This direct ignition system uses a magnetic crankshaft position sensor. This sensor protrudes through its mount to within approximately 1.3 mm (0.05 in) of the crankshaft reluctor. The reluctor is a special wheel attached to the crankshaft or crankshaft pulley with 58 slots machined into it, 57 of which are equally spaced in 6 degree intervals. The last slot is wider and serves to generate a sync pulse. As the crankshaft rotates, the slots in the reluctor change the magnetic field of the sensor, creating an induced voltage pulse. The longer pulse of the 58th slot identifies a specific orientation of the crankshaft and allows the engine control module (ECM) to determine the crankshaft orientation at all times. The ECM uses this information to generate timed ignition and injection pulses that it sends to the ignition coils and to the fuel injectors.

The camshaft position (CMP) sensor sends a CMP sensor signal to the ECM. The ECM uses this signal as a sync pulse to trigger the injectors in the proper sequence. The ECM uses the CMP sensor signal to indicate the position of the no. 1 piston during its power stroke. This allows the ECM to calculate true sequential fuel injection mode of operation. If the ECM detects an incorrect CMP sensor signal while the engine is running, DTC P0341 will set. If the CMP sensor signal is lost while the engine is running, the fuel injection system will shift to a calculated sequential fuel injection mode based on the last fuel injection pulse, and the engine will continue to run. As long as the fault is present, the engine can be restarted. It will run in the calculated sequential mode with a 1-in-6 chance of the injector sequence being correct.

The idle air system operation is controlled by the base idle setting of the throttle body and the idle air control (IAC) valve.

The ECM uses the IAC valve to set the idle speed dependent on conditions. The ECM uses information from various inputs, such as coolant temperature, manifold vacuum, etc., for the effective control of the idle speed.

The engine coolant temperature (ECT) sensor is a thermistor, a resistor which changes value based on temperature, mounted in the engine coolant stream. Low coolant temperature produces a high resistance of 100,000 ohms at -40°C (-40°F), while high temperature causes low resistance of 70 ohms at 130°C (266°F).

The engine control module (ECM) supplies 5 volts to the ECT sensor through a resistor in the ECM and measures the change in voltage. The voltage will be high when the engine is cold, and low when the engine is hot. By measuring the change in voltage, the ECM can determine the coolant temperature. The engine coolant temperature affects most of the systems that the ECM controls. A failure in the ECT sensor circuit should set a DTC. Remember, these DTCs indicate a failure in the ECT sensor circuit, so proper use of the chart will lead either to repairing a wiring problem or to replacing the sensor to repair a problem properly.

The throttle position (TP) sensor is a potentiometer connected to the throttle shaft of the throttle body. The TP sensor electrical circuit consists of a 5-volt supply line and a ground line, both provided by the ECM. The ECM calculates the throttle position by monitoring the voltage on this signal line. The TP sensor output changes as the accelerator pedal is moved, changing the throttle valve angle. At a closed throttle position, the output of the TP sensor is low, about 0.5 volt. As the throttle valve opens, the output increases so that, at wide open throttle (WOT), the output voltage will be about 5 volts.

The ECM can determine fuel delivery based on throttle valve angle, driver demand. A broken or loose TP sensor can cause intermittent bursts of fuel from the injector and an unstable idle, because the ECM thinks the throttle is moving. A problem in any of the TP sensor circuits should set a DTC P0121 or P0122. Once the DTC is set, the ECM will substitute a default value for the TP sensor and some vehicle performance will return.

Three-way catalytic converters are used to control emissions of hydrocarbons (HC), carbon monoxide (CO), and oxides of nitrogen (NOx). The catalyst within the converters promotes a chemical reaction. This reaction oxidizes the HC and CO present in the exhaust gas and converts them into harmless water vapor and carbon dioxide. The catalyst also reduces NOx by converting it to nitrogen. The ECM can monitor this process using the HO2S1 and HO2S2 sensor. These sensors produce an output signal which indicates the amount of oxygen present in the exhaust gas entering and leaving the three-way converter. This indicates the catalyst's ability to efficiently convert exhaust gasses. If the catalyst is operating efficiently, the HO2S1 sensor signals will be more active than the signals produced by the HO2S2 sensor. The catalyst monitor sensors operate the same way as the fuel control sensors. The sensor's main function is catalyst monitoring, but they also have a limited role in fuel control. If a sensor output indicates a voltage either above or below the 450 mv bias voltage for an extended period of time, the ECM will make a slight adjustment to fuel trim to ensure that fuel delivery is correct for catalyst monitoring.

A problem with the HO2S1 sensor circuit will set DTC P0131, P0132, P0133, or P0134, depending on the special condition. A problem with the HO2S2 sensor signal will set DTC  P0137, P0138, P0140, or P0141, depending on the special condition.

A fault in the rear heated oxygen sensor (HO2S2) heater element or its ignition feed or ground will result in lower oxygen sensor response. This may cause incorrect catalyst monitor diagnostic results.

The exhaust gas recirculation (EGR) system is used on engines equipped with an automatic transaxle to lower oxides of nitrogen (NOx) emission levels caused by high combustion temperature. The EGR valve is controlled by the ECM. The EGR valve feeds small amounts of exhaust gas into the intake manifold to decrease combustion temperature. The amount of exhaust gas recirculated is controlled by variations in vacuum and exhaust back pressure. If too much exhaust gas enters, combustion will not take place. For this reason, very little exhaust gas is allowed to pass through the valve, especially at idle.

The EGR valve is usually open under the following conditions:

Results of Incorrect Operation

Too much EGR flow tends to weaken combustion, causing the engine to run roughly or to stop. With too much EGR flow at idle, cruise, or cold operation, any of the following conditions may occur:

If the EGR valve stays open all the time, the engine may not idle. Too little or no EGR flow allows combustion temperatures to get too high during acceleration and load conditions. This could cause the following conditions:

The intake air temperature (IAT) sensor is a thermistor, a resistor which changes value based on the temperature of the air entering the engine. Low temperature produces a high resistance of 4,500 ohms at -40°C (-40°F), while high temperature causes a low resistance of 70 ohms at 130°C (266°F).

The ECM provides 5 volts to the IAT sensor through a resistor in the ECM and measures the change in voltage to determine the IAT. The voltage will be high when the manifold air is cold and low when the air is hot. The ECM knows the intake IAT by measuring the voltage.

The IAT sensor is also used to control spark timing when the manifold air is cold.

A failure in the IAT sensor circuit sets a DTC P0112 or P0113.

Notice: 

The IAC valve is mounted on the throttle body where it controls the engine idle speed under the command of the ECM. The ECM sends voltage pulses to the IAC valve motor windings, causing the IAC valve pintle to move in or out a given distance, a step or count, for each pulse. The pintle movement controls the airflow around the throttle valves which, in turn, control the engine idle speed.

The desired idle speeds for all engine operating conditions are programmed into the calibration of the ECM. These programmed engine speeds are based on the coolant temperature, the park/neutral position switch status, the vehicle speed, the battery voltage, and the A/C system pressure, if equipped.

The ECM learns the proper IAC valve positions to achieve warm, stabilized idle speeds, RPM, desired for the various conditions, such as park/neutral or drive, A/C ON or OFF, if equipped. This information is stored in ECM keep alive memories. Information is retained after the ignition is turned OFF. All other IAC valve positioning is calculated based on these memory values. As a result, engine variations due to wear and variations in the minimum throttle valve position, within limits, do not affect engine idle speeds. This system provides correct idle control under all conditions. This also means that disconnecting power to the ECM can result in incorrect idle control or the necessity to partially press the accelerator when starting until the ECM relearns idle control.

Engine idle speed is a function of total airflow into the engine based on the IAC valve pintle position, the throttle valve opening, and the calibrated vacuum loss through accessories. The minimum throttle valve position is set at the factory with a stop screw. This setting allows enough airflow by the throttle valve to cause the IAC valve pintle to be positioned a calibrated number of steps, counts, from the seat during controlled idle operation. The minimum throttle valve position setting on this engine should not be considered the minimum idle speed, as on other fuel injected engines. The throttle stop screw is covered with a plug at the factory following adjustment.

If the IAC valve is suspected as the cause of improper idle speed, refer to .

The ECM receives rough road information from the G sensor. The ECM uses the rough road information to enable or disable the misfire diagnostic. The misfire diagnostic can be greatly affected by crankshaft speed variations caused by driving on rough road surfaces. The G sensor generates rough road information by producing a signal which is proportional to the movement of a small metal bar inside the sensor.

If a fault occurs which causes the ECM to not receive rough road information between 50-113 km/h (30-70 mph), DTC P1391 will set.

The manifold absolute pressure (MAP) sensor measures the changes in the intake manifold pressure which result from engine load and speed changes. It converts these to a voltage output.

A closed throttle on engine coast down produces a relatively low MAP output. MAP is the opposite of vacuum. When manifold pressure is high, vacuum is low. The MAP sensor is also used to measure barometric pressure. This is performed as part of MAP sensor calculations. With the ignition ON and the engine not running, the ECM will read the manifold pressure as barometric pressure and adjust the air/fuel ratio accordingly. This compensation for altitude allows the system to maintain driving performance while holding emissions low. The barometric function will update periodically during steady driving or under a wide open throttle condition. In the case of a fault in the barometric portion of the MAP sensor, the ECM will set to the default value.

A failure in the MAP sensor circuit sets a DTC P0107 or P0108.

The following tables show the difference between absolute pressure and vacuum related to MAP sensor output, which appears as the top row of both tables.