1993 CHEVROLET DYNASTY oil

3.0L MULTI-PORT FUEL INJECTIONÐSYSTEM OPERATION INDEX
page page
Air Conditioning (A/C) Clutch Relay (AA, AG, AJ Body)ÐPCM Output .................... 118
Air Conditioning (A/C) Clutch Relay (AC Body) ÐPCM Output ........................ 118
Air Conditioning Switch Sense (AA, AG, AJ Body)ÐPCM Input ..................... 115
Air Conditioning Switch Sense (AC Body)ÐPCM Input ................................ 115
Auto Shutdown (ASD) Relay and Fuel Pump RelayÐPCM Output .................... 119
Battery VoltageÐPCM Input ............... 115
Brake SwitchÐPCM Input ................. 115
CCD Bus .............................. 113
Data Link ConnectorÐPCM Output .......... 120
Distributor Pick-UpÐPCM Input ............. 115
Duty Cycle Evap Canister Purge Solenoid ÐPCM Output ........................ 119
Engine Coolant Temperature Sensor ÐPCM Input ......................... 115
Fuel InjectorsÐPCM Output ............... 120
Fuel Pressure Regulator .................. 124
Fuel Supply Circuit ...................... 123
General Information ...................... 113 Generator FieldÐPCM Output
.............. 118
Heated Oxygen Sensor (O
2Sensor)
ÐPCM Input ......................... 116
Idle Air Control MotorÐPCM Output ......... 119
Ignition CoilÐPCM Output ................. 121
Malfunction Indicator Lamp (Check Engine Lamp)ÐPCM Output ................... 120
Manifold Absolute Pressure (MAP) Sensor ÐPCM Input ......................... 116
Modes of Operation ...................... 121
Park/Neutral SwitchÐPCM Input ............ 117
Part Throttle Unlock SolenoidÐPCM Output . . . 121
Powertrain Control Module ................. 113
Radiator Fan RelayÐPCM Output ........... 121
Speed Control SolenoidsÐPCM Output ....... 121
Speed ControlÐPCM Input ................ 117
System Diagnosis ....................... 113
TachometerÐPCM Output ................. 121
Throttle Body ........................... 123
Throttle Position Sensor (TPS)ÐPCM Input .... 117
Transaxle Control ModuleÐPCM Output ...... 120
Vehicle Speed and Distance InputÐPCM Input . 118
Vehicle Speed SensorÐPCM Input .......... 118
GENERAL INFORMATION
The 3.0L engine uses a sequential Multi-Port Elec-
tronic Fuel Injection system (Fig. 1). The MPI system
is computer regulated and provides precise air/fuel
ratios for all driving conditions. The MPI system is operated by the powertrain con-
trol module (PCM). The PCM regulates ignition timing, air-fuel ratio,
emission control devices, cooling fan, charging sys-
tem, idle speed and speed control. Various sensors
provide the inputs necessary for the PCM to correctly
operate these systems. In addition to the sensors,
various switches also provide inputs to the PCM. All inputs to the PCM are converted into signals.
The PCM can adapt its programming to meet chang-
ing operating conditions. Fuel is injected into the intake port above the in-
take valve in precise metered amounts through elec-
trically operated injectors. The PCM fires the
injectors in a specific sequence. The PCM maintains
an air fuel ratio of 14.7 parts air to 1 part fuel by
constantly adjusting injector pulse width. Injector
pulse width is the length of time the injector is ener-
gized. The PCM adjusts injector pulse width by opening
and closing the ground path to the injector. Engine
RPM (speed) and manifold absolute pressure (air
density) are the primary inputs that determine injec-
tor pulse width.
SYSTEM DIAGNOSIS
The powertrain control module (PCM) tests many
of its own input and output circuits. If a fault is
found in a major system, the information is stored in
memory. Technicians can display fault information
through the malfunction indicator lamp (instrument
panel Check Engine lamp) or by connecting the
DRBII scan tool. For diagnostic trouble code informa-
tion, refer to the 3.0 Multi-Port Fuel InjectionÐOn-
Board Diagnostics section of this group.
CCD BUS
Various modules exchange information through a
communications port called the CCD Bus. The pow-
ertrain control module (PCM) transmits the malfunc-
tion indicator (instrument panel check engine lamp)
On/Off signal, engine RPM and vehicle load data on
the CCD Bus.
POWERTRAIN CONTROL MODULE
The powertrain control module (PCM) is a digital
computer containing a microprocessor (Fig. 2). The
PCM receives input signals from various switches
and sensors that are referred to as PCM Inputs.
Based on these inputs, the PCM adjusts various en-
gine and vehicle operations through devices referred
to as PCM Outputs. PCM Inputs:
² Air Conditioning Controls
² Battery Voltage
² Brake Switch
Ä FUEL SYSTEMS 14 - 113

² Engine Coolant Temperature Sensor
² Distributor Pick-up
² Manifold Absolute Pressure (MAP) Sensor
² Oxygen Sensor
² SCI Receive
² Speed Control System Controls
² Throttle Position Sensor
² Park/Neutral Switch (automatic transaxle)
² Vehicle Speed Sensor
PCM Outputs:
² Air Conditioning Clutch Relay ²
Generator Field
² Idle Air Control Motor
² Auto Shutdown (ASD) and Fuel Pump Relays
² Canister Purge Solenoid
² Malfunction Indicator Lamp (Check Engine Lamp)
² Data Link Connector
² Electric EGR Transducer (EET)
² Fuel Injectors
² Ignition Coil
² Torque Converter Clutch Solenoid
² Radiator Fan Relay
² Speed Control Solenoids
² Tachometer Output
Based on inputs it receives, the PCM adjusts fuel
injector pulse width, idle speed, ignition spark ad-
vance, ignition coil dwell and canister purge opera-
tion. The PCM regulates the cooling fan, air
conditioning and speed control systems. The PCM
changes generator charge rate by adjusting the gen-
erator field. The PCM adjusts injector pulse width (air-fuel ra-
tio) based on the following inputs.
² battery voltage
² engine coolant temperature
² exhaust gas content
² engine speed (distributor pick-up)
² manifold absolute pressure
² throttle position
Fig. 1 Multi-Port Fuel Injection Components
Fig. 2 PCM
14 - 114 FUEL SYSTEMS Ä

The PCM adjusts ignition timing based on the fol-
lowing inputs.
² engine coolant temperature
² engine speed (distributor pick-up)
² manifold absolute pressure
² throttle position
The Automatic Shut Down (ASD) and Fuel Pump
relays are mounted externally, but turned on and off
by the PCM through the same circuit. The distributor pick-up signal is sent to the PCM.
If the PCM does not receive a distributor signal
within approximately one second of engine cranking,
the ASD relay and fuel pump relay are deactivated.
When these relays are deactivated, power is shut off
to the fuel injector, ignition coil, oxygen sensor heat-
ing element and fuel pump. The PCM contains a voltage converter that
changes battery voltage to a regulated 8.0 volts. The
8.0 volts power the distributor pick-up and vehicle
speed sensor. The PCM also provides a 5.0 volts sup-
ply for the coolant temperature sensor, manifold ab-
solute pressure sensor and throttle position sensor.
AIR CONDITIONING SWITCH SENSE (AA, AG, AJ
BODY)ÐPCM INPUT
When the air conditioning or defrost switch is in
the ON position and the low pressure and high pres-
sure switches are closed, the PCM receives an input
for air conditioning. After receiving this input, the
PCM activates the A/C compressor clutch by ground-
ing the A/C clutch relay. The PCM also adjusts idle
speed to a scheduled RPM to compensate for in-
creased engine load.
AIR CONDITIONING SWITCH SENSE (AC
BODY)ÐPCM INPUT
When the air conditioning or defrost switch is in
the ON position and the low pressure, high pressure
and ambient temperature switches are closed, the
PCM receives an input for air conditioning. After re-
ceiving this input, the PCM activates the A/C com-
pressor clutch by grounding the A/C clutch relay.
The PCM also adjusts idle speed to a scheduled RPM
to compensate for increased engine load.
BATTERY VOLTAGEÐPCM INPUT
The PCM monitors the battery voltage input to de-
termine fuel injector pulse width and generator field
control. If battery voltage is low, the PCM will in-
crease injector pulse width.
BRAKE SWITCHÐPCM INPUT
When the brake switch is activated, the PCM re-
ceives an input indicating that the brakes are being
applied. After receiving this input the PCM main-
tains idle speed to a scheduled RPM through the idle
air control motor. The brake switch is mounted on
the brake pedal support bracket.
ENGINE COOLANT TEMPERATURE SENSORÐPCM
INPUT
The coolant temperature sensor is a variable resis-
tor with a range of -40É to 265É. The sensor is in-
stalled next to the thermostat housing. The PCM supplies 5.0 volts to the coolant temper-
ature sensor. The sensor provides an input voltage to
the PCM (Fig. 3). As coolant temperature varies, the
sensors resistance changes, resulting in a different
input voltage to the PCM. The PCM demands slightly richer air-fuel mixtures
and higher idle speeds until the engine reaches nor-
mal operating temperature. This sensor is also used for cooling fan control.
DISTRIBUTOR PICK-UPÐPCM INPUT
The distributor pick-up provides two inputs to the
PCM. From one input the PCM determines RPM (en-
gine speed). From the other input it derives crank-
shaft position. The PCM regulates injector
synchronization and adjusts ignition timing and en-
gine speed based on these inputs. The distributor pick-up contains two signal gener-
ators. The pick-up unit consists of 2 light emitting
diodes (LED), 2 photo diodes, and a separate timing
disk. The timing disk contains two sets of slots. Each
set of slots rotates between a light emitting diode
and a photo diode (Fig. 4). The inner set contains 6
large slots, one for each cylinder. The outer set con-
tains several smaller slots. The outer set of slots on the rotating disk repre-
sents 2 degrees of crankshaft rotation. Up to 1200
engine RPM, the PCM uses the input from the outer
set of slots to increase ignition timing accuracy. The outer set of slots contains a 10 degree flat spot
(Fig. 5). The flat spot tells the PCM that the next
piston at TDC will be number 6. The position of each
piston is referenced by one of the six inner slots (Fig.
5). As each slot on the timing disk passes between the
diodes, the beam from the light emitting diode is in-
Fig. 3 Coolant Temperature Sensor
Ä FUEL SYSTEMS 14 - 115

AUTO SHUTDOWN (ASD) RELAY AND FUEL PUMP
RELAYÐPCM OUTPUT
The PCM operates the auto shutdown (ASD) relay
and fuel pump relay through one ground path. The
PCM operates the relays by switching the ground
path on and off. Both relays turn on and off at the
same time. The ASD relay connects battery voltage to the fuel
injector and ignition coil. The fuel pump relay con-
nects battery voltage to the fuel pump and oxygen
sensor heating element. The PCM turns the ground path off when the igni-
tion switch is in the Off position. Both relays are off.
When the ignition switch is in the On or Crank po-
sition, the PCM monitors the distributor pick-up sig-
nal to determine engine speed and ignition timing (coil dwell). If the PCM does not receive a distributor
signal when the ignition switch is in the Run posi-
tion, it will de-energize both relays. When the relays
are de-energized, battery voltage is not supplied to
the fuel injector, ignition coil, fuel pump and oxygen
sensor heating element. On AA body vehicles, the relays are located next to
the drivers side strut tower (Fig. 13). On AC, AG and AJ body vehicles, the relays are lo-
cated in the power distribution center (Fig. 12 or Fig.
14).
IDLE AIR CONTROL MOTORÐPCM OUTPUT
The idle air control motor is mounted on the throt-
tle body and is controlled by the PCM (Fig. 10). The
PCM adjusts engine idle speed through the idle air
control motor to compensate for engine load or ambi-
ent conditions. The throttle body has an air bypass passage that
provides air for the engine at idle (the throttle blade
is closed). The idle air control motor pintle protrudes
into the air bypass passage and regulates air flow
through it. The PCM adjusts engine idle speed by moving the
idle air control motor pintle in and out of the bypass
passage. The adjustments are based on inputs the
PCM receives. The inputs are from the throttle posi-
tion sensor, engine speed sensor (distributor pick-up
coil), coolant temperature sensor, and various switch
operations (brake, park/neutral, air conditioning).
Deceleration die out is also prevented by increasing
airflow when the throttle is closed quickly after a
driving (speed) condition.
DUTY CYCLE EVAP CANISTER PURGE
SOLENOIDÐPCM OUTPUT
The duty cycle EVAP purge solenoid regulates the
rate of vapor flow from the EVAP canister to the
throttle body. The powertrain control module oper-
ates the solenoid. During the cold start warm-up period and the hot
start time delay, the PCM does not energize the so-
lenoid. When de-energized, no vapors are purged.
The PCM de-energizes the solenoid during open loop
operation. The engine enters closed loop operation after it
reaches a specified temperature and the time delay
ends. During closed loop operation, the PCM ener-
gizes and de-energizes the solenoid approximately 5
to 10 times per second, depending upon operating
conditions. The PCM varies the vapor flow rate by
changing solenoid pulse width. Pulse width is the
amount of time the solenoid energizes. A rubber boot covers the EVAP purge solenoid.
The solenoid and bracket attach to the EVAP canis-
ter mounting studs (Fig. 15). The top of the solenoid
has the word TOP on it. The solenoid will not oper-
ate unless it is installed correctly.
Fig. 13 Relay Identification (AA Body)
Fig. 14 Relay Identification (AG and AJ Body)
Ä FUEL SYSTEMS 14 - 119

tially energizes all injectors at the same time. Once
the PCM determines crankshaft position, it begins
energizing the injectors in sequence.Battery voltage is supplied to the injectors through
the ASD relay. The PCM provides the ground path
for the injectors. By switching the ground path on
and off, the PCM adjusts injector pulse width. Pulse
width is the amount of time the injector is energized.
The PCM adjusts injector pulse width based on in-
puts it receives.
IGNITION COILÐPCM OUTPUT
The auto shutdown (ASD) relay provides battery
voltage to the ignition coil. The PCM provides a
ground contact (circuit) for energizing coil. When the
PCM breaks the contact, the energy in the coil pri-
mary transfers to the secondary causing the spark.
The PCM will de-energize the ASD relay if it does
not receive an input from the distributor pick-up. Re-
fer to Auto Shutdown (ASD) Relay/Fuel Pump Re-
layÐPCM Output in this section for relay operation. The ignition coil is mounted on a bracket next to
the air cleaner (Fig. 18).
PART THROTTLE UNLOCK SOLENOIDÐPCM
OUTPUT
Three-speed automatic transaxles use a part throt-
tle unlock solenoid. The PCM controls the lock-up of
the torque convertor through the part throttle unlock
solenoid. The transaxle is locked up only in direct
drive mode. Refer to Group 21 for transaxle informa-
tion.
RADIATOR FAN RELAYÐPCM OUTPUT
The radiator fan is energized by the PCM through
the radiator fan relay. The radiator fan relay is lo-
cated on the drivers side fender well near to the
PCM. The PCM grounds the relay when engine cool-
ant reaches a predetermined temperature or the air
conditioning system turns on. On AA body vehicles, the relay is located next to
the drivers side strut tower (Fig. 13). On AC, AG and AJ body vehicles, the relay is lo-
cated in the power distribution center (Fig. 12 or Fig.
14).
SPEED CONTROL SOLENOIDSÐPCM OUTPUT
The speed control vacuum and vent solenoids are
operated by the PCM. When the PCM supplies a
ground to the vacuum and vent solenoids, the speed
control system opens the throttle blade. When the
PCM supplies a ground only to the vent solenoid, the
throttle blade holds position. When the PCM removes
the ground from both the vacuum and vent solenoids,
the throttle blade closes. The PCM balances the two
solenoids to maintain the set speed. Refer to Group
8H for speed control information.
TACHOMETERÐPCM OUTPUT
The PCM supplies engine RPM to the instrument
panel tachometer through the CCD Bus. The CCD
Bus is a communications port. Various modules use
the CCD Bus to exchange information. Refer to
Group 8E for more information.
MODES OF OPERATION
As input signals to the PCM change, the PCM ad-
justs its response to the output devices. For example,
the PCM must calculate a different injector pulse
width and ignition timing for idle than for wide open
throttle (WOT). There are several different modes of
operation that determine how the PCM responds to
the various input signals. There are two different areas of operation, OPEN
LOOP and CLOSED LOOP. During OPEN LOOP modes the PCM receives in-
put signals and responds according to preset PCM
programming. Input from the oxygen (O
2) sensor is
not monitored during OPEN LOOP modes. During CLOSED LOOP modes the PCM does mon-
itor the oxygen (O
2) sensor input. This input indi-
cates to the PCM if the injector pulse width results
in an air-fuel ratio of 14.7 parts air to 1 part fuel. By
monitoring the exhaust oxygen content through the
O
2sensor, the PCM can fine tune the injector pulse
width. Fine tuning injector pulse width allows the
PCM to achieve optimum fuel economy combined
with low emissions. The 3.0L sequential MPI system has the following
modes of operation:
² Ignition switch ONÐZero-RPM
² Engine start-up
² Engine warm-up
² Cruise (Idle)
² Acceleration
² Deceleration
² Wide Open Throttle
² Ignition switch OFF
Fig. 18 Ignition Coil
Ä FUEL SYSTEMS 14 - 121

The engine start-up (crank), engine warm-up, and
wide open throttle modes are OPEN LOOP modes. The
acceleration, deceleration, and cruise modes, with the
engine at operating temperature are CLOSED
LOOP modes (under most operating conditions).
IGNITION SWITCH ON (ZERO RPM) MODE
When the multi-port fuel injection system is acti-
vated by the ignition switch, the following actions
occur:
² The PCM determines atmospheric air pressure from
the MAP sensor input to determine basic fuel strategy.
² The PCM monitors the coolant temperature sensor
and throttle position sensor input. The PCM modifies
fuel strategy based on these inputs. When the key is in the ON position and the engine is
not running (zero rpm), the auto shutdown (ASD) relay
and fuel pump relay are not energized. Therefore
battery voltage is not supplied to the fuel pump,
ignition coil, fuel injectors or oxygen sensor heating
element.
ENGINE START-UP MODE
This is an OPEN LOOP mode. The following actions
occur when the starter motor is engaged. If the PCM receives a distributor signal, it energizes
the auto shutdown (ASD) relay and fuel pump relay.
These relays supply battery voltage to the fuel pump,
fuel injectors, ignition coil, and oxygen sensor heating
element. If the PCM does not receive a distributor
input, the ASD relay and fuel pump relay will be
de-energized after approximately one second. The PCM energizes all six injectors until it deter-
mines crankshaft position from the distributor pick-up
signals. The PCM determines crankshaft position
within 2 engine revolutions. After determining crankshaft position, the PCM be-
gins energizing the injectors in sequence. The PCM
adjusts injector pulse width and controls injector syn-
chronization by turning the individual ground paths to
the injectors On and Off. When the engine idles within 664 RPM of its target
RPM, the PCM compares current MAP sensor value
with the atmospheric pressure value received during
the Ignition Switch On (zero RPM) mode. If the PCM
does not detect a minimum difference between the two
values, it sets a MAP fault into memory. Once the ASD and fuel pump relays have been
energized, the PCM:
² determines injector pulse width based on coolant
temperature, manifold absolute pressure (MAP) and
the number of engine revolutions since cranking was
initiated. ²
monitors the coolant temperature sensor, distribu-
tor pick-up, MAP sensor, and throttle position sensor
to determine correct ignition timing.
ENGINE WARM-UP MODE
This is a OPEN LOOP mode. The following inputs
are received by the PCM:
² engine coolant temperature
² crankshaft position (distributor pick-up)
² manifold absolute pressure (MAP)
² engine speed (distributor pick-up)
² throttle position
² A/C switch
² battery voltage
The PCM adjusts injector pulse width and controls
injector synchronization by turning the individual
ground paths to the injectors On and Off. The PCM adjusts engine idle speed by regulating
the idle air control motor and ignition timing.
CRUISE OR IDLE MODE
When the engine is at operating temperature this
is a CLOSED LOOP mode. During cruising speed the
following inputs are received by the PCM:
² engine coolant temperature
² crankshaft position (distributor pick-up)
² manifold absolute pressure
² engine speed (distributor pick-up)
² throttle position
² exhaust gas oxygen content
² A/C control positions
² battery voltage
The PCM adjusts injector pulse width and controls
injector synchronization by turning the individual
ground paths to the injectors On and Off. The PCM adjusts engine idle speed and ignition
timing. The PCM controls the air/fuel ratio according
to the oxygen content in the exhaust gas.
ACCELERATION MODE This is a CLOSED LOOP mode. The PCM recog-
nizes an abrupt increase in throttle position or MAP
pressure as a demand for increased engine output
and vehicle acceleration. The PCM increases injector
pulse width in response to increased fuel demand.
DECELERATION MODE This is a CLOSED LOOP mode. During decelera-
tion the following inputs are received by the PCM:
² engine coolant temperature
² crankshaft position (distributor pick-up)
² manifold absolute pressure
² engine speed (distributor pick-up)
² throttle position
² exhaust gas oxygen content
² A/C control positions
² battery voltage
14 - 122 FUEL SYSTEMS Ä

3.0L MULTI-PORT FUEL INJECTIONÐGENERAL DIAGNOSIS INDEX
page page
Fuel System Diagram .................... 125 Visual Inspection........................ 125
FUEL SYSTEM DIAGRAM
The 3.0L MPI system is managed by the PCM. The
PCM receives inputs from various switches and sen-
sors (Fig. 1). Based on these inputs, the PCM adjusts
ignition timing and idle speed through various out-
put devices. Refer to the Multi-Port Fuel Injec-
tionÐ3.0L Engine section of this group for system
and component descriptions.
VISUAL INSPECTION
Perform a visual inspection for loose, disconnected,
or misrouted wires and hoses before diagnosing or
servicing the fuel injection system. A visual check
saves unnecessary test and diagnostic time. A thor-
ough visual inspection includes the following checks: (1) Check for correct spark plug cable routing. En-
sure the cables are completely connected to the spark
plugs and distributor. (2) Check ignition coil electrical connections (Fig.
2). (3) Verify the electrical connector is attached to
the Purge Solenoid (Fig. 3).
Fig. 1 Multi-Port Fuel Injection Components
Fig. 2 Ignition Coil Electrical Connection
Ä FUEL SYSTEMS 14 - 125

(14) Ensure the harness connector is securely at-
tached to each fuel injector. (15) Check the oil pressure sending unit electrical
connection (Fig. 9).
(16) Check hose connections at throttle body (Fig.
10). (17) Check throttle body electrical connections
(Fig. 10). (18) Check PCV hose connections (Fig. 11).
(19) If equipped, check EGR system vacuum hose
connections (Fig. 12). (20) If equipped, check EGR tube to intake plenum
connections (Fig. 12). (21) Inspect the electronic EGR transducer sole-
noid electrical connector. (22) Ensure the vacuum connections at the elec-
tronic EGR transducer is secure and not leaking.
Fig. 8 Coolant Temperature Sensor and Vacuum Connections
Fig. 9 Oil Pressure Sending Unit ElectricalConnection
Fig. 10 Throttle Body Electrical and Vacuum Hose Connections
Fig. 11 Positive Crankcase Ventilation (PCV) System
Fig. 12 EGR System Vacuum Hose Connections
Ä FUEL SYSTEMS 14 - 127