1993 CHEVROLET PLYMOUTH ACCLAIM ignition

resenting throttle blade position. As the position of
the throttle blade changes, the resistance of the TPS
changes. The PCM supplies approximately 5 volts to the
TPS. The TPS output voltage (input signal to the
PCM) represents the throttle blade position. The TPS
output voltage to the PCM varies from approxi-
mately 0.5 volt at minimum throttle opening (idle) to
4 volts at wide open throttle. Along with inputs from
other sensors, the PCM uses the TPS input to deter-
mine current engine operating conditions and adjust
fuel injector pulse width and ignition timing.
VEHICLE SPEED SENSORÐPCM INPUT
The vehicle speed sensor (Fig. 15) is located on the
transaxle extension housing. The sensor input is
used by the PCM to determine vehicle speed and dis-
tance traveled.
The speed sensor generates 8 pulses per sensor rev-
olution. These signals, along with a closed throttle
signal from the TPS, determine if a closed throttle
deceleration or normal idle condition (vehicle
stopped) exists. Under deceleration conditions, the
PCM adjusts the idle air control motor to maintain a desired MAP value. Under idle conditions, the PCM
adjusts the idle air control motor to maintain desired
engine speed.
AIR CONDITIONING 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. When the PCM senses wide open throttle
through the throttle position sensor, or low engine
RPM it will de-energize the A/C clutch relay, open
it's contacts and prevent air conditioning clutch en-
gagement. On AG Body vehicles, the relay is located in the
power distribution center (Fig. 16).
GENERATOR FIELDÐPCM OUTPUT
The PCM regulates the charging system voltage
within a range of 12.9 to 15.0 volts. Refer to Group
8A for charging system information.
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-
Fig. 14 Throttle Position Sensor and Idle Air Control Motor
Fig. 15 Vehicle Speed Sensor
Fig. 16 Power Distribution CenterÐAG Body
Ä FUEL SYSTEMS 14 - 89

sition, the PCM monitors the crankshaft position and
camshaft position sensor signals to determine engine
speed and ignition timing (coil dwell). If the PCM
does not receive the crankshaft position sensor and
camshaft position sensor signals when the ignition
switch is in the Run position, it de-energizes both re-
lays. When the relays are de-energized, battery volt-
age is not supplied to the fuel injector, ignition coil,
fuel pump and oxygen sensor heating element. The ASD relay and fuel pump relay are located in
the power distribution center (Fig. 16).
IDLE AIR CONTROL MOTORÐPCM OUTPUT
The idle air control motor is mounted on the throt-
tle body (Fig. 14). The PCM operates the motor. 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, camshaft position sensor, crankshaft po-
sition sensor, coolant temperature sensor, and
various switch operations (brake and air condition-
ing). Deceleration die out is also prevented by in-
creasing airflow when the throttle is closed quickly
after a driving (speed) condition.
BAROMETRIC READ SOLENOIDÐPCM OUTPUT
The barometric pressure read solenoid is spliced
into the manifold absolute pressure (MAP) sensor
vacuum hose (Fig. 12). The barometric read solenoid
switches the pressure supply to the MAP sensor from
either barometric pressure (atmospheric) or manifold
vacuum. The PCM operates the solenoid. Atmospheric pressure is periodically supplied to
the MAP sensor to measure barometric pressure.
This occurs at closed throttle, once per throttle clo-
sure but no more often than once every 3 minutes
and within a specified RPM band. Barometric infor-
mation is used primarily for boost control and start
fuel enrichment at various altitudes.
CANISTER PURGE SOLENOIDÐPCM OUTPUT
Vacuum for the Evaporative Canister is controlled
by the Canister Purge Solenoid (Fig. 17). The sole-
noid is controlled by the PCM. The PCM operates the solenoid by switching the
ground circuit on and off. When grounded, the sole-
noid energizes and prevents vacuum from reaching
the evaporative canister. When not energized the so-
lenoid allows vacuum to flow to the canister. During warm-up and for a specified time period after
hot starts the PCM grounds the purge solenoid.
Vacuum does not operate the evaporative canister
valve. The PCM removes the ground to the solenoid when
the engine reaches a specified temperature and the
time delay interval has occurred. When the solenoid is
de-energized, vacuum flows to the canister purge
valve. Vapors are purged from the canister and flow to
the throttle body. The purge solenoid will also be energized during
certain idle conditions, in order to update the fuel
delivery calibration.
MALFUNCTION INDICATOR LAMP (CHECK
ENGINE)ÐPCM OUTPUT
The malfunction indicator lamp (instrument panel
Check Engine lamp) comes on each time the ignition
key is turned ON and stays on for 3 seconds as a bulb
test. The malfunction indicator lamp warns the opera-
tor that the PCM has entered a Limp-in mode. During
Limp-in-Mode, the PCM attempts to keep the system
operational. The malfunction indicator lamp signals
the need for immediate service. In limp-in 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. Signals that can trigger the malfunction indi-
cator lamp (Check Engine Lamp).
² Engine Coolant Temperature Sensor
² Manifold Absolute Pressure Sensor
² Throttle Position Sensor
² Battery Voltage Input
² An Emissions Related System
² Charging system
The malfunction indicator lamp can also be used to
display diagnostic trouble codes. Cycle the ignition
switch on, off, on, off, on, within five seconds and any
Fig. 17 EVAP Canister Purge Solenoid and Waste- gate Control Solenoid
14 - 90 FUEL SYSTEMS Ä

diagnostic trouble codes stored in the PCM will be
displayed. Refer to the 2.2L Turbo III Multi-port Fuel
InjectionÐOn-Board Diagnostics section of this
Group for Diagnostic trouble code Descriptions.
DATA LINK CONNECTORÐPCM OUTPUT
The data link connector provides the technician
with the means to connect the DRBII scan tool to di-
agnosis the vehicle.
FUEL INJECTORÐPCM OUTPUT
The Fuel Injectors are electric solenoids driven by
the PCM (Fig. 18).
Based on sensor inputs, the PCM determines when
and how long the fuel injector should operate. The
amount of time an injector fires is referred to as in-
jector pulse width. The auto shutdown (ASD) relay
supplies battery voltage to the injector. The PCM
supplies the ground path. By switching the ground
path on and off, the PCM adjusts injector pulse
width. When the PCM supplies a ground path, a spring
loaded needle or armature lifts from its seat and fuel
flows through the injector orifice. Fuel is constantly supplied to the injector at regu-
lated 380 Kpa (55 psi). Unused fuel returns to the
fuel tank.
IGNITION COILÐPCM OUTPUT
The Direct Ignition System (DIS) uses a molded
coil (Fig. 19). The coil is mounted on the front of the
engine. High tension leads route to each cylinder
from the coil. The coil fires two spark plugs every
power stroke. One plug is the cylinder under com-
pression, the other cylinder fires on the exhaust
stroke. The PCM determines which of the coils to
charge and fire at the correct time. The auto shutdown (ASD) relay provides battery
voltage to the ignition coil. The PCM provides a
ground contact (circuit) for energizing the coil. When the PCM breaks the contact, the energy in the coil
primary transfers to the secondary causing the
spark. The PCM will de-energize the ASD relay if it
does not receive the crankshaft position sensor and
camshaft position sensor inputs. Refer to Auto Shut-
down (ASD) Relay/Fuel Pump RelayÐPCM Output
in this section for relay operation.
RADIATOR FAN RELAYÐPCM OUTPUT
The radiator fan is energized by the PCM through
the radiator fan relay. The PCM grounds the radia-
tor fan relay when engine coolant reaches a predeter-
mined temperature. For more information, refer to
Group 7, Cooling Systems. The radiator fan relay is located in the power dis-
tribution center (Fig. 16). Refer to the Wiring and
Component Identification section of Group 8W.
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. Refer to Group 8 for tachometer
information.
WASTEGATE CONTROL SOLENOIDÐPCM OUTPUT
The PCM operates the wastegate control solenoid.
The PCM adjusts maximum boost to varying engine
conditions by changing the amount of time the sole-
Fig. 18 Fuel Injector
Fig. 19 Ignition Coil
Ä FUEL SYSTEMS 14 - 91

noid is energized. The solenoid mounts to the passen-
ger side inner fender panel, next to the strut tower
(Fig. 17).
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. This input indicates
to the PCM whether or not the calculated injector pulse
width results in the ideal 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 to achieve optimum fuel
economy combined with low emissions. The 2.2L Turbo III 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 activates the fuel injection
system the following actions occur:
²
The PCM calculates basic fuel strategy by determining
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.
ENGINE START-UP MODE
This is an OPEN LOOP mode. The following actions
occur when the starter motor is engaged. If the PCM receives the camshaft position and crank-
shaft position sensor signals, 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 ele-
ment. If the PCM does not receive the camshaft posi-
tion sensor and crankshaft position sensor signals
within approximately one second, it de-energizes the
ASD relay and fuel pump relay. The PCM energizes all injectors until it determines
crankshaft position from the camshaft position sensor
and crankshaft position sensor signals. The PCM de-
termines crankshaft position within 1 engine revolu-
tion. 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, camshaft
position sensor, crankshaft position sensor, MAP sen-
sor, 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 knock sensor
² manifold absolute pressure (MAP)
² engine speed (crankshaft position sensor)
² throttle position
² A/C switch
² battery voltage
The PCM provides a ground path for the injectors to
precisely control injector pulse width (by switching the
ground on and off). The PCM adjusts engine idle speed
through the idle air control motor. Also, the PCM
regulates ignition timing.
14 - 92 FUEL SYSTEMS Ä

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 knock sensor
² manifold absolute pressure
² engine speed (crankshaft position sensor)
² throttle position
² exhaust gas oxygen content
² A/C control positions
² battery voltage
The PCM provides a ground path for the injectors to
precisely control injector pulse width. The PCM adjusts
engine idle speed and ignition timing. The PCM con-
trols the air/fuel ratio according to the oxygen content
in the exhaust gas.
ACCELERATION MODE
This is a CLOSED LOOP mode. The PCM recognizes
an abrupt increase in throttle position or MAP pres-
sure 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 deceleration
the following inputs are received by the PCM:
² engine coolant temperature
² knock sensor
² manifold absolute pressure
² engine speed (crankshaft position sensor)
² throttle position
² exhaust gas oxygen content ²
A/C control positions
² battery voltage
The PCM may receive a closed throttle input from
the throttle position sensor (TPS) at the same time it
senses an abrupt decrease in manifold pressure. This
indicates a hard deceleration. The PCM modifies the
injector sequence. This helps maintain better control
of the air-fuel mixture.
WIDE OPEN THROTTLE MODE
This is an OPEN LOOP mode. During wide-open-
throttle operation, the following inputs are received
by the PCM:
² engine coolant temperature
² knock sensor
² manifold absolute pressure
² engine speed (crankshaft position sensor)
² throttle position
When the PCM senses a wide open throttle condi-
tion it will de-energize the air conditioning relay.
This disables the air conditioning system. The exhaust gas oxygen content input is not ac-
cepted by the PCM during wide open throttle opera-
tion. The PCM will enrichen the air/fuel ratio to
increase performance and compensate for increased
combustion chamber temperature.
IGNITION SWITCH OFF MODE
This is an OPEN LOOP mode. When the ignition
switch is turned to the OFF position, the following
occurs:
² All outputs are turned off.
² No inputs are monitored.
² The PCM shuts down.
Fig. 20 Throttle Body
Ä FUEL SYSTEMS 14 - 93

2.2L TURBO III MULTI-PORT FUEL INJECTIONÐGENERAL DIAGNOSIS INDEX
page page
Fuel System Diagram ..................... 95 Visual Inspection......................... 95
FUEL SYSTEM DIAGRAM
Refer to the System Operation portion of this sec-
tion for descriptions of the components shown in Fig.
1.
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
helps save unnecessary test and diagnostic time. A
thorough visual inspection includes the following
checks: (1) Check the ignition coil electrical connections
(Fig. 2). (2) Verify the harness connector is attached to the
canister purge solenoid (Fig. 3). (3) Verify the harness connector is attached to the
wastegate solenoid (Figs. 3).
Fig. 1 Multi-port Fuel Injection Components
Fig. 2 Ignition Coil Electrical Connection
Ä FUEL SYSTEMS 14 - 95

(4) Verify the harness connector is attached to the
MAP sensor (Fig. 4).
(5) Check vacuum hose connections between vac-
uum source and canister purge, wastegate, and baro-
metric read solenoids (Figs. 3 and 4). (6) Verify hoses are securely attached to vapor
canister (Fig. 5).
(7) Verify the generator wiring and belt are cor-
rectly installed and tightened. (8) Check ignition cable routing and attachment
(Fig. 6).
(9) Check oil pressure sending unit electrical con-
nection (Fig. 7).
(10) Check the camshaft position sensor and crank-
shaft position sensor electrical connections (Figs. 7
and 8). (11) Check radiator fan electrical connector.
(12) Check electrical connector at the coolant tem-
perature sensor (Fig. 9). (13) Inspect the engine temperature sensor electri-
cal connection (Fig. 9). (14) Check the power brake booster and speed con-
trol connections (Fig. 10).
Fig. 6 Ignition Cable Mounting and Attachment
Fig. 7 Oil Pressure Sending Unit and Crankshaft Position Sensor
Fig. 3 Solenoid Connections
Fig. 4 Barometric/MAP Solenoid Hose Connections
Fig. 5 Vapor Canister
14 - 96 FUEL SYSTEMS Ä

2.2L TURBO III MULTI-PORT FUEL INJECTIONÐON-BOARD DIAGNOSTICS INDEX
page page
60-Way PCM Wiring Connector ............. 105
Circuit Actuation Test Mode ................ 105
Diagnostic Trouble Code Description ......... 101
General Information ...................... 100
High and Low Limits ..................... 101
Ignition Timing Procedure ................. 105 Monitored Circuits
....................... 100
Non-Monitored Circuits ................... 100
State Display Test Mode .................. 104
System Tests .......................... 104
Throttle Body Minimum Air Flow Check Procedure ............................ 105
GENERAL INFORMATION
The powertrain control module (PCM) has been pro-
grammed to monitor many different circuits of the fuel
injection system. If a problem is sensed with a moni-
tored circuit often enough to indicate an actual prob-
lem, the PCM stores a fault. If the problem is repaired
or ceases to exist, the PCM cancels the Diagnostic
trouble code after 51 vehicle key on/off cycles. Certain criteria must be met for a diagnostic trouble
code to be entered into PCM memory. The criteria may
be a specific range of engine RPM, engine temperature,
and/or input voltage to the PCM. It is possible that a diagnostic trouble code for a
monitored circuit may not be entered into memory
even though a malfunction has occurred. This may
happen because one of the diagnostic trouble code
criteria for the circuit has not been met. For example,
assume that one of the diagnostic trouble code criteria
for a certain sensor circuit is that the engine must be
operating between 750 and 2000 RPM. If the sensor
output circuit shorts to ground when engine RPM is
above 2400 RPM (resulting i n a 0 volt input to the
PCM) a diagnostic trouble code will not be entered into
memory. This is because the condition does not occur
within the specified RPM range. There are several operating conditions for which the
PCM does not monitor and set diagnostic trouble codes.
Refer to Monitored Circuits and Non-Monitored Cir-
cuits in this section. Stored diagnostic trouble codes can be displayed
either by cycling the ignition key On - Off - On - Off -
On, or through use of the DRB II scan tool. The DRBII
scan tool connects to the data link connector in the
vehicle (Fig. 1).
MONITORED CIRCUITS
The powertrain control module (PCM) can detect
certain fault conditions in the fuel injection system. Open or Shorted Circuit - The PCM can determine
if the sensor output (input to PCM) is within proper
range. Also, the PCM can determine if the circuit is
open or shorted. Output Device Current Flow - The PCM senses
whether the output devices are hooked up. If there is a problem with the circuit, the PCM senses whether
the circuit is open, shorted to ground, or shorted
high. Oxygen Sensor - The PCM can determine if the
oxygen sensor is switching between rich and lean
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 strainer, clogged in-line fuel
filter, or a pinched fuel supply or return line. How-
ever, these could result in a rich or lean condition
causing an oxygen sensor fault to be stored in the
PCM.
Fig. 1 Data Link Connector LocationÐAG Body
14 - 100 FUEL SYSTEMS Ä