MAP SENSOR DRIVABILITY SYMPTOMS

Anything that interferes with the MAP sensor's ability to monitor the pressure differential may
upset the fuel mixture and ignition timing. This includes a problem with the MAP sensor itself,
grounds or opens in the sensor wiring circuit, and/or vacuum leaks in the intake manifold
(airflow sensor systems) or hose that connects the sensor to the engine.
Typical driveability symptoms that may be MAP related include:
* Surging.
* Rough idle.
* A rich fuel condition, which may cause spark plug fouling.
* Detonation due to too much spark advance and a lean fuel ratio.
* Loss of power and/or fuel economy due to retarded timing and an excessively rich fuel ratio.
A vacuum leak will reduce intake vacuum and cause the MAP sensor to indicate a higher than
normal load on the engine. The computer will try to compensate by richening the fuel mixture
and retarding timing -- which hurts fuel economy, performance and emissions.
MAP SENSOR CHECKS
First, make sure engine manifold vacuum is within specifications at idle. If vacuum is
unusually low due to a vacuum leak, retarded ignition timing, an exhaust restriction (clogged
converter), or an EGR leak (EGR valve not closing at idle).
A low intake vacuum reading or excessive backpressure in the exhaust system can trick the
MAP sensor into indicating there is a load on the engine. This may result in a rich fuel
condition.
A restriction in the air intake (such as a plugged air filter), on the other hand, may produce
higher than normal vacuum readings. This would result in a load low indication from the MAP
sensor and possibly a lean fuel condition.
A good MAP sensor should read barometric air pressure when the key is turned on before the
engine starts. This value can be read on a scan tool and should be compared to the actual
barometric pressure reading to see if they match. Your local weather channel or website
should be able to tell you the current barometric pressure reading.
Check the sensor's vacuum hose for kinks or leaks. Then use a hand-held vacuum pump to
check the sensor itself for leaks. The sensor should hold vacuum. Any leakage calls for
replacement.
An outright failure of the MAP sensor, loss of the sensor signal due to a wiring problem, or a
sensor signal that is outside the normal voltage or frequency range will usually set a
diagnostic trouble code (DTC) and turn on the Check Engine light.

Description of the Throttle Position Sensor and Testing Procedures

The throttle position sensor (TPS) is a potentiometer located on the throttle body and attached to the
throttle plate opposite the throttle linkage. It has three wires: battery voltage, 5-volt reference, and a
signal wire. Its purpose is to signal to the powertrain control module (PCM) the amount and speed of
the throttle opening. This is an indication as to the demand placed on the engine at any given time.
The PCM sees this signal as an indication of acceleration or load and computes the appropriate fuel
trim strategies, injector durations, and ignition advance necessary to accommodate the real time
demand.
If the PCM has set a code indicating a TPS failure, it will normally include the type of failure as
well. This could be TPS-low input, high input, no signal, or out of range.
Testing Procedures

With the engine off, disconnect the electrical connector on the TPS.

Turn the key on to the accessory position, not cranking the engine.

With a Volt/Ohmmeter, back probe the engine side harness terminals for the reference signal
(5 volts). If there's no voltage at any terminal, a wiring problem exists between the harness
and PCM, the PCM is not powered or grounded properly, or the PCM is defective.

The problem is usually right at the base of the electrical connector, a broken wire, or pulled
out pin in the connector.

Plug the connector into the TPS.

With the key on, back probe the signal wire. Probe this wire for a signal as the TPS opens.

The signal wire should show approximately 0.5 to 1.0 volts with the throttle closed. As the
throttle is advanced to wide open, the voltage should climb smoothly to approximately 4.5 to
5-volts with no dropouts or glitches. If any are observed or the voltage does not climb, the
sensor is bad.

Replacement Procedure

Disconnect the connector on the TPS.

Remove the screws on the side of the sensor and pull it straight off.

Install the new sensor over the throttle plate shaft and insert the tang on the correct side of the
slot in the shaft. Install the screws, torque to correct specifications and reconnect the
electrical connector.

Injeo Eletrnica - Regulador de presso

19:50

Carlos Andr

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O regulador de presso, como o seu nome j diz, tem por funo regular a presso do
combustvel na linha, para que as vlvulas injetoras possam pulverizar a massa de combustvel
em quantidade suficiente para o motor.
O regulador de presso pode estar montado em trs posies, dependendo do sistema de injeo
eletrnica utilizado:
? No corpo de borboleta (sistema monoponto);
? Na extremidade do tubo distribuidor (sistema multiponto);
? No copo estabilizador, junto bomba de combustvel (sistema multiponto returnless).
A presso de trabalho tambm depende diretamente do tipo de sistema empregado, podendo
variar entre 0,8 a 3,5 BAR. Esta presso influencia diretamente no volume de injeo, ou seja,
quanto maior for a presso maior ser o volume injetado.

O regulador constitudo de uma membrana e por uma mola calibrada. A membrana (diafragma) controla
uma vlvula que se abre e fecha de acordo com a presso do combustvel. Quando a vlvula estiver
fechada, o nico ponto de fuga do combustvel o eletro-injetor e, por ter orifcios minsculos no suporta
a vazo produzida pela bomba. Com isso a tendncia da presso subir.
Ao se atingir uma determinada presso, a mola comprimida, fazendo com que a membrana e a vlvula
se movam, abrindo a passagem do combustvel para a linha de presso. Isso far com que a presso caia
rapidamente, comeando um novo ciclo de trabalho.
No sistema monoponto, normalmente h um canal de desvio chamado by-pass. Esse canal possibilita a
queda de presso na linha assim que a bomba de combustvel pra de funcionar. J no sistema multiponto
esse canal no existe, portanto, a presso de linha se mantm, mesmo depois de desligado a bomba de
combustvel.

Neste sistema, o regulador de presso possui uma tomada de vcuo que ligado ao coletor de admisso,
aps a borboleta de acelerao. Isso possibilita o aumento de presso na linha durante a abertura da
borboleta de acelerao.
J o regulador tipo returnless no possui linha de retorne e nem tomada de vcuo.
O nome "Returnlees" no se refere apenas ao regulador de presso e sim no conjunto "bomba de
combustvel e regulador de presso" cujo regulador est incorporado flange de fixao da bomba de
combustvel. Com isso, o regulador no fica montado no tubo distribuidor (sistema multiponto) ou no corpo
de borboleta (monoponto) no qual era feito o retorno de combustvel ao tanque.
A funo do regulador de presso para o sistema returnless a mesma do regulador convencional,
montado no tubo distribuidor ou corpo de borboleta. Deve-se ressaltar somente a inexistncia do tubo de
ligao da cmara da mola (vcuo) com o coletor de admisso.
Em funo da no referncia da tomada de vcuo, o que resulta numa presso constante na linha de
combustvel mesmo na marcha lenta, deve-se compensar o enriquecimento da mistura nas aceleraes
apenas no tempo de injeo.

X 14 XE, X 16 XE, X 16 XEL

30

Battery Voltage (Terminal 30)

15

Ignition ON (Terminal 15)

31

Ground (Terminal 31)

H30

Telltale-Engine

K57

Control Unit-Multec-S (F)

K58

Relay-Pump, Fuel

K60

Relay-Compressor, Air Conditioning

K85

Control Unit-Automatic Transmission

K117

Control Unit-Immobiliser

L2

Ignition Coil-Direct Ignition

M66

Actuator-Idle Speed

P7

Tachometer

P21

Sensor-Distance

P23

Sensor-Absolute Pressure, Intake Manifold

P29

Temperature Sensor-Intake Manifold

P30

Temperature Sensor-Coolant

P33

Sensor-Oxygen, Exhaust

P34

Potentiometer-Throttle Valve

P35

Impulse Sensor-Crankshaft

P46

Sensor-Knocking Control

P47

Sensor-Camshaft

S20

Switch-ASM Pressure

S101

Switch-Air Conditioning

S109

Pressure Switch-Speed Increase

X13

Diagnostic Link

Y7

Injection Valves-Fuel

Y18

Solenoid Valve-Exhaust Gas Recirculation

Y34

Valve-Fuel Tank Ventilation (Evaporation Control Valve)

Abbreviations - Engine Designations

For engine identification up to 5 design characteristics are used, which are explained by the following two
examples.
Example:

Petrol engine Y 22 XE

X 20 DTH diesel engines

Explanation

Y Exhaust emissions level

X Exhaust emissions level

Exhaust emissions level

2 Engine capacity identification

2 number

2 Engine capacity identification

0 number

X 1) 96/69/EC, D3/D4

X Compression ratio

D Mixture system

Y 2) 98/69/EC, D4, Euro 3

E Mixture system

T Special version

H Special version

Engine capacity identification

number

98/69/EC, Euro 4, Stage B

Capacity litre x 0.1

Compression ratio

S > 9,5 - 10,0 : 1

X > 10,0 - 11,5 : 1

Mixture system

Special version (as required)

CNG gas engine

High output/supercharged

D Diesel

Low performance

E Injection

Increased performance

N Injection system for CNG gas

engine

Turbocharge performance

Z Central fuel injection

Y > 11,5 - 12,5

Volume model

Family I engine

Family II engine

:1

1 ) For diesel engines: Euro 2.

2 ) For diesel engines: Euro 3, Stage A.

Astra G
General Vehicle Information > Schematic and Routing Diagrams > Circuit Diagram > Diagnostic link

Astra-G, model year 1998

Systems
DIAG

Diagnostic link

VOLT

Voltage distribution

Components
F4

Main Fuse

F7

Main Fuse

F4.61

Fuse

F8

Main Fuse

F5

Main Fuse

F9

Main Fuse

F6

Main Fuse
Connectors

X2

Instrument panel & Body front

X13

Diagnostic link

Grounding Points
3

A - pillar
Abbreviations

00-

as of MY 2000

INS

Instrument

7.5A

7.5 Ampere

LHD

Left-hand drive

30

Constant voltage

MID

Multi Info Display

-99

up to MY 2000

MK

Engine cooling

AB

Airbag

MKM

Engine cooling module

ABS

Anti-Lock Brake System

NAV

Navigation System

AT

Automatic transmission

RHD

Right-hand drive

CD

CD-Changer

TEL

Telephone

CID/GID

Color Info Display/Graphic

Info Display

TID

Triple Info Display

CRC

Cruise control

X12XE

Engine X12XE

CRP

Carphone

X14XE/X16XEL

X14XE/X16XEL engines

Diesel

X16SZR

Engine X16SZR

EHPS

Electrohydraulic power
steering

X17DTL/X20DTL/Y20DT
H

X17DTL/X20DTL/Y20DTH
engines

EMP

Radio

X18XE1

Engine X18XE1

ESP

Electronic stability program

X20XEV

Engine X20XEV

F3.28

Fuse F3.28

Y17DT

Engine Y17DT

FIL

Fuel filter heating

ZH

Add-on heater, fuel fired

GPS

Global Positioning System

ZV

Central door locking

IMO

Immobiliser
Color codes

BK

Black

BNWH

Brown-White

BKRD

Black-Red

BNYE

Brown-Yellow

BN

Brown

RD

Red

Intake Air Temperature (IAT) Sensor/ (MAF)

Definio
Intake Air Temperature: Sensor de temperature
MAF: Medidor de massa de Ar (pode ter incorporado um sensor IAT)
Testar o Sensor.
Entradas: Receve 5V da ECU e a resistncia varia com a variao da temperatura. Aumento
da temperatura (C) diminuio da tenso (V).
1 Testar sinal enviado pela ECU e terra.
Material Multmetro:
1.1 - Negativo do M ligado a massa do cabo. E positivo do M ligado ao positivo bateria . Valor
tem de ser de 12V
1.2 - Positivo do M ligado ao positivo do cabo. E Negativo do M ligado ao negativo da bateria.
Valor deve ser 5V/4,6V
Concluses:
1.1 Se no se ler 12V diagnosticar problema de terra em; ECU, Carroaria, Cabo partido ..etc
1.2 Se no se ler 5V/4,6V problemas na ECU.
2 Testar Sensor(IAT) se for MAF ver ficha do fabricante.
Material Multmetro:
2.1 Desligar o sensor do circuito e medir a resistncia nos terminais do sensor. (Multimetro
em ohm) e comparar com a tabela.

Throttle Position Sensor (TPS)

The job of the TPS is to tell the computer what the position of the
throttle is. This sensor is vital in helping the computer determine if the
throttle is closed or open; or how fast the throttle is opened or closed. The
throttle position sensor is a simple potentiometer that uses ground and 5volt reference inputs to produce a varying output signal depending on the
position of its detection arm or shaft. At rest, this sensor outputs a relatively
low voltage signal; as the arm/shaft is turned (as it would when the throttle
opens), the output voltage increases. If this sensor is out of adjustment or is
failing, the result could be stalling, idle surge, flat throttle response,
hesitation, or erratic engine operation. Most of the TP sensors you find on
stock Fiero engines are the adjustable type while those found on newer GM
engines are usually non-adjustable. If the TPS on your engine is adjustable,
it must be set correctly in order for the computer to function normally.

Some throttle position sensors are adjustable. In order to adjust the

TPS, you will need a scan tool (or laptop/PC running scan tool software) or a
digital volt meter. You will also need the proper tool to loosen the retaining
screws. If you have a scan tool, all you need to do is pull up the TPS voltage
data. If you are using a digital volt meter, then voltage will need to be
measured across the blue and black wires going to the TPS. I suggest this
measurement be made by going directly to the connectors at the ECM
(located between the seats) so the weather seal is not broken in the
wiring/connection out in the engine compartment. If this seal is broken,
moisture can corrode the connections to the TPS and create all sorts of
problems. Once you get your TPS voltage display up, turn the ignition on
but do not start the engine. The voltage with closed throttle should be
between 0.400 and 0.625 volts for most applications (check appropriate
reference guides for your applications specified voltage range). If the
voltage you get is not within spec, loosen the TPS retaining screws and
adjust as necessary. Normal voltage reading for wide open throttle (WOT) is
above 4.00 volts.

There are trouble codes that are associated with the TPS. One code
will set if the TPS voltage is too high when the computer expects to see it
lower. Another code will set if the TPS voltage is lower than the computer
expects to see. The TPS code for low voltage is the most common and will
usually set if the TPS is out of adjustment or the sensor has failed. The first
thing you should do when you get a TPS code is to check adjustment and
signal output of the TP sensor before replacing it. Be sure to wiggle all

connections while watching scan data/voltage readout to make sure the

problem is not a loose or bad connection.

There are circumstances that could occur with a failing throttle position
sensor that may not set a trouble code. One of the most common symptoms
of a failing TPS would be a tip-in hesitation or stumble when you apply
throttle to take off from a stop. This can be caused by a dead spot in the TP
sensors internal circuitry, which usually causes the output voltage signal to
not change (or it drops out) when the throttle opens. Unfortunately this type
of failure is not easy to diagnose without the proper tool a digital waveform
scope. Most digital volt meters and scan tool displays will not respond fast
enough to show this type of a glitch; but some may. If you do find this fault,
then the obvious fix is to replace the TP sensor.

Idle Air Control Valve (IAC)

The IAC valve GM uses for most of their engines is a stepper motor actuated
valve. A stepper motor is a device that moves a predetermined amount per
electrical signal it receives by whatever device is controlling it. The GM IAC
has a pintle that extends or retracts into or out of an idle (bypass) air
passage in a throttle body or intake manifold attached to the engine.
Typically as the IACs pintle extends, air flow to the engine is restricted as
the air passage is shut off. As it retracts, air flow to the engine is increased
as the air passage is opened up. This air passage is a simple bypass for
incoming air to take around the throttle blade.

Diagnosing problems associated with the IAC arent simple. There are many
other causes that can make a IAC valve appear faulty. In many cases, there
may only one or two trouble codes in the ECM/PCM assigned to the IAC, but
these trouble codes can set for a variety of reasons. Basically, this trouble
code sets if the ECM cannot make the engine idle at a set (desired) speed by
control of the IAC valves position. There are limits set up within the ECM
that only allow it to move the IAC in and out of the idle air passage so far.
The IAC valve position is referred to as IAC counts. Scan tool data indicating
0 IAC counts means the IAC valve is fully extended (shutting off idle
airflow to the engine); and 255 IAC counts means the IAC valve is fully
retracted, allowing as much air to enter the engine via the throttle bypass
passage as possible. Some ECMs may never allow the IAC to reach 255
counts. Generally, anything you see over 160 counts should be considered
to be a near- or fully-open idle air passage.

On a normal operating engine, it is typical to see high IAC counts (100 or

more) when the engine is idling cold and during the warm-up cycle. As the
engine warms, the IAC counts should decrease. By the time the engine
reaches operating temp (fully warmed up), the IAC position should drop into
the range of about 20-50 counts in park or neutral. If the scan data you get
reports counts lower than this, then that can indicate one or more of the
following problems exists:

There
The

is a vacuum leak allowing unmetered air to enter the engine

throttle stop screw is adjusted incorrectly (throttle being held open too far; more on this

later)
There

is a problem with the throttle cable or cruise control system that isnt allowing the throttle
to close all of the way
The

IAC valve itself is faulty

Now if you see the scan data reporting IAC position higher than 20-50 counts
on a fully warmed up engine, this could indicate one or more of the following
problems exist:

There

is carbon buildup on the IAC pintle, or in the idle air passage restricting air flow

There

is carbon buildup on the throttle blade or throttle body bore

The

throttle stop screw is adjusted incorrectly (throttle resting closed too much)

There

is a mechanical problem with the engine resulting in lower than expected vacuum levels at
idle (this will require the IAC to open further so the engine gets the required amount of air to maintain the
preset idle speed)
There

is increased load on the engine (such as what would occur if the automatic transmission
was shifted into gear)
The

IAC valve itself is faulty

Any one of the above issues can cause a an IAC fault code to set in the ECM.
As you can see, there are many issues other than a faulty IAC valve that can
cause a code to set. So before replacing the IAC valve, you should check all
of these possible issues first.

The IAC valve cannot be tested using conventional electrical testing means. There are
special tools available that are designed to test GM IAC valves, but I have discovered most
shops dont have these tools anymore. To be quite honest, you dont really see many IAC valves
fail. When they do, they usually freeze up or get stuck in a fixed position.

The ECM resets the IAC valve when the car is operated at normal road speeds (35mph
or more). During this time, the IAC valve is typically extended out all the way (IAC counts =
0), thus closing off the idle air passage. This helps the ECM learn the position of the IAC
valve. Any time the IAC valve is replaced, this learn procedure should be performed.

Throttle Stop Screw (minimum air setting)

The throttle stop screws primary function is to prevent the throttle blade from closing too
far and getting wedged/stuck in the throttle bore. However, it serves as a secondary function to
adjust the minimum air setting. The minimum air setting is what is used to describe the
amount of air that is allowed to enter the engine thru a closed throttle. Because the throttle
valve cannot be allowed to completely close (because this would result in it getting
wedged/stuck closed in the throttle bore), some air will always be allowed to enter the engine
around the throttle valve.

On a 100% factory stock engine, you should never need to adjust the throttle stop screw.
This is the reason why GM installs a tamper-proof plug over the throttle stop screw on the
throttle body. But there are times when the adjustment of this screw is necessary. One example
of this is when the engine is modified, or a different throttle body is being used than what
originally came with the engine.

Larger displacement engines require more air to maintain a set idle speed. Aftermarket
camshafts with lots of duration or lots of overlap tend to lower the amount of vacuum an engine
can generate at idle. Lower vacuum levels translate to less pressure differential between the
intake manifold and outside (ambient) air. This means there isnt as much pressure difference to
force air into the engine around the throttle blade or thru the IAC passage at idle. And either the
IAC needs to open up or the throttle blade must be opened more to allow more air to enter the
engine. Engines that have higher compression or are new/rebuilt can have higher internal
loads/friction which can also result in a drop of idle vacuum levels. Basically any condition that
increases load on the engine will result in the vacuum level to drop at idle, which will require
the IAC or throttle blade to be opened up to compensate.

Setting the throttle stop screw can be accomplished a couple of different ways. If you
have a scan tool, I recommend allowing the engine to warm up to operating temperature and
then adjust the throttle stop screw in or out until the observed IAC position counts come to rest
within the spec range I provided earlier. After adjusting the throttle stop screw, it may be
necessary to adjust the Throttle Position Sensor, which we discussed in my Jan/Feb 2008
segment. On cars that dont have an adjustable throttle position sensor, the ECM automatically
learns the closed throttle voltage when the ignition is keyed on (after the key has been off for
at least 10 seconds). If you dont have a scan tool and you are working with a pre 1994 model
year ECM, you should be able to adjust the minimum air setting by doing the following steps

1) With the IAC valve connected, ground the diagnostic (ALDL) terminal (same as you would do to flash
trouble codes thru the check engine light).
2)

Turn ON the ignition, but do NOT start the engine. Wait at least 30 seconds.

3)

With the ignition still on, disconnect the IAC electrical connector.

4) Remove grounding of the diagnostic (ALDL) connector and start the engine. Allow the engine to fully
warm up and go into closed loop.
5) Adjust the idle stop screw so the engine idle speed obtains 550rpm in drive (auto trans) or 650rpm in
neutral (manual trans).
6) Turn the ignition off. Disconnect power from the ECM for at least 10 seconds to clear codes (in case
any are present) and reconnect the IAC electrical connector.