Fall 1999

ENGINE CONTROLS AND FUEL SYSTEMS

EGR CODES 32,77,1405GM, 3.1,3.4L ENGINES.

You may run across a vehicle that
has the Check Engine light
illuminated occasionally while driving
under cruise conditions and/or under
deceleration. There is no driveability or
idle quality problem. The only fault
code you get is one of the codes listed
above. After checking the diagnostic
chart in your service manual, you may
find that in order to continue testing,
you may need a bi-directional scan tool.
In the case where you do not have one,
we may be able to diagnose this
problem without that scan tool.
First, lets review how this EGR
valve works. This valve assembly
consists of three electrical solenoids.
Each solenoid controls an orifice that
differs in size from the other two. The
EGR valve is supplied a constant 12
volt supply. The ECM operates each
solenoid through a driver which pulses
the ground side of the circuit. The ECM
can operate any one or any combination
of the three solenoids in order to have
the desired EGR valve flow. Since there
is no position or pressure sensor, the
ECM does not have a direct way to
monitor EGR system operation. In this
system, the ECM tries to monitor the
EGR system through the MAP sensor.
During deceleration, the ECM energizes
each of the three solenoids and monitors
the change in manifold vacuum through
MAP sensor voltage. If the drop in
vacuum is not enough, the ECM
assumes there is a problem with the
system, and sets a fault code.
For diagnosis, well use a 95
Oldsmobile Achieva with a 3.1L engine
as an example. Always make sure to
consult the correct wiring diagram for
the vehicle in question (Refer to
diagram A). First, disconnect the
connector to the EGR valve and turn the
ignition key to the On position.
Verify that you have at least 12 volts to
terminal D of the connector. Next,
using a fused jumper, supply battery
power to terminal D of the EGR

Diagram A

valve. Start the engine, and let it warm

up to operating temperature with the
idle stabilized. Using a second fused
jumper wire, ground terminals A,
B, and C one at a time. By doing
this, you will be activating each of the
three solenoids of the EGR valve. Make
sure you wait a few seconds in between
each solenoid test in order for the idle
to stabilize. Grounding terminal A
should create a slight but noticeable
drop in engine RPM along with a slight
lean misfire. Grounding terminal B
should create more of an RPM change
as well as a lean misfire. Grounding
terminal C RPM should drop the most
of the three. So much so, that the engine
may stall within a few seconds. Each
time you ground a particular terminal,
you should hear the solenoid make a
click sound as it is energized. If the
solenoid does not click, you need to
check the resistance of that solenoid to
make sure it is not open or shorted.
Resistance values should be the
following: Terminal A to D- 20 to 30
ohms; terminal B to D- 20 to 30 ohms;
terminal C to D- 10 to 17 ohms. Other
than the solenoids failing electrically,
another common EGR problem which
would cause no response during this test
is a clogged passage in the intake
manifold or in the tube connected to the
exhaust manifold. A good cleaning of
the passages is all that is necessary to
restore EGR flow. We have actually
seen situations where the passages are
so clogged up that the engine would run
without the valve on the car!

Joe Dantuono
GM specialist

FORD EEC IV VEHICLESBASE IDLE CHECK

PROCEDURE
On some Ford vehicles equipped with
the EEC4 system, there is an easy test that
can be performed to check the base idle.
This procedure applies to 1991 and newer
models.
In order to initiate the base idle
check, make sure the engine is at
operating temperature, then turn the
engine off. Make sure there are no On
Demand or hard fault codes by
performing a key on, engine off test. Next,
ground the STI lead. This is the single
wire test terminal that you would normally
connect to a scanner. Now start the
engine. Because the STI lead is grounded,
a key on-engine running test will be
initiated. For details of this test, please
refer to the Winter 98 issue. After you
receive code 11 or 111, depending on the
model, which is a pass code, you can enter
the base idle check feature by ungrounding and then grounding the STI
lead within four seconds. A single flash of
the Check Engine, or Service Engine
Soon light indicates that you are now in
this test mode. From this point on you will
observe the Check Engine light to
determine if the base idle is set correctly.
If the light flashes one time per second,
the base idle is too low. If it is four times
per second, the base idle is too high. If the
rate is eight times per second, the throttle
position sensor is out of range. When the
light is constantly on, the base idle is at
the correct value.
Heres a list of the engines that have
this feature.

Standard Motor Products, Inc., Long Island City, NY 11101

 1991-2.5L, 3.0L, 3.8L,4.6L (2 valve),

5.0L HO (Cougar, Thunderbird).
1992-2.3L (cars),3.0L, 3.8L,4.0L
(EFI), 4.6L (2 valve), 4.9L, 5.0L
(w/E4OD),5.0L HO (Cougar,
Thunderbird), 5.8L, 7.0L.
1993- 2.3L (cars), 3.0L (includes
flexible fuel vehicles), 3.8L, 4.6L
(2 valve), 5.0L (w/E4OD), 5.0L
HO (Cougar, Thunderbird), 5.8L,
7.0L.
1994- same as 93
1995- 3.0L (includes flexible fuel
vehicles), 3.8L, 4.9L, 5.0L
(w/AODE, E4OD), 5.8L, 7.0L.
1996- 5.8L, 7.0L.

Diagram B
CAM
SENSOR

5V

CRANK
SENSOR

ONE CRANKSHAFT ROTATION

CAM
SENSOR

Pat Sugar
Top Gun Technician

HARD START, MISFIRE,

TROUBLE CODESCHRYSLER VEHICLES

CRANK
SENSOR

SECOND CRANKSHAFT ROTATION

TORQUE CONVERTER DRIVE PLATE

3.3L, 3.5L, 3.8L ENGINE

TIMING SEQUENCE

Diagram C

CRANK
SENSOR

3.9L ENGINE
TIMING SEQUENCE

CRANK
SENSOR

CAM
SENSOR

5.2L, 5.9L ENGINE

TIMING SEQUENCE

Hard start, misfiring, and codes

related to ignition coil and fuel injector
circuits do not always have to be ECM or
electrical component related. Chrysler
cars equipped with distributorless
ignition, and trucks with sequential port
injection use a crankshaft position sensor
that is triggered by a trigger wheel that is
mounted to the flywheel. This trigger
wheel has sets of slots or notches, which,
when they pass a Hall effect sensor,
produce signals which indicate engine
RPM as well cylinder position to the
ECM. This signal combined with the

cam sensor signal or the distributor sync

signal used in trucks, give the ECM the
ability to calculate proper ignition coil
sequencing, ignition timing, as well as
injector timing.
Serious problems occur when the
ECM can no longer understand these
signals due to problems affecting signal
quality or their triggering sequence.
Triggering sequence is always related to
engine mechanical timing. So, timing
chain or belt condition is critical. When
we think of signal quality, we tend to
think of the electrical side, however, the
signal quality can also be affected by the
mechanical side. The flywheels used in
these vehicles can be easily damaged
due to improper transmission
installation, improper torque procedures,
as well as stress from constant heavy
vehicle loads. This damage usually
appears as cracks around the mounting
bolt holes. When this happens, the
flywheel tends to flex under load. The
rotational run-out created by this
damage is enough to affect the
crankshaft sensor triggering which will
create minor to severe performance
problems.
Diagnosis
without
disassembly requires a lab scope to view
the crank sensor waveform while the
problem is occurring. (Refer to diagrams
B & C). Diagram B illustrates the
relationship of the cam and crank sensor
signals for the 3.3, 3.5, & 3.8L DIS/ PFI
engines. Diagram C illustrates the
relationship between the crank signal
and the cam/distributor signals for the
3.9 and the 5.2, 5.9L PFI engines.

James DAnna
Top Gun Technician

CODE 71-EGR SYSTEM

MALFUNCTION-TOYOTA
TERCEL W/3E-E
ENGINE-1990-94
The customer complaint is an
intermittent check engine light. You
check for codes and you find a code 71
(EGR system malfunction). After
checking the basic operation of the EGR
valve, you discover that it is working as
it should. However, the code sets after
driving a few miles. What you need to
be aware of is that this system uses an
EGR temperature sensor located in the
EGR passage. This sensor operates the
same way as a coolant sensor works.
The higher the temperature, the lower
the voltage signal to the ECM. On an

engine that is at operating temperature

with the EGR valve closed, the signal
voltage should be about 3 to 4 volts.
When the EGR valve opens, hot gas
flowing over the sensor will reduce
signal voltage to about 0.5 volts. This
change in voltage helps the ECM
determine if the EGR valve is working.
The problem occurs when the EGR
passage becomes restricted with carbon,
reducing EGR flow, which will result in
a higher voltage signal from the EGR
temperature sensor. Since this voltage
signal is higher than the ECM expects,
this results in the ECM setting a code
71. If the system appears to be receiving
a proper vacuum signal, but you see no
change in engine idle when vacuum is
applied to the valve, then suspect a
clogged passage. The blockage can
easily be cleared by removing the EGR
valve and cleaning the opening.

Peter Mc Ardle
Asian Specialist

MITSUBISHI MPI MAIN

RELAY OPERATION
In the mid-eighties, Mitsubishi
introduced their latest version of multiport fuel injection. This system uses the
MPI main relay which supplies power to
the ECM, fuel injectors, fuel pump, and
various solenoids. Since this relay can
cause intermittent problems which will
result in a no-start condition we will
discuss its operation.
First off, this is an eight-pin relay
with two rows of four pins each. Lets
identify the power pins first. (Refer to
diagram D). One pin has power with
the key off. This is pin #4 which is
usually a black wire with a red stripe.
Pin #8 (black wire with a white stripe)
gets power with the ignition on. This
provides power to the main relay coil
which is grounded through pin #6.
When you turn the key on, you should
hear the relay click. When this happens,
you should now see battery power at
terminals # 2 , #3, & #5. The wires to #2
Diagram D

and 3 are usually red wires, or, in some

cases yellow with a white stripe.
Number 5 is usually a white wire with a
red stripe. When the ignition is in the
crank position two things should
happen. First, pin #7 which is usually a
black wire with a yellow stripe, will get
power from the ignition switch. This
will energize a second coil inside the
relay which you should hear it click.
When this happens, you should see
power at pin #1 which is a black wire
with a green stripe. This supplies power
to the fuel pump when in the crank
position. During cranking, if the ECM
receives a signal from the crank position
sensor, the ECM then grounds pin #5
which will activate the third coil in the
relay. This keeps power to the fuel
pump when you release the key and the
switch returns to the run position.
Despite the relay coils operating
properly, this relay can still cause a no
start condition. One of the problems
with this relay is as it gets older, the
relay contacts tend to pit and get dirty.
When this happens, you get a voltage
drop. If the drop is big enough,
components will not function. A good
way to determine if this is the problem
is to bypass the relay. This can be
accomplished by attaching 3 jumper
wires to terminal #4. Attach one wire to
each of terminals # 1, 2, and 3. This will
bypass the contacts of the relay and
supply power where its needed. Just
make sure you have 12 volts at terminal
#4 before you bypass the relay.

Kerry Jonsson
Asian Specialist

1996 & NEWER GM

TRUCKS: DUAL FUEL
TANKS-FUEL BALANCE
MODULE
Older vehicles with dual fuel tanks
were equipped with a tank selector
switch. The operator merely selected the
tank from which he wanted to run from
by flipping a switch. In the new C & K
series trucks for gasoline and diesel
engines, that switch no longer exists.
Making its debut in these vehicles is
what GM calls the Fuel Pump Balance
Module. This module performs two
functions. It handles the fuel delivery
between the two tanks as well as
controlling the dash fuel gauge
operation. In this system the second
tank, regardless of location has become

Diagram E

a reservoir for the first tank. The fuel

gauge in these vehicles now indicates
the total fuel supply in both tanks. The
Balance Module which is connected to
the sending unit in each tank
constantly monitors the fuel level in
both tanks. When the level in the main
tank falls below a certain point, which
is about two gallons lower than the
level in the second tank, the module
turns on a fuel pump that is located in
the second tank. It does this through
the Balance Fuel Pump Relay. Be aware
that this pump does not supply the
engine. All it does is transfers fuel to the
main tank. The module tries to keep the
main tank about two gallons higher than
the second tanks level. After that is
achieved, the fuel pump is shut off.
In order for the dash gauge to read
properly, The Balance Module averages
the resistance readings of the two
sending units. It then controls the
current flow through the gauge. High
current flow, which would correspond to
about 4 ohms of resistance through the
module would result in the dash gauge
reading empty. Low current, or about 90
ohms of resistance, would result in the
dash gauge reading full.
In the case of one of the sending
units being shorted to ground, the
module would interpret that as being an
empty tank, causing the dash gauge to
read half of the actual level of the other
tank. If the sender was an open circuit
situation, then the module would make
the dash gauge read empty.

Jeff Auerbach
Domestic Specialist

1993-1995 FORD
TAURUS- FLEXIBLE
FUEL VEHICLE
You have a Ford Taurus brought
into your shop with a complaint of
hesitation upon acceleration. The first
item you notice about this car is that it is
a flexible fuel vehicle, meaning that it
has the ability to run on various
ethanol/methanol fuel blends. It achieves
this by using a sensor on the fuel rail that
determines the type of fuel blended, and
relays that information to the ECM.
Based on a frequency output from this
sensor, the ECM can now calculate
proper fuel delivery through injector
pulse width.
You road test the vehicle and you
experience the hesitation. You can
eliminate the hesitation by adding fuel.
At this point you decide to check fuel
pump voltage because its easier than
hooking up the fuel pressure gauge for
now. You notice that you have good
voltage at the fuel pump during cranking
and for a short period afterward. Then
suddenly, the fuel pump voltage drops to
8 volts. After seeing that, you hook up

the fuel pressure gauge and see that fuel

pressure is stable even after the voltage
drop. Whats going on?
Flexible fuel Taurus vehicles use a
dual fuel pump voltage circuit. The
purpose of this circuit is to reduce the
noise in the passenger compartment from
the fuel pump. This is accomplished
through the use of the ECM, a dropping
resistor, and a low speed fuel pump
relay. Lets take a quick look at how it
works.
(Refer to diagram E.) During
cranking, the ECM grounds pin #22 to
the constant control relay to energize the
solid state fuel pump relay inside of the
constant control relay module which is
located on the radiator support. This will
allow the fuel pump to receive full
battery voltage at this time. Once the
engine has started and has run for a
prescribed amount of time determined by
the coolant temperature sensor, the ECM
will then discontinue this ground at pin
#22, and now ground pin #32, which will
cause the contacts of the low speed fuel
pump relay to close. At this point, power
will be supplied to the fuel pump through
an inline dropping resistor which will
result in the pump seeing an 8-volt
signal. The low speed fuel pump relay
and the dropping resistor are located at
the center of the firewall. When certain
conditions arise such as engine speeds
over 3300 RPM, or when a wide open
throttle condition is sensed, the ECM
will supply the full 12 volts by changing
the ground back to pin # 22. Think of
the possible driveability complaints this
system can create if there is a failure in
the circuit. For instance, a bad low speed
relay can cause a car to stall after 30
seconds. It will restart with no problem.
After 30 seconds, the vehicle stalls again.
Or, the ECM loses its logic and does not
switch back to full battery voltage upon
hard acceleration, causing the car to run
lean. Maybe the ECM received
inaccurate information from the throttle
position sensor. Now that you are
familiar with the way this system
operates, the next time, youll be able to
tackle flexible fuel vehicle problems.

John Rogers
Domestic Specialist

ST8545-3Q99