1988 PONTIAC FIERO engine oil

6E3-B-4 5.OL (VIN F) & 5.7L (VIN 8) DRIVEABILITY AND EMISSIONS
LACK OF POWER, SLUGGISH, OR SPONGY
Definition: Engine delivers less than expected power. Little or
no increase in speed when accelerator pedal is pushed down part way.
@ Perform careful visual check as described at
start of Section "B".
@ Compare customer's car to similar unit.
Make sure the customer's car has an actual
problem.
@ Remove air cleaner and check air filter for
dirt, or for being plugged. Replace as
necessary.
@ CHECK:
- For loose or leaking air duct between MAF
sensor and throttle body.
- Ignition timing. See emission control
information label.
- Restricted fuel filter, contaminated fuel or
improper fuel pressure. See CHART A-7.
- ECM Ground circuits - See ECM wiring
diagrams.
- EGR operation for being open, or partly open
all the time
- CHART C-7.
- Exhaust system for possible restriction: See
CHART
B-1.
- Inspect exhaust system for damaged or
collapsed pipes.
- Inspect muffler for heat distress or possible
internal failure.
- For possible plugged catalytic convertor by
comparing exhaust system backpressure on
each side at engine. Check backpressure by
removing
A.1.R check valves near exhaust
manifolds. See CHART
B-1 for procedure.
- Generator output voltage. Repair if less than 9
or more than 16 volts.
- Engine valve timing and compression.
- Engine for proper or worn camshaft. See Section
"6A".
- Secondary voltage using a shop ocilliscope or a
spark tester
5-26792 (ST-125) or equivalent.
- Check for excessive knock retard. See CHART
C-5.
DETONATION ISPARK KNOCK
Definition: A mild to severe ping, usually worse under
acceleration. The engine makes sharp metallic knocks that
change with throttle opening. Sounds like popcorn popping.
@ Check for obvious overheating problems:
- Low coolant.
- Loose water pump belt.
- Restricted air flow to radiator, or restricted
water flow thru radiator.
- Inoperative electric cooling fan circuit. See
CHART C-12.
@ CHECK:
- Ignition timing. See vehicle emission control
information label.
- EGR system for not opening - CHART C-7.
- TCC operation - CHART C-8.
- Fuel system pressure. See CHART A-7.
- Mem-Cal - Be sure it's the correct one. (See
"Service Bulletins").
- Valve oil seals for leaking.
@ Check for incorrect basic engine parts such as
cam, heads, pistons, etc.
@ Checkforpoorfuelquality.
@ Remove carbon with top engine cleaner. Follow
instructions on can.
@ Check ESC system
See CHART C-5
@ To help determine if the condition is caused by a
rich or lean system, the car should be driven at
the speed of the complaint. Monitoring block
learn at the complaint speed will help identify the
cause of the
problem. If the system is runnig lean
(block learn greater than
1381, refer to
"Diagnostic Aids" on facing page of Code
44. If
the system is running rich (block learn less than
1181, refer to "Diagnostic Aids" on facing page of
Code 45.

DRIVEABILITY AND EMISSIONS S.OL (VIN F) & 5.7L (VIN 8) 6E3-B-5
Definition: Steady pulsation or jerking that follows engine
speed, usually more pronounced as engine load increases. The
exhaust has
a steady spitting sound at idle or low speed.
@ Perform careful visual check as described at blink
at any connector, it is a faulty injector drive
start of Section
"B". circuit harness, connector, or terminal.
@ Check for missing cylinder by: @ Perform the Injector Balance Test. See CHART
1. Disconnect IAC valve. Start engine. C-2A.
Remove one spark plug wire at a time
@ CHECK:
using insulated pliers. - Spark plug wires by connecting ohmmeter to
2. If there is an rpm drop on all cylinders ends
of each wire in question. If meter reads over
(equal to within
50 rpm), go to "ROUGH, 30,000
ohms, replace wire(s).
UNSTABLE, OR INCORRECT IDLE, - Fuel System - Plugged fuel filter, water, low
STALLING" symptom. Reconnect IAC pressure. See CHART A-7.
valve.
- Valve timing.
3. If there is no rpm drop on one or more - Secondary voltage using a shop ocilliscope or a
cylinders, or excessive variation in drop, spark tester 5-26792 (ST-125)
or equivalent.
check for spark on the suspected
@ Visually inspect distributor cap and rotor for
cylinder(s) with J 26792 (ST-125) Spark moisture, dust, cracks, burns, etc. Spray cap and
Gap Tool or equivalent. If no spark, see plug wires with fine water mist to check for
Section 6D for Intermittent Operation or shorts.
Miss. If there is spark, remove spark
@ A miss condition can be caused by EM1
plug(s) in these cylinders and check for: (Electromagnetic Interference) on the reference
- Cracks circuit. EM1 can usually be detected by
- Wear monitoring engine rpm with a "Scan" tool. A
- Improper Gap sudden
increase in rpm with little change in
- Burned Electrodes actual engine rpm change, indicates EM1 is
- Heavy Deposits present.
@ Perform compression check on questionable If
the problem exists, check routing of secondary
cylinder(s) found above. If compression is low, wires, check
all distributor ground circuits.
repair as necessary. See Section
"6". @ Remove rocker covers. Check for bent pushrods,
@ Disconnect all injector harness connectors. worn
rocker arms, broken valve springs, worn
Connect
5-34730-2 Injector Test Light or camshaft
lobes. Repair as necessary. See Section
equivalent 6 volt test light between the
"6A".
harness terms, of each injector connector and
note light while cranking. If test light fails to
BACKFIRE
Definition: Fuel ignites in intake manifold, or
in exhaust system, making a loud popping noise.
@ CHECK: - Spark plugs for crossfire also inspect (distributor
- Loose wiring connector or air duct at MAF
cap, spark plug wires, and proper routing of plug
sensor. wires).
- Compression - Look for sticking or leaking - Ignition system for intermittent condition. (See
valves. Section
"6D").
- EGR operation for being open all the time. See - Engine timing - see emission control information
CHART C-7. label.
- EGR gasket for faulty or loose fit. - Perform fuel system diagnosis check, CHART A-
- Valve timing. 7A.
- Output voltage of ignition coil using a shop - Perform injector balance test CI-IART C-2A.
ocilliscope or spark tester 5-26792 (ST-125) or
- A.I.R. system check valves - See Section "C-6".
equivalent.

6E3-C1-4 5.0L (VIN F) & 5.7L(VIN 8) DRIVEABILITY AND EMISSIONS
See Section "8A" for more information on the PIN
switch, which is part of the neutrallstart and backup
light switch assembly.
NC "ON" Signal
This signal tells the ECM that the NC selector
switch is turned "ON", and that the pressure cycling
switch is closed. The
ECM uses this to adjust the idle
speed when the air conditioning is working.
[f this signal is not available to the ECM, idle may
be rough, especially when the NC compressor cycles.
The voltage at ECM terminal "B8" should equal
battery voltage on a
C60 system and about 5 volts on a
C68 option, when
NC is requested and the pressure
cycling switch is closed.
Distributor Reference Signal
The distributor sends a signal to the ECM to tell it
both engine rpm and crankshaft position. See ignition
system Section
"C4" for further information.
DIAGNOSIS
To read the codes, use a "Scan" tool or ground the
diagnostic terminal with the engine not running and
the ignition "ON". The "Service Engine Soon" light
will flash Code 12 three times and then flash each code
stored in memory three times. All codes stored in
memory would have been read when Code 12 was
flashed again. No new codes can be stored when in the
diagnostics mode (diagnostics lead grounded). This
eliminates confusion while the system is being worked
on.
To clear the codes from memory:
@ Ignition "OFF".
@ Disconnect battery pigtail, located near the
battery, for 30 seconds.
Since the ECM can have a failure which may
affect only one circuit, following the diagnostic
procedures in this section will determine which circuit
has a problem and where it is.
If a diagnostic chart indicates that the
ECM
connections or ECM is the cause of a problem,and the
ECM is replaced, but does not correct the problem, one
of the following may be the reason:
-
@ There is a problem with the ECM terminal
connections.
- The diagnostic chart will say ECM
connections or ECM. The terminals may have to
be removed from the connector in order to check
them properly.
@ The ECM, or Mem-Cal is not correct for the
application.
- The incorrect components may cause
a malfunction and
may or may not set u code.
@ The problem is intermittent. - 'l'his means that the
problem is not present at the time the system is
being checked. In
this case, refer to the "Symptoms" portion
of the
manual and make a careful physical inspection
of
all portions of the system involved.
@ Shorted solenoid, relay coil, or harness. - Solenoids
and relays are turned
"ON" and "OFF" by the
ECM, using internal electronic switches called
"Drivers".
A shorted solenoid, relay coil, or harness in a
GMP4 computer will not damage the ECM,
but will cause the circuit and controlled
component to be inoperative. When the
circuit fault is not present or has been
repaired, the
"Quad-Driver" will again
operate in a normal manner due to it's fault
protected design.
If a fault has been repaired
in a circuit controlled by a "Quad-Driver",
the original ECM should be reinstalled and
the circuit checked for proper operation.
ECM replacement will
not be necessary if the
repaired circuit or component now operates
correctly.
534636 or BT 8405 testers or equivalent provide a
fast, accurate means of checking for a shorted coil
or a short to battery voltage.
@ The Mem-Cal may be faulty. - Although these
rarely fail, it operates as part of the ECM.
Therefore, it could be the cause
of the problem.
Substitute a known good Mem-Cal.
@ The replacement ECM may be faulty - After the
ECM is replaced, the system should be rechecked
for proper operation. If the diagnostic chart again
indicates the ECM is the problem, substitute a
known good ECM. Although this is a rare
condition, it could happen.
ECM
A faulty ECM will be determined in the diagnostic
charts.
MEM-CAL
An incorrect or faulty Mem-Cal, which is part of
the ECM, may set a Code 41 or 52. Also, be sure Mem-
Cal is fully seated and latched in the socket.
ECM INPUTS
A11 of the sensors and input switches can be
diagnosed by the use of
a "Scan" tool. Following is a
short clescription of how the sensors and switches can
he diagnosed
by the use of a "Scan" tool. The "Scan"
can also be used to compare the values for a normal
running engine with the engine you're diagnosing.

DRIVEABILITY AND EMISSIONS 5.OL (VIN F) & 5.7L (VIN 8) 6E3-C2-1
SECTION C2
FUEL CONTROL SYSEENI
CONTENTS
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . C2-1
PURPOSE ........................ C2-1
MODES OF OPERATION . . . . . . . . . . . . . . C2-2
Starting Mode . . . . . . . . . . . . . . . . . . . C2-2
Clear Flood Mode.. . . . . . . . . . . . . . . . C2-2
Run Mode.. . . . . . . . . . . . . . . . . . . . . . C2-2
Acceleration Mode.. . . . . . . . . . . . . . . C2-2
Deceleration Mode . . . . . . . . . . . . . . . C2-3
Battery Voltage Correction Mode . . . . . C2-3
Fuel Cutoff Mode . , . . . . . . . . . . . . . . . C2-3
FUEL CONTROL SYSTEM . . . . . . . . . . . . . . C2-3
Basic System Operation . . . . . . . . . . . . C2-3
Throttle Body Unit . . . . . . . . . . . . . . . . C2-3
Fuel Rail . . . . . . . . . . . . . . . . . . . . . . . C2-3
Fuel Injectors . . . . . . . . . . . . . . . . . . . . C2-3
Pressure Regulator . . . . . . . . . . . . . . . C2-4
IAC Valve . . . . . . . . . . . . . . . . . . . . . . . C2-4
Fuel Pump Electrical Circuit . . . . . . . . , C2-5
DIAGNOSIS
......................... C2-5
FUEL CONTROL SYSTEM . . . . . . . . . . . . . . C2-5
IDLE AIR CONTROL VALVE . . . .. 0.. . a. C2-5
FUEL SYSTEM PRESSURE TEST . .. . . . . . . C2-5
ON-CAR SERVICE
. . . . . . . . . . . . . . . . . . . . . C2-5
PORT FUEL INJECTION COMPONENTS . . . . C2-5
FUEL PRESSURE RELIEF PROCEDURE . . . . . C2-5
Plenum ........................ C2-5
FUEL RAlL ASSEMBLY . . . . . . . . . . . . . . . . C2-6
FUEL
RAlL SERVICE . . . . . . . . . . . . . . . . . . . C2-7
IDENTIFICATION . . . . . . . . . . . . . . . . . . . C2-7
UNlT SERVICE PROCEDURES .. . . . . . . . .. C2-7
COLD START TUBE & VALVE ASSEMBLY.. . C2-7
PARTS INFORMATION
. . . . . . . . . . . . . . . C2-9
FUEL PRESSURE CONNECTION ASSY. . . . . C2-10
FUEL INJECTORS (Rail Removed) . . . . . . . . C2-10
PRESSURE REGULATOR (Rail Removed) . . . C2-10
COLD START FUEL INJECTION SWITCH . . . C2-11
THROTTLEBODY ................... C2-11
THROTTLE BODY SERVICE IDENTIFICATION
. C2-12
UNlT REPAIR PROCEDURES . . . . . . . . . . . . C2-12
TPS Adjustment .............. C2-12
MINIMUM IDLE SPEED CHECK . . . . . . . . . . . C2-12
PARTSINFORMATION ................. C2-15
IDLE AIR C'NT' L VALVE ASSY & GASKET . . C2-15
CLEAN AIR COVER &GASKET . . . . . . . . . . C2-15
IDLE AIR CONTROUCOOLANT CVR. ASSY . C2-15
Throttle Body Removed From Engine . . C2-15
FUEL PUMP RELAY . . . . . . . . . . . . . .,. . . . C2-16
OIL PRESSURE SWITCH . . . . . . . . . . . . . . . C2-16
PARTS INFORMATION . . . . . . . . . . . . . . . . . C2-16
GENERAL DESCRIPTION
PURPOSE
The basic function of the fuel control system is to
control fuel delivery to the engine.
Fuel is delivered to the engine by individual fuel
injectors mounted in the intake manifold near each
cylinder.
The main control sensor is the oxygen
(02) sensor,
which is located in the exhaust manifold. The
O2
sensor tells the electronic control module (ECM) how
much oxygen is in the exhaust gas.
The ECM changes
the
airlfuel ratio to the engine by controlling the fuel
injectors.
The best mixture to minimize exhaust
emissions is
14.7 to 1, which allows the catalytic
converter to operate the most efficiently. Because of
the constant measuring and adjusting of the
airlfuel
ratio, the fuel injection system is called a "Closed
Loop" system (shown in Figure
C2-I).
EXHAUST OXYGEN 02 SENSOR
CATALYTIC CONVERTER
Figure C2-1 "Closed Loop" System

DRIVEABILITY AND EMISSIONS 5.OL (VIN F) & 5.7L (VIN 8) 6E3-CZ-3
Deceleration Mode
The ECM looks at changes in throttle position and
air flow to reduce the amount of fuel. When
deceleration is very fast, the ECM may shut off fuel
completely for short periods.
Battery Voltage Correction Mode
When battery voltage is low, the ECM can
compensate for the weak spark delivered by the
distributor by:
@ Increasing the amount of fuel delivered;
@ Increasing the idle rpm; and
@ Increasing ignition dwell time.
Fuel Cutoff Mode
No fuel is delivered by the injector when the
ignition is "OFF". This prevents dieseling. Also, fuel
is not delivered if no reference pulses are seen from
the distributor, which means the engine is not
running. This prevents flooding.
FUEL CONTROL SYSTEM
Basic System Operation
The fuel system (Figure C2-3) starts with the fuel
in the fuel tank.
An electric fuel pump, located in the fuel tank with
the gage sending unit, pumps
fuel to the fuel rail
through an in-line fuel filter. The pump is designed to
provide fuel at a pressure above the pressure needed
by the injectors. A pressure regulator in the fuel rail
keeps fuel available to the injectors at
a constant
pressure, depending on manifold pressure. Unused
fuel is returned to the fuel tank by a separate line. For
further information on the fuel tank, in-line filter, and
fuel lines, see Section
"6C".
The injectors are controlled by the ECM. They
deliver fuel in one of several modes, as described
above. In order to properly control the fuel supply, the
fuel pump is operated by the
ECM through the fuel
pump relay and oil pressure switch (see Fuel Pump
Electrical Circuit Code
54).
Throttle Body Unit
The throttle body has a throttle valve to control
the amount of air delivered to the engine. The TPS
and the IAC valve are also mounted on the throttle
body. The throttle body contains vacuum ports located
at, above, or below the
throttIe valve. 'I'hese ports
generate the vacuum signals
needed I,y v~irious
Figure C2-3 Fuel System
components. Engine coolant is directed through the
coolant cavity, on the bottom of the throttle body, to
warm the throttle valve and prevent icing.
Fuel Rail
The fuel rail is mounted to the top of the engine. It
distributes fuel to the individual injectors. Fuel is
delivered to the input end of the rail by the fuel lines,
goes through the rail, then to the pressure regulator.
Remaining fuel is then returned to the fuel tank.
Fuel Injectors
The fuel injector is a solenoid operated device
controlled by the ECM (see Figure
C2-4). The ECM
turns
"ON" the solenoid, which opens a valve to allow
fuel delivery.
The fuel, under pressure, is injected in a
conical spray pattern at the opening of the intake
valve. The fuel, which is not used by the injectors,
passes through the pressure regulator before being
returned to the fuel tank.
An injector which is stuck partly open will cause
loss of pressure after engine shut down, so long crank
times would be noticed on some engines. Also,
dieseling could occur because some fuel could be
delivered to the engine after the ignition is turned
"OFF".

DRIVEABILITY AND EMISSIONS 5.OL (VIN F) & 5.7L (VIN 8) 6E3-C2-5
Fuel Pump Electrical Circuit
When the ignition is first turned "ON", without
the engine running, the ECM will turn the fuel pump
relay "ON" for two seconds.
This builds up the fuel
pressure quickly. If the engine is not started within
two seconds, the ECM will shut the fuel pump "OFF"
and wait until the engine is cranking. As soon as the
engine is cranked, the ECM will turn the relay "ON"
and run the fuel pump.
As
a backup system to the fuel pump relay, the
fuel pump can also be turned "ON" by the oil pressure
switch. The oil pressure switch is a normally open
switch which closes when oil pressure reaches about
28
kPa (4 psi). If the fuel pump relay fails, the oil
pressure switch will close, and run the fuel pump.
An inoperative fuel pump relay can result in long
cranking times, particularly if the engine is cold but
should result in
a Code 54.
An inoperative fuel pump would cause a no start
condition. A fuel pump which does not provide enough
pressure can result in poor performance.
DIAGNOSIS
FUEL CONTROL SYSTEM
Some failures of this system will result in an
"Engine Cranks But Won't Run". If
this condition
exists see CHART A-3. This chart will determine if
the problem is caused by the ignition system, ECM, or
fuel pump circuit. If
it's determined to be a fuel
problem CHART A-7 will be used. This includes the
injectors, pressure regulator, fuel pump, and fuel
pump relay. The fuel system wiring schematic is
covered on the facing page of Code CHART 54.
If a malfunction occurs in the fuel control system,
it usually results in either a rich or
a lean exhaust
condition. This condition is sensed by the oxygen
sensor and the ECM will change the fuel calculation
(injector pulse width) based on the
O2 sensor reading.
The change
made to the fuel calculation will be
indicated by a change in the block learn values, which
can be monitored by a "Scan" tool.
The normal block
learn values are around 128, and if the
O2 sensor is
sensing a lean condition, the EC
M will add fuel which
will result in a block learn value above 128.
If the O2
sensor is sensing a rich exhaust the ECM will reduce
fuel to the engine and this will result in block learn
values below 128. Some variations in block
learn
values are normal because all engines are not exactly
the same. However, if the block learn values are
+ 10
counts from 128 a system problem exists. If the block
learn values are greater than 138 see Code 44, for
items which can cause a lean system.
If the block learn values are less than 118 see Code
45 for items which can cause the system to run rich. If
a driveability symptom exists, refer to the
particular symptom in Section
"B" for additional
items to check.
IDLE AIR CONTROL VALVE
AUScan" tool will read IAC position in steps (counts).
"0" steps indicates the ECM is commanding the IAC to
be driven all the way in, to a fully seated position, and
this is usually caused by a vacuum leak. The higher
the number of counts the more air being allowed to
pass the IAC valve. CHART C-2C can be used to
diagnosis the IAC valve. Also refer to "Rough,
Unstable, or Incorrect Idle, Stalling" in symptoms,
Section "B" for other possibilities for the cause
of idle
problems.
FUEL SYSTEM PRESSURE TEST
A fuel system pressure test is part of several of the
diagnostic charts and symptom checks. To perform
this test, use the procedure in CHART A-7.
ON-CAR SERVICE
PORT FUEL INJECTION COMPONENTS
CAUTION:
Before servicing an injector, fuel
rail, or pressure regulator,
it is
necessary to relieve the pressure in
the fuel system, to minimize the
risk of fire and personal injury.
(See "Fuel Pressure Relief
Procedure" below). To reduce the
chance of personal injury, cover
the fuel line with
a shop cloth to
collect the fuel, and then place the
cloth in an approved container.
FUEL PRESSURE RELIEF PROCEDURE
1. Connect fuel gage J 34730-1 or equivalent to fuel
pressure valve. Wrap a shop towel around fitting
while connecting gage to avoid spillage.
2. Install bleed hose into an approved container and
open valve to bleed system pressure.
Plenum
(Figure
C2-6)
Remove or Disconnect
1. Negative battery cable.
2. Throttle, 'F.V., and cruise control cable.
3. Cable retaining bracket.
4.
'I'hrottle body retaining bolts (4).
5. 'L'l'S and IAC valve electrical connectors.
6. Vacuum hoses.

6E3-C2-6 5.OL (VIN F) & 5.7L(VIN 8) DRIVEABILITY AND EMISSIONS
PLENUM BOLTS TIGHTEN TO 25 N m (19 LB. FT.)
Figure C2-6
7. Right runners.
8. Plenum retaining bolts.
9. Plenum and gaskets (discard gaskets).
Install or Connect
1. New gaskets.
2. Reverse removal procedures. See Figure C2-6 for
bolt torque specifications.
FUEL RAIL ASSEMBLY
Fuel Rail (Figure C2-7)
n Remove or Disconnect
1. Negative battery cable
2. Fuel system pressure following "Fuel Pressure
Relief procedure".
3. Plenum. (Refer to Plenum Removal).
4. Cold start valve line.
5. Runners.
6. Cold start valve.
7. Fuel lines and injector harness connectors.
8. Loosen rail retaining bolts and raise rail.
9. Rail and injectors.
10. Injector O-ring seal (86) (Figure C2-9) from each
injector spray tip and discard.
) 06 22 84 PRESSURE REGULATOR 5s 1821SE I
Figure C2-7 Fuel Rail Assembly Identification
Install or Connect
1. New injector O-rings.
2. Coat injector O-rings with engine oil.
3. Reverse removal instructions.
Refer to Figure C2-7 for torque specifications.

DRIVEABILITY AND EMISSIONS 5.OL (VIN F) & 5.7L (VIN 8) 6E3-C2-7
Figure C2-8 Fuel Rail Pressure Regulator
FUEL RAIL SERVICE
IDENTIFICATION
An eight digit identification number is stamped
on the fuel rail assembly, as shown in Figure C2-8.
Refer to this model identification number if servicing
or part replacement is required.
Names of component parts will be found on the
numbered list that accompanies the dis-assembled
view, (Figure C2-9). Numbers used to identify parts
there will be used to identify the same parts in other
illustrations of this section of the manual.
UNIT SERVICE PROCEDURES
lrnportant
When servicing the fuel rail assembly,
precautions must be taken to prevent dirt and
other contaminants from entering the fuel
passages. It is recommended that fittings be
capped, and holes
be plugged during servicing.
Important
At any time the fuel system is opened for service,
the
O-ring seals ised with the related
component(s) should be replaced.
Cleaning and Inspection
Before disassembly, the fuel rail assenlbly may be
cleaned with a spray type engine cleaner, such as
AC
Delco X-30A or equivalent, following
package
instructions. The fuel rail should not be immersed in
liquid solvent.
0 VALVE - COLD START
101 TUBE AND BODY ASSEMBLY
102 O-RING SEAL
- VALVE
103 O-RING SEAL
- BODY
104 O-RING SEAL -TUBE
Figure CZ-10 Cold Start Valve Assembly
COLD START TUBE AND VALVE ASSEMBLY
(Figure
CZ-I 0)
Remove or Disconnect
1. Negative battery cable. -
Relieve fuel system pressure, following "Fuel
Pressure Relief Procedure".
Plenum, per previous instructions.
Brake booster line.
Tube and body assembly (101) at fitting on fuel
rail.
Electrical connector from cold start valve (100).
PVC hose.
Cold start valve retaining bolt.
Cold start valve assembly from fuel rail and
intake manifold.
+$ Disassemble
1. Raise tab on tube and body assembly (101) to clear
electrical connector and unscrew cold start valve
(100).
2. O-ring seals (102, 103, and 104) from tube and
body assembly
(lOl), cold start valve (loo), and
fuel rail fitting. Discard seals.
1. Lubricate
new O-ring seals (102, 103, and 104)
with engine oil and install at following locations:
@ O-ring seal (102) goes on end of cold start
valve
(100).
@ O-ring seal (103) goes inside body of tube and
body assembly
(101).
@ O-ring seal (104) goes up against collar of tube
and body assembly.