2003 JEEP GRAND CHEROKEE Input speed sensor

BRAKES - ABS
TABLE OF CONTENTS
page page
BRAKES - ABS
DESCRIPTION.........................41
OPERATION...........................41
DIAGNOSIS AND TESTING - ANTILOCK
BRAKES............................42
STANDARD PROCEDURE - BLEEDING ABS
BRAKE SYSTEM......................42
SPECIFICATIONS
TORQUE CHART......................42
ELECTRIC BRAKE
DESCRIPTION.........................43
OPERATION...........................43
FRONT WHEEL SPEED SENSOR
DESCRIPTION.........................43
OPERATION...........................43
REMOVAL.............................43INSTALLATION.........................43
G-SWITCH
DESCRIPTION.........................44
OPERATION...........................44
REMOVAL.............................44
INSTALLATION.........................44
REAR WHEEL SPEED SENSOR
DESCRIPTION.........................45
OPERATION...........................45
REMOVAL.............................45
INSTALLATION.........................46
HCU (HYDRAULIC CONTROL UNIT)
DESCRIPTION.........................46
OPERATION...........................46
REMOVAL.............................47
INSTALLATION.........................47
BRAKES - ABS
DESCRIPTION
The purpose of the antilock system is to prevent
wheel lockup during periods of high wheel slip. Pre-
venting lockup helps maintain vehicle braking action
and steering control.
The hydraulic system is a three channel design.
The front brakes are controlled individually and the
rear brakes in tandem.
The ABS electrical system is separate from other
vehicle electrical circuits. A separate controller oper-
ates the system.
OPERATION
The antilock CAB activates the system whenever
sensor signals indicate periods of high wheel slip.
High wheel slip can be described as the point where
wheel rotation begins approaching 20 to 30 percent of
actual vehicle speed during braking. Periods of high
wheel slip occur when brake stops involve high pedal
pressure and rate of vehicle deceleration.
Battery voltage is supplied to the CAB ignition ter-
minal when the ignition switch is turned to Run posi-
tion. The CAB performs a system initialization
procedure at this point. Initialization consists of a
static and dynamic self check of system electrical
components.
The static check occurs after the ignition switch is
turned to Run position. The dynamic check occurs
when vehicle road speed reaches approximately 30kph (18 mph). During the dynamic check, the CAB
briefly cycles the pump and solenoids to verify oper-
ation.
If an ABS component exhibits a fault during ini-
tialization, the CAB illuminates the amber warning
light and registers a fault code in the microprocessor
memory.
ANTILOCK BRAKING
The antilock system prevents lockup during high
slip conditions by modulating fluid apply pressure to
the wheel brake units.
Brake fluid apply pressure is modulated according
to wheel speed, degree of slip and rate of decelera-
tion. A sensor at each wheel converts wheel speed
into electrical signals. These signals are transmitted
to the CAB for processing and determination of
wheel slip and deceleration rate.
The ABS system has three fluid pressure control
channels. The front brakes are controlled separately
and the rear brakes in tandem. A speed sensor input
signal indicating a high slip condition activates the
CAB antilock program.
Two solenoid valves are used in each antilock con-
trol channel. The valves are all located within the
HCU valve body and work in pairs to either increase,
hold, or decrease apply pressure as needed in the
individual control channels.
The solenoid valves are not static during antilock
braking. They are cycled continuously to modulate
pressure. Solenoid cycle time in antilock mode can be
measured in milliseconds.
WJBRAKES - ABS 5 - 41

DIAGNOSIS AND TESTING - ANTILOCK
BRAKES
The ABS brake system performs several self-tests
every time the ignition switch is turned on and the
vehicle is driven. The CAB monitors the systems
input and output circuits to verify the system is oper-
ating correctly. If the on board diagnostic system
senses that a circuit is malfunctioning the system
will set a trouble code in its memory.
NOTE: An audible noise may be heard during the
self-test. This noise should be considered normal.
NOTE: The MDS or DRB III scan tool is used to
diagnose the ABS system. For additional informa-
tion refer to the Electrical section. For test proce-
dures refer to the Chassis Diagnostic Manual.
STANDARD PROCEDURE - BLEEDING ABS
BRAKE SYSTEM
ABS system bleeding requires conventional bleed-
ing methods plus use of the DRB scan tool. The pro-cedure involves performing a base brake bleeding,
followed by use of the scan tool to cycle and bleed the
HCU pump and solenoids. A second base brake bleed-
ing procedure is then required to remove any air
remaining in the system.
(1) Perform base brake bleeding. (Refer to 5 -
BRAKES - STANDARD PROCEDURE) OR (Refer to
5 - BRAKES - STANDARD PROCEDURE).
(2) Connect scan tool to the Data Link Connector.
(3) Select ANTILOCK BRAKES, followed by MIS-
CELLANEOUS, then ABS BRAKES. Follow the
instructions displayed. When scan tool displays TEST
COMPLETE, disconnect scan tool and proceed.
(4) Perform base brake bleeding a second time.
(Refer to 5 - BRAKES - STANDARD PROCEDURE)
OR (Refer to 5 - BRAKES - STANDARD PROCE-
DURE).
(5) Top off master cylinder fluid level and verify
proper brake operation before moving vehicle.
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
G-Sensor Bolt 5.6 Ð 50
Hydraulic Control Unit/Controller
Antilock Brakes
Mounting Bolts12 9 125
Hydraulic Control Unit/Controller
Antilock Brakes
Brake Lines16 Ð 144
Hydraulic Control Unit/Controller
Antilock Brakes
CAB Screws1.8 Ð 16
Wheel Speed Sensors
Front Sensor Bolt12-14 106-124 Ð
Wheel Speed Sensors
Rear Sensor Bolt12-14 106-124 Ð
5 - 42 BRAKES - ABSWJ
BRAKES - ABS (Continued)

PRESSURE HOLD
Both solenoid valves are closed in the pressure
hold cycle. Fluid apply pressure in the control chan-
nel is maintained at a constant rate. The CAB main-
tains the hold cycle until sensor inputs indicate a
pressure change is necessary.
PRESSURE INCREASE
The inlet valve is open and the outlet valve is
closed during the pressure increase cycle. The pres-
sure increase cycle is used to counteract unequal
wheel speeds. This cycle controls re-application of
fluid apply pressure due to changing road surfaces or
wheel speed.
REMOVAL
(1) Remove the negative battery cable from the
battery.
(2) Remove the air cleaner housing,(Refer to 9 -
ENGINE/AIR INTAKE SYSTEM/AIR CLEANER
HOUSING - REMOVAL).
(3) Pull the CAB harness connector release up and
remove connector (Fig. 10).(4) Remove the brake lines from the HCU.
(5) Remove the HCU/CAB side mounting bolt and
the two rear mounting bolts. (Fig. 11).
(6) Remove the HCU/CAB assembly from the vehi-
cle.
INSTALLATION
(1) Install HCU/CAB assembly into the mounting
bracket and tighten mounting bolts to 12 N´m (9 ft.
lbs.).
(2) Install the brake lines to the HCU and tighten
to 16 N´m (12 ft. lbs.).
(3) Install CAB harness connector and push down
connector release.
(4) Install air cleaner housing,(Refer to 9 -
ENGINE/AIR INTAKE SYSTEM/AIR CLEANER
HOUSING - INSTALLATION).
(5) Install negative battery cable to the battery.
(6) Bleed base and ABS brake systems,(Refer to 5 -
BRAKES - STANDARD PROCEDURE) OR (Refer to
5 - BRAKES - STANDARD PROCEDURE).
Fig. 10 CAB Connector Release
1 - CONNECTOR RELEASE
2 - CAB
Fig. 11 HCU/CAB Assembly
1 - SIDE MOUNTING BOLT
2 - REAR MOUNTING BOLTS
WJBRAKES - ABS 5 - 47
HCU (HYDRAULIC CONTROL UNIT) (Continued)

(2) Insert block heater assembly with element loop
pointing at twelve o'clock (Fig. 19).
(3) With block heater fully seated, tighten center
screw to 2 N´m (17 in. lbs.) torque.
(4) Refill cooling system (Refer to 7 - COOLING -
STANDARD PROCEDURE).
(5) Start and warm the engine. Check for leaks.
ENGINE COOLANT TEMP
SENSOR
DESCRIPTION
The Engine Coolant Temperature (ECT) sensor is
used to sense engine coolant temperature. The sensor
protrudes into an engine water jacket.
The ECT sensor is a two-wire Negative Thermal
Coefficient (NTC) sensor. Meaning, as engine coolant
temperature increases, resistance (voltage) in the
sensor decreases. As temperature decreases, resis-
tance (voltage) in the sensor increases.
OPERATION
At key-on, the Powertrain Control Module (PCM)
sends out a regulated 5 volt signal to the ECT sensor.
The PCM then monitors the signal as it passes
through the ECT sensor to the sensor ground (sensor
return).
When the engine is cold, the PCM will operate in
Open Loop cycle. It will demand slightly richer air-
fuel mixtures and higher idle speeds. This is done
until normal operating temperatures are reached.
The PCM uses inputs from the ECT sensor for the
following calculations:
²for engine coolant temperature gauge operation
through CCD or PCI (J1850) communications
²Injector pulse-width
²Spark-advance curves
²ASD relay shut-down times
²Idle Air Control (IAC) motor key-on steps
²Pulse-width prime-shot during cranking
²O2 sensor closed loop times
²Purge solenoid on/off times
²EGR solenoid on/off times (if equipped)
²Leak Detection Pump operation (if equipped)
²Radiator fan relay on/off times (if equipped)
²Target idle speed
REMOVAL
REMOVALÐ4.0L ENGINE
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOV-
ING THE ENGINE COOLANT TEMPERATURE (ECT)
SENSOR. REFER TO GROUP 7, COOLING.
(1) Partially drain cooling system. (Refer to 7 -
COOLING - STANDARD PROCEDURE).
Fig. 18 Drain Plug
1 - COOLANT TEMPERATURE SENSOR
2 - BLOCK DRAIN PLUG
Fig. 19 Engine Block Heater
1 - ENGINE BLOCK HEATER
WJENGINE 7 - 35
ENGINE BLOCK HEATER (Continued)

BCM programming then performs those tasks and
provides features through both PCI data bus commu-
nication with other electronic modules and hard
wired outputs to a number of relays. These relays
provide the BCM with the ability to control numer-
ous high current accessory systems in the vehicle.
The BCM circuitry operates on battery current
received through fuses in the Junction Block (JB) on a
non-switched fused B(+) circuit, a fused ignition switch
output (start-run) circuit, and a fused ignition switch
output (run-accessory) circuit. This arrangement allows
the BCM to provide some features regardless of the
ignition switch position. The BCM circuitry is grounded
through the chassis beneath the center console.
The BCM monitors its own internal circuitry as
well as many of its input and output circuits, and
will store a Diagnostic Trouble Code (DTC) in elec-
tronic memory for any failure it detects. These DTCs
can be retrieved and diagnosed using a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
HARD WIRED INPUTS
The hard wired inputs to the BCM include the fol-
lowing:
²A/C switch signal
²Ambient temperature sensor signal
²Body control module flash enable
²Coolant level switch sense
²Door ajar switch sense (two circuits - one left
rear, and one right rear)
²Driver seat heater switch mux
²Fog lamp switch sense
²Fused B(+)
²Fused ignition switch output (run-acc)
²Fused ignition switch output (st-run)
²Ground (five circuits - two Z1, and three Z2)
²Hazard switch sense
²Headlamp switch mux
²High beam switch sense
²Hood ajar switch sense (export)
²Key-in ignition switch sense
²Liftgate ajar switch sense
²Liftgate courtesy disable
²Liftgate flip-up ajar switch sense
²Panel lamps dimmer signal
²Park lamp relay output
²Passenger seat heater switch mux
²PCI bus
²Radio control mux
²Rear window defogger switch sense
²Seat belt switch sense
²Ultralight sensor signal
²Washer fluid switch sense
²Washer pump switch sense
²Windshield wiper switch mux
²Wiper park switch sense
MESSAGING
The BCM uses the following messages received
from other electronic modules over the PCI data bus:
²Accessory Delay Control (DDM/PDM)
²Battery Temperature (PCM)
²Chime Request (EMIC, EVIC, SKIM)
²Cylinder Lock Switch Status (DDM)
²Door Ajar Status/Front Doors (DDM/PDM)
²Door Lock Status (DDM/PDM)
²Engine Model (PCM)
²Engine RPM (PCM)
²Engine Temperature (PCM)
²English/Metric Default (EMIC)
²Fuel Tank Level (PCM)
²Fuel Used/Injector Pulses (PCM)
²Panic Control (PDM)
²Programmable Features Preferences/Audible &
Optical Chirps/Headlamp Delay (EVIC)
²RKE Status (PDM)
²Vehicle Identification Number (PCM)
²Vehicle Speed (PCM)
The BCM provides the following messages to other
electronic modules over the PCI data bus:
²A/C Switch Status (PCM)
²Ambient Temperature Data (AZC/EVIC/PCM)
²Average/Instantaneous Fuel Economy (EVIC)
²Country Code (EMIC)
²Courtesy Lamp Status (DDM/PDM)
²Distance To Empty (EVIC)
²Elapsed Ignition On Timer (EVIC)
²English/Metric Status (EMIC)
²Front & Rear Door Ajar Status (EVIC)
²Front & Rear Fog Lamp Status (EMIC)
²Heated Seat Switch Status (HSM/MHSM)
²High Beam Status (EMIC)
²Ignition Off Timer (EVIC)
²Ignition Switch Position (DDM/PDM)
²Key-In Ignition Status (DDM/PDM)
²Low Beam Status (EMIC)
²Panel Lamp Status (AZC/EMIC/Radio)
²Rear Window Defogger Relay Status (DDM/
PDM)
²Remote Radio Switch Status (Radio)
²Seatbelt Status (EMIC/MHSM/MSM)
DIAGNOSIS AND TESTING - BODY CONTROL
MODULE
The hard wired inputs to and outputs from the
Body Control Module (BCM) may be diagnosed and
tested using conventional diagnostic tools and proce-
dures. Refer to the appropriate wiring information.
Conventional diagnostic methods may not prove
conclusive in the diagnosis of the BCM. In order to
obtain conclusive testing of the BCM, the Program-
mable Communications Interface (PCI) data bus net-
work and all of the electronic modules that provide
8E - 4 ELECTRONIC CONTROL MODULESWJ
BODY CONTROL MODULE (Continued)

(5) Connect the two instrument panel wire harness
connectors to the BCM.
(6) Reinstall the instrument panel fuse cover to
the bottom of the BCM and JB unit. (Refer to 8 -
ELECTRICAL/POWER DISTRIBUTION/FUSE
COVER - INSTALLATION).
(7) Connect the battery negative cable.
COMMUNICATION
DESCRIPTION
The Programmable Communication Interface (PCI)
data bus system is a single wire multiplex system
used for vehicle communications. Multiplexing is a
system that enables the transmission of several mes-
sages over a single channel or circuit.
Many of the control modules in a vehicle require
information from the same sensing device. Multiplex-
ing reduces wire harness complexity, sensor current
loads and controller hardware because each sensing
device is connected to only one controller, which
reads and distributes the sensor information to the
other controllers over the data bus. Also, because
each controller on the data bus can access the con-
troller sensor inputs to every other controller on the
data bus, more function and feature capabilities are
possible.
A multiplex system allows the information flowing
between controllers to be monitored using a diagnos-
tic scan tool. This system allows a control module to
broadcast message data out onto the bus where all
other control modules can read the messages that are
being sent. When a module reads a message on the
data bus that it requires, it relays that message to
its microprocessor. Each module ignores the mes-
sages on the data bus that it dosen't recognize.
OPERATION
Data exchange between modules is achieved by
serial transmission of encoded data over a single wire
broadcast network. The PCI data bus messages are
carried over the bus in the form of Variable Pulse
Width Modulated (VPWM) signals. The PCI data bus
speed is an average 10.4 Kilo-bits per second (Kbps).
The voltage network used to transmit messages
requires biasing and termination. Each module on
the PCI data bus system provides its own biasing
and termination. Each module (also referred to as a
node) terminates the bus through a terminating
resistor and a terminating capacitor. The Powertrain
Control Module (PCM) is the only dominant node for
the PCI data bus system.
The PCI bus uses low and high voltage levels to
generate signals. The voltage on the buss varies
between zero and seven and one-half volts. The lowand high voltage levels are generated by means of
variable-pulse width modulation to form signals of
varying length.
When a module is transmitting on the bus, it is
reading the bus at the same time to ensure message
integrity.
Each module is capable of transmitting and receiv-
ing data simultaneously.
The PCI data bus can be monitored using the
DRBIIItscan tool. It is possible for the bus to pass
all DRBIIIttests and still be faulty if the voltage
parameters are all within the specified range and
false messages are being sent.
CONTROLLER ANTILOCK
BRAKE
DESCRIPTION
The Controler Antilock Brake (CAB) is mounted to
the Hydraulic Control Unit (HCU) and operates the
ABS system (Fig. 4).
OPERATION
The CAB voltage is supplied by the ignition switch
in the RUN position. The CAB contains dual micro-
processors. A logic block in each microprocessor
receives identical sensor signals. These signals are
processed and compared simultaneously. The CAB
contains a self check program that illuminates the
ABS warning light when a system fault is detected.
Faults are stored in a diagnostic program memory
and are accessible with the DRBIIItscan tool. ABS
faults remain in memory until cleared, or until after
the vehicle is started approximately 50 times. Stored
Fig. 4 Controller Antilock Brakes
1 - HCU
2 - MOTOR
3 - CAB
8E - 6 ELECTRONIC CONTROL MODULESWJ
BODY CONTROL MODULE (Continued)

lamp flash features), Unlock with the optional RKE
unlock, and Panic Mode functions. The optional RKE
features are programmable.
²Switch Illumination- Each door module pro-
vides control of the power window and power lock
switch illumination for the front and rear doors on
the same side of the vehicle. The DDM provides con-
trol of the power mirror switch illumination.
²Window Lockout- The DDM monitors and
transmits the status of its integral window lockout
switch to provide the power window lockout feature
and coordinate power window switch knob illumina-
tion.
The door modules are serviced only as complete
units. Many of the features in the vehicle controlled
or supported by the door modules are programmable
using either the Electronic Vehicle Information Cen-
ter (EVIC) user interface, or the DRBIIItscan tool. If
a door module is damaged or faulty, the entire door
module unit must be replaced.
OPERATION
The microprocessor-based DDM and PDM hard-
ware and software monitors integral and hard wired
external switch inputs as well as those resources it
shares with other electronic modules in the vehicle
through its communication over the PCI data bus
network. The internal programming and all of these
inputs allow the DDM or PDM microprocessor to
determine the tasks it needs to perform and their
priorities, as well as both the standard and optional
features that it should provide.
The DDM and PDM are powered by a fused bat-
tery circuit so that they can operate regardless of the
ignition switch position. The DDM and PDM cir-
cuitry is grounded to the chassis beneath the front
seat.
The DDM and PDM can be diagnosed using a
DRBIIItscan tool. Refer to the appropriate diagnos-
tic information.
HARD WIRED INPUTS
The hard wired inputs to the door modules include
the following:
²Door ajar switch sense
²Driver door key cylinder switch sense (DDM)
²Fused B(+)
²Ground
²Memory switch mux (DDM)
²Mirror horizontal position signal
²Mirror vertical position signal
²PCI bus
HARD WIRED OUTPUTS
The hard wired outputs of the door modules
include the following:
²Courtesy lamp driver
²Courtesy lamp ground
²Diagnostic out (DDM)
²Door/liftgate lock driver
²Door/liftgate unlock driver
²Door switch illumination (rear power window)
²Front window driver (down)
²Front window driver (up)
²Memory set indicator driver (DDM)
²Memory switch return (DDM)
²Mirror common driver
²Mirror heater ground
²Mirror heater 12V supply
²Rear window driver (down)
²Rear window driver (up)
²Mirror horizontal driver
²Mirror sensor ground
²Mirror vertical driver
²PCI bus
²Switch illumination driver (memory - DDM)
MESSAGING
The door modules use the following messages
received from other electronic modules over the PCI
data bus:
²Accessory Delay Control (PDM)
²Courtesy Lamp Status (BCM)
²Door Ajar Status/Rear Doors (BCM)
²Door Lock Status (DDM/PDM)
²Ignition Switch Position (BCM)
²Key-In Ignition Status (BCM)
²Programmable Features Preferences/Auto Lock/
Auto Unlock/RKE Unlock Sequence/RKE Link to
Memory (EVIC)
²Memory Recall (DDM)
²Rear Window Defogger Relay Status (BCM)
²Vehicle Speed (PCM)
The door modules provide the following messages
to other electronic modules over the PCI data bus:
²Cylinder Lock Switch Status (BCM)
²Door Ajar Status/Front Doors (BCM/DDM/PDM)
²Door Lock Status (DDM/PDM)
²Memory Recall (PDM/MHSM/MSM/Radio)
²Memory Set Switch Status (PDM/MHSM/MSM/
Radio)
²Panic Control (BCM)
²Power Window Switch Status (PDM)
²RKE Status (BCM/DDM)
²Window Lockout Switch Status (PDM)
WJELECTRONIC CONTROL MODULES 8E - 9
DOOR MODULE (Continued)

²The PCM pre-positions the idle air control (IAC)
motor.
²The PCM determines atmospheric air pressure
from the MAP sensor input to determine basic fuel
strategy.
²The PCM monitors the engine coolant tempera-
ture sensor input. The PCM modifies fuel strategy
based on this input.
²Intake manifold air temperature sensor input is
monitored.
²Throttle position sensor (TPS) is monitored.
²The auto shutdown (ASD) relay is energized by
the PCM for approximately three seconds.
²The fuel pump is energized through the fuel
pump relay by the PCM. The fuel pump will operate
for approximately three seconds unless the engine is
operating or the starter motor is engaged.
²The O2S sensor heater element is energized via
the O2S relays. The O2S sensor input is not used by
the PCM to calibrate air-fuel ratio during this mode
of operation.
ENGINE START-UP MODE
This is an Open Loop mode. The following actions
occur when the starter motor is engaged.
The PCM receives inputs from:
²Battery voltage
²Engine coolant temperature sensor
²Crankshaft position sensor
²Intake manifold air temperature sensor
²Manifold absolute pressure (MAP) sensor
²Throttle position sensor (TPS)
²Starter motor relay
²Camshaft position sensor signal
The PCM monitors the crankshaft position sensor.
If the PCM does not receive a crankshaft position
sensor signal within approximately 3 seconds of
cranking the engine, it will shut down the fuel injec-
tion system.
The fuel pump is activated by the PCM through
the fuel pump relay.
Voltage is applied to the fuel injectors with the
ASD relay via the PCM. The PCM will then control
the injection sequence and injector pulse width by
turning the ground circuit to each individual injector
on and off.
The PCM determines the proper ignition timing
according to input received from the crankshaft posi-
tion sensor.
ENGINE WARM-UP MODE
This is an Open Loop mode. During engine warm-
up, the PCM receives inputs from:
²Battery voltage
²Crankshaft position sensor
²Engine coolant temperature sensor²Intake manifold air temperature sensor
²Manifold absolute pressure (MAP) sensor
²Throttle position sensor (TPS)
²Camshaft position sensor signal
²Park/neutral switch (gear indicator signalÐauto.
trans. only)
²Air conditioning select signal (if equipped)
²Air conditioning request signal (if equipped)
Based on these inputs the following occurs:
²Voltage is applied to the fuel injectors with the
ASD relay via the PCM. The PCM will then control
the injection sequence and injector pulse width by
turning the ground circuit to each individual injector
on and off.
²The PCM adjusts engine idle speed through the
idle air control (IAC) motor and adjusts ignition tim-
ing.
²The PCM operates the A/C compressor clutch
through the clutch relay. This is done if A/C has been
selected by the vehicle operator and requested by the
A/C thermostat.
²When engine has reached operating tempera-
ture, the PCM will begin monitoring O2S sensor
input. The system will then leave the warm-up mode
and go into closed loop operation.
IDLE MODE
When the engine is at operating temperature, this
is a Closed Loop mode. At idle speed, the PCM
receives inputs from:
²Air conditioning select signal (if equipped)
²Air conditioning request signal (if equipped)
²Battery voltage
²Crankshaft position sensor
²Engine coolant temperature sensor
²Intake manifold air temperature sensor
²Manifold absolute pressure (MAP) sensor
²Throttle position sensor (TPS)
²Camshaft position sensor signal
²Battery voltage
²Park/neutral switch (gear indicator signalÐauto.
trans. only)
²Oxygen sensors
Based on these inputs, the following occurs:
²Voltage is applied to the fuel injectors with the
ASD relay via the PCM. The PCM will then control
injection sequence and injector pulse width by turn-
ing the ground circuit to each individual injector on
and off.
²The PCM monitors the O2S sensor input and
adjusts air-fuel ratio by varying injector pulse width.
It also adjusts engine idle speed through the idle air
control (IAC) motor.
²The PCM adjusts ignition timing by increasing
and decreasing spark advance.
WJELECTRONIC CONTROL MODULES 8E - 13
POWERTRAIN CONTROL MODULE (Continued)