The Crankshaft Position Sensor (CKP) senses the crankshaft target

wheel rotation to calculate Engine RPM used for EST, injection basic

control.

The sensor type is an Inductive type.

HI

LO

Time

Volt

2. Location : At the Crank Shaft Target Wheel on the crankshaft.



02.1-27

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Crankshaft Posit ion (CKP) Sensor -2

Value

1-2 460 ~ 620 (Ohm)

2-3 > 1 (MOhm)

1-3 > 1 (MOhm)

0.3 ~ 1.7 mm

400 mV ~ 400 V

5 ~ 8 Nm

Item

Specification

Clearance (between CKP and Pulley)

Tightening Torque

Voltage (AC)

S

N

E C MC K P

J2 15

1

2

3

Low

Shield earth

SignalJ2 14

3. Inspection

G108



02.1-28

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Camshaft Position (CMP) Sensor-1


The camshaft position (CMP) sensor detects the camshaft rotation speed.

This sensor is Hall effect type.

The ECM recognizes the No.1 cylinder piston position from this signal,

used as a “synchronous pulse” to trigger the injectors in the proper

sequence, which is the sequential fuel injection.

If CMP sensor signals are lost while the engine is running, the fuel

injection system will be substituted with a calculated sequential fuel

injection mode based on the last valid fuel injection pulse, so the engine

will continue to run.

5V

0V

Crankshaft Position Sensor

2. Location

: Behind the Cam Sprocket



02.1-29

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Camshaft Position (CMP) Sensor-2

1

3

2

J2 32

J2 7

E C M

CMP sensor

5V Ref

Signal

1) Disconnect the sensor connector, turn the ignition on and measure the

voltage.

Terminal Specification Remarks

"1" - "2" 12 V

"2" - "3" 5 V

2) Inspect the sensor.

0.3 ~ 2.0 mm

"1" - "2" Inf.

"1" - "3" Inf.

"2" - "3" Inf.

Resistance

Clearance

3. Inspection

Main Relay



02.1-30

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Rough Road Detection

When engine is running on a rough road, the transmission oscillations

may be recognized as misfires and the MIL will switch up.

In order to avoid misfire detection in this case, a rough road sensor is

included in the engine management system.The ECM uses the wheel speed sensor for rough road detection from the

ABS system. In this system the wheel speed signal is transferred to the

EBCM and re-send to the ECM by CAN

Rough road detection and misfi re detection

Digital

Wheel speed sensor

1. Description



02.1-31

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Air Condit ioning Pressure sensor - 1

2. Location : Behind and Left side of Radiator


The ECM applies a positive 5 volts reference voltage and ground to the

Air-conditioning (A/C) refrigerant pressure sensor. The A/C pressure

sensor provides signal voltage to the ECM that is proportional to the A/C

refrigerant pressure. The ECM monitors the A/C pressure sensor signal

voltage to determine the refrigerant pressure.

The A/C pressure sensor voltage increases as the refrigerant pressure

increases. When the ECM detects that the refrigerant pressure exceeds

a predetermined value, the ECM activates the cooling fans to reduce the

refrigerant pressure.

When the ECM detects that the refrigerant pressure is too high or too low,

the ECM disables the A/C clutch to protect the A/C compressor from

damage.

KPA

OFF 195 0,49

ON 219 0,54

OFF 1.347 2,39

ON 1.760 3,01

ON 2.325 3,40

OFF 3.140 4,63

A/C comp

High

pressure cut

FUNCTIONSIGNAL

(V)

A/C comp

Low

pressure cut-

Cooling fanHI control



02.1-32

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Air Condi tioning Pressure sensor - 2

If the above value is not measured, the sensor wiring is opened or

shorted or the ECM is malfunctioned.

2) Connect the sensor connector, install the manifold gage on the A/C

system line and measure the signal voltage as the gage pressure is

changing while the A/C compressor is running.

1) Disconnect the sensor connector, turn the ignition key on and

measure the voltage from the ECM between the terminal 1 and 2 of

the connector.

Reference voltage 4.8 ~ 5.2 V

3. Inspection

1

2

3

E C M

5V Ref

Signal

ACP

J1 19

J1 55

J1 77

/ KPA / KPA

1 98 0.35 15 1,471 2.423 294 0.64 17 1,667 2.72

5 490 0.94 18 1,765 2.86

8 785 1.38 20 1,961 3.16

10 981 1.68 25 2,452 3.90

12 1,177 1.97 30 2,942 4.64

13 1,275 2.12

Pressure Signal

(V)

Pressure Signal

(V)



02.1-33

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Brake Switch

2. Location : Upper side of Brake pedal


A 4pin type of brake switch is fitted to C100 models.

Inside the brake switch is a normally open and normally closed switch.

The normally open brake switch between terminal 3 and 4 is used for

activating the brake lights and as a cruise enable signal for the ECM.

The normally closed brake switch between terminal 1 and 2 is used for the

ABS/ESP function. It is also used for deactivating cruise control and the

Brake Transmission Shift Interlock (BTSI) release by the BCM.

3. Inspection

E C M

Stop lamp

voltage

J1 173 4

Brake pedal switch

1 2



02.1-34

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Clutch Switch

2. Location : On the Clutch pedal


The 4pin type of clutch switch is fitted to C100 models.

The clutch switch Ter’ 1 and Ter’ 2 are used for start signal and this

signal is used for preventing engine RPM flaring when the clutch pedal is

pressed by the ECM

3. Inspection

E C M

SignalJ1 721 2

Clutch switch

3 4



02.1-35

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Engine Oil Pressure Switch -1

2. Location : On the oil pump housing


The Engine Oil Pressure switch measures engine oil pressure.

When the Engine Oil Pressure switch signal is below a certain value, the

ECM activates the Check Oil warning lamp in the instrument cluster.

3. Inspection

E C M

SignalJ2 241

Oil pressure switch



02.1-36

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Electronic Ignition System - 1


The DCP(Dual Coil Pack) is basically the same as the DIS in that there

is no distributor, so each spark plug supplied ignition energy directly

from the ignition coil. The DCP has only the ignition coil pack, not the

ignition module. The ignition module is integrated inside the ECM.So, the primary coil ON/OFF is directly controlled by the ECM.

* Spark Plug replacement : 30,000km / 18 months

* Spark Plug Wire replacement : 96,000km

Secondary coil

Primary coil

Shield

Case

Support

Plastic

3241



02.1-37

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Electronic Ignition System - 2

1) Remove the DCP connector, turn the ignition on and measure thevoltage between the terminal “2” and ground. If battery voltage is notmeasured, the fuse or the wiring is opened or shorted.

2) Re-connect the connector, measure the voltage between “1” and

Ground or “3” and Ground during the cranking. You should earnsome uniform voltagevariance.

Otherwise you should check the EST wire, CKP signal and the ECMfault.

3) Measure the coil resistance : You can measure the secondary coilresistance.

APPLICATION VALUE

Primary coil 0.5 ± 0.05Ω

Secondary coil 5200 ± 400Ω

• Resistance of high tension cable

2. Inspection

Reference value 2.5 ~ 12 kOhm

1

3

21

4

2

3

Ignition coil

IGN

J2 40

J2 35

ECM

EST “B”

EST “A”



02.1-38

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Fuel Injection System - 1

1. Description & specification

Appl ication 2.4 DOHC

Static flow rate 194 ± 4 % g/min

Spray type Dual Spray Type

Injection type Sequential

Color Black

Resistance(Ω) 12 ± 5 %

Basically, Injection timing is synchronized to the engine RPM and

Camshaft position.

Injection amount at a cycle is determined by how much air is coming into

the combustion chamber. The fuel quantity control is implemented by

how long the injector is opened by the ECM driver.

A fuel injector is a solenoid device that is controlled by the ECM. The

four injectors deliver a precise amount of fuel into the intake ports as

required by the engine.



02.1-39

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Fuel Injection System - 2

Reference value 12 Ohm plus or minus 5 %

Reference value 12 V

4) Measure the resistance of injector

2. Inspection

1) Disconnect the injector connector, turn the ignition key on and

measure the voltage of the power supply terminals to see if battery

voltage is measured. If the battery voltage is not measured, the

engine room fuse or wiring is opened.

2) Disconnect the injector connector, install a test lamp or a voltage

meter on the both terminals of the connector and crank the engine.

Under the above condition, if the measured voltage does not change

or the test lamp stays on, the wiring between the injector and the ECM

is shorted to ground, and if the test lamp stays off, the wiring between

the ECM terminals and the injector is opened or the ECM is

malfunctioned.

3) Connect the injector connector, turn the ignition on and measure the

voltage of the ECM terminals.If the voltage is not measured, the

injector coil or the wiring is opened or the connector is bad connected.

ECM

#1 #2 #3

Main Relay

2

1

#4

2

1

2

1

2

1

J2 26 J2 18 J2 10 J2 2



02.1-40

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

LEGR System -1


The Linear EGR valve is an electromechanical device that regulates the

quantity of exhaust gas re-circulated into the air-induction system to

prevent the oxides of nitrogen(NOx) generating. The Linear EGR valve

features continuously Variable EGR flow control through “Closed Loop”

pulse-width modulated commands from the engine controller. The linear

EGR solenoid valve is powered by the battery voltage through the main

relay. The EGR is controlled by PWM signals from the ECM. There is the

EGR pintle position sensor, a potentiometer.

• Too Much EGR may result in :

* Increased HC emissions due to unburned fuel from partial burns.* Decreased Nox emissions due to lower combusion temperature.

* Driveability sags and flat spots due to misfires and partial burns.

* Spark timing that is too retarded (may burn off HC in the exhaust

system).

• Too Little EGR may result in :

* Decreased HC emissions due to better combusion.

* Increased NOx emissions due to higher combusion temperature.

* Decreased fuel economy due to higher pumping losses.

* Spark knock due to timing advanced too much.

Parameter Enable Condition Disable Condition

VSS ≥ 3 KPH ≤ 2 KPH

RPM ≥ 1400 ≤ 1300

TPS ≥ 3.12 % ≤ 1.95 %

ECT ≥ 75 Degr. C ≤ 70 Degr. C

IAT ≥ 2.75 Degr. C≤ -0.25 Degr. C , ≥ 85

Degr. C

Battery voltage ≥ 11.5 V ≤ 11 V , ≥ 16 V

Vacuum ≥ 6 Kpa ≤ 0 Kpa

Air Fuel ratio ≥ 12.1 ≤ 12.05

EGR pint le position ≥ 5.1% ≤ 5.1 %



02.1-41

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

LEGR System -2

3. Inspection

2. Location

VALUES

Sensor Resistance 5.0 kΩ ± 40%@25 Degr. C

Vout@Closed 0.16 ~ 1.08 V

Vout@Wide Open 3.55~4.47 V

Coil Resistance 8.2 ± 0.4 Ω, 20 Degr. C

Frequency 128 Hz

Application

Pintle

Position

Sensor

Solenoid

(Normal

Close)

* Wide Open position is determined by the software, is not the

absolute physical maximum.

B

A

D

E

C

LEGR

ECM

Signal

5V ref

J2 6

J2 37

J2 13

J2 29

Main Relay



02.1-42

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Controlled Charcoal Canister Purge(CCCP) Solenoid-1


As temperature of fuel tank increases, vapor is generated in fuel tank

and vapor from the fuel tank is collected in the canister.

Under engine “off-idle” conditions, the stored vapors are drawn into the

engine intake manifold and consumed during combustion.On most vehicles, canister purge is controlled by a ECM-controlled

solenoid that allows engine vacuum to purge the canister.

To prevent purge at idle or when the engine is cold, vacuum is closed

off from the canister.

To achieve this, the normally-closed solenoid valve is de-energized by

the ECM. Canister purge is controlled by pulse width modulation of the

solenoid.

Basically canister purge occurs when the following conditions have been

met :

- Engine running for a specific time

- Coolant temperature above specified value

- Vehicle speed above a specified valueThrottle off-idle

- If the solenoid valve sticks open, the canister can purge to the intake

manifold at all times. This can allow extra fuel to enter the intake

manifold at idle or during engine warm-up, to cause a rough or

unstable idle due to over rich condition.

ENABLE CONDITION

-5 Degr. C

8 V ~ 19 V

> O mg/stroke

Not Decel Fuel Cut Off

26%

0 ~ 100 %

Idle max duty (ECT ≥ 65 Degr. C)

PARAMETER

Operation range (ECT ≥ 65 Degr. C)

Battery

Air flow

Engine

ECT

VALUE

ON 25 ~33 L / min (50 kpa)

OFF Below 0.05L / min

21.8 ~ 28.5

(20 Degr. C)

16 Hz PWM

Vent flow rate

Resistance

PARAMETER

Frequency



02.1-43

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Control led Charcoal Canister Purge Solenoid - 2

3. Inspection

1) Disconnect the CCCP solenoid connector, turn the ignition on and

measure the voltage between the power supply terminal and ground.

If battery voltage is not measured, check the relay operation and see if

the fuse or the wiring is opened.

2) Measure the solenoid coil resistance. : 21.8 ~ 28.5 Ohm @ 20 Degr. C

2. Location

: Behind the DCP module on the Intake Manifold

ECM

Main Relay

1 2

Canister purge solenoid

J2 25



02.1-44

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Engine Control Module(ECM)

1. Description

2. Features

1) 16 bits- Processor and Integrated 34 kByte RAM

2) 121 pins( “J1” connector : 81 pins, “J2” connector : 40 pins)

The engine control module (ECM), located beside of battery in engine

room compartment , is the control center of the fuel injection system.

It constantly looks at the information from various sensors and controls

the systems that affect the vehicles performance. The ECM also

performs the diagnostic functions of the system. It can recognize

operational problems, alert the driver through the Malfunction Indicator

Lamp (MIL), SVC lamp and store diagnostic trouble code(s) which

identify problem areas to aid the technician in making repairs.

There are no serviceable parts in the ECM. The calibrations are stored in

the ECM in the Programmable Read–Only Memory (PROM).



02.1-45

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Communication - 1

1. Description

The Engine Control Module (ECM) communicates directly with the

following control units using the GMLAN(CAN) serial data

communication protocol:

1) GMLAN High speed : Power-train & Chassis control ECM, TCM,

EBCM, RDM, BCM–Gate way function)

2) GMLAN Mid speed : Audio & Entertainment control

3) GMLAN Low speed : Body control(BCM,FATC controller,SDM,

IPC,PK3+,RFA,XBCM

Translate the cruise control switch signal & vehicle speed signal into a

CAN serial data that can be received and recognised by the ECM.

The GMLAN is a prevalent way of communication between controllers inGM vehicles currently.

ECM

J1 7CAN Hi speed (+)

J1 49

J1 17J1 30

TCM

CAN Hi speed (-)

CAN Hi speed (+)

CAN Hi speed (-)

EBCM

CAN Hi (+) CAN Hi (-)

BCM

CAN Hi speed (+)

CAN Hi speed (-)

J7 8 J7 9

11 14

12 13

J1 18 J1 8

CAN Hi (+) CAN Hi (-)



02.1-46

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

MIL & DLC

1. Malfunction Indicator Lamp & Data Link Connector

The ECM also performs the diagnostic functions of the system. It can

recognize operational problems, alert the driver through the MIL

(Malfunction Indicator Lamp) and store diagnostic trouble codes(DTCs)

which position the problem parts to aid the technician in repairing.

The Data Link Connector (16 pins) is located left side of clutch or brake

pedal under the instrument panel in passenger room.

12345678

16 15 14 13 912 11 10

1) MIL Lamp : When power train malfunction (emission related)

2) SVS Lamp : When power train malfunction (not emission related)

3) Hot Warning Lamp : When the engine temperature is more than 123 Degr. C

The MIL turns off after 3 consecutive ignition cycles without a fault.

The way to delete history trouble codes

- Erase command of the scan-100

- After 40 consecutive warm up cycles without a fault.

2. Data Link Connector

MILHot warning

SVS



02.1-47

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

MIL & DLC

12345678

16 15 14 13 912 11 10

Wiring diagram

Single Wire CANHigh speed

CAN(+)

Ground

High speed

CAN(-)

Battery

Serial data

(KWP 2000 andnot used for C100)



02.1-48

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01

Diagnostic Trouble Codes - 1

DTC Function Type MIL SVS

P0030 HO2S Heater Control Circuit Sensor 1 E YES NO

P0031 HO2S Heater Control Circuit Low Voltage Sensor 1 E YES NO

P0032 HO2S Heater Control Circuit High Voltage Sens or 1 E YES NO

P0036 HO2S Heater Control Circuit Sensor 2 E YES NO

P0037 HO2S Heater Control Circuit Low Voltage Sensor 2 E YES NO

P0038 HO2S Heater Control Circuit High Voltage Sensor 2 E YES NO

P0106 Manifold Absolute Pressure (MAP) Sensor Performance E YES NO

P0107Manifold Absolute Pressure (MAP) Sensor Circuit Low

VoltageE YES NO

P0108Manifold Absolute Pressure (MAP) Sensor Circuit High

VoltageE YES NO

P0112 Intake Air Temperature (IAT) Sensor Circuit Low Voltage E YES NO

P0113 Intake Air Temperature (IAT) Sensor Circuit High Voltage E YES NO

P0116 Engine Coo lant Temperature (ECT) Sensor Performance E YES NO

P0117Engine Coo lant Temperature (ECT) Sensor Circuit Low

VoltageE YES NO

P0118Engine Coo lant Temperature (ECT) Sensor Circuit High

VoltageE YES NO

P0121 Throttle Position (TP) Sensor 1 Performance A YES NO

P0122 Throttle Position (TP) Sensor 1 C ircuit Low Voltage A YES NO

P0123 Throttle Position (TP) Sensor 1 C ircuit High Voltage A YES NO

P0125Engine Coolant Temperature (ECT) Insufficient for Closed

Loop Fuel ControlE YES NO

P0131 HO2S Circuit Low Voltage Sens or 1 E YES NO

P0132 HO2S Circuit High Voltage Sens or 1 E YES NO

P0133 HO2S Circuit Slow Res ponse Sensor 1 E YES NO

P0134 HO2S Circuit Sensor 1 E YES NO

P0137 HO2S Circuit Low Voltage Sens or 2 E YES NO

P0138 HO2S Circuit High Voltage Sens or 2 E YES NO

P0140 HO2S Circuit Sensor 2 E YES NO

P0201 Injector 1 Control Circuit E YES NO




P0221 Throttle Position (TP) Sensor 2 Performance A YES NO

P0222 Throttle Position (TP) Sensor 2 Circuit Low Voltage A YES NO

P0223 Throttle Position (TP) Sensor 2 Circuit High Voltage A YES NO

P0261 Injector 1 Control C ircuit Low Voltage E YES NO



02.1-49

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01



P0262 Injector 1 Control Circuit High Voltage E YES NO

P0264 Injector 2 Control Circuit Low Voltage E YES NO






P0300 Engine Misfire Detected A or EBlink(A),

YESNO

P0301 Cylinder 1 Misfire Detected A or EBlink(A),

YESNO


YESNO


YESNO


YESNO

P0324 Knock Sensor (KS) Module Performance E YES NO

P0327 Knock Sensor (KS) Circuit Low Frequency E YES NO

P0328 Knock Sensor (KS) Circuit High Frequency E YES NO

P0335 Crankshaft Position (CKP) Sensor Circuit A YES NO

P0336 Crankshaft Position (CKP) Sensor Performance A YES NO

P0337Crankshaft Position (CKP) Sensor Circuit Low Duty

CycleA YES NO

P0338Crankshaft Position (CKP) Sensor Circuit High Duty

CycleA YES NO

P0340 Camshaft Position (CMP) Sensor Circuit A YES NO

P0341 Camshaft Position (CMP) Sensor Performance A YES NO

P0342 Camshaft Position (CMP) Sensor Circuit Low Voltage A YES NO

P0343 Camshaft Position (CMP) Sensor Circuit High Voltage A YES NO

P0403Exhaus t Gas Recirculation (EGR) Solenoid Control

CircuitE YES NO

P0404Exhaus t Gas Recirculation (EGR) Open Pos ition

PerfermanceE YES NO

P0405Exhaus t Gas Recirculation (EGR) Position Sensor

Circuit Low VoltageE YES NO

P0406Exhaus t Gas Recirculation (EGR) Position Sensor Circuit High Voltage

E YES NO

P0420 Catalyst System Low Efficiency E YES NO

P0443Evaporative Emission (EVAP) Purge Solenoid Control

CircuitE YES NO


Circuit Low VoltageE YES NO


Circuit High VoltageE YES NO

P0461 Fuel Level Sensor 1 Performance E YES NO

P0462 Fuel Level Sensor 1 Circuit Low Voltage E YES NO

P0463 Fuel Level Sensor 1 Circuit High Voltage E YES NO



02.1-50

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01



P0489Exhaus t Gas Recirculation (EGR) Solenoid Control Circuit

Low VoltageE YES NO

P0490Exhaus t Gas Recirculation (EGR) Solenoid Control Circuit

High VoltageE YES NO

P049D Offset Adaptation Position Sensor EGR Valve E YES NO

P0504 Brake Switch Circuit 1-2 Correlation ?? ??

P0506 Idle Speed Low E YES NO

P0507 Idle Speed High E YES NO

P0513 Immobilizer Key Incorrect C NO YES

P0520 Engine Oil Pressure (EOP) Switch Circuit C NO YES

P0532 Air Cond itioning (A/C) Refrigerant Pres sure Sens or Circuit

Low VoltageC NO YES

P0533 Air Cond itioning (A/C) Refrigerant Pres sure Sens or Circuit

High VoltageC NO YES

P0562 System Voltage Low E YES NO

P0563 System Voltage High E YES NO

P0571 Brake Switch Circuit 1 C NO YES

P0601 Control Module Read Only Memory (ROM) A YES NO

P0602 Control Module Not Programm ed A YES NO

P0604 Control Module Random Access Memory (RAM) A YES NO

P0606 Control Module Internal Performance A YES NO

P0615 Starter Relay Control Circuit C NO YES

P0616 Starter Relay Control Circuit Low Voltage C NO YES

P0617 Starter Relay Control Circuit High Voltage C NO YES

P0621 Generator L-Termina l Circuit E YES NO

P0627 Fuel Pump Relay Control Circuit Open E YES NO

P0628 Fuel Pump Relay Control Circuit Low Voltage E YES NO

P0629 Fuel Pump Relay Control Circuit High Voltage E YES NO

P0630VIN Not Programmed or Mismatched Engine Control

Module (ECM) A YES NO

P0633 Immobilizer Key Not Programmed C NO YES

P0638 Throttle Actuator control (TAC) Command Performance A YES NO

P0645 Air Cond itioning (A/C) Clutch Relay Control Circuit C NO YES

P0646 Air Cond itioning (A/C) Clutch Relay Control Circuit Low

Voltage C NO YES

P0647 Air Cond itioning (A/C) Clutch Relay Control Circuit High

VoltageC NO YES

P0689Engine Controls Ignition Relay Feedback Circuit Low

VoltageE YES NO

P0691 Cooling Fan Relay 1 Control Circuit Low Voltage C NO YES

P0692 Cooling Fan Relay 1 Control Circuit High Voltage C NO YES

P0693 Cooling Fan Relay 2 Control Circuit Low Voltage C NO YES

P0694 Cooling Fan Relay 2 Control Circuit High Voltage C NO YES



02.1-51

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout

rev 01



P0700Transmiss ion Con trol Module (TCM) Reques ted MIL

IlluminationA YES NO

P0703 Brake Switch Circuit 2 C NO YES

P0800 Active Trans fer Case (ATC) Control Module Requested

MIL IlluminationE YES NO

P0833 Clutch Pedal Switch 2 Circuit C NO YES

P0850 Park/Neutral Position (PNP) Switch Circuit C NO YES

P1138HO2S Circuit High Voltage During Dedel Fuel Cut-Off

(DFCO) Sens or 2E YES NO

P1427Diagnos is of Adaption Values of EGR Valve Position

Sensor E YES NO

P1551Throttle Control Lower Position No t Reached During

LearnA YES NO

P1629 Immobilizer Enable Signal Not Received C NO YES

P1631 Immobilizer Enable Signal Not Correct C NO YES

P1632 Immobilizer Disable Signal Received C NO YES

P1648 Imm obilizer Security Code Input Incorrect C NO YES

P1649 Immobilizer Security Code Not Programm ed C NO YES

P1682 Ignition 1 Switch Circuit 2 E YES NO

P1845 Torque Limit Managem ent A YES NO

P2066 Fuel Level Sens or 2 Performance E YES NO

P2067 Fuel Level Sensor 2 Circuit Low Voltage E YES NO

P2068 Fuel Level Sensor 2 Circuit High Voltage E YES NO

P2096 Post Catalyst Fuel Trim System Low Lim it E YES NO

P2097 Post Catalyst Fuel Trim System High Lim it E YES NO

P2100 Throttle Actuator Control (TAC) Motor Control Circuit A YES NO

P2101 Throttle Actuator Pos ition Performance A YES NO

P2107 Throttle Actuator Control (TAC) Module Internal Circui t A YES NO

P2119 Throttle Clos ed Pos ition Performance A YES NO

P2121 Accelerator Pedal Pos ition (APP) Sens or 1 Perform ance A YES NO

P2122 Accelerator Pedal Pos ition (APP) Sens or 1 Circuit Low

VoltageA YES NO

P2123 Accelerator Pedal Pos ition (APP) Sens or 1 Circuit High

VoltageA YES NO

P2127

Accelerator Pedal Pos ition (APP) Sens or 2 Circuit Low

Voltage A YES NO

P2128 Accelerator Pedal Pos ition (APP) Sens or 2 Circuit High

VoltageA YES NO

P2135 Throttle Position (TP) Sensor 1-2 Correlation A YES NO

P2138 Accelerator Pedal Pos ition (APP) Sens or 1-2 Correlation A YES NO

P2176 Throttle control Lower Position Not Learned A YES NO

P2177 Fuel Trim System Lean at Cruise or Accel E YES NO

P2178 Fuel Trim System Rich a t Cruis e or Accel E YES NO

P2187 Fuel Trim System Too Lean at Idle E YES NO

P2188 Fuel Trim System Too Rich at Idle E YES NO

P2191 System Too Lean at Higher Load E YES NO



02.1-52

C100 (2.4L DOHC)

Engine Controls

Participant’s

Handout



P2192 System Too Rich at Higher Load E YES NO

P2231 HO2S Signal Circuit Shorted to Heater Circuit Sensor 1 E YES NO

P2232 HO2S Signal Circuit Shorted to Heater Circuit Sensor 2 E YES NO

P2270 HO2S Signal Stuck Lean Sensor 2 E YES NO

P2271 HO2S Signal Stuck Rich Sensor 2 E YES NO

P2533 Ignition 1 Switch Circuit C NO YES

P2536 Ignition Access ory Switch Ci rcuit C NO YES

P2636 Fuel Pump 2 Flow Insufficient E YES NO

U0073 Control Module Com munication Bus Off C NO YES

U0101 Lost Communication with TCM C NO YES

U0102 Lost Communciation with Transfer Case Control Module C NO YES

U0121 Lost Comm unciation with ABS Control Module C NO YES

U0140 Lost Comm unication with Body Control Module C NO YES

U0402 Invalid Data Received from Transm iss ion Control Module C NO YES

U0415Invalid Data Received from Anti-Lock Brake System

Control ModuleC NO YES

U0422 Invalid Data Received from Body Control Module C NO YES

U1405 Invalid Data Received from Cruise Control Switch C NO YES

U1415 Invalid Data Received from Driven Wheel Control Module C NO YES

U1416Invalid Data Received from Non-Driven Wheel Control

ModuleC NO YES

U2101 Maximum Lis t of CAN Control Modules Not Programm ed C NO YES

Date post:	29-Oct-2015
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Captiva Control Motor

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