1993 CHEVROLET PLYMOUTH ACCLAIM low oil pressure

once the system has entered closed loop. Refer to
Modes of Operation in this section for an explanation
of closed loop operation.
NON-MONITORED CIRCUITS
The PCM does not monitor the following circuits,
systems and conditions that could have malfunctions
that result in driveability problems. Diagnostic trou-
ble codes may not be displayed for these conditions.
However, problems with these systems may cause di-
agnostic trouble codes to be displayed for other sys-
tems. For example, a fuel pressure problem will not
register a fault directly, but could cause a rich or
lean condition. This could cause an oxygen sensor
fault to be stored in the PCM. Fuel Pressure - Fuel pressure is controlled by the
fuel pressure regulator. The PCM cannot detect a
clogged fuel pump inlet filter, clogged in-line fuel fil-
ter, or a pinched fuel supply or return line. However,
these could result in a rich or lean condition causing
an oxygen sensor fault. Secondary Ignition Circuit - The PCM cannot
detect an inoperative ignition coil, fouled or worn
spark plugs, ignition cross firing, or open spark plug
cables. Engine Timing - The PCM cannot detect an incor-
rectly indexed timing chain, camshaft sprocket and
crankshaft sprocket. The PCM also cannot detect an
incorrectly indexed distributor. However, these could
result in a rich or lean condition causing an oxygen
sensor fault to be stored in the PCM. Cylinder Compression - The PCM cannot detect
uneven, low, or high engine cylinder compression. Exhaust System
- The PCM cannot detect a
plugged, restricted or leaking exhaust system. Fuel Injector Malfunctions - The PCM cannot
determine if the fuel injector is clogged, the pintle is
sticking or the wrong injector is installed. However,
these could result in a rich or lean condition causing
an oxygen sensor fault to be stored in the PCM. Excessive Oil Consumption - Although the PCM
monitors the exhaust stream oxygen content through
the oxygen sensor when the system is in closed loop,
it cannot determine excessive oil consumption. Throttle Body Air Flow - The PCM cannot detect
a clogged or restricted air cleaner inlet or filter ele-
ment. Evaporative System - The PCM will not detect a
restricted, plugged or loaded evaporative purge can-
ister. Vacuum Assist - Leaks or restrictions in the vac-
uum circuits of vacuum assisted engine control sys-
tem devices are not monitored by the PCM. However,
these could result in a MAP sensor fault being stored
in the PCM. PCM System Ground - The PCM cannot deter-
mine a poor system ground. However, a diagnostic
trouble code may be generated as a result of this con-
dition. PCM Connector Engagement - The PCM cannot
determine spread or damaged connector pins. How-
ever, a diagnostic trouble code may be generated as a
result of this condition.
HIGH AND LOW LIMITS
The powertrain control module (PCM) compares in-
put signal voltages from each input device with es-
tablished high and low limits that are programmed
into it for that device. If the input voltage is not
within specifications and other diagnostic trouble
code criteria are met, a diagnostic trouble code will
be stored in memory. Other diagnostic trouble code
criteria might include engine RPM limits or input
voltages from other sensors or switches that must be
present before a fault condition can be verified.
DIAGNOSTIC TROUBLE CODE DESCRIPTION
When a diagnostic trouble code appears, it indi-
cates the powertrain control module (PCM) has rec-
ognized an abnormal condition in the system.
Diagnostic trouble codes can be obtained from the
malfunction indicator lamp (instrument panel Check
Engine lamp) on the Instrument Panel or from the
DRBII scan tool. Diagnostic trouble codes indicate
the results of a failure but do not identify the failed
component directly.
Fig. 3 Data Link Connector LocationÐAG and AJ Vehicles
14 - 42 FUEL SYSTEMS Ä

SYSTEMS TEST
WARNING: APPLY PARKING BRAKE AND/OR
BLOCK WHEELS BEFORE PERFORMING A TEST
WITH THE ENGINE OPERATING.
OBTAINING DIAGNOSTIC TROUBLE CODES
(1) Connect DRBII scan tool to the data link con-
nector located in the engine compartment near the
powertrain control module (PCM). (2) Start the engine if possible, cycle the transaxle
selector and the A/Cswitch if applicable. Shut off
the engine. (3) Turn the ignition switch on, access Read Fault
Screen. Record all the fault messages shown on the
DRBII scan tool. Observe the malfunction indicator
lamp (check engine lamp on the instrument panel).
The lamp should light for 3 seconds then go out (bulb
check).
STATE DISPLAY TEST MODE
The switch inputs used by the powertrain control
module (PCM) have only two recognized states,
HIGH and LOW. For this reason, the PCM cannot
recognize the difference between a selected switch po-
sition versus an open circuit, a short circuit, or a de-
fective switch. If the change is displayed, it can be
assumed that the entire switch circuit to the PCM is
functional. From the state display screen access ei-
ther State Display Inputs and Outputs or State Dis-
play Sensors.
STATE DISPLAY INPUTS AND OUTPUTS
Connect the DRBII scan tool to the vehicle and ac-
cess the State Display screen. Then access Inputs and
Outputs. The following is a list of the engine control
system functions accessible through the Inputs and
Outputs screen. Park/Neutral Switch (automatic transaxle only)
Speed Control Resume
Brake Switch
Speed Control On/Off
Speed Control Set
A/C Switch Sense
S/C (Speed Control) Vent Solenoid
S/C (Speed Control) Vacuum Solenoid
Torque Converter Clutch Solenoid (3 speed auto-
matic transaxle)
A/C Clutch Relay
EGR Solenoid
Auto Shutdown Relay
Radiator Fan Relay
Purge Solenoid
Malfunction Indicator (Check Engine) Lamp
STATE DISPLAY SENSORS
Connect the DRBII scan tool to the vehicle and ac-
cess the State Display screen. Then access Sensor
Display. The following is a list of the engine control
system functions accessible through the Sensor Dis-
play screen. Oxygen Sensor Signal
Coolant Temperature
Coolant Temp Sensor
Throttle Position
Minimum Throttle
Battery Voltage
MAP Sensor Reading
Idle Air Control Motor Position
Added Adaptive Fuel
Adaptive Fuel Factor
Barometric Pressure
Min Airflow Idl Spd
Engine Speed
Fault #1 Key-On Info
Module Spark Advance
Speed Control Target
Fault #2 Key-On Info
Fault #3 Key-On Info
Speed Control Status
Charging System Goal
Theft Alarm Status
Speed Control Switch Voltage
Map Sensor Voltage
Vehicle Speed
Oxygen Sensor State
MAP Gauge Reading
Throttle Opening (percentage)
Total Spark Advance
CIRCUIT ACTUATION TEST MODE
The circuit actuation test mode checks for proper
operation of output circuits or devices which the pow-
ertrain control module (PCM) cannot internally rec-
ognize. The PCM can attempt to activate these
outputs and allow an observer to verify proper oper-
ation. Most of the tests provide an audible or visual
indication of device operation (click of relay contacts,
spray fuel, etc.). With the exception of an intermit-
tent condition, if a device functions properly during
its test, it can be assumed that the device, its associ-
ated wiring, and its driver circuit are in working or-
der.
OBTAINING CIRCUIT ACTUATION TEST
Connect the DRBII scan tool to the vehicle and ac-
cess the Actuators screen. The following is a list of
the engine control system functions accessible
through Actuators screens. Stop All Tests
Ignition Coil #1
Fuel Injector #1
Idle Air Control Motor Open/Close
Ä FUEL SYSTEMS 14 - 45

(2) Remove sensor using Tool C-4907 (Fig. 21).
Slightly tightening the sensor can ease removal. When the sensor is removed, the exhaust manifold
threads must be cleaned with an 18 mm X 1.5 + 6E
tap. If the same sensor is to be reinstalled, the sensor
threads must be coated with an anti-seize compound
such as Loctite 771-64 or equivalent. New sensors
are packaged with compound on the threads and do
not require additional compound. The sensor must be
tightened to 27 N Im (20 ft. lbs.) torque.
2.5L FLEXIBLE FUEL MULTI-PORT FUEL INJECTIONÐSYSTEM OPERATION
INDEX
page page
Air Conditioning (A/C) Clutch RelayÐPCM Output.61
Air Conditioning Switch SenseÐPCM Input ..... 57
Auto Shutdown (ASD) Relay and Fuel Pump RelayÐPCM Output ..................... 61
Battery VoltageÐPCM Input ................ 58
Brake SwitchÐPCM Input .................. 58
Camshaft Position SensorÐPCM Input ........ 58
CCD BUS .............................. 57
Data Link ConnectorÐPCM Output ........... 62
Duty Cycle Evap Purge SolenoidÐPCM Output . 61
Engine Coolant Temperature SensorÐPCM Input . 58
Fuel InjectorÐPCM Output ................. 62
Fuel Injectors and Fuel Rail Assembly ......... 65
Fuel Pressure Regulator ................... 65
Fuel Supply Circuit ....................... 65
General Information ....................... 55
Generator FieldÐPCM Output ............... 62
Heated Oxygen Sensor (O
2Sensor)ÐPCM Input . 59
Identifying Flexible Fuel Components .......... 55
Idle Air Control MotorÐPCM Output .......... 62 Ignition CoilÐPCM Output
.................. 62
Malfunction Indicator (Check Engine) LampÐPCM Output ............................... 62
Manifold Absolute Pressure (MAP) SensorÐPCM Input ................................ 58
Methanol Concentration SensorÐPCM Input .... 59
Modes of Operation ....................... 63
Powertrain Control Module ................. 57
Radiator Fan RelayÐPCM Output ............ 63
Speed Control SolenoidsÐPCM Output ........ 63
Speed ControlÐPCM Input ................. 60
System Diagnosis ........................ 56
System Operation ........................ 56
TachometerÐPCM Output .................. 63
Throttle Body ............................ 65
Throttle Position Sensor (TPS)ÐPCM Input ..... 60
Torque Converter Clutch SolenoidÐPCM Output . 63
Transaxle Park/Neutral SwitchÐPCM Input ..... 60
Vehicle Speed SensorÐPCM Input ........... 60
GENERAL INFORMATION
In this model year Chrysler began producing AA-
Body vehicles designed to operate on a mixture of
gasoline and methanol. These automobiles are re-
ferred to as Flexible Fuel vehicles. Fuel system com-
ponents designed for use in flexible fuel vehicles are
referred to as Methanol Compatible. Flexible fuel vehicles can operate on a mixture of
up to 85 percent methanol, 15 percent unleaded gas-
oline. These vehicles also operate on mixtures con-
taining a lower percentage of methanol or just pure
unleaded gasoline.
IDENTIFYING FLEXIBLE FUEL COMPONENTS
Flexible Fuel vehicles have unique methanol com-
patible fuel system components. Chrysler identifies
methanol compatible components that could be phys-
ically interchanged with gasoline only parts by color-
ing them green or applying a green label or tag to
them. Even though they may appear physically iden- tical, components for gasoline only AA-body vehicles
must not be used on flexible fuel vehicles.
FLEXIBLE FUEL COMPONENTS
The fuel system of flexible fuel AA-body vehicles
have the following unique methanol compatible com-
ponents.
² Duty Cycle EVAP Purge Solenoid
² Fuel pump module
² Fuel level sensor
² Fuel gauge (gauge cluster).
² Fuel tank
² Fuel pressure regulator (including O-rings)
² Fuel rail
² Fuel injectors (including O-rings)
² Fuel tubes
² Fuel filter
² EVAP canister
² Fuel filler cap
² Fuel filler tube
Fig. 21 Oxygen Sensor Socket
Ä FUEL SYSTEMS 14 - 55

² Methanol Concentration Sensor
² Pressure relief/Rollover valve
² PCV Valve
² All fuel system and emission system hoses and
tubes
SYSTEM OPERATION
The flexible fuel vehicle's 2.5L engine use a se-
quential multi-port electronic fuel injection system
(Fig. 1). The powertrain control module (PCM) oper-
ates the electronic fuel injection system. The PCM
provides precise air/fuel ratios and ignition timing
for all driving conditions.
The PCM regulates the air-fuel ratio, ignition coil
dwell and idle speed. The PCM also operates the
high speed and low speed cooling fans, charging sys-
tem, speed control system and various emission con-
trol devices. Various sensors and switches provide inputs to the
PCM. The PCM converts all inputs into signals and
regulates various systems based on the inputs. The
PCM adjusts the systems it controls 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 operates the
injectors in a specific sequence. The PCM adjusts the
air/fuel ratio based on the percentage of methanol in the fuel. The PCM constantly adjusts injector pulse
width to obtain the ideal air fuel ratio for the current
percentage of methanol in the fuel. Injector pulse
width refers to the amount of time an injector oper-
ates. The PCM adjusts injector pulse width by opening
and closing the ground path to the injectors. Engine
RPM (speed), manifold absolute pressure (air density)
and the percentage of methanol in the fuel are the
primary inputs that determine injector pulse width.
SYSTEM DIAGNOSIS
The powertrain control module (PCM) can test
many of its own input and output circuits. If the
PCM senses a fault in a major system, the PCM
stores a diagnostic trouble code in memory. Technicians can display stored diagnostic trouble
codes by two different methods. The first is to cycle
the ignition switch On - Off - On - Off - On within 5
seconds. Then count the number of times the mal-
function indicator lamp (check engine lamp) on the
instrument panel flashes on and off. The number of
flashes represents the trouble code. There is a slight
pause between the flashes representing the first and
second digits of the code. Longer pauses separate in-
dividual trouble codes.
Fig. 1 Flexible Fuel MPI Components
14 - 56 FUEL SYSTEMS Ä

The second method of reading diagnostic trouble
codes uses the DRBII scan tool. For diagnostic trou-
ble code information, refer to the On-Board Diagnos-
tics section in this group.
CCD BUS
Various modules exchange information through a
communications port called the CCD Bus. The pow-
ertrain control module transmits 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 referred to as Powertrain Control Mod-
ule Inputs. Based on these inputs, the PCM adjusts
various engine and vehicle operations through de-
vices referred to as Powertrain Control Module Out-
puts.
PCM Inputs:
² Air Conditioning Controls
² Battery Voltage
² Brake Switch
² Engine Coolant Temperature Sensor
² Camshaft Position Sensor (Distributor Pick-up)
² Manifold Absolute Pressure (MAP) Sensor
² Methanol Concentration 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 Auto Shutdown (ASD) Relay
² Duty Cycle EVAP Canister Purge Solenoid
² Data Link (Diagnostic) Connector ²
Fuel Injectors
² Idle Air Control Motor
² Ignition Coil
² Malfunction Indicator (Check Engine) Lamp
² Radiator Fan Relay
² Speed Control Solenoids
² Tachometer Output
² Torque Converter Clutch Solenoid
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 operation of the radiator
fan, A/C and speed control systems. Also, 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 Coolant temperature
² Exhaust gas content
² Engine speed
² Manifold absolute pressure
² Methanol percentage of fuel
² Throttle position
The PCM adjusts ignition timing based on the fol-
lowing inputs.
² Coolant temperature
² Engine speed
² Manifold absolute pressure
² Methanol percentage of fuel
² Throttle position
The auto shutdown (ASD) and fuel pump relays are
mounted externally. The PCM turns both relays on
and off through the same circuit. The camshaft position sensor (distributor pick-up)
sends a signal to the PCM. If the PCM does not re-
ceive a camshaft position sensor signal within ap-
proximately one second of engine cranking, it
deactivates the ASD and fuel pump relays. When
these relays deactivate, they shut off power to the
fuel injectors, fuel pump, ignition coil, methanol con-
centration sensor and oxygen sensor heater element. The PCM contains a voltage converter that
changes battery voltage to a regulated 8.0 volts to
power the distributor pick-up methanol concentration
sensor and vehicle speed sensor. The PCM also pro-
vides a 5.0 volts supply for the engine coolant tem-
perature sensor, manifold absolute pressure sensor
and throttle position sensor.
AIR CONDITIONING SWITCH SENSEÐPCM INPUT
When the operator puts the A/C or defrost switch
in the ON position and the low pressure and high
pressure switches close, the PCM receives an input.
The input indicates the operator selected air condi-
tioning. After receiving this input, the PCM acti-
vates the A/C compressor clutch by grounding the
Fig. 2 Powertrain Control Module
Ä FUEL SYSTEMS 14 - 57

A/C clutch relay. To compensate for increased engine
load, the PCM also adjusts idle speed to a scheduled
RPM.
BATTERY VOLTAGEÐPCM INPUT
The powertrain control module (PCM) monitors the
battery voltage input to determine fuel injector pulse
width and generator field control. If battery voltage
is low, the PCM increases injector pulse width to
compensate.
BRAKE SWITCHÐPCM INPUT
When the brake switch activates, the powertrain
control module (PCM) receives an input indicating
that the brakes are being applied. After receiving the
input, the PCM vents the speed control servo. Vent-
ing the servo turns the speed control system off.
ENGINE COOLANT TEMPERATURE SENSORÐPCM
INPUT
The coolant temperature sensor is installed behind
the thermostat housing and ignition coil in the ther-
mostat housing (hot box). The PCM supplies 5 volts
to the coolant temperature sensor. The sensor pro-
vides an input voltage to the PCM (Fig. 3). As cool-
ant temperature varies, the coolant temperature
sensor resistance changes resulting in a different in-
put 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.
CAMSHAFT POSITION SENSORÐPCM INPUT
The camshaft position sensor (distributor pick-up)
supplies engine speed and the injector sync signal to
the powertrain control module (PCM). The sensor is
a Hall Effect device (Fig. 4). A shutter (sometimes referred to as an interrupter)
is attached to the distributor shaft. The shutter con-
tains four blades, one per engine cylinder. A switch plate is mounted to the distributor housing above the
shutter. The switch plate contains the camshaft posi-
tion sensor (distributor pick-up) through which the
shutter blades rotate. As the shutter blades pass
through the pick-up, they interrupt the magnetic
field. The Hall effect device in the pick-up senses the
change in the magnetic field and switches on and off
(which creates pulses), generating the input signal to
the PCM. The PCM calculates engine speed through
the number of pulses generated. One of the shutter blades has a window cut into it.
The window tells the PCM which injector to energize.
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSORÐPCM INPUT
The powertrain control module (PCM) supplies 5
volts to the MAP sensor. The MAP sensor converts
intake manifold pressure into voltage. The PCM
monitors the MAP sensor output voltage. As vacuum
increases, MAP sensor voltage decreases proportion-
ately. Also, as vacuum decreases, MAP sensor volt-
age increases proportionately. During cranking, before the engine starts running,
the PCM determines atmospheric air pressure from
the MAP sensor voltage. While the engine operates,
the PCM determines intake manifold pressure from
the MAP sensor voltage. Based on MAP sensor volt-
age and inputs from other sensors, the PCM adjusts
spark advance and the air/fuel mixture. The MAP sensor mounts on the dash panel inside
the engine compartment (Fig. 5). A vacuum hose con-
nects the sensor to the throttle body.
Fig. 3 Coolant Temperature Sensor
Fig. 4 Camshaft Position Sensor (Distributor Pick-Up)
14 - 58 FUEL SYSTEMS Ä

desired MAP value. Under idle conditions, the PCM
adjusts the idle air control motor to maintain a de-
sired engine speed.
AIR CONDITIONING (A/C) CLUTCH RELAYÐPCM
OUTPUT
The PCM operates the air conditioning clutch relay
ground circuit. The radiator fan relay supplies bat-
tery power to the solenoid side of the A/C clutch re-
lay. The air conditioning clutch relay will not
energize unless the radiator fan relay energizes. The
PCM energizes the radiator fan relay when the air
conditioning or defrost switch is put in the ON posi-
tion and the low pressure and high pressure switches
close. With the engine operating, the PCM cycles the air
conditioning clutch on and off when the A/C switch
closes with the blower motor switch in the on posi-
tion. When the PCM senses low idle speeds or wide
open throttle through the throttle position sensor, it
de-energizes the A/C clutch relay. The relay contacts
open, preventing air conditioning clutch engagement. The A/C clutch relay is mounted to the inner
fender panel, next to the drivers side strut tower
(Fig. 11).
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 camshaft position sen-
sor (distributor pick-up) signal to determine engine
speed and ignition timing (coil dwell). If the PCM
does not receive a camshaft position sensor signal
when the ignition switch is in the Run position, it
de-energizes both relays. Battery voltage is not sup-
plied to the fuel injector, ignition coil, fuel pump and
oxygen sensor heating element. The ASD relay and fuel pump relay are mounted
on the drivers side fender well, next to the strut
tower (Fig. 11).
DUTY CYCLE EVAP 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-
Fig. 12 EVAP Purge Solenoid
Fig. 11 Relay Identification
Ä FUEL SYSTEMS 14 - 61

mode, the PCM compensates for the failure of certain
components that send incorrect signals. The PCM
substitutes for the incorrect signals with inputs from
other sensors and by using stored default values.Signals that can trigger the Malfunction Indi-
cator (Check Engine) Lamp.
² An emission system component
² Battery Voltage Input
² Charging system
² Engine Coolant Temperature Sensor
² Manifold Absolute Pressure Sensor
² Methanol Concentration Sensor
² Throttle Position Sensor
The malfunction indicator lamp can also display
diagnostic trouble codes. Cycle the ignition switch on,
off, on, off, on, within five seconds and the PCM
displays any diagnostic trouble codes stored in
memory. Refer to the 2.5L Flexible Fuel Multi-Port
Fuel InjectionÐOn Board Diagnostics section in this
group for diagnostic trouble code descriptions.
RADIATOR FAN RELAYÐPCM OUTPUT
The radiator fan is energized by the PCM through
the radiator fan relay. The PCM grounds the radiator
fan relay when engine coolant reaches a predetermined
temperature. For more information, refer to Group 7,
Cooling Systems. The radiator fan relay is mounted on the drivers side
fender well, next to the strut tower (Fig. 11).
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 sole-
noids 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. Refer to Group 8 for tachometer
information.
TORQUE CONVERTER CLUTCH SOLENOIDÐPCM
OUTPUT
Three-speed automatic transaxles use a torque con-
verter clutch solenoid. The PCM controls the lock-up of
the torque convertor through the solenoid. The tran-
saxle is locked up only in direct drive mode. Refer to
Group 21 for transaxle information.
MODES OF OPERATION
As input signals to the PCM change, the PCM
adjusts its response to the output devices. For example, the PCM must calculate a different injector pulse
width and ignition timing for idle than it does 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 input
signals and responds according to preset PCM pro-
gramming. Input from the oxygen (O
2) sensor is not
monitored during Open Loop modes. During CLOSED LOOP modes, the PCM does moni-
tor the oxygen (O
2) sensor input. The input indicates if
the calculated injector pulse width results in the ideal
air-fuel ratio for the current percentage of methanol in
the fuel. By monitoring the exhaust oxygen content
through the O
2sensor, the PCM can fine tune the
injector pulse width to achieve optimum fuel economy
combined with low emissions. The 2.5L flexible fuel multi-port fuel injection system
has the following modes of operation:
² Ignition switch ON - Zero RPM
² Engine start-up
² Engine warm-up
² Cruise (Idle)
² Acceleration
² Deceleration
² Wide Open Throttle
² Ignition switch OFF
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 ignition switch cycles and past the On
position, the fuel injection system activates and the
following actions occur:
² For two seconds at key ON (and during cranking),
the methanol concentration sensor calibrates the PCM.
During the calibration period the sensor sends 4.45
volts to the PCM as a correction factor. After the
calibration period, the methanol concentration sensor
output represents the methanol percentage in the fuel.
² The PCM calculates basic fuel strategy by determin-
ing atmospheric air pressure from the MAP sensor
input.
² The PCM monitors the coolant temperature sensor
and throttle position sensor input. The PCM modifies
fuel strategy based on this input. When the key is in the ON position and the engine is
not running, the auto shutdown (ASD) relay and fuel
pump relay are not energized. Therefore battery volt-
age is not supplied to the fuel pump, ignition coil, fuel
injector or oxygen sensor heating element.
Ä FUEL SYSTEMS 14 - 63