1988 PONTIAC FIERO fuel pump

DRIVEABILIW AND EMISSIONS - 5.OL (VIN E) 6E2-62-1
SECTION C2
FUEL CONTROL SYSTEM
TBI MODEL 228
CONTENTS
GENERAL DESCRIPTION . . . . . . . . . . . . . . . C2-1
PURPOSE ......................... C2-1
MODES OF OPERATION . . . . . . . . . . . . . . C2-1
Starting Mode . . . . . . . . . . . . . . . . . . . C2-1
Clear Flood Mode . . . . . . . . . . . . . . . . C2-2
RunMode . . . . . . . . . . . . . . . . . . . . . . C2-2
Open Loop . . . . . . . . . . . . . . . . . . . . . . C2-2
Closed Loop . . . . . . . . . . . . . . . . . . . . . C2-2
Acceleration Mode . . . . . . . . . . . . . . . C2-2
Deceleration Mode . . . . . . . . . . . . . . . C2-2
Battery Correction Mode . . . . . . . . . . . C2-2
Fuel Cut Off Mode . . . . . . . . . . . . . . . . C2-2
FUEL CONTROL SYSTEM COMPONENTS
. . . C2-2
BASIC SYSTEM OPERATION . . . . . . . . . . . C2-3
THROTTLE BODY INJECTION (TBI) UNIT. . . C2-3
Fuel Injectors . . . . . . . . . . . . . . . . . . . . C2-3
Pressure Regulator . . . . . . . . . . . . . . . C2-3
ldle Air Control (IAC) Valve . . . . . . . . . . C2-4
Throttle Position Sensor (TPS) . . . . . . . . C2-4
FUEL PUMP.. . . . . . . . . . . . . . . . . . . . . . . C2-5
FUEL PUMP ELECTRICAL CIRCUIT . . . . . . . C2-5
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . * C2-5
FUEL CONTROL . . . . . . . . . . . . . . . . . . . . C2-5
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
a throttle body injection ('FBI) unit.
ENGINE CONTROL MODULE (ECM)
EXHAUST OXYGEN (0,) SENSOR
I 1 THROTTLE BODY INJECTION UNIT (TBI)
CATALYTIC CONVERTER
8P 0352 SYE a 3 81
Figure C2-1 - Closed Loop System
ldle Air Control Valve (IAC) . . . . . . . . . C2-5
Driveability . . . . . . . . . . . . . . . . . . . .. C2-5
ON VEHICLE SERVICE
. . . . . . . . . . . . . . . . . C2-5
GENERAL SERVICE INFORMATION . . . . . . C2-5
Fuel Pressure Relief . . . . . . . . . . . . . . . C2-7
Fuel System Pressure Test . . . . . . . . . . . C2-7
Cleaning and Inspection . . . . . . . . . . . C2-7
Thread Locking Compound . . . . . . . . . C2-7
FUEL METER COVER ASSEMBLY . . . . . . . . C2-7
FUEL INJECTOR ASSEMBLIES . . . . . . . . . . C2-8
FUEL METER BODY ASSEMBLY . . . . . . . . . C2-9
THROTTLE POSITION SENSOR (TPS) . . . . . C2-10
IDLE AIR CONTROL (IAC) VALVE . . . . . . . . C2-11
THROTTLEBODYASSEMBLY .......... C2-11
MINIMUM IDLE SPEED CHECK.. . . . . . . . . C2-12
THROTTLE BODY INJECTION (TBI) UNIT.. . C2-I3
FUEL HOSEIPIPE ASSEMBLIES . . . . . . . . . . C2-13
Materials . . . . . . . . . . . . . . . . . . . . . . C2-13
Fuel Line Repair . . . . . . . . . . . . . . . . . . C2-13
FUEL PUMP RELAY . . . . . . . . . . . . . . . . . . C2-13
OIL PRESSURE SWITCH . . . . . . . . . . . . . . . C2-13
PARTS INFORMATION
. . . . . . . . . . . . . . . . . C2-14
The main control sensor is the oxygen (02) sensor,
which is located in the exhaust manifold. The
O?
sensor tells
the engine control module ECM the
amount of osygen in the exhttust gas, and the ECM
changes the airtfuel ratio to the engine by controlling
the fuel injector.
A 14.7: 1 aidfuel ratio is required for
efficient catalytic converter operation. Because of the
constant measuring and adjusting of the
airlfuel ratio,
the fuel injection system is called a "Closed
IAoopP
System (Figure C2 -1).
MODES OF OPERATION
The ECM monitors voltages from several sensors
to determine how
much fuel to give the engine. The
fuel is delivered under one of several conditions, called
"modes." All the modes are controlled by the ECM.
Starting Mode
When the key is first turned "ON", the ECM turns
on the fuel pump relay for two seconds,
i~nd the l'uel
pump builds up pressure to the TRI unit. The ECM
checks the coolant
temperature sensor, throttle
position sensor
('UPS), manifold absolute pressure
(MAP) sensor, and crank signal, then determines the
proper airtfuel ratio tbr starting. This ranges from

6EZ-C2-2 DRIVEABILITY AND EMISSIONS - 5.8b (VIN E)
1.5:1 at -36°C (-33°F) to 14.7:1, at 94°C (201°F)
running temperature.
The ECM controls the amount of fuel delivered in
the starting mode by changing how long the injector is
turned "ON" and "OFF". This
is done by "pulsing" the
injector for very short times.
Clear Flood Mode
If the engine floods, clear it by pushing the
accelerator pedal down all the way. The ECM then
pulses the injector at a
20:1 airlfuel ratio, and holds
this injector rate as long as the throttle stays wide
open, and the engine is below 600 rpm. If the throttle
position becomes less than
80%, the ECM returns to
the starting mode.
Run Mode
The run mode has two conditions called "Open
Loop" and "Closed Loop."
Open Loop
When the engine is first started, and it is above
400 rpm, the system goes into "Open Loop" operation.
In "Open Loop," the ECM ignores the signal from the
(02) sensor, and calculates the airlfuel ratio based on
inputs from the coolant temperature and MAP
sensors.
The system stays in "Open Loop" until the
following conditions are met:
1. The
O2 sensor has varying voltage output,
showing that it is hot enough to operate properly.
(This depends on temperature.)
2. The coolant temperature sensor is above a
specified temperature.
3. A specific amount of time has elapsed after
starting the engine.
Closed Loop
The specific values for the above conditions vary
with different engines, and are stored in the
programmable read only memory (PROM). When
these conditions are met, the system goes into "Closed
Loop" operation. In "Closed Loop," the ECM
calculates the
aidfuel ratio (injector on-time) based on
the signal from the
O2 sensor. This allows the aidfuel
ratio to stay very close to 14.7:1.
Acceleration Mode
The ECM looks at rapid changes in throttle
position and manifold pressure, and provides extra
fuel.
Deceleration Mode
When deceleration occurs, the fuel remaining in
the intake manifold can cause excessive emissions and
backfiring. Again, the ECM looks at changes in
throttle position and manifold pressure and reduces
the amount of fuel. When deceleration is very fast, the
ECM can cut off fuel completely for short periods.
Battery Voltage Correction Mode
When battery voltage is low,
the ECM can
compensate for a wealc spark delivered by the
distributor by:
@ Increasing injector on time of fuel delivered;
@ Increasing the idle rpm.
Fuel Cutoff Mode
No fuel is delivered by the injectors when the
ignition is "OFFJ'. This prevents dieseling. Also, fuel
is not delivered if no reference pulses are seen from
the distributor, which means the engine is not
running.
Fuel cutoff also occurs at high engine
rpm, to protect internal engine components from
damage.
FUEL CON"%ROL SYSXM
COMPONENTS
The fuel control system consists of the following:
@ Throttle body injection (TBI) unit
@ Fuel pump
Fuel pump relay.
FUEL PUMP AND
SENDING UNIT
FUEL SUPPLY LINE
16 FUEL RETURN LINE
Figure C2-2 - Fuel Control System

DRIVEABILITY AND EMlSSlONS - 5.0L (VIN E) 6E2-C2-3
BASIC SYSTEM OPERATION
The fuel control system (Figure C2-2) has an
electric fuel pump, located in the fuel tank with the
gage sending unit, which pumps fuel to the TBI
through the fuel supply line, then through an in-line
fuel filter. The pump is designed to provide
pressurized fuel at about 125
kPa (18 psi). A pressure
regulator in the TBI keeps fuel available to the
injectors at a constant pressure between 62 and 90
kPa (9 and 13 psi). Fuel in excess of injector need is
returned to the fuel tank by
a separate line.
The ECM controls the injectors that are located in
the fuel meter body assembly of the TBI. The injectors
deliver fuel in one of several modes, 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").
THROTTLE BODY INJECTION (TBI) UNIT
The Model 220 unit (Figure C2-3) consists of three
major casting assemblies:
1. A fuel meter cover with:
A pressure regulator
2.
A fuel meter body with:
@ Two fuel injectors
3. A throttle body with:
@ Two throttle valves
@ An idle air control (IAC) valve
@ A throttle position sensor (TPS).
Fuel Injectors
Fuel injectors (Figure C2-4) are solenoid-operated
devices controlled by the ECM. The ECM turns on the
solenoid, which lifts a normally closed ball valve off a
seat. Fuel, under pressure, is injected in a conical
spray pattern at the walls of
the throttle body bore
above the throttle valve. The fuel which is not used by
the injectors passes through the pressure regulator
before being returned to the fuel tank.
A fuel injector which does not open may cause a
no-start condition. An injector which is stuck partly
open will cause a loss of pressure after setting, so long
crank times would be noticed. Also, dieseling could
occur because some fuel would be delivered to the
engine after the key is turned "OFF."
2 THROTTLE BODY ASSEMBLY
THROTTLE POSITION SENSOR (TPS)
IDLE AIR CONTROL (IAC) VALVE ASSEMBLY
FUEL METER BODY ASSEMBLY
FUEL METER COVER ASSEMBLY
8~ 0922 AS 115R7
PRESSURE REGULATOR
FUEL INJECTOR
1 FUEL INJECTOR INLET FILTER
THROTTLE BODY ASSEMBLY
FUEL FROM PUMP
INJECTOR ELECTRICAL TERMINALS
[ CONSTANT BLEED - (SOME MODELS) - PRESSURE REGULATOR DIAPHRAGM ASSEMBLY
PRESSURE REGULATOR SPRING
FUEL RETURN TO TANK
THROTTLE
VAWE
Figure C2-4 - TBI 220 Unit Operation
controlling the flow in the return line (by means of a
calibrated bypass).
The pressure regulator is serviced as part
of the
fuel meter cover and should not be disasembled.
Pressure Regulator If the pressure regulator in the TBI supplies
pressure which
is too low (below 62 kPa or 9 psi), poor
The pressure regulator (see Figure
C2-4) is a performance could result. if the pressure is too high,
diaphragm-operated relief valve with injector excess emissions and unpleasant exhaust odor
may
pressure on one side and air cleaner pressure on the
result.
other. The function of the regulator is to maintain
'1
constant pressure at the in.jecto1.s at ill1 times, by

DRIVEABILITY AND EMISSIONS - 5.OL (\/IN El 6EZ-CZ-5
sent to the ECM. The ECM then increases the injector
base pulse width, permitting increased fuel flow.
As the throttle valve rotates in response to
movement of the accelerator pedal, the throttle shaft
transfers this rotational movement to the
'I'PS. A
potentiometer (variable resistor) within the TPS
assembly changes its resistance (and voltage drop) in
proportion to throttle movement.
By applying a reference voltage (5.0 volts) to the
TPS input, a varying voltage (reflecting throttle
position) is available at the TPS output. For example,
approximately 2.5 volts results from a 50% throttle
valve opening (depending on TPS calibration). The
voltage output from the TPS assembly is routed to the
ECM for use in determining throttle position.
FUEL PUMP
The fuel pump is a turbine type, low pressure
electric pump, mounted in the fuel tank. Fuel
is
pumped at a positive pressure (above 62
kPa or 9 psi)
from the fuel pump through the in-line filter to the
pressure regulator in the TBI assembly Excess
fuel is
returned to the fuel tank through the fuel return line.
The fuel pump is attached to the fuel gage sender
assembly. A fuel strainer is attached to the fuel pump
inlet line and prevents dirt particles from entering the
fuel line and tends to separate
water from the fuel
Vapor lock problems are reduced when using an
electric
pump because the fuel is pushed from the tank
under pressure rather than being pulled
under
vacuum, a condition that produces vapor.
An inoperative fuel pump would cause
a. no start
condition. A fuel pump which does not provide enough
pressure can result in poor performance. (See "Fuel
System Pressure Test" procedure).
FUEL PUMP ELECTRICAL CIRCUIT
When the key is first turned "ON" without the
engine running, the ECM turns 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 shuts the fuel pump "OFF" and
waits until the engine starts. As soon as the engine is
cranked, the ECM turns the relay
"ON" and runs 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 sender has two circuits
internally. One operates the oil pressure indicator or
gage in the instrument cluster,
itnd the other is
anormally open switch which closes when oil pressure
reaches about 28
kPa (4 psi). If the fuel pump relay
fails, the oil pressure switch will run the fuel pump. An
inoperative fuel pump relay can result in long
cranking times, particularly if the engine is cold. The
oil pressure switch will turn on the fuel pump as soon
as oil pressure
reaches about 28 kPa (4 psi).
FUEL CONTROL
Always start with the "Diagnostic Circuit Check"
in Section
"6E2-A". This will reduce diagnosis time
and prevents unnecessary replacement of parts. The
information in this check will direct diagnosis
concerning "Engine
Crunlis But Won't Run" and the
"Fuel Control System," Section
"6E2-C2", including
diagnosis of an injector, pressure regulator,
fuel pump,
fuel
pump relay, and oil pressure switch.
Idle Air Control (IAC) Valve
A "Scan" tool reads IAC position in steps, calletl
"Counts." "0" steps indicates the ECM is commanding
the
IAC to be driven in, to a fully seiltetl position
(minimum idle air).
The higher the number steps, the
more idle air being allowed to pass
by the IAC valve.
cnose Refer to CHART C-2C for information to cliil,
the function of the IAC valve.
Driva bility
Refer to Section "B" for driveability symptoms
related to the fuel control.
ON-VEHICLE SERVICE
GENERAL SEWVICE INFORMATION
CAUTION:
e To prevent personal injury or damage to the
vehicle
as the result sf an accidental start,
disconnect and reconnect the negative
battery cable before and after service is
performed.
@ Also, catch any fuel that leaks out when
disconnecting the fuel lines, by covering the
fittings with
a shop cloth. Place the cloth in
an approved container when work is
complete.
The 'FBI unit repair procedures cover component
replacement with the unit on the vehicle,
tIowever,
throttle body replacement requires that the complete
unit
be removed from the enginc.

DRIVEABILITY AND EMISSIONS - S.0L (VIN E) 6EZ-C2-13
"THROTTLE BODY INJECTION (TBI) UNIT
Replacement (Figure C2-18)
a Remove or Disconnect
1. THERMAC hose from engine fitting.
2. Electrical connectors to IAC valve, TPS and fuel
injectors.
3. Grommet with wires from throttle body.
4. Throttle linkage, return
spring(s) transmission
control cable and cruise control (wherever
applicable).
5. Vacuum hoses (noting position of hoses) and
bracket.
6. Fuel inlet and return lines (use back-up wrench
J-29698-A or BT-8251-A). Discard o-
rings from
nuts.
7. TBI mounting hardware.
8. TBI flange (manifold mounting) gasket and
discard.
NOTICE: Stuff manifold opening with a rag to
prevent material from entering
engine, and remove old gasket
material from surface of intake
manifold.
Inspect
@ Intake manifold bore for loose parts and foreign
material, etc.
@ Intake manifold sealing surface for cleanliness.
Install or Connect
1. New TBI flange (manifold mounting) gasket.
2.
TI31 with mounting hardware.
Tighten
@ Hardwareto, 16.5N-m( 12Ib. ft.).
3. New o-rings on fuel line nuts
4. Fuel inlet and outlet lines.
Tighten - @ To 23 N.m (17 lb. ft.). (Use back-up wrench
J-29698-A or BT-8251-A to keep TBI nuts
from turning.)
5. Vacuum hoses and bracket.
6. Throttle linkage, return
spring(s) transmission
control cable and cruise control (wherever
applicable).
7. Grommet with wire harness to throttle body.
8. Electrical connectors, making sure connectors are
fully seated and latched.
9. Check to see if accelerator pedal is free by
depressing pedal to the floor
and releasing while
engine is "OFF".
10. With engine "OFF," and ignition "ON," check for
leaks around fuel line nuts.
11. Start engine and check for fuel leaks.
FUEL HOSEIPIPE ASSEMBLIES
Materials
Fuel Lines. These are welded steel tubes, meeting GM
Specification 124-M, or its equivalent. The fuel feed
line is
318" diameter, and the fuel return line is 5/16"
diameter. Do not use copper or aluminum tubing to
replace steel tubing. Those materials do not have
satisfactory durability to withstand normal vehicle
vibr, ii t' lon.
Clamps. These are stainless steel, screw band type
clamps,
#249472, or equivalent.
Coupled Hose. These are not to be repaired and are
replaced
&as an assembly.
Uncoupled Hose. Use only reinforced fuel resistant
hose, made of "fluroelastomer" material.
[lo not use w
hose within 4 inches (100 mm) of any part of the
exhaust system, or within 10 inches
(254 mm) of the
catalytic converter. The hose's inside diameter nus st
match the outside diameter of the steel tubing.
Fuel Line Repair
1. Cut
a piece of fuel hose 4 inches (100 mm) longer
than the section of line to be removed. If
more
than 6 inches (152 tnm) is to be removed, use a .
combination of steel pipe and hose. The
hose
length should not be more than 10 inches total.
2. Cut a section of pipe to be replacccl, with a tube
cutter. C'se the first step of a double flaring tool to
form a bead on the ends
of the pipe and also, on the
new section of pipe, if used.
3. Slide
the hose
clanlps onto the pip2 and push the
hose
2 inches (51 mm) onto each portion of the fuel
pipe. Tighten a
clamp on each side of the repair.
4. Secure
fuel line to the frame.
FUEL PUMP RELAY
(Figure
CZ-19)
The fuel pump relay is mounted in the engine
compartment. Other than checking for loose
connectors, the only service possible is replacement.
OIL PRESSURE SWITCH
(Figure C2-20)
The oil pressure switch is li~ounted on the engine.
This switch is a parallel power supply, with the fuel
pump relay, and will provide battery voltage to the
fuel
pump, after approximately 28 kPa (4 psi) oil
pressure is reached.

SWITCH ASM
Figure C2-20 - Oil Pressure Switch
PART D INFORMA"F0N
PART NAME GROUP
Meter Kit, Fuel. . . . . . . . . . . . . . . . . . . . . . 3.734
Injector Kit, Fuel. . . . . . , . . . . . . . . . . . . . 3.774
Pump, Fuel (In Tank). . . . . . . . . . . . . . . . . 3.900
Relay, Fuel Pump. . . . . . . . , . . . . . . . . . . . 3.900
Switch, Oil Press. . . . . . . . . . . . . . . . . . . . . 1.800
Throttle Body Injection Unit. . . . . . . . . . . . 3.725
Control Kit, Idle Air Valve. . . . . . . . . . . . . . 3.820

DRIVEABILITY AND EMISSIONS 5.OL (VIN E) 6EZ-C6-1
SECTION C6
AIR INJECTION REACTION (A.I.R.) SYSTEM
CONTENTS
GENERAL DESCRIPTION ............... C6-1
PURPOSE ......................... C6-1
OPERATION ...................... C6-1
AIR CONTROL PEDES VALVE .......... C6-1
RESULTS OF INCORRECT OPERATION .... C6-2
DIAGNOSIS
........................ C6-2
OPERATIONAL CHECKS .............. C6-2
AirPump ...................... C6-2
Hoses and Pipes ................. C6-3
GENERAL DESCRIPTION
PURPOSE
The A.I.R. system helps reduce hydrocarbon (HC),
carbon monoxide (CO), and oxides of nitrogen (NO,)
exhaust emissions. It also heats up the catalytic
converter quickly on engine start-up so conversion of
exhaust gases can occur sooner.
A Dual bed converter is used. It consists of a three
way catalyst (which controls all three emissions) in
series with
a two way catalyst (which controls only HC
and
CO) both are in one housing. A pipe between the
two converters allows air to be injected into the second
(two way) converter to increase its efficiency to further
control
HC and CO (Figure C6-1).
As shown in Figure C6-1, air can be directed to:
@ A divert silencer.
@ Exhaust ports; or
@ Catalytic converter.
OPERATION
The system (Figure C6-1) includes:
@ An Air Pump
The air pump is driven by a belt on the front of
the engine and supplies the air to the system.
Intake air passes through a centrifugal filter fan
at the front of the pump; where foreign materials
are separated from the air
by centrifugal force.
@ A Control Valve
Air flows from the pump through an ECM
controlled valve (called a control valve) through
check valves to either the exhaust ports or the
converter.
@ Check Valves
The check valves prevent back flow of exhaust
into the pump in the event of an exhaust backfire
or pump drive belt failure.
@ Necessary Plumbing
Check Valve .................... C6-3
ON-CAR SERVICE
.................... C6-3
DRIVEBELT ...................... C6-3
AIR INJECTION PUMP ............... C6-3
AIR INJECTION CONTROL
(PEDES) VALVE
.................. C6-3
AIR INJECTION CHECK VALVE ......... C6-4
PARTS INFORMATION
................ C6-4
CLOSED LOOP FUEL CONTROL
ECM
1 REDUCING CATALYST - 1 OXlDlZlNG CATALYST
1 5 SENSOR
CHECK VALVE
1 AIR PUMP
1 PORT SOLENOID
CONVERTER SOLENOID
/ ELECTRICAL SIGNALS
FROM ECM
BY-PASS AIR TO ATMOSPHERE
Figure C6-1 - A.I.R. System Operation
AIR CONTROL PEDES VALVE
Pressure Operated Electric Divert / Electric Air
Switching (PEDES) valve is used on this engine. The
diverting and switching functions are electronically
controlled by the
ECM,which grounds to complete the
circuit and energize the solenoid. Self-generated
pressure from the A.I.R. pump is used to operate the
valve, which is completely independent of manifold
vacuum.

SECTION PAGE
A
Acceleration Mode .................... C2-2
AIC Request Signal
General Description
................. C1-4
Diagnosis ......................... C1-5
Air Injection Check Valve C6-3
Air Injection Control (Pedes) Valve
........ C6-3
Air
lnjection Reaction (A.I.R.) System
General Description
.................. C6- 1
Diagnosis ......................... C6-2
Part Information
.................... C6-4
Air Management Check (Pedes)
.......... C6-6
Air Pump
............................ C6-2
........................... Service C6-3
ALDL Connector ....................... A-1 2
Automatic Transmission Converter Clutch
(TCC) Electrical Diagnosis
.............. C8-4
C8-6
B
Backfire ............................ 6-6
......... Battery Voltage Correction Mode C2-2
Before
Start~ng ...................... B-1
C
Cal Pak General
Descript~on ................. C1-2
Service
........................... C1-8
Canister Control Valve
................. C3-2
Canister Hoses
....................... C3-3
Canister Purge Solenoid
................ C3-3
Canister Purge Valve Check
............. C3-6
Chart A-
I :
No Service Engine Soon Light .......... A-10
Chart A-2:
No ALDL Data. Or Won't Flash Code 12.
Or Service Engine Soon Light On Steady
. . A-1 2
Chart A-3:
Engine Cranks But Won't Run
.......... A-14
Chart A-7:
Fuel System Diagnosis
................ A-1 8
Chart
B-1:
Restricted Exhaust System Check ........ 6-7
Chart C-IA:
ParkINeutral Switch Diagnosis ......... Cl-12
Chart C-16:
Crank Signal
....................... C1-14
Chart C-1 D
.................. MAP Output Check C1-16
SECTION
Chart C-2C:
Idle Air Control (IAC) System Check ...... C2-18
Chart C-3:
Canister Purge Valve Check
........... C3-6
Chart C-4B:
Ignition System Check
................ C4-4
Chart C-5:
Electronic Spark Control
(ESC) .......... C5-4
Chart C-66:
Air Management Check
.............. C6-6
Chart C-7:
Exhaust Gas Recirculation
............. C7-4
Chart
C-$A:
Transmission Converter Clutch (TCC) .... C8-4
Chart
C-8A
700-4R Transmission Electrical Diagnosis . . C8-6
Chart
C-86:
Shift Light ......................... C8-8
Chuggle
............................ B-3
Clear Flood Mode
..................... C2-2
Closed Loop
......................... C2-2
Code12
............................ C4-2
Code13
............................ A-22
Code14
............................ A-24
Code43
............................ A-42
Code44
............................ A-44
Code45
............................ A-46
Code54
............................ A-48
Codes 5 1.52. 55
...................... A-50
Component Location
.................. A-2
Control Valves
....................... C3-3
Coolant Temperature Sensor
General Description
.................. C1-2
Diagnosis
.......................... Cl-5
Service
........................... C1-8
Cuts Out ............................ 6-4
Crank Signal General Description
................. C1-4
Diagnosis
......................... C1-14
D
Deceleration Mode .................... C2-2